Powertrain International 2025-3

Powertrain

INTERNATIONAL

Under

PRESSURE

Queen and David Bowie? No, let’s talk about hydrogen -

HD Hyundai DX Diesel of the Year - Bauma Munich: BEV,

despite the situation in Europe and the US - Perkins Coeus

VADO E TORNO EDIZIONI

www.vadoetorno.com

www.powertraininternationalweb.com

www.dieseloftheyear.com

ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

Art. 1, subsection 1, LO/MI

POWERTRAIN-Diesel SUPPLEMENT

March 2025

MARCH 2025

powertraininternationalweb.com

CONTENTS

Kohler Engines is now Rehlko

Hall A4 Booth 225

GENERIC

ICE

ELECTRIC & HYDROGEN

GAS

20

DIESEL OF THE YEAR

10. HD HYUNDAI INFRACORE DX

Moving towards the full line. From G2 to DX

COMPARISONS

12. 5L OFF-HIGHWAY

There is also the DotY 2025: Hyundai DX05

BAUMA MUNICH

16. MEDIA DIALOG

In Munich we felt an electric shake

20. PERKINS

904J-E36TA, 2606 & Project Coeus

24. MAN ENGINES

The Lion’s point of view in construction

FOLLOW POWERTRAIN INTERNATIONAL ON:

HYDROGEN

28. DUMAREY

A test bench shared with the Politecnico di Torino

ELECTRIFICATION

32. FLASH BATTERY

Industrial and European imprinting

36. MANITOU

It provides Oxygen. With the touch of Yanmar

38. SANY

And the “Australian” e-mixer

24

COMPONENTS

40. DELL’ORTO

From motorbike to off-highway success

44. ABB

E-traction for mining and around

Engines

40

COLUMNS

4. Editorial 6. Newsroom 46. Marine: MAN

48. Sustainable Techno

Our new ambition is rising.

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

and innovation since our foundation. But we don’t simply provide you with

functional power: we redefine your energy resilience with industry-leading

electrification, hybrid solutions, alternative fuels and innovative products,

to create better lives and communities in a more sustainable future.

EDITORIAL: Lacing up ‘H2’ hiking boots

Sometimes the sum of the constraints is so

detrimental that it appears to be an unscalable

mountain... The mountain is still hard to climb, but

it seems JCB has been wearing good hiking boots.

engines.rehlko.com

3

EDITORIAL

by Fabio Butturi

LACING UP ‘H2’ HIKING BOOTS

VISIT THE WEBSITE

THE RIGHT PARTNER FOR

A RELIABLE, SUSTAINABLE

AND POWERFUL FUTURE

S

ometimes the sum of the constraints is so

detrimental that it appears to be an unscalable

mountain. Among the most formidable peaks

on the road to decarbonization – majestic yet

seemingly insurmountable – are electrification

and the hydrogen transition. Let’s focus on the latter: the

hydrogen molecule has quite a “temper” and requires

special attention. It is an energy carrier, but where do we

source it from? Storage, pressure, temperatures... and then

comes the regulatory challenge. Many countries across

the globe lack legislation on the matter. This is where we

need to pause and take a closer look. JCB has achieved

a milestone that positions it as a highly competitive and

pioneering player in the crowded field of historic internal

combustion engine manufacturers, particularly among

those seeking to recalibrate the ICE as a key player in

the transition. For instance, Kubota and Yanmar, Rehlko,

VM Motori, Weichai, MAN, Deutz, etc. This is an arena

where FPT Industrial (with its XCursor 13, winner of the

Alternative Engine Award 2025) and Cummins excel as

multifuel performers, including hydrogen. On this path,

Isotta Fraschini Motori, a Fincantieri Group company,

is also making strides. However, JCB has achieved a

remarkable milestone, bringing its 4.8-litre hydrogenpowered

engine to market. At least, for now, in some

markets. JCB has confirmed that 11 licensing authorities

across Europe have already granted approval for its

hydrogen engine to be sold, with more authorities in other

countries expected to follow suit with certification in

2025. To be precise, the Netherlands’ Vehicle Authority

(RDW) was the first licensing body to issue official

certification, granting permission for the engine to be

sold in the Netherlands. Other licensing authorities across

Europe quickly followed RDW’s lead by issuing the

necessary certifications, including those in Great Britain,

Northern Ireland, Germany, France, Spain, Belgium,

Poland, Finland, Switzerland, and Liechtenstein. In short,

the landscape presents a largely unified Europe, extending

beyond the usual virtuous Scandinavian countries.

Licensing authorities in other countries are expected to

follow suit with certification in 2025.

JCB has focused on applications closest to its core,

namely construction and power generation. The UK has

already produced more than 130 evaluation engines,

which are powering backhoe loaders, Loadall telescopic

handlers, and generator sets. Real-world testing of

JCB’s hydrogen equipment on customer sites is now in an

advanced stage and progressing well. In short, as if to say,

the mountain is still hard to climb, but it seems JCB has

been wearing good hiking boots.

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4

Dellorto Group

Europe Head Quarter, Milan | India, Pune | China, Chongqing

NEWSROOM #REHLKO #VINCENZOPERRONE #ERICFONTAINE

ERIC FONTAINE @ REHLKO

CHANGE

AT THE

TOP

Rehlko has announced

the appointment of Eric

Fontaine as the new

President of the Engines

business, succeeding

Vincenzo Perrone

Vincenzo Perrone has decided

to leave Rehlko, and Eric Fontaine

has been appointed as his

successor. Perrone’s journey

with the company began in 2014,

when he took on the role of President

of the Diesel business after leaving

his position as Business Manager at

John Deere Power Systems. In 2020,

he was promoted to President of the

combined Engines business. During

his tenure, Perrone successfully attracted

interest from small and medium-sized

OEMs, as demonstrated by

the success of the recent DemoDays

(see the 2024 and 2023 editions). His

leadership also coincided with the

6

launch of the JCB by Kohler series,

while high-volume OEMs such as

Kramer have joined the company’s

portfolio. The success of the KDI series

can be attributed to several key

factors: the compact design of its exhaust

after-treatment systems, high

power density with small dimensions

across the 1.9-litre, 2.4-litre, and

3.4-litre diesel engines, and ease of

installation. Eric Fontaine will report

to Brian Melka, who remains CEO

of Rehlko, a position he has held for

five years. So, Eric Fontaine has been

appointed as the new President of the

Engines business. He brings extensive

experience in industrial markets, having

most recently served as Vice President

of the Industrial Components

Division at Regal Rexnord Corporation.

Throughout his career, he has

held key leadership roles at Danaher

Corporation and Brunswick Corporation.

Fontaine holds a Bachelor of

Science in Ocean Engineering from

the United States Naval Academy

and an MBA from Duke University’s

Fuqua School of Business.

Engine Type

Bore x Stroke (mm)

Displacement (Liters)

Maximum Output

Dimension (mm) LxWxH

Emission

Aftertreatment

Application

HD Hyundai Infracore Co., Ltd.

13F, H

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

Vehicle / Generator

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

2024

NEWSROOM #CUMMINS #FIRSTMODE #JCB #ZF

CUMMINS & FIRST MODE TO RETROFIT MINING AND RAILS

Cummins has announced the

acquisition of assets from

First Mode, a company

specializing in retrofit hybrid

solutions for mining and rail

operations. The acquisition includes

First Mode’s hybrid mining

and rail product lines, along

with its full intellectual property

portfolio, which covers hydrogen

and battery powertrain solutions.

This technology represents

the first commercially available

retrofit hybrid system for mining

equipment, significantly lowering

the total cost of ownership (TCO)

while advancing decarbonization

efforts. Additionally, Cummins is

acquiring First Mode’s commercial

portfolio, as well as its manufacturing

and technical teams in

Australia, the United States, and

Chile. First Mode will continue to

serve customers during the transition

and remains committed to

meeting their needs by shipping

products in Q1. This acquisition

reinforces Cummins’ commitment

to delivering innovative and effective

decarbonization solutions. It

will enhance the company’s product

portfolio while supporting customers

in their transition to a lower-carbon

future. First Mode will

operate within Cummins’ Power

Systems industrial segment. Jenny

Bush, President of Power Systems

at Cummins: “With hybrid

retrofit kits, modular component

upgrades and scalable solutions,

we are bringing miners the flexibility

and confidence they need

to decarbonize operations while

adapting to evolving technologies

and infrastructure.”

5250 kVA

JCB ENJOYS

H2 APPROVALS

JCB’S H2 ENGINE HAS

OFFICIALLY BEEN

APPROVED FOR SALE

JCB has achieved a major milestone

in the development of the

world’s first hydrogen combustion

engine after securing

landmark approvals from licensing

authorities, allowing its commercial

use in machinery, the company announced

recently. The Netherlands’

Vehicle Authority

(RDW) was the

first to issue official

certification, granting

permission for

the engine to be

sold in the country.

Following RDW’s

lead, other licensing

bodies across

Europe – including

those in Great

8

Britain, Northern Ireland, Germany,

France, Spain, Belgium, Poland, Finland,

Switzerland, and Liechtenstein

– have also granted certification.

Additional countries are expected to

follow suit in 2025. JCB confirmed

that a total of 11 European licensing

authorities have now approved the

sale of its hydrogen engine, marking

a significant step forward for hydrogen

combustion technology. “This is

a very significant moment for JCB.

Starting the New Year with certification

in place across so many European

countries bodes well for the future

of hydrogen combustion technology,”

the company stated. JCB is the first

construction equipment manufacturer

to develop a

fully operational

hydrogen-fueled

combustion engine.

A dedicated

team of 150 engineers

has been

working on this

groundbreaking

£100 million project

for over three

years.”

ZF: electric spin-off?

According to Reuters,

German automotive supplier

ZF is considering spinning

off its electric drivetrain

division, as reported by

the Handelsblatt business

news outlet, citing company

sources. ZF confirmed

that it is “examining

strategic collaborations

and partnerships” for the

division, either as a whole

or in parts. The move is

part of the company’s

efforts to make the unit

profitable again, with

necessary investments

amid “the delayed ramp-up

of e-mobility, high costs,

and the resulting low

margins in the traditional

transmission business,”

a spokesperson said in

an emailed statement to

Reuters.

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DIESEL OF THE YEAR

#HYUNDAIINFRACORE #G2 #DX

HD HYUNDAI INFRACORE

VERY

GOOD

ROOTS

DIESEL SUPPLEMENT

N.4 APRIL 2013

Vado e Torno Edizioni srl,

Via Cassano d’Adda 20, 20139 Milan.

Phone: +39 02 55230950

Authorized by the tribunal of Milan

n. 786 of 17 dicember 1990

Managing director:

Maurizio Cervetto.

Print: Industrie Grache Rgm srl,

Rozzano (Mi), Italy.

international

MTU 6R 1500

Power density,

high torque and

technology at

the top. The six

inline by Mtu is the

Diesel of the year 2013. Find out all details

inside. Here’s the engine of the future

Doosan

Compact engines

Final without filter

DIESEL INTERNATIONAL April 2013: This is the first

issue of Diesel International, to be followed by Powertrain

International. Our first cover was for Doosan Infracore and

it was distributed at bauma. We are still in Munich and

this year’s Diesel of the Year is instead all about

HD Hyundai Infracore.

The first cover of DIESEL International,

which you can see at

the top right, reflects Powertrain

International’s (the 2.0 version of

DIESEL magazine) long-standing habit

of identifying emerging trends and

anticipating market developments.

In the case of the G2 family, we were

referring to compact diesel engines,

available in 3- and 4-cylinder ranges,

with unit displacements from 700 cc

to 950 cc. The Korean line-up includes

three displacement variants: 1.8L,

2.4L, and the 3.4L flagship model, initially

developed for U.S. Bobcat and

gradually gaining traction among European

(Epiroc, Keestrack, to mention

a couple) and Chinese (such as Lovol)

OEMs. On November 22, 2022, the

500,000 th unit rolled off the production

line, 1,000,000 units are expected

Doosan Infracore’s

G2 series made its first

DIESEL International

cover at auma 2013. At

bauma 2025, DIESEL

has since become

POWERTRAIN and

Doosan has become

HD Hyundai Infracore.

