Powertrain International 2025-1

Powertrain

INTERNATIONAL

Alternative &

MULTIFUEL

DOTY & AEA awarding sessions with Hyundai and FPT -

Reinova’s electric vision - EIMA International - Focus on

Rehlko - PG: BGG, HVO, Isotta Fraschini, Perkins, LF

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

January 2025

JANUARY 2025

powertraininternationalweb.com

CONTENTS

GENERIC

ICE

H2 HYDROGEN

kWe ELECTRIC

GAS

8

AWARDS

8. DIESEL OF THE YEAR

HD Hyundai Infracore DX05 - DX08

10. ALTERNATIVE ENGINE AWARD

FPT Industrial XCURSOR 13

ELECTRIFICATION

14. REINOVA

“Beautiful mind” stands in the Motor Valley

EXHIBITIONS

18. EIMA INTERNATIONAL

The success figures? 346,800 attendance

22. DEUTZ - BU POWER PERKINS - CUMMINS

- FPT INDUSTRIAL - RAMA JOHN DEERE - VM

- VOLVO PENTA- TRACTOR OF THE YEAR

FOLLOW POWERTRAIN INTERNATIONAL ON:

FOCUS

34. REHLKO

Alchemy of renaming

POWER GENERATION

38. BRUNO GENERATORS GROUP

Pioneering innovation

40. HVO

Rolls Royce Power Systems

Himoinsa

42. ISOTTA FRASCHINI

It puts its cards on the table of data centers

Engine Type

Bore x Stroke (mm)

Displacement (Liters)

Maximum Output

Dimension (mm) LxWxH

Emission

Aftertreatment

In line 6-cylinder

123 x 155

11.1

[Vehicle]

408 PS@2,000 / 1,700 N.m@1,200

[Generator]

60 Hz : PRP 282kWm, COP 226kWm

50 Hz : PRP 256kWm, COP 205kWm

1,326 x 1,020 x 1,222

Euro 6 (Zero-CO2)

Tier 4F / Stage V

DOC+SCR for Vehicle

No ATS for Generator

2024

22

34

44. PERKINS

The new 12.9-liter in Electric Power dress

45. LF

Sprinklers for North Africa, Senegal and Israel

HYDROGEN

46. CUMMINS

The Accelera H2Rescue truck is in the Guinness

47. LIEBHERR

The L 566 H is the first H2 ICE wheel loader

COLUMNS

4. Editorial 6. Newsroom 14. Automotive: Keyou

48. Sustainable Techno

Application

Vehicle / Generator

HD Hyundai Infracore Co., Ltd.

13F, H

D Hyundai Group’s Global R&D Center, 477, Bundangsuseo-ro

Bundang-gu, Seongnam-si, Gyeonggi-do, Korea(13553)

T : +82-32-211-1114 E : enginesales@hd.com

www.hd-hyundaiengine.com

EDITORIAL: “Sorry, beans, to turn into fuel”

“So much thunder that it rained,” said Socrates.

Although, as Eric would comment to Sarah in the

cult movie The Crow, “It can’t rain all the time...”

3

EDITORIAL

by Fabio Butturi

Powertrain

INTERNATIONAL

SORRY BEANS TO TURN INTO FUEL

INTERNATIONAL

Powertrain

Powertra

PowertraIN

S

o much thunder that it rained,” said Socrates.

Although, as Eric would comment to Sarah in

the cult movie The Crow, “It can’t rain all the

time...” Two quotes to introduce the European

Commission President Ursula von der Leyen’s

willingness to reconsider the phase-out of ICEs. “Each

sector has different needs. And each sector will have its

individual path to be clean and competitive,” von der Leyen

recently stated. This encapsulates her current position: from

the advocate of decarbonization to the figure overseeing

the automotive industry’s painful transformation. In our

November editorial, we alluded to an “H-bomb” ready to

explode – a metaphor for the seismic shifts facing the sector,

notably represented by Volkswagen. Mercedes-Benz’s EBIT

are expected to be significantly lower than in 2023, which

underscores the challenges the industry faces. These issues

were compounded by shock announcements of cost-cutting

measures, with billions in savings being pursued annually.

Meanwhile, Carlos

Tavares, former CEO

of Stellantis, left

earlier than expected,

signaling yet another

shift in leadership.

As John Philip Jacob

4

Elkann, Chairman of Stellantis, remarked, “Different views

have emerged in recent weeks.” Indeed, the growing divide

in perspectives within the industry is becoming more evident.

The impact of the U.S. market slump, with a staggering 18%

drop in sales, was felt internationally and contributed to the

evolving views within the European automotive scenario.

The Czech Republic has joined forces with Italy, drafting

a document that emphasizes the need for a broader range of

solutions. In short, they advocate for technology neutrality,

supporting not only battery electric vehicles and hydrogen

cars, but also e-fuels and biofuels. Prague and Rome are

pushing for the European Commission to bring forward

its review to 2025. This position aligns with that of the

European Parliament’s dominant group, the European

People’s Party (EPP), led by Manfred Weber.

The desired outcome among lawmakers in Strasbourg is

the establishment of a “Strategic Dialogue on the Future of

Automotive,” with the presentation of a “Clean Industrial

Deal” within the first 100 days of the new Commission. This

initiative aims to rewrite the pact between politics, industry,

and public opinion. What will come of this possible rift,

however, remains unclear. One thing is certain: the potential

for biofuel consumption to become more widely accepted

would have far-reaching effects on engine manufacturers and

the R&D (and budgets) of industrial OEMs.

1

On the

e-WAY

Powertrain

Hungary is going to be the European battery hub - FPT XC13

and 13L truck engines comparison - 5L offroad engines -

Preview from Intermat Paris - Electric telescopic handlers

What is called

1

1

Do the right

THING


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ISSN 0042



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



March 2024

ALTERNATIVE

ACT Expo: So much ‘e’, so much ‘H2’ - FPT Teardown -

Raise the

Intermat: Cummins, Moog, Yanmar CE - Isotta Fraschini

at DCN Milan - Diesel of the Year & Alternative Engine Award

KOREAN FLAG

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

INTERNATIONAL

FPT Industrial XCursor 13 wins the Alternative Engine Award -

EIMA previews - Himoinsa - Echoes from IAA Transportation

1

Powertrain

ACT Expo - Cummins X15 driveline - FPT Industrial ePowertrain

- IVECO Capital Markets Day - Baudouin for data centres - DPE

& KEY: ABB, MOVe, BU Energy, Siemens - Kohler strategy


www.vadoetorno.com



ISSN 0042

A hydrogen



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



July 2024

FILL-UP


www.vadoetorno.com



ISSN 0042



Bringing H2 to the dock, from pleasure to commercial boats -

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



November 2024

Batteries: Exide and Riva EL-Iseo - FPT Industrial e-Plant step

by step - Kohler DemoDays - Rolls-Royce PG Symposium


INTERNATIO


www.vadoetorno.com



ISSN 0042



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



May 2024


www.vadoetorno.com



ISSN 0042



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



September 2024

NEWSROOM #RENAULT #HORSE #ARAMCO

NEWSROOM #POWERPROJECT #DANA #BORGWARNER

ARAMCO AND HORSE

GIVE

POWERTRAIN A

CHANCE

POWER PROJECT TO DEVELOP H2 ICE FOR OFF-HIGHWAY APPLICATIONS

The PoWer project is an ambitious

initiative to unlock

the potential of hydrogen

drives across a wide range

of applications in the construction

and agriculture industries. Led

by Mahle, this collaborative project

involves several key industry

players, including Deutz, Purem,

Claas, Liebherr, Nagel, Umicore,

NGK, and Castrol, along with esteemed

research institutions such

as Karlsruhe Institute of Technology

(KIT), Braunschweig University

of Technology, and the German

Aerospace Centre (DLR). Spanning

three years, the project benefits

from €5.1 million in funding

provided by Germany’s Federal

Ministry for Economic Affairs and

Climate Protection.

Additionally, TÜV Rheinland, a

renowned product standards authority,

is lending its expertise

to support the project. Through

this partnership, the PoWer project

seeks to drive innovation and

establish hydrogen as a sustainable

energy solution for the construction

and agriculture sectors.

The project encompasses vehicle

concept studies, fleet and infrastructure

system analyses, and the

development of exhaust gas aftertreatment

technologies, which

will undergo rigorous testing on

specialized rigs. In-depth investigations

will focus on the effects of

hydrogen on materials, as well as

friction and wear characteristics,

with validation conducted in operational

engines. These efforts aim

to ensure engine robustness and

compliance with future NRMM

emission standards.

Renault Group and Geely

Holding have officially

created Horse Powertrain

Limited. Aramco has now

completed its acquisition

of a 10% equity stake

of the company

ogy & Innovation, said: “Addressing

transport emissions requires a wide

range of approaches that consider the

diverse nature of the global vehicle

fleet, broad disparities in transport

infrastructures, and the specific needs

of motorists in different countries. At

Aramco, we are pursuing a number of

potential innovative solutions, from

lower-carbon synthetic fuels to more

efficient internal combustion engines,

as we look for opportunities to make

a difference. Our investment in Horse

Powertrain builds on our considerable

R&D in this field. In joining forces

with two of the world’s leading carmakers

we aim to leverage our collective

knowhow to take lower-emission

mobility solutions forward.”

Matias Giannini, Chief Executive Officer

of Horse Powertrain, said: “We

are delighted that Aramco has closed

its investment in Horse Powertrain.

Aramco’s expertise in alternative and

synthetic fuels makes Aramco the ideal

partner for us to deliver low-emission

powertrain solutions. By strengthening

our technology leadership with this

partnership, Horse Powertrain will

only become more valuable as a part-

Aramco, Saudi Arabia’s national

hydrocarbons company,

has finalized the purchase of

a 10% equity stake in Horse

Powertrain. A further indication of

the revival of the ICE on the energy

transition agenda. The transaction’s

completion follows the signing of definitive

agreements on June 28, 2024,

and receipt of all applicable regulatory

approvals. Aramco’s investment is

based on a €7.4 billion enterprise valuation

of Horse Powertrain, in which

Renault Group and Geely each retain

a 45% stake.

Ahmad O. Al Khowaiter, Aramco

Executive Vice President of Technolner

to automotive brands looking to

benefit from our expertise and global

production footprint.”

Jamal Muashsher, Chief Executive

Officer of Valvoline Global Operations,

said: “As a technical partner

and supplier to Horse Powertrain, we

look forward to applying Valvoline

Global’s 150-plus years of automotive

expertise and tradition of innovation

to advance future-ready solutions in

internal combustion engine technology,

fuels, and lubricants. Our newest

joint effort with Horse Powertrain and

Aramco builds on Valvoline Global’s

strong history in original equipment

manufacturer partnerships. Through

collaboration, we are helping to shape

the next generation of mobility.”

Aramco’s investment is expected to

accelerate Horse Powertrain’s efforts

to develop next-generation ICE and

hybrid powertrains, along with complementary

technologies like alternative

fuel and hydrogen solutions. As

part of the transaction, Aramco and

affiliate Valvoline Global Operations

will collaborate with Horse Powertrain

on innovations in ICE technology,

fuels, and lubricants.

DANA CHANGES

HEAD AND...

DANA ENGAGED

ADVISORS TO SELL ITS

OFF-HIGHWAY BUSINESS

Dana Inc. announced the appointment

of R. Bruce Mc-

Donald, a member of the Dana

Board of Directors, as Chairman

and CEO, effective immediately.

Mr McDonald’s appointment follows

the retirement of James Kamsickas

as Chief Executive Officer and his departure

from the Board. Mr Kamsickas

will remain as an advisor to the Company

through March 2025 to support

the transition. Dana also announced it

has engaged financial advisors Goldman

Sachs and Morgan Stanley to sell

its Off-Highway business, which the

Board believes will unlock substantial

value for shareholders. The Off-Highway

business provides drive and motion

systems for heavy-duty vehicles

in markets such as agriculture, materials

handling, mining, construction and

forestry. A sale will position Dana with

a streamlined go-to-market approach

focused on serving its light and commercial

vehicle customers, with traditional

and electrified products that are

largely shared across the remaining

portfolio. Proceeds from a potential

sale will enable Dana to strengthen its

balance sheet through substantially reduced

leverage, and to return capital to

shareholders. Furthermore, the Company

plans to reduce capital spending

to reflect the revised market demand

for electric vehicles.

BORGWARNER CEO

Joseph Fadool, EVP and

COO at BorgWarner, will

become President and CEO

effective close of business

on February 6, 2025.

Current CEO, Frédéric

Lissalde, is about to retire.

To support a seamless

transition, Mr Lissalde will

serve in an advisory role

until August 30, 2025.

“I believe BorgWarner’s

world-class product portfolio,

innovative and customercentric

culture, and strong

operating model position

the company well to drive

favourable business results

for many years,” Fadool

said. “We will stay focused

on enhancing our strong

product portfolio, efficiently

managing our costs to stay

competitive and supporting

our dynamic teams around

the globe to deliver value

to our customers.”

