Powertrain International 2023-3

Powertrain
INTERNATIONAL
Leader in
EFFICIENCY
Scania DC13 is the Diesel of the Year 2023 - An overview
on power generation - CONEXPO-CON/AGG: an impressive
amount of news - Comparisons: 7.5L - Batteries: Segula
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-Diesel SUPPLEMENT
May 2023
1

MAY 2023
powertraininternationalweb.com
CONTENTS
Our Brand
Our Our Brand
HYUNDAI represents our engine products which aim to provide toplevel
HYUNDAI performance, represents quality, our our engine and services. products which The which strong aim aim to reputation to provide top-
and
toplevel
performance, we already have quality, will and and be services. integrated The The with strong HYUNDAI reputation brand
and
identity heritage
level heritage which
we we we already
will create
have have will
a strong
will be be be integrated
brand value,
with with and HYUNDAI
we will
brand
set
brand
new
goals identity
and
which which
values
will will
building
create create a a on a the
strong
HD
brand brand
Hyundai’s
value, value, and
spirit and we :
we
Human
will will set set
Dynamics
new
new
goals goals and : and Human and values values Dreams.
building on on on the the HD HD HD Hyundai’s spirit spirit : :: Human Dynamics
and and Human Dreams.
Our Our Vision
We We will will relentlessly move
move
We will relentlessly to move
forward to to to revolutionize the
the
forward to revolutionize the
industry and and change the the world
world
industry and change the world
through technological
through technological
transformation and and innovative
transformation services – – – cementing
and innovative
our our status
status
as
services as as a a global a global
– cementing
leader leader in in our
Engine,
status
as Eco-friendly a global leader and and in Electric Engine,
Solution.
Eco-friendly and Electric Solution.
FOLLOW POWERTRAIN INTERNATIONAL ON:
24
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
18
40
DIESEL OF THE YEAR
06. SCANIA NEXT GENERATION DC13
We’re approaching the awarding ceremony
POWER GENERATION
14. K.EY - DPE RIMINI
The MAN D3872 first application
16. MEE DUBAI
Baudouin, Perkins, Volvo Penta
EVENTS
20. ISOTTA FRASCHINI MOTORI
CIS: the R&D house is officially open
OFF-HIGHWAY
24. CONEXPO-CON/AGG
We had our fill of ideas in Vegas
30. HYUNDAI DOOSAN INFRACORE
Chronicles of the birth of a giant
34. KUBOTA
The right cards for America
COMPARISONS
36. 7.5 LITERS INDUSTRIAL
An arena for 13. AGCO Core75 is the new entry
ELECTRIFICATION
40. SEGULA TECHNOLOGIES
Battery, hydrogen, bio-CNG
SEA POWERTRAIN
42. BE POWER SOLUTIONS
FPT and Bimotor in Australia
COLUMNS
4. Editorial 8. Newsroom 12. Automotive
44. Sustainable Techno 46. Think Pink 50. Stellantis
477, 477, 477, Bundangsuseo-ro,
Bundangsuseo-ro, Bundang-gu,
Bundang-gu, Seongnam-si,
Seongnam-si, Gyeonggido,
Republic do,
Gyeonggido,
Gyeonggido,
Republic Republic of of
of
Korea of Korea
Korea
Korea (13553) (13553)
(13553) enginesales@hyundai-di.com
enginesales@hyundai-di.com
477, Bundangsuseo-ro, Bundang-gu, Seongnam-si, Gyeonggido,
Republic of Korea (13553) enginesales@hyundai-di.com
Editorial: There is life on battery planet
Scania and Northvolt, Volta Trucks and Steyr
Automotive, Farasis Energy, Bosch Rexroth
e-Lion, WAE Technologies
3

EDITORIAL
by Fabio Butturi
THERE IS LIFE ON BATTERY PLANET
M SERIES FOR
CRITICAL
PROTECTION
W
hat have we gathered, compared to the March issue,
regarding concrete steps forward in
electrification? On 19 March, Scania announced
the results of the joint tests with Northvolt.
According to the company, in validation tests, the lithium-ion
cell has demonstrated a lifetime resulting in the capacity
to power trucks for 1.5 million kilometers – equivalent to
the truck’s whole lifetime. Produced with fossil-free
electricity in northern Sweden, the cell’s carbon footprint
is approximately one-third that of a comparative industry
reference. Volta Trucks, the French all-electric commercial
vehicle manufacturer and services provider, has confirmed
the start of production of the 16-tonne all-electric Volta Zero
at Steyr Automotive, the company’s partner in contract
manufacturing, in Steyr, Austria. Co-Founder and Chief
Manufacturing and Logistics Officer of Volta Trucks, Kjell
Walöen, said: “The first full production Volta Zero going
into the production line here at Steyr is the most substantial
milestone the company has achieved to date. In just 2.5
years, less than half the time existing truck manufacturers
take, we have moved from launching a concept, through
the engineering, development and quality phases and now
the start of production of the final specification models.”
Farasis Energy, a supplier of high-performance lithiumion
pouch cells, has developed a module design concept
to prevent thermal propagation using its newest generation
of cells (Generation 4).
With a newly developed, single-phase onboard charger,
Bosch Rexroth has made its eLION platform fully
compatible with the North American charging infrastructure.
The company is introducing its high-voltage solutions for
the electrification of mobile working machines to the North
American market at the CONEXPO-CON/AGG construction
fair. The broad range of motors, inverters, gearboxes, and
software also includes a highly effective DC/DC converter.
WAE Technologies launches Elysia, the latest in Battery
Intelligence for the mass market, from the automotive,
commercial vehicle and e-mobility sectors to stationary
energy storage and beyond. Elysia Embedded is a suite
of battery management algorithms that can allow OEMs
to increase range, unlock faster charging, and maximise
battery power.
So, summarizing, power density, mass production,
adaptability to charging infrastructure, battery management.
This is the right direction. We will not make any remarks
on timing or scalability in the short term.
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RPM: 1500 - 1800
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4

DIESEL OF THE YEAR
#SCANIA #AWARDINGCEREMONY #EFFICIENCY
SCANIA NEXT GENERATION DC13
STRAIGHT
ON THE
STAGE
BRAND
MODEL
SCANIA
DW6
I. D.
B x S mm - S/B 130 x 160 - 1,23
N. cil. - dm 3 6 - 12,74
Maximum power kW - rpm 450 - 1.900
Mep at max power bar 22,8
Piston speed m/s 10,1
Maximum torque Nm - rpm 2.969 - 1.400
Mep at max torque bar 29,9
% power at max torque (kW) 56
Torque at max power Nm 2.264
% power at max torque (kW) 96,8 (436)
Work range rpm 500
DETAILS
Specific power kW/dm 3 35,3
Specific torque Nm/dm 3 233
Areal spec. power kW/dm 2 56,53
RULES AND BALANCE
Dry weight kg 1.050
L x W x H mm
1.397x1.157x920
Volume m 3 1,49
Weight/power kg/kW 2,3
Weight/displacement kg/dm 3 82,4
Power density kW/m 3 302
Total density t/m 3 0,70
Displacement/volume dm 3 /m 3 8,55
On Tuesday 16 May, at 5pm, the
Diesel of the Year 2023 award
ceremony is scheduled. Scania’s
Next Generation DC13
will go on air as the testimonial for the
latest generation of the internal combustion
engine. Those Stage V and
Euro 6e engines that find themselves
in the dock, despite being the main
performers of decarbonisation. No
longer are the efficiencies of the obsolete
air-cooled diesel engines, with mechanical
injection, inextricably linked
to piston stresses. The propagation of
the combustion agent and the skilful
management of electronic control have
buffered the release of pollutants at the
writing by up to 98-99% at the top. The
awarding ceremony will be introduced
by our editors. Our publisher organises
a series of awards for innovation and
For the Diesel
of the Year 2023,
the Scania next
Generation DC13
engine, the official
award ceremony
is approaching.
We will broadcast it
from our television
studios near Milan.
You can watch it
on May 16 th at 5pm
on our website
and social media
channels.
Stay tuned!
sustainability, ranging from Tractor
of the Year, Sustainable Truck of the
Year to Sustainable Bus Awards. The
only way to respond right now to the
demands of decarbonisation is in fact
to reduce exhaust pollutants. An approach
that clashes with the demands
of the European legislator, oriented
towards the imperative of “zero emissions”.
In a scenario of gradual break
from dependence on fossil fuels, the
operation that Scania has accomplished
with the Next Generation DC13 is to
optimise, indeed implement, the efficiency
threshold. More fuel processed
into mechanical energy, less combustion
waste, otherwise taken over by the
after-treatment system. Without delving
too deeply into technical parameters,
there is one figure that certifies the
design aims of Swedish engineering:
power at maximum torque. As many
as 435, out of 450 kilowatts are available
at 1,400 rpm, equivalent to 96.8
percent of the available power. Another
aspect we emphasised earlier, in this
regard, concerns the readiness of the
12.7-litre engine to run on synthetic
and biomass fuels. Another tangible
tile in the mosaic of the propulsion sys-
tem of the future, which must of force
be conjugated to the present time. We
take leave with the words of Magnus
Henriksson, Chief Engineer, who led
the Scania team by the hand in developing
the Super, the DC13’s big brother,
for the Griffin trucks: “Developing a
new engine platform of this magnitude
is a once-in-a-lifetime opportunity for
most engine platform engineers.”
6
7

NEWSROOM
#SOMO #ELECTRIFICATION
SOMO & ELECTRIFICATION
VERY GOOD
BUT...
POWER TO
MAXIMIZE
PRODUCTIVITY
More power with less complexity and less weight. The Cummins
B6.7 engine delivers the productivity you need to keep your
equipment running. The power increases up to 326 hp / 243 kW
and peak torque up to 1014 lb-ft / 1375 Nm, enabling
replacement of engines with higher displacement
with no impact on productivity.
“Electric vehicles are
a good thing, but not if
everybody owns one”
is the balance,
summed up in a
slogan, of the thought
of SOMO expert
Alejandro González
S
OMO, the Dutch centre for
research on multinational corporations,
is trying to have the
big picture about electrification.
“Electric vehicles are part of the
solution to climate change. But the
size and sheer volume of planned EV
production is not sustainable,” said
SOMO expert Alejandro González.
“We cannot consume our way to a
cleaner, greener future. We need fewer
cars, smaller cars, and more sustainable
public transport options.
This should be at the core of EU energy
transition policy.” EU’s approach
pays lip service to reducing demand
for extraction of new raw materials,
but this is belied by its efforts to increase
EU access to the minerals, and
by the focus on using trade and development
policies as leverage.
“The EU is regulating batteries with
one hand but driving demand for minerals
for the same batteries with the
other; this is incoherent as a policy
and continues to treat resource-rich
countries like Argentina, Chile, DRC,
and Indonesia as mere sources of
materials,” said Alejandro González.
While EVs have no tailpipe carbon
emissions, their production generates
serious negative impacts, particularly
in the countries where the minerals
to produce Li-ion batteries are extracted.
The demand for lithium and
nickel is set to skyrocket in the next
five years as a result of mass adoption
of EVs in Europe, the US, and
China. While the adoption of EVs in
these regions is heavily incentivised
by subsidies, tax breaks, and emission
reduction targets, the extraction
of minerals to produce them generates
large amounts of waste. The vast
majority of EVs that will be produced
in the next seven years will sell
to consumers in the US, Europe, and
China, and exclude most of the rest
of the world. Commentators on the
energy and transport transition have
noted that this two-tier picture of
“haves” and “have-nots” adds new
dimensions of global inequality.
“The EU has an opportunity here
— to avoid being responsible for
driving abuses and deep inequality
in the energy transition. But that
opportunity is slipping away,” said
González. “A fundamental shift in
the EU’s paradigm is necessary, fostering
a vision of transport that does
not involve near-universal personal
vehicle ownership in the European
region.”
Finally, González stated: “A just
energy transition is imperative, but
under current policies of the EU, US,
and China, it is out of reach. This has
to change and change fast. We need
to reduce reliance on individual cars
and travel in more sustainable ways.
Moving towards this vision has to become
the core of public policy, and
governments must shift their approach
– and their budgets – to enable,
educate the public about, and incentivise
this paradigm shift.”
8
©2023 Cummins Inc.
9

