2025_11_Powertrain_International

Powertrain

INTERNATIONAL

Naturally

AGNOSTIC

Cummins X15: Alternative Engine Award 2026 - Insights

from Non-Road Powertrain&Fuels Europe - Rehlko Demo

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

Days 2025 - Agritechnica Calling - Boat Shows Reports November 2025

NOVEMBER 2025

powertraininternationalweb.com

CONTENTS

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.

22

GENERIC

ICE

ELECTRIC & HYDROGEN

GAS

12

FOLLOW POWERTRAIN INTERNATIONAL ON:

30

AWARDS

8. ALTERNATIVE ENGINE AWARD

Cummins X15 Off-Highway Engine

EMISSIONS ANALYTICS

12. NON-ROAD POWERTRAIN&FUELS

In Munich for the Emissions Analytics event

14. DINEX

A 2 Stage SCR Solution

16. PROVENTIA

In Europe, targeting the USA

18. CHEVRON

And the ultra-low ash engine oil

20. ZEBEYOND

The entire powertrain in one click

EVENTS

22. REHLKO DEMODAYS

Spotlight on Gasoline Engines

FOCUS

26. DEUTZ

Agile in its portfolio diversification

29. CATERPILLAR

C32B raised the bar

30. CARRARO

The AG+ ecosystem

COMPARISONS

32. 7 TO 8 LITERS DIESEL ENGINES

To have a lot of irons in the fire

SYSTEMS&COMPONENTS

36. SAIM INDUSTRIAL

And the possibilities for the range extender

38. VANZETTI ENGINEERING

The gas universe in three dimensions

POWER GENERATION

42. MAHINDRA POWEROL

A powerhouse in genset manufacturing

COLUMNS

4. Editorial 10. Newsroom 42. Marine 46. Alternative

Fuels: DME 50. Sustainable Techno: ZAPI Group

EDITORIAL: WHAT IF AFTER MEANS NOW?

“We have spoken several times about the need to incentivise

alternative fuels. But what if this process went

hand-in-hand with renewing the existing fleet using

state-of-the-art aftertreatment systems?”

3

EDITORIAL

by Fabio Butturi

WHAT IF AFTER MEANS NOW?

BUILT TO

POWER

Courtesy: Marc Pell on Unsplash

Diesel could be replaced with liquid renewable fuels.

It could run on hydrogen, but this would require

refilling 3-5 times a day. Electric is not currently

practical as it operates in areas without electricity,

and would require multiple powerpack deliveries each

day and extended downtime for charging.” This quote is

taken directly from the opening slide of Non-Road Powertrain

& Fuels. As you might say, ‘All quiet on the western

front?’ That’s not exactly the case. There is a misconception—one

among many—that clouds the already complex

reality of decarbonization. We have repeatedly refuted the

naive portrayal of the energy transition as an uprooting of

mechanical components in favor of an electric transplant.

“When calculating the cost of using different technology

machines for a job it is essential to include the cost of

delivering the Energy Carrier to the Machine at its place

of use. This is a fundamental difference between Off Road

work tasks and On Road transport”, say the organizers

of the Munich event, Emissions Analytics, headquartered

near Oxford. Sublimating the highly sensitive issue

of the energy source, the two-day event in Munich

(which Emissions Analytics also proposes in the United

States) saw the re-emergence of an often-ignored archipelago,

as if it were a remote Atlantis: everything that

happens downstream of the combustion process. In this

issue, you will find a generous account of what we heard

in Munich. “High costs and lower income potential” is

another message that reached us. Therefore, in light of

the reflections made by Dinex and Proventia, which are

added to those of Johnson Matthey, another protagonist

of Non-Road Powertrain & Fuels, why not pressure the

European Union to put a viable path—a bridge solution

called retrofit—back on the agenda? “Renewable diesel

offering a carbon neutral solution and with emissions reduced

by advanced catalyst systems”: This is one of the

statements from Johnson Matthey. We have spoken several

times about the need to incentivise alternative fuels.

But what if this process went hand-in-hand with renewing

the existing fleet using state-of-the-art aftertreatment systems?

Renewing the current fleet is an impossible mission,

especially within a timeframe compatible with the

climate emergency; reducing the impact of inefficient and

obsolete machinery on construction sites and fields could

be a sensible and reliable approach.

18 kVA - 4125 kVA

WIDEST RANGE IN THE MARKET, FAST LOAD ACCEPTANCE &

PROVEN DURABILITY FOR STANDBY AND PRIME APPLICATIONS.

DURABLE. ROBUST. BUILT TO LAST. BAUDOUIN.COM

4

• Stage V ISM expertise

• Agile project management

• Flexible customer focused approach

• Construction, forestry, agriculture,

marine, rail applications

• Global reach

Real-world emissions testing services

Whether for research and development,

emissions regulations such as Stage V

in-service monitoring (ISM) or benchmarking

technologies and alternative fuels, our

customers turn to us for unrivalled expertise

in the application of Portable Emissions

Measuring Systems (PEMS).

Non-road mobile machinery (NRMM) presents its

own unique challenges. Few machines are the same

and often the testing locations are remote. Over the

years we have developed the following key attributes

we would be pleased to bring to your project:

– Project management – liaison with the end

user to arrange the tests and ensure customer

satisfaction is maintained

– Flexibility – working around operators’

working hours

– Experience – experience across various

applications from small all-terrain vehicles to

inland waterway vessels

– Cost effectiveness – removing the internal

burden to free up skilled staff for core projects,

through outsourcing

– Global capability and experience working in

Europe, North America and Asia

Fuels chemical analysis

Emissions Analytics’ laboratory utilises

two-dimensional gas chromatography and

time-of-flight mass spectrometry to discover,

speciate and quantify organic compounds.

This technique is ideal to evaluate purity

and identify contaminants in fuels, including

renewables and hydrogen.

The compounds can be organised into functional

groups, such as aromatics, which can help

characterise the environmental effects from the

fuel combustion. Further, a detailed chemical

fingerprint of the fuel or lubricant can be determined,

for the purposes of determining the geographical or

supplier provenance.

info@emissionsanalytics.com

emissionsanalytics.com

Measurements available both raw exhaust and postaftertreatment:

– Fuel consumption (L/kWh)

– Carbon monoxide (CO)

– Carbon dioxide (CO2)

– Nitric oxide (NO)

– Nitrogen dioxide (NO2)

– Oxides of nitrogen (NOx = NO + NO2)

– Nitrous oxide (N2O)

– Total hydrocarbons (THC)

– Particle number (PN, lower size cut-off 23 nm)

– Particle mass (PM)

– Ammonia (NH3)

– Formaldehyde (CH2O)

– Speciated volatile organic compounds (VOCs)

– Sulphur dioxide (SO2)

– Methane (CH4)

– Non-methane hydrocarbons (NMHC)

Contact us to discuss your project:

emissionsanalytics.com

info@emissionsanalytics.com

ALTERNATIVE ENGINE AWARD

#HELM #DIESEL #NATURALGAS #HYDROGEN

CUMMINS

THE X15

FOR THE HELM

BAND

Here are two photos of Cummins X15, the winner of the

Alternative Engine Award 2026, and of Cummins B6.7H

The Alternative Engine Award is

going to inaugurate its second

edition and embraces Cummins’

dedication to technological

diversification. In fact, it is the

X15 that takes the title. An award to be

shared with the HELM platform (“Higher

Efficiency Lower Emissions and

Multiple Fuels”), of which the X15 is

a pioneer, combining the B6.7H in the

definition of a single block capable of

digesting different types of fuels. Not

only diesel and bio-derivatives, but

also natural gas and... hydrogen, which

remains a pipe dream at present, yet is

the only option among the so-called

alternative fuels that could redesign

the ecosystem. Therefore, courage and

broad shoulders are needed, in other

words, resources and assets. That is

to say, Cummins’ definition. We are

A band playing a

polyphonic score.

The X15 won the AEA

precisely because

it is the soloist in a

band called HELM.

Thoroughly revised

in its original Diesel

version, it will lead the

way for the engine

family that includes the

B6.7 and, in the future,

the 10-liter model, and

is also available in

CNG and derivatives,

and hydrogen versions

talking about a company that invests

$1.5 billion a year in R&D. Columbus

has carried out such a widespread and

conscientious purchasing campaign

that it has been able to create synergies

and coordinate skills in such a way as

to present itself as a solution provider.

We have to go back to the summer of

2019 to find the acquisition of Hydrogenics,

a strategic move in the direction

of fuel cells. H2 is not limited to

this, and Cummins has worked hard to

adapt this energy carrier to the proven

versatility of the internal combustion

engine. Ultimately, as the apologists

for the Diesel cycle say, it is not so

much the hardware, i.e. the engine, that

matters, but what burns in the combustion

chamber. Cummins has the ability

to translate thoughts into action,

research into applications. One exam-

ple is Taylor Machine Works, which

has signed an agreement to use the

6.7 and 15-liter hydrogen versions in

its lifting machines. If we want to understand

the word agnostic in its broadest

sense, we must refer to Kenworth.

Exactly one year ago, it announced the

introduction of the X15N on the T680

and T880 trucks. The 6-cylinder engine

runs on CNG, RNG, and LNG. As

specified at bauma, at the Cummins

stand: “Many OEMs operate in very

different markets, so a multi-fuel approach

prevents customers from being

tied to technology that is premature

for their area.” With a power range

between 298 and 522 kW and a peak

torque of 3,200 Nm, the latest version

of the X15 for off-highway applications

uses the HE550 wastegate turbo

and has been designed to provide duty

cycles comparable to the “fossil” model,

an effective response to transients,

and suitability for working at high altitudes

and avoiding derating. The

adjustments involve the upper part

of the engine, while the head, injection,

turbo, pistons, and cylinders are

the same. 70% of the components are

shared. The engine-machine interface

remains unchanged, as do the mechanics,

the cast iron block, the flywheel

to which the transmission and hydraulic

pumps are attached, and the front

section with a fan attached to the engine.

The 6-cylinder in-line engine has a

fuel consumption of 180 g/kWh, a 4%

reduction compared to the previous

generation, and maintenance intervals

increased to 1,000 hours. It is OTAready,

allowing it to receive software

updates over the air. This means, in

line with today’s semantics, that it is

equipped to act in a “smart” way and

provide smooth and constant connectivity

via a wireless network. To cope

with increasingly demanding electrical

requirements, it has a high-efficiency

48-volt alternator. Its origins

are in the automotive sector, but its

applications are universal. At the IAA,

the X15H was showcased with rated

power outputs ranging from 298 to

395 kW (400 to 530 hp) and maximum

torque of 2,600 Nm. The engine was

exhibited alongside Cummins’ 700 bar

hydrogen fuel delivery system, with

Type IV on-board storage tanks from

its joint venture NPROXX. In March

2024, the first B6.7H engines rolled

off the production line in Jamshedpur,

India, for Tata Motors, which has been

a local partner for almost thirty years.

8

9

NEWSROOM #AGRITECHNICA #DLG #ICE #BEV #HYDRAULICS

AGRITECHNICA 2025

STATE

OF

THE ART

C

Agritechnica is the place

to be for combustion

engines, gearboxes,

hydraulics, electrification

and assistance systems

inside the farmers

environment

seed Methyl Ester) and HVO. In the

background, work is being done on

the usability of other alternative fuels,

such as ethanol or hydrogen. Like

RME and HVO, ethanol is a liquid

fuel, but its volumetric energy density

of around 21 MJ/l is significantly

lower than that of diesel (around 36

MJ/l). Ethanol can be used in ICE that

operate according to the Otto cycle

with external ignition. This alcohol

fuel is likely to be of particular interest

to countries that can produce it

themselves from sugar cane or maize,

such as Brazil. Case IH is introducing

a Puma 240 tractor with a modified

6-cylinder engine for markets like

these. The FPT Industrial N67 unit

is based on the NG (natural gas/methane)

version, but has been modified

in various areas to run on ethanol. In

the case of classic Diesel engines, manufacturers

are increasingly focusing

their attention on the “peripherals”.

Several new tractor series equipped

with automatic reversing fans will be

presented at Agritechnica 2025. There

are also new developments in devices

that can increase the drag torque of engines

when driving downhill in order

Agritechnica 2025 will also be

the right place to shed light

on the state-of-the-art of CE

technology for NRMM. According

to DLG, Stage 5 emissions

standards for off-highway applications

have been in force for several

years, and the further development of

tractors is currently no longer driven

as strongly by legislation on nitrous

oxides and particulates as it was in

the past. Today, the focus is more on

reducing CO2 emissions and consequently

on the use of alternative fuels.

