Powertrain International 2023-1

Powertrain 

INTERNATIONAL 

HYDROGEN 

rising era 

Cover with Liebherr H2 common rail - Hydrogen in the 

spotlight: Lhyfe and Westport - CNH Industrial Tech Day 

in Phoenix, Arizona - Bauma, EIMA and METS in a glance 

VADO E TORNO EDIZIONI 

www.vadoetorno.com 

www.powertraininternationalweb.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 

POWERTRAIN SUPPLEMENT 

January 2023 

1

JANUARY 2023 

powertraininternationalweb.com 

CONTENTS 

GENERIC 

ICE 

H2 HYDROGEN 

kWe ELECTRIC 

GAS 

14 

FOLLOW POWERTRAIN INTERNATIONAL ON: 

DIESEL OF THE YEAR 

06. KOHLER KSD 

All around the world: bauma, EIMA, EquipExpo 

EVENTS 

14. FPT INDUSTRIAL 

Turin e-plant opening ceremony 

22. CNH INDUSTRIAL TECH DAY 

We saw electric and LNG tractors in Phoenix 

H2 

16. LHYFE 

Made in France green hydrogen 

20. WESTPORT 

Interview with the CEO, David Johnson 

EVENTS 

24. BAUMA MUNICH 2022 

It is still “number 1” 

28. KUBOTA @ BAUMA 

D1105-K, P2 Hybrid, 3.8 H2, V5009 

30. PERKINS @ BAUMA 

48-Volt, 300-Volt, 600-Volt batteries 

32. EIMA INTERNATIONAL 

There were also Cummins and Deutz AG 

16 

24 

MARINE 

34. COMPARISON 

At 30 liters, the lead returns to MAN 

38. mtu @ CANNES 

The methanol way 

40. METSTRADE 

Password: integration 

THINK PINK 

48. NEETA KHARE 

Director battery and fuel cells for FPT 

COLUMNS 

4. Editorial 8. Newsroom 10. Automotive 44. Techno: 

Bonfiglioli 46. Sustainable Techno 50. Techno: Parker 

Editorial: POWERTRAIN International’s way 

We are POWERTRAIN International, and we will 

provide answers as soon as possible. For now, we 

will tell you the facts. 

3

EDITORIAL 

by Fabio Butturi 

POWERTRAIN INTERNATIONAL’S WAY 

A 

magazine is not born on a whim; it is a living 

body that dialogues with its readers and speaks 

to its community, not to itself. What we tell you 

in this issue is a summary of what we have seen 

around the world. At Bauma and IAA , in Germany; at 

EIMA International, in Italy; at Metstrade, in the Netherlands; 

and at CNH Industrial Tech Day, in the USA. The 

first issue of POWERTRAIN International is not just a 

travel report, however. In Munich, Hanover, Amsterdam, 

Bologna and Phoenix, we browsed trends in onroad heavy 

duty applications, agricultural mechanization, construction 

machinery and recreational marine. We witnessed 

the growing appeal of hydrogen, even and especially as 

applied to the internal combustion engine. We have seen 

the explosion of BEV technology onroad and off-road as 

well. Not forgetting alternative fuels, also among yachts. 

Beneath the Alps FPT Industrial has unveiled the e-plant 

for axles and batteries. On the other side of the western 

world, in Arizona, New Holland fielded the first fully 

electrified utility tractor and backhoe loader. Emphasis 

on the off-shore platform and associated green hydrogen 

production site off the French Atlantic coast. Not enough 

for you? Since anyone who talks with anyone else carries 

a soul, ours shows itself by giving voice to German car 

association ADAC trials, verifying the efficiency of wallboxes 

and charging stations. In ‘Think Pink’ spoke with 

us Neeta Khare, scientist and manager, FPT Industrial Director 

of Battery and Fuel Cells. She handed us a sense 

of identity of a scientist applied to industry, the added 

value of being a woman in a predominantly male environment. 

It will be a complicated year, 2023, because of 

the scenario we experienced in 2022, from supply chain 

shortages, to semiconductor latitude, to deadly increases 

in the cost of raw materials and shipping. And, again, the 

war in Ukraine, diplomatic tensions, and concerns about 

a market that is so voracious for quantity that production 

chains cannot satisfy. The stimuli are many: more and 

more voices are challenging the European ban on diesel 

in 2035. Euro 7 is on the table. We are witnessing the 

proliferation of technological solutions competing for the 

title of decarbonization kingpin. What will be the replacement 

for lithium, in batteries, assuming there can be one? 

Is producing hydrogen in situ via electrolyzers really feasible? 

We are POWERTRAIN International, and we will 

provide answers as soon as possible. For now, we will 

tell you the facts. Currently, who can know with surgical 

precision? For this we reapply to a movie quote: “After 

all, tomorrow is another day!” 

4


POWERTRAIN 

POWERTRAIN 

POWERTRAI 

BAUDOUIN 

20M33 

OWERTRAIN 

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 

POWERTRAIN 

SMALL BIG 

winner 


www.diesel-international.com 


ISSN 0042 



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


DIESEL SUPPLEMENT 

March 2022 

PERKINS 

5000 

Perkins 5000 Series - NGV Powertrain, ethanol and methanol - 

Sustainability according to Scania - Comparison 6.7 liter 

AGNOSTIC 

engines - Fish-Eye: Fendt and MAN - Bonfiglioli Evo 

feeling 

IAA: FPT Industrial, Cummins and Weichai - Bauma previews 

PG: microgrid by Cummins, mtu, Isotta Fraschini 12V170 G - 

Beyond Iveco Group - Boat Shows: SMM and Cannes 

Kohler wins Diesel of the Year for the third time - Scania 

Super puts ICE back in the lead on the road - Cat and CHP - 

Cummins acquisitions summary - Interview with Allison 





ISSN 0042 

A FUEL 



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



July 2022 

brave choice 





ISSN 0042 

MAN likes dual fuel with hydrogen - Report from Venice Boat 



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



November 2022 

Show - Rolls-Royce PG Symposium: Our first impressions - 

Yanmar and Lyman-Morse - OXE & Cox - FPT Industrial outlook 






ISSN 0042 



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



May 2022 





ISSN 0042 



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



September 2022

DIESEL OF THE YEAR 

KOHLER KSD 1403TCA 

KSD 

IMPRESSED 

AT THE FAIRS 

What better epilogue than 

to scan the trade fair horizon 

as a litmus test of 

the 1.4-litre’s appeal? We 

talked about it with Abhiroop Garg, 

KSD Product Manager. First, however, 

we question Nino De Giglio, Director 

Marketing Communication and Channel 

Management (on the left). We ask 

him what he felt, with reference to the 

global market “sentiment”. 

The second half of 2022 was particularly 

eventful at the tail end of the 

pandemic long wave. What feelings 

have you collected, in reference to the 

“sentiment” of the global market? 

“The success of all the trade shows 

Kohler participated in during 2022 is 

synonymous with a strong market that 

has quickly recovered from the 2020 

crisis and with still growing demand 

that continues to create difficulties 

in the supply chain. On the Munich 

stage, machine and engine manufacturers 

unveiled a variety of solutions, 

breaking away from the idea that the 

internal combustion engine is now 

part the past, while electric is the future. 

Hydrogen, fuel cells, alternative 

fuels and electrics are all part of one 

big container of solutions for the future: 

not one preponderant winning 

technology, but a combination of 

solutions adapted to different market 

needs. For Kohler, 2022 was the year 

De Giglio and Garg talk 

about the impressions 

of Kohler KSD from 

three big exhibitions 

of the introduction of the compact and 

high-performance KSD engine, which 

is already attracting the attention of 

numerous manufacturers in different 

application segments. Alongside 

the traditional ICE proposal, Kohler 

presented its new hybrid line-up, introducing 

the Versatile Hybrid, an 

alternative capable of achieving 

the zero-emission mantra through 

all-electric operation, while keeping 

the diesel engine ready to step in to 

add mechanical power when needed 

or to recharge the battery. Completing 

the offer is the possibility of using 

alternative fuels such as HVO, a renewable 

fuel derived from biological 

waste that can reduce overall CO 2 

emissions by up to 90 percent, and for 

which all diesel engines in the Kohler 

range are already compliant.” 

6

#DIESELOFTHEYEAR #KSD #KOHLER #BAUMA #EIMA #EQUIPEXPO 

Now we give the floor to Abhiroop 

Garg, Associate Product Manager 

KSD (on the right). 

Divergences between KSD and KDI? 

“Both engines start from a design 

philosophy that responds to the complex 

and growing needs of the market. 

As a result of the experience gained 

with the KDI, the KSD comes already 

complete with all the options that can 

allow this engine strong integration 

with numerous machines in different 

application segments. The KSD has 

no ATS constraints, despite boasting 

a displacement-to-torque ratio similar 

to that of engines with higher 

power ratings. Its compactness allows 

easy installation, even when replacing 

higher-displacement engines, 

without requiring any kind of machine 

redesign effort on the part of the man- 

ufacturer. KSD engines offer a wide 

range of options that allow manufacturers 

and distributors to make their 

own version of the engine, making it 

adaptable to any application with 60 

percent of the optional components.” 

Three trade shows (EquipExpo, 

Bauma and Eima), three application 

families, three target audiences. 

What is the most intriguing aspect 

of the KSD that can seduce across 

the board? 

“The flexibility of the configurations 

offered by the KSD manages to find 

a solution best suited for each target 

area with minimal installation effort. 

If we talk about EquipExpo, features 

such as the compactness and light 

weight of the engine, as well as minimized 

noise and vibration, make the 

KSD the best engine for this sector. 

On the other hand, if we talk about 

Bauma, the KSD’s winning features 

are its heavy-duty architecture with a 

high number of service interval hours, 

along with its low fuel consumption. 

For the Ag sector, and thus the Italian 

EIMA, the KSD attracts the market 

with specific options for agricultural 

tractors and multi-utility machines: 

for example, high torque, the third 

PTO option that helps the use of hydraulic 

pumps in machines, and electronic 

control that meets all load variation 

requirements.” 

EquipExpo: KSD carves out a place 

in the sun alongside Command Pro. 

Can diesel and gasoline coexist? 

“Absolutely yes, diesel and gasoline 

can coexist. The KSD will concentrate 

in the heavy-duty applications of the 

turf world where to date the Command 

Pro cannot be as efficient. Thus, we 

will strengthen Kohler’s name in the 

North American market. The KSD will 

have dual Stage V and Tier IV final 

homologation, so the same engine will 

be usable in both the U.S. and Europe 

without changing calibration or other 

components. The market is recovering 

from the pandemic faster than expect- 

ed, and we are expecting demand to 

increase in the years to come.” 

KSD finds its natural habitat at Bauma. 

In what applications does it find 

the most acceptance? Will it have a 

hybrid future, and which one? 

“With all its available options, the 

KSD can be integrated into most applications 

in the construction world; skid 

steer loaders, excavators, wheel loaders, 

dump trucks, forklifts, and generators 

are available. As mentioned earlier, 

KSD engines will go into production 

in a wide choice of configurations, allowing 

manufacturers and distributors 

to make their own version of engine to 

meet all kinds of needs. When we first 

unveiled the KSD, we announced that 

it would comply with all the world’s 

regulations and fuels, and it was no 

accident. The KSD will become a multi-fuel 

range. It will definitely have a 

hybrid future; we are already working 

on it concretely with some of our customers. 

As we expected, the electronic 

architecture of the KSD makes it a perfect, 

futuristic match for hybrid solutions. 

Also, at Bauma, we saw a jump 

in demand after the pandemic. We look 

forward to introducing the KSD to the 

market and taking advantage of these 

opportunities. With this future-ready 

product, we are ready to meet the demand 

for a performance engine suitable 

for all geographic areas, compliant 

with all regulations worldwide, and 

compatible with all kinds of machines. 

EIMA aimed mainly at specialized and 

corporate. What feedback and prospects 

for KSD? Considering our great 

interest in the Italian domestic agricultural 

market, EIMA has always been a 

special fair for us. All our customers, 

from Italy and abroad, were excited 

to see the KSD on our booth, and we 

left the show with a high number of 

requests for prototypes and engines. 

As always, the many options available 

were most appreciated, and our customers 

were willing to integrate the 

KSD into their product range.” 

7

NEWSROOM 

IEEFA ABOUT LNG 

WE 

HAVE 

A PROBLEM 

According to this 

commentary on LNG by 

Sam Reynolds, IEEFA’s 

Energy Finance Analyst, 

as existing import 

terminals go underutilized, 

new projects face delays 

and cancellation risks 

According to the new IEEFA 

commentary, Liquefied natural 

gas, once heralded as “the 

champagne of fuels,” is quickly 

falling out of favour in key growth 

markets. Volatile, unaffordable prices 

and supply challenges in the global 

market have crimped demand in Asia, 

and the International Energy Agency 

(IEA) has declared an end to the 

“golden age of gas.” As Asian countries 

search for less expensive energy 

supplies, their fuel-switching choices, 

policy shifts, and underutilization of 

existing LNG terminals have started 

to materialize into high-profile delays 

and cancellations of proposed new 

LNG import projects. Throughout 

Asia, US$490 billion of gas-related 

infrastructure projects have been proposed, 

but less LNG demand growth 

in the region could mean that fewer 

import projects are necessary. Projects 

in many emerging markets are already 

experiencing delays and cancellations. 

In India, for example, six new terminals 

were anticipated online this year, 

according to the International Gas Union. 

None have been commissioned. 

Although some are still aiming for a 

December launch, most have delayed 

target operations to next year. Some 

may face larger setbacks. For instance, 

recurring delays at the Jaighar 

LNG project prompted floating terminal 

provider Hoegh LNG to cancel its 

10-year charter and reroute the vessel 

to Europe. In China, two out of eight 

new terminals expected online this 

year have been commissioned. Developers 

have cited expensive prices 

and lackluster demand as reasons for 

delays. In addition, the 8 gigawatts 

(GW) of new gas-fired power capacity 

added this year was dwarfed by the 

158 GW of new wind and solar capacity. 

The IEA now expects Chinese gas 

demand to grow at just 2% through 

2030, compared to 12% average annual 

growth over the previous decade. 

The government of Bangladesh withdrew 

from a 3.6 GW LNG-fired power 

plant and terminal project in August, 

citing eye-watering fuel prices in the 

global market. The Philippines and 

Vietnam have delayed plans to commission 

their first LNG terminals until 

next year, partly due to ongoing turmoil 

in global LNG markets. Even if 

the terminals are brought online, however, 

both countries could face exorbitant 

spot LNG prices, since neither 

have finalized long-term LNG purchase 

contracts. San Miguel Corporation, 

the largest gas-fired power plant 

developer in the Philippines, reportedly 

faces delays with eight proposed 

power projects. These setbacks belie 

projections that South and Southeast 

Asia would account for the lion’s 

share of global LNG demand growth. 

To make matters worse, Europe is 

now absorbing the entire global fleet 

of floating import terminals through 

2025, further deteriorating the outlook 

for proposed LNG import projects in 

emerging Asia. 