NEWSROOM
#ENI #HVO #VOLVOPENTA #UIG #TSO
ENI, SPINELLI GROUP AND HVO
HVO made a step further due to ENI
initiative. Eni Sustainable Mobility
and the Spinelli Group, an integrated
logistics player from Genoa, Italy,
have signed a two-year contract to
power the group’s fleet with HVOlution,
a diesel fuel produced from
100% renewable raw materials. The
Spinelli Group’s fleet includes more
than 300 heavy-duty vehicles, of
which 150 are latest-generation Euro
6d trucks compatible with pure biofuel.
The supply of biofuel to the
Spinelli Group is made possible by
Eni Sustainable Mobility’s network
of retail outlets. The product is now
available in 57 service stations and
by the end of the month it will be
available in 150 sales points in Italy.
The agreement is key to Eni Sustainable
Mobility and shows how the
company can support heavy transport
players like the Spinelli Group
on the path towards decarbonization.
Eni Sustainable Mobility has been
operating since January 2023 and
combines bio-refining, biomethane
and the sale of mobility-related products
in over 5,000 service stations in
Italy and abroad.
C
PENTA GRID
INNOVATION
VOLVO PENTA HAS
ACQUIRED A MINORITY
STAKE IN UTILITY
INNOVATION GROUP (UIG)
Volvo Penta has made a strategic
investment in UIG (Utility
Innovation Group), US-based
specialists in resilient, innovative
utility systems and decentralized
energy solutions. Through this, UIG
and Volvo Penta have the potential to
enhance their collective capabilities,
while jointly creating innovative solutions
and new market opportunities to
advance electric grid infrastructure.
This milestone also provides more
opportunities for mission-critical use
cases, the likes of hospitals and data
centers, alongside a new class of electrical
“prosumers” who both produce
and consume energy in support of the
electrical grid, leveraging renewables
and other on-site energy sources. All
profiles can optimize their energy
usage by connecting energy sources
with battery energy storage systems
(BESS) to reduce reliance on the
grid and build a more resilient energy
ecosystem. Overall, the investment
underscores Volvo Penta’s ambition
as an independent supplier, to scale
net-zero projects together with its
OEM customers at a higher pace while
continuing to strengthen the reliable
portfolio of solutions available to
its customers.
German gas strategy
On March 31 st , the German
gas transmission system
operators (TSOs) presented
their draft Gas Network
Development Plan 2022-
2032. The proposal is
designed to facilitate the
changes needed for the
network to accommodate
the new LNG supplies
into Germany and
Europe. According to their
calculations, the proposed
projects will require some 4.4
billion euros of investment,
1.9 billion of which will be
network expansion projects
for new LNG.
M
Y
CM
MY
CY
CMY
K
V170 G SERIES
10

AUTOMOTIVE
#INTERNALCOMBUSTIONENGINES #EURO7
EURO 7
ARE
YOU
READY?
FOR NOW, INDIA IS COUNTING ON GAS
It takes a bit of training to understand, in the traffic of
Mumbai, what the hell is behind the Toyota Glanza
hatchback, complete with the CNG initials on the tail. In
a country of 1.4 billion inhabitants, with 21 million cars
on the road, the new green frontier – more than electric
motors – is natural gas, which today fuels more than 6
percent of cars on the road. And the compact Toyota is
enjoying some success. It is actually a local rebadging
of the Suzuki Baleno, whose 1.2-liter natural gas-powered
engine delivers 77 horsepower and 98 Nm of
torque. The 7,500 euro list price may seem ridiculous,
but you should take into account that the per capita average
income is 15 times lower than in Italy.
After the pyrotechnics
of statements, a less
catastrophic reality
begins to emerge.
We report some
sentences of Luca de
Meo, Carlos Tavares
and Oliver Blume.
Pascal Canfin:
“It was difficult to
ask manufacturers
to make investments
in electric and heat
engines at
the same time”
There are those who win the Oscar
and those who earn the Legion
of Honour. And, according to the
most mischievous, the honour
awarded by President Macron to Luca
de Meo would not be due to the excellent
work done in the last two years as CEO
of the Renault group. Nor a polite invitation
not to leave the Régie, controlled
by the French State, to take the reins of
Stellantis, as the rumors would have it.
But the prize for his “masterpiece statement”
in taking on the role of president
of Acea, the European Automobile Manufacturers’
Association: “The proposal
for Euro 7 standards, in its current form,
would take away huge human and financial
resources from electrification, just as
other regions of the world are creating
an attractive investment environment for
zero-emission mobility”. Nothing in common
with the bellicose diktat of Carlos
Tavares, CEO of Stellantis, who spoke
openly of “wasting money to adapt products
that will in any case have a short
life” referring to the EU stop to ICEs
starting from 2035. Nor with the drastic
standpoint of Oliver Blume, CEO of the
Volskwagen Group who, ever since he
led Porsche, has been preaching: “we will
decide whether or not to update all our
engines to Euro 7 standards or offer exclusively
electric versions”. A vision denied
by data from the European market
for the first half of 2022, where for every
Volkswagen ID.3 BEV sold, 5 petrol or
diesel Golfs were marketed, despite the
wave of incentives for electric cars that
hit the markets of Germany, France and
Italy. The real problem is that the EU remains
the only market in the world that
will officially abandon internal combus-
tion engines in 2035. Of course, China
has already set the goal of doing so in
2030, as well as Brazil and India, but they
do not go further than that, while Canada
and Taiwan speak of 2040, in the total silence
of the USA, where only California
is evaluating a deadline in 2035. Moreover,
if we add the hypothesis that the Qatargate
scandal could question the green
majority in the European Parliament and
postpone the 2035 deadline, the new
Euro 7 standards find a new light. In fact,
they could prove to be a valuable “framework
regulation”, which, once and for all,
eliminates the tangle of homologation
tricks dragged from directive to directive,
without however asking for impossible
interventions from manufacturers. The
Multimilioner industrial groups that, behind
the smokescreen of press statements,
were ready to set far more stringent limits
on the emissions of their engines. As
the French newspaper Le Monde wrote,
setting the NOx emission limit at 60 mg/
km for Euro 7 was a political choice by
the European Commission, given Acea’s
expressed willingness to go down to 35.
“It was difficult to ask manufacturers to
make investments in electric and heat engines
at the same time”, Pascal Canfin,
president of the Strasbourg Parliament’s
environment commission, commented
in the French newspaper. Who gets the
credit for this? First of all, the European
commissioner for the internal market,
Thierry Breton, who has repeatedly
underlined the strategic and social risks
of euthanizing the ICE. A meaningful
example of the new directive is precisely
the new “single” limit of 60 mg/km
for NOx emissions, which has remained
the same as the Euro 6 standard for pet-
rol car engines and has dropped from 80
for diesel engines. A much more onerous
limit to be respected only for the heavy
vehicle sector, where the costs of devices
for aligning trucks at 60 (56 percent less
than Euro 6) are more easily “spreadable”
on the robust price lists of those
vehicles. Without hiding that two “media
bubbles” are also deflating. The first
concerns the fact that the new RDE (Real
Driving Emission) tests envisage more
stringent conditions for tests run with a
cold engine, limiting the engine heating
stage to the first 1,600 meters. The other
concerns the extension to 240,000 kms of
compliance obligations for anti-pollution
devices, a value that may seem shocking
at first, but in fact aligns Europe with the
USA and Canada, which impose 200,000
miles, making life easier for manufacturers
operating in the global market.
12
13

POWER GENERATION
#BIMOTOR #FPT #GEMINIANI #HYUNDAI #ISOTTA #MAN #NGV #RAYWIN
K.EY - DPE RIMINI
A
GREAT
SHOW
MAN ENGINES & BIOBRENT
At the BioBrent stand, we talk about the MAN E3872 with
the top management. “There is a great demand on the
market for intermediate sizes powered by natural gas;
this was lacking until the previous edition of Ecomondo.
This is a world premiere, which allows BioBrent to extend
its range of products; it is an excellent tool to expand
our clientele. Installed in a plastic packaging company,
this set is aimed at industries that have significant
energy consumption, both electrical and thermal, and
are therefore particularly sensitive to energy efficiency,
food companies, companies in the plastic, chemical
and pharmaceutical sectors. This is an application for
trigeneration uses: the system is custom built to produce
electricity, heat (hot water at 85°) for the process and
refrigeration (water chilled at 8°) to cool the moulds.
All the energy produced is self-consumed within the
company, thus reducing energy withdrawal from the
grid by 85%. The reduction on an annual basis will be by
28%. Among other advantages, it complies with the 250
milligrams/normalNm 3 regulation. Without SCR, it only
has the CO catalyst.”
It was a success for K.EY, for the first
time detached from Ecomondo, in
cohabitation with DPE (Distributed
Power Europe). The E3872 was at
the ETS-MAN stand, where Marianna
Benetti and Klaus Kress explained
to us: “The upgrade took place for E32
and E08, with a 20% hydrogen mixture
(starting from the aspirated stoichiometric:
-23% HC, -1.2% CO, -5.2% CO 2
and -27% HCHO, i.e. formaldehyde. The
lean burn: -17% HC, -21% CO, -11%
CO 2
, - 26% HCHO). The mechanical efficiency
of the 25.8-litre engine is equivalent
to 40.5%, for the 29.6-litre engine it
is 44%”. We talked about the E3872 for
the first time a few months ago, at Ecomondo.
It seems that it is now functional
and very close to us. Isn’t it? “It actually
came off the test bench and found its first
ever application with BioBrent, which
K.EY celebrated its
first separate edition
from Ecomondo with
a success among the
public and exhibitors.
MAN displayed the 700
kW natural gas E3872
in its first application
with BioBrent. At the
DPE, which took place
simultaneously, we
saw, among others,
FPT, Geminiani,
Hyundai, Isotta
Fraschini, NGV and
Raywin
will carry out the field test in early June
(see box). It was presented at the Energy
Dezentral in Hannover in November
2022. Until now, no manufacturer covered
the 700kW power of the methane
range for cogeneration. The PBST turbo
can be opened, the diffuser ring, i.e. the
turbo compressor, is detached from the
architecture to favor flexibility (gas and
biogas), also based on the altitude. There
are two butterfly valves, steel pistons,
Atkinson cycle type camshaft (during
combustion there is a “backflow”: the
intake valve opens to let fresh mixture
into the cylinder). Versions at 1,800 rpm
and with a 20% hydrogen mixture are
planned”. Among K.EY’s start-ups appears
the familiar face of Adela Tucaru,
marketing and communication manager
of NGV Powertrain. “We have found
a lot of interest in the hydrogen engine
(presented at Hyvolution Paris together
with FEV, Ed.), both as original equipment
and as a retrofit, globally. The hydrogen
supply chain is also moving to enhance
the circuit of refueling stations. On
the other hand, there are those who still
believe in biomethane as a short-term
solution”. Let’s move to the DPE. There
we find Isotta Fraschini. The COO,
Giovanni Bruni: “K.EY is proving to be
a lively and profitable fair. We have registered
several contacts which confirm our
12 and 16 cylinders as valid alternatives
to the engines of our competitors. Part of
this discussion is the V12 in the Stage V
version, presented at the recent Middle
East 2023, which widens the perspectives
with respect to emergency uses, lending
itself to continuous and potentially cogeneration
uses. The company invests
in market niches. Declining the product
standard according to customer needs is
part of our DNA, which we also apply to
the industrial engine.”
Bimotor and Valdinoci present the
Raywin range. Valdinoci’s CEO tells
us about the partnership with Bimotor.
“Both Bimotor and Valdinoci are oriented
towards establishing a solid and
structured collaboration, we scrupulously
follow after-sales. We are both characterized
by large stocks and high supply
availability. Since 1935 Valdinoci has
been monobrand, Lombardini first, then
Kohler. Kohler invests in technological
engines, as demonstrated by the resources
spent in Stage V, hybridization and the
purchase of Curtis Instruments, IIIA production
is not as strategic as it has been
in the recent past. The Raywin range
goes from 5 to 60 kVA. The distribution
agreement concerns generation sets, mo-
tor pumps and sprinklers, for the Italian
market.” The participation of FPT Industrial
is shared with the dealer Avoni.
On display are the F34 and F36, Stage V
avant-gardes that allow entry to both the
EU and North American markets. 2023
and 2024 are expected to be two more
years with high orders. “A large market
share remains attractive to the ICE,
linked to PG, for applications with less
than 500 hours of operation.” Socoges
exhibited the D24 by Hyundai Doosan
Infracore, 50 kVA, Stage V. 2022 was a
record year, balanced in all applications.
What does the near future hold for us?
“Some innovations, also for PG” is their
answer. “The first mass production in
2024 is the D34, from 80 to 100 kVA in
prime. Then the DX05, 200 kVA, and the
DX08, 300 kVA. At the top is the DX12,
11.1 litres, Stage V, 400 kVA.”
14
15

