Powertrain International 2024-6

Powertrain 

INTERNATIONAL 

Raise the 

KOREAN FLAG 

HD Hyundai Infracore DX is the Diesel of the Year 2025 - 

FPT Industrial XCursor 13 wins the Alternative Engine Award - 

EIMA previews - Himoinsa - Echoes from IAA Transportation 

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 

November 2024

NOVEMBER 2024 

powertraininternationalweb.com 

CONTENTS 

GENERIC 

ICE 

H2 HYDROGEN 

kWe ELECTRIC 

GAS 

10 

AWARDS 

10. DIESEL OF THE YEAR 

HD Hyundai Infracore DX05 - DX08 

14. ALTERNATIVE ENGINE AWARD 

FPT Industrial XCursor 13 

EIMA INTERNATIONAL 

18. SAIM INDUSTRIAL 

The super-compact hybrid. With Kubota 

19. 4E-CONSULTING 

5 hybrids by the ZAPI Group integrator 

OFF-HIGHWAY 

20. DEUTZ & TAFE 

We talked to Interact Analisys about it 

FOLLOW POWERTRAIN INTERNATIONAL ON: 

POWER GENERATION 

24. HIMOINSA 

HGY Series. Over 1 MW. With Yanmar 

20 

24 

IAA HANOVER 

26. CUMMINS & FPT INDUSTRIAL 

The all-round driveline 

30. CATL 

Battery technology on four pages 

FOCUS 

34. ALLISON 

The European Customer Experience 

MARINE 

36. SMM 

Fuel makes the difference 

40. SCANIA 

Next Generation is ready for water 

42. BAUDOUIN 

Three new engines on display 

COLUMNS 

4. Editorial 6. Newsroom 44. Components: Chalmers 

University, Parker, ZF 48. Sustainable Techno 

EDITORIAL: “Hallo, Hybrid. How are you?” 

Phase out in 2035? The electrification forced in stages? 

“Chronicle of a death foretold? The perfect storm? 

Or, much ado about nothing?” 

3

EDITORIAL 

by Fabio Butturi 

HALLO HYBRID: HOW ARE YOU? 

CAN communicate 

Electronically-Controlled Small Diesel Engines 

below 19 kW with reduced emissions 

D1105-K 

D902-K 

I 

warned you that this would happen, and I was right! 

There is no more annoying complaint than this, 

among the habits of blunt dialectic. Here’s where 

it gets even more entangled, should there be any 

need. Why is it urgent to understand who says what, 

and to whom? Let’s complete the sentence: “I said that 

with this timing on the internal combustion engine ban, 

the European industry would not hold up!” Now it is 

certainly clearer what the stumbling block is. Chronicle of 

a death foretold? The perfect storm? Or much ado about 

nothing? Some clouds of bad presages are gathering in the 

sky, starting with the cradle of the European mechanical 

engineering industry: Germany. It is public knowledge, 

but it was Reuters, among others, that announced in 

early September that Volkswagen is considering closing 

factories in Germany, “in a move that shows the mounting 

price pressure Europe’s top carmaker faces from Asian 

rivals.” Also, in the first ten days of September, The 

Guardian headlined “Earthquake at Volkswagen”, 

quoting the headline of the Wolfsburger Nachrichten 

(Wolfsburg News). It seems like an age and not just two 

years ago, when €460 million was forecast by 2025 for 

the conversion of the automotive German giant’s main 

manufacturing facility from electric driveline. In March of 

this year, Spiegel International wrote about “an existential 

crisis in the German auto industry”. There are rumours 

of a partial change of mind on the hybrid by German 

carmakers. Some Chinese manufacturers have also 

relaunched, despite the leadership in BEV technology, 

albeit with the gasoline-electric formula (see Geely and 

BYD). Thinking about this peculiar conjuncture, with 

could boost the hybrid driveline, POWERTRAIN has 

arranged a workshop to be held at EIMA International 

in Bologna on Friday 8 November. What about diesel 

and alternative solutions among tractors? A roundtable 

of engine manufacturers will listen and reply to the 

views of an OEM that in agriculture, and not only, has a 

decisive specific weight: CNH Industrial. It will be the 

head of the EU Advanced Powertrain and Electrification 

Platform to introduce the vision and expectations on ICE 

of those who fit the engines and, in a second talk, on 

electrification and so on. 

The new Kubota TVCR combustion technology with unique fuel injection 

enables electronic control of even small engines and improves emissions. 

Black smoke is reduced to an invisible level 

Fuel efficiency improved by about 5 % compared to conventional model 

Highly efficient and stable operations; integrated/intelligent control 

China's national 

smoke regulations 

Category III* 



Category III* 



Category III* 

Find Kubota Engines here: 

EIMA, Bologna, Nov. 6 – 10 

SAIM, hall 15 stand D/20 

* Limits and Measurement Methods for Exhaust Smoke from Non Road Mobile Machinery Equipped with Diesel Engine 

4 

D1105-K 

D902-K

NEWSROOM #BOSCHREXROTH #IMPACT #BLC 

AROUND BATTERIES 

THERE IS 

A BEFORE AND 

AN AFTER 

C 

C 

The disruption of the 

driveline paradigm 

caused by electrification 

also affects recycling 

production processes. 

Read about Impact Clean 

Power Technology, BLC 

and Bosch Rexroth 

We start from the beginning, 

that is, from the point 

where the battery has yet 

to take shape. Polish battery 

systems Impact Clean Power 

Technology has launched what the 

company claims being “Europe’s 

most modern, highly automated” 

lithium-ion battery production line. 

The new line, designed and manufactured 

by Teamtechnik, will allow 

the company to increase its generating 

capacity from 0.6 to 1.2 GWh 

in 2024, and ultimately to up to 4 

GWh. The line structure consists of 

22 stands and covers an area of 1,375 

m² and uses the TS7 conveyor system 

from Bosch Rexroth, which can handle 

batteries with dimensions of 1.8 x 

0.5 x 0.5 m and a maximum weight 

of up to 1 tonne (the average weight 

of a single battery is around 300 kg). 

The flex-type line makes it possible 

to produce different battery sizes simultaneously 

and it is scalable. This 

highly automated production line will 

allow Impact’s production capacity to 

increase from 2,500 to at least 16,000 

lithium-ion batteries per year. According 

to Impact Clean Power Technology 

figures, this means that a complete 

battery system dedicated to heavy 

transport will be made every 11 minutes. 

We mentioned Bosch Rexroth 

and it is from the German company 

that we start. Again, we are talking 

about batteries and related industrial 

practices. The company supplied one 

of the first automation solution Europe 

to BLC, The Battery Lifecycle Company, 

a joint venture between Remondis 

subsidiary TSR Automotive and 

Rhenus Automotive. The TS 5 transfer 

system transports battery modules 

between the diagnostic, discharging 

and dismantling stations. As a roller 

conveyor system, it meets the require- 

M 

ments of recycling plants and is specially 

designed for transporting heavy 

Y 

loads. “The automated discharge de-Cveloped 

by Bosch Rexroth not only 

MY 

simplifies recycling, it also increases 

CY 

efficiency and safety. Modules can be 

CMY 

deep discharged within a few minutes. 

K 

This is an enormous gain in productivity. 

Risks such as short circuits and 

fires are minimized,” summarized 

Lukas Brandl, Managing Director at 

BLC. “Thanks to the Bosch Rexroth 

solution, we are ideally equipped to 

recover valuable resources and minimize 

the ecological footprint in the 

industry. We want to recycle up to 

15,000 tons of battery material a year 

at the Magdeburg location,” pointed 

out Brandl. Bosch Rexroth offers the 

EV Battery Recycling Suite solution 

kit for the industrial diagnosis, discharging 

and dismantling of used EV 

batteries to both plant operators and 

system integrators. Its modular design 

enables economical scaling to higher 

quantities and adaptation to future 

challenges in battery recycling. Bosch 

Rexroth relies on open standards 

throughout for communication and 

programming. 

M 

Y 

CM 

MY 

CY 

CMY 

K 

6

NEWSROOM #DIECI #BAUDOUIN #CUMMINS #HYDROGENENGINEALLIANCE 

DIECI’S TELESCOPIC HANDLERS ELECTRIC WAY 

For the Italian telehandlers company 

DIECI, ‘electrical’ is flexible, as 

demonstrated by the Dual Energy 

solution applied to the Pegasus rotary 

telehandlers. This allows them to 

work at full speed in both full electric 

and diesel mode. The Dual Energy 

kit works with a simple connection 

to an external 380/400V socket. In 

this way, once the machine is positioned, 

it works like a classic construction 

crane, performing all the 

normal lifting and positioning operations 

with the telescopic boom. 

Translation is obviously excluded. 

In fact, the latter cannot be operated 

without starting the ICE either from 

the cab or from the radio control. It’s 

so allowed to use the electric motor 

indoors without the need for ventilation 

devices. The removable kit 

can be easily dismantled and fitted 

on another identical machine. The 

Apollo-e 26.6 is a compact machine 

that can be summarized with the following 

features: Dual 44 kWh lithium-ion 

(LiFePo) batteries; the second 

battery to be added or removed 

at any time. Standard ‘all-in-one’ 

on-board charging system suitable 

for any charging infrastructure commonly 

found on construction sites. 

Three charging sockets all located in 

easily accessible spots. The sockets 

recharge with the bonnet closed for 

operator safety and to prevent vandalism: 

industrial (110/220V); threephase 

(380/400V); Mode 3 Type 2 

(charging stations). The DIECI Apollo-e 

26.6 has a modular design that 

allows the hirer to offer a telehandler 

with 1 or 2 lithium batteries. The full 

electric technology of the Apollo-e 

26.6 is also fully compatible with 

new features still under development. 

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. 

BAUDOUIN FOR 

DATA CENTERS 

A DEDICATED SERIES OF 

GENSETS PROVIDES UP 

TO 5250 KVA 

Moteurs Baudouin launch 

dedicated power gensets for 

data centers. With capabilities 

of powering up to 5250 

kVA, The new gensets have achieved 

Uptime Institute certification and 

comply with ISO-8528 G3 standards. 

The 20M55 generator set boasts an 

industry-leading output of 5250 kVA, 

making it one of the highest-rated 

generator sets available worldwide. 

“Our commitment to innovation and 

quality has led us to develop this stateof-the-art 

generator set that meets the 

evolving needs of data centers worldwide. 

These generators not only offer 

best-in-class lead times for delivery 

but also reflect our dedication to supporting 

the digital infrastructure critical 

to businesses across Europe,” said 

Enrique Moraga, Business Development 

Director at Moteurs Baudouin. 

H2 ENGINE ALLIANCE 

Cummins, alongside the 

Hydrogen Engine Alliance, 

Bosch and other industry 

partners have highlighted 

how hydrogen internal 

combustion engines 

(H2-ICE) can power 

strong, clean energy 

economies. A major 

focus was on H2-ICE and 

FCEV as complementary 

technologies. Growth 

in H2-ICE would drive 

increased hydrogen fuel 

production, lowering costs 

and generating customer 

acceptance of hydrogen as 

a fuel. H2-ICE could also 

support carbon reductions 

in a shorter time-period 

due to its use of existing 

technology and supply 

chains, progressing the 

development of hydrogen 

infrastructure ready for 

wider scale adoption of 

hydrogen fuel cells. 

8 

©2024 Cummins Inc.

DIESEL OF THE YEAR 

#HYUNDAI INFRACORE #EIMAINTERNATIONAL 

HD HYUNDAI INFRACORE 

DAWN 

OF 

DX05&DX08 

FROM DOOSAN INFRACORE TO HYUNDAI 

Synergy, a word that means a lot. This is demonstrated 

by the acquisition of Doosan Infracore by Hyundai Heavy 

Industries. They commented at the time: “The acquisition 

is part of a broader project to expand and strengthen the 

Hyundai holding company, which aims to develop synergies 

that will enable it to play an increasingly central role in the 

shipbuilding, energy and construction machinery sectors, 

with the goal of entering the top five global players in 

the sector by 2025. In this far-sighted design, the Doosan 

brand is the spearhead in the engine sector, especially for 

its know-how in research and development on specific lines 

such as electric motors and fuel cells.” The skills that Korean 

companies are able to display can also draw from the tank 

of their automotive big brother. We cite the Hyundai Xcient 

Fuel Cell truck, the agreement with Iveco to develop an 

electric van, and that with Kia for the joint development of 

electrolytic polymer membranes for fuel cells. Remaining in 

Korea, Hyundai Motor Group and Korea Zinc have entered 

a collaboration on nickel procurement and processing, the 

sourcing of semi-finished materials. A joint venture with 

LG is aimed at making batteries for electric cars in the US. 

Not forgetting the vehicle-to-grid approach. HDI itself has 

developed hydrogen engines for commercial vehicles and 

land vehicles. Large-scale production is planned for 2025. 

The Koreans really have a lot of aces up their sleeve. 

This story is rooted in time, 

some ten years ago, between 

the 2008 subprime crisis and 

the pandemic in 2020, when 

Doosan Infracore launched the G2 

range. A triad of 1.8-, 2.4- and 3.4-litre 

compact engines initially intended 

for captive application (such as 

forklifts, skid steer loaders and mini 

excavators, and for Bobcat requirements). 