8

#IEEFA #LNG #HUMPHREE #KOHLER #KÄSSBOHRER #CUMMINS #ROLLSROYCE 

POWERED BY CUMMINS POWERBULLY IS GOING TO BE PRESENTED AT CONEXPO TOO 

Kässbohrer unveiled a new generation 

of highly mobile all-terrain 

PowerBully tracked vehicles for use 

in the construction industry. With a 

payload of over 11.5 metric tons and 

ultra-low ground pressure, the dump 

trucks enable you to transport large 

quantities of material or tools over 

ground that is muddy, soft and hard 

to negotiate. All models are equipped 

with a 6-cylinder Cummins B6.7 engine 

with 235 or 285 metric HP and 

a hydrostatic propulsion drive. The 

rear-wheel drive provides for a high 

degree of traction and a maximum 

driving speed of 14.5 km/h. With a 

slope angle of 45°, it is even possible 

to drive on uneven ground and to 

cross trenches. The endless rubber 

tracks with a width of 750 mm offer 

a large contact surface. This results 

in low ground pressure: at only 0.19 

kg/cm², this is many times lower 

than for wheeled vehicles. In addition, 

the low ground pressure reduces 

the effects on the ground to a minimum. 

PowerBully makes it possible 

to work all year round – regardless of 

the weather conditions. With a payload 

of 11.5 metric tons and a capacity 

of 8.8 m³, PowerBully transports 

large volumes safely and efficiently 

to any jobsite. The dump bed can be 

controlled easily while driving, using 

the joystick. 

SAMIE BARR 

AND KOHLER 

SHE BRINGS MORE THAN 

30 YEARS OF CONSUMER 

AND RETAIL EXPERIENCE 

Kohler Co. has announced the 

appointment of Samie Barr as 

Chief Brand Officer. This role 

was created to fuel strategic 

acceleration and further elevate the 

Kohler brand globally across a diverse 

set of dynamic businesses. Barr 

will report to David Kohler, Chair and 

CEO, serve on the Kohler Leadership 

team and partner with leaders across 

the business to deliver the company’s 

mission of a higher level of gracious 

living for customers, brand partners 

and associates. Barr will have responsibility 

for leading global creative, 

media and digital capabilities and the 

global teams responsible for the brand 

experience. Barr brings more than 30 

years of progressive consumer and 

retail experience in fast-paced, highgrowth 

companies. She has a proven 

track record of leading customer-centric 

transformation and delivering 

growth. Barr joins Kohler Co. from 

CB2, where she was Senior Vice President 

of Marketing. 

5,555 th mtu to Bell 

Rolls-Royce recently 

delivered the 5,555 th 

mtu engine of Series 

1000, 1300 and 1500 to 

global articulated dump 

truck manufacturer and 

construction equipment 

manufacturer Bell 

Equipment. Rolls-Royce has 

been supplying Bell with 

mtu engines from Series 

1000 to 1500 since 2013. 

This business relationship 

started in 1998. The majority 

family-owned company 

was founded in 1954 and 

produces, markets and 

exports a large number of 

different material handling 

machines worldwide.

AUTOMOTIVE 

ADAC 

THE WAYS 

OF 

RECHARGING 

Here is the most traumatic experience 

for new owners of 

a BEV, besides discovering 

that the supply often does 

not even come close to the nominal 

power of the station. All it takes is a 

glance at the on-board computer to 

find out that there is a considerable 

gap between the supplied (and paid 

for) energy and that which is actually 

“stored” in the accumulator. An 

issue that is accompanied by urban 

legends according to which suppliers 

use meters that work to the detriment 

of users, and an issue that remained 

dormant when the electricity 

costs were ridiculously low. In fact, 

supermarkets and shopping centres 

competed to provide free stations to 

attract customers. 

Due to the Ukrainian crisis, howev- 

er, the price of a kWh has rocketed 

and, at the superfast stations, some 

have come to pay more than one 

euro for it. So, as well as having a 

general environmental sustainability 

value, the issue of having efficient 

recharging stations can significantly 

weigh on the drivers’ wallet. 

This has aroused the curiosity of 

the engineers from the ADAC, the 

Home charging can 

consume up to 24% 

of the energy used in 

powering an electric 

car, revealed a study 

by ADAC, the German 

automobile association 

German car club with more than 

20 million members, all of whom 

are very cost-conscious, as the proverbial 

Teutonic punctiliousness requires. 

To shed some light on this, 

four popular models such as the Renault 

Zoe, VW ID.3, Tesla Model 3 

and Fiat 500e were taken to the laboratory 

and evaluated on the basis of 

two different charging options, with 

a battery initially at 20 percent: the 

home plug (2.3-kilowatt power) and 

an 11-kilowatt wallbox. The result, 

first of all, showed that the losses in 

case of a home plug recharging are 

always more than 12 percent and 

even double in the case of a Renault 

Zoe. The phenomenon is less pronounced 

when using a wallbox, but 

the absolute best figure recorded was 

with the Fiat 500e, which is top of 

10

#ADAC #ELECTRIFICATION #RECHARGING #PASSENGERCARS #WALLBOX 

BSW BATTERY 

The so called BSW Battery swap station is the electric mobility 

model brought forward by NIO, an innovative Shanghai-based 

brand that presents itself as the made-in-China Tesla. With one 

key difference: while Elon Musk with Tesla has built part of his 

fortune on the dedicated recharging network – in Europe alone, 

there are more than 10,000 Superchargers to date – NIO’s 

engineers have built their success at home, with more than 

200,000 cars sold, on the principle of rapid battery replacement. 

Whoever buys one of the four different NIO-branded BEV 

models does not buy the battery, which is provided on the basis 

of a monthly fee. For recharging, one must rely on BSW, a fully 

automated workshop that in less than five minutes removes the 

discharged battery from the vehicle floor and replaces it with a 

“full ” one. In addition to having set up a construction plant in 

Hungary, NIO has opened the first BSW in Germany, along the 

Munich-Stuttgart motorway, and plans to activate no less than 

a thousand battery exchange points in the Old Continent. 

the sales in Germany, and that is 6.3 

percent. The explanation, put down 

in black and white by the ADAC 

technicians, is significant: given 

that traction batteries are recharged 

with direct current, the first reason 

for these losses is attributable to the 

conversion from alternating current 

of the mains supply carried out by 

the on-board charger in the case of 

domestic connection, to which must 

be added those losses triggered by 

the on-board control units that monitor 

recharging and manage battery 

temperature. The estimate is that 

the charging system alone “eats” 

up to 300 watts, without forgetting 

the losses along the domestic cables 

that go from the drawing point to the 

socket (up to 4 percent, in the case of 

a recent and perfectly efficient electrical 

system) and those due to the 

length of the connection cable to the 

car (1-2 percent). Losses in the car’s 

high-voltage circuit and in the battery 

itself during charging are less 

significant. 

The situation is considerably different 

in the case of a wallbox which, 

first of all, is connected to a threephase 

alternating current grid (and 

not a single-phase one as with the 

domestic system) and reaches the 

drawing point using cables with a 

very generous section, drastically 

reducing losses due to resistance 

up to the charging socket. Secondly, 

the high power results in a higher 

charging speed which, besides 

being a convenience for car users, 

reduces the operating time of onboard 

systems and consequently 

their “self-consumption” effects. 

This explains such practically double 

efficiency. With two important 

corollaries: tests have shown that 

losses do not change regardless of 

the charge level achieved, whether 

the battery reaches 80 percent of 

the nominal value or is limited to 

50 percent. And this phenomenon is 

certainly further reduced by public 

charging stations, which are already 

connected to a three-phase grid with 

cables of generous section, and 

which carry out the conversion from 

three-phase alternating current to direct 

current directly inside of them 

to supply traction batteries. A point 

for the Tesla superchargers, but also 

a big defeat for those promoting energy 

self-sufficiency through domestic 

solar panels. 

11

AUTOMOTIVE H2 

CUMMINS HYDROGEN @ IAA 

WATER 

AND 

IRON 

Placing a fuel cell, a lithium 

iron phosphate battery, an engine 

that is loaded with Euro 7 

spirit and a hydrogen-enabled 

ICE on the same booth gives a clear 

idea of Cummins’ firepower. There 

we interviewed an impressive trio: Jim 

Nebergall, General Manager Hydrogen 

Engines, Jens Hüttner, Sales Director 

Europe, and Duncan Engeham, Director 

Research and Technology Europe. 

A hydrogen ICE, such as the B6.7, 

which “color shade of hydrogen”- 

goes best with: brown, grey, blue, 

turquoise? 

Nebergall: “We might say the engine 

doesn’t know what color of hydrogen 

it is burning. Ideally, from the carbon 

reduction perspective, green hydrogen 

is the best solution, and we’ll see more 

of it over time, mainly due to the high 

investments that major countries are 

carrying out.” 

How is the 6.7 litre different from 

the diesel version, both on road and 

High Performance? 

Engeham: “The bottom part of the 

engine is exactly the same compared 

to a diesel engine. The bottom half is 

conceived to be an agnostic engine. We 

did not make any compromise when we 

designed the engine. From a combustion 

point of view, we know very well 

“Realizing a net-zero 

future will require a 

range of technologies” 

said Amy Davis, 

President of New 

Power at Cummins 

the features of the diesel engine. When 

it comes to hydrogen, or even natural 

gas, we needed a much more spark-ignited 

design.” 

Besides EGR, does it allow you to get 

rid of ATS? 

Nebergall: “I think it depends on the 

emissions regulations we are dealing 

with. One of the big discussions we’ve 

been having here is about Euro 7: 

where the PM number ends up on Euro 

7 regulations will make a difference 

on having DPF or not. The engine itself 

is exceptionally clean and wouldn’t 

need DPF out of the box, but if the PM 

number goes down in the regulations 

we may need it for urea, for the SCR 

system. It can also depend on the area 

of the world where the engine is used.” 

What safety systems for a 700-bar 

cryogenic tank? 

12

# CUMMINS #IAA #TRUCKS #HYDROGEN #ICE 

Nebergall: “I think it’s a logical question, 

people often ask about safety. 

What I like to remind is that we’ve 

had natural gas-powered vehicles on 

the road for more than 20 years and 

these are using more or less the same 

technology. Those high-pressure tanks 

have been around for quite a long time. 

These tanks are quite thicker and their 

technology is well-established also in 

terms of test protocols they have to 

stand. We can follow all the expertise 

we have gained from natural gas so 

far. Of course, there are certification 

protocols and so on.” 

Are the power and torque curves 

the same as diesel? And what about 

power density? 

Engeham: “The engine is slightly lower 

on power compared to a diesel engine. 

If you think about the X15 fuel agnostic 

engine we’ve got on display here, it can 

go up to 650 hp, we’re more like 530 

hp for the hydrogen version. It’s comparable 

to natural gas, maybe slightly 

better than that. The truth is that most 

OEMs actually require more like 530 

hp, they don’t need higher power.” 

Have you changed materials (piston, 

cylinder, etc.), sealing rings, etc.? 

Engine oil and lubricants? 

Engeham: “All the development we’ve 

done so far was carried out with a 

standard engine, from the materials 

point of view. I must say we’re still 

developing, and we’ve got more work 

to do, in a similar way compared to 

what we usually do when developing 

our diesel engine. Something new may 

definitely come up in the future.” 

For multi-drop distribution haulage, 

it seems to me a good solution. But, 

if it is tricky to apply full-electric 

technology on a 26-tonne truck, isn’t 

a range of only 500 km still too restrictive? 

Nebergall: “Our point is: if a diesel 

engine can do the job, then hydrogen 

engines can work as well. The hydrogen 

engine does a great job, especially 

with extreme duty cycles, extreme conditions: 

really cold, dusty, dirty environments 

it’s just like a diesel engine. 

Our tests have been quite successful so 

far. From a TCO perspective, it’s hard 

to beat diesel, which is low cost, available 

everywhere, fuel efficient and so 

on. Customers do not compare diesel 

with zero-carbon technology. Customers 

who want to move from diesel, they 

know they have three choices: battery 

electric, fuel cells or hydrogen engines. 

In such a scenario, hydrogen engines 

look very attractive, because they are 

diesel-like, they require more or less 

the same amount of space.” 

Are you currently working with European 

truck manufacturers in the 

development of hydrogen-related 

projects? Could you mention some 

of them? 

Nebergall: “We’re getting a lot of cus- 

tomer interest in our technology. We’re 

working in general with OEMs but we 

don’t have anything we’re able to announce 

yet. We have signed some letters 

of intent so far.” 

Do you believe in retrofitting? How 

unwilling are truckers to switch 

away from diesel engines? 

Engeham: “It can be the same transmission, 

the same cooling pack, the 

same engine mounts. You only need a 

new fuel system. The great thing with 

the fuel agnostic engine platform is 

that we’re talking about the same engines, 

the same components.” 

What is the main goal of the hydrogen 

truck concept we can see here at 

IAA? 

Hüttner: “The truck conversion took 

about six months to convert it from 

a diesel truck to a hydrogen truck, 

which is remarkably quick, as the entire 

driveline was converted. The truck 

has 290 hp, 40 kg hydrogen storage at 

700 bars, which is good for a range 

of approximately 500 km. We keep the 

same performances of a diesel truck, 

with the same payload, so we don’t 

have any penalty on the truck weight. 

We also have the same cargo space. We 

can say there’s no penalty going into 

zero carbon. Also, from a drivability 

perspective, it’s the same compared to 

a diesel truck. If you look at the installation, 

we took the Daimler engine out, 

but we kept the Daimler transmission 

in. the radiator too, stayed in as well. 

We just took the diesel engine out and 

put the hydrogen engine in. on the side 

of the truck we have no intrusion into 

the space of the upfitter and we were 

able to locate the hydrogen tanks. We 

wanted to keep the same structure of 

the original truck. Even the electronics, 

it’s the same of a diesel engine. On 

this medium-duty truck segment, the 

TCO is highly impacted by the cost of 

the vehicle itself, not so much by the 

fuel cost, as the number of kilometers 

is significantly lower compared to 

long-haul trucks.” 

13

INTERVIEW 

FPT INDUSTRIAL E-PLANT 

EVERYTHING 

IS 

ILLUMINATED 

and axles, to maximise the benefits 

in terms of industrial synergies. With 

a total area of 15,000 square metres, 

the plant has three parallel production 

lines respectively dedicated to the assembly 

of battery packs and the production 

of central drives and electric 

axles for heavy commercial vehicles. 

At full capacity, the e-plant will employ 

around 200 people. Speaking of 

employees, the man-machine collaboration 

is at the forefront thanks to the 

Industry 4.0 technologies adopted in 

all areas, which allow for automatic 

collection and analysis of all those 

data which are indispensable for monitoring 

and improving safety, quality 

and productivity. All production processes 

are based on automated warehouses 

for component management 

and are developed through electronviding 

our partners and customers 

with ultra-modern solutions for their 

future ranges”. However, beware that 

the application horizon is not limited 

to Nikola Tre or the new electrified 

Daily. The industrial field is another 

target: electric axles, battery packs, 

control systems will sooner or later 

also take the off-highway route. This 

plant, which is dedicated to electrification, 

is integrated in the FPT 

Industrial area, close to the testing 

and production facilities for internal 

combustion engines, transmissions 

In Turin, FPT Industrial 

inaugurated its 

electrified axle and 

battery plant 

Call it “e-plant”: at full capacity 

it will boast an annual capacity 

of 20 thousand axles and 

20 thousand batteries for light 

commercial vehicles, minibuses and 

buses. This is what Alessandro Sezza, 

who is in charge of these production 

lines, explained. He will report to 

Sylvain Blaise, President of the Powertrain 

Business Unit. This place is 

the humus that will allow digitisation 

and the Internet of Things to make 

definitive sense. Since the adjectives 

electric and electronic complement 

each other in this dimension: that of 

the powertrain electrification. Sylvain 

Blaise states: “Our new ePowertrain 

plant is a key step in this direction. 

