2025_5-6_Powertrain_International

Powertrain
INTERNATIONAL
Battery, what's
THE BUZZ?
bauma 2025: an electric slow-down? Probably not, but the
new mantra is alternative fuels - Munich, stand by stand -
BorgWarner battery plant - An insight into BEV buses
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.powertraininternationalweb.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
POWERTRAIN-Diesel SUPPLEMENT
May 2025

MAY 2025
powertraininternationalweb.com
CONTENTS
Stage V 145 kWe - 1MWe
UNLEASH PERFORMANCE & EFFICIENCY WITH OUR
Stage V ENGINES
Our Stage V engines deliver best-in-class efficiency, durability, and emission
compliance for NRMM applications, spanning from 145 kWe to 1 MWe. Designed for
rapid availability, they ensure reliable power with low maintenance while meeting
stringent environmental standards.
16
GENERIC
ICE
ELECTRIC & HYDROGEN
GAS
10
FOLLOW POWERTRAIN INTERNATIONAL ON:
22
DIESEL OF THE YEAR
6. HD HYUNDAI INFRACORE DX
Some key features of the DX Series
ELECTRIC MOOD
10. E-BUSES BATTERIES
Accelera, Dana, TSA, Voith, ZF
16. BORGWARNER
The Gigafactory in Darmstadt, Germany
COMPARISONS
18. 3.6L-3.9L ENGINES
Nine out of ten engines over 100 kW
BAUMA MUNICH
22. OVERVIEW
“7 days of the fair are a pure adrenaline rush”
26. AGCO POWER
Welcome to the Core 80
28. CUMMINS
Next Generation X15, QSK60 and TH axles
30. DANFOSS
Editron and cam lobe motors
34. HATZ
The place to be for the newborn F-Series
35. BONFIGLIOLI
A chat with Stefano Baldi, Sales Director
36. JCB POWERTRAIN
The complete driveline under the spotlights
38. JOHN DEERE
Between ICEs and battery packs
40. PARKER
Fuel cells and T8MINI pump
42. PERKINS
‘All in one’ battery electric power unit
DEALERS
44. RAMA MOTORI
In Switzerland&Austria with Deere&Kubota
ALTERNATIVES
46. LANDI RENZO
And the dynamic blending
COLUMNS
4. Editorial 8. Newsroom
48. Sustainable Techno
DURABLE. ROBUST. BUILT TO LAST. BAUDOUIN.COM
EDITORIAL: That inibiting tuft
“Yes, is indeed him, Donald Trump, along with the rough
profile of his creature, the sharp weapon of extra duties”
3

EDITORIAL
by Fabio Butturi
THAT INIBITING TUFT
Today’s construction
engine that is ready
for tomorrow.
The Next Gen X15 for Off-highway is designed around Cummins’
industry-first, multifuel HELM platform. Diesel, biofuels, and hydrogen
ready. The power to deliver performance with new levels of efficiency and
emissions control. Built to let you choose how the future is powered.
Planet bauma, year 2022: the sentiment is ‘it’s either
electric or nothing!’ In the following years,
hydrogen rages on. Can you imagine a flood of H2
between halls A1 and A6 pavillions? Not exactly.
Before sketching an identikit of the 2025 edition, it should
be pointed out that a spectre lurks in the air, armed with a
flashy orange-platinum wisp. Yes, is indeed him, Donald
Trump, along with the rough profile of his creature, the
sharp weapon of extra duties. Will they turn out to be shuriken,
the throwing daggers of the ninja warriors, or will
they be like boomerangs? Certainly the inhibiting effect
has led some companies, including American ones, to review
their investment plans in India, so as not to run into
the trap of doped prices on American soil. Delaying effect,
say anything? We are not referring to “slow motion”... It
is the sword of Damocles hanging over the sector. The second
inhibiting reflex comes from the Chinese manufacturers.
Did you see “The Way of Dragon”? The film (1972)
and its performer, Bruce Lee (1940-73), are memories of
the past, but it is in the outer spaces of bauma that Chinese
deterrence is made explicit. We are not talking about
nuclear power, but about LiuGong, Sany, XGMC and the
gazillion from the Middle-Kingdom, not to mention the
Koreans, aka HD Hyundai, and the Japanese OEMs. They
are frightened by the buying campaign among the professionals
recruited from Western brands, the state incentives
diverted to exports, the massive production capacity and
the double-edged link with BYD, CATL and the BEV production
chain. But back to the common thread of bauma
2025. It’s not electric, it’s not hydrogen, what is it? It is as
difficult as it is agnostic, because the failure of electrification
expectations has led industry players to rehabilitate
the combustion engines. Cometto and Faymonville with
the self-propelled modular trailer, electrified by Scania.
Yanmar converted the 4TN101 to hydrogen. And yet...
what can be seen in Halls A1- A6 is that the technological
gridlock is inducing to buy time, endorsing Diesel and
CNG and alternative fuels and battery packs and hydrogen.
The restatement of the master key “there is no game
changer”. And it emerges that the vectors of this multifaceted
transition are the overlords of motion control, such
as Danfoss, Parker, Rexroth, component manufacturers
such as Bonfiglioli, BorgWarner, Walvoil and those guys
who have electric feelings in their blood, Chinese aside,
such as ABB, Siemens and ZAPI.
What will become of bauma in 2028? We will see where
the US administration’s economic retaliation, the diversification
of assets (see the divestment of the off-highway
side of DANA), the wavering anti-emission formula, the
war chessboard (Taiwan?) will lead us.
©2025 Cummins Inc.
Learn more
Next Gen X15 Off-Highway
4

DIESEL OF THE YEAR
#BAUMA #HYUNDAICE #DEVELON
HD HYUNDAI INFRACORE
NATURAL
BORN
WORKERS
Such as we discussed in the March-
April issue, the G2 and DX series
of industrial engines share several
key similarities, stemming
from the acquisition of Bobcat around
2007. This integration created a natural
opportunity to expand their compact
engine range from 1.8 to 3.4 liters.
The transition from earlier Yanmar and
Kubota models was streamlined, as HD
Hyundai Infracore’s smaller engines
were engineered specifically for Stage
V compliance. The evolution of the DX
series also benefited from synergies
with the Develon and Hyundai product
lines. This was notably evident at
the bauma Munich trade fair, where a
35-ton excavator featuring the DX08
engine with a wastegate was unveiled.
Additionally, a 38-ton excavator showcased
the same engine but configured
The DX05 and
DX08, Diesel of the
year 2025, were
appreciated in their
natural showcase
environment,
bauma, where they
have already found
application
with two stages. Later this year, Develon
(HDI) will introduce two excavators,
weighing 23 and 25 -tons, equipped
with the DX05 engine.
Both the 5-liter and 7.5-liter variants
were developed from the ground up,
with rigorous field testing conducted
without any modifications. The engineering
specifications include performance
curves, weight optimization,
and power-to-weight ratios tailored to
their applications, ensuring both Stage
V and China V homologation while
keeping future upgrades (EU Stage VI
and EPA Tier V) in mind.
A key feature of the DX series is the
dual-stage turbine, which enhances
torque management at low RPMs and
ensures the torque curve is fully utilized,
peaking between 900 and 1,400
RPM. The 5-liter engine delivers up to
171 kW and 955 Nm, while the 7.5-liter
engine provides 254 kW and 1,460
Nm. Compared to previous models
from the Korean engine manufacturer,
the 5-liter shows a 6% increase in power
and torque, while the DX08 boasts
improvements of approximately 19%
in power and 15% in torque.
Supercharging options include a single
turbo with a wastegate valve, which
regulates pressure through an on-off
mechanism to allow exhaust gases to
bypass the turbine. This bypass valve
optimizes turbine speed based on vehicle
specifications, simplifying both
operation and maintenance. The system’s
software is developed in-house
by HD Hyundai Infracore.
Turning to injection systems, Bosch
has been tasked with the entire package
according to HD Hyundai Infracore’s
specifications. The common rail
system operates at a pressure of 1,800
bar and is managed by the MD1CC
898 control unit. HD Hyundai Infracore’s
Ultra Low Fuel Consumption
(ULFC) technology is enabled through
optimizations in the piston bowl,
injector nozzle, and safety valve. In a
notable change for these power ranges,
Exhaust Gas Recirculation has
been removed to prevent temperature
fluctuations and negative impacts on
thermal dynamics, particularly for construction
machines weighing over 2
ton. The DX05 and DX08 series from
HD Hyundai Infracore provide advanced
features tailored for industrial and
off-highway applications. Notably, the
engines offer extended maintenance
intervals of up to 1,000 hours and reduced
service requirements, thanks to
maintenance-free components such as
the autotensioner, super impactor, and
HLA. Cold start capability is guaranteed
down to -20°C without auxiliary
devices, while full power is maintained
up to an altitude of 3,000 meters, ensuring
consistent performance even in
extreme conditions. The engine structure
has been reinforced to enhance
durability and wear resistance, providing
a longer service life (the maintenance
oil interval has been extended up
to 1000 hours) and an extended warranty.
The main rear PTO is designed
for direct installation of a hydraulic
pump with a Spline Shaft and can be
mounted in two different positions, offering
a better integration flexibility in
machinery. Additionally, the DX series
is fully compatible with HVO, even in
its pure 100% form.
6
7

NEWSROOM #MAN #TRATON #ICE
NEWSROOM #DEUTZ #CATERPILLAR #ROLLSROYCEPOWERSYSTEMS
MAN D30
THE
FINAL
PROPHET
DEUTZ 2024 RESULTS
Despite a 12.1% drop in revenue
to €1,813.7 million,
Deutz achieved adjusted
earnings (EBIT before exceptional
items) of €76.7 million. This
corresponds to an adjusted EBIT
margin of 4.2%, a level of profitability
that Deutz had previously reached
only when production was running
at significantly higher capacity utilization.
Assuming a tangible market
recovery in the second half of 2025
— but before factoring in the announced
increase in US import tariffs
— Deutz expects revenue of between
€2.1 billion and €2.3 billion for the
2025 financial year, with an adjusted
EBIT margin of between 5.0% and
6.0%. “The economic environment
took a considerable toll on us over
the past financial year, as demonstrated
by a look at practically all
of our sales markets. The good news
is that we are making money even
in these difficult times,” explains
Deutz CEO Sebastian C. Schulte.
“Our strategy of putting Deutz on a
progressively broader and more resilient
footing is already paying off.
We will therefore position ourselves
even more strongly as a solution provider
along the value chains we are
familiar with. At the same time, we
see considerable potential for further
profitable expansion of our business
with traditional internal combustion
engines and our service business.”
The cost-cutting measures we quickly
introduced saved us just over €15
million last year. Now, our goal is to
expand and consolidate these measures.
That’s exactly what our Future
Fit program aims to achieve — a
lasting €50 million annual reduction
in our cost base.
MAN D30: €250
Million Investment
and 160 Employees in
Nuremberg. The 13L
Diesel engine has been
jointly developed within
the Traton Group
The presentation of the D30,
MAN’s newborn engine, delivers
two key pieces of news.
First, the Diesel engine is alive
and well. Second, the project was
developed within the Traton group.
Reading between the lines — since
the press release did not disclose the
cylinder specifics (stroke and bore)
— it’s reasonable to assume that
Scania had a hand in it. The 13-cylinder
engine could, in fact, draw
inspiration from Scania’s 13-litre
Super, which has surpassed the 50%
efficiency threshold in truck applications.
In any case, according to
the official statement, this might be
the swan song for Diesel technology
— at least, that’s what the following
passage seems to suggest: “It will be
the last completely newly developed
diesel commercial vehicle engine at
MAN – there are no plans for a successor
generation.” MAN CEO Alexander
Vlaskamp stated: “We are
future-proofing the Nuremberg plant
with two strong pillars.” As evidence
of the dual-pillar strategy mentioned
by the CEO, there’s also news
that series production of batteries
will begin in the same Nuremberg
plant this spring, running in parallel.
The D30 is the largest standard
engine in MAN’s portfolio, installed
in the 40-tonne MAN TGX and
TGS semitrailer tractors. It’s likely
that, like its predecessors, the MAN
D30 will also be used in yachts
and, most probably, in off-highway
and power generation applications.
Production capacity is estimated at
around 50,000 units per year. The
D30, available in six power levels
from 380 to 560 hp (2,100 to 2,800
Nm), will gradually replace the D26
and D15 series — 6-cylinder engines
with displacements of 12.4L
and 9L, respectively. Focusing on
MAN’s core application, the truck,
the D30 paired with the PowerLion
transmission claims an average fuel
saving of 5% compared to a TGX
with the previous generation driveline.
The company has invested
around 220 million euros in the
plant to realise the production and
a further 30 million euros for the
associated crankshaft production at
the Salzgitter plant. The technical
capacity allows for the production
of around 50,000 engines per year.
Going back to Alexander Vlaskamp’s
comment: “By 2030, every second
vehicle we deliver to our customers
is to have an emission-free drive. However,
this also means that we will
still need very efficient combustion
engines for a long time on the road
to the transformation to electromobility.
In Nuremberg, we are therefore
investing in both technologies,
making the location future-proof and
putting it on two strong legs. This is
how we secure employment. And in
Bavaria, we can count on the support
of the Bavarian state government so
that we can continue on this course.”
CAT BLEW OUT
ITS 100TH...
CAKE CANDLE.
HAPPY BIRTHDAY,
CATERPILLAR
At bauma Caterpillar brought
48 machines, including 17
new introductions or upgrades
to celebrate its 100th
birthday. Propulsion systems include
a complete package of inverter,
generator, flywheel, as well as the
C3.6 and C13D. “Alternative power
sources, reduced carbon options,
and integrated technologies are the
future, and Caterpillar is ready to
deliver this in collaboration with
our global dealer network,” said
Tony Fassino, Group President,
Construction Industries, Caterpillar.
Focusing on the first sentence, a
range of Caterpillar Industrial Engines
that are compatible with renewable
fuels such as 100%HVO
has been on display, including the
C13D and high power C3.6 delivering
106 kW . The stand featured
the first showing of a series electric
drivetrain, part of a growing electrification
ecosystem of solutions
from Caterpillar; a hydrogen engine
testing exhibit highlighting the ongoing
fuels development work and
a remanufactured C7.1. The C13D,
C9.3B and C2.8 engines have also
been displayed in hall B6, together
with XQP115 genset, also compatible
with HVO, and EUV certified
mobile XQP generators, specifically
designed to withstand the harsh
conditions across many construction
sites. In B6 Caterpillar showed the
XES60 mobile battery energy storage
solution.
ROLLS-ROYCE 2024
Rolls-Royce Power Systems
achieved record results in
the financial year 2024.
Underlying revenue climbed
by 11% to EUR 5.05 bn,
exceeding the EUR 5 bn
mark for the first time. At
EUR 662 million, adjusted
operating profit was 40%
higher than in the previous
year. The return on sales
rose to 13.1% (2023:
10.4%). The largest increase
in sales was recorded by
the backup power systems
business. The company
is continuing to invest in
the development of new
products and the expansion
of production capacities.
This also includes the
development of a new mtu
engine platform, which
will be ready for series
production in the medium
term.
8
9

