DPI - Dec 16

November-December 2016
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WORLDview
A Citizen Of
Missouri
Driverless Or
Pointless?
BY MIKE BREZONICK
Waukesha, Wisconsin, USA
BY IAN CAMERON
Ashbourne, England
In the USA, Missouri is known

as the Show Me state. What that
means is that Missourians dont just
believe anything someone says.
Theyll believe it when someone
shows it to them and they can make
their own judgement.
In reference to the ruminations on
driverless cars and trucks by my colleague to the right, I hope hes correct
in thinking that it probably wont fly
with the public. Thats not the case in
the USA, where lots of folks are fairly
salivating at the idea of a car or truck
that will do all the driving.
On that subject however, while I
am a native Wisconsin Cheesehead,
count me a citizen of Missouri. Theyre
going to have to show me that the future is driverless.
Its not the technology. I have ridden in Daimlers autonomous truck
and experienced ZFs (through TRW)
self-driving car system. Theyre both
marvelous technologies that operate vehicles better than humans and
promise to bring new levels of safety
and security to the road.
No, what the self-driving advocates
are going to have to show me is that
they can adequately address the societal, regulatory and liability issues that
are sure to arise.
While the technology is remarkable, its not perfect accidents will
occur. When they do, whos responsible? The operator/driver? The vehicle OEM? Software programmers?
Enquiring minds including lawyers,
doubtless overjoyed at the prospect
of being able to sue multibillion-dollar
companies will want to know.
Because at least in America, if a
38-tonne truck driving itself runs into
a school bus, the response of, Hmm,
we must have had a glitch, just wont
wash. There will have to be an accountable party somewhere along the line.
Until thats all sorted out, this idea
that driverless is the future well,
theyll just have to show me. dpi
At the recent IAA truck and bus show

in Germany, in the intervals between
some ever-glitzier, so-called press
conferences, the talk was incessantly
about two subjects: vehicle electrification and autonomous driving.
Take the latter autonomous
driving also known as driverless
vehicles. Apart from say, in an underground mine in the wilds of northern Scandinavia where a truck can
trundle along the same uninhabited
route day after day, its not going to
take off among Joe Public is it?
Of course, many cars have had features built into them for years that take
away driver input. Cruise control, for
two decades, has enabled motorists
to speed down a motorway without the
need for any footwork on the pedal.
The general rationale behind autonomous cars is that the driver may
fairly soon have the option of taking
control on a nice stretch of road if he/
she wants whilst the car takes over
in unpleasant conditions such as a
crowded city or in tight spaces.
One senior car executive recently
even suggested that in a congested
area, without a parking space nearby, you can stop at your front door,
unload groceries and tell the car to
go and park itself.
It may work in near-Arctic environments where the nearest neighbor is
a distant moose, but can you really
imagine autonomous driving being
taken up in great numbers in, for
example, the cluttered jam-packed
streets of inner London, Shanghai,
Mumbai or Moscow? No, me neither.
As you outline the cutting-edge
benefits of your autonomous car to
the line of horn-blaring, fuming drivers stuck behind your double-parked
car, the merits of the technology are
likely to be met with a one-fingered
salute of nonappreciation.
The technology that is packed into
todays vehicles can change quickly.
Unfortunately, human nature cant. dpi
DIESEL PROGRESS
GLOBAL PRODUCTS TECHNOLOGY INDUSTRY NEWS
18
32
50
Deere Adds No-DPF Model

To 4.5L Range
6 Marine Hybrids
Making Waves
24A Mobile Hydraulic Pumps &
Motors Specs-At-A-Glance
46 The Making
Of A Marine Engine
52
60
DEPARTMENTS
INDUSTRY NEWS
12
14
28
29
30
34
37
39
43
Changes At The Top

At Caterpillar
Newsmaker Of The Year
A Year Of New Engines
And Alliances
New Hybrid Thruster
Threes A Family
Ready To Grow Again?
Cummins Vital Component
Accelerated Leak Diagnostics
Integrated Systems
A Smooth Meshing Of Gears
2
9
10
38
45
54
56
57
58
62
63
64
COVER DESIGNED BY
ALYSSA LOOPE
Scan For The

Latest News!
@dieselprogress
Innovation Abounded At IAA

A Big Investment In The Future
A New Twist
On Clamp Insulation
Euro 6 Within Easy Reach
New Concepts For Air
And Fuel Filtration
Worldview
Dateline
Global Trends A Strong
Comeback In The Works?
Diesel Dotcom
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AGCO Sees Improvements
In South American Business
Advertisers Index
Marketplace
India Notebook Tata Motors
Launches New Trucks
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CNH, Hyundai Announce
Mini-Excavator Deal Terex
Sells Compact Construction
Business To Yanmar VW &
Navistar In Alliance
MEMBER OF
A SMOOTH MESHING
OF GEARS
IAA IN REVIEW
PRODUCTS
DEERE ADDS NO-DPF

MODEL TO 4.5L RANGE
WHATS INSIDE
43
50
A NEW TWIST
ON CLAMP INSULATION
OFFICIAL PUBLICATION OF
EUROMOT
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DIESEL PROGRESS INTERNATIONAL EDITION
(ISSN 1091-3696) Volume 35, No. 6
Published six issues/year (January-February, April, June,
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Gas Turbine Publications, 20855 Watertown Road, Suite
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A Member of the Diesel & Gas Turbine Publications Group
PRODUCTS
John Deere Power Systems addition of the new PowerTech

PSL 4.5L diesel gives the company a no-DPF option with this
engine range up to 129 kW.
DEERE ADDS
NO-DPF MODEL
TO 4.5L RANGE
New PowerTech PSL takes no-DPF options

up to 129 kW
BY MIKE OSENGA
ohn Deere Power Systems (JDPS) has announced

the latest addition to its lineup of Tier 4 final industrial engines, the PowerTech PSL 4.5L engine. The
PSL 4.5L engine joins three other Tier 4 final 4.5L
displacements: the PowerTech EWX, PowerTech PWL and
PowerTech PSS.
The PowerTech PSL 4.5L is built around Deeres Integrated
Emissions Control system of cooled exhaust gas recirculation (EGR), a diesel oxidation catalyst (DOC) and a selective catalytic reduction (SCR) system. The PSL model has
no diesel particulate filter (DPF).
We continue to enhance our Final Tier 4 engine lineup,
said Darrin Treptow, manager, worldwide marketing for
John Deere Power Systems. With the introduction of the
PowerTech PSL 4.5L engine, were offering a common technology solution across our entire 4.5L power range from 85
to 173 hp. The PowerTech PSL 4.5L delivers more power
density and improved low-speed torque, and leverages combustion optimization, which eliminate the need for a DPF.
Some market segments prefer an engine without a DPF,
based on packaging, integration, or perceived complexity
concerns, Treptow said. The PSL 4.5L engine offers an
alternative without a DPF in this power range.
Production of the PSL 4.5L will begin early next year at
John Deeres Torreon, Mexico, facility.
One question is why did JDPS launch a DPF version first
and follow with a non-DPF diesel? One factor driving the
order of introduction was our own internal applications, and
the corresponding expectations of optimized performance
and fuel economy at the higher power levels of those applications, Treptow said. The DPF-equipped version best
matched internal Deere machine requirements.
Plus, as we transitioned from interim Tier 4 to final
DIESEL PROGRESS INTERNATIONAL
Tier 4, we were able to leverage economies of scale from

our R&D and product development efforts, including control
strategies and the supply base. This enabled us to have a
common technology approach across all engine platforms
at the initial introduction.
There were also application considerations with some of
the less complex off-highway machines in the marketplace.
There are applications in several markets that value the
simplicity of the packaging offered by the no-DPF engine
platform, especially in smaller machines with more compact
space constraints.
We had released the PWL, a no-DPF engine with a power
range of 63 to 104 kW. The addition of the PSL platform now
offers OEM customers a no-DPF option up 129 kW.
The PowerTech PSL 4.5L is a four-cylinder, 4.5 L diesel with
industrial ratings from 93 to 129 kW at 2200 to 2400 r/min. Peak
torques range from 494 to 667 Nm at 1600 r/min. The primary
difference between the PSL version and the PWL configuration is the air system both engines leverage an optimized
combustion system, but the PWL model uses a wastegated
turbocharger, while the PSL utilizes series turbocharging.
We incorporated series turbos to leverage their inherent increased air capabilities to achieve the higher power
levels, and the altitude and performance capabilities we
wanted out of the engine, Treptow said. dpi
FOR MORE INFORMATION

www.johndeere.com/jdpower
4
NOVEMBER-DECEMBER 2016
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MARINE PROPULSION
The hybrid marine propulsion system by Transfluid is composed

of transmission, electric motor and marine gear, and could be
integrated into a complete electric propulsion system, whose
main applications so far are pleasure and workboats.
MARINE HYBRIDS
MAKING WAVES
Transfluids HM hybrid electric system being used for both pleasure craft and workboats
75 frequency drive powered at 300 Vdc, the MPCB-5R

management system with software and display and an
electronic control system for the combustion engine.
Transfluid said that the Revermatic 11-700 RBD marine
transmission coupled to the electric motor allows maneuverability of the boat to be maximized and performance of
the electric motor to be enhanced. This is because through
the reduction ratio of the marine gear, it is possible to size
the propeller of the boat to the maximum power delivered
by the electric motor, fully exploiting the motors potential at
3000 r/min.
Reverse drive is performed by the gearbox, which the
company said preserves the electrical components from
transient current peaks. Transfluid added that the system
could be used as an extra drive system on higher power
engines, connecting the output of the EPS system to the
power take-in (PTI) of the installed marine transmission.
As an example, with an 228 kg EPS system of compact
dimensions powered at 300 Vdc, it is possible to obtain on
the PTI a torque of 2750 Nm, which could be used to assist in propulsion of a large boat, according to Transfluid.
continued on page 8
he hybrid marine (HM) propulsion system developed and launched by Transfluid earlier this year
(see March 2016 Diesel Progress International) has
been utilized in applications such as pleasure and
professional marine, including fishing boats, sea taxis, passenger and cargo transport.
The company said that more than 10 shipyards have decided so far to install the HM module in their vessels. In
the recreational sector is the German manufacturer Bavaria
that chose Transfluid as a partner to launch its first displacement boat with hybrid propulsion. Solarwave-Yachts
has chosen the HM system for its Solarwave 62 Cruiser
catamaran, where the Transfluid hybrid system is integrated with solar panels and batteries.
The HM propulsion system is integrated into three different
Transfluid Electric Propulsion Systems (EPS) with different
electric motor versions the EPS35, with a 35 kW motor,
the EPS 50 with 50 kW motor and the ESP75 with 75 kW
motor. Transfluid developed all of the electric motors.
All EPS versions are also offered with Transfluids
Revermatic 11-700 gearbox or Rangermatic 31-700, 21700, and 22-700 gearboxes. All systems include the Type
MARINE PROPULSION
When supplying its complete electric propulsion system,

Transfluid integrates batteries, frequency drive, control lever
and management system with software and display. The EPS
is available with 35, 50 or 75 kW electric motors.
case, the hybrid module constitutes the main power supply,

relying on the optimization of power generated. It uses the
excess power during propulsion by the main engine and at
the same time receives energy from other sources such as
solar panels.
This type of electrical power integration ensures a better onboard efficiency, even to reconsideration of the need
for generator sets, Transfluid said. It also allows the operational utilities to be used in zero-emissions mode, without
noise, vibrations or fuel consumption.
Accessibility is another characteristic of the Transfluid
HM system, applicable both to the user interface and to the
systems diagnostic and maintenance. The user interface
was improved with the addition of a Booster mode to the
control lever. Also, the systems power switches are all in a
single key, which activates the electrical panel of the hybrid
system and the systems connected to it.
Managing the transition between the combustion engine
mode to electric motor and vice versa, can be done with the
boat at sea, so the operator decides when to switch over
and the system will make the necessary checks automatically. As safety at sea is important, Transfluid decided to
leave the choice of the most suitable mode depending on
navigational conditions up to the vessel operator.
For monitoring and diagnostics, a communications system can be installed that enables remote control of stored
data and for checking for warnings during sailing. dpi
The company said the development of the hybrid system is ongoing to better adapt to market and customers
needs. Some enhancements, such as simplification of the
full hybrid system, have already been added to the product
series, Transfluid said.
The simplification process involved all the components installed on board that are interrelated in operation. Transfluid
created a kit that can be fitted on board by the shipyard,
without having to deal with specific problems, complex installation and installations with nontraditional logic.
With this approach, Transfluid provides all components
connected to the system the Transfluid HM hybrid module, the batteries with its charger, the controls, the cooling
water pump, CANbus cables, on board systems main electrical components that connect to the actual hybrid system,
and where necessary, a marine inverter.
Another important concept that guided Transfluid in the
further development of the marine hybrid system was integration of the hybrid systems potential with onboard electrical and hydraulic power systems.
In terms of integration of hydraulic power, such as with
cranes, thrusters, stabilizer fins, walkways or other utilities,
a hybrid system of the right size enables the integration of
a hydraulic pump in the module itself. This allows the use
of cranes and other utilities with combustion engines turned
off, thus counting on a fully operational boat even in zeroemissions mode, the company said.
For the integration of electrical power, the batteries are
the source that supply all the onboard operational utilities,
such as thrusters, stabilizer fins, bow anchors, etc., to air
conditioning and other comfort-orientated systems. In this

www.transfluid.eu
8
DATEline
@dieselprogress
Need more information on industry shows? Turn to www.dieselprogress.com/events/
NOVEMBER
Nov. 21-24
The Big 5 International Building &
Construction Show
Dubai World Trade Center
Dubai, United Arab Emirates
dmg events Middle East,
Asia & Africa
5th Floor, The Palladium, Cluster C,
Jumeirah Lakes Towers
P.O. Box 33817
Dubai, U.A.E.
Tel: +971 4 4380355
Fax: +971 4 4380361
Email:
dmgdubai@dmgeventsme.com
Web: www.thebig5.ae
*Nov. 22-25
baumaChina 2016
Shanghai New International
Expo Center
Shanghai, China
Messe Mnchen GmbH
Messegelnde
81823 Mnchen
Germany
Tel: +49 89 949 20720
Email: bcindia@aem.org
Web: www.bcindia.com
Fax: +49 89 949 9720729