The electrified products we produce 

here will accelerate the decarbonisation 

in the transport sector, pro- 

14

#FPTINDUSTRIAL #RECREATIONAL #COMMERCIAL #USA #CHINA 

FPT INDUSTRIAL @ IAA HANNOVER 

We chatted with Philip Scarth, Head of open innovation, 

Arbon’s engineering lead. “We talked about multifuel and 

modularity,” Scarth says. “The reality is that multifuel 

has a prominent role to play. We are preparing a new 

engine for alternative fuels, including hydrogen and 

e-fuels if they become available, in addition to diesel and 

CNG, all on the basis of the current platform. Although 

we are simultaneously working on improving hydrogen 

combustion, in this particular scenario we have a new 

engine to ensure that there is room and availability for 

hydrogen combustion solutions.” 

And switching to an electric approach? 

“The battery is the main component of an electric system, 

and we have one together with Microvast. To build up this 

system together, we also require the e-axle, the electrical 

drive system used in the Iveco Daily and in medium-duty 

and heavy-duty applications. Additionally, one of the more 

crucial parts is the BMS, which is a crucial aspect of the 

battery’s managing strategy and helps us increase the 

battery’s lifespan. In Coventry, Potenza is developing nextgeneration 

BMS hardware and software for use in battery 

systems. We are developing AI intelligence with Potenza 

with the goal of extending the life of the battery.” 

ically controlled assembly stations. 

The adopted state-of-the-art technologies 

include augmented and virtual 

reality, which reduces the design time 

of production lines by simulating the 

operating result before physical installation. 

Not least, 3D printing and “Smart 

Observer” systems based on smart 

sensors, 3D scanners for metrological 

quality measurements, 3D reality 

simulators and collaborative robots. 

These robots, together with cloudbased 

quality controls, allow immediate 

detection of problems, while 

end-of-line robots certify product 

conformity in terms of configuration, 

performance and safety. On the electric 

axle line for heavy commercial 

vehicles, a signal light station supports 

the operator by indicating the 

components and where to assemble 

them, thus helping to achieve a zero-error 

goal. On the battery assembly 

line, dielectric carpets protect operators 

from possible electrical leakage, 

while thermal imaging cameras automatically 

measure the temperature of 

the batteries, immediately signalling 

any deviation from the norm. 

“The key to our success is people. Our 

team is invited to acquire a new mindset 

to face electric mobility new challenges 

and to develop new skills so to 

be able to relate to the Industry 4.0 

environment,” says Alessandro Sezza, 

Plant Manager of Iveco Group’s 

Turin plant. “In the Tech Academy we 

prepare our people for a completely 

new process, in which it is crucial to 

manage information flows from robots 

and automated tools. But we also 

provide the necessary soft skills and, 

through a targeted programme called 

‘In Transformation’, we prepare our 

people to face a complex and fluid 

scenario”. 

In conclusion, Gerrit Marx, CEO of 

Iveco Group, says: “The Group has set 

itself the challenging goal of achieving 

zero net CO 2 

emissions by 2040, 

ten years ahead of the Paris Agreement 

deadline. This applies equally to 

our products and the sites where we 

produce them. From this plant we will 

be supplying electric propulsion systems 

that will complement an already 

wide range of powertrains. We thus 

confirm our will to offer customers the 

right products and services to meet 

their rapidly changing needs, as well 

as our well-founded ambition to lead 

the race towards electric mobility”. 

15

MARINE 

LHYFE 

GREEN H2 

TODAY, 

NOT TOMORROW 

dustrial deployment in order to have an 

additional installed capacity of around 

3 GW by 2030-2035, offshore. 

We talked about this project and much 

more with Thomas Créach, Lhyfe’s 

technical director. First of all, let’s retrace 

the way that led Lhyfe to the idea 

behind this project. “Everybody understands 

now that we have an issue 

on our planet which is called global 

Lhyfe has an ambitious 

goal to achieve: to make 

offshore renewable 

hydrogen a reality, 

by demonstrating 

the reliability of an 

offshore electrolyser 

Lhyfe and its partners share an 

ambitious goal: to make offshore 

renewable hydrogen a reality, 

by demonstrating the reliability 

of an offshore electrolyser. This 

represents a world first at a time when 

initiatives for offshore hydrogen production 

are emerging across Europe. 

The world’s first offshore hydrogen 

production site, set up by Lhyfe in collaboration 

with Plug Power, Chantiers 

de l’Atlantique, Geps Techno, Centrale 

Nantes, Eiffage Energie Systèmes, 

Le Port de Saint-Nazaire and Kraken 

Subsea Solutions, is operational on the 

SEM-REV site from September 2022. 

The offshore test site meets all the 

criteria (MRE presence, harsh environmental 

conditions) to validate offshore 

hydrogen production technology 

before moving towards large-scale inwarming,” 

states Créach. “If we want 

to have a future for our children, we 

need to stop this situation. Hydrogen 

is not the only solutions but is one of 

the solutions we have to decarbonize 

mobility and industry usage. Lhyfe 

was born to prove that this solution is 

feasible today, not tomorrow: we can 

produce green hydrogen now with renewable 

sources. That’s why in 2017 

we launched this company in Nantes 

and we first deployed a site in the west 

coast of France, which is already in 

operation now.” 

In September 2021, in fact, Lhyfe 

opened the world’s first industrial site 

with a direct link to a wind farm and 

seawater supplies for electrolysis. Located 

in Bouin in the Vendée, the site 

can already produce 750 kW or around 

300 kg of green hydrogen a day (1 

16

#LHYFE #TRELLEBORGSENERGI #GREENHYDROGEN 

Lhyfe and the Swedish local energy company Trelleborgs 

Energi have joined forces in a pre-study that aims to build a 

local renewable hydrogen production system in southernmost 

Sweden. The initial study focuses on 5 MW of green hydrogen 

production capacity, in Trelleborg. The study covers the 

questions of energy supply, production capacity, technology 

selection and location, as well as utilization of waste heat and 

oxygen. Trelleborg is a major transport hub that will require 

hydrogen to supply refuelling stations as well as to already 

ordered hydrogen vehicles. Situated in the Öresund region, 

this project study in Trelleborg may contribute to securing 

hydrogen supply for both mobility and industry in efforts to 

reach zero carbon emissions. The utilization of waste heat and 

oxygen (a by-product of hydrogen production) is already being 

discussed with potential partners. Left, Thomas Créach. 

MW). This is set to rise to 1 tonne per 

day to meet growing demand. 

Bouin’s green hydrogen is supplied to 

public and private clients in the mobility 

sector, including a hydrogen station 

owned by SYDEV (Syndicat départemental 

d’énergie et d’équipement de 

la Vendée) at La Roche-sur-Yon to 

fuel heavy vehicles (buses, household 

waste trucks, service trucks) and the 

hydrogen distribution stations on one 

of the Lidl distribution group’s logistics 

platforms to fuel its maintenance 

trucks. 

“With our first onshore project, we 

have already proved that renewable 

green hydrogen is feasible today. Now 

we are developing the same kind of 

production site in other areas, so by 

2024 we will have 55 MW deployed 

everywhere in Europe, and 200 MW 

by 2026. In 2019, at Lhyfe we were 

only eight, now we are around 130- 

140 people. Lhyfe shares are listed on 

Euronext Paris regulated market since 

23 May 2022 and this gives us the financial 

capability to deploy faster and 

faster all these potential sites.” 

What are the main applications to 

which Lhyfe supplies hydrogen, manufacturing 

plants or e-mobility? 

“We deliver hydrogen for both uses. 

For example, in France we deliver 

each day to a logistic manufacturing 

(for hydrogen forklifts), to steel and 

glass industry, and to mobility (mainly 

truck and bus). Our main goal is to deliver 

renewable green hydrogen. So we 

have a pipeline of projects of around 

9,8 GW in Europe onshore. We are investing 

in offshore because, as I said, if 

we want to massively produce renewa- 

ble green hydrogen, then we need massive 

renewable sources. In offshore we 

have wind farms which are between 20 

and 50 times bigger than the onshore 

windfarms, the availability of electricity 

is between two and three times more 

available than onshore and the price 

of electricity is quite interesting to 

produce hydrogen. More than that, offshore 

you have a potential production 

capacity which is more than 18 times 

the energy demand today onshore. The 

first production site, in operation since 

2021, represented the first step of our 

strategy, while the second was inaugurated 

in September 2022.” 

After the pilot site, where Lhyfe already 

produced the first kilograms of 

renewable green hydrogen at quay and 

then at sea, operating automatically, in 

the most extreme conditions, the com- 

17

MARINE 

MARINE 

ly automatically, without the physical 

intervention of an operator, except for 

scheduled maintenance periods which 

have been optimally integrated from 

the design phase. 

To achieve this technological feat, 

Lhyfe relied on the facilities of the 

offshore testing site, SEM-REV, operated 

by Centrale Nantes. At the end of 

the quayside test phase, the Sealhyfe 

platform will integrate the SEM-REV 

offshore testing area, off the coast of 

Le Croisic, about 20 kilometres from 

the coast. The device will then be supplied 

with electricity by the pioneering 

floating wind turbine installed within 

the offshore test site in 2018 and still 

unique in France today. 

The electrolyser was supplied and optimized 

for these exceptional operating 

conditions by Plug Power, one of the 

pany has voluntarily set the bar high by 

installing its production unit on a floating 

platform, connected to a floating 

wind turbine. The Sealhyfe platform 

must therefore meet several major and 

unprecedented challenges, including 

performing all stages of hydrogen production 

at sea, i.e. converting the electrical 

voltage from the floating wind 

turbine, pumping, desalinating and purifying 

seawater, and breaking the water 

molecules via electrolysis to obtain 

renewable green hydrogen; managing 

the effects on the system of the platform’s 

motion; enduring environmental 

stress because Sealhyfe will have 

to survive the premature ageing of its 

parts (corrosion, impacts, temperature 

variations); and, last but not least, 

operating in an isolated environment. 

The platform, in fact, must operate fulmarket 

leaders that is strongly engaged 

in the offshore route. Together, Plug 

and Lhyfe have developed the first 

electrolyser capable of operating on 

a floating platform. The project also 

benefited from the expertise of French 

offshore and marine renewable energy 

players: among these, Chantiers 

de l’Atlantique for enhancing the resilience 

of the system to environmental 

stress, ventilation systems and the 

electrical architecture of the system; 

Geps Techno and Eiffage Energie Systèmes 

for the system’s integration on 

a platform and the naval architecture 

of the latter; the Port of Saint-Nazaire, 

and Kraken Subsea Solutions, which 

participated in the design of the underwater 

electrical connection to the renewable 

marine energies produced on 

the SEM-REV platform. 

18

#GEMINIANI #LHYFE #ASLABRUNA #SEALHYFE#AUTOGAS 

#SEMREV 

From left, Nicolas Andrivon, president and CEO of Ees Clemessy Services; Bertrand Alessandrini, head of development 

at the Ecole Centrale de Nantes; Jean-Luc Longeroche, co-founder and CEO of Geps Techno; Ole Hoefelmann, 

General Manager of Plug Power; Thomas Créach, technical director of Lhyfe, who answered our questions. 

A first six-month trial phase is being 

started at quay, in the port of Saint-Nazaire, 

to obtain initial reference measurements 

and test all of the systems. 

At the end of this first stage, Sealhyfe 

will spend a period of 12 months off 

the Atlantic coast. It will be installed 

less than a kilometre from the floating 

wind turbine, fixed to the ground 

by a system of anchors and connected 

to the site’s underwater hub using 

an umbilical designed and dedicated 

for this application (energy and data 

transfer). At the end of this trial, Lhyfe 

will have a substantial 

volume of data, 

which should allow 

it to design mature 

offshore production 

systems, and 

to deploy robust 

and proven technologies 

on a large 

scale, in keeping 

with the EU’s objective 

to produce 

10 million tonnes a 

year of renewable 

hydrogen by 2030. 

Sealhyfe has the capacity to produce 

up to 400 kg of renewable green hydrogen 

a day, equivalent to 1MW of 

power. By 2030-2035, offshore could 

represent an additional installed capacity 

of around 3 GW for Lhyfe. 

“Today our hydrogen is much cheaper 

than grey hydrogen,” says Créach, “because 

we have optimized all the different 

aspects of the production sites and 

this means that we are able to produce 

at a good price. From the Lhyfe side, 

we wanted to prove that green hydrogen 

is feasible today, we have done it 

in just one year and half. We don’t have 

to wait and we should not wait because 

it’s important to act today. We just need 

companies that want to push these projects 

in order to become operational as 

soon as possible.” 

19

INTERVIEW 

WESTPORT AND H2 ICE 

DAVID 

JOHNSON, 

CEO 

Canadian-based Westport Fuel 

Systems participated in IAA 

2022 bringing a concept truck 

with a special hydrogen ICE. 

The company’s H2 HPDI fuel system, 

based on the patented HPDI technology, 

allows the engine, when fueled 

with hydrogen, to increase power and 

torque, as well as minimize emissions. 

According to Westport’s view, OEMs 

will be able to continue using existing 

internal combustion engines by 

powering them with hydrogen, thus 

leveraging their investment in vehicle 

drivetrain design, supply chain and 

manufacturing. The HPDI system developed 

in view of hydrogen is quite 

similar to the one currently in use 

with natural gas. The latter consists 

of a fully integrated on-engine and 

off-engine fuel system components 

and electronic control solution, with 

a cryogenic tank and integral high 

pressure LNG pump mounted on the 

chassis of the truck and plumbed to 

the engine where fuel pressure is regulated 

before being supplied to the 

injectors via high pressure fuel rails. 

Technically speaking, at the heart of 

“When we talk about 

running on hydrogen, 

about 98% of the 

energy used comes 

from hydrogen, 2% 

from our pilot fuel, 

which can be diesel,” 

said David Johnson 

the engine is a patented injector with 

a dual concentric needle design. It 

allows for small quantities of diesel 

fuel and large quantities of natural 

gas to be delivered at high pressure 

to the combustion chamber. The natural 

gas is injected at the end of the 

compression stroke. At IAA, we met 

Westport Fuel Systems CEO, David 

Johnson. We had a great conversation 

dealing with the future of hydrogen in 

the truck sector. His opening words 

were quite significant. “Hydrogen is 

the fuel we need to get to, especially 

for long-haul heavy-duty vehicles. 

We need to do so in a way that still 

delivers for the people that move that 

freight, which means providing all the 

power and torque and efficiency. Hydrogen 

fuel is very expensive today, 

but it’s going to calm down”. 

20

#WESTPORT #HYDROGEN #ICE #TRUCKS 

David Johnson, Westport Fuel Systems CEO: “Hydrogen is the fuel we 

need to get to.” He adds: “Our HPDI technology gives the possibility of running 

like a diesel engine, however using gaseous fuels.” 

What about fuel cells? Will they be 

the main viable way to exploit hydrogen? 

“In our opinion, the future of hydrogen 

is not only related to fuel cells. We’ve 

demonstrated, published data that the 

vehicle we see here can drive on hydrogen. 

There’s nothing wrong with 

fuel cells, they’re great devices and 

have their place in industry. The fact is 

that fuel cells are, and will be, rather 

expensive, and this can be a true barrier 

in the market. Costs are important 

in commercial vehicles. When we 

think of hydrogen for transportation 

– I don’t know exactly when it’s going 

to happen – it must be cost-effective”. 