POWER GENERATION
#VOLVOPENTA #D17 #MEEDUBAI
VOLVO PENTA
LADIES &
GENTLEMEN,
THE D17
Volvo Penta does not rest on
their laurels. The D17 was
born from the determination
to improve the top of its power
generation range (801 kVA prime
60hz electrical power kVA, 758 kVA
prime 50hz electrical power). The
audience in front of which to cut
the ribbon is the Middle East Energy
exhibition in Dubai. The 17-liter
TWD1744GE industrial genset
engine will help support both the
current demands of industrial customers
as well as their future business
needs. Looking ahead, the
D17 will evolve to enable customers
to transition to significantly lower
emissions utilizing alternative fuels.
What are the design and functional
benefits of this engine? The D17 offers
up to 5% less fuel consumption
In the shade of the
Burj Khalifa tower,
Volvo Penta has
unveiled its ace up
its sleeve for power
generation: the
TWD1744GE, inline
6-cylinder, 17.26 litre.
Kristian Vekas:
“To find something
with equivalent
power density,
you’d have to look
beyond automotivebased
designs”
per kWh than its lower-displacement
D16 sibling. This is largely
the result of recent evolutions in
combustion technology such as the
modernization of the fuel-injection
system with a common-rail design.
An important new feature, which
will also be made available to D16
models, is the option of a viscous
fan to further reduce fuel consumption
and noise emissions. Volvo
Penta further leveraged its existing
power generation platform with the
adoption of the D16’s inline six-cylinder
block as the starting point for
the new design, ensuring the D17’s
basic footprint would remain the
same. The company’s engineers developed
a larger bore engine which
thereby enabled the larger volume.
This paved the way for around a
10% increase in maximum standby
power over the TWD1645GE at
1800 rpm. “Combining this with its
dual-stage turbochargers means the
D17 can provide much higher power
from a smaller envelope, comparing
favourably with larger alternatives,
while offering the additional benefit
of far more economical operation,”
says Kristian Vekas, Product
Manager at Volvo Penta. “To find
something with equivalent power
density, you’d have to look beyond
automotive-based designs – which
will likely add further cost implications.”
Designed to power a variety
of stand-by and prime-power generator
sets, the dual-speed (1500/1800
rpm) D17 is suitable for a wide range
of applications, most notably where
sufficient back-up electrical power
must be always available. Like
all Volvo Penta genset engines, the
new unit therefore complies with the
most-stringent ISO8528 G3 standard
for load acceptance, a measure of
how quickly it can meet power demand
in response to a blackout. The
D17’s low exhaust emissions ensure
compliance with UNECE REG 96
Stage 2 (equivalent to EU Stage II
mobile off-highway requirements)
and it is certified for US EPA Tier 2
Stationary Emergency, enabling it to
be used for supplying a few hours of
back-up power in these highly regulated
regions. Service interval is
set at 10,000 hours. “Our customers
were instrumental in inspiring
the D17’s introduction,” adds Kristian
Vekas. “In addition to wanting
extra power to provide more elec-
tricity, they were keen for it to retain
commonality with the D16 for
seamless integration.” Just to mention
the TWD1645GE sibling, aka
TWD1683GE, the Stage V version of
the 16,1 litres engine, 6 cylinders inline,
is able to provide up to 660 kVA
(528 kWe) at 50hz in prime power
(726 kVA and 581 kWe in stand-by),
and 700 kVA (616 kWe) at 60hz in
prime power (770kVSA and 616
kWe in stand-by). “We’ve leveraged
our D16 platform and capitalized on
its real-world use and testing across
the Volvo Group,” concludes Hannes
Norrgren, President of Volvo Penta
Industrial. “We are taking our power
generation offer to the next level by
extending the range while developing
new technologies to achieve net
zero value-chain emissions.”
16
17

POWER GENERATION
#BAUDOUIN #MEEDUBAI
POWER GENERATION
#PERKINS #5000 #MEEDUBAI
BAUDOUIN
PERKINS 5000 SERIES
MULTIPLE
CHOICE
“By diversifying our portfolio, we’re
able to provide our customers with
more choices and greater flexibility,
allowing them to choose the engine
solution that best meets their needs”
WHAT
GREAT
A
t MEE 2022 we will be unveiling
some new products and a
new partnership with PSI.”
This is what Baudouin’s management
told us in their latest interview
with POWERTRAIN International.
Because the French company
of the Weichai Group chose Dubai as
the elective scenario for its establishment
in power generation. Given that
Baudouin is the Platinum Sponsor of
this edition, at MEE 2023 they unveiled
the 8M33, the latest in the proven
M33 range, one of the top selling
engines platforms for High Horse Power.
With a power range of 800-1125
kVA, its V8 design offers a leading
compact, power-dense engine with a
high-pressure common rail injection
system. It offers a two-year warranty
and unlimited hours for prime power
applications, and 4 years and 800
hours for emergency standby power
applications. There are of course also
data centers in Baudouin’s thoughts.
For these critical applications, so crucial
in industrial and social balances,
there is the 16M55 PowerKit. This engine
offers a power range from 3313-
3750 kVA at 50 Hz, providing highly
competitive power density for Emergency
Standby Applications. With
low fuel consumption and extended
mean time between overhauls. About
PowerKit Lean Burn Gas engines,
we saw the 6M16, which is available
in 163-188 kVA. This electronically
controlled engine offers high transient
and block load capabilities, with the
ability to ramp up to 50% in a single
Baudouin was Platinum
Sponsor of MEE 2023,
where it presented
the 8M33, 16M55, PSI
8.8LTCAC and the
Weichai ESS Battery
step. It can run on low methane numbers
and its lean burn technology results
in lower NOx emissions. The engine
can also run on biogas fuel for a
more sustainable and efficient energy
solution. It has full-duty cycle capability,
from prime to continuous power,
backed by Baudouin’s best-in-class
warranty of two years and unlimited
hours for prime power applications
and one year with unlimited hours for
continuous power applications. The
8.8LTCAC engine from PSI can generate
up to 179 kWe and is available
in 50Hz and 60Hz.
Finally, we mention Weichai ESS
Battery, a high-performance energy
storage system from Weichai Power.
The Weichai ESS Battery is built
using Lithium-ion battery technology
supporting a maximum of 1500 VDC
with low loss at the AC side, which
offers high energy density, long cycle
life up to 15 years, and fast charging
capabilities.
W
e gave you some previews
in the July 2022 issue.
Now, the 5000 Series is
ready to show itself to the
public. It took place at MEE, where
Perkins displayed the full authority
electronic range of in-line six and
eight cylinder and V12 and V16 cylinder
engines. Again, as in the Volvo
Penta case just described, Perkins
has raised the bar for the top of the
range. “With over 90 years of design
experience, Perkins understands
that better electric power performance
means maximising the design
and effectiveness of every part, design,
and service that goes into each
solution, including all new 5000 Series,”
said Jaz Gill, Vice President
of Perkins global sales marketing,
service and parts. “The new range
has been designed to optimise our
customers’ needs for quick, reliable
and cost-effective power, and for applications
where real estate is at a
EPIPHANY
Jaz Gill: “The new range
has been designed to
optimise our customers’
needs for quick, reliable
and cost effective power,
and for applications
where real estate is
at a premium”
premium, such as in a hospital, the
high power density of the 5000 Series
provides a compact design that
packs power into a small, compact
footprint.” Packed with features and
the performance to provide dependable
power output up to 2500 kVA
for standby and 2250 kVA for prime
applications, the 5000 Series is designed
to supply electrical power
when and where needed. Optimised
turbochargers enable the 5000 Series
engines to deliver outstanding
load acceptance meeting ISO 8528 5
G2 and G3 standards and the ability
to accept 100 percent block load
to NFPA standards. Designed, engi-
The Perkins 5000
Series is on the launch
pad. The confirmation
during the Emirates
event
neered and built to provide dependable
power for prime and standby
installations including data centres
and hospitals, the 5000 Series has
been rigorously tested for performance
and durability with more than
10,000 running hours already under
its belt. With critical infrastructure
at stake, the engine has been tested
and proven in harsh environments.
For generator manufacturers and
end users looking to reduce their
carbon emissions, the 5000 Series
can, subject to meeting Perkins’
run with biodiesel up to B20 based
on a 20% dilution of biodiesel with
standard diesel or on 100% HVO.
The 5000 Series engines decrease
fluid consumption and extend service
intervals with redesigned parts
including new piston rings and liner
assembly, electronic fuel system and
fuel filters to deliver a long-life span
and improved efficiency to minimise
the total cost of operation.
18
19

EVENTS
#ISOTTAFRASCHNI #FINCANTIERI #INNOVATION
ISOTTA FRASCHINI CIS
CENTRE
OF
EXPERTISE
The CIS, Innovation and Development
Center, was inaugurated on
March 1 st at the Isotta Fraschini
Motori headquarters in Bari. It
will deal with the study of new power
management systems, considering also
renewable energies, including fuel cells,
and the design of a new engine platform
that meets the need to reduce emissions,
with the ultimate goal of using hydrogen.
The first speaker to take the stage is
Michele Emiliano, President of the
Puglia Region: “Isotta Fraschini has
been able to keep alive a story that today
affects future generations, through the
CIS. Thanks to the initiative of Fincantieri,
a company that represents Italy and
its human capital, and to the vision it is
realizing, I think Puglia today is the right
place at the right time to build a future
whose today’s initiative is only one of
Among the activities
of the CIS, new power
management systems,
study of renewables,
testing of fuel cells and
alternative fuels (HVO,
methanol, ammonia),
a new engine platform.
“For Fincantieri, Isotta
Fraschini has been
part of the group’s
energy transition
strategy,” Pierroberto
Folgiero, General
Manager of Fincantieri
Group
the first steps.” It is Giuseppe Joe Gelonese,
marketing and communication
manager at Isotta Fraschini, who does
the honors: “It is a real privilege for me
to be able to present today a new page
in the history of this company, a new
chapter that looks towards a challenging
future for Isotta Fraschini Motori.”
He gives the floor to the president Sergio
Razeto, who, after greeting the audience,
announces: “The Innovation and
Development Center that we are going
to inaugurate is a significant part of our
journey. We started five years ago, beginning
to work on three different lines:
safety and compliance with regulations,
review of products and systems, review
of supplier organization processes.”
More than 5 million Euros have been invested
to improve the structure and, as
regards the products, important changes
Giovanni Bruni, chief operating officer
at IFM, introduces us to the heart of the
IFuture project, which we started talking
about on POWERTRAIN in July
2020: “We believe that a program that
evokes the future even in its name must
be described and presented by those who
today represent the future of Isotta Fraschini,
that is by our young colleagues.”
Federica Gazzilli, engineer and Planning
& Management Specialist, responses
to the invitation, illustrating the program
and the creation of new products,
in line with the expectations of environmental
sustainability. “The first goal we
achieved was to obtain a new type of
product deriving it from the mature and
proven experience in the marine field,
with characteristics such as constructive
simplicity, which has allowed us, among
other things, to obtain a significant rehave
been made, while the service has
been completely reorganised. “Even the
offshore patrol vessels from the fourth
unit”, adds Razeto, “are fitted with the
Isotta engine developed in collaboration
with the Italian Navy after having run
3,000 hours in the test room. The organization
has changed, the top positions
have been revised, logistics has been
created with the integration of a modern
automatic warehouse and a traceability
system.” The collaboration with the
Polytechnic University of Bari also continues.
Isotta Fraschini Motori currently
has three PhDs in progress, but above all
the operation designed to restore value
to the brand continues. It is called “Back
to the basic” and aims to create a lower
cost product that can also be used for the
terrestrial sector. “Today we have a 16
and a 12-cylinder, modern engines with
a well-tested heart made with a 40% cost
reduction without sacrificing reliability
and quality. In collaboration with the
Navy and our military division, we are
building a new engine that will represent
our future. The prototype will be ready
by the end of the year after undergoing a
long and demanding validation process.
For this project, the Puglia Region has
requested us to hire 32 people and, being
aware that we would not have had
a significant workload without the introduction
of new products, we have hired
24 engineers and 8 technicians, creating
our own Innovation and Development
Centre.” Among the activities included
in the CIS program, the transition towards
the production of “green” energy
has a prominent position, with the study
of new fuels (including hydrogen) and
the design and construction of fuel cells.
20
21