However, they were aiming 

at the free market, as the supply of 

8,000 units to Goldoni Keestrack 

proves. An architecture in step with 

the times and designed around the 

key requirements of compactness 

and power density. The consecration 

comes with the extension of this approach 

to a 4- and 6-cylinder modular 

duet with 1.25-litre barrel (BxS 

110 x 132). Named DX05 and DX08, 

The Korean star is 

also reflected in the 

Diesel of the Year. 

South Korea is in the 

empire of industrial 

powers, cinema in 

the author anthology, 

K-pop in the playlist 

of teenagers. The 

2025 edition is about 

Hyundai Infracore 

DX, 4- and 6-cylinder 

modular (BxS 110x132 

mm), which have what 

it takes to stand out 

they are expected to make their way 

among maxi excavators and a plethora 

of other off-highway applications 

and extend the application coverage 

of what has since become Hyundai. 

We got a preview of a miniaturized 

model under a display case at the 

Hyundai DI stand at Conexpo in Las 

Vegas. In early March 2023, we were 

told that: “We started completely 

from scratch with a new electronic 

engine which has 5-litre and 7.5-litre 

displacement. Our target is both 

Stage V and China V. We see two 

different strategies to approach this 

kind of long journey. Reasoning from 

a future perspective, the market will 

reward a multitasking approach, and 

there will not be a winning solution. 

Maybe things will change in 2040 or 

2050; until then, we have to support 

our engine business and that is why 

we are developing two different strategies 

for the internal combustion en- 

gine and the factory of the future”. 

So, let’s summarise the last two 

sentences: the internal combustion 

engine of the future is the present 

and is called DX, which is officially 

Diesel of the Year 2025. A monopoly 

of the western industry until the 

arrival of the Rising Sun on the mo- 

10 

11

DIESEL OF THE YEAR 

#OFFHIGHWAY #POWERGEN 

toring scene, the Diesel of the Year 

stopped for the first and only time in 

the East in 2019. Five years ago, the 

award ceremony involved Kubota’s 

management and engineering staff. 

Now, let’s cross the Strait of Korea, 

because it is in South Korea that the 

award that has recognised the gradient 

of innovation of the diesel-cycle 

combustion engine since 2006 will 

move. Already set up in G-Drive format, 

for the needs of power generation, 

we are willing to bet on a forthcoming 

conversion to the marine 

sector. Multidisciplinarity is one of 

the privileged parameters in the pedigree 

of the Diesel of the Year. Korean 

engineering has perfected the twinstage 

to calibrate the supercharger 

with torque entry at low revs and rapid 

filling of the entire curve up to the 

apex point, approximately from 900 

to 1,400 rpm. The 5-litre and 7.5-litre 

respectively reach up to 171 kW 

and 955 Nm and 254 kW and 1,460 

Nm. Compared to the Korean engine 

maker’s previous models, there is 

an estimated 6% jump in power and 

torque for the 5-litre engine. Moving 

on to the DX08, it is estimated at 

19% and 15%. The refined software 

and ECU, which were developed inhouse, 

allow significant margins for 

customisation according to transients 

and work cycles. Speaking of elasticity, 

the DX05 and DX08 are also 

available with a single turbocharger 

with a wastegate valve. A prospect 

that fits with both partial electrification 

and possible conversion to hydrogen. 

Two options that Hyundai 

has firmly in its sights. Back to Con- 

expo, “The software that controls the 

hybrid system is an in-house development 

by Hyundai. We can provide 

the full system, the engine and the 

electrified components. Hyundai also 

engineered the battery pack. We have 

the engine technology and the electrified 

system as well. So, we are able 

to provide to our customers a technological 

combination with the battery 

pack. We are talking about I-on lithium 

battery, 48 Volt for the smaller 

applications up till a 360 Volt offer 

for the bigger machinery. Anyway, 

the most demanding applications 

need a huge amount of energy, and 

they need an excessive battery pack 

volume. The requested energy is too 

much operating in a long time. For 

these reasons, we adapted our internal 

combustion engine to hydrogen 

fuel. We displayed an 11-liter displacement, 

the base engine is a diesel 

and gas engine that we converted 

into hydrogen. It delivers 300 kW 

and 1700 Nm and can be adapted to 

commercial vehicles, trucks and buses. 

It can be used also for excavators 

(about 30 and 34 tons) and construction 

equipment. It also fits gensets”. 

This is what you call a thorough 

roadmap, a projection of Hyundai’s 

propulsion skills, which in Korea 

find virtuous synergies for electrification 

and digitisation. 

We end with the presentation coming 

straight from Incheon. 

“Developed for a wide range of applications, 

from construction equipment 

to heavy-duty trucks and generators, 

DX05 and DX08 engines are set to 

redefine the standards of versatility 

and reliability. DX05 and DX08 engines, 

belonging to 5L and 7.5L class 

respectively, have been developed 

with the latest technologies to ensure 

eco-friendly and cost-effective 

operations. These engines are scheduled 

to begin mass production in the 

fourth quarter of 2024. In developing 

the new DX engines, a key focus was 

on durability and performance. We 

have employed high-strength materials 

for major structural components, 

including cylinder block and cylinder 

head. For moving parts such as tappet, 

piston, and piston ring, wear-resistant 

materials were chosen to enhance 

durability. Furthermore, the 

use of two-stage turbocharger in the 

intake and exhaust systems not only 

delivers 21% increase in power output 

compared to previous engines, 

but also improves low-end torque. 

Our years of research and development 

in combustion technology have 

culminated in these engines. We 

have achieved emission reductions 

and fuel efficiency improvement of 

up to 8% compared to previous engine 

models through advanced combustion 

technologies, optimized fuel 

injection systems, and enhanced air 

management. 

Moreover, we focused on crafting a 

customer-centric product by enhancing 

serviceability and convenience. 

We’ve extended the maintenance 

intervals for fuel filter and oil filter 

from 500 to 1,000 hours, and implemented 

features like super impactor, 

auto tensioner, and HLA (Hydraulic 

Lash Adjuster) to ensure maintenance-free 

operation.” 

12 

13

ALTERNATIVES 

#FPTINDUSTRIAL #HVO #GAS #HYDROGEN 

ALTERNATIVE ENGINE AWARD 

UNDER THE 

SIGN 

OF MULTIFUEL 

FPT Industrial’s XC13 won the 

first edition of the Alternative 

Engine Award. This matter-offact, 

powerful opening needs a 

bit of context. So let’s leap back to a 

few issues ago – and please forgive 

us for self-citation. 

“POWERTRAIN has embraced the 

battery electric vehicle approach 

wholeheartedly, but with a strongly 

non-devotional attitude. The road 

that leads to liberation from car exhaust 

pollutants is paved with pitfalls 

and external variables. Why 

then stubbornly insist on ignoring 

the most efficient, well-proven technology 

ever used? We’re talking, 

obviously, about the internal combustion 

engine, which now proposes 

itself as its own alter ego.” 

Electric vehicles sales declined 

An award that seems 

tailor-made for the 

XC13 by FPT Industrial. 

It is the Alternative 

Engine Award. 

The 13-litre has always 

been the star of the 

Cursor family and in 

the new X version it has 

been applied since its 

birth to IVECO trucks 

and, in the hydrogen 

version, has been on 

the ski slopes for three 

years with a snow 

groomer by Prinoth 

sharply in Germany once government 

incentives dried up, and the 

supply chain has taken a worrying 

step backward (almost 15,000 Daimler 

workers risk being laid off, while 

Volkswagen’s need to save 10 billion 

Euros sparked shock announcements 

that the shutdown of domestic 

operations is being considered). 

This could speed up a rethinking of 

the very meaning of transition. Are 

these circumstances marking the redemption 

of ICEs? 

The reappraisal of the hybrid solution 

may point to that. After becoming 

marginal following the Dieselgate, 

it is now offered in a combo 

with Otto cycle units; a recipe that’s 

probably scarcely suitable for long 

haulage on the road and totally unviable 

for industrial, stationary and 

marine applications. The combination 

of diesel, battery packs and 

electrical motors, freed from the 

lurking prejudice against the ICE, 

now testifies to the fact the so-called 

conventional approach to powertrains 

was redeemed and cleared of 

charges, making its comeback into 

engine compartments, under the 

bonnets and behind front grilles, encapsulated 

in gen-sets – places that, 

by the way, it had never left. Here 

the question arises. Why aim to 

something different than the Diesel 

of the Year? The award is nearing its 

first twentieth anniversary, is more 

timely than ever, and needs no beauty 

booster. 

Well, the Alternative Engine Award 

is rooted in its being, indeed, an alternative. 

Again, we’ll quote ourselves and repeat 

what we said a few months ago. 

“The engine block versatility certainly 

pays off well, being suited to a 

variety of fuels, starting with diesel. 

The design of an engine of this kind 

sure requires a common crankcase 

and almost all of its components. 

Major changes are found in its vital 

organs, such as injection and turbocharger. 

Sure, it needs to adapt to 

the Otto cycle – hence controlled 

ignition – for gaseous fuels. Plus, 

it must be compatible with burning 

hydrogen in its combustion chamber. 

Ideally, it should fit in with all 

of the following: diesel, HVO and 

biodiesel, CNG/LNG, H2 ICE and, 

possibly, include a battery pack as a 

back-up (PHEV/MHEV). 

A set of features that could further 

be enriched with a multitasking 

personality: as in the case of conventional 

Diesel cycle engines, the 

possibility of fitting multiple applications 

would indeed be a “nice-tohave” 

skill to include in its resume.” 

So the focus will inevitably be 

on all those engine platforms that 

were designed specifically to digest 

non-fossil fuels and eventually 

switch to hydrogen, but also prove 

to be nimble and flexible in terms of 

application range. 

We liked how the engineering dept 

at JCB worked on the Ecomax – 

Diesel of the Year 2011 winner. 

The 4.8-litre was set up to run on 

hydrogen. Put to the test at quarry 

sites in UK, it handled it pretty well. 

Deutz, too, recently saw 100 gensets 

fitted with their TCG 7.8 H2 being 

14 

15

ALTERNATIVES 

#MULTIFUEL #PRINOTH #IVECO 

commissioned at the Chinese State 

Innovation Zone ZGC, Beijing. 

Speaking of industrial applications, 

Bergen Engines, Caterpillar, Kohler 

(recently renamed Rehlko), Kubota, 

Liebherr Components, Perkins, 

Rolls-Royce Power Systems, Volvo 

Penta, Yanmar, VM Motori, Weichai 

are also venturing into this same territory, 

not to mention AVL and Dumarey 

among others. It’s Cummins 

that made the biggest step forwards, 

deploying all its resources, from 

road units (showcased at ACT Expo 

in Las Vegas as well as at the IAA), 

the specialist brand Accelera, down 

to Hydrogenics, whose expertise it 

incorporated back in 2019. 

So why did the award go to FPT Industrial? 

Down in the belly of XC13 you can 

stored in a battery. No application 

is left out: commercial vehicles and 

trucks, city as well as mid- to longhaul 

buses, building site and earth 

moving machinery, tractors. 

What FPT’s former CEO said back 

then sounds like a prophecy: “There 

can be no dominant energy form in 

the future. We advocate for the freedom 

to choose. FPT will maintain 

a pragmatic, multilevel approach.” 

And that’s again our starting point, 

because the XCursor 13 picked up 

the torch, achieving a goal that’s less 

distant in the future and more tangible. 

The engine block can adapt to 

diesel – including synthetic and biodiesel 

– and to methane, including 

in a bio version, and to hydrogen. 

We’ve dug up our recent interview 

with Andrea Abbà, Product Marfeel 

an echo of the Cursor X. During 

FPT Tech Day at the Village in Turin, 

back in 2018, the Cursor X was 

presented to the press in what looked 

like a dark room. Resembling some 

kind of capsule with a futuristic, Star 

Trek-like look, its design is meant to 

summarize FPT Industrial’s vision: 

the module allows for the three different, 

independent engine units to 

be removable and interchangeable 

– for the sake of clarity, the engine 

can be extracted and replaced more 

or less in the same manner as a cell 

phone battery pack. 

There are three interchangeable 

fuelling modes provided for by 

FPT’s far-sighted engineering creed. 

The Cursor X is made to work with 

the internal combustion of natural 

gas, hydrogen fuel cells or energy 

keting Manager at FPT, which offers 

some background on the XC13 

presented in Barcelona for IVECO’s 

Model Year 2024. 

“Reducing fuel consumption was 

our North Star. To stick to this input, 

we revolutionized the engine starting 

from the very monobloc, 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 (B&S 135x150 

mm, editor’s note). 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 100 kg 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. 

The engine consumes 7% less diesel 

compared to Model Year 2022 

and as much as 9% less compared 

to the MY 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 MY 2022 and 10% 

less compared to MY 2019.” 

And that’s how IVECO’s S-Way 

truck showed up for the IAA Transportation 

in Hanover sporting the 

hydrogen-fuelled 13-litre engine. 

