2026_5-6_Powertrain_International

Powertrain
INTERNATIONAL
Yes, it's
VIABLE
ZF TraXon 2 Hybrid Transmission for Heavy-Duty Trucks -
SaMoTer: The State of Construction - 3.4–3.9L Engines -
Field Test: Massey Ferguson & Claas with Carraro & FPT
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.powertraininternationalweb.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
POWERTRAIN-Diesel SUPPLEMENT
May 2026

SERIOUS
POWER.
Small footprint.
Delivering big-engine performance
in a compact footprint, the
Perkins® 904 Series is engineered to
meet your toughest power demands.
Together, we power ahead.
129 kW / 173 hp
106 kW / 142 hp
MAY 2026
FOLLOW POWERTRAIN INTERNATIONAL ON:
powertraininternationalweb.com
6
DIESEL OF THE YEAR
6. AGCO POWER CORE80
Behind the Curtains
CONTENTS
AUTOMOTIVE
12. LANDI TECHNOLOGIES
In the US, it’s a champion of CNG and biomethane
EVENTS
16. SAMOTER B2 PRESS
European Earthmoving: Trends and Visions
20. DEVELON @ SAMOTER
A Closer Look at the Korean Giant
22. CONEXPO
John Deere: JD5, JD8 & Kreisel Batteries
ALTERNATIVE ENGINES
26. LIQUID PISTON
The Rotary Engine, Reimagined
COMPARISONS
32. 3.4 - 3.9L OFF-ROAD ENGINES
Cat and Perkins Hit 129 kW Peak
55 kW / 74 hp
22
TEST ON THE FIELD
36. CLASS&MASSEY FERGUSON
MF3 and Nexos 2 Powered by FPT and Carraro
SYSTEMS & COMPONENTS
44. DLG POWERMIX
Dyna-VT vs Dyna E-Power
48. ZF AUTOMOTIVE
Traxon2 Hybrid
48. ZF OFF-HIGHWAY
Software, AI and BEV for AG & CE
COLUMNS
4. Editorial 10. Newsroom 50. Sustainable Tech:
Hitachi
34
EDITORIAL: HYBRIDS ON THE MOVE
“In biology, hybridisation is the process by which a
double-stranded nucleic acid molecule is formed from
single-stranded molecules of different origins. The molecule,
as you will have gathered, is the powertrain...”
3

EDITORIAL
by Fabio Butturi
Kohler Engines is now
WATCH OUT: HYBRIDS ON THE MOVE
In biology, hybridisation is the process by which a double-stranded
nucleic acid molecule is formed from single-stranded
molecules of different origins. The molecule,
as you will have gathered, is the powertrain — no
longer the monolithic Diesel engine block, though little
changes in terms of function, since it must still perform
the same role. The double strand is made up of the internal
combustion engine and the battery pack. This is also the
emerging trend in the automotive sector, with the Otto cycle
gaining ground over the Diesel cycle. We had already cleared
up the misunderstanding last mid-year about the supposed
electric monopolisation of Chinese bonnets: more than
half of the members of the NEV (New Energy Vehicles)
sect meet the criteria of “thermo-electric” technology — including
the much-maligned plug-in. Toyota itself has given
its blessing to the RAV4 facelift in plug-in hybrid guise.
This issue doubles down on the advance of hybridisation
in the automotive world. The Chinese carmaker Chery is
on the launch pad for the European market and has recently
unveiled a four-cylinder, 1.5-litre, direct petrol injection
engine running a “deep” Miller cycle, achieving a thermal
efficiency of 48%. As if to say: “We Chinese are not content
with drawing freely from electric technology, where we
already master battery cells”. We are raising the stakes on
the very ground of thermodynamic parameters and internal
combustion efficiency. Much like what Weichai did with its
53.09% efficiency applied to a diesel engine, around two
years ago.
ZF has responded by playing its trump card — and for
trucks, no less. The TraXon 2 Hybrid adds a hybrid module
to the TraXon heavy-vehicle transmission, centred on an
electric motor capable of delivering 225 kW of peak power
and 190 kW continuous, with an architecture operating
between 600 and 900 Volts. The unit is mounted between
the transmission and the clutch, and is controlled at software
level by the same TraXon control unit. The inverter
is fitted as a separate component, while the entire assembly
is designed for integration with the power take-off and the
hydraulic retarder, both optional. Upstream of the driveline
sits an internal combustion engine that can run on diesel,
biodiesel, or potentially on natural gas — both liquefied
and compressed.
In plain terms: if on the road it were possible to break the
threshold of 20 km/l, with a pure-electric range of almost
100 km, and if the price of the hybrid package were to
come down — why not believe in it as a bridging solution?
Power that
crushes
expectations.
engines.rehlko.com
Because performance isn’t promised, it’s proven.
For over a century, we’ve supported OEMs with
high-performance engines up to 112 kW, engineered
for efficiency, compliance, and durability.
Backed by decades of engineering expertise,
our engines integrate seamlessly—built for OEMs
who demand reliability without compromise.
4

DIESEL OF THE YEAR
AGCO POWER CORE80
A VERY GOOD
GUY
The entire AGCO Power working
group behind the CORE project
attended the DotY 2026 award
ceremony, reflecting the natural
Finnish inclination toward
teamwork. We delved into the
genesis of the CORE80
INTO THE SPEECH
“We bring you an excerpt from the award ceremony
speech. There is a word that perfectly embodies the
essence of innovation, and that word is “disruptive”.
The Diesel of the Year 2026, awarded to the AGCO Power
CORE80, goes far beyond simply recognizing engineering
excellence; It acknowledges the entire CORE family’s ability
to disrupt the status quo. This award marks a new era in
AGCO Power’s path as a leading provider of propulsion
solutions, both for AGCO Corporation brands and the global
OEM market. This is a 'three-voice' orchestra - CORE50,
CORE75, and CORE80 - covering a crucial off-highway
segment from 165 to 252 kW, reaching up to 1680 Nm. It
bridges the legacy of Sisu -a Finnish word expressing a mix
of resilience, tenacity, and the 'will to power' - to the global
market ambition of AGCO Power.
The CORE80 represents its most powerful version; its
torque figures crown it as the authentic best-in-class in
this displacement range. By moving beyond EGR and
leveraging a high-pressure common rail system in synergy
with a VGT, AGCO Power has optimized performance curves
and reduced fuel consumption, starting directly from the
combustion chamber.”
What a celebration it was! At Linnavuori, at
AGCO Power's home base, we celebrated
in front of the entire working group
behind the CORE family and the award-winning
8-litre engine. Vice President Juha Tervala accepted
the award, embodying the team spirit of
the company, in the finest Finnish tradition. This
is also why we take you behind the scenes of
the CORE80, Diesel of the Year 2026, through a
collective narrative.
What do farmers' needs mean for AGCO Power
when it comes to engine development?
“The immediate answer is torque - the CORE80
engine was born precisely from that requirement.
But beyond raw power, what truly matters is reliability.
A stopped engine or tractor is a serious
problem: animals are waiting, the weather window
is right, the work has to get done. There is no room
for downtime.”
How could anyone argue with that? Let me say
that during my university years I worked in fruit
harvesting and I remember very well what that
means: a window of a month, a month and a half,
and whatever is not picked goes to waste. You work
Saturdays, Sundays, around the clock.
“An unreliable engine in that context is simply not
acceptable. This is why we invest heavily in validation:
thousands of hours of testing before any product
reaches the market, hundreds of instrumented
tractors gathering field hours. CFD simulations and
computational models are useful tools, but the most
trustworthy answer always comes from the field.
Simulating -20°C is one thing — actually being at
-20°C is another.”
AGCO Power Core Values
“I would identify three core values. The first is putting
the farmer at the centre: every technical decision
has to start from the question "what would the
farmer choose?" It is easy to lose that perspective
when you are working as an engineer: you have to
keep reminding yourself that you are not the end
user. The second is a culture of open dialogue:
here in Finland we are used to speaking up when
something does not seem right, without letting
problems accumulate. The third is teamwork, because
the complexity of a modern engine cannot
be managed individually. These are not exclusively
Finnish values, they are shared with AGCO at a
global level. We are an American company with
a Finnish operation at its core, and this balance
works because there is genuine mutual respect be-
tween the two cultures.”
Production Capacity of the Linnavuori Plant
“Here at Linnavuori we produce up to 35,000 engines
per year. On top of that, the group's other
facilities contribute approximately 30,000 engines
in Brazil, a similar volume in China, where medium
duty engines are also built, and a smaller share in
Argentina. Stage V engines are manufactured both
here and in China. One aspect that often surprises
people is that AGCO Power is the largest gear
wheel manufacturer in the Nordic countries. In this
region we tend to be known only as an engine factory,
but we produce significant volumes of gear
wheels, shafts and axles, including a large share of
components for CVT transmissions. Around 40% of
all machining is carried out in-house”.
What about stationary power generation?
“We have a dedicated division located about 20
kilometres from here, near Tampere. It is not a
serial production operation: it works on a project
basis, delivering turnkey solutions up to 2,500 kVA,
with engines selected according to the end customer's
specifications. The applications are often
highly specific — emergency generators for hospitals,
backup systems for railway infrastructure in
extreme environments. The kind of customer with
very particular requirements that a standard catalogue
cannot address.”
How widely are AGCO Power engines used across
the group's machines?
“Over 75% of AGCO agricultural machines use
our engines. Outside our range — below 56 kW
or above 360 kW — other suppliers are used, but
within that range we are nearly exclusive. Our engines
are also found in forestry machines from various
brands, combines from other manufacturers,
construction equipment and generator sets. Among
external customers is Kalmar, which produces the
terminal tractors used in port handling operations.”
What is the design philosophy behind the AGCO
Power engine families?
“Maximum component sharing across variants. The
medium duty engines share pistons, valves, cylinder
geometry and front ends — this simplifies production
and reduces the spare parts inventory needed
in the field. The same applies to the heavy duty family:
three, four and six-cylinder versions share the
same cylinder geometry, and the 74 and 49 engine
blocks are identical. A particular case is the seven-cylinder
in-line engine, developed specifically
for combines and marine applications. It originated
“Simulating -20°C
is one thing —
actually being at
-20°C is another.”
It's why AGCO
Power relies both
on computational
models and on field
tests
6
7

DIESEL OF THE YEAR
from the combination of the four-cylinder engine's
geometry with a three-cylinder head. It is a well-regarded
engine — efficient, designed to run at steady
speeds while delivering continuous power, which is
exactly what a combine requires.”
What is AGCO Power's position on HVO and alternative
fuels more broadly?
“HVO is a concrete, immediately applicable solution
— all our engines support it. The main obstacle
is cost, running 20 to 30% above fossil diesel,
which makes voluntary adoption difficult without
some form of incentive. One aspect that tends to be
overlooked, however, concerns seasonal machines
such as combines, which can sit idle for several
months of the year. In those cases, filling the tank
with HVO before storage is likely a sound practice:
second-generation biofuels are chemically
more stable than blends containing FAME — the
first-generation biofuel — which tend to promote
bacterial growth and filter clogging. HVO also offers
superior cold-start performance, which is no
minor consideration in Nordic operating conditions.”
Why is the battery not a universal solution for agriculture?
“Take the combine as an example: during harvest
there is a precise time window — the weather is
right, the crop is ready — and the machine can draw
150 to 200 kW. A 100 kWh battery provides roughly
thirty minutes of operation. That is not enough, and
stopping to recharge at that moment is simply not
an option. This does not mean electrification has no
place in agriculture. There are applications where
it works very well. A feed mixer, for instance, operates
close to the power grid, does not require high
continuous power and is not used around the clock.
There, the battery is the right solution. But for machines
operating kilometres from the farm, with no
access to charging infrastructure, and requiring
100 to 150 kW on a sustained basis, a combustible
fuel is still necessary.”
About Alternative Fuels
“Our view is captured in the concept of a wider
spectrum of power: there will not be a single technology
to replace fossil diesel, but a range of solutions
differentiated by application. HVO is excellent
but cannot be scaled to sufficient volumes. Biogas
works — we have an operational prototype — but
current market volumes do not justify full industrial
development. Ethanol, methanol, hydrogen: all
viable options, each with specific advantages and
limitations. Hydrogen, for example, is relatively
inexpensive to produce where electricity is cheap,
but it requires bulky storage and has a low overall
cycle efficiency: from electricity to hydrogen you
lose roughly 25 to 40%, and an internal combustion
engine then converts only 35 to 40% of what
remains. Methanol addresses the storage problem
— hydrogen is a small molecule with a tendency to
escape — but adds another conversion step with
further energy losses. The main challenge is not
technical but economic. Unlike the automotive sector,
which operates at very high volumes and can
spread development costs across a small number
of platforms, the off-highway segment faces high
per-variant development costs relative to market
volumes. We are preparing for several scenarios
without committing entirely to any one of them, in
the knowledge that those who are not ready when
the market eventually consolidates will find it very
difficult to catch up.”
What are the main innovations of the new CORE
CORE50 engine block?
“The most significant difference compared to the
previous 49 and 44 engines starts from the engine
block itself — the entire engine has been designed
from scratch and shares no components with its predecessors.
The most substantial mechanical change
concerns the cylinder liners. The older engines used
wet cylinder liners, which could be extracted and
replaced. The new engine, however, delivers considerably
more torque and power, which translates into
higher cylinder pressure. That requires all components
to remain completely static under load, so the
architecture is significantly more rigid — designed
to contain the forces generated internally without
any movement or energy loss.
Camshaft and Gear Train
The camshaft position has also changed. Previously
it was located in the crankcase, requiring
pushrods to transfer motion. It is now positioned
higher up, resulting in a simpler structure, fewer
moving parts and reduced wear. A further key
change involves the gear train, which has been
moved from the front of the engine to the rear.
The reason is directly linked to vehicle geometry:
the area previously occupied by the front-mounted
timing gears is now where the tractor's front wheel
operates. Moving the gear train to the rear frees
up that space, allowing a greater steering angle
and making the tractor significantly more agile
and manoeuvrable.”
AGCO has
invested in
electrification, and
even in hydrogenpowered
hybrid
technology, but
remains convinced
that, in the
agricultural sector,
the ICE remains
the leader in AG
mechanisation.
Reliability,
efficiency and
alternative fuels are
top priorities on the
agricultural agenda
8
9

