POWERTRAIN International 2024-2

Powertrain
INTERNATIONAL
On the
e-WAY
Hungary is going to be the European battery hub - FPT XC13
and 13L truck engines comparison - 5L offroad engines -
Preview from Intermat Paris - Electric telescopic handlers
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
March 2024
1

MARCH 2024
powertraininternationalweb.com
CONTENTS
READY TO
POWER
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
10
AUTOMOTIVE
8. SHIPPING
Emissions according to the Big Five
FOCUS
10. FPT INDUSTRIAL
Andrea Abbà tells us about the XC13
14. 13-LITER ENGINES FOR TRUCKS
Who are the nine challengers?
PREVIEWS
16. INTERMAT PARIS
Digitalisation and energy will be the keywords
FOLLOW POWERTRAIN INTERNATIONAL ON:
COMPARISONS
20. 5L INDUSTRIAL ENGINES
AGCO, Deutz, Isuzu, Kubota, mtu, Volvo
REPORTS
24. HUNGARY
It is becoming Europe’s battery hub
ELECTRIFICATION
32. TELESCOPIC HANDLERS
Claas, Dieci, Faresin, JCB, Kramer, Manitou, Merlo
ENERKIT
SHOWS
36. AGRITECHNICA: COMPONENTS
Comer Industries, MTA, Bosch Rexroth, UFI
RELIABLE, SUSTAINABLE, PRE-ASSEMBLED POWER SOLUTIONS
ENERKIT DIESEL FROM 1500 kVA – 4000 kVA
UPTIME INSTITUTE COMPLIANCE | HVO TESTED | BEST IN CLASS LEAD TIME
GLOBAL SUPPORT NETWORK | TAILORMADE OPTIONS
32
44
OFF-HIGHWAY
44. ABB
To electrify heavy-duty applications
COLUMNS
4. Editorial 6. Newsroom 48. Sustainable Techno
Editorial: Tom ‘Stage VI’ and Jerry ‘Euro 7’
“The shadow of phase out has fallen on the NRMM
ecosystem players. Thus, the prospect of applying
Stage VI appears ethereal and intangible”
DURABLE. ROBUST. BUILT TO LAST.
BAUDOUIN.COM
VISIT US AND EXPERIENCE OUR EXCITING
NEW PRODUCT LAUNCHES - STAND S3.B40
3

EDITORIAL
by Fabio Butturi
TOM ‘STAGE VI’ & JERRY ‘EURO 7’
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.
Stage V is now in full swing. Recall that the
approval dates back to 2016. Therefore, the time
for some OEMs, some applications and some
markets to digest it is not so snapshot-like. In the
meantime, the shadow of phase out has fallen
on the NRMM ecosystem players. Thus, the prospect
of applying Stage VI appears ethereal and intangible.
Yet, the European Union has this “antidote” in store
to mitigate the impact of exhaust emissions. Reducing
CO 2
means reducing fuel consumption. Will hybrid
powertrains and BEVs be the vectors of Stage VI? David
Phillips, Engineering Director, Eminox, commented: “Our
teams are driving forward new exhaust aftertreatment
system (EATS) technologies to support anticipated Stage
VI requirements and have been conducting extensive
research and concurrent projects for some time now to
fully understand the integration of a range of alternative
fuels as power options.” Will aftertreatment be a lever to
reconcile upcoming European regulations for off-highway
applications? In the meanwhile, the EU Council and
Parliament have found agreement on the CO 2
emissions
reduction roadmap for heavy-duty vehicles. The aim is
to further reduce CO 2
emissions in the road transport
sector and to introduce new targets for 2030, 2035 and
2040. The proposal also aims to encourage an increasing
share of zero-emission vehicles in the EU-wide heavyduty
vehicle fleet. Truck and bus manufacturers fully
support an ambitious decarbonisation agenda. However,
the agreed implementation timeline remains extremely
challenging in the absence of vital enabling conditions,
stated the European Automobile Manufacturers’
Association (ACEA). “Electric charging and hydrogen
refilling infrastructure, comprehensive carbon pricing
schemes, and meaningful support measures for transport
operators to invest quickly: these are the key ingredients
for rapidly decarbonising the heavy-duty transport sector,
in addition to zero-emission vehicles,” emphasised
Sigrid de Vries, Director General of the ACEA.
“We cannot continue boldly setting ambitious targets
for vehicle manufacturers and expect swift and smooth
implementation to follow. Without an enabling framework
to shore up demand for the zero-emission models,
achieving targets will be impossible, especially with
the envisaged timeline.”
4
©2024 Cummins Inc.

NEWSROOM #INTERACTANALYSIS #BATTERY
BY INTERACT ANALYSIS
MAGIC YEAR
2035
THE POWER
TO PERFORM
The 09 Series Engine
The compact high output, 4 cylinder engine
delivers the power you need with less emissions.
According to the latest
research by Interact
Analysis, battery electric
vehicle powertrains
will become the
favored powertrain
for commercial vehicles
by 2035
Battery electric is expected to
replace ICE as the leading
powertrain type for commercial
vehicles by 2035, according
to global market intelligence
firm, Interact Analysis. It is expected
that almost 2.5 million battery electric
commercial vehicles will be sold
in 2035 compared with fewer than
500,000 forecast to be sold in 2025.
Currently, the battery pack accounts
for more than half (55%) of battery
electric vehicle powertrain revenues,
with price erosion forecast over the
coming years, driving growth and
increasing the appeal of battery electric
commercial vehicles. Taking a
look at the commercial vehicle market
as a whole, fuel cell vehicles are
expected to represent a small share
because they are best suited to vehicles
that travel long distances. Hybrid
vehicles will also comprise a small
share of the market due to a lack of
focus on the technology from manufacturers
and a shortage of regulatory
support, which provides no compelling
argument for adoption. Battery
electric appears to be the clear winner
for commercial vehicle powertrains.
This is largely due to low operating
costs (which make up for the high
upfront cost), alongside regulations
and subsidies which appeal to customers.
For battery electric vehicles,
the battery pack accounts for most
of the powertrain revenue – around
55% in fact. This component has the
greatest impact on the overall cost of
a commercial vehicle, while motors,
inverters and the transmission have
little influence on the overall vehicle
price. In contrast, for fuel cell vehicles,
the fuel cell system accounts for
a much higher proportion of the total
cost, while the transmission accounts
for a higher proportion of the overall
cost of hybrid vehicles. The use of e-
axles is a growing trend but one that is
currently an expensive alternative to a
separate motor, transmission and axle.
Interact Analysis expects this to change
over time as volumes increase. One
of the key advantages that e-axles offer
is space saving, making it possible
to add battery capacity and range to
the vehicle, or have a smaller vehicle
with the same battery capacity, reducing
production costs. Depending
on the customer’s viewpoint, e-axles
may pay for themselves through the
advantages they offer, despite having
a higher initial upfront cost.
Jamie Fox, Principal Analyst at Interact
Analysis, comments, “Currently,
the upfront cost of a battery electric
vehicle is high, and this is mainly due
to the cost of a full electric powertrain.
For a heavy-duty battery electric
truck, the complete battery electric
powertrain can cost as much as
$100,000, but this can be as low as
$2,000-$3,000 for a mild hybrid light
duty truck. Despite this, we expect to
see price erosion over time due to production
innovation and economies of
scale.”
The award-winning engine series offers the perfect
balance between compactness and performance.
Low fuel consumption
High power density
Easy maintenance
Emission compliance
kuk.kubota-eu.com/engines/09series
6

AUTOMOTIVE
#COP28 #EMISSIONS #ECA
SHIPPING VS ONROAD
IS LNG
THE ONLY
WAY?
In fact, the Green
Shipping Challenge
at COP28, held in the
presence of the CEOs
of the five largest
shipping companies,
ended in a dead heat.
The comparison with
the four-wheeled world
is ruthless. Large
commercial marine
applications work on
almost a continuous
cycle, and have a very
exorbitant CO 2
balance
Five shipping companies control
the world’s 2,300 largest
container ships. This fleet
is the backbone of planetary
logistics, transporting around 80% of
the world’s goods. Greenpeace’s cry
of alarm goes back to 2020: “The contribution
of international shipping is
about one billion tonnes of CO 2
equivalent
per year, more than double the
UK’s emissions or almost half those of
Brazil”. At COP28 in Dubai, Maersk
CEO Vincent Clerk announced a
methanol container ship. However,
LNG is still very much in vogue,
despite the many adverse opinions.
Most recently, UMAS, associated
with UCL (University College of London),
pointed out that methane-related
emissions – 80 times more potent than
CO 2
itself in terms of greenhouse effect
– have risen by 150% in the past
two years as a result of the expanding
fleet of dual-fuelled (Bunker Oil/
LNG) ships. “The only realistic way
to achieve zero emission targets by
2050 for a sector that accounts for
2-3% of global greenhouse gas emissions
is to switch from fossil fuels to
green fuels quickly and on a large
scale” is the final statement of the
shipping industry, which highlights
the gap to the automotive industry. By
2027-28, Toyota will market models
with solid-state batteries that will provide
a thousand kilometres of range
and recharge times in the order of 10
minutes. China’s CATL, the world’s
largest automotive battery manufacturer,
responded by announcing the
conclusion of tests for its new CIIC
(CATL Integrated Intelligent Chas-
sis) for A/B-segment models with fuel
consumption of 10.5 kWh/100 km, a
range of a thousand kilometers and a
recharge time of five minutes for 300
km of extra mileage. A few days before
New Year’s, the Sino-German
JAC group (50% VW) started pre-series
deliveries of the Yiwei E10X, a
four-door city car that makes its debut
with sodium-ion batteries. These
are less expensive than batteries with
lithium-ion cells, albeit at the expense
of energy density, limited to 120 Wk/
kg, but with decidedly higher performance
both in terms of charging
at low temperatures and number of
life cycles. Instead, shipping remains
bogged down in evoking multi-fuel
strategies and calling for green fuels.
Even the Clean Shipping Coalition’s
proposal to make the Mediterranean
an ECA area, despite being approved
at the end of 2022, will not see the
light before May 2025. And this is not
to dramatise the situation gratuitously.
As Greenpeace points out, the emission
load of large container ships is almost
perpetual: ships operate 24 hours
a day every day of the year; even if in
port the main engine remains “idle”,
there are dozens of generating sets that
have to guarantee service operation
without cold ironing services going
beyond experimentation. On the occasion
of the launch of a recent cruise
super-ship, the online group of motoring
enthusiasts Rollingsteel.it had fun
“prying” into Royal Caribbean’s Wonder
of the Seas’ affairs. It is one of the
top five leisure vessels in the world:
362 meters in length, capable of accommodating
just under 7,000 pas-
sengers and 2,300 crew members. The
six Wärtsilä engines at its disposal,
totalling over 93 thousand kW, would
consume something like 19 thousand
litres of bunker oil per hour if fully
utilised. Without going into too many
technical details, research conducted
in 2015 by the German environmental
association Nabu, Naturschutzbund
Deutschland, estimated the daily emissions
of an average cruise ship using
those of a petrol-powered Golf Euro6
as a unit of measurement. The result is
striking: reasoning with the equivalent
number of cars, we are talking about
CO 2
equivalent to 83,678 Euro6 Golfs,
NOx in the order of 421,153, particulate
matter in excess of one million
and sulphur oxides amounting to 376
million (the entire car fleet of the EU
27 is estimated at 250 million).
8
9