Also, there are quite important 

technological differences… 

“Of course. If you think of a hydrogen 

fuel cell truck or a hydrogen ICE 

truck, the difference is that with fuel 

cells you also need batteries, motors, 

cooling systems. On the other hand, 

the ICE is the same we have today. 

In terms of costs, ICE vehicles will be 

much more affordable. Additionally, 

with ICEs, we can take the engine and 

replace it with a new one running on 

hydrogen. It’s still essentially a diesel 

engine, running a diesel cycle.” 

What’s the expertise Westport can 

rely on when it comes to hydrogen 

engine development? 

“We’ve been in the gas business 

(LPG, propane, natural gas, biogas) 

for decades. Basically, the spark-ignited 

hydrogen engines have some 

real challenges. We decided we would 

investigate how our existing HPDI 

equipment could be adapted to hydrogen. 

So, we took an engine running 

with natural gas and started to do 

some tests with hydrogen. We’re respecting 

the limits of the engine we’re 

working with, so not higher cylinder 

pressure nor thermal loads. We did 

calibration, increased the power output 

by almost 20%, torque by about 

15%, efficiency by 10% compared to 

the diesel engine”. 

What about the performances? 

“Our HPDI natural gas engine has 

basically the same performance of 

the diesel engine, in terms of power, 

torque, efficiency. The combination 

of HPDI and hydrogen allowed us to 

further increase the engine performances. 

We’ve already seen in our 

labs that we can reach 4-5 percentage 

points of improvement in thermal efficiency, 

which turns in about 10% vehicle 

consumption reduction.” 

21

OFFHIGHWAY 

OFF-HIGHWAY 

CNH INDUSTRIAL TECH DAY 

HERE COMES 

THE 

SUN 

tor.” An inspiration sparked by the 

interaction between R&D in Modena 

(Italy) and Burr Ridge, Detroit. Let’s 

start with the hottest topic: electrification. 

The CNH Industrial Group has 

invested in an equity stake in Monarch 

Tractors, a partner for the T4, 

and has another think tank: FPT Industrial. 

Although officially counted 

among the ranks of the Iveco Group, 

after the spin-off between heavy-duty 

on-road and industrial mobile applications, 

FPT remains a close partner for 

powertrain developments. Supporting 

At CNH Industrial’s first 

Tech Day in Phoenix, 

we saw the T4 Electric 

Power and the T7 LNG 

Once upon a time in the West, 

according to the movie, and 

it is in Arizona, US, that CNH 

Industrial has unveiled its accelerations 

on the path to energy transition. 

Named respectively T4 Electric 

power and T7 Methane Power are the 

two aces up the sleeve we assayed in 

the desert, not far from Phoenix. On 

Thursday, Dec. 8, 19-degree temperatures 

warmed up the zero-emission 

utility tractor (at the moment, unprecedented 

on a worldwide scale) and the 

T7, a heavy-duty evolution for open 

field tractors. Also, a pioneer: the fuel 

is LNG. It is Scott Wine, the CEO of 

CNH Industrial, who brings the epiphany 

of the two “alternatives” into focus. 

“These are customer-inspired 

solutions, both the electric tractor and 

the liquefied natural gas (LNG) tracthem 

are the acquisitions of Potenza 

Technology, which in Coventry, UK, 

is focused on powertrain electrification, 

and Microvast, headquartered 

in Houston, Texas, a specialist in ultra-fast-charging 

batteries. A critical 

mass that finds fertile ground on the 

road, as evidenced by the Crossway, 

an e-bus version conceived by Iveco 

and Microvast itself. As CNH Industrial 

Chief Digital & Information Officer 

Marc Kermisch suggests, “The 

T4 Electric Power is the ideal solution 

for lower horsepower operations. It is 

suited to mixed farm, livestock, municipality, 

orchard and specialty applications.” 

While waiting to test it in the 

field, we can anticipate that the electric 

motor delivers up to 88.2 kWe (120 

hp), with a maximum torque of 440 

Nm, enabling travel up to the top speed 

22

#NEWHOLLAND #CASEIH #FPTINDUSTRIAL #ELECTRIC #LNG 

Left to right, the T4 Electric Power, the N67 NG engine 

by FPT Industrial and the T7 Methane Power tractor. 

Parag Garg, Chief Digital Product Officer, CNH Industrial: 

“It is no secret: connected platforms, automation and autonomy 

will improve the lives and work of farmers around the world.” 

of 40 km/h. CNH’s answer to the dilemma 

about range is as follows: using 

fast-charging systems, it only takes an 

hour to reach 100%. Clearly it depends 

on the use, however, it frequently happens 

that the battery pack last the full 

workday. The immediate benefits of 

this kind of power supply are manifested 

in reduced vibration and noise and 

better drivability, the medium-term 

benefits in reduced operating costs. It 

is a recipe applicable to vehicles with 

low energy demand. The “disruptive” 

scope of the T4 Electric Power also 

lies in the autonomization of driving. 

A camera is placed on the roof, along 

with other cameras and control units, 

to oversee automated functions. Farmers 

can remotely activate the tractor via 

a smartphone app. With the “Shadow - 

Follow Me” mode, operators synchronize 

the machines, aided by a 360-degree 

perception system that detects and 

avoids obstacles. Let’s move on to the 

270 hp of FPT’s N67 NG, which powers 

the T7 Methane Power. As Oscar 

Baroncelli, New Holland Agriculture 

Tractors Product Management Leader 

Global, points out, “CNH only recognizes 

biomethane, it makes no sense 

to talk about CNG from the grid.” Let 

us focus on the tank, cryogenic, because 

compared to the T6 CNG, we 

are seeing the debut of the liquefied 

version of methane. Iveco has adopted 

LNG on the heavy-duty Stralis trucks, 

currently S-Way. We are talking about 

the very truck that in 2018 traveled 

1,728 km from London to Madrid on 

a single full tank. Because that is the 

key, energy density, mirrored in the exponential 

rise in range. What farmers 

need to carry out power-absorbing, 

power-challenging operations, such 

as plowing or moving, without downtime. 

LNG management and storage 

were developed in collaboration with 

Bennamann, a British start-up specializing 

in systems to capture and reuse 

fugitive methane emissions. The collaboration 

began in March 2021, when 

CNH Industrial acquired a minority 

stake. The main target of this machine 

is medium-sized dairy farms (about 

110 cattle). Two farms are testing this 

system, in Cornwall, more will follow 

in the UK. We leave you with the 

words of Carlo Lambro, Brand President 

of New Holland Agriculture: “We 

believe that the best solution available 

on the market today to cut emissions 

and costs is natural gas and in particular 

biomethane.” 

23

EVENTS 

BAUMA MUNICH REPORT 

THE HOUSE 

OF 

DRIVE 

This edition of the “mother of 

all trade fairs” demonstrated 

again pride in identity and 

centripetal strength. The Bauma 

scenery remains attractive for 

operators and end users regardless 

of some illustrious missing, see, 

among others, Case CE, JCB and 

Volvo CE. What happened, however, 

between pavilions A3 and A4, 

used as a showcase for the kinematic 

chain and components? 

Here too, despite some very important 

absences, such as Cummins and 

Deutz AG, the power density, to use 

an expression dear to us, was of Diesel-index 

kind. The “who’s who”of 

power transmission confirmed residency 

right there. If at the IAA internal 

combustion engines adapted 

to hydrogen impressed itself in our 

Winds of war and gusts 

of recession. The now 

endemic hunger for 

components, chips, 

semiconductors and 

raw materials and the 

secession of some 

brightest stars in the 

construction firmament. 

Yet Bauma is stouthearted 

and adapts to 

the course of events 

without making a peep. 

Electrification on the 

podium, followed by 

thermal and hydrogen 

memory, after leaving Bauma we 

were “shaken” by the trend towards 

electrification. These are now off-theshelf 

products, therefore immediately 

usable, albeit with the perplexity that 

still surrounds batteries, both in end 

users and among various operators 

in the sector. However, when Caterpillar, 

Perkins and Yanmar take the 

field, it goes without saying that one 

no longer thinks of mere special effects. 

The most plausible effect is that 

of drawing in. In fact, there is no one 

who has failed to exhibit the “proof” 

of their electric inclination: FPT Industrial 

carries with it the echo of the 

inauguration of their e-plant. Hatz 

tested the multifaceted dimensions of 

electrification thanks to the relationship 

with Inecosysis. Kohler has on 

its side the “holy alliance” with Curtis 

24

#BAUMA #ASLABRUNA #BRIGGS&STRATTON #CAT #DEERE #FPT #HATZ #KOHLER #KUBOTA #YANMAR 

BAUMA OFFICIAL FIGURES 

When the grounds of Messe München become the center 

of the construction machinery industry for seven full days, 

Bauma is finally taking place again. A total of around 3,200 

exhibitors from 60 countries (2019: 3,684 exhibitors from 

63 countries) and more than 495,000 visitors from over 

200 countries (2019: 627,603 visitors from more than 200 

countries) came to Munich for the world’s leading trade 

fair for construction machinery, building material machines, 

mining machines, construction vehicles and construction 

equipment held from October 24 through 30. The 

proportion of international visitors was around 50 percent. 

The top 10 exhibitor countries were, in this order: Germany, 

Italy, Turkey, Great Britain and Northern Ireland, the 

Netherlands, France, the U.S., Austria, Spain and China. The 

share of international exhibitors was nearly 65 percent. 

Stefan Rummel, the CEO of Messe München responsible 

for the event, is pleased: “This Bauma has again stoked 

enthusiasm and fascination! After the world fundamentally 

changed following the last Bauma, we’re really thrilled 

that Bauma 2022 demonstrates the trade fair remains 

a powerhouse of the construction-equipment industry 

thanks to our customer’s great variety of innovations, good 

business deals and many visitors from all over the world.” 

and Heila, which is expressed, at the 

moment, mainly in the hybridization 

of the KDIs. The same goes for John 

Deere’s recent acquisition of Kreisel. 

AS Labruna has designed a hybrid 

for construction sites, calling it Power 

80. Kubota too opens up to the contamination 

of endothermic orthodoxy, 

in the micro-hybrid formulation. Not 

to mention the Scandinavians, who, as 

we know, are not by chance the cradle 

and gymnasium of Greta Thunberg. 

Volvo Penta and Scania have embraced 

the electric breakthrough, internalising 

skills and starting the scale 

production of batteries. Let’s continue 

with the overview on electrification. 

Briggs & Stratton are appreciated for 

their integrated battery management, 

the modularity of internal components, 

suitable for configuration with 

different capacities and voltages, and 

the CANbus protocols. Caterpillar 

and Perkins have jointly developed 

the battery packs: in yellow the more 

captive oriented versions, already at 

work on the 320 excavators and other 

Cat machines; signed by Perkins for 

the free market. 

On display at Bauma was KBP63, the 

initials of the Kreisel Battery Pack 63 

(with a power of 63 kWh), a modular 

battery that uses immersion cooling 

technology patented by Kreisel. 

Yanmar celebrated the synergy with 

Eleo, which is opening a plant in the 

Netherlands, increasing the annual 

battery production capacity tenfold 

up to 500 MWh, equivalent to about 

10,000 battery packs. 

Hydrogen was present above all in the 

generative declination. Bruno Gen- 

erators, also mentioned at the Scania 

stand, is the star of an H2 group signed 

jointly with Punch Hydrocells. They 

confirm that under the TecnoGen container 

there is the V86.6 (the same 

exhibited at the Genoa Boat Show), 

in the stationary version, 105 kVA at 

50 Hz, coupled to a Leroy Somer alternator. 

The Flybrid electro-mechanical 

energy storage system is integrated 

into the genset. Based on the kers 

principle, it provides a power boost to 

cover peak loads, making it possible 

to meet the format of a conventional 

genset with an equivalent factor of 50 

percent (approximately 150 kVA). The 

Punch Flybrid is integrated or stand 

alone, connectable with electric cables 

to a traditional genset, therefore retrofittable. 

Liebherr also turns to hydrogen, 

signing both engine and common 

25

EVENTS 

rail. “The biggest challenges are the 

different combustion processes and 

the behavior of hydrogen as a medium,” 

explains Richard Pirkl, Technical 

Managing Director at Liebherr-Components. 

“The H2 injector must ensure 

stable, precise and leak-free injection. 

In order to achieve this, our experts in 

Deggendorf place particular emphasis 

on maximum hydrogen tightness,” 

continues Mr Pirkl. A 2-valve concept 

ensures that hydrogen loss is kept as 

low as possible. Depending on the 

particular configuration, the LPDI injector 

is designed for system pressures 

up to 60 bar. Typical applications 

usually lie in the 30 bar range. Liebherr’s 

hydrogen engines (Mahle has 

also a hand in it) are 6 (H966) and 4 

cylinders. The latter, signed H964, are 

powered by direct injection. Always a 

native German speaker, still hydrogen, 

this time Rolls-Royce Power Systems, 

which invests in the adaptation 

to H2 of the gas-powered series, 500 

and 4000, and the 600 kW fuel cell on 

display at the stand. 

Let’s stop at ICEs, because it is not 

true that they are a remnant of the 

short century. Scania proves it, with 

the industrial translation of the Super 

engine platform. Scania has managed 

to link together a series of broken taboos 

and accrued credits. Because the 

measurements of the 13-litre are unprecedented 

(BxS 130x160 mm), because 

an 11-litre is added to the 9, 13 

and the famous V8, and because this 

engine exceeds 50 percent efficiency. 

Let’s give due space to another Scandinavian, 

once known as Sisu. Juha 

Tervala, CEO of AGCO Power, gave 

us an interview in the summer of last 

year. To an explicit question about the 

renewal of the engine fleet, he replied: 

“We know that in heavy high-power 

applications the diesel engine will still 

be the main source of energy for a long 

time to come, which is why we still see 

room for a diesel engine of modern 

design. The family will include 4 and 

6-cylinder versions and alternative fuels 

have been considered since the beginning 

of the project.” And so it was. 

Its name is Core, the version on display 

is signed Core75, like the engine 

size, derivated from a 6-cylinder 1.25L 

single cylinder displacement (BxS 

110x132 mm). Performance is absolutely 

outstanding, with power equal 

to 223 kW between 1,500 and 1,700 

rpm, and a stable torque of 1,450 Nm 

between 1,200 and 1,400 rpm. Also in 

26

#AGCO #KREISEL #LIEBHERR #PERKINS #PUNCH #ROLLSROYCE #SCANIA #VOLVOPENTA 

Finland they have eradicated the EGR 

valve and rely on a catalyst, DPF and 

SCR. The blower is a latest generation 

wastegate. 

Another key to understanding this 

year Bauma is given by “turnkey”configurations. 

Fabio Rigon, Vice President 

Commercial Operations EMEA 

for FPT Industrial, explained: “The 

absolute novelty is the NEF45 IPU, 

the first version with ATS mounted, 

a plug&play product, for a reference 

market which is precisely the industrial 

one (Industrial Power Unit). It 

is therefore aimed at machines that 

do not require extreme compactness, 

such as motor pumps, screening machines, 

crushers requiring a product 

that is easy to install. The F28 that we 

have exhibited also meets the same 

criteria in the Stage V Powerpack 

version, with radiator and air filter. 