Many manufacturers have approved

the drive units of their current model

series for operation with RME (Rapeto

protect the service brakes (wearfree

continuous brakes). In addition to

the familiar options of “baffle plate”

and “constriction of the flow crosssection

for VTG loaders”, CNH also

uses a decompression valve in its new

large tractors developed in Europe.

This technology, which uses an additional

valve per cylinder, originates

from the truck industry and allows the

compression pressure to be released

at the end of the second stroke. As a

result, the piston is pushed down less

forcefully in the third stroke, which leads

to significantly higher engine drag

torques. Fendt also utilises the VTG

loader option in its new 700 (Gen7.1)

and 800 (Gen5) series and in addition

relies on a so-called “hydraulic auxiliary

brake”. The working hydraulic

pump pumps oil against resistance,

thereby converting kinetic energy into

heat energy. This type of continuous

brake has also been offered by SDF

for several years. The revised 1000

series continues to use MAN’s familiar

D26 6-cylinder engine (12.4 litre

displacement), but all models now feature

DynamicPerformance (DP) with

increased power output of up to 30 hp.

M

Y

CM

MY

CY

CMY

K

10

EMISSIONS ANALYTICS

#ENERGY #POWERTRAIN #ELECTRIFICATION #EMISSIONS #ATS

NON-ROAD POWERTRAIN&FUELS EUROPE

NOT A FORK

IN THE

ROAD

THE DANFOSS’WAY

Danfoss has identified several key drivers for decarbonising

mobile machinery: regulatory demands, sustainability

commitments, reporting obligations, and ethical responsibility.

The company’s approach is structured across three levels—component-level

optimisation (for example, motors),

system-level optimisation (such as the Digital Displacement

Pump), and prime energy source comparison. The potential

for CO₂ savings increases significantly as solutions evolve

from component-level to system-level and as the primary

energy source changes. At the component level, up to 40

tons of CO₂e can be saved per 10,000 operating hours (for

example, through a motor replacement). System-level optimisation,

involving advanced hydraulics with Diesel, can

deliver savings of up to 110 tons of CO₂e per 10,000 operating

hours. Electrification offers further potential: in the least

favourable scenario (baseline system, high-carbon grid),

around 5% CO₂ reduction can be achieved, while in the best

case (fully optimised system, powered by a low-carbon grid)

operations can approach near-zero emissions.

SPEAKERS. First Day: Komatsu, Johnson Matthey, FEV, KGP,

eFuel Alliance, BTX Energy. Danfoss, RWTH Aachen, APT, Volvo

CE, HEVTEC, ZEBeyond. Second Day: Liebherr Machines, Dinex,

Corning, Proventia. Zeppelin Rental, The Construction Plant-hire

Association, Plantforce

The European edition of the Non-

Road Powertrain & Fuels Europe

conference, organized by

Emissions Analytics, held at

the Marriott Hotel in Munich, setting

a pragmatic tone for the industry’s path

to decarbonization. The core message

from the opening day was the need

for an “energy-agnostic” approach

that prioritizes immediate, tangible

progress over the pursuit of absolute

perfection (aka, zero emissions “right

now”). In his introductory speech, Nick

Molden, Founder & CEO of Emissions

Analytics, addressed the necessity

of making electrification work while

acknowledging that the transition cannot

happen through an immediate, total

cessation of fossil fuel use. Molden emphasized

the need for an approach that

speaks directly to the industry—those

The Non-Road

Powertrain & Fuels

Europe event

confirmed that no

single “silver bullet”

exists for off-highway

decarbonization.

Key discussions

highlighted a

pragmatic, “energyagnostic”

approach

combining advanced

ATS with the

progressive adoption

of neutral alternative

fuels

responsible for translating regulatory

constraints into product logic. He

strongly cautioned against oversimplification,

stating: “We must collectively

guard against struck on a roundabout

of rethoric and hype. The pursuit of

perfection, of “zero emissions”, as the

only acceptable goal risks paralysing

the sector when real, immediate progress

is both possible and urgently

needed.” A major challenge underscored

during discussions was the role of

public institutions. It was stressed that

alternative fuels have no viable future

without government incentives. This

point was supported by the eFuel Alliance,

which presented a clear path

for a significant price reduction for e-

fuels, moving from a current estimated

cost of €6.2/L down to an expected

€1.2/L with the right policy support.

The consensus highlighted that e-fuels

cannot gain traction without a revision

of the current “Net Zero” emotional logic.

Furthermore, with the current convergence

between the German and Italian

governments—and thus the focus

on e-fuels and bio-fuels—the role of

alternative fuels must be decisively relaunched

to complement the successful

sustainable policies adopted by Nordic

countries. Takumi Nagahara, General

Manager of European Technical Division

at Komatsu, explained that decarbonization

is already a reality for the

company, citing Komatsu’s commitment

to a 50% CO2 reduction by 2030

compared to 2010 levels. He argued

that national subsidies and the “zero

emissions zone” agenda have been the

key drivers for the widespread adoption

of electric cars. Nagahara’s assessment

is that the same tactics must

be pursued in the off-highway sector

to accelerate the transition. Liebherr

advocated for its L 566 H, a large wheel

loader powered by a hydrogen engine,

which was previously presented

at the bauma trade show. The loader

is expected to cut CO2 emissions by

up to 100 tonnes per year, which is

equivalent to the emissions from burning

approximately 37,500 liters of

diesel. NOx Emissions: The engine

map shows large operating areas with

very low NOx emissions directly from

the engine. While higher loads/lower

speeds can reach 4.5 g/kWh, this is

significantly lower than typical diesel

engines without EGR, which can be

8-9 g/kWh or more. Volvo CE insists

on a comprehensive ecosystem of partners

to really improve electrification.

HEVTEC has electrified a niche application.

A 64-ton electric pile-driving

rig runs for up to 7.5 hours on swappable

NMC battery packs (up to 588

kWh). Swapping takes ≈ 15 minutes,

allowing for 24/7 operation and flexible

charging. We rely on the conclusions

presented by Joachim Demunynck,

Sr. Technical and Scientific Manager

at AECC (Association for Emissions

Control and Climate). We extrapolate

several key findings from his presentation:

Single-dosing SCR systems can

already address some shortcomings of

Stage V regulation. Dual-dosing SCR

and Exhaust Gas Heaters are available

with further benefits to cover the varying

needs of a wide range of NRMM

applications, depending on the OEM

engine concept and engine-out NOx

emission level.

12

13

EMISSIONS ANALYTICS

#SCR #DPF #VANADATES

DINEX

ATS CHALLENGES: MIRKO PFEIFER ANSWERS

HIGH

CONVERSION

EFFICIENCY

Dinex, a name that appeared

frequently in these pages in

the early years of the past

decade, emerged during the

golden age of retrofit solutions, especially

for commercial vehicles like

trucks and buses. At the Marriott We

met Tanja Modl, Development Engineer

in Catalysis, who introduces

us, with a legitimate touch of pride,

to the latest addition to the SCR family.

A project that relies on a dual

SCR and complies with the following

principles: sulfur and THC resistance;

high DeNOx performance at low

temperatures; and low NH3 slip and

N2O formation. The main SCR2 criteria

are washcoat solutions to meet

NOx, NH3, and N2O emission limits,

along with thermal stability due to the

regeneration strategy of the DPF. “We

displayed an SCR system,” Tanja said,

“that I mainly developed for the SCR1

position. Our main goal was to design

a vanadium-based SCR catalyst with

very high conversion efficiency at low

temperatures, which is always quite

challenging. The results have been

very encouraging: our first tests showed

excellent performance, and now

we are introducing this technology

as a two-stage SCR system within the

ATS that we are developing for Tier 5

/ EU Stage VI applications. So far, it’s

progressing very well, and our main

concept has proven solid.”

From a technical point of view, how

does this new system differ from

standard SCR systems on the market?

“Mainly in its resistance to sulfur

and Hydrocarbons as well as low

N2O formation — these are the key

advantages of vanadium-based SCR.

The previous systems (Tier 4 / Stage

V) were mostly based on copper-zeolite

catalysts, which are very effective

in DeNOx performance but forming

N2O at engine operating conditions.

However, with Stage VI, we’re moving

toward a combination of vanadium

and copper-based zeolites. Vanadium

offers excellent sulfur resistance, as

well as better resistance to hydrocarbons

and water, although it is less

stable at high temperatures compared

to zeolites. This is why we developed

several vanadium SCR formulations

for different temperature ranges. The

one for the SCR1 position is optimized

for low-temperature performance,

and it performs very comparably

to a zeolite catalyst in the downstream

position.”

And what is your view on the role of

SCR systems under future emission

regulations, such as Stage VI in Europe

or Tier 5 in the U.S.?

“It’s going to be challenging, especially

in the U.S., because vanadium

catalysts are restricted by current

emission legislation due to their environmental

toxicity. That’s why our

focus is mainly on using it in the first

position (in front of DOC and DPF),

where it can deliver its main benefits.

Technically speaking, zeolite catalysts

still offer excellent performance, but

vanadium systems provide higher sulfur

and hydrocarbon resistance. The

newer vanadate formulations, which

are less toxic than the traditional

vanadium pentoxide precursors, are

slightly more expensive than zeolites,

but they deliver outstanding results.”

Tanja’s clear, engineering-based perspective is complemented

by the words of Mirko Pfeifer, ATS Catalyst Development

Manager & Simulation at Dinex. “The biggest

challenge for the new regulations will definitely be the

very low NOx limits. For example, U.S. Tier 5 already targets

40 mg, which is about 90% lower than the current

Tier 4 regulation. At the moment, it’s still unclear whether

Stage VI will align more closely with Euro VII or Tier

5. Depending on that, the ATS architecture will change

significantly. If we really have to reach ultra-low NOx levels,

we might need to implement two-stage SCR systems,

similar to the ones we are currently presenting at Emission

Analytics. But if the limits are closer to Euro VII, then

we can probably keep the system more compact, maybe

slightly increase the size of a single SCR unit based on an

advanced Stage V aftertreatment design.”

Let’s talk about H2-ICE. “We can use similar SCR and oxidation

catalyst technologies, but optimized for hydrogen

operation. The main goals are to reduce the amount

of precious group metals (PGMs) and minimize the SCR

catalyst volume, since hydrogen engines inherently emit

very low NOx levels. However, the higher water content

in the exhaust gas presents a challenge, because it limits

which SCR chemistries are suitable. The good news is that

Dinex has all three main SCR technologies in its portfolio

— vanadium-based, copper-zeolite, and iron-zeolite systems

— so we can always select the best solution for each

application.”

You’ve also worked on reducing the toxicity of vanadium

catalysts. “Yes, there are two key aspects. Traditional

vanadium catalysts used ammonium metavanadate as a

precursor, which is highly toxic, especially during preparation.

When calcined, it produces vanadium pentoxide,

which is also very harmful to the environment. With the

new technology, we use vanadates, which are mixed oxides

of vanadium pentoxide and titania.”

Dinex is headquartered in Denmark, but you are also

based in Germany. “Our headquarter is in Middelfart,

Denmark, but since last year we have opened a new

global R&D and catalyst development facility in Bayreuth,

with an additional site in Bindlach, both located

close to each other in Germany, Bavaria. These two sites

work closely together on catalyst development for a wide

range of applications — diesel, hydrogen, CNG, and alternative

fuels. We are also investing in CCM (Coated Carbon

Membrane) technology, which is an important new

focus area for Dinex.”

14

15

EMISSIONS ANALYTICS

#SCR #ATS #OEM

PROVENTIA

FINNISH ROOTS

GLOBAL

VIEW

PROVENTIA FINANCIAL REPORT

Proventia President and CEO Jari Lotvonen: In the second

quarter of 2025, net sales increased by 6.3% compared to

the corresponding period of the previous year, reaching

12.4 (11.7) million euros. In Proventia’s key customer segment,

the global market for off-highway machinery, engine

and machine sales volumes remain below average, and we

have not yet seen signs of improvement. Despite the market

situation, we managed to grow, supported in part by the

start of mass production of two new products at our Czech

factory in the fall of 2024. In the Emission Control product

group, we entered into three strategically highly significant

product development and manufacturing contracts during

the review period with some of the world’s leading operators

in the off-highway machine industry. The development

phase of the new products will take 2–5 years, after which

serial production will continue well into the late 2030s, significantly

strengthening our long-term growth prospects.