AUTOMOTIVE
#FPTINDUSTRIAL #XC13
FPT INDUSTRIAL
LET'S GO,
XC13
In the picture, the XC13 and Andrea Abbà, product marketing
manager at FPT Industrial: “We expect ICEs to remain the
benchmark for a long time.”
The XC13 is the quintessential
expression of FPT Industrial’s
soul: common rail and thermodynamic
parameters that
are Diesel cycle-optimized, with the
HVO option; a significant upgrade of
the natural gas unit, historically rooted
back to Turin; a hydrogen version
that looks forward to the (not-so-distant)
future. It turns its gaze to the onroad
with this version, that is, however,
naturally inclined towards mobile
industrial applications.
After all – as Andrea Abbà will tell
us – field tests are being carried out
on a Prinoth snow groomer, right in
a hydrogen incarnation. Introduced in
Barcelona, where Iveco said it would
be investing a billion into renewing
their entire range, the XC13 reaffirms
internal combustion engines’
The XC13 surely
sounds agnostic
in FPT Industrial’s
unofficial
nomenclature;
it comes, indeed,
with a tripartite
certification: Euro
6E (winking an eye
at the upcoming
Euro 7), methane
gas and also
biofuel, with a link
to hydrogen
prominence in the heavy range. At
the headquarters in Turin they firmly
believe BEVs are not an option for
long-haulage.
Speaking of which Luca Sra, heading
Iveco Group’s Truck Business unit –
was absolutely unequivocal. “Let’s
think of a carrier working on international
routes: it simply can’t work
without the fuel autonomy it needs to
ensure its business stays productive.
It comes just naturally, then, to think
that we need time, we need the transition
to be guided. Ours is neither a
critical nor an opportunistic stance,
but rather the affirmation of a strong
sense of practicality.”
Andrea Abbà, FPT’s product marketing
manager, told us about dialoguing
with Iveco upon conceiving the XC13
for the Model Year 2024.
Could you tell us about Iveco’s demands?
In other words, about the
genesis of the XC13?
“Reducing fuel consumption was our
North Star. To stick to this input, we
revolutionized the engine starting
from the very engine block, whose
material changed from cast iron to
compacted graphite iron. Displacement
per cylinder was our cornerstone,
given that bore and stroke had
remained unchanged, compared to
the Cursor 13. We also implemented
a new valve actuation system to maximize
braking power, which allows
vehicle engineers to avoid fitting a
retarder on many applications. That’s
an expedient that enables end customers
to get a pretty considerable saving.
This project enabled us to shed over
100 kg. I know we’re talking about a
44-ton truck, but this means the carrier
will have a 100kg of extra payload.
We resized the crankshaft and used
connecting rod journals and crankpin
journals of a smaller diameter; plus,
we added an electronically controlled
dual flow ball bearing turbo, which
optimizes air flow and thus also fuel
consumption. We modified the common
rail: pressure gets from 2,200 to
2,500 bar. We also made variations to
the Peak Cylinder Pressure, raising it
to 250 bar. We were asked to provide
a base engine that could work with a
variety of fuels – diesel, natural gas,
bio, and also hydrogen, in the future.
Another key demand was about fuel
consumption, that has a direct impact
on CO 2
emissions. We have to comply
with the goals set for 2025 for truck
drivers. XC13 will be one of the pri-
mary contributors to the Iveco Group
mission. The engine consumes 7%
less diesel compared to Model Year
2022 and as much as 9% less compared
to the Model Year 2019, which
is the baseline against which the impact
set for 2025 is measured. The
natural gas/biomethane version uses
8% less fuel compared to Model Year
2022 and 10% less compared to MY
2019. We were clearly asked to align
with competitors’ performance. So
in particular, we worked to close the
torque gap at low revs, so hard we can
now say we’re the best in class, both
in terms of max torque and of downspeed,
hence at low revs.”
Could you expand a little on performance,
ending with a note on MEP?
“In terms of performance, we equalled
10
11

AUTOMOTIVE
#IVECO #DIESEL #NATURALGAS
Iveco announced a historic partnership with Rock & Roll Hall of Famers Metallica
during the launch event of its full range renewal in Barcelona. The brand will
support the band during the European leg of the M72 World Tour, from May
to July 2024.
the top of the range. The max engine
capability is 600 hp/2850 Nm, but to
date we have certified the 580 hp/2800
Nm version. If we compare the 500 hp
XC13 with the 480 C11 and the 490
C13, thanks to downspeeding, in addition
to achieving a remarkable increase
in max torque up to 2600 Nm
(versus 2300-2400) max torque is
reached already at 840 rpm, versus
the 930/970 rpm of the previous versions.
The mean effective pressure
gives us an idea of the amount of useful
work achieved with the same displacement.
The MEP went from 24.4
to 27.8 bar, meaning a 14% increase.”
114 kg lighter than the Cursor 13. Is
this only explained with the use of
compacted graphite iron?
“That’s certainly one of the key improvements,
as we changed the engine’s
core – that is, the cylinder head
and the block. In addition, we downsized
a few components, namely the
crankshaft, the conrods and the piston,
to reduce both size and friction.
We halved the number of counterweights
– we went from 8 to 4. That
laid the groundwork for the 114-kilogram
weight reduction.”
When discussing with Iveco, what
inputs were you given as to performance,
considering that internal
combustion engines are steadily
under the spotlight? Specific curve
increase or fuel reduction?
“No doubt reducing consumption. To
achieve which, downspeeding is a key
step. And this brings us back to what
we were able to reap: 300Nm more
and 150 rpm less, as I mentioned earlier.”
Will these same parameters be applicable
to the hydrogen version,
too?
“Hydrogen is less efficient, after all is
the Otto cycle we’re talking about, so
we can draw a comparison with natural
gas technology. We have to think
of efficiency and performance similar
to those in the gas and biomethane
versions. The NG version’s max capability
is 500 hp at 2200 Nm. Torque
and power curves meet the needs of
this segment’s core – long-haul applications.
As you know, we launched a
prototype jointly with Prinoth, fitted
on a snow groomer, tested last winter.
We’re setting ourselves the target of
achieving start-up production of the
hydrogen-fuelled XC13 by the end of
the decade. This is not a very shortterm
project, but we do have a few
engines being field-tested so that’s
a realistic option. We have changed
all components on the NG version,
too, in addition to introducing the
new valve actuation system to maximize
braking power, the same applied
to diesel, with the differences
in performance that are inherent to
the individual technologies. The main
changes, compared to the diesel version,
are the turbocharger, an electronically
controlled wastegate – no
longer a VGT – and the addition of
EGR. Recirculation suits more powerful
engines in that it enhances performance:
natural gas entails temperatures
that are much higher than
with diesel engines, which the EGR
can lower, thus improving efficiency.”
Are the axles by FPT, too?
“In Turin we’ve been producing axles
and transmissions since the Seventies,
we manufacture about 260,000
a year for commercial medium and
heavy vehicles. To the MY24 we provide
the front and rear axles. On the
rear axle, the rear axle ratio was sped
up to 2:06 to optimize downspeeding.”
What about friction reduction?
“It helps mitigating CO 2
emissions as
well as fuel consumption. To achieve
it, we used smart auxiliaries, such as
variable water and oil pumps, and
also donwnsized the components.”
One of the take-home messages
from Barcelona is that Iveco was
brave enough to state that for the
time being electric vehicles are no
solution for long haulage. How did
you come to this conclusion?
“Being very practical. Currently, legal
requirements are clear, and so
are thresholds, and the penalties applied
in case the goals are not met.
Everything else is still a chapter left
unfinished: for example, where’s the
fuelling infrastructure for hydrogen,
a carrier that holds promise for long
haul transportation? And what’s the
rationale, considering that the circulating
fleet in Italy is more than 10
years old?”
Vehicle registration data for 2023
have just been issued and the percentage
share of diesel vehicles is growing.
FPT Industrial too expects ICEs
to remain the benchmark for a long
time.
12
13

COMPARISONS PREVIEWS
#TRUCK #CUMMINS #FORD #COMMONRAIL #FPT #MAN #HVO #MERCEDES #POWERPACK #RENAULT #OFFROAD #SCANIA #CHECKAPP #VOLVO
12L TO 12.9L TRUCK ENGINES
FOR THE
NOMINAL
SPEED
This table is taken from a comparison
made two years ago.
Preceded by the interview with
FPT Industrial, it provides an
intuitive mirror on the evolution initialed
XC13, which appears in place
of the Cursor 13. Scania’s Super engine
is leader in efficiency and Diesel
of the Year 2023, in the industrial version.
What’s more, it is also confirmed
as top in the Diesel Index, just one
decimal point behind Cummins’ X12,
which makes its way mainly because
of its “slim” mass, and the XC13’s
own. Scania’s engine management
system is the tried-and-true EMS,
which oversees the XPI’s nozzle, and
interacts with the VGT. Timing is
handled by the double overhead camshaft.
Compared with the Cursor 13,
it has made a significant leap forward
especially in maximum torque and
related values. The key to the climb
to the Diesel Index can be attributed
to weight reduction and that efficiency-functional
goal of reducing rpm. In
short, reaching the apex torque value
at less than 900 rpm is certainly a significant
milestone. The other 6-cylinder
at the top is the Cummins, which
in Europe we will see on harvesters
more than on trucks. Of course, when
we’re talking about ICE.
Hyundai is present in Switzerland
with the Xcient fuel cell truck and
other manufacturers from Far East
are probably set to land in Europe.
Other familiar faces of industrial
comparisons, with turbocharging,
injection and revs tuned to heavy-duty
performance are Man’s D26 and
Mercedes’ OM 471, as the 6R 1300
from Rolls-Royce Power Systems.
The 12.77L from Volvo Trucks and
Renault, too, hides the familiar looks
of Penta’s Tad13VE. More unusual is
Ford’s Ecotorq, a typically long-haulage
application.
BRAND
MODEL
CUMMINS
X12
DAF
MX 13-530
FORD
ECOTORQ 12.7L
FPT INDUSTRIAL
CURSOR 13
MAN
D2676 - 500
MERCEDES
OM 471 - 530
RENAULT
DTI 13 - 520
SCANIA DC13 173 VOLVO D 13 K-540
I. D.
B x S mm - S/B 134 x 142 - 1,06 130 x 162 - 1,25 130 x 160 - 1,23 135 x 150 - 1,11 126 x 166 - 1,32 132 x 156 - 1,18 131 x 158 - 1,21 130 x 160 - 1,23 131 x 158 - 1,21
N. cil. - dm 3 6 - 12,01 6 - 12,90 6 - 12,74 6 - 12,88 6 - 12,41 6 - 12,80 6 - 12,77 6 - 12,74 6 - 12,77
Maximum power kW - rpm 373 - 2.000 390 - 1.800 368 - 1.800 419 - 1.900 368 - 1.800 390 - 1.850 390 - 1.900 412 - 1.800 397 - 1.800
Mep at max power bar 19,0 20,6 19,6 21 20,1 20,1 19,7 22,0 21,1
Piston speed m/s 9,5 9,7 9,6 9,5 10 9,6 10 9,6 9,5
Maximum torque Nm - rpm 2.305 - 1.000 2597 - 1.000 2499 - 1.000 2400 - 950 2499 - 930 2597 - 1.100 2548 - 1.050 2.803 - 900 2597 - 1.000
Mep at max torque bar 24,6 25,8 25,2 23,9 25,8 26 25,6 28,2 26,1
% power at max torque (kW) 51,8 56,6 58 47,3 58 56,6 55,4 58,1 55,4
Torque at max power Nm 1.784 2.068 1.950 2.107 1.950 2.009 1.960 2.185 2.107
DETAILS
Specific power kW/dm 3 31 30,2 28,8 32,5 29,6 30,4 30,5 32,3 31
Specific torque Nm/dm 3 191,8 201,2 196,1 186,3 201,2 202,7 199,4 219,9 203,2
Areal spec. power kW/dm 2 44,09 48,99 46,23 48,78 49,20 47,50 48,21 51,76 49,07
RULES AND BALANCE
Dry weight kg 930 1.000 - 1.197 1.114 1.126 1.115 1.100 1.134
L x W x H mm 1.294x931x1.002 1.375x825x1.150 - 1.360x1.008x1.171 1.630x893x1.046 1.375x980x1.260 1.285x1.100x1.301 1.710x780x1.430 1.285x1.100x1.301
Volume m 3 1,21 1,30 - 1,61 1,52 1,70 1,84 1,91 1,84
Weight/power kg/kW 2,5 2,6 - 2,9 3 2,9 2,9 2,7 2,9
Weight/displacement kg/dm 3 77,4 77,5 - 92,9 89,7 87,9 87,3 86,3 88,8
Power density kW/m 3 308,3 300 - 260,3 242,1 229,4 212 215,7 215,8
Total density t/m 3 0,77 0,77 - 0,74 0,73 0,66 0,61 0,58 0,62
Displacement/volume dm 3 /m 3 9,93 9,92 - 8 8,17 7,53 6,94 6,67 6,94
INDEX
Torque 13,1 11,3 - 12,5 11,9 10,9 11,8 12,4 11,3
Performance 6,9 7,2 7,1 6,9 7,3 7,3 7,2 7,7 7,3
Stress 11,4 11,8 11,6 11,1 11,9 11,9 11,9 12,6 11,9
Lightness 10,2 10,2 - 12,8 11,9 11,6 11,5 11,5 11,7
Density 10,5 10,2 0,0 8 8,6 7,9 7,2 7,6 7,3
DIESEL INDEX 8,0 7,8 - 7,7 7,7 7,7 7,8 7,9 7,7
14
15