Email: info@messe-muenchen.de
Web: www.bauma-china.com
*Nov. 30-Dec. 2
International WorkBoat Show
Ernest N. Morial Convention Center
New Orleans, Louisiana, USA
Diversified Business Communications
121 Free Street
Portland, Maine 04101
USA
Tel: +1 207 842-5400
Fax: +1 207 842-5509
Email: customerservice@divcom.com
Web: www.workboatshow.com
DECEMBER
Dec. 12-15
bC India
HUDA Ground, Gurgaon, India
The Association of Equipment
Manufacturers
6737 West Washington Street,
Suite 2400
Milwaukee, WI 53214
USA
Tel: +1 (414) 298-4176
Fax: +1 (414) 272-2672
*Dec. 13-15
Power-Gen International
Orange County Convention Center
Orlando, Florida, USA
PennWell International
1421 South Sheridan Road
Tulsa, OK 74112
USA
Tel: +1 (918) 831-9160
Fax: +1 (918) 813-9875
Email: lizziec@pennwell.com
Web: www.power-gen.com
2017
JANUARY
Jan. 6-15
London International Boat Show
ExCel
London, United Kingdom
British Marine
Marine House, Thorpe Lea Rd.,
Egham
Surrey TW20 8BF, U.K.
Tel: +44 178 4473-377
Fax: +44 178 4439-678
Email: info@loveboatshows.com
Web: www.londonboatshow.com
*Indicates shows in which Diesel Progress International Edition will participate.
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GLOBALtrends
A STRONG COMEBACK
IN THE WORKS?
Strong Production Of Crawler And Mini Excavators
(Units, 2010-2015)
2010
2011
2012
2013
2014
2015
Crawler Excavators
3734
5250
4200
3400
1600
460
Mini Excavators
200
1000
1000
900
400
180
Total
3934
6250
5200
4300
2000
640
% Change
402
59
-17
-17
-53
-68
% Utilization
79
31
26
22
10
Source: Off-Highway Research
BY DAVID PHILLIPS
average annual exports of 200 units over the last five years
were not a great help, but over 50% of its exports over the
last two years were conducted by itself, a great improvement on its previous heavy reliance on Shantui. Four overseas branches with sales and services functions are to be
opened by the end of this year, which will be mainly staffed
and supported by its overseas dealers.
The greater challenge comes from its domestic dealerships. While it still had over 50 dealers nationwide in the
middle of 2015, the number is down to 20. Moreover,
Strong has already filed lawsuits against 12 dealers, including some important companies with a long history in the
industry. A new sales company has been established to
provide a better vehicle for marketing and sales.
After the originator of the dual-brand strategy resigned
from the company, his successors have been trying to readdress the setup. It was decided to retain Strongs brand,
and give up the JCM brand. In terms of products, Strong
had a wide offering in 2015 made up of 30 models from
n late spring of 2015, Strong Construction Machinery

temporarily closed its Jining, China, factory in the face
of declining sales and financial difficulties. The majority
of the employees in Jining chose to leave the company
rather than to relocate to Linyi, 200 km away, where the
company has its headquarters and another factory.
Since then, Strong has been going through many organizational and operational changes. The company is unique
in that it was the only manufacturer with two factories manufacturing two different brands of excavators that were distributed through two different dealer networks.
Strongs total reliance on excavators makes it particularly
vulnerable, and it has faced real problems when sales declined from 5440 units in 2011 to 960 units last year. Its
David Phillips is managing director of Off-Highway Research, a London-based

management consultancy that specializes in the research and analysis of international construction equipment markets. Phone: (44) 020 7404 1128;
Email: mail@offhighway.co.uk
10
GLOBALtrends
a small area in one workshop for product assembly and
5.9 to 47.5 tonnes, although it was already concentrating
one needs to keep in mind that the Jining factory occupies
on small to medium machines up to 25 tonnes at that time.
a huge 333 300 m area.
The real problem lies in its lack of competitiveness in larger
With a total investment of 300 million, the four fully
classes and the risks involved in credit sales. Recently, the
equipped workshops can produce 10 000 excavators of
company has reaffirmed its product strategy, which is to capiall sizes a year, but the companys production has fallen
talize on the sound reputation of its mini, midi and medium
from a peak of 6250 units in 2011 to 640 units last year.
excavator models. More specifically, Strong now only proIts worth asking whether it was really necessary to reduces models of 5, 7, 13 and 21 tonnes on a regular basis.
open the Jining factory given the current output and the
In mid-year, the company released six new models, all
7% utilization rate in the Linyi factory. dpi
of which are compliant with the latest emission control
standards. The 5 tonne MC56-9 and 7
tonne MC76-9 models are equipped with
Kubota engines, the 13 tonne MC136-9
and the 21 tonne MC216-9 have Cummins engines, and the MC76-9WQ and
MC136-9WQ are powered by Weichai
engines. All the old models equipped
with China 2-compliant engines can still
be made to order, but they will be only
sold to selected overseas markets.
As a member of the Shandong Heavy
Industry Group (SHIG), Strong initially
tried to capitalize on other member companies technology and products. In order to establish product differentiation
and to achieve synergy among other
members of SHIG, Strong has been
planning its strategic products that feature engines from Weichai, hydraulics
from Linde, undercarriages and tracks
from Shantui, as well as its own proprietary electronic control system.
Both Strong and SHIG have been under increasing pressure from the local
government to reopen the Jining factory,
and shortly after unveiling the new excavators, a new rotary rig, the KR80, was
Danfoss is committed to helping you build a better future.
released by Strong Construction MachinOur innovation is defined not only by our world-class mobile
ery (Jining), indicating the official reopenhydraulic solutions, but also by the reliable partnerships we
ing of the factory.
share with our customers. Regardless of the application or
To a certain extent, this is the result
unique challenges you face, you can depend on Danfoss to
help you maximize efficiencies, reduce total machine costs
of the cooperation between Strong and
and grow your success.
Jiangsu Tysim Machinery. Tysim has
Innovative solutions for the

world's complex global challenges.
Thats Engineering Tomorrow.
been engaged in the development of

small to medium size rotary rigs built on
excavators and has been working with
a number of manufacturers and dealers
to modify new or used excavators.
As part of its efforts to diversify, Strong
plans to build Jining into the manufacturing base for products with special specifications and for special applications, but
as of the fall, it has only produced some
30 units. The annual output of Tysim is
also around the same level. It only rents
With a commitment to innovation, and an eye on the future,

Danfoss is Engineering Tomorrow.
Learn more at powersolutions.danfoss.com
11
INDUSTRY NEWS
Doug Oberhelman
Jim Umpleby
Dave Calhoun
CHANGES AT THE TOP

AT CATERPILLAR
Chairman & CEO Oberhelman To Retire in 2017,

former Solar Turbines CEO Umpleby named successor
He then became vice president with responsibility for the
Engine Products Division, including the market development, strategic planning, supplier management, electric
power generation and worldwide marketing and administration for Caterpillars engine business.
He was elected a group president and member of
Caterpillars executive office in 2002 and has had responsibility for the companys Asia Pacific region as well as Cats
financial products and strategic support divisions. He succeeded Jim Owens as CEO in 2010 and later that year, he
was elected chairman.
During his time as chairman and CEO, Oberhelman led
Caterpillar to the highest sales and revenue peak in its 91year history in 2012 and he spearheaded a number of acquisitions, the largest of which was its 2011 purchase of
Bucyrus International for approximately US$8.6 billion.
Since that time however, Caterpillar has suffered like the
rest of the industry and the company has seen declining
revenues in four straight years, something that had not happened in the companys history. In response, the company
has aggressively reorganized Caterpillars activities on a
global scale, closing facilities and shutting down product
programs, including the work trucks launched with some
fanfare in 2010. The company is thus expected to maintain
its reputation for profitability.
During the last four years, Caterpillar has faced unprecedented global economic conditions that have significantly
ate fall is the time of year when Caterpillar traditionally announces changes at its executive level. In
some years, its little more than shifting seats between group presidents and other senior execs.
But this years announcement was a little different. After
more than 41 years with the company, Chairman and Chief
Executive Officer (CEO) Doug Oberhelman has elected to
retire, effective March 31, 2017. Jim Umpleby, currently a
Caterpillar group president with responsibility for Energy
& Transportation, who was elected to the post by the
Caterpillar board of directors, will succeed him.
It was a somewhat surprising move, as there were few
indications that the 63-year-old Oberhelman was making plans to step down. Son of a John Deere salesman,
Oberhelman joined Caterpillar in 1975 in the corporate treasury department and has held a variety of positions, including senior finance representative based in South America
for Caterpillar Americas Co.; region finance manager
and district manager for the companys North American
Commercial Division; and managing director and vice
general manager for strategic planning at Shin Caterpillar
Mitsubishi Ltd. in Tokyo, Japan.
He was elected a vice president in 1995, serving as
Caterpillars chief financial officer with administrative responsibility for the corporations accounting, information
services, tax, treasury, investor relations and marketing
support services areas from 1995 to November 1998.
12
INDUSTRY NEWS
impacted the industries served by our customers, as those
industries and economic growth in many regions around
the world have slowed or severely contracted, Oberhelman
said. Faced with these challenges, our employees have responded like champions.
We have improved our market position and grown our
field population. Our product quality is at historically high
levels, and I believe we are leading the industry in digital
capabilities. I am confident that Caterpillar is stronger than
ever, with product quality, power, technology and innovation that is the envy of our competitors. Add to that lean and
agile manufacturing capabilities and an unrivaled global
distribution channel. The future is bright.
Umpleby, a 35-year veteran of the company, will join
the Caterpillar board and become CEO effective Jan. 1,
2017. He joined Solar Turbines Incorporated in San Diego,
California, USA, in 1980. Early in his career, he held numerous positions of increasing responsibility in engineering,
manufacturing, sales, marketing and customer services.
Umpleby lived in Asia from 1984 to 1990, with assignments in Singapore and Kuala Lumpur, Malaysia. He became a Caterpillar vice president and president of Solar
Turbines in 2010 and was named group president and a
member of Caterpillars Executive Office in January 2013. A
replacement for Umpleby will be announced at a later date.
For more than 91 years, Caterpillar equipment has
been renowned for its quality, durability, innovation and
value, Umpleby said. I have been privileged to work with
Caterpillar employees and dealers in supporting our customers as they develop the worlds infrastructure and improve standards of living and quality of life. I look forward
to leading our dedicated team as we build upon the accomplishments of those that have come before us.
Upon Oberhelmans retirement, Dave Calhoun, a current member of the Caterpillar board, will assume the
role of nonexecutive CEO. Calhoun is senior managing
Director and head of private equity portfolio operations
of The Blackstone Group L.P. In addition to his role with
the Blackstone Group, he was previously executive chair
of Nielsen Holdings N.V., served as chairman of the executive board and CEO of The Nielsen Co. B.V., vice
chairman of General Electric and president and CEO of
GE Infrastructure.
Ed Rust, former chairman and CEO of State Farm Mutual
Automobile Insurance Co., and currently presiding director
of the Caterpillar board, will remain on the board, but will
no longer hold the title of presiding director once Calhoun
assumes the role of nonexecutive chairman.
Calhoun has been a member of the Caterpillar board of
directors since 2011. dpi
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13
Leadership in Filtration
A YEAR OF NEW
ENGINES AND ALLIANCES
Despite less-than-stellar economic conditions, last 12 months

have seen new products, new alliances, and acquisitions
BY ROBERTA PRANDI
he end of the year brings jingling bells and twinkling lights and a season of celebration. Which makes it the
appropriate time to name the Diesel Progress International 2016 Newsmaker Of The Year.
The Newsmaker Of The Year is the company, product, person, technology, trend or market that made
the most news over the last 12 months. Diesel Progress International editors weigh everything from what
was covered in the magazine and online, as well as what people were talking about at trade shows, conferences
and other industry events.
It should be noted that its not always a happy recognition. Last year, the winner was the ongoing emissions
scandal involving Volkswagen and in another case, it was the significant slowdown in China (see related chart). And
this year, there was still fallout from the VW debacle, along with news of European truck manufacturers cheating
in a different way and of course, Brexit, which is good or bad, depending on your point of view (see related story).
This was also a year when at first glance, there was no immediately obvious choice. But when we looked
around, it became clear that an awful lot seemed to be happening in terms of new product introductions,
alliances and acquisitions. And as far as two of those factors are concerned, one company gradually separated itself from the rest, thanks also in part to two moves it made later in the year.
Thus the Diesel Progress International 2016 Newsmaker Of The Year is Liebherr Components.
A division of the Liebherr Group, Liebherr Components made a lot of news in 2016, first through a
series of new product launches, which was topped by the announcement, mid-October, of an engine
14
2016 NEWSMAKER OF THE YEAR

Unveiled at bauma, the TCD 5.0 is one of four
new engines Deutz unveiled in 2016. The company is also in the midst of finalizing an engine
agreement with Liebherr.
deal with Kohler Power Systems

Systems. Later that same month,
the company announced that it had reached agreement on
a new engine alliance with Germanys Deutz AG.
The deal with Kohler involves a new line of six generatordrive diesel engines to be built by Liebherr at its new Colmar,
France, operations, as well as at an extended facility at the
headquarters in Bulle, Switzerland. With outputs between 709
and 3608 kW, the engines will power the new KD range of
generaKohler and Kohler-SDMO branded diesel industrial genera
tors and be phased in in nodes between 800 and 4200 kVA in
both 50 and 60 Hz configurations. The engines will be branded
Kohler, while a variation of the engines have been introduced
and are being used by Liebherr in its mining equipment.
The pending agreement with Deutz would grant Deutz
worldwide sales and service rights for Liebherr diesel engines covering an output range of 268 to 938 hp (200 to
700 kW) for a variety of off-highway applications.
Engines manufactured by Liebherr will be available to
Deutz for delivery in 2019 not coincidentally the first year
of the Stage 5 diesel emissions regulations in Europe. The
engines are being developed for Stage 5, as well as U.S.
Environmental Protection Agency (EPA) Tier 4, China 4 and
EU Stage 3a emissions standards.
Deutz said it plans to sell the engines worldwide under its
own brand, through its global network of dealers which will
also handle sales and service for the Deutz-branded models.
The agreement is apparently not exclusive, as Liebherr will
also be able to sell these engines under its own brand name.
Additional plans call for Deutz to receive exclusive rights
for the production of a Liebherr 9.0 L engine in China and
for Liebherr to expand the use of Deutz engines in its machines up to 150 kW.
While only the initial agreement between the two companies was in place at this writing, the companies said they
are working on completing detailed contracts finalizing the
full details of the new strategic alliance. So stay tuned.
These two latest agreements join one Liebherr signed
in 2014 with Russian truck and bus manufacturer Kamaz
OJSC, through which Liebherr is developing the next generation inline Kamaz diesel and gas engines to be used in
Kamaz trucks and buses and in stationary gen-sets.
With the Kohler, Deutz and Kamaz deals, Liebherr has
struck agreements on development and production across
three key application markets power generation, offhighway machinery and on-highway vehicles.
Liebherr also launched a number of new engines in the
course of the last 12 months, starting with the D96 and D98
diesel engine series first presented at bauma in Munich,
continued on page 16
The new Colmar, France, plant

of Liebherr Components will
manufacture the line of generator drive diesel engines such
as the KD62V12 shown here,
that will power the new KD
range of Kohler and KohlerSDMO branded diesel industrial generators.
Diesel Progress International