6

7

DIESEL OF THE YEAR

#OFFHIGHWAY #POWERGENERATION

HD HYUNDAI INFRACORE

DX05

AND

DX08

BRAND

MODEL

HD HYUNDAI

INFRACORE

DX05

HD HYUNDAI

INFRACORE

DX08

I. D.

B x S mm - S/B 110 x 132 - 1,20 110 x 132 - 1,20

N. cil. - dm 3 4 - 5,01 6 - 7,52

Maximum power kW - rpm 171 - 1.900 254 - 1.800

Mep at max power bar 22 22,9

Piston speed m/s 8,4 7,9

Maximum torque Nm - rpm 951 - 900 1.460 - 1.200

Mep at max torque bar 24,3 24,9

% power at max torque (kW) 45,5 47,6

Torque at max power Nm 862 1.343

% power at max torque (kW) 52,5 (90) 72,30 (184)

DETAILS

Specific power kW/dm 3 34,1 33,7

Specific torque Nm/dm 3 189,5 193,9

Areal spec. power kW/dm 2 45 44,56

RULES AND BALANCE

Dry weight kg 688 813

L x W x H mm 992x854x1.169 1.143x833x1.210

Volume m 3 0,99 1,15

Weight/power kg/kW 4 3,2

Weight/displacement kg/dm 3 137,1 108

Power density kW/m 3 172,7 220,9

Total density t/m 3 0,69 0,71

Displacement/volume dm 3 /m 3 5,07 6,55

Wook Jung, Vice President / Engine Development Department:

“I’m truly happy to be here today and honored to receive the Diesel

of the Year award for our DX05 and DX08 engines. In developing

these engines, a key focus was on performance and fuel efficiency.”

South Korea’s flag flies on the

Diesel of the Year flagpole. As

anticipated in the November

issue and on web platforms,

the DX05 and DX08 series won the

18 th DotY. The EIMA audience blessed

the award ceremony, which took

place at the Quadriportico Hall of

Bologna Fiere. The 1.25-liter cylinder

displacement naturally leans toward

earthmoving applications because of

the parent company’s identity, which

includes Bobcat, Develon and Hyundai

CE among its ranks. At Key Energy

in Rimini, we discussed genset

set-up. The firepower is there, flexibility

as well. The latter concept is

understood as elasticity in configuring

peripherals and adapting specific

curves according to the duty cycle.

The torque curve of the 5-liter engine

On behalf of HD

Hyundai Infracore,

Wook Jung, Vice

President / Engine

Development

Department,

accompanied by

Hanyoung Jung,

Head of Engine

Division, accepted

the Diesel of the

Year 2025 award.

We announced in the

previous issue that

the winning engine

is the DX05-DX08

by itself reaches the maximum rated

point at 900 rpm and remains stable

up to 1,400 rpm. The torque reserve

of the two volumes is about 46%.

With a judicious ECU management,

in the Korean manufacturer’s style,

performance scalability becomes one

of the strings in Hyundai Infracore’s

bow. Two directions indicate the curvature

of a propulsive, traction-related

project: software management and

connections to electrification. Korea

lacks neither one nor the other. See

the datasheet to find the usual declination

that our magazine has applied

since the late 1980s. So, let us focus

on the ceremony, with an excerpt from

the award, which contextualize it in

a historical framework, and the HD

Hyundai Infracore speech. According

to Fabio Butturi, editor of POWER-

TRAIN: “A nation’s prestige is measured

by its influence on the global

stage. Economic indicators alone do

not tell the whole truth. During last

summer’s Olympic Games in Paris, a

country with a population of only 51

million secured the eighth position in

the medal ranking. Remember such

phenomena as Kim Ki-duk movies

and K-pop? The DotY awarded the

innovation of a brand that, more than

a decade ago, introduced the G2 series,

compact engines that are always

updated to meet market demands and

emissions regulations. The DX series,

5- and 7.5-liter engines, is future-oriented,

with optimized combustion

chambers and transient response, as

well as application versatility. These

features are made possible by HLA

and multiple PTO configurations.

Fuel and oil filter service intervals increased

from 500 to 1,000 hours.”

Let’s give the floor to Wook Jung,

Vice President, Engine Development

Department at HD Hyundai Infracore.

“These engines represent a significant

leap forward in our engine

family, which is designed to enhance

performance and efficiency beyond

our previous models. 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.

In developing these engines, a key

focus was on performance and fuel

efficiency. We have employed a twostage

turbocharger which not only

delivers a 23% increase in power output

compared to previous models, but

also improves low-end torque. And

we have achieved fuel efficiency improvement

of up to 8% compared to

previous models through advanced

combustion technologies, optimized

fuel injection systems, and enhanced

air management. The remarkable features

of these engines are poised to

significantly enhance the competitive

edge of our clients’ products. We are

confident that these engines will make

a substantial contribution to the industry,

offering unparalleled performance,

efficiency, and environmental

sustainability. I believe that we were

able to receive this honourable award

thanks to the hard work and dedication

of our entire team. It shows how

committed we are to innovation and

sustainability. I’m very proud of what

we have accomplished.”

8

9

ALTERNATIVE ENGINE AWARD

#ONROAD #OFFHIGHWAY

FPT INDUSTRIAL

XCURSOR

13

Daniele Pozzo, Head of Marketing & Product Management at FPT

Industrial: “Winning the first edition of the Alternative Engine Award

confirms that the decision to invest in a multi-energy approach was

right. The XCursor 13 is a key player in this strategy, given its

multi-fuel versatility and the possibility of seeing it play a leading

role in both on-road and off-road applications.”

After winning three

editions of Diesel

of the Year, FPT

Industrial wins the

first ever Alternative

Engine Award.

The win smiled on

the XCursor 13,

a sophisticated

evolution of the

13-liter engine,

available in CNG/

biomethane version.

The hydrogen

version is being

tested.

FPT Industrial has gained extreme

confidence with the Diesel

of the Year. It won the 2008

edition, with the F32; the 2014

edition, with the Cursor 16; and finally

made a hat trick in 2020, with the

F28. At the last, it won the first edition

of the Alternative Engine Award. An

alternative engine is the trump card

to revive the ICE’s quotations. Some

features: agnostic, flexible, compact,

multi-fuel. It is compatible with different

fuel types, such as HVO, biomethane,

and hydrogen, without

disrupting the engine and application

layout. It lends itself to off-highway

as much as on-road and power generation

applications. In evaluating the

award, we thought of an engine block

that has proven its reliability both onand

off-highway. Take a 13-liter diesel

engine – a very crowded and competitive

segment – which is capable

of handling dual-stage supercharging

and with an ultra-reactive common

rail. This engine has racked up millions

and millions of miles on longhaul

trucks and plowed millions of

acres on open field tractors. The valve

actuation system was implemented to

maximize braking power. This allows

the retarder to be avoided in many road

applications. They added an electronically

controlled dual flow ball bearing

turbo, which optimizes air flow and

thus also fuel consumption. Common

rail pressure has increased from 2,200

to 2,500 bar, and peak cylinder pressure

rises to 250 bar. The engine consumes

9% less diesel fuel than Iveco’s

2019 Model Year. The natural gas/

biomethane version consumes 10%

less than the 2019 equivalent. Moving

on to hydrogen. At the IAA, Iveco

displayed a truck with the XCursor 13

in the hydrogen version. The same engine

that has been put to the whip in

the snow by a snow groomer for the

past three years.

Daniele Pozzo, Head of Marketing &

Product Management at FPT Industrial,

collected the award. “The XCursor

13 is not just another engine: it reflects

our commitment to innovation,

adaptability, and a concrete effort to

contribute to decarbonization. This

commitment is clear in FPT Industrial’s

role as the first to bring multi-fuel

technology to the commercial market

with the best ready-to-install products.

XCursor 13 is FPT Industrial’s first

multi-fuel single base engine designed

to run from diesel and natural gas –

including biomethane – to hydrogen

and renewable fuels. This engine covers

multiple segments, is suitable for

both on-road and off-road missions

and it’s ready to meet the demands

and changes of the market. It combines

high performance with reduced

weight and fuel consumption, all

while offering extended durability and

lowering the total cost of ownership.

The latest versions of the XCursor

are designed to meet current CO 2

reduction

targets and prepare for future

regulations. As part of Iveco Group,

we leverage our expertise in on-road

applications – dealing with CO 2

cuts

years in advance – to develop innovative

solutions for off-road machinery.

If we look at our XCursor 13, we

achieved for truck applications a 9%

reduction, and we’re now working to

transfer these benefits to the machinery

business as well. The XCursor 13

also perfectly reflects FPT Industrial’s

strategy, which is built on two main

pillars: first, we will continue to enhance

internal combustion engines

to make them more efficient and sustainable;

second, we are committed

to investing in alternative propulsion

systems to stay at the forefront of the

energy transition. This dual approach

enables us to meet current CO 2

reduction

targets while preparing for future

regulations. Winning the first edition

of the Alternative Engine Award confirms

that our decision to invest in a

multi-energy approach is the right

one. I want to take a moment to share

this award with all my colleagues who

have contributed to the realization of

this product.”

10

11

AUTOMOTIVE

#HYDROGEN #TRUCKS #DAIMLER #ICE

KEYOU

HEAVY

DUTY

H2

ACTROS-BASED 40-TON TRUCK

The model KEYOU will launch in 2026 is based on

a Daimler Actros with a 12.8-liter engine. It will be

equipped with 350 bar hydrogen tanks, which will allow

a range of around 650 kilometers. “The decision to

use 350 bar instead of 700 bar for the market launch

has several strategic reasons,” explained Thomas

Korn, CEO at KEYOU. “Firstly, the technology is

simply cheaper than 700 bar tanks due to its lower

complexity, which allows us to offer our customers an

even more attractive price. Secondly, the much more

advanced development of the 350-bar infrastructure

in the commercial vehicle sector also played an important

role in our decision”.

KEYOU was founded in 2015

by former BMW R&D experts.

We interviewed CEO and

co-founder Thomas Korn, a

highly skilled manager who gave us

quite clear answers and explanations.

“Especially in heavy-duty vehicles,

where robustness and efficiency are

key factors, there is something missing

in the market. For us, it’s hydrogen

combustion engines. Our mission

as KEYOU is to offer hydrogen-based

mobility that is competitive with diesel”.

So, it’s mostly about heavy-duty

vehicles, I guess… “In the end, you

can use hydrogen ICEs in every automotive

application. We see hydrogen

as the only energy carrier that makes

sense for long-haul transportation.”

What’s the role of Keyou when it

comes to hydrogen-powered trucks?

Hydrogen is the

missing piece in the

heavy-duty mobility

puzzle. In our chat

with KEYOU CEO,

Thomas Korn, he

said: “Especially in

heavy-duty vehicles,

where robustness

and efficiency are

key factors, there is

something missing

in the market. For

us, it’s hydrogen

combustion engines”

“Our business model is mainly based

on two areas. One is expertise, as we

have developed seven different hydrogen

combustion engines from five different

OEMs, with displacements from

7 to 30 liters, for mining machines.

Then, our product, KEYOU’s conversion

technology from diesel to hydrogen.

To be more detailed, the base

engine can remain, while the pistons

and other key parts change. We provide

components like hydrogen fuel

injectors, different turbochargers, different

ECUs and software, based on

our know-how on combustion process

control. To make a long story short,

we can integrate key components in

an existing engine and with low efforts

we can turn it into a high-performance

engine. These components are

manufactured by our trusted suppli-

ers, as we’ve been working with them

for quite a lot of time.”

What kind of partnership does

KEYOU have with truck manufacturers?

“Given that the vehicles can be

used trucks to be converted, or rather

new trucks, manufacturers sell us the

diesel vehicle, we convert it and that’s

the cooperation we’re building. Their

core business involves the possibility

to manufacture thousands of trucks.

In the hydrogen case, this is not

possible, so we help them build the

boundary conditions even before they

actually start producing their hydrogen

trucks.” What’s really challenging

from an engineering perspective

when it comes to converting a diesel

engine into a hydrogen-powered one?

“It may seem that a combustion engine

is made for hydrogen as a fuel,

not for diesel. Hydrogen burns very

fast, so the energy conversion works

very fast. There’s a high power and

efficiency potential. The challenge is

to control it in a proper way, without

compromising the engine lifetime and

durability. The hard part is to control

the hydrogen combustion process. It’s

not easy at all.”

What about the after-sales services?

“That’s a very important issue. We

have partnerships with truck service

companies, which are also interested

in exploring the hydrogen field to upgrade

their service capabilities. Then,

we also need to support our customers

on the fuel side, so we have partnerships

with fuel providers.”

In which countries are you working?

“Our focus is Germany, now, although

we’re looking to different markets

such as the UK or Sweden. Basically,

we’ll follow the availability of hydrogen

for transportation. Hydrogen production

and distribution is crucial for

the TCO of these trucks. We want to

make this challenging transformation

as easy as possible for the operators.”

Why hydrogen ICE and not fuel cells

in your proposition? “In the old days,

we did a lot of research on the advantages

and disadvantages of these technologies.

Fuel cells have a higher efficiency

potential, while hydrogen ICEs

are very much industrialized and highly

cost-efficient. They are very robust,

even though they’re less fuel efficient.

Fuel cells are still very expensive, so

we believe this is the right time to have

hydrogen-powered ICEs. Later, fuel

cells may have their role in the market,

but now it’s time for hydrogen ICEs.”