The expansion of the Oulunsalo Technology Center is progressing

according to plan and is scheduled for completion

in the final quarter of this year.

Poventia is Finnish, both by

birthright and by philosophy.

Aligned with the likes of Sisu

and Wärtsilä, it possesses a genetic

familiarity with extreme climatic

conditions—environmental coordinates

that have forged engineering expertise

at these latitudes. We caught up

with Toni Kinnunen, Director, OEM

Sales for Proventia, in Munich. Let’s

start with the meaning of your presence

here — what is Proventia’s perspective

on the current off-highway

ATS landscape?

“The megatrend is always driven by

regulations, but the status quo is no

longer an option,” explained Toni

Kinnunen. “Although Europe has not

updated off-road emission regulations

for some years, OEMs are developing

new engines that comply with

current rules. New Stage V solutions

are now entering the market, and this

has encouraged us to further refine

our Stage V technologies. At the same

time, we are keeping future regulations

in mind, integrating advanced

features and technologies already today

to ensure our systems are ready

for the next generation of engines. In

practical terms, this means optimizing

components such as mixers and the

entire exhaust aftertreatment system

to achieve maximum efficiency now

— while ensuring these solutions will

remain compliant in the future.”

Why is it important for Proventia

to attend events like Non-Road

Powetrain&Fuels Europe? “We aim to

engage with both prospects and existing

customers to understand their

real-world experiences and challenges.

Networking is certainly part of it,

but it’s equally about gaining insights

from rental companies and end users.

For us, attending these events is not

just marketing — it’s also about learning

and continuous training.”

Proventia has a long history in emission

control, starting with two decade

collaboration with AGCO. How has

the company evolved since then?

“Agriculture has traditionally been

area, with major OEMs representing

a large share of our turnover,” Kinnunen

explained. “However, we also

serve construction, mining, forestry,

and industrial applications. We define

ourselves as a supplier for all kinds

of non-road mobile machinery, including

small marine applications.

Today, we have a solid international

customer base with around eight ma-

technical challenges — for example,

regeneration or urea crystallization

in small generators operating at fixed

RPMs. How does this affect your design

approach? “We are not concerned

about deposit accumulation thanks

to our mixer design,” Kinnunen said.

“Proventia is widely recognized for its

compact and modular ATS solutions.

The same components can be used

across various layouts and applications

thanks to our platform-based

design philosophy. Our in-house insulation

technology is extremely thin

and efficient, allowing us to minimize

the system’s size without compromising

performance. Most importantly,

our mixers require minimal distance

between the injector and the SCR, making

them among the most compact on

the market. This is a major competitijor

OEM brands, and more are joining.

Despite the current global economic

downturn, we have continued to grow

steadily. Our production volumes are

growing as new products are moving

into serial production at our factories

and next-generation development has

already started. In this sense, our trajectory

remains positive.”

Proventia’s activities are not limited to

Finland. How global is your presence?

“We have a factory in the Czech Republic

and global supply chain, and we

serve customers across Europe and

other continents. Europe is still our

most important market, yet we are taking

the next step by expanding to the

USA. We have strong technological

roots in Finland, but we operate internationally.”

Different applications present different

ve advantage, especially in construction,

agricultural, and forestry machinery,

where space is always limited.

The system must be robust, allow high

dosing volumes, and fit within tight

spaces — and that’s exactly where we

excel. Our solutions are designed for

compact, real-world environments of

off-highway machines, enabling a single-package

SCR solution without the

need for twin systems.”

And regarding trade shows — where

can we expect to meet Proventia next?

“We will not be exhibiting at Agritechnica

this year,” Kinnunen concluded.

“Instead, we are focusing on meetings

and scheduled visits with our partners

and customers there. Even without a

physical booth, we maintain a strong

presence through direct business discussions.”

16

17

EMISSIONS ANALYTICS

#DELO600ADF #TEXACO #ENGINEOIL #DPF

TEXACO

MORE

THAN

DOUBLE

Texaco guarantees

engine oil life that is

more than doubled.

With a standard

1% ash oil, DPF

replacement occurs

after approximately

4,000 hours. With its

Delo ADF 600, this

could potentially reach

10,000 hours. From

a standard oil deposit

around 40 grams per

liter to about 18 grams

per liter

When we talk about Texaco,

our thoughts immediately

turn to oil & gas. And how

is the sector doing right

now? We hear the answer directly

from the Group Chairman and CEO:

“Oil and gas are here to stay—at least

for the foreseeable future.” And

now let’s move on to what we experienced

firsthand as a media partner

in Munich. Here, we met with Chris

Van Geeteuruyen, OEM Tech Services

Europe. With him, we explored

the potential of Texaco for off-highway

applications, focusing on the

Delo 600 ADF.

What does ‘ultra-ash’ oil technology

mean? “The Delo 600 ADF is

an ultra-low ash engine oil technology.

Typically, engine oils contain

around 1% ash, but as engines evolve

and emission legislation becomes

stricter, particularly with the increasing

use of DPFs in both on- and offhighway

equipment, there was a clear

need to reduce ash accumulation

in these filters. We started exploring

ways to lower ash content in engine

oils. This is challenging because

many traditional additives, with 20–

50 years of proven performance, naturally

contain ash. About ten years

ago, during product development,

we identified novel technologies with

lower or even zero ash content that

could perform the same functions. By

replacing traditional additives with

these low- or zero-ash alternatives,

we maintained the same performance

levels. All engine and bench tests

prescribed by OEMs confirmed that

Delo 600 ADF not only meets but

often exceeds the performance of

conventional 1% ash oils. Importantly,

testing showed a proportional

reduction of ash accumulation in the

DPF: where a standard oil might deposit

40 grams per liter, the Delo 600

ADF reduced this to about 18 grams

per liter. In practical terms, this lower

ash level extends the service life

of the DPF. For example, a machine

that would typically require DPF

replacement after 4,000 hours using

a 1% ash oil could potentially reach

10,000 hours with Delo 600 ADF.

This translates into easier maintenance,

lower costs, and reduced

downtime. Additionally, the robust

performance of the ashless additives

allows for longer drain intervals.

Standard intervals of 500 hours can

be extended to 1,000 hours, with

some applications reaching 1,500–

2,000 hours depending on engine

type and operating conditions. Fuel

economy is also positively impacted.

Lower ash accumulation reduces

back pressure in the DPF, which decreases

fuel consumption since the

engine doesn’t have to work against

high back pressure. Moreover, with

more free space in the DPF to trap

soot, active regeneration occurs less

frequently, further improving fuel efficiency.

Delo 600 ADF is suitable for

all major engine types in the market.

It is recommended for a wide range

of off-highway applications, including

construction machinery, material

handling, wheel loaders in ports,

agricultural equipment, and road

machinery. Chevron also has extensive

on-highway experience with this

oil, covering long-haul trucks, buses,

and delivery vehicles. In summary,

Delo 600 ADF combines reduced ash

accumulation, extended DPF life,

longer oil drain intervals, and improved

fuel economy, providing tangible

benefits across multiple equipment

types and operating conditions.”

Finally, we remind you that the International

Energy Agency has identified

biofuels as important to reaching

lower carbon goals. In an official statement,

the company echoes a transversal

theme of this two-day event

in Munich: ‘Tax incentives and supportive

policies may make it easier to

bring biofuels.”

And, let us say, also to encourage the

spread of oils that support the combustion

efficiency of fossil fuels,

which have a long life ahead of them.

18

19

EMISSIONS ANALYTICS

#SOFTWARE #EPOP #POWERTRAINCONSULTANCYY

ZEBEYOND

HOURS

NOT

YEARS

Is ZeBeyond’s presence ‘heretical’

and disruptive? It depends on

what is meant by heretical. Because

software skills are still viewed

with suspicion, especially among the

defenders of purely mechanical identity,

but they have been a reality since

well before the rise of digitalization.

Zebeyond is a software company focused

on powertrain engineering. “Our

main product is called ePOP, which

stands for electrified Powertrain Optimization

Process”, Wiktor Dotter says.

“We’ve been working in this field for

about ten years, developing ePOP in

collaboration with one of the leading

engineering consultancies Drive System

Design (DSD), one of the pioneers

in off-highway and powertrain

consultancy,” the ZeBeyond CEO explained.

“The tool was originally created

in-house by DSD engineers as a

backend to generate faster and more

complex answers, but over time OEM

customers began asking for direct access

to it. They didn’t want to pay for a

full consultancy project each time they

had a question. Since DSD was not a

software company, they decided to spin

the tool out into a dedicated business –

which became Zebeyond. This allowed

the engineers at DSD to stay focused

on powertrain engineering, while Zebeyond

could focus entirely on developing

professional-grade software. The

advantage for engineers is that they

can now focus on the most advanced

KPIs in the industry – such as thermal

dependencies, magnet-free e-motors,

hydrogen, or e-fuel analysis – without

worrying about coding or software

maintenance. The strength of our software

lies in the ability to analyze components

and materials at subsystem

level and immediately see their impact

on system-level KPIs. For example,

you can compare silicon carbide

versus gallium nitride inverters, evaluate

magnet-free motors, or choose

between single-speed and multi-speed

transmissions – and instantly assess

how those design choices affect TCO,

NVH, emissions or thermal behavior.”

We mention the word “disruptive”. Is

it correct? “What used to be a consultancy

project lasting months or even

years can now be done with our software

in hours or days. Essentially,

it’s a conceptual and simulation tool,

used on the upper-left side of the V-

cycle, during the concept phase. In the

off-highway sector, 80% of OEMs are

small or medium-sized. They often lack

the resources to maintain large simulation

departments. That’s why we made

ePOP accessible in a web browser

and easy to use. You can visualize the

trade-offs between torque and speed or

evaluate different powertrain strategies

intuitively. Originally, ePOP was designed

for OEMs, so they can analyze

their portfolios of engines and e-motors

across different applications and duty

cycles. However, we also work with

Tier 1 suppliers, especially in automotive,

which act as system integrators. Recently,

we’ve also started collaborating

more closely with the supply chain, including

engine manufacturers like Kubota.

They could use our tool to compare

engines and identify the best fit for a

given application – something they currently

lack. We also see opportunities

in areas like after-treatment and fuels.

For example, several companies asked

whether we could model ATS separately,

or evaluate different fuels under

future emission regulations. With our

approach, you could load multiple fuel

types into the tool, analyze OEM power

requirements, and immediately identify

which fuels will or won’t comply with

upcoming standards. Our software

helps small OEMs quantify real power

requirements throughout the workday.

Take an orchard sprayer or a street

sweeper as an example: we can model

each function as a power demand profile

over time. Once these are combined,

you get a consolidated duty cycle showing

the power demand throughout the

day. Then, you can analyze how best to

deliver that power – whether via ICE,

hybrid, or BEV – and explore thousands

of combinations in minutes. You can

also switch component technologies

(for example, compare silicon carbide

vs gallium nitride inverters, or test a

ferrite motor vs a fuel cell engine) and

instantly see the effect on cost and performance.

This allows small OEMs to

make data-driven decisions instead of

relying on gut feeling or emotional preferences

for certain technologies. Our

model is fully based on physics – not

assumptions – which is essential for

making neutral, fact-based comparisons.

Interestingly, when we launched

Zebeyond, our main goal was to accelerate

sustainable technology adoption:

magnet-free motors, LFP batteries, and

other cleaner solutions. In automotive,

however, we found that sustainability

is often not the priority anymore – the

tailpipe emissions are gone, so many

consider BEVs already clean.”

20

21

EVENTS

#COMMANDPRO #FIORI #REGGIOEMILIA

REHLKO DEMODAYS 2025

THE

GASOLINE

REVENGE

INSIGHT FROM AN OEM: FIORI

That between Fiori and Rehlko is a longstanding

partnership. They use both the 1903TCR and the 2504, on

the dumper range and on self-loading concrete mixers. The

3.4 litre is more widely used for larger EPA Tier 4 Final units.

The high-power version 1903 will be launched shortly.

Fiori’s CTO Mauro De Falco talked with us about the

range extender. “This solution helps with the transition

because it frees the operator from the burden of the

so-called range anxiety and annoying charging times.

Therefore, working in an electric mode and charging

gets easier. Sometimes the market asks for full-electric

units, other times for diesel-fuelled units with hydrostatic

transmission: the range extender enables us to ride the

transition wave. Dealers, also, are asking for REV units,

both because they provide for extended runtime and

because a smaller engine does not need aftertreatment,

needs less sensors, allows for less maintenance thus

improving the TCO. At bauma we introduced the DF70 (a

Fiori dumper with a 7 ton capacity) a REV with a gasoline

fuelled two-cylinder air-cooled, fixed speed engine

coupled to an electric motor on the flywheel, that works

as a generator, featuring an inverter that charges the

battery or provides boosting power to the electric traction

motor, coupled to an axle”.