The DX series,

crowned DotY 2025,

marks a new milestone.

But what does it have

in common with the

G2 series?

in 2027. It is still too early to determine

how the evolution of the DX05

and DX08 will align with that of the

G2 series. HD Hyundai Infracore’s

new clean-sheet engines, the DX05

and DX08, feature two types of turbochargers:

a single and a two-stage turbocharger.

The two-stage turbocharger

is designed to maximize output while

ensuring engine durability, meaning the

single turbocharger does not need to focus

on peak power. In fact, its output

has been deliberately set lower. This

design choice results in the DX05 delivering

30% more low-end torque than

other competing 5-liter engines. OEMs

have two options: the two-stage turbocharger

engine, which offers class-leading

power in a compact package, or the

single turbocharger engine, which provides

good power and torque. We mention

Hyundai Construction Equipment

(HCE), which selects the engine based

on the specific characteristics of each

machine. For instance, the 35-ton excavator

is equipped with a DX08 single

turbocharger, while the 38-ton excavator

features the DX08 with a 2-stage

turbocharger. HCE will showcase excavators

equipped with the DX08 at

Bauma. Meanwhile, Develon (HDI) is

set to launch 23-ton and 25-ton excavators

powered by the DX05 engine in

2025. HDI is confident that the DX05

can effectively replace existing 6-liter

engines. Before entering full-scale

production, the DX05 and DX08 engines

will undergo extensive field testing

in machines set for release in 2025.

OEMs will subject them to demanding

performance trials, assessing durability,

efficiency, and real-world operation

under harsh conditions. Manufacturers

feedback will play a critical role in refining

the final specifications. Given the

track record of the G2 series, the DX05

and DX08 are expected to maintain the

same standards of reliability.

10

11

COMPARISONS PREVIEWS

#OFFHIGHWAY #COMMONRAIL #4CYLINDERS #HVO #POWERPACK #AGCOPOWER #OFFROAD #DEUTZ #CHECKAPP

#HYUNDAI

5 TO 5.2 LITERS

FAMILY

IS

GROWING

firm roots in the dusty workplaces

that are home to industrial engines,

turbocharging that rejects the dual turbocharger

and useless complications.

As we wrote on the occasion of the

awarding ceremony: “Since the middle

of the last decade, and more and more

frequently since the IIIB, emission

standards have been the true driver

for internal combustion engines. No

manufacturer has found an alternative

to the DPF-SCR combo. The EGR

has been the only distinctive element.

Kubota’s strategy – improving the after-treatment

and combustion parameters

– has paid off. This is one of the

reasons why we chose the V5009.”

From a Diesel of the Year prize well

awarded, to another one waiting to

be celebrated. The 2024 edition was

transfigured to make room for a new

course for the award. Or, better, a return

to the good old days, to November’s

agricultural trade fairs, to early

history: a flashback to the second half

of the first decade. On that occasion,

there was a nominee in pole position:

AGCO Power. The former Sisu renewed

its engine family, for use in the

internal applications that embody its

mission, but also to break out of their

tractors’ perimeter. We put it to the

test – to tell the truth, the field test was

carried out by our colleagues from the

Trattori magazine – behind the wheel

of a Fendt 620 Vario Profi Plus. At

AGCO Power they put the emphasis

on specific consumption. They state

it’s 6% less than the average declared

consumption; indeed, we’re talking

about 188 g/kWh as compared to 200

g/kWh. Matched to the VarioDrive

transmission, CVT with front and rear

axle independently driven, it offers a

driveline that’s capable of continuously

measuring wheel slip and optimizing

power and traction. On this machine,

the Core50 works at low revs,

and so does the hydraulic system featuring

a 205 litre per minute variable

flow Load Sensing pump feeding five

rear and two front electrohydraulic

distributors, and the cooling system,

thus closing the circle.

The comparison was unprecedented

until the IIIB, that, however,

would either propel the 5L

4-cylinder engines into the burdensome

realm of 6 cylinders with a

1-litre cylinder displacement, or move

them down – though just a notch – to

join the 4.5 litres. Too bulky in size

and weight for the 4 cylinders, curves

too subdued for the 4.5 litres, which

do not exceed 130 kW on average. So,

step by step, this displacement class

gained its own independence, becoming

a breeding ground for Diesel of the

Year winners. The first tile of this mosaic

was laid by Kubota. The V5009

was elected Diesel of the Year in 2019.

As we said back then, the story had

begun far earlier than that. The engine

revealed itself to the public through

the shiny showcase of Conexpo, on

March the 7 th , 2017. In Las Vegas,

Kubota went as far as relinquishing

its beliefs, upping the ante on Japanese

engine segmentation, firmly anchored

to compact units. Historically,

the 3.3L and the 3.8L are the most numerous

and popular. At the same time,

it also broke a taboo; deviating from

the scrupulous, composed methodical

approach that was customary to the

Osaka-based engine maker, the brandnew

engine was announced far before

scheduled serial production. While

waiting to see the light on production

lines, the engine paraded down the European

runways of Intermat Paris and

Bauma, where it got the award. It was

the first non-European, non-American

engine to be awarded the prize. For

which reasons?

No similarities to automotive units,

The number of

players in the

5-litre challenge

has risen to seven.

The latest entry

is the 4-cylinder

from the HD

Hyundai Infracore

family, which won

the Diesel of the

Year 2025 with its

1.25-litre cylinder

displacement. The

Korean DX05 is

unrivalled in power

and torque

BRAND

MODEL

AGCO POWER

CORE50

DEUTZ

TCD 5.2

HD HYUNDAI

DX05

ISUZU

4HK1

KUBOTA

V5009

MTU

R4 1000

VOLVO PENTA

TAD572VE

I. D.

B x S mm - S/B 110 x 132 - 1,20 110 x 136 - 1,24 110 x 132 - 1,20 115 x 125 - 1,09 110 x 132 - 1,20 110 x 135 - 1,23 110 x 135 - 1,23

N. cil. - dm 3 4 - 5,01 4 - 5,17 4 - 5,01 4 - 5,19 4 - 5,01 4 - 5,13 4 - 5,13

Maximum power kW - rpm 165 - 1.700 170 - 2.300 171 - 1.900 145 - 2.100 157 - 2.200 170 - 2.200 160 - 2.200

Mep at max power bar 23,7 17,5 22 16,3 17,4 18,4 17,3

Piston speed m/s 7,5 10,4 8,4 8,8 9,7 9,9 9,9

Maximum torque Nm - rpm 950 - 1.200 951 - 1.300 951 - 900 686 - 1.200 882 - 1.500 951 - 1.400 902 - 1.200

Mep at max torque bar 24,3 23,6 24,3 16,9 22,5 23,8 22,5

% power at max torque (kW) 47,7 46 45,5 37,3 46 46 46,3

Torque at max power Nm 921 706 862 657 686 735 696

% power at max torque (kW) 72,4 (119) 76,20 (130) 52,50 (90) 59,50 (86) 88,30 (139) 82,10 (140) 70,90 (113)

Work range rpm 500 1.000 1.000 900 700 800 1.000

DETAILS

Specific power kW/dm 3 32,8 32,8 34,1 27,9 31,3 33,1 31,2

Specific torque Nm/dm 3 189,3 183,9 189,5 132,1 175,7 185,3 175,7

Areal spec. power kW/dm 2 43,42 44,74 45,00 34,94 41,32 44,74 42,11

RULES AND BALANCE

Dry weight kg 590 530 620 470 620 540 560

L x W x H mm 923x664x1.171 921x695x902 992x854x1.169 1.019x776x1.034 898x656x972 818x755x1.033 772x859x995

Volume m 3 0,72 0,58 0,99 0,82 0,57 0,64 0,66

Weight/power kg/kW 3,6 3,1 3,6 3,2 3,9 3,2 3,5

Weight/displacement kg/dm 3 117,6 102,5 123,6 90,5 123,6 105,2 109,1

Power density kW/m 3 229,2 293,1 172,7 176,8 275,4 265,6 242,4

Total density t/m 3 0,82 0,91 0,63 0,57 1,09 0,84 0,85

Displacement/volume dm 3 /m 3 6,97 8,91 5,07 6,33 8,80 8,02 7,78

12

13

COMPARISONS PREVIEWS

#ISUZU #KUBOTA #ROLLSROYCEPOWERSYSTEMS #VOLVO

AGCO POWER

DEUTZ

HD HYUNDAI HD HYUNDAI

ISUZU

KUBOTA

ROLLS-ROYCE ROLLS-ROYCE

kW!

185!

Nm!

1.588!

kW! 185!

Nm!

1.485! kW! 185! kW! 185!

Nm!

1.709!

Nm!

1.709!

kW! 185!

Nm!

1.660! kW! 185! kW! 185!

Nm!

1.322! kW! Nm!

1.322! 185! kW! 185!

Nm!

1.383!

Nm!

1.383!

170!

1.438!

170!

1.335! 170!

170!

1.559!

1.559!

170!

1.510!

170! 170!

1.172! 1.172! 170!

170!

1.233!

1.233!

155!

1.288!

155!

1.185! 155!

155!

1.409!

1.409!

155!

1.360!

155! 155!

1.022! 1.022! 155!

155!

1.083!

1.083!

140!

1.138!

140!

1.035! 140!

140!

1.259!

1.259!

140!

1.210!

140! 140!

872! 872! 140!

140!

933!

933!

125!

988!

125!

885! 125!

125!

1.109!

1.109!

125!

1.060!

125! 125!

722! 722! 125!

125!

783!

783!

110!

838!

110!

735! 110!

110!

959!

959!

110!

910!

110! 110!

572! 572! 110!

110!

633!

633!

95!

688!

95!

585! 95!

95!

809!

809!

95!

760!

95! 95!

422! 422! 95!

95!

483!

483!

80!

65!

50!

rpm!

900! 2.100!

538!

388!

238!

80!

435! 80! 80!

659!

65!

285! 65! 65!

509!

50!

rpm!

135! 50! 50!

rpm! rpm!

359!

900! 1.500! 2.100! 2.700! 900! 900! 1.300! 1.300! 1.700! 1.700! 2.100! 2.100!

659!

509!

359!

80!

65!

50!

rpm!

900! 1.300! 1.700! 2.100!

610!

460!

310!

80! 80!

272! 272! 80! 80!

333!

65! 65!

122! 122! 65! 65!

183!

50! 50!

rpm! rpm!

-28! -28! 50! 50!

rpm! rpm!

33!

900! 900! 1.300! 1.300! 1.700! 1.700! 2.100! 2.100!

900! 900! 1.300! 1.300! 1.700! 1.700! 2.100! 2.100!

333!

183!

33!

Which circle? Traction power and

acceleration, low fuel consumption

and reduced wear and tear. As for the

modular reduction of the 1.25-cylinder

displacement first seen on the Core75,

Jarmo Tuorila, Marketing and Sales

Director at AGCO Corporation, said at

Agritechnica 2023: “Using the same

single cylinder displacement as in the

Core75 offers the benefits of synergy

to our production and savings to our

clients, as both models share the same

components. The 5-litre displacement,

in addition, perfectly suits our updated

engine portfolio below the Core75.”

From the 7.5 litre, it inherits the

technological exhaust gas treatment

package, dismissing the recirculation

valve, the wastegate in the turbo, the

overhead camshaft. The Core50 was

recruited for the e-Hydrogen project.

The ICE was adapted for spark ignition,

removing the feed pipe and replacing

it with spark plugs, to burn

hydrogen, working in synergy with

a battery pack and other components

of the electric driveline. According to

Jouko Järvinen, Manager, Research

& Advanced Engineering: “The torque

and reactivity of electricity fit in particularly

well with a hydrogen engine.

Hydrogen offers quick refuelling and

constant power, while electricity provides

extra boost when needed.” The

1.25-litre single cylinder displacement

– in the 4- and 6-cylinder segments,

did not only take a hold on Finnish engineering.