Newsmaker Of The Year
2015 The VW Scandal

2014 The Year Of Acquisitions
2013 The Volvo Group
2012 The Cooling Of China
2011 The Unexplainable Economy
2010 Caterpillar Inc.
2009 The Global Economic Meltdown
2008 The Emergence Of The BRICs
15

in its production and R&D sites, especially the Colmar,
France, and Bulle, Switzerland, facilities.
In Bulle, the development center and production facilities
have been expanded, and a new logistic center and new
training center have been built. Investments also included
precision machinery equipment for the manufacturing of
Liebherrs common rail fuel injection system that delivers
up to 2200 bar injection pressure.
Its clear Liebherr made a lot of news in 2016. But the
company certainly wasnt alone in that respect. ZF earned
headlines because of its string of successful acquisitions,
as well as a late one that didnt pan out.
After its purchase of U.S. automotive supplier TRW in
2015, that company was integrated into ZF as the new
Active & Passive Safety Technology division. Then 2016
saw ZF buy a 40% stake in German software specialist
doubleSlash Net-Business GmbH and a similar share in
light detection and ranging (LIDAR) expert Ibeo Automotive
Systems GmbH, based in Hamburg, Germany.
The biggest one in 2016 got away from ZF, however,
Germany. The first launch for the D96 series has been a
20-cylinder with 1500 kW power output at 1900 r/min, while
first presentation of the D98 series was a 12-cylinder vee
configuration. This will be followed by 16- and 20-cylinder
variants, Liebherr said.
At bauma, Liebherr also introduced the new G946 1 gas
engine for mobile applications rated 330 kW at 2000 r/min.
Liebherrs gas engine family was further integrated with
the recent introduction of a new 20-cylinder engine for power
generation applications. The unit has 48.7 L displacement
with a power output of 1 MW and 44% mechanical efficiency.
In its range of diesels, Liebherr also announced a new
diesel engine family for mining equipment with power up to
43.5 kW/L displacement. The first unit introduced was the
12-cylinder D9812 rated 2013 kW power output.
It is also worth also mentioning that Liebherr Components
made major investments (160 million from 2014 to 2020)
MORE MANUFACTURER
MISCHIEF, BREXIT
HIGHLIGHT UNEASY TIMES
BY IAN CAMERON
t might only have been a vote in the United Kingdom,

but the decision to leave the European Union
known as Brexit has implications for many countries where Diesel Progress International is read.
The 52 to 48% vote to leave the 28-nation EU sent
shock waves not just throughout the U.K. but also the
rest of Europe and beyond.
Those wanting to remain in the EU warned of dire financial implications for the U.K. as the established, relatively settled trading links with other EU members were
placed in doubt. Those wanting to leave rejoiced in perceived, new-found freedom and independence.
In the months following the vote, the value of the pound
has sunk, bringing with it serious commercial headaches
and, it must be said, opportunities for companies in
the engine, equipment and vehicle sectors.
One of the most recent and comprehensive Industrial
Trends Surveys was carried out in the U.K. by the Confederation of British Industry (CBI), an association which
speaks on behalf of 190 000 U.K. businesses of all sizes
and sectors employing nearly 7 million people.
Its survey said manufacturing output and orders grew
over the last quarter, with export volumes growth the strongest for 2 years.
The survey of 459 manufacturers reveals that competitiveness in EU markets rose at the fastest pace since the
series began in 2000, with competitiveness outside the bloc
also improving at the quickest rate since 2009.
16

as its attempt to acquire Swedish manufacturer Haldex
Aktiebolag for cash ran into a determined opponent in
Knorr-Bremse. After a back and forth that was worthy of a
soap opera, ZF dropped its offer in early September
More recently, ZF announced it has founded Zukunft
Ventures GmbH in Friedrichshafen, Germany, a company
dedicated to investing in technology companies, especially
start-ups. In German, zukunft means future.
Along with its alliance with Liebherr, Deutz also distinguished itself in terms of new products in 2016, launching
four new engines and one new engine variant.
The new TCD 2.2 diesel engine is a three-cylinder based
on the existing TCD 2.9 unit that reaches 55 kW. The TCD 5.0
is a new four-cylinder with 5.0 L displacement expected to

be in production by 2019 with the introduction of EU Stage 5
emissions regulations. Deutz also introduced a new version
of the TCD 2.9 diesel for mobile machinery rated 75 kW.
On the gas engine side, Deutz launched two LPG engines
derived from its 2.2 and 2.9 L diesels. The new G 2.2 and G
2.9 gas engines are rated 42 and 55 kW respectively. dpi
Liebherr Components also launched

its new 12-cylinder D9812 diesel engine at bauma in Munich. A 16- and
20-cylinder version will follow in the
same family.
pact, against 32% citing a positive impact, the report added.

There are months, possibly years, of talks ahead involving the U.K. and the rest of the EU over how the two parties
moved forward as separate entities. Talks which will, no doubt,
be closely watched by Diesel Progress International readers.
Elsewhere, the VW emissions scandal continued to
make the headlines not the least because there were reports that a high proportion of cars fitted with emissions test
cheat software had still not been fixed.
If the ongoing VW saga wasnt bad enough, several
European truck makers came close to equaling the bad
publicity when the European Commission announced in
July it had found that MAN, Volvo/Renault, Daimler, Iveco,
and DAF broke EU antitrust rules. The truck makers colluded for 14 years on truck pricing and on passing on
the costs of compliance with stricter emissions rules, according to the Commission, which imposed a record fine.
MAN was not fined as it revealed the existence of the
cartel to the commission. dpi
Despite welcome signs of improved export demand and

competitiveness, the majority of exporting manufacturing
firms has said that the fall in the pound since June has had
a negative impact on their business. In a supplementary
question asked alongside the survey, 47% of manufacturing
firms cited sterlings depreciation as having a negative im-
17
IN REVIEW
The Mercedes-Benz Arocs construction truck mounts latest generation heavy-duty Daimler OM 470
and OM 471 diesel engines.
INNOVATION
ABOUNDED AT IAA
Thousands of exhibitors offered hundreds of new vehicles and

components for global trucking markets
BY ROBERTA PRANDI
an electrically driven turbocharger, which the company said

offers an improvement in transient behavior while also having the ability of using the electric machine on the shaft as
a generator to recuperate electrical energy.
The eTurbocompound is a turbine-driven, water-cooled
generator installed downstream the aftertreatment system to
use the remaining waste heat to generate electrical energy.
BorgWarner also presented its DMV mechanical-electric
fan drive and its 48 V eFan. The DMV is designed to drive
the fan electrically when airflow demand is low and the
combustion engine is turned off. When increased airflow is
needed, the DMV drives the fan mechanically.
The eFan utilizes on-demand control, making it able to
respond immediately and adjust its performance when
needed, the company said. It is targeted toward commercial vehicles and SUVs.
Bosch seemed to take Wissmanns words to heart as everything at the Bosch booth was about connectivity solutions,
assisted and automated driving and electrified powertrain.
At center stage was the VisionX truck, a concept cab
We are very confident as we go to Hanover. This (IAA),

the worlds most important trade fair, is characterized
in particular by the future-oriented topics of digitization, connectivity and automated driving, along with
the alternative powertrains.
So said Matthias Wissmann, president of the German
Association of the Automotive Industry (VDA), organizer of
the IAA Commercial Vehicles trade show, just three days before the opening of the 2016 edition in Hanover, Germany.
His words were proven true, as the show was all about four
topics: digitization, connectivity, automated driving and alternative powertrains. While it is impossible to cover everything
presented at IAA 2016 the show organizers reported 332
world premieres here is a little selection of some of the
more significant news from the more than 2000 exhibitors.
BorgWarner concentrated on its technology for electrification in commercial vehicles, with new turbochargers,
boosters and fans.
The BorgWarner eBooster is an electrically driven compressor designed to improve transient behavior at low engine speeds through its high power density. The eTurbo is
18
IAA IN REVIEW
The electrically driven eTurbo turbocharger by BorgWarner allows

use of the electric machine on the
shaft as a generator to recover
electrical energy.
incorporating Boschs most advanced driving features that visitors

could experience first-hand. A successful approach, it seems, as Rolf
Bulander, chairman of Bosch Mobility Solutions business sector, reported that the division is growing at twice the rate of the market.
Among the innovations seen at the Bosch booth were new displays
and user interfaces with neoSense touchscreens (with haptic feedback)
for connectivity and infotainment functions; the Mirror Cam, a camerabased system for digital exterior mirrors whose images are displayed
in the cab and whose wind resistance is considerably reduced in comparison with conventional rear-view mirrors; and Boschs connectivity
control unit (CCU) available as original equipment and for retrofits.
For assisted and automated driving, Bosch introduced its MPC multipurpose camera with integrated image processing that is utilized for assistance functions as for example predictive emergency braking systems,
intelligent headlight control, traffic sign recognition and lane assistants.
Bosch also showed its 120 kW parallel hybrid system for heavy
commercial vehicles, as well as a 48 V entry-level hybrid for light
commercial vehicles with boost recuperation via a belt-driven startergenerator designed to be easily integrated into an existing powertrain.
Daimler was one of the most active original equipment manufacturers (OEMs) at IAA. One of the centerpieces at the Daimler booth
was the Arocs truck, a specialist heavy-duty construction vehicle from
Mercedes-Benz. The vehicle uses the latest generation of heavy-duty
X MARKS THE SPOT FOR CUMMINS WITH NEW DIESELS

BY IAN CAMERON
ummins used the IAA trade show in Hanover to

launch its next generation X Series for heavy-duty
truck applications with 15 and 12 L displacements
to meet Euro 6 and equivalent emissions standards as they become globally adopted from 2019 onward.
Powering a range from 260 to 451 kW, Cummins said the
X Series introduces an innovative approach to duty-cycle
optimization with a medium bore X12 engine and two big
bore configurations, available as the X15 Efficiency Series
and the X15 Performance Series.
The X Series engines intended for Euro 6 applications
share a similar platform with the X15 and X12 recently
launched for the North American Class 8 truck market that
meet the U.S. Environmental Protection Agency (EPA)
2017 greenhouse gas and fuel-efficiency standards.
The Euro 6 versions of the X Series retain the same fuel
efficiency and power density as their EPA counterparts,
while looking to simplify engine systems and aftertreatment
to meet global market applications, according to Cummins.
The company added that a key approach with the X
Series design architecture was to minimize friction losses
throughout the engines, including the water pump, gear
Cummins said its new X Series diesel engines introduce

an innovative approach to duty-cycle optimization with
a medium bore X12 engine and two big bore configurations, available as the X15 Efficiency Series shown here
and the X15 Performance Series.
20
High efficiency with

best possible performance
Your
move?
Well drive.
Whatever construction machines need to do their work: Well drive.
With Bosch Rexroth its up with power and down with emissions in
excavators, wheeled loaders, road pavers and the like. Bosch Rexroth tames
soaring energy costs with coordinated drive and control systems tailored
to customer needs.
Bosch Rexroth AG
boschrexroth.com/construction-machinery
IAA IN REVIEW
OM 470 and OM 471 diesel engines, with the OM 936 and

OM 473 engine families still available. Daimler said the new
flagship versions include the Arocs 46 (335 kW and 2200 Nm
with the OM 470 engine) and the 53 (390 kW and 2600 Nm
with OM 471 engine).
Both six-cylinder in-line common rail OM 470 AND OM 471
engines have been optimized with the new X-Pulse injection
system offering enhanced pressure boosting, an asymmetrical turbocharger produced in-house by Mercedes-Benz and
the use of new low-friction engine oils.
With safety and connectivity always highlights for Daimler,

the company announced that its latest safety technology is
now also available for construction vehicles. A safety package with fourth generation Active Brake Assist 4, including
pedestrian detection, is available as an option for two- and
three-axle Arocs vehicles licensed for on-road use.
Enhanced connectivity is also now available for construction vehicles, with Mercedes-Benz Uptime service and the
new FleetBoard Store on offer for Arocs trucks.
Dana Inc. presented enhancements to its Spicer Compact
Series Plus driveshafts intended to reduce component
weight and improve overall performance for trucks and
buses from 8 to 60 tonnes.
Dana said it is currently producing versions of this driveshaft for medium-duty vehicles and a series of six models
designed to address a full range of torque capacities will be
available by the second quarter of 2017. According to the
company, Compact Series Plus units weigh up to 10% less
than competitive offerings and are the lightest steel driveshafts in their class.
Dana also revealed new details about its Spicer global
single axle for trucks, tractors and coaches, which is now
available for pre-production testing. The single-reduction
solo drive axle family is engineered for 6 x 2 and 4 x 2
train, lube system and power cylinder. Critical components

and systems were upgraded or improved to ensure high
levels of reliability, said Cummins.
The 10 to 16 L class X12 enables trucks to operate at
maximum payload with lower fuel consumption and more
responsive driving than previously experienced from an engine of this size, according to Cummins. Rated from 260 to
375 kW, the X12 provides up to 2305 Nm peak torque at
1000 r/min, which Cummins said reduces the need for gear
shifting and gives better low-speed lugging on grades. The
engine weight, approximately 930 kg, is enabled by a sculptured block design, which allows unnecessary mass to be
removed, but retains high rigidity. Substantial weight savings
are also achieved by the use of high-strength composite materials for the oil pan and valve cover, the company said.
Regarding the X15 for line-haul and regional haul applications, the X15 Efficiency Series has a 298 to 373 kW, range
and up to 2508 Nm of peak torque available at 1100 r/min.
The X15 Performance Series, rated at 362 to 451 kW is
suitable for severe-duty, long-distance and ultraheavy haul
operations, Cummins said. An upgraded high flow air-handling system is designed to give a faster pedal response
for enhanced drivability at full payload and steep-gradient
climbing. Peak torque of up to 2780 Nm is delivered across
a wide engine speed range, so less shifting is needed and
less fuel is used, Cummins said.
To meet Euro 6 emissions and equivalent emissions
worldwide, the X15 will use Cummins Single Module aftertreatment technology with a one-piece design that Cummins
claimed is up to 40% lighter and up to 60% smaller compared to multimodule systems.
The addition of the X15 and X12 Series, together with an
upgraded F2.8 will complete the Cummins product range to
meet Euro 6 and similar emissions standards, joining the
F3.8, B4.5, B6.7, L9 and L9N natural gas engine. The 90 to
451 kW power range enables a power capability from a 3.5
tonne light commercial truck up to a 200 tonne roadtrain,
said Cummins.
Cummins also announced Euro 6 engine compatibility
for use with hydrotreated vegetable oil (HVO) renewable
diesel and other EN 15940 paraffinic fuels which, the
company said, represented a significant step forward to
reduce the carbon footprint of Cummins-powered bus,
truck and coach fleets operating in Europe. Compared
with conventional fossil-based diesel, HVO offers the
potential to reduce greenhouse gas emissions by 40 to
90% over the life cycle of the fuel, dependent on the level
of sustainable feedstock used in the production process,
said Cummins.
Hyundai Motor presented its new Hyundai H350 commercial van two years after its public debut. This is the first
light commercial vehicle Hyundai Motor has launched in the
big van segment in Europe.
The 3/2 water safety valve by Kendrion

automatically drains the water after the
separation at the fuel filter.
22
IAA IN REVIEW
The futuristic view and cockpit inside the cab of the Bosch
VisionX concept truck. Once
the truck joins a convoy on the
freeway, drivers can start planning their next route while still
remaining in complete control.
axle configurations and can be customized for vehicle