AUTOMOTIVE
#DRIVEAXLES #CENTRALDRIVE
ELECTRIC MOTORS
PEOPLE
e-MOVER
The electric motor Accelera by Cummins 1CS2022
In the realm of public city transport,
electric buses enjoy uncontested
leadership. Which technology
partners share in this supremacy?
One tenet gets promptly dismissed:
the ‘captive’ doctrine. There’s a fairly
rich, diverse assortment of electric
motors on offer, which includes motorized
drive axles in addition to the
classic central drive solution. If we
want to analyze the offer, therefore,
we must consider the macro-features
of the two technologies, given that
until now neither has completely prevailed
over the other and there are no
special factors allowing to determine
which is the best choice. Quite the
contrary; (almost) all the motorized
axle manufacturers also have the central
drive motor option; which passes
on the burden of responsibility to
The spread of
electric buses has
intensified attention,
and investments, in
electric motors. This
market is divided into
two categories (hub
or mid-mounted) and
is undergoing great
evolution. We reviewed
Accelera by Cummins,
Dana, TSA, Voith and
ZF
choose the system that best suits their
vehicle on to manufacturers. Also, it
has to be remembered that in some cases
the motorized axles made by manufacturers
specializing in electric drive
fell short of the expected success,
thus being removed from production
long before the boom of BEV buses
(does ZAwheel by Ziehl-Abegg ring a
bell?). To cut a long story short: motorized
axle or central drive? On paper,
the integrated axle looks like the perfect
option: smaller footprint, smaller
weight, no drive shaft. Yet, it is
used by a minority of manufacturers:
according to the data reported in the
Motus-E report ‘Evolution of the electrification
of local public transport’,
released in mid-2024, 71% of electric
bus models available on the European
market (a sample of 32 was scrutini-
and may require a different internal
space setup, meaning a few less passengers
and a few more steps.
ACCELERA. Officially established
in March 2023 as a brand targeting
Cummins’ zero emissions applications,
Accelera embraces the rich
experience legacy built by Siemens’
Commercial vehicles division. Their
bus&truck motor offer features two
permanent magnet motors which were
developed right by Siemens which travelled
more than two million km over
the years. This technology still stands
as a reliable solution for e-mobility on
many applications. Supplied together
with the motors, the Elfa series power
inverters allow to govern traction according
to vehicle and service type.
The basic 1Cs2016 motor is suitable
for twelve-meter buses, while the larzed)
are equipped with a centralized
drive motor. Average life and reliability
have often proven to be below expectations,
perhaps due to the greater
stress that the mechanical components
undergo, being in direct contact with
the wheels. Also, since reduction gears
are incorporated into the hubs, the system
is definitely noisier than one with
an “external” drive system, especially
when driving longer distances. Furthermore,
the vehicle can’t be neither
moved nor towed when needing maintenance
or repair, which can indeed
be a problem for workshops with a
small number of workstations. Lastly,
central drive motor buses seem to be
performing better consumption-wise,
albeit by a slight margin. On the other
hand, vehicles with a central motor
drive tend to be a bit more expensive
ger 1Cs2022, with double winding and
equipped with two inverters operating
according to the master-slave principle,
is designed for articulated buses.
Max power is 230 kW continuous and
310 peak on the first, and 330 kW continuous,
550 peak on the second, with
a maximum torque of 3,000 and 4,800
Nm respectively. It should be noted,
however, that their maximum operating
voltage is 700 V, therefore already
close to that normally available
on a battery-powered bus. Such max
power, then, is not subject to major
reductions in BEV applications. Both
motors have a light alloy case and a
wide operating temperature range.
The Elfa series universal inverter is
the core of the system. Now available
in its third incarnation, it retains its customary
compact size and light weight
10
11

AUTOMOTIVE
#ACCELERA #DANA #TSA
Left, VEDS; right, DANA TM4
(15 kg). Utilizing a liquid cooling system,
typically a 50% water-glycol solution,
it operates within a voltage
spectrum of 400 to 800 Vdc, with
an apparent power output of 240
kVA, which is the aggregate of active
power in kW and reactive power in
kVar. The software is based on AU-
TOSAR (AUTomotive Open System
Architecture). Revision 3.2 is coming
out soon. It is used by Iveco on the entire
electric range (except for the Streetway),
by Menarini on both sizes, by
Irizar and Solaris on the 9-meter. The
Accelera product list also includes a
motorized axle but, at least for now, it
is not intended for low-floor buses.
DANA. The American company produces
three different motor-inverter
systems for multiple power levels,
using permanent magnet technology
with external rotor, multiphase. This
technology allows to develop different
variants by exploiting a certain modularity
of the system, but generally requires
a little more space in the higherperformance
versions, also due to the
reduced maximum working temperature
(65°C). Key advantages consist
of superior torque output,
quiet overall operation, and high energy
efficiency, largely attributed to the
absence of internal reductions in the
engine. The conventional application
does not mandate axle reduction
ratios that vary from those generally
utilized in ICE vehicles, which facilitates
converting buses that
were originally intended for Diesel
or those compatible with this fuel.
The TM4 Sumo LD caters to smaller
vehicles and comes in four dif-
ferent subvariants, providing a maximum
power of 135 kW (with
a peak of 235 kW) and a torque
of as much as 1,200 NM; for the medium
category, the MD version boasts
a range of ten subvariants, the most upto-date
being the MD Hv3300-
6P, which achieves a maximum power
of 235 kW (alongside a 300 variant)
and generates a torque of 3,320 Nm;
lastly, the HD version, with three subvariants,
with a maximum torque of
260 kW (peak 475 kW) and a torque of
up to 4,000 Nm. Given that the HD series
inverters are inherently nine phase,
their increased dimensions have so
far prevented these motors from being
employed in the context of urban buses.
In contrast, the MDseries has achieved
notable success across various
models of small to medium-sized
buses; indeed, it is present in all vehicles
manufactured by Rampini, as well
as in the Karsan e-Atak and e-
Jest, and the Otokar e-Centro. Dana
also makes auxiliary systems such as
motor/pump with integrated inverter,
excluding converters and control units
for electrical or charging management.
TSA. The Austrian electrical systems
factory (the acronym stands for
Traktionssysteme Austria - headquarters
and production plant are near
Vienna) probably offers the largest
and most varied range of electric motors
for buses, trolleybuses and trams.
Indeed, the product catalogue already
includes six models intended only
for road transport, divided between
the permanent magnet synchronous
ones and the more classic asynchronous
ones. The latter are air-cooled
and, therefore, are easier to install
on any type of vehicle. The TMF35-
28-4, three-phase asynchronous
motor, is themost widely employed
among ‘long’ city buses, boasting
a peak power of 276 kW (with a maximum
continuous power of 212 kW)
and a torque of as much as 1800 Nm
(1100 Nm in continuous mode). The
larger TMF35-44-4 is normally offered
on articulated vehicles, being able
to deliver up to 427 kW peak (308 kW
continuous) with 2800 Nm of torque
(1600 continuous). Logically, in both
cases, power and torque are configurable
at the request of the vehicle manufacturer
and can be changed according
to battery voltage and the current
supplied by the inverter. TSA motors
are not tied to particular drive systems
and can easily adapt to devices
of different brands. Air cooling makes
them easier to maintain and more
temperature resistant (system temperatures
up to 220°C are permitted)
but also slightly heavier and usually
with a slightly lower efficiency. They
are usually used by Solaris on the Urbino
Electric (standard) and on the
Trollino in combination with Kiepe
electrical parts. More recently, the
TSA permanent magnet series was
developed, featuring motors designed
to equip a diverse array of vehicles,
with modifications limited solely
to the inverter component. The product
name TMPW 40A-26-8 actually
includes several models of heavy duty
liquid-cooled motors, but the one we
are interested in is the HD.T3, where
the ‘3’ indicates the number of HV
connections. Its power performan-
12
13

AUTOMOTIVE
#VOITH #ZF
ZF CETRAX
ZF proposal includes both ZxTrax and CeTrax
Available in two versions, the CeTrax is a classic central drive
system - three-phase asynchronous and liquid-cooled. In the
basic version, the CX 220 110 B model, the CeTrax has a peak
power of 300kW and a maximum continuous power of 175kW.
The system’s maximum torque is 1340 Nm but, thanks to an
integrated output reduction of 3.36), at the wheels it reaches
4,500 Nm. The CeTrax system is supplied complete with inverter
and electronic control unit: the Ach6530 inverter (made
by InMotion) is three-phase with a nominal voltage of 650 V,
while the Est 54 control unit, like other ZF products, has an IP67
protection rating and can be mounted more or less anywhere
on the vehicle. It features a SAE J1939 communication protocol
and allows a high level of diagnostics even remotely, via the
ZF-Testman system that’s constantly active. Designed primarily
for truck applications, the CeTrax 2 Dual combines two electric
motors with hairpin technology (the name derives from conductors
being shaped like an actual hairpin, welded onto the stator
and no longer featuring the copper winding wire) which provide
excellent performance in smaller spaces. The maximum continuous
power, in fact, is equal to 380 kW with a maximum output
torque of as much as 24,700 Nm (downstream of the integrated
shortest gear). The CeTrax 2 includes two 800-volt silicon carbide
(SiC) integrated inverters and features an integrated three-speed
automatic transmission with two electronic actuators.
ce (420 kW peak and 350 kW continuous)
and torque (4,000 Nm peak for
20 seconds and 1,519 Nm continuous)
make it effectively suitable for use on
an articulated bus or on a suburban
bus, as well as on a lighter bus, requiring
adjustments on the inverter alone.
It was recently announced that it will
be available as standard equipment in
the ‘modular drive’ range of Solaris
electric vehicles.
VOITH. Few people know that Voith
produces one of the most efficient electric
drive systems currently available.
VEDS (Voith Electrical Drive System)
aims to cover, with two motors, all the
needs of zero-emission road transport.
The chosen technology is three-phase,
synchronous with permanent magnets,
liquid-cooled (water-glycol), capable
of ensuring an efficiency greater than
97%, without requiring additional reductions.
The MD (Medium Duty)
version offers 240 kW of peak power
and 160 kW of continuous power, with
2,850 Nm of net maximum torque. The
maximum rotation speed is 2,500 rpm
and is suitable for 12-meter city buses.
The DIS inverter (also by Voith)
supplies up to 550 A of current, with
a special management feature capable
of providing maximum torque already
at 0 speed, if necessary. The HD (High
Duty) version offers 410 kW of peak
power and 310 kW continuous, with
3,100 of maximum net torque. The
maximum speed is 3,800 rpm, thus
lending itself to applications in extraurban
areas and for freight transport.
The DIS inverter, in this case, supplies
up to 850A of current. The basic
supply package includes inverters and
drive management control units, but
Voith can provide manufacturers, upon
request, with all the components required
for the rest of the vehicle, such
as auxiliary inverters, charge control
units, HV distribution group, electrical
interface and wiring, including the DC/
DC converter for fuel cell applications.
Recent tests carried out on different
buses in simulated service operation
conditions by the independent British
association ZEMO show that energy
consumption seems to be better on those
equipped with the VEDS, by virtue
of great efficiency in the recovery phase
in release and braking. These advantages
are said to be particularly evident
on heavier vehicles, such as double-deckers.
VEDS is currently used by Alexander
Dennis and Wrightbus, as well
as by Otokar on the e-Kent and the
small Slovenian (but China-controlled)
manufacturer TAM. It has also been
chosen by some European transport
companies on Chinese-made buses.
Coming soon: the new, more compact
and lightweight inverter incorporating
the DMU traction control unit.
ZF AxTrax. The ZF motorized axle
is probably the best-known e-bus motor
that has now reached full maturity
and evolved, cancelling some youthful
sins that we will discuss later.
The AxTrax, or rather AVE 130, was
created with the same overall dimensions
as the traditional ZF Av133 axle,
therefore not requiring substantial
structural modifications to vehicles
designed for a standard transmission.
It consists of two three-phase asynchronous
motors keyed into the wheel
hubs with a maximum continuous
power (30 minutes) of 174 kW and a
peak power of 250 kW. Net torque is
970 Nm but, depending on the reduction
ratio integrated in the hubs, can
reach 22,000 Nm at the wheels.
The rated operating voltage is 650
Vdc, with a peak current of 650 A. The
cooling is liquid (water-glycol mixture)
and the overall weight is 1250
Kg. ZF offers its own traction management
system as a supplement but
also allows the use of external inverters.
As mentioned at the beginning,
some small defects took a toll on the
AxTrax in the past, partly due to the
increased vibrations transmitted to the
mechanical parts and the difficulty of
ensuring effective cooling in all working
conditions. Given its widespread
use, these problems have caused more
than a little discontent among opera-
tors, but over the last few years the
group has been making several improvements
and updates that turned it into
a reliable component, at least on par
with other technologies. The AxTrax
is, to date, the only lowered powered
axle available on our market, at least
for original equipment. It is used by
Daimler for the eCitaro, by Ebusco, by
Karsan for the e-Ata and (on request)
by Solaris on the Urbino Electric and
Hydrogen. Furthermore, ZF has recently
developed a new axle, the Ax-
Trax 2 LF, which allows for improved
performance (260 kW for the Ax 426
and 360 kW for the Ax 436) so that
articulated buses can be equipped with
a single drive axle. It should soon become
the new standard for brands that
already use the Ave 130 and, in the
future, also equip MAN’s Lion’s City.
14
15