NEWSROOM
#ASHOKLEYLAND #FPT #HDHYUNDAIINFRACORE #ZF
FPT
WIND
OF
CHANGE
NEW PERKINS E-COMMERCE ONLINE STOREFRONTS
Perkins has accelerated its eCommerce
rollout, working in close alignment
with some of its leading dealers across
Europe and the United States. This
strategic initiative focuses on strengthening
dealer partnerships to drive digital
growth. To quickly and efficiently
enable customers to order and receive
Perkins genuine parts, Perkins eCommerce
has launched six new distributor
storefronts, with more on the way
throughout 2026.
To meet customer demand, three new
online storefronts have been opened
for U.S. distributors Clarke Power Solutions,
Monarch Power Supply and
Pathfinder Power Solutions. And in
Europe, three new online storefronts
are up and running, namely for DiPerk
Power Solutions in the UK, and locallanguage
versions for Secodi in France
and BU Power Systems in Italy. Work
is also underway to launch online stores
in Australia, Turkey, Germany, Canada,
Poland, Spain and Belgium this year.
“These new storefronts are delivering
a seamless online experience for endcustomers
and retailers,” said Sena
Apewokin, senior director digital products.
“These platforms make it easier
than ever for customers to purchase
genuine Perkins parts online, offering
speed, convenience, and transparency.”
Sena added: “A growing number
of people want to order their parts
online now. The new storefronts make
this a quick and simple process and
once the order is placed, it is fulfilled
by the local distributor. With a simple
single sign on, customers can immediately
see available stock levels, access
promotions, and buying is simple
with multiple ways to pay, including
via credit card, purchase order and
Google Pay.”
Simone Curti, Head
of IVECO EMEA
Commercial Operations,
will be soon in charge
as President of the
Powertrain Business Unit.
Sylvain Blaise will take the
role of CEO at Manitou
Iveco Group announced that Sylvain
Blaise, President of the Powertrain
Business Unit, will leave
the Company on 29th June to take
up a new position as CEO of Manitou
Group. Mr Blaise has been with
the Company for 24 years, holding
numerous leadership roles, including
heading up FPT since the creation of
the independent Iveco Group in 2022.
He will continue in his current role
until the end of June, ensuring continuity
during the transition. The Group
also announces that Simone Curti will
assume the role of President, Powertrain
Business Unit, on 30th June
2026, succeeding Sylvain Blaise. Mr
Curti will be a member of the Senior
Leadership Team and will report
directly to the CEO of Iveco Group,
Olof Persson. After earning a degree
in Mechanical Engineering from the
Politecnico di Torino, Mr Curti began
his career with the Company in 2004,
holding roles of increasing responsibility
and seniority within the Truck
and Powertrain Business Units, and
currently leading Truck Business Unit
commercial operations in EMEA. His
extensive experience across the Group
and broad industry knowledge range
from engineering to quality, industrial
platforms, customer management and
commercial operations. Olof Persson,
CEO, Iveco Group, commented: “I
want to thank Sylvain for his dedication
to our customers and partners,
and to the whole Powertrain team.
Under his steady and forward-looking
leadership, FPT has spearheaded
innovation and technology development,
along with efficiency and resilience.
His achievements provide a
strong foundation for the brand under
its new leader, Simone Curti. I am
confident that Simone will continue to
accelerate our Powertrain business,
leveraging his well-rounded experience
and solid relationships with customers
and partners. On behalf of the
Senior Leadership Team, I wish Sylvain
continued success in his professional
endeavours and I welcome Simone
to his new role at Iveco Group.”
BOSCH 800-
VOLT E-DRIVE
AN ELECTRIC SHIFT
AT LOGIMAT
At LogiMAT 2026, Bosch Engineering
presented a high-performance
electric drive for
battery voltages of up to 800
volts, tailored to the specific requirements
of heavy-duty intralogistics
machines. As a result, even heavy-duty
forklifts, truck tractor units, or seaport
transporters in terminals and distribution
centers can now be equipped
with electric drives. The compact dimensions
enable straightforward integration
into tight installation spaces,
meaning that existing device platforms
can also benefit from electric
propulsion. The 800-volt drive system
consists of the Bosch electric motor
SMG230 and a highly efficient inverter
equipped with silicon carbide power
modules. The motor is designed for
system voltages of 400 to 850 volts.
In an ideal voltage and temperature
range, it offers a continuous power
output of 188 kW and around 250 Nm
of torque. Up to 550 Newtonmeters
of peak torque can be delivered on a
short-term basis. the silicon carbide
semiconductors in the power modules
enable faster switching operations and
steeper switching slopes, meaning
that significantly less energy is lost
in the form of heat. The inverters of
the drive system with silicon carbide
semiconductors thus offer impressive
efficiency of more than 99 percent.
The safety and diagnostic concept is
based on established standards from
the automotive domain and has been
adapted to the specific requirements
of intralogistics.
Deutz 2025
Deutz passed the 2025 test
with flying colors, exceeding
€2 billion in revenue,
mainly due to its acquisition
campaign. New orders rose
by 13.7% to €2,077.7 million
and revenue by 12.7% to
€2,043.8 million. With an
adjusted EBIT of €112.3
million (2024: €76.7 million),
the adjusted EBIT margin
was in line with the most
recent forecast at 5.5% (2024:
4.2%). Besides the profitable
acquisitions, savings made
under the Future Fit costcutting
program had a positive
impact too. Over the course
of the year, this could be seen
from the quarter-on-quarter
improvement in the adjusted
EBIT margin, which increased
to 6.8% in the fourth quarter
and was thus up by 3%
compared with a year earlier
(Q4 2024: 3.8%).
10
11

AUTOMOTIVE
LANDI TECHNOLOGIES
GO
BIOMETHANE!
The following press release is dated January
21, 2010: Landi Renzo has launched its
operations in the United States through its
subsidiary Landi Technologies USA. The operational
headquarters will be in California. “With
this new entity,” said Andrea Landi, President of
Landi Technologies, “we believe we can make
a significant contribution by giving the United
States the opportunity to use eco-friendly and
alternative fuels to petroleum-based ones in a
practical and cost-effective way. Specifically, the
new company will be responsible for obtaining
the necessary certifications and implementing all
activities required to carry out vehicle conversions.
The Corporation represents a further step
in the company’s internationalization process, as
it already has subsidiaries in Europe, Asia, and
South America.”
Refreshing...
Sixteen years have passed, and we reached out to
Andrea Landi himself to find out how the company
is faring as it establishes itself within the U.S.
manufacturing sector.
“At that time, interest in global mobility was a hot
Landi has been firmly established in the American market
for over fifteen years. Key features of its profile include
its headquarters in California and its active partnership
with Ford. What began as a challenging relationship with
CARB has evolved into a constructive dialogue. Landi
Technologies operates as the manufacturer of record.
This expertise finds fertile ground in biomethane systems
topic, which was widely recognized and shared.
This sentiment attracted the attention of several
American investors. We established our reputation
as global leaders in eco-friendly mobility,
a position rooted in our pioneering experience
with gases (LPG and natural gas). In California,
managing the regulatory approval process is quite
challenging. This did not discourage us - quite the
contrary - and we have actually established an
excellent working relationship with CARB. We operate
as a Manufacturer of Record, on par with
OEMs like Ford and GM, even though our team
is much smaller than those manufacturers, which
dedicate hundreds, if not thousands, of people to
the regulatory approval process.”
Do the key differences between CARB and the
EPA that existed in the past still persist?
“Some states follow the CARB guidelines, which
are, of course, mandatory in California and set
benchmarks that are recognized globally. Currently,
we are primarily focused on Ford vehicles; in
the past, we also worked with General Motors.”
You mentioned Ford. Could you elaborate on that
connection?
“Our partnership with Ford is crucial to us. Currently,
about 90% of our work involves Ford vehicles,
which dominate the light- and medium-duty
commercial vehicle segment, ranging from Class
2-3B to Class 6-7. In the past, we also had a significant
share of the GM engine market, but today
we focus on where the market is strongest.
We do not sell directly to OEMs, but we work with
them to develop our products, particularly in the
areas of calibration and software. Since this is a
niche segment, major OEMs prefer to rely on specialized
companies like ours, which Ford refers to
as Qualified Vehicle Modifiers (QVM): companies
that modify vehicles with the manufacturer’s direct
support. Thanks to our access to the OEM’s
software architecture, we are able to rewrite the
software specifically for natural gas or LPG technologies,
working in close and constant collaboration
with CARB.”
And what can you tell me about the dealer’s unusual
role, at least as we’re used to viewing this
position in Europe?
“The role of the dealer is a unique aspect we’ve
encountered from the very beginning. In the Unit-
12
13

AUTOMOTIVE
ed States, the dealer serves as the crucial point
of coordination between the OEM, fleets, and all
bodybuilders - those who install service bodies,
special lighting, specialized equipment, or, like us,
eco-friendly technologies. In the U.S. commercial
vehicle market, the level of customization is extremely
high: each fleet has hundreds of different
configurations and vehicles. For this reason, dealers
play a coordinating role that carries greater
weight than in other markets. Our ecosystem therefore
consists of fleet operators, dealers, OEMs,
and the CARB and EPA certification agencies.”
Specifically, what are your requirements in terms
of software and integration?
“The requests mainly concern the development
of configurations for natural gas vehicles, and
increasingly for biomethane, which is renewable
natural gas. In California, 99% of the natural gas
used is already renewable. Our work isn’t limited
to software development: we have to design
around the specifications of the vehicle’s existing
bodywork, working closely with service body manufacturers.
If a customer needs greater autonomy
and wants to add a gas cylinder, for example,
everything changes: physical layout, positioning of
components, and, of course, management software.
We try to guide customers toward a reasonable
number of standard configurations, because it’s
not possible to accommodate every single variation.
In this regard, working with technically structured
fleets is an advantage. A current example is
UPS: one of the largest fleets in the world, with
clear sustainability goals and a very pragmatic
and technical approach, not one focused purely
on image. Discussions with them are productive
because they understand that striking a balance
between engineering and economic considerations
is essential.”
EV, Hydrogen, CNG, Biomethane
You also mentioned electric vehicles and hydrogen.
What are your plans in these areas that are
currently the subject of so much discussion?
“Thanks to our expertise in systems integration,
some fleets also seek our advice on zero-emission
vehicles, whether electric or hydrogen-powered.
Our technicians are qualified to install CNG
tanks, batteries, or fuel cells: ultimately, it all
comes down to layout and integration. We have
conducted studies and developed a few prototypes
in this area, but at present, the technology that
offers the greatest reliability and the best tangible
results - taking into account the entire lifecycle
(performance, available infrastructure, and costs)
- is renewable natural gas. Biomethane is gaining
traction both in California and beyond, in part
because the entire digester supply chain is developing,
helping to build a true American circular
economy.”
Perhaps the most significant factor is the American
working group’s ability to capitalize on the growing
interest in biomethane and turn it into a viable
business. The market is demanding biomethane
more than hydrogen, and the technical capability
to manage more complex projects is certainly there
when needed.
“We went through a period when everyone seemed
to be moving toward electric vehicles, and then
toward hydrogen. We’ve seen companies with impressive
presentations that no longer exist today or
are suffering heavy losses. Eco-friendly mobility
should be driven by concrete technical results - that
is, genuinely reduced emissions - and sustainable
costs. The political push is always there, but our
role is to guide fleets toward the choice that best
suits their operational and financial situations.”
An Information Hub
Do you see potential for natural gas also beyond
the automotive sector, for example in stationary applications
such as residential generators and mission-critical
generators for data centers?
“Yes, we often receive requests for components
and software development for natural gas-powered
generators. We also collaborate with Cummins on
components for large-displacement engines and
industrial generators. The other day (in February,
ed.) I was discussing a data center project: it’s a
growing sector, and natural gas is gaining a good
reputation as an energy option in that field as well.
Our core business, however, remains the automotive
sector, where the market is driving growth, but we
maintain relationships in the industrial segment and
monitor developments. In any case, Landi Technologies
is a technology hub for system integration and
also serves as an information hub.”
14
15