EVENTS
#INTERMAT #WORDLOFCONCRETE
INTERMAT PRESS DAYS
DIGITALIZATION
AND
ENERGY
On August 31, 2023, Christophe Lecarpentier (left), has been
appointed head of the Comexposium group’s Agro Equipment
and Construction division, which includes SIMA, SITEVI and
Intermat.
Digitalisation and energy will
be the key words at Intermat
2024, which will take place
from April 24 to 27 in Paris
Nord Villepinte. France leads the
continent in fission energy. In 2023,
the French parliament approved the
construction of six more nuclear power
plants by 2025. The construction
sites in urban areas are one of the
most testing grounds for electrification
in the industrial segment. A lot
of energy is needed to accomplish
this mission. Intermat has the systemic
credentials to restructure itself
as the hub of electrification in the
construction industry. And, guess
what?, electric technology will be the
widespread protagonist on the OEM
stands. Some examples? Liebherr’s
T33-10 telescopic handler, Amman’s
It’s going to be an
“electric” event,
at least from the
point of view of the
OEMs. Certainly
stimulated by
the drivers of
digitalization
and energy,
as Christophe
Lecarpentier, the
event’s director,
confirmed to us
eAMX-15 mini-excavator, and Develon’s
DL250-FCEV wheel loader.
Liugong will even exhibit only
BEVs.
Who better to talk to than Christophe
Lecarpentier, director of the
agricultural and construction equipment
division at Comexposium?
“First of all, I would like to focus on
the name Intermat, which is known
in the French-speaking world and
beyond. This event is industry-oriented
from the very beginning, so
we have emphasised the issue of
decarbonisation. In this production
ecosystem, it is a truly epochal transition.
It was and remains crucial,
now more than ever, that the organisation
of this event follows industry
trends. The first way involves endothermic
systems. Digital tools can
help improve the fuel consumption
of diesel engines. Biofuels are the
second step, which however calls
into question the availability of these
fuels. Let me say that, with due proportion,
it is easier to electrify cars.
The earthmoving sector cannot rely
on a single solution. There are small
machines as well as extremely large
ones (key factors such as work cycle,
peak load and energy absorption,
possible transit on the road, use of
tools, etc. come into play). Intermat’s
role is to work hand in hand with the
French and European federations
of the industrial machinery sector,
whether they represent OEMs, hirers
or end users. They are able to intercept
the industry’s most authentic
challenges and understand how to
bring supply and demand together
during the event and how to meet
visitors’ needs”. A strategy game
called energy transition? “We represent
the different solutions of decarbonisation,
coming from the implementation
of endothermic efficiency,
for some applications from electric
motors or alternative fuels, with hydrogen
more in perspective. This is
why we created the Energy sector.
We don’t just deal with machines,
we analyse infrastructure, storage,
regulations governing new energies,
and the operators’ training. The
2024 edition intends to take up the
challenges of our industry, not only
through the traditional exhibition
formula, but also through seminars
and meetings, television popularisation,
and networking. Visitors must
leave the show ‘enlightened’ about
new technologies. The show evolves
both in terms of exhibitors and solutions,
organisations involved, topics
on the table. Digitalisation is a
truly crucial factor, which concerns
the huge amount of data collected
and its use in reducing the carbon
footprint. Stakeholders wonder how
best to use machines to increase
productivity, reduce consumption,
etc. This is the first real step in decarbonisation.
There is the World of
Concrete, which massively involves
electric machines and the use of materials
with a low carbon footprint.
In short, we take a holistic view,
which does not only embrace propulsion
systems. There is legislation
to comply with, which requires us to
speed up the roadmap. How can we
take action to reduce emissions from
16
17

EVENTS
#CUMMINS #NPROXX
New for 2024, the Industry Forum’s BFM Business TV set, featuring a series
of round tables, will provide an opportunity to take a broad look at societal,
energy and economic issues, the challenges of decarbonisation and digitalisation,
and also raise public authority awareness of the fundamental role of our sector
in achieving net zero.
ICE-equipped machines, which will
be such a large part of the circulating
fleet in the coming years. At the
same time, the demand for electric
machines is increasing and, consequently,
so are the problems with
recharging. To us, as well as to the
Ministry, it seems that there is no
single solution; efforts must be made
on several fronts: reducing emissions
on diesel machines, spreading biofuels,
and electrifying part of the fleets.
Intermat remains a construction and
building event, as well as demolition
and what goes around this sector. We
are definitely not mining-oriented.”
Finally, a look at Intermat’s target
markets. “Our trade show remains
international in scope and strongly
oriented towards European countries.
We clearly have a strong link
with French-speaking visitors, such
as Canadians and Africans. We have
a special top buyer programme from
Africa and the Middle East. Intermat
India will be held in April 2024 and
is going to be tailor-made for that
specific market. Finally, we have
Chinese exhibitors, who are gaining
increasing market shares in Europe.”
Laurent Di Vito is Manager Engines
Sales, Application and Production,
New Power Leader, at Cummins
France. “Our strategy up to now has
been focused on engines,” De Vito
confirms, also for the French side.
“Currently we have differentiated
ourselves with a range of proposals,
for example electrified axles, after
the acquisition of Meritor. When we
offer a complete package, we do not
limit ourselves to the propulsion part,
we also provide support for storage.
There are indeed those who demand
a complete ecosystem from us. In
France, for example in Champagne
and Bordeaux, we have some interesting
projects: some wind turbines
are connected to an electrolyser for
the production of hydrogen. This will
power the fuel cells of grape harvesting
machines.” What about the market?
we ask. This is almost a naive
question... “We record a strong push
for hydrogen from decision makers,
at least from the Covid-19 pandemic
onwards. Throughout the last two
decades, the main topic of discussion
has been ‘what is the next emission
level for my endothermic engine?’.
Today, while waiting for Euro 7,
Stage VI, what do we need? In the
truck industry there is a need for ap-
plications with electric recharging,
but if there is a lack of electricity...
In the off-highway sector, on the other
hand, we are seeing a strong push
towards hydrogen. You know our
agnostic, diesel, gas and hydrogen
engine. We have developed a common
platform with a strong focus on
each specific technology. Hydrogen
requires spark ignition, albeit with
different energy requirements than
gas, with which it shares a head and
spark plug. From the supercharging
point of view, more air is needed than
the diesel cycle. Cummins presents
itself as a flexible and comprehensive
supplier of propulsion solutions.
You, the OEM, manufacture your
machine, Cummins supports you
with the Stage VI solution, since 80-
90% of the market will remain diesel.
We assist you in integrating hydrogen
solutions, with specific 700 bar
tanks, derived from our collaboration
with NPROXX. Cummins allows
OEMs to design a diesel machine
with a hydrogen engine or fuel cell
option at hand, should the availability
of hydrogen increase. Cummins is
already producing fuel cells, thanks
to the acquisition of Hydrogenics”.
When will fuel cell technology be
mature for construction sites? “The
fuel cell is very sensitive to air. Not
only to environmental impurities, but
also to chemical factors. In addition,
it needs low vibrations. At present,
excavators are not a congenial application
for this technology. In the
future, diesel machines will continue
to perform their function outside the
urban perimeter, in quarries, con-
struction sites and mines. The city
will be the preserve of electric and
hydrogen technology, at this stage
possibly applied to the combustion
engine, which reduces design costs.”
How to overcome the insuperable
limits of Stage VI? “The question is
how to reduce CO 2
and thus reduce
consumption? There are basically
two ways: redesigning the engine,
strengthening after-treatment. Without
EGR, AdBlue consumption is
higher, although with Stage V, Cummins
has managed to reduce fuel
consumption. Or, we can resort to
hybrid solutions. At the trade show
we will have the opportunity to see
Deutz and Volvo Penta’s vision for
this market. We will see who will enter
the list of suppliers of propulsion
solutions.”
18
19

COMPARISONS PREVIEWS
#COMMONRAIL #OFFHIGHWAY #HVO #POWERPACK #4CYLINDERS#OFFROAD #AGCOPOWER #CHECKAPP #DEUTZ
5 TO 5.2 LITERS
CORE IS
50
TOO
ter. We can’t, then, rule out that the
5 litre will be available in a wider
range of cylinder number options
depending on captive needs and its
impact on the free market. Cylinder
displacement is modular and the engine
block was designed with the
same engineering features; we will,
therefore, repeat what we already
said in May’s comparison, with all
due exceptions. Under the lens, the
1.25L cylinder displacement in the
6-cylinder configuration; an engine
block – as we said back then
– that does not make it to the podium
based on the comparison’s indices,
and yet stands out for torque,
reaching second place behind mtu
and climbing the ranking thanks
to torque at max power. Compared
to the three top positions, it pays
a toll in power curve comparison
– 20% less, precisely, compared
to Friedrichshafen’s fastest horse,
the 6R1000. A conservative choice
embodied in piston speed, stuck
at only 7.5 metres per second. Af-
It was 2019, at Bauma Munich.
Kubota was crowned Diesel of
the Year with its V5009; a 5 litre
that gained a following. Indeed,
there are six 4 cylinders all
lined up for a comparison on these
pages. So, let’s start with the newest
entry, the Core50 by AGCO
Power. It completes the bottom section
of the newly introduced Core
range that’s recoded the language
of AGCO Power Group’s engine department.
A network that got a fresh
boost from TAFE (Tractors and
Farm Equipment limited) becoming
a significant shareholder in the
Corporation. The Indian group is
the third largest agricultural OEM
in the world. There is no shortage
of synergies, then, as confirmed to
us by Massimo Ribaldone, TAFE’s
CTO and Business Development
President. “Today, India’s industrial
base provides for manufacturing
at a reasonable cost with proven
technologies; yet, quality comes at
a price and costs also stem from the
need to provide a centralized European
sales and marketing structure
to support importers across
different countries. Ours is, therefore,
a global range with a shared
platform for all markets and scalable
upgrades based on the relevant
region. 75hp Stage V engines
are manufactured in India based on
the Tier 4 Final units equipping the
Massey Fergusons”.
Spearheading the Finnish renewal is
Core75. Announced in a low-speed
mode embodiment, it was followed
by a medium speed one shortly af-
AGCO Power’s Core
family expands. The
1.25-liter cylinder
displacement also
applies to 4-cylinder
Diesel engine and
throws down the
gauntlet in this
micro-segment.
Veterans mtu and
Volvo Penta are
joined by the Finns,
Deutz, Kubota and
Isuzu
BRAND
MODEL
AGCO POWER
POWER CORE50
DEUTZ
TCD 5.2
ISUZU
4HK1
KUBOTA
V5009
MTU
R4 1000
VOLVO PENTA
TAD572VE
I. D.
B x S mm - S/B 110 x 132 - 1,20 110 x 136 - 1,24 115 x 125 - 1,09 110 x 132 - 1,20 110 x 135 - 1,23 110 x 135 - 1,23
N. cil. - dm 3 4 - 5,01 4 - 5,17 4 - 5,19 4 - 5,01 4 - 5,13 4 - 5,13
Maximum power kW - rpm 165 - 1.700 170 - 2.300 145 - 2.100 157 - 2.200 170 - 2.200 160 - 2.200
Mep at max power bar 23,7 17,5 16,3 17,4 18,4 17,3
Piston speed m/s 7,5 10,4 8,8 9,7 9,9 9,9
Maximum torque Nm - rpm 950 - 1.200 951 - 1.300 686 - 1.200 882 - 1.500 951 - 1.400 902 - 1.200
Mep at max torque bar 24,3 23,6 16,9 22,5 23,8 22,5
% power at max torque (kW) 47,7 46 37,3 46 46 46,3
Torque at max power Nm 921 706 657 686 735 696
% power at max torque (kW) 72,4 (119) 76,20 (130) 59,50 (86) 88,30 (139) 82,10 (140) 70,90 (113)
Work range rpm 500 1.000 900 700 800 1.000
DETAILS
Specific power kW/dm 3 32,8 32,8 27,9 31,3 33,1 31,2
Specific torque Nm/dm 3 189,3 183,9 132,1 175,7 185,3 175,7
Areal spec. power kW/dm 2 43,42 44,74 34,94 41,32 44,74 42,11
RULES AND BALANCE
Dry weight kg 590 530 470 620 540 560
L x W x H mm 923x664x1.171 921x695x902 1.019x776x1.034 898x656x972 818x755x1.033 772x859x995
Volume m 3 0,72 0,58 0,82 0,57 0,64 0,66
Weight/power kg/kW 3,6 3,1 3,2 3,9 3,2 3,5
Weight/displacement kg/dm 3 117,6 102,5 90,5 123,6 105,2 109,1
Power density kW/m 3 229,2 293,1 176,8 275,4 265,6 242,4
Total density t/m 3 0,82 0,91 0,57 1,09 0,84 0,85
Displacement/volume dm 3 /m 3 6,97 8,91 6,33 8,80 8,02 7,78
20
21