INTERVIEW
#ISOTTAFRASCHNI #FINCANTIERI #INNOVATION
The new Isotta Fraschini Innovation and Development
Center has been strongly desired and integrated into
the Fincantieri business plan
duction in costs.” Gazzilli then illustrates
the ongoing research activities in collaboration
with the CNR and the STEM of
Naples, aimed at the use of alternative
fuels (in particular HVO, methanol and
ammonia) on the single-cylinder engine,
which will subsequently be tested
on real engines. The design of the
new engine family will then follow. It
will have to meet future needs in terms
of performance, power, emissions and
environmental sustainability, thanks
to a modular architecture of different
displacements, from 8 to 20 cylinders,
capable of delivering up to 5,000 kW
in propulsion configuration and 4,000
kW in power generation configuration.
The key feature of this engine is that it
will be powered by alternative fuels and
capable of running on 100% hydrogen.
“We are also involved in important projects
for the development of fuel cell systems
intended for marine applications
thanks to some activities carried out together
with Fincantieri, such as the fuel
cell test of 30-kilowatt Proton Motor
systems, the verification of fuel cell systems
with batteries on the ship Zeus and
testing of a 5-kW prototype unit powered
by hydrogen-oxygen with the Tecbia
project. These activities have allowed
IFM to develop a complete modular
system with 500 kilowatt modules, even
of smaller sizes. The last – no less important
– point of the IFuture program
is the development of a monitoring and
management system for Isotta Fraschini
products, capable of collecting data and
analyzing it even remotely, thus facilitating
predictive maintenance.”
Now it is the turn of the managing director
and general manager of Fincantieri,
Pierroberto Folgiero, to have his say:
“The work that has been done in the past
is commendable. Skills met skills, and
it wasn’t a casual encounter. We need
to focus on concreteness, set ourselves
short, medium and long-term goals.
For Fincantieri, Isotta Fraschini has
been part of the group’s energy transition
strategy, within the industrial plan,
as well as in the Italian Navy’s service
strategy. All the efforts that have been
made to raise quality are the basis for
our future, and for this we have to thank
the company’s production capacity. In
the future there will be more work to be
done to turn the product “into reality”,
a major project that is going ahead and
which will allow the opening of further
markets. It is clear that if we succeed in
this, Isotta Fraschini will become the
pole of expertise for everything related
to the marinization of fuel cells. Clear
ideas, clear goals, attention to quality,
gratitude to those who have done all
this and above all gratitude to the territory:
the ingredients are all there.”
The last speech is made by the managing
director of Isotta Fraschini Motori,
Marco Acca, who thanks all the guests
on behalf of all the men and women in
the company: “Your presence is important
for us because it focuses attention
on an industrial reality in which competent,
motivated and aware people
can contribute to the energy transition,
strongly supported by the industrial
plan recently launched by the Fincantieri
group. ” At the ribbon cutting, done
by Forgiero, we have the opportunity to
ask the CEO of Fincantieri a question.
How will the CIS dialogue with Fincantieri’s
research and development? “We
have created a new corporate management
that has all the operating activities
under the same hat: research and development,
purchasing and innovation activities,
precisely to try to intertwine well
at group level and not overlap the work
of many different companies.” Then,
we explored the organizational aspects
of the CIS with Gianluca Piscopo, the
engineer responsible for the design and
development of new engines. “With the
creation of the CIS, we wanted to bring
a bit of know-how about electronics and
software ‘back into the house’, as it was
previously supplied to us from outside.
We have also presented an investment
plan – now in the approval stage – precisely
on corporate digitization, focused
in particular on the remote monitoring
system, developed in a very modular
perspective according to customer
needs. Today, at CIS, we have 7 people
dedicated to electronics and software, 6
to fuel cells, 15 to mechanical design of
both orders and products, 8 to product
development and study of alternative
fuels. However, all the software that we
are designing will go hand in hand with
both the engine and the fuel cell. In our
opinion, the internal combustion engine
will still be the key to decarbonisation:
while there are few fuel cell manufacturers,
three or four in the world, as far
as the engine is concerned, we have already
trained workers and workshops
that know how to provide assistance.”
The next steps of this ambitious program
will be the construction over the
next two years of three test rooms: one
for hydrogen, one for hybrid, where gas
can also be tested, and a larger room for
the new developing engine platform.
22
23

OFF-HIGHWAY
#AGCOPOWER #CONEXPOAGG/CON #CAT #CUMMINS #DEUTZ #FPTINDUSTRIAL
CONEXPO-AGG/CON
PROUD
TO BE
NEUTRAL
In Las Vegas,
decarbonisation
is played out in
the best tradition
of American
pragmatism.
There was room
for electrification
proposals,
hydrogen and even
presentations of new
ICEs. We tried to
“pack” ConExpo into
a glance
Like Bauma in Munich, ConExpo-CON/AGG
– which was held
in sync with the IFPE – is an
event, indeed, “the event”, at least
as far as North America is concerned,
which sums up the essence of the past
three years and anticipates the sentiment
of the three years to come. What have we
brought home from this edition, which
was previously mutilated by the onset
of the pandemic? Here you will find a
generous report, interviews, and insights
will be in future issues. We heard in unison
“there is no winning technology in
the short term”. Nothing new, but if this
statement is reaffirmed by the drumbeat
of the most energetic earthmoving market
on the planet, its specific weight acquires
density and authority, detaching
itself from the calculated attentions of
marketing. The three “technological environments”
of the ICE - EV - H2 triad
impose themselves almost equally. Cat
and Perkins, Cummins, Deutz, Hyundai
DI, Kubota, Rolls-Royce, Volvo Penta
are some examples of triangulation
between the technologies mentioned
above, which can be found on the respective
stands. Not to mention the contribution
of some giants in the field of
pneumo-electro-hydraulic components,
such as Bosch Rexroth and Danfoss.
Electrification, however, captured the
attention of the auditorium, driven by
the acceleration of the usual meticulous
CARB (quoting the success of an eighties
band from San Francisco, California
über alles, which fits perfectly due to the
rigor and regulatory foresight of the Californian
institution). A trend not yet at the
levels of Munich, but enough to impose
itself on the agenda of systems analysts.
The Inflation Reduction Act, which was
strongly supported by the Biden administration,
with an investment of 369
billion dollars for “energy security and
climate change”, strongly hints at hydrogen.
Yet the mistreated ICE has not
been abandoned, even in the conventional
Diesel cycle approach. As evidence
we mention the investments of Hyundai
Doosan Infracore, which announces the
launch in 2024 of a new 5 and 7.5-litre
engine; Cummins, which has a 10-litre
engine made specifically for the EPA;
FPT Industrial, which handed over the
keys to decarbonisation to the F28 hybrid,
relying for the rest on the tried
and tested team of compacts, NEF and
Cursor. In Turin they showed off the full
range, exhibiting some specimens, such
as the F36, which had so far escaped the
general public due to the curse of Covid.
And what about the pleasant return of
Deutz to trade fair events, testifying the
wind of change blowing in the renewed
Board of Directors in Cologne, with the
consolidated masterpieces, which are
moreover supported by the results of investments
in “plug-in” charging centres
and electrolysers. For some, this is the
trump card to stem the impetuous Chinese
hegemony in battery packs and,
consequently, in the entire electrification
infrastructure. And yet, thinking of
new endothermic players, the surprise
comes from the Peterborough-Peoria
axis. Indeed, Caterpillar presented to
the American audience a 13-litre engine,
the offspring of a series conceived
from scratch. A preview that interrupts
the multi-year static nature of the yellow
motoring family, conceived jointly
with the Perkins “cousins”. Kubota also
renews its faith in diesel, with additions
that we will tell you about at length.
Also in Las Vegas, as in Munich, the
threshold of 56 kilowatts is a clear indication
for OEMs: below this the battery
pack weighs little, absorbs energy
in an acceptable way and lends itself to
meet the needs of the equipment, otherwise
subject to hydraulic and pneumatic
mechanisms.
What about hydrogen? We told you
about JCB, which relaunched the indirect-injection
4.8 engine. This could
be the trump card compared to the lucubrations
of competitors, committed
to adapting the common rail, such as
Liebherr, or the putative parents of agnostic
engines, such as Cummins and
FPT Industrial, and Volvo Penta’s bifuel.
We also found the name of the newborn
Korean conglomerate Hyundai Doosan
24
25

OFF-HIGHWAY
#JCB #JOHNDEERE #HONDA #ISUZU #HYUNDAIDOOSAN #KOHLER
HONDA AUTONOMOUS WORK VEHICLE
Honda is moving in the direction of electrification
and automatization of construction machinery. This is
exemplified by the prototype Honda Autonomous Work
Vehicle (AWV). Increased bed size to two pallets and
greater loading capacity of 2,000 pounds, AWV improved
navigation in locations where GNSS (global navigation
satellite system) service is
weak or unavailable using
LiDAR sensors. The speed
in autonomous mode is
up to 10 miles per hour.
Battery size has improved
and operating time is up to
10 hours. The Honda AWV
employs a suite of sensors to
operate autonomously, using
GPS for location, radar and
LiDAR for obstacle detection
and cameras for remote monitoring. Previous field tests
have also successfully verified that multiple Honda AWVs
can transport and deliver construction materials and
supplies at precise points along a pre-set route.
Phil Kelliher, Caterpillar senior vice president and ConExpo-CON/AGG
show chair: “Live events in the construction industry are very important,
because you can see, touch and experience the products”
Infracore imprinted on an 11-liter hydrogen
engine. Let’s start in order, with
ICE. Finally, it was Caterpillar’s turn,
with the C13D, unveiled in the presence
of David Nicoll, Cat’s Vice President.
“The commercial availability of these
engines will be effective in 2026. Why
did we develop this new engine? In the
first place we thought of power density,
at maximum rated power, increased by
10% compared to the current single-turbine
C18. What about the after-treatment?
It is included in the CCTV package,
and a complete industrial power
unit including pre-assembled radiator,
flywheel and alternator. This engine will
find itself operating in harsh environments.
Therefore, it has been designed
to operate at 12,000 feet (3,658 meters,
Ed.), twice the current 13-liter engine,
and at temperatures of 140 Fahrenheit
degrees (60 Celsius degrees, Ed.), up to
minus 40. Like most Caterpillar engines,
the C13D can use 100% HVO and B20
biodiesel as a diesel replacement. The
basic architecture can adapt to future
fuel developments: hydrogen and natural
gas. What about the noise? It has
been reduced by 3 decibels. Finally, let’s
talk about fuel consumption. The C13D
consumes 10% less fuel and is the most
efficient engine Caterpillar has ever developed.
From a maintenance point of
view, we have extended maintenance
intervals to 1,000 hours”. We jump
over the “fence” that separates the two
stands, and we find ourselves at Perkins,
which has the twin engine, signed
2606J-E13TA. The name changes, not
the cylinder displacement, the lowest
common denominator of a 12.9-liter
engine size, which increases the stroke
by 5 millimeters (AxC 130x162). The
apical power is 515 kW, between 1,800
and 2,100 rpm, with 3,200 Nm at 1,300
rpm. We have just presented the AGCO
Power Core75, and it is already time
for increased solutions. Compared to
the ratings seen at bauma, the “American”
7.5-liter engine delivers 250 kW
at 1,850 rpm, maintaining the excellent
torque performance: 1,450 Nm. The
Core75 was joined by the 84 LXTN, a
8.4-liter engine capable of 313 kW at
1,850 rpm and 1,750 Nm at 1,500 rpm,
approved to digest 100% HVO. In the
first place, we appreciated the logo of
Hyundai Doosan Infracore, which imprints
the word Hyundai and confirms
the conglomeration of the new Korean
giant. In addition to the G2 compacts,
we took note of two fanciful previews.
The 4 and 6-cylinder modulare (AxC
110x132) versions of the 1.25-liter cylinder
displacement (5 and 7.5 liters respectively),
in production starting next
year, were visible under the case. Vegas
was also an opportunity to recover the
traces of Isuzu, whose presence in North
America is strong and deeply rooted.
Certified Tier 4 F/Stage V, there were
the 4LE2, 2.2 litres, the 4JJ1, 3 litres, the
4HK1, 5.2 litres, and the hexacylinder, 6
HK1 with 7.8 liters and 6UZ1 with 9.8
liters. Again, in Japan, this time in the
company of Kubota. HVO compatible,
D902-K and D1105-K, both equipped
with TVCR system, 3-cylinder, remove
fumes, reduce carbon emissions and
meet regional emission standards EPA
Tier 4, Stage V and China IV. Launch
pad for the 3.9-litre engine by John
Deere Power Systems, which we also
found at the Deutz stand, which the
Deere offers with a power segmentation
up to 120 kilowatts. At the International
Trucks stand we saw the S13, 12.7
size with 6 cylinders (AxC 130x160),
1,800 bar common rail, fixed turbine,
nine-blade fan (a couple less than previous
versions), without EGR and with
two-stage ATS. The kW are 378.7, the
Nm 2,372.7, available already at 900
rpm. Let’s turn the page and plug it in.
Diego Rotti, Product Portfolio and Marketing
Manager Off-road, explained
that at ConExpo FPT Industrial sets
the focus on the North American network,
to emphasise the depth of the
range. “We brought the compacts (F28
and F36), NEF and Cursor, and the engines
are available in IPU versions, fully
equipped, which make installation work
easier.” FPT powers several construction
and industrial applications in North
America, including Case, Tigercat and
Komatsu backhoe loaders.
Compared to Bauma, the emergence of
electrical prospects was less vehement,
yes, but enough to command attention.
Cat and Perkins showed off the powertrain
for diesel electric, integrated end-toend
hybrid applications. The solution can
be configured for an articulated off-highway
landscape, with the described configuration
plastically adapting to the
applications of backhoes or telescopic
handlers, consisting of a 48-volt scalable
battery module, powershift transmission,
20 kW motor-generator unit, inverter,
and an advanced energy control module.
To complete the system, we find
the batteries announced and exhibited in
Munich, 48, 300 and 600 Volts. 48 Volts
solution also for Hyundai DI, with motor
and inverter, 35 kW Lithium-ion bat-
26
27