OFF-HIGHWAY
SAMOTER VERONA B2PRESS DAY
A BOLD
PREVIEW
At the meeting organized by Verona Fiere with the trade
press, trends in the construction and mining sectors
emerged. Electric vehicles continue to make headway,
albeit at a slower pace. Among internal combustion
vehicles, the usual big names in the off-road sector stand
out. In the small- and medium-horsepower segments:
Deutz, Kubota, Perkins, Rehlko, Volvo Penta, and
Yanmar. Manufacturers are focusing on service efficiency
What emerged at the B2Press event at
Samoter Verona? Confirmations, including
the stabilization of internal combustion
engines in OEM projects. Stage V has
been accepted; Stage VI remains an unknown on the
European Commission’s agenda (the EPA has not yet
been finalized); and the endemic supply shocks of the
post-pandemic era are now a thing of the past. In min-
At SamoTer 2026 in Verona, organised by Veronafiere in
collaboration with UNACEA and CECE, the biggest names
in construction took the stage — with the welcome
return of Volvo CE. Among the participants: CGT, part of
the TESYA Group and Caterpillar dealer; Doosan Bobcat;
Develon; Dieci; Hidromek; Hitachi; Hyundai; Kemroc;
Kobelco; Komatsu; Leica Geosystems; LiuGong Italia;
Mantovanibenne; Merlo; Messersì; Takeuchi
Italia; Oilquick; Sany; SDLG; Spektra;
Sunward Europe Heavy Industry; Topcon; Simex; Cangini
Benne; VF Venieri; Wacker Neuson and XCMG
ing, electrification starts with the major players. It is
a matter of scale, regulatory pressures, and environmental
safeguards.
AMMAN
Let’s start with Ammann, which will rely on light
electric equipment, typically single-direction vibratory
plates and rammer compactors. The Diesel machines
are supplied by Kubota, Deutz, Perkins, and
Volvo Penta. The ARR 1575 is a remote-controlled
roller that responds smoothly to joystick commands.
Powering the machine is the Kubota D1105, a 1.2-liter
3-cylinder engine delivering 15.6 kW at 2,400 rpm.
Launched four years ago, it features an electronic
control system that has reduced fuel consumption by
5%. This electronic system is compatible with CAN
bus communication, a feature previously reserved for
larger-displacement engines.
Speaking of rumors, in January Bobcat issued a press
release announcing that it had terminated negotiations
to acquire a majority stake in Wacker Neuson,
amounting to approximately 63% of the company’s
shares.
CGT CATERPILLAR
CGT is Caterpillar’s Italian dealer. It offers service,
digital, and end-to-end solutions to improve performance
in terms of safety, efficiency, productivity,
and sustainability. The breakdown prevention service
has been included in 91% of contracts for 2025.
There is also the “Full Promise” option, which guarantees
the machine’s actual usage. If consumption
exceeds the agreed amount by 10%, CGT agrees
to reimburse the excess. They point out that Cat’s
Stage V engines consume less fuel, partly due to
reduced operating times enabled by onboard technologies.
An example is provided by a comparison
between the traditional method and the 3D method
applied to a 30-meter excavation area. The 3D
method resulted in a 42% reduction in the cost per
cubic meter excavated.
CIFA
Cifa, too, continues to harmoniously blend electric
and internal combustion technologies and solidifies
its position within the Zoomlion group. This marks
a strategic shift aimed at reaching global markets
and integrating the brand into the group’s internal
dynamics. All of this will be done without affecting
the brand’s autonomy, which will remain intact,
including its name. Among the organizational
changes, Paolo Gandola is taking over from Davide
Cipolla as CEO.
EPIROC
Epiroc’s commitment to electrification is demonstrated
by its partnership with NorthVolt, including in the area
of safety: when tested in a fire environment, the batteries
remained stable for 30 minutes. In Italy, they have
delivered 14-ton excavators equipped with NMC lithium-ion
batteries. Epiroc offers a rental program with
BaaS (Battery as a Service), which covers maintenance
provisions.
HYUNDAI
Under the corporate umbrella, Hyundai will focus on
the “value for money” principle, while Develon will
emphasize innovation and dynamic performance.
Looking under the hoods, engine synergies will prioritize
Hyundai engines, without completely abandoning
Cummins. For mini-excavators, they still use
Kubota and Yanmar. At SamoTer, the 19-ton machine
was the flagship of the electric lineup. Kobelco is
focusing on electrifying smaller machines, while for
larger excavators, the company believes that adopting
HVO for Stage V internal combustion engines is
a more viable option. Hydrogen remains a focus of
R&D, pending market acceptance. At SamoTer, they
SAMOTER 2026
The 32nd SaMoTer
closed on 9th May
at Veronafiere with
42,000 professional
operators from 78
countries and 526
exhibitors (124
international from
22 countries)
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18
showcase the SK165SRLC, powered by a 3-liter Isuzu
4JJ engine. The SK380SRLC-7 is also equipped
with an Isuzu Stage V engine, which delivers 210 kW
and 6% more torque than previous models. The DPF
replacement interval has been extended from 4,500 to
8,000 operating hours.
LIUGONG
Let’s stay in the Far East with Liugong, which took
the lead with its electric lineup, launched ten years
ago, and guarantees an average runtime of 10-11
hours with LFP batteries. To cite an example, the 870
HE wheel loader has a stated average consumption
of 40 kWh, which amounts to roughly €8 per hour,
compared to the equivalent 4.5 m³ diesel version
equipped with a 9-liter Cummins engine, which consumes
18 liters per hour. LiuGong is currently developing
its own in-house batteries.
MERLO
The e-Worker is part of Merlo’s Generation Zero.
Initially equipped with lead-acid batteries - similar
to those used in forklifts - it was later supplemented
with lithium-ion batteries, capable of 3,000 cycles
instead of the conventional 1,800 cycles of lead-acid
batteries, and managed and controlled by the BMS.
As for the engine, the 3.6-liter displacement is crucial.
In recent years, in POWERTRAIN International,
we’ve told you about a dump truck equipped with
the 74.4 kW Deutz TCD 3.6, and a telescopic handler
with the 100 kW 904J-E36TA.
SANDVIK
Let’s head back into the mine with Sandvik, which has
deployed several battery-powered machines, particularly
loaders and trucks. From Italy, they also take care
of the Balkans, Greece, Israel, and Cyprus. Before providing
a quote for the battery-powered models, Sandvik
conducts a site survey at the mine, checking Wi-
ITALIAN EXPORT IN THE CONSTRUCTION SECTOR
Italian construction machinery pared to 2024. Positive signals also
exports posted a total value in 2025 come from tower cranes, posting
of approximately 3 billion 226 million 158.1 million euros (+3.2%), and
euros, recording a slight downturn of road-building machinery, with 101.8
0.5% compared to the previous year. million euros (+3.6%). On the other
A closer look at product categories hand, other segments in the supply
indicates that Italian exports posted
heterogeneous dynamics last aggregate preparation machinery
chain posted downward trends:
year. Earthmoving machinery and came to 633.3 million euros (–6.7%),
equipment are driving the sector, drilling machinery to 485.6 million
confirming their status as the most euros (–9.4%); concrete machinery
significant segment, with €1.55 posted exports worth 296.9 million
billion in export sales, up 7.1% com-
euros (–9.8%). International markets
Fi coverage, capacity, and routes. This mapping also
allows them to verify the feasibility of the auto-swap
system. There must be a workstation on the ramp to
perform the replacement. An operator removes the battery.
With the auxiliary battery, the vehicle proceeds to
the designated replacement area. This operation does
not require a crane or special infrastructure. The Stage
V model is primarily manufactured by Caterpillar. Vol-
where exports increased the most
between January and December
2025 included Central and Eastern
Europe, the Middle East, the United
States, Brazil, North Africa, and other
African countries. The balance of
trade in the sector in 2025 came
to nearly 911 million euros, down
by 14.1% compared to the previous
year, confirming the continuing
challenges on the international stage
despite overall exports holding firm.
vo powers smart quarry machines and loaders, while
Cummins powers jumbo drills.
SDLG
SDLG offers a comprehensive range of wheel loaders
and excavators, as well as compactors, backhoe
loaders, and skid-steer loaders. It uses Kubota and
Yanmar engines. As power output increases, we find
Perkins engines. A family of machines powered by
lithium iron phosphate batteries is also available; others
are in development. DC charging takes an average
of 60-90 minutes to provide 4-6 hours of range. For
example, the E6225HEV with a permanent magnet
synchronous motor features a 423 kWh battery system,
which provides a range of 6-10 hours and supports
single- and dual-port DC fast charging, with a
full charge time of less than 1.5 hours. The ATS cooling
system automatically controls fan speed based on
hydraulic oil and water temperatures during normal
operation, ensuring energy savings and efficiency.
VENIERI
Venieri has strengthened its partnership with Deutz,
with a few exceptions, such as the 3-cylinder Kubota
engine in its smallest model, the 3.6-ton VF 1.63D TL
loader, as well as Yanmar and Rehlko. The transmission
is supplied by Bosch Rexroth, with heavy-duty
Dana-Spicer or Carraro axles. The company’s stance
on the ecological transition is unequivocal: “The way
Left, a Scania Engine for Hyundai; Right, a SDLG Wheel Loader
it was designed is not sustainable.” Venieri’s path to
decarbonization was unveiled at bauma and showcased
again at SamoTer: the VF 27.03TL telescopic
loader can operate in electric mode without cable restrictions
and is powered by a 18 kW Rehlko KSD
1403 TC motor, paired with four electric drives. The
lithium-ion battery packs deliver 16, 32, 48, and 64
kWe.
VOLVO CE
Despite the temporary decline in the appeal of electric
vehicles, Volvo CE unveiled electric dump trucks,
loaders, and excavators in 2025. Among these is the
ECR25 Electric excavator, equipped with a 40 kWh
lithium-ion battery that provides up to eight hours of
runtime, with a charging time unchanged from the
previous 20 kWe generation. There are a number of
charging options available, including the PU40 mobile
power unit. Two onboard chargers support charging
from a three-phase AC power source from 10% to
100% in five hours, while a DC fast charger can reach
80% in 1.5 hours.
WACKER NEUSON
Since 2013, Wacker Neuson has been a pioneer in
electrification, with wheel loaders and drum compactors.
Internal combustion engines still 'speak' Japanese
(Yanmar) and English (Perkins) on small machines and
Italian (Rehlko) on those ranging from 3.5 to 6 tons.
B2Press Figures
The event was
attended by 18
brands in the
sector, joined by
32 Italian and
international
journalists from
the UK, Germany,
Norway, Austria,
Spain, Switzerland,
Turkey, France,
Romania, Finland,
and Scandinavia
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DEVELON
TRANSPARENT
IDEAS
Develon will be attending SamoTer in Verona,
Italy. We interviewed them to understand
which direction the Korean giant is heading
A
brief update on the brand reorganization
within the Doosan and Hyundai umbrella.
With the recent launch of HD Construction
Equipment, our CEO, Mr. Jaeyoung Moon,
has clearly reaffirmed our commitment to a market-tailored
sales strategy and to the continuation of
our dual-brand structure under which two distinct
brands are maintained, governed and resourced in
parallel. Today, each of our two brands is supported
by approximately 300 partners worldwide, a network
that has taken more than three decades to build.
We firmly believe that the dual-brand model is the
only viable path for sustainable growth.
Develon is powered by innovation and it’s not just
our motto. We were the first to leverage 5G to operate
remotely over world distances with a demonstration
at bauma 2019 and in the same year we
established another record with our “Concept-X”: a
comprehensive control solution that can be used to
survey worksite topography via 3D drone scanning,
establish operational plans based on the topographical
data, and operate construction equipment such
as excavators and wheel loaders without human intervention.
We’ve raised safety levels on construction
sites like no other before, with revolutionary
innovations like the transparent bucket in 2021 and
the recent introduction of the E-Stop device, which
stops the machine's movements when a pedestrian
enters its work area. Innovation is therefore our
brand identity and rests on three major pillars: first,
our ultra-decadal expertise on the heavy line - namely
quarry and earthmoving - which is now further
strengthened with a complete compact range; secondly
a technically strong distribution network that
guarantees proximity to the customer; and finally a
strong vocation for so-called special applications,
which we continue to develop year after year thanks
to investments in areas such as demolition, tunneling,
material and waste handling and forestry.
Under the previous structure within Doosan, our
positioning was strictly segment-based: DEVELON
focused on heavy machinery, while our sister brand,
Bobcat, managed the compact segment.
However, since joining the HD Hyundai umbrella,
DEVELON has evolved into a true 'Full-Liner'
construction equipment provider. Our portfolio now
spans from compact and heavy machinery to dozers
and articulated dump trucks.
Among Develon’s "breaking news" is the electric
DX23E-7, which offers two battery options (34
and 40 kWh). What are the key technical differences
between these two configurations?
Technically, both battery options share the exact
same machine specifications and performance features,
with the only difference being the total energy
capacity. This allows customers to choose the best fit
based on their specific workload requirements.
The 32 kWh battery provides 8 hours of continuous
operation at 2,000 rpm, while the 40 kWh version
extends this to 10 hours. Both configurations offer
class-leading endurance in the current market, ensuring
that our customers can complete a full work shift
without any concerns about charging.
How is the company experiencing this transition
and what are your investment plans, especially
considering the recent cooling of interest in BEVs
within the construction site sector? Is lithium-ion
considered the only viable path? Furthermore,
have you planned any forms of partial hybridization
for the hydraulic systems?
Develon’s approach to electrification is built on
practical innovation, strategic collaboration, and a
commitment to delivering the right solutions exactly
when the market needs them. As a global manufacturer,
Develon leverages its broad engineering
capability while partnering closely with specialized
European electric-drive and battery suppliers, ensuring
every new model benefits from the latest technological
expertise.
Rather than pursuing electrification in isolation, Develon
has established a development model that is
agile, collaborative, and market-driven. By working
directly with experienced system integrators and
customers in leading electric markets, Develon is
able to accelerate development cycles, validate technology
in real applications, and bring fully functional
machines to market with confidence.
This partnership-driven strategy enables Develon
to deliver electric excavators that match diesel
performance while integrating advanced charging,
powertrain, and control solutions tailored for European
jobsite requirements. As a result, Develon
can introduce new models at precisely the moment
contractors need them—supporting the continent’s
rapid shift toward lower-emission, high-efficiency
construction equipment.
Other technologies our group is exploring for future
adoption include hydrogen-powered equipment
utilizing advanced fuel cell systems to enable carbon-free
operation.
Which engine manufacturers are you currently
partnering with? Over the last few years, have
you noticed a shift in end-user demands regarding
performance, maintenance intervals, and digitalization?
Develon continues to work with a range of established
engine partners, depending on machine type
and application. For example, Scania engines are
still applied in our articulated dump trucks and wheel
loaders, while Perkins engines are used in selected
ultra-large machine segments. This flexible partnership
approach allows us to offer optimized powertrain
solutions tailored to different customer and
market requirements.
In terms of end-user demand for digital service, we
see that customers are not necessarily asking directly
for digital technologies themselves, but rather for
solutions that help maximize machine uptime and
reduce operating risk. Over-the-air (OTA) remote
update capability and predictive maintenance functions
(PHM) are key examples of this approach.
These technologies are designed to support proactive
service and early issue detection rather than reactive
maintenance. Starting with the DX 9 series, such digital
features have been introduced more actively and
are currently being piloted at dealer level to validate
their effectiveness in real operating environments.
The Hyundai DX
engine family
(DX05 and DX09
are been awarded
as Diesel of year
2025). On the left,
the DX230LC-9
DEVELON
excavator and the
transparent bucket
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JOHN DEERE POWER SYSTEMS @ CONEXPO
SUCH A
VISION
John Deere Power Systems certainly did not go
unnoticed at Conexpo, where it unveiled the preview of
its 5.0- and 7.5-litre engines — two highly sought-after
displacements — and showcased a range of battery
packs from its subsidiary Kreisel
John Deere Power Systems has now completed
the desert crossing that engine manufacturers
are called to navigate during the transition
period. Prior to Conexpo, the lineup restructuring
was sealed by the 3.9-litre engine co-developed
with Deutz — details of which you will find in
the comparison feature. Then came Las Vegas. At
this point, to get a full picture of what has been
set in motion — and quite a lot has, starting with
two world premieres heading to serial production
in the coming years — we went straight to the
source. The two displacements, 5 and 7.5 liters,
were unprecedented until a few years ago but are
now very popular. What considerations led to the
Pierre Guyot, Senior Vice President of John Deere Power
Systems (Gregor Sueck succeeds Guyot from 1 June 2026):
“John Deere Power Systems is strategically investing in the
future of diesel technology to ensure it remains a viable, highperformance
solution for the long term. The expansion of our
Next Generation Engine lineup provides the high-horsepower
foundation many customers rely on, while our simultaneous
growth in battery and hybrid offerings creates a versatile,
multiple-pathway approach to power”
development of these engines for both captive and
free market volumes? When did the project start?
“The development of the JD5 (5.0L) and JD8 (7.5L)
engines builds upon our Next Generation Engine
architecture. Driven by industry requirements for
higher power equipment within increasingly compact
installation footprints, we are pursuing a
clean-sheet design to provide high power density,
simplified machine integration, and optimized fuel
efficiency. These engines will help strengthen our
horsepower range and send a clear signal to our
OEM customers that John Deere is dedicated to
the future of internal combustion engines. This allows
our customers to confidently plan their own
product development cycles for the coming decade.
While we officially unveiled the JD5 and JD8 at
CONEXPO 2026, the design concepts, internal
validation, and testing have been ongoing for several
years.”
We are also interested in the testing procedures and
how they will be positioned in the agricultural sector.
Do they feature a structural oil pan?
“The JD5 and JD8 engines are engineered to support
a broad range of heavy-duty applications
across the agricultural, construction, and industrial
sectors. Our goal is to provide OEM customers
in these markets with more choices in the mid-tohigh
power range, specifically targeting improved
fuel efficiency and a more compact footprint than
legacy models.”
With the launch planned for 2029/30 and the slowdown
of electrification, what is John Deere’s medium-term
vision for the USA, Europe, and other
markets?
“At John Deere, we recognize that the future of
power will not be defined by a single technology.
Our vision for global markets is built on a multiple-pathway
approach that prioritizes customer
choice at every stage. We are dedicated to providing
a versatile portfolio that ensures our customers
have the right reliable solution to meet their specific
evolving needs, regardless of regional infrastructure
or application.
Several key focus areas
Diesel Engine Advancement: We are strategically
optimizing our internal combustion engines for
maximum efficiency.
Renewable Fuel Integration: We are making significant
investments to ensure our engines are compatible
with renewable fuels.
Strategic Electrification: We continue to advance
our electrification journey by matching the right
technology to the right application.
Hybrid-Electric Development: For larger machines
where full battery power may not yet be viable,
we are developing hybrid-electric solutions
that combine the power of our diesel engines with
relevant electrification technologies.
By offering this diverse lineup, we provide our
OEM customers with the flexibility they need to
transition to new power sources at a pace that
aligns with their specific market demands and infrastructure
availability.”
How will the portfolio is going on: will there be
coexistence between the JD4, the 4.5-liter, and the
JD5, or will the 4.5-liter be sacrificed for the sake
of rationalization?
“We recognize that our 4.5L and 6.8L engines are
crucial to many operations today, and they remain
an important part of our portfolio. While the JD5
and JD8 engines represent the future of the industry
and bring valuable features we know our customers
will appreciate, they will exist alongside
our legacy engines for a period of time. This helps
us to ensure OEMs have the flexibility and continuity
they need to transition to new technologies at a
pace that aligns with their specific market needs.
As always, we are committed to providing clear,
proactive communication to enable our customers
to understand how these changes may impact their
business”.
True to the Deere legacy, can we expect the JD5
and JD8 to expand into power gen and marine markets?
“Broad application flexibility is a core consideration
for our Next Generation Engine (NGE) ar-
ICE NEWS
The JD5 is a
5.0-litre Diesel
engine with an
anticipated power
range of 93–200
kW, while the
JD8 is a 7.5-litre
Diesel unit covering
187–290 kW
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chitecture. While the initial focus for the JD5 and
JD8 is on mid-range industrial and construction
applications, these engines are designed from a
clean sheet specifically to be adaptable to
various market needs.”
The 2.9L is a dated engine and
is not aligned with the
power density of the
Next Generation Engines.
Is an update
planned, or perhaps
the launch of even
more compact engines?
“The 2.9L engine
remains a reliable
and vital component
of our portfolio, continuing
to meet the
needs of customers
in targeted segments.
The engine has undergone
multiple updates over the years to
stay ahead of global emissions regulations
and improve fuel efficiency.”
When it comes to electrification, John Deere means
Kreisel. At Agritechnica, the American manufacturer
unveiled a fully electric 130hp tractor prototype
developed from a clean sheet. In short, a true
“electric native.” The machine accommodates up
to five battery packs of 39 kWh each, for a total
capacity of approximately 200 kWh. The electric
drivetrain features two independent motors — one
for traction and one for PTO operation — both rated
at 130 hp, allowing the power take-off to maintain
a constant speed. A configuration that shows
real promise in construction applications.
A case in point comes from Nevada itself: the 310
X-Tier E-Power backhoe loader, a 100% electric
prototype. Alongside it, a hybrid pairing of batteries
with an internal combustion engine — in
this case the JD9 — in the large wheel loader 824
X-Tier, equipped with an Electric Variable Transmission
(EVT) that delivers near-instant response
and simplified single-pedal operation.
Electrification
Regarding electric alternatives, from your perspective,
is BEV technology in the off-road sector
still just an alternative rather than the only way
forward?
“John Deere is committed to a multiple-pathway
approach because the future of power will not be
defined by a single solution. Equipment segments
requiring less than 130 hp (~97 kW), such as specialized
turf or compact utility equipment, are ideal
candidates for full battery-electric solutions due
to reduced maintenance and differentiated ease of
operation.”
Could you describe the rollout of your systems—
developed in collaboration with Kreisel—both on
John Deere machinery and for your OEM customers?
“On John Deere and Wirtgen Group equipment,
we have successfully integrated battery electric
systems into diverse applications, including an
electrified tractor, backhoe, cold miller, paver, and
roller. Kreisel Electric battery technology is also
being deployed across a range of OEM customer
applications, including mini excavators, municipal
vehicles (snow blower, small fire truck), cement
trucks, and various marine applications.”
Could you provide a detailed overview of the four
KBE battery packs announced in Vegas? Specifically,
we’re looking for details on cell chemistry,
performance specs, BMS, layer assembly, and customization
options.
“At CONEXPO, John Deere showcased four Kreisel
battery packs: the KBE.59.750M, KBE.24.450S,
KBE.39.750S, and KBE.39.750C. These systems
are designed to provide high-performance power
across agriculture, construction, mining, and marine
applications.
Cell Chemistry: The packs leverage NMC (Nickel
Manganese Cobalt) cylindrical cells. This specific
chemistry was selected to prioritize high energy
density, which is the primary driver of daily
runtime within the limited space constraints of
off-highway machinery.
Battery Management System: John Deere utilizes
Dynamic Performance Management, a proprietary
BMS developed by John Deere in collaboration
with Kreisel. This system draws on our extensive
expertise in controller development and uses ad-
vanced software to optimize daily performance,
lifetime durability, and safety, even in extreme temperatures.
Layer Assembly: The packs feature patented Kreisel
immersion cooling technology. By submerging
cells in a dielectric fluid, the system maintains a
narrow temperature range (<1°C) across all cells.
This design aims to prevent hotspots and promote
uniform aging, which generally has a positive impact
on the overall life of a battery pack.
Customization and Modular Architecture: The
KBE lineup is engineered as a flexible, modular
architecture to meet the varied needs of OEM customers.
Freedom of Placement: The modules are designed
for flexible orientation and installation, allowing
them to fit into tight machine envelopes.
Pack Configurations: The architecture supports
stacking and multi-pack configurations to meet
heavy-duty power requirements.
Scalable Integration: This modular
approach allows for
seamless portfolio extension
across multiple
equipment
segments while
simplifying
machine integration.”
Which transmissions
are
these battery-systems
designed to be
paired with?
These batteries are
transmission-agnostic,
meaning
they can pair with
any high-voltage
electrified drivetrain
system. They
are designed for
400V and 750V
class high-voltage
applications.”
About E-Power
Is the E-Power architecture
showcased
at Agritechnica
scalable or replicable
for construction machinery?
“The E-Power architecture
is both scalable and replicable
across John Deere
equipment sectors, utilizing
the same core technology
stack for both agricultural and
construction applications. Our focus
on energy density is particularly applicable to jobsites
at the "edge of the grid" that lack charging
infrastructure, as higher energy density helps to
maximize runtime between charges.”
How does John Deere Power Systems view the
rapid acceleration of Chinese system integrators in
the development of solid-state batteries?
“John Deere is dedicated to providing a portfolio
of versatile, vetted solutions that enable customer
choice at every stage. We are constantly evaluating
the market for technologies that will best meet
our customers’ needs, including solid-state batteries.
If and when solid-state technology becomes
commercially viable for our customers, we would
evaluate it for inclusion in our power offerings.”
ON DISPLAY
Some applications
powered by
John Deere at
CONEXPO: Bandit
Industries 2290
Track Whole Tree
Chipper, with the
JD14 engine. CK
Power concept
generator built
around the new
JD4 engine.
Elgin Sweeper
Company threewheeled
Pelican
mechanical
streetsweeper,
powered by the
4.5L. Jones
Manufacturing
Mighty Giant
grinder, powered by
the JD18 engine
24
25