And ATS on the head, also plug&play, 

in the diesel version. We are moving 

towards this kind of solution to simplify 

life for customers and address that 

very fragmented market, which needs 

simpler products.” 

We will know more about the latest 

generation of AGCO Power and Scania 

in the next issues, as well as about 

components, of which we will provide 

an exhaustive overview. You will 

find news from Bosch Rexroth, Comer 

Industries, Danfoss and Webasto, 

Eberspächer, MTA, Parker, Reggiana 

Riduttori, ZF and more. 

27

OFFHIGHWAY 

KUBOTA @ BAUMA MUNICH 

COMBUSTION 

IS NOT 

EVIL 

Kubota was ready for the “ancestral 

call” of Bauma, proudly displaying 

the more recent jewels 

of the family’s crown. More than 

an indication of continuity marker with 

the 2019 edition: in the best tradition of 

Osaka, marking a turning point in the 

leadership of the ICE. In the spotlight 

was the evolution of the micro-hybrid 

system and the tribute to the “nouvelle 

vague” of hydrogen, applied to the combustion 

engines, not yet to the fuel cell. 

On the Kubota menu, however, the main 

course is still called the Diesel cycle, in 

the displacement range where Kubota is 

very specialized. We are talking about 

super-compact engines, converted to 

electronic control. Last year marked the 

unveiling of the D902-K, which went 

into production this year, combining the 

TVCR combustion chamber with com- 

mon rail, obviously with the direction 

of the electronic control unit and the 

mediation of the CAN communication, 

which enables a fertile dialogue with the 

vehicle. Before our very eyes, in Munich 

appears another star in the constellation 

below 19 kilowatts, the D1105-K. 

The 3-cylinder, 1.123 L displacement 

and 93 kg has a nominal power output 

of 18.5 kW at 3,000 rpm and 72.4 Nm at 

Improving pressure 

and combining 

ICE with electric or 

hydrogen: some 

good examples are 

D1105-K, P2 hybrid, 

3.8 H2 and V5009 

2,200 rpm, compliant with Stage V, EPA 

Tier 4 and China IV. It is also compliant 

with China’s national smoking regulations, 

Category III. A compliance that 

is anything but trivial, noticeable in the 

elimination of blacksmoke even when a 

sudden load is introduced or upon starting 

or acceleration. We asked a remarkable 

trio to check what we have stated 

above: in addition to the familiar faces 

of Daniel Grant, Marketing Manager of 

the European BU, and Xavier Hamel, 

Senior Product Manager, we had the 

pleasure of having a conversation with 

Toshiyuki Taneda, General Manager of 

Engine Division. 

Can you confirm that the good news 

coming from Kubota engineering 

is closely related to ICEs, from the 

1.1-litre diesel engine to the hydrogen 

prototype to the MicroHybrid? 

28

#KUBOTA #MICROHYBRID #HYDROGEN #ICE 

“The D1105-K is the big brother of the 

D902-K and is an electronically controlled 

engine, like a conventional common 

rail with TVCR and extremely compact 

dimensions,” is the first confirmatory 

statement. “Compactness is a key factor 

for the smaller sizes, which are less 

than 19 kW. Compared to a conventional 

common rail engine, the entire system is 

simplified. It can be used for mining and 

construction machinery, and also for aerial 

platforms. We have retained many 

customers with the quality of our products 

and have therefore developed the 

D1105-K and D902-K as high-end models, 

with lower fuel consumption and 

emissions, and with interactive communication. 

The highlight is definitely the 

electronic control that enables communication 

via a wired protocol. In the under 

19-kilowatt range, only mechanical 

engines running until now”. 

MicroHybrid: what has changed 

from the previous edition we saw three 

years ago at the Bauma? 

“You are right, what we are showing in 

Munich is the P2 hybrid, a different system 

from the P0, because the P2 can 

switch from the combustion engine to the 

electric motor. The electric motor is also 

aimed at providing additional power to 

the ICE and can operate in full electric 

mode, which is suitable to indoor environments 

(this is the typical case for small 

forklifts)”. Again, as with the D1105-K, 

Kubota’s low-power know-how comes 

to the low entry power ratings. Again, as 

with the D1105-K, Kubota’s low-power 

know-how comes to the fore. “This is the 

first time we are showing a micro-hybrid 

system with an engine power of less than 

19 kilowatts,” they point out. “The 18.5 

mechanical kW engine in addition to the 

10 electric kW motor makes it possible 

to skip the diesel particulate filter, with 

the resulting advantages for the customer 

(maintenance, TCO, dimensions, 

downtime, ed.). At Bauma 2019, we 

unveiled the first MicroHybrid concept. 

This technology has continued to evolve 

even during these three difficult pandemic 

years. This is a clear demonstration 

of the fact that Kubota, while the world 

around was trying to adapt to the new 

environment’s conditions, engineering 

continued to work hard. We can see the 

result three years later, at our stand, as 

we said, we have the P2 MicroHybrid 

installed on the D1105-K, less than 19 

kW. Previously, the MicroHybrid was 

above 55 kilowatts, so we are targeting 

a slightly different audience, and we believe 

that this development will prove to 

be very interesting for many of the OEMs 

showing at this exhibition”. The market 

trends are common among the big manufacturers, 

who are mainly divided on 

the emphasis on electric or hydrogen. 

Paraffin-based fuels, on the other hand, 

get almost everyone to agree. “We have 

approved the application of EN 15940, 

which, as you know, includes HVO and 

GtL.” HVO guarantees a longer “shelf 

life” than other fuels such as biodiesel. 

Finally, very reactive cold weather and 

cold start properties. Kubota’s team goes 

on: “With the mechanical version, using 

this fuel involves some performance 

compromises, while the TVCR system is 

able to overcome some of these issues, so 

this is the perfect opportunity to explain 

all these new developments. Using HVO 

and other biofuels, power and torque are 

no longer the same, but with the electronic 

version of our engines, nothing changes 

in terms of performance.” 

And finally came the turn of hydrogen 

fuel, injected into a combustion engine, 

to “turn lemons in lemonade”, as they 

say. An eureka moment that is spreading 

and proselytising the power generation 

sector. This is where one of the Kubota 

best sellers, the 3.8-litre diesel engine, 

comes in. “We have announced the 3.8 

H2, in collaboration with a Japanese 

company, hydrogen-powered generator 

sets.” The company is Denyo, which 

has equipped a genset with the 45 kVA 

ICE. “As you know, the supply of hydrogen 

fuel is still a big problem. Nevertheless, 

we want to deliver a hydrogen solution 

to the market. Compared to other 

companies you mentioned (Weichai and 

Cummins at IAA Hannover, ed.) we 

manufacture much smaller engines, but 

we intend to support existing customers. 

Unlike gas- or diesel-powered applications, 

there are no regulations, which 

means we don’t know what to comply 

with at the moment.” 

Finally, Diesel of the Year 2019. What 

happened to “our” awarded 5-litre engine? 

“The V5009 is featured in some 

OEM projects. Honestly, the last three 

years, due to the pandemic situation, 

have delayed many projects. We hope to 

find these machines at the next Bauma. 

The award in 2019 helped us to raise 

the profile of this product, it was very 

important, and it is something we talk 

about with our customers”. The chat 

ends like this: “Now we have to be ready 

for the next Diesel of the Year!” 

29

kWe - OFFHIGHWAY 

PERKINS @ BAUMA MUNICH 

ITS 

OWN 

BATTERY 

When the family is made up 

of Caterpillar and Perkins, 

synergies spring up spontaneously 

within the family. 

And that is how the 48-, 300- and 

600-volt battery configurations were 

conceived for OEMs in construction, 

agricultural, industrial and lifting applications. 

These Lithium-ion battery 

packs have a robust, modular design 

and feature factory-installed telematics 

to optimize performance and housing. 

A note on the cloudy after-life 

horizon: these batteries are designed 

for reuse and recycling at the end of 

the cycle. At the Perkins stand, we 

met an exceptional trio: Mark Borst, 

Global Product Marketing, Paul Muller, 

Technical Sales Manager, and 

Siobhan Scott, Marketing Manager. 

Let’s start with a premise that is a 

must for anyone who has been manufacturing 

ICEs for ninety years. “We 

have a full line of diesels from 8.2 to 

597 kW, EU Stage V and Tier 4 Final 

certified. Perkins is also already 

shipping China non-road Stage IV 

engines in preparation for December 

1, 2022. We are also studying alternative 

fuels for the diesel cycle. All 

engines exhibited at Bauma can use 

biodiesel (up to B20) and HVO. We 

are studying other kinds of advanced 

Perkins engineers are 

developing and field 

testing 48-volt, 300-volt, 

and 600-volt battery 

configurations 

fuels, participating in the UK government’s 

‘Red Diesel Replacement’ 

competition, such as dimethyl ether 

(DME) as a diesel substitute. Perkins 

is working with Loughborough University 

and Flogas to explore storage 

and transport of DME and with Nottingham 

University to explore ammonia 

and hydrogen for commercial 

applications. We continue to invest in 

diesel engines to make them perform 

at their best.” 

So what can be said about this electric 

breakthrough? 

“With the presentation of the battery 

pack, our strategy has not changed, 

because the customers are the same. 

They expect that whatever we do for 

them is also available in an off-road 

version. The prototypes equipped with 

30

#PERKINS #BATTERY #OFFHIGHWAY 

Lithium-ion batteries were designed 

to offer a different point of view to 

our customers who are currently using 

Perkins engines, so that they will 

turn to electrification. Not all OEMs 

will need the same solution, but it is 

moving forward. The sustainability 

feature is based on collaboration 

with machine manufacturers.” 

What is your proposal to complete 

the electrification of the driveline? 

“First of all, we believe that efficient 

engines will continue to play a role. 

Making them more sustainable with 

alternative fuels while focusing on 

batteries is part of this continuum. 

We are also focusing on aftermarket 

components, such as filters to protect 

the engine, knowing that it is important 

to have an efficient engine, but it 

is also important to keep it in efficient 

condition for many years. It is therefore 

necessary to use filters that work 

as well as possible, because otherwise 

you could damage the injectors 

and then, if they do not work properly, 

suddenly the efficiency drops, 

compromising sustainability. As far 

as electrification is concerned, batteries 

are the first step towards the 

complete electric powertrain.” 

Do you aim to couple the ICE with 

the battery within an integrated 

solution? 

“Batteries do not necessarily have to 

work within a hybrid system. What we 

are saying here at Bauma is that we 

have a solution that works through 

a battery instead of an engine, even 

if we don’t see a strong customer demand 

yet. We have used our 90 years 

of experience as off-highway specialists 

to design a battery that specifically 

meets the needs of OEMs and works 

in their off-highway applications. The 

batteries are designed on a modular 

concept to be flexible. Our current 

offer includes a 48-volt, 32 kWh version, 

which you can see on the stand 

together with a 300-volt, 64 kWh version, 

but a 600-volt, 64 kWh version 

is also available. You can use multiple 

batteries in a single installation and 

the battery management systems can 

link up with other batteries. We can 

increase the number of batteries in an 

application, thus increasing the kilowatt 

hours available.” 

What will be their first applications? 

“I think electrification will come first 

in smaller machines used in urban 

environments, where the infrastructure 

allows recharging. It will then 

expand to larger machines, such as 

wheel loaders or excavators.” 

What is the difference between 

Caterpillar’s and Perkins’ batter- 

ies? If I were an OEM, which one 

should I choose? 

“We are part of the same family, so 

the choice depends on variables such 

as the type of machine and market 

positioning. We spent a lot of time 

thinking about battery life cycle, reuse 

and recycling. Of course, if you 

don’t have the infrastructure, electrification 

is very complex. That is why 

we are developing technologies like 

HVO. We could think of HVO-powered 

generators to recharge a number 

electric machines.” 

Siobhan Scott, who has often enlightened 

us about Perkins’ aftermarket 

systems, stepped in at this point. 

“We have introduced a brand-new 

connectivity solution that is currently 

being tested on a large scale with 

many thousands of engines. It can 

run fixed speed, variable speed, mechanical 

with the control panel, and 

electronic. It communicates via 2G, 

3G, 4G and transmits motor information 

as code to the end customer. 

We have a solution that OEMs 

can access through an API on their 

system or through our dashboards: 

customers can access it through My 

Engine App (an old acquaintance of 

POWERTRAIN magazine. Perkins 

was one of the first companies to 

offer a remote connectivity system, 

ed.), and have all the engine information 

related to maintenance, service, 

workshop manuals and real-time information 

from the engine. If something 

happens to the engine, it means 

we recommend service, before engine 

failure. This is also sustainability: 

running the engine efficiently, using 

fuel at the optimum level and, above 

all, avoiding downtime. Engine data 

is transferred via the cloud to our 

system and then to OEM technicians. 

Machines manufacturers and final 

users can access it directly on their 

phone through Perkins My Engine 

App, so if they are in Italy they will 

receive the message in Italian.” 

31

EVENTS 

EIMA INTERNATIONAL 

THE 

PLACE 

TO BE 

SIMA’s ambitions were reduced 

by the overlap with EIMA International. 

The effervescence we 

perceived in pavilion 15 of Bologna 

Fiere is the same as in pavilions 

A3 and A4 in Munich. EIMA is internationally 

recognized for agricultural 

applications under 150 horsepower. 

BU POWER PERKINS: The parent 

company in Paris, BU Power in Bologna. 

For both, the very recent memory 

of Bauma’s electric preview, with the 

batteries in blue. They tell us about a 

transversal, in-training electrification 

team to face a challenge that must be 

created, even before it can be won. And 

the same goes for all the actors typically 

devoted to diesel. We saw the 404J-22, 

in its structural form, for Same Deutz- 

Fahr. The 1024J is Perkins’ workhorse, 

in the industrial version, with a maxi- 

mum power of 150 kW at 2,200 rpm 

and 825 Nm. Finally, the 904J-E28T, 

the 2.8-litre Syncro, in the IOPU version, 

i.e. open power, which is getting 

more and more attention, as it makes 

the life of manufacturers easier. They 

told us that “some OEMs made the first 

requests for hybrid propulsion.” 

CUMMINS: Absent from Bauma, 

a decision taken well in advance for 

Covid prophylaxis, Cummins brought 

the 4.5-litre in a structural version to 

Bologna. A flexible approach to help 

Cummins and Deutz 

also wanted to attend 

the EIMA International 

agricultural showcase 

OEMs, with 117.6 kilowatts of peak 

power. Mass production is expected 

in 2026-27, prototyping on machines 

is at an advanced stage. The L9 Barley 

was also there, with VGT instead of 

the wastegate, to respond to the performance 

of combine harvesters, which 

are electronically modified to have 

maximum torque already at 1,000 rpm. 

DEUTZ: EIMA was the only exception 

to the “fair traffic ban” in Cologne. 

Of course, we didn’t see the 3.9-litre 

on display at Coreum, but it was an opportunity 

to experience the 1.2-litre for 

the first time, and the TCD5.2, a flexible 

interpreter of custom-cut set-ups 

and configurations. 