Rhelko’s DemoDays 2025 edition

– the third – was staged

at their engine headquarters

in Italy. Turf care applications

were under the spotlight in the

testing area. Switching to electronic

injection (EFI) allowed Rehlko to

push the torque curve further thus

making it easier to get an even cut. In

Europe, the Rehlko-Kohler brand is

associated with Diesel engines, differently

than in the US. The gasoline

engine is a paradoxical entity: it runs

on fossil fuel and it enjoys a revival

in the automotive industry. Gasoline

engines have all it takes to confine

electrical solutions to those applications

with lower power demand and

whose charging times are not a major

barrier. What’s more, Diesel engines

keep being held in the grip of

The third edition

of DemoDays has

established this event

as a key moment for

networking. One of the

discussed horizons

concerns Rehlko's

gasoline-powered family.

Already comfortable in

the realm of gardening—

which generates

significant numbers in

US—this family has

now found a launchpad

through electronics

higher costs and legislative pressure.

Professional applications requiring

over 30 kW are a different kettle of

fish. Rehlko believes that time is not

ripe yet for batteries that are capable

of meeting the demands of continuous,

heavy operation. Lawnmowing

requires the tip of the mower blade to

move at high speeds and grass clippings

to be rapidly discharged. Thick

or wet grass puts a heavy load on the

engine, lowering rpm and slowing

down mowing operations. A stable

torque curve of minimum 600/800

rpm is the calling card of Rehlko’s

gasoline engines; or, should we call

them by their individual names, of

the 7000 KT722 - with 0.747 litres,

it delivers a torque of 57 Nm. It features

an oversized air filter – up to

twice and a half larger than the aver-

age – to extend maintenance intervals.

The Command PRO EFI small block

ECH730 integrates electronic fuel injection

and an electronic throttle body

for guaranteed responsive power and

fuel efficiency under all conditions.

The closed-loop EFI with self-tuning,

maintenance-free hydraulic lifters and

a sealed fuel system minimize downtime.

At the top end of the gasoline

portfolio, the Command PRO EFI big

block ECV940, Rehlko’s most powerful

engine family, features electronic

throttle control, closed-loop self-tuning

for high-altitude adaptability, and

hydraulic lifters for maintenance-free

operation. The electronic throttle control

facilitates governing blade speed

and cut quality. A cooling fan reduces

noise while maximizing air flow, and

a six-inch diameter air cleaner ensures

long maintenance intervals, making

this the engine of choice for the most

demanding professional applications

such as ZTR (zero turning radius )

lawnmowers and other types of professional

equipment. The lid is easily

removed for easier fan cleaning.

We met Rehlko Senior National Account

Manager Quinn Derby and we

took the chance to see where they

stand on gasoline engines. A milestone

is certainly their choice to use

the electronically controlled fuel injection

or EFI system. Its so called

closed-loop design allows to cut

consumption by a fourth, compared

to versions that feature a carburetor.

The electronic control simplifies

the architecture, unburdening it

from many mechanical components

while providing real-time data on a

customized dashboard, showing the

info that’s relevant for the builder.

Rehlko’s range of horizontal shaft

engines spans 6.5 to over 38 HP and

it is mainly designed with industrial

applications in mind – the so called

'Command Pro' units. The SH series

instead is recommended for hobbyists.

The V-twin engines are manufactured

in the USA in Hattiesburg,

Mississipi, while the single-cylinder

units are made in Chongqing, China.

The most recent additions to the lineup

include the 888c, available either

with a carburetor or the EFI system,

and the latest upgrades of the 999c

engine, raising the bar to beyond the

above-mentioned 38HP threshold

with the addition of new electronic

models. As an alternative to V-twin

engines, some power nodes have a

22

23

EVENTS

#HIAB #LANDINI #ROTAIR #WALKER #WACKERNEUSON #TERRATEC

Although the Command PRO engines garnered the attention of photographers, there

was also plenty of focus on the KDI engines at the DemoDays, which are utilized by

OEMs such as Fiori, Landini, and Wacker Neuson

buretor systems, it allows for self-diagnosis

via an engine control unit to

detect issues arising during mowing

operations, affecting, for example,

spark ignition or engine power. The

closed-loop system also features an

oxygen sensor to monitor exhaust

gases allowing the ECU to assess engine

performance after every combustion

cycle and provide for real-time

adjustments to the fueling strategy.

The ETC - Electronic Throttle Control

- or ETB for “Electronic Throttle

Body” replaces the mechanical throttle

components (weights, springs,

linkages) with an electrified system,

reducing engine response times and

ensuring stable operation at different

speeds. As of control methods, they

are analog – with a lever and the ECU

maintaining the set speed- and the au-

single-cylinder, 224 cc engine. Series

7000, intended for consumer applications,

utilizes the same architecture

as the Command Pro, with cast-iron

cylinder liners, hardened bearings,

full-pressure lubrication system made

to fit hobbyists applications. The

end-user will thus benefit from the

oversized air filters that provide for

extended runtime before performance

starts declining, closed-loop EFI systems

and automatic starter. To meet

their heavy-duty requirements, the

Command Pro units boast additional

features such as full-flow oil coolers,

hydraulic valve lifters offering

reduced maintenance and clean-out

panels on blower housings for easy

removal of debris to ensure constant

cooling. Now, onto the EFI technology.

It provides an alternative to cartomotive-derived

CAN-bus control

that later migrated to fit the most sophisticated

industrial mobile applications.

Advanced integration allows to

enable customized operating conditions

such as remote throttle control

to govern the speed remotely.

The automatic idling feature automatically

set the engine to idling speed

when not under load, thus reducing

noise and fuel consumption. In Reggio

Emilia we could see the gasoline

engines working in the Ibex G3-V by

Terratec and in Walker’s C23i lawnmowers.

The DemoDays, though, did

not just provide insights on the gasoline

units but they spanned across the

application range from construction

to agricultural equipment. Under the

lens were Landini’s Trekker3 Compact,

the DF 70 Stage V by Fiori, the

MOFFETT M4 NX V by HIAB, the

MDVN 30 Eco5 by ROTAIR, the

Ibex G3-V by TerraTec, the WL950

by Wacker Neuson and the Model R

by Walker.

Beyond gasoline fuelled units, therefore,

there was room for the KDI to

take centre stage in a Rehlko livery

featuring a few color shade changes,

and for KDS, too. The latter are

manufactured in India, in Aurangabad.

A section of the manufacturing

plant was built from a clean slate and

it features poka-yoke procedures,

pick-to-light systems for kitting, QR

codes for parts identification, vision

cameras for hyperspectral imaging,

electronic tools instead of pneumatic

ones, as well as regenerative test

benches. On average, if we examine

OEM’s services under the partnership

with Rehlko for such a varied range of

applications, what comes to the fore is

the extended service intervals, the frequency

of interaction – even twice a

week – the compact unit size - Wacker

Neuson states that they exceed the

space requirements – and the modularity

– 1.9 and 2.5 litre – which allows

to optimize parts inventory. We

close our overview with a few comments

by Nino De Giglio, Rehlko’s

Senior marketing executive and communication

manager.

How was the third edition?

“I think this was the most engaging

of all. I noticed our customers’ enthusiasm

even when confronted with

other machines’ set-ups. This event

aims to gather builders, to strengthen

their relationships and allow them

to compare themselves to others and

promote their machines in front of the

press. As one could see at a very first

sight, we gathered a widely assorted

range of machines, with different engine

housings and layouts: the DPF

was mounted by some under the hood,

by others in the rear. I would not rule

out replicating this type of event in the

USA. At Equip Expo at the end of October

we will introduce two upgrades:

the 888 cc in an EFI version and the

999 cc that’s going to raise the power

bar. We will partner with a few influencers

and we’ll keep using social

media, including issuing podcasts,

to capture the attention of gardening

professionals and end-users in general.

We’ll have a podcast booth at our

exhibition space: a lot of podcasters

have already booked a slot to record

their episodes.”

24

25

FOCUS

#UMS #SOBEK #BLUESTAR

DEUTZ AG

THE CAPACITY

TO

DIVERSIFY

BAUMA 2025 & MARKUS VILINGER

At bauma 2025 Deutz introduced Markus Villinger,

installed at the top of Deutz Classic. Coming from

Daimler Truck, as they say he is definitely ‘on the ball’

when it comes to the off-highway mtu transfer from the

1000 series to the 1500 series. It will also be up to him

to promote the Cologne stable’s latest thoroughbred, the

TCD3.9/4.0. Markus Villinger has been responsible for

product development, the technical customer interface,

product management, and sales in this segment

since April 1, 2025. Most recently, he was Executive

Director Sales & Aftersales, Product Planning & Strategy

Powertrain at Daimler Truck, and has more than 30

years’ experience in the automotive and engine sectors.

Of his new role, Villinger said: “Deutz has an impressive

history and a global brand, and its Dual+ strategy has set

the company on the right path. The internal combustion

engine will be with us for a long time to come, and I

look forward to working with my team to keep the world

moving with Deutz engines.” Among the highlights of

Deutz at bauma 2025 was the latest thoroughbred colt

from the Cologne-based stable, the 3.9-litre, which

flanks the TCD3.6 and will replace the TCD4.1. Also the

hydrogen combustion engine EU Stage V certified TCG

7.8 H2 was on display.

Deutz is diversifying

beyond engines,

acquiring Sobek

(drones/defense)

and UMS (off-road

electrification). The

company is growing

its global power

generation business,

refining its ICE portfolio

(3.9/4.0 engines), and

boosting efficiency

via HJS. Focus on

AI-driven predictive

maintenance

Following up on our discussions

at EIMA International, we

reached out to Cologne to get

an early look at the trends and

the “mood” we can expect at their Agritechnica

stand. We now hand over

to the Deutz speaker. The company

will increasingly diversify its portfolio

beyond its core engine business.

After Blue Star Power Systems, it is

rumored that you are interested in acquiring

a European power generation

OEM. Is Deutz’s short-term goal to

become an OEM? “Deutz is already

an OEM for power generation. We

have long had a business in Morocco,

MagiDeutz, which sells generators in

the African and Middle Eastern markets.

With the acquisition of Blue Star

Power Systems, we have entered the

North American market. It’s our ambition

to build a global business over

the next few years.” The acquisition

of Sobek suggests an interest in defense

drone technology. Could Deutz

become a technological player in civil

and military drones and leverage the

robust investments of “Rearm Europe,”

especially those announced by

the German government? “Through

Sobek Deutz can gain direct access

to the rapidly growing defense market

and make strategic inroads in this

sector beyond the sale of conventional

drive systems. Defense is rapidly

evolving in the wake of new technologies

and changes to warfare. And

demand for military drones is set to

continue to increase. The addressable

market for electric drone propulsion

systems in Europe is fast-growing.

The German special fund also has an

impact on this. Together with Sobek,

we can proactively position ourselves

as a relevant systems partner in this

young and rapidly growing market,

and we aim to further expand the established

business in motor sports

and medical technology.”

What has changed in Deutz’s approach

to electrification? “Ultimately,

Torqeedo did not prove to be the right

fit for Deutz, as their portfolio focused

primarily on the marine sector. With

UMS, on the other hand, we have now

added a company to our NewTech

activities that will enable us to take

the next step in the electrification of

on- and off-road applications. UMS

has a proven track record in the electrification

of off-road applications,

which, combined with Deutz's expertise

in product development and industrialisation,

can bring significant

added value to the off-road market.

We are seeing an increase in demand

for electrification in the off-road market,

driven by the positive TCO of the

products we are bringing and will

bring to market. s to look to the future

with confidence.”

The former mtu engines (Series 1000-

1500) are set to complete your portfolio

above 5 liters. With the agreement

with Liebherr now shelved, does

Deutz intend to modify the inherited

displacement capacities in anticipation

of a possible Stage VI introduction?

Is a simplification between

the TCD5.1, TCD5.2, and TCD6.1

engines planned? “With the DEUTZ

engines TCD5.2, T(T)CD6.1, T(T)

CD7.8, TCD12.0, TCD16.0, we are

also represented in the displacement

class above 5 l. Added to these are the

Daimler Truck engines: T(T)CD5.1,

T(T)CD7.7, TCD10.7, TCD12.8,

TCD15.6. We are significantly improving

our starting position, as we

gain access to highly advanced engines

while at the same time tapping

into new customer groups. Regarding

new emission stages, we are awaiting

information and schedules from the

authorities. For the 6L class as well

as all other mentioned engines, we see

a permanent justification for their existence.