LIQUIDPISTON
INTERVIEW TO VINCENZO PERRONE
A BRAND NEW ROTARY
ENGINE
Hailing from the United States,
LiquidPiston introduces a new take
on the rotary engine designed to
overcome the hurdles of the energy
transition. Helping us dive deeper is a
prominent figure in the world of internal
combustion engines, Vincenzo Perrone
Rotary engines are really exciting, and the
outlook of the LiquidPiston project is genuinely
compelling. It represents a real opportunity
to disrupt a market that has largely settled
into stagnation.” This is how Vincenzo Perrone
frames his view on LiquidPiston, a company he
joined after a long career at the helm of Rehlko’s
engine division, choosing what he describes as
a fresh new start. A new journey rooted in established
technologies, yet deliberately aimed at
moving beyond the conservative paradigms of the
internal combustion engine, paradigms increasingly
shaped by regulatory acceleration and cost
management rather than pure engineering innovation.
Fresh Air in the Propulsion Scenary
“LiquidPiston is a research-and-development company
headquartered in Bloomfield, Connecticut,
roughly two hours from Boston,” Perrone explains.
“With a deep pool of engineering talent and innovation-first
culture, we have designed a new
breed of engine that exploits the intrinsic advantages
of the rotary architecture, while overcoming
the structural limitations of the traditional Wankel
design. By reimagining the rotary engine, we’ve
maximized power density and fuel flexibility.” Fuel
flexibility is a defining pillar of the project. “The
engine is designed to operate on a wide range
of fuels: avgas, kerosene, diesel, and gasoline,
as well as biogenic and paraffinic fuels. Owing
to their geometry, rotary engines naturally lend
themselves to high-speed operation, which aligns
well with the performance targets we are pursuing.”
Targeted for Low-Mass Applications
LiquidPiston’s technology is therefore aimed at
applications where compactness and low mass are
critical, and where high rotational speeds are not
a constraint but an advantage. “Variable-speed
generator sets have seen significant technological
progress in recent years and represent one of
the most promising application areas, alongside
machines such as compressors and pumps,” says
Perrone. “Unmanned aerial vehicles are also attracting
growing interest. Drones are an almost
ideal application: the maximum engine speed is
dictated by the propeller tip speed, and 7000 rpm
is absolutely compatible. A small, lightweight engine
capable of running on jet fuel is a strong
value proposition for the U.S. Government. Not
surprisingly, power generation and UAVs are the
two application fields currently undergoing testing
and validation.” To improve efficiency, LiquidPiston
is leveraging the Atkinson cycle as an element
of the company’s patented optimized thermodynamic
cycle.
In Atkinson Mode
“The Atkinson concept is based on over-expansion—by
delaying exhaust port opening, consistent
with Atkinson-cycle principles in four-stroke
engines—to increase efficiency and extract more
useful work from the combustion process. Liquid-
Piston is developing a two-stroke version of the
engine in order to combine these benefits with the
inherent compactness and low weight of a twostroke
architecture.”
Intellectual property is another cornerstone of
the strategy. “The company has filed 117 patents
covering the engine and related hybrid power
solutions and enabling technologies. The key departure
from the Wankel architecture is that the
combustion chamber is not rotating. Instead, it is
integrated into the stationary engine housing. This
allows combustion to be more controlled, as the
chamber geometry remains fixed, offering direct
injection and higher compression ratios resulting
in improved efficiency.”
Rapid development cycles are enabled by strong
in-house capabilities. “LiquidPiston operates its
own machine shop, which makes us fully self-sufficient
in supporting development and low volume
prototype manufacturing. This gives us short response
times, which are an integral part of our
strategy. Our R&D team is composed of powertrain
engineers working with highly advanced
software-based simulation tools, combining fluid
dynamics, combustion analysis, performance simulation,
and sealing behavior with experimental
data acquisition to continuously refine the analytical
models.”
Every Day is a New Chapter
In closing, Perrone highlights an aspect that speaks
directly to the company’s innovative mindset.
“One of the most fascinating elements of this engine
is that there is virtually no scientific literature
available: there is no established baseline. Every
day, we write a new chapter. It is an intense, highly
innovative process, standing in sharp contrast
to the relatively stagnant landscape of conventional
piston-engine development.”
In October 28,
2025, LiquidPiston
announced the
appointment of
Vincenzo Perrone
as Vice President
of Engineering
26
27