OFF-HIGHWAY
#KUBOTA #LIEBHERR #PERKINS #ROLLSROYCE #VOLVOPENTA
Marcia Klein, Treasurer of Casappa Corp., and show chair of IFPE: “The success
of ConExpo-CON/AGG and IFPE 2023 is a testament to the resilience and
strength of the construction and fluid power industries, which have continued
to adapt and innovate despite the challenges of the past three years”
teries, an autonomy of two hours at an
average load, and the possibility of plugin
recharging. It was Cummins who put
the gear on, pushing ahead, and filed the
Accelera trademark. Eric Neal, executive
director of Cummins’ Off-Highway
business, said, “We are leading the energy
transition by providing our customers
with the right technology and leveraging
our deep knowledge of their needs and
applications.” With the Accelera logo,
we saw the latest product in the battery
portfolio, the NMC BP95E, a modular
architecture that promises long life and
fast recharging times, designed for compact
machines, especially those working
in urban environments. Accelera also
means Meritor, due to the e-powertrain
products complementary to its mission
and the ability to integrate electrified
powertrains. As mentioned above, the
Electric Central Drive Unit (eCDU)
is a remote-mount electric powertrain
designed for space-constrained industrial
mobile applications. This means
reducing OEM investments in vehicle
architecture, such as hydraulic brakes
and transmission parking brakes. Deutz
has finally reappeared in the mainstream
arena. The e-Deutz package includes a
revision of the PowerTree mobile charging
system, which is more easily transportable
thanks to the 3-metre (10-foot)
container. It is now also possible to scale
the battery capacity. The 400-volt electric
drive system uses a drive consisting
of two 40 kW e-motors. The battery offers
42 kWh of capacity, the 22kW fast
charging system can restore the battery
charge to 80% in about an hour. The ISO
26262 certified system has a peak power
of 80 kW. Also on the stand is the concept
of the G5-18A telescopic handler
equipped with this transmission: the
available autonomy is five hours. The
Micro Hybrid Technology is Kubota’s
answer to electrification demands. It is a
system installed with a 48-V motor generator
using electricity only when it is
necessary to deal with intermittent overloads.
An engine assist function is used
to provide an extra 10 kW of additional
electrical power when needed for occasional
sudden loads, allowing operators
to select an engine with power appropriate
to the load range, along with electrical
power to compensate for infrequent
intermittent overloads. A technology that
is therefore perfectly suited to applications
with occasional overloads such as
forklifts, sweepers, road rollers, excavators,
telescopic handlers, wheel loaders,
generators and aerial work platforms.
sissauga, Canada. With more than 600
electrolyzers deployed in 100 countries,
Accelera’s investment in this technology
is growing. One of the latest projects
includes the supply of a 35-megawatt
(MW) proton exchange membrane
(PEM) electrolyser system for Linde’s
new hydrogen production facility in
Niagara Falls, New York. Once commissioned,
Accelera’s electrolysis system
will power Linde’s largest green hydrogen
plant in the United States. At Con-
Expo we saw Accelera’s 1500E stack,
which is part of a 2.5 MW PEM electrolyser.
“We see hydrogen engines and fuel
cells as complementary energy sources,
offering different options for customers
depending on where they are on their
journey to zero carbon emissions. The
introduction of hydrogen engines to the
market will also accelerate the growth
The D1803 CR-T P1 Hybrid has a rated
power of 37 kW, the D1105 P2, still in
hybrid mode, 18.5 kW at 3,000 rpm.
Hydrogen “mon amour”? Apparently,
it is a feeling common to many manufacturers.
Will political decision-makers
and the market ride the wave, indeed,
will they induce it? We have talked a lot
about JCB. Las Vegas was the showcase
for its consecration, under the direction
of Tim Burnhope, JCB’s chief innovation
and growth officer. Liebherr has
also replicated the Bauma common
rail, which we portrayed on the January
cover of POWERTRAIN International.
Accelera, then Cummins, plays on two
fields – the agnostic 15-litre engine and
fuel cells. Accelera is installing electrolyser
plants in La Mancha, Spain, and
Minnesota, US, as well as expanding
production in Oevel, Belgium, and Misof
hydrogen infrastructure”, said Antonio
Leitao, Cummins VP Off-Highway
Engine Business.
Kubota again, with the 3.8-litre engine,
capable of 85 kW. The hydrogen
version is based on the spark-ignition
WG3800 engine. Hyundai also believes
in the hydrogen engine, as demonstrated
by the 11-litre engine, which releases
a power of 300 kW (402 HP) and
a torque of 1,700 Nm at 2,000 rpm. It
meets Stage 5 and Euro 7 regulations,
which require emissions to be reduced
by 90% from their current level to meet
Zero CO 2
(less than 1 g/kWh) and Zero
Impact Emission (Zero Emission in the
European Union) regulations. We will
complete this overview in the next issue
of POWERTRAIN International.
Bosch Rexroth, Dana, Danfoss, Zapi/
Delta-Q, to name a few.
28
29

OFF-HIGHWAY
#HYUNDAI #DOOSANINFRACORE #DEVELON
HYUNDAI DOOSAN INFRACORE
READY
GO TO
Above the skies of Korea shines a
star that lights up the firmament
of earthmoving and propulsion
systems. Develon is the name of
the CE’s newborn brand, derived from
“Develop” and “Onwards”. POWER-
TRAIN magazine was, of course, interested
in the goings-on at Hyundai
Doosan Infracore, destined to simplify
its name to Hyundai. At HDI booth at
ConExpo we met Hyungtaek Lim,
head of sales department, and Dockoon
Yoo, head of future power system development
team.
What can you say about your presence
here, concerning the North
American market? What is the news
that you’re unveiling at ConExpo?
“Let me to give a broad overview of
our engine line-up. We’re not Doosan
The great Korean
engine soul, under
the Hyundai flag, is
ready to go. Where?
Towards powertrain
versatility. New
Diesel combustion
engines, an
11-litre hydrogen
engine, a complete
electrification
package
anymore, we changed from Doosan to
Hyundai this year. We believe that Con-
Expo is the right venue to demonstrate
our full range of products, from internal
combustion engines to future powertrains,
so we have set up our future line
up in this way. Our future powertrain
consists of three different ones. The first
one is the electrical power pack which
is fit for small size industrial excavators,
the second one is the hybrid engines. The
last powertrain is the hydrogen ICE, a
medium size engine, like what we are
showcasing here, 11 litre displacement,
for commercial vehicle and genset applications.
Even though the market for
internal combustion engines is expected
to remain for some time, we believe that
the current powertrain is still in its early
stages of research. So along with three
future powertrain line-ups, we also an-
nounced our next generation ICE portfolio,
starting from the existing more
size compact engines, the G2 Series.
There are three different engine line-up
1.8, 2.4 and 3.4 litre diesel engines, we
expanded this line-up considering all
worldwide emission regulations, for example
a 2.6 liter is a new engine only
fit for China regulations, which started
since December 2022. We’re also developing
a 1.9 mechanical engine as well
conceived for the Chinese market. We
started completely from clean sheet a
new electronic engine which has 5 litre
and 7.5 litre displacement. Our target is
both Stage V and China V. We see to different
strategy to approach this kind of
long journey. Reasoning from a future
perspective, the market will reward a
multi-tasking approach, and there will
not be a winning solution. Maybe things
will change in 2040 or 2050, until then
we have to support our engine business
and that is why we are developing two
different strategies for the internal combustion
engine and the factory of the
future.”
What forecasts for the propulsion
systems of the future?
“It’s very difficult to estimate the future
market’s trend. There are so many engine
manufacturers who announced
their next engine line-up, but there is
not much engine manufacturers who
introduce this kind of complicated engine
line. Some engine manufacturers
display their battery pack, some other
their hydrogen solutions. We display
battery pack, full hybrid and internal
combustion engine hybrid hydrogen.
These three different line-ups, as the
future powertrain, has each own goal
considering market demands.”
Considering the Korean knowledge
about electrification, I suppose if you
don’t push too much more on electrification
it is because it’s too early for
pushing on this direction.
“Customers ask us for decarbonization
solutions, they can be electric or hydrogen
powertrains. We are arranging
everything we can to provide the most
suitable solution, including the combustion
engine, even the diesel cycle.”
Also, electronics are made by Hyundai?
“The ECU, the injector and the combustion
system are developed by Bosch.
The software that controls the hybrid
system is an internal development by
Hyundai. We can provide the full system,
the engine and the electrified components.
Hyundai engineered also the
30
31

OFF-HIGHWAY
#ELECTRIFICATION #SYSTEMINTEGRATOR #OEM
Hyundai Doosan Infracore’s CEO and President
Cho Young-cheul: “We need to create a systematic
production system in order to reach total production
of one million engines in the next five years, which will
require twice the current speed”
battery pack, we have the engine technology
and the electrified system as
well. So, we are able to provide to our
customers a technological combination
with the battery pack. We are talking
about I-on lithium battery, 48 Volt for
the smaller applications up till a 360
Volt proposal for the bigger machinery.
The basic module is 5 kWh, increasing
up to 8 and 10 the kWh modules, we can
provide the amount of a 20 kWh battery
pack, for the small excavators and other
small applications for the urban environment.
Anyway, the most demanding
applications need a huge amount of energy
and they need an excessive battery
pack volume, the requested energy is
too much operating in a long time. For
these reasons, we adapted our internal
combustion engine to the hydrogen fuel.
We displayed an 11-liter displacement,
the base engine is diesel and gas engine
that we converted into hydrogen. It
delivers 300 kW and 1700 Nm and it’s
adaptable to the commercial vehicles,
the trucks and buses also for excavators
(about 30 and 34 tonn) and construction
equipment. It fits also gensets.”
Injection?
“It works with indirect injection. It is a
supplier injection technology, and they
are not ready to provide a direct system
to us, at the moment. All engine-makers
in the first step are working in this way
and parallelly developing the direct injection.
We are also planning to develop
the direct injection. This one is the
first prototype, tested on the engine test
bench, we’re working on performances
and emissions regulations and then,
to the end of this year, we’ll provide to
commercial vehicle, truck and bus. Perhaps
you will see vehicles with hydrogen
internal combustion engine at the
end of this year or at the beginning of
the next year.”
What about the Hyundai brand?
“Engine division announced to all our
dealer network and to the OEMs that
our official brand is converted from
Doosan to Hyundai.”
What are your expectations from the
American market?
“We are selling our engines worldwide,
but in Europe there’s kind of market
fluctuation, nobody can estimate its
variability. Recently we saw the North
American market is ready, enthusiast
and still booming. Engine division
achieve 1 billion U.S. dollar last year
already. We keep continuing our sales
growth, so we’re confident to grew up
this year about 5% to 7%. Industrial,
including generator sets, is the biggest
market in the world and that’s why we
planned to display our future engine
line-up. It is a very nice chance to show
all our current combination and the future
internal combustion engines and
powertrain. Now, in this place, there
are five engine manufacturers who
show hydrogen combustion engine and
two engine manufacturers who display
fuel cells. Everyone thinks the same,
that means the infrastructure must be
available as soon as possible and we
hope to see very positive things. Several
engine manufacturers announced
they won’t produce anymore ICE; we
are countertrend designing two completely
brand-new engines, available
in the second half of next year. It was a
tough decision, but we still see them as
the majority in the market for a couple
of decades. These are 4-cylinder and
6-cylinder diesel engines, modular
architecture. They are equipped with
2000 bar Bosch common rail, 2-stage
turbo technology, with a high-pressure
turbocharger, who provides high power
and high torque. There is no EGR,
just an ATS made by DPF, DOC and
SCR for Stage V. Tier 4 Final doesn’t
need DPF.”
32
33