The portfolio is under continuous

review, and new concepts will be

presented at Agritechnica as you will

see. Please understand that, as a matter

of principle, we do not comment on

customers or related cooperations.”

What will HJS’s role be in defining

the new emission parameters, and in

26

27

FOCUS #HJS #XCHANGE

FOCUS

#CATERPILLAR #1200HP #32L

CATERPILLAR C32B

IT'S ABLE

TO REACH

1200 HP

tinguished by the following characteristics:

High performance (power/

torque) density: 129kW/700Nm out

of 3.9l displacement (leading class

internal & external). - Up to 5% fuel

consumption reduction. - Compact

installation volume (leading class).

NVH (noise, vibration and harshness):

besides SOHC (Single Over-

Head Camshaft), Noise level below

OHV-engines (OverHead Valve) level

(leading class).”

At bauma, you spoke about the

Xchange program and predictive

maintenance. Could you summarize

Deutz's vision on remote monitoring,

IoT, and AI? “Our Xchange program

stands for remanufactured engines

original components, refurbished to

the latest standards in a certified remanufacturing

process. They deliver

which direction does Deutz intend to

move in terms of internal combustion

engine efficiency? “HJS, with its expertise,

offers the opportunity to increase

the depth of value creation in

exhaust aftertreatment systems while

at the same time reducing dependence

on suppliers. The M engines developed

by Deutz for the JV HDP (China)

have already been engineered to efficiencies

just below 50%. The HDEP

and MDEG engines from Daimler

Truck are at a comparable level. Further

potential will be assessed in upcoming

development steps.”

You have great expectations for the

3.9/4.0 engine. What can you add

to what has already been said about

this engine, a champion of specific

power in its segment? “The Deutz

3.9/4.0 engines are particularly disthe

same performance and reliability

as new parts, while offering several

advantages such as cost-effectiveness,

resource-efficient production, and fast

availability for all Deutz engine types.

One of our innovation highlights in

predictive maintenance is Fusion Hub,

an Industrial Intelligence Platform.

It converts high-frequency real-time

data into actionable recommendations,

directly links to the service

ecosystem of Spare Parts and maintenance

and enables advanced anomaly

and breakdown detection. Furthermore,

we provide service teams and

technicians with a digital 3D model of

the engine, rendered precisely to the

engine serial number and parts list.

With just one click, they can select any

component and instantly access the

corresponding service information.”

With the C32B, Caterpillar is

expanding the upper end of

its internal combustion engine

portfolio. Following

the unveiling of the deeply renewed

13-liter engine, the C13D, at Conexpo

2023, the time has come for Cat’s

“big boy”, the 32-liter engine for large

off-highway machines and equipment.

The 32.1-liter, V-12-cylinder

engine (BxS 145x162 mm) has been

re-engineered with numerous design

improvements to boost power density

and reliability while extending the

time between rebuilds when compared

with the previous generation engine

on newly developed engine ratings.

The C32B reliably delivers power up

to 895 kW (1200 hp) and 5,861 Nm

for U.S. EPA Tier 4 Final and 839 kW

(1,125 hp) and 5,499 Nm for EU Stage

V. A version for less regulated territories

offers a peak rating of 1,007

kW (1,350 hp) and 6,166 Nm.

The engine fits applications such

as large loaders, cranes, dredgers,

hydraulic power units, paving, surface

hauling equipment, trenchers, pumps,

forestry equipment, compressors and

bore/drill rigs, among other applications.

The C32B has a thicker shim

gasket than its predecessor to increase

head-to-block sealing. The piston features

increased compression height

enabling increased power density for

select applications. The cylinder head

has been upgraded to include design

features that integrate external fuel

lines along with an optimized water

jacket geometry to improve heat transfer.

Additionally, the cylinder head

components feature updated valve

geometry and oil metering stem seals

to reduce wear and extend cylinder

head life. Its new dual sensor coolant

protection feature detects potential

cooling system leaks sooner to avoid

costly downtime.

The C32B features dual-can DOC, a

maintenance-free, passive aftertreat-

ment solution that eliminates the need

for thermal management or regeneration.

With flexible mounting options,

this technology simplifies the aftertreatment

solution, helps overall package

size and reduces operational costs

by minimizing total fluid consumption

and eliminating infrastructure requirements

associated with DEF. The

Cat C32B engine platform enables the

use of renewable liquid fuels such as

100% HVO. Industrial power units

(IPU) configured with engine-mounted

aftertreatment and cooling packs

will also be available from the factory,

helping to reduce installation and

validation costs for OEMs.

“The new Cat C32B builds on this

field-proven reputation with a series

of upgrades and new technologies

that will drive the superior performance

of off-highway equipment for

years to come,” said Steve Ferguson,

senior vice president of Caterpillar Industrial

Power Systems.

28

29

FOCUS

#TRANSMISSIONS #AXLES #AG+

CARRARO DRIVETECH

WHAT IF

PLUS

MEANS MINUS?

From Bauma to Agritechnica,

‘THE’ remains in the background

— the versatile transmission designed

to satisfy the electrification

ambitions of forward-looking

manufacturers, without renouncing the

present (and plausibly the mediumterm

future) of hydrostatic solutions.

What stands out on the Hannover exhibition

skyline, however, is the AG+

approach. As Fulvio Lo Conte, Sales

& Marketing – Business Development

Director, explains: “AG+ represents

Carraro’s approach to modern agriculture:

innovative, sustainable, and

beneficial for those who work in the

field. The format, launched at Agritechnica

2023, goes beyond the simple

presentation of products. It conveys

a way of thinking about agriculture—based

on performance, efficiency,

comfort, ease of use, and connectivity.

‘Sustainability’ means providing tangible

solutions that meet real market

needs, while reducing waste and optimizing

resources. The ‘plus’ comes

from direct dialogue with the customer

to identify what is truly needed, without

adding unnecessary complexity.

Thanks to our cross-technology expertise

and multi-domain simulations,

we can converge on the most suitable

solutions for the intended application,

considering TCO, ease of use, and the

right level of complexity.”

The range of transmissions up to 135

hp fully reflects this philosophy: from

basic synchronized manual or semipowershift

solutions with automatic,

electronically controlled Power Reverse,

to robotized systems and CVTs.

“This year you will see the debut of the

T135 EvoShift, featuring an electrohydraulic

system that electronically

manages six gears, according to a

semi-automatic (on request) or fully

automatic control logic.”

Alongside conventional transmissions,

Carraro will also display a CVT module

for 100 hp vehicles, designed to

scale up to 130–140 hp in the coming

years. “The core of the market still demands

base or semi-powershift machines,”

explains Lo Conte, “equipped

with functions such as Power Shuttle

and Power Reverse. Meanwhile, powershift

gear shifting for an increasing

number of speeds (4, 6, 8, or full)

is reserved for tractors with higher

technological content or greater power

ratings. For specialized tractors,

the CVT trend continues to grow as the

most effective choice.”

Electrification completes the AG+ approach

— and here the reference to

THE becomes clear. Although primarily

developed for construction applications,

THE also aligns perfectly with

telehandlers. Carraro now proposes

solutions for compact tractors — from

vineyards and orchards to small farms

— where maneuverability and indoor

operation are key. Transmissions such

as the eT50 and eT75, rated at 50 and

75 hp, pave the way toward tailor-made

electric architectures: independent

coaxial motors for PTO and traction,

or parallel motors designed to optimize

space for batteries and inverters. Independent

front and rear modules allow

all-electric four-wheel drive without

mechanical linkages, opening new horizons

for modular, customizable vehicles.

Even in the field of axles, where

the company’s mechanical heritage

resonates most strongly, Carraro confirms

its innovative drive. The stand

will feature both conventional and

suspended axles, including a combine

harvester axle with integrated transfer

box and a variable-geometry IFU (Independent

Front Unit) similar to an automotive

front axle. The AG+ concept

also extends to simulation and performance

evaluation in the field. Carraro

uses tools that integrate mechanics,

hydraulics, and electronics to simulate

the entire tractor system (engine,

transmission, vehicle) — including the

operator’s perspective and perceived

performance.

“Today we can compare different solutions

in a specific working context,

assessing the behavior of the entire

vehicle system, not just the transmis-

sion,” explains Lo Conte. “We could

describe it as a true Digital Model

evolving into a Digital Shadow, along

the path toward a Digital Twin. Even

now, multi-domain simulations allow

us to optimize both driver experience

and operational efficiency.” In short,

AG+ means optimizing what truly

matters — without excess. “There’s no

need for 36 gears when 24 are enough,”

stresses Lo Conte, “or for expensive

options that end up unused. The

key is to offer reliable, easy-to-use, and

technologically relevant machines, tailored

to the customer’s real needs.”

More intelligence applied to solving

problems; more usefulness, without integrating

‘options’ that rightly belong

in the optional list. Smarter, cheaper,

more efficient — to paraphrase the

Olympic motto.

30

31

COMPARISONS PREVIEWS

#COMMONRAIL #OFFHIGHWAY #HVO #POWERPACK #6CYLINDERS #OFFROAD #AGCO #CAT #CHECKAPP #DEUTZ

7 TO 8 LITERS

A WINDOW

FOR

11

In this crowded review, we have

excluded 1.1-liter six-cylinder

engines in order to highlight this

emerging displacement range,

and we have included two new faces.

One is the Diesel of the Year 2025, the

DX08, the big brother of the DX05,

with which it shares stroke and bore.

A modular choice, with 4 and 6 cylinders,

which is primarily aimed at

the Hyundai Group’s earthmoving

machinery fleet (from January 1,

2026, HD Hyundai Construction

Equipment and HD Hyundai Infracore,

formerly Develon, which rose

from the ashes of Doosan Infracore,

will converge under the banner of

HD Construction Equipment). However,

Hyundai has developed a taste

for manufacturing engines and placing

them on the free market, and the

5 and 7.5 Made in Korea engines

will also have no trouble carving out

a niche for themselves among construction

machinery (as well as in

power generation). The engineering

expectations are expressed by Wook

Jung, Vice President, Engine Devel-

BRAND

MODEL

AGCO POWER

CORE75 - 250

AGCO POWER

CORE80

CATERPILLAR

C7.1 ACERT

DEUTZ

T(T)CD 7.7 L.6

DEUTZ

TTCD7.8

HD HYUNDAI

INFRACORE DX08

ISUZU

6HK1

KUBOTA

S7509

LIEBHERR

D944

PERKINS

1206E-ETTA

VOLVO

TAD884VE

I.D.