COMPARISONS
3.4-3.9 LITERS ABOVE 100 KW
LIKE A
4.4L
At Conexpo, Cat and Perkins
have kicked it into high gear
to catch up with Cummins,
Deutz, and Deere at 129 kW
in the crowded 3.4- to 3.9-liter
compact engine segment. We
have chosen only engines
above 100 kW
The first glimpses of the new technology
emerging under the hoods of entry-level
heavy-duty vehicles date back to the “Diesel
of the Year” award’s early days. In 2007, the
award went to the Cummins B3.3, and the following
year to the FPT F32. This is what the article
in the then-current issue of Diesel magazine said:
“For FPT, the ‘maxicompact’ engine is a leap of
faith into the industrial sector that challenges the
conventional wisdom of ‘one liter per cylinder’ and
revolutionizes the machines of the future.” It was
2010, and Deutz had won the Diesel of the Year
award, thanks to the TCD2.9’s breakthrough in the
compact engine segment. This breakthrough, alongside
the TCD3.6, established the 800/900 cc cylinder
displacement as the solution for engines that
had found themselves forced to reduce their dimensions
with the advent of the IIIB/4Final. Since then,
power density has become a mission of a messianic
nature, a categorical imperative for engineering and
marketing departments. How can we surpass 4.4-liter
engines, which typically deliver roughly 100 to
129 kilowatts? By systematically raising the bar
on performance curves. A “little game” that crops
up fairly often in the automotive industry, even in
contexts less closely tied to intensive work cycles.
Just consider the fierce competition between Cat-
On the opening
day of CONEXPO-
CON/AGG in Las
Vegas, Caterpillar
and Perkins
launched the new
top of range rating
for the 3.6 liters
engines. They give
power up to 129
kW at 2200 rpm
BRAND
CATERPILLAR
CUMMINS
DEUTZ
DEUTZ
FPT
HYUNDAI
JOHN DEERE
KIOTI
PERKINS
REHLKO
SAME
MODEL
C3.6
F3.8
TCD3.6 L4 HP TCD 4.0
F36
D34
JD4
4J383TA 904J-E36TTA KDI 3404 T CR
FARMOTION KF-
YANMAR
YUCHAI
4115TA
4TN101
YCDK04140-T400
I. D.
B x S mm - S/B 98 x 120 - 1,22 102 x 115 - 1,13 98 x 120 - 1,22 99 x 128 - 1,29 102 x 110 - 1,08 98 x 113 - 1,15 99 x 128 - 1,29 103 x 115 - 1,12 98 x 120 - 1,22 94 x 116 - 1,23 103 x 115 - 1,12 101 x 120 - 1,19 98 x 120 - 1,22
N. cil. - dm 3 4 - 3,62 4 - 3,75 4 - 3,62 4 - 3,94 4 - 3,59 4 - 3,40 4 - 3,94 4 - 3,83 4 - 3,62 4 - 3,22 4 - 3,85 4 - 3,84 4 - 3,62
Maximum power kW - rpm 129 - 2.200 129 - 2.500 105 - 2.300 129 - 2.200 105 - 1.900 101 - 2.600 129 - 2.200 104,5 - 2.200 129 - 2.200 105 - 2.600 115 - 2.000 105 - 2.200 103 - 2.400
Mep at max power bar 19,8 16,8 15,4 18,2 18,8 13,9 18,2 15,2 19,8 15,4 18,3 15,2 14,5
Piston speed m/s 8,8 9,6 9,2 9,4 7 9,8 9,4 8,4 8,8 10,1 7,7 8,8 9,6
Maximum torque Nm - rpm 745 - 1.500 617 - 1.500 550 - 1.600 696 - 1.300 600 - 1.400 500 - 1.400 696 - 1.300 540 - 1.400 745 - 1.500 647 - 1.400 666 - 1.400 550 - 1.500 500 - 1.600
Mep at max torque bar 26,4 21,1 19,5 22,7 21,4 18,8 22,7 18,1 26,4 25,8 22,2 18,3 17,7
% power at max torque (kW) 47,9 38 42,3 44,1 47,1 39,6 44,1 41,7 47,9 51,5 48,1 42,3 38,6
Torque at max power Nm 559 490 441 559 529 372 559 451,0 559 382 549 461 412
% power at max torque (kW) 90,8 (117) 75,20 (97) 87,80 (92) 73,50 (95) 83,80 (88) 72,60 (73) 73,50 (95) 75,80 (79) 90,80 (117) 90,40 (95) 85 (98) 82,30 (86) 81,40 (84)
DETAILS
Specific power kW/dm 3 35,5 34,2 29,0 32,6 29,2 29,5 32,6 27,2 35,5 32,6 29,7 27,3 28,4
Specific torque Nm/dm 3 205,7 164,1 151,8 176,6 166,9 146,6 176,6 140,8 205,7 200,9 172,9 143 138
Areal spec. power kW/dm 2 42,72 39,45 34,77 41,88 32,11 33,44 41,88 31,38 42,72 37,77 34,53 32,81 34,11
RULES AND BALANCE
Dry weight kg 400 280 350 460 320 464 460 522 400 394 540 420 280
L x W x H mm 667x569x776 818x728x786 900x592x1.036 760x680x843 714x601x852 936x665x1.135 700x680x810 948x666x1.136 850x680x1.060 718x580x816 602x578x679 890x630x870 790x590x790
Volume m 3 0,29 0,47 0,55 0,44 0,37 0,71 0,39 0,72 0,61 0,34 0,24 0,49 0,37
Weight/power kg/kW 3,1 2,2 3,3 3,6 3 4,6 3,6 5 3,1 3,8 4,7 4 2,7
Weight/displacement kg/dm 3 110,5 74,5 96,7 116,7 89 136,1 116,7 136,2 110,5 122,4 140,3 109,2 77,3
Power density kW/m 3 444,8 274,5 190,9 293,2 283,8 142,3 330,8 145,1 211,5 308,8 479,2 214,3 278,4
Total density t/m3 1,38 0,60 0,64 1,05 0,86 0,65 1,18 0,73 0,66 1,16 2,25 0,86 0,76
Displacement/volume dm3/m3 12,49 8,00 6,58 8,96 9,72 4,80 10,11 5,32 5,94 9,47 16,04 7,85 9,79
28
29

COMPARISONS
CATERPILLAR
C3.6
CUMMINS
F3.8
JOHN DEERE DEERE JD4
DEUTZ TCD3.6
DEUTZ 3.6
DEUTZ TCD4.0
DEUTZ 4.0
FPT
FPT
At the end of
2020, Deutz
and John Deere
Power Systems
have announced
plans to jointly
develop and source
components for a
low horsepower
range engine up
to 130kW. This
announcement
became true
kW! 175!
1.304! Nm!
160!
1.154!
145!
1.004!
130!
854!
115!
704!
100!
554!
85!
404!
70!
254!
55!
104!
40!
-46!
rpm!
900! 1.500! 2.100! 2.700!
HYUNDAI
kW! 175!
1.504! Nm!
160!
1.354!
145!
1.204!
130!
1.054!
115!
904!
100!
754!
85!
604!
kW! 175!
1.381! Nm!
160!
1.231!
145!
1.081!
130!
931!
115!
781!
100!
631!
85!
481!
70!
331!
55!
181!
40!
31!
rpm!
900! 1.500! 2.100! 2.700!
KIOTI
KIOTI
kW! 175!
1.412! Nm!
160!
1.262!
145!
1.112!
130!
962!
115!
812!
100!
662!
85!
512!
kW! 175!
1.445! Nm!
160!
1.295!
145!
1.145!
130!
995!
115!
845!
100!
695!
85!
545!
70!
395!
55!
245!
40!
95!
rpm!
900! 1.500! 2.100! 2.700!
PERKINS
PERKINS
kW! 175!
1.304! Nm!
160!
1.154!
145!
1.004!
130!
854!
115!
704!
100!
554!
85!
404!
kW! 175!
1.362! Nm!
160!
1.212!
145!
1.062!
130!
912!
115!
762!
100!
612!
85!
462!
70!
312!
55!
162!
40!
12!
rpm!
900! 1.500! 2.100! 2.700!
REHLKO
REHLKO
kW! 175!
1.432! Nm!
160!
1.282!
145!
1.132!
130!
982!
115!
832!
100!
682!
85!
532!
kW! 175!
1.483! Nm!
160!
1.333!
145!
1.183!
130!
1.033!
115!
883!
100!
733!
85!
583!
70!
433!
55!
283!
40!
133!
rpm!
900! 1.500! 2.100! 2.700!
YANMAR
YANMAR
kW! 175!
1.355! Nm!
160!
1.205!
145!
1.055!
130!
905!
115!
755!
100!
605!
85!
455!
kW! 175!
1.455! Nm!
160!
1.305!
145!
1.155!
130!
1.005!
115!
855!
100!
705!
85!
555!
70!
405!
55!
255!
40!
105!
rpm!
900! 1.500! 2.100! 2.700!
YUCHAI
YUCHAI
kW! 175!
1.397! Nm!
160!
1.247!
145!
1.097!
130!
947!
115!
797!
100!
647!
85!
497!
70!
454!
70!
362!
70!
254!
70!
382!
70!
305!
70!
347!
55!
304!
55!
212!
55!
104!
55!
232!
55!
155!
55!
197!
40!
rpm!
154!
900! 1.500! 2.100! 2.700!
40!
rpm!
62!
900! 1.500! 2.100! 2.700!
40!
rpm!
-46!
900! 1.500! 2.100! 2.700!
40!
rpm!
82!
900! 1.500! 2.100! 2.700!
40!
rpm!
5!
900! 1.500! 2.100! 2.700!
40!
rpm!
47!
900! 1.500! 2.100! 2.700!
erpillar, MAN, and Rolls-Royce Power Systems to
equip yachts with engines delivering around 2,000
marine horsepower, with maximum power ranging
from 2,000 to 2,400. And that is how the compact
engines in the 3.6- to 3.9-liter range have grown
to the point of cannibalizing the 4.4- to 4.5-liter
class. The latest chapter in this saga unfolded in
Las Vegas at the recent Conexpo. A 3.6-liter engine,
presented by Caterpillar and Perkins with 129 kilowatts
of top power, took on the F3.8 by Cummins
– the first to dare to aim so high – and the recent
Deutz-John Deere duo. They are the ones who have
increased their displacement, up to 3.94 liters. To
level the playing field, we’ve included a power-related
clause: the baseline is set at 100 kilowatts,
excluding the Kubota V3800 and the Simpsons –
which you’ll find in their respective boxes – and
including the 3.4-liter engines from Hyundai and
Rehlko. Another box is dedicated to the Baudouin
4M09, which has come all the way from Cassis to
take on the fierce and large field of competitors. As
you know, Baudouin made its debut in the industrial
mobile applications sector at Agritechnica.
As mentioned, Caterpillar is bringing a breath of
fresh air. They themselves are leading the way in
this process of recalibrating the electronic control
unit and adjusting specific performance parameters.
The driving force is always the same; even when
it’s not called “efficiency,” it’s practically a synonym:
“the growing demand from customers for
power supply systems with higher power density,
capable of boosting machine performance without
increasing their size or complexity.” Therefore, the
C3.6 has been designed to deliver higher torque,
greater uptime, and lower overall operating costs
for a wide range of machines, including wheeled
excavators, dump trucks, compactors, backhoe
loaders, asphalt pavers, and telescopic handlers.
This is a market segment that Perkins also targets;
with this upgrade, however, the company can now
also cater to the agricultural sector – including specialized
and commercial vehicles – in addition to
the material handling industry.
To achieve a power density of up to 129 kilowatts
and 740 Nm at 1,500 rpm, providing a flexible
torque curve that delivers strong acceleration even
under low and medium loads, the engineering team
has updated the combustion system and reinforced
many key components. The oil and fuel filter replacement
intervals have been extended to 1,000
hours and also cover 20% biodiesel (B20) and
100% HVO. The table speaks for itself and shows a
significant leap in power, but it is in specific torque
where the most dramatic improvement is seen, paving
the way for it to claim the Diesel Index (which
rewards Anglo-American torque): in percentage
terms, the only competitor breathing down its neck
is the Rehlko KDI, while it outperforms engines
of equal power by 30%. The compactness index
reveals that streamlining the engine design – that is,
reducing height and depth – is always highly desirable,
especially for compact machines that require
power levels once considered unattainable even in
the not-too-distant past. This is true despite a few
extra pounds on the scale, thanks to a width that
simplifies installation even in the confined engine
compartments of applications that were previously
simply unthinkable, such as an isodiametric tractor
or a skid-steer loader, which were accustomed to
3- and 4-cylinder engines limited to 56 kilowatts.
Of course, it’s a bit of a stretch, but it gives you
an idea of just how hard the engineers worked to
support those engines subjected to axial and torsional
stresses, both to keep the auxiliary systems
running and to deliver as much torque as possible
at a satisfactory power output.
To conclude, here is a brief overview of the two
models from the Far East. In keeping with the
classic naming convention of the Far East, the Kioti
engine is identified by a code: 4J383TA. Once
again, just as with its Chinese rivals, the Korean
manufacturer has managed to give this engine
block a real punch, making it highly competitive
with 104.5 kilowatts and 540 Nm. The 3.83-liter
engine is weighed down by its mass, which, however,
explicitly includes the SCR module, flywheel,
and fan. The 4J380 sits under the hoods of Kioti
tractors and is poised to shake up the European
tractor market. Moving geographically, we set sail
from the Korean Peninsula to the Japanese island
of Honshu. The long-standing rivalry between
Yanmar and Kubota continues (see the box for the
V3800). Yanmar unveiled the 4TN101 at Intermat
2018, while the hydrogen-powered version made
its debut at the 2025 edition of bauma. Yanmar
continues to rely on cooled recirculation, which
acts on the mixture in the combustion chamber
and helps moderate detonation and the flash point.
The key to avoiding a trade-off lies in balancing
the amount of technical urea injected by the SCR
BRAND
CATERPILLAR CUMMINS
DEUTZ
DEUTZ
FPT
HYUNDAI JOHN DEERE
KIOTI
PERKINS
REHLKO
SAME
MODEL
C3.6
F3.8
TCD3.6 L4 HP TCD 4.0
F36
D34
JD4
4J383TA 904J-E36TTA KDI 3404 T CR
FARMOTION KF-
YANMAR
YUCHAI
4115TA
4TN101 YCDK04140-T400
INDEX
Torque 10,2 12,6 9,6 11,7 7,7 14,4 11,7 10,3 10,2 15,1 8,8 9,4 10,4
Performance 7,1 6,2 5,8 6,5 6 5,7 6,5 5,4 7,1 7 6,2 5,5 5,5
Stress 11,7 10,2 9,6 10,7 9,5 9,5 10,7 8,8 11,7 12 10 9 9,1
Lightness 12,5 8,9 11,1 13,9 10,2 15,6 13,9 16,7 12,5 14,2 16,8 13,0 9,1
Density 41,0 20,9 16,2 23,7 26,1 12,1 26,8 11,6 19,5 33,4 42,0 17,3 22,1
DIESEL INDEX 7,8 8,1 7,2 7,5 7,2 7,1 7,5 6,7 7,8 7,8 6,9 6,9 7,4
30
31