ELECTRIC MOOD
#GERMANY #EUROPE #NMC #LFP
BORG WARNER (AKASOL)
NEW
LIFE
BLOOD
BorgWarner welcomed us to its Gigafactory in Darmstadt,
Germany. The plant can produce about 35,000 NMC battery packs
in a year using innovative, highly automated lines. Investments in
LFP batteries are planned to expand the company’s portfolio
Where there was nothing
before Covid, there is
now one of the bestequipped
gigafactories in
Europe. The acquisition, which was
finalized in 2022, gave BorgWarner
access to the battery production plants
of former Akasol that now works
on three shifts, five days a week. In
Darmstadt, not far from Frankfurt,
production, testing area, offices and
R&D occupy about 15,000 square
meters, plus 4,000 square meters
at the nearby Langen site. A total of
more than 850 people are engaged in
the design and manufacture of battery
modules and packs, as well as BMS
and Removable Contactor Box. In a
nutshell, as of 2022 in Germany alone,
BorgWarner’s battery systems division
has produced about 5 GWh of
battery packs for commercial and industrial
vehicles using NMC (Nickelmanganese-cobalt)
technology. This
is set to increase significantly when
the site’s maximum capacity of 3.5
GWh is reached, thanks in part to the
finalization of a second highly automated
production line. Considering
also the other U.S. plant in South Carolina,
the group expects a production
capacity of about 5.4 GWh in 2025.
BorgWarner engineers showed us how
the assembly lines work. It begins
with the insertion of cylindrical cells
inside the modules: the third-generation
battery packs currently produced
by BorgWarner admit two layers of
300 cells, for a total of 600 cells per
module. The processes of gluing (including
preparing the cell surface)
and adding the electronic connections
- which are both entrusted to robots
– is the most complex part. It takes
more than one hours to manufacture
a single module, which weighs about
50kg, with an interval of a few minutes
between the production of one
module and the next.The production
process of the battery packs, then the
insertion of modules, is relatively simpler
and is also entrusted to industrial
robots for reliability and weight management
issues. There are very few manual
tasks overall, mainly feeding and
operating the machines. Every around
20minutes, the line makes a 9-module
battery pack. Also, interesting and
state-of-the-art is the testing area, next
to production: slightly over 2,000
square meters where various types of
tests (corrosion, immersion in water
to monitor tightness, temperature, per-
formance, vibration resistance, charge
retention) are carried out on the battery
packs, but also on the cells. These,
although sourced from outside suppliers,
are subjected to rigorous testing
in controlled environments. The third
generation of UHE BorgWarner battery
packs, i.e. those currently rolling off
the Darmstadt lines, guarantee a capacity
of 98 kWh with a nominal voltage
of 665 V, continuous charging power
of up to 80 kW, and a weight of just under
600 kg. A very important factor for
the commercial and industrial vehicle
sector is ensuring optimum operation
over 4,000 charging cycles, a number
that is far superior to car batteries. The
company’s portfolio also includes a
compact version with 5 or 6 modules
instead of the standard 9. Trucks,
buses, off-road vehicles (excavators,
snow groomers, aerial platforms) and
marine applications are the ones of
choice for BorgWarner batteries, with
the addition of projects in the field of
eTrailers. So far, the bus sector has
been very relevant: according to the
American group, one in 5 e-buses in
Europe and the U.S. mounts BorgWarner
batteries. What about trucks? The
market is not flourishing but they want
to be ready when the numbers increase.
And they are investing in new
products, starting with LFP (Lithiumiron-phosphate)
technology for cells:
they will not replace the NMC ones
produced today, but will be complementary,
and the choice will be made
based on the application. BorgWarner
plans to diversify its offerings in
terms of battery pack shape and size,
with the obvious goal of meeting the
construction needs of OEMs, especially
buses and trucks (so far, LCVs are
not a target for BorgWarner). Looking,
precisely, at the development of LFP
batteries, the portfolio will consist of
flat, high, compact or cubic products,
without altering the hardware and software
logic applied so far (such philosophy
is called hardware and software
foundation). Also, BorgWarner’s basic
strategy will not change, at least for
the next few years. The battery maker
will continue to turn to trusted cell
suppliers. Clearly, the FinDreams Battery
partnership signed last year for
the exclusive supply (outside China)
of the innovative ‘blade cells’ goes in
this direction. Thanks to an innovative
and particularly compact design, these
cells will provide manufacturers with
higher flexibility.
16
17

COMPARISONS PREVIEWS
#OFFHIGHWAY #COMMONRAIL #4CYLINDERS #HVO #POWERPACK #CUMMINS #OFFROAD #DEUTZ #FPT #CHECKAPP #DEERE
3.6 TO 3.9 LITERS
A WINDOW
FOR
11
Surgically dissecting displacement
ranges is a more complicated
operation than in the past. The
ability to intervene in electronic
control systems allows motorists and
OEMs to manipulate the curves profile
beyond mechanical inertia. We decided
to exclude the 3.4-liter engines and
amalgamate the 3.6 and 3.8-liter engines,
including some rising stars from
the Far East, such as Kioti and Weichai
(not Raywin, since their 3.8-liter model
turns out to be not classified in terms
of emissions). At this point, how to ignore
Deutz and John Deere’s 3.9-liter
engine? While it noticeably accelerates
climbing the power curve, this engine
is only a handful of cubic inches from
the rest of the pack.
So, let us begin with the very engine
that, in the shadow of the Cologne cathedral,
will flank the TCD3.6 and absorb
the TCD4.1. For this is the anomaly
of compact engines. On the one hand,
they pick up the baton of unit displacements
from 800 to 900 cc, on the other
hand, they move closer to the thousand
unit displacement (exactly 0.975 li-
ters). The 3.9-liter engine succeeds in
the feat of upgrading the 3.6 model,
which remains one of the flagships of
Deutz engineering and will coexist with
its big brother for a long time to come,
and progressively replacing the 4.1-liter
engine. The mechanical and electronic
basis enables Deutz to outfit it in powergen
format, with an expected power
output of 100 kVA, with which it will
preside over a strategic node and embrace
hitherto unexplored segments for
the German company. Not to mention
the potential in the commercial marine
market. Starting with the plus of a
simplified housing, it could facilitate a
multiple architecture, thus with multiple
in-line units, and become an advantage
for Deutz’s own marine revival. It certainly
is for its twin in green, by John
Deere Power Systems, which in January
announced the marinization of two of
its rampant horses, the 14- and 18-liter
engines (the JD18 was voted Diesel of
the year in 2021). The power range, at
the apex of John Deere’s offerings, is
thus segmented more evenly, from 298
to 599 kilowatts. At this point, why not
BRAND
CUMMINS
DEUTZ
DEUTZ
FPT
MODEL
F3.8
TCD3.6 L4 HP
TCD 4.0
INDUSTRIAL
F36
JOHN DEERE
JD4
KIOTI
4J383TA
KUBOTA
V3800-TIEF4HB
PERKINS
904J-E22TA
SAME
FARMOTION KF4115TA
YANMAR
4TN101
YUCHAI
YCDK04140-T400
I.D.
B x S mm - S/B 102 x 115 - 1,13 98 x 120 - 1,22 99 x 128 - 1,29 102 x 110 - 1,08 99 x 128 - 1,29 103 x 115 - 1,12 100 x 120 - 1,20 98 x 120 - 1,22 103 x 115 - 1,12 101 x 120 - 1,19 98 x 120 - 1,22
N. cil. - dm3 4 - 3,75 4 - 3,62 4 - 3,94 4 - 3,59 4 - 3,94 4 - 3,83 4 - 3,77 4 - 3,62 4 - 3,85 4 - 3,84 4 - 3,62
Maximum power kW - rpm 12 - 2.500 105 - 2.300 129 - 2.200 105 - 1.900 129 - 2.200 104,5 - 2.200 96,4 - 2.400 106 - 2.200 115 - 2.000 105 - 2.200 103 - 2.400
Mep at max power bar 16,8 15,4 18,2 18,8 18,2 15,2 13,0 16,3 18,3 15,2 14,
Piston speed m/s 9,6 9,2 9,4 7 9,4 8,4 9,6 8,8 7,7 8,8 9,6
Maximum torque Nm - rpm 617 - 1.500 550 - 1.600 696 - 1.300 600 - 1.400 696 - 1.300 540 - 1.400 446,6 - 1.500 568 - 1.500 666 - 1.400 550 - 1.500 500 - 1.600
Mep at max torque bar 21,1 19,5 22,7 21,4 22,7 18,1 15,2 20,1 22,2 18,3 17,7
% power at max torque (kW) 38 42,3 44,1 47,1 44,1 41,7 36,4 43,6 48,1 42,3 38,6
Torque at max power Nm 490 441 559 529 559 451 382 461 549 461 412
% power at max torque (kW) 75,2 (97) 87,80 (92) 73,50 (95) 83,80 (88) 73,50 (95) 75,80 (79) 72,80 (70) 84,20 (89) 85 (98) 82,30 (86) 81,40 (84)
Work range rpm 1.000 700 900 500 900 800 900 700 600 700 800
DETAILS
Specific power kW/dm3 34,2 29 32,6 29,2 32,6 27,2 25,5 29,2 29,7 27,3 28,4
Specific torque Nm/dm3 164,1 151,8 176,6 166,9 176,6 140,8 118,4 156,8 172,9 143 138
Areal spec. power kW/dm2 39,45 34,77 41,88 32,11 41,88 31,38 30,70 35,10 34,53 32,81 34,11
RULES AND BALANCE
Dry weight kg 280 350 460 320 460 522 345 275 540 420 280
L x W x H mm 818x728x786 900x592x1.036 760x680x843 714x601x852 700x680x810 948x666x1.136 844x581x835 667x569x776 602x578x679 890x630x870 790x590x790
Volume m3 0,47 0,55 0,44 0,37 0,39 0,72 0,41 0,29 0,24 0,49 0,37
Weight/power kg/kW 2,2 3,3 3,6 3 3,6 5 3,6 2,6 4,7 4 2,7
Weight/displacement kg/dm3 74,5 96,7 116,7 89 116,7 136,2 91,5 75,9 140,3 109,2 77,3
Power density kW/m3 274,5 190,9 293,2 283,8 330,8 145,1 235,1 365,5 479,2 214,3 278,4
Total density t/m3 0,60 0,64 1,05 0,86 1,18 0,73 0,84 0,95 2,25 0,86 0,76
Displacement/volume dm3/m3 8 6,58 8,96 9,72 10,11 5,32 9,20 12,49 16,04 7,85 9,79
18
19