COMPARISONS PREVIEWS
#ISUZU #KUBOTA #ROLLSROYCEPOWERSYSTEMS #VOLVO
BRAND
MODEL
AGCO POWER
POWER CORE50
DEUTZ
TCD 5.2
ISUZU
4HK1
KUBOTA
V5009
MTU
R4 1000
VOLVO PENTA
TAD572VE
INDEX
Torque 7,9 12,9 11,2 9,9 11 12,8
Performance 6,8 6,8 5,4 6,5 6,8 6,5
Stress 10,6 11,3 8,6 10,7 11,2 10,8
Lightness 14,4 12,6 11,2 15,4 12,7 13,5
Density 16 19,5 10,3 18,9 17,8 16,3
DIESEL INDEX 7,1 7,7 7,1 7,2 7,6 7,5
ter all, the first application of this
1.25 dm 3 single cylinder 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/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”.
Are these similarities also found in
performance? Specific power moves
from 29.6 kW per litre to 32.8. Specific
torque is slightly lower and yet
it becomes best in class when com-
pared to the five equally sized competitors.
Head-to-head with its big
brother, the Core50 dashes forward
tanks to torque reserve and it knocks
out the contenders in the max power
curves comparison. Out of 950 Nm
recorded at peak power – an asset
that allows AGCO to flank Deutz at
the top – no less than 921 are still
available as power reaches the peak
value, right when one would expect
the curve to start declining; instead,
it stays basically stable from 1200
to 1900 rpm.
AGCO Power too has chosen to remove
the recirculation valve so as
to minimize heat, make the radiator
more compact and avoid a negative
impact on specific fuel consumption.
The Diesel Index is instead rewarding
for Deutz’s 5.2L, the most muscular
of the group. Size-wise the
AGCO gets close to the approach
of the 5.2; since the Cologne engine
gained a millimetre in bore – from
109 to 110 – and two in stroke (from
134 to 136), the 5.2 litre was among
the first to give up on the EGR, one
of the German mechanical engineering
dogmas. That’s an engine that
has a lot to say to the market of mobile
working machinery, including
when considering mean effective
pressure, leaving room for action
on the piston to achieve overall efficiency.
We were speaking about
Kubota, that went past the 110kW
pillars of Hercules right with its 5
litre. Looking at the Japanese 4 cylinder
one gets impressed with its
extremely compact size. The Osaka-based
engine maker pushed hard
on MEP – contrary to what’s customary
for Kubota, for which the
monobloc’s robustness comes prior
to any excess within the combustion
chamber. With 17.4 bar, the 1.250
DEUTZ MTU VOLVO PENTA
litre cylinder displacement can support
performance and boost specific
curves without “pressuring” the piston
too much. As mentioned, rpms
are in line with those of its talented
contenders and piston linear speed
well set below the fatidic value of
10 metres per second.
As pointed out during the V5009
awarding ceremony at Bauma Munich,
“since the middle of the last
decade, and increasingly more often
as of III B, the true driving force of
internal combustion engines have
been emissions standards. No manufacturer
was able to find an alternative
to the DPF – SCR combo. EGR
was the only distinctive element.
Kubota’s strategy – improving on
the after-treatment system and combustion
parameters – was a winning
one”. Isuzu now moved this unit
into the Tier 4 Final/Stage V territory,
but without altering its mood.
Low stress, no gambling with performance
characterizes this engine
that’s basically designed to work at
construction sites.
Rolls-Royce Power Systems and
Volvo Penta are placing their bets
on two thoroughbreds, widely tested
and reliable. The mtu 1000 Series
confirms its sophisticated architecture
that shows painstaking care for
boosting as well as fuel supply. The
4R becomes a party of four: 115,
129, 150 and 170 kW at 2200 rpm.
This series, up to series 1500, will
be marketed by Deutz, while waiting
for 2028 when the agreement
with Daimler Truck is set to enter
into force. The heavy-duty engines
will keep being built by Daimler
Truck at the Mercedes-Benz plant
in Mannheim and sent to Deutz for
the final assembly, while the medium
speed range will be manufactured
entirely in Cologne.
The Swedes, too, are taking sophisticated
solutions pretty seriously.
The variable geometry turbo is a
legacy of research into the on road
heavy duty domain; the EMS – Engine
Management System – control
unit governs the system and can be
controlled remotely.
Fine particles are taken care of
through the high temperature within
the chamber. The unavoidable
nitrous oxides trade-off is handled
by the EGR-SCR duo, upstream
and downstream of the combustion
stage, respectively. The aftertreatment
system then gets shorter and
freed from the burden of regeneration.
22
23

AUTOMOTIVE
#AUDI #BMW #MERCEDES #OPEL #STELLANTIS #SUZUKI
HUNGARY FOR BATTERY
EUROPEAN
ELECTRIC
HUB
EV BATTERY CELL, MODULE AND PACK MANUFACTURERS IN HUNGARY
NAME
ORIGIN
TOTAL ANNUAL
PRODUCTION
OUTPUT
LOCATION
STARTING YEAR
OF OPERATION
Samsung SDI South Korea 40 GWh+ Göd 2017
SK Innovation South Korea 47,3 GWh* Komárom, Iváncsa 2019
CATL China 100 GWh Debrecen 2025
BYD China t.b.a. Fót t.b.a.
EVE Power China 28 GWh Debrecen 2026
Sunwoda China t.b.a. Nyíregyháza 2025
*possibility to be increased to 53,5 GWh
One of the key products of the future
are traction batteries, essential
components of any electric – or
even fuel cell powered – vehicles.
Within the European Union, Hungary
puts a particularly high stake on EV battery
plants. As automotive industry gradually
turns to more sustainable – practically
electric – drivelines, fear of change
(and the loss of the combustion engine
market) also increases in Hungary, whose
economy is currently highly dependent
on automotive industry. Today, according
to the estimations of the government,
the conventional automotive sector is responsible
for nearly 20% of the country’s
total GDP, which comes not only from
the large OEMs present at the country –
namely Suzuki, Audi, Mercedes-Benz,
Stellantis (Opel), with a new BMW assembly
plant being under construction –,
but also the many local and multinational
industry suppliers settled in Hungary during
the last decades. However, producing
traction batteries in large amounts seems
to be a good card to remain part of the
game in the future as well.
For the above reasons, the establishment
of factories related to the EV battery
industry (including supplier products)
enjoys huge financial and political support
from the Hungarian government - a
reason often mentioned by the battery
manufacturers themselves when they are
asked about their reasons why choosing
Hungary as the location of their newest
plants. The central position of the country
within the region, the local big car factories
and the relative proximity of others
in the neighbouring countries – such as
Slovakia, Romania or even the Czech
Republic – also contributes to making
Hungary a considerable place for such
investments. Márton Nagy, Minister for
National Economy minister of Hungary,
stated at a press event in September that
the government has plans to build up an
annual battery production capacity of 250
GWh in the next few years, which, according
to him, would cover 35% of the
European needs and would put the country
to the fourth place worldwide in this
comparison, right after China, the United
States and Germany. Indeed, by November
2023, battery production capacity in
Hungary reportedly already reached 87
GWh/year, not including the newest SK
Innovation plant, which is expected to
begin production soon and to provide an
additional output of 30 GWh/year alone
when operating on full throttle. It is also
worth mentioning that not only battery
cell and module producers, but also all
concerns include the tremendous energy
and water consumption of the manufacturing
process, and the significant use of
foreign labor. A frequently heard criticism
of the investments is that the newly
built plants of foreign-owned companies
only bring health-risky work processes to
Hungary with low added value, instead of
R&D activities from which the country
itself would benefit in the long run. Some
analysts also note that the country does
not really have the necessary raw material
resources, neither accessible cheap energy
to support the needs of the factories.
Similar to the practice observable worldwide,
EV battery cell and module manufacturers
currently present at Hungary
come from the Far East – namely South
Korea, Japan, and, first of all, China. The
supplier segment is also dominated by
these countries, for whom setting up a loparticipants
of the whole supply chain,
such as electrolyte, anode, cathode, aluminum/copper
foil, separator foil and battery
part manufacturers, as well as industrial
waste recycling firms are welcomed
by the Hungarian government, which is
well demonstrated by the various recent
local investments of these companies.
Moreover, there are even plans for local
lithium extraction, by exploiting geothermic
deposits. However, the construction
of more and more battery plants is also a
quite sensitive topic in the Hungarian political
field, due to the many arising technical
and environmental issues. Demonstrations
and protests against the planned
battery plants are common by the locals,
who are afraid of health issues, airborne
pollution, contamination of groundwater
and noise emission the factories may
cause in their neighbourhood. Further
cal production base in a relatively cheap
but well-located EU-member state provides
an entrance to the European market.
While these companies are strengthening
their positions as key employers
and become such important part of the
country’s economy with the dedicated
support of the Hungarian government,
some political concerns raise at European
level, especially in case of China. At the
moment most customers of the battery industry
products produced in Hungary are
coming from the passenger car business.
Some of the OEMs representing the main
customer market also operate in Hungary,
while the local Hungarian bus industry –
which is currently a shadow of its former
glory, although some developments have
been done the last years – plays a negligible
role for now. The only exception is
BYD, which operates (among others) a
24
25

AUTOMOTIVE
#SAMSUNGSDI #SKINNOVATION
On the left, you can see a picture of the Samsung SDI plant,
located in Göd, near the Hungarian Capital, Budapest.
bus assembly plant in Hungary and uses
its own batteries. In below, we provide
a slight overview about the EV battery
producer companies which already operate
manufacturing plants in Hungary
or announced to do so in the near future.
We also take a look at their products and
manufacturing capacity.
SAMSUNG SDI
The Korean company can be considered
as a pioneer of the traction battery industry
in Hungary, as it started to construct its
first traction battery plant in the country
as early as 2016, located in Göd (sometimes
written as “Goed” in the international
media), a town about 25 kilometers
north of the capital, Budapest. In fact, it
was a brownfield investment by converting
Samsung’s own former cathode ray
tube factory. The new battery plant’s inauguration
ceremony was held in 2017,
quickly followed by a further expansion
investment of 1.2 billion euros in the
same year. As a result, the second unit
was completed in 2019 and reached full
production capacity (more than 6 million
cells/month) by January 2022. By now
the total manufacturing output increased
to 40 GWh/year. Prismatic battery cells
produced here are used in electric cars of
BMW, Volkswagen and Stellantis. The
Hungarian plant will also supply sixth
generation P6 prismatic NCA cells for
Hyundai Motor’s electric vehicles dedicated
for the European market, starting
from 2026. However, the plant often appears
in the Hungarian media in a negative
sight due to the complaints of the
people living around it. These complaints
include safety issues, significant noise
emission and assumed responsibility of
an alleged groundwater poisoning.
In January 2023, there were reports that
Samsung SDI would expand its operations
in Hungary with a new production
plant, with a similar output as the previous
two. According to the rumours, this facility
would produce 46120-type cylindrical
cells, to be used exclusively in BMW
cars – more precisely, the planned new
manufacturing unit is expected to supply
the also recently announced BMW
battery module assembly plant in Debrecen,
Hungary. From an e-bus perspective,
Samsung SDI cells are used in the traction
battery packs of Akasol, which itself
is a supplier of Mercedes-Benz, Van Hool
and Industria Italiana Autobus. The current
Hungarian market leader, Credobus
will also use these packs in its all-new
zero emission bus family, scheduled to be
introduced in 2024. Also, battery technology
of Samsung SDI is used in Webasto
batteries, which can be found in Otokar
e-buses.
SK INNOVATION
Another major player from South Korea,
battery industry giant SK Innovation operates
three plants in Hungary by now.
Two of them are located in Komárom –
the same north-western Hungarian town
which is the home of BYD’s now-only
European bus assembly plant –, while
the newest, third unit recently started operation
at Iváncsa, with an almost twice
higher production output than the former
two combined. The original Komárom
plant – which was the first European
plant of the company, operating since the
end of 2019 – produces third-generation
pouch battery cells, with a manufacturing
capacity of 7,5 GWh/year, on a total
of five assembly lines. Capacity was
increased by a further 9.8 GWh with the
commission of the second manufacturing
unit in 2022, which has a capability
to be scaled up to even 16 GWh/year.
The number of employees, originally
475, was also boosted by another 1000.
These two plants mainly supply battery
cells for the electric vehicles of Daimler
and Volkswagen. The company’s newest,
third factory in Hungary will operate
at Iváncsa, a small town 51 kilometers
southwest of Budapest. At the time of
its official announcement in early 2021,
it was considered to be not only the largest
green field investment in the history
of Hungary up to that point (value: 1.9
billion euros), but also the largest EV
battery plant in Europe. Although the factory
buildings are ready and production
is expected to start soon, various works
are still remaining around the plant, such
as the construction of road and industrial
railway connections, and setting up service
infrastructure. When operating at
full capacity (expected from mid-2024,
although the plant’s full completion is
only scheduled for 2028), the plant will
provide an annual production output of
30 GWh, with a workforce of 2500 people.
SK Innovation has ambitious plans
to increase its global annual production
output to 125 GWh by 2025 and to 500
GWh by 2030, in which they assign a
large role to their Hungarian manufacturing
capacities, along with their facilities
in South Korea, China and the United
States. SK Innovation’s Hungarian plants
were also involved in some safety issues:
in June 2023, dozens of workers experienced
sickness during the construction
of the Iváncsa plant after inhaling an unknown
chemical. This incident was also
widely reported in the local media.
26
27