BAUDOUIN 4M09
We saw them in great shape and hybrid configurations at
Agritechnica. These are Baudouin's engines dedicated to mobile
industrial applications, ranging from 2.5 to 16.6 liters. We have
not included the 4M09 in this comparison as stroke and bore
data were unavailable.
This engine family, organized into four power ranges in 15 kW
steps (from 60 to 105 kW), features a 600-hour maintenance
interval and is designed to withstand extreme thermal
conditions (cold start down to -40°C and continuous operation
up to +50°C) and derating up to 4,700 m altitude. The Exhaust
Gas Recirculation valve is featured, while turbocharging is
handled by a wastegate.
SIMPSONS SJV436CR
They have been manufacturing internal combustion engines
in Chennai for over seventy years. Currently, the company
employs more than a thousand engineers in R&D and operates
production facilities in India, Kumbakonam (Tamil Nadu) as
well as Chennai. The common rail system (likely by Bosch,
as is the MD1CS 162 ECU, widely used among Indian OEMs)
delivers pressures up to 1,600 bar. The external EGR remains
a key feature, with a dedicated duct connected to the intake
manifold.
BRAND
MODEL
SIMPSONS SJV327CR
BRAND
MODEL
BAUDOUIN
4M12
I. D.
B x S mm -
N.cil.- dm3 4 - 3,58
Max. Power kW/rpm 105/2.300
Max. Torque Nm/rpm 580/1.500
Emission Rule
Stage V
Inhection
Common Rail
Turbocharging
Turbo Waste Gate
After-Treatment
Doc+Dpf+Scr
EGR
Yes
DETAILS
Specific power kW/dm3 21.3
Specific torque Nm/dm3 120.4
Areal spec. power kW/dm2 26.96
RULES AND BALANCE
Dry Weight kg 420
L * W * H mm 857*668*765
KUBOTA V3800-TIEF4
It is the most popular of the Japanese compacts, alongside the
3.3-liter, and continues to hold its own despite having been a
market leader for some time. We have included it in a sidebar
as it falls just a few kilowatts short of the 100 kW threshold.
BRAND
MODEL
KUBOTA
3800-TIEF4HB
I. D.
B x S mm - S/B 100 x 120 - 1,20
N. cil. - dm3 4 - 3,77
Maximum power kW - rpm 96 - 2.400
Mep at max power bar 13,0
Piston speed m/s 9,6
Maximum torque Nm - rpm 446 - 1.500
Mep at max torque bar 15,2
% power at max torque (kW) 36,4
Torque at max power Nm 382
% power at max torque (kW) 73,2 (70)
Work range rpm 900
DETAILS
Specific power kW/dm3 25,5
Specific torque Nm/dm3 118,5
Areal spec. power kW/dm2 30,57
RULES AND BALANCE
Dry weight kg 345
L x W x H mm
844x581x835
Volume m3 0,41
Weight/power kg/kW 3,6
Weight/displacement kg/dm3 91,5
Power density kW/m3 234,2
Total density t/m3 0,84
Displacement/volume dm3/m3 9,20
nozzles. The result lives up to expectations: power
output is 105 kilowatts, with 550 Nm of torque,
just 100 Nm less at 1,000 rpm. Finally, a summary
of the red-green partnership between Deutz and
Deere. The mechanical and electronic platform
enables the Cologne-based company to develop
the 3.9-liter engine in a power generation configuration,
with an expected output of 100 kVA,
which will serve as a strategic hub and expand
into segments previously unexplored by Deutz.
Not to mention the potential in the commercial
marine sector. By simplifying the housing design,
a multi-unit configuration with multiple in-line engines
could be a strategic asset for Deutz itself. It
certainly is for its twin in green, by John Deere,
which in January announced the marine adaptation
I. D.
B x S mm - S/B 96 x 127 - 1,32
N. cil. - dm3 3 - 2,75
Maximum power kW - rpm 96 - 2.000
Mep at max power bar 21,3
Piston speed m/s 8,5
Maximum torque Nm - rpm 311 - 1.200
Mep at max torque bar 14,5
% power at max torque (kW) 22,3
Torque at max power Nm 461
% power at max torque (kW) 40,8 (39)
Work range rpm 800
DETAILS
Specific power kW/dm3 21.3
Specific torque Nm/dm3 120.4
Areal spec. power kW/dm2 26.96
RULES AND BALANCE
Dry weight kg 330
Weight/power kg/kW 6
of two of its rampant horses, the 14- and 18-liter
engines (the JD18 was awarded Diesel of the Year
in 2021). The power range at the top end of John
Deere’s lineup is thus more evenly segmented,
from 298 to 599 kilowatts. This engine features
a rear gearbox that allows the power take-off to
draw on greater power. The JD4, as classified in
the U.S. market, has fluid maintenance intervals
ranging from 750 to 1,000 hours. Another innovative
feature involves the hydraulic power units
(HPUs), which simplify maintenance. The engine
offers up to two auxiliary drive units, providing a
boost to auxiliary power and facilitating potential
hybridization of the system. Designed for both
standard-emission and low-emission markets (in
short, from Stage IIIA to Stage V), it features externally
cooled exhaust gas recirculation for Stage
IIIA. EGR is eliminated in Stage V, following a
trend that has also affected representatives of the
German engineering school, who are champions
of the pre-combustion emissions control approach,
such as Deutz and MAN. EGR is far from obsolete
and is facing new challenges. As flow rates continue
to increase, there is a rapid shift from the traditional
mushroom valve to the butterfly EGR valve.
32
33

TEST ON THE FIELD
CLAAS & MASSEY FERGUSON
WITH CARRARO
& FPT
In the segment of continuously variable transmission
specialized tractors, the Claas Nexos
2 CMATIC and Massey Ferguson MF 3 Dyna-VT
are an emblematic example of a common
industrial platform developed by Carraro Agritalia
and interpreted according to different product philosophies.
The shared technical basis concerns the
general architecture, CVT and specialized setup, to
which is added the adoption of the same 3.6-liter
four-cylinder FPT F36 Stage V engine characterized
by good elasticity and torque availability across the
rev range and optimised consumption even in variable
load applications. An engine (BxS 102x110
mm) that has a natural familiarity with agriculture,
under the hoods of specialized and utility tractors,
not only in the CNH galaxy, as demonstrated by
the one-two by Carraro Agritalia, and among the
winners of the Tractor of the Year (for example the
T4F Auto Command, reigning TotY Specialized,
the Steyr 4120 Plus in 2025 and the McCormick
X5.120 P3-Drive in 2024). Common rail injection
and electronic control by Bosch, in harmony (and
supervision) with FPT engineering. Let’s move on
to a scan of these two very different twins.
The difference is evident in the offering structure.
Claas organizes the Nexos 2 CMATIC as a special-
Apparently mirror images, they are essentially divergent,
with the common denominator being the powertrain
developed by FPT and Carraro. The Claas Nexos 2
CMATIC and the Massey Ferguson MF 3 Dyna-VT come
with continuously variable transmissions from the same
production line, but some features differ.
Let’s see which ones
ized range entirely focused on continuously variable
transmission, divided into four models from 62.5
to 88.2 kW and available in four size variants (S,
M, L, and XL), with an approach strongly oriented
towards specialization for vineyards and orchards.
Massey Ferguson, on the other hand, places the
Dyna-VT within the larger MF 3 Speciality family,
with five models and numerous size configurations,
reserving the CVT for the top 77.2 and 84.6 kilowatt
models.
CVT by Carraro
The common technical heart is the continuously
variable transmission, originally developed by
Carraro, based on a hydrostatic-mechanical power
split system. The system consists of a hydrostatic
variator coupled to a planetary gear unit and
electro-hydraulic clutches, organized in a modular
structure with a front section dedicated to the hydrostatic
unit and a rear section integrating the final
drive, differential, and PTO. The operation involves
a progressive transition from the hydrostatic component,
which is predominant at low speeds, to the
mechanical component, which gradually becomes
prevalent as the speed increases, until high transfer
efficiency is guaranteed. The two operating ranges,
field (0-20 km/h) and road (0-40 km/h), are managed
automatically without torque interruption, with
optimization points that maximize efficiency in different
working conditions.
Claas and MF differentiate management
Starting from this common foundation, Claas and
Massey Ferguson significantly differentiate their
system management. Claas focuses on strong integration
between engine and transmission, with
control strategies that prioritize responsiveness and
engine speed stability even under load variations.
Massey Ferguson instead adopts a more parametric
and modular logic, which allows the operator to
act on variables such as engine droop and response
aggressiveness, adapting the machine’s behavior to
different tasks.
The differences become particularly clear when
analyzing the hydraulic system, where two distinct
design philosophies emerge. Claas uses a closedcenter
load-sensing system with a variable displacement
pump up to 110 l/min, a solution typically
found on higher-end tractors. This type of system
delivers oil only when needed, maintaining constant
pressure and reducing energy losses, with tangible
The two operating
ranges, field and
road, of the Carraro
CVT, are managed
automatically
without torque
interruption, with
optimization points
that maximize
efficiency
34
35