COMPARISONS PREVIEWS
#KIOTI #KUBOTA #PERKINS #SAME #YANMAR #YUCHAI
CUMMINS PERKINS DEUTZ
JOHN DEERE
make this segmentation even more flexible
by extending it to the power takeoff
range for small and medium-sized
workboats? This engine has a rear gear
train that allows the PTO to tap into
more power. The JD4, as evident in the
U.S. taxonomy, contemplates fluid service
intervals ranging from 750 to 1,000
hours. Another innovation involves
hydraulic adjusters (HLA) that simplify
maintenance by eliminating valve clearance
maintenance. The engine offers
up to two auxiliary drive skids, with a
boost effect on auxiliary power, as they
act as a facilitator for eventual system
hybridization. Designed for both emission
and low-emission markets (in
short, Stage IIIA to Stage V), it is equipped
with externally cooled exhaust gas
recirculation for IIIA. EGR turns out
to be expunged in Stage V, following
a trend that has also affected the representatives
of the German engineering
school, who are champions of the antiemission
approach upstream of combu-
stion, such as Deutz and MAN. However,
we invite you to reread our article
on Dellorto found in the March-April
issue, to reconsider this assumption.
EGR is far from out of the picture and
faces new challenges. As flow rates
continue to grow, there is a rapid shift
from the traditional mushroom valve to
butterfly EGR. At EIMA, RAMA Motori,
the exclusive Italian distributor of
John Deere engines, had the honor of
announcing the extension of the JD4’s
output to 129 kilowatts, which was previously
the exclusive preserve of Deutz.
Basically, the curves are symmetrical,
with the point of lowest specific consumption
at 1,300/1,400 rpm and a stabilization
of power at 2,200 rpm.
Trailing closely behind Deere and
Deutz is Cummins. The F3.8 has been
playing catch-up in this chase for power
density. The ‘Performance Series’
project started in 2019, and it also
involves the 3.75-liter engine, which
went from 97 to 129 kilowatts, gaining
as much as 33 percent compared to the
original Stage V edition. The overhaul
of the emissions reduction package
involved the removal of EGR and a
single module for downstream devices.
This solution covers B4.5, B6.7
and L9, all of which have since been
devised for installation for more than
70 percent, including aftertreatment,
cooling system, hoses, air filter and
mounting kit.
This comparison, which has been missing
for several years, is also nourished
by the vitaminization of Perkins’ 904J
curves. What was originally called
Syncro has been treading the boards
for a decade, when it freed Perkins
from its embrace with FPT Industrial
for the 3.4-liter engine named 854. It
was the year 2016, and it was admired
under a display case at Bauma Munich
of all places. The following November,
at Bauma Shanghai, the 2.8-liter
little brother would appear. We told
you in the last Powertrain issue about
the preview at the Design Museum
in London. In Peterborough, they raised
the power bar by 6 percent, with
106 kW at 2,220 rpm and 566 Nm, a
jump of about 12 percentage points.
They changed the design, working on
the EMAT (Engine Mounted Aftertreatment),
which scales back the volumetric
impact of the SCR. Flexibility
also involves the positioning of the
fuel pump, flywheel and power takeoffs.
In August 2020, Yuchai certified
Stage V a 4.8 and a 3.62-liter engine
to strengthen its presence in Europe.
We have no news of European offhighway
applications equipped by the
Beijing compact engine, but the ID is
aligned with major competitors. It is
almost a featherweight, although it is
unclear whether the claimed 280 pounds
includes catalytic converter, particulate
filter and technical urea dispenser.
Here is the new entry. It is called Kioti,
is marketed in Italy by Pitteri Violini,
and comes at the top of the line. In the
most classic Far East onomastic style,
the engine is identified by an acronym:
4J383TA. Again, as in the case of its
Chinese neighbors, the Korean manufacturer
has managed to impart grit to
the engine block, which proves competitive,
with 104.5 kilowatts and 540
Nm. The 3.83-liter engine is handicapped
by weight, however, explicitly incorporating
the SCR module, flywheel
and fan. The 4J380 sits under the hoods
of Kioti tractors and looks like the
key that blows the doors wide open for
European manufacturers. Scaling geographically,
from the Korean peninsula
we embark for the Japanese island
of Honsu. The eternal duel between
Yanmar and Kubota is being repeated.
Yanmar unveiled the features of
its 4TN101 at the 2018 Intermat, while
at the last Bauma edition it was the
turn of the hydrogen version. Yanmar
continues its choice of cooled recirculation,
which intervenes on the mixture
in the combustion chamber and helps
moderate detonation. The alchemy, to
avoid the trade-off risk, is balancing
with the amount of technical urea delivered
by the SCR nozzles. The result
lives up to expectations: power is 105
kilowatts for 550 Nm, just 100 Nm
less at 1,000 rpm. Kubota’s immediate
neighbors find themselves in the role
of pursuers, as they are pressed by a
competition now set above 100 kW.
Yuchai itself has been offering a 3.6
engine with 103 kW and 600 Nm for
years. FPT Industrial’s F36 stands out
for its torque reserve and torque available
at maximum power, which you can
find on Case CE’s 421G wheel loader.
We pause in Italy, in Treviglio, the
birthplace of SAME. For purely captive
absorption, the 2.9 and 3.8 engines
of the Farmotion family are also made
in Bandirma, Turkey, where SDF has a
significant presence. The 10,000-square-meter
plant on the Sea of Marmara
was opened in May 2024 for Farmotion
production and machining.
BRAND
CUMMINS
DEUTZ
DEUTZ
FPT
MODEL
F3.8
TCD3.6 L4 HP
TCD 4.0
INDUSTRIAL
F36
JOHN DEERE
JD4
KIOTI
4J383TA
KUBOTA
V3800-TIEF4HB
PERKINS
904J-E22TA
SAME
FARMOTION KF4115TA
YANMAR
4TN101
YUCHAI
YCDK04140-T400
INDEX
Torque 12,6 9,6 11,7 7,7 11,7 10,3 11,1 9,6 8,8 9,4 10,4
Performance 6,2 5,8 6,5 6 6,5 5,4 5 5,9 6,2 5,5 5,5
Stress 10,2 9,6 10,7 9,5 10,7 8,8 8,3 9,6 10 9,0 9,1
Lightness 8,9 11,1 13,9 10,2 13,9 16,7 11 8,7 16,8 13 9,1
Density 20,9 16,2 23,7 26,1 26,8 11,6 17,4 31,6 42 17,3 22,1
DIESEL INDEX 8,1 7,2 7,5 7,2 7,5 6,7 6,9 7,6 6,9 6,9 7,4
20
21

BAUMA 2025
#BRIGGS&STRATTON #CAT #DANA #DEUTZ #FLASHBATTERY #JCB #HONDA #YANMAR #HYUNDAI
BAUMA OVERVIEW
SEEKING
THE ALTERNATIVE
TYPE
DANA. IT WILL BE A MEMORABLE YEAR
Dana, where did we leave off? Late last year, Goldman Sachs
and Morgan Stanley were entrusted with finding a buyer for
the off-highway segment. The competition might end before
the curtains fall on 2025.
On the first of September, Craig Price took the posts of Senior
Vice President and President for Dana’s Off-Highway
Drive and Motion Systems. Speaking of being present at
Bauma, Price said that “For decades, Spicer, Brevini, and
Graziano products have set the standard for performance,
durability, and long-term value in construction and mining.
Today, we’re accelerating the shift to clean-energy technologies
while maximizing the life of existing equipment with
the Dana Certified Reman Program.” Among the “electric”
systems are the SpicerTM eSG001 e- Transmission, a
TM4TM low-voltage motor with a dedicated inverter and
the SpicerTM APC400. Again from the Spicer brand, the
HVT2 was designed for alternative fuels, especially hydrogen
and HVO. Brevini’s EvoMax helical and bevel-helical
gearboxes for mining applications are now available, on demand,
also with an integrated fan. The wind of change blows
through planetary gearboxes, too, with Brevini’s S270, featuring
a torque capacity of up to 51,000 Nm.
As usual, the attendance figures
speak for themselves, with approximately
600,000 visitors
and 3,601 exhibitors from 57
countries. Holger Schulz - CEO of
Zeppelin, Caterpillar’s steady associate
in Germany– phrased the idea
quite well: “Once again, Bauma
demonstrated its status as a leading
trade fair and proved to be the beating
heart of the industry. The seven days of
the fair are a pure adrenaline rush for
us.” What’s our take on what we saw
from our vantage point entrenched in
Pavilions, A3, A4 and A5?
Electrification receded a bit compared
to 2022, when mini excavators and
loaders below 56kW seemed unescapably
bound to become devotees
of the electric doctrine. Hydrogen is
still cool, but the concept that’s now
An alternative type that
could go by the name
of HVO (the most
popular), hydrogen, or
blends of hydrogen,
and also ethanol or
methanol. Hydrogen
demos fall like a ripe
plum, electrification
also seen from the
drive and components
side, not just from the
OEMs one
in heavy rotation is that of alternative
fuels, including ethanol and methanol.
Blendings are the most exciting frontier.
The impression we got is that the
motion control industry could guide
OEMs in their quest for the philosopher’s
stone. Skipping the companies
featured in dedicated articles in this
issue and the next, we will tackle all
others in alphabetical order.
Briggs & Stratton came in two drive
incarnations, with Vanguard engines
and batteries. Among the former was
the BIG BLOCK V-Twin we also took
a glimpse of at EIMA, fitted with electronic
throttle control (ETC) and EFI
systems. Straight from Milwaukee
also came electrification equipment
such as the Vanguard 48V 1.5kWh2
(Si1.5), a fully swappable battery that
is interchangeable across brands and
applications, and the 48V 5.0kWh3
(Fi5.0), a fixed commercial battery
pack. These are also part and parcel of
a few applications on display at Bauma,
ARE demolition robots, EQLab
Powerbank, B-Mac Trowel, and the
Scorpick Pick & Carry crane.
Caterpillar celebrated its 100th birthday
with a hybrid including engine,
generator, inverter, electrical motor
and battery, as well as with the C13D,
unveiled in Vegas and introduced in
Munich in its hydrogen-fuelled version.
The C3.6 raised the bar to 106
kW, as did its British twin- the 904J
– which was announced by Perkins at
London’s Design Museum.
Now that they’ve metabolized UMS
acquisition to support electrification,
Deutz introduced Markus Villinger,
taking the lead at Deutz Classic. Formerly
at Daimler Truck, he is, as the
saying goes, definitely on the ball
as far as the transfer of the off-highway
mtu from series 1000 to 1500 is
concerned. He’s the man in charge of
making the most of the latest offspring
in the Cologne-based manufacturer’s
lineage, the TCD3.9/4.0. In Munich
there was also the TCG 7.8 H2, a Stage
5-certified hydrogen-fuelled ICE.
Among exhibitors was a company that
chose to be a battery pro. We’re talking
about Flash Battery, that drove
us through a videoclip almost as if we
were towed by those LGVs in which
their products find their natural application.
Offering insights into their
tailor-made philosophy, the camera
lingered on a mini-loader fitted with
102,4 V, 230 Ah batteries. These are
new generation units, designed with
energy density in mind; in the past,
storage capacity was 210 Ah for the
same size. They added an integrated
PDU (Power Distribution Unit) to
connect controls and battery charger.
The designers were laser-focused on
handling stress; by the way, the units
are laser-welded which further reduces
stress.
JCB Powertrain put on its full-package
provider hat: engine, powertrain,
axles. The ace up their sleeve was the
hydrogen-fuelled 448, that got a licence
for commercial use from 11 European
national authorities.
It seems that hydrogen is all the rage
in the Far East, judging from the fuel
cell prototype on display at the Honda
booth: 80 kW, from 275 to 600 V,
206 kg in weight, it can be employed
across a range of vehicles from road
22
23

BAUMA 2025
#LIEBHERR #RHELKO #KUBOTA #VOLVO #SCANIA #REXROTH #EBERSPAECHERI
to worksite equipment. At bauma the
Japanese company ratified the agreement
to provide the module for a Fuel
Cell-powered hybrid hydrogen generator
belonging to the next generation
P-grid. Scheduled for launch” in 2026,
the mobile generator will use hydrogen
to provide an ideal temporary
power supply, especially in urban or
emission-free zones.
There’s hydrogen on planet Yanmar,
too, with their 4TN101 developed
based on the 3.8 litre. Aside from this
and an array of ICEs, the Japanese
showcased an electric driveline, encased
in a wheeled mini-loader silouhette.
In the outdoor area, Hyundai Infracore’s
HX12 was on display under
Develon’s banner. Recently, the 11
litre was tested down to minus 20
degrees. In the neighbouring booths,
Hyundai CE’s cousins showcased the
HW155H, a mini loader equipped
with a 90 kW fuel cell.
For Liebherr, hydrogen is a synonym
for H9x6, a 13 litre 6 cylinder with a
multiport injection system, PFI, 20 bar
pressure.
Rehlko had an epiphany; as Eric Fontaine
– the successor to Vincenzo Perrone
– was present, they introduced the
engine oil and coolant range named
Xtreme Conditions Oil and Xtended
Life Formula Coolant. We’ll soon get
a chance to talk about it.
At the Kubota booth, the 90 kW
3307 sported a SCR, while the 3.8 litre
showed off a dual version: hydrogen
and diesel, with the latter being
equipped with a novelty fuel monitoring
sensor inside the filter, which will
become a must as HVO becomes more
widespread.
We get ready to go electric as we approach
the Swedish engine-makers
booth. The BESS by Volvo Penta uses
an NCA/Si-graphite chemistry that
combines a nickel-cobalt-aluminum
cathode with a Silica graphite anode.
Together with Cometto of the Faymonville
Group, Scania four-handedly
presented an electric self-propelled
platform.
Now a quick foray among component
and systems manufacturers. ABB,
Bonfiglioli, Danfoss and Parker will
have a space carved out for them on
POWERTRAIN International. Speaking
of the Danish company, however,
we feel like adding a quote from Chris
Shrive, Head of Cam Lobe Motors,
Danfoss Power Solutions, because
these happen to be the type of motors
that were highlighted at the event.
“Compact track loaders generally
use cam lobe motors or axial piston
motors combined with a gearbox for
the track drive. Each solution has its
advantages, but cam lobe motors have
traditionally fallen short in terms of
installation ease and bearing lifetime.
Our CLM 12 T improves the cam lobe
offering in these areas while retaining
the advantage of high-speed efficiency”
said Shrive.
Bosch Rexroth featured in an interview
on the next issue, takes on a new
hat as some sort of one-stop shop for
earth moving machinery. It starts from
softwares, with the BODAS Studio
development ecosystem based on an
open software architecture that allows
for shorter code generation time and
provides Over-The-Air services.CAS
is a radar, ultrasound and smart camera-based
system to detect people and
objects, avoiding impending collisions
or slowing the vehicle down to emergency
braking. The Kinematic Position
Sensing (KPS) in combination
with multiple inertial sensors provide
the technical basis for semi-automated
functions such as weighing, virtual
walls or grading on slopes.The joint
control platform eLION Power&Motion
Control is now available also for
low- and high-voltage on-board electrical
systems.
ZAPI GROUP brought to the table
their DCC3 DC/DC (Gen3) converter
that converts input voltages from 250
to 900V into a stable, adjustable 12 or
24V output, delivering up to 10 kW of
power. Among the battery fast-charging
systems are XV3300 and CT3.3,
high-performance, fast charging, and
compact 3-in-1 charging systems intended
for 3.3kW applications. The
all-in-one energy management system
Zeliox by Eberspächer aims to bring
power directly to worksites, with four
different power ratings, from 0.65 kWh
(50 Ah) to 2.6 kWh (200 Ah). During
operation, the DC/DC converter allows
the Zeliox system to charge up quickly
using the vehicle battery; it gets fully
charged in three hours with ECO 1 and
2, or in less than six hours with ECO
3. To their OBC range for electric or
plug-in hybrid vehicles with voltages
up to 1,000 V and powers up to 22 kW,
MTA recently added the BHP, offered
in a 19.2 kW power rating (BHP 19) on
the USA market and a 22-kW version
(BHP 22) on the European one.
24
25