applications with gross combination weight ratings of 32
to 45 tonnes.
This axle is the first to support ratios lower than 2:1 as part
of a range of axle ratios designed for engine downspeeding,
Dana said. This enables efficient operation at desired highway
cruise speeds with engine speed approaching 1000 r/min.
The global single axles full selection of ratios reaches up
to 6.8:1. Series production is scheduled for 2018.
Kendrion presented smart electromagnetic components
for thermal management, engine control and precise fluid

regulation in commercial vehicle applications.
An active controlled thermostatic unit has been designed
for the thermal management of the main engine cooling circuit. Unlike existing thermostat technology, it is able to manage the system completely without wax expansion material
by using a simple and robust design principle, Kendrion said.
It is designed to be integrated seamlessly in the existing installation space and is also weight neutral, the company said.
IAA IN REVIEW
equipped with a fail-safe design and secured shift strategy
engineered to prevent accidental fuel evaporation.
Iveco premiered its Z Truck, a long-haul concept truck
aiming at zero CO2 emissions through an optimized LNGpowered drive technology and the use of biomethane. The
Z Truck incorporates automated driving technologies and
a cab that can be reconfigured for different uses, including
driving, automated driving, office work and resting.
For this concept truck Iveco developed in cooperation
with Petronas Lubricants International (PLI) a Concept
Ultralow-Viscosity 0W16 lubricant that is already being tested by Iveco and FPT Industrial in LNG engines.
Iveco also announced that its New Stralis XP truck
achieved Tv Sd certification of an 11.2% reduction in fuel
consumption when compared with the 2013 Stralis with the
Stralis Efficiency Package.
MAN premiered its new MAN TGE transporter, a vehicle for distribution transport and building trade, covering a
range from 3.0 to 5.5 tonnes permitted total weight.
In the heavy-duty truck line, MAN introduced the third
generation of the TGX EfficientLine which achieved
extra fuel savings of 6.35% compared to its predecessors
according to tests with Tv Sd and the 470-kW TGX
PerformanceLine Edition.
The concept Z Truck by Iveco features enhanced

aerodynamics. Its futuristic cab has been developed
in cooperation with Petronas and Michelin.
The use of an integrated sensor is intended to ensure precise

and hysteresis-free control, allowing for predictive control.
Kendrion also introduced a new electromagnetic valve
to drain water after the fuel filter. In commercial vehicles,
manually operated water drain valves are typically used,
but these face abuse, misuse and leaks that can potentially lead to pollution of the environment with fuel, Kendrion
said. The newly developed electromagnetic safety valve
automatically drains the water after the separation, and is
standard and Hyundai said it enables further reduction in

fuel consumption by adapting the engine characteristics to
the current driving behavior.
Initially available in nine countries, the H350 is marketed in 14 countries. New markets are Romania, Bulgaria,
Denmark, Hungary and Portugal, in addition to the original
countries Austria, Belgium, the Czech Republic, Germany,
Italy, Poland, Turkey, Spain and Switzerland.
H350 production started in May 2015 at Hyundai Motor
partner Karsans plant in Bursa, Turkey.
DAF, meanwhile, outlined innovations to its DAF LF and
CF distribution trucks with Paccar PX engines. These engine enhancements, in combination with the new, faster
drivelines, reduce engine revolutions up to 300 r/min at a
cruising speed of 85 kph and provides up to 4% better fuel
efficiency, according to DAF.
New software and optimized heat and air management
for the 4.5 L Paccar PX-5 and 6.7 L Paccar PX-7 engines
have increased torque by up to 12%. Maximum torque of
the four-cylinder PX-5 engine in the DAF LF series now
goes up to 850 Nm at 1200 to 1500 r/min. For the PX-7
engine in the DAF LF and CF, torque reaches 1200 Nm at
1100 to 1700 r/min, said DAF.
DAF also launched DAF Connect, a new fleet management system providing information on the performance of
vehicles and drivers. Information on vehicle location, fuel
Scania said it has six 13 and 16 L engines that meet

Euro 6 regulations and that are available in the new
truck range that it recently premiered.
The H350 is powered by a Hyundai 2.5 L, four cylinder,

2.497 L common rail turbodiesel engine, longitudinally
mounted at the front and driving the rear wheels via a sixspeed manual transmission. The engine is Euro 6-compliant
and has been improved for higher efficiency, reducing fuel
consumption by up to 4.4% due to the use of selective catalytic reduction technology in addition to improved features
of the base engine such as a variably controlled oil pump,
according to the manufacturer.
The transmission was provided by South Korea headquartered Hyundai Dymos, an affiliate company of Hyundai
Motor Group. The companys Active Eco Drive mode is
24
IAA IN REVIEW
Available from the second quarter 2017, the

Spicer Compact Series Plus driveshafts are
targeted for trucks and buses ranging from
8 to 60 tonnes.
On the components side, MAN presented its new D38

engine with 470 kW maximum power output and 3000 Nm
torque even at low engine speed. The D26 engine has also
been optimized for fleet applications, with power output
from 309 to 368 kW and low tare weight and low fuel consumption, MAN said.
MAN also showcased its electrically driven city bus and
a concept semitrailer tractor with electric drive for inner
city delivery transport, based on the TGS truck. The company also demonstrated the integration of different battery
Do you
receive
emission
information
on time?
charging systems into its city buses. By 2018, MAN said

it would introduce a pre-series version of a battery-driven
bus. Series production of a 100% electrically driven city bus
is expected to commence before 2020.
Oerlikon Drive Systems exhibited with its Oerlikon
Graziano brand, presenting three of its latest electric and
hybrid transmissions for commercial vehicles and an inverted portal axle for low-floor city buses.
The companys OGeco hybrid transmission, originally
developed for performance cars, has been adapted for
commercial vehicle applications. The two- and four-speed
2SED and 4SED electric drives are meant for electric minivans and light commercial vehicles. A highly efficient inline
epicyclic Fuso transmission is also developed for light commercial use, the company said.
The inverted portal axle for low-floor city buses up to
13 tonnes is suitable for twin or single-tire applications.
Oerlikon said the axle has a reduced noise level thanks to
technologies such as side gear cases integrating powersplit concepts and four helical gears per axle side.
Swiss manufacturer Sonceboz presented some news in
its brushless dc motors and drives (BLDC) line. First, the
CPM90 family of BLDC drives in the new Evolution 4 variant
is designed to offer high torque and speed that can be regulated via the software setting in the integrated electronics
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IAA IN REVIEW
with CAN communication. Sonceboz said the drives have a
high power density up to 2 kW/kg and are utilized in
applications at high-energy efficiency levels, making them
suitable for battery operation.
Next year, Sonceboz said it would offer EasyPlug electronics for its BLDC motors that allow existing brushed
motors to be replaced with brushless dc units. Brushless
technology offers very low wear, short positioning times and
high positioning accuracy, the company said.
BLDC motors can be an alternative when requirements demand replacement of a brushed motor and the control circuit
intelligence is centralized in the vehicles ECU. With EasyPlug,
Sonceboz said commutation is still carried out electronically in
the motor, but without the components on the circuit board that
are susceptible to temperature and vibration.
Hydraulic cylinder and cylinder system manufacturer
Weber-Hydraulik presented an electric motor system
(EMS) for hybrid trucks with up to 8 tonnes per axle operating weight and one steered auxiliary axle. The EMS was
developed in cooperation with software specialist VSE, with
whom Weber Hydraulik founded a joint venture in 2014.
With the EMS by Weber Hydraulik, the auxiliary axle
steering is supplied by a motor/pump unit that replaces
conventional hydraulic systems with a proportional valve
block. The motor/pump unit can be operated in both directions and is activated only when needed, utilizing just the
right amount of oil as necessary.
The electric motor is compact, with integrated electronics and a controller that receives input from the direction
measurement in the steering cylinder as to the position of
the cylinder itself, in a closed-circuit system. The rotational
direction of the motor is thus translated into the corresponding direction of movement of the steering cylinder.
Weber Hydraulik said the EMS has the advantage of
utilizing fewer components than a conventional hydraulic
steering system, with better energy efficiency. In fact, the oil

can be used entirely for the steering operation and no additional oil is necessary to operate the proportional valves.
According to Weber Hydraulik, the EMS can obtain a saving
in energy consumption of 80% in comparison to hydraulic
steering system using proportional valves.
The Electric Motor Steering has been adopted by a major
European truck manufacturer, Weber Hydraulik said.
At the ZF booth, the emphasis was given to the companys new See, Think, Act mantra and it showcased its ZF
Innovation Truck 2016 (see September 2016 Diesel Progress),
which incorporates advanced driver assist systems, including
the worlds first brake assist and assisted emergency steering
control systems for heavy commercial vehicles.
Center stage was also taken by electromobility, for which
ZF integrated all its e-mobility activities into a separate division at the start of 2016.
ZF said that according to recent estimates, the market
for hybrid or all-electric vehicles is forecast to grow by a
factor of seven to 10 by 2025. In relation to commercial
vehicles, ZF is well positioned to address this growth with
its complete product portfolio of hybrid and all-electric drive
solutions for city buses, coaches as well as heavy and light
trucks, said ZFs CEO Dr. Stefan Sommer.
At the same time, ZF highlighted the strategic expansion
of its competencies, through investments, shareholdings
and acquisitions. Following the major acquisition of U.S.
company TRW in 2015, the company recently acquired
a stake in the Light Detection and Ranging (lidar) system
specialist Ibeo and the software company doubleSlash.
Additionally, ZF has announced plans to construct a technology center in Hyderabad, India, where by 2020, a total of
2500 engineers will work with an emphasis on software development to enhance the intelligence of vehicle electronic
control units. dpi
consumption, mileage, fleet utilization and idle time are

presented in an online dashboard, which can be tailored to
customer requirements. The dashboard can be configured
to provide fuel reports with current and historical data that
compares the fleets vehicles and drivers.
Volvo Buses said its automated I-Shift transmission is
now available in a new version that the company said offers
smoother and faster gear changing, lower internal power
losses and higher energy efficiency. For buses with I-Shift
and the 11 L Volvo 9700, 9900 and B11R engine, there is
now also a new oil pre-heater, primarily intended for markets
with cold winters. The pre-heater ensures that the gearbox
oil always maintains the right temperature, resulting in better lubrication and less friction, according to the company.
Scania used IAA to introduce an updated 368 kW version
of its 13 L engine with the Swedish company adding that all
of its 13 L engines now rely exclusively on SCR aftertreatment. Scania said it has six 13 and 16 L engines that meet
Euro 6 regulations and which are currently available in the
new truck range that it recently premiered.
Scania is also introducing a layshaft brake as standard
in Scania Opticruise automated gearboxes. Together with
overhauled software for powertrain control, the layshaft
brake system makes the countershaft and main shaft synchronize, making each significantly faster, meaning that the
next gear can engage almost immediately, Scania said.
With the layshaft brake system, Scanias most common
gearbox for long-haul trucks, the GRS905, can change
gear in 0.4 seconds, said Bjrn Fahlstrm, vice president,
Scania Trucks. This means that gearshift time is almost
halved. This provides a special driving experience with the
powertrain working extremely harmoniously. dpi
26
MARINE PROPULSION
According to Caterpillar Marine, the Marine Hybrid
Thruster system outperforms diesel mechanical
systems in all partial load conditions.
NEW
HYBRID THRUSTER
Caterpillar Marine system designed to offer savings for

operators, provide improved fuel economy
BY IAN CAMERON
Caterpillar Marine said it believes that the hybrid thruster

represents a significant new market contender, either for
retrofit or installation at the new build stage. In transit operations and in diesel-mechanical mode, the smaller engines run at higher loads, thus consuming less fuel, Cat
said, adding that in low-speed transit, either one or two gensets can power the main azimuth thruster in diesel-electric
mode, giving typical fuel savings of 10 to 15% at speeds between 7 and 9 knots, depending upon the hull profile. The
company said the biggest savings are made during standby
and DP operations in which the vessel would operate in diesel electric mode with the main azimuth propellers running
in the most efficient variable speed mode.
The efficiency gains are remarkable, said Jonas Granath,
manager, Electrical Design, Caterpillar Marine Solution
Center. Of course, they differ from ship to ship depending on
the ship service, and OSVs come in a wide range of types and
sizes. Typically, though, OSVs with DP capability spend a considerable amount of time in standby or in various levels of DP.
With this new system, they will be able to use the diesel-electric mode and run off the smaller gen-sets with the
propellers operating economically at a very low r/min. It is
in exactly these conditions where our new Marine Hybrid
Thruster system offers the greatest benefits.
We see significant market potential for the new setup onboard both existing and new ships to meet the increasing need
for operational efficiency and reduced operating costs, said
Jonas Nyberg, regional sales manager, South East Asia. dpi
aterpillars Singapore-based Marine Solution Center

said it has produced what it calls a breakthrough
hybrid thruster concept offering savings in cost of
ownership for offshore operators. Caterpillar Marine is due to oversee delivery of the first Marine Hybrid
Thruster system to an undisclosed shipyard in Singapore
that will be commissioned this year.
According to the company, the new propulsion setup outperforms diesel mechanical systems in all partial load conditions and offers improved fuel economy and through-life
savings for a variety of offshore support vessels (OSVs).
For vessels spending a high amount of time in standby or
dynamic positioning (DP) service, the annual fuel savings
can be up to 35%, calculated across the entire operating
profile of the vessel, Caterpillar said.
The new thruster system could be used to downsize a
vessels main engine so that engine load is optimized, the
company said, while also allowing the vessel to switch to
diesel electric mode for low DP operations or in standby.
Cat said that a standard 5222 kW standby support vessel powered conventionally would require two of its MaK
8 M 25 C main engines rated 2666 kW at 750 r/min and
a pair of Cat C18 generator sets. With the new Cat hybrid
thruster system, the same vessel could instead use smaller
6 M 25 C main engines rated 2000 kW at 750 r/min and two
booster motors mounted on the back of the Cat MTA 730
CP azimuth thrusters powered by twin Cat C32 gen-sets.
The booster motors and drives are controlled directly
from the Caterpillar MPC 800A control system, which also
performs all mode selections, interfaces with the vessels
planned maintenance system (PMS) and provides a singlepoint interface for the operator.

www.cat.com/marine
28
THREES
SENSORS
A FAMILY
Rheintacho rotational speed sensors with three

different electronic signal forms designed for
easy installation, application flexibility
BY ROBERTA PRANDI
reiburg, Germany-based sensor manufacturer