AUTOMOTIVE
#CATL #BYD # EVEPOWER #SUNWODA
Left , the assembly of CATL batteries on some commercial vehicles.
Above, SK Innovation’s current plant in Hungary. Another plant is
under construction.
CATL
The largest EV battery maker of the
world for six consecutive years by now
(according to the 2022 report of the SNE
Research market research and consultant
company from South Korea), CATL is
a well-known supplier of many electric
cars and buses worldwide. The Chinese
industry giant is also considered to be
one of the most important companies in
the Hungarian economy in the future.
Although not operating yet, it is already
decided and officially announced that
CATL will establish a huge battery cell
manufacturing plant in Debrecen, the
second most populous city of Hungary.
This will be the second battery manufacturing
base of the company outside
China, after commissioning the first such
unit in Erfurt, Thuringia, Germany. The
project, which is the biggest greenfield
investment to date in Hungary with its
total value of 7.34 billion euros, enjoys
great support from the Hungarian government,
in order to create an estimated
9,000 jobs locally. According to the available
industry news, CATL’s Debrecen
plant will produce NMC cells in prismatic
and cylindrical format. Production
output in the first phase will be an impressive
40 GWh/year, with plans already announced
to increase it to even 100 GWh/
year in the near future. Trial production
is planned to start at the beginning of
2025. Modules and cells produced at the
Debrecen factory will appear in electric
models of approximately 30 different car
manufacturers, including BMW, Daimler,
Volkswagen, Toyota, Volvo and Tesla.
CATL traction batteries are also widely
used by e-bus manufacturers, among
others the world’s largest bus and coach
manufacturer Yutong and the Hungarian
brand Ikarus.
BYD
An internationally well-known and respected
Chinese company, BYD has
special connections in Hungary. Its already
mentioned bus assembly plant in
Komárom started operations in 2017,
and now is the only foreign-owned bus
factory in the country which has a huge
heritage in bus and coach manufacturing.
BYD is also the current leader of the
local e-bus market, but buses will not be
the only vehicles that roll off the production
lines in Hungary with the company’s
logo. On December 22, 2023 it was officially
confirmed that BYD will build up
its first European electric passenger car
assembly plant in the city of Szeged, in
the south-eastern corner of Hungary. Last
but not least, BYD’s battery business
branch also plans to establish a manufacturing
unit in the country, namely at
Fót, in the north-eastern agglomeration
of Budapest. It is important to note that
unlike the previously mentioned EV battery
makers, BYD would not manufacture
battery cells in Hungary, but would
establish an assembly plant for battery
packs, without the use of harmful chemicals.
When officially announcing the
new plant’s arrival in June 2023, Péter
Szijjártó, Minister of Foreign Affairs
and Trade of Hungary stated that the total
value of the investment is 10 billion
HUF (nearly 27 million euros), with a
financial support of 1 billion HUF from
the Hungarian government. The initial
plans include a workforce of 100 people.
The battery modules and packs would be
assembled from cells based on LiFePO4
chemistry, which themselves would
come to Fót from other facilities of BYD.
The Hungarian-assembled batteries are
intended for use in various electric vehicles,
including e-buses. However, neither
the exact vehicle types, nor the factory’s
planned production output has been confirmed
yet.
EVE POWER
In May 2023, another major battery
industry investment was officially announced
in the Hungarian media: EVE
Power, another powerful Chinese participant
of the EV battery industry, will establish
its first European production plant
in Debrecen. It will supply 6 th -generation
cylindrical lithium-ion battery cells, most
probably in a 4695 format, for the future
BMW battery module assembly plant located
also in the same city, with a massive
production capacity of 28 GWh/year. The
total value of the investment exceeds 1
billion euros (from which 37.5 million
euros come from the Hungarian government
as financial support). The factory is
expected to start operating in 2026, with a
workforce of more than 1000 people.
SUNWODA
At the end of July – confirming the rumours
that surfaced a few months before
– Sunwoda also officially announced that
it would build a new battery plant in Hungary.
The Chinese company’s first European
manufacturing unit will be built up
at Nyíregyháza, a city in the north-eastern
region of the country, with an initial investment
of 245 million euros. However,
in medium to long term this may increase
to even nearly 1.5 billion euros, creating
more than 1,000 jobs locally. The size of
the planned production capacity and the
type of battery cells to be produced have
not yet been announced. Construction of
28
29

AUTOMOTIVE
#SUPPLIERS
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ROTOFLEXI
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ROTOGEAR RE RE
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MECSTAR
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ROTOMEC
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According to Bloomberg (9 January 2024): “Hungary will undertake
a 700 billion forint ($2 billion) infrastructure development project in
Debrecen that will help transform the country’s second-largest city
into one of Europe’s biggest battery production hubs.”
FRENI A A CEPPI BD BD
STEELFLEX
the factory will start in 2024, production
is expected to begin at the end of 2025.
Sunwoda is considered among the top 10
EV battery manufacturers in the world
based on market share, and is a supplier
of Volkswagen, the Renault-Nissan
group and Dongfeng, among others.
However, customers of the products to
be manufactured in Hungary have not yet
been named, it was only communicated
that the new plant will work for the “international
market”.
LOW-VOLTAGE BATTERY
Apart from the industry-flagship traction
batteries, producers of low-voltage
starter batteries also enjoy considerable
support from the Hungarian government.
Japanese battery manufacturer GS Yuasa
opened its first European factory in Miskolc,
north-eastern Hungary in 2019,
where 12V automotive lithium-ion batteries
are produced. The initial production
capacity of 500,000 units/year is planned
to be increased soon, but the company’s
future vision also includes installation of
lithium-ion cell manufacturing process in
the plant. Jász-Plasztik – which is an exception
in the sea of the Far Eastern companies,
since it is a Hungarian-owned
firm – also received state financial support
in recent years to increase its production
capacity.
SUPPLIERS
As mentioned before, not only the main
cell and battery manufacturers, but also
many supplier companies are already
present in Hungary with manufacturing
capacities, producing vital components
of EV batteries. Just to list a few: cathode
material (EcoPro, Huayou Cobalt, Toyo
Ink), electrolyte (Soulbrain), separator
film (LG Toray, Semcorp, W-Scope),
aluminium and copper foil (Lotte Aluminium
and Volta Energy Solutions/
Doosan, respectively), housing (NICE
LMS, Sangsin) and various other battery
parts (Bumchun Precision, HALMS,
INZI Controls, Mektec, Sang-A Frontec,
Shenzen Kedali, Shinheung SEC), while
recycling industry is represented by companies
like Dongwha Electrolyte, JWH
and SungEel Hitech.
To sum up, the building up of the new
industry is well on its way in Hungary,
ensuring that the country is committed to
green mobility not only for environmental
considerations, but also for economic
reasons. The number of the settled companies
is expected to increase even more
in the near future, for example there are
rumours about the possible arrival of
Hangke Technology, another EV battery
industry player from China.
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30

OFF-HIGHWAY
#CLAAS #DIECI #FARESIN #JCB
TELESCOPIC HANDLERS
PLUG AND
PLAY
Left, JCB. Above, Merlo and Dieci.
This overview will tackle the
state-of-art of electrically powered
telescopic handlers. Some
kind of vanguard of electrification
in the agricultural and construction
sectors.
The CLAAS Scorpion range of telescopic
handlers is manufactured by
Liebherr. At Agritechnica Claas introduced
its first battery-electric model,
built based on the chassis of the smallest
among Scorpion internal combustion
models. The Scorpion 732e
uses two independent 90kW electric
motors, a 64kWh modular battery that
can run up to 4 hours and a 22kW onboard
battery charger to provide for
a maximum traction power of 53 kN
and a maximum speed of 30 km/h. It
can reach a max lifting height of 6930
mm and it can handle up to 3200 kg of
100% electric
models are
carving their place
among telescopic
handlers. The major
manufacturers’
offers in a nutshell:
the challenge is
playing out in the
compact models
arena but technology
is ready for higher
classes. Claas,
Dieci, Faresin, JCB,
Kramer, Manitou,
Merlo
weight. The size is the same as its internal
combustion counterpart, so not
exactly compact, with a width of 2380
mm and a height of 245 mm.
After the launch of DIECI Agri Farmer
Hybrid – powered by a Kubota
hybrid engine – Dieci pulled out the
Mini Agri-e, a compact-sized full
electric telescopic handler equipped
with a battery pack that can be expanded
in the aftermarket, too, to adapt
the unit to its operational requirements.
Basically, the Mini Agri-e can
be fitted with one or two lithium batteries
that can also be inserted at the
worksite, for a maximum output of
up to 44kWh – enough power to complete
a whole day’s work on a single
charge. The maximum lifting height
is 5680 mm, and the maximum load
capacity is 2600 kg.
In Hannover FARESIN introduced
its FS Middle range featuring extendable
booms ranging from 7 to 10 m
in height with capacities from 3.5 to 4
tons. There are four models available
in 6 versions powered by a 4-cylinder
Stage V Deutz with a 75, 102, 115 and
136 hp power output. The Full Electric
range has been including the compactsized
6.26 model for a long time now,
and as many as three Big Range models
– 14.42, 17.40 and 17.45, whose
lifting height can reach up to 17 m,
designed with the construction sector
in mind. Figures speak volumes: the
6.26 can haul 2600 kg up to 6 metres,
the other three can lift 4200, 4000 and
4500 kg, respectively, up to a height of
14 and 17 metres. The 6.26 (featuring a
capacity of 2600 kg and a lifting height
of 5.9 metres) was the first Full Electric
telescopic handler to go into mass
production. It works with an 80 V,
24kWh battery but 32 or even 43kWh
battery are also optionally available. It
features 5 charging systems: integrated
(standard), integrated rapid, external
rapid, external three-phase, for charging
in 3 hours with built-in rapid charger
and autonomy up to 10 hours with
a larger battery with interrupted cycle.
The transmission with the 30kWh
electric motor allows transfers as fast
as 12 km/h, while the hydraulic system
has an 80 l/min gear pump.
JCB has long been engaged in developing
carbon neutral solutions, so while
designing a hydrogen powered engine
for more powerful units it definitely
aims at going electric with compact
models. Alongside its 525-60E, a telescopic
handler model featuring 2.5
tons of capacity and a max lift height
of 6 metres, JCB is making available a
small forklift with telescopic arm – the
Teletruk 30-19E that’s now joined by
the 35-22E introduced at Agritechnica.
Powered by a 24kWh lithium-ion
battery – enough for a full day’s work
– the 525-60E offers 110 V, 230 V and
415 V charging capability and it’s also
fast-charge ready. Moreover, it can be
equipped with LiveLink telematics
using satellite technology to provide
real-time data on machines’ location,
performance, utilization, security and
need for maintenance; also, it features
adaptive load control to automatically
prevent the machine from tipping
forwards. The Teletruks are powered
by a heavy-duty lead-acid battery and
can reach a max lift height of 4 metres.
Their maximum lift capacity is 3000
32
33