BAUMA 2025
#8LITERS #CORE #EHYDROGEN #MILDHYBRID #VALMET
AGCO POWER
SANTA
SPEAKS
SUOMI
Left, the AGCO Power Core 80. Up, the Core 50-e-hydrogen
Maciej Mikulski, from the University of Vaasa, is the responsible
leader of the Flex-CPT project, supported by AGCO Power: “We
acknowledge that effective decarbonisation means embracing all new
zero-carbon fuel options, like hydrogen and ammonia, alongside more
mature low-carbon choices such as methane, methanol and bio- and
renewable diesels.”
AGCO Power speeded up in
updating its portfolio. At
bauma, the CORE Series
gained a new addition, and
over the past few years research into
hybridisation and hydrogen power
has progressed. It was during the first
quarter of this year that the collaboration
with the University of Vaasa was
announced, which will become operational
from the beginning of 2026.
AGCO Power has opened a new Clean
Energy Laboratory in Linnavuori,
Nokia, where future powertrain solutions
for various off-road applications
are being created. This lab will play
an important role in the collaborative
research. In addition to preparing the
research environment, AGCO Power
will supply a specially developed single-cylinder
engine for laboratory use
to the research and competence center
located in Vaasa. “The single-cylinder
engine is flexible and easily adaptable
for research purposes. We can utilize
the research conducted with it for our
multi-cylinder engines,” saids Kari
Aaltonen, Director of Product Development
at AGCO Power.
In Munich we met Tommi Puomisto,
Marketing Manager. He’s the one who
will tell you about what we witnessed.
What does the Core family mean for
AGCO Corporation, Tommi? “The
Core engine family is our new platform,
developed over the past ten years.
We launched it in 2022 with the
Core 75. The idea was to start from
scratch and redesign what a modern
combustion engine should be, not only
to meet today’s demands but also those
of the future. The Core engines deliver
excellent performance, reliability,
and serviceability. Service points
are strategically placed to make
maintenance easier. A key feature is
their adaptability to alternative fuels.
From the factory, they run on diesel or
HVO, but with minimal changes, they
can be converted to hydrogen, biogas,
methanol, or ethanol—fuels with
significantly lower CO2 emissions.
These adaptations aren’t in serial production
yet, but the platform is ready.”
What is the eHydrogen concept
you’re showcasing? “We’re showing
a proof of concept based on the Core
50 platform. It’s called the eHydrogen
and it’s a hydrogen combustion engine
with mild hybrid electrification.”
Jouko Järvinen, Manager, Research
& Advanced Engineering: “Our concept
engine is a CORE 50 5-liter engi-
ne that has been fitted with a cylinder
head with spark plugs and other components
for a spark ignition system.
Of course, the fuel system is different
as well.” It’s combined with electric
drivetrain components and a battery
pack, which provide additional power
and torque. Electricity enhances torque
and responsiveness, while hydrogen
ensures steady power and quick
refueling. The hybrid system includes
a 48V battery and electric flywheel,
which helps maintain battery charge
and boosts performance. “This way,
we can momentarily match the power
and torque levels of the diesel version,”
Puomisto clarified.
I noticed a Valmet connection. Are
those roots still present? “That’s an
interesting coincidence. AGCO Power
used to be part of Valmet, from
1942 until the 1980s. Although we’re
now separate companies, we still honor
that heritage—especially through
our collaboration with Valtra, which
also has Valmet roots. For example,
the battery pack used in the hydrogen
engine concept is supplied by Valmet.”
There’s a new engine here. Who’s the
guy? “Yes, we just revealed the Core
80 at the first day of bauma 2025. It’s
the largest and most advanced engine
in the Core family. With 8 liters of displacement,
it delivers up to 252 kW of
power and 1680 Nm of torque—significantly
more torque than the Core 75.
It completes our Core lineup, which
now includes the Core 50, 75, and 80.
These engines are offered to OEMs
and are also used in AGCO tractors.
For example, the Core 75 powers the
Fendt 700 Vario series, and the Core
50 is used in the 600 series. We’re not
yet disclosing where the Core 80 will
appear, but it will enter serial production
this summer, and more details
will follow this year.”
Are there any new technologies in the
Core 80? “Absolutely. It’s our first engine
with a variable geometry turbo,
which enables engine braking and
improves fuel efficiency. VGT also
enhances torque and responsiveness.
Another major innovation is overthe-air
(OTA) connectivity. You can
remotely connect to the engine’s ECU
for diagnostics, control, and software
updates, making fleet management
much easier. These features debut on
the Core 80 but are likely to be added
to future versions of the Core 75 and
Core 50 as well.”
26
27

BAUMA 2025
#HELM #AGNOSTIC #MINING #MERITOR #TELEHANDLERS
CUMMINS
ECLECTIC
MOOD
Marina Savelli, Vice President, Off-Highway at Cummins:
“We’re making record investments in our technologies and have
one of the broadest portfolios of power solutions for industrial
applications in the world.”
POWERTRAIN
International
also focused at
bauma on the X15,
which condenses
Cummins’ diesel,
CNG and hydrogen
expertise. Space
also for mining,
thanks to the
QSK60, and
telehandlers, with
the Meritor MOX E8
axle
C
ummins has brought the X15H
hydrogen internal combustion
engine to the attention of European
OEMs. It is the forefront
of solutions that Cummins sees
as agnostic. This engine represents
the latest evolution of the X15 platform,
which forms the foundation for
a new generation of multifuel engines
developed under the HELM strategy
– High Efficiency, Low Emissions,
Multi-fuel. The new platform architecture
enables the use of different fuels
– including diesel, natural gas, and
hydrogen – while maintaining a common
base. Only specific components
such as the cylinder head, valves, injection
system, and air handling need
to be adapted depending on the fuel.
The HELM strategy does not aim to
push the entire market toward hydrogen
immediately but instead focuses
on offering maximum flexibility. Given
that many OEMs operate across
highly diverse global markets, a multifuel
approach allows manufacturers
to avoid prematurely committing to
a single technology in regions where
the necessary infrastructure or demand
is not yet established. In this
context, diesel remains a core solution.
The next-generation X15 diesel
engine delivers up to 10% improved
efficiency, features 30% fewer components,
and provides a more competitive
total cost of ownership. While
other candidates such as ammonia
and methanol are considered more
suitable for marine environments,
hydrogen presents a promising path
forward for land-based machinery.
Nevertheless, hydrogen poses its own
technical challenges compared to
diesel, including lower energy density,
the need for corrosion-resistant
materials, and the development of
specialized lubricants. The X15H has
been designed from the ground up to
address these challenges. Although
it is not a mere diesel conversion, it
shares the core platform with other
variants, allowing for continuous,
parallel development across different
fuel types—much like the evolution
seen with diesel over the years. The
X15H is intended for high-power applications
ranging from 294 to 515
kW (400-700 hp), targeting large
construction equipment such as excavators,
dumpers, crushers, handlers,
and port machinery. In miniature, we
also saw the QSK60. It is one of Columbus’
wild cards. Suffice it to say
that at the 2018 Hamburg SMM it was
presented as IMO Tier III certified. In
mining, the QSK60 is the mechanical
heart of the hybrid propulsion package
of the NHL NTH260, a 220 tonne
payload mining truck that rolled off
the production line in January 2024
and headed for the Baogang Group’s
Baiyun iron ore mine in China. The
QSK60 provides over 40,000 hours
of operation before requiring an engine
overhaul. Cummins is also pursuing
deeper integration across the
entire powertrain, following its acquisition
of Meritor. This move aims
to offer OEMs complete, tailor-made
solutions that further enhance both
efficiency and sustainability. Here we
change sides in the bauma huge land
of applications. Telescopic handlers
are widespread among construc-
tion sites and farms alike. Cummins
showcased its new Meritor MoX axle
family for telehandlers. These axles
are designed for various lifting capacities
and are already compatible with
both conventional and alternative power
sources. MoX features a modular
design, offering flexible application
options. The customized axle housing
is tailored to meet strength, capacity,
and track requirements. It incorporates
a planetary reduction system with
a wide axle ratio range. The standard
configuration includes an open differential,
with an optional limited-slip
differential (LSD). It is equipped with
a standard service wet disc brake and
an optional SAHR parking wet disc
brake. Additionally, the axle comes
with a steering cylinder and an optional
middle position sensor.
28
29

BAUMA 2025
#HYDRAULICS #EHYDRAULICS #ELECTRIFICATION
DANFOSS POWER SOLUTIONS
FROM
IDEA
TO REALITY
In Munich, Danfoss Power Solutions displayed its expertise across
applications in hydraulics, eHydraulics, electrification, digitisation,
autonomy, and software from one expert to the next.
This is the dictum
of Danfoss, which
at featured more
than 60 products,
organized by the
subsystems common
to CE and mining:
propel, steering,
work function, and
controls. We went
into details about
electrifications,
sustainability and
came lob motors
with Eric Azeroual
and Giuseppe Bertoli
Danfoss Power Solutions unveiled
at bauma several new
products during the event,
including the X1P family of
open-circuit piston pumps built on
the all-new X1 platform, additions
to the Thorx line of cam lobe motors.
We asked them to go further than
product specifications and explain
their approach to finding solutions
that meet both ICE and BEV applications’needs.
So, we start with Eric
Azeroual, Vice President, Sales Development
and Portfolio, Editron
Division, Danfoss Power Solutions.
What does sustainability mean for
your customers? Is all of this really
sustainable? “Absolutely. Electrification
is everywhere in China. All
OEMs have produced and customers
have already purchased several electric
machines. Europe is following
the same path, although at a slower
pace. The adoption is driven by the
enforcement of emission standards in
large cities, where traditional engines
will no longer comply. I was in
China two weeks ago, and pollution
levels in major cities have significantly
dropped. Their supply chain is
very mature, and batteries are affordable.
All the Chinese OEMs you see
here offer electric products, and that
is accelerating the electrification process
in Europe.
Interestingly, the EU recently imposed
significant tariffs on Chinese OEMs
producing electrified vehicles, as they
perceive them as a competitive threat.
In a way, it seems a good sign to me. It
means China is pushing electrification
forward, even in Europe. These tariffs
buy time for European OEMs to catch
up. Full battery-electric vehicles are
currently viable primarily for small
machines like compact loaders and
mini excavators. In these cases, electrification
is straightforward: remove
the engine, add an electric motor,
and keep the pump. Most OEMs now
have low-voltage solutions. Some are
embracing both low- and high-voltage
architectures for different vehicle sizes
and applications. Excavators and
wheel loaders remain the top electrification
targets in terms of volume.
Material handling is also ideal. It has
always been a favorable use case because
the machines operate in controlled
environments where charging
infrastructure is easier to deploy. Customers
who start with a low-voltage
forklift often upgrade to higher-tonnage
electric models. After all, forklifts
were the first machines to adopt electrification,
at least 40 years ago.”
Why isn’t electrification as effective
in small telescopic handlers? “People
are still hesitant. While they appreciate
the lower maintenance and
noise, adoption has been slow. That’s
why electrification began with low
voltage and is now transitioning to
high voltage. After years of proven
performance and cost-efficiency, the
shift is gaining momentum. The biggest
challenge in electrification has
always been battery cost and lifespan.
Even low-voltage machines are
now moving to lithium-ion batteries.
Battery swapping used to be complicated
and hazardous, especially when
storing and charging many units indoors.
Automotive-scale lithium-ion
production has transformed the landscape,
costs are lower, and battery
life is significantly better. That’s why
it now makes more sense to electrify
higher-power applications. Battery
prices range from $150 to $200 per
kWh. Chinese OEMs can even source
them for as low as $100 per kWh.
It’s become a highly competitive asset
when you consider battery cycles
and lifespan. China has overcapacity
in battery production. Manufacturers
who once ignored off-highway applications
are now interested because of
better margins in this sector. We’ve
expanded our portfolio with a strong
focus on high-voltage systems—it’s
a more profitable market. But now
we’re also entering the low-voltage
space with a range from 24V to 80V,
enabling us to support electrification
30
31