DOOSAN: Two new entries are expected 

in 2023 to complete the emission 

high range, the DX05 and the 

DX08, which will preside over the 

32

#TRACTORS #SPECIALIZED #UTILITIY #ENGINES #MECHATRONICS 

EIMA INTERNATIONAL IN FIGURES 

The 2022 edition of EIMA international reached its highest 

ever result, with 327,100 visitors, of whom 57,300 from 

abroad. During the five days of the exhibition – the number 

of visitors exceeded the record (317,000) set in the 2018 

edition, before the crisis caused by the pandemic. Its 

international nature is the strong point of this exhibition – 

the organisers emphasise – it is the element that identifies 

it and makes it recognisable compared to any other. Foreign 

visitors, from every continent, accounted for 18% of the 

total attendance, and 80 official delegations of economic 

operators – organised thanks to the ICE Agency – animated 

business meetings in the Foreign Delegations Pavilion that 

was specially set up. The next edition of EIMA International 

is already set for 6 to 10 November 2024, but a major 

event for agricultural machinery will also take place next 

year, with the return of Agrilevante by EIMA, the exhibition 

dedicated to mechanisation for crops in the Mediterranean 

area, which will be held at the Bari exhibition centre from 

5 to 8 October 2023. 

Alessandro Malavolti, FederUnacoma President: “The success of EIMA 

confirms the growing interest in new-generation agricultural technologies to meet 

the food needs of a global population that will grow by almost a billion within 

the next ten years.” 

power range up to 230 kVA. The 

supply of 8,000 G2s for Goldoni 

Keestrack was signed at EIMA. The 

e-power pack will be available in 2024 

and is being implemented and tested 

on Doosan and Hyundai construction 

equipment. “We have been exhibiting 

at EIMA since 2014, and it is truly an 

international fair, which brings results, 

contacts, and customers.” 

FPT INDUSTRIAL: Marco Zanelli, 

Off-road Sales Director: “Our novelty 

concerns precisely the powerpack 

with pre-validated ATS, to be used as 

a ‘black box’ in various applications. 

I am referring to those machines that 

don’t require ultra-compact layouts, 

such as fruit harvesting wagons and 

motor pumps. Here, at EIMA, the F28, 

Diesel of the Year 2020, can be found at 

Antonio Carraro, Hattat (Turkish tractors 

from 55 to 100 kilowatts), Carraro 

Agritalia, and on Valtra’s ‘specialty’. 

The power pack is also applied to the 

3.6-litre and 6.7-litre gas engines”. 

GEMINIANI: The e-pack is an integrated 

solution for electric propulsion. It 

is the classic plu-and-play complete with 

permanent magnet electric machine. An 

electric power distributor, specifically 

from 70 to 200 mechanical kW, which 

does not repudiate the flywheel with 

standard SAE measures, and is therefore 

replaceable with diesel products, 

equipped with drive, distribution, control 

logic, customizable on power delivery. 

It is used for static or self-propelled 

applications below 40 km/h. Geminiani 

signed an agreement with Enel X. 

KUBOTA: The V5009 was exhibited 

in powerpack format, set up by the 

Italian distributor SAIM: the engine 

is complete with electrical system, 

intermediate connection wiring with 

ECU, urea kit (tank+DEF pump+APU 

control unit and CCR-engine wiring), 

cooling pack (radiator and intercooler). 

The micro-hybrid ended up on Dieci’s 

Apollo telehandler, accompanied by 

the V3007 CRT, which won an EIMA 

award for innovation. 

VOLVO PENTA: Dual fuel was also 

in Bologna. The challenge for the 

Swedes’ industrial sector, which has 

grown to the point of equaling the most 

famous marine sector, is to consolidate 

the current shares. 

YANMAR: Battery packs also reverberate 

in the agricultural scenario, although 

they are mainly aimed at construction. 

They can be installed in any 

position, certified to work both vertically 

and horizontally, with any inclination. 

33

COMPARISONS PREVIEWS 

30L YACHT ENGINES 

CHANGE 

OF 

PACE OF 

If this was a Netflix serial, it would 

probably be Game of Thrones. 

Without the low blows, intrigues 

and fantasy atmospheres, Game 

of Thrones corresponds to what the 

American sociologist Talcott Parsons 

would call “need for achievement”. In 

summary, it is the crystal-clear expression 

of the three-way competition that 

has been unleashed in the 2,000-seahorse 

sector. The trio is made up of 

Caterpillar, MAN and mtu and for 

about ten years it has been raising the 

bar, with increases of 100 horsepower 

or so. It all began in Friedrichshafen, 

indeed in Cannes, where mtu, in 2014, 

decided to enter forcefully with the 

V2000 M96, segmented with 10, 12 

and 16 cylinders. A concentration of 

technological “delicatessens”, such 

as the triple sequential turbo, the doubling 

of cooling stages (inter- and 

after-cooler) and of air filtration and 

the restyling of Bosch common rail 

nozzles and of the injection pump by 

L’Orange. MAN did not resign itself 

to the muscular test of its compatriots 

and raised the power bar from 1,800 

to 1,900 horsepower and subsequently 

to 2,000, focusing on top-of-the-range 

performance. And Caterpillar? The 

Americans relaunched two years ago, 

in the Covid-19 period, with a re-engineering, 

applied to the C32, capable 

of whipping the 2,000 horses up to 8 

percent of navigation time. The power 

density reaches unexplored peaks 

due to the control logic of the ADEM 

6 ECM control unit and the timing of 

injection cycle. 

But it doesn’t stop there, because, 

as we anticipated in the report from 

Cannes and in the incipit of this comparison, 

MAN has decided to shift up 

a gear and completely redesign the 

barrel. The bore widens by 10 millimeters, 

going from 128 to 138 millimeters; 

travel increases from 157 to 165 

millimeters. It is therefore a question 

of joining the legendary 2-litre barrel, 

one of the archetypes of the motor 

industry and Nuremberg’s standard-bearer 

among heavy-duty marine 

and industrial applications. In terms 

of cubic volume, MAN therefore slips 

into a middle position, approaching 

the 32 liters of Cat. The picture that 

emerges from the prospectus is unequivocally 

rewarding for the sea lion. 

Separate exception for the specific 

power, which confirms the primacy 

of mtu, albeit by very few decimals. 

It is a completely different story when 

34

#COMMONRAIL #HVO #POWERPACK#YACHT #OFFROAD #30LITERS #CHECKAPP #MAN 

BRAND 

MODEL 

CATERPILLAR 

C32B 

MAN 

V12X 

MTU 

12 V2000 M96X 

I. D. 

B x S mm - S/B 145 x 162 - 1,12 138 x 165 - 1,20 135 x 156 - 1,16 

N. cil. - dm 3 12 - 32,10 12 - 29,61 12 - 26,79 

Maximum power kW - rpm 1.491 - 2.300 1.618 - 2.300 1.472 - 2.450 

Mep at max power bar 24,7 29,1 27,4 

Piston speed m/s 12,4 12,7 12,7 

Maximum torque Nm - rpm 5.488 - 1.400 7.350 - 1.200 5566 - 1.300 

Mep at max torque bar 21,9 31,8 26,6 

% power at max torque (kW) 26,8 35,4 27,8 

Torque at max power Nm 6.194 6.713 5.733 

% power at max torque (kW) 54 (805) 57,10 (924) 51,50 (758) 

Work range rpm 900 1.100 1.150 

DETAILS 

Specific power kW/dm 3 46,4 54,6 54,9 

Specific torque Nm/dm 3 170,9 248,1 207,7 

Areal spec. power kW/dm 2 75,23 90,14 85,68 

RULES AND BALANCE 

Dry weight kg 3.075 2.720 2.850 

L x W x H mm 2.106x1.482x1.422 2.235x1.250x1.320 1.847x1.293x1.414 

Volume m 3 4,44 3,69 3,38 

Weight/power kg/kW 2,1 1,7 1,9 

Weight/displacement kg/dm 3 95,8 91,8 106,4 

Power density kW/m 3 335,8 438,5 435,5 

Total density t/m 3 0,69 0,74 0,84 

Displacement/volume dm 3 /m 3 7,23 8,03 7,93 

the two curves intertwine at 1,200 

rpm (the lowest start-up revs among 

these three) and you notice the approximately 

1,800 Newtonmeter difference. 

Assuming an approximate 

average of 5,550 Nm for Cat and mtu, 

the difference amounts to 25 percent. 

Even the specific torque excels, with 

a gap. It is significantly higher with 

the C32 than with the V2000 M96X. 

Also not to be underestimated are the 

efforts to limit the overhangs, especially 

in height, and the bare weight, 

which allow the V12X to look down 

on its competitors both in terms of dimensions 

and mass/power ratio. The 

values expressed by the indices are all 

in favor of the 2.47-liter barrel. Last 

but not least, the Diesel Index. Let’s 

focus on the “best in class”. That “X” 

at the end of the acronym winks at 

“next generation”, while the intuitive 

indications of the architecture remain 

unchanged: 12 V-cylinder. 

“MAN engines are synonymous with 

sturdiness. That is why numerous 

measures have been taken for the 

MAN V12X as well to ensure this high 

standard of durability and reliability, 

but also of future safety”, explains 

Werner Kübler, Head of Engineering 

at MAN Engines. Among other 

things, as the Bavarian manufacturer 

scrupulously reports, thickness of the 

crankcase walls has been increased in 

significant places, the bolt connection 

between the upper and lower crankcase 

sections has been optimized and 

a new crankshaft has been installed 

with larger diameter bearings. Great 

attention is also paid to the results 

of numerous test bench tests with associated 

long operating times and to 

the experience gained with customer 

water tests. In addition, the results 

of the E3872 stationary gas engine 

developed in parallel complement 

its development. The counterpart for 

power and heat generation is based on 

the same basic engine and was presented 

for the first time at the end of 

35

COMPARISONS PREVIEWS 

2021. This generation X of pleasure 

engines has taken precautions against 

stresses that could potentially lead to 

wear. This calibration of the MAN 

V12X was therefore designed for 

a full load ratio of up to 20 percent. 

The new coolant pump and thermostat 

housing ensure adequate coolant supply 

for long engine life. The engine is 

also available with an optional external 

cooling system, as an alternative 

to the closed coolant circuit. The revamped 

cylinder head of the V12X, 

also significantly optimized in terms 

of flow and cooling, was designed to 

achieve the same development goal. 

Furthermore, the oil supply has also 

been modified by completely renovating 

the circuit, with pumps and oil 

coolers, as well as optimizing the flow. 

In the V12X MAN Engines has drawn 

for the first time on a marine engine on 

a device in vogue for industrial applications, 

the hydraulic valve clearance 

adjustment. This eliminates the need 

to check and adjust the valve clearance 

and protects the tappets. Clearly 

the common rail played a key role in 

terms of performance, with an injection 

pressure of 2,200 bar, in concert 

with the renewed engine control unit. 

The after-treatment of the exhaust 

gasses makes it possible to meet the 

IMO Tier III requirements. The mod- 

BRAND 

MODEL 

CATERPILLAR 

C32B 

MAN 

V12X 

MTU 

12 V2000 M96X 

Torque 12,4 15,3 15,2 

Performance 7,3 9,3 8,3 

Stress 11,4 14,8 13,1 

Lightness 16,4 14,2 16,5 

Density 3,3 5,2 4,9 

DIESEL INDEX 8,1 9,1 8,6 

MAN MTU CATERPILLAR 

36

#MTU #CATERPILLAR #HYBRIDS 

MAN SMART HYBRID EXPERIENCE 

ular system, EGA in the MAN taxonomy, 

allows for different installation 

possibilities, as the individual components 

of the SCR catalyst can be positioned 

differently, enabling flexible 

system integration. The V12X is also 

available in combination with the proprietary 

hybrid system, also presented 

at Cannes last year, the “MAN Smart 

Hybrid Experience” (see box). “In the 

first stage, we use existing solutions 

such as dual fuel hydrogen technologies 

or regenerative diesel to reduce 

CO 2 

emissions. Our hybrid system, 

the ‘MAN Smart Hybrid Experience’, 

offers an entry point into the electrification 

of marine drives, also for the 

MAN V12X. For the future, we will 

continue to draw on the group experience 

and further develop suitable 

solutions for our customers,” says Mikael 

Lindner, Head of MAN Engines. 

The 1,618-kilowatt V12X-2200 will 

be available from mid-2024. 

The nominal power starts from 290 kW at 1,800 rpm of the 6-cylinder 

i6D2676LE487 in the heavy-duty version to reach 1,471 kW of the D2862 

LE496 V12-2000 at 2,300 rpm but with light duty calibration. On the 

electrical front, however, we find a permanent magnet synchronous 

motor (PMSM), or rather two motors with a nominal power of 184 or 

368 kW. With a length of 160mm and 320m respectively and with a 

diameter of 560mm, they are positioned directly on the gearbox-reverse 

unit via an electromagnetic clutch. MAN has optimized the sizing and 

placement of the lithium batteries, the route of the high voltage power 

lines (nominal voltage equal to 600V) and the integration with the other 

on-board systems. Particular attention is paid to the customization of the 

BMS and EMS (Energy Management System) management software. 

By combining the two electrical powers available with the various engine 

settings, the hybrid series can range between 474 and 1,838 kilowatts, 

with a level of hybridization (i.e., the incidence of electrical power on the 

total) which can reach 56 percent. Four navigation modes. The so-called 

crossover, for at least dual configurations, the engine ensures thrust 

and the electric motor is decoupled. The second engine, on the other 

hand, simply drives the electric motor in generator mode to activate the 

on-board services and possibly recharge the batteries. In boost mode, 

on the other hand, the electric motor ensures a quicker response or help 

in transients or in the event of rough seas or, again, a significant power 

boost. Traditional use is also possible, with the diesel engine or engines 

totally dedicated to propulsion at sea. Even if the power available for 

the motor generators is reduced compared to the crossover, also in this 

case batteries can be charged, thus avoiding starting the generator set. 

Finally, for a typical leisure use, when the boat is not moving it is possible 

to select the hotel mode. Back to the batteries, there are two recharging 

methods: the classic plug-in on the quay, conditioned by the on-board 

inverter (but there will also be an ultra-fast DC mode) and the possibility 

of recharging while cruising. 

37

MARINE 

MTU @ CANNES YF 

4000 

DRINKS 

METHANOL 

Royce Power Systems must achieve 

the net-zero goal”. Camuffo: “We 

have announced a pilot installation 

of the methanol engine in partnership 

with Sanlorenzo shipyard. This 

version was developed from the Gas 

4000 series. Methanol is the fuel that 

most closely resembles diesel in terms 

of energy density and ease of storage. 

It also promises the greatest availability; 

we are addressing the development 

of the supply chain with our 

suppliers. So far we have been talking 

about gray methanol, of fossil origin, 

used as a bridge fuel until green meth- 

Methanol is entering 

the diet of yachts, 

according to mtu 

I 

n Cannes, we meet Gianluca Bononi, 

Deputy Vice President Rolls- 

Royce Power Systems Marine, 

and Nicola Camuffo, Director of 

the Yacht Competence Centre. They 

told us about methanol, e-fuels and 

hybridization. Bononi: “Starting in 

2023, the 2000 series and the 4000 

series will be certified for the use of 

e-fuel, according to the EN 15940 

standard. They have been tested with 

exceptional results, without any modifications, 

also in California, by the 

Golden Gate Ferry Operator. In 2025, 

we will have the first deliveries of serially 

produced fuel cells. In 2030, the 

entire product portfolio must allow 

for a reduction of our carbon footprint 

equal to 35 percent compared to 

the absolute emission values of 2019. 