B x S mm - S/B 110 x 132 - 1,20 110 x 139 - 1,26 105 x 135 - 1,29 110 x 135 - 1,23 110 x 136 - 1,24 110 x 132 - 1,20 115 x 125 - 1,09 110 x 132 - 1,20 130 x 150 - 1,15 105 x 135 - 1,29 110 x 135 - 1,23

N. cil. - dm 3 6 - 7,52 6 - 7,92 6 - 7,01 6 - 7,69 6 - 7,75 6 - 7,52 6 - 7,79 6 - 7,52 4 - 7,96 6 - 7,01 6 - 7,69

Maximum power kW - rpm 250 - 1.700 252 - 1.700 240 - 2.200 280 - 2.200 260 - 2.200 254 - 1.800 210 - 1.900 228,4 - 1.900 230 - 1.900 240 - 2.200 250 - 2.210

Mep at max power bar 23,9 22,9 19 20,2 18,7 22,9 17,4 19,5 18,6 19 18

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

Maximum torque Nm - rpm 1450 - 1200 1676 - 1200 1284 - 1400 1548 - 1200 1401 - 1500 1460 - 1200 1080 - 1500 1324,7 - 1500 1372 - 1300 1268 - 1400 1333 - 1400

Mep at max torque bar 24,7 27,1 23,5 25,8 23,2 24,9 17,8 22,6 22,1 23,2 22,2

% power at max torque (kW) 48 56,5 43,6 45,3 43,8 47,6 41,4 47,9 49,6 42,9 43,3

Torque at max power Nm 1401 1421 1039 1215 1127 1343 1058 1147 1156 1039 1078

% power at max torque (kW) 72,9 (182) 83,60 (211) 78,50 (188) 69,50 (195) 84,70 (220) 72,30 (184) 80,80 (170) 91,20 (208) 81,30 (187) 77,50 (186) 78,20 (196)

DETAILS

Specific power kW/dm 3 33,2 31,8 34,1 36,3 33,5 33,7 26,9 30,3 28,9 34,1 32,4

Specific torque Nm/dm 3 192,6 211,4 183,0 201,0 180,6 193,9 138,6 175,9 172,2 180,7 173,1

Areal spec. power kW/dm 2 43,86 44,21 46,15 49,12 45,61 44,56 33,71 40,07 43,31 46,15 43,86

RULES AND BALANCE

Dry weight kg 695 885 715 672 725 813 710 1.000 950 752 703

L x W x H mm 1080x710x1240 1206x707x1230 1063x820x907 1067x929x1031 1214x793x1046 1143x833x1210 1335x1053x1239 1160x713x987 1173x918x1131 1047x798x912 1206x876x1030

Volume m 3 0,95 1,05 0,79 1,02 1,01 1,15 1,74 0,82 1,22 0,76 1,09

Weight/power kg/kW 2,8 3,5 3 2,4 2,8 3,2 3,4 4,4 4,1 3,1 2,8

Weight/displacement kg/dm 3 92,3 111,7 101,9 87,3 93,5 108 91,1 132,9 119,3 107,2 91,3

Power density kW/m 3 263,2 240 303,8 274,5 257,4 220,9 120,7 278,5 188,5 315,8 229,4

Total density t/m 3 0,73 0,84 0,91 0,66 0,72 0,71 0,41 1,22 0,78 0,99 0,64

Displacement/volume dm 3 /m 3 7,92 7,55 8,88 7,55 7,68 6,55 4,48 9,18 6,53 9,23 7,06

32

33

COMPARISONS PREVIEWS

#HDHYUNDAI #ISUZU #KUBOTA #LIEBHERR #PERKINS #VOLVO

DEUTZ 7.7 CATERPILLAR DEUTZ 7.8

opment Department at HD Hyundai

Infracore: “In developing these engines,

the focus was primarily on

performance and fuel efficiency. We

used a two-stage turbocharger that

not only increases power by 23%

compared to previous models, but

also improves torque at low revs. We

have also improved fuel efficiency by

up to 8% compared to previous models,

thanks to advanced combustion

technologies, optimized fuel injection

systems, and improved air management.”

As members of the Diesel

of the Year jury, we also consider

the extension of maintenance intervals

from 500 to 1,000 hours and the

HLA (Hydraulic Lasch Adjuster).

The DX08 is already at work under

the hood of the Hyundai HX360

HD excavator. This engine has been

tuned to deliver 221 kilowatts at

1,800 rpm and 1,230 Newton meters

of torque at 1,200 rpm. The more

Because torque

is the wide-angle

lens of engineering

research applied to

industrial engines.

The latest model,

the AGCO Core 80,

leads the way with

1,680 Nm. We have

excluded 6-cylinder

engines with a unit

displacement of

1.1 liters in order to

highlight this unusual

range, between 7 and

8 liters

powerful version, on the other hand,

delivers 254 kW at 1,800 rpm and

1,460 Nm of torque between 1,200

and 1,400 rpm. The other name coming

through is AGCO Power, which

has completed a highly respectable

range of engines, definitively leaving

behind the noble legacy of Sisu.

After the 5 and 7.5 liter engines,

which are exactly aligned with HD

Hyundai Infracore’s DX engines, we

saw the preview of the CORE80 at

bauma Munich. Same bore and just

7 millimeters more stroke. It has

already been enlisted by the Fendt

800 Vario Series, in three versions,

826, 839, and 832 with power and

torque of 208 kW and 1,450 Nm,

230 kW and 1,550 Nm, and 252 kW

and 1,680 Nm, respectively. So, why

segment upwards a displacement

that is unique in itself? Tommi Puomisto,

whom we interviewed in

Munich, explained it to us. “252 kW

is the maximum power for the Core

80, but it has significantly more

torque, up from 1450 Nm of the Core

75, we have 1680 Nm”. If, in fact,

the power is similar, the torque rise

and the ability to ‘tackle’ the most

demanding performance are higher,

considering that, with 16% more

torque, the size is almost identical,

at least in terms of depth and height.

Let’s take a look at some more of

Tommi Puomisto’s assessments.

“There’s something that is completely

new. It has a variable geometry

turbocharger. This is the first AGCO

power engine that has engine breaking

capability. Through the VGT turbocharger

we get a nice amount of

breaking capability. VGT also reduces

fuel consumption. AGCO Power

engines already have excellent fuel

consumption and this makes it even

better and brings more torque, as

well as making the engine more re-

sponsive. Another completely new

feature is Over The Air (OTA) connectivity,

which allows you to connect

to the engine ECU and monitor

control even new software updates to

the engine remotely. So, this makes

fleet management a lot easier.”

It is not the Diesel index that rewards

the latest models as much as the Performance

index. The two cores go

hand in hand, and the 7.5-liter engine,

which achieves a more impressive

value than its big brother, must

nevertheless capitulate in the face of

the overwhelming torque capacity

of the 8-liter cylinder. With 211.4

Newton meters per liter, it leaves the

second-ranked engine in the torque

hierarchy, Deutz’s 7.7-liter, just 5%

behind, but marking a gap with the

other contenders. Hyundai performs

very well, with 47.6% torque reserve,

compared to 194 Nm per liter.

One name that stands out in the

table is Deutz. The 7.7-liter engine

performs well, excelling in terms of

power and coming close to AGCO

Power’s Core80 in terms of torque.

The two red engines from Cologne

have identical displacement, as well

as the same stroke-to-bore ratio.

The 7.8 engine is effectively mtu’s

6R1000, transferred to the banks

of the Rhine from Lake Constance

following the agreement with Daimler

Truck. Since the end of January

2023, medium- and heavy-duty engines

for mobile industrial applications

have come under the control

of Deutz. This agreement marked

Rolls-Royce Power Systems’ exit

from off-highway applications to

focus on power generation and marine

propulsion. Thus, Deutz has

accelerated its transition to a comprehensive

portfolio that can also

compete in the over 6-liter displacement

segment.

BRAND

MODEL

AGCO POWER

CORE75 - 250

AGCO POWER

CORE80

CATERPILLAR

C7.1 ACERT

DEUTZ

T(T)CD 7.7 L.6

DEUTZ

TTCD7.8

HD HYUNDAI

INFRACORE DX08

ISUZU

6HK1

KUBOTA

S7509

LIEBHERR

D944

PERKINS

1206E-ETTA

VOLVO

TAD884VE

INDEX

Torque 8 8,3 10,9 13,1 10 9 6,5 7 9,0 10,9 11

Performance 6,9 7,3 6,8 7,3 6,8 6,9 5,4 6,4 6,5 6,7 6,5

Stress 10,7 11,7 11,1 11,9 11,1 10,9 8,6 10,3 10,5 11 10,7

Lightness 11,2 13,3 12,4 10,8 11,8 13,1 11,6 16,5 16,4 13 11,3

Density 12,3 12,1 14,1 12,1 11,1 10,3 5 13,1 9,4 14,5 9,9

DIESEL INDEX 7,5 7,3 7,7 8,2 7,7 7,4 6,6 6,6 6,9 7,6 7,6

34

35

SYSTEMS&COMPONENTS

#SAIM #BATTERY #KUBOTA

SAIM INDUSTRIAL

MY NAME IS

RANGE

EXTENDER

SAIM has specialized

as a system provider.

Among NRMM, there

is room for powertrains

that reconcile zeroemission

periods with

others relying on an

internal combustion

engine. This is

typically the case for

the hybrid systems.

In this case, the main

player is called a

range extender. The

ICE is the Kubota

Z482

SAIM steered resolutely towards

becoming a solutions provider,

with the first creation being a

hybrid. But they won’t stop

here, as Paolo Bassi, Director of Business

Unit Industrial, explains to us.

“We thought a range extender could

provide an answer to those niche markets

that are sensitive to the need for

electrification or hybridization, freeing

them from the need for charging infrastructures

or the need to replace batteries

during the workday. Differently

than with the hybrid version, the range

extender is intended for full-electric

machinery. Currently, the ICE is a Kubota

Z482 matched to a variable speed

electric generator. The system is electronically

controlled, which optimizes

both the machine’s power output and

the charging time by virtue of an external

electronic adjuster, fitted by SAIM

onto the ICE, whereby the electric

machine can adjust the diesel engine

speed based on the operator’s demand.

We have, therefore, an electric unit that

tells the engine at which speed it must

run in order to optimize the functions;

indeed, the adjuster will vary speed,

output power and battery charging time

based on the machine’s input. We focused

on the application’s performance,

setting the minimum charging target at

80 Amp/hour, that we achieve at 1800

rpm. On average, we are dealing with

operating machinery using batteries in

the range of 5 to 10 kW and 200-300

Ah. Speaking with prospective OEMs

and users, we were told that the Z482

could be the ideal fit. There are no restrictions,

though, on switching to larger

engines, e.g a twin cylinder like

the Z602, up to the three-cylinder range.

It is a modular design project that

uses the same control logic, featuring

an electronic adjuster governed by the

electric unit that will be applied to an

engine that is, after all, a mechanical

machine. The electric power output of

the variable speed generator is 4 kW;

for our own testing purposes we chose

a product by Nuova Saccardo Motori.

It is available on their standard product

list and features an SAE flange,

which is non-standard for SAIM and

for which we created an ad-hoc flange

for engine coupling. This type of industrial

applications does not require special

customization. Once the electric

variable speed unit was chosen, we searched

for an off-the-shelf, standardized

engine to contain costs. The range

extender has to be very competitive, to

be able to stay active in the market. A

fixed speed generator would be cheaper,

but we would not be able to offer a

product with such efficiency. Keeping

the engine running at 3000 rpm at all

times would make no sense in terms of

noise and efficiency levels. The electric

machinery this range extender is

designed for include aerial platforms,

tower lights, fruit harvesting trucks,

plant nursery equipment, handling

equipment, agricultural machinery

with special focus on greenhouse cultivation,

and so forth. To us, the aerial

platform market is twice significant,

in that our customers develop both the

diesel and the full-electric versions.

With the hybrid plus range extender

combo, SAIM allows OEMs to maintain

their manufacturing logics. The

ICE platforms are hybrid with an on-

board electric solution that’s redundant,

since often they are fitted with

two hydraulic systems serving, respectively,

the electric and diesel components.

A hybrid unit eliminates such

redundancy by providing all in one

package. The range extender enables

full electric machinery manufacturers

to use a power unit that makes charging

posts or batteries unnecessary. I’ll

mention but one example: in the apple

harvesting season, the harvester trucks

of the South Tyrol region working in a

distant orchard sometimes manage not

to go back to the farm. Our tests show

that the existing applications can work

for 2 to 3 days in a row; after which

they need to replace batteries, charge

them on site, or even go back to the

farm. The range extender will be market-ready

in 2026, by spring.”

36

37

SYSTEMS&COMPONENTS

#LNG #INDUSTRIAL #MARINE #AEROSPACE #ESKIMO

VANZETTI ENGINEERING

GASES FOR

LAND, SEA AND

AIR

Andrea Capuani, CCO for Vanzetti Engineering: “One of

our most important strategic projects is the study of aftersales

positioning worldwide. We provide ongoing training, free of charge

to customers, in order to minimize risk factors.”

We left off with a

reflection on Small

Case Terminals.

We found Vanzetti’s

terminals at Gastech

in Milan, where

Andrea Capuani,

Chief Commercial

Officer, explained the

three-dimensional

strategy of the Cuneobased

company: the

more mature sectors,

industrial and naval,

and the emerging

aerospace sector

Gastech, Milan. Over 1,000

exhibitors, including Vanzetti

Engineering. We met

there Andrea Capuani, Chief

Commercial Officer of Vanzetti Engineering.

“Vanzetti Engineering has

been active in the industrial and naval

sectors and, for several years

now, also in the aerospace sector. We

work in various areas of the industrial

sector: L-CNG/LNG refueling

stations, small-scale LNG terminals,

and industrial gas applications, each

with its own specific dynamics. LNG

is a fuel that will be indispensable in

the coming decade, especially when

combined with bio-LNG and e-LNG.