12

13

AUTOMOTIVE

#BRUNOGENERATORS #BEV

REINOVA

REINVENTING

INNOVATION

This is how Giuseppe Corcione,

CEO of Reinova, presented the

project in the spring of 2021:

“We’re building a centre of excellence

in the heart of the Italian Motor

Valley to support the transition to

sustainable mobility.” Officially founded

in October 2020, the actual opening

was on July 10, 2021 (a symbolic date:

Nikola Tesla was born on July 10,

1856). Since then, POWERTRAIN International

and Reinova have crossed

paths several times: on the E-Power

project, with Dell’Orto and Energica

Motor Company; with A&C Ecotech,

about battery recycling; alongside E2C

for e-mobility in the boating industry;

with Sattelo, about the thermal management

of e-cars; about cybersecurity,

with Industria Italiana Autobus; in

the Emirates, with PEEC Mobility. On

Reinova’s

remarkable

performance stands

out, even as its

CEO, Giuseppe

Corcione, attributes

its conception

to what he calls

“two apparent

coincidences.”

He spoke with a

clear awareness

of the transversal

and efficient nature

of a wise approach

to electrification

the eve of his creation’s five-year birthday

we went to Soliera, in the Emilia

Romagna region, to meet the man

himself, Giuseppe Corcione, and get

a better grasp of this variegated set of

competences. Reinova’s shipshape engineering

premises are home to a staff

of over one hundred. “Apparently this

company was born out of two chance

occurrences,” says Corcione at the

outset. We’d rather say it was written

in the stars. “Professionally, my background

is deeply rooted in ICEs, and

yet I have always been an innovator by

nature. I do have to draw a line here,

between drive systems and power generation.

Around 2018-2019 I was telling

myself I had no interest in energy

generation technology per se. Where

energy came from, be it hydrogen, batteries,

any source whatsoever, fossil

98% efficiency is definitely better than

one that reaches 33%.” What’s the

difference, in everyday terms? “The

way in which energy is transferred.

There is never going to be a one-sizefits-all

solution, rather, we’re going to

have energy combinations that can fit

specific settings. To give you an idea

of how electric can find fertile soil in

some applications, I’ll make the example

of front loaders: batteries can

serve as a counterweight, so the option

makes natural sense. Reinova’s

powering philosophy is based on innovation

in cells, modules and battery

packs. Following are electric motors,

inverters, electrified axles, driving

systems (AC/DC, on board charger,

power distribution) and charging stations.

You have to think that there’s a

precise point in time when a technolor

not, was not relevant to me. What

I was really looking at was improving

the drive system efficiency. No system

in the world is more efficient than the

electric. How should this drive system

be powered? We might use a hydrogen

fuel cell, a battery or a combination of

different sources. If this principle holds

true, the challenge is gathering all

the existing local expertise across the

board.” And that’s how what was written

in the stars became visible to the

naked eye. What follows is the account

of how innovation is sometimes intertwined

with chance (does the story of

Newton and the apple ring a bell?).

“I was working for AVL in 2020, on

March the 9 th my father had a severe ischemic

attack on the very day the lockdown

began. I left Graz rushing for

the hospital and I came there shortly

before midnight. Following the directions

of the chief physician I agreed to

be confined at the hospital during the

Covid emergency, with a few clothes

and my iPad, to be able to stay close

to my father. So I ended up being in

the ideal conditions to design what for

me was the best way to implement the

energy transition, making a distinction

between drive systems and energy

sources. Reinova stands for ‘Reinventing

innovation’. High innovation in

drivetrain systems, the development of

software for such systems, infrastructural

interconnections and last but not

least, hinging everything on the concept

of cross-cutting applications.” A

mundane vision, that of Corcione, free

from any overstretched blind belief. “I

am no advocate of electric at all costs.

Simply put, a drive system that boasts a

14

15

AUTOMOTIVE

#ADVICE #HOLISTIC

“The true technology gap lies in the ability to manage vehicle

softwares,” said Giuseppe Corcione, founder and CEO of Reinova.

ogy becomes established, and time’s

not ripe yet for hydrogen. This is the

right time for electric drive systems,

battery powered. We need to push

as much as we can on the energy efficiency

of this accumulator, cutting

costs and setting up a parallel energy

source. The difference between an ICE

and an electric drive system is not to

be found in the ICE’s emissions, but in

the ancillary factors. For example, the

tons of oils to be recycled. Or, think of

a mini-dumper fitted with a single-cylinder

engine, be it diesel or gasoline.

It produces vibrations that affect the

driver, which does not happen with

electric units. I want to make it very

clear though, the electric drive is not

a remedy for all ills and it just makes

sense for some families of applications.”

How to crush the resistance

of a geographical area that is endemically

refractory to a change of this

kind? “It is my firm belief,” Corcione

points out, “that if duly channelled,

the competences spread across the

Motor Valley provide the best opportunity

for a company like Reinova. We

test and certify all high-voltage components

every day. Our turnover testifies

to that: 10 million in consultancy

services, which are a pure expression

of competence.” What sets you apart

from others? “We do not simply provide

third party services, we work side

by side with developers, filling some

widespread technology gaps. An engineering

company’s job ends when

the project is delivered. We, instead,

follow the project all the way through

component type approval and certification.”

As for the industrial sector,

what’s your role? “We take care of

projects along two lines: drive system,

that is motor, driving components

and axle; and battery development,

down to the integrated system. Lastly,

we deal with the generation system, a

battery energy storage that’s validated

and certified. And a system for energy

transfer or charging, that is the infrastructure

that’s connected to the system

itself. We perform Tier 1 activities.”

What’s Reinova’s strategic value at

this critical juncture? “We must place

ourselves at the top of the innovation

pyramid that applies transversely to all

the choices players make in our sector.

There’s just one game changer in the

automotive industry, Italy still misses

it, and so does Europe: software management.

The true technology gap lies

in the ability to manage vehicle soft-

ware; we’re still at a primeval stage

compared to players in the Far East”.

According to the majority, cells – a

Chinese monopoly – will be the true

quantum leap. You can’t see the forest

for the trees, as the saying goes. “No

one has ever caused a scene for having

thrown us in the hands of OPEC. We

shouldn’t talk about how batteries are

created, but about how they are controlled.

Let’s bring the know-how to

Europe, to handle the chemistry part,

and we’ll find the game changer is in

our very hands, whatever the energy

source is. Let’s deal with all the assembly

systems and with controlling the

production process. If we do not handle

conversion with an industrial policy

and keep thinking the switch is going

to happen overnight, we’ll end up with

thousands of workers in the streets.

If, instead, we gradually and progressively

convert the workforce from the

mechanical sector to other systems,

then we can make it. The 120 people

working at Reinova are the living testimony

to that. Electrification is a big

opportunity, because it is cross-cutting

in nature. The technological neutrality

of the electric option lies in the copper

wire that governs current and voltage.

Tesla built the charging systems first,

then the infrastructure, then the cars.

The same can be said for BYD. Manufacturers

have to turn into managers of

energy flows.”

From vision to application, now down

to enumerating the disruptive elements.

“Electric vehicles are no longer

simply cars, they’re systems connecting

man to vehicle, vehicle to vehicle,

and vehicles to the road. In the farming

sector, self-driving machinery will be

the real technological breakthrough.

After all, the conversion of a whole

industrial world cannot be prompted

by CO 2

.” So, if electrification is the

choice, should that be the choice for

all? “Whether you talk about ICEs or

electric motors, the entry point is a coil,

a rotor, a stator, a mechanical component

for energy transfer. For each

rotation speed you’ll have a specific

voltage and a specific current to deliver

torque”. Some quick housekeeping

announcements: Corcione reminds us

that new technologies are not a prerogative

of the Far East. The two names

he reels off at the end of our chat speak

volumes. The leading manufacturer of

charging posts in the world is Alpitronic;

an Italian company, like Electric 80,

a giant in AGV systems.

16

17

EVENTS

#CNHINDUSTRIAL #FEDERUNACOMA #HATZ #HYUNDAI

EIMA INTERNATIONAL

RUDOLF'S

SHADOW

We left off at the gauntlet

thrown by SIMA in Paris.

Based on the numbers reeled

off by the organizers, EIMA

International has established itself as

Agritechnica’s alter ego, in some sort of

natural turn taking occurring every two

years in November. Once the shutters

came down, on Sunday the tenth of November,

the number of attendees at the

Bologna exhibition centre amounted to

346,800, 63,100 of which from abroad.

We don’t have data substantiating the

hypothesis, except for our intuition, but

the widespread opinion – at least in the

“engine pavilion” – is that prospective

buyers from the Far East and India account

for a nice share of EIMA’s final

figures. International, by name and by

nature. Quite rewarding for the 1,750

exhibiting companies, with over 60,000

The air one breathed at

the Bologna exhibition

centre was one of

explicit conformity to

the orthodoxy of diesel,

still long needed for

working in the fields. In

these pages, we will tell

you about BU Power,

Cummins, Deutz, FPT

Industrial, Hatz, Hyundai

Infracore, JCB, John

Deere, LS, Perkins,

Pitteri Violini, RAMA,

SAIM, Socoges, VM,

Volvo Penta, Yanmar

models of machines, equipment and

components, from tractors to combine

harvesters, from groundworking tools

to machinery for crop care and harvesting,

from forestry to landscape maintenance

equipment. Under the spotlight

were robots, drones, digital technologies

and artificial intelligence systems

representing the new frontier in the

agro-mechanical universe.

“At EIMA we welcomed visitors from

all over the world,” said Mariateresa

Maschio, President of FederUnacoma,

the Italian Agricultural Machinery

Manufacturers Federation that organized

the event, “and we tried to analyse

the development of demand on traditional

markets in Europe and America,

on emerging markets in India and

China, and on the freshly mechanized

ones in Southeast Asia and Africa.

Every region of the world has a different

farming model and it’s the job of the

agro-mechanical industry to offer them

tailor-made solutions”. On the eve of

the exhibition, during the press conference,

Mariateresa Maschio had precised

that “the agricultural machinery

industry is facing a crucial challenge,

not only from the perspective of the

increase in production yield, but also

from that of sustainability”.

Here it comes again, the spectre of

sustainability. What message did we

get in Pavilion 15 (engines) and 18

(components) about the reconversion

of internal combustion engines? POW-

ERTRAIN grabbed the bull by the

horns in the session titled “Diesel, it’s

you again, weren’t we supposed to part

ways for good?” featuring the powertrain

divisions of CNH Industrial, BU

Power Systems, Deutz, FPT Industrial

and SAIM Industrial. The session’s

take-home message is in line with what

came out from the press conference before

the opening. The ICE is bound to

keep doing its utmost in the fields, on

condition that – as pointed out by Riccardo

Spadoni, in charge of the EU

Advanced Powertrain and Electrification

Platform, “it pursues the principle

of increasing the system’s efficiency”.

And – we might add – provided that

it can reconcile chamber combustion

with biofuels or hydrogen-based mixtures.

What was, then, our impression

at Pavilion 15? We saw proofs that

the ICE will lead a long life, plenty of

proofs, proofs all around. Socoges displayed

the Diesel of the Year plate in

between the two winners, the Hyundai

Infracore DX05 and DX08. Alongside

them, a firing line that reminded us of

that seen at Conexpo. The 11.1-litre,

hydrogen-fuelled unit (BxS 123x155

mm) named HX12, in its automotive

incarnation can deliver 300 kW at 2,000

rpm and 1700 Nm @ 1,200, at fix speed,

50 Hz, it delivers 256 mechanical kW

under PRP, which means continuously

with a load factor of 70%; 205 kWm

fully loaded (at 60 Hz it gets to 282,

PRP, and 226 COP). The compact triad

made a good show. It sure made a big

impression on the neighbouring Goldoni,

for specialized tractors. Same goes

for earth moving machinery, the mini

wheel loaders by Kato Imer adopted

the 18 and the 2.4 litre by Hyundai. The

AS26R is fitted with a 3-cylinder D18,

41 kW @ 2,400 rpm. The AS29R provides

its mirror image, except for the

engine, a D24, 55.1 kW @ 2,200 rpm,

18

19

EVENTS

#LS #SAIM #SOCOGES #YANMAR

also present on the AT35R. Now let’s

change side for a stopover in Korea. LS

brings back memories of the partnership

agreement with CNH Industrial,

back to the summer of 2023. We also

remember Agritechnica 2017, where

we saw first-hand the engine family

with 3 and 4 cylinder, 1.88 and 2.5 litre

capacity (BxS 88×103 mm). It’s again

those same engines representing the LS

range, which offers natural and turbocharged

versions, either with a prechamber

or a mechanical pump and 1800 bar

common rail by Delphi. In the previous

issue we delved extensively on SAIM’s

integrated plug-in, that we can now call

by its chosen name – HIS, Hybrid Integrated

Solutions. The mission is customary

to this kind of solutions, e.g.

finding the load point that’s most suited

for the machine’s working cycle and

allowing for operation in electric mode

when called for by the environmental

conditions, normally indoor (factories,

greenhouses, warehouses etc.) The

diesel is an electronically controlled

18.5 kW Kubota D1105-K, together

with a SAIM Industrial 48 V, 12.8

kW electric motor for industrial applications,

both in the agricultural and in

the earth-moving/construction sectors.

There’s no obstacle to further diversification

by SAIM of the ICE component,

based on local demand and application

specs. Developed in two versions, it

can be used in a diesel-only mode –

without the need for an aftertreatment

system – all electric, with 12.8 kW, or

hybrid, delivering over 30 kW in total.