Rheintacho Messtechnik GmbH has introduced the
new FE rotational speed sensor family, which brings
together what the company called the three most
frequently used signal forms in an installation-friendly and
compact housing: one-channel, two-channel or pulse width
modulated (PWM) signal output.
The FE range also offers two different immersion depths
18.4 and 32 mm as well as a variety of cable lengths
and plug types. All of the new sensors meet IP6K9K and
IP67 protection standards, the company said.
Rheintacho said that the one-channel version is best
suited to applications limited to measuring rotational speed.
The sensor components ensure tolerant contact behavior
regardless of target geometries and air gaps, the company
said. According to Rheintacho, the output signal is a square
wave, the amplitude of which is independent of the rotational speed, so that stable signals can be achieved even
with slow rotational speeds.
With its two phase-shifted square wave signals, the twochannel solutions are designed to offer the same advantages. However, with two offset signals, Rheintacho said it is
possible to identify the direction of rotation.
In contrast to the one- and two-channel variants that use a
voltage signal, the PWM sensor works using a current signal,
with information regarding the rotational direction transmitted via the varying length of the pulses, Rheintacho said. In
this way, the sensor also produces a signal with constant
With its compact housing designed for ease of installation,

the new Rheintacho FE rotational speed sensor family is
available with one-channel, two-channel or pulse width
modulated (PWM) signal output.
amplitude, independent of the rotational speed, the company

said. According to Rheintacho, not only does the PWM sensor have the ability to identify rotational direction, it can also
carry out other diagnostic functions, such as the identification
of idle status, a critical air gap and critical installation position.
The Rheintacho FE sensors offer the advantages of a
customized solution, but with the specifications and releases of a standard series solution, the company said. The
mechanical interfaces are identical, regardless of which
signal is used, Rheintacho said, and users can choose the
appropriate rotational speed sensor based on specific application requirements.
Rheintacho produces the sensors at its German headquarters locations as well as at a facility in Chropyn,
Czech Republic. In Freiburg, additional production capacity and optimized logistic procedures are being implemented in a facility next to the companys premises in Haid,
Freiburgs industrial area, Rheintacho said. The company
also announced it is in the final planning stages for additional production capacity at P+P Technik s.r.o part of the
Rheintacho Group in Chropyn. dpi

www.rheintacho.de
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+1 714.451.1411 sales@redlinedetection.com
Redline Detection, LLC. All rights reserved. Specifications subject to change.
INDUSTRY NEWS
Jos Carlos Hausknecht
Sales of combine harvesters rose slightly in June and August and tractor sales
were up in June and August, suggesting that the agricultural equipment market
may see gradual improvement in Brazil.
READY TO
GROW AGAIN?
Agricultural markets may be the first to bounce back in recession-wracked Brazil

BY JOS CARLOS HAUSKNECHT
the impeachment of President Dilma Rousseff has left the

country in a limbo of uncertainty that has slowed down economic recovery.
The 0.6% drop in the second quarter GDP against the
first quarter of 2016, although better than the previous quarters, still shows signs of the weakening economy amidst
political turbulence.
Although we expect a 3.8% GDP drop this year, many
signs of an economic recovery have started to be seen and
our vision is that there will be a 2% GDP rise next year. The
2% expectation is a realistic figure given the necessary adjustment conditions of the monetary and fiscal policy after
so many years of squandering. If it were not for those adjustments, there would be room for even stronger growth.
The agricultural sector has remained in a much better
situation than the rest of the economy, even though it was
affected by the overall credit reduction both in the public
and private financial sectors. Since the main agricultural
he Brazilian economy has entered a recession. The

gross domestic product (GDP) decreased 3.18% in
2015 and is expected to fall another 3.8% this year.
This is the biggest GDP fall in the history of the country.
To make things worse, inflation also has risen sharply
and the unemployment is expected to reach 12% in 2016.
Following the economic crisis, the shortage of money from
the government due to the high fiscal deficit and the reduction of credit observed in the private banks that were hurt
by the high indebtedness rates and the closing or judicial
recovery of many industries caused a credit crunch for all
the sectors of the economy.
The process of political change since early May until
Jos Carlos Hausknecht is the director of MBAgro Consultoria, an an

independent consultant based in So Paulo, Brazil, that specializes in
agribusiness analysis in South America. Phone: +55 11 3372-1085.
Email: contato@mbagro.com.br; Web: www.mbagro.com.br
30
INDUSTRY NEWS
Despite Brazils continuing challenges, the

economic situation is improving and the agricultural sector will likely be in a much better
situation than the general economy.
Brazil has faced a major sales decline. This was caused by

a credit crunch together with the increase in capital needs
due to the real devaluation. Many producers with high leverage had problems mainly those with debt in foreign
currency. This caused a reduction in crop expansion and a
restricted use of fertilizers and chemicals to a minimum. But
most affected were agricultural machinery producers.
Tractor and harvester sales plummeted 35% in 2015
and another 19% through August compared to the same
period last year. This scenario is even more problematic if
you consider that sales in 2014 were already 16% below
2013 levels.
Despite the great challenges, the Brazilian situation is
improving and the agricultural sector probably will continue
in a much better situation than the rest of the economy.
Although capital restrictions still exist, chemical and fertilizer producers and traders are increasing barter operations in
order to substitute other sources of funding. The producers
are in a process of deleveraging, reducing or negotiating
their debt. Inflation is beginning to slow and a reduction in
the interest rate is expected to begin in the end of the year.
The improvement of the economic scenario and the good
situation of some of the agricultural markets suggest that
the machinery sales have bottomed. In fact, in July and
August, we saw an increase in tractor sales compared with
the same months a year ago. The same happened for harvester sales in June and August.
We dont expect the market reach sales levels of three
years ago and the new government probably wont use the
old incentives to increase fleet renewals. The fiscal situation is still complicated and the actual economic policy opposes state intervention. In this new scenario, the market
for agricultural machinery will start a slow but steady growth
period that will grow faster as the credit situation of the producers improves in the future. dpi
products produced in Brazil are exportable commodities,

demand was not affected by the economic situation of the
country and the devaluation of the real increased the prices
and the profitability of the majority of the agriculture sectors.
Despite lower prices in the international market, grain
producers benefited from the devaluation of the Brazilian
exchange rate and the reduction of fertilizer prices, so the
profitability remained positive. There were some production
problems in some of the main growing regions of the country.
The strong El Nin produced a severe drought in the
Northeast part of the country, a region called MATOPIBA
an acronym for the four states where crop production
is expanding southern Maranho (MA), Tocantins (TO),
southern Piau (PI), and western Bahia (BA). This area is
the newer frontier for agriculture production.
In 2016, soybean production in this region was 35%
lower than last year, and corn and cotton suffered the same
fate. In other regions, soybean production suffered losses
from excess rain in the first crop harvest period and the
second crop corn in the west-central region suffered a severe drought that cut a third of the expected production.
However, fertilizer and seed sales are strong and we expect
a small increase in the next seasons planting area.
Other agricultural sectors are in a better situation. The
sugarcane sector is passing through a positive period due
to the high international prices associated with the real
devaluation. Domestic sugar prices have skyrocketed,
benefiting financially sound, high-productivity producers.
Ethanol prices also responded positively since the industry diverted as much cane as possible to sugar production,
lowering ethanol production and keeping prices strong.
Coffee and oranges also benefited from high prices and
although the production declined in the orange industry, the
producers situation is very good.
During the past couple of years, the machinery sector in
31
IN REVIEW
Scania is introducing a new truck

range, offering a choice of three
13 L inline six-cylinder engines and
three 16 L V8 engines, all of which
are designed to meet the Euro 6
emissions regulations while helping
the trucks achieve a 5% improvement in fuel economy.
A BIG INVESTMENT
IN THE FUTURE
Scania invests 2 billion in new Euro 6 truck and diesel engine range
designed to offer new levels of connectivity and services
BY BO SVENSSON
hearts bursting with pride that my colleagues and I are now

presenting the products and services that will bring Scania
to new levels regarding market shares and carry us far into
the next decade.
The launch of Scanias new truck range offers a choice
of three 13 L inline six-cylinder engines offering 302, 331
and a new 373 kW rating, along with three 16 L V8 engines
that deliver 382, 427 and 537 kW. The engines incorporate
new governing systems and the entire engine installations
have been redesigned, the company said. All of the new
engines will offer fuel consumption reductions in the area of
3%, much of that the result of a better cooling effect offered
cania is introducing a new truck range, the result of

10 years of development work and investments in
the region of 2 billion. With the new range, Scania
said it is extending its offering, and through its unique
modular system approach can supply more performance
stages, connectivity and a comprehensive palette of productivity-enhancing services. The company said it is also offering
sustainable transportation solutions customized for each customer in the highly competitive transportation industry.
Our new truck program is undoubtedly the biggest investment in Scanias 125-year history, said Henrik Henriksson,
president and chief executive officer of Scania. It is with
32
IAA IN REVIEW
With flexible maintenance plans

based on connectivity and the vehicles actual usage pattern, the
result is significantly greater maintenance precision, Scania said.
as a 1% fuel saving as the oil temperature can be optimized

during various operating conditions.
All of the 13 L engines used meet Euro 6 emissions
levels through use of selective catalytic reduction (SCR)
only. It is Scanias long experience with low fuel consumption and high reliability using only SCR, that has guided the
development work of these latest engine versions, said
Bjrn Westman, head of engine development at Scania.
Our straight 13 L engines perform extremely well with SCR
only and a robust, fixed geometry turbo. With this new truck
program we offer a power level which should attract many
clients in a wide range of services.
The 16 L V8 engines use a combination of SCR and exhaust gas recirculation (EGR) to meet the Euro 6 standards.
The new transmission design, now standard, incorporates a layshaft break in the automated Scania Opticruise
gearbox. Rather than use synchronizing rings for synchronizing the speed between the counter shaft and the main
shaft during gear shifts, Scania is now using a layshaft
break when upshifting. Scania said the system provides for
much faster synchronizing and the time for gearing up one
step can be done in less than half a second. This means
that the shafts synchronize with each other significantly
faster and that the next gear can engage almost immediately, which Scania said is an important feature for keeping
turbo pressure up and maintaining power on the new gear.
Scania is also identified alternative fuels as an important
focus. Since the Euro 6 requirements were introduced, we
have offered the broadest engine program of all manufacturers, Westman said. Beside a program of conventional,
fuel efficient diesel engines, we also have the broadest program of engines for alternative fuels like biodiesel FAME
and RME, natural or bio gas, ED95 and HVO bio diesel for
todays truck generation.
We will successively provide the new engines for alternative fuels, however, HVO can already be used for all our
Euro 6 engines regardless of truck program. dpi
by the new cab design, Scania said. Combined with the

improved aerodynamics and other intelligent functions,
Scania said the total fuel savings of the trucks are 5%.
Production of the new vehicles has begun at Scanias final
assembly plant in Sdertlje, Sweden. Initially the focus will
be on vehicles and services for long haul transportation,
but additional options will be continually introduced as more
Scania plants readjust and additional options emerge, the
company said. Scania is launching its new range in phases,
with a focus on various customer segments and according
to a planned schedule. The introductions will continue after
the first unveiling in Europe, with more customer options,
before the entire process concludes with simultaneous
launches on markets outside Europe.
More than 10 million km of test driving has been done
before the launch to verify the improvements in fuel economy and performance, Scania said. Today we are not just
launching a new truck range, but also a unique, ingenious
toolbox of sustainable solutions in the form of products
and services that Scania is first in the industry to be able
to deliver and I feel I can claim this with confidence,
Henriksson said. We are focusing firmly on our main task
to give our customers the necessary tools for achieving
profitability in the one business that really means something to them, namely their own.
The most noticeable features are of course the new
cabs, but the real innovation is that we are now introducing new technologies, services and insights, which will
help our customers gain an overview of both their costs
and their revenues. Our customers vehicles always constitute a link within the bigger picture; Scania embraces
this through quality, accessibility and a range of physical
or connected services.
Engine design improvements include a modified combustion system and new fuel injectors, which provide for a
0.2 to 0.5% fuel saving, the company said. Further on, increased working temperature and thermostat controlled oil
cooling are also designed to improve engine performance.
The cooling fan is now directly driven, eliminating the parasitic losses of gear-driven systems and Scania said the
thermostatically controlled oil cooling can provide as much

www.scania.com
33
INDUSTRY NEWS
The Cummins Component Group,

which manufactures and sells a range
of products, including turbochargers
and aftertreatment systems, is playing
an increasingly important role in Cummins overall business.
CUMMINS VITAL
COMPONENT
A Cummins business that is becoming increasingly important

BY IAN CAMERON
espite being best known for its engine business, the

merged components arm of Cummins is playing an
increasingly key role in the companys future.
For many years, four distinct components businesses operated, seemingly independently, under the greater
Cummins corporate umbrella: Emissions Solutions (aftertreatment); Turbo Technologies (best known for its Holset
product); Filtration (the Fleetguard brand) and Fuel Systems.
Around eight years ago, the decision was made to pull
the four business units into one entity now headed by Tracy
Embree, a Cummins vice president who is also president of
Cummins Components Group headquartered in Columbus,
Indiana, USA.
Naturally, the components business, employing around
13 000 worldwide, is less widely known than the Cummins
flagship division engines but it does contribute significantly towards the groups overall sales. In the year ending
December 2015, Components had sales of US$5.17 billion,
around a quarter of the total Cummins take for the year. And
perhaps most noteworthy is the fact that just over half of

those sales are to customers outside of Cummins.
The most interesting thing, I think, about our components
business is that people tend to assume that we are only
on Cummins engines, said Embree, who has held various
roles in the company and who previously headed the companys turbocharger business. Of course we are, but the reality is that less than half our sales go to Cummins engines.
The rest of our sales go to either aftermarket or competitors that compete with our Cummins sister business, the
engine business. So we are in this unique position where
we have deep knowledge and expertise from our work in
developing products with Cummins but at the same time we
have a product portfolio that is aimed at other OEMs that
need other solutions.
Embree admits that the Components arm of Cummins
is an interesting business.
She added: The four businesses used to be autonomous
and independent. However, around 2008, 9, we decided
34
INDUSTRY NEWS
that part of the journey for the components business was to think about
the business from a systems perspective rather than individual components
because up to that point we had only
been focusing on each individual component and the value it provides to an
engine customer.
We realized that the joy of components was bringing these different
products together and being able to
better solve engine problems more
specifically. For example, how do we
meet emission regulations and optimize fuel economy? We realized that
there is a value package when you
put these components together. It was
also quite interesting for engine OEMs
beyond Cummins own business.
So we started to exploit those
business opportunities, and the components business has had a strong
growth trajectory with a lot of it driven
by the emissionisation that has occurred in the market place.
Cummins also has a strategy
based around How do we think about
powertrain more broadly for the company? Historically, we have looked at
a powertrain as being an engine and
components on the engine but as the
industry evolves we are expanding
our view on powertrains because we
see the interplay between all those
systems and the engine becoming
more critical when you are thinking
about the requirements that a vehicle
OEM has to deal with.
In that environment we need a lot
of expertise in control because each of
these components has a brain and has
something telling it what to do electronically and, of course, the engine is a big
part of that brain so we are thinking
How do we get more capability as we
extend our powertrain? our electronics team is a critical part of our strategy.
Embree also takes a cautious yet
positive view on expansion plans.
The expansion plans that we have
are really tied into how Cummins Inc.
is thinking about growth, she said.
The thing I am most interested in is
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INDUSTRY NEWS
The most interesting thing, I

think, about our components
business is that people tend
to assume we are only on
Cummins engines. Of course
we are, but the reality is less
than half of our sales go to
Cummins engines.
that are valuable to our customers. It allows them to purchase a product for a lower price.
We think that as we take those designs around the
world, we think our architectures will fit well in China and
there will be more opportunities for us there.
Cummins Components has several facilities worldwide
and is well positioned to take advantage of the way different vehicle OEMs will want to have architectures that comply
where it is not so clear. In our turbo business our product line
allows us to offer different solutions to our customers based
on when and where they are in their own product life cycles.
So if they want a turbocharger, which is highly valuable to
them, we can do it. If they want a wastegate turbocharger we
can do that too, it just depends on what their strategy is for
their engine especially if they are vertically integrated. We
can provide different solutions and then do specific application tailoring which is pretty valuable to our customers that
makes Cummins Components so well positioned long term.
Does all the talk of an all-electric future bother Cummins,
as a diesel engine maker?
Does it bother me? she said. Its an interesting problem.
Electrification, in passenger cars, is going to be a big deal and,
in fact it feels like the pace of electrification in the passenger
car segment is accelerating. In commercial vehicles, though,
it is challenging for me to see a heavy-duty truck being electrified because I feel Who wants to haul around a bunch of
batteries instead of what they are making money on?
Thats why I say there is always going to be a need to
have a diesel engine in applications that are doing really big
work at least for the next 20 years probably, who knows?
Well see. But I certainly see the need for diesels in heavy
applications for the next 20 years.
When you look at some of the smaller, more niche applications, for example in the bus market, we certainly have
to address those challenges because right now a lot of our
customers are saying, Hey Im in London or Paris and we
have to have an electrified vehicle so we have the ability
to work with our customers to put together a system that
works for those requirements.
However, it is not going to be the lion share of our
volumes as we go forward. We also think there are some
interesting things that could happen, for example, with
pickup and delivery vehicles thats another area where
we could see electrification but I could also see some
version of a gasoline or gasoline hybrid system in that
sector, too, and so there is some advance research work
going on in Cummins that helps to have the right architecture available for customers who want to make those
choices. dpi
Tracy Embree, president,