We are striving to provide the widest

possible range of low-pressure and

high-pressure submersible pumps,

particularly for LNG Dual Fuel marine

propulsion systems. The latter

offer significant added value and are

the main driver in the choice of fuel

system supplier.” We end up talking

about the Chinese market. “In China,

the trend is to develop the market share

of local manufacturers. However, it

should be noted that China alone accounts

for 60-70% of LNG in marine

applications. Despite this leadership,

Chinese shipping recorded a decline

in orders in 2025, a sign of strain on

local production capacity. In fact, we

have gone from a global order book

of 1,800 ships in 2020 to a super

performance of 3,800 ships in 2024,

with significant saturation of Chinese

production capacity, despite claims

that there is still room for growth.”

What about Vanzetti Engineering?

“We continuously improve both tech-

nically and commercially, so that we

can stay as close as possible to our

customers. On HP (high pressure), we

have done several things to increase

our penetration. We hold a 20% market

share worldwide and are rightfully

among the leaders. From a hydrogen

perspective, this technology appears

to be slowing down. The supply chain

must make a significant technological

leap, requiring major investments.

Affordability is not compatible with

dispersion across a thousand different

alternatives. On the other hand, the

technological paradigm shift towards

hydrogen cannot come from other

fuels. As regards refueling stations,

there is a continuous contraction of

the market. India is performing well in

this segment, as are China in the truck

sector and Europe, although the latter

is showing signs of decline.” The latest

addition to the Vanzetti family is

the ESK-IMO range of portable pumps,

suitable for transferring liquefied

natural gas in small/medium-scale

LNG terminals with a capacity of less

than 1 MTPA (million tons per year).

“We are flexible and have a test facility

dedicated to these pumps. We

believe that small-scale terminals are

an interesting niche that stimulates

investment in methane, especially on

islands and in microgrids. By the end

of the year, we will have tested the

first of the three pumps in this range.

Next, we will validate the second

design and scale up to the one with

the largest flow rate. The extractable

pump is also suitable for marine applications

such as bunkering, FSRUs

(Floating Storage and Regasification

Units), and emergency pumps.”

Vanzetti Engineering also keeps a

close eye on developments in the air

gases and aerospace sector, which

is growing in the “ground segment”

area, the part of the cryogenic ground

infrastructure for pass-off testing (to

certify cryogenic engines), or transfer

systems for refilling launchers. “There

is excitement and room for development

in this area, especially in the

LEO (Low Earth Orbit) segment. Our

interest will extend to the study of green

propellant pumps for flight applications

with the aim of expanding our

technological expertise in the sector.

At Gastech, we noticed increased interest

in biomethane: it is a strategic

transition element between natural

gas and synthetic methane, when renewable

sources will be low cost.”

38

39

POWER GENERATION

#MAHINDRAPOWEROL#ASTRAENERGY #GENSETS

MAHINDRA POWEROL

A KIND OF

QUIET

GUY

AVINASH RAO FOR MAHINDRA SUSTEN

Mahindra Susten announced the appointment of Avinash

Rao as its new Managing Director & Chief Executive Officer,

effective September 24, 2025.

Mahindra Susten is a leader in the renewable energy sector

with over 1.6 GW of commissioned projects and a robust

pipeline of nearly 3.6 GW across solar, wind, hybrid

projects, and C&I (Commercial & Industrial) solutions. The

company is also actively building capabilities in emerging

areas such as energy storage and integrated renewable

energy solutions, setting benchmarks in reliable supply

of clean energy, safety, diversity, quality, governance, and

ESG practices.

Speaking on the appointment, Anish Shah, Group CEO &

MD, Mahindra Group, said, “At Mahindra, sustainability

and climate action are not just priorities—they are core

to our purpose. We are setting benchmarks in ESG and

sustainability, and Susten plays a pivotal role in accelerating

this vision. With 15 years of legacy in renewable energy

and having a diversified portfolio, Susten is well-positioned

to lead India’s renewable energy transition.

Avinash’s deep expertise across the entire energy value

chain—from platform creation to investment and operational

excellence—will enable us to create long-term value

for our stakeholders while accelerating the transition

to a cleaner energy future.”

Rewind to EIMA International

back in 2016, when Mahindra

Powertrain made its appearance

bringing some Tier 4 Final

-certified 3- and 4-cylinder engines,

alongside others complying with Euro

5 and 6. They were fitted with all the

ingredients they needed to suit the taste

of demanding users: common rail by

Bosch, VGT and EGR. Back in those

days, the Indian company boasted 300

thousand gensets in service, in a power

range between 7 and 220 kW. And

that’s where we start, fixed speed units

for stationary applications. Which for

Astra Energy means the distribution of

engines and alternators all over Europe

– the ones known as G-Drive - as

well as of gensets branded Mahindra

Powerol. Fabio Tomasso is Chief of

Service & Spare Parts at Astra Energy.

Mahindra Powerol

is one of the world’s

leading manufacturers

of power generating

sets. In Europe, it has

developed a sales and

service network that

allows for progressive

expansion. Its main

point of strength is low

noise levels

About himself he says: “I took the reins

of the business in about six months,

training the dealers and gaining a deep

knowledge of the product. I attended

training courses in India, I was the only

one who came from Europe”.

If you were to name something about

Mahindra that you take pride in, what

would be the first thing that springs to

your mind? “No doubt their quietness.

Our soundproofed machinery is rated

at 65 dBA at 7 metres. As for reliability,

no concern is left unaddressed.”

How did you structure the sales and

service network in Europe? “We have

an importer for each European state.

Our Centralized European warehouse

is located in Verona. Every dealer,

though, relies on a local warehouse. I

must confess, and I won’t conceal my

satisfaction, that I was recently paid a

visit by a workshop that has applied to

carry out servicing on our engine and

gensets.”

How is market penetration progressing

globally? “We sold about 1300 gensets

and CKD, an abbreviation that indicates

the engine block, complete with

alternator and wiring. Mahindra intends

to get a premium range positioning.

We also provide after-treatment and

three types of diesel filters, including

the Racor on units that are as small as

10 kVA. The OE version even includes

canopy lights and backlit displays. After

all, Mahindra Powerol ranks eighth

among global genset manufacturers.

Air-cooled petrol single-cylinder engines

originate in China. The liquidcooled

multi-cylinder units start from 5

kVA and feature a Rehlko engine manufactured

in India, with top of range

being 625 kVA. The units up to 320

kVA are Mahindra&Mahindra, while

the largest size is from Perkins. In the

race against competitors, Mahindra

provides compliance with the CTC

D4D standard corresponding to Stage

V, except with respect to PM. Their

engines’ DPF has a filtration level of

up to 0.030 gr/kWh, while Stage V sets

the limit to 0.015. Power ratings of 10

and 18.5 kVA come without an aftertreatment

module, since they are below

the 19-kW threshold. The units are also

distributed in Germany, Austria and

Poland. The conventional in-line pump

is matched to an electronic actuator

that reads rpm. Speed stays set at 1500

rpm with any load up to 75 kVA. From

80 to 170 kVA they feature an “on power”

engine fitted with a Stanadyne

rotary pump. From 200 kVA and above

we have the common rail range which

includes an electronic control unit. All

genset ranges are Stage IIIA certified.

Field test results are reassuring, also

thanks to the support provided by Mahindra

work centres, among the most

advanced globally. Industrial applications

require a prototype for each unit.”

What if I asked you to tell us a couple

of anecdotes? “Well, the contract

we signed with the Austrian Fire Department

for the provision of some 50

units uprated to 1000 litres and customized

according to tender specifications

is a testimony to Mahindra’s

credibility as a brand, rather than a

simple anecdote. Let me also mention

that we provided a genset to be installed

inside a van to guarantee charging

for the electric bus fleet of a local public

transport provider.”

40

41

MARINE

#DHAMMABLUE #YANMAR #MGENERGY

CANNES YACHTING FESTIVAL

A BRAND

NEW

LOOK

Lined up at the entrance to the

Vieux Port are Volvo Penta,

Yanmar, MAN Engines,

Rolls-Royce, e-Motion, and

MG Battery. Located along the quays

and inside the Palais, alongside Bimotor

and FPT INDUSTRIAL, is the

N67 570 Evo, one of the most soughtafter

models in the recreational boating

sector, as well as SAIM Marine

with QS Seamster and Zipwake.

Cummins has also placed its trust in

the 6.7-liter 6-cylinder engine, showcasing

the QSB6.7 with 404 kilowatts

at 3,300 rpm. For the propeller shaft,

both Vulkan and ZF from Germany

are coming to the Croisette, the latter

with a model from the 5200 series of

hybrid transmissions from Friedrichshafen,

covering 600 to 11,500 kW.

We will focus on Yanmar and MG,

The Vieux Port and

Port Canto have been

reorganized. Among

the many boats on

display, we primarily

saw gasoline outboards

and Diesel inboards,

with a few exceptions

(such as the Dhamma

Blue). However, in the

engine manufacturer

stands, we found fossilfuel

alternatives from

MAN, Yanmar, Volvo

Penta, MG Energy

Systems, and e-Motion

but first let us tell you about Dhamma

Blue, which we spotted in Port Canto.

The 7.9-meter boat, built in Madrid,

was also moored at the Venice

Boat Show, with an unusual driveline

consisting of a 135 kW electric motor,

63 kWh lithium batteries, and a

hydrogen-powered fuel cell. A configuration

that guarantees a range of up

to 65 nautical miles at 12 knots. The

on-board hydrogen storage capacity is

8.4 kg. The words of co-founders Philippe

Esposito and Robin Imaz say it

all: “Dhamma Blue is not just a boat.

It is a manifesto.” So far, so good, but

we caught up with Philippe Esposito

himself for a personalized account

of this bold endeavor. “I want to clarify

that we are producers of green

hydrogen, which in this case we have

applied to boating. Therefore, we de-

cided to launch this first 7.9-meter

electric boat with a 60 kWh battery

and a 40 kW fuel cell, which converts

hydrogen into electricity. This is an

additional energy source for the boat

and allows us to achieve roughly three

times the performance of the version

without a fuel cell.”

What about design? “We handle the

integration of the fuel cell and the

entire system. Dhamma Blue developed

the entire propulsion system, the

boat’s control unit, and the electrical

balancing in-house. We designed the

boat as a whole.”

You are producers of green hydrogen.

Spain is becoming a sort of European

hub. “We also deal with refueling

solutions. This is a very important

aspect. We are working with the relevant

authorities on a solution to build

refueling stations in some marinas.”

Let’s return to the Vieux Port, where

we pause to look at Yanmar’s e-SD25

saildrive. It is based on the standard

SD25 saildrive, which is typically

used on diesel engines up to 30 horsepower.

The electric version is available

in three power ratings: 7, 10, and

15 kW at 48V, with a maximum speed

of 3,300 rpm. It retains the same interfaces

as the SD25 internal combustion

engine, making it easy for shipowners

to switch without requiring any structural

modifications, whether for new

equipment or retrofitting. The components

are supplied by Yanmar itself as

part of its “One-Stop Shop” approach,

starting with the electric saildrive, the

battery regulator, the specially designed

throttle control, and the control

panel that displays vital information

such as energy consumption, RPM,

and remaining range. Let’s move on

to MG Energy Systems, which focuses

on providing complete, integrated

battery solutions rather than selling

individual units, and has partnered

with Yanmar. Its main target market

is large batteries for yachts, typically

ranging from 50 to 300 kWh, in various

voltage configurations. The range

extends from small 12-volt units to

large 900-volt hybrid systems capable

of reaching 2 MWh in applications

such as an 80-meter sailing yacht. Onboard

energy storage allows services

to be powered in “Silent Night” mode,

replacing generators. The electronics,

BMS, both low and high voltage, software,

mechanical components, and

safety for the battery modules are developed

in-house.

42

43

MARINE

#SALONENAUTICODIGENOVA #CUMMINS #VMMOTORI #GHISELLINI #SEATEK

GENOA BOAT SHOW

CUMMINS

TOP YACHT

ENGINE

VM MOTORI AND SEATEK ARE BACK

VM Motori has been recently acquired by Marval, which is

owned by Azzurra Capital. Marval specializes in the precision

machining of internal combustion engine components.

The company has mastered technologies for both cast

iron and aluminum for industrial mobile applications and

is also embracing the prospect of battery packs for both

fully electric and hybrid solutions. In addition to the distributors

Ghisellini and LVM, the parent company displayed

the MR506XR and the MR504LX3 at its stand. VM Motori’s

MR500 series features a half-liter long-stroke unit displacement

(B×S 83×92 mm), with modular 4- and 6-cylinder

architectures.