As for industrial units, we have to 

move to ski slopes to find it on the 

Leitwolf h2Motion by Prinoth (image 

above); it has been working 

nose to the grindstone in the snow 

groomer’s powertrain for a couple 

of years now. Hydrogen is stored in 

five tanks mounted on the back of 

the machine, allowing for indicatively 

over three hours of operation. 

We’ll have the time and opportunity 

to further explore the potential of 

XC13 engine platform. 

16 

17


#SAIM #KUBOTA #EIMA 


#4ECONSULTING #ZAPI #HYBRID #EIMA 

SAIM INDUSTRIAL 

4E-CONSULTING 

IT'S A 

IT SCORED 

FIVE 

NEW 

CHAPTER 

GOALS 

W 

e had talked about this with 

Massimo Donà, speaking 

of the newly established 

R&D Integrated Solutions 

department: “We’re developing hybridization 

solutions for Kubota’s 

engine range targeting some specific 

niche applications.” The project has 

now grown into a full-fledged integrated 

SAIM-branded plug-in hybrid 

that will bare its secrets to visitors 

at EIMA. An ICE-electric duet with 

compactness up its sleeve, thanks to 

the unbelievably reduced size of its 

electrical unit, perfectly incorporated 

and flange-mounted to the flywheel. 

As for the diesel counterpart, we have 

the electronically controlled 18.5 kW 

Kubota D1105-K, matched to a 48 

V, 12.8 kW SAIM Industrial unit for 

agricultural and construction applications. 

Nothing stands in the way of 

further ICE range diversification for 

SAIM, depending on local demand 

and application specs. Developed in 

two different versions, it can run in a 

diesel-only mode which requires no 

ATS, electric-only, 12.8 kW, or hybrid, 

featuring a combined max output 

of 30 kW. The control software for the 

entire integrated hybrid system was 

developed by SAIM and includes a 

fourth option, the regenerative mode, 

to charge the battery. Finally, the automatic 

mode, which autonomously 

handle the switch to ICE, regenerative 

and hybrid. SAIM’s expertise as system 

integrator – adding up to its being 

a provider of plug&play solutions – 

surfaces as we take a look at the electronic 

control unit, provided already 

built in the engine and wired, which 

speeds up and simplifies installation 

on the vehicle. The Kubota D1105-K 

is a 1.2 L 3-cylinder capable of delivering 

18.5 kW at 3,000 rpm, which 

statedly reduces fuel consumption by 

5%. That’s the magic of the electronic 

control system that, just like the CAN 

system, puts this small industrial en- 

gine on a par with bigger-sized automotive 

units in terms of characteristics. 

The hybrid is meant to be part 

of a set of ICEs that SAIM intends 

to showcase at EIMA International. 

This features nineteen engines by the 

Japanese manufacturer in the range 

between 8 kW and 157 kW, running 

on diesel, petrol or LPG on display 

at the booth. Providing some background 

on the company’s activities, 

SAIM issued its first sustainability report. 

A reduction of 23% of CO 2 

emissions 

over the last year. The company 

implemented measures that curbed 

overall consumption by 25%. SAIM 

is also investing in the local community. 

Strengthening of safety, health 

and wellbeing programs that led to recording 

zero accidents, an increase of 

8% in the workforce and 1960 hours 

of training delivered. A 32% turnover 

increase, 89% of economic value distributed 

to suppliers. Renewal of the 

ISO 9001:2015 certification. 

Paolo Patroncini is General 

Manager of 4e-consulting, 

which has joined the Zapi 

Group. “The role of 4e-consulting 

is that of an engineering company: 

we deal with system integration,” he 

says. “We have free reins in the technical 

management of projects, we interface 

with our interlocutors as collectors 

of information, which we bring 

back into the group, in order to identify 

the most suitable components and integrate 

them into the project. There is a 

big divide, which is also cultural, between 

high and low voltage, i.e. below 

96 volts and in the upper range, up to 

800 volts. Projects involving high power 

must necessarily be at 800 V and in 

this approach we also include hybridisation”. 

Shall we talk about the details of your 

involvement at EIMA International? 

“Some manufacturers have turned 

to us in some cases to electrify implements, 

including high voltage; in 

other cases, they wanted to electrify 

the actual machines. At EIMA, our 

partners will present five projects in 

which we have been involved in system 

integration. Let’s start with Stellantis-VM 

Motori, with the brand new 

super-compact 3-cylinder Multijet 

SDE 1.3-litre hybrid, R304 in the new 

denomination. The engine is of FPT 

origin and entrusted to the care of VM, 

for off-highway hybrid applications, to 

which an electric motor with permanent 

magnets and a Zapi inverter have 

been integrated. Forigo Roter Italia 

will present EnerG, a full-electric, 

seed drill-bed former rover which won 

the prize for innovation. The self-propelled 

vehicle is already prepared for 

autonomous driving. It is low voltage 

and controlled by a control unit for 

which 4e-consulting acted as a system 

integrator, using components from the 

Zapi Group: 10 electric motors and 

10 inverters. With Alpego, a high voltage 

electrified harrow, Alysium, with 5 

motors and 5 inverters. Together with 

Ferri, we developed a high voltage 

flail mower». 

Grim completes 4e-consulting’s five 

projects at EIMA. “We’ll be presenting 

a self-propelled sprayer hybrid with 

them, with an FPT Industrial engine”. 

Patroncini makes some last comments. 

“Together with some partners, we have 

taken important steps towards a future 

called ‘precision farming’. Implement 

manufacturers are pushing OEMs to 

provide the indispensable source of 

energy to enable their applications to 

function, and so the propulsion systems 

must necessarily move towards 

hybridisation or electrification. We 

certainly perceive an acceleration in 

electrification, instead of a recession, 

even in the hybrid sector, by companies 

that want to show up at trade fairs not 

for a mere marketing issue, but to sell 

their products, as the benefits are tested 

both in terms of running costs and 

comfort and operability.” 

18 

19

FOCUS 

#DEUTZ #TAFE 

WITH INTERACT ANALYSIS 

TAFE 

DEUTZ AND 

DUAL+ 

BLUE STAR POWER SYSTEMS 

Deutz signed an agreement to acquire 100% of the shares 

in Blue Star Power Systems. The company, based in North 

Mankato, Minnesota (USA), develops, produces and sells 

gensets and is one of the leading manufacturers in the US 

market. For Deutz, the acquisition is an important step 

from a component manufacturer to a solutions provider. 

Now the company is laying the foundations for offering 

complete solutions for local power generation. Deutz 

expects the acquisition of Blue Star Power Systems to 

generate additional profitable revenue of more than US$ 

100 million to more than US$ 150 million per year in the 

medium term. Building on this, revenue in the Deutz 

energy segment is expected to grow globally to around 

€500 million by 2030 through organic and inorganic 

growth. By doing so, Deutz is focusing on the growing 

importance of decentralized energy supply, in which 

generator sets play a key role. The main growth drivers 

are the increase in severe weather events, rising global 

demand for electricity that is being met by outdated 

infrastructure and a rapidly growing share of renewable 

energies that are subject to fluctuations. The increasing 

importance of data centers and microgrids is also driving 

the global market for generator sets, which is expected 

to grow to US$ 34.5 billion by 2030. 

Exactly one year ago, at Agritechnica, 

we interviewed Massimo 

Ribaldone, President Business 

Development at TAFE. The 

third largest tractor manufacturer in 

the world, in terms of volume, heart 

and brain in India, has also put down 

roots in Europe. “TAFE produces 

about 200,000 tractors a year, operating 

the Massey Ferguson and Eicher 

brands in India. Most of the vehicles 

are sold in the Indian and Asian markets, 

with a significant presence in Africa. 

Europe is part of the company’s 

expansion and globalization plan.” In 

this regard, Ribaldone told us about 

the “new research and development 

centre in Telford, England, where a 

team of engineers from all over the 

world focus on developing advanced 

products for European markets.” We 

Deutz signed a 

supply agreement 

with TAFE for up 

to 30,000 2.2- and 

2.9-litre compact 

engines. Using the 

expertise of Interact 

Analysis, we delved 

into the details of 

this agreement 

and Deutz’s Dual+ 

strategy 

had to wait just over half a year to 

welcome the news of the agreement 

between TAFE Motors and Deutz. Indian 

sights shift back from Europe to 

the huge home market, but the most 

interesting “landscapes” are those 

glimpsed from the banks of the Rhine. 

TAFE’s plant in Alwar, Rajasthan, will 

produce up to 30,000 2.2-litre (50-75 

hp) and 2.9-litre (75-100 hp) Deutz 

engines under license. In this case, the 

growing demand in the Indian market 

is in TAFE Motors’ sights, however... 

A deal of this scale opens up multiple 

scenarios. Deutz could in fact exploit 

the Indian production base to market 

its engines in the APAC region, benefiting 

from advantages in production 

and logistics. “The strategic cooperation 

with TAFE Motors secures Deutz 

access to growing markets with strong 

potential and long-term prospects,” 

explains Deutz CEO, Sebastian C. 

Schulte. “It also enables us to continue 

producing at competitive costs in 

the future and makes us less dependent 

on the existing supplier landscape, 

which is becoming increasingly challenging 

due to the technological shift 

and geopolitics”. 

The deal did not miss Interact Analysis, 

which contextualized it within 

Deutz’s Dual+ Strategy. Alastair 

Hayfield (in the image on page 23, 

above) framed the deal in these words: 

“The market for electrification and alternative 

fuels in the off-highway sector, 

including industries like agriculture 

and construction, is progressing 

more slowly than initially anticipated. 

Many companies, including engine 

manufacturers like Deutz, expected a 

quicker transition to electrified or hydrogen-powered 

vehicles, but the reality 

is that this shift is likely to take several 

more years, possibly until 2030 

or beyond. This slow adoption presents 

a strategic challenge for engine 

manufacturers, who must continue to 

make their traditional ICE business 

profitable while also preparing for an 

eventual shift to new technologies. In 

this context, the partnership between 

TAFE and Deutz highlights the complexity 

of this transition. Deutz needs 

to maintain the viability of its engine 

business, which remains its primary 

focus, even as it prepares for future 

changes in the market. The company’s 

strategy involves a careful balance 

between sustaining its current ICE operations 

and investing in the development 

of electrification and alternative 

fuels like hydrogen.” 

The Indian market for off-highway 

engines is indeed large and poised 

for significant growth over the next 

decade, driven by the increasing 

automation of agriculture and substantial 

investments in housing and 

infrastructure. The Indian tractor market, 

which is expected to grow from 

about 900,000 units annually in 2023 

to nearly 1.3 million by 2035, along 

with the construction and road building 

equipment market, which is projected 

to rise from 70,000 to 120,000 

units in the same period, makes India 

a promising market for an engine 

manufacturer. However, the market 

opportunity for the German company 

is more nuanced than it might initially 

appear. The Deutz engines involved in 

the TAFE agreement focus on the 50- 

20 

21

FOCUS 

#DUAL+ #ROLLSROYCE #DAIMLERTRUCK 

ROLLS-ROYCE 1000-1500 SERIES 

News about Deutz’s interest in Daimler Truck engines 

under the mtu brand dates back to late last year. 

Deutz and Rolls-Royce’s Power Systems division have 

completed on August 1 st , 2024, the transaction whereby 

Deutz will take over the sales and service activities for 

various Daimler Truck industrial engines. Specifically, 

the transaction covers engines with a displacement 

of 5 to 16 litres and a power output of up to 480 kW. 

We are talking about the families that revolutionized 

mtu’s off-highway engines and were awarded Diesel of 

the Year for the 1500 Series in 2013. The completed 

transaction sees Deutz take over distribution of the mtu 

Classic model series and the mtu 1000 to 1500 engine 

series, which are based on three Daimler Truck engine 

platforms. The service activities for engines that are 

already in use also form part of the takeover. Following 

a transition phase, these activities are expected to be 

carried out exclusively by authorized Deutz partners 

from January 1, 2025. Rolls-Royce Power Systems 

will continue to use engines based on Daimler Truck 

technology to power railway and military land vehicles, 

as well as for power generation. 

75 hp and 75-100 hp segments, which 

are a smaller part of the overall tractor 

market in India, representing around 

160,000 units annually in 2023 and 

forecasted to grow to 230,000 units by 

2035. While this segment is growing, 

it still represents a narrower market 

opportunity compared to the broader 

figures for the entire off-highway 

sector. Moreover, TAFE’s existing 

relationships with its current engine 

suppliers, Simpson & Co. and TMTL, 

could complicate the dynamics of the 

partnership with Deutz. However, 

Deutz’s involvement is likely to bring 

advantages in terms of better engine 

quality and advancements in compliance 

with local emission standards, 

which could strengthen TAFE’s competitive 

edge in the Indian market. 

Hayfield brought a “life example” 

that was as private as it was indicative. 