Cummins Component Group
keeping our market leading share that we have in turbochargers in commercial vehicles around the world. The turbocharger continues to be a critical part of the engine and a
critical part of the architecture and we are looking at things
like how do you develop e-machinery as electrification
happens because there are some turbocharging or air handling technologies that will still be needed in a hybrid setting.
Geographically, where does Embree foresee future growth
for the components business?
One of the things that I am most excited about is that in
2017 we are launching a mid-range fuel system, she said.
That fuel system will go into India, specifically for a medium
duty product there. Right now we dont sell any fuel systems
in India. When we launch that product we will be the only
medium duty fuel system provider to manufacture locally.
Thats our biggest area right now. The things that are
happening in aftertreatement are quite interesting. You
could argue that it is not a revenue growth but the value opportunity in aftertreatment is allowing us to have a product
that is more competitive than what is out there today.
If you think about where the world is right now on aftertreatment, especially in Europe and North America, the
market is used to having an aftertreatment device in the
system. So now it is all about how do you make this space
that it takes up get smaller, how do you reduce the weight,
how do you apply technologies in this box that give you
more efficiencies in the reactions that are occurring in the
catalysts? So as we look at 2017 when we launch our single module product in North America and our compact box
product in Europe, we address some of those challenges

www.cummins.com
36
TESTING
The Redline HD PowerSmoke

leak detection system is designed to find holes in intake
and exhaust systems on heavyduty trucks, buses, construction equipment and agricultural
machines with diesel engines
up to 15 L.
ACCELERATED
LEAK DIAGNOSTICS
New Redline Detection system designed to find exhaust, aftertreatment system holes in minutes
BY CHAD ELMORE
The technology was established in passenger and performance cars before a request from a heavy-duty truck manufacturer led to the development of a heavy-duty version of the
system. Since then, many on-road and off-highway equipment
manufacturers have worked with the company to develop a
device tailored to their machines, Redline said. According to
the company, those firms have listed the tool as mandatory or
approved equipment at their dealer service centers.
Over-the-road truck drivers dont usually pull in for service because they have detected an air leak in their trucks
intake system. The problem usually manifests itself as a
performance issue.
The most common complaint is too many DPF (diesel particulate filter) regeneration events, said Bill Woods, senior
sales executive for Redlines heavy-duty business. It doesnt
matter if its an F-350 or a semi truck. If the vehicle is having
more regens than normal, theres a leak on the intake side of
the turbocharger. We usually find that the clamp on the turbo
is a problem point as well as couplers and cracked charge-air
coolers. The largest number of leaks Ive found in trucks are
generated by workmanship, not component failure.
When technicians check a system, its common practice
to remove the charge-air cooler and isolate it during a test,
but doing that removes the leaky connector. Theyll test the
part and when it passes, they put the leak right back on the
eaks in a heavy-duty trucks exhaust system can be

a health hazard to operators and errant holes in an
air intake system can cause big problems with aftertreatment devices. Tracking down the source of a
leak can be a time-consuming and thankless task. Redline
Detection LLC has introduced patent-pending technology
intended to help heavy-duty equipment technicians and engineers in that search. The company said the new tool can
turn a troubleshooting task that can normally take hours
into a solitary 10-minute procedure.
Chris Micheal, WheelTime truck service network champion for Valley Power Systems, has been field-testing the
new technology. We are using this equipment every day
and are seeing substantial savings in time, parts, costs and
overall efficiency, he said. I cant imagine any fleet or repair facility not adopting this. We have no more unsolvable
upstream leak issues. This technology is going to change
the way we test, diagnose and repair heavy duty vehicles.
Based in City of Industry, California, USA, Valley Power
Systems is a distributor for a wide range of engines. It is a
founding member of WheelTime, which has more than 200
locations in the U.S. and Canada.
The new HD PowerSmoke leak detection system from
Redline Detection is designed for heavy-duty trucks, buses,
construction equipment and agricultural applications with
engines up to 15 L.
37
DIESELdot com
TESTING
truck. Technicians will spend hours tearing apart the truck to
fix a leak caused by installing a clamp improperly.
HD PowerSmoke uses shop compressed air to maintain a pressure of 0.14 to 1.4 bar throughout the intake
and exhaust system with the vehicles engine switched off.
Expanding adaptors seal off entrances and exits while a
dense, highly visible vapor flows through the trucks hoses,
tubes and related components. The steam is created by
vaporizing mineral oil and has no contaminants that could
harm or coat sensors, Redline said. It flows through the
pressurized system and out any tiny holes that are present
so technicians can see the source of the trouble.
Another common problem is that the truck is using a
lot of DEF (diesel exhaust fluid), Woods said. With HD
PowerSmoke hooked up to the truck, Ill find a leak within
2.5 cm of the dosing valves. The hole lets more oxygen into
the system, which causes DEF to crystalize before it does
its job. The truck will start burning through a bunch of DEF
but will still be running fine.
Leaks can also cause a diesel engines air management
system to overcompensate with the fuel rate. The truck
could be running 10 to 20% fat not enough to smoke but
enough to cause a DPF clog, Woods said. It might cause
a 0.21 km/L drop in mileage, which wont throw a fault code
and isnt enough for the driver to notice. Its the worst-case
scenario for shops: theres no code, but the truck is having
a problem and they cant find the cause.
HD PowerSmoke uses variable pressure and flow rates
to replicate boost load and allow the technician to adjust
flow as needed to find tiny faults, Redline said. Different
leaks show up at different pressures, so its critical that
technicians can dial the pressure up or down to replicate
engine boost, the company said.
Engineered and built by Redline at its headquarters in
Southern California, the kit includes two PowerSmoke
adaptors, a 1524 cm SmokeMeister wand, smoke nozzle,
cooling system adaptor, pressure oxygen and temperature
port adaptors, vapor-producing fluid, spare quick connect
couplers and a halogen inspection light.
Verifying that the part is bad is often more important than
the diagnostics of it, Woods said. You want to verify a part
is actually bad before you replace it and the only way I know
to verify that those tubes are OK is to pressurize and test
the system with HD PowerSmoke.
Parts darts is not an effective repair procedure. It
doesnt matter what system it is. You need to know air is
getting through it cleanly and efficiently to be sure its doing
a proper job. For fleets, HD PowerSmoke technology is
ending the pain of unsolvable upstream leak issues and the
health hazard of exhaust leaks in the cab. dpi
Genie, the aerial work platforms (AWP) segment of Terex

Corp., has launched a new education-focused website called Genie Aerial Pros at http://aerialpros.genielift.com. Information includes updating changes to standards as well as safety and training, service, product introductions and new applications. The
website also gives insights on sales and marketing best practices
and upcoming company events.
CVTCorp has launched its redesigned website. The enhanced

site is designed to allow users to find information regarding the
company and its technology through an abundance of pictures,
schematics and videos. The website has a refined look that allows for simple and fast navigation, said the company. Go to
www.cvtcorp.com.
Nett Technologies Inc., a manufacturer of emission control

solutions, has launched a redesigned website. Whether accessing www.nettinc.com from a desktop computer, tablet or smartphone, visitors will find a website that is responsive, interactive
and more user-friendly, said the company. One addition is an
interactive solutions guide, which is in response to customers
who wanted to be able to obtain product information quickly. Returning visitors will see the company has retained its large collection of downloadable brochures, presentations, operational and
installation manuals, product training via e-learning and online
tools/calculators.

www.redlinedetection.com/products/hd-powersmoke
38
MARINE PROPULSION
The new Volvo Penta D8 marine

diesel engine combines with the
companys Inboard Performance
System (IPS) to provide a complete
package that offers fuel efficiency,
maneuverability and high performance, Volvo Penta said.
INTEGRATED
SYSTEMS
Volvo Penta introduces new marine diesel engines, drive systems;

investments made in marine engine factory
BY CHAD ELMORE
marine customers. We are suppliers of diesel engines and

have a great network for their support, but we are thinking about more than just the engine, he said. We deliver
complete integrated systems to make it more reliable. We
recently made the acquisition of Humphree, which is a very
innovative company with 75% of its business focused on
marine commercial, to make sure we integrate into our systems the stability and the durability that is needed.
Sweden-based Humphree is a manufacturer of technologybased systems for low-speed, medium-speed and highperformance vessels. In recent years, it has supplied Volvo
Penta its Interceptor System (IS) trim system, which automatically compensates for wind and load to give the boat an
optimum running angle.
Our diesel technology is very solid, and we are making it
even more so, Carlsson said. The focus for marine purposes is for fuel efficiency and to make sure we have a reliable,
durable engine. We have engines for a lot of different applications, and we see a lot of opportunity in the installation
of multiple engines in one vessel. Many operators dont want
one big engine they want a couple of smaller engines. On
the marine gen-set side, we produce them as a complete
package so we control the full system for each application.
Volvo Penta has introduced a new 8 L diesel engine for
the marine commercial market. The company said it is designed for applications that require low weight with high
olvo Pentas industrial sales team has been busy

since the company rolled out its Stage 4/Tier 4 final
diesel engines, helping it develop partnerships with
new customers and strengthen relationships with
existing buyers.
In addition to its industrial business, the company has long
been known as an engine and drivetrain supplier to the marine
industry boat engines were part of its product line a century
ago and Volvo Penta said its not about to turn its back on
that market. To that end, it has introduced new engines and
other components designed for commercial marine customers. It has also expanded a marine engine factory, adding marine generator sets to its product line.
We have worked with the industrial and marine commercial businesses to get a better balance to Volvo Pentas
customer base, said Stefan Carlsson, president of Region
Europe for AB Volvo Penta, Gothenburg, Sweden. Ten
years ago, the ratio was 70:30 marine to industrial, and a
big share of the marine side was the leisure business. Now
that split is 50:50. That gives us a good base.
In 2009, we saw a dramatic drop in marine leisure and our
business took a hit. Today, companies in many of the industries we cover are facing staff layoffs and other reductions.
However, last year Volvo Penta showed a decent profit and
that has continued this year. We have enjoyed the full effect
of our work on focusing on marine commercial and industrial.
Carlsson said Volvo Penta offers complete solutions to
39
MARINE PROPULSION
high-performance engines in our range, filling a gap, said
Thomas Lantz, product planning manager for Volvo Pentas
Marine Commercial sector. Thanks to its compact dimensions
and high power-to-weight ratio, the D8 will fit extremely well
into high-speed planing vessels in both new design and repowering of Volvo Pentas famous TAMD74 range of engines.
The engines meet U.S. Environmental Protection Agency
(EPA) Tier 3 emissions standards as well as International
Maritime Organization (IMO) 2 and European Union (EU)
inland waterway (IWW). The engine is expected to be delivered in 2017 and will replace the existing D9.
The high power-to-weight ratio along with the new common rail injection system where the nozzle has been optimized, together with a piston bowl of reentry type, will provide excellent fuel efficiency, said Anna Pettersson, chief
project manager for marine engines at Volvo Penta. In the
commercial sector particularly, economic use of fuel is a
great benefit to our customers who consider the total cost
of ownership of their boats.
The engine is based on Volvo Groups D8 engine platform, which is used by the companys truck and bus divisions as well as in a wide range of industrial applications.
The new 8 L engine was tested for the application
at Krossholmen, Volvos dedicated marine test center.
Volvo Penta has announced type approval for its 11 L

marine diesel engine, which was originally launched in
2013. Its rated 380 or 466 kW.
power in order to achieve peak performance for propeller,

waterjet and Volvo Penta Inboard Performance System
(IPS) applications. Commercial uses include coast guard
and rescue launches, police and ambulance boats, water
taxis, and passenger ferries and offshore support vessels.
There are three power outputs for the D8 inboard range
rated 336, 380 and 410 kW. The six-cylinder engine uses
a twin-entry turbo and seawater-cooled heat exchanger. It
has a 1999 bar Denso common rail system and electronic
fuel injection for flexibility, the company said.
D8 will be a perfect match between the D6 and D11
NJORD OFFSHORE TAKES DELIVERY