In the Far East, this modularity has

made inroads in the brains behind HD

Hyundai Infracore. We’re talking about

DX05 and DX08 and they won Diesel

of the Year 2025. To revolutionize the

existing family and complete the high

end of the G2 range on offer (the 1.8,

2.4 and 3.4 litre compacts) the Korean

engine makers resorted to high-resistance

materials for the main structural

components. Including the cylinder

block and cylinder head. For the moving

parts – tappets, pistons, piston rings

DEUTZ MTU HYUNDAI

– wear-and-tear resistant materials

were selected to improve durability. In

addition, a two-stage turbocharger in

intake and exhaust systems guarantees

21% more power versus previous versions

while improving torque at low

revs. Fuel consumption is estimated

to be 8% lower. Maintenance intervals

for fuel and oil filters were extended

from 500 to 1,000 hours. A hydraulic

tappet known as hydraulic lash adjuster

or HLA was added to ensure maintenance-free

operation. The range got

heftier and now features seven 5 litre

units. Paradoxically – but only at a

first sight – the current Diesel of the

Year title holder is found on the very

bottom step of the Diesel Index ladder,

although it dominates the specific

performance contest. The main reason

lies in the choice of materials, impacting

weight but favouring resistance to

sources of stress. As said earlier, moving

parts like tappets, pistons and piston

rings were made in wear-and-tear

resistant materials to extend their life.

And besides, there’s a 29 kg difference

between the dual stage and the wastegate

versions. A world of difference

compared to Isuzu which, however,

shows moderate thermodynamic values,

probably mainly designed with

“domestic” applications in mind. It’s

the heavier version in the comparison,

alongside the other Diesel of the Year

– V5009 by Kubota – with its 620 kg,

some 30 kg away from the Core 50.

Compared to what averaged by the

other three (Deutz, Rolls-Royce and

Volvo) it stands at around 12 %.

As soon as values linked to torque and

power curves are scrutinized, we dance

to a very different tune. The Performance

Index sends the Korean rocket

into hyperspace. Specific power, specific

torque and area-specific torque all

favour the DX05, while torque at max

power, crowns the Finnish unit with

the DX close on its heels.

Kubota and Rolls-Royce stand out

kW! 185! kW! 185!

170!

155!

140!

125!

110!

95!

80!

65!

170!

155!

140!

125!

110!

95!

80!

65!

VOLVO VOLVO PENTA PENTA

Nm!

1.601!

1.451!

1.301!

1.151!

1.001!

851!

701!

551!

401!

50! 50!

rpm! rpm!

251!

900! 900! 1.300! 1.300! 1.700! 1.700! 2.100! 2.100!

for the percentage of power available

at peak torque, albeit at higher revs

than their competitors. It deserves

to be said, in closing, that following

the migration of R4 1000 from Friedrichshafen

to Cologne, Deutz now

owns two of the most aggressive contenders,

getting the highest Diesel Index

score.

Nm!

1.601!

1.451!

1.301!

1.151!

1.001!

851!

701!

551!

401!

251!

BRAND

MODEL

AGCO POWER

CORE50

DEUTZ

TCD 5.2

HD HYUNDAI

INFRACORE

DX05

ISUZU

4HK1

KUBOTA

V5009

MTU

R4 1000

VOLVO PENTA

TAD572VE

INDEX

Torque 7,9 12,9 12,8 11,2 9,9 11 12,8

Performance 6,8 6,8 6,9 5,4 6,5 6,8 6,5

Stress 10,6 11,3 10,9 8,6 10,7 11,2 10,8

Lightness 14,4 12,6 15,5 11,2 15,4 12,7 13,5

Density 16 19,5 11,7 10,3 18,9 17,8 16,3

DIESEL INDEX 7,1 7,7 7,5 7,1 7,2 7,6 7,5

14

15

OFF-HIGHWAY

#CONSTRUCTION #CUMMINS #VOLVOPENTA #YANMAR

BAUMA MEDIA DIALOG

ALL THE

PREVIEWS

Above, Cummins Next Generation X15 for off-highway applications.

We took part in

the bauma Media

Dialog at the

ICM International

Congress Center

Messe in Munich,

an opportunity

for the press to

meet some of the

companies (about

140 out of 3,500)

that will be exhibiting

at Bauma from 7 th

to 13 th April

The bauma Media Dialog at the

Munich Trade Fair Congress

Center was an opportunity for

the trade press to meet some of

the companies (about 140 out of 3,500)

that will be exhibiting at Bauma in

April. Manufacturers have teased several

new features, but many will only

be revealed in April. We already know,

for example, that Volvo CE will exhibit

a range of fully electric machines,

that Yanmar CE will not exhibit, but

will be present as Yanmar Europe BV,

that HD Hyundai and Develon will

unveil machines they have designed

together for the first time, that Hitachi

has collaborated with Liebherr and

Kreisel on alternative fuels. Bauma,

as always, will be the privileged stage

for the presentation of the latest in the

construction sector, but we have naturally

limited ourselves to examining in

depth what will be the innovative proposals

in propulsion solutions. Let’s

see some of them.

Cummins will display its Next Gen

X15 engine for off-highway applications,

such as large construction

bulldozers, cranes, excavators, plus

more, and is part of the Cummins

HELM fuel agnostic engine platform.

The platform’s new power solutions

can utilize clean diesel, natural gas,

renewable biofuels, or hydrogen, ensuring

compatibility with evolving

environmental regulations while supporting

unique customer requirements

during the energy transition. The X15

will offer digital connectivity features,

improved fuel economy and longer

service intervals from its predecessor;

all in a smaller package size similar

to a 13L engine. Ratings for the X15

will be up to 522 kW (700 hp) and

a peak torque of 3200 Nm, targeted

for Stage V emissions and beyond.

Melik Meloian, Account Manager at

Cummins, explains: “These engines

are designed for real life reliability,

performance has been improved, but

the most successful target we have

achieved is a lower fuel consumption:

Today the market is driven by the total

cost of ownership, and we have to take

that into consideration.”

Also on display will be the Tier 4

Final/Stage V compliant Cummins

QSK60, which delivers a maximum of

2125 kW (2850 hp) and a maximum

torque of 11,218Nm. This engine provides

over 40,000 hours of operation

before requiring an engine overhaul.

This engine can then be rebuilt over

three times throughout its lifetime,

significantly reducing the potential

total cost of ownership for miners.

On the Cummins booth we will also

see the Meritor MOX E8 telehandler

axle, suitable for the most extreme duty-cycles

and applications.

In supporting electrification, Volvo

Penta will showcase at Bauma its

scalable and modular BESS subsystem

that enables OEMs and system

integrators to seamlessly integrate and

deploy electric power. Volvo Penta’s

BESS subsystem enables system integrators

and BESS manufacturers to

create tailored solutions for everything

from mobile, temporary power applications

to permanent infrastructure at

electric sites. “At the heart of every

Volvo Penta BESS subsystem,” explains

Melissa Zhuo, PR and Com-

munication Manager Industrial, “there

is an energy-dense battery pack with

a favorable C-rating to support fast

charging and discharging. Derived

from the same battery packs for on and

off-highway use from the Volvo Group,

the subsystem is similarly backed by

a rigorous IP class against corrosion

and dust, making it a fit for tough environments

in construction and mining.”

But, as the energy transition evolves,

high-efficiency ICEs remain crucial

for off-highway and PG applications:

for this reason, Volvo Penta is supporting

renewable fuels like HVO as well

as advancing hydrogen dual-fuel technology

(such as the one on its Stage V

D8 platform).

Yanmar will unveil its hydrogen engine

concepts based on the TN series

as a world premiere. With the same

16

17

OFF-HIGHWAY

#REHLKO #LIEBHERR #PARKER #BOSCH

Top left, Liebherr unveils its new D9612 diesel engine.

Above, the eLION electrification portfolio from Bosch Rexroth.

footprint as the diesel engine, the

4TN101 Hydrogen, which is based

on the 3.8-liter 4TN101 diesel engine,

runs on hydrogen while retaining many

parts in common with the diesel version,

demonstrating that it is possible

to hydrogenise fuel while maintaining

a high level of engine design commonality.

Yanmar already has a strong

experience in hydrogen solutions, especially

in fuel cells for the marine

market. Bauma will also be the occasion

for the Japanese company to present

its e-powertrain package, adaptable

to OEM requirements. Visitors will be

able to see an actual e-powertrain integrated

into a mock-up wheel loader.

Rehlko will use bauma to introduce

Eric Fontaine, newly appointed president

of the Engine division, to Europe.

The booth will feature the proven

engine series, but the highlight is the

introduction of Xtreme Conditions

oil and Xtended Life Formula coolant.

These new diesel engine fluids

are designed to provide peak performance

and extended equipment life.

At the Rehlko booth we will see the

tested KSD Series, widely adopted by

customers across various industries,

and the KDI series, which with over

350,000 units produced and 1 billion

field operating hours, has made a major

impact in construction and agriculture.

There will be a gasoline engine

as well, not the recent Command PRO

888 (more suitable for the US market),

but the ECH 980, which delivers 28.3

kW of power. Designed for demanding

commercial applications, it features

heavy-duty sleeve bearings for enhanced

durability and a fully integrated

oil cooler to extend engine and oil life.

Hydraulic lifters eliminate valve train

maintenance, while sensor technology

optimizes performance by adapting

to operating conditions. With robust

torque output, fuel efficiency, and easy

serviceability, the ECH 980 ensures

maximum uptime and productivity.

Liebherr unveils three innovative

product developments in the field

of combustion engines, including a

high-performing D9612 diesel engine,

specially developed for demanding

off-road applications, a cutting-edge

hydraulic air boosting system and a

concept of an ammonia-powered engine.

Liebherr Components segment

recently made a significant investment

in the development of hydrogen engines

and test facilities. Different injection

and combustion technologies,

such as port fuel injection (PFI) and

direct injection (DI), have also been

assessed in the process. Initial efforts

in the development of a hydrogen

engine have considered PFI as a first

suitable technology. The 6-cylinder

engine prototype H966 that we will

see at bauma is equipped with this

technology.

We don’t know the details yet, but we

do know that Parker Hannifin at bauma

2025 will focus on the sustainable

transformation of the construction industry

through its expertise in hydrogen

fuel cells, hydrogen combustion

engines and advanced diesel technologies;

on digitalization solutions to improve

vehicle safety and autonomy; on

electrification (from electric motors to

electro-hydraulic pumps) and on mobile

hydraulics for performance and

efficiency. Bosch is also banking on

the electrification of off-highway vehicles:

the company will be presenting

at bauma an 800-volt electric drive for

construction machinery. The system

consists of the Bosch electric motor

SMG230 and a highly efficient inverter

equipped with silicon carbide power

modules. The motor is designed for

system voltages of 400 to 850 volts.

In an ideal voltage and temperature

range, it offers a continuous power

output of up to 200 kW and around

250 Nm. Up to 550 Nm of peak torque

can be delivered on a short-term basis.

Thanks to the 800-volt technology, the

power density has also been increased

significantly. The new motor delivers

up to 80 kW more power than a comparable

400-volt machine with identical

weight or, with the same level of

performance, boasts more compact

dimensions and a much lower weight.

And speaking of electrification, Bosch

Rexroth will be presenting new hardware

and software modules for automation,

electrification, connectivity

and efficiency at bauma. The scalable,

open-technology approach, which includes

new hydraulic solutions from

HydraForce (acquired in 2023), covers

different machine sizes, drive types

and objectives. We will see the new

BODAS Studio development environment,

based on an open and standardized

software architecture with a wide

range of integration options, the new

Collision Avoidance System, which

enables effective collision protection,

as well as the entire eLION electrification

portfolio, which includes the

EMP motor series.

18

19

EVENTS

#ICE #POWERDENSITY

PERKINS @ LONDON DESIGN MUSEUM

WAITING

FOR

BAUMA

PERKINS CONNECTIVITY

Perkins makes things clear right from the name.