“Given the demanding nature 

of agricultural work, like the one I 

observed with the harvester running 

for sixteen hours a day in the field 

near my house, it’s clear why traditional 

combustion engines remain the 

preferred choice in this sector. The 

high-power requirements and long 

operating hours needed for such machinery 

make it challenging for electrification 

or alternative fuels to take 

over quickly. For now, and likely for 

the foreseeable future, these machines 

will continue to rely on engine-based 

power to meet the rigorous demands 

of agricultural operations.” And what 

does the generic closing of the press 

release hide? “Both parties are exploring 

opportunities to expand the cooperation 

to green drives.” According to 

Jamie Fox (image above), Principal 

Analyst at Interact Analysis: “With 

its expertise, Deutz could provide Indian 

manufacturers with cutting-edge 

hydrogen technology, setting it apart 

from other engine suppliers. This capability 

not only enhances Deutz’s role 

in the global market but also offers 

Indian OEMs access to innovative, 

sustainable solutions as they look to 

future-proof their products. The collaboration 

between Deutz and Indian 

OEMs could accelerate the adoption 

of hydrogen-powered machinery in 

India, making Deutz a valuable partner 

in the region’s transition to greener 

technologies. The Indian market 

is indeed emerging as a leader in the 

adoption of hydrogen technology, particularly 

in the trucking sector. This 

focus on hydrogenization, supported 

by strong government incentives and 

policies, creates a significant opportunity 

for companies like Deutz. Given 

its advanced development in hydrogen 

engines, Deutz could play a crucial 

role in supplying Indian OEMs with 

the technology needed to accelerate 

the shift toward hydrogen-powered vehicles. 

The Indian government’s support 

for hydrogen as a key component 

of its clean energy strategy further 

enhances this opportunity, positioning 

both Deutz and Indian manufacturers 

to lead in the global transition to sustainable 

transportation and machinery.” 

The underlying issue remains the 

sum of challenges that in the off-highway 

slow down the penetration of 

electrified solutions (which are also 

experiencing similar issues in passenger 

cars, at least among Western 

OEMs). Quoting Interact Analysis: 

1) Their core market is either declining 

or growing more slowly than anticipated; 

2) They need to make large 

investments to modify their existing 

products to be low or zero emission, or 

to develop new products such as electrified 

solutions; 3) The supply chain 

for engine components may collapse 

if it becomes unsustainable due to a 

lack of sales or investment. Furthermore, 

many of the engine suppliers 

are captive because they are part of an 

OEM and therefore have much more 

control over strategic direction (Volvo 

Penta, AGCO Power and Perkins are 

just a few examples). However, engine 

manufacturers like Cummins or Deutz 

are independent and therefore more 

exposed to market trends and growing 

pressures on their own supplier bases. 

They must, therefore, adapt their operations 

to avoid an uncertain future and 

be left holding stranded assets. 

Looking further afield, the mark of the 

new Deutz board is tangible in the socalled 

Dual+ strategy. Stealing words 

again from Interact Analysis, Deutz is 

aiming to protect and maximize the return 

on its engine business while also 

securing a role in the energy transition 

to net zero/zero emissions. So far, almost 

all the moves made by Deutz have 

focused on enhancing its engine business: 

partnership with Daimler to further 

develop its medium and heavy-duty 

engines; Deutz to take on the sales 

and service of large engines from Rolls- 

Royce; acquisition of Blue Star Power 

Systems to enter decentralized energy 

business; partnership with TAFE; the 

divestiture of Torqeedo to Suzuki. 

22 

23

POWER GENERATION 

#YANMAR #MISSIONCRITICAL 

HIMOINSA & YANMAR 

READY FOR THE 

CHALLENGE 

Masaru Hirose, Director - General Manager, Large Power 

Products Business at Yanmar Power Technology: “We have 

worked very closely with the Himponsa engineering team, 

utilizing their expertise in the power generation market to create 

an engine solution that will perfectly match the needs of critical 

power customers.” 

In 2027, the market for generating 

units over 1 MW for mission 

critical applications is projected 

to reach 16,000 units, generating 

Eur 9 billion. This forecast heralds the 

launch of Himoinsa’s new HGY Series, 

which breaks through the megawatt 

threshold in their portfolio. This 

innovation stems from a collaboration 

between Yanmar and Himoinsa, 

combining Japanese and Spanish engineering 

to create a globally relevant 

product line-up. 

The HGY Series includes 12-, 16-, 

and 20-cylinder engines. The “smaller” 

one has a 62.1-liter displacement, 

with the first units allocated for a 20 

MW power station in the UK. A larger 

82.7-liter version will be available 

in 2026. The 20-liter engine, which 

focuses on hydrogen technology, is 

Himoinsa unveiled in 

style, at the Wanda 

Metropolitano stadium 

in Madrid, the HGY 

Series, which marks 

the entry into large 

displacement for 

critical-mission 

applications. This is 

also due to Yanmar, 

with its 62.1- and 

82.7-litre 12- and 16- 

cylinder engines. And 

the 20-cylinder, also 

hydrogen-powered, 

is scheduled yet 

aimed for deployment by 2030, aligning 

with decarbonization goals. Notably, 

around 50% of the target market 

comprises data centers, with Himoinsa 

eyeing opportunities in the emerging 

African market, specifically Morocco, 

Angola, and South Africa. The engines 

feature a modular architecture, 

with specifications like a bore of 175 

mm and a stroke of 215 mm. Utilizing 

advanced common rail systems and a 

high-pressure pump generating 2,200- 

bar injection pressure, these engines 

optimize combustion while minimizing 

fuel consumption and noise. 

The architecture and design philosophy 

of Yanmar’s GY175L focus on 

replicating the performance of variable-speed 

engines. This innovative approach 

is a bold and successful strategy 

that has begun to attract interest 

from other manufacturers. It enables 

stationary applications to optimize 

combustion efficiency, thereby maximizing 

power density. Initially, this 

strategy appeared primarily suited 

for engines in agricultural and construction 

machinery, which often face 

constraints from after-treatment devices 

and the need to adapt to varying 

workloads, transient sensitivities, 

and peak demands. By adopting these 

principles, the GY175L can meet the 

rigorous performance requirements 

of modern industrial applications, 

effectively addressing the challenges 

posed by increasing energy demands 

while enhancing overall operational 

efficiency. This brave and successful 

approach as followed by other 

big engine manufacturers, enabling 

stationary applications to optimize 

combustion efficiency and enhance 

power density. Talking about efficiency, 

common-rail injection system and 

high-pressure pump generate up to 

2,200-bar injection pressure for optimizing 

the fuel ignition in the combustion 

chamber. According to the 

specifications provided by Himoinsa, 

these are the main coordinates of the 

joint work of the Spanish OEM and 

Yanmar. For first, the quoted and pivotal 

high-power density. The HGY Series 

delivers up to 37.9 kWm/L. Concerning 

the single cylinder prototype, 

Yanmar has spent thousands of engineering 

hours in this stage of the development. 

The ECU can react to sudden 

changes in speed in milliseconds. 

Engine starting in less than 8 seconds. 

This is a key feature, especially in 

applications such as hospitals and 

telecommunications. The Japanese 

engine platform can perform within 

ISO8528-5 G3 class conditions. The 

Engine Control Unit includes several 

physical parameters for optimal 

control of the injection system. The 

control system includes an integrated 

operable diagnostic software, which 

allows remote monitoring of the engine 

and generator. “The new HGY 

marks the start of a new chapter in the 

story of critical power generation,” 

said Francisco Gracia, President and 

CEO of Himoinsa. “Design and engineering 

teams from both Himoinsa 

and Yanmar have worked closely with 

our dealers and customers to develop 

an innovative solution that addresses 

the clear demand for energy-efficient, 

low-emission, and comprehensive 

power solutions.” 

24 

25

EXHIBITIONS 

#IAA #CUMMINS #MTA 

IAA HANNOVER 

BIG 

SOLUTIONS 

PROVIDERS 

MTA AND ITS VERY FIRST TIME AT IAA 

Why exhibit at the IAA? Basically, to offer to the heavy-duty 

automotive sector the power electronics part, the chargers, 

and the traditional core business of low voltage power 

packs and electronics. MTA’s HV PDU (Power Distribution 

Unit) uses a die-cast aluminium housing instead of the 

plastic one typically used for low voltage products, thus 

ensuring robustness, insulation from external agents, 

optimal heat dissipation and proper EMC shielding. 

Aluminium is also used for busbars, as it is a lighter material 

than copper, traditionally used for this type of component. 

Another example of a PDU developed and produced for 

trucks is the pyro module, specifically designed for the zeroemission 

medium and heavy-duty trucks of a well-known 

German American truck manufacturer. Mounted in the 

cab under the dashboard, this module consists of a 

battery disconnector 

and a 

squib-type 

connector 

and has the 

function of 

disconnecting 

the electrical system 

in the event of an accident. 

The large engine 

manufacturers 

must also get 

ready to overcome 

this impasse due 

to the unfulfilled 

expectations of the 

electrification process. 

This is the case for 

Cummins and FPT 

Industrial, which 

supply ICE for any 

fuel, battery pack, 

fuel cell, axle and 

transmission 

The IAA has risen again, after 

the weak edition that had a penalty 

to pay for the pandemic. 

A lot has been seen and talked 

about batteries (POWERTRAIN International 

tells you about it in the 

CATL report) and hydrogen. We felt 

the concern of LCV, bus, coach and 

truck manufacturers about delays in 

energy infrastructure and the BEV 

sales roadmap. We also met Cummins 

and FPT Industrial in these latitudes, 

in addition to the usual coordinates 

of off-highway, power generation and 

marine. Let’s start with Columbus. 

We interviewed Felipe Rocha, General 

Manager, On-Highway, Europe, 

and Brian Wilson, General Manager, 

eMobility, Accelera by Cummins. 

What about the interaction with Meritor? 

“The more expertise and capabilities 

we develop or acquire, the 

better we can tailor our solutions – 

almost like a secret recipe. Now with 

full powertrain capability, Cummins 

and Accelera by Cummins can optimise 

engines, transmissions, axles, 

e-axles, motors, and inverters to enhance 

overall system efficiency. While 

it’s hard to pinpoint one component, 

developing much more of the powertrain 

allows us to optimize the full 

system for our customers, based on 

their specific needs. If you compare 

our presence today with 2022, you’ll 

see all these components displayed in 

advanced diesel, hybrid, BEV and hydrogen 

configurations. It’s a complex 

time with emissions regulations.” 

Can you talk about that? “Yes, this is 

indeed a challenging time, and these 

regulations are driving a wide range 

of technologies. Our goal is to ensure 

the market can adopt the right 

technology at the right time. Our approach 

allows us to consult with them 

to determine the best solution for their 

specific use case and ensure technology 

timing aligns with their sustainability 

goals and wider infrastructure 

availability.” 

Could you elaborate on the value of 

being a system integrator? “There’s 

significant value in being a system integrator, 

especially in areas like batteries 

and fuel cells. Our knowledge, 

gained from integrating engines over 

the years, translates to these newer 

technologies. With over 100 years 

of experience in understanding what 

trucks need to do daily, our diesel engine 

expertise helps us design better 

systems on the battery electric side. 

We know the operations, duty cycles, 

and expectations of truck users, which 

informs our design process.” 

What can you tell us about the X10 

Euro 7 and X15 hydrogen engines? 

“There are key differences at Euro 7 in 

both in the emission limits and in the 

cycles, compared to Euro VI. Our new 

engine designs have evolved from previous 

versions – most notably, we’ve 

shifted to double overhead camshafts. 

With our acquisition of Jacobs Vehicle 

Systems, we’ve integrated a highly 

capable valvetrain system that allows 

these engines to meet stringent cycle 

requirements without compromising 

fuel efficiency. The X10 advanced diesel 

engine on display at IAA is not only 

lighter, but also more fuel-efficient. In 

terms of power density – power generated 

per kg – it’s best in class, with 

up to 335 kW/450 hp and 2,300 Nm 

peak torque. We’ve worked on eliminating 

parasitic losses and used advanced 

materials to achieve these 

improvements. The engine is likely 

to be 200 kg lighter than the average 

in its class, which contributes to better 

fuel economy and payload. Cummins’ 

powertrain display also features 

hydrogen ICE technology from its 

X15H. With power ratings from 298- 

395 kW (400-530 hp) and peak torque 

of 2,600 Nm, the X15H offers an operating 

range comparable to current 

diesel engines, ideal for heavier-duty 

or longer-range applications. The engine 

is displayed alongside Cummins’ 

production-ready 700-bar hydrogen 

fuel delivery system, with Type IV 

on-vehicle storage vessels from its 

NPROXX joint venture. 

26 

27

BATTERY 

#FPT INDUSTRIAL #DAIMLERBUSES 

OBERWÖRDER, CEO OF DAIMLER BUSES 

Here is an extract from the interview with Till Oberwörder, 

CEO of Daimler Buses, which you can find in full on 

Sustainable Bus. “Europe is the main market for batteryelectric 

buses, thanks to fleet renewals and growing 

demand for sustainable solutions, driven also by the Next 

Generation UE,” Oberwörder said. What are the Group’s 

goals regarding in-house production of components like 

engines, and how do they integrate with electric vehicles? 

“The Group already produces some ‘critical’ components, 

such as seats, in-house. For other components, we 

leverage synergies with the truck division. Investing in 

battery cell production can be challenging due to rapid 

technological advancements. Partnerships, such as with 

Cummins and Paccar for battery production, are an 

effective solution. The focus is on customization and 

integration of modules rather than cell production.” 