OFF-HIGHWAY
#KUBOTA #CONEXPO
KUBOTA @ LAS VEGAS. PART 1
WE
FOLLOW A
PATH
Less than six months between
Bauma Munich and ConExpo,
yet Kubota has managed to tell
us something new. Of course, the
premises are the same with which we
introduced the Bauma: “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” (POWER-
TRAIN International, January 2023, p.
28). Now let’s update the debate and put
it in context. find here a first taste. The
second on the next issue.
A comparison between the American
and European audience.
The path is towards
decarbonisation.
Kubota reiterates
its approach also in
front of the American
audience: microhybrid,
the hydrogen engine
and an unconditional
trust in the ICE as part
of the solution. Here
you find the first part
of the interview with
Daniel Grant, Marketing
Manager, and Ko
Shiozaki, PR Manager
Industrial Engine
“I feel they are mostly very similar. The
people are interested to understand
how to achieve the carbon neutrality
and this time it looks like the hydrogen
is the more interesting. Others are making
announcements and it seems to us
that they are interested to see how far
we are in terms of developing hydrogen
engines. We are moving forward with
our development and to be able to distribute
hydrogen engines to the market.
The agenda I see is first of all related
to regulations, so how to identify or
make hydrogen engines on the market.
The second point on the agenda is related
to infrastructure. So even though
the engines and equipment are ready,
we still have problems getting hydrogen
fuel to the construction sites, so we see
these two agendas becoming clearer.
I have the impression that the market
has started to accept hydrogen as an
alternative fuel or as a zero-hassle fuel
for construction sites. So this question
was posed at Bauma also, we and the
other engine manufacturers are delivering
hydrogen engines, I personally
feel that we are not too far away from
understanding how ready the hydrogen
engine is.”
In your point of view, what is the
outlook to see the hydrogen engines
working in the fields and construction
sites?
“That’s very difficult. Let me give you
a couple of examples. When we announced
the launch of the hydrogen
engine, we were in partnership with a
generator company, Denyo, and their
goal was to deliver a prototype in 2025.
We, as engine suppliers, have to be in
line with this plan, so to answer your
question, if Denyo thinks we are ready
by 2025, we have to be ready too. The
machine builders are still asking Kubota
to follow-up. I see more and more
questions coming from them, it’s a sign
that the market is coming. I see, though,
that the infrastructure and regulations
have to be established.”
What’s the range? Digging a little
more on the details.
“The main improvements concern injection,
turbocharging and the addition
of EGR. The basic hydrogen engine is
based on the existing spark ignition WG
Series that customers are familiar with
today, and we do not use turbocharging
in that series. Let me say that the engine
concept itself is not so unique, but if you
look at the range of spark ignition prod-
ucts today, we do not have turbochargers.
The hydrogen engine has changed
the injection and the turbocharger.
EGR is instrumental in reducing the
NOx produced by hydrogen combustion
compared to gas combustion. For every
new development, for every new type of
fuel, the technology has to be applicable
to handle the characteristics of that
fuel. The most important thing for us is
that when we present at Bauma or Con-
Expo or other trade fairs, what we show
is that the engine is still very familiar to
what the customers use today. In other
words, what we try to do is to evolve the
engine platforms while trying to minimize
the impact on the design and installation
of the machine. The customer
thus gets to know that we have introduced
alternative fuel types, the same
storage, the same machine design.”
34
35

COMPARISONS PREVIEWS
#MOBILEAPPLICATIONS#COMMONRAIL #5-6-7CYLINDERS #HVO #AGCO #POWERPACK #CAT #CUMMINS #OFFROAD #DEERE #CHECKAPP #DEUTZ
AROUND 7.5 LITERS
A PERFORMING
NEW
ENTRY
7.5 L can’t be said to be a perfect
capacity; it was once associated
with splitting the 1L
cylinder displacement, and, in
the last 15 years, to the super-compact
4 cylinder with a 800-900 cc unit volume.
Yet, when we thought of comparing
the Core75 by AGCO Power
with its equally sized peers, in this
segment we found Kubota and, slightly
above or below, also Cummins,
Deutz, Hyundai Doosan Infracore,
Isuzu, Rolls-Royce and Volvo Penta.
Considering the 7L also eligible, we
mustered Caterpillar and Perkins, too.
At that point, the energized B6.7 by
Cummins couldn’t be left out, and
neither could a couple of regulars on
these pages such as FPT Industrial and
John Deere Power Systems. The lineup
for the 13 competitors will take the
entire opening double-page spread. A
few premises: the first about Isuzu,
updated to Tier 4 Final/Stage V also
for its 6HK1; Hyundai DI remixed its
marine product list and is ready to get
serious about stationary engines, too.
For the time being, the Korean 7.6L
can defend itself against the most renowned
names of this segment. As
some 10 years ago the triad of compact
G2 (D18, D24 and D34, over half
a million units produced) made its
presence felt, first in Bobcat’s captive
acquisition, then on the free market
(just think of Goldoni Keestrack), we
can’t rule out the possibility that the
DL08 software gets revisited to optimize
thermodynamic performance or
even converted to run on hydrogen
or paraffinic fuels. It will so depend
on HDI’s plans: currently the mother
company is tied to Cummins as engine
provider for excavators and the
entire Hyundai’s earthmoving equipment
range. That same Hyundai Doo-
BRAND
AGCO POWER
CATERPILLAR
CUMMINS
DEUTZ
DOOSAN
MODEL
CORE75
C7.1 ACERT
B6.7
TTCD7.8
INFRACORE
DL08
FPT INDUSTRIAL
N67ENT210
ISUZU
6HK1
JOHN DEERE
PSS6.8L
KUBOTA
S7509
MAN
D0836
MTU
6R 1000
PERKINS
1206E-ETTA
VOLVO PENTA
TAD1172V
I. D.
B x S mm - S/B 110 x 132 - 1,20 105 x 135 - 1,29 107 x 124 - 1,16 110 x 136 - 1,24 108 x 139 - 1,29 104 x 132 - 1,27 115 x 125 - 1,09 106 x 127 - 1,20 110 x 132 - 1,20 108 x 125 - 1,16 110 x 135 - 1,23 105 x 135 - 1,29 123 x 152 - 1,24
N. cil. - dm 3 6 - 7,52 6 - 7,01 6 - 6,69 6 - 7,75 6 - 7,64 6 - 6,72 6 - 7,79 6 - 6,72 6 - 7,52 6 - 6,87 6 - 7,69 6 - 7,01 6 - 10,83
Maximum power kW - rpm 223 - 1.700 240 - 2.200 243 - 2.200 260 - 2.200 213 - 1.800 212 - 2.200 210 - 1.900 224 - 2.400 228,4 - 1.900 235 - 2.100 280 - 2.200 240 - 2.200 285 - 1.700
Mep at max power bar 21,3 19 20,2 18,7 19,0 17,5 17,4 17 19,5 19,9 20,2 19 18,9
Piston speed m/s 7,5 9,9 9,1 10 8,3 9,7 7,9 10,2 8,4 8,8 9,9 9,9 8,6
Maximum torque Nm - rpm 1.450 - 1.200 1284 - 1.400 1372 - 1.500 1401 - 1.500 1274 - 1.300 1160 - 1.500 1080 - 1.500 1058 - 1.600 1324,7 - 1.500 1254 - 1.200 1550 - 1.200 1268 - 1.400 1.940 - 1.100
Mep at max torque bar 24,7 23,5 26,3 23,2 21,4 22,1 17,8 20,2 22,6 23,4 25,8 23,2 23
% power at max torque (kW) 55,1 43,6 46,5 43,8 49,7 44,8 41,4 37,2 47,9 43,3 45,3 42,9 58
Torque at max power Nm 1.254 1.039 1.049 1.127 1.127 921 1.058 892 1.147 1.068 1.215 1.039 1.597
% power at max torque (kW) 81,8 (182) 78,50 (188) 88,70 (216) 84,70 (220) 81,50 (174) 86 (182) 80,80 (170) 79,20 (177) 91,20 (208) 67,10 (158) 69,60 (195) 77,50 (186) 78,50 (224)
DETAILS
Specific power kW/dm 3 29,6 34,1 36,2 33,5 27,9 31,4 26,9 33,3 30,3 34,2 36,3 34,1 26,3
Specific torque Nm/dm 3 192,6 183 205 180,6 166,7 172,4 138,6 157,3 175,9 182,5 201,3 180,7 179
Areal spec. power kW/dm 2 39,12 46,15 45 45,61 38,73 41,57 33,71 42,34 40,07 42,73 49,12 46,15 39,97
RULES AND BALANCE
Dry weight kg 695 715 561 725 855 530 710 750 1.000 642 672 752 1.127
L x W x H mm 1.080x710x1.240 1.063x820x907 1.156x768x1.100 1.214x793x1.046 1.324x958x1.249 1.062x687x1.049 1.335x1.053x1.239 1.160x768x1.144 1.160x713x987 1.180x877x994 1.067x929x1.031 1.047x798x912 1.309x913x1.227
Volume m 3 0,95 0,79 0,98 1,01 1,58 0,77 1,74 1,02 0,82 1,03 1,02 0,76 1,47
Weight/power kg/kW 3,1 3 2,3 2,8 4 2,5 3,4 3,3 4,4 2,7 2,4 3,1 4
Weight/displacement kg/dm 3 92,3 101,9 83,9 93,5 111,9 78,8 91,1 111,5 132,9 93,4 87,3 107,2 104
Power density kW/m 3 234,7 303,8 248,0 257,4 134,8 275,3 120,7 219,6 278,5 228,2 274,5 315,8 193,9
Total density t/m 3 0,73 0,91 0,57 0,72 0,54 0,69 0,41 0,74 1,22 0,62 0,66 0,99 0,77
Displacement/volume dm 3 /m 3 7,92 8,88 6,83 7,68 4,84 8,74 4,48 6,59 9,18 6,67 7,55 9,23 7,37
36
37

COMPARISONS PREVIEWS
#FPT #HYUNDAI #ISUZU #KUBOTA #MAN #ROLLS-ROYCE #PERKINS #VOLVO
BRAND
AGCO POWER
CATERPILLAR
CUMMINS
DEUTZ
DOOSAN
FPT INDUSTRIAL
ISUZU
JOHN DEERE
KUBOTA
MAN
MTU
PERKINS
VOLVO PENTA
MODEL
CORE75
C7.1 ACERT
B6.7
TTCD7.8
INFRACORE
N67ENT210
6HK1
PSS6.8L
S7509
D0836
6R 1000
1206E-ETTA
TAD1172V
DL08
Torque 8 10,9 10,3 10 7,8 9,9 6,5 10,7 7 11,8 13,1 10,9 9
Performance 6,7 6,8 7,2 6,8 6,2 6,4 5,4 6,2 6,4 6,7 7,3 6,7 6,5
Stress 10,7 11,1 11,8 11,1 9,9 10,6 8,6 10,1 10,3 10,7 11,9 11 10,5
Lightness 10,9 12,4 10,2 11,8 13,5 9,4 11,6 13,9 16,5 11,1 10,8 13 13,3
Density 12,1 14,1 12,5 11,1 6,4 13,5 5 9,5 13,1 10,8 12,2 14,5 7,7
DIESEL INDEX 7,3 7,7 8,1 7,7 6,8 7,7 6,6 7,3 6,6 7,8 8,2 7,6 7
san Infracore that unveiled their 11L,
300kW hydrogen engine at ConExpo,
featuring 1700 Nm of torque at 2000
rpm. Isuzu does not lack technology
nor reliability. Fully fitted with
an EGR valve and catalyst for both
fumes and NOx emissions, it would
probably need to push the pedal a
bit on MEP and include a particulate
matter filter to get Stage V compliant
and get loose from its bottom position
on the Diesel Index ranking; a place
that’s pretty crowded, with seven contenders
in the space of half a decimal,
with scores ranging from 7.6 to the
highest value, 8.2, awarded to Rolls-
Royce Power Systems. But let’s get
back to the Finnish engine that marked
the opening of a new season in AGCO
Power’s engine-making strategy: the
Core75. An engine block that does not
make it to the podium based on the
comparison’s indices, but yet stands
out for its torque, reaching second
place behind mtu, climbing up the list
thanks to torque at max power.
Compared to the three top positions, it
pays a toll in power curve comparison
and climbing the rankings in terms of
torque at maximum power. Not bad
either is the power rating, which sees
it catching up with Volvo and looking
over the shoulders of only the
German duo Deutz and Rolls-Royce
Power Systems. A strategy oriented
towards the agricultural scenario in
the first instance. After all, the first
application of this 1.25 cubic decimeter
cylinder displacement was Fendt
728 Vario, winner of Tractor of the
Year 2023. But there’s more to this
engine’s architecture than just thermodynamic
performance. Quoting
AGCO Power Marketing Manager
Tommi Puomisto, we approached at
Bauma Munich: “It’s a fact that the
technology on the market is not 100%
ready for carbon neutrality, but we
need to take all steps to get it closer
to it. Specific consumption is 188 g/
ROLLS-ROYCE CUMMINS MAN
kwh – we’ll be happy to compare it to
that of any other competitor with publicly
accessible technical datasheets.
Specific consumption values are often
higher than 200 g/kwh”. Side by
side with Core75, the 84 LXTN, an
8.4L delivering 313 kW at 1850 rpm
and 1750 Nm at 1500 rpm, certified
to “digest” 100% HVOs. As for the
fastest horse mentioned above, it goes
by the name of Rolls-Royce’s 7.7 L,
designed during the Tognum era, on
the eve of the equal partnership agreement
between the Brits and Daimler,
which eventually went in favour of
Rolls-Royce. A six-cylinder engine
that earned consensus especially in
the earth moving sector, as testified by
JCB and Kato, among others. Back in
2013 Diesel of the Year was awarded
to its big bro, 6R1500. Boasting advanced
electronics, that Rolls-Royce
took in from on-road platforms (the
OM936 is its alter-ego) to be reproduced
on the marine range, adjusting
it to fit the “pleasure boating” requirements
of the 2000 Series, it optimizes
airflow in the common rail (back
in those days, Tognum could count
on the expertise of sister company
L’Orange) – as well as in the blower.
The manufacturers’ “baby boy”, then,
reflects the painstaking care for fundamentals
that’s typical of this engine
family that’s been representing mtu
in mobile industrial applications for
over ten years now. After-treatment
gets squeezed into one single module.
Twin birth for the Cat-Perkins duo – a
7L that finds its place mostly in captive
applications for the former, while
the latter with its 1206-ETTA boldly
tackles the flexible domain of building
machinery.
It pays a toll in terms of elasticity but
size-wise it gets rewarded, as can be
seen from volume – 0.76 cubic metres
– and Compactness Index, both waving
the Union Jack flag.
Joining the singalong in tune with
Core 75 are two other Germans:
MAN and Deutz. A couple of years
ago, Cologne officially entrusted its
champion with spearheading the hydrogen
frontline. The TCG 7.8 H2
was presented at Deutz Days held
at the Coreum in Stockstadt and is
nearing start of production as of next
year. Markus Müller, Chief Technology
Officer of Deutz AG, explained:
“The six-cylinder TCG 7.8
H2 is based on an existing engine design.
Generating a power output of
200 kW, it runs carbon-neutral and
very quietly. In principle, the engine
is suitable for all current Deutz applications,
but due to the available
infrastructure it is likely to be used
first in stationary equipment, generators,
and rail transport.”
In the meantime, its primordial diesel
version still holds its balance, especially
in terms of specific power and
torque. The D08 by MAN doesn’t
look as brilliant as its more muscular
counterparts – meaning D26, D38 and
D42. The ingredients are, however, the
same: a painstaking care for exhaust
gas recirculation, a 2500 bar rail fitted
with a Bosch EDC17 control unit, and
the replacement of the VGT with a
less complicated wastegate valve. The
Lion-branded unit looks pretty lean,
with only 642 kg of weight, but also
fairly less sexy than its competitors if
we speak about curves.
Volvo Penta reaffirms the sturdiness
of its engine block and a design that’s
meant to minimize hassles during operation:
temperature control to ease
the burden on the radiator core, modular
interfaces – which means compatibility
with previous standards – replacement
intervals set as 1000 hours.
Now we go down as step in displacement.
Despite that, Cummins is at the
heels of Rolls-Royce, thanks to the
powerful testosterone shot that boosted
the 6.7 L Stage V performance by
as much as 30% compared to its Stage
IV peer. As all the units in the Performance
Series, the B6.7 is included in
the Encompass Extra scheme, offering
a warranty extension up to 5 years
and unlimited hours of operation.
Lastly, the remaining six-cylinder
featuring a 1.2-cylinder displacement.
FPT Industrial with their NEF,
on which the EGR gets officially dismissed,
and John Deere’s PSS that,
instead, does not disavow gas recirculation
and combines it with a VGT for
turbocharging, which doubles at peak
power – those 224 kW you’ll find in
the table.
38
39