Connectivity is the service that provides engine

monitoring with daily updates. The “basic” level can

be implemented with the Hub Pro solution, which

introduces predictive insights, and the Clarity Pro, which

includes user-configurable data sets, custom alerts and

interactive visualizations. Kevin Walsh, Digital Business

development manager, enlightened us on the flow of

information within the “OEM API data sharing” system.

The data goes through the OEM before being forwarded

to Perkins experts for condition monitoring analysis

(CMA). These experts analyze fault data, engine hours and

location data. “The CMA report can be sent to the service

network or Perkins service, or to the OEM and possibly

its service network. In addition, this system incorporates

remote telemetry devices that transmit engine data.

These devices are referable to the OEM’s system or

integrated directly into the engine. Regarding the role

of the MyEngine App for the end user, the application

is integrated into the Perkins Interlink system via API

(Application Programming Interface) and serves users to

access useful insights from condition monitoring. These

insights are based on incoming telemetry data and are

linked to the Perkins ecosystem ensuring clarity and

accuracy in communication.”

Perkins called together the industry

press to tell us about the

previews at bauma in Munich.

The spotlight was not so much

on product previews as on vision and

strategy. At the Design Museum, London,

we spotted Perkins’ 904J-E36TA,

in its new 106-kW range. The Peterborough-based

company renewed its

confidence in ICEs, which they call

advanced sustainable power, updating

us on the hybridization project called

COEUS. Finally, digitization and connectivity.

Underlying this is a triad of

values that informs Perkins’ orientation:

trust and a collaborative spirit,

smart solutions, and agile support to

installers and end users. It was an opportunity

to retrace Perkins’ journey

toward the implementation of the ICE

range. This excursus was entrusted to

The 3.6-litre peaked at

106 kW and 566 Nm,

the 12.9-litre is close

to serial production.

At the Design Museum

in London, Perkins

talked about itself

on the eve of the

bauma tour de force.

Digitalisation, service,

and more details on

the COEUS Project,

which combines

biofuels, spark ignition

and a hybrid system

James Gardiner, Product Marketing

Manager. A trajectory drawn on the

dual track of evolution and revolution,

Perkins’ official claim playing on the

phonetic assonance between the two

concepts. It is not a matter of simple

adjustments, such as the adoption of

common rail on the 404J, but a true

extension of the range, which includes

nine main platforms with power outputs

from 7 to 567 kW. In addition to

bare engines, a number of engine

blocks are available in Electric Power

and marine fittings. In addition to the

auxiliaries presented at Seawork in

Southampton, the E44 and E70B, Perkins

returned to METS in Amsterdam

after eight years. Engineering attention

is focused on optimized engine

development, including variables to

conventional fuels. Perkins is current-

ly moving cautiously towards hydrogen,

while all of its engines are compatible

with B20, HVO and other

biofuels. This is evidenced by the continued

development of key platforms,

such as the 900 Series and the 2600

Series. Let’s focus on the latter. Jointly

unveiled with Caterpillar at Conexpo

2023, the inline six-cylinder is a

12.9-liter (BxS 130 x 162 mm) engine

that delivers up to 515 kW in the range

of 1,800 to 2,100 rpm. Power density

approaches 4 kW per liter of displacement.

With a view to consolidating the

value of ICEs in the industrial arena,

the primary focus has been on the

trade-off between durability and compactness.

Moreover, the design is not

only aimed at reducing footprint, it

lends itself to the adoption of gaseous

fuels and hydrogen and possible regulatory

upgrades (EU Stage VI and

EPA Tier 5). High pressures in the

combustion chamber, with 22-24 Mpa

claimed by Perkins, which are equivalent

to 220-240 bar, and optimized

cooling systems, along with advanced

control systems, optimize performance

across load cycles and are

aimed at affecting TCO and facilitating

integration with machine layout.

Perkins has raised the bar on service

intervals to 1,000 hours, adopted integrated

breather systems, cartridge filters

and ruled out loose washers. As if

to say, even the details help improve

the robustness of units subjected to

grueling work cycles and high stresses.

These can be reflected in vibration

and noise. Perkins has calibrated multi-stage

fuel injection to moderate detonation,

placed the gear train on the

rear, and changed thermal management

by improving coolant flow. Perkins

claims a number of milestones in

the development of the 12.9-liter engine,

starting with 20% more power

than the previous 13-liter platforms,

with a corresponding increase in

torque at low rpm (3,200 Nm), and a

20% weight cut against the 2506 and

2806 models. The last two notes are

about the 2-3 dBA cut and the 5%

higher fuel efficiency: up to 5% more

than previous models. During the past

year, manufacturer-led tests have been

completed on their machines, and during

2025 pilot engines will enter production,

in order to be fully operational

next year. The aim is the 2200,

2400, 2500 and 2800 series, up to 560

kW, which will be absorbed by the

2600 itself. Then, James Gardiner

20

21

EVENTS

#PROJECTCOEUS #SERVICE #CONNECTIVITY

turned to the special guest at the London

Design Museum: the 3.6-liter

904J-E36TA, which has been offered

in 106 kW rating since March. We remember

it when it was presented at

bauma in 2016 inside a display case. A

replacement for the previous 3.4-liter

engine in the compact range, it has

come a long way since then. Flanked

by a 2.8-liter model, it has resulted

from more than 160,000 hours of development,

on more than eighty machines.

The 904 series, originally

known as Syncro, is made directly in

Peterborough, as well as in Wuxi, one

of the main districts of China’s mechatronics

and automotive industry.

As of October 2023, more than 100

thousand units are reported to have

been delivered. Two units were needed

to compete in the crowded arena

tors’ power ranking, and with topnotch

torque. Thus, it rises to the top

of the 3.6-liter range. In order to hang

on to more impetuous curves, one

must move up to the Cummins 3.8-liter

engine and the Deutz and John

Deere 3.9-liter engine. Another chapter

called COEUS. This project, This

project, named after the titan of the

inquisitive mind, was presented to us

at the Shard, also here in London, in

September 2023. “What we are trying

to achieve is a system that has the

same performance with the use of different

fuels, which have different performance.”

Thus, the aim is to optimize

sections sensitive to thermal

delta, different viscosity and performance

variations of various biogenic

and synthetic fuels. The stated goal is

to make life easier for small and mediastride

the 3-liter engine (BxS 90x110

mm, 700 cc per cylinder) and close

behind the 4-liter engine (BxS 98x120

mm, 900 cc per cylinder), replacing

the single cylinder displacement,

which Perkins has always supported.

The time has come to accelerate on

power density. Therefore, it was decided

to raise the power output by 6%,

106 kW at 2,220 rpm, with 566 Nm

available at 1,500, and to reduce dimensions.

This result was also

achieved thanks to the EMAT aftertreatment

system, which downsizes

the SCR packaging and places the

module always on the cylinder block,

but minimizing its volumetric impact.

Flexibility also involves the fuel pump

positioning, flywheel and power takeoffs.

That’s quite a strike, allowing the

904 to climb positions in the competi-

um-sized OEMs, in order to provide a

plug-and-play engine capable of digesting

ethanol, methanol, biomethane

or hydrogen, which require a

spark-ignition combustion platform.

Paul Moore, integrated powertrain

engineering manager, updated us on

current developments. The premises

are well known. Many manufacturers

do not have the critical mass to develop

and integrate these systems on

board. All the more so when approaching

physically different energy carriers

in terms of physical properties.

This can be mitigated through the development

of hybrid systems and provide

the same user experience, as well

as providing useful efficiency benefits.

The hybrid system allows power and

torque to be modulated and achieve

optimal curves for each application cycle.

Supported by a UK government

grant of £11.14 Million through the

Advanced Propulsion Centre UK

(APC), the COEUS Project will run

for three and a half years. The first tests

are underway, right in the first half of

2025, with the goal of powering machines

in the third quarter of next year.

The partners are Equipmake, which

will provide the technology for the

electric powertrain, and Loughborough

University, which will provide

support through advanced engine analysis

and emissions testing. The 7-liter

1200 Series was chosen as the model

on which to insert hybrid-electric components

and advanced controls to enable

hydrogen operation. The 45-250

kW hybrid propulsion system will be

configured with factory-installed ECM

sensors, radiators, cooling units, filtration,

control systems and aftertreatment

hardware. This system of integration

with manufacturers builds on

what Perkins is already able to offer.

We refer to the Customer Machine Engineering

Team (CMET), which supports

OEMs in evaluating different

propulsion alternatives. CMET is the

operating arm that provides advice on

the full spectrum of design, including

maintenance and TCO, from the very

beginning through the prototype stage

and functional validation of machines.

Perkins engineers manage the machine

design, testing, and signing-off process,

providing OEMs with a 3D design

model and a machine ready for

the next stage of the manufacturers’

development process, while protecting

valuable intellectual property and

keeping confidential data safe.

22

23

INTERVIEW

#D08 #D1556 #V12 #HYDROGEN

MAN ENGINES

HIGHER

PERFORMANCES

SUBHEADING. On 29 January, DB Schenker puts the first ten of 150

MAN eTrucks into service. Marc Pühler, Senior Vice President System

Operations at DB Schenker in Europe, said: “We have signed a letter

of intent to take delivery of 50 MAN eTGL trucks. An electric 12-tonne

truck was previously not available on the market. This is changing with

the eTGL. The eTGL is ideal for use on the last mile.”

MAN is no stranger to technological

innovation. After

all, the Diesel cycle engine

was originally tested

at Maschinenfabrik Augsburg. The

competitive dynamics of the on-road

applications – particularly in trucks

and buses – have continuously

pushed the Lion’s engineering team

to stay one step ahead. Exactly two

years ago, Alexander Vlaskamp,

CEO of MAN Truck & Bus and a

member of the Traton Group Executive

Committee, highlighted the company’s

technology-neutral strategy.

“MAN is accelerating its transformation

and taking big steps towards

emission-free drives. The focus at

MAN Truck & Bus and the Traton

Group is clearly on battery-electric

drives,” says Vlaskamp. “Recently,

“MAN Engines

sees an increasing

demand for higher

performance engines

in the construction

and mining sectors,

especially outside

Europe.” This is

how MAN begins its

story of the presence

of the Nuremberg

Lion in industrial

mobile applications.

It continues with a

focus on natural gas,

hydrogen, and batteries

however, we have also stepped up

our R&D efforts in the hydrogen sector

and built a truck prototype with a

hydrogen-based combustion engine

for future niche applications and for

off-road propulsion, for example, or

at sea,” he added.

As we write this, bauma Munich –

the nerve center of the construction

industry – is fast approaching. At

this pivotal event, MAN is set to address

the dual demands of construction

machinery operating on-site

and trucks navigating the challenges

of quarry operations. We therefore

asked the headquarters directly to

take stock of the current situation.

What is MAN Engines’ view of the

quarry and construction market,

from both truck captive and OE supplier

perspectives?

“MAN Engines sees an increasing

demand for higher performance engines

in the construction and mining

sectors, especially outside Europe.

This growth is driven by the need for

more powerful equipment to tackle

larger projects and tougher terrain.

From both a truck captive and Original

Equipment (OE) supplier perspective,

MAN is committed to providing

robust and reliable engines

that meet these evolving requirements.

MAN Engines has many years

of extensive experience in designing

powertrains for special challenges

and thus creating a unique selling

point for its customers. We are

convinced that this will further differentiate

us in these markets.”

What are the applications suitable

for D08 and D1556?

“The MAN D0834/D0836 and MAN

D1556 engines are ideal for a wide

range of applications, including excavators,

wheel loaders and dump

trucks. These engines are designed

to integrate seamlessly with a full

range of construction equipment,

providing the power and efficiency

required. In addition, their versatility

makes them perfect for specialized

applications where the focus is

on integrating the entire drivetrain

into the machine. MAN’s ability to

adapt these engines to specific operational

requirements ensures their

broad use throughout the construction

industry. With the possibility of

integrating the MAN BatteryPack

into the design of the powertrain, we

are further expanding the possible

applications and also bringing the

sustainability aspect further to the

fore.”