Are there plans to assemble the next generation of 

batteries in-house? “The company does not have 

specific plans to assemble the next generation of 

batteries in-house, but existing partnerships could be 

a solution. Cell production initiatives in Europe are 

underway, but it is difficult to predict their development. 

The company remains committed to monitoring the 

market and considering emerging opportunities.” 

gen is infrastructure, and adoption 

largely depends on regional incentives. 

A small batch of B6.7 hydrogen 

ICE have already been manufactured 

in India for key customer and partner 

Tata Motors.” 

We take a seat at the FPT Industrial 

stand after a presentation by CEO Sylvain 

Blaise. He welcomes us Daniele 

Pozzo, Head of Marketing and Product 

Portfolio for FPT Industrial. He 

outlined the four main pillars of the 

company’s approach at the IAA. The 

first is sustainability. “We’ve demonstrated 

that it’s possible to set up a 

trade fair in a carbon-neutral way,” 

Pozzo explained. “As we’ve done at 

other events, we carefully analyzed 

the assembly, use, and dismantling 

phases to minimize emissions. For 

instance, the stand components were 

We also displayed the Cummins HELM 

fuel agnostic platforms, which feature 

a series of engine versions that are derived 

from a common base. Below the 

head gasket of each engine are largely 

similar components and above the 

head gasket will have different components 

for different fuel types – either 

advanced diesel, natural gas or zero-carbon 

hydrogen. Each engine version 

will operate using a different, single 

fuel. The X15N recently launched 

in North America is designed to meet 

the needs of heavy-duty fleets and 

we’re seeing new markets opening up 

to the idea of switching to natural gas. 

Hydrogen is an additional option, and 

the X15H hydrogen combustion engine 

is an example of how zero-carbon hydrogen 

fuel can be used in a practical, 

familiar way. The challenge for hydrotransported 

by a fleet of IVECO S-Way 

trucks powered by our Cursor 13NG 

engines, fueled by BioLNG supplied 

by Shell. After the event, we’ll identify 

residual emissions and offset them 

with certified carbon credits.” The 

second pillar is customer proximity. 

“We’ve provided a dedicated space 

at our stand, both physical and virtual, 

to bring customers closer to our 

products. Through our MyFPT app, 

users can easily access services like 

remanufactured parts, oils, and more 

at their fingertips.” 

On the product side, FPT Industrial is 

focused on technological innovation. 

“We’re investing in a multi-energy approach,” 

Pozzo stated. “Our Cursor 9 

engine, now with a hydrogen variant 

assembled in Bourbon Lancy, showcases 

this. We’re exploring both direct 

injection and port fuel injection for 

hydrogen solutions. Direct injection 

technology is awaiting industrialization 

by Tier 1 suppliers, and we anticipate 

its use in our XCursor 13 H2 

by 2028. Port fuel injection, while less 

efficient, is easier to integrate with the 

engine and less invasive.” 

Finally, Pozzo pointed to their ePowertrain 

pillar. “On the IVECO stand, 

we’re showing the Cursor 9 H2, combined 

with an electric propulsion system 

as a serial hybrid. In this set-up, 

the engine works as a range extender, 

generating electricity by maintaining 

constant revolutions, which enhances 

efficiency.” The second demonstrator 

is the N67 Hythane engine, which 

can run on a mixture of hydrogen and 

natural gas. “Our tests show that it 

can replace up to 50% of the fuel with 

hydrogen, achieving a corresponding 

50% reduction in carbon emissions. 

We’ve also showcased the F1C Diesel, 

and the XCursor 13, which exemplifies 

modularity and connectivity. For 

the first time, IVECO is presenting a 

truck powered by the hydrogen-based 

XCursor 13, while production of the 

XCursor 13 NG engine is already underway. 

On the electric side, we’re 

offering new solutions in e-propulsion. 

The eAX 840-R, available in two 

gear ratio variants, powers the S-eWay 

and Nikola Tre. It’s joined by the 

second-generation eAX 375-R, showcased 

at ACT Expo. This advanced 

prototype features multispeed capabilities 

with 2 or 3 gears, suitable for 

single eAxle configurations (4x2 or 

6x2) or tandem (6x4). Another new 

entry is the eAX 200-R, which covers 

the light yet rugged range of 3.5 to 11 

tonnes. At FPT Industrial, we refer to 

it as a ‘3-in-1’ solution, as it integrates 

the motor, gearbox, and inverter into 

a compact central unit. This model 

is still in the prototype phase. On 

the battery side, we’ve introduced the 

evolution of the eBS 37, known as the 

37 EVO. Used in minibuses and the 

eDaily, it features a modular design 

with 1 to 4 battery packs. The BMS 

is developed by FPT, incorporating 

code and algorithms we’ve written 

to enhance safety. The EVO battery 

adheres to ECE R100.3 standards, 

integrating safety features that delay 

thermal propagation for five minutes 

following a thermal failure, allowing 

the driver ample time to exit the vehicle. 

This safety mechanism is patented 

by FPT Industrial.” 

28 

29

BATTERY 

#ROLLSROYCE #YUTONG #TECTRANS 

CATL @ IAA 

LET'S MEET 

THE 

E-BRAIN 

TOGETHER WITH YUTONG 

In collaboration with Chinese bus and truck manufacturer 

Yutong, CATL is set to launch a new commercial vehicle 

battery with an impressive lifespan of up to 15 years and 

1.5 million kilometres, as reported by Elektrek. The report 

adds that the new long-lasting EV battery exhibits zero 

degradation over the first 1,000 cycles. This innovative 

battery will be utilized in Yutong’s ECV, including buses, 

light trucks, and heavy trucks. Yutong has a longstanding 

partnership with CATL for battery solutions in its electric 

vehicles, and in 2022, the two companies extended their 

collaboration with a ten-year agreement. 

Contemporary Amperex Technology 

Co., Limited, known 

in all industrial latitudes as 

CATL, appeared at the IAA 

Transportation in a booth that showed 

the world all its firepower, from onroad 

to off-highway to marine. 

To illustrate CATL’s firepower in industry, 

specifically in power generation, 

you have to know that Rolls- 

Royce Power Systems and CATL 

have entered into a strategic cooperation 

agreement to launch CATL’s 

new TENER product line in the European 

Union and the UK. The two 

companies have already successfully 

completed several projects in the 

EU using CATL’s EnerOne product 

line, with additional projects already 

under contract. Rolls-Royce 

Power Systems, which has decades 

CATL is often seen 

as the driving 

force behind 

electrification. 

As the world’s 

largest battery 

manufacturer, the 

Chinese company 

holds a significant 

position in this 

field. We had the 

opportunity to meet 

them in Hannover 

of experience in the power generation 

and energy sectors, has begun 

offering TENER products as part of 

its mtu EnergyPack QG solution for 

large-scale energy storage, primarily 

targeting grid operators. This new 

strategic partnership also includes 

the potential development of further 

innovative smart products, leveraging 

Rolls-Royce’s intelligent automation 

solution, mtu EnergetIQ, and 

its digital platform, mtu Go!, alongside 

CATL’s intelligent diagnostic 

platform and battery management 

system. Large-scale energy storage 

systems facilitate the integration of 

renewable energy sources, which 

can have variable outputs due to 

changing weather conditions, into 

the energy grid, enhancing stability 

and reliability. This comprehen- 

sive solution allows customers to 

take advantage of the latest grid and 

trading services while promoting 

the energy transition by fostering a 

more sustainable energy infrastructure. 

Battery storage systems are a 

key focus and growth area for Power 

Systems, as emphasized during 

Rolls-Royce’s Capital Markets Day 

last November. 

Last year, Rolls-Royce and CATL 

established a long-term supply 

agreement to collaborate on over 10 

Gigawatt-hours (GWh) of storage 

capacity. Together, the companies 

have developed a strong partnership 

focused on integrating TENER 

products into fully developed EPC 

turnkey projects, offering a complete 

service package. Depending on the 

specifications and intended use, the 

new TENER product can achieve 

zero degradation in the first five 

years of operation. 

I’m back here at the CATL booth at 

the IAA, where the Chinese have the 

momentum to overcome the hurdles 

in electrifying heavy-duty vehicles 

on European roads. So, how are they 

planning to do it? For heavy-duty 

trucks, CATL introduces two groundbreaking 

products: the Tectrans T 

Superfast Charging Edition and the 

Tectrans T Long Life Edition. The 

Superfast Charging Edition features 

a remarkable 4C peak charging rate, 

allowing for a 70% charge in just 15 

minutes. I sat down with them to get 

into the details. 

What are the main product launches 

that happened here in Hannover? 

What are the reasons why those 

products were presented here? 

“We launched several new solutions 

for commercial applications at the 

event, including Tectrans B for buses, 

Tectrans T for trucks, and Tectrans R 

for light-duty commercial vehicles. 

Each product has specific features, 

such as Tectrans B, which boasts an 

energy density of 175 kW/kg and offers 

a 15-year warranty. One of the 

standout features is the superfast 

charging solution, which allows a 

70% charge in 15 minutes with nearly 

600 kW power output. Reducing 

the driver’s downtime for recharging 

is a key focus at this fair. They also 

highlighted the long lifespan of the 

batteries, offering up to 15 years or 

2.8 million km, supported by a special 

30 

31

BATTERY 

#MEGACHARGER #BATTERYSWAPPING 

BATTERY SWAPPING 

During the summer of 2023, the Chinese company 

launched the very first battery swapping stations in Xiamen, 

China. Four stations have apparently been installed, while 

about 30 stations were expected to be in Xiamen by the 

end of the last year. CATL’s battery swapping system is 

called EVOGO and was developed by CATL subsidiary CAES 

(Contemporary Amperex Energy Service Technology). 

According to the manufacturer, the EVOGO battery swap 

solution will enable EV consumers to bid farewell to the 

inconvenience of refueling, and allows consumers with no 

charging parking spaces to enjoy the fun of EV driving as 

well. At the moment of the official launch, the special offer 

for renting one Choco-SEB block was 399 yuan (around 

58 euros) per month, which will be dynamically adjusted 

according to different level of power consumption by 

users. For each battery swap service at the swap station, 

the charge is almost the same as that of the fast charging 

service, and it is subject to dynamic adjustment according 

to different station locations and time slots. CATL’s EVOGO 

battery swap solution will provide more EV users with 

access to a convenient refueling experience. 

design in battery chemistry, enabling 

an 18,000-cycle life – 18 times longer 

than traditional options. ” 

What can you tell us about the evolution 

of chemistry? 

“The manufacturer holds about 

63.8% of the market share for global 

commercial applications and believes 

that LFP (Lithium Iron Phosphate) 

chemistry is the best solution for reliability 

and longevity in commercial 

vehicles. For long-range applications, 

they use NMC (Nickel Manganese 

Cobalt) solutions. The LFP 

battery offers 140 kWh, while NMC 

provides 165 kWh, increasing the vehicle’s 

range from 300 km to 500 km. 

CATL is currently working with some 

of the major truck manufacturers in 

Europe. What are the plans for the near 

future in the truck sector? The manufacturer 

acknowledges several challenges 

ahead, including infrastructure 

development and market education. 

Many people are still unaware of the 

benefits of electrification in trucks and 

how to manage them. However, they 

are confident in the future of electric 

trucks, predicting growth from a few 

hundred to many thousands of electric 

trucks. The company is collaborating 

with various OEMs to design the next 

generation of electric trucks.” 

Is CATL planning to increase its 

production capacity with factories 

in Europe? Where will they be located? 

“The company already has two facto- 

ries in Europe, one in Germany and 

another under construction in Hungary. 

Any future expansion plans will 

be driven by customer demand.” 

How is CATL working in developing 

batteries for electric vehicles? 

How will the newest developments 

in EV batteries impact the sales 

of electric trucks in Europe in the 

next few years? 

“The company is focusing on improving 

battery technology, aiming for 

higher energy density, which will provide 

more power and range for electric 

vehicles. Their goal is to eliminate 

the concern about vehicle range, 

ensuring that trucks don’t require 

long recharging periods. They’ve 

introduced supercharging technolo- 

gy to reduce downtime. Additionally, 

they emphasize the importance of 

service life and maximizing service 

time.” 

CATL is testing battery swapping 

technology. We know such systems 

are gaining popularity in China but 

not in Europe so far. Do you believe 

such technology can be suitable for 

the European market, too? What’s 

needed first of all? 

“CATL sees battery swapping as a 

promising technology. In China, the 

process takes only 5 minutes, shorter 

than even fast charging, and it lowers 

initial costs. They have already implemented 

a business model in China 

where customers buy trucks without 

batteries and rent them based on usage 

and power needs. However, they 

admit that Europe may need more 

time before adopting such a model. 

Supercharging might be a better 

option for Europe, although certain 

scenarios could benefit from battery 

swapping. Standardization is a key 

challenge for the widespread adoption 

of swapping technology.” 

Can you comment on the agreement 

with Yutong, which involves 

a new long-life EV battery that has 

zero degradation in the first 1,000 

cycles? Can you confirm a lifetime 

of up to 15 years and 1.5 million 

km? When will they be available? 

“The project is still under development 

and is expected to be available 

soon, possibly as early as next year. 