Finally, in 2050, any division of Rollsanol 

will be available. Hydrogen presents 

seemingly insurmountable storage 

problems, at least for long-range 

shipping. Methanol is produced from 

hydrogen, therefore it is a second degree 

of synthesis. The expectation is 

that it will become cheaper as production 

volumes rise. In 2026, the Mediterranean 

area and the United States 

should be covered.” Bononi: “Among 

the existing solutions, the natural gas 

engine originally addressed some 

technological challenges. One of the 

delicate aspects is the fact that methanol 

does not have the lubricating 

characteristics of diesel”. 

What has changed in the injection? 

Bononi: “The more the injection pressure 

rises, the more the metal parts of 

the pumps are stressed. Rolls-Royce 

Power Systems tests simulators with 

38

#SANLORENZO #LÜRSSEN #METHANOL #EFUELS #HYBRID 

LÜRSSEN: METHANOL FOR LARGE YACHTS 

At the Cannes Yachting Festival the announcement concerning 

methanol and Sanlorenzo shipyard, at the Monaco Yacht Show the 

agreement with Lürssen. mtu and the German shipbuilder plan to 

focus on yachts with lengths of 75 meters and above, which offer 

great potential for being powered by methanol – ideally 'green' 

methanol. Daniel Chatterjee, Director of Sustainability, Technology 

Management & Regulatory Affairs at Rolls-Royce's Power Systems 

business unit, and Peter Lürssen, CEO and co-proprietor of Lürssen, 

discussed the opportunities and challenges of this venture during 

the Monaco Yacht Show. “Methanol is currently leading the 

discussion on alternatives to fossil diesel,” said Chatterjee, who is 

heavily involved in numerous committees looking into tomorrow's 

fuels. “Storage and usage challenges do exist because methanol 

is highly flammable. But the fuel is liquid at normal ambient 

temperatures, so these challenges can be managed safely, as with 

other fuels,” he added. The main challenge is that in terms of 

calorific value methanol has around 2.4 times more volume than 

diesel, so the tanks have to be correspondingly larger. “We want to 

work with Rolls-Royce to run a stationary methanol-fueled combined 

heat and power plant in one of our shipyards as a demonstrator for 

our customers,” said Lürssen Managing Director Justus Reinke. 

4000 series cylinders, fueled by methanol. 

Mtu is working on the entire 

supply chain, as evidenced by the 

acquisition of Hoeller Electrolyzer: 

from production, to storage, to consumption. 

%70VPN Hydrogen is difficult to 

transport and this move is intended 

to produce it locally, where it will be 

consumed, for industrial machinery. 

For marine applications, hydrogen 

on board is a problem; on the other 

hand, we see a path that also excludes 

electric mobility, which at present requires 

unsustainable dimensions of 

the battery pack.” 

For the same energy amount, is 

methanol now lower to diesel? 

Camuffo: “If we talk about engine efficiency, 

our tests reveal that they are 

almost equal. If we talk about energy 

density, the factor is about 2.2 - 2.4. 

To complete this discussion, methanol 

does not evaporate, it has a lower flash 

point than diesel and it is not subject 

to explosion. Shipping registries and 

shipyards are moving to formulate 

regulations that are appropriate for 

this type of fuel.” Bononi: “Let’s go 

back to the announcement regarding 

Sanlorenzo, to which we will supply 

the first pair of natural gas units for 

one of their displacement boats. This 

agreement has an exclusivity character, 

as far as this pilot installation is 

concerned. With that boat, Sanlorenzo 

wants to achieve the net-zero goal, 

with the mtu 4000 series engines and 

with Siemens, with which it has signed 

a partnership agreement for the fuel 

cells that will take care of hotel loads 

through methanol reforming”. 

Of course, this agreement is not 

limited to methanol. 

Camuffo: “I also want to underline 

the use of biofuels starting in 2023, 

based on tests carried out on the 

4000 series even up to 40,000 hours. 

From a technical and emission point 

of view, they have proven to work as 

well as diesel and even better. Another 

important step is the hybrid, which 

allows us to avoid an architecture 

with heat engines that are not always 

used to their best advantage. The SCR 

remains, with closed loop control of 

incoming and outgoing emissions. 

The electric fraction is perfectly 

matched with the engine, the certification 

is our responsibility; therefore, 

no certification is required at the time 

of commissioning. The hybridized 

2000 series is at the center of some 

projects.” 

39

MARINE 

METSTRADE AMSTERDAM 

PASSWORD: 

INTEGRATION 

With a total of 1,400 exhibitors 

from 49 countries, distributed 

in the 10 pavilions 

of the RAI Convention 

Center in Amsterdam, the Metstrade 

seems to have returned to its pre-pandemic 

glories. Despite the absence of 

some Asian companies due to the still 

present restrictions, the scenario of the 

34 th edition was extraordinarily broad 

and offered a complete overview of 

everything that may be needed to fit 

out a small boat or a large yacht. In 

just three days, from 15 to 17 November, 

the organizers recorded 26,480 

visits, 23 percent of which in the 18- 

35 age group, demonstrating that the 

sector attracts a lot of younger people, 

whose presence was nurtured and supported 

among other things by the Metstrade 

Young Professionals Club with 

versity and skills development. Electric 

aircraft visionary Cory Combs 

issued a challenge on November 15, 

arguing that the maritime industry, 

like aviation, needs to act on sustainability 

now, using already existing 

technology. Another theme of this edition 

was that of gender diversity, with 

an international event dedicated to the 

growing role of women in the maritime 

industry. 

Identifying a univocal trend in such a 

broad scenario of products and technologies 

is not easy. What is certain is 

that we have found an important presence 

of companies specialized in the 

development of electric or hybrid propulsion 

systems or which in any case 

are urgently questioning the future of 

navigation, advancing technological 

solutions different from the traditiona 

series of dedicated meetings. 

“This means,” says Metstrade director 

Niels Klarenbeek, “that the industry is 

as enthusiastic as we are, as we see a 

strong participation of boat builders, 

wholesalers, naval architects, marina 

developers and other marine professionals 

from all over the world.” 

This year’s Metstrade program focused 

on environment, technology, di- 

Environment, 

technology, 

development of skills: 

there are many themes, 

the trend is one, that 

of integrating solutions 

and systems 

40

#METSTRADE #ZF #VOLVOPENTA #YANMAR 

ZF WINS THE DAME DESIGN AWARDS 

The presentation of the winners of the prestigious Dame Design Awards 

2022, organized by the Mets, which saw over 100 nominations this year, 

revealed which products today represent the pinnacle of the design effort 

necessary to improve user experiences and the production efficiency. 

Among the award-winning products, the ZF Pod 4600, presented for the 

first time at the Cannes Yachting Festival together with Azimut Benetti, 

as Nicola Pistore, Indirect Material Purchasing Manager, tells us. 

“It is a product that is placed in the power range that goes from 1,650 

to 1,750 horsepower and offers a series of advantages in terms of 

manoeuverability of the boat, propulsive efficiency and therefore also 

reduction of consumption”. Talking about the award, Massimiliano 

Cotterchio, ZF Padova Head of Sales Pleasure Craft Product Line, 

underlines: “After many years this was our first participation in the Dame 

Design Awards. The nomination and the award represent for us a great 

recognition of the innovative aspect of a system that for the first time 

brings the benefits of a pod propulsion on such high powers. It is a 

product that has no equivalent on the market in terms of dimensions 

and characteristics and which is used to equip important boats, exceeding 

80 tons, both yachts and commercial applications from 70 feet upwards”. 

al ones, in particular electric or hybrid 

marine engines or integrated propulsion 

systems able to offer the final 

customer a complete solution, from 

the wheel to the propeller. In short, a 

boating industry that is increasingly 

attentive to the environment, where 

everyone can contribute by doing 

their part. 

Volvo Penta introduces a revolutionary 

joystick docking system that combines 

rudder, bow thruster, gear and 

engine speed controls into one easyto-use 

joystick. The company is the 

first in the industry to integrate diesel 

sterndrive steering with bow thruster 

control on a single engine installation. 

“By combining multiple tasks into 

one easy-to-use system, it’s easier 

to avoid mistakes,” explains Jonas 

Welinder, Product Planner for marine 

electronics. “This new level of control 

also gives confidence in tight rigging, 

crowded ports and strong currents.” 

Following the launch of the low drag 

SD15 range of sail drive systems, 

Yanmar presented in Amsterdam 

the new 113 kW (154 horsepower) 

4LV150-SD15 solution, developed 

by partner ZF and compatible with 

4JH80 and 4JH110 engines. Designed 

for use on monohull sailing yachts 

and catamarans up to 65 feet, it combines 

the benefits of the electronically 

controlled Yanmar common rail and 

the efficiency of the electronically 

controlled saildrive, ensuring smooth 

operation and greatly reducing noise 

and vibration. 

41

MARINE 

With its ninth participation at Metstrade, 

AS Labruna presents itself 

as a “system integrator”. Without forgetting 

its roots as an FPT Industrial 

and FNM distributor, it is accelerating 

its path in the pursuit of sustainability 

and in the desire to offer customers 

integrated services, starting with the 

progressive electrification of the shaft 

line. The architecture of the kinematic 

chain and integrated services, such as 

assistance, must be modulated on the 

needs of the specific application. 

There are several solutions presented 

on the stand at the Mets, where Massimo 

Labruna, CEO, reiterates that 

“our goal, also here at RAI in Amsterdam, 

is to project ourselves into the 

circle of the main system integrators 

of electrification in the international 

arena”. Among the solutions that we 

the same concept as the power banks 

of mobile phones. AS Labruna also 

participated in the Mets Innovation 

Lab with the Power Shunt, a module 

positioned in the middle of the shaft 

line, which allows you to refit or hybridize 

the boat in a simple way. “With 

the Power Shunt we are able to supply 

up to 100 kilowatts of electric motor at 

an affordable cost,” continues Labruna. 

Then there is the propulsion system 

called Maradea, applied to a 40 

horsepower Vetus, but which can be 

coupled with any engine. There is also 

a full electric, from the Maradea family, 

with a power of 10 kilowatts, and 

the range of on-board generators powered 

by HVO, as if to reiterate that the 

diesel cycle is not dead, because there 

are “sustainable” ways of using it. 

Among the many companies that proalready 

knew, we see the Blue Hybrid 

System, in a version with reduced engine 

capacity, applied to the 13 HPF, 

with a 1.3-litre thermal unit. There 

are instead three innovations presented 

in Amsterdam, united by the idea 

of making electric propulsion within 

the reach of many: the Power Bank 

30, “the first and only zero-noise generator, 

which delegates a methanol 

fuel cell to recharge the battery pack. 

Three segmentations: 10 kWh, 20 kWh 

and 30 kWh capacity. There is an inverter 

that in three-phase allows you 

to draw up to 30 kilowatts during 

peaks. Thanks to two 60-liter cans of 

methanol we are able to store up to 

150 kWh of energy”. The Power Bank 

30 is therefore a candidate for prestigious 

applications, such as the hotel 

functions of mega yachts, relying on 

42

#ASLABRUNA #POWERUP #FUELCELL 

WOMEN IN THE MARINE INDUSTRY 

Hosted by British Marine, Soundings Trade Only magazine and Mets, 

the Women in the Marine Industry International Event welcomed more 

than 120 women and many attendees. Among the panel speakers: Malin 

Schwartz, Senior Vice President, Volvo Penta; Nona Pedersen, General 

Manager, Propspeed; Delphine Planes, Vice President of Purchasing, 

Groupe Beneteau, Boat Division; Barbara Amerio, CEO PerMare Group and 

Leontien Moulijn, Franchise Development Manager EMEA, Freedom Boat 

Club a division of Brunswick. During the panel discussion, the speakers 

shared their backgrounds, experience and insights as female leaders 

working in the marine industry with the packed theatre and thoroughly 

engaged audience. “It is important for us to share our struggles and 

successes with each and not feel alone in this. It is so empowering to sit 

here today in a room full of people who all want to make a difference,” 

commented Nona Pedersen (Propspeed). While Delphine Planes (Groupe 

Beneteau) added: “I have loved being at this event today. The atmosphere 

has been really relaxed, the audience has been really engaged and 

everyone seems to have had a good time. This is an important topic, but 

it is wonderful to be able to discuss the issues without any drama.” 

Another driving force behind the Women in Marine movement and 

bringing this event to fruition has been Barton Marine CEO, Suzanne 

Blaustone. “As a veteran woman in business, it is wonderful to come to 

an event like this and still learn new things from women like these. It is 

so necessary for women to meet, network and feel the support that other 

women can provide in the industry and that we continue to push these 

events forward in the future,” Suzanne commented. 

posed innovative solutions in Amsterdam, 

we identified a start-up based in 

Estonia, PowerUP Energy Technologies, 

specialized in the development 

and production of smart electric generators 

based on hydrogen fuel cells 

and smart grid solutions. At the Mets 

they presented their prototype AI 

smart grid system called ChargeUP, 

which aims to provide vessels with 

energy independence. The system essentially 

includes a 400W hydrogen 

fuel cell generator, a solar panel, a 

lithium-ion battery, and a 5-inch display. 

It also uses a type 4 hydrogen 

cylinder to supply fuel to the generator. 

All components of the AI smart 

grid system are connected to controllers 

and converters to convert voltage 

and avoid fluctuations. The energy 

produced by the solar panels and 

generator is stored in the lithium-ion 

battery. 

Ivar Kruusenberg, CEO and founder 

of PowerUP, said: “Although hydrogen 

is at the heart of what we do, we 

cannot deny the immense benefits of 

other renewable sources such as solar 

and wind. With this philosophy, we 

have created a masterpiece capable 

of integrating the advantages of solar 

panels and hydrogen in a single system. 

This first-of-its-kind sustainable 

solution is ideal for achieving zero 

carbon emissions in the maritime sector. 

We also strongly believe that hydrogen 

technologies supported by other 

renewable technologies to create a 

hybrid solution are the way forward.” 

43

AUTOMOTIVE 

BONFIGLIOLI @ IAA 

GETTING 

A MOVE 

ON 

We asked Valentina Ottavi, 

Business Development 

Manager, to confirm Bonfiglioli’s 

acceleration in 

the automotive sector, after the anticipations 

received during the visit to the 

HQ, which was named EVO. 

The on-road section feels at home 

here at the IAA. Can you take stock 

of Bonfiglioli E-mobility? 

“E-mobility at Bonfiglioli focuses on 

ePowertrain system integration, basing 

on proprietary technologies of 

all-in-one eDrive units, configured in 

several power and torque sizing. Allin-one 

units include motor, inverter, 

reducer and DCDC converter, interfacing 

VCU, battery system BMS and 

auxiliaries supplied by own or clients 

partners. Bonfiglioli has embedded 

the capability to sizing the electrified 

powertrain system on off-highway 

and on-highway applications applying 

digital twins techniques, as functional 

and physical virtual model and 

simulations. System integration design 

is verified and validated at Bonfiglioli’s 

facilities on virtual (HIL) and 

physical test benches.” 

How is Ennowing taking root 

among on-road applications? 

“The product is an automotive de- 

Bonfiglioli has 

transferred its 

expertise in gearboxes 

for industrial and wind 

power applications to 

the road environment 

rived, highly compact and price effective. 

Bonfiglioli doesn’t compete 

on passenger cars market, the main 

targets are last mile delivery applications, 

shuttle buses, urban vehicles 

and on road applications where a replacement 

of combustion engine on 

axles or PTOs for powering hydraulic 

circuits are needed.” 

Which kind or machines are in your 

target market: more commercial or 

special vehicles? 