Let’s get closer to the highlight of

the year. MAN Engines is exhibiting

at the Truck&Bus stand. Why

did you decide to display the V12 in

particular?

“The decision to exhibit the V12 engine

at the MAN Truck&Bus stand

is due to its exceptional power-toweight

ratio and its success in various

applications in the past. The

V12 has proven to be a very interesting

alternative for applications

that require high-power density. Additionally,

the transfer of know-how

from off-road applications has bolstered

its performance, robustness

and reliability. Initial trials with the

V12 have shown promising results,

making it a standout choice for this

24

25

INTERVIEW

#HTGX #H4576 #PISTENBULLY #BATTERYPACK

exhibition.”

MAN is a pioneer in the use of biogas

in CHP. In this difficult energy

transition, would it not be worthwhile

to transfer this expertise to

NRMM?

“While biogas offers significant

benefits especially in stationary applications,

diesel engines currently

provide a higher power density and

more readily available fuel options

for non-road mobile machinery. Further,

the load response and storage

of gas in mobile applications is also

very challenging. The infrastructure

for biogas in NRMM is still developing,

making it less practical at this

stage. However, MAN sees potential

in using Hydrotreated Vegetable Oil

and B100 biodiesel as more viable

alternatives in the short term. These

fuels offer a better balance of performance

and sustainability for NRMM

applications.”

MAN’s response is both precise and

well-grounded. When we posed the

question, we were fully aware that,

beyond the technological challenges,

storage and supply variables, and

thermodynamic parameters, a sword

of Damocles hangs over methane gas

– at least on the European continent.

Sanctions against Russia and the

subsequent upheaval in gas supplies

have cast a long shadow. Historically,

the availability of inexpensive

methane from Russia, delivered via

the North Stream pipeline, has been

a key factor in the adoption of vehicles

equipped with compressed natural

gas tanks. We greatly value both

the content and tone of MAN’s reply,

especially coming from a company

that has made Otto cycle combustion

a flagship solution for co- and

tri-generation systems. Skills that

MAN can also spend in the disruptive

adoption of hydrogen to ICEs as

a bridging technology of the transition.

The MAN truck hTGX will initially

be produced in approximately

200 units for special applications,

distributed to selected customers

in Germany, the Netherlands, Norway,

Iceland, and a few non-European

countries. Hydrogen propulsion

proves particularly suitable for

transport tasks that demand specific

axle configurations or where the

truck bodywork requirements leave

no room for batteries on the frame.

The hTGX offers high payload capacities

and a maximum range of up

to 600 km in its initial 6×2 and 6×4

axle variants. At its heart is the H45

hydrogen combustion engine, delivering

an output of 383 kW (520 hp)

and a torque of 2,500 Nm between

900 and 1,300 rpm. The direct injection

of hydrogen ensures exceptionally

rapid power delivery. With hydrogen

compressed to 700 bar (CG

H2) and a tank capacity of 56 kg,

the vehicle can be fully refueled in

less than 15 minutes. So, we asked

if the MAN hydrogen ICEs are also

deployable in the Bauma ecosystem.

“The MAN hTGX with the hydrogen

combustion engine H4576 offers an

alternative zero-emission drive variant

for special applications, for example

for transporting heavy goods

– such as construction work, tank

transport or timber transport. Its

robust design and high-power output

make it well-suited for off-road

applications as well. For example,

the MAN H4576 was already presented

at the beginning of 2023 as

a possible local CO 2

-free drive option

for the PistenBully 800 from the

manufacturer Kässbohrer Geländefahrzeug.

But what we currently

see is the challenging availability of

green hydrogen to a sufficient extent

and the storage in mobile machinery

with higher load factors.”

The Volkswagen Group has invested

massively in electrification. Does

the crisis of the large German and

European carmakers also have an

impact on MAN Engines, or do the

strategies of the industrial engines

proceed on different tracks?

“The demand for MAN’s eTruck is

significant, there is a broad variety

of wheelbases, cabs, number of batteries

and sector-specific equipment

and MAN has responded by building

a battery factory and unveiling MAN

BatteryPacks for off-road and stationary

applications, too. While the

crisis in the automotive sector has its

challenges, MAN Engines’ strategy

for industrial engines remains on a

different track. The focus on electrification

and alternative fuels positions

the company to navigate these

challenges effectively. MAN continues

to innovate and adapt to market

demands, ensuring its industrial engines

remain competitive and relevant.

Long-term we see both combustion

engines and electric solutions or

even in combination as hybrid systems

for different use cases.”

26

27

EVENTS

#DUMAREYGROUP #DUMAREYAUTOMOTIVEITALY

DUMAREY GROUP

SINERGY

AMONG

ENGINEERS

H2 ENGINE LUBRICANT. WITH FUCHS

FUCHS and the Dumarey Group announced that the lubricant

for hydrogen internal combustion engines is now

ready for market. This achievement is the result of a strategic

collaboration that started in 2021, focused on advancing

sustainable powertrain technologies through the

development of specific lubricant formulations. Moreover,

the collaboration has led to the creation of leading-edge

lubricants for e-axle reducers.

Carsten Meyer, Executive Vice President Mining Division &

OEM Division of FUCHS SE said, “We are excited to continue

our collaboration with Dumarey on the field of future propulsion

systems. Our innovative lubricants are engineered

to meet the unique specification of hydrogen engines and

electric powertrains, ensuring optimal performance and

contributing to the future of mobility and power generation.”

Pierpaolo Antonioli, Chief Technology Officer of Dumarey

Group, commenting on the announcement, “Cooperating

with FUCHS allowed us to push the boundaries of what

is possible in sustainable automotive technology and has

been a key contributor to Dumarey commitment to enable

sustainable mobility for all, developing leading edge hydrogen

and electrical propulsion solutions.”

We have been following Dumarey

closely since the

epiphany of the GM V8 at

the Genoa Boat Show. It

was the time of Punch and the Dumarey

name was associated with the biographical

identity of its founder, Guido,

a mechanical engineer by training,

an innovator by profession. Since

September 2023, every part of the

company changed its name without

invalidating its functional nature: to

engineer, design, rectify, elevate, and

implement the powertrain of road, industrial,

and marine applications. We

finally decided to set foot in the Italian

sanctuary of the Dumarey Group,

home to 19 engine test rooms, operating

in three shifts, and 700 employees

(another 1,000 are located in the rest of

Italy). In Europe, the total number of

The dynamic hydrogen

engine development

test room is located

within Dumarey’s

own facility, but the

keys are co-shared

with the technical

university Politecnico

di Torino. In total,

Dumarey Automotive

Italy operates 19 test

cells, four of which are

qualified for hydrogen

testing

employees is about 3,000. On December

16, 2024, Dumarey Automotive

Italia and the Politecnico university

inaugurated the dynamic hydrogen

motor development test room, which

is owned by Dumarey and available

to the Politecnico for research, testing

and technology transfer activities. We

were welcomed by Gianmarco Boretto,

Director Hardware engineering

at Dumarey Automotive Italia - COO

for Dumarey Propulsion Solutions.

“The Dumarey Group has promoted

fruitful joint research on hydrogen,

starting with a first ‘technical paper’

presented at the Vienna Motor Symposium,

in 2021. The Politecnico di

Torino hould be able to carry out tests

on its own to finalize research activities

and funded projects. The university’s

collaboration with Dumarey

follows a two-fold direction. On the

one hand, the joint use of the multi-cylinder

room we are inaugurating

today. On the other, it is aimed at the

development of a single-cylinder type

test bench located at the Politecnico.

Here at Dumarey Automotive Italia,

we are equipped with 19 test rooms.

Including this one, there are four cells

equipped for hydrogen, one of which

is climatic, tolerating temperatures

down to minus 40°C. We have set up

another hydrogen test room for fuel

cell propulsion systems complete with

electric motor and battery simulator.

One of the remaining 15 test rooms

rooms is semi-anechoic; it is suitable

for NVH (Noise, Vibration and

Harshness) testing and optimized to

allow mechanical development and

engine calibration, with due emphasis

toward the engine sound. When

we launched the 1,600 cc 4-cylinder

diesel engine in the Chevrolet Cruze,

people in the US called it ‘whisper

diesel’. Finally, one of these cells is

barometric and climatic to simulate

altitude. There are seven cells with

this capability, for power and torque

appropriate for 6-8 cylinder engines

of about 9-10 liters.”

What is the typical requirement of one

of your industrial customers? “Our

engineers like to start from scratch.

GM itself specifically asked us to use

this approach with regard to the aforementioned

1.6-liter 4-cylinder engine,

and for the 3-liter, 305-hp inline 6-cylinder

engine (intended for the North

American market), and many other

diesel powertrains, starting in 2005.

In the industrial sector, we are moving

towards reliability, with a much more

cautious emphasis on investment.

One cannot compare the target bench

hours of the 1.6-liter engine with aluminum

crankcase for ‘passenger cars’

and a cast-iron engine for heavy-duty

applications, which are at least 5

times higher. The strength of our Turin

center has always been the development

of hardware and software, then

of the mechanical and control part in

parallel, jointly in the same site, without

having to rely on external suppliers.

One of the reasons for the rapid

development of hydrogen engines is

related precisely to the availability of

a proprietary power unit.”

Guido Dumarey himself boldly bets

on H2 ICE minivans. Where do you

think hydrogen ICEs are most suitable?

“The first applications will be

28

29

EVENTS

#POLITECNICODITORINO #HYDROGEN

those with fewer constraints for the

installation of the hydrogen storage

system; for example, gensets and then

heavy-duty commercial vehicles. We

have carried out hydrogen combustion

system development activities even on

engines with a unit displacement of

500 cc, without any specific problems.

What has recently been presented by

some motorcycle engine manufacturers,

such as Kawasaki, confirms this.”

We ask Pierpaolo Antonioli, CTO

at Dumarey Group and CEO of Dumarey

Automotive Italia, for further

insights. “The Dumarey Group is approaching

the transition by considering

electric motors as part of the solution,

not the solution itself. The other

options are given by the evolution of

ICEs and hybrid systems. Then, there

is the chapter of alternative fuels, such

as hydrogen, especially for the transport

sector, without forgetting about

offroad. This chapter also speaks of

sectors that have been barely involved

so far, such as marine, with ammonia

and methanol. We support these developments

with the use of electronic

control systems and software, which

enable us to optimize the use of fuels.

The establishment of the Dumarey

Flowmotion Technologies division

makes sense precisely in this direction.

We have the key components in

the injection field to develop gas engines

and convert them to hydrogen

or alternative fuels. Softronix is one

of our pièce de résistance. To date,

engine development is triggered from

mechanics and thermodynamics. Certain

performance, however, depends

on engine control strategies. We have

everything in house. We keep the different

entities separate to accommodate

the OEMs’ demands: some are

in charge of engine development and

not electronics, and vice versa. There

are those who do neither, to whom we

provide turnkey service. We look to

the U.S. and Asia, especially India,

where the development of hydrogen,

applied to internal combustion engines,

is taking a very favorable turn

driven by incentives from the Indian

government. Hydrogen is widely

used in steel mills. They have a lot

of methane there, which they import

from Russia, and it is the first source

for reforming. We have signed a partnership

with Horiba, which provides

the Dumarey Group with facilities in

Pune for hydrogen. The expertise also

comes from Dumarey Softronix.”

aslabruna.it

30

INTERVIEW

#E80GROUP #TAILORMADE #LFP

FLASH BATTERY

BEV

MADE IN

ITALY

Marco Righi, Founder and CEO of Flash Battery: “Our role is

becoming more focused on not only delivering exceptional batteries

but also facilitating collaboration between manufacturers with specific

electrification requirements and powertrain system integrators with

a proven technical track record, enabling a comprehensive project.”

Flash Battery, the

electrical intelligence of

the E80 Group, goes

beyond powering the

parent company’s AGVs.

From aerial platforms

to telehandlers,

compact construction

machines to mixer

trucks, its batteries have

successfully proven their

reliability in the field.