OFF-HIGHWAY
#KRAMER #MANITOU #MERLO
Left to right, Claas, Faresin, Manitou.
Above, Kramer.
ELECTRIC TIMES FOR COMPACT TH
and 3500 kg, respectively. To increase
autonomy, the unit’s acceleration
can be reduced by 10, 20 or even 30%
pressing a specially provided “eco”
button right from the cab.
KRAMER – actually an “arm” of
John Deere – took the opportunity
of being at Agritechnica to add to
their list the KT144e compact model
equipped with a 96 volt 18 or
28kWh lithium-ion battery; based on
the unit’s setup, it allows for up to 4
hours of work with no need to charge
it halfway through the work session.
The onboard 6kW battery charger
allows for fast charging. Less than
2 metres high and slightly less than
1.60 m in width, this is one of the less
bulky machines available, with a stacking
payload of 1450 kg and a lift
height of 4.3 m. Hydraulics feature a
42l/min pump and the unit can move
up to a speed of 25 km/h.
MANITOU chose Agribex – held on 6
to 10 December 2023 in Brussels – for
a premiere of the group’s first electric
telehandler designed for the agricul-
tural market. It’s the MLT 625e, also
included in the compact class, with a
max capacity of 2.5 tons and a max
lift height of 6 metres. The lithiumion
battery is 25 kWh and thanks to
an integrated 9kW charger it can be
charged in as little as 3 hours from a
380 V socket. The machine can adapt
to fit existing electrical infrastructures
BRAND
MODEL
CLAAS
SCORPION 732E
DIECI
MINI AGRI E 26.6
FERESIN
6.26 FULL ELECTRIC
JCB
525-60E
KRAMER
KT 144E
MANITOU
MT 625E
MERLO
EW 25.5-90
Max load kg 3200 2600 2600 2500 1450 2500 2500
Max lifting height mm 6930 5680 5900 6000 4301 5850 4800
Max reach mm 4100 3200 3200 3300 2289 3400 2600
Battery kWh 64 22 - 44 24 - 32 - 43 24 18 - 28 25 74
Lenght on the fork mm 4752 4125 4035 4000 2997 3830 3320
Width mm 2380 1840 1890 1840 1564 1810 1540
Height mm 2465 1915 1935 1890 1995 1920 1975
Wheelbase mm 2750 2350 2525 2.390 1992 2300 2100
Mass kg 7585 5100 4800 5.145 3050 4800 4950
and it can be charged using a standard
domestic socket. In standard mode, it
provides for up to 4 hours of uninterrupted
operation. A regeneration system
gets engaged when the accelerator
pedal is released to recover energy
during deceleration so as to increase
the unit’s autonomy. A boost mode is
available in series that can be enabled
from a dashboard-mounted button,
speeding up the hydraulic movements
and reaching the max transfer speed
(26 km/h) in a very short time.
MERLO, for now, it’s only working
on a concept – a simple exercise in
style, for the time being – created to
explore and develop their future electric
range at best. We’re talking about
model TFe 43.7 – derived from the
Turbofarmer range. As is clear from
the model name, the lifting capacity
is 4300 kg, while 7 metres is the max
height that can be reached. The current
Merlo product list already includes
the e-Worker, two models fitted with a
lead acid battery pack and 2- or 4-wheel
drive. The 4-wheel drive 25.5-90 is
the one made for agricultural applications,
with a 2500 kg max capacity and
a 4.8 m lifting height. The e-Worker
only steers on the rear wheels, like lift
carriers with forks, reaching a steering
angle of 85 degrees, which offers an
outstanding manoeuvrability. The machine
is fitted with a 42l/min helical
gear pump controlled by a capacitive
electronic joystick that controls up to
three simultaneous movements. Max
transfer speed reaches 25 km/h; wheelmounted
electric motors can recover
and store braking energy to increase
the machine’s efficiency.
34
35

OFF-HIGHWAY
#COMERINDUSTRIES #AGRITECHNICA #CARDANSHAFT
COMER INDUSTRIES
ELECTRIFYING
AGRICULTURE
Above. The e-742 transmission is designed to equip hose reel
irrigators with integrated motor pump or water turbine and
it is engineered to optimize all irrigation phases.
At Agritechnica 2023 Comer Industries
presented a selection of
its latest solutions for tractors,
implements and harvesting machines
developed to provide answers
to its customers in the agricultural sector.
We asked some questions to Paolo
Negri, General Manager e-comer, and
Jacopo Spaggiari, Business Development
Manager, Sales & Marketing.
How is the integration with Walterscheid
proceeding, starting from the
PWE480 cardan shaft?
Negri: “The integration is progressing
well, it hasn’t been easy, but now we
have reached a good level of clarity on
all points, also with regard to the cardan
shaft that we present here, which is the
first product created, and represents a
mix of the best of the two brands.” The
PWE480 shaft features an improved
hexalobate profile of the tube, which
guarantees perfect operation and higher
performance for high-speed applications,
satisfying the demanding market
requirements typical of round balers.
The new shaft also incorporates a new
overrunning device embedded directly
in the cut-out clutch: this innovation
guarantees a more compact design.
An overview of the updates relating
to the cardan shafts that you are presenting
at this fair.
Spaggiari: “We decided to give some
space to the world of tractors by presenting
two innovations regarding the
cardan shafts with the two different
brands, Walterscheid and Mechanics
Driveshafts. The first novelty is represented
by the new size of the 7C family
under the Mechanics Driveshafts
brand, dedicated to high-power trac-
tors (above 250 hp). It is a cardan shaft
(the 7C) which has some characteristics
that make it particularly interesting
because we have equipped it with a service-free
cross kit.” The new 7C-FS is a
longitudinal shaft that transfers propulsive
power from the main central transmission
to the front axle, suitable for
the most demanding applications for
heavy tractors: this high-performance
cardan shaft is capable of transmitting
up to 10,500 Nm, is suitable for the size
of category 4 machines, it can accommodate
a maximum intermittent articulation
angle of 25° and is equipped with
the “Next Generation” cross kit.
Spaggiari: “The second product that we
are introducing is the new longitudinal
cardan shafts series for the smaller
tractor categories, below 100-150
horsepower. The 687.18 Cardan Shaft
perfect electric, waterproof and interchangeable
alternative to hydraulically
operated gearboxes.
Regarding this new series, Negri comments:
“Obviously integrating the electric
motor inside the mechanical part
is not always easy but it's beneficial
for reducing overall dimensions and
increasing the efficiency. The impact
of this technology is naturally very
high.” The spotlight in this edition was
focused above all on the synergy and
co-design between Comer Industries
and the e-comer R&D department with
the preview of the e-742 transmission
dedicated to hose reel irrigators with
motor pump or hydraulic turbine.
Which types of pumps is the e-742
transmission associated with exactly?
You are talking about a 10% reduction
in consumption due to greatis
on exhibit, transmitting up to 3,500
Nm, and representing most of the key
features of this new range, like flanged
version, service free length compensation,
modular and flexible design.”
The latest electric innovation from
e-comer exhibited at Agritechnica, the
new WD220 Series, is an “all-in-one”
integrated electric transmission: ideal
for the constantly growing sector
of self-driving agricultural machines
(also called AgBot) or for harvesting
and multipurpose machines. This new
product combines a two-stage planetary
gearbox with an internal permanent
magnet motor from the e-comer
SMAC series, capable of delivering
high torque and meeting the long-life
performance expectations of the machine,
as tested on some machines
already operating in the field; it is the
er efficiency. Technically, how did
you achieve this result?
Spaggiari: “The e-742 transmission is
designed to equip hose reel irrigators
with integrated motor pump or water
turbine and it is engineered to optimize
all irrigation phases, from hose-rewinding
to remote speed management,
as well as automatic decoupling of the
power transmission, therefore it aims
to combine the operator’s safety with
a reduction in the operator’s engagement
times because with the use of the
electric motor we have eliminated the
need of gear shifting, thus significantly
reducing the direct intervention of the
operator, in other words we have been
working on the overall improvement
of the transmission efficiency and consequently
on the efficiency of all field
operations.”
36
37

COMPONENTS
#MTA #STMICROELECTRONICS #NEWHOLLAND #DEUTZFAHR
MTA @AGRITECHNICA
SMART
UNITS
MTA AND STMICROELECTRONICS
MTA and STMicroelectronics are cooperating on the
evolution of the electrical and electronic architecture
of agricultural machinery. The first product of this
collaboration is the Smart Fuse Box, an intelligent control
unit using ST electronic fuses, the STi2Fuse. Developed for
off-highway applications, it can be used to drive, protect,
diagnose and monitor up to 30 electrical or electronic
loads through the STi2Fuse and interface analogue/
digital signals and loads via the vehicle’s CAN network.
The STi2Fuse is ST’s new family of smart electronic fuses.
Compared to conventional fuses, STi2Fuse are resettable
and have 100 times faster intervention times. A feature
of STi2Fuse is that the rated current and the tripping
curve are programmable and the nominal current is
optimised according to the load and not the size of the
fuse. This aspect leads to an optimisation of the wiring
size. The STi2Fuse Smart Fuse Box combines both fuse
and relay function in one unit. The system diagnostics
allow “health monitoring” and “predictive maintenance”
algorithms to be set up. The hardware and software
architecture of the Smart Fuse Box is also designed to
meet the most stringent Functional Safety and Cyber
Security requirements.
In Hannover, MTA focused on
power electronics. The acquisition
of all shares in EDN, specialised
in the development of OBCs
(On-board Battery Chargers) and DC/
DC converters for electric and hybrid
vehicles, enabled MTA to articulate
and detail its strategy for the electrification
of vehicle platforms. The
synergetic work in terms of research
and development, logistics and business
relations between MTA and EDN
made it possible to develop projects
with off-highway machine manufacturers.
The stand we saw at Agritechnica
featured a display area, with dedicated
graphics, of OBCs. The latest
OBCs introduced to the market are
the BHP22, designed for the European
market, and the BHP19, aimed
instead at the North American basin.
MTA has placed
emphasis on power
electronics, also
due to the synergy
with EDN. With New
Holland and with
SAME Deutz-Fahr,
among others, the
Italian company is
involved in the control
panels business. With
STMicroelectronics
for electrical and
electronic technology
for agricultural
machinery
Common features are bi-directionality
and high resistance even in difficult
environmental conditions. Finally,
they are designed with a conversion
technology that improves power density
and specific power. One of MTA’s
winning features are the High Voltage
and 48V architectures, as well as the
availability of products such as fuses
and fuse holders, power distribution
units and connectors. The OBCs and
DC/DC converters offered by the
power electronics division are marketed
under the EDN brand and manufactured
in the production facility in
Cinisello Balsamo (Italy). In the factory
on the outskirts of Milan, production
has been increased and research
and development expanded to meet
the rapidly growing curve of demands
from the global market. In front of
the audience of agricultural mechanisation
professionals, there was also
room for MEC 97, Maxi-MEC and
C-MEC 138, electrical power distribution
and utility protection units
made specifically for agricultural applications,
as well as earth-moving
applications, which can be defined as
“smart” thanks to a new CAN Plugin
module. They are all plug & play
modular control units, made with Pcb
and press-fit technology, in order to
customise the content of fuses and
relays and the wiring diagram to the
customer’s distinct specifications.
MEC 97 and Maxi-MEC are designed
for the engine compartment, while
C-Mec 138 is designed for in-cab installation;
they are compact in size and
allow all functions to be integrated in
a single unit, eliminating the need for
several modules and associated wiring.
The CAN Plug-in module, which
is capable of driving the relays of the
3 MEC ECUs, connects them to the
vehicle’s CANbus network. Through
this network, the module transmits
commands to generate the necessary
actuations, as well as conveying diagnostic
information. Just like the
customisable control panels, displays
and electronic control units offered by
MTA, the Can Plug-in module can be
programmed thanks to MTA Studio, a
proprietary software tool that allows
even the less experienced ones to customise
all products, both off-the-shelf
and custom. There is also a lot at stake
for tractor cabs. The switch control
panel is aimed at New Holland specialists.
It supervises certain functions
via the CAN network. The 10 MTA
buttons are used to manage headland
manoeuvres, suspension or front and
rear hitch control, and status LEDs to
show the actual activation of controls.
It is designed with an IP54 degree of
protection to operate in the hostile environments
typical of the agricultural
sector, and it is characterised by its
small size, which facilitates its placement
in the cab next to the armrest. For
SDF, there is the MLC control panel
for some open field and specialised
tractors. In the same shape and size as
the previous version, also by MTA, it
has been thoroughly revamped. At the
centre of the MLC is the 3.5-inch colour
TFT, the heart of the user interface,
the layout of which can be configured
at the SAME and Deutz-Fahr plants at
the end of the assembly line by sending
specific CAN messages.
38
39