The control software for the entire integrated

hybrid system was developed

by SAIM itself and allows for a fourth

operating mode – regenerative – that is

battery charging. SAIM’s expertise as

system integrator, and at the same time

provider of plug&play solutions can be

inferred by the electronic control unit

that’s provided mounted and wired for

a quicker and easier installation aboard

the unit. Kubota D1105-K is a 1.12 litre

3 cylinder providing 18.5 kW at 3,000

rpm, officially said to be able to cut fuel

consumption by a 5% on account of

the electronic control, which, like the

CAN system, puts this small industrial

engine on par with big automotive engines.

The hybrid version is included

in an array of 19 possible setups with

ICEs by Kubota, between 8 and 157

kW, running on diesel, fuel, and LPG.

It’s Osaka again, but this time our host

is Yanmar. We found the 4TN101 in

a powerpack configuration, set up by

Yanmar Italy thanks to the local dressing

at Cassano Magnago. It’s a 3.8 litre

unveiled in 2018 at Intermat, alongside

the 4TN107, it delivers 105 kilowatt at

2,200 rpm, this time for stationary applications.

The Japanese 4-cylinder is

targeted at the free market of self-propelled

machines such as telehandlers,

sprayers, remotely controlled machinery.

This engine features a very compact

ATS that will provide a competitive

edge in tight space applications where

size does matter, in addition to offering

electronically and mechanically reliable

units as is customary for Yanmar

products. We had an opportunity to see

the L100 V one more time; the single

cylinder complies with all European,

North American and emerging markets

certifications. Its flexible nature comes

to the fore in its tailored made versions

designed for light towers, gensets and

also for agricultural missions, mainly

tillers and motor-pumps that will thus

enjoy the possibility of regeneration at

1,500 rpm, with no need to disconnect

the pump. The one-cylinder unit made

in Osaka also finds its natural environment

in landscape maintenance applications.

With the range below 56 kW

Yanmar keeps gaining acolytes. The

FS 6,26 is one of the most recent examples,

it’s an ultracompact telescopic

unit by Faresin. There are common

rail, stage V/tier 4 Final engines, with

motorpumps being offered the benefit

of regeneration at 1500 rpm, without

pump disconnection. And speaking of

single-cylinders, Hatz easily comes to

mind. After a two-year hiatus in the exhibition

circuit, they’re back at EIMA.

After Conexpo 2020 we discussed the

technological platform known as EI

that enables electronic control specifically

for single cylinder engines.

On that occasion, Bernhard Richter-Schützeneder,

Head of Marketing

and Sales at Hatz, explained that “this

technology is based on electronic control

of the pump and nozzle, which allows

us to calibrate fuel delivery into

the combustion chamber while keeping

all injection and combustion parameters

under control. With E1, the CANbus

comes into play”. And here’s one

old acquaintance of ours. Dominating

the Hatz booth is the 3H50TICD, an

odd-cylinder number 1.5 litre (BxS

84 x 88 mm), rated in the range from

22.6 to 43.7 kW, featuring a 1,800 bar

common rail by Bosch (that’s the usual

pressure under 55 kW, as confirmed by

the Delphi used by LS).

20

21

INTERVIEW

#DUAL+ #BLUESTAR #TAFE #HYDROGEN

DEUTZ AG

MORE

THAN

RESILIENT

BREAKING NEWS: Markus Müller will become President EMEA at

CNH Industrial on March 1, 2025. In the region for which he will then be

responsible, CNH, with 15,000 people and 15 manufacturing and 22 R&D

sites, generates sales of around 6 billion euros. Markus Müller has been with

Deutz for more than 16 years, serving as Chief Technology and Sales Officer

since 2021. His responsibilities at Deutz will be taken over by the remaining

Board of Management until a potential succession plan has been agreed.

(from Deutz AG press release, Cologne, December 16, 2024).

The Board of Deutz

AG has shown the

way by setting out a

strategy called Dual+.

The operations carried

out over the past three

years confirm this

and span from the

agreement with TAFE

and that with Daimler to

the ICE H2 continued

investment. At EIMA

we interviewed Markus

Müller, Member of the

Executive Board, CTO

and CSO

We need to scroll back to

three years ago, March the

30 th , to find a press release

titled “Frank Hiller leaves

Deutz.” Since then, the board of management

has been revolutionized.

Sebastian C. Schulte is now the

CEO, Oliver Neu is the CFO (the

position formerly held by Schulte

himself from March 2021 to February

2022), Petra Mayer is the Chief

Operating Officer, and Markus

Müller is both the CTO and CSO.

A young team with a clear vision.

Events had taken a pretty ill-starred

turn; the pandemic emergency was

just fading away, and then came the

supply shock, putting a strain on the

manufacturing chain. 2024 will instead

be remembered as a dreadful

year for the German automotive industry.

And we suspect 2025 is going

to be no less. The Board, however,

brought about bold changes.

The sale of Torqeedo and the acquisition

of Blue Star Power Systems,

the agreement with TAFE and the

Dual+ strategy, the safeguarding of

profit margins despite a tangibly lower

demand. From our vantage point

we also appreciated the U-turn in

communication. Deutz broke out of

the Coreum in Stockstadt am Rhein

fence to resume its place at the main

trade fair events (Conexpo Las Vegas,

Agritechnica Hanover, EIMA

International Bologna, coming soon

also at Bauma Munich). At EIMA International

we met Markus Müller,

putting on his Deutz AG’s CTO and

CSO hats. EIMA is one of the last

official events in these roles. Markus

Müller will become President EMEA

at CNH on March 1, 2025.

Deutz AG’s new Board of Directors

launched a strategy called Dual+,

which anticipates current trends.

Could you tell us what it means for

Deutz and for off-highway vehicles?

“To us Dual+ means we stay committed

to internal combustion engines;

we have them today and we will have

them tomorrow, so ICE-specific technology

will still be part of our portfolio.

We absolutely believe that this

technology is going to last longer

than some expect today, especially in

off-highway applications with higher

power ratings. So we will invest in

performance and in alternative fuels.

So far for the classic units. Then

we have Deutz Solutions, we’ve just

renamed it; the segment was formerly

known as Deutz Green, since the

company has been moving in the direction

of new energy technologies,

we renamed it to Deutz Solutions. It is

focused on alternative drivetrains and

investments going beyond the classic

engines, like the gen-set sector. But

perhaps we will talk about that later.

The big plus in our strategy is service.

That’s an area in which we have made

pretty good progress in recent years,

which allowed us to get the resources

to fund our investments.”

The TCG 7.8 H2 is in operation at the

Chinese Government’s Innovation

Zone. InnoTrans at Stadler’s service.

“Technology-wise, we purse an open

approach. We’re looking to fuel cells,

but certainly our core competence is

in ICEs. Both technologies, however,

need hydrogen, infrastructure and

storage tanks, which is worth reflecting

upon. If we compare internal combustion

engines with fuel cells, we believe

that for the time being there are

more arguments in favour of the former.

The ICE is a well-proven, robust

technology that can rely on an existing

service network and installation

capacities. People know how to deal

with combustion engines. Moreover, it

is CO 2

-free.”

Now some insight directly from

Deutz’s AG Board of Directors on the

cost-cutting programme.

“Deutz itself is well-aware that the

market has been slowing down significantly,

indeed we’ve seen a decrease

of 20 to 30%. This is another reason

22

23

INTERVIEW

#HVO #DAIMLER #SERVICE

why we issued a profit warning and we

launched a cost-cutting programme

for the fourth quarter. In total, we intend

to cut costs by 50 million. This

year we aim to save 10 to 15 million

euro. Cost reduction programs are

painful in different areas, but they are

nothing like what you read on newspapers

about big passenger car manufacturers.”

A thought starter: with the acquisition

of Blue Star, Deutz has become captive

(too). Can you outline your agreement

with Daimler starting in 2028?

“Let’s start with the Blue Star acquisition.

Over the last few years Deutz has

been selling engines to gen-set manufacturers,

but we decided to become

an OEM in this sector, being strongly

convinced that power generation will

play a major role in the energy transition.

By acquiring Blue Star, we have

established the first core in the USA.

Our target is to grow to 500 million

euro by 2030.

As for our partnership with Daimler,

we finalized and published our agreement

with Daimler which includes a

target for 2028 and beyond, taking

full control of the MD platform and

getting the exclusive right to sell

heavy-duty engines in the off-highway

domain. Understanding what to

do from now to 2028 was the missing

piece. That’s why, as you have seen,

since August this year (2024, editor’s

note) we’ve also closed our transaction

with Rolls-Royce Power System,

taking over the business. Now we

have a new customer base that we are

extremely proud of, with a turnover of

about 300 million euros adding to our

business. This will be our future portfolio

in the medium and heavy-duty

engine range. What I mentioned reflects

our strategy. We want to play a

major role in market consolidation,

we want to grow to higher power

categories and we aim to tackle the

upcoming CO 2

emissions regulations

and possible emission stage standards.

This technology and these engines

will position us so as to improve

on our engine offer.”

I am now asking Markus Müller wearing

his engineer hat, how did Deutz’s

approach to electrification change after

the sale of Torqeedo?

“It’s an exciting journey. I think we

are all in the same situation. People

invest in alternative technologies, we

all want to be climate neutral but it’s a

journey. When we invested in Torqeedo,

we did it to push the electrification

strategy. After five to six years, we reconsidered

our position because our

main aim was to build competences in

high-voltage systems and getting access

to batteries.

Torqeedo did have access to BMW

batteries, yet our goal was not becoming

a market player in electrified drivetrain

for the marine sector. Torqeedo

ended up in the very good hands of

Yamaha. So that was a good decision,

including with a view to clean up our

portfolio. To date we have all the competences

onboard that we need to deal

with it. As we proved here at EIMA,

where you can see a full high-voltage

system. So we can avail ourselves of

all the crucial competences.”

What are the prospects in terms of

technology considering the deep crisis

affecting the automotive sector in

Europe, and more severely Germany?

“I think this is a challenge for the entire

industry, in the transition we are

in. Typically, we try to have access to

suppliers doing business in automotive,

truck or passenger car sector,

especially in Europe. In this business

– that we see shifting towards electric

– we realize that our supply chain is

not as resilient as it was in the past.

That’s why we’re working hard with

our procurement teams, trying hard

to develop a resilient strategy that’s

more focused on India and China, to

secure parts availability.”

The after sales will become ever more

crucial. Can you describe Deutz’s

dealers policy after the acquisition of

various distributors – IML first, now

Diesel Motor Nordic and BTH Fast?

“In our Dual+ strategy service is the

big plus. In this area we aim to grow

to a 1-billion-euro turnover in 2030.

A part of this process is that we’ll

grow organically, but also non-organically.

We have some clear targets. What do

we need? We need to gain partners

for service that have a minimum revenue

and the right amount of service

technicians. And which, of course,

will have to fit in with our footprint

in their area of expertise. This is true

for the slots that are currently free.

You’ll see us acquiring more partners

in the future to improve our service

and help customers as swiftly as possible.”

24

25

EIMA INTERNATIONAL

#IOPU #PERKINS #PLATINUMPROTECTION

EIMA INTERNATIONAL

#STRUCTURALSUMP #TIERV #BARLEY

BU POWER SYSTEMS

CUMMINS

CARE

FOR

FOR

AG

SERVICE

ONLY

A

t the BU Power “presidium”,

we are welcomed by Guglielmo

Tummarello, the new

CEO of BU Power Systems Italy.

What were the first perceptions of

the fair? “EIMA International proves

to be an excellent opportunity to meet

our consolidated customers, who

joined us at our stand, and to contact

new ones,” Tummarello explained.

As regards positioning among OEMs,

Perkins retains a strong penetration

in power generation and is far from

marginal in agriculture, if we consider

the volumes of non-regulated markets.

As a reminder of this, we mention,

among others, the 1104 (BxS:

105 x 127 mm) and 1106 (BxS: 105

x 135 mm) series, which are manufactured

at the plant in Curitiba,

Brazil, mainly for Massey Ferguson

tractors for the local market. In the

Stage V scenario, the policy of small

steps continues, with players such

as Lindner and Reform-Werke, with

a focus on Austria. Syncro has been

adopted by Dieci’s Pegasus telescopic

handlers and the specialised Same

Delfino and Lamborghini Sprint in

the structural architecture. Looking at

the BU Power offer at the stand, we

noticed the 2606J blades, which are

studded in the exhibition set-up. The

12.9-litre has entered production and

will be available to order in powergen

configuration from mid-2025.

For stationary use, it climbs up to 500

kVA, in continuous operation, while

at variable rpm it reaches up to 515

kilowatts (690 horsepower), which

are stable between 1,800 and 2,100

rpm, with a torque of 3,200 Newton

metres. This is the first Perkins engine

with the variable geometry turbine,

which supplanted the waste gate on

this displacement. The two-stage system

is still installed on the 18-litre.

The 404J-E22TA and the 904J-E36TA

headline the exhibition set. Both

four-cylinder, the former has a unit

displacement of 550 cc, the latter has

a 0.9-litre. The 2.2-litre delivers up to

74 kW and 280 Nm, the 3.6-litre goes

up to 100 kW and 550 Nm. The two

compact engines are now veterans

of the off-highway sector, to which

they offer transparent regeneration,

without any switches, and therefore

automatic. They are available in an

IOPU (Industrial Open Power Unit)

version, with radiator and air filter

mounted directly at the Peterborough

headquarters.

How can we not mention the “aftermarket”

subject? In this respect, Perkins

offers the PPP formula, Perkins

Platinum Protection. Provided the

engine is within the warranty period,

PPP provides an extension of up

to 4 years. An advantageous formula

for OEMs, in terms of cash flow optimisation.