INTERVIEW
ELECTRIFICATION
#FPTINDUSTRIAL #SEGULATECHNOLOGIES #RECREATIONAL #COMMERCIAL #ACC #BATTERIES #USA #EUROPE #CHINA
SEGULA AND ACC
A
GREEN
HEXAGON
SEGULA, HYDROGEN AND CANADA
Segula Technologies is a 12,000 employees company, with
140 sites around the world. Talking about the Canadian-German
joint project “Model Development to Increase the Efficiency
of Electrolysers”, Segula Technologies Germany is
responsible for developing the electrolyser test rig and stack
testing. The project team aims at developing an AI-supported
diagnostic model that calculates the service life of
an electrolyser and its performance under dynamic conditions.
For the model development, Segula Technologies, the
industrial partner designs a customised test bench with the
corresponding infrastructure. The National Research Council
Canada (NRC) and the Hydrogen Research Institute of
the Université Québec à Trois-Rivières will develop the
stack, whereas Pulsenics Inc, a Toronto-based start-up, is
responsible for developing the electrochemical characterisation
tool for the stack. Segula Technologies not only tests
the stack under different operating conditions to obtain real
data on the ageing process at different power levels, but also
optimises the electrolyser’s operating strategy with the help
of its scientific partner, the Centre for Energy Technology
(ZET) at the University of Bayreuth, using techno-economic
simulations and optimisations.
AND BY BOAT, USING BIO-CNG
ed by France, Germany and the European
Union. For the past two years,
the global engineering group Segula
has been involved in setting up ACC’s
R&D centre and their pilot site in the
French cities of Bruges and Nersac,
through a collaboration that mobilises
some fifty engineers. It is now supporting
the capacity deployment of
European gigafactories, starting with
the one located in Billy-Berclau in
northern France. Segula’s engineering
services are closely involved in this
XXL project, the first assembly line
of which will begin production at the
end of 2023. “This is a very complex
project, which embodies the industry
of the future, and in which we are
proud to participate”, said Franck
Vigot, President of Segula Technologies’
Worldwide Automotive Depart-
Does the flap of a butterfly’s
wings in automotive field
set off a tornado in industrial
applications? Paraphrasing
Lorenz’s sentence, we know this to
be the case. Batteries will colonise a
large part of the car passengers, and
will cascade into the industrial applications.
According to the players involved,
this challenge has been taken
up by ACC, a company operating in
the world of battery technology for
electric vehicles, which has selected
Segula to support it in its plans
for three gigafactories dedicated to
the production of cells and modules
for electric vehicles. Born in 2020,
ACC is the result of an initiative led
by Stellantis and TotalEnergies –
with its subsidiary Saft – joined by
Mercedes-Benz and strongly supportment.
“Our experience in industrial
launches, acquired in the service of
iconic players in all sectors throughout
the world, is a major asset for this
project. Our collaboration with ACC,
which we have been supporting for two
years, now positions us as a Gigafactory
launch player. We look forward to
sharing it in the coming years with all
the engineers and experts who will be
working on this extraordinary plant,
which is a first in France”. Now we
give the floor to Yann Vincent, CEO
of ACC. “Having them by our side allows
us to increase our strike force to
further accelerate the commissioning
of our gigafactories, time being a key
element of our competitiveness. The
expertise of Segula’s staff, the tools
they make available to us, and their responsiveness
are essential assets that
we are already putting to good use.”
The Billy-Berclau gigafactory is the
first industrial step in ACC’s roadmap,
which, with the completion of its three
European sites, aims to have an installed
capacity of 120 GWh by 2030.
This first project has unprecedented dimensions.
For example, the first building
will house an assembly line 650m
long, 100m wide and 13m high with a
production capacity of 13 GWh. The
ACC gigafactory in Billy-Berclau is a
first in the French industrial landscape,
and an unprecedented field of opportunities
for qualified profiles looking for
innovation and challenges. “We will be
recruiting more than 300 people over
the next two years and are obviously
looking for experts in engineering,
high voltage electricity, automation,
etc.” Franck Vigot points out.
The Central Commission for Navigation on the Rhine (CCNR)
has granted the first European authorisation in the inland waterway
sector for the use of bio-CNG (compressed natural gas)
as a primary source of fuel in the Green Deliriver project. The
global engineering group Segula Technologies and its partner
GRDF, supported by a consortium of 12 partners, have initiated
this pilot project since 2018 to enhance and develop the
first hybrid electric/bio-NG freight boat. This innovative solution
for decarbonising the river shipping sector – thanks to the
environmental advantages of bio-CNG – is part of a circular
economy approach for the entire Seine Axis. The retrofitting
of a self-propelled boat of the “Campinois” size in 2023, a
key stage in the validation of this motorisation, should enable
it to participate in the opening ceremony of the Paris 2024
Olympic Games. The final objective of this first project is to
link the major logistics hubs of the Seine Axis: the ports of
Limay, Gennevilliers, Achères and Bonneuil-sur-Marne, with
the centre of Paris. The next phase involves the construction
of a new pusher with a hybrid electric/bio-CNG engine, and a
barge that will be operational in 2025.
40
41

MARINE
#BEPOWERSOLUTIONS #BIMOTOR #FPTINDUSTRIAL
BE POWER SOLUTIONS
SERVICE
FIRST
STEWART BUTLER, SEAWASP
“I’ve been involved with the FPT product since 1990. In
July 2004, I purchased SeaWasp Australia, relocating the
business from Sydney to Brisbane. SeaWasp has grown into
a reputable Brisbane marine provider, specialising in sales,
service and parts. My first trip to Italy for business was in
1998 when I visited the Genoa Boat Show and visited the
FPT Industrial factory. The history of my collaboration with
them is very long, I formed a lot of very good relationships
that I still maintain to this day. At the time in Australia
FPT product was very poorly represented and supported,
fortunately for me as a dealer. I’ve always been very
passionate about this product and the opportunity for me
arose to start a business. I started during the pandemic
and we were doing Teams meetings when they decided to
import to Australia. We were very fortunate that the FPT
made the decision to promote Bimotor the opportunity to
open a branch in Australia and to build and to continue the
business. The Australian structure at the moment is headed
up by Raine Borgo, an extremely knowledgeable lady”.
Stewart Butler, Seawasp: “I see Australia as a really huge
potential market, but the product needs to be represented by the
right company. I was totally overwhelmed by the scale of Bimotor
operations in Turin, the willingness to invest in infrastructure”
B
imotor has founded Be Power
Solutions Australia, which
takes over the mandate of FPT
Industrial and Bimotor in that
market. We asked Raine Borgo, Canadian
and head of BePS, what are its
distinguishing peculiarities.
“With regards to marine applications,
there is great opportunity in Australia”
begins Ms Borgo. “Depending on where
you are in the country, commercial or
recreational applications may prevail.
FPT is highly appreciated, above all because
it is linked to decades of activity,
carried out by the two historic distributors,
THT Marine and SeaWasp, who
have always been close to customers,
supplying both the engine and after-sales
support, in an extremely professional
manner, as requested by the customer.
With regards to industrial applications,
Raine Borgo and
Stewart Butler are
the people about
the Be Power
project in Australia.
Raine showed us
the challenges and
the specifics of the
Australian market.
We met Stewart at
the Genoa Boat
Show, at the
Bimotor booth
there is intense agricultural and mining
activity here; if you focus on the agricultural
sector, it ranges from livestock
farming to cultivation of fruits, vegetables,
cotton or wine. The companies are
very large and often located in areas
very far from the big city centres. This
is the reason why, in addition to engines
for machines used for purely agricultural
activities (engines for motor pumps or
for towed or self-propelled equipment),
it is necessary to focus on engines for
generator sets, which are vital for ensuring
energy in the case of frequent
blackouts. As you can imagine, standby
power is vital to ensure livestock feed or
to irrigate orchards and vegetable crops
or greenhouses. This is why the use of
emergency power units is increasingly
widespread. It is also clearly essential to
supply prime power, particularly in the
mining sector, which is in the northwest
of the country, where many areas
are served by generator sets working
in prime power applications. Finally,
let’s not forget water handling systems
in the extensive cotton crops, also in
the north-west, where there are impressive
pumping stations, equipped
with diesel engines, to guarantee water
to the crops”.
How do you perceive the issues that
Europe has been facing, namely the
pandemic, supply chain shortages
and inflation?
“Australia is located in an isolated
geographical position, supply chain
issues have been a hindrance here as
well. Freight has been delayed, ports
are congested, it is very difficult to get
goods to arrive relatively quickly (by
Australian standards, that means a couple
of months including freight), but we
have decided to focus on building up a
local stock, in order to better serve our
customers”. In short, Bimotor’s touch,
the always available stock, can be seen
from the very first steps. “Service is important
here in Australia,” says Raine.
“This is a very customer-oriented country.
Another problem is the uncontrollable
increase in shipping costs. We have
brought a sort of Bimotor model into
BePS, because I think this is one of the
most evident strengths to be successful
on the market”.
What challenges are you facing?
“I have worked in the energy generation
sector over the last twenty years, also at
an international level. The challenge is
to use consolidated skills to understand
Australian culture, connecting with people
and recognizing the local corporate
culture. Coming from an Anglo-Saxon
background, I bring that experience and
knowledge that helped me settle in and
grow quite quickly. The way the business
is run is very similar. It is an advantageous
situation for Be Power Solutions
and, ultimately, for Bimotor”.
And what is the organizational model
that you will apply in Australia and
what is your idea of network?
“With regards to sales and service, in
Europe we often address the end customer
directly, while here we tend to work
with sub-dealers due to the enormous
geographical distances. This obviously
has repercussions on the assistance
side, where our own sub-dealers are
directly responsible for all after-sales
activity, using Be Power Solution as
support in terms of technical information
and spare parts supplier.”
42
43