The technology is currently being 

used primarily for bus applications.” 

Finally, we enter the tricky chemistry 

tangle. Are we sure LFP is the most 

cost-effective solution? 

The manufacturer confirmed that 

LFP (Lithium Iron Phosphate) is 

currently the most cost-effective 

chemistry solution. As lithium prices 

decrease over time, the long-term 

trend favours LFP due to its longer 

life and superior second-life performance. 

Although there may be 

slight cost differences, the trade-off 

is justified by the better total cost 

of ownership benefits it offers. The 

company focuses on the cost per 

cycle, which translates into better 

service life, making it an appealing 

option for their customers. 

32 

33

AUTOMOTIVE 

#TRANSMISSION #FACILITYCENTER #HUNGARY 

ALLISON CUSTOMER EXPERIENCE 

EUROPEAN 

PROXI 

...MITY 

The Allison eGen Power 85S,displayed at IAA 2024, features 

a high-speed electric motor and a two-speed gearbox. With a 

continuous power output of 225 kilowatts and a peak power 

of 325 kW, Allison’s eGen Power 85S has been successfully 

integrated into Anadolu Isuzu’s Novo VOLT fully electric 

midi bus platform and will be integrated into their light-duty 

truck for refuse and distribution. 

It was in October 2000 that the Allison 

plant was opened in Szentgotthárd, 

Hungary, very close to 

the Austrian border. Exactly eleven 

years later, a new production site 

comes to life: the total land area is 

106,071 m 2 , the production building 

13,200 m 2 . The Americans showed 

their muscles, at the ACE, the Allison 

Customer Experience Centre and 

Drive Track, where we witnessed a 

parade of trucks, special vehicles, buses 

and military vehicles. Gérard De 

Rooy, star of the Dakar, son of the legendary 

Jan, winner in 1987 aboard a 

DAF truck, was given a special mention. 

Gérard is the standard-bearer of 

the Petronas Team De Rooy Iveco. 

The powertrain bears the signature of 

FPT Industrial’s Cursor 13 and, indeed, 

Allison. The passenger transport 

stable at ACE is entrusted to Isuzu’s 

Grand Toro, powered by Cummins, 

Temsa’s MD9, with the Tector and the 

Blue Bird 3800 school bus. A vintage 

brushstroke hiding under the bonnet 

is a Navistar T444E, 235 hp and 678 

Nm. For POWERTRAIN International, 

it was an opportunity to learn 

more about Szentgotthárd’s pivotal 

role in the European arena. Trond 

Johansen, Director European Area 

Sales at Allison Transmission: “This 

facility in Hungary primarily serves 

European OEMs, providing a closer 

proximity compared to shipping from 

the U.S. Additionally, we manufacture 

the Torqmatic transmission here, 

which is specialized for buses and 

coaches. Given our strong presence, 

it was natural to build the Allison 

Customer Experience Center here, 

where we conduct vehicle testing 

and invite customers, end-users, and 

OEMs to experience buses and trucks 

with our automatic transmissions and 

torque converters, which differ significantly 

from other transmissions with 

robotic or manual clutches. We collaborate 

closely with OEMs here, and 

it’s quite common for our application 

engineers to work directly at OEM facilities. 

In the United States, we have 

a Vehicle Technical and Development 

Innovation Center, specifically for 

OEM testing. This center in Indianapolis 

is equipped to simulate various 

conditions like extreme heat and cold, 

ensuring thorough vehicle testing.” 

Is power density also a priority for 

battery systems? “Yes, space-saving 

is crucial for many OEMs and endusers 

due to the need for auxiliary 

equipment. We offer electric axles that 

support various weight classes, including 

8.5 tonnes, 10 tonnes, and up to 

13 tonnes per axle.” 

What new products are in the pipeline? 

“We’re excited about our electric 

axles, and in the bus and coach 

market, our portfolio of 6-speed and 

9-speed transmissions. The 9-speed 

transmission is among the newest 

we’ve developed for minibuses. Additionally, 

we’re focusing on electronics; 

our software packages, aimed at 

improving fuel efficiency, will also be 

available in minibuses.” 

Finally, Trond Johansen said: “Allison 

designs transmissions that are energyagnostic, 

meaning they work with diesel, 

CNG, electric motors, and even 

fuel cell vehicles. We’ve also developed 

specialized electric drivetrains, 

such as the eGen Power system. We 

believe that electric axles are the future 

for buses, coaches, and trucks. 

In these systems, electric motors, 

transmissions, and brakes are integrated 

directly into the axle, freeing up 

space in the vehicle’s frame for batteries 

and other essential components.” 

We also interviewed Laurent Mazeyrac, 

European Sales Manager of 

a sector that is as demanding as it is 

technologically advanced, Defence. 

Why equip a defense vehicle with 

an Allison transmission? “In defense 

vehicles, it’s crucial for operators to 

focus on the mission and not have to 

worry about the driveline. We deliver 

quality and reliable products, with 

fully automatic transmissions. This 

means there are only two pedals – the 

gas pedal and the brake pedal – so the 

driver can operate the vehicle with 

minimal training. They can concentrate 

on the mission without worrying 

about shifting gears or selecting the 

right gear. ” 

How does fuel consumption compare, 

especially against competitors? 

“As you know, we have decades of 

experience in defense programs, particularly 

for the U.S. government. We 

constantly research ways to increase 

efficiency and reduce fuel consumption. 

Our software optimizes torque 

delivery to the ground, which is 

a major advantage when you choose 

Allison. I recently drove the Paris- 

Dakar truck from De Rooy, and he 

told me that throughout the entire Dakar 

event, he never had to touch the 

transmission or perform any maintenance 

on it. ” 

34 

35

EXHIBITIONS 

#COMMERCIAL #WORKBOAT #TWINDISC 

SMM HAMBURG 

EXPLORING THE 

UNIVERSE 

Twin Disc cut the ribbon separating its stand from that 

of Katsa. The Finnish company, specialized in power 

transmission components, officially became “Katsa by Twin 

Disc”. The acquisition of Katsa strengthens Twin Disc’s 

position in the commercial marine applications segment. 

The universe that unfolds before 

those who are used to transoceanic 

shipping routes is only 

one: in the present and the near 

future, workboats will experience 

only one practice, that of the ICE. 

This is what came out of the SMM in 

Hamburg. Here, the ocean air always 

blows strongly, despite being sheltered 

in the estuary of the Elbe River. Alternatives 

to diesel are also under the 

lens in Hamburg. The challenge is to 

understand what the fuel of the internal 

combustion engine will be. More 

on Scania and Baudouin to follow. 

We begin our review with the words 

of Denise Kurtulus, Vice President 

Global Marine at Rolls-Royce Power 

Systems, during the press conference: 

“We are very committed at methanol”. 

And, she added in the official state- 

The eco-friendly flag 

of maritime traffic is 

that of alternative 

fuels. The vanguard is 

LNG, but in Hamburg 

both methanol and 

HVO have won 

acclaim among the 

industry. Here we 

talk about mtu, MAN, 

FPT Industrial, AS 

Labruna. On the 

following pages, 

focus on Baudouin 

and Scania 

ments, talking about the approval of 

mtu Series 1163 and 8000 engines for 

HVO and other DIN EN15940 fuels: 

“Test results on the test bench and in 

operation at customer sites show a 

significant reduction in greenhouse 

gases as well as nitrogen oxide and 

particulate emissions. With our current 

and future propulsion solutions 

for sustainable fuels, we want to be 

a reliable partner for our customers 

as a driver of the energy transition.” 

The news regards the mtu Series 1163 

and 8000 large engines in all cylinder 

variants, 16 and 20V in each case, in 

the power range between 4,800 and 

10,000 kW with SCR system for compliance 

with emission stage IMO III. 

It is the turn of MAN Engines, another 

player in marine commercial 

applications, and not only. MAN’s 

of only 2,720 kg. Despite the increase 

in power, the MAN D3872 retains 

the compact installation dimensions 

of the smaller 24-liter MAN D2862 

V12 engine. Only the length has been 

extended by 100 mm to 2,335 mm, 

while the connection dimensions remain 

unchanged. The second chapter 

in the narrative of the Nuremberg 

lion highlights its expertise in repowering, 

a skill that extends beyond the 

automotive industry to the marine 

sector. Since 1992, MAN Truck & 

Bus has been involved in the factory 

remanufacturing of engines, whether 

for commercial vehicles, rail, or stationary 

applications under MAN Engines. 

The focus is on engines from 

nearly all series that are no longer in 

production. At the SMM exhibition, 

a MAN Genuine factory-remanufacpolicy 

of applying its engines across 

different dimensions continues. It 

has transitioned from the V12X to 

the D3872, achieving a displacement 

volume of nearly 30 liters. The V12X 

is also scheduled for use in yacht services. 

Additionally, MAN offers the 

e3872 for gas applications, which 

will soon be available for heavy-duty 

applications, operating at 1,900 rpm. 

The standout feature is undoubtedly 

the newly introduced MAN D3872 

V12 workboat engine, boasting a 

30-liter displacement. This marks 

a significant increase compared to 

the MAN D2862 series, which has 

a displacement of 24 liters. The 

LE432 variant on display produces 

1,213 kW (1,650 hp) at 2,100 rpm, 

making it suitable for medium-duty 

applications. The portfolio already 

includes additional power variants of 

the MAN D3872 for light-duty applications, 

offering 1,618 kW (2,200 

hp) and 1,471 kW (2,000 hp). More 

variants based on this latest engine 

platform are planned for the future. 

The new MAN D3872 engine, built 

on an entirely new platform and inspired 

by the proven MAN D2862 

V12 series, sets new benchmarks 

for durability, reliability, and future 

viability. With an injection pressure 

of 2,200 bar and the new MD1+ engine 

control unit, the engine achieves 

optimal adjustment, resulting in low 

fuel consumption and excellent raw 

emissions performance. Another key 

focus regards power density, with the 

most powerful variant, the D3872 

LE433, delivering 1,618 kW (2,200 

hp) while maintaining a dry weight 

36 

37

EXHIBITIONS 

#ROLLSROYCE #MANENGINES #FPTINDUSTRIAL #ASLABRUNA 

tured engine has been showcased as 

an example. One significant advantage 

of these remanufactured engines 

is that they incorporate technical improvements 

from ongoing product 

development. 

FPT Industrial has chosen a clear 

target for the workboat universe, as 

Daniele Pozzo, Marketing and Product 

Portfolio Manager, tells us: “At 

Hamburg, we’ve brought our full 

range of auxiliary engines. In the 

marine industry, we’ve been known 

for decades for propulsion, starting 

with AIFO, followed by Iveco Motor, 

and now FPT Industrial. At this 

stage, we are addressing the growing 

demand for auxiliary engines. We’ve 

combined our expertise in power 

generation and marine applications, 

starting with the Cursor 9, followed 

by the NEF67 and the Cursor 16.” 

Alessandro Mor is the new Marine 

Product Marketing at FPT Industrial. 

He says: “Our focus on auxiliary 

engines has been primarily on the 

mechanical side, in the 36 to 100 kW 

range. We’ve also introduced an electronic 

line-up, built on our heavy-duty 

propulsion engines known for their 

reliability. The 129kW NEF67, which 

we presented at Mets 2023, is displayed 

here with Stage V certification, 

and can be extended for inland waterway 

certification. What sets it apart is 

that we achieve Stage V certification 

without needing after-treatment systems, 

offering a space-saving solution. 

Additionally, we’re showcasing 

the C9 and C16 here at SMM, which 

are based on the 600hp ‘unrestricted’ 

model for continuous use, reaching up 

to 397 kW in prime power. There are 

also specific options for the G-Drive 

application.” What about the applications? 

“We have a strong presence 

in pilot boats, and we’re expanding 

in the fishing sector, from South Korea 

to North America, including sport 

fishing and other varieties. Our engines 

are highly valued in fast fishing 

operations for their reliability, torque, 

and power curves. We’re also active 

in passenger transport, not just with 

our partnership with ACTV in Venice. 

Our distributors are working on 

innovative applications. Recently, 

the Wider catamaran was fitted with 

one of our variable-speed generators 

for ‘HVO-ready’ propulsion.” 

What about hybrid solutions? Daniele 

Pozzo: “Among the various forms of 

electrification in the marine industry, 

hybrid systems are particularly interesting. 

Given the distances and mission 

profiles, ICE is still necessary in 

many cases. We know what we want 

to achieve in-house with propulsion, 

and where collaboration is key. Our 

first hybrid mock-up, developed with 

Vulkan, dates back to 2022. Since 

then, the partnership has grown, and 

we’ve focused on designing modular 

systems that simplify integration.” 

Alessandro Mor: “By the end of this 

year, we’ll introduce the hybrid-parallel 

system we’re working on, which 

features an electric motor aligned 

with the drive shaft and separated by 

a multi-disc oil clutch.” 

AS Labruna also pinpointed the target 

audience. Massimo Labruna himself 

points out that “the Northern European 

markets have so far been secondary 

in AS Labruna’s business activities. 

We have in our range on-board 

gensets, which have the dual function 

of conventional genset and range extender. 