Lithium-iron-phosphate

is making its mark in

industrial applications

Despite having its roots and synapses

in a background strongly

focused on mechanics – the

Italian Motor Valley – Flash

Battery is a successful competitor in

the European electrification arena. It

came into the fold of the E80 Group

– a leader in the AGV segment – after

having grown independently and

harmoniously. Which is confirmed by

Marco Righi, its founder and CEO:

“Our partnership with the E80 Group

started in 2013, while the acquisition of

stock dates back to 2015. It was a totally

win-win situation. E80 absorbed the

know-how while Flash Battery reaped

benefits in terms of volumes and competences.

Our logic is different than

that of large groups, that have recently

been rushing to get hold of battery

manufacturers investing in future prospects.

E80 Group has adopted a policy

of verticalization to avoid any risk and

confirm its position as a pioneer in lithium-based

fleet electrification.”

And while this article is being written,

they’ve just crossed the threshold of

24,000 battery units produced totalling

approximately 500 MWh. Back

to Righi: “Flash Battery has three

highly distinctive features: first it has

the know-how as well as a proprietary,

patented electronic technology;

secondly it has customization abilities

deriving from that; thirdly, it’s going to

further develop remote controlling. We

are working a lot on predictive maintenance,

and we believe that is the future

of quality products. Flash Battery

is a solution provider for those clients

who cannot review their machines’ design

to fit in with the battery and thus

need a tailor-made product. We guarantee

consultancy services throughout

the design stage to those clients who

possess strong competences in internal

combustion engines and hydraulic

components but need to be walked

through the electrics domain as they

build new competences. Before switching

to electric, manufacturers had no

idea how their units were used, nor did

they know what real consumption was.

Now you need to size the batteries correctly,

otherwise a vehicle would cost

the earth, and to do that you do need to

know how your clients use their units”.

Speaking of your offering of BEV propulsion

systems for industrial mobile

applications: is Lithium-Iron-Phosphate

the only way?

“Lithium-iron-phosphate prevails because

industry in general is the sector

we deal with. The common denominator

is the high number of hours in operation.

LFP is the best energy chemistry,

contains no critical materials, costs

less and has a better safety profile.

We do, however, keep an eye on other

chemistry options. We have some NMC

and lithium titanate pre-series to meet

the demand of fitters, e.g. to save space

aboard the unit or due to the operating

power.”

After all, lithium is well known for

its intrinsic electrochemical potential:

each element of a lithium-ion battery

can generate 2.4 to 3.7 V depending on

the chemistry used. What about sodium-ion?

“Sodium-ion batteries exhibit

a high performance, sometimes better

than certain lithium batteries do. A

downside of theirs is, though, scarce

density, about half of that of LFP. There

has been a strong push on sodium-ion

over the last few years, when the price

of lithium carbonate had gone through

the roof. Currently, with lithium back

to its historical lows, it would make no

sense at all, with the exception of energy

storage, an area where volume is little

relevant and where they could offer

an alternative.” About downtime, efficiency

and charging, Righi describes

the origin of Flash Battery’s electronic

balancing.

“It all started from the idea of finding

something new to support the chemistry

of LFP batteries whose cells tend to behave

very differently from one another;

having a flat curve, the voltage delivered

stays the same from charge level 0

to 95%. So, we created this system that

features a much higher balancing power,

enabling us to increase or decrease

32

33

INTERVIEW

#NMC #BMS #FLASHDATACENTER

energy in each individual cell, in addition

to being 20 times more powerful

than a conventional BMS. This way

we managed to achieve much faster

balancing, less than half an hour. We

guarantee continuous operation, usually

with one short 30 minutes break

needed every 3 weeks. The lowest cells

are supported even during discharge.”

In a recent interview with POWER-

TRAIN, Reinova’s CEO Giuseppe

Corcione said that software management

is the true competitive gap for the

European industry. What’s your recipe

at Flash Battery? “We do everything

in-house which makes it easier to keep

constantly up to date. We’re now introducing

an ever-smarter cloud capable

to get a clear understanding of

a battery’s real health. Getting more

information from the cloud, we can

work with machine learning and artificial

intelligence algorithms that we’re

now incorporating right into the BMS.

First, we fine-tuned the algorithms in

the Flash Data Center – our proprietary

software for remote controlling

– now we’re transferring them to the

machine level. Our batteries use overthe-air

updates which allow us to check

on functionality and work on it remotely,

improving battery operation as time

passes by. This is vital, as batteries are

perishable components. We use digital

twins. The system draws estimates, and

if something does not go as expected,

we fix it immediately.”

Power density is a common denominator

between ICEs and BEVs. How

do you reach this objective? “In our

sector, we deal with energy density

rather than power density. Our appli-

cations require constant energy rather

than power peaks. It always starts with

the cell. When battery packs get miniaturized,

what makes the difference

is our ability to improve energy density

at least as much as it is required by

the main objective. Next, we work on

efficiency in the way the battery itself

is made: how it is assembled, how to

compact the size of electronic controls,

safety devices and all the rest.

We partner with the leading cell suppliers

to ensure supply continuity. We

have set up things so as to internalize

controls for whatever comes after the

cells. We have made a big investment

and installed an automated assembly

line with laser welding, to create our

own modules in house. That is what

sets us apart from competitors that

offer pre-assembled battery packs. We

therefore enjoy more customization

flexibility, and we can easily switch to

another supplier if there are issues with

the supply.”

The charge-discharge cycles and battery

life are impacted by environmental

variables. How do you contain

increased entropy due to winter conditions?

“The batteries are fitted with

temperature management controls and

need to be warmed up in harsh climates.

Based on the performance required,

EV users must wait for the batteries

to pre-heat when temperature is

below zero. At minus ten a battery will

work anyway, even though not at max

power. Cooling, instead, is less of a

factor compared to what happens with

automotive applications; in industrial

applications batteries need hours to

discharge and the limit is not technology

but the power source, that is, where

charging takes place. In the so-called

‘last mile delivery’ depots, it is often no

more than 6kW at individual charging

points. Connection points are the bottleneck.

Batteries do not heat up because

charging takes two to six hours,

thus making cooling unnecessary.

Building sites are pursuing the avenue

of storage units, which serve as buffers

and can deal with different users, too.”

How does customization work? “Flash

Battery has a technical division with

two offices: one dealing with standard

modules and another work team that

creates a tailor-made battery for a specific

client based on standard modules.

Customization starts with our consultancy

service. We work to incorporate

into the battery all components that

fitters are asking for, to offer our clients

an additional service. Our battery

could then become a PDU (Power Distribution

Unit) incorporating several

inlets and outlets for optimized installation

aboard the vehicle.”

The European automotive industry is

on the verge of a nervous breakdown.

What’s your opinion? “The industrial

world should pursue efficiency as

a compass. Electrification cannot be

questioned, but it obviously won’t happen

overnight and we all need time

to understand how to keep going in

that direction. The spreading of electric

drive systems in the automotive

world is bringing about benefits for the

off-highway sector, because it made

prices substantially lower than they

were years ago. Increased volumes

mean less difference between ICEbased

and electric vehicles.”

34

35

OFF-HIGHWAY

#MWEP #SCISSOR #TELEHANDLER #YANMAR

MANITOU e-MWEP. WITH YANMAR

HAVING

MORE

OXYGEN

Manitou was among the

first companies to market

a range of electrified vehicles

truly designed for

daily use. A vision that the Oxygen

range has brought to businesses in

a diversified way depending on the

type of machines and use. If MWEPs,

which require little energy for their

operation, are battery powered, telehandlers,

depending on the size and

type of target, operate in a diversified

way with interesting hybrid solutions.

The Oxygen range consists of

six mobile elevating work platforms

with articulated boom, two MWEPs

scissor, two rotating telehandlers

and a fixed telehandler. Manitou has

installed the E-xtra generator on the

MRTe rotating telehandlers. It is a

generator powered by a 3-cylinder

1,267cc Yanmar 3TNV80F with an

output of 18.4 kW and a 65-liter fuel

tank. A classic use of the generator

occurs, for example, in road transfer

sections to provide the necessary

range. In this way, the vehicle moves

freely while recharging its batteries.

Once it reaches its destination, the

machine can work smoothly at a stationary

location without making any

noise or emissions. The batteries are

lithium-ion for an output of 65 kWh,

both on the 22- and 26-meter maximum

height models. The same power,

107 kW, is also available for the

electric motor that drives the hydraulic

pumps. These values are obviously

unbalanced against the batteries

but they are possible for occasional

and rarely continuous use of rotating

telehandlers, which are completely

comparable to cranes. Then, when

they are used with baskets, they become

MWEPs. Therefore, these vehicles

are compatible with an electrified

drive, especially in light of a possible

range due to the presence of the

E-xtra generator. Indeed, the French

manufacturer has focused precisely

on the MRT 2260e and MRT 2660e

with maximum working heights of

22 and 26 meters. These two machines

are especially suitable for battery-powered

compatible use. Maximum

load capacities stand at 6 tons

and the performance level is identical

to that of the ICE versions, without

sacrificing Manitou’s proverbial operational

precision with simultaneous

boom and turret movements.

As mentioned, the 700V/65kWh lithium-ion

battery ensures optimal use

even in harsh weather conditions

tested in the environments of northern

Europe. The expected range is 4

hours but, E-xtra generator aside, it

can be extended by adding a second

battery with identical performance

to the standard one. This effectively

doubles uptime without the need

for recharging. An integrated 11kW

charger is provided as standard, allowing

full charging in 4½ hours. A

22kW integrated charger is available

as an option and it almost halves recharging

time with 2 hours and 15

minutes.

On the other hand, for those with very

tight operational needs, an integrated

charger is available allowing charging

in less than an hour, but the source

must be 400V AC. So, they have several

options allowing great flexibility

of use that can be modulated to suit

the application.

At the base of the Oxygen range of

Manitou telehandlers sits the compact

MT 625e, which is a fixed telehandler

with a maximum payload of

25 quintals and a maximum reachable

height of 6 meters. This is the

electrified, battery-powered version

of the compact diesel-powered MT

625. Therefore, we are talking about

an extremely transversal model capable

of solving operational problems

from the agricultural sector to construction.

With an obvious propensity

toward farms with self-generation of

electricity or construction warehouses

where it can easily replace classic

electric forklifts, thanks to its superior

operational potential and off-road

mobility that cannot be compared.

The ATJe AWP range includes the

largest team in the Oxygen range with

six models capable of operating at 16,

18 and 20 meters in height. We are

talking about articulated boom machines

with four-wheel steer models

with load capacities of up to 408 kg in

the basket and maximum outreach of

over eleven meters. Again, we have

lithium-ion batteries that allow for

greater energy density and simplified

recharge that does not have to take

into account the consumption level to

avoid the memory effect. These platforms

are capable of operating in enclosed

spaces without local emissions

as well as noise from combustion engines,

providing a great advantage in

terms of comfort and well-being for

the operators and all the other people

working on the site at that moment.

36

37

OFF-HIGHWAY

#BEV #CONCRETEMIXER #AUSTRALIA

SANY

E-MIXER

FOR

OCEANIA

On the left, the SY408P e-mixer. It was developed for a project

for the Australian market together with Holcim Australia Pty Ltd,

and Putzmeister Oceania. Above, an image of CATL’s booth at the

IAA Transportation in Hanover. CATL is a supplier of batteries for

the Sany concrete mixer truck.

Sany is definitely a global reference

when it comes to electrification

of construction machinery.

This is demonstrated by

its penetration of Europe’s most advanced

markets, such as Norway. This

is no casual mention, given the recent

delivery of two electric SY215E excavators.

Let’s change latitude but stay

in Europe. Arnus, Sany dealer and

renter for northwest Italy, has added

the SY19E electrified mini excavator

to its fleet. This machine is derived

from the SY18C model and is therefore

equipped with a hydraulic system

with a variable displacement pump

and load-sensing distributor. The total

flow rate is 72 l/min. The battery

is lithium-ion and has a capacity of 22

kWh. It powers the motor with 15kW

peak power and 10kW continuous

Sany is acknowledged

as one of the brands

that has most strongly

invested in the zeroemission

purpose

for the construction

site. We focus on

the SY408P electric

concrete mixer

dedicated to the

Australian market

power. Maximum torque is 72 Nm.