The most obvious benefit

relates to downtime, a ghost being

exorcised by the quick replacement

of non-working components.

W

e spoke to Fabio Vaiani

and understood that Cummins

is swimming against

the tide compared to the

dead calm of the off-highway sector.

Globally, last quarter saw record

numbers. Power generation, especially

data centres (also in Italy, in Milan)

drove the year, road applications resisted

in the American basin, where

Cummins is certainly not a bit player.

These trends balanced out the general

malaise of construction and agricultural

machinery in China and Europe.

Being engaged in different business

profiles, they offset the ups and

downs. With the Bharat Stage VI, India

has made the Indian market more

expensive, due to the higher engine

set-up costs. Italy is bucking the trend

of shrinking volumes in Germany and

Northern Europe. It depends on the

nature of the business, which rewards

the flexibility of Italian OEMs. Entering

the Cummins Italia space, Vaiani

says: “Basically, we confirm the 2023

numbers, which were important in

themselves. The subsidiary went very

well, despite a drop in the second half,

which was offset by the effervescence

of the first half of the year. Next year,

we expect a reverse trend, with a recovery

in the second half. The customer

base is stable, we are aiming

at the agriculture sector, where some

applications see us present in the testing

phase”. An echo of Eima 2022,

Cummins’ confidence in its structural

versions is amplified by the B4.5 with

load-bearing cup, which is in production

in 2025 and capable of delivering

up to 160 kilowatts. The 9-litre Barley

is on display. It is mechanically similar

to the standard L9, from which

it differs by the VGT that replaces

the wastegate turbine. Calibration is

dedicated to the specific use, with a

stronger torque curve at low revs for

the needs of combine harvesters. An

example is Claas’ Trion.

From Cummins’ perspective, the demand

for electric vehicles is mainly

for city buses. Apart from a few exercises

in styles, there is no significant

series production around the world.

What about the hybrid? “It is not our

first choice because it involves additional

costs and requires space in the

engine compartment. We continue to

strive for cleaner fuels, such as Hvo

or blending, and more efficient engines.

To do this, we keep our eyes

wide open for new technologies, also

thanks to Accelera.” The B6.7 multifuel,

like the 15 litre, runs on hydrogen,

diesel or natural gas. The crankcase

is the same, the cylinder heads

and injection system change. In the

future, they could be joined by the

10-litre. Right now, it is difficult to

bet on anything. It will also depend on

the Trump administration’s strategies.

The Tier 5 EPA could come to a halt.

This is an argument that applies to all

players in the supply chain.

26

27

EIMA INTERNATIONAL

#ICE #EAXLES #BATTERIES

EIMA INTERNATIONAL

#JOHNDEEREPOWERSYSTEMS #OCMIS #WEICHAI

FPT INDUSTRIAL

RAMA & JOHN DEERE

MULTI

WINNER

JD4

PREVIEWS

FPT Industrial and agriculture.

Michele Lopez, Off-Road Portfolio

and Product Management,

told us about their open and

dynamic relationship. They are two

parallel tracks headed to the same

destination. It is called a “two-pillar

strategy”: on one pillar is the continuous

improvement of ICEs, which

are expected to continue. Some of the

testimonials are the XCursor 13 (winner

of Alternative Engine Award); the

two-stage Cursor 16 TST (housed

in the CASE IH’s Steiger 715, High

Power TotY); the F28 (Diesel of the

Year 2020). It is an eclectic unit that

comes in both diesel (which was originally

welcomed aboard the Carraro

Agricube Pro) and biomethane (this is

the case with Fontanafredda and the

New Holland TK Methane Power),

and in a refined hybrid version. Mr

Lopez described FPT Industrial’s endothermic

solutions as “reliable, robust,

with a design delicacy in being

open to alternative solutions. First is

the HVO, which is compatible with

all Stage V solutions, and requires no

modifications, not even to filters.”

We mentioned the XCursor 13. Mr

Lopez reminds us that “FPT Industrial

has been a pioneer in natural gas,

both on- and off-road. Our dedication

to this technology also demonstrates

our openness to following market developments.

The F28 on display is a

diesel engine, honoring two specialized

families that bring their respective

brands to jump the 100-hp bar

for the first time. Antonio Carraro’s

R series (the Cento series also adopts

the same engine block, in 55-kW rating,

aka 74.8 hp) and BCS as well.

The DotY 2020 is a modular engine

that adjusts the filter position to make

access easier, as well as the types of

alternators. The blower can be positioned

high or low, and the engine

is also flexible in the aftertreatment

housing. Below 56 kW, the DOC is

accompanied by the DPF, which disappears

once it lands in the United

States. The single installation makes

life easier for OEMs”. Above 56 kW,

the inescapable HI-eSCR2 appears.

The hybrid formulation is not only

48V, with P1 architecture. “We are

working toward ‘scaling’ on high

voltage and making these two strategies

synergistic”. The second pillar

rests on the electric cornerstone: the

eBS 42, 42 kWh battery pack, delivers

power to CASE’s 580EV electrified

backhoe loaders. “Sustainability

should not be random, but practical,”

Mr Lopez points out. With a touch of

ill-concealed pride, Michele Lopez

points out that the F36, which has preserved

the overall dimensions of the

F34, is listed in the evaluations of the

Tractor of the year jury that awarded

“Best of Utility” to the Steyr 4120

Plus. It is not alone, since among

the 21 ICE tractors finalists for TotY

2025, 6 are signed by FPT Industrial.

er is wastegate), and scales the power

curve up to 343 kW. Other strings to

the company’s bow are the JD14 and

JD18. The former also pushes on power

per litre, which is increased over

the 13.5-litre configurations. With a

power output of 510 kW and a torque

of 3,050 Nm, it has accrued tens of

miles of operating hours on machines

that work on a near-continuous cycle,

such as combine harvesters and sugar

cane harvesters. The JD18, Diesel of

the Year 2021, is John Deere’s highest-performance

industrial unit, with

an extended power range from 522 to

677 kW, Stage V compliance without

the need for any exhaust after-treatment,

and a design conceived to facilitate

accessibility to filters and vital

engine components. Therefore, the relationship

between John Deere Power

Systems and RAMA continues to ride

hard, opening the door to previously

inaccessible power for the distributor.

The consequent step to this in-

T

he John Deere narrative is on

display in the Rama perimeter

at EIMA. OCMIS was present

at the show, presenting under

its own banner one of the first three

prototypes of the JD4 worldwide. The

Italian company adopted the four-cylinder

with a unit displacement of 0.975

litres (BxS: 99 x 128 mm) on an irrigation

pump, in a powerpack version.

Once the curtain fell on the EIMA,

the machine went to work. The JD4’s

identity card includes increased torque

and power density of 19% and 25%

respectively, fuel economy and longer

service intervals, with a 20-30% smaller

footprint. Bologna was also the

springboard for the power curve jump.

When the 3.9-litre was presented, the

power range was between 63 and 120

kW. At EIMA, the top end of the range

rose to 129 kW. The JD9’s version

with a single turbo also boasts the title

of novelty. It joins the twin-turbo

version (one turbine is fixed, the othclination

will be the increased focus

on the industrial sector, avoiding enclosing

oneself in the comfort zone

of agriculture, in order to open up the

range of applications accessible within

the next 3-4 years. On the subject

of electrical integration, RAMA continues

with its careful policy of small

steps. There are a few consultations

afoot, prototypes of small agricultural

machines converting to electric, integrating

batteries, axles and controllers

from Hydrogear. The 9-litre powerpack

adopts Funk transmissions, taken

over from John Deere, whose products

have now been placed on the OE

market. RAMA intends to offer more

and more pump drives, to provide

complete powerpacks. Turning to the

stationary units, Weichai stands on the

high end up to 1,100 kVA at 50 Hz.

Demand from gensets manufacturers

in the last months of 2024 raised the

power bar. Since June, requests for

natural gas engines have resumed.

28

29

EIMA INTERNATIONAL

#STAGEV #HYBRID #H2ICE

EIMA & ECOMONDO

#DUALFUEL #D17 #BESS

VM MOTORI

VOLVO PENTA

EVEN

THE

RETURN

TO THE

BESS

ORIGINS

V

M Motori, where did we

leave off? We last spoke

about them in connection to

Caron transporters, a longstanding

partnership that testifies to

VM’s good reputation among compact

machinery; we reported rumours

about a possible sale. People

talked about two prospective buyers

– one Italian, one from Northern

Europe. At EIMA International,

the company in Stellantis’ orbit

showed up in pretty good shape in

its home environment. There, agricultural

machinery still has strong

roots and the company’s headquarters

are just some 30 km from the

Bologna Fiere venue. We lingered

on R756’s compliance with Euro

6 and Stage V in the EH version.

An engine block whose silhouette

has been trimmed off, especially in

height, to accommodate for the tapered

shape of the front overhang.

At this EIMA International edition

we spoke to Mauro Puglia, Industrial

& Marine Engines Business

Unit General Manager, at VM Motori.

It’s him we asked to describe

the triplet on display at the booth.

We start with the ‘traditional’ 3-litre

R754EU6EH (BxS 94x107 mm).

“The 4 cilynder Stage V features a

compact exhaust system, compatible

with Euro VI E certification,

top mounted, designed for tractor

applications.”

The R304H5 Hybrid is the hybrid

made with 4-e Consulting that we

mentioned in our November issue.

The unit is derived from automotive

applications through cooperation

with the mother company (we’re

talking about the Multijet). Mauro

Puglia explains: “The novelty is the

1.3-litre 4-cylinder, light – short of

250 kg – compact and very efficient

that enriches our range and that

we’re presenting in a hybrid version,

coupled with a 48-volt motor

of about 20 kW. It stems from our

partnership with the ZAPI Group.

The total power rating is 75 kW.”

Lastly, the bold, non-mainstream

choice to convert the R753, a 3 cylinder

of just about 2.2 litre (BxS

94x107 mm) to hydrogen. A trend –

that of converting ICEs to H2 – that

mainly touches the engine displacement

range spanning 13 to 15 litre

– see Cummins, FPT Industrial, and

Weichai. “The third product we’re

presenting,” continues Puglia, “is

the most innovative. Over the last

year it has benefited from extensive

testing and development. We were

able to replicate the performance of

the diesel version, complying with

the Stage V emission limits without

the exhaust system, which was one

of the primary targets we aimed to

during development.”

All engines by VM Motori were approved

for use with HVO, the wellknown

Hydrotreated Vegetable Oil.

I

lenia Procicchiani is a regular at

EIMA International. On the pages

of POWERTRAIN, she appears

as Volvo Penta’s Industrial Sales

manager for Southern Europe, both

on the stationary industrial sector and

mobile applications. Blends and alternative

fuels are all the rage today,

and in Bologna Volvo exhibited the

D8 Stage V dual fuel, diesel injection

followed by hydrogen delivery,

which was conceived in collaboration

with CMB Tech. Another green item

is the electric driveline. In Gothenburg,

they are committed to making

the system more “system”, in order

to provide battery energy storage also

for off-road use, complete with batteries,

thermal management system

and wiring. That is to say, if you want

the complete system, we provide it.

Ditto for the energy storage part. The

echo of Ecomondo has reached here.

The D17 towered in the Volvo Penta

space. Designed for the parent com-

pany’s flagship Aero, it reaches up

to 780 hp, with a torque curve that

soared to 3,000, 3,400 and 3,800 Nm.

It has also moved into generation,

100% HVO-fuelled, and is compliant

with the European Renewable Energy

Directive “REDI”. It will soon

be joined by a gas-powered version,

pioneering a platform for renewable

fuels. Another green application is the

BESS, Battery Energy Storage Subsystem:

Volvo supplies the DC block,

batteries and thermal management

system. Manufacturers will be able

to customise it, also by integrating inverters.

The components come from

Volvo Group. They are off-road certified,

transportable, scalable, and high

energy density. The BESS is designed

for environments without a power

grid. A progressive alternative to the

emergency power pack. But that’s not

all! “The first application that comes

to mind,” clarifies Ilenia Procicchiani,

“is recharging electric vehicles”.

You can find a representation of this

image in our chat with Giorgio Paris

about Bruno Generators. This project

was developed jointly with Tecnogen.

Transportability was mentioned.

Precise certifications are needed to

transport this device in an urban environment.

Volvo has them. The BESS

aims to store energy and deliver it

where silence and cleanliness are the

imperative. Compared to the ICE, this

system avoids the spillage of diesel.

It is supplied with a container, inverter

and fire extinguishing system, the

rest of the equipment is the OEM’s

responsibility.

Speaking of BGG, let’s finish with the

words of the company’s CEO, Renato

Bruno. “We have had a positive track

record in using Volvo Penta’s reliable

power solutions in our generators,

which is why we are confident that

our foray into energy storage through

batteries will be an exciting evolution

of our relationship.”

30

31

OFF-HIGHWAY

#AGCOPOWER #DEUTZ #FPTINDUSTRIAL #KUBOTA

TRACTOR OF THE YEAR 2025

SIMPLY

THE BEST

Tractor of the Year jury: “The Case IH Quadtrac 715 is

appreciated for its impressive rated power of 715 hp and maximum

power of 778 hp, powered by an FPT Industrial Cursor 16 engine

that delivers a maximum torque of 3,356 Nm at 1,400 rpm. This

level of performance makes the Quadtrac 715 one of the most

powerful tractors in mass production worldwide, ensuring maximum

productivity for the most demanding agricultural tasks.”