TEST ON THE FIELD
CLAAS NEXOS 2 CMATIC
The Claas Nexos 2 Cmatic is a high-end specialist tractor
designed for intensive row-crop work and equipped with an
automatically controlled continuously variable transmission that
optimizes the relationship between engine speed and ground
speed. The closed-center, load-sensing hydraulic system, with
a flow rate of up to 110 l/min, ensures high precision and the
ability to power multiple implements, while the 4-post cab and
new integrated console offer a level of ergonomics and control
typical of higher-class tractors
MASSEY FERGUSON MF 3 DYNA-VT
The Massey Ferguson MF 3 Dyna-VT is an evolution of the
latest generation Massey Ferguson vineyard and orchard
tractors. Equipped with a stepless transmission managed by
DriveStick, it allows precise control of speed and operating
speed in manual or automatic mode. The open-center hydraulic
system with triple pumps, up to 120 l/min, offers high flow and
versatility in multi-implement applications, while the six-post
cab maintains a traditional layout, with controls reorganized for
improved ergonomics and ease of use
36
benefits in terms of efficiency and control precision.
This configuration is designed to manage complex
equipment and multiple combinations, with a high
capacity to simultaneously power multiple users
without any performance drops.
The Nexos 2 CMATIC can be equipped with up
to four rear electro-hydraulic distributors, in addition
to front and mid-mounted circuits managed by
diverters, reaching a very high overall number of
available services. Management is fully integrated
into the console through the CMOTION and ELEC-
TROPILOT controls, allowing for proportional
and customizable flow control. The rear lift is also
top-level for its category, with a capacity of around
3 tonnes and electronic draft management, while a
fully integrated front lift is available for combined
applications.
The Massey Ferguson Set-Up
Massey Ferguson, on the other hand, adopts a different
setup based on an open-center system with
double or triple pumps. In the Dyna-VT versions,
the maximum flow rate reaches 120 l/min, a high
value in absolute terms, but achieved by adding
the pumps’ flow rates and not through load-sensing
management. In this case, the oil flows continuous-
ly in the circuit, with a simpler and less sophisticated
logic from an energy perspective, but also more
traditional and robust.
The configuration includes up to four electro-hydraulic
rear distributors, which can supply up to
eight mid-mounted services via diverters, offering
good operational versatility. The rear lift has a
capacity of approximately 3,000 kg and has been
updated with draft sensors positioned on the arms
to improve control precision. However, overall
management remains less integrated than the Claas
system, with a more marked separation between the
various hydraulic and control functions.
The layout of the pumps also highlights a conceptual
difference: in the MF 3 Dyna-VT the pumps are
driven by the transmission and positioned above it,
a solution that simplifies the machine architecture
and integrates the system into the tractor structure,
while Claas adopts a setup more typical of advanced
load-sensing systems, with flow distribution
managed centrally according to demand.
Different Cabs
The cab further reflects this divergence in approach.
Claas offers a four-post structure, which significantly
improves visibility and approaches the standards
of high-end open-field tractors. Massey Ferguson,
on the other hand, maintains a six-post cab, which
is more traditional but still functional and well-insulated.
One of the most obvious differences between the
two models is the driving console. Claas introduces
a completely redesigned and integrated operator
station, with an integrated armrest and controls
concentrated around the CMOTION multifunction
lever and the ELECTROPILOT joystick used by
the operator to coordinate transmission, hydraulics,
and automatic functions. Massey Ferguson, on the
other hand, maintains the structure of the MF 3 Series
console, acting specifically on the transmission
controls: the traditional gear lever is replaced by the
DriveStick joystick, which allows you to manage
the Dyna-VT and the main related functions without
radically modifying the driving position.
In terms of on-board technologies, Claas integrates
the Nexos 2 CMATIC into a more advanced digital
ecosystem geared towards automating operations,
while Massey Ferguson offers a more modular approach
based on ISOBUS and integrable assisted
guidance systems.
Overall, despite a shared technical base, the main
difference between the two models is measured
precisely in the hydraulic system and in the system
integration: Claas develops a more advanced,
efficient solution oriented towards combined work,
while Massey Ferguson favours simplicity, modularity
and continuity with a consolidated platform.
Able to reach up to
105 kW, the FPT
F36 is a compact
4-cylinders at
2300 rpm and a
maximum torque
of 600 Newton
meters at 1500
rpm. To fulfill
Stage V emissions
requirements, F36
features the HIeSCR2
system
37

SYSTEMS&COMPONENTS
MASSEY FERGUSON 8S.265 XTRA IN THE "DLG POWERMIX" TEST
CVT
VS DUAL-CLUTCH
The PowerMix data
demonstrate how
different powertrain
strategies target
different operational
priorities
Since the first of January, Martin Hanstein has
been Head of the Agricultural Test Center in
Gross Umstadt at DLG. In our March-April
issue, he introduced the testing methodology behind
the PowerMix programme. Now we move
from theory to practice, with two concepts based
on the Massey Ferguson 8S.265 Xtra: The Dyna-VT
and the Dyna E-Power. Just to recap: at the heart
of this cooperation is the DLG PowerMix test, a
standardised procedure designed to measure fuel
and energy efficiency under clearly defined, repeatable
field and transport load profiles. Using
a dynamometer test bench and fixed duty cycles
derived from real agricultural operations, Power-
Mix enables direct comparison between machines
and powertrain concepts under identical conditions.
Tractors that successfully complete the programme
receive a DLG-approved certificate, confirming that
performance and consumption figures have been independently
verified.
In a previous article on our website, we reported
on the new Fendt 600 Vario series, that aims to
deliver the power of a six-cylinder with the economy
of a four-cylinder. Its holistic, ground-up design
approach starts right at the engine and flows
seamlessly through the VarioDrive drivetrain. At
the heart of this award-winning machine (awarded
by the Tractor of the Year MidPower 2025) is the
DLG PowerMix compared two variants of the Massey Ferguson
8S.265 Xtra. While both tractors share the same engine
platform and overall vehicle concept, they differ fundamentally
in their transmission architecture: the continuously variable
Dyna-VT and the dual-clutch Dyna E-Power
AGCO Power CORE50 engine. The performance
of the Fendt 600 Vario is the result of close collaboration
between Fendt and AGCO Power in Linnavuori,
Finland. Developing the engine and the
tractor together ensures perfect harmony across all
operations.
• The Fendt DynamicPerformance (DP) concept
seamlessly provides extra power exactly when
you need it, maximising the output of the 5.0-litre
CORE50 engine, the little bro of the CORE80, Diesel
of the Year 2026.
• With an extremely low power-to-weight ratio, outstanding
manoeuvrability, and a payload capacity of
up to 5.8 tonnes, it is a versatile master of arable
farming, grassland work, and heavy transport.
• The VarioDrive drivetrain and VarioGrip tyre pressure
regulation system ensure that the engine's power
is transferred to the ground efficiently, protecting
the soil while maximising pulling power.
In this report, we remain within the AGCO Corporation
umbrella, examining two variants of the
Massey Ferguson 8S.265 Xtra. While both tractors
share the same engine platform and overall vehicle
concept, they differ fundamentally in their transmission
architecture: the continuously variable Dyna-VT
and the dual-clutch Dyna E-Power.
Both tractors are powered by the 7.4-litre AGCO
Power six-cylinder engine, rated at 189 kW with
boost output up to 210 kW. Differences observed
in the DLG PowerMix results therefore stem almost
entirely from the way engine power is converted
into traction, PTO output, hydraulic power and
transport performance.
The Dyna-VT transmission is a stepless CVT, allowing
continuous adjustment of travel speed and
enabling the control system to keep the engine close
to its optimum operating point across a wide range
of tasks. The Dyna E-Power, in contrast, employs
a dual-clutch transmission (DCT) with 28 forward
and reverse gears. Gear changes take place under
load without torque interruption, but within fixed
ratios rather than continuously.
38
39

SYSTEMS&COMPONENTS
gine level. Both versions deliver maximum PTO
power of around 189 to 190 kW with boost, with
very similar torque characteristics and specific fuel
consumption across the speed range. At part load,
subtle differences appear. The Dyna E-Power tends
to maintain slightly lower specific consumption under
steady, higher PTO loads, while the Dyna-VT
demonstrates consistent efficiency over a wider
range of operating speeds thanks to its stepless
control strategy. For operations involving frequent
changes between PTO speed, load and travel speed,
this adaptability remains a defining feature of the
CVT. Overall, the DLG PowerMix results confirm
that both versions of the Massey Ferguson 8S.265
Xtra operate at an exceptionally high level of efficiency.
The differences observed are systematic
rather than dramatic, and align closely with the underlying
transmission concepts. The Dyna E-Power
shows measurable advantages in transport and highload
field work, where mechanical efficiency plays
a decisive role. The Dyna-VT, meanwhile, delivers
highly consistent efficiency across mixed and variable
tasks, combined with the benefits of stepless
speed control and simplified operation.
About Drivetrain Behaviour
Rather than identifying a clear winner, the PowerMix
data demonstrate how different powertrain
strategies target different operational priorities. For
professional operators and contractors, the choice
between CVT and dual-clutch transmission is therefore
less about absolute efficiency and more about
matching drivetrain behaviour to the dominant
workload profile.
Both tractors are
powered by the
7.4-litre AGCO
Power six-cylinder
engine, rated at
189 kW with boost
output up to 210
kW
MF 8S.265 XTRA DYNA VT
Boost Standard Boost Standard
40
The PowerMix data provide a clear picture of how
these different concepts translate into measurable
performance in the field and on the road. In the
field work cycles — which include heavy and medium
draft work, PTO applications and combined
load scenarios — both tractors operate at a very
high efficiency level within the 210 kW class. The
8S.265 Xtra with Dyna E-Power achieved an average
specific diesel consumption of 241 g/kWh,
while the Dyna-VT version recorded 247 g/kWh.
This difference of just 6 g/kWh is small in practical
terms and places both tractors firmly within the top
efficiency range of their power category.
When individual work profiles are examined,
the same picture emerges. Under heavy
draft tasks such as ploughing and intensive
cultivation, the Dyna E-Power
benefits slightly from its higher mechanical
efficiency. PTO-dominated
applications such as baling and
power harrowing show very similar
values for both transmissions, with
no systematic disadvantage for the
CVT.
Fuel Consumption per Hectare
Expressed in operational terms, fuel
consumption per hectare averaged 5.4 l/
ha for the Dyna E-Power and 5.5 l/ha for
the Dyna-VT, while area output remained
virtually identical at around 10 ha/h. What
stands out most from the PowerMix results is
how closely the two transmission concepts perform
in field work despite their fundamentally different
designs. In typical draft and PTO applications, the
efficiency gap between the continuously variable
Dyna-VT and the dual-clutch Dyna E-Power is negligible.
Only in transport operation does the distinction
become clearly visible, with the mechanically
more direct Dyna E-Power showing a measurable
advantage under steady, high-load conditions.
In the transport cycles — which include heavy uphill
transport as well as light transport at constant
speeds — the differences between the two powertrain
concepts become more pronounced. The Dyna
E-Power achieved an overall specific consumption
of 334 g/kWh, compared with 361 g/kWh for the
Dyna-VT. Normalised for transport efficiency, this
corresponds to 3.9 l/100 tkm for the dual-clutch
transmission and 4.2 l/100 tkm for the CVT. This
advantage reflects the drivetrain architecture. Under
steady, high-speed conditions with consistent load,
the mechanically direct power flow of the DCT
minimises internal losses. While the CVT offers
smoothness and flexibility, these benefits come with
a small efficiency penalty during extended periods
of constant-speed haulage. In terms of productivity,
both tractors deliver comparable results, achieving
haul capacities of around 1,000 tkm/h at 40 km/h,
indicating that the lower consumption of the Dyna
E-Power is not achieved at the expense of transport
performance. PTO measurements conducted
according to OECD Code 2 further underline the
close relationship between the two tractors at en-
Rated power*
Maximum power*
204
210
189
195
kW
kW
Rated power
Maximum power
176
189
164
177
kW
kW
According to* ISO14396 According to
OECD Code 2
Diesel AdBlue
Diesel AdBlue
Energy efficiency 247 26,9 g/kWh Energy efficiency 361 37,5 g/kWh
Consumption per
Consumption per 100
5,5 0,5 l/ha
4,2 0,3 l/100tkm
hectare
kilometre per ton
Area output 10,0 ha/h Haul capacity (40km/h) 996 tkm/h
MF 8S.265 XTRA DYNA E-POWER
Boost Standard Boost Standard
Rated power*
Maximum power*
204
210
189
195
kW
kW
Rated power
Maximum power
177
190
164
177
kW
kW
According to* ISO14396 According to
OECD Code 2
Diesel AdBlue
Diesel AdBlue
Energy efficiency 241 24,9 g/kWh Energy efficiency 334 34,9 g/kWh
Consumption per
Consumption per 100
5,4 0,4 l/ha
3,9 0,3 l/100tkm
hectare
kilometre per ton
Area output 9,9 ha/h Haul capacity (40km/h) 984 tkm/h
41

SYSTEMS&COMPONENTS
ZF TRAXON2 HYBRID
WHAT IF WE MADE
IT A HYBRID?
The truck we drove
was an Iveco
Stralis from about
ten years ago. A
truck equipped with
the new TraXon 2
Hybrid transmission
and fitted with a 35
kW battery pack
There are still many unresolved issues surrounding
the electrification of heavy-duty transport,
particularly with regard to long-haul routes.
The market, virtually across all of Europe, is making
this abundantly clear: limited range, inadequate
infrastructure, and the high initial cost of vehicles
- to name a few - mean that adoption rates remain
minimal for the time being. All of this despite - as
we often say - the engineering efforts and investments
made by manufacturers, who are capable of
developing increasingly high-performance trucks.
In short, we need to find new solutions and explore
other ways if we want to avoid a clash between a
faltering market, European targets, and fines imposed
on manufacturers.
Trucks Sustainability
In Friedrichshafen, ZF presented its vision for balancing
economic and environmental sustainability
in a transition that is proving to be highly complex
to a very select group of journalists. As the sole
representatives of the Italian press, we experienced
a true technological immersion on Lake Constance,
not only discovering the TraXon 2 Hybrid transmission
but also driving a hybrid truck - one capable of
leveraging the benefits of both internal combustion
and electric power thanks to a powertrain that is
Our publishing house was among the few invited to an exclusive
experience organized by ZF on the test track in Friedrichshafen.
What if the trump card in the decarbonization of heavy-duty transport
were the synergistic combination of internal combustion engines
(Euro 7, HVO, biomethane, and, in the future, hydrogen) and
600-900-volt electric motors? This is the mission of the TraXon 2 Hybrid
42
43