The manufacturer claims an average

working range of about 6 hours, which

could vary depending on the type

of application. Battery life is 3,500

charge cycles. Let’s move to Africa,

where DTP Mining recently deployed

four fully electric Sany off-highway

mining trucks for the Kibali Gold

Mine project, which is located in the

northeast of the Democratic Republic

of Congo. The Chinese company’s

vocation for the BEV formula is also

demonstrated by the development of

the first all-electric eMixer truck mixer

dedicated to the Australian market,

which involved Holcim Australia Pty

Ltd, a world leader in innovative and

sustainable construction solutions,

and Putzmeister Oceania, a supplier

of concrete machinery and equipment.

The two players have entered into a

collaboration agreement to jointly develop

the first 100% electric concrete

mixer truck approved and registered

in Australia under the new Australian

Design Rules (ADRs). These standards

are dedicated to the heavy transport

segment. At the center of the

project is a heavy vehicle from Sany,

specifically the SY408P model. We

are talking about an 8×4 electric vehicle

that was recently registered for

road transport as well. In detail, Putzmeister’s

Oceania division collaborated

with experts from Cesco Australia

to manufacture a mixing structure

from the SY408P frame, and then integrate

it with locally designed controls

based on the new regulations in place

for the construction industry. So, the

Australian-made Sany eMixer will be

used by local stakeholders to transport

concrete from the concrete batching

plant to the construction site. Obviously,

lowering emissions during all transportation

and processing stages. At the

heart of this all-electric Sany vehicle is

a 350kWh battery supplied by CATL,

a leading global battery manufacturer

that is already particularly popular in

the automotive segment for its partnerships

with the likes of Tesla, BMW,

and Mercedes-Benz (we covered this

extensively in the November 2024 issue,

back from the IAA Transportation

in Hanover). The Sany eMixer can be

fully charged overnight with a 30kW

charger or quickly charged in as little as

3 hours (via optional equipment). This

makes it ready for daily operations. In

addition, the vehicle’s advanced design

not only reduces noise levels but

also increases mileage and efficiency

making it an attractive choice for urban

construction projects throughout

Australia. During the first days of the

trial, the Sany eMixer completed the

daily duty cycle with an average of 35

percent charge remaining.

“Developing the Sany eMixer specifically

for the Australian market has

been a significant investment for Putzmeister

Oceania,” commented Chris

Bartlett, construction manager at

Putzmeister Oceania. “This project is

a key addition to our portfolio of lowand

zero-emission equipment. We are

leading the way in supporting a more

sustainable construction industry with

the Sany eMixer and the recent introduction

of the Putzmeister iONTRON

hybrid concrete pump, the first of its

kind on the market.”

38

39

POWERGEN

COMPONENTS

#EGR #THROTTLEBODY #MOTORBYKES #CONSTRUCTION

DELLORTO

THE INDUSTRIAL

SIDE OF THE

MOON

IT ALSO TAKES CARE OF HYDROGEN

Hydrogen is another domain in which Dellorto has a foot.

A squarely planted one. “For fuel cells, we have designed

valves for air supply and to insulate and protect fuel cell

stacks, based on the specific application requirements. For

hydrogen internal combustion engines, we have developed

special throttle bodies capable of withstanding hydrogen

concentration on the air side. We should not forget we’re

talking about Diesel engines that have been deeply revised

to work with the Otto cycle. There is a tendency to use a

high air excess ratio – lambda 2 – as this makes combustion

more controlled and basically emissions free. Gas recirculation

is also a very useful option to handle the high-pressure

gradients that are typical of hydrogen combustion.”

Which is said net of all the factors surrounding hydrogen,

because, as Colombo points out, “if battery infrastructure

is currently in its adolescence, to date hydrogen infrastructure

is still in embryo”.

Dellorto is

synonymous with

technological skills

in motorcycling.

However, not everyone

knows that its EGRs

and throttle bodies

have a heavy-duty

soul for the industrial

sector, earning

the appreciation of

companies like FPT,

Mahindra and Tata

and it’s also focused in

sensors, batteries, and

power units

Dellorto, a benchmark in motorbike

technology, has a firm

footing in the industrial sector

and pursues what its R&D

Labs & Innovation Manager Paolo Colombo

calls a two-track approach.

On the one hand, getting stronger

among ICE applications; on the other,

firmly addressing electrification, but

without far-fetched “all-in” moves.

Cabiate – a few kilometers from Milan

– hosts the company’s headquarters

and R&D department and is also

where electromechanical components

and power unit kits are made. The two

plants in Pune are home to the manufacturing

facilities of ICE components

and electronic injection control units for

motorcycles, a sector for which India is

the largest market in the world. In 2024

the company produced 5 million throttle

bodies and over a million electronic

control units. Two more plants are to be

found in China, one for fuel pump modules

for motorcycle applications and

one making lithium batteries. Dellorto

localizes production where demand is

stronger. The Chinese and Indian facilities

have engineering teams providing

local support to clients. Hence, we

asked Paolo Colombo to tell us about

Dellorto’s activities targeting industrial

applications. “In the industrial sector,

we fit out SAME, FPT Industrial, Mahindra,

CNH, Rehlko, VM Motori and

Tata engines, both for diesel and gas,

and we have supplied prototypes and

samples to several other manufacturers

in the sector who are already looking

towards Euro7 heavy-duty and the future

Stage VI regulations. Following

our strategic lines, we tackle applica-

tions that require customized and innovative

solutions. This is because proactivity,

rapid response and flexibility are

our distinctive qualities.

We have electric actuators designed for

both 12V and 24V applications. Another

example is the throttle or EGR valve

control, whose types include direct

actuation by the engine control unit’s

PWM output, or the use of a position

controller integrated into our product,

in the configuration known as ‘smart

actuator’. In this configuration, our

products’ built-in microprocessor governs

EGR control, communicating with

the ECU via a communication protocol

that’s either based on CAN, LIN or

PWM logic; hence, the engine control

unit is not fitted with a power output, but

an IT output that sends commands and

gets diagnostic feedback. Our products

targeting heavy-duty and off-highway

applications are designed to be longlife

based on durability criteria that

are totally different from automotive.

For them, we use specific construction

solutions as to size, bearing, sealing

gaskets, materials and kinematics. One

of our strengths is having developed

solutions capable of meeting longlife

requirements with lower costs and

complexity than traditional solutions.

For example, we have developed, validated

and mass-produced DC brushed

motors that can fulfil long-life criteria

while offering simpler integration and

control. We do, however, also handle

brushless technology (BLDC) which

may prove more suitable depending on

the specific electric/electronic features

of an engine or in the case of special

uses. For DC motors, either brushed

or brushless, we select specific solutions

for bearings, too. When dealing

with gaseous fuels, there are further

requirements to be met, which need

special solutions insofar as the shaft’s

sealing gaskets are concerned, be it for

an electronic throttle body (ETB) or

EGR valve, each with its application

domain. Just by way of example, we

have double, triple sealing gaskets and

in some cases, we also use double bearings.

In marine applications we have

several solutions for protection against

corrosion. Our current range of throttle

bodies covers diameter sizes up to 90

mm, thus being able to equip engines

up to 13 litres.”

According to detractors, the EGR is

supposedly fated to play a marginal

role. Speaking with Dellorto, instead,

we learned that… “Since the EGR’s

40

41

POWERGEN

OFF-HIGHWAY

#BAUDOUIN #FABRIZIOMOZZI #SENSOR #BATTERY #ENRIQUEMORAGA

#POWERUNIT

Left, an EGR module. Above, a throttle body for hydrogen internal

combustion engines. It’s just a couple of examples of Dellorto’s

presence in industrial engine applications, as well as in motorcycles –

whether diesel, CNG, LPG, or hydrogen.

flow rates keep increasing constantly,

we are quickly switching from the

conventional EGR mushroom valve to

a throttle valve in which there is no resistance

to flow when the valve is fully

open, with better permeability in terms

of fluid dynamics. We also designed a

combined valve with EGR butterfly

and vane on the air intake branch to

increase recirculation, which has one

single electric actuator moving the two

valves. Dellorto is one of the few companies

to mass-produce low-pressure

EGR valves for turbo-GDI hybrid petrol

engines, a very promising solution

to support future innovations in the

combustion sector. Speaking of recirculation,

we work as system manufacturers

with the so-called EGR modules,

where the EGR valve is integrated with

the cooler valve and, in automotive

applications, also the cooler by-pass

valve. Our range of products for air

and exhaust flows management includes

the by-pass valves we developed

for systems with a twin turbo, as well

as exhaust valves. For all of our electrically

actuated valves we have developed

a contactless position sensor, with

a magnet bonded to the throttle spindle

within a system featuring an integrated

circuit that provides the angular

measurement of the throttle position,

with both single and redundant output

signals. The valve keeps working even

when it’s fully closed, and we must not

forget it has to operate in a harsh environment

filled with hot, chemically

aggressive gases and possible deposits.

In different applications or with different

usage profiles, the same engine

can cause the build-up of very different

deposits on the EGR valve, ranging

from gum-like deposits down to lacquer

deposits with an almost glasslike

texture. Our control strategies – to

be implemented by the clients at the

level of the control unit – prevent the

formation of soot or oxidation on the

electric switch, thanks to specific routines

implemented during operation or

when the engine is switched on and off.

Moreover, together with our clients in

a co-designing process we accurately

study the flow of gases to avoid areas

where the combustion residues can get

stuck and build up. Depending on the

operating temperature, the valve body

can be made of steel or cast iron, with

the electric actuator being protected by

heat shields to safeguard the electronic

components. In other cases, instead,

the EGR valves can be made in alumin-

ics. Our air-cooled integrated module

incorporates the inverter, the DC-DC

converter and the control electronics

into the same device already provided

as standard on the Fantic Electric

motor scooter and on the Imer Taurus

mini-dumper – in the 500 kg operating

load/two battery packs and 700 kg /

three batterie packs versions. The development

of a 6kW power unit is currently

well advanced and scheduled

for completion this year. Dellorto has

developed and also manufactures aircooled,

removable battery packs with

a rated voltage of 48V. These 2.3kWh

batteries weigh as little as 12 kg and

can be plugged into a 220V domestic

socket for charging. Depending on the

specific application and performance/

range requirements, one can install

up to eight packs in parallel. The BMS

ium with an optimized cooling circuit

and an integrated actuator.”

Anything to say about sensors? “We

have developed a three-in-one integrated

sensor, measuring temperature,

pressure and angular position. We have

also created combined pressure and air

temperature sensors for both aspirated

and turbocharged engines, as well as

specific sensors for LPG lines”.

On the other track of the strategy –

electrification – where is Dellorto heading

to? “In this field, we started from

low power ratings, for urban mobility

with two or three-wheeled vehicles,

minicars, delivery vans. Synergically,

we embraced the sector of small utility

engines, gas-fuelled or diesel-fuelled,

in which we developed plug&play solutions

with a 3kW power unit complete

with the power and control electronbuilt-in

intelligence makes it so that

one of the batteries takes on the role of

master pack when they are used in parallel,

with the others serving as slave,

so as to maximise efficiency when in

use. Building on the experience with

lithium batteries Dellorto developed a

12V starting battery for motorbike applications

spanning 5 to 12.5Ah. The

chemistry of these batteries differs from

that of traction batteries, since their

purpose is not storing huge amounts of

energy but rather delivering a peak of

several hundred amps upon cranking.

For high-voltage electrified applications,

often a low-voltage battery is

needed, in this case not for cranking

but to support the onboard network.

We are developing such a battery, that

will be available in a 12, 24, and 48V

versions.”