OFF-HIGHWAY
#BOSCHREXROTH #SAFETY
REXROTH @ AGRITECHNICA
WATCHFUL
AND DISCRETE
EYE
Bosch Rexroth continues its
authoritative presidency of
hydraulic and mechanical solutions,
simultaneously penetrating
the electrical, electronic and IT
domains. Let’s start with hydraulics.
The eOC (electronic Open Circuit)
platform is enhanced by the A10VO
60 series medium pressure axial piston
pump, which is equipped with an
integrated pre-pressure volume. This
solution claims a 50% reduction in
pressure pulsations. Power density
has increased by 49%. The increase
in pressure to 280 bar, combined with
an optimised pump design, results
in an installation length that is up to
10% shorter. The rotating assembly
has been reworked to further raise the
bar for efficiency levels, both at part
and full load. The eOC version of
Bosch Rexroth
explores all “sensory”
dimensions
of agricultural
mechanisation, from
mobile hydraulics
to digitisation,
automation and
electrification. From
the eOC platform, to
Bodas Connectivity’s
over-the-air firmware
system for radar-based
collision protection
the A10VO 60 was developed with a
reduced variance. The different controller
types and mechanical settings
are transferred to the software. The
reduced pump variance allows OEMs
to reduce stock levels and simplify the
management of spare parts and aftermarket
components. In addition to the
eOC version, Rexroth now also offers
the Series 60 A10VO in a version with
classical pressure and flow control
(DRS). Function updates are available
for maintenance: software can be
managed via the Bodas Service interface.
With the FOTA system, over-theair
firmware, Rexroth has accelerated
the standardisation of remote update.
The universal flasher is available as
part of the device management for the
Bodas Connectivity telematics package.
Over-the-air flashing is simple
and safe thanks to the Rexroth RCU
telematics unit and a pre-integrated
software stack with related services
based on the Unified Diagnostic Services
(UDS) CAN bus protocol. All
third-party devices connected to the
RCU via the CAN bus, such as engine
control units or displays, are automatically
displayed together with the
Rexroth units in the web-based frontend
of the Bodas Connect Device Portal.
Compliance with the UDS CAN
bus protocol ensures that the sequences
executed correspond to current
safety mechanisms. The RCU acts as
a secure gateway between the cloud
and the vehicle. To ensure the continuous
availability of the machine, the
firmware is first transferred in its entirety
to the robust RCU. After authorization,
the target device is updated in
the vehicle via the CAN bus through
a wired connection. By connecting to
the open telematics ecosystem, Bosch
Rexroth is gradually extending the
benefits of previous OTA services to
third-party devices. The skills of German
engineering do not include only
the material and immaterial architecture
of the vehicle. At Agritechnica,
with the radar-based collision warning
system, Bosch Rexroth revealed
a complete solution for off-highway
vehicle safety, from hardware to control
system. The components include
automotive radar sensors from Bosch
adapted for the operating environment
of industrial mobile applications, with
its different surfaces such as grass,
gravel and asphalt, to detect collision
dangers at an early stage. Other elements
include Bosch’s MM7.10 iner-
tia sensor, a Rexroth controller (e.g.
RC 40 small) and adaptable software
modules. Using the steering angle
and speed of the vehicle, it calculates
the expected travel path and classifies
the detected objects according to the
probability of collision. If a collision
is imminent, the system suppresses
any acceleration by the operator and
reduces vehicle speed via the hydrostatic
travel control. With the Rexroth
drive controller, the drives are already
“radar ready”. The system can be used
in both directions of travel or in one
direction only. The “security package”
is prepared for future integration with
an ultrasound system or video camera.
Environmental interference can be detected
both at close range and at low
speed, and at greater distances and higher
speeds.
40
41

COMPONENTS
#FPTINDUSTRIAL #NEWHOLLAND #SAMEDEUTZFAHR
UFI FILTERS @AGRITECHNICA
ALL
TOGETHER
NOW
UFI Filters Hydraulics turned
up at Agritechnica alongside
the Aftermarket division.
They provided FPT Industrial’s
Cursor 16 TST – driving the Case
IH Quadtrac 715 AFS Connect – with
their blow-by filter, which is a rotary
and self-cleaning filter, developed
with a multi-layer filtering media
made of synthetic fibres – FormulaU-
FI.Micron – and a metallic mesh to
ensure its full operation over time.
As for their partnership with FPT, we’ll
mention the F28 (Diesel of the Year
2020). The filter and diesel pre-filter
are assembled in a single aluminum
die-cast support and combine the
function of the priming pump, heater,
temperature and water presence sensor.
The engine is mainly intended for
agricultural applications, such as the
All time debut in
Hannover for the
Aftermarket division,
hand in hand with UFI
Filters Hydraulics.
There was plenty of
testimonials to UFI’s
penetration into the
agricultural sector,
from New Holland to
SAME Deutz-Fahr
and Carraro Tractors.
Most remarkable,
its presence among
specialized tractor’
filtering systems
Carraro Agricube Pro range of specialised
tractors. These electrical sensors
are therefore essential to guarantee the
four-cylinder engine’s operation, even
during the coldest months. The priming
pump is useful when replacing the
filtering element, to correctly refill the
circuit with fuel.
The pre-filter plays a central role in
filtering the coarsest particles and performs
the primary function of separating
water from fuel. This is why it is
equipped with a liquid presence sensor
that tells when it is time to empty
the separated water with a purge tap
incorporated in the sensor. It also has
a mixed cellulose and synthetic filter
media, developed by UFI according
to its FormulaUFI.H2O material specifications,
with a water separation capacity
of more than 95% according to
ISO 16332 and a filtration capacity that
allows to block more than 98% of particles
larger than 20 microns. Thus, it
provides for a replacement interval of
up to 600 working hours. The filter relies
on the same filtration formula, but
has a fine filtration function, with a separation
capacity of more than 95% for
particles up to 4μm, according to ISO
19438. Now switching to agricultural
machinery manufacturers, UFI makes,
amongst others, filters and pre-filters
for New Holland, made with the
FormulaUFI.H2O filtration material.
There are also layered oil filters, such
as FormulaUFI.Stratiflex, and synthetic
fibre filters such as FormulaUFI.
Micron. Lastly, the self-cleaning and
panel rotary blow-by filter range. At
Agritechnica UFI Filters Hydraulics
also brought its new FRI series, a tank
filtering solution for return lines; the
FPO pressurized spin-on filter series
with Fortimax element; the eco-friendly
version of the UOW mobile filtration
unit, with coreless element; and the differential
clogging indicator with double
calibration. The FRI series features a
tank-integrated layout and is available
in four sizes, with connection options
from 1/2” to 1”1/4, for flow rates up
to 150 l/min. The FPO series belongs
to the big spin-on family that includes
complete filters and screw-on elements
for hydraulic systems on suction, return
and pressure lines with filtration from
90 microns up to 5 absolute microns
and flow rates up to at 300 l/min. The
main feature of spin-on filters is the
easy and quick replacement of the used
cartridge. They are typically mounted
in-line on hydraulic circuits with maxi-
mum working pressure up to 35 bar and
flow rates up to 200 l/min. The UOW
off-line mobile filtration unit is used
for cleaning the fluid offline, as well
as for the transfer, filling and topping
up of the oil tank. The filter element is
available with FormulaUFI. micron,
from 5 to 21 μm(c) (ßx > 1.000) and
FormulaUFI.H2O. The differential indicator
with double setting and built-in
connector allows to adjust the setting.
Version 1 has a lower double setting –
1.5 bar (75%) and 2 bar (100%) – while
Version 2 features higher values, 3.75
bar (75%) and 5 bar (100%). It can be
mounted on all filters from the UFI Filters
Hydraulics range, mainly pressure
and return filters, up to a maximum
operating pressure of 450 bar, with an
IP67 protection class and a differential
measuring range from 2 to 10 bar.
42
43

OFF-HIGHWAY
#ABB #MINING #ELECTRIFICATION
ABB AND ELECTRIFICATION
FOR
MINING
TOO
ENERGY EFFICIENCY MOVEMENT
During his speech, Roberto Diana advocated joining the
Energy efficiency movement, an initiative promoted by
ABB. What is it about? The manifesto reads: In order to
bring about change, all stakeholders must work together
to adopt and promote available solutions and continue
to innovate to achieve more. We need to invest in
sectors that help mitigate climate change and we need
governments to provide supportive regulations and incentives.
To promote greater energy efficiency at scale,
we need certain conditions to occur. Academia must
intensify research and provide scientific data to inform
decision-making. Technology companies must continuously
innovate on new applications and case histories to
accelerate energy efficiency improvements. Public decision
makers and government regulators must incentivise
the rapid adoption of the most energy efficient solutions
and technologies. Companies, cities and countries must
be aware of the environmental savings and benefits and
be willing to make the necessary investments. Investors
must reallocate capital towards companies that are
better prepared to deal with climate risk. Other actors
(NGOs, politicians, media, individuals) must use, support
and amplify energy efficiency measures.
Power density? It is no longer a
“low intensity” input, a function
of the downsizing of combustion
engines and the lack
of space in the engine compartments,
which are vampirized by aftertreatment
systems. It is a necessity arising
from peak load calibration and battery
pack configuration. The power ratings
are also an even more thoughtful matter.
The modularity of cells is then the
constitutive dimension of the architecture.
Far from the redundancy of ICEs
for CHP, for example, with the partitioning
of loads according to demand.
From this one can understand ABB’s
physiological projection to system integrator
status. As pointed out during
the webinar on the electrification of
mobile applications: “We start with
the battery, converter and traction
In its mission and
“sentiment”, ABB has
the skills to assist
off-highway OEMs in
converting to electric
technology. Including
mining players.
A challenging horizon
that ABB is capable
of embracing with
all elements of the
electric fraction. They
told us about it at an
event dedicated to the
electrification of heavyduty
applications
motors. What happens downstream of
the traction motors is the responsibility
of our partners, who are typically
competent in the mechanical part.”
Let’s give the floor to the speakers,
starting with Roberto Diana, ABB
Local Sales Manager, who introduces
us to the electrification of traction systems.
“Electric motors, the number of
which will double by 2040, use around
45% of the world’s electricity. Increased
efficiency allows savings of up to
10%”. Commenting on ABB’s contribution,
Diana emphasises that: “We
are flexible in terms of technical solutions,
adapting to different systems
and applications with limited effort,
because our systems are modular. We
are among the few in this field that can
provide integrated systems, comprising
converter, motor and batteries.
On the traction system, we typically
deal with power conversion. We have
a family of inverters and DC/DC converters,
traction motors, traction batteries,
PLCs”.
With Augusto Fusari, Application
Manager, we dive into power conversion.
“The HES880 is derived from an
industrial inverter, on a chassis specifically
designed for a vehicle application.
IP67 protection, 4 Giga, shock
up to 30 Giga, quadriface connectors.
Liquid cooled (-40°C to +70°), it uses
a CAN-bus and operates in a temperature
range of -40° to +85°. With the
same chassis, acting on software, we
can have several functionalities. A
DC/DC control on batteries or supercapacitors,
motor control and a grid
connection. We can also work offgrid,
creating a grid with the desired
frequency and voltage. This inverter
is available in 3 sizes: 350A, 600A,
900A peak, which are suitable for heavy
vehicles. Here we present a typical
configuration: on-board charger, an
HSE880 with its own filter, which can
be connected to a grid or have a DC/
DC controlling battery charging and
discharging. It is useful for batteries
with a lower voltage than the DCBus.
The inverter controls electric motors
of all types, both permanent magnet,
asynchronous and reluctance motors.
A built-in chopper is available on this
inverter. We are thinking of the new inverter
generation, more compact and
lighter, 300A current and 500A peak,
high VdcBus voltage, 400 to 850 volts.
AMXE motors are available in four sizes,
132, 160, 200, 250, which do not
differ in speed (the standard is 5,000
rpm). They can range from 20 to 250
kW and are segmented at 240, 500,
900 and 1,500 Nm. The shock that is
continuously withstood is 4G of vibration
and for a shock we go up to 50G.
As standard, the motors always have
the resolver fitted, in order to have
feedback and allow the inverter to
work in closed loop, but with the ABB
control we can also control the motor
in open loop without any feedback”.
Lorenzo Gambelli is Project Leader
Engineer. He is in charge of narrating
the energy storage systems. “ABB uses
LTO technology. Inside the cell is an
anode composed of lithium titanate
oxide. It is not susceptible to thermal
runaway, does not generate unstable
phenomena, has a high power density
and a higher number of loaddischarge
cycles than other techno-
44
45