OF NEW CREW TRANSFER VESSELS
fter a year of operating four 26 m, 24-passenger crew

transfer vessels (CTVs) fitted with Volvo Penta IPS900
quad drives with four Volvo Penta D13 marine diesel
engines, Njord Offshore has added two new vessels
with the same propulsion system to its fleet in the North Sea.
Since 2012, Njord has been operating crew transfer vessels
for offshore wind farms across northern Europe.
Weve been using Volvo Pentas IPS900 Quad system
in our 26 m CTVs for over a year now, and all expectations
have been fulfilled, said Tom Mehew, director at UK-based
Njord Offshore. We and our customers require speed,
maneuverability and efficiency combined with high static
bollard push. In addition, we also look for reliability and redundancy to maximize the uptime for our clients.
The advantages of the IPS have been fully proven. The
joystick controls are intuitive and the control response times
are fast and accurate, which ultimately makes docking on
a boat landing in rough weather easier and safer. We also
have a dynamic fender system to reduce the load on the
boat landings during these conditions.
During discussions about the construction of the new
CTVs, Njord Offshore specified high-performance vessels
Njord Offshore, which transports crews to and from offshore

windfarms, has added two new 24-passenger vessels with
Volvo Pentas IPS900 Quad drives two in each hull of the
catamaran to its fleet.
capable of taking more passengers and operating in all

weather and sea conditions.
Its a specialist challenge, getting crew to and from wind-
40
MARINE PROPULSION
systems in test cells as well as the open water. Volvo Penta
opened the facility in 1968 and said nearly three dozen employees work there year-round.
Along with the new 8 L engine, the company said its
new IPS package will give customers more opportunities
to apply the companys drive system to high-performance
vessels. Commercial applications include coast guard patrols, pilots, passenger transportation and fast workboats.
IPS15 combines with the D8 diesel engine to provide a
complete package that offers fuel efficiency, maneuverability and high performance, Volvo Penta said.
It is all about propulsion efficiency and productivity for
the yards, designers and operators, said Jakob Ursby,
strategy manager, Marine Commercial, Volvo Penta. This
is a fantastic move for us and our customers. It means that
many more applications will be able to benefit from the advantages of using this system.
Individually steerable pods, controlled via the joystick,
will enhance maneuverability, the company said, making
the IPS suitable for applications where handling and secure
berthing are paramount.
They are ideal for vessels used in offshore wind farm
transit, Volvo Penta said (see related story).
Volvo Penta has moved marine gen-set production

to its engine plant in Vara, Sweden. The company
said the Vara facility is the worlds only engine factory that specializes in the production of complete
marine diesel engines.
Located west of Gothenberg, Sweden, near where the Gta

lv River drains into a bay off of the North Sea, the facility proves drivetrains, propellers, engines and other marine
tough cycle in very windy conditions. If a crew misses a day,

the company can be penalized and risks losing a contract.
The operator put a lot of trust in us when they first used an
IPS quad in this application. We believe if we can prove the
advantages of IPS and meet customer expectations, we will
see true success with it.
With four IPS drive systems, the catamarans can operate
at high speeds even fully loaded, reaching speeds of 27 to
29 knots, the company said.
Off the German coast, Njord Offshore will travel 74 km
from the harbor to a wind farm. They can run with four
engines at full power and do it in an hour, Trneman said.
But if they hit something and damage a propeller they can
still run it on three engines and keep their contract. Skippers are very happy when they can get out and back.
At a wind turbine, the skipper will drive the vessel against
the base of the tower so technicians can climb up and go to
work. The crew needs equipment with a high bollard push
so they can safely climb up the ladder, Trneman said.
When theyre waiting, the crew can shut off two engines
to save fuel. Thanks to the dynamic positioning system, the
crew doesnt need to think about the current moving the
vessel away. dpi
farms in rough seas, said Andrew Thwaites, technical

director, Njord Offshore. These new boats can be at sea
around the clock, and the crew lives on board 24/7, so they
are equipped with all modern conveniences.
Njords catamarans were designed by UK-based naval
architect BMT Nigel Gee and built by Strategic Marine in
Singapore. They have two IPS900 drives in each hull controlled by a Volvo Penta EVC system. The new CTVs have
a capacity of 24 passengers and four crew members with a
dead weight of 30 tonnes.
The IPS system has been popular in the offshore energy
industry, Volvo Penta said. The maneuverability provided
by joystick steering, high thrust propulsion and dynamic positioning system ensure that the vessel can be held in a
steady position against wind turbines, even in high waves,
the company said. The system can also help save fuel.
Wind energy is a naturally clean and environmentally
friendly industry, with a major focus on reducing costs as
well as emissions, said Gerard Trneman, sales project
manager, Marine Commercial, Volvo Penta. Our IPS900
quad drives have been proven to cut fuel costs, and with
fewer emissions they reduce the environmental impact. A
vessel like this normally requires two 1044 kW engines, and
we power it with four 522 kW diesels. Its proven that is a
good propulsion solution.
There are wind turbines off the coast of Germany, and
every day crews go out there and back for service. Its a

http://njordoffshore.com
41
MARINE PROPULSION
From helm to prop, Volvo Penta offers a total solution
that is designed with the customers bottom line in mind,
said Ron Huibers, president of Volvo Penta of the Americas,
Chesapeake, Virginia, USA. We understand the marine
commercial markets demand for powerful, durable products
that perform seamlessly in any condition. The new products
and services are designed with customers productivity
and an improved total cost of ownership in mind.
Volvo Penta said its factory in Vara, Sweden, which
opened in 1977, is the worlds only engine factory that specializes in production of complete marine diesel engines.
The company recently added square footage and products
to the factory, which is where it builds marine diesel engines.
Recently, high-horsepower engines and marine gen-set
production was moved there from a factory in Gothenburg.
Marine knowledge is focused at the Vara plant, Carlsson
said. We also have a short lead time to deliver emergency
parts with Quickline, so we have a lot of flexibility there.
In the event of a serious engine failure in a customers
vessel, Volvo Penta said it can produce custom-built propulsion engines on a dedicated Quickline assembly line in a
week. It uses base engines that are kept in stock to custombuild an engine for specific applications.
Marine leisure engines are built in Vara as well as marine commercial engines and marine gen-sets. The Vara
plant is really good at low-volume, cost-efficent production,
said Tonny Tuveheim, vice president of Operations, Volvo
Penta. Vara handles a wide range of engines, from 7 to
597 kW, from gasoline to compact diesel to inboards and
power generation engines. It specializes in engines that are
difficult to assemble, so most of the processes are manual. We have implemented technology to make sure they
are assembled the correct way from a quality perspective,
which has really reduced mistakes by personnel.
The factory has been expanded by an additional 4459 m2
to make room for test cells, additional engine production and
a larger distribution center, the company said. There are now
five test cells for gen-sets and marine propulsion engines.
The additions to the factory were commissioned in
January, Tuveheim said. While you always find small problems when making such a change, on the whole we were
very lucky. It has all worked very well. Customers have not
suffered as they would in a normal situation when you move
a plant like that. We have had good project management,
and they have done a good job.
On the distribution side of the building, more than 1200
part numbers are kept on hand. We now have a one-stop
shop for engines and components, Tuveheim said. Before,
a customer would order an engine from Penta and parts from
Volvo Parts. Now it is one delivery and one invoice. dpi
Volvo Penta recently acquired Humphree to continue

to enhance its system integration capability.
The IPS provides excellent station-keeping when the

boat needs to stay still to transfer crew and cargo to the
platform, said Gerard Trneman, sales project manager,
Marine Commercial, Volvo Penta. With the joystick docking
and an outstanding bollard push, the vessel can be safely
maneuvered and positioned against the wind turbine ladder for transfer of personnel and equipment, even in rough
weather and high seas.
The company has also announced type approval for its
11 L marine diesel engine that was launched in 2013. Since
that time, the engine has been updated and put through
the tests required to achieve type approval from classification societies including Lloyds Register (LR) and China
Classification Society (CSS). It has high torque at low rpm,
Volvo Penta said, and is currently used in applications that
do not require type approval.
Weve seen great success already with this engine in
pilot boats, passenger transportation and fishing vessels,
and its a great step forward that our 11 L engine has been
type approved, said Thomas Lantz, product planning manager, Marine Commercial, Volvo Penta. With type approval,
it will be available for a much wider range of high-speed applications all over the world. The 380 kW model in particular
complies with demands of classification societies in relation
to unmanned machine rooms. The D11 really strengthens
our total commercial offer by adding the new ratings both in
our inboard and IPS high-speed engine range. The D11 is
also available in a 466 kW version.
Based on the original 11 L model, the new type-approved
engine has some modifications, including the latest Electronic
Vessel Control (EVC) system. It now has an alarm-handling
display and log and manual engine synchronization that supports complex maneuvers in a dual-engine installation, Volvo
Penta said, while an optional shutdown system is available
with different levels, depending on application and class rules.

www.volvopenta.com
42
INDUSTRY NEWS
The product range of ZFs Industrial Drives business unit includes
components for mining vehicles, marine and offshore applications,
heavy industry and recycling applications and ropeway systems.
A SMOOTH
MESHING OF GEARS
One year after forming Industrial Drives business unit,

ZF sees synergies growth ahead
trade fairs and the feedback from customers has been very
positive and encouraging.
Editors Note: The new ZF Industrial Drives business

unit was created on Dec. 1, 2015, following ZFs acquisition
of the industrial gear segment and wind turbine gearbox
business of Bosch Rexroth. Headquartered in Witten, Germany, the business unit has operations in Beijing, China,
and Lake Zurich, Illinois, USA.
With nearly a year of operation behind it, Diesel Progress
International talked with Christoph Kainzbauer, vice president of ZFs Industrial Drives unit, and Nico van de Sandt,
vice president engineering for Industrial Drives.
DPI: The addition of industrial gears to its portfolio represents for ZF a foray in the market of very large mobile
machine segments and came approximately at the same
time as the acquisition of automotive supplier TRW. How
are the two ends of the company working together, and are
you finding synergies?
Kainzbauer: At a first glance both acquisitions have only
little synergies, but with a second look we identified significant synergies, which we are starting to utilize. As one
of the worlds leading suppliers of transmission technology,
ZF intends to focus even more on the megatrends of the
future and Industry 4.0 is one major aspect thereof. ZF will
profit from TRWs know-how in the automotive sector and
combine it with the large gearbox segment.
Innovations such as tailor-made system solutions and intelligent mechanics like integrated sensor or electronic systems
are examples for the synergies that we have in mind. Here
we see an increasing demand from our customers and users.
DPI: It is almost one year since ZFs acquisition of the

industrial gear segment from Bosch Rexroth and the establishment of Industrial Drives. How is the integration is
proceeding and what are the next steps?
Christoph Kainzbauer: Let me say that we are extremely proud and enthusiastic now to be part of the ZF family and
that the integration is progressing very well and smooth. We
have all met our counterparts at ZF and the cooperation is
excellent. Many synergies have been discovered and we
are learning and profiting from each other.
With ZFs support we have extended our product portfolio
and increased our market activities. ZF has invited us to
present the Industrial Drives business unit at all the relevant
DPI: Can you give an overview of the products currently

in your portfolio, and the applications you target?
Kainzbauer: The Business Unit 2 (Industrial Division,
43
INDUSTRY NEWS
Industrial Drives) focuses on four industrial applications. Our
main application fields are the mining sector with large mining
excavators; the marine and offshore sector where we offer
swing gears for ship cranes, jack-up gears for oil rigs and
couplings/clutches for marine vessels; the industrial sector
with applications like tunnel boring machines; heavy industry
and recycling applications; and last but not least, ropeway
systems like ski lifts, gondolas and urban transport systems.
DPI: Is there one or more applications and one or more
geographical areas that you are targeting in particular to
further develop your business?
Kainzbauer: As well as extending our customer basis and
products on the European market, we are currently intensifying our activities on the Chinese and the U.S. markets. By
establishing a European Service Center for large gears in
Witten, Germany, we will offer additional flexibility and support
to our customers. Enlarging our activities in South America,
Australia and Southeast Asia with a focus on branches like
mining is another regional focus. Here we are utilizing the
widespread sales and service network of ZF Services.
Christoph Kainzbauer, vice president

of ZFs Industrial Drives business unit
since December 2015, was previously
responsible for global Sales of Bosch
Rexroths large gearbox segment,
which was acquired by ZF.
DPI: What is special in the technology behind your industrial gears materials used, manufacturing processes,
special design features?
van de Sandt: Here in Witten, we look back on more
than 100 years experience in gearbox technology within
industrial, mobile and wind applications. Combined with the
excellent knowledge of the ZF group regarding gearboxes
and systems, we are getting in the position to be a market
leading company within industrial gearbox technology by
combining these experiences.
The focus of our engineering activities is all about reliability based on a reasonable cost structure. So understanding the customer needs, the applications and the complete
drivetrain system, combined with the knowledge on the capabilities of our components is the key of being successful.
Therefore, we put high emphasis especially on basic development, advanced calculation and simulation technologies
of the complete drivetrain system in the application.
The loop will be closed by adequate validation of our
products within the complete drivetrain system and within
the application. This approach will be brought to the next
level by the implementation of ZF smart sensor and control
solutions, better known as IoT solutions.
Within our plant in Witten we have the same quality and
manufacturing processes for high-volume wind gearboxes
with extraordinary quality demands and industrial gearboxes up to a power of 10 MW. This competence is added
by a worldwide manufacturing network within the entire ZF
Group. Together with the ZF knowledge on materials, design, quality and production processes in the automotive
and industrial branches the high reliability approach of our
business unit will be supported in an optimum way.
Dr. Nico van de Sandt is vice president

Engineering Industrial Drives at ZF Industrieantriebe Witten GbmH in Witten,
Germany headquarters of ZFs Industrial Drives business unit.
44
PRODUCTbriefs
INDUSTRY NEWS
Logic Valves
DPI: What would you cite as the advantages in choosing

a ZF large industrial gear?
van de Sandt: Our large gears combine the best features of past and present. As successor company of the
former Lohmann + Stolterfoht GmbH (L+S), we have preserved and developed the heritage of more than 100 years
of gearbox transmission knowledge. L+S still is a synonym
for quality and our gearboxes have been renowned to be
robust and reliable over decades.
Our historic know-how is combined with ZFs state-of-theart technical features like efficiency and our customers will
profit from the service network specialized on gearboxes of
a global player.
Sun Hydraulics Corp. has

launched what it calls the industrys smallest high-speed,
reduced-power logic valves.
The company said the valves
have typical response times of
10 ms in a small package with
few moving parts.
The new solenoid-operated Digital Logic Valve (DLV) paves the way
for smaller, highly reliable solutions in demanding mobile applications
where size, weight, speed and power matter, Sun Hydraulics said, as
well as in industrial applications where a fast valve can help reduce
machine cycle times.
The first product introduced in the DLV family, the DLVB, is a
two-way, two-position, solenoid-operated directional spool valve
rated up to 5000 psi at 0.25 gpm. It weighs 2 oz. and is 2.2 in. high.
Because the DLVB connects to an industry-standard controller, it
is a small solution designed to deliver big results in existing applications, Sun Hydraulics said. Its small, lightweight, low-power
characteristics make it ideal for mobile applications, while its fast
response times reduce machine cycle times in industrial applications, the company said.
www.sunhydraulics.com
DPI: Are there any specific developments your company is working on in terms of products, technologies or
service offerings?
van de Sandt: Currently we are extending our product
portfolio for various applications like tunnel boring and
grinding. Additionally, increasing the power density and reliability of our products at reduced costs is a main focus
supported by an interdisciplinary team. The target is to reduce total cost of ownership and bring our innovations to a
benefit for our partners and customers.
In order to enhance the value for our customers and
users we need to utilize IoT (Internet of Things) methods in
mechanical systems. Together with our partner, a marketleading customer, we are conducting a project for predictive maintenance on a mission critical application. Here we
are combining our deep know-how on mechanical systems
behavior, smart sensor and data analytics technologies and
tailored services. A very innovative project.
DPI: What is the state of the markets you serve and what
are your expectations for ZF in these markets?
van de Sandt: Obviously, we feel the oil price decay
since we are very active in the offshore market segment.
However, we believe that this is a temporary phase as
markets will recover. The mining sector already shows first
positive signals after years of stagnation. Furthermore, we
expect that the recent agreement of OPEC on the regulation of crude oil production will have a positive effect on the
oil-dependent markets.
The industrial market with its diversified subsegments are
developing very differently, whereas tunnel boring and recycling are developing positively other segments are stagnating.
We are very confident we will play a leading role in the
world of transmissions. The combination of quality, decades
of know-how and innovative power as well as motivated
and qualified staff will help us to reach our goals. dpi
GreenTEC engines
EURO 6 certified
Power output:
180 kW 210 kW 230 kW
Available in vertical
and horizontal version
info@tedomengines.com, +420 483 363 642
www.tedomengines.com
www.zf.com
45
NOVEMBER-DECEMBER
2016
12.10.15 12:00
Tedom INZ GreenTEC engine EN 79x121 _02074.indd 1
MARINE PROPULSION
In 2016, the MAN D2676 i6-800, rated

588 kW, and the 537 kW i6-730 yacht engines received the international Red Dot
Award, organized by Design Zentrum
Nordrhein Westfalen, Germany, for their
design quality. The engines are based on
MANs D26 heavy-duty vehicle engine.
THE MAKING OF
A MARINE ENGINE
How MAN Truck & Bus re-engineered a heavy-duty vehicle engine

into a new power plant for yachts and workboats
specifically optimized for more high-powered applications.