L

ifting the bonnet of the six

Tractor of the Year winners

reveals the dominance of the

ICE. Five tractors adopt Stage

V engines with a complete ATS. Exhaust

gas recirculation is resilient,

despite being progressively downgraded

to light EGR. FPT Industrial

appears twice, on CNH tractors, followed

by AGCO Power, Deutz and

Kubota. In the HighPower category

of the TotY, which includes tractors

with more than 300 hp, Case IH’s

latest high-powered Quadtrac 715

triumphed. In the control booth, we

find the FPT Industrial Cursor 16,

Diesel of the Year 2014, which impressed

the jury with its power curve.

The 15.9-liter (BxS 141x170 mm)

engine is rated at 526 kW (715 hp),

peaking (572 kW, 778 hp) at 2,100

The Tractor of the

Year is an institution

in the agricultural

mechanization

scenario. In the 2025

edition, it is made up

of six, segmenting

machines by power

and application.

The ICEs are from

AGCO Power,

Deutz, FPT Industrial

and Kubota. BEV

driveline for the

Fendt e107 Vario

rpm, with 3,356 Nm at 1,400 rpm. In

the US, we hailed the Cursor-Case IH

pairing with the C16 in the TST version,

which gives the Steiger 715 over

10% more power and over 6% more

torque than the previous Steiger 645

model with the Cursor 13 TST. The

dual-stage supercharger has been tested

for more than 20,000 hours both on

the test stand and on the field. In the

MidPower category, with outputs

between 150 and 280 hp, the Fendt

620 Vario DP came out on top. Underlying

the success of the Fendt 620

Vario DP is the iD engine concept.

It is represented by AGCO Power’s

Core50, which delivers maximum

power at low rpm with a specific fuel

consumption of only 195 g/kWh. The

5-liter 4-cylinder (BxS 110x132 mm)

engine is an expression of the most

advanced Finnish engineering research

and delivers 165 kW at 1900

rpm and 950 Nm at 1600. These features,

combined with the advanced

CCLS hydraulic system with a maximum

flow rate of 205 l/min and an

independent 43 l/min steering pump,

makes the 620 Vario DP appreciate efficiency

and durability. In the Utility

category, ranging from 70 to 150 hp,

with up to 4 cylinders and an operating

weight of up to 9,000 kg, the Steyr

4120 Plus won. The versatility of this

vehicle is supported by its intuitive interface,

manoeuvrability and high degree

of flexibility, making it suitable

for multiple agricultural operations.

The 4120 Plus is powered by the FPT

F36, a 3.6-liter (BxS 102x1110 mm)

engine capable of delivering maximum

power of 90 kW at 2,300 rpm

and maximum torque of 506 Nm at

1,300. The Specialized category focuses

on orchard, vineyard, hill and

mountain tractors with more than 40

horsepower. This year’s winner was

the Antonio Carraro Tony 8900 TRG.

The jury’s decision was driven by its

design, versatility, and performance.

The Tony 8900 TRG excels with a

compact width of 1,400 mm and a

turning radius of 2,300 mm, which

improve its manoeuvrability. Kubota

broke in with the 4-cylinder V3307.

The Japanese 3.3-liter 4-cylinder

(BxS 94x120 mm) engine provides

55.4 kW at 2,600 rpm and 265 Nm at

1,600. The Fendt e107 Vario, the only

fully electric model in its class, won

the Sustainable TotY. The Fendt e107

Vario is ideal for environments where

noise control is essential, such as live-

stock farms, farms near residential areas,

and municipal uses. It has a peak

power of 90 kW (66 kW continuous)

and a maximum torque of 347 Nm.

The winner in the new TotYBot category

was a surprise. This category is

focused exclusively on autonomous

tractors equipped with a 3-point hitch,

no cab, PTO or electric power transfer

to implements. The tractors must

be available on the European market

with a minimum technical readiness

level (TRL) of 8. Here, the AgXeed

5.115T2 triumphed in the new category

dedicated to robot tractors. One

might expect a battery pack along

with an asynchronous motor. Instead,

the French company opted for the

Deutz TCD 4.1 (BxS 101x126 mm),

126 kW maximum power at 1,900

rpm and 699 Nm at 1,900.

32

33

POWERGEN

OFF-HIGHWAY

#REHLKO #KOHLER #PLATINUM

REHLKO

IT'S

NOT A

PUN

REHLKO COMMAND PRO 888

The very first Rehlko engine was officially launched at the

Equipe Expo, in Louisville, Kentucky. It is a petrol engine and

is a candidate for the turf in particular in the United States

and around the world. It is spelled 888 and pronounced

888 cubic centimetres. Available in two distinct versions –

the CV829 and CV832– the Command PRO 888 is purposebuilt

to meet the demands of commercial users. According

to Rehlko, the Command PRO 888 features a best-in-class

governor response, ensuring rapid power delivery with

a new mechanical governor system. The engines provide

up to 32 net horsepower and 71.9 Nm.

For decades, Lombardini has

embodied the desire for redemption

of rural Italy, which

was exhausted from the rubble

of the war. Following the gradual

acceleration of the economic

flywheel, which radiated into the

Peninsula from the Western European

quarter, the specialists of the

Old Continent became familiar

with the orange liveries of Adelmo

Lombardini’s creatures. The Kohler

family applied the same recipe to

farmers in the endless expanses of

the American MidWest, as they desperately

needed uninterruptible and

emergency power supplies. From

the Diesel cycle to the Otto cycle.

The paths of the two companies

have crossed and integrated since

the spring of 2007, when Kohler

For three years

Rehlko’s name

may be joined by

Kohler’s. The name

has changed; the

people and the

strategy, entrusted

with the mission of

resilience, have not.

Rehlko introduced

itself in its new guise

took over Lombardini from the

Mark IV fund. Eighteen years have

gone by, the Reggio Emilia plant

has been completely rebuilt, the

KDI 3- and 4-cylinder manufacturing

lines have reached full capacity

and, in India, the Aurangâbâd plant

has been revolutionised to accommodate

Kohler’s latest offspring,

the promising KSD. In short, if one

Diesel of the Year leads to another

(the KDI family in 2012 and 2015,

the KSD in 2022), it also happens

with investment funds. In spring

2024, Platinum Equity took control

of Kohler Energy, which coalesces

the energy and industrial assets of

the American group (in addition

to Kohler Engine, Power Systems,

Home Energy, Kohler Uninterruptible

Power, Clarke Energy, Heila

Technologies, Curtis Instruments).

It was announced in November

2023, when Platinum Equity was

identified as a financial and industrial

partner. It ranks among the top

25 funds in North America, with

USD 48 billion capitalisation. The

turnover of the companies under

the Platinum fund umbrella is 90

billion. “This strategic move allows

Kohler to focus on investing in its

global Kitchen & Bath, Wellness

and Hospitality businesses, while

enabling Energy to reach its full

potential under Platinum Equity’s

ownership,” said David Kohler,

President and CEO of Kohler Co.

Brian Melka, CEO of Kohler Energy,

added: “The demand for resilient

energy is growing and the

world needs more of what we do.

Kohler has been an excellent administrator

of our business for over

100 years, and this decision allows

us to better meet that demand. Platinum

Equity firmly supports our

growth path, and will further accelerate

our progress in global energy

resilience.”

The official inauguration took place

on September 17 at the Fast Company

Innovation Festival in New

York, where Melka presented Rehlko

to the public. It is not a simple

matter of puzzles. The anagram “is

the anchor that binds us to a century

of experience, both with regard to

diesel engines, originally under the

Lombardini brand, and petrol engines,

historically under the Kohler

brand”, points out Nino De Giglio,

Director Marketing Communication

and Channel Management at Rehlko.

“The transfer of the majority

of shares”, De Giglio says, “is to

support businesses that are mutually

incompatible by establishing two

separate companies. Rehlko’s energy

business has accrued significant

numbers, even though they are both

capital intensive businesses. Behind

Rehlko’s performance were the data

centre explosion and the brilliant

motoring results of 2022 and 2023.

Platinum Equity confirmed Brian

Melka at the group’s operational

helm. Vincenzo Perrone remains the

global president of the motorsport

division. The link with the past is

also palpable from the fact that we

are the same: people, products, distribution

network and manufacturing

locations (the plants in Hatties-

34

35

POWERGEN

OFF-HIGHWAY

#BAUDOUIN #FABRIZIOMOZZI #RENAMING #ENRIQUEMORAGA #PEOPLE

Nino De Giglio, Director Marketing Communication and Channel

Management at Rehlko, next to the first Rehlko-branded engine.

burg, Mississippi, and Chongqing,

China, complete the manufacturing

picture). Here, this is a point to emphasise:

there was no turnover in

management, including team leaders.

Therefore, from an operational

point of view, nothing has changed

for the 8,000 employees, who are

called upon to respond to the core

principles of curiosity, trust, excellence

and speed of execution.

Among the company values, I would

like to emphasise that of pace,

which urges us to be lean and agile.

The mission is embodied in the

word ‘resilience’. Platinum is supportive

and provides us with teams

of experts; for example, those competent

in rebranding.”

Alice Magnani, Account Leader

Communications, Global Engines

at Rehlko, spoke on this subject.

“Ownership intends to speed up the

brand changeover from Lombardini

to Kohler. Bauma Munich will be a

tough test. There, Rehlko will present

itself with the Engines, Curtis

and Power Systems divisions.” The

change will take place in several

stages. “We will replace Kohler

branded components within three

years,” Alice Magnani continues,

“and we will adapt the certifications.

Some products will coexist

with the dual brand. The Kohler

name can be used alongside the Rehlko

name from May 2024 until the

first quarter of 2027. We will assist

the distribution network with a set

of tools to deal with this work in

progress. We will continue to support

customers, all the more so in

this period of change, including

through the provision of technical

material. A social media campaign

will accompany us in this operation.

In addition to resilience, Rehlko’s

mission explicitly mentions customer

empowerment. A vision that directly

embraces the interaction with

the installers of our product.” For

the record, the website has already

changed domain name (engines.rehlko.com).

Good news for the nomenclature:

the acronyms will not be touched

and will remain faithful to the ones

we know, KDI and KDS.

Alice Magnani goes on to outline

the stages of this “soft” metamorphosis.

“The Reggio Emilia plant

will become ‘very Rehlko’ within

a few months. The SDMO one has

already been completely remodeled.

On November 5 th and 6 th , we

organised an event with European

distributors. Later, on the 19 th and

20 th , we invited a large representation

of OEMs. We are working to

standardise the colour appearance

of the products, unlike the factories,

which will retain their current appearance.

The midnight blue will

remain the same.” What about the

logo? “The image springs from a

sum of arrows pointing in all directions.

We consider it innovative

from a visual point of view and it

provides the idea of thrust and

quantity of work.”

In short, Rehlko changed its name,

not its direction. Despite the general

gloom of the global scenario,

“the KDI confirms its entrenchment

in the 37 to 56 kilowatt range. Signs

of vigour are expected from KSD

starting this year,” Mr De Giglio

told us. At EIMA, Rehlko was the

stone guest. The compact engines

placed in the housings of MultiOne,

MDB, BCS, Argo Tractors, and Antonio

Carraro, as well as generator

manufacturers including CGM,

Tecnogen, and Coelmo were in its

stead. The integration with Curtis

Instruments is proceeding according

to plan. Some OEMs are using

Reggio Emilia’s internal combustion

engines and Curtis’ inverters

and controllers. We take the liberty

of mentioning a couple of illustrious

names: JCB and Merlo.

We take leave with Nino De

Giglio’s final thoughts. “We took

a break from EIMA, but attended

Bauma-Conexpo India in December.

The KDI series was the special

guest. It is set to have its say among

local manufacturers when Bahrat

V becomes the standard in agriculture.

Since autumn last year, we

have been looking forward to Bauma

Munich. Meanwhile, the Equipe

Expo in Louisville, Kentucky, inaugurated

the new petrol engine, the

Command Pro 888 (see box) and

the Rehlko name in front of a professional

audience. Interest in electric

engines is waning, the core business

remains the ICE, even hybridised,

HVO and hydrogen powered. We

are required to supply power. With

this in mind, we consider alternative

fuels and hybrids to be shortand

medium-term solutions, as opposed

to full electrification.”

36

37

STATIONARY

#GENSET #LIGHTTOWER #BATTERY #INVERTER

BRUNO GENERATORS GROUP

PROUD

TO BE

ITALIAN

In May 2022 the Space Capital

Club investment fund officialised

the acquisition of a stake in the

share capital of BGG, Bruno Generators

Group. Hence the appointment

of a new board, which includes Giorgio

Paris, formerly in a mainstay role

at Volvo Penta’s off-highway segment.