SYSTEMS&COMPONENTS
CHRISTIAN FELDHAUS,VICEPRESIDENT
ZF CV TRANSMISSION & HYBRID
How could we define the TraXon Hybrid?
“Let’s say it's a standard configuration of a traditional
powertrain with the add-on of the e-motor just in a sandwich
position between transmission and clutch. The e-motor itself
is made in-house by ZF, which decided roughly 12 years ago to
invest in this technology, including the inverter, a silicon carbide
model, which operates between 600 and 900 volts. Finally,
the control unit of this hybrid module is integrated into the
transmission control unit.”
How will the new component be produced?
“We have an existing business for TraXon transmissions on
conventional powertrains. What we do is to assemble this base
transmission on one line and then we have a second line for
the hybrid module, if needed. For the latter, there will be a
station to marry both base modules and an end-of-line test to
validate the additional features. Obviously, the OEM needs one
additional station to install electric accessories like the inverter,
or the battery pack. But for the OEM it's important that the
main architecture stays the same.“
Why is software is so important in the development of this
product?
“For every propulsion system, software integration is key to
making the product as most viable to the vehicle and also to
the end customer. We want to make sure to have seamless
integration and also operation of the powertrain and the
vehicle itself. So, we make sure that the arbitration between
e-motor, diesel motor, potentially electrical accessories and
the whole system that's managed well. In the end, we want to
make sure that the driver at the end does not need to steer
the system, but we or the software can steer the system in the
most intelligent way to maximize savings and performance. We
work very closely with the OEM to achieve those targets.”
Do you see this solution as feasible even for markets like North
America or China, so outside Europe?
“In North America, it’s complicated to give any forecasts. What
I can tell you is that there are customer requests even in North
America and South America for this kind of technology. If you
talk about China, there we see a bigger speed for electrification
on the small and medium ranges, while on the long ranges we
see an issue in China that the OEMs are not able to penetrate
the long-haul routes in China due to missing infrastructure.
But motivation is also linked at the end to energy prices in
these different countries. In Europe, we are four to six times
higher, compared to China. Plus, the vehicle itself in China, for
example, is heavily subsidized right now. Nevertheless, we see
OEMs in China also looking into hybrid.”
only seemingly complex (see box for more details).
The watchword is “pragmatism,” then, at ZF headquarters
- a giant deeply affected by the ongoing
transformation - as the company seeks to combine
its expertise in the two key areas of the powertrain
with a product still in the development and refinement
stage, aiming to actually reach the market in
2028. In short, what we saw in Germany was a true
preview of a solution that ZF is willing to bet on,
evidently with the support of the manufacturers
(whose names are kept a secret) with whom a Tier
1 supplier must cooperate during the research and
development stage.
A Brilliant Second Generation
From a technical standpoint, nothing new has been
invented. The TraXon 2 Hybrid adds to the second
generation of the TraXon heavy-duty transmission -
of which over 1.5 million units have been produced
since its launch in 2014 - a hybrid module centered
around an electric motor developed in-house by ZF
itself. The module is capable of delivering 225 kW
of peak power and 190 kW continuously, with an
architecture operating between 600 and 900 Volts.
The unit is mounted between the transmission and
the clutch and is controlled via software by the same
control unit as the TraXon. The inverter is mounted
as a separate component, while the entire assembly
is designed for integration with the PTO and the
hydraulic retarder, both of which are optional. At
the heart of the powertrain is, of course, an ICE,
which can run on diesel, biodiesel, or, potentially,
natural gas, whether in liquid or compressed form.
The electric motor, on the other hand, draws power
from battery packs, the size and number of which
can be adjusted according to operational needs.
From an economic standpoint, however, the additional
cost of a hybrid truck compared to a diesel
counterpart has been estimated at around 25%, with
a return on investment in less than two years. This
is significantly lower, of course, than the cost of a
current all-electric vehicle designed for long-haul
travel. It is a way to allow even transport companies
with limited budgets to embrace electrification,
gradually learning its features and benefits.
In short, a gradual approach that, at present, is difficult
to reconcile with the European Union’s guidelines.
Specifically, the reduction - compared to 2019
emission levels - of 45% by 2030, 65% by 2035,
and 90% by 2040. In short, there needs to be greater
recognition at the European level of alternatives to
fully electric vehicles for calculating emissions, or
the adoption of different calculation methods. Otherwise,
even the potential benefits of hybridization
would risk remaining merely theoretical. Consequently,
the Friedrichshafen-based group has already
begun lobbying the EU Commission for a revision
of the roadmap’s key provisions, in line with broader
demands from the German automotive industry. According
to forecasts released by ZF for the over-6-ton
segment, in a European market currently dominated
by diesel, the combined share of hybrid and electric
vehicles could reach nearly 30% by 2030, rising to
approximately 50% by 2035. Looking ahead to 2035,
ZF predicts that in Europe, North America, and China,
there could be substantial parity between vehicles
over 6 tons equipped with electrified powertrains and
those with conventional powertrains. “Hybrid technology
could replace a significant portion of diesel
vehicles in long-haul transport, with interesting implications
for the introduction of hydrogen-powered
internal combustion engines in the more distant future,”
ZF engineers told us in Germany.
Finally, there is the issue of batteries to power the
electric motor. As Christian Feldhaus confirmed,
ZF is also ready to provide consulting support on
how many battery packs to install on the chassis,
with the goal, of course, of not adding too much
weight to the vehicle’s curb weight. Assuming a
maximum capacity of 220 kWh for the traction
batteries, ZF has calculated a reduction in carbon
dioxide emissions of just under 50% compared to a
comparable diesel truck. A more realistic configuration
with batteries having a capacity of 100 kWh
would, on the other hand, result in a 28% reduction
in CO2 emissions (these calculations are based on
current Vecto regulations). These emissions could
be reduced even further if one also considers the
possibility - though not a likely one, according to
ZF - of downsizing the internal combustion engine.
In practice, this involves installing a smaller-displacement
internal combustion engine, given that
the vehicle is equipped with an extra power boost.
This proposal could mark a turning point, at least
in the narrative surrounding the energy transition in
heavy-duty transport. Especially if viewed as a sign
that the heavy-duty automotive industry in Europe
is beginning to take its future seriously.
On the test vehicle,
you can manually
select either fullelectric
mode or
“hybrid” mode,
which draws power
from the ICE but
uses regenerative
braking to recharge
the battery
44
45

SYSTEMS&COMPONENTS
ZF: AT AGRITECHNICA AND CONEXPO
AI AT THE
CORE
Powered by
NVIDIA
DRIVE AGX Orin,
ProAI serves as the
central integration
platform for
assistance and
automation
functions, meeting
the highest
standards in
functional safety
and cybersecurity f
As always, summarizing ZF’s past year would require
a special supplement. Setting aside their
participation in ACT Expo, which we have already
covered, we will provide a preview of news
from the truck and bus sectors before focusing on
their presence at Agritechnica. Starting from the truck
side, ZF is developing combustion range extenders for
electric vehicles. Range extender solutions are gaining
traction again, as evidenced by the innovations
showcased at Agritechnica. ZF is currently working
on the next generation, the electric Range Extender
(eRE) and the electric Range Extender plus (eRE+).
Both variants are highly integrated designs that are
flexible in terms of performance, E/E architecture,
400V or 800V and semiconductor type. The eRE
connects an electric motor with an integrated inverter,
suitable software and planetary gearset. The eRE+
also has an intelligent clutch and a differential. As a
result, it can be used either as a current generator
or as an additional secondary drive, which saves
manufacturers developing a separate component.
Moving on to buses, at Busworld Europe 2025 in
Brussels, ZF displayed its latest advancements in bus
and coach technologies, focusing on efficiency, safety,
and sustainability. The company highlighted a broad
portfolio of decarbonization, automation, intelligent
chassis, safety, and digital solutions, all aimed at
reducing total cost of ownership while enhancing
We start with ZF news for off-highway vehicles, followed by a
presentation of the Traxon 2 Hybrid for heavy-duty automotive
applications. At Agritechnica and Conexpo — the focus of this article
— ZF signalled a strong emphasis on software, AI and BEV, while
naturally building on its core expertise in transmissions
46
47

SYSTEMS&COMPONENTS
ZF @ CONEXPO-CON/AGG
Although ZF put the brakes on the push towards electrification
at Conexpo 2026, there was no shortage of innovative
initiatives, starting with eTRAC. With several solutions for
compact machinery and mobile excavator applications already
in series production, ZF now completes the range of electric
central drives with its latest development – eTRAC eCD100
and eCD210. The modular transmission portfolio covers the
power range from 20-230 kW for construction machinery and
material handling applications, such as: Compact loaders,
telescopic handlers, mobile excavators, wheel loaders, forklifts.
The modular system can be driven independently from the
power source. It fits in both battery-electric vehicles and fuelcell
battery electric vehicles, which will also play a big role
in the future of construction machineries. Decarbonization
– Fuel saving powershift and CVT technology for construction
and earth moving applications Whilst batteries are a suitable
source for electric compact and medium vehicles, alternative
fuels are a promising power source for medium and large size
vehicles to reduce their CO2 footprint.
ZF Ergopower with its intelligent differential management
system Ergotraction III is the right solution, delivering reliable
power transfer and high efficiency. Combined with the durable
and high-performance Multitrac axle, ZF offers a robust
and efficient driveline system tailored to extreme loads and
operating conditions.
The EC5 Drive Control Unit enables Transmission‐Based
Deceleration Assist for automated vehicle deceleration via the
transmission, without using the service brake. Triggered by
external signals such as obstacle detection, the function helps
reduce reaction time in critical situations while remaining fully
overridable by the operator.
Designed for Mining Excavators, Large Construction Machines
and for Crawler Cranes with machine weights from 50 to 1,000
tons, the GPT 4F Travel Gearbox Series, covering a range from
100 – 3,000 kNm output torque.
operational performance. For instance, the company
premiered its new generation of axles, including the
A134 and AV134 portal axles, designed for next-generation
buses and coaches. The AV134 delivers up to
20% higher torque capacity and enables more than
4% lower energy consumption compared to previous
models, while the central electric drive CeTrax 2 dual
achieves certified efficiency of at least 94.5%, the
company states. “Our bus business has grown by 30
percent over the last three years, and we now have
more than one billion euros in orders in the pipeline,”
said Fabian Schlegel, Senior Vice President and Head
of EMEA Region, ZF Commercial Vehicle Solutions
Division.
And now, we finally move to the other side of the
ZF moon, from on-road to off-road applications. Even
in the fields, ZF’s roadmap follows a software-driven
direction alongside its hardware, starting with ProAI.
Powered by NVIDIA DRIVE AGX Orin, ProAI serves
as the central integration platform for assistance and
automation functions, meeting the highest standards
in functional safety and cybersecurity. Its robust and
highly integrated design provides a future-proof level
of performance for today ́s and upcoming automation
functions. An additional key factor for the success of
ProAI is the multi-year collaboration with NVIDIA,
combining the strength of both partners. Complementing
this computing power is ZF ProWave, a high-resolution
full-range radar operating exclusively in the
77 GHz band. It enables accurate 4D target detection
– including range, speed, azimuth, and elevation – and
is designed for autonomous agricultural vehicles such
as field robots.
At the heart of its mechanical portfolio is the TER-
RAPOWER powershift transmission series, which
combines the durability of synchromesh systems with
the convenience of automatic gear shifting under full
load. A power-split CVT transmission currently forms
the technological foundation for electrified drivetrains.
For applications in lower power classes, ZF provides
the eTERRAMATIC – a fully electric platform for
BEV and HEV vehicle architectures, based on the
proven TERRAMATIC CVT transmission series.
For conventional ICE vehicle architectures in
higher power classes, ZF presents a power-split
CVT with integrated generator functionality.
Finally, eTERRADRIVE. This modular integrated
transaxle system for tractors up to 100
kW combines traction, mechanical PTO and
working hydraulics, and rear lift in one unit.
During the
development of the
eTERRADRIVE,
engineering
emphasized the
compactness,
that can be
implemented
within the available
installation space of
the rear axle –
without affecting
the interfaces to
the implement
48
49

SUSTAINABLE TECH
#HITACHI #EXCAVATOR #E-DRIVE
SUPPLEMENT
HITACHI EX2600-7E EXCAVATOR
Engines and components for OEM
Culture, technology, purposes
and market of diesel engines
Established in 1986
Editor in chief
Stefano Agnellini
Managing editor
Fabio Butturi
Editorial staff
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
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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°
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EDIZIONI
The Hitachi EX2600-7E is the
first electric large excavator
landed in Europe. The excavator
has been delivered in
March 2026 by authorised Hitachi
dealer West Balkans Machinery
(WBM) to Rudnik uglja Pljevlja. The
new 250-tonne machine will be used
to extract coal at the Pljevlja mine in
northern Montenegro, which is integral
to the country’s energy sector.
Rudnik uglja Pljevlja already has
three Hitachi EX ultra-large excavators
working in its fleet at the mine
– an EX2600-6 delivered in 2019,
and an EX1200-6 and an EX1200-
7, which arrived on site in 2019 and
2022 respectively. Using this equipment
the company will lead to lower
long-term operating costs due to
simplified maintenance compared to
conventional diesel machines. The
860kW electric motor also provides
constant torque, enhancing operational
efficiency. The EX2600-7E will
significantly reduce the mine’s carbon
footprint by reducing local exhaust
emissions. This was a crucial factor in
the purchase decision as Montenegro
is currently aligning with EU environmental
standards. Another factor
was the local energy supply from the
neighbouring Pljevlja Thermal Power
Plant. As the mine can utilise locally
produced electricity, this reduces its
dependence on imported diesel fuel.
The EX2600-7E was assembled on
site with the support of service technicians
from Hitachi Construction
Machinery in Japan, as well as representatives
from WBM. The dealer
will continue to support this landmark
machine with parts and service during
the two-year warranty period (or
8,000 operating hours). “We have been
working together for over 20 years,
and we enjoy close cooperation,”
says Tomislav Marijancic, WBM
Managing Director. The mine recently
extended its agreement to produce at
least 1.65 mln tonnes of dark lignite
annually, although actual production
often fluctuates between 1.5 million
and 2.2 million tonnes. Approximately
85-95% of the coal produced goes
directly to the Pljevlja Thermal Power
Plant, which provides over 40% of
Montenegro’s total electricity.
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50

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