At the SMM we are presenting 

a fixed-gear genset that can be paralleled 

with hydrogen fuel cells and 

battery packs, thanks to its internal 

management board, with a view to 

facilitating the energy transition. At 

this time, when charging infrastructures 

are not widespread, it is important 

to ensure continuity of energy on 

board. We have used FPT’s N67 450N 

presented right here in Hamburg in 

the Stage V version, for genset use. 

When powered by HVO, it reduces 

carbon dioxide emissions by up to 90 

per cent. This is the trade fair for big 

ships, so we thought we would propose 

this engine size. At Metstrade in 

Amsterdam we will show a great novelty, 

a variable speed generator that 

charges directly in DC.” 

What are your impressions from your 

first approach to SMM? “It is a very 

large, B2B trade fair, similar to the 

Metstrade, operators are definitely interested. 

It is a market that we want to 

invest in over the next few years. We 

will also focus on high-power hybrid 

solutions: a serial hybrid, with a generator, 

battery pack and electric motor, 

which in the future could replace 

the generator with fuel cells. We use 

Danfoss and ABB electric motors. For 

power generators we rely on the entire 

FPT Industrial range, which now 

includes the C16. Our added value, as 

a system integrator, is the management 

logic for recharging the battery packs, 

and optimising the serial hybrid.” 

38 

39

MARINE 

#SCANIA #SMM 

SCANIA NEXT GENERATION 

THE NEW DC13 

LIKES THE 

SEA 

The Diesel of the Year 2023, 

the Scania Next Generation 

DC13, has taken the dive. At 

the SMM we were told this 

beautiful story by Neeraj Sharma, 

global sales development manager 

e-mobility, sales and marketing, Power 

Solutions, and Oleg Nikitin, product 

manager, Power Solutions. 

“The new platform for these engines is 

scheduled to be available to customers 

by the end of 2025. Throughout 

2026, the offering will continue to expand 

with various configurations. The 

pleasure boats version will be introduced 

towards the end of this phased 

release, closer to the end of 2026.” 

Key changes in marinization 

Oleg highlighted the differences between 

marine engines and their industrial 

or truck counterparts: the core engine 

block and cylinder head remain 

mostly the same across industrial, 

truck, and marine versions. However, 

the marine engine has more robust 

aluminium cover, as opposed to the 

standard plastic cover found in industrial 

versions. Marine engines use a 

water-to-water cooling system rather 

than an air-to-water system. Different 

lubrication systems and fuel systems 

are required to comply with international 

marine safety regulations, such 

as those set by IMO and SOLAS. The 

engine must not have any exposed hot 

surfaces to prevent accidental burns 

or fires. This involves covering all hot 

surfaces, including high-pressure fuel 

pipes, which are double walled to prevent 

leaks and potential fire hazards. 

Marine engines feature dual filters 

for both fuel and oil. These filters are 

designed to be switched out while the 

engine is running, ensuring continuous 

operation even during maintenance. 

Other components like pistons, 

turbochargers, and compression ratios 

vary depending on the specific power 

and torque requirements of the marine 

engine. The engine power range for 

this new platform spans from 350 hp 

to 1,050 hp, which is unique for marine 

applications as these power levels 

are not common in industrial or truck 

engines. Unlike some competitors 

who test engines at maximum power 

and then derate them, Scania specifies 

the duty cycle with hardware adaptations 

for each specific power and 

torque level, optimizing performance, 

durability, and fuel consumption. The 

calibration and software of the engine 

are also specifically adapted for 

marine use, accounting for emission 

regulations and operational requirements, 

ensuring optimal performance 

like a well-coordinated orchestra. 

Talking about applications 

The 13-liters, designed with hybrid 

integration in mind, is suitable for 

a range of maritime applications. 

Here’s a breakdown of its use cases: 

the engine is highly adaptable for use 

in ferries, pilot boats, pushers, crew 

transportation vessels for offshore 

wind service, and various types of 

workboats. The platform can support 

configurations with multiple engines. 

The quad installations can provide total 

power outputs exceeding 4,000 hp. 

The hybrid applications are particularly 

useful for start-stop operations. 

Hybrid systems offer the advantage 

of combining ICE with electric ma- 

chines, which are compact but can add 

significant power (e.g., an additional 

400 hp). The hybrid design allows 

customers to downsize from larger engines, 

such as 16-18-liter engines, to 

more efficient 13-liter Scania engines. 

This downsizing not only reduces the 

overall weight and size of the engine 

system but also opens up opportunities 

for repowering existing vessels. 

The shift toward hybrid systems is 

changing how operators think about 

fuel consumption, lifecycle costs, 

and overall infrastructure. As Neeraj 

Sharma explained, hybrid systems encourage 

more efficient use of available 

power, similar to how car drivers 

adapt to the benefits and limitations 

of hybrid cars by optimizing power 

usage based on the driving situation. 

A five-minute transit between ports 

can be completed using only battery 

power. For longer routes, the system 

can switch to diesel power, providing 

flexibility and efficiency in operations. 

Scania’s new engine platform is 

versatile, catering to a wide range of 

marine applications from heavy-duty 

workboats to ferries and specialized 

vessels. Its hybrid-ready design allows 

for enhanced power management, 

fuel efficiency, and operational 

flexibility. The new engine platform 

is designed to be flexible with fuel 

types, supporting up to 20% biodiesel 

and 100% HVO. Neeraj Sharma notes 

that deploying electrification in nonroad 

sectors can bring the quickest 

market impact. Here, hybrid systems 

can provide a balance between immediate 

reductions in emissions and the 

flexibility of ICE for range and power. 

40 

41

MARINE 

#BAUDOUIN #BOSCH #LIEBHERR 

BAUDOUIN @ SMM & CANNES YF 

FOR PLEASURE 

AND FOR 

WORK 

Baudouin has a lot to tell, starting 

in Hamburg and ending in 

Cannes, where it showed up 

with its renewed yacht portfolio. 

POWERTRAIN International even 

interviewed Sebastien Peyron, Vice 

President of Strategy & Engineering at 

Moteurs Baudouin. He said: “Yesterday 

we had a very busy morning with the 

launch of three new engines. We have a 

road map, a huge product plan with the 

launch of 12 new platforms from 300 up 

to 4,500 kW. These platforms will cover 

heavy duty, continuous duty and intermittent 

up to pleasure duty. Two years 

ago, we came with a 6F21, 735 kW in 

the highest rating. This year we come 

back with three new engines, 8F21 with 

a 16.7 liters that can run 800, 900 and 

1,000 kW dedicated to three different 

applications (intermittent, light duty 

and pleasure duty). We’re also working 

on a version of this engine for commercial 

ratings that we’ll launch later. The 

8F21 is a V8, 16.7-liter engine IMO II 

very compact and powerful thanks to its 

specific double stage turbo charger, its 

high-pressure common-rail system and 

special materials for all components. 

We’ve worked with the best supplier 

such as Garret, Bosch, Liebherr and 

API to realize this marine engine. We 

are proud of this engine because today 

it’s the best in class available 16-liter 

engines available on the market. We’ve 

also launched the M.33.3 range, 33 

stands for 3.3 liters per cylinder, with 

two engines: a 6 cylinders and a 16 

cylinders. These are intended for commercial 

application. The 6-cylinder 

(6M33.3), 19-liter in-line engine, delivers 

from 560 kW in continuous duty 

and up to 750 kW in intermittent duty. 

This one will be available with IMO III 

in few months. What makes it a game 

changer is that it has a long stroke to 

achieve best in class low speed torque. 

About the 16 cylinders: 52 liters, our 

largest displacement. It is HVO compatible. 

It’s a very interesting engine 

for applications like trollers, pushboats, 

tugs, low speed and very high power. So 

if you look at our SMM portfolio: you 

can see that we cover a wide variety of 

applications and market needs: 8F21, 

very new technology, two-stage TC, 

2,200 bar common-rail… , and then 

we have engines perfectly designed for 

heavy duty workboats with our common 

DNA applicable to each one Baudouin 

engine: robustness, reliability (5,000 

to 6,000 hours per year), easy maintenance. 

At Baudouin, we are constantly 

developing and in the coming months 

and years we will be launching new 

engines up to 2,500 kW and then up to 

4,500 kW, with different platforms.” 

What about the engine under the glass? 

“It’s an engine in development, more 

than a prototype. It will be released 

soon. It’s a 16-cylinder, 70-liter engine, 

4.5 liters per cylinder, with about 250 

kW per cylinder in the highest rated 

application: 16F45. It goes up to 3,500 

kW in light duty. The other mock-up is 

the 16WH17, it’s an engine a bit more 

dedicated to heavy duty applications, 

72-liter displacement with 2,800 kW. It 

will also be available in 12 cylinders. 

We aim to launch them soon and a little 

further with methanol option available 

because we know the different trends. 

As a finale word and opening, notice 

that the M33 is also available for power 

generation, 6, 8, 12, 16 and 20-cylinder 

options, also because the long stroke is 

very efficient at 1,500 and 1,800 rpm, 

so in the power generation application, 

land PG it fits to a lot of needs.” 

On what does participation at the 

Cannes Yachting Festival come down 

to? “Baudouin’s diversification strategy 

included the development of a 

complete and wide range of products 

for the yachting industry. Triggered by 

the needs of our sister company, Ferretti, 

we invested a few years ago in a 

huge product plan to develop a highend 

product capable of being installed 

in luxury yachts. We are now starting 

to have a yacht engine offer with two 

engines and one genset. Our plan is to 

launch nearly 10 additional yachting 

products in the next two years, with the 

same philosophy to be best in class. In 

addition, we now have a structure and 

a network capable of supporting our 

yachting customers with the appropriate 

standards. The 8F21 is definitely an 

engine designed for pleasure: 16.7 liters 

and 1,000 kW, very compact, make this 

V8 the best solution in its class for yachting. 

2,200bar injection system, twostage 

turbocharger, special material for 

the mobile components. All performance 

are much higher than the workboat engine, 

but we also kept our philosophy to 

design engine which are robust and durable. 

This engine has been developed 

for marine, like our workboat solutions, 

it is not a marinized engine coming from 

the on- or off-road applications. This 

means that its design took into account 

the need for easy and accessible maintenance 

because of the small size of yacht 

engine rooms, for example.” 

42 

43

R&D 

#CHALMERS #FUELCELL #BATTERY 

CHALMERS UNIVERSITY 

RAISING 

THE 

BAR 

BUILT TO 

POWER 

20M55 

Critical mass is needed, to make 

progress, and fast, in storage. 

And Chalmers University of 

Technology, Sweden, is not 

backing down. Let’s start from a new 

method for studying what affects the 

ageing of fuel cells by tracking a specific 

particle in the fuel cell during use. 

The team of researchers have studied 

an entire fuel cell by taking it apart 

at regular intervals. Using advanced 

electron microscopes, they have then 

been able to follow how the cathode 

electrode degrades in specific areas 

during the cycles of use. Previous 

studies have been done on so-called 

half cells, which are similar (but not 

the same as) half of a fuel cell and are 

carried out under conditions that differ 

significantly from the real fuel cell. So 

as not to miss any details, we remind 

you that the core of a fuel cell consists 

of three active layers, two electrodes – 

anode and cathode respectively – with 

an ion-conducting membrane in the 

44 

middle. Each individual cell provides a 

voltage of about 1 volt. The electrodes 

contain catalyst material, and hydrogen 

and oxygen are added to them. 

The resulting electrochemical process 

generates clean water and electricity 

that can be used to power a vehicle. 

Hydrogen-fuel-cell-powered vehicles 

are limited by a relatively short 

lifespan, because fuel cell components, 

such as electrodes and membranes, degrade 

over time. So let us move on to 

so-called massless energy storage. In 

short, replicating the narrative of the 

research of the group at Chalmers 

University of Technology that has 

been working on this: “a structural 

battery that could halve the weight 

of a laptop, make the mobile phone 

as thin as a credit card or increase the 

driving range of an electric car by up 

to 70% on a single charge”. “We have 

succeeded in creating a battery made 

of carbon fibre composite that is as 

stiff as aluminium and energy-dense 

enough to be used commercially. Just 

like a human skeleton, the battery has 

several functions at the same time,” 

says Chalmers researcher Richa 

Chaudhary, who is the first author of 

a scientific article recently published 

in Advanced Materials. The previous 

milestone was reached in 2021 when 

the battery had an energy density of 

24 Wh/kg, which means roughly 20% 

capacity of a comparable lithium-ion 

battery. Now it’s up to 30 Wh/kg. 

RELIABLE BACKUP POWER SOLUTIONS FOR DATA CENTERS 

The 20M55 Generator Set boasts an industry-leading output of 5250 kVA, 

making it one of the highest-rated generator sets available worldwide. 

Engineered for optimal performance in demanding data center environments. 