42

43

OFF-HIGHWAY

#TRACTION #ELECTRIFICATION #DRIVES

ABB

CAN communicate

NEWS

ON THE

MOVE

Electronically-Controlled Small Diesel Engines

below 19 kW with reduced emissions

D1105-K

D902-K

ation lithium-ion onboard energy storage

system, engineered for heavy-duty

electric applications. ABB will also

introduce its upgraded AMXE Motor

Series, a line-up of high-performance

traction motors designed for demanding

environments. These motors offer

greater power density and efficiency,

making them ideal for both hybrid and

fully electric construction and mining

vehicles, including retrofit applications.

ABB will present

its latest variable

speed drives,

including the

ACS880LC

Multidrives

Cabinet Ultra,

low harmonic

drives to ensure

immunity to network

disturbances

and guarantee

smooth operation

ABB has been actively engaging

in the mining sector for several

years with an ambitious

campaign to electrify vehicles.

Bauma provides the ideal platform to

expand this focus to the broader construction

industry, including quarries

and mining operations. Ultimately,

the driver is always the same one

who guides the driveline of internal

combustion engines: efficiency. As

highlighted during an ABB webinar:

“Electric motors, the number of which

will double by 2040, use around 45%

of the world’s electricity. Increased efficiency

allows savings of up to 10%.”

So, let’s take a look at the previews

of what we will see in Munich. ABB

Motion will unveil HES580 Traction

Inverter, designed to maximize system

efficiency. With its 3-level topology,

it reduces harmonic motor losses by

up to 75% compared to conventional

2-level converters. We’ll see also Pro

Traction Battery Series, a next-genereven

in unstable supply conditions.

Also the medium-voltage air-cooled

drive ACS8080 MV Drive will be on

display. Beyond these flagship products,

ABB will showcase a broad portfolio

of electrification and automation

solutions, including B&R automation

systems and Harnessflex specialist

conduit systems.

The new Kubota TVCR combustion technology with unique fuel injection

enables electronic control of even small engines and improves emissions.

Black smoke is reduced to an invisible level

Fuel efficiency improved by about 5 % compared to conventional model

Highly efficient and stable operations; integrated/intelligent control

China's national

smoke regulations

Category III*

China's national

smoke regulations

Category III*

China's national

smoke regulations

Category III*

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

Find Kubota Engines here:

Stand A4.327

44

D1105-K

D902-K

MARINE

#METHANOL #RANIERITONISSI #NANNI #EU

Powertrain

INTERNATIONAL

MAN ENGINES & SANLORENZO

MYSTIC

INTERNATIONAL

Powertrain

Powertra

PowertraIN

At the Genoa Boat Show 2024,

in September, MAN introduced

the D2862, capable of running

on a hydrogen blend, along

with another unit shrouded in mystery,

a bi-fuel engine involving methanol, a

fuel increasingly gaining attention in

the boating industry. The details became

clear on January 21 at the Blue

Innovation Dock during the Boot Show

in Düsseldorf, where MAN unveiled

its vision. Almost simultaneously with

the presentation of John Deere’s JD14

and JD18, Sanlorenzo and MAN announced

the first green methanol bi-fuel

propulsion system in Germany. Set

to be installed on the Italian shipyard’s

yacht 50 X-Space, this system promises

to reduce emissions during navigation

by up to 70% compared to a traditional

diesel cycle. Methanol is a liquid

at room temperature, biodegradable,

and safe to handle. It does not require

dedicated infrastructure, only adaptations

to the existing one, making it

46

readily available in more than 100 ports

worldwide. Opting for methanol is a

forward-thinking choice, also championed

by pioneering solution providers

like AS Labruna and big company

such as Caterpillar, alongside ongoing

experimentation with hybrid applications.

In reality, the impact of yachts on

global pollution is minimal, accounting

for just 0.22% of greenhouse gas emissions

within the entire maritime sector.

The initiative by Sanlorenzo and MAN

falls under the Life Mystic project, de-

BI-

FUEL

veloped in collaboration with Ranieri

Tonissi – MAN’s dealer for Italy. Life

Mystic aims to install two high-speed,

four-stroke MAN diesel engines and

two four-stroke diesel generators from

Nanni Industries aboard a yacht, adapted

to operate on a green methanol/diesel

bi-fuel combination.

Sanlorenzo will oversee the yacht’s adaptation,

reconfiguring the diesel fuel

tanks to accommodate methanol and

integrating a new distribution system,

thereby completing the vessel’s full

bi-fuel conversion. In 2024, Sanlorenzo

advanced sustainability with two

groundbreaking models: the 50Steel,

the first yacht with a green methanol

fuel cell system converting methanol

into hydrogen and electricity for onboard

systems with zero emissions, and

the BGH-HSV by Bluegame, the first

hydrogen-powered chase boat. Reaching

50 knots with a 180-mile range, it

supported two challenger teams in the

latest America’s Cup.

1

What is called

ALTERNATIVE

Powertrain

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

Intermat: Cummins, Moog, Yanmar CE - Isotta Fraschini

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

A hydrogen

FILL-UP

1

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

Alternative &

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

by step - Kohler DemoDays - Rolls-Royce PG Symposium

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

INTERNATIONAL

1

Powertrain

Do the right

THING


www.vadoetorno.com



ISSN 0042



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



July 2024

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

Raise the



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



September 2024

KOREAN FLAG


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ISSN 0042



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

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



January 2025

FPT Industrial XCursor 13 wins the Alternative Engine Award -

EIMA previews - Himoinsa - Echoes from IAA Transportation


INTERNATIO


www.vadoetorno.com



ISSN 0042



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



May 2024


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ISSN 0042



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



November 2024

SUSTAINABLE TECHNO

#JUNGHEINRICH #OXONTECH #YANMAR #FETIS

Jungheinrich battery packs for off-highway. According to Interact Analysis

OXONTECH TO CLEAN THE FUEL

Jungheinrich came out on top

for battery packs in EMEA

and Americas for loaders, telehandlers,

excavators and tractors,

with the majority of sales into

the construction equipment industry.

This excludes the company’s thriving

electric forklift business, which

is not part of this ranking. With several

key clients in the construction

industry, Jungheinrich takes the top

spot primarily because a few key

customers have higher shipments of

battery electric vehicles (BEVs). The

market for battery packs is very diverse

with many other suppliers competing.

BorgWarner, Forsee Power,

Turntide, Volvo and Wamtechnik are

among the top 10 companies, but we

identified over 20 companies in this

space. The average price is still clearly

above $300/kWh in 2024 (much

BATTERY

LEADERS

higher where volumes are very low)

and we predict it will still be above

$200/kWh in 2030. Battery pack pricing

is a critical reason why electric

machines are often double the price

of conventional machines, leading to

a long payback period that makes it

difficult to forecast high sales at present.

Over time, battery electric vehicles

need to get to 1.5x conventional

machines in upfront cost, rather than

the current 2x. This can be achieved

by economies of scale, less expensive

cells, and packaging efficiency savings.

Efficiency savings in transmission,

motors, and other components

can also help reduce the size of the

battery pack needed, and any reduction

of the weight of the machine is

also a bonus (if it doesn’t have a negative

impact on performance). Next

generation designs can help to drive

down the cost of electric machines.

This is where machines are specifically

designed as electric, with little or

no hydraulics, packaging of components

and cooling, with space for the

battery and other components considered

from the outset. Such machines

may look different from conventional

models to improve efficiency and performance.

Interact Analysis forecasts

market growth to 142,709 in 2030,

which explains why so many companies

are entering this space now. Total

revenue for battery packs (in EMEA

and Americas, and excluding forklift,

scissors and boom) was $54 million

in 2023 and is forecast to reach $1.3

billion in 2030. Battery pack sizes can

be as low as 25 kWh (a typical mini

excavator) or reach hundreds of kWh

for medium and large excavators and

mining machinery.

OXONtech is a patented method

for inducing permanent

dipoles (molecular charges)

into proprietary OXON products.

When these OXON products are

blended into liquid fuels at refineries,

central fueling stations or vehicle

tanks, they modify the fuels to accelerate

and transform combustion.

OXON products introduce nano-micelles

(charged micro-clusters of organic

molecules) that disperse amongst

the hydrocarbon molecules of fuel.

OXON nano-micelles contribute free

radical particles that create cascade

reactions with lower energy activation

barriers thus promoting faster combustion

and reducing fuel consumption.

OXON nano-micelles also create complexes

with oxygen. During combustion,

these minimize heat absorbing

oxygen-nitrogen collisions. The company

is currently supporting fleets that

operate over 260,000 vehicles across

the United States, Europe, and Africa

in sectors including logistics, commuter

transportation, mining, and construction.

According to the company

itself, NYSE listed Sterling Infrastructure

Inc.’s portfolio businesses Petillo,

has used OXONBuild on 330 heavy

vehicles in its fleet and demonstrated a

10.5% average fuel reduction over the

course of 2024.

Yanmar, multi-fuel approach and hydrogen @bauma

Yanmar is expanding its multi-fuel combustion technology with the

development of an off-road hydrogen engine, set to debut two initial

concepts at Bauma. The company’s hydrogen engine, based on the

3.8-liter diesel engine 4TN101, has been adapted to run on hydrogen

while retaining much of the original design, highlighting the potential

for hydrogen to replace diesel without significant changes to engine

architecture. So Yanmar, which has been commercialising fuel cells for

the marine industry since August 2023, also believes that hydrogen

combustion engines are a reliable option for off-road applications.

FETIS MH-60: a new way for the hydrogenization

FETIS Group, together with Aich2 and imaGEN, unveiled the MH-60, designed to offer a way to store hydrogen as

a solid and generating hydrogen gas directly at the point of use. The MH-60 provides a pure hydrogen supply ideal

for powering hydrogen combustion engines or fuel cells and eliminates the need for gaseous or cryogenic hydrogen.

Its design delivers superior gravimetric and volumetric energy density, capable of storing 6 kg of hydrogen in a

sleek, portable unit. Users can monitor real-time data such as hydrogen availability (mass and percentage), system

pressure, and the operational status of connected units. System variables like pressure set points and manual drive

percentages are adjustable directly from the main screen.

48

49

TECHNO

#CUMMINS #ELECTRIFICATION #HYDROGEN

SUPPLEMENT

ACCELERA... ACCELERATES

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

Hydrogen is much more than a

molecule. It’s a complex ecosystem,

not least in terms of

infrastructure. And the same

applies to the spread of BEV technology.

Accelera by Cummins has summarised

what has been achieved during

2024. In February, Florida Power

& Light Company completed the

Cavendish NextGen Hydrogen Hub,

which utilizes a 25MW electrolyzer

system from Accelera, and began

operation, blending hydrogen with

natural gas to provide clean energy

solutions. In March, they announced

a partnership with Chevron to supply

a 5 MW electrolyzer system for their

solar-to-hydrogen production project

in California, a major step toward

scaling hydrogen infrastructure in the

U.S. Accelera’s electrolyzer system

will generate over 2 tons of hydrogen

per day, which is enough to fuel

80 freight trucks up to 600 miles. In

May, Accelera announced plans to

launch a battery electric powertrain

for Isuzu’s F-series in North America.

The medium-duty truck is expected

to be available beginning in 2026 and

features the Accelera next-generation

LFP battery technology. In August,

Accelera partnered with Werner Final

Mile to deliver a 26-foot electric delivery

truck for Bob’s Discount Furniture.

Amplify Cell Technologies, the

joint venture with Accelera, Daimler

Truck and PACCAR, broke ground

on its new battery cell manufacturing

plant in June in Marshall County,

Mississippi. The $2-3 billion investment

will create over 2,000 jobs and

produce LFP battery cells for electric

commercial vehicles. A new electrolyzer

manufacturing plant was opened

in Guadalajara, Spain. The facility

began production in April and will

produce 500 MW of electrolyzers annually,

scalable to over 1 GW. In July,

Accelera was awarded a $75 million

grant from the U.S. Department of

Energy (DOE) to convert 360,000

square feet of its Columbus Engine

Plant in Indiana for zero-emissions

manufacturing. The project, matched

by Cummins for a total investment of

$150 million, will expand production

of battery packs, electric powertrain

systems and other electric vehicle

components.

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Collaborating to advance sustainable power solutions.

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