OFF-HIGHWAY
#ENERGY #STORAGE #PROTECTION
ABB CAPITAL MARKETS DAY 2023
Volvo Group recently formed a new business area called Volvo
Energy, which will focus on battery lifecycle and circularity. They
are responsible for taking care of them in each step of their lifecycle
and making sure the batteries are performing and recycled
or remanufactured at the proper stage to recover the very
valuable and rare raw materials. For example, Volvo Energy has
a team involved in the development of charging and infrastructure
solutions to help expand charging locations. They also have
a team dedicated to monitoring and reporting on the state of
charge (SoC) and state of health (SoH) of the batteries to determine
how they’re performing and when they might need to
be replaced — and if they do need to be replaced, where they
go next. These two groups are focused on a battery’s “first life.”
During a battery’s first life, Volvo’s intelligent battery management
system protects the battery from excessive degradation.
These systems ensure an optimal SoC, prevent extreme temperatures
and optimize charging cycles. They continuously collect
data and analyse it to further improve the battery’s performance
throughout its life. This work helps EV owners and operators get
optimal performance.
Björn Rosengren, ABB CEO: “Our strong 2023 delivery was the result of both
our leading market position in electrification and automation, as well as ABB
being a more agile and efficient company in its execution. With our upgraded
financial and sustainability targets we look to the future with confidence.”
logies. It allows less degradation of
the cell over time. Compared to LTO
technology, Nmc has higher energy
density, lower fast-charging and peak
power handling performance, as well
as fewer cycles. LTO batteries allow
more charge and discharge cycles and
less degradation of the cell’s intrinsic
parameters”. Gambelli reiterates the
concept of modularity and flexibility.
“The single cell is our building block
for all storage systems, which see integration
at the sub-system level and
increasingly complex integration at
the high level”. We move on to BESS
(Battery Energy Storage Systems).
“The ABB 55V module integrates 48
base cells and 2.5 kW of energy. These
modules are made with the help of
robots that organise the laser welding,
in order to minimise human error and
contamination from external agents.
Then, there is the standard string,
which integrates a certain number of
variable modules, depending on the
application. Finally, there is the possibility
of integrating five strings, for
customised designs. In the mechanical
layout of a standard string, there are
power interfaces. Power and signal
interfaces interconnect the strings
with other strings and also with external
systems, to simplify high-level
management and supervision of the
entire ESS. Inside this string there are
additional components: voltage sensors,
power contactors, pre-charge
contactors, protection fuses and the
BMS unit, which monitors the status
of the cells. With this type of data
analysis, both in real time and postprocessing,
it is possible to implement
condition base maintenance activities
on the entire fleet. To summarise: the
chemistry used for the ABB cells guarantees
a high level of intrinsic safety;
high performance over an extended
range of temperatures and extreme
environmental conditions; the ability
to charge and discharge the batteries
at high power rates; and high durability”.
With Giovanni Andrea Amodeo, Product
Marketing Specialist, we move
on to the cable protection system. “We
have three families of risk factors: mechanical,
environmental, and factors
such as water, steam and other material
or chemical agents that can enter the
cable protection system. What does a
cable protection system look like? There
are four key elements. Corrugated
conduits; joints or connectors; shells
protecting the wiring interface, corrugated
conduit and actual connector;
modular supports that help us in the
orderly distribution of wiring inside
the machine. ABB’s Harnessflex Evo
system is the only one on the market
specifically dedicated to heavy-duty
electrically-driven vehicles, protecting
the complete system from connector
to connector. The corrugated conduits
are offered by ABB in the orange
colour that distinguishes high-power
connectors. We use two materials, copolyester,
which is flame retardant, and
polyamide 6, which is more resistant
to abrasion and ageing. A proprietary
feature of our corrugated conduits is
the ‘vibration friendly profile’: when
the conduit flexes at the bottom point,
where there is the highest concentration
of stresses, the design redistributes
stresses around the circumference.
Where there is a high fill factor in the
corrugated conduit, there is no damage
to the conductor insulation. The
conduits are severely tested both in
terms of hours and bending cycles, so
that they follow the entire life cycle of
the machinery”. Let’s proceed with fittings
or joints. “Of different types and
sizes, they are all orange. The opening
of the fitting is in the horizontal plane
and, as a result, the intersection of
the conduit facilitates installation. The
low-profile clips are integrated into
the structure. They are made in such a
way as to prevent accidental opening.
They have an internal profile, from the
point of view of the conduit intersection,
which exerts a very strong resistance
to tearing”. Let’s move on to
the back-shells, or protective shells at
the interface between the corrugated
conduit and the connector. «Compared
to heat-shrinkable conduits or other
types of systems, they provide true
protection of the interface and connector.
When we install them, we create
an integral connection between connector
and corrugated conduit, which
reduces the effect of vibrations and
impacts. It protects the connector and
the interface with the cable, the heart
of the electrical system. Only ABB has
dedicated shells for power connectors
for electric traction heavy-duty applications.
We cover single- and doubleposition,
straight or 90° connectors
with just 9 codes. Thanks to their flexible
design, the PMA trust modular
support systems allow us to distribute
wiring and conduits neatly on the vehicle
surface”.
46
47

SUSTAINABLE TECHNO
#BOSCH #YANMAR #CATERPILLAR #BORGWARNER #BYD
BOSCH: NEW INJECTION TECHNOLOGY FOR HYDROGEN ENGINES
I NEED NO MORE
LUBRICATION
Bosch’s focus on hydrogen as a
key element for achieving climate
neutrality goals, particularly
for heavy vehicles and
specific applications in agriculture.
At Agritechnica 2023, Bosch highlighted
an injector for direct hydrogen
injection that doesn’t need additional
lubrication. This innovation could
potentially enhance the efficiency
and reliability of hydrogen-powered
engines in agricultural machinery. In
the course of a vehicle’s service life,
the injector opens and closes roughly
one billion times. To ensure that this
always works reliably, the engineers
developing the hydrogen engine had
to overcome two challenges: one, the
lubrication provided by the fuel in
the diesel engine is absent; and two,
the hydrogen may react with materials
it comes into contact with. The
engineers’ solution is a sophisticated
design that keeps the media separate
inside the injector, and uses various
coating technologies. The systems
for low-pressure direct and port injection
have been developed for engines
that can also be operated with heavy
loads and in difficult environmental
conditions. As a systems supplier,
Bosch also offers electronic control
units, products for storing and supplying
hydrogen, and other powertrain
components. “More than 90% of the
development and manufacturing technologies
needed for the hydrogen engine
already exist,” says Jan-Oliver
Röhrl, the executive vice president
responsible for commercial vehicle
powertrains in the Bosch Powertrain
Solutions division. In addition, the
hydrogen engine consists primarily
of steel and aluminum, which reduces
dependencies on critical raw materials
and their supply chains. At the same
time, Bosch is continuing to improve
its conventional diesel-injection and
exhaust-gas treatment systems for
commercial vehicles and the off-highway
sector. “We want our solutions to
help automakers worldwide further
reduce CO 2
and other emissions,”
Röhrl says.
For example, the modular CRSN common-rail
system for commercial vehicles
and off-highway applications exhibited
at Agritechnica 2023 ensures
efficient fuel supply and injection in
diesel engines. It is scalable for pressure
levels between 1,800 bar and
2,500 bar, and can be configured for
engine sizes of up to eight cylinders.
In addition, Bosch diesel technology
can already run on renewable synthetic
fuels. Such fuels can complement
electromobility or hydrogen-based
powertrains where these solutions face
economic or physical challenges.
YANMAR MODEL E-X1 FOR AGRICULTURE
Following the
prototype electric
machine
presented at
the Construction
DX Challenge 2023,
Yanmar has revealed
its e-X1 concept, an
electric drive compact
electric agricultural
machine. The Yanmar
e-X1 can accommodate
various implements
such as rotary
tillers and grass cutters
at the front and
rear, enabling tasks
like weeding, snow
removal, and cultivating.
Opting for
crawlers instead of wheels ensures
stable operation on slopes and uneven
terrain. With no driver’s seat, the machine
guarantees operator safety during
agricultural tasks through remote
control. The incorporation of autonomous
driving features is also under
consideration. Yanmar Agribusiness
plans to initiate market monitoring
in 2025 and actively progress toward
mass-production through rigorous design
and testing, with the goal of contributing
to the decarbonization of the
agricultural sector.
BorgWarner enters deal with BYD’s FinDreams
BorgWarner will be in charge of manufacturing LFP battery packs for
commercial vehicles utilizing FinDreams Battery blade cells (presented
in 2020) in Europe, the Americas, and select regions of Asia Pacific.
The duration of the agreement is 8 years. At Busworld Europe 2023
BYD presented the B2 electric bus platform, utilizing the Blade
Battery. BorgWarner’s battery capabilities build back on the purchase
of German battery module producer Akasol in 2021. In addition to
receiving state-of-the-art blade cells for manufacturing LFP battery
packs in the covered geographies, BorgWarner will receive a license
from FinDreams Battery to use FinDreams Battery’s intellectual
property related to its battery pack design and manufacturing process.
Cat and CRH for electric off-highway trucks and charging solutions
Cat has signed an electrification strategic agreement with CRH to advance the deployment of Caterpillar’s zero-exhaust
emissions solutions. CRH is the number one aggregates producer in North America and the first company
in that industry to sign such an agreement with Cat. The agreement is focused on accelerating the deployment of
Caterpillar’s 70 to 100-ton-class battery electric off-highway trucks and charging solutions at a CRH site in North
America. Through the agreement, CRH will participate in Caterpillar’s Early Learner program for battery electric
off-highway trucks, testing and validating the units in real-world applications. CRH will also provide voice of customer
feedback to address safety, performance, operational and compliance requirements for the aggregates industry.
48
49

TECHNO
#KOMATSU #GM #FUELCELL #MINING
SUPPLEMENT
DUMPER TRUCK LIKES H2
General Motors and Komatsu are
collaborating to jointly develop
a hydrogen fuel cell power
module tailored for Komatsu’s
930E electric drive mining truck. According
to the OEM from Japan, hydrogen
fuel cells are lightweight, quick
to refuel, and suitable for electrifying
applications traditionally powered by
diesel engines. Hydrogen enables the
storage of large amounts of energy
in the vehicle without compromising
its load capacity. Furthermore, fuel
cells offer a zero-emission solution
for demanding mission vehicles, like
the Komatsu 930E dump truck with
a rated payload of 320 tons. These
vehicles typically operate in a single
mine, which simplifies the challenges
of sizing and implementing an effec-
tive hydrogen refuelling infrastructure
to serve the vehicle fleet. “At GM, we
believe fuel cells can play an integral
role in a zero-emissions future, helping
to electrify heavier-duty applications,
beyond passenger vehicles,” said
Charlie Freese, executive director of
GM’s Global Hydrotec business. “Mining
trucks are among the largest, most
capable vehicles used in any industry,
and we believe hydrogen fuel cells are
best suited to deliver zero emissions
propulsion to these demanding applications.”
In GM and Komatsu’s plans,
the prototype Hydrotec-powered mining
dump truck will be tested at Komatsu’s
Arizona research and development
proving grounds over a couple of years.
This vehicle will be powered by over
2 megawatts of Hydrotec power cubes.
Engines and components for OEM
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50

The real power of
TOMORROW
is how
TODAY.
we power
The simple truth is that humans build. Progress is core to
who we are. And whether it’s an engine to run a machine or
one to power a data centre, reliable power is critical to this
progress. However, we must find a balance between power
and sustainability – helping our customers to achieve their
climate-related objectives.
At Perkins, we are helping to create the sustainable jobsites
and power solutions of the future. With over 90 years of
experience, invention, and inspiration at our backs, we are
providing power solutions for a reduced-carbon future.
It’s not just the power of our engines.
It’s about the power of tomorrow.
Together, we power ahead.
perkins.com