TECHNO
#TEVVA #UK #MITSUBISHI #ZF #STMICROELECTRONICS #ROLLSROYCE
HYDROGEN IN UK
MITSUBISHI ZERO GHG EMISSIONS
The UK has also identified hydrogen
as a key element of its
energy recipe. Harsh Pershad,
Head of Hydrogen at Tevva,
gives us a clear picture of the situation.
“The UK Hydrogen Strategy estimates
that to meet Net Zero aims by 2050,
hydrogen will make up 20-35% of the
UK’s final energy demand (250-460
TWh a year). Yet in her recent report,
the UK Hydrogen Champion found that
there is a need for greater clarity on upcoming
policy decisions for hydrogen
users, the funding available and overall
delivery of the hydrogen roadmap to
2030 and beyond.”
Is the UK really doing everything it
can to maintain momentum and realise
hydrogen opportunities?
“Tevva’s area of expertise – transport
– will have a critical role to play in
our country’s decarbonisation goals.
44
THE ROLE OF
EXPERTISE
Worldwide around a fifth of CO 2
emissions
comes from trucks, and both
McKinsey and the Hydrogen Council
believe the most competitive use of
hydrogen lies in decarbonising trucks.
Trucks using batteries or hydrogen fuel
cells instead of diesel engines will indeed
need to make up the vast majority
of new sales by 2040 under plans to reduce
CO 2
emissions from medium- and
heavy-duty vehicles. Yet only around
700 trucks that run on batteries or fuel
cells were sold in Europe last year –
about 0.2% of the total. The good news
is that the economics of owning and
operating electric and hydrogen trucks,
their total cost of ownership or TCO,
are improving rapidly. In January we
took the 7.5t prototype on a ‘border
run’ to Berwick-on-Tweed, England’s
northernmost town. On the way up we
stopped at an Element 2 refuelling station
in Teesside, and the return journey
saw us cover almost 350 miles without
needing to stop at all. They are in the
process of putting a skeleton network
in place with 100 miles between each
refuelling station, giving confidence to
any haulage company that is considering
hydrogen electric trucks. The UK
does have a supportive and growing
hydrogen ecosystem with many public
bodies, new and established companies,
universities, and others building
their hydrogen capabilities and strategies.
As low-carbon hydrogen becomes
cheaper and more widely available,
hydrogen refuelling has the potential
to become as simple as diesel refuelling
is today. We are committed to making
hydrogen convenient, affordable and
sustainable for truck fleet operators.
Achieving the UK’s net zero goals depends
on it.”
Toshiaki Hori, President &
CEO of Mitsubishi Heavy Industries
Marine Machinery &
Equipment, in this message
reveals how MHI-MME is further
accelerating the study and development
of new technologies and solutions
with rapidly increasing customer
interests and needs, such as CO 2
emission reduction and future GHG
zero emissions.
“The market environment surrounding
the shipping and shipbuilding
industry is recovering in terms of orders
for new ship buildings, particularly
container ships and LNG carriers.
However, it does not appear to
be on a quick recovery track due to
the short-term impact of rising fuel
prices and stricter environmental
regulations (EEXI, CII compliance,
etc.), as well as the assessment of
future carbon-free fuels and the approach
to bridge fuels in the meantime.
Therefore, it is anticipated that
the market environment will level
off for a while, and then gradually
recover. MHI-MME is further accelerating
the study and development of
new technologies and solutions with
rapidly increasing customer interests
and needs, such as CO 2
emission reduction
and future GHG zero emissions.
We have already announced
that we are a founding member of the
Mærsk Center, a research organization
that promotes the decarbonization
of the maritime industry, and we
are participating in various projects
to obtain information on rules and
regulations ahead of time and to gain
insights on future directions. The entire
MHI Group is strengthening its
efforts to develop and commercialize
new technologies and solutions to
achieve future zero GHG emissions
as well as to demonstrate its function
as a system integrator. We are also
promoting group-wide activities to
reduce CO 2
emissions and achieve
net-zero emissions across the entire
value chain. We will quickly share
such cases with you as verification
tests progress so we can contribute
as quickly as possible to CO 2
emission
reductions and zero GHG emissions
in the future.”
ZF SIGNS SUPPLY AGREEMENT WITH ST MICROELECTRONICS
From 2025 ZF will purchase silicon carbide devices from ST Microelectronics,
a global semiconductor leader serving customers across the spectrum of
electronics applications. Under the terms of the multi-year contract, ST
will supply a volume of double-digit millions of silicon carbide devices that
will be integrated in ZF’s new modular inverter architecture going into
series production in 2025. ZF will leverage ST’s vertically integrated silicon
carbide manufacturing in Europe and Asia to secure customer orders in
electromobility. With this agreement, ZF has gained a world-class supplier
for silicon carbide technology in addition to ZF’s existing partnership
agreement on silicon carbide technology announced in February.
ROLLS-ROYCE SETS UP NEW FACILITIES FOR PRODUCTION OF GREEN HYDROGEN
Rolls-Royce plans to produce green hydrogen at its business unit Power Systems’ headquarters in
Friedrichshafen within the next few years and use it to test its mtu hydrogen engines and fuel cell
systems on its test benches. The project is being supported by the Baden-Württemberg Ministry for the
Environment, Climate and Energy Management with 4.25 million euros. The “H2Infrastructure” funding
project covers the production of green hydrogen by means of innovative PEM electrolysis. Rolls-Royce plans
to successively expand hydrogen production capacities of up to 10 megawatts in the long term.
45

INTERVIEW THINK PINK
#KOHLERENGINES #WOMEN#ZAPI #ENGINEERING #ZAPIGROUP #COMPLIANCE #4E-CONSULTING #REGULATIONS
#CONEXPO
PATRIZIA BARRASSO
MANAGER
OF THE
ANSWERS
She has been working for Kohler
for about 26 years, where she
started in the Assurance and
Quality Control department,
then moving on to the Technical Department
where she dealt with Project
Management, and finally with Regulatory
and Compliance.
Patrizia Barrasso, graduated in Mechanical
Engineering at the Federico
II University in Naples and subsequently
in Management Engineering
at UniMoRe (Modena and Reggio
Emilia) University, is today Compliance
Manager Engines in the internal
combustion engine business.
She is responsible for monitoring
compliance with national and international
standards, production compliance
and the application of company
policies in processes.
Patrizia Barrasso,
graduated in
Mechanical Engineering
and subsequently
in Management
Engineering, is
Compliance Manager
Engines in ICE
business at Kohler.
“I would make this
choice again, even
if the relationship
between women and
STEM is still a current
topic of discussion”
Do you remember the moment you
chose to study engineering? Would
you make the same choice now?
Federico II University and Uni-
MoRe (expression of Italian territorial
excellence in mechanics), what
did one and the other give you?
“Yes, I remember very well the moment
I decided to study mechanical
engineering and I communicated it
to my parents. They weren’t thrilled
with my choice as it was a traditionally
male faculty, so I should have run
into some prejudice. But they let me
choose. In fact, the presence of women
in the faculty was less than 1 percent,
but I was firm in my choice. At
the time, engineering specializations
were few compared to today. I was
looking for a discipline that would
allow me to combine my interest in
scientific subjects and my passion for
mechanics. This prompted me to enroll
in mechanical engineering. However,
I do not deny having a predisposition
for the law which then came in handy
in my professional career. I would absolutely
make this choice again, even
if the relationship between women
and the STEM environment is still a
very current topic of discussion. At
the Federico II University I acquired
technical and analytical skills and
solution-oriented analytical thinking.
Instead, when I was studying at UniMoRe
I was already working, and to
effectively combine work and study I
strengthened organizational and result-oriented
skills and acquired management
skills and the ability to work
within a team.”
What is the added value of a woman
in holding a top role in this sector?
“Each individual is different from the
other and can bring a unique value.
Certainly, there are intrinsic characteristics
that can be associated with
women or men. Surely, as much research
indicates, female leadership
has partially different style canons
from the male one: women are generally
more empathetic, aimed at collaboration,
teamwork, multitasking,
focusing on the result yet favoring
more inclusive methods of achievement.
Not taking anything away from
ability, which has no gender. These
characteristics also represent an
added value in a constantly evolving
sector such as anti-pollution regulations,
increasingly stringent due to
climate risk, for the management of
projects in the international legisla-
tive arena, for relations with institutional
bodies and international regulatory
authorities.”
In your experience, is there still a
gender gap in Italy or is the country
more in line with European standards?
“There have been improvements compared
to the past and today there is
more awareness, but this gap is still
present. The comparison with some
European benchmarks highlights Italy’s
delay in reducing the gender
gap. According to the annual report
‘Global Gender Gap Index’ of 2022,
in terms of economic and political
participation, health and level of education,
Italy ranks 63rd out of 146
countries monitored, and 25th out of
35 countries at European level. Eliminating
the global gap relating to the
46
47

INTERVIEW THINK PINK
#KOHLERENGINES #ZAPI #WOMEN #ZAPIGROUP #ENGINEERING #4E-CONSULTING #COMPLIANCE #CONEXPO #REGULATIONS
After a 26-year career in Kohler Engines, Patrizia Barrasso
is today Compliance Manager Engines in the internal
combustion engine business
economic participation of men and
women in Italy is certainly an uphill
battle, but absolutely necessary. The
good news is that there are currently
new proposals for directives under
consideration by the European Parliament
to fill this gap. I am confident
for the future, for my two daughters.”
The scenario of industrial engines
seems more advanced than the automotive
one from the point of view
of the female presence. Randomness?
What are you most proud of
about your tenure?
“They are still two worlds where the
female presence is in the minority. I
started working here when the company
was still Lombardini, I was the
only female engineer and it had been
like that for a few years. Then as the
years went by, and with the advent of
Kohler in 2007, the female presence
started to grow. Kohler is guided by
the ‘Believing in Better’ operating
philosophy, according to which our
best can always be better: better for
the lives we touch, better for our communities,
better for our planet, and
better for business. Our company culture
is inclusive. The Code of Ethical
Conduct reinforces the commitment
to fairness and equal opportunity in
all employment-related processes
graduates in industrial engineering,
with the main objective of increasing
the number of women in STEM disciplines
at various levels to build our
next and different talents. As far as I’m
concerned, I’m proud to have contributed
to the success of the company for
the marketing of diesel engines in the
European and international market,
where continuous legislative changes
impose a constant and increasingly
complex verification of adaptation.”
What is the main challenge in your
work, in your daily life? To what
extent is it burdensome to associate
the two words that summarize your
professional role: diesel and compliance?
“The main challenge in my job consists
in anticipating regulatory evolution
and translating it into a potenand
programs, including commitment
to gender pay equity. At our plant in
Reggio Emilia, we have been running
a program called ‘She, Kohler’ for
some years now, an initiative entirely
aimed at female students and new
tial business opportunity, especially
for emissions regulations, and at the
same time managing multiple international
projects with a diversified approach.
We need continuous analysis,
flexibility, planning of activities. I like
following all the phases of the project,
being proactive, I like being the ‘manager
of the answers’ and not of the
questions. Compliance is the ability
to make the company’s processes and
products comply with the rules of national,
international and internal corporate
regulatory authorities. Diesel,
on the other hand, is the corporate
business. Associating the two words
means making sure that the business
grows in compliance with the regulations
that govern the sector with a
view to continuous environmental and
social improvement.”
48
49

SUSTAINABLE TECHNO
#STELLANTIS #EURO7 #EFUELS
SUPPLEMENT
E-FUELS FOR 28 MILLION ICE
While the internal EU controversy
over the green light
for e-fuels, to the detriment
of biodiesel, has not yet
completely subsided (as in, Germany
beats Italy 1:0) Stellantis confirmed
it is finalizing testing of e-fuels on
28 engine families to help accelerate
the carbon emissions reduction
potential of the 28 million Stellantis
ICE built since 2014 (Euro 6) in Europe,
while remaining committed to
selling only BEV passenger cars in
the region by the end of the decade.
“We are doubling down on our fight
against global warming by testing
carbon-neutral fuel as a complementary
solution to our holistic decarbonization
approach. While we remain
steadfast in executing our aggressive
electrification strategy, we must also
find smart alternatives to address the
CO 2
emissions for the 1.3 billion existing
ICE cars,” said Stellantis CEO
Carlos Tavares. “By working to make
sure our Stellantis engines are e-fuels
friendly, we are aiming at giving our
customers another tool in the fight
against global warming and one that
can have an almost immediate impact.
It is also another action we are taking
that is well aligned with our commitment
to be carbon neutral by 2038.”
Stellantis is testing and validating 28
engine families built from 2014 for
both gasoline and diesel engines. The
comprehensive validation protocol
includes tests on tailpipe emissions,
startability, engine power, reliability
endurance, oil dilution, fuel tank, fuel
lines and filters, to name a few. The
use of e-fuel in the up to 28 million vehicles
in the Stellantis fleet has the potential
to reduce up to 400 million tons
of CO 2
emissions in Europe from 2025
through 2050. Stellantis is investing
more than €30 billion through 2025 in
electrification and software to deliver
battery electric vehicles that meet customer
demands. The Company’s longterm
strategic plan Dare Forward 2030
is led by deep emission cuts to slash
CO 2
in half by 2030, benchmarking
2021 metrics, and achieve carbon net
zero by 2038 with single digit percentage
compensation of the remaining
emissions. Core targets for Dare Forward
2030 also include 100% of passenger
car sales in Europe and 50%
of passenger car and light-duty truck
sales in the United States to be BEVs
by the end of the decade.
Engines and components for OEM
Culture, technology, purposes
and market of diesel engines
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Game-changing
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HISTORY
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