Long-term tests were carried out both on the test bench and
in field tests, mostly using high-performance engines.
That standard parts approach allowed for transfer
of test results to low-performance marine-specific components. There are also positive commercial reasons for
pursuing such a strategy, primarily the ability to use highquality systems at attractive prices despite comparatively
low unit numbers.
The large engine series technology delivered significant
benefits in development of the base engine from the vehicle
engine. Components such as the crankcase, crankshaft,
piston rod, cylinder head, oil and coolant pumps, oil filter,
flywheel housing, wheel drive, etc., could all be used without adaptation or only minor modifications.
Deviating from the standard parts strategy, the base engine makes use of different camshafts where nonetheless existing semi-finished products could be used and
a specially developed turbocharger. In order to achieve
higher engine performance and to reduce fuel consumption, new pistons, valves and injectors were used.
Other components from the wide range of marine engines
in serial production were also used for the new engine series, sometimes with slight modifications. The intercooler,
he new D2676 marine engine developed by MAN

and initially introduced late last year, is based on the
D26 engine for heavy-duty vehicles. The idea behind developing a new six-cylinder serial engine for
marine applications was to replace the D28 marine engine
that has been in series production since the 1990s.
The aim was to develop an engine series to cover the
requirements of two distinct applications: a classified and
unclassified version suitable for full-load operation and
year-round use in workboats; and an engine with a high
specific output for yachts. Additional power variants and requirements for use in marine generator sets, with constant
speeds of 1500 or 1800 r/min, were also considered.
The basis of the new engine was created in 2003 and
2006 when the D20 and D26 engines became available in
the MAN TGA utility vehicles. Since then, the larger D26 engine has been introduced in almost all the MAN business
segments, including MANs heavy-duty trucks and buses,
as well as a broad range of MANs OEM engine customers,
ranging from industrial, rail and agricultural applications to
gas and diesel gen-sets from 147 to 440 kW.
Due to the wide range of applications for the D26 base
engine, a series of well-tested components used in serial
production could be employed in low-performance marine applications. Combustion-related components were
46
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MARINE PROPULSION
The D2676 marine engine, shown

in a marine workboat version, has
several common parts carried
over from the MAN D26 engine for
trucks, the D26 industrial engine
and from other marine engines.
saltwater pump, engine heat exchanger plates, coolant connections and thermostats were taken from other engines.
Apart from the complete engine controls, the alarm system
and other electrical and electronic components made use
of existing attachments such as engine mounts, air filters,
flywheels and classified filter elements.
In terms of thermodynamics and combustion, the six engine performance variants were created with only two different basic component arrangements (see accompanying
table). The main differences are in the camshafts, turbochargers, pistons and injectors.
The various emission regulations in accordance with
EPA Tier 3 and EU sports boat regulations that apply
from 2016 onward (5.8 respectively 5.6 g/kWh NOx +
HC) and the IMO Tier 2 and EU inland waterway transport regulations (7,2 g/kWh NOx + HC) could be met by
merely adapting the data set.
In ratings up to 412 kW, the combination of the turbocharger and camshaft could be used together with the
Atkinson cycle for heavy-duty engines and the Miller cycle
for medium-duty engines. Both cycles reduce the effective
compression ratio in the cylinder. While the time interval
for cylinder filling is much abbreviated at increased speeds,
the gas speed remains relatively constant by comparison.
Taking the gas dynamics into account thus permitting
a further inflow of combustion air allows the maximum
effective compression ratio to be achieved with ever-later
inlet closing times. This results in the Miller and Atkinson
cycles counteracting each other at high speeds. At low
speed, the Atkinson timing reduces the effective compression ratio more than at high speed. The Miller timing works
exactly in the opposite way (see accompanying illustration).
By reducing the effective compression ratio and transferring the compression work to the turbocharger, the combustion temperature can be lowered if the intercooler is
adequately dimensioned to cope with the resulting higher

final compression temperatures. Despite the use of Miller
and Atkinson cycles, the standardized intercooler designed
for 588 kW engine achieves a charge-air temperature of approximately 38C, even at a sea-water temperature of 32C.
The reduction in the combustion chamber temperature
results in a reduction of the thermally formed nitric oxide
(NOx). In combination with an intelligent fuel injection strategy, this can significantly reduce consumption.
As previously mentioned, the injector and steel piston are
the same as in the vehicle engine. For the injector it was
possible to rely on established injection nozzle geometry.
A filling-optimized camshaft is used for engines 478 kW
and above. Together with the turbocharger, this is designed
to ensure high air turnover. To avoid long injection times
and high exhaust gas temperatures, the nominal throughput of the injector was increased by approximately 30% for
the high-performance range. The adaptation of the pistons
to the higher thermal requirements included the micro sections of the liners and detent geometry.
To optimize combustion, the turbochargers of both configuration variants were specially redesigned and comprehensively validated for the D26 marine engine.
Some specific features also had also to be introduced
for use in marine applications. One of the requirements of
the International Convention for the Safety of Life at Sea
(SOLAS) is a maximum surface temperature of 220C for all
engine components so that potentially leaking fuel does not
ignite. This renders it necessary to screen the parts of the engine through which exhaust gas is ducted toward the outside.
In order to provide customers with an effective and durable
solution, the D26 engine has an exhaust gas routing area that
is fully encapsulated in a coolant-ducting shell. In addition to
the insulating effect, the shell is designed to conduct engine
coolant to the heat exchanger in a flow-optimized manner.
48
MARINE PROPULSION
The effective compression ratio

for Miller and Atkinson cycles in
MANs D2676 marine diesels.
With the air gap insulation between the turbine and the exhaust gas pipes mounted on the cylinder head and the cooling
shells, there is little heat loss in the exhaust system, thus nearly all of the exhaust energy is available to the turbocharger.
Especially in workboat applications, it is important to provide classified engines. This means that the regulations
of various boat classification associations (e.g., DNV-GL)
must be fulfilled. In addition to redundancy in the electrical/
electronic systems and the sensors, this includes switchable filter units for fuel and oil, double-walled injection pipes
and an encapsulated rail. In the fuel-bearing areas in particular, no plastic or aluminum materials may be used.
Some vessel types have an integrated cooling system in
the hull, which is also used for engine cooling. This keelcooling variant, which does not require an engine-mounted
heat exchanger, is provided for all performance classes.
A separate connection for hydraulic pumps and a shaft extension at the crankshaft are available as power take-offs.
Other optional equipment includes a control lever and the
corresponding control system, various displays, a second
generator and an oil extraction and filling pump. Two oil sump
variants were developed for more precise adaptation to the
installation height and the banking requirements of various
vessels. The sheet metal oil sump mainly used in the commercial vehicle sector can be replaced by a flat variant made
of cast aluminum that can be extended with baffle plates to
enable extreme angles of inclination during operation.
The interplay of all components in practice was tested
worldwide at an early stage on different types of vessels in
order to validate the various influences of different operating conditions climate, fuel quality, load profiles, etc.
and to integrate customer experience into the development.
The design of the engine followed functional requirements. As yachts are characterized by extremely limited
engine spaces, the engine was designed to be as compact
as possible. At the same time, the emphasis was on easy
accessibility of the areas to be serviced. The filters, as well
as filling and maintenance openings, are all positioned so
that they are accessible both from the top and the side. The
engine can be integrated into the existing engine space by
using the serially produced, swivel manifolds used for the
exhaust gas outlet and the seawater inlet.
The base of the engine was also designed in such a
way that it can be adjusted to various installation widths,
thus making the engine suitable for repowering projects. All
electrical and electronic components are integrated into the
design at an early stage, thus simplifying integrating and
attaching the cable harnesses to the engine.
For yacht customers, the engine is available with a cover
bearing a design typical for MAN that also places great emphasis on functionality. All maintenance areas are easily accessible by simply removing the central section attached by
clip-on connections. dpi
Information for this article is from a technical report by Bernd Huneke, team
manager design marine applications; Johannes Kleesattel, development engineer responsible for the design of the D26 marine engine; Stefan Lser,
divisional manager for performance and emissions of marine and industrial
engines and project manager for the D26 marine engine; and Martin Zundel,
development engineer at MAN Truck & Bus AG, Nurnberg, Germany.

www.man-engines.com
49
IN REVIEW
The Tmax-V-Band Clamp Insulation can be supplied with

the Tmax-TwistTec connection system in which the lid can
be opened by rolling it onto a ring, similar to a sardine can.
The specially designed ring winds out and precisely fixes
the insulation at the connection point.
A NEW TWIST
ON CLAMP INSULATION
New stainless-steel insulation with liner band comes with sardine-can clamping system
from water spray, radiated heat and stone impact, which

the company said ensures total protection from any leaks in
the exhaust system.
Thermamax said the Tmax-V-Band Clamps could also
be specified with Tmax-DryTec, a water-resistant insulation
material engineered to ensure no ingress of water spray
into the insulation system.
The company said that all technical customer specifications relating to component geometries, sizes or available
space could be met. dpi
erman thermal and acoustic insulation specialist

Thermamax has developed a new type of insulation system for connection points in engine compartments and exhaust lines.
For such connections, metallic V-band clamps are commonly used, but even a perfectly insulated system can have
gaps at these interfaces, allowing unwanted and uncontrolled heat loss into the engine compartment. Thermamax
said that apart from the temperature loss, there is also a
risk that the radiated heat may damage heat-sensitive components in the surrounding space.
Thermamax said its newly developed Tmax-V-Band
Clamp Insulation is capable of efficiently insulating the complete system without compromise, resulting in increased
safety and overall efficiency.
The Tmax-V-Band Clamp Insulation consists of an outer
shell in stainless steel with a shaped insulating liner inside.
Depending on customer requirements, the insulation is
available with different Tmax Insulation Inlays, along with
two different types of connection systems.
The standard connection is a conventional screwed connection. Thermamax can also provide an interesting new
option, the Tmax-TwistTec. The Tmax-TwistTec is perhaps
best described as incorporating the principle of the sardine
can. A specially provided ring is positioned onto the TmaxV-Band Clamp Insulation and it winds out to ensure effective insulation at the connection point.
Tmax-TwistTec needs no additional fixing elements, ensuring a simple and quick installation, the company said. In
addition, noninsulated connections can be easily retrofitted.
According to Thermamax, using the Tmax-V-Band Clamp
Insulation improves the exhaust system performance by reducing heat loss, resulting in better operating parameters
for the exhaust system.
Another advantage of the insulation system is that the
robust, stainless-steel construction protects the insulation

www.thermamax.de
With its outer shell in stainless steel and a shaped insulating liner on the inside, the new Tmax-V-Band Clamp
Insulation is engineered to efficiently insulate connection
points in the exhaust system. This image shows the heat
radiation at a connecting point in the exhaust system without (left) and with (right) Tmax-V-Band Clamp Insulation.
50
IN REVIEW
With a control unit at the core of the system, the Thermo Management Technology retrofit system by HJS needs just a few additional components to increase
the efficiency of the SCR by raising the temperature of the exhaust when needed.
EURO 6
WITHIN EASY REACH
SCR retrofit solutions take city buses to Euro 6-comparable emissions levels;
cost-effective solution for inner-city traffic
BY ROBERTA PRANDI
At the same time, HJS presented an additional retrofit

solution incorporating the companys Thermo Management
Technology (TMT) that is engineered to cost-effectively
upgrade existing city buses to NOx emissions levels equivalent to Euro 6 standards.
The TMT is designed to reduce exhaust emissions in
low-level performance conditions without changing the
existing SCR aftertreatment. The TMT can also be combined with the SCRT retrofit system for more demanding
driving conditions, the company said.
HJS reported that 29 German authorities are subject
to infringement proceedings by the European Union
for exceeding statutory emissions limits. Expectations
are that these proceedings will lead to even stricter
xhaust gas aftertreatment specialist HJS presented its SCRT systems specifically optimized for
low-load conditions typically found in urban driving at the 2016 IAA Commercial Vehicles show in
Hanover, Germany.
The SCRT system combines a selective catalytic reduction (SCR) system with up to 95% NOx reduction capability
with HJSs sintered-metal filter (SMF) for particulate matter.
The SCRT systems, optimized for urban traffic, can be
retrofitted in city buses and other commercial vehicles, including commercial vans, which often operate within urban
areas. HJS has retrofitted with SCR or SCRT systems more
than 3000 vehicles around the world, several hundred of
which are in Berlin, Germany.
52
IAA IN REVIEW
exhaust emissions rules and the increase of low emisThe TMT system can be retrofitted in Euro 4, Euro 5 and
sions zones within urban areas.
Enhanced Environmentally friendly Vehicle (EEV) buses,
Since Euro 4 emissions standards came into force in
HJS said. Lefarth said that public transport companies are
2005, buses have adopted SCR systems. But as HJS exthe most typical customers. dpi
plained, this technology does not work at its optimum point
with the low exhaust gas temperatures as are often found
in urban driving.
www.hjs.com
The TMT system has been developed to optimize the performance of SCR systems already installed in commercial vehicles increases the temperature of the exhaust gas
to reach the levels needed for an efficient operation of the SCR system.
TMT is a cost-effective solution that
can be easily installed in city buses
as a retrofit, said Stefan Lefarth, director corporate development at HJS,
Menden, Germany. The main components of the upgrade kit are an exhaust
flap, a control unit and insulation material for the standard SCR catalyst. The
system is so simple to install that any
qualified automotive workshop is capable of performing the operation.
The TMT system is managed by a
control unit that measures the temperature and pressure of the exhaust gas
upstream and the temperature downstream of the SCR catalyst, as well as
other vehicle data.
As a rule, the exhaust temperature
is measured by means of appropriate
sensors, but the necessary data can
also be read out of the engine control
GLOBAL VOLUME
EUROPEAN SERVICE
CHINESE SERVICE
INDIAN SERVICE
AND VALUE SERVICE
unit via the CANbus, the company said.
GLOBAL VOLUME
EUROPEAN SERVICE
CHINESE SERVICE
INDIAN SERVICE
AND VALUE SERVICE
If the control unit detects that the exMALAYSIA
haust temperature is too low, it actuates
REPORT
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MALAYSIA
an exhaust flap integrated into the TMT