HIGHEST RATINGS AVAILABLE ON THE MARKET | UPTIME INSTITUTE COMPLIANCE 

ISO-8528 G3 LOAD ACCEPTANCE PERFORMANCE | BEST LEAD TIME 

DURABLE. ROBUST. BUILT TO LAST. BAUDOUIN.COM

FUEL CELLS 

#PARKER #FRAUNHOFER 

COMPONENTS 

#LIUGONG #ZF #TERRAPOWER 

PARKER & FRAUNHOFER 

LIUGONG AND ZF 

FIBER 

C E 

AND ALSO 

MEMBRANE 

TECHNOLOGY 

AG 

Two years ago Parker Hannifin’s 

Engine Mobile Filtration EMEA 

Division (EMFE) and the Fraunhofer 

Institute for Microengineering 

and Microsystems (IMM) announced 

a partnership to develop and 

test new proprietary hollow fibre membrane 

technology designed for fuel cell 

humidification applications. The partnership 

was expected to run for up to 

two years and covered efficiency evaluations 

of existing Parker-designed fuel 

cell humidifiers; development and use 

of a specialized test rig; performance 

simulations to identify the effects of 

fibre length, diameter, and permeability 

on the humidifiers. Recently Parker 

Hannifin and IMM renewed their partnership 

to further develop air adsorption 

technology for fuel cell humidification 

applications. 

Gregory Brickett, General Manager, 

Engine Mobile Filtration Europe 

(EMFE) Division, said: “This collaboration 

builds on the successful 

partnership which started in October 

2022, and which led to significant 

advancements in fuel cell technology, 

including the development of a specialized 

test rig.” 

For fuel cells to function effectively, 

the air entering them must be free of 

contaminants. The test rig developed 

in the previous phase of the partnership 

allows Parker and Fraunhofer to 

ensure that filters used in fuel cells 

can effectively remove harmful gases 

such as NOx, SOx, ammonia, and 

volatile organic compounds. 

Burkhard Hartmann, R&D Officer 

at Parker’s Engine Mobile Filtration 

Europe (EMFE) Division in Stuttgart, 

said: “Our renewed partnership 

with Fraunhofer represents a continued 

commitment to advancing fuel 

cell technology. The progress we’ve 

made with the test rig has provided 

invaluable insights, and we are excited 

to build on this foundation to 

develop even more effective filtration 

solutions. By simulating real-world 

conditions, we can optimize our filter 

media to meet the rigorous demands 

of fuel cell applications, ensuring the 

best performance and durability for 

our customers.” 

Gunther Kolb, Head of Business Division 

Energy at the Fraunhofer Institute 

for Microengineering and Microsystems, 

commented: “This ongoing collaboration 

with Parker demonstrates 

the powerful synergy between applied 

research and industrial expertise. The 

advancements we have achieved so far 

underscore the potential of combining 

Fraunhofer’s research capabilities with 

Parker’s filtration technology. We look 

forward to continuing our work together 

to create more efficient and reliable 

fuel cell systems.” 

Among the several initiatives at IMM 

were an electric truck with photovoltaic 

system on the top, the longterm 

stability of methanol synthesis 

demonstration. 

tween the two parties in the agricultural 

machinery market. ZF’s TerraPower 

powershift transmission series covers 

the power range from 100 to 280 hp. It 

has been developed for high-horsepower 

tractor applications, with automatic reversing 

(power shuttle), electro-hydraulic 

control of the PTO, four-wheel drive, 

and differential locking. In addition, the 

integrated transmission control unit offers 

comprehensive diagnostic options, 

and the hardware-directly connected to 

the electrical system significantly reduces 

development cycles and service costs 

for the OEM. In the future, the custom- 

L 

iuGong celebrated the launch of 

its first 200 HP tractor, equipped 

with powershift technology from 

ZF. Top executives from both LiuGong 

and ZF attended the event in 

Liuzhou, China, highlighting the strong 

partnership that began with the establishment 

of Liuzhou ZF Machinery in 1995. 

Having successfully gained extensive 

knowledge in the field of construction 

machinery over the past decades, Liu- 

Gong Group recently began to extend 

to the agricultural sector as well; the 

LT2004-BP tractor with 200hp being 

just the beginning of the cooperation beer’s 

full range of big-horsepower tractors 

(160-260 hp) is also planned to be 

equipped with powershift technology 

from ZF. 

Alexander Seeliger, Vice President, Division 

Industrial Technology, said: “As a 

long-term partner, ZF is very honored to 

participate in and support the development 

of LiuGong agricultural machinery. 

We believe that today’s launching 

ceremony is just a good start, and both 

parties will cooperate in more areas in 

the future.” 

Peter Huang, Head of ZF Division Industrial 

Technology Region China, added: 

“In recent years, the Chinese tractor 

market is in the development stage of 

upgrading from mechanical shifting to 

powershift and CVT technology. Our 

commitment is to help our customers 

and partners continuously optimize their 

product competitiveness, and jointly create 

additional values for more agricultural 

machinery users as well as China’s 

agricultural production.” 

46 

47

SUSTAINABLE TECHNO 

#HYDROGENSTATIONS #INTERACTANALYSIS #BRUNOGENERATORS #LIEBHERR #PARKER 

HYDROGEN STATIONS ACCORDING TO INTERACT ANALYSIS 

BGG AND LIEBHERR FOR AMMONIA 

FOLLOW THE 

LEADERS 

Interact Analysis has kept track of 

the global deployment of hydrogen 

refueling stations (HRSs). According 

to statistics, global HRS 

deployments, under construction and 

planning, reached 1,680 units during 

the first half of 2024. Among the 

1,680 units, there are 1,148 hydrogen 

fueling stations that have commenced 

operation. 

During the first half of 2024, 41 countries 

and regions around the world 

had operating HRSs while another 7 

countries were planning or constructing 

their very first hydrogen refueling 

station. Only 10 countries had 10 or 

more HRSs, accounting for 92% of 

the global total. China, South Korea, 

Japan and Germany have more than 

100 operating stations, together accounting 

for 72% of the global total. 

The Asia Pacific region had the largest 

number of hydrogen refueling stations 

in operation, accounting for 64% of 

the global total – 97% of which were 

located in China, South Korea and 

Japan. South Korea opened 14 HRSs 

(particularly servicing fuel cell buses) 

in the first half of 2024, while Japan 

saw the closure of more than 10 HRSs 

from 2023 to present (mainly mobile 

stations). In addition, Australia and 

New Zealand have already commissioned 

11 hydrogen refueling stations. 

A growing number of European countries 

started hydrogen refueling station 

deployments. More than 20 European 

countries have deployed hydrogen 

refueling stations. Germany accounts 

for 35% of the total HRSs in EMEA, 

followed by France. Israel, the UAE 

and Saudi Arabia also have hydrogen 

refueling stations in operation. EMEA 

held a 28% share of HRSs in operation 

globally, while its share rose to 35% 

for global HRSs under construction 

and planning. The United States’ 79 

hydrogen stations are highly concentrated, 

especially in California – where 

more than 75% are located. Notably, 

the launch of the National Zero-Emission 

Freight Corridor Strategy in the 

US has caused states such as Texas 

to begin planning for HRS construction 

– especially refueling facilities 

for medium and heavy-duty vehicles. 

Canada kept deploying hydrogen refueling 

stations to support the promotion 

of hydrogen energy applications, 

amounting to a total of 9 hydrogen refueling 

stations in operation. Intriguingly, 

several countries have deployed 

their first HRSs during the first half 

of this year. Bulgaria’s first refueling 

station as well as Singapore’s commenced 

operation. 

Bruno Generators and Liebherr 

signed a cooperation agreement 

that brings the ammonia 

formula onto the transition 

agenda. An element until now well 

known in the shipping environment, 

talking about large workboats. Ammonia, 

like methanol, is a hydrogen 

carrier and is a fuel immediately 

suitable for internal combustion engines. 

So, at MINExpo2024, in Las 

Vegas (USA) on 24 th September, 

Liebherr’s Mining and Components 

segments officially announced a 

partnership with Bruno Generators 

Group (BGG), to work alongside to 

determine how each party’s expertise 

can be used to investigate low 

emission power generation with 

green ammonia as fuel. BGG is a 

premium Italian company that specializes 

in the design, development 

and production of power generators, 

battery energy storage systems and 

mobile energy solutions. Liebherr 

has already investigated ammonia as 

a power source for dual-fuel internal 

combustion engines. The results of 

these investigations are promising 

and encourage the continued development 

of this solution. Green 

ammonia is a hydrogen carrier that 

combines the advantages of lower 

transport and storage costs com- 

pared with compressed or liquified 

green hydrogen with its future usage 

as an energy vector in many areas of 

the world. Generators and off-board 

power units running on green ammonia 

could provide low or zero emission 

ways of supplementing power 

supplies on site. 

Parker first Nordic Certified Mobile Electrification Center 

HydX, part of the Volito Automation Group, based in Ystad, Sweden, is now 

certified as the first Nordic Parker distributor to complete the rigorous 

training and assessment process required for the CMEC certification. 

Parker Certified Mobile Electrification Centers aim to support mobile 

equipment manufacturers in transitioning their machines to electric 

power. During the initial phase of electrification, many manufacturers 

focus on enhancing the driveline by swapping out diesel engines for 

electric motors. As they progress to the second phase, the emphasis shifts 

toward minimizing energy consumption, which helps extend the machines’ 

operational autonomy and boosts overall productivity. 

Quest One and MAN Energy Solutions open new Gigahub for green hydrogen 

Electrolysis specialist Quest One, a subsidiary of MAN Energy Solutions, has opened a new Gigahub for the serial and 

automated production of electrolysis stacks in Hamburg. The series production of stacks will increase the availability 

of green hydrogen, as they are the technological centrepiece of an electrolyser that can be used to produce green hydrogen. 

At full capacity, the new Gigahub will enable the automated series production of PEM stacks with a potential 

total electrolysis capacity of over five gigawatts per year. Stacks are the technological centerpiece of electrolysers and 

split water into oxygen and hydrogen with the help of renewable electricity. 

48 

49

TECHNO 

#FENDT #FERRARI #KEESTRACK 

SUPPLEMENT 

SUSTAINABILITY AND TRACTORS 

Engines and components for OEM 

Culture, technology, purposes 

and market of diesel engines 

Established in 1986 

Editor in chief 

Maurizio Cervetto 

Managing editor 

Fabio Butturi 

Editorial staff 

Stefano Agnellini, Ornella Cavalli, 

Fabrizio Dalle Nogare, Stefano Eliseo, 

Fabio Franchini, Riccardo Schiavo, 

Cristina Scuteri 

Contributors 

Carolina Gambino, 

Maria Grazia Gargioni, 

Erika Pasquini, 

Mariagiulia Spettoli 

Layout & graphics 

Marco Zanusso (manager) 

Editorial management 

Fabio Zammaretti 

Printing 

Industrie Grafiche RGM srl, 

Rozzano (MI) 

Milano City Court Authorization 

n. 860 – December 18th 1987 National 

Press Register n. 4596 – April 20th 1994 

Poste Italiane Inc. – Mail subscription 

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

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

The Tractor of the Year features 

a category dedicated to sustainability, 

a mantra that is also 

perceived in agricultural work. 

Who is involved this year in this specific 

performance of engineering in 

agricultural applications? There are 

five rivals in this arena, and three of 

these are BEVs, starting with the 

Fendt e107 V Vario. It will be produced 

in the Marktoberdorf plant from 

the fourth quarter of 2024 and will initially 

be available for the pilot markets 

in Germany, Norway and the Netherlands. 

Basically with the same dimensions 

as the 207 V Vario vineyard model 

with an internal combustion engine, 

an external width of 1.07 metres and 

a height of approx. 2.45 metres, the 

Fendt e100 V Vario is driven by a battery 

with an electric motor coupled to 

the Vario transmission. The battery capacity 

is 100 kWh, which corresponds 

to an autonomy of approximately 4-7 

hours for partial load uses. From a 

structural point of view, the Ferrari 

e-Astral electric tractor is identical to 

the Cobram: it has the same compact 

dimensions (less than 3.4- metre long, 

1.2-metre wide and weighing no more 

than 2,000 kilos) and, like all the Ital- 

ian tractor manufacturer group’s models, 

is characterised by the integral 

Os-Frame chassis that allows the front 

axle to oscillate by up to 15 degrees 

with respect to the rear axle to keep 

the four drive wheels always adherent 

to the ground and in traction even 

on uneven terrain. The two motors 

of the e-Astral (one for traction and 

one for hydraulics) are part of Parker 

Hannifin’s new NX8xHM range of 

low-voltage mobile motors. The third 

in the shortlist is the Keestrack B1e, 

which has five electric motors. One for 

the traction (35kW, 50kW peak), two 

for the front and rear power take-offs 

(14kW + 9.5kW, 22kW + 15kW peak) 

and another for the power lift and 

spool valves (15kW, 18kW peak). The 

fifth, 4.5kW, serves the heat pump. 

The total power that can be generated 

is over 80 kW. The “efficiency curve” 

of the electric motor guarantees maximum 

torque over the entire curve 

and, if necessary, a power Boost can 

be used to guarantee extra power and 

torque (150%) for 20 seconds to handle 

sudden load peaks. The recharging 

technology allows an almost complete 

recharge (80%) in less than 2 hours 

with a standard power outlet. 

VADO E TORNO 

EDIZIONI 

MANAGEMENT 

ADMINISTRATION 

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50

Improved electronics and connectivity 

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versus existing 13-litre engines 

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THINK SMALL. 

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Powertrain International 2024-6

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