BAUMA 2025
#DIGITIZATION #LOBEMOTORS #EPTO
Left, Danfoss Editron LCL 1200B electric filter.
Up, Danfoss Thorx-CLM 12T cam lobe motor
across the board—from mini excavators
to 26-ton machines. We offer
software, interfaces, and pumps,
allowing us to be a comprehensive
partner despite the limited volumes.
Another new development is our compact
LCL filter for grid connection.
Electrified machines—like material
handling vehicles in mines—sometimes
connect directly to the grid.
These filters are essential to attenuate
harmonics, dampen resonance
caused by the grid while reducing the
size of the inductor. The major benefit
of combining batteries with the grid
power on a single vehicle is to effectively
be able to keep the grid as stable
as possible by absorbing the peak
power of the machine with the battery
or onboard energy storage. Traditionally,
filters required large cabinets.
We’ve downsized them to fit tight spaces,
freeing up room for batteries that
absorb power surges. The filter is a
mandatory requirement for any gridconnected
application, it smooths out
the current and stabilizes energy use.
This innovation is particularly relevant
in cities that ban internal combustion
machinery. It’s not for retrofitting.
Several crane OEMs deliver
with this technology integrated, with
or without batteries, depending on
the use case. Sometimes batteries and
filters are placed inside the vehicle,
other times externally. You can scale
the battery pack and choose to use
one, two, or three LCL filters depending
on your power needs.
This technology is also used in gridconnected
off-highway machines
in industries like oil & gas. In such
cases, the batteries might be placed
on a trailer. There’s a typical configuration
we’re showcasing: a gearbox
combined with an electric motor. This
setup targets niche markets such as
aerial platforms. In these machines,
the electric drive is mainly used for
moving the unit from point A to point
B, not for main operational work.
That’s why battery life and power
demand are less of an issue. Today,
around 50-60% of aerial platform
manufacturers are using electric drives.
Battery partnerships are crucial.
If you don’t have a reliable battery
partner, the whole project can fail. At
Danfoss, we handle everything else
in-house—electronics, hydraulics,
and controls.
What sets Danfoss apart from other
competitors is our flexibility. We sup-
stems, commonly used in compact
track loaders. Today we’re presenting
two new models: The CLM 12T,
where “T” stands for Track, is a direct-drive
track motor, available in
single- or two-speed versions. Unlike
earlier models with sprocket shafts
for chain drives, this motor connects
directly to the track. The CLM 4S is a
smaller radial piston motor designed
for small to medium skid steer loaders.
These motors reflect the technological
evolution driven by Danfoss’
in-house development. Four key improvements:
Extended lifetime for
enhanced durability; Higher mechanical
efficiency in order to have better
performance; Compactness and
improved controllability. This means
smoother transition between speed
ranges (e.g., 1st and 2nd gear) with
ply components to large OEMs and
complete systems to smaller ones. We
deliver full solutions where batteries
effectively replace engines—hence
the name Danfoss Power Solutions.”
We switch from one expert to another.
It’s the round of Giuseppe Bertoli,
Head of Sales Development,
Cam Lobe Motors, Danfoss Power
Solutions.
“At bauma, we’re expanding our radial
piston (cam lobe) motor lineup,”
Bertoli says. “Two years ago, we
launched the S series in size 8 targeting
skid steer loaders, our first core
market. With Danfoss’ new internal
structure, the cam lobe business unit
has been integrated into the Hydrostatics
division. This makes perfect
sense, as these motors are part of
closed-circuit hydrostatic propel syminimal
shock.
Another key feature is the integration
of multidisc brakes. Unlike competing
solutions that use “dog clutch” systems,
good for parking brake but limited
in repeated emergency use, our
brakes are designed for parking or
emergency use and last much longer.
We’ve also increased the number of
pistons while reducing their size. This
reduces friction and improves both
longevity and performance. It’s not
just a copy-paste—this is a completely
new development. And it’s not the
final step—we’re working to expand
the family further. Cam lobe motors
were the missing piece in the Danfoss
portfolio. Now we offer the full range
needed to compete across all off-highway
applications—pumps, motors,
joysticks, electronics.”
32
33

BAUMA 2025
#FSERIES #145YEARS
BAUMA 2025
#GEARS #PUMPMOTORS #INVERTER
HATZ ENGINES
BONFIGLIOLI
WELCOME
F
SERIES
IN KEEPING
WITH THE
TREND
ving into the next chapter—hint: it
starts with the letter F—let’s begin
with the words of Michael Hatz,
Global Communication Manager,
who framed the company’s presence
at bauma Munich. “What we aimed to
do at bauma this year was to take a
step back and reflect on our tradition,
while also showcasing innovation. We
wanted to pay tribute to our partners,
who have stood by us for nearly 150
years. As we approach our 150th anniversary—we’re
currently at 145—
we see bauma as the perfect venue
to begin this journey of celebrating
excellence. At our stand, we presented
our complete engine portfolio,
highlighting where we come from as
well as where we’re heading. Alongside
our engines, we also displayed our
latest innovations, services, and energy
solutions, offering a comprehensive
view of what Hatz represents today
and what we are developing for the
next five years. The highlight is our
H
atz made an excellent impression
right in its own backyard—bauma
Munich. More
than just a trade show, bauma
represents the very essence of Bavarian
engineering excellence applied
to off-road machinery and serves as
a pilgrimage site for construction
professionals worldwide. The foundations
of the technological journey
that brought Hatz to Stage V were
laid back in 2013, with the debut of
the 4H50TIC, a sophisticated yet
heavy-duty engine featuring an external
Wahler EGR system and a DOC
by HJS. Three years later, the vision
materialised in a three-cylinder version.
With a displacement of just half
a litre per cylinder, the engine adopted
Bosch common rail injection. At
the time, its specific output of 28.6
kW/dm³ and torque density of 121.1
Nm/dm³ set a new benchmark for the
competition. And Hatz hasn’t strayed
from that path ever since. Before dinew
engine line—the F-series—which
completes our portfolio. With it, we
now cover a power range from 1.5
kW to 64 kW, with no gaps in between.
That’s what ‘new’ means for us:
a seamless offering. While there is
some overlap with the H-series, the
F-series brings significant engineering
enhancements. Both series share
the same high-quality standards that
define Hatz.”
The F-series enables Hatz to offer a
range of power ratings, with varying
power density and size in the 1 to
2-litre displacement class. It meets
the diverse requirements of compact
applications typically found on construction
sites—without overlooking
power generation. The available displacements
are 0.95, 1.1, 1.3, and
1.75 litres, with power outputs ranging
from 7.5 to 18 kW and torque
figures from 48 to 76 Nm. The engines
are equipped with a mechanical
governor (electronic as option).
Stefano Baldi, Global Sales
Director Business unit
Mobile & Wind Solutions
at Bonfiglioli, has accustomed
us to concise and illustrative
definitions. “Uncertainty is what is
killing us.” No captions are needed
to clarify. The Trump administration’s
tactic of announcements and
backtracking is a bugbear, as we announced
in the opening. The global
market was showing timid signs of
awakening and dealers had started
emptying their warehouses again.
Baldi concludes: “Even if uncertainty
could be an opportunity, for those
who are ready to seize it.”
Bonfiglioli continues to invest heavily
in electrification, as can be seen by
walking around their stand, despite
the slowdown. The development line
concerns both low and high voltage.
They have articulated a range of electric
motors, which are produced in
their plant in Vietnam. The next step
concerns control electronics, through
a double partnership, with Curtis for
low voltage, and with Turntide for
high voltage. Bonfiglioli has inverter
technology for industrial applications,
not for mobile applications. In
this phase they collaborate with partners
to provide a complete service.
The recipe is always the same: invest
in technology, which allows energy
savings and efficiency, find niches
to attack, sift through the application
needs of OEMs. Spotted at the 2022
edition as a concept, the 705XTH68
variable displacement planetary gearbox
returns to Munich to increase the
performance of machines in some
sectors of the construction segment.
It is in the field pre-series stage, and
it should arrive on the market within
the next year. The integration with
O&K is now complete and operational,
and Bonfiglioli is optimizing
the synergies on the range. In China,
O&K is considered a noble brand,
but that market is increasingly localized.
The subsidies and attention of
policy makers, which were previously
directed to the development of the
domestic basin, have been diverted
to exports. What happens in China is
always fast and it will be the same
for the incentives for exports. Manufacturers
are campaigning among industry
professionals, who are migrating
from Western brands, and among
dealers interested in differentiating,
to increase their competitiveness. In
response, Bonfiglioli intercepts customer
needs, which are measured on
specific products in reference to the
absorption basin of the machines,
thus guaranteeing a service with European
standards. The Chinese aim
for large volumes, Bonfiglioli maintains
its leadership in niches and in
smaller scale series, in addition to
confirming itself as a supplier of
OEMs who aim to legitimize themselves
in Western markets.
34
35

BAUMA 2025
#TRANSMISSION #FACILITYCENTER #HUNGARY
JCB POWERTRAIN
HOLISTIC POINT
OF
VIEW
SUBHEADING: The UK company Wates Group has been
trialling a JCB 60kVA hydrogen combustion generator on a
site near Wolverhampton. Coupled with a 104kWh Powerpack
battery storage unit, the combined power system can operate
on battery power alone, as a hybrid (using both battery and
generator power), or hydrogen-powered only
JCB Powertrain at bauma 2025,
not just engines but complete
drivelines. We can hardly imagine
a more appropriate scenario
for the strength test of one of
the brands that rhymes with the word
‘construction’. In Munich we met
Mohammad Nategh, Regional Sales
Manager EMEA & APAC, to tell us
about JCB Powertrain.
“JCB Powertrain can offer a complete
powertrain solutions for off road
equipment. In fact, we no longer limit
ourselves to selling just the 3-litre,
4.4-litre and 4.8-litre Diesel and
7.2-litre engines but also complete
drivetrain. The Stage V range goes up
to 129 kW. Our portfolio includes synchronized
and powershift gearboxes,
with 2WD and 4WD transmission as
an option, PTO, internal multi-plate
oil-immersed park brakes, lock-up
torque converters, which can be combined
with steer and rigid JCB axles
from 3 up to 12 tonnes.”
What has changed in JCB’s structure?
“Well, until the end of 2023, the organization
was different. JCB Powertrain
can supply directly to dealers,
from the single component to the
whole powertrain. Ninety-five% of
transmissions and axles are supplied
to OEMs. mainly markets are Europe
and North America. The volume
of engines for non-captive use has
also risen, for all mobile construction
applications, including crushers
and screeners. JCB engines are also
appreciated by sweepers and water
pumps. We are working to strengthen
our network and support distributors
more to tap new OEMs.”
Two years ago, we were at JCB’s headquarters,
where they took a sharp
snapshot of the powertrain in the
short and medium term. Below 5
tonnes, there will be room for electrification,
so compact, easily rechargeable
electric machines will become
a must in urban areas. When certain
power ratings are exceeded (from 50
kW upwards), then hydrogen technology
will take over the engine compartment
space. A ‘plug and play’ solution,
considering JCB has espoused
the ICE cause. Basically, the engine
layout remains the same.
Mohammad Nategh confirms: “Our
investments over the past five years
have focused on hydrogen. We started
with fuel cells, but we have found
that they are not the most efficient
choice in dusty environments like
where JCB machine works. And these
are clearly the working conditions in
which our demo excavator, the 20-ton
220X, found itself operating. So, we
switched to the combustion engine,
the 4.8-litre 4-cylinder, which confirmed
the power and torque same
as diesel. Currently this engine will
be the 55-kW rating.” And we don’t
think this is where the development
curve of the Diesel of the Year 2011in
the hydrogen setup ends. “JCB Powertrain
believes strongly in hydrogen
and may develop other power
ratings.”
Moreover, and this is major announcement,
Sir Bamford’s creature
has now been given permission to be
sold across Europe by 11 licensing
authorities - with authorities in other
countries set to follow suit with certi-
fication in 2025. The hydrogen debate
has often raged over the lack of comprehensive
regulations on the subject.
JCB confirmed that the Netherlands’
Vehicle Authority RDW was the first
licensing authority to issue official
certification, giving permission for
the engine to be sold in The Netherlands.
Other licensing bodies across
Europe have followed RDW’s lead
by issuing the necessary certification,
including Great Britain, Northern Ireland,
Germany, France, Spain, Belgium,
Poland, Finland, Switzerland
and Liechtenstein. The go-ahead for
sale clears the British ICE H2 and
puts it firmly on the market. While
the infrastructure is not yet sufficient
in much of the world, with India and
China racing ahead and the US tapping
into the Inflation Reduction Act,
the internal combustion engine lends
itself to massive use in certain ecosystems,
such as commercial ports.
Once the storage issues are resolved,
considering the proximity to urban
centers, machines such as reach stackers,
forklifts, tow tractors and even
long-haul trucks could easily convert.
Not to mention that ammonia is
a candidate for large carriers, whose
molecule is NH3 (one atom of nitrogen
and three of hydrogen). As far as
precisely the so-called job-site limits
are concerned, the engineering brainchild
is the mobile refuelling bowser.
It contains enough hydrogen to fill 16
backhoe loaders and can be transported
in any vehicle. With a capacity of
1 kilo per minute, refuelling times become
compatible with the users’ need
to minimize downtime.
36
37