After a long absence, Seatek has reappeared. Known

worldwide for racing, the company has decided to re-enter

the leisure marine market. This has been the opportunity

to display the new 10.3-liter common rail 6-cylinder engines

(BxS of 127×135 mm), able to push up to 700, 800, and

900 hp. We will also cover the 725 Hybrid, which pairs a

125-kilowatt electric motor with LFP chemistry batteries.

Left, the Cummins QSZ13; below, the VM booth

The sun is shining at the Genoa

Boat Show, reflecting off the

paintwork of Cummins’ QSZ13,

which we photographed for

the first time ever. With this 13-liter

6-cylinder engine (AxC 130x163

mm), Cummins aims to break out of

its comfort zone and establish itself

in the market for yachts over 50 feet,

thanks to its 2,400 horsepower in a

triple configuration. The QSZ13 was

designed and developed in collaboration

with a Chinese engine manufacturer

and is assembled at the Cummins

plant in Chongqing. As mentioned, the

QSZ13 is suitable for yachts typically

between 50 and 80 feet in length,

particularly semi-displacement hulls

or displacement hulls that do not have

particular speed requirements. The

13-liter engine offers three power

Cummins decided to

challenge the leaders

in the 50 to 80 feet

segment, where

large volumes of

pleasure boats are

concentrated, excepted

the mega and giga

yachts. The QSZ13

is a 13-liter 6-cylinder

engine, available in

600, 700, and 800 hp

ratings, which is also

being marketed to the

emerging Chinese

market

levels: 600 horsepower at 1,900 rpm,

700 horsepower at 2,100 rpm, and 800

horsepower, available at both 2,100

and 2,300 rpm. It is equipped with an

HPCR (High-Pressure Common Rail)

fuel system, a six-cylinder in-line configuration

with turbocharger and intercooler.

The engine uses a standard

J1939 electronic input/output architecture,

which ensures broad compatibility

for integration with various systems

(e.g., inboard-outboard and waterjet).

Cummins provides a complete package,

including electronics, connections,

and dashboard controls. The

engine was previewed at the Genoa

Boat Show because this area, on the

Tyrrhenian and Adriatic coasts of Italy,

is home to Europe’s leading shipyards

for recreational boating applications in

the 800 horsepower range. The engine

is currently IMO 2 certified, with plans

underway for IMO 3 and CE certification

and approval for inland waters. It

is not a prototype, as it is in production

and available to order. Therefore, the

6-cylinder engine allows Cummins to

explore new application segments in

this power range, in addition to traditional

use on workboats and territorial

vessels. It will also help to tap into

market trends, which are demanding

larger boats, and the growing demand

for yachts in China. Recreational boating

in Middle Earth is experiencing

significant growth, fueled by the expansion

of the middle class and growing

interest in recreational boating activities.

In short, where the sun rises,

the days when a yacht was seen merely

as a floating karaoke venue are fading

away.

44

45

ALTERNATIVE FUELS

#DME #INNOENVECTORS

INNOENVECTORS&DME

AN ALTERNATIVE

CALLED

DME

Dimethyl ether, also known as

methoxymethane. Raise your

hand if you’ve heard of it in

a debate on alternative fuels,

e-fuels, and biofuels. FPT Industrial

tried it in 2021, under the auspices of

the Swiss Federal Office of Energy

(SFOE). A Cursor 11 ended up on the

test bench at EMPA, the Swiss Federal

Laboratories for Materials Science

and Technology, in Dübendorf. Time

passed and DME kept a low profile, until

InnoEnVectors burst onto the scene,

promoting this biofuel. At the helm are

Italian partner Massimo Portioli and

American partner Robin Parsons. We

turn to Portioli to get to know DME

better. Did you know, for example, that

it is also generated from the conversion

of waste, known as unsorted waste, excluding

metal, avoiding sending it to

Among alternative fuels,

dimethyl ether has so

far been excluded from

investment programs.

InnoEnVectors,

however, aims to reevaluate

DME and

launch it far beyond the

confines of cosmetics.

Recycled Carbon Fuels

would make it possible

to dispose of plastics

and unsorted waste,

with the exception of

metals

waste-to-energy plants and minimizing

the risk of spills?

“Compared to gaseous fuels, it is

compatible with the Diesel cycle and

guarantees even better performance

curves,” Portioli points out. At the

same time, in commercial vehicles,

it offers a higher payload compared

to electric and hydrogen powertrains.

It contains no sulfur and produces no

particulate matter, generating lower

combustion temperatures and therefore

lower NOx emissions. Dimethyl

ether itself can be injected to break

down the residual fraction of nitrogen

oxides. This simplifies the powertrain

layout, eliminating the need for any

after-treatment system for particulate

matter. Let’s start over. Why dimethyl

ether? There’s a story behind it, and

we’ll start at the end. “InnoEnVectors

is an LLC based in Georgetown, Texas,

that focuses on the valorization

of DME. The concept dates back to

late September/early October 2024.

I originally presented my studies to

CEN (European Committee for Standardization,

ed.). Robin Parsons and

I met online during the pandemic. At

the “DME Workshop” in Zurich in

2022, where FPT Industrial presented

a version of the Cursor 11 running on

DME, I personally met Robin, who

has been working on alternative fuels

with Ford and GM. I then participated

in the meeting on alternative fuels

(LPG, CNG, H2, DME) organized by

ISO, where I was a guest contributor.”

Portioli continues with a brief

educational digression: “The spread

of DME dates back to the late 1990s,

when a propellant for spray cans without

hydrofluorocarbons was being

sought. There are two substances used

in spray cans: propane and dimethyl

ether. DME is dehydrated methanol,

obtained from syngas. We support the

formula of direct synthesis without

passing through methanol: this skips

a step, using special catalysts. It is

obtained from methane gas, coal, heavy

oils, biomass, waste, or a combination

of hydrogen and CO2. Production

is concentrated in Asia, especially

Indonesia and China, mainly from

coal. Tests were carried out on diesel

engines and even on some large turbines.

You should know that fuel cells

running on dimethyl ether have even

been developed.” And here we return

to the age-old, unresolved question

of whether it is worthwhile investing

in alternative fuels. “The problem is

not the combustion engine itself, but

what you burn and end up with in the

exhaust. If we focus on CO2 production,

ammonia is carbon-free, it does

not contain carbon atoms, but it has

intrinsic problems such as low energy

density and toxicity. With regard

to renewable fuels, e-fuels, of German

origin, and biofuels, of Italian origin,

can be produced. There is never any

mention of Recycled Carbon Fuels

(RCF). We take waste, not biomass,

but plastic, unsorted waste, etc., with

the obvious exception of metals. This

produces dimethyl ether. This approach

would tackle issues related to

landfills, including spills, and would

have an impact on the amount of waste

sent to waste-to-energy plants. It is

obtained from a boiler, similar to that

used to make grappa, which distills

46

47

ALTERNATIVE FUELS

#PROPANE #DIESELCYCLE #LPG

On the left, a flowchart summarizing the DME supply chain, compared with that of Diesel.

Above, left, Robin Parson; right, Massimo Portioli.

DME. In terms of Life Cycle Assessment,

biofuel is defined as “bio” precisely

because the CO2 emitted during

its use is offset by the absorption of

CO2 during the production of the raw

material. Compared to biofuel, electrofuel

works if produced from excess

renewable energy, which is by definition

unstable. With biofuel, it is the

plant that has stored CO2 during its

growth. The debate on recycled carbon

fuel focuses on how much CO2 I

have saved by transforming waste into

fuel, instead of recycling it or sending

it to an incinerator.” This is followed

by an observation that is only apparently

obvious: “Emissions from tires and

brakes are higher than emissions from

the engine. There is no one-size-fits-all

solution, and this applies to both electric

and hydrogen vehicles. We need to

including DME, were abandoned due

to political diktats that contemplated

only one option: electricity.” Now,

let’s get to the heart of the InnoEn-

Vectors initiative. “LPG produced in

the US is 95% propane gas, while in

Europe it is a mixture of propane and

normal butane or isobutane. In the

US, propane is used in school buses

as a heavy-duty application. InnoEn-

Vectors is the entity that connects with

the market, directing a project linked

to the circular economy, starting with

the on-site production of fuel, whether

on a farm, landfill, or elsewhere. One

of the projects concerns the simplification

of exhaust gas treatment.”

DME for the Diesel cycle, LPG for

the Otto cycle. Why propane? “It is a

by-product of natural gas extraction,

which retains liquid fractions consimake

use of existing technology, moderate

costs, and activate a virtuous

cycle that can stand on its own without

incentives.” And what about the benefits

of DME? “It has 70% more volume

than Diesel. I have a target of 1,700

km: how many tons am I loading on

board? With Diesel, I load 13.5 tons,

with hydrogen I lose load capacity, but

I still manage to meet the target. With

electric powertrains, you have a range

of 400km with only 9tons. When transporting

13.5 tons, the range drops

to 100km. Furthermore, electric solutions

have focused on transport but

are not well suited where fuel goes to

the application, such as off-road, while

on-road trucks run on fuel. DME

is a synergistic solution between onroad

and off-road. Certain projects

linked to alternatives to fossil fuels,

sting precisely of LPG. Propane and

butane must be separated from the gas

before it is fed into the network. LPG

is an obsolete acronym; it will become

liquid gas, and the ‘P’ for petroleum

will disappear. When HVO is produced,

bio-LPG is obtained as a by-product:

for every ton of HVO, between 50

and 100 kg of bio-LPG are obtained,

containing approximately 80% propane.

DME is a supporting fuel, not in

competition with HVO, which pays the

price for the scarcity of waste biomass

from which it is derived, as well as not

producing particulate matter. Mixtures

of DME with HVO or FAME are

currently being tested. Dimethyl ether

can be burned pure, contains no sulfur

or graphite residues, and produces

few nitrogen oxides, since combustion

occurs at lower temperatures and without

particulate matter.”

What about the cons? “On the other

hand, unlike Diesel fuel, it has poor

lubricating power. Either an additive

must be used or the injection pump

must be lubricated. As a third option,

diesel fuel or biodiesel can be mixed

with DME in a percentage below the

critical lubrication threshold (at 15-

20% mixture, lubricating power is

lost. By using FAME, which has a higher

viscosity than diesel fuel, the percentages

of DME could increase).”

Then, explain to me why the industry

should not convert to DME in a short

time. “The processes for converting

waste into DME are still in the pre-serialization

phase. Compared to LNG,

which requires the conversion of diesel

engines to the Otto cycle and special

refueling stations, DME has a logistical

advantage, as it uses the same

tank trucks as LPG. It only requires

changing the polymers in the gaskets.

DME performs better than methane,

as it is compatible with Diesel. Currently,

DME production is concentrated

in China and Asia; it is being

implemented in North America. A new

plant is under construction in Texas,

the third of its kind in the United States.

To obtain the fuel, a lower purity

level than the parameters required

by the cosmetics and pharmaceutical

industries will suffice, from 99.9% to

98.5%, which will reduce the production

price. It can potentially be used in

any application, from transportation

to off-road applications and power

generation. In this regard, we are constantly

looking for partners and investors

to develop projects using DME.”

48

49

SUSTAINABLE TECH

#ZAPIGROUP #STERCOM

SUPPLEMENT

BATTERY TECHNOLOGY AGNOSTIC

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

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Zapi’s Group’s acquisition campaign

continues unabated, adding

another piece to its mosaic

of high-voltage on-board

charging and energy storage systems.

Regarding the integration of Stercom

into the ZAPI Group ecosystem, we

asked for clarification from Lloyd

Gomm, Global Marketing Director

at ZAPI Group.

For first, what is the strategic value

behind the acquisition of Stercom?

“The acquisition of Stercom Power

Solutions provides ZAPI Group with

new technology, including Battery

Management Systems, wireless charging,

and Vehicle to load and grid

capabilities. It opens new solutions

and markets in energy storage and

critical backup applications while

adding expertise in safety for grid interactive

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Q’s battery validation and testing lab

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How is ZAPI Group’s presence in the

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“ZAPI Group has a long history of

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ZAPI Group. This presents an area

for collaboration among Delta-Q,

Zivan, and Stercom.”

Looking further ahead, what is the

future of storage, and how will it

evolve?

“Stercom’s capabilities will enable

ZAPI Group to capitalize on the

trend toward distributed renewable

energy systems and the growing

need for grid stability across various

applications. This evolution will require

ZAPI Group to remain battery

technology agnostic, as Stercom is

today.”

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Dry Weight* (kg) 611 819 1058 1345 1676

Fuel system Common Rail Common Rail Common Rail Common Rail Common Rail

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Dimension*

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