We had mentioned BGG in connection

with the 105 kVA Hydrogen-Flywheel

Tecnogen, the ICE-based hydrogen

genset developed four-handedly with

Dumarey, whose very first unit hitting

the market was swiftly captured by

John F Hunt Power. And what about

the disruptive ammonia-based genset

project presented jointly with Liebherr

at MINExpo2024 in Las Vegas? BGG

is a holding specializing in the designing,

manufacturing and distribution of

gensets, light towers, Battery Energy

Storage Systems, as well as products

for security and surveillance. In BGG’s

universe, Tecnogen is the manufacturer

of 4-pole generators up to 100kVA

and 2-pole, 3,000 rpm gensets, in addition

to BESS and light towers, fully

hybridized with LED technology. Two

years ago, the group acquired B037,

a developer of security and surveillance

systems whose units are similar

to lighting towers equipped with

sophisticated cameras boasting facial

recognition capabilities. The group’s

operations are based in Italy. Milantractor

is located south-east of Milan;

on the 19,000 square meter area that

belongs to Tecnogen, they perform

metal working for sheets up to 3 meters

used in medium-low power units,

including at 3,000 rpm. The medium

range – 100 to 500 kVA – is, instead,

manufactured in the Grottaminarda

plant, covering 18,000 sm. The Bari

plant (24 thousand sq m) is the piece

completing the manufacturing puzzle;

there, they work on containerised

power units over 500 kVA. The containers

are made in house, and so are

metal sheets and canopies. “We mainly

target big rental companies” says

Giorgio Paris, speaking as BGG’s co-

CEO. “We specialize in high-end products.

Tecnogen USA is headquartered

in Delaware. Two years ago, we also

acquired Australia-based PowerLite,

a specialist in lighting towers, that we

are gradually turning into our commercial

hub for Oceania. The group’s

2023 acquisition list includes Powertronix,

dealing with UPS and inverters.

Over the course of 2024, BGG

also acquired from Geminiani the ma-

jority stake in Dynamico, whose multipurpose

unit will be featured as entry-level

product in our BESS range”.

In the Bruno’s family firmament,

beside BGG we find HB4 (Holding

Bruno 4), that is mainly automotive-oriented.

“Archimede Energia is a

lithium battery manufacturer. Casalini

was acquired in 2023 and is focused

on microcars. Our aim is to reposition

the company in the light of the green

transition, fitting new vehicles with Archimede

batteries. At EICMA in Milan

we introduced an electrified transporter.

Zadi specializes in components for

cars and motorcycles (integrated systems

for keyless ignition, lights, lock

kits, among others) and has some 160

employees. RLM makes carpentry. At

ECIE we make printed circuit boards

for the automotive sector. As of 2023,

BGG’s consolidated turnover amounted

to 200 million euros; present in

70 countries, employing a workforce

of 450, it produces over 5,000 4-pole

generators and has 11 manufacturing

and commercial operations. HB4’s

turnover exceeded 100 millions; it

has around 500 employees, 9 business

units and 8 factories”. In BGG’s genset

universe, the Fusteq was expressly

designed with the needs of the rental

sector in mind. Equipped with Stage

V/Tier 4F engines, the genset was divided

into three separate chambers,

housing the engine and alternator, exhaust

system and radiator, respectively;

the fan is actuated by an electric

motor. These units have also been used

in the filmmaking industry, including

in Hollywood, as well as for military

applications. The “twin” configuration

features two 600 kW units within a 20

feet container. In the company’s product

namelist, BESS units are called

Enerpack, and they feature batteries

by Archimede and inverters by Powertronics:

the range spans 100 to 500

kVA. For peaks lasting a few seconds,

these units can meet a demand that’s

up to twice their rating. “Our applications

inlcude charging columns for

Volvo’s electric vehicles. We built a 10

feet container, Volvo provided 6 Cube

batteries, 94 kW each, liquid cooled,

complete with BMS. We took charge

of the layout and installed the control

unit, designed the Powertronics

inverter, the fire-fighting system and

the charging column. For Volvo, this

will be an interesting means to drive

a thorough expansion of charging networks

at Volvo dealerships.”

38

39

POWER GENERATION

#YANMAR #MISSIONCRITICAL

HIMOINSA & MTU

HVO

IS THE COMMON

FACTOR

China’s first HVO blending trial began on October 15,

2024, in Beijing’s Haidian district. The trial involves

offering diesel blended with up to 10% HVO to some

municipal transport fleets in the area, as announced

by the state-owned HVO company, Haixin.

Hydrotreated

vegetable oil is the

leading candidate

to accompany the

internal combustion

engine in the

energy transition.

Like hydrogen,

it is finding

application in

power generation.

The examples of

Rolls-Royce Power

Systems and

Himoinsa

The debate in the European

Parliament over sticking to

an electrification roadmap

versus reviving internal

combustion engine quotas is intensifying.

Advocates for ICE are

emphasizing the importance of the

fuel used in the combustion process,

such as Hydrotreated Vegetable

Oil, which can play a crucial

role in reducing emissions in

power generation. Two examples

highlight the application of HVO

in the power generation sector. The

first comes from northern Europe.

Swedish data center operator Eco-

DataCenter has switched the fuel

for its mtu emergency power generators

from fossil diesel. EcoData-

Center has progressively expanded

its first major site in Falun, Sweden,

and has been relying on mtu

gensets from Rolls-Royce’s Power

Systems division for its emergency

power supply since 2017. 32

mtu systems based on Series 4000

engines are already ensuring that

data from the data center’s customers

is backed up even in the case

of an outage from the public grid.

The next 16 gensets have already

been ordered for further expansion.

Excess heat from the server

halls is supplied to a nearby bio-fuel

factory. In these latitudes, HVO

is almost synonymous with Neste,

the Finnish producer of sustainable

fuels. Since the beginning of

2022, Rolls-Royce Power Systems

has already approved 80% of its

mtu diesel engine portfolio for fuels

of EN15940 standard, such as

sustainable HVO. For customers in

the power generation sector, these

are primarily the mtu Series 4000

and 1600 engines. Mikael Svanfeldt,

CTO EcoDataCenter, explained:

“Moving away from fossil

fuels is one of the foundations for

a successful energy transition. With

mtu emergency backup gensets and

HVO from Neste, we were able to

implement this without having to

invest in new equipment.”

And now we sail to UK. Do you

remember the Hollywood-style

presentation of Himoinsa’s HGY

series at the Wanda Metropolitano

Stadium in Madrid? We published

it in the November 2024 issue, and

Himoinsa’s 12-cylinder has already

found application. The Spanish

company has signed a strategic

agreement with Peak Gen Power to

deliver 10 units of the HGY Series

generators for a critical mission

project in the United Kingdom. The

agreement entails a total of 20 MW

of power that will supply energy

exclusively using HVO fuel. The

plant will ensure a reliable supply

for UK costumers, helping to provide

carbon free power at times of

national need, as well as services

to the GB National Energy System

Operator. The power plant is located

in Peterborough, and it will

be under 24/7 surveillance, with

continuous monitoring to ensure

peak performance and maximum

security. The ten generators will be

synchronized, capable of providing

power within 30 seconds of receiving

the start signal. These units will

be delivered in soundproofed versions,

housed in ISO 40ft containers,

and will replace the existing

generators currently in operation at

the facility. “The opportunity to utilize

the competitive advantages of

the HGY Series, with the new Yanmar

engine, is very exciting and it

truly represents a step forward for

everyone. We’ve already started

developing the project and expect

to successfully commission it next

summer,” said Ian Graves, Chief

Executive Officer at Peak Gen. He

added, then, “This capacity market

project will help us to create something

truly important for the UK’s

renewable infrastructure for many

years to come. The power plant will

be one of the first in the country to

use exclusively HVO fuel.”

40

41

DATA CENTERS

#DATACENTER #HVO #FINCANTIERI

ISOTTA FRASCHINI MOTORI

IF RELIABILITY IS

REQUIRED

Marco Golinelli, CCO of Isotta Fraschini Motori: “Decarbonization

is not a dinner party.”

Andrea Bochicchio, CEO of Isotta Fraschini Motori: “Isotta

Fraschini is determined to renew its technologies to contribute

to a sustainable future.”

Isotta Fraschini Motori is targeting

a market that exceeds the perimeter

of power generation for

conventional prime power and

stand-by applications. Technological

coordinates have optimized the

injection and supercharging system

and set hydrogen in their sights, both

“pure” and in blends (we will tell you

about the collaboration with Ecomotive

Solutions in our next issue). In

the present, HVO plays a key role.

Since Marco Golinelli took office as

Chief Commercial Officer a year ago,

the horizon of the Fincantieri Group’s

engine company has increasingly embraced

the prospect of natural gas and

the star of the PG firmament as well:

data centers. They are energy-intensive

applications that require reliability,

in keeping with the features of

Isotta Fraschini Motori

is entering the data

center sector with

its 12V170 G and

16V170 G engines.

Marco Golinelli, Chief

Commercial Officer of

the Fincantieri Group

engine company for

over a year, shares

the company’s vision,

focusing on present

and future energy

solutions, including

HVO, CNG, and

hydrogen

the Isotta Fraschini 12V170 G and

16V170 G. This is how he presents

himself to the POWERTRAIN International

audience. “I have spent my

career in engine-related sectors. The

basis of Isotta Fraschini Motori’s project

is to relaunch in segments consistent

with our manufacturing base.

I am not referring only to the naval

sector. Above all, I am also talking

about power generation, drawing

from the existing portfolio, although

the most relevant trigger is given by

the development of new platforms to

penetrate those segments that we have

addressed so far in a partial way. Fincantieri

is a source of opportunities

and solutions that, through the necessary

integration, allow us to make

the most of our capabilities. We are a

historic brand that has continued to

operate successfully in some segments

but is not adequately recognized in

others. So, we are starting with an established

product portfolio and investing

in the new platform and the use

of fuels with a significantly lightened

carbon footprint. Natural gas, and biofuels,

up to hydrogen and targeting

those sectors for which reliability and

efficiency are imperative. Typically,

defence applications inescapably

require this criterion, and we have

demonstrated reliability in this very

context. Let’s look at two elements, at

the product level. First, the upgrade of

the existing range, both for industrial

and naval uses. It will move us to the

new platform, which was designed as

a multi-fuel product. We think it will

make a difference. Reliability is a relevant

criterion compared to price. Let

me emphasize that my resume does

not include experience with ‘low-cost’

companies; quality has always been

my professional driver.”

Let’s focus on data centers. “We need

to break free from contingency and listen

to the demands of operators. We

cannot be fossilized on price. We will

respond by starting with the engine

and broadening our commitment to

everything we can provide, from package

to batteries to digitization.”

The CCO relies on a pop metaphor.

“We offer a product with several layers,

which can be flaked according to

requirements. We are characterized by

the possibility of developing specific

solutions that are designed and developed

together with our customer. For

data centers, the current portfolio is

expendable. We are planning for the

future: I will work hard to plan the

success of Isotta Fraschini Motori in

the next 2-3 years.”

The current portfolio includes the

HVO item. “We see this as critical to

the role of ICEs. I want to mention that

the Italian government’s Integrated

National Plan for Climate and Energy

reminds us that diversifying fuels is an

imperative. The goals of the EU, Italy,

Fincantieri Group and Isotta Fraschini

Motori converge in this direction.

Our commitment to decarbonization

is based on an advanced R&D project

and in the development of integrated

hybrid solutions both in power generation,

for marine and industrial applications,

as well as in the propulsion

sector in which we are already present

with the IPCEI (Important Projects of

Common European Interest).”

42

43

POWER GENERATION

#DATACENTER #PRIMEPOWER #STANDBY

SPRINKLERS

# LF #ASLABRUNA #GENSET #MOTORPUMP

PERKINS 2606

LF FOR NORTH AFRICA,

SENEGAL, ISRAEL AND LEBANON

LUCKY

IT'S A

GOOD

13

IDEA

D

ating back to the spring of

2023 is the official unveiling

of the 5000 Series. Ranging

from 750 to 2500 kVA of

power potential, the full authority

electronic fuel injection 5000 Series

engines are engineered specifically

to supply critical applications

such as data centres and hospitals

with dependable prime or standby

power, where downtime isn’t an

option. Now the time has come for

the Electric Power transformation

of the 2606J. The 12.9-liter, six-cylinder

engine (BxS 130x162 mm)

for off-highway applications was

unveiled at Conexpo in Las Vegas,

also in 2023. Available in the second

half of 2025, the Perkins 2606 power

generation engine transfers its

original values into its new livery.

This means load acceptance, fuel

efficiency and versatility. Initially

this 12.9-liter engine will be available

for use in lesser and currently

non-regulated stationary territories.

It’s scheduled for commercial production

in the second half of 2025.

To date, engineers have completed

more than 30,000 hours of design

validation and have more than 120

patents granted or pending, across

the entire 2600 Series engine platform.

The latest addition to the comprehensive

Perkins electric power

range delivers a 321-523 kW range

of prime power and 365-572 kW

range for standby requirements. It is

ideally suited to the power demands

of critical applications, data centres,

power plants, industrial and real estate,

among other installations. For

example, the engine is also suitable

for power demands in prime applications,

such as those found in remote

worksites.

“Generator sets still remain the core

foundation for stationary and mobile

power generation needs across the

globe, especially in places where the

electrical grid is not readily available

or reliable,” said Jaz Gill, vice

president of Perkins global sales

marketing, service and parts. “Diesel

engines are still the driving force for

these generator sets, so the Perkins

2606 engine takes advantage of our

deep investment in the 13-litre engine

platform to deliver a dynamic,

versatile power plant that provides

outstanding performance at low total

ownership and operating costs.”

The 2600 Series boosts a 5% weight

reduction compared to the 2206 and a

14% weight reduction compared to the

2506. It offers a rapid starting whilst

delivering steady state and transient

response – up to 96% cold prime first

step, G2. Capable of performing in

ambient temperatures up to 60°C and

altitudes as high as 3,500 metres without

fuel derates. The upgrades result

in low fluids consumption and extended

oil and fuel filter service intervals

as long as 1,000 hours.