BAUMA 2025
#NEXTGENERATIONENGINES #KREISEL #SERVICE
JOHN DEERE POWER SYSTEMS
ON A
FULL
SCALE
Grant Van Tine, Product Manager Electric Vehicles, John Deere
Construction & Forestry: “With Kreisel Eelctric, we developped
our first all-electric excavator, setting new benchmarks for the offhighway
industry. The excavator prototype is just the beginning of
the off-highway electrification portfolio”.
J
ohn Deere is always ready to
clear up misunderstandings.
Both those concerning its orientation
towards the off-highway,
not just agriculture, and its technological
neutrality, as they explained
to us and as was evident at the Wirtgen
booth, where the serial production
KBP63 battery pack was on display. At
Bauma 2025, JDPS made a clear statement:
the future of off-highway power
is not a one-size-fits-all solution. The
backbone of JDPS’s current offering
remains the ICE, but in thoroughly
upgraded form. The new generation
lineup, including the JD4, JD14, and
JD18, reflects an approach aimed at
maximizing power density, optimizing
fuel efficiency, and simplifying serviceability.
Power density, in particular,
plays a critical role in achieving
lower total cost of ownership. As JDPS
representatives at bauma emphasized,
the ability to extract more power from
smaller displacements allows OEMs to
downsize engines without sacrificing
performance. For instance, the JD4,
delivering up to 129 kW, can replace
larger-displacement engines in numerous
applications, while maintaining
or improving overall efficiency. The
JD14 continues to be a workhorse for
high-output tasks, and the JD18 extends
the family into the upper power
range, ready for the most demanding
and heavy-duty roles, including future
availability in marine applications.
Alongside these new models, JDPS
has refined its existing nine litre Diesel
engines platform into the JD9, offering
improved power output and integration
flexibility with reduced complexity and
installation cost. Supporting OEMs
throughout the engine lifecycle is a top
priority for JDPS. The American company
emphasized its global network of
over 9,000 service locations, backed
by the John Deere Lifecycle Service
Solution. This includes proactive
maintenance plans, the PowerGard
Protection Plan, and John Deere Connected
Support. JDPS also introduced
a color-coded tiered parts portfolio
to address different customer needs.
While Diesel technology continues
to evolve, John Deere is aggressively
investing in electrification — particularly
for lower-power applications.
Its partnership with Kreisel Electric
is central to this strategy. Acquired at
the end of 2021, Kreisel will double
its production plants. From next year,
a 115,000-square-foot manufacturing
facility will be operating in Kernersville,
North Carolina, in addition to the
Austrian site. The companies are jointly
developing modular, high-durability
battery systems with Dynamic Performance
Management, combining software,
thermal management, and patented
immersion cooling for optimized
performance and safety. Among the
new solutions previewed in Munich is
the KBE.59.750M battery pack, slated
for production in 2026, engineered for
energy density, runtime, and seamless
integration into off-highway machinery.
To complement its electrification
roadmap, JDPS is also tackling infrastructure
challenges. On display at the
Wirtgen booth were both mobile and
stationary charging systems, including
the CHIMERO high-powered DC fast
charger — developed to provide flexible,
site-ready options where grid access
is limited or unreliable. John Deere
recognizes that regional variations
and customer needs require a nuanced
approach to power. In North America,
ethanol is an accessible and familiar
fuel, while Europe shows growing interest
in HVO, despite its current high
cost impacting TCO. Biodiesel remains
a broadly available option across multiple
markets. However, ethanol’s use
in industrial settings is still limited by
its lower power density and torque. “If
we can overcome those challenges,”
Eric Risius, Manager, Power Solutions
& Combustion Engines, noted,
“ethanol could become a more viable
industrial fuel.” Meanwhile, hydrogen
remains a long-term focus, though significant
hurdles remain, particularly
in infrastructure and refueling logistics
for remote off-road locations. JDPS is
conducting research at its French facility
in Saran, in collaboration with academic
institutions to explore suitable
hydrogen injection technologies. The
ultimate goal: enable off-road hydrogen
engines that are both robust and
practical.
Hybridization is also under consideration.
“Also hybrid systems offer
advantages, especially in applications
where low-speed torque is key,” explained
JDPS. And Nick Block, director
of global marketing and sales
of John Deere Power Systems, confirmed:
“The demand for sustainable,
efficient power solutions is increasing,
and we’re committed to meeting that
demand with a diverse portfolio of
technologies that address these evolving
needs.”
38
39

BAUMA 2025
#FUELCELL #SEALING #EPTO #T8PUMP
PARKER
TWO
ALTERNATIVE
SOULS
Joachim Guhe, Parker’s President for EMEA: “We’re not just
developing technologies – we’re working hand-in-hand with our
partners to tackle some of the biggest challenges in efficiency,
safety and sustainability. bauma gives us a unique chance to share
our vision and showcase the real-world impact of our solutions.”
At bauma we took notice
of how Parker’s approach
stands out through its ability
to cover up to 80% of the
balance of plant in a fuel cell system.
Starting with hydrogen flow management,
Parker provides components
for pressure regulation and control in
350- and 700-bar lines, with high-integrity
valves, fittings, and tubing
designed to minimize leakage and
ensure operational safety. Before
reaching the cell stack, hydrogen
passes through a complex circuit that
requires chemically compatible components
able to withstand shocks and
vibrations. Parker has also developed
high-efficiency multi-stage filtration
systems capable of removing solid
particulates even in extremely dusty
environments. A second filtration
Parker follows
three directions:
the one related to
motion control of
traditional engines,
the one related to
electrification and the
skills applied to fuel
cells. At bauma we
approached Parker’s
way in the alternative
modes to the
traditional Diesel cycle
engine. As in, when
the market is ready,
they will be there
stage targets gas contaminants to protect
the membrane electrode assembly
(MEA). Humidity control is managed
by compact humidifiers and integrated
water separators, while thermal
management relies on heat exchanger
modules optimized for precise temperature
control. A critical challenge
in fuel cell system design lies in managing
the electrical conductivity of
the coolant fluid. Unlike conventional
internal combustion engines, excessive
conductivity can cause electrical
discharge that damages the stack. To
address this, Parker has integrated
specific filtration solutions for the
thermal circuit, helping to preserve
the system’s dielectric stability.
Attention to engineering detail extends
to the sealing of bipolar plates,
essential for gas separation and over-
all system integrity. For instance,
Parker Prädifa offers a full range of
elastomer and PTFE seals, composite
sealing solutions on carrier frames,
and custom designs for stacks requiring
high durability, chemical resistance,
and thermal performance. These
sealing technologies are developed to
minimize internal and external leaks,
simplify assembly, and enable reliable
high-volume production.
Let’s switch to electrification and
digitalization, that are strictly interconnected.
Among Parker’s most recent
developments is the launch of
the Global Vehicle Motor (GVM),
designed in combination with a gearbox.
One of the key differentiators
of this motor is its integrated thermal
management system, which is
essential in electric drivetrains operating
under demanding duty cycles.
Efficient cooling enables the motor
to withstand peak torque loads without
compromising performance or
reliability. When combined with an
electric PTO (ePTO), the solution
enables full removal of the combustion
engine while maintaining the
ability to drive hydraulic systems.
The complete package includes an
inverter, drive, and electric motor,
which can be tailored to match the required
pump configuration. Electrification
also enables greater versatility
in pump design. A concrete example
is the new T8MINI pump, an evolution
of the T7 series based on Parker’s
proven Denison vane technology.
Engineered for electric powertrains,
the T8MINI delivers low noise, high
efficiency, and a compact footprint,
making it particularly well-suited to
space-constrained applications. The
silent vane pump technology ensures
quiet operation even at high speeds,
reducing environmental noise—especially
in urban applications—and improving
operator wellbeing. Thanks
to its small displacement range, the
T8MINI requires only modest torque,
allowing for the use of downsized
electric motors and further improving
packaging efficiency. Digitalization
further amplifies these benefits.
Parker has invested in model-based
software development, simulation
tools, and digital twins, all aimed at
reducing time-to-market. Customers
can leverage configurable simulation
models to accelerate prototyping, optimize
their system architecture, and
evaluate multiple scenarios without
the need for physical testing.
40
41

BAUMA 2025
#ELECTRICPOWERUNIT #PROJECTCOEUS #2600SERIES
PERKINS
HE'S A
PERFECT
SUBSTITUTE
Jaz Gill, vice president, global sales, marketing, service and
parts: “When it comes to the innovative fully integrated battery
electric power unit, it can be ‘dropped in’ to a machine to replace a
diesel engine. The system consists of a Perkins battery along with
inverters, motors and on-board chargers – all packaged up into a
compact drop-in system to support seamless transition from diesel
to electric for our customers looking to make that move.”
What if Perkins had
found that object of
desire and miracle
cure called a game
changer?
The British battery
electric power unit
has been put to the
test in a McElroy
TracStar 900i pipe
fusion machine
as a commercial
demonstrator. In
addition, we mention
the Coeus Project
and the 2600 Series
All in one? Magic box? Call it
what you will. In fact, Perkins
has given an answer to
those who wondered about
the usefulness of presenting batteries
without the integration of a complete
powertrain. The centerpiece of the
stand was a drop-in electric powertrain,
designed to simplify electrification
for off-highway OEMs. The
demonstrator, installed in a McElroy
TracStar 900i pipe fusion machine,
replaces a 3.6L Perkins 904 Series
diesel engine. The electric power unit
matches the mechanical and electrical
mounting points of the diesel
it replaces, enabling OEMs to electrify
existing platforms with minimal
re-engineering. “This is a complete
electric power system in a box,” said
Paul Muller, Technical Sales Manager
at Perkins. “It includes the battery,
inverters, motors, onboard charger,
cooling system, control logic, and
telematics – all fully integrated into a
compact, plug-and-play module.”
The system mimics legacy engine
signals, such as oil pressure, enabling
seamless operation with machines
that expect these inputs to function.
This level of emulation ensures full
compatibility with existing machine
controls and reduces development
time for OEMs. “Even if a machine
requires an oil pressure signal to run,
this unit can simulate it, allowing the
electric system to behave just like a
diesel engine from the control system’s
point of view.”
All high-voltage components are enclosed
within the unit, so there is no
need for the OEM to handle orange
cables or manage HV integration. The
unit is designed to allow quick deployment
for manufacturers who want to
offer electric variants alongside traditional
diesel models without redesigning
their entire machine architecture.
The battery-electric demonstrator
provides a continuous power output
around 105 kW, and Perkins expects
to release additional prototypes over
the coming 6 to 9 months as part of its
strategy to support OEMs during the
transition to electrification.
There is another application dimension
on which Perkins is at an advanced
stage of research and testing. That of
hybridisation. It’s the Project Coeus,
a collaboration with Equipmake and
Loughborough University’s Wolfson
School of Engineering. The goal is to
develop a fuel-flexible, spark-ignited
hybrid power unit that can serve as
a drop-in replacement for diesel engines.
At bauma we met again Paul
Muller, Technical Sales Manager, after
the event at the London Design Museum.
“The engine is already running on
hydrogen and undergoing tests,” Muller
confirmed. “The aim is to provide a
robust 180–280 kW hybrid system that
delivers consistent performance across
four fuel types: hydrogen, ethanol,
methanol, and biomethane.” All selected
fuels share spark-ignition characteristics,
enabling the development
of a common combustion platform.
The hybrid system will be configured
as a plug-and-play solution, allowing
users to adapt to local fuel availability
or regulatory demands without compromising
power density or performance.
Beyond power units, Perkins
is enhancing its connected services,
focusing on battery management, telematics,
and predictive maintenance.
The integrated telematics system can
remotely monitor battery health and
alert users or service networks in real
time. “We’re building systems that can
diagnose issues across the full drivetrain
– battery, inverter, motor – so
we can pinpoint faults and respond
faster,” the company explained. “It’s
about keeping machines running,
maximizing uptime, and reducing
cost of ownership.” Finally, under the
spotlights the 13-litre engine, ranging
from 340 to 515 kW and delivering
up to 3,200 Nm of peak torque. Industrial
open power units will be offered
with engine-mounted ATS and cooling
packs. The new 2600 Series is scheduled
to be available in 2026.
42
43

OFF-HIGHWAY
#BEV #CONCRETEMIXER #AUSTRALIA
RAMA GMBH
THINKING
BIG
Paolo Coccolini, CEO RAMA Motori GmbH: “The Open Day on
21 March turned out to be an exceptional day, exceeding all
expectations; everything worked out wonderfully, including the
weather. More than 50 people got to know about our product range
and services.”
Rama GmbH held
an open day on 21
March in Wängi,
Canton Thurgau. In
the Confederation,
as in Austria and
Liechtenstein, Kubota
and John Deere
enable Rama to
provide a full line
RAMA Motori has crossed
the Alps and from Italy has
established itself in Austria,
Switzerland and Liechtenstein.
In the Alpine countries lying
between Italy and Germany, John
Deere was also joined by Kubota. A
perfect match in terms of ratings for
the off-highway and beyond, in the
common mark of reliability for professional
applications. At the Wängi
site in Switzerland, we met with
Tim Köhler, Sales Manager Austria,
Switzerland and Liechtenstein.
What are the typical demands of final
users in Switzerland? Is there any mistrust
towards electronic controls (and
nostalgia for mechanical systems) due
to the orography and characteristics
of the terrain? “Switzerland is not different
than other countries from a demand-/usage
perspective. What makes
Switzerland special is the exceptional
position in the middle of central Europe,
but not being part of the EU.
There is still an OEM base, which produces
machines mainly for the domestic
market, but on top the machines are
also imported from all major brands.
Swiss customers are maybe even a
bit more focused on high-quality than
other Europeans. Especially in rural
and mountainous regions, machines
are used for a long time (+20 years
is pretty common) and therefore the
parts and replacement engine business
makes a good part of our aftermarket
activities. Another speciality
of the Swiss construction equipment
market are the site dumpers, which are
very common and often even branded
by the big equipment distributors.”
Would it be fair to say that both Kubota
and Deere engines are particularly
well-suited for steep terrain in various
applications, such as ditch mowing
robots, compactors, professional
mowers, specialized tractors, etc?
“The machines in this demanding environment
due to the topography, often
in combination with harsh winter
conditions, need reliable and powerful
engines, which attributes for both
brands. When size is constrained and
weight is a key factor, then Kubota is
more likely the means of choice.”
How are you approaching the power
generation sector? Are standby applications
needed for telecommunications
systems at high altitudes or for
ski slopes? “There are many remote
locations, particularly in the valleys
and on the mountains of Switzerland,
which need standby- and even primary
power supply. However, we as
Rama Motori GmbH are not selling
gensets, but we cover the service in
case the genset is powered by a John
Deere or Kubota engine.”
Which displacements and power levels
are most in demand? Are the V1505
and V3800 the Kubota best sellers in
this segment also in Switzerland? And
what about John Deere? How do you
rate the JD14 and JD18 in relation
to the needs of Swiss audience? “In
general, the complete Kubota engine
range is common in Switzerland. We
are currently working on a project for
the new flagship, the Kubota V5009
(5L, inline 4 cylinder, 157 kW). Since
very often smaller machines are in use,
a big portion is in the range below 19
kW, as there is also no aftertreatment
needed to be compliant for StageV.
On the John Deere side, we are also
working on projects in the higher power
range above 300 kW, mainly with
JD14. The JD18 is a nice fit for the demanding
railway industry, which has
a great footprint in Switzerland, especially
due its huge power/torque output
and being StageV certified without any
aftertreatment.”
Is there growing interest in alternative
solutions, such as BEVs, PHEVs, fuel
cells, and hydrogen ICEs? “Within our
current customer base, the demand
is still limited. However, also in this
aspect, Switzerland is again not different
than other countries, so these
alternative drive trains are gainging
interest. As a side note, just recently
the first HVO100 fuel station opened
in Switzerland.”
44
45

ALTERNATIVE FUELS
#HYDROGEN #BIOMETHANE #BLENNDING
LANDI RENZO
DYNAMIC
BLENDING
SAFE’S ROLE
SAFE makes compression systems, with a focus on
CNG, biomethane, and hydrogen. From an infrastructure
point of view, the systems are designed to handle
the feed-in of gas produced from renewable sources,
such as renewable methane, which is blended with
natural gas of fossil origin. Hydrogen compression
systems, mixed with natural gas, are another example.
The dynamic aspect of blending becomes crucial because
renewable gas production is variable by nature.
Therefore, the systems must be designed to keep the
feed-in pressure constant while the production pressure
is potentially variable. For some years now, they
have been adapted to handle a blending of hydrogen
with methane at rates of up to 20%. Another area of focus
is the upgrading of existing systems, with emphasis
on compatibility with increasing hydrogen rates.
One example is the pipeline emptying system during
maintenance operations. Thanks to the decompression
and re-compression solutions made by SAFE, the
gas contained in the sections affected by the intervention
is not dispersed into the atmosphere, but recovered
and fed back into the network. This technology,
which was initially developed for natural gas, is now
the subject of upgrade requests for treating mixtures
containing hydrogen.
We met Landi Renzo about
a year ago, and we discovered
the dynamic ecosystem
of blending, which we
will tell you about today. The organization
of the Reggio Emilia-based
company, one of many in Italy’s Motor
Valley, allows it to be capable of
meeting the needs of users of gaseous
fuels upstream and downstream of the
process. To clarify, think about CNG
and LPG, from compressors to gas
storage and delivery, to pressure regulators
and control electronics. Call
it a galaxy, call it an archipelago, you
can also find in it the dynamic blending
we mentioned above. Gas, in
Landi Renzo’s semantics, also means
blending, for example with hydrogen.
We called together a kind of think
tank. Andrea Piovesan is in charge
In general, the term
‘smart’ is overused.
In the case of Landi
Renzo’s link to
dynamic blending,
this is indeed the
case. Basically, the
replacement rate
is adapted to the
contingent needs of
the engine. Dynamic
is in fact the fuel
metering system.
The electronics are
by Landi Renzo
of Electronic & Applications, that is
the electronic R&D part. One office is
located in the Cavriago headquarters,
mainly for passenger cars. Giuseppe
Miletto is connected from the other
office in Volvera, which is devoted
to the development of heavy duty applications.
“It is in the context of this
location, in the Turin belt, and the activities
we have been doing for the past
two years, that we have contributed to
an onboard blending project, in partnership
with an OEM, who provided
us first with a truck and then with an
engine that we tested on a test stand,
in order to do more in-depth dynamic
blending analysis than the one we can
do directly on the vehicle. At the end of
the day, a truck, like any other application,
is a static demonstrator, and it
is limited by a certain number of con-
straints dictated by the fact that the
vehicle does not allow the full range of
blending substitutions to be explored,
unlike what can be done safely in the
cell. Therefore, we gained experience
in blending hydrogen and methane,
which is dynamic in nature because the
substitutions could be adjusted”, Piovesan
tells us. Now is the turn of Giuseppe
Miletto, who was born in 1964
and is the most expert of the group.
“I have always worked in the engine
field, in the wake of clean fuels. In the
second half of the 1990s, I was asked
to devote myself to a specific project
on methane, which was aimed at creating
the supply chain of blends for automobiles.
We studied that on on-road
powertrains, nothing happened up to
25-30% hydrogen in methane. This
meant that both the storage system and
injection could be more than fine, with
no significant impact on combustion.
That is static blending, which delivers
a predetermined mixture into the tank
of about 8-10% by mass of hydrogen
in the fuel. Years go by and I get involved
in a dynamic blending project. We
call it dynamic because it involves refueling
two tanks, methane and hydrogen.
There is a system in place to figure
out how, where, and how much can
be substituted, referring to the subtraction
of methane from the injected
quantities to replace it with hydrogen.
Then, the replacement can range from
zero to high percentages, about 25-
30% by mass, that is, the amount of
molecules, which in terms of volume
is higher. Theoretically, we could completely
replace the fuel and then run
only on hydrogen. Dynamic blending
is smart because it adapts the replacement
rate to the contingent needs of
the engine. However, I cannot operate
the desired substitution at every engine
point, to the extent I would like, so as
not to trigger critical situations. With
the available components, we made a
system capable of injecting both fuels
stored on board the machine. We have
created a dynamic dosing system of
the two fuels, thanks to the electronic
pressure regulator developed by us, at
Landi Renzo, and a control unit, which
can dynamically change the amount
of hydrogen and methane put into the
rail.” Up to this point, we have remained
within the operational perimeter
of POWERTRAIN International. However,
Landi allows us to go further.
For that, we refer you to the box about
SAFE.
46
47

SUSTAINABLE TECHNO
#H2EUPOWER #FPTINDUSTRIAL #VOLVOPENTA #SCANIA
H2EUPower fuel cell in the range from 30 to 140 kW for minibuses, LCV, CE&AG, PG
EBM 5 FPT INDUSTRIAL BATTERY MANAGEMENT
Hailed as the panacea for the
chaos of transitioning away
from fossil fuels, yet often
dismissed as still futuristic,
fuel cells have found fertile ground
for research in the USA, Canada,
Germany, and Japan. However, a new
player is emerging from the shores
of Lake Trasimeno in Italy: H2EU-
Power. The newborn European company
exemplifies how technological
advancements continue to emerge
from the road, paving the way for
other sectors — from buses to commercial
vehicles, off-highway machines,
and stationary applications.
The Italian minibus manufacturer is
no stranger to the hydrogen business,
as demonstrated by its fuel cell buses
soon to be deployed in Vienna. This
momentum led to the creation of
H2EUPower, which has announced
EUROPEAN
HI-TECH
a range of hydrogen fuel cell power
system solutions with outputs from
30 to 140 kW, targeting commercial
vehicles, construction machinery and
gensets across Europe. Although part
of the Rampini Group, H2EUPower
operates “independently from the parent
company in both the technical
and commercial aspects of its business,”
according to the press release
announcing its launch. Initially formed
as a hydrogen mobility engineering
team within Rampini — the
manufacturer of the only 8-meter
fuel cell bus available on the European
market — H2EUPower was formally
established as an independent
division in early 2024. Its goal is to
deliver the benefits of enhanced design,
performance, and supply chain
efficiency to OEMs throughout the
European hydrogen ecosystem. In
the following months, the company
strengthened its team with leading
technical and commercial experts in
fuel cell power systems, bringing together
experience from over 25 fuel
cell power system OEM design wins
across Europe, North America, and
the Asia-Pacific region.
“Over the last few months, H2EU-
Power has done an incredible job in
putting all the experience we have
had with OEMs around the world,
and producing what I believe is truly
the best of breed solution for our
European customers”, says Luigi
Fusi, head of the company. “We are
just getting started full scale now!
We have a number of very exciting
technological and sales options we
are looking forward to sharing with
the market in the upcoming weeks
and months.”
In synergy with Potenza Technology,
FPT Industrial has developed
and marketed the eBM
5 battery management system
(BMS) for high-voltage batteries
in Turin, which has been awarded
ISO 26262 ASIL C certification as
a stand-alone system by TÜV SÜD.
This result highlights the qualities
of the fifth-generation battery
management system, designed and
developed entirely in-house by the
integrated FPT Industrial and Potenza
Technology team, from the
circuitry right through to the software
base and application layers.
This system by a modular design at
its core, it is compatible with 400-
or 800-volt battery systems, which
can be configured at an application
level to optimize vehicle efficiency
and performance. This enables
OEMs to maximize the system’s effectiveness
for each use case, right
across the mobility spectrum –
from commercial vehicles through
to hypercars – including multi-pack
management (which is not in scope
of the certification) without an additional
controller. The eBM 5 is
currently in volume production for
the IVECO eDaily MY24, as well
as for other applications.
Volvo Penta BESS, together with e-power and Boels
When a complex system like the BESS arouses interest in equipment
rental providers like Boels, it means that the market is responsive. In
order to accomplish this mission, Volvo Penta has joined forces with
Belgian campanyr e-power. The system features a compact design that
balances high energy density battery packs with transportability—
critical for rental operations. Volvo Penta’s BESS subsystem forms the
complete DC backbone of the system, comprising battery packs, Battery
Management System (BMS), electrical safety components, DC/DC
converters, thermal management, and communication interfaces. Its
integration-ready architecture enables OEMs like e-power to adapt and
scale systems to customer-specific needs with speed and precision.
Scania launched new e-powertrain for its e-bus platform
Scania introduce a new e-powertrain for its battery-electric bus offer, featuring four power options and an integrated
two- or four-speed gearbox. A further battery option has been added, and a charging interface at the rear of the bus
will quicken power uptake. The new component is a drive device, consisting of electric motor, inverter, gearbox and
oil system. Scania is also introducing a three-battery pack option with 312 kWh of installed energy, as well as a second
charging interface at the rear of its buses, which gives OEMs the chance to specify by themselves or, with Scania’s help
set up the buses according to their particular needs. The rear interface is available for higher charging power of 325
kW with up to 500 A, compared with the current front charging position’s 130 kW with up to 200 A of charging power.
48
49

TECHNO
#VIANODE #ELECTRIFICATION #MATERIALS
SUPPLEMENT
VIANODE RECYCLES GRAPHITE
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,
Mariagiulia Spettoli
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
Printing
Industrie Grafiche RGM srl,
Rozzano (MI)
Milano City Court Authorization
n. 860 – December 18th 1987 National
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n°
46) Art. 1, subsection 1, LO/MI
Vianode unveiled the first
high-performance solution
based on recycled graphite
as part of its next-generation
material series. “Vianode is a driving
force in sustainable production
of batteries and battery materials,
with localized production close to customers.
Our new recycled product
completes the graphite loop in battery
production, reducing reliance on
virgin materials. It is a leap forward
in making EV and battery production
significantly less resource-intensive,”
says Stefan Bergold, Chief Commercial
Officer at Vianode.
Anode graphite makes up the largest
part of lithium-ion batteries by weight,
typically around 70kg of graphite per
EV. Anode graphite is responsible for
around 20% of battery cell emissions
on average. According to the Norwegian
company, Via ONE is the world’s
most sustainable full-scale synthetic
anode graphite plant. In 2024, it began
production with a record-low climate
impact of 1.9 kg CO2 equivalents
(CO2e) per kg of graphite. Vianode’s
new recycled graphite material represents
the next step towards achieving
the emission target of 1.0 kg CO2e
per kg graphite by 2030 through more
efficient production and material use.
For automotive and battery manufacturers,
the new product enables electric
vehicles with lower emissions
from its production process and enhanced
battery efficiency, including
faster charging and increased range.
In anode materials, there is a distinction
between synthetic and natural
anode graphite which are commonly
used together in lithium-ion batteries.
“Vianode’s proprietary recycling process
enables us to recover both types
of anode graphite, thereby limiting
the environmental challenges traditionally
associated with sourcing
natural graphite. We retain the natural
graphite content and enhance
product quality through improved
homogeneity and customized performance
specifications to meet specific
customer requirements,” comments
Bridget Deveney, VP Product Development
and Applications at Vianode.
The mission of the Vianode Technology
Center in Kristiansand, Norway,
is always researching more recycled
products.
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50

Kohler Engines is now Rehlko
Engines
Our new ambition is rising.
When it comes to engines, we’ve been on the leading edge of technology
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.