“Both, it depends from size and performances 

required by the customers 

and if those match with the features 

of the powertrains we offer; the two 

lines of products developed have just 

the aim to face all the main requirements 

on these different market segments.” 

Is the “last mile” a real development 

44

#BONFIGLIOLI #LASTMILE #LCV #IAA 

ALL-IN-ONE 

The all-in-one units include motor, inverter, DCDC gearbox and converter, 

VCU interfacing, battery BMS and auxiliary devices. Bonfiglioli 

has incorporated the ability to size the electrified propulsion system 

for off-highway and on-highway applications by applying digital 

twinning techniques such as virtual functional and physical modelling 

and simulations. The system integration design is checked and 

validated at Bonfiglioli’s facilities on virtual (HIL) and physical test 

benches. Bonfiglioli’s competence in the field of mechanics, 

gearboxes, differentials allows the application of technologies on 

gears, bearings and interfacing solutions that guarantee the control 

of high-performance high-speed electric motors of the latest 

generation, reducing the speed to levels compatible with those 

of the axle shafts, with important increases in torque at the axle. 

At the IAA they brought three similar products (70 kW power), 

the EDS70H, the EDS70X and the EDS70D, in this case a gearbox 

with differential. Finally, the 120 kW, with motor, inverter, DC/DC 

and gearbox, able to electrify LCVs up to 7.5 tonnes. 

MOLIERE, which stands for Multipurpose flexible high resolution strain sensor, 

is an European funded project, which is inserted in the EIT Manufacturing 

Agenda. Its main project focus is on the industrialization of an ultra-highresolution 

MEMS (micro electro-mechanical systems) strain sensor, 1000 higher 

than current commercial strain gauge. Bonfiglioli, as a partner in the project, 

will work on Components and FEM/CFD analysis for first applications. 

or one emphasized by some propaganda? 

How does Bonfiglioli view it? 

“At a global level, the electric LCV 

market share is 2%, about four times 

less than for passenger cars. Even in 

advanced EV markets, the LCV share 

barely exceeds 12%. The economic 

case for electrifying LCVs is stronger 

than for cars in cases such as urban 

delivery since LCV fleets are driven 

intensively, often operate on predictable 

routes and can be charged at commercial 

depots. China accounted for 

the largest number of LCVs sales in 

2021 at 86,000, showing rapid growth 

consecutively for 2020 and 2021. Europe 

was the second-largest market 

with more than 60,000 electric LCV 

sales in 2021 and where sales have 

been quickly increasing. The vast majority 

of electric LCVs are BEVs, only 

a few PHEVs are sold in Europe. This 

may reflect that most electric LCVs 

are acquired for specific uses within 

fixed delivery areas and may not 

need an extended driving range. The 

average battery size of LCVs is 18% 

smaller than for passenger cars; this 

may be due predictable and shorter 

routes, or because total ownership 

and operation costs are key factors in 

fleet owner decisions to buy electric 

LCVs.” 

What other products did you exhibit 

at the IAA? 

“We showed integrated e-powertrains 

configured for electrifying both mechanical 

and hydrostatic transmission 

vehicles. 70kW and 120kW peak 

power e-systems operating @250- 

420VDC.” 

Could Bonfiglioli’s exploration of 

IoT, Big Data and sensor technology 

be the key to opening the door 

to the crowded automotive market? 

“Bonfiglioli is focusing on Smart Sensors 

based on proprietary technologies 

for monitoring reducers and 

transmission systems and extract the 

relevant features for diagnosis and 

predictive maintenance by AI based 

algorithms. In such a way, Smart Sensors 

could be considered a completion 

of IoTwins project, as their design and 

information management exploit the 

same technical fundamentals, meaning 

Digital Twins methods and Big 

Data management. The availability 

of a complete technological package 

represents an opportunity to enlarge 

the presence of Bonfiglioli in mobility 

on-highway area, included automotive 

and light commercial vehicles.” 

45

TECHNO 

WEICHAI DOUBLES 

HERSELF 

Only two years after its launch, 

Weichai is flanking its record-breaking 

engine, the first 

diesel truck to break the 50% 

efficiency threshold, with the natural 

gas version. A four-handed work with 

Bosch. In order to play it by ear (let’s 

not forget that Scania later achieved 

the same goal, also in the industrial 

sector), the Weifang-based company 

(approximately 40 billion euros 

in turnover) enlisted the expertise of 

Robert Bosch. After all, calibrating 

chamber pressure and ECU mapping 

are essential factors in achieving a 

goal of this significance. According 

to the manufacturer’s data, a thermal 

efficiency of 52.28% can reduce 

fuel consumption and carbon dioxide 

emissions by 12%. In September 

2020, Weichai launched the world’s 

first basic diesel engine with a thermal 

efficiency of 50.23%. In January 

2022, the company further increased 

the efficiency of the diesel engine to 

51.09%, continuing to lead the global 

internal combustion engine industry. 

The natural gas used plays an important 

role in reducing carbon dioxide 

emissions in the internal combustion 

engine due to its inherent properties. 

In 2008, the Chinese Group started to 

design direct in-cylinder gas injection 

technology, and in 2012 developed 

China’s first highly powerful combustion 

engine equipped with high-pressure 

compressed natural gas direct injection 

into the cylinder. Since 2018, 

Weichai’s R&D Team has made 

two major strides in the thermal efficiency 

of natural gas base engines, 

exceeding 45% in 2020 and 50% 

in 2021, compared to the industry’s 

42%. In November this year, the thermal 

efficiency of natural gas base engines 

was improved to 54.16%, meeting 

China VI emission standards, 

and exceeding the industry’s highest 

level of 47.6%. The launch of these 

innovative engines has been enthusiastically 

welcomed by the market 

and in particular by Steven Hartong, 

CEO of the Bosch Group, Chris Mason, 

CEO of the International Federation 

of Automotive Engineers, Walter 

Downing, COO of the Southwest 

Research Institute, Helmut Lister, 

CEO of All (Austria), Wei, President 

of the Chinese Engineers Association 

of North America, China Mechanical 

Engineering Society, China Internal 

Combustion Engine Society, China 

Internal Combustion Engine Industry 

Association, research institutes, 

industry institutes and national and 

international strategic partners. 

46

#WEICHAI #BOSCH #HYDROGEN #BERGEN #BORGWARNER #RINA 

BERGEN COMPLETE H2 TRIALS 

Bergen is not merely making announcements 

and on hydrogen 

has really completed testing. 

And everything seems to be 

working out for the best. According 

to the Norwegian company, trials running 

a Bergen gas engine on a blend 

of green hydrogen and natural gas 

have been successfully completed at 

Viscofan, the international meat products 

processor, at its Cáseda plant in 

northern Spain. It is the first time a 

Bergen engine has run with hydrogen 

in a full-scale industrial application. 

The trial confirmed laboratory tests 

that the engine performs normally in 

real-life conditions and that Viscofan 

can potentially save almost 8,000 

tonnes of CO 2 

emissions per year 

from its operations. Fuel blending 

was carried out to reach a mixed value 

of 15% hydrogen and 85% natural 

gas in an engine of the Bergen type 

B36:45L6AG producing 5.5MW of 

output in combined heat and power 

configuration. A temporary installation 

of two hydrogen semi-trailers 

with an approximate capacity each of 

4,000 Nm 3 of compressed hydrogen at 

200 bar, progressively increasing hydrogen 

flows of 400 Nm 3 /h were used. 

Bergen Engines first green hydrogen 

test in a production process concluded 

successfully on 100% load. 

BORGWARNER @ BAUMA 

At Bauma BorgWarner showed ultra-high energy battery system and 

eFan technology for construction vehicles, plus further 800V components 

including eMotors, the latest generation of inverters and high voltage 

coolant heaters. The high-energy battery system features new cylindrical 

cell battery modules, and it allows electric vehicles to increase their 

range. It has been developed for long-distance traffic. The eFan can be 

combined with either existing cooling fans or new fan designs to achieve 

highest efficiency and lowest noise. Its task is to cool components such 

as the fuel cell, traction motor, electric brake, or the battery pack in 

battery-electric or fuel-cell commercial vehicles. 

SWS AWARDED BY RINA FIRST AIP OF LNG/HYDROGEN FUELED VLCC 

RINA has announced the Approval in Principle (AiP) of the first very large crude carrier vessel using an 

innovative propulsion arrangement that reduces the ship’s resistance by 5-10%. This result is achieved 

by splitting the thrust of a single large propeller into two smaller ones, thus reducing the required ballast 

draft for the full propeller immersion. The LNG/hydrogen-fuelled vessel general arrangement developed 

by Shanghai Waigaoqiao Shipbuilding (SWS) is based on the result of a joint project with Marin, the Liberia 

Administration, Wärtsilä, ABB and Helbio (a subsidiary of Metacon AB) and RINA. 

47

THINK PINK 

NEETA KHARE 

EDUCATION 

IS 

THE KEY 

Neeta Khare can boast a twenty-year 

background in the 

field of battery and fuel cell 

development. She started with 

her PhD for intelligent battery management 

where she combined artificial 

intelligence and state of charge 

and state of health algorithms, which 

are now very popular words, but almost 

twenty years ago nobody was 

familiar with it. That’s how the journey 

started, then she migrated from 

India to the USA to participate in a 

project of the US Navy and also in industry 

where she led an R&D team, 

then she moved to Switzerland as 

a Senior Scientist and head of BMS 

group with BFH-CSEM Energy Storage 

Research Center (ESReC), where 

she led the Battery Management 

Group developing BMS algorithms, 

models, software and hardware. Two 

positions, Vice President Technology, 

Leclanche, and Chief Innovation 

Officer, GCT, broaden her experiences 

to words business and productization. 

These roles extended her vision 

beyond development of the battery 

management system, and covered cell 

manufacturing to the Battery pack 

solution for Electric Vehicles specifically 

Public Transport. After that she 

joined FPT Industrial as Director of 

Battery and Fuel Cells. 

“I loved mathematics and physics as 

a young kid. My parents graduated in 

history, but they allowed me and my 

three brothers to take our own journey. 

They just told us: education is 

the only thing that we can give you, 

and that was true, so we understood 

very early that education was the key 

of success for us. We loved mathematics 

and physics, so engineering was 

the best way to choose. At the time 

engineering schools were not that 

common, there was a huge competition, 

we had to face tough entrance 

examination. No doubt the gender imbalance 

is a huge issue in technology 

and particularly for higher leadership 

roles and I think that is because when 

we were growing up female education 

was not so popular. Engineering was 

considered a field mainly set for men, 

so my school was very ‘male dominating’: 

of 300 engineering students, only 

11 were women but 5 of them were 

among the toppers. Having grown 

up with three brothers, I’ve always 

been in the minority. When I joined 

my first job in an important female 

university in India, in my department 

48

#FPTINDUSTRIAL #WOMEN #PROFESSIONAL #ENGINEERING #GENDERGAP 

they were all male except me. So I remained 

unique in this way throughout 

my life. My unique identity and ability 

made me head of the department 

soon. From there, I moved to industry, 

but the fact that I was the only woman 

had remained unchanged. Most often, 

this turned out to be an advantage for 

me because people remembered me, 

and it was not too much of a struggle 

for me to get recognised for my skills. 

However, in technical surrounding, 

I had to prove myself more than my 

male counterparts. Sometimes twice 

harder.” 

And what about her country, India? 

“In India, female engineers are more 

acceptable and more common compared 

to Switzerland or United States, 

so I faced more challenges in these 

two countries compared to India. This 

is a very interesting part because, in 

India, we have many industrial female 

leaders, doctors, engineers and 

mathematicians. I think one historical 

reason was that the third Prime Minister 

after colonization was a woman, 

Indira Gandhi, so we accepted female 

leaders in India much earlier than 

other countries. However, in USA and 

Switzerland, in higher management 

meetings, you only find less than 1% 

female leaders.” 

What is the most challenging part 

of your job? 

“During my career, being a woman 

didn’t affect me too much except in 

few incidents. I felt being female, my 

ability to show empathy and providing 

support to the team has an advantage 

over the other gender. On the other 

side of the coin, being female, one 

cannot be natural all the time, you 

have to make a shield, you have to be 

stronger to face the tough situations. 

When I first accepted a leadership 

position, I was not good in handling 

diplomatic and stressful situations. It 

was not easy to adopt diplomatic approaches 

for me. Then I slowly opened 

up a little. It’s me who was challenging 

myself to get integrated and not to 

be affected by the environment. Lots 

of my bosses and colleagues guided 

me. In the end, it is a beautiful internal 

and external journey. Though still, 

I love being a technical person and I 

use democratic managerial approach 

to manage the team. I love diversity in 

the team: be it cultural, gender, generation, 

experiences and skills. This 

brings the best products.” 

If you were to compare yourself to 

a great character in history or literature, 

who would you compare to? 

“I cannot compare myself to someone 

great, because that would be unfair to 

them. As a kid, I didn’t have any famous 

role model, I think, my mom inspired 

me for many things rather than 

any bigger character. It needed lots of 

courage to make or to choose between 

career and personal choices, specially 

if you are female and growing up 

in India. I was able to do so because 

I saw my mum’ struggle between responsibilities 

for family and her passion 

for career.” 

49

SUSTAINABLE TECHNO 

#PARKER 

SUPPLEMENT 

PARKER @ BAUMA 

There was a whole host of things 

on display in Munich: electrification 

and hydrogen technologies, 

hydrogen-compatible materials, 

IoT, alternative fuel delivery 

systems, endothermic components 

and hydraulic filtration. We explored 

areas of interest with Steve Duricky, 

global platform manager for Parker’s 

Fluid Connectors Group. “Parker has 

developed precision components for 

natural gas engines that meet ANSI 

(American National Standards Institute, 

ed.) NGV 3.1 requirements. We 

have a solution for both the high-pressure 

side and the low-pressure side.” 

What differences are there between 

the materials used for high pressure 

and low pressure? 

“High pressure, at 3,600 psi or 250 

bar, has to have robust sealing to contain 

the methane. We have developed 

a pressure regulator, the FM80, specifically 

designed for compressed natural 

gas.” This regulator has a flow 

rate of up to 90 kg/h, an inlet pressure 

rating of 4,250 PSIG and an optional 

filtration system. “Compressed gas 

storage takes place at 3,600 psi or 

250 bar,” Duricky resumes. “We integrated 

an FM80 filter to make sure 

the methane gas is cleaned of sulfur, 

oils and particulate matter. Oil, as a 

compressor lubricant, can seep into 

the fuel; therefore, it is critical to have 

a filter to make sure there is no oil carry-over 

that can damage the engine.” 

Let’s reengage with hydrogen. In 

common with compressed natural 

gas, hydrogen is starting to be used as 

a fuel source for heavy duty vehicles. 

Duricky tells us that “storing hydrogen 

on board at very high pressure 

is extremely important to achieve a 

strong, reliable and safe connection. 

It is important to pay attention to the 

physics behind using hydrogen, we 

worked on developing compatible 

O-rings, used in our O-ring flat face 

fittings (Seal-Lok/O-Lok) to obtain a 

leak free solution. To be honest, this 

technology has been around for 30 

years and is found in a lot of equipment 

for hydraulic applications. So, 

what we did was to implement the 

technology, adapting the O-ring to 

work with hydrogen. Consider that 

hydrogen has a higher pressure, at 

700 bar. To prevent hydrogen embrittlement, 

it’s necessary to have the 

fittings manufactured from 316 stainless 

steel.” 

Engines and components for OEM 

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50

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