L

F has sprinkler engines on the

launch pad. The company has

embraced the North African and

Mediterranean Basin markets

since 2020. Two milestones in the

meantime has been set: penetration

among industrial, mobile and stationary

applications is supported by an organized

service network on authorized

workshops and an appropriate engines

stock. Especially in the Maghreb area,

demand is characterized by the large

volumes required and the demand for

timely delivery. To mention two cases

of local OEMs equipping their own

gensets, Algeria’s Amimer Energie

and Egypt’s Daoud. The interaction

between LF and the parent company,

AS Labruna, provides access to support

service, including remotely and

via flying doctors, and on technology

resources designed for the European

market. Why not imagine, in the nottoo-distant

future, the possibility of

powering a methanol-powered BESS

through a solar panel system? However,

we remain anchored in the present,

which for LF is called sprinklers. A

new 3,000-sm area being set up at the

HQ in AS Labruna, Italy, will be dedicated

to customization, from sprinklers

to generator sets. A few years

ago, the volume was around 30,000

units annually. Will you address both

listed and unlisted motors?

“We are currently approaching nonlisted

engines, using only the 4- and

6-cylinder NEF engines from FPT Industrial,

ranging from 49 kW to 250

kW mechanical power. The listed engines

are under preparation and will

be in production within 6, at most 9

months, using the same engines, both

with radiators and heat exchangers,

both air-to-water and air-to-air.”

What is the health status for prime

power in North Africa and other regions

of your expertise? “The North

African market is very dynamic, with

a strong demand for energy genera-

tion solutions. Early power remains

a critical requirement, driven by infrastructure

expansion and industrial

growth. There is a growing demand

for non-emission engines and those

with preferential origin certification,

which confirms that most of the product’s

value is generated in Europe.

This preference often reduces competition

from Chinese manufacturers, although

some Chinese gensets remain

competitive despite import duties.”

FPT Industrial has the leadership

in the motor pump engine scenario.

How are you preparing for irrigation

pumps? Morocco, Algeria, Tunisia –

what other countries are making demand

for these solutions?

“The motor pump market is thriving in

regions like Algeria and Egypt. While

there are no direct incentives for purchase,

demand remains strong, particularly

in stationary applications

for low-emissions markets, where diesel

engines continue to dominate.”

44

45

HYDROGEN

#FUELCELL #TRUCK

HYDROGEN

#ENERGIESTEIERMARK #HYDROGEN

ACCELERA BY CUMMINS

LIEBHERR AND STRABAG

ACCELERA

WORLD

STEP

RECORD

STEP BY

ing journey across central California,

with every step closely monitored by a

Guinness World Records adjudicator.

The official confirmed that the truck’s

hydrogen tank was sealed before the

trip began. Equipped with an Accelera

fuel cell engine and a 250kW traction

motor, the vehicle carried 175 kilograms

of hydrogen and consumed

168 kilograms during the journey.

Navigating rush-hour traffic at speeds

between 50 and 55 mph on public

roads, it operated in temperatures

ranging from 60 to 80 degrees Fahrenheit.

Weighing approximately 15

tonn (33,000 pounds), over the course

of the 1,800-mile journey, the truck

emitted zero pounds of carbon dioxide

– a stark contrast to the 301,2 kg

(664 pounds) that a conventional internal

combustion engine would have

produced over the same distance.

On an annual basis, a fuel cell-powered

truck of this size can replace approximately

6,9 liters (1,825 gallons)

When it comes to hydrogen,

the leitmotif is always

the same: safety, storage,

availability, costs. What

about autonomy? It is an issue that

is not only relevant to BEV applications.

Just look at the IVECO Stralis

NP460’s distance record of 1,728 km

(around 1,007 miles) from London

to Madrid on a single LNG fill-up.

On October 2024 Accelera by Cummins

has set a new Guinness World

Records title for the longest distance

traveled by a hydrogen fuel cell electric

(FCEV) heavy-duty truck without

refueling. Accelera’s zero-emissions

H2Rescue truck, a Kenworth T370

prototype designed for emergency response

missions, completed an 1,806-

mile (around 2,900 km) journey on a

single fill on October 25, showcasing

the potential of hydrogen technology

for zero-emissions transportation and

on-site portable power. The truck successfully

completed its record-breakof

diesel and reduce greenhouse gas

emissions by around 2.5 metric tons.

“This world record is a triumph for

interagency collaboration and proof

that hydrogen is a viable alternative

fuel for vehicles,” said Nicholas Josefik,

Industrial Engineer at the U.S

Army Engineer Research and Development

Center. “By using hydrogen,

we can improve our Nation’s energy

security and reliability.”

Cummins also believes in the potential

of hydrogen associated with

the internal combustion engine, as

evidenced by its participation in the

Hydrogen Engine Alliance. This is a

body of manufacturers and industry

representatives that share expertise to

support the research and development

of sustainable hydrogen internal combustion

engine technology, including

Cummins, MAN, Bosch, DSLV Federal

Association for Freight Forwarding

& Logistics and the European

Commission.

gy also depends on the achievement

of direct injection systems. A significant

step forward is represented by

a project that started during the fall

of 2024 at the Kanzelstein quarry in

Gratkorn Austria. Strabag is testing

Liebherr’s large hydrogen-powered

wheel loader over a period of two

years. Energie Steiermark will supply

A

t Bauma 2022, Liebherr components

introduced two prototypes

of its hydrogen engine for

construction sites. Each prototype

employs different hydrogen injection

technologies, a direct injection

(DI) and a port fuel injection (PFI). A

forward-looking choice, because the

success of hydrogen ICE technologreen

hydrogen for its own hydrogen

filling station at the quarry. The

L 566 H wheel loader is the world’s

first large wheel loader with a hydrogen

engine. This machine with a hydrogen

engine should save up to 100

tonnes of CO 2

each year, corresponding

to about 37,500 litres of diesel.

For the next two years, Strabag will

be testing the L 566 H prototype on a

daily basis. A hydrogen filling station

is being built to refuel the wheel loader

directly at the quarry. “We want to

be climate neutral by 2040. The only

way to achieve this is by consistently

and comprehensively saving CO 2

, for

example, in the operation of construction

machinery,” explains Strabag

CEO Klemens Haselsteiner.

“The technology also enables large

vehicles that are difficult to electrify

due to their high energy demand to

be operated without CO 2

,” explains

Herbert Pfab, Technical Director of

Liebherr-Werk Bischofshofen.

46

47

SUSTAINABLE TECHNO

#STMICROELECTRONICS #AMPERE #BERGEN #NXP #AVL

STMicroelectronics and Ampere to supply Silicon Carbide (SiC) power modules

BERGEN ENGINES 12MW B36:45V20

POWER

MODULES

Silicon carbide (SiC) is a compound

of silicon and carbon

with unique electrical properties

that enable the creation of

high-performance semiconductors for

a wide range of applications. A silicon

carbide power module is a device that

uses SiC semiconductors as switches.

These modules are designed to transform

electrical power while ensuring

high conversion efficiency. Ampere,

the electric EV pure player born from

Renault Group, and STMicroelectronics,

announced the next step in

their strategic co-operation, starting

in 2026, with a multi-year agreement

between STMicroelectronics and

Renault Group on the supply of

SiC power modules, as part of their

collaboration on a powerbox for the

inverter for Ampere’s electric powertrain.

Ampere and STMicroelectronics

worked together on the optimization

of the power module, the key

element in the powerbox, to get the

highest performance and best competitiveness

in the e-powertrain.

“This agreement is the result of the

intensive work carried out with STMicroelectronics.

By working upstream

together, we were able to optimize and

secure the supply of key components

for our electric powertrains, to offer

high performance EVs with increased

range and optimized charging time. It

perfectly aligns with Ampere’s strategy

to master the entire value chain

of power electronics for its e-powertrain,

leveraging STMicroelectronics’

expertise in power modules,” said

Philippe Brunet, SVP Powertrain &

EV engineering, Ampere.

“ST is at the cutting edge of the development

of advanced power electronics

enabling the mobility industry

to improve the performance of electrified

platforms. With the optimization

of these higher-efficient products

and solutions to meet Ampere’s

performance requirements, and our

vertically integrated silicon carbide

supply chain, we are supporting Ampere’s

strategy for its next generation

of electric powertrain,” said Michael

Anfang, Executive Vice President

Sales & Marketing, Europe, Middle

East and Africa Region, STMicroelectronics.

“ST and Ampere share a

common vision for more sustainable

mobility and this agreement marks

another step forward in improved

power performance to further contribute

to concrete improvements

to carbon emissions reduction by

the mobility industry and its supply

chain.”

Since 1977, Forestal del Atlántico

has been a key supplier of

glues and resins for the wood

industry along Spain’s Atlantic

coast. Now, the company is transforming

its operations, partnering

with Bergen Engines to achieve a

near-negative carbon footprint as part

of its ambitious Triskelion Project.

Central to this initiative are Bergen’s

12MW B36:45V20 co-generation gas

engines, which integrate advanced

carbon capture technology and produce

e-methanol using green hydrogen

generated on-site. This hydrogen

not only powers methanol synthesis

but may also fuel the engines, reducing

dependency on fossil fuels. By

replacing fuel oil engines with cleaner,

natural gas-powered systems,

Forestal is cutting CO 2

emissions, enhancing

energy efficiency, and aligning

with its sustainability goals. The

revamped plant will supply heat for

resin and melamine paper production,

power factory operations, and

export surplus electricity to the grid.

Set to be fully operational by 2027,

the plant will produce approximately

40,000 tonnes of e-methanol annually

while capturing and utilizing 56,000

tonnes of CO 2

, solidifying Forestal

del Atlántico’s role as a pioneer in

sustainable industry.

MathWorks and NXP model-based design toolbox for BMS

MathWorks, the developer of mathematical computing software, and

NXP Semiconductors N.V. announced the availability of the Model-

Based Design Toolbox (MBDT) for Battery Management Systems (BMS).

Developed by NXP for use with the MathWorks MATLAB and Simulink

platform, the toolbox simplifies the design, testing, and deployment of

BMS algorithms on NXP processors, streamlining the path from concept

to market-ready solutions for intelligent battery health management.

MBDT for BMS makes it easy for engineers to transition directly from

Simulink models to running and testing their BMS algorithms on an NXP

processor.

VisIC and AVL to achieve over 99.6% efficiency in GaN Inverters for EVs

VisIC Technologies, a global leader in gallium nitride (GaN) technology for electric vehicles, and AVL, announced

a collaboration in order to provide automotive OEMs with power semiconductors that exceed silicon carbide (SiC)

performance. Mounted on AVL’s e-motor test bench and controlled by AVLs SOP eDrive controls algorithm, the system

achieved a benchmark efficiency level of 99.67% at 10kHz, stunningly climbing to over 99.8% efficiency at 5kHz

– which outperforms comparable SiC inverters by up to 0.5% and is cutting energy losses by more than 60%. VisIC’s

GaN-on-Silicon power devices can be produced in widespread 200mm and 300mm silicon foundries.

48

49

TECHNO

#AMMONIA #US #MANES #DENMARK

SUPPLEMENT

AMMONIA'S PROGRESS

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,

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



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

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

According to GlobalData, the

US is set to drive the global

ammonia capacity additions,

occupying a share of 37% by

2030, as both demand and supply of

ammonia are expected to grow in the

country. Nivedita Roy, Oil and Gas

Analyst at GlobalData, comments:

“This high-capacity addition of ammonia

in the US is attributed to the

abundance of low-cost natural gas,

which is a primary feedstock for the

production of ammonia. The large agriculture

sector of the US relies heavily

on ammonia-based fertilizers to enhance

crop yields.” Meanwhile, in the

rest of the world, internal combustion

engine players are not sitting on the

sidelines. MAN Energy Solutions

has announced that the development

of its ME-LGIA (Liquid Gas Injection

Ammonia) engine has entered a

new phase with the commencement of

testing of a full-scale, two-stroke engine

running on ammonia at its RCC

(Research Centre Copenhagen). Ole

Pyndt Hansen, Head of Two-Stroke

R&D, MAN Energy Solutions, said:

“Having already completed more than

12 months of testing on a single cylin-

der running on ammonia, it’s a significant

milestone to be able to step up

to full-scale engine testing. We have

been busy with the conversion process

over the past few months, including

ensuring that all safety provisions

work according to our requirements.

We are now ready for the next phase

that will focus on, among other parameters,

combustion and emissions,

engine-tuning, atomizer testing and

control-system verification. This is

provisionally set to continue until

mid-2025.”

Bjarne Foldager, Head of Two-

Stroke Business, MAN Energy Solutions,

said: “The market is hungry for

any news related to our ME-LGIA development

and this, the beginning of

testing on the world’s first two-stroke,

full-scale ammonia engine, is a major

milestone. MAN ES is proud to be a

pioneer within the new segment of ammonia

engines but it is equally as important

for us to show the world that

we are moving forward cautiously in

a reliable and safety-first way. Now

is the time to develop the technology

and we look forward to revealing our

progress at the appropriate time.”

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50

Kohler Engines is now Rehlko

Engines

Our new ambition is rising.

When it comes to engines, we’ve been on the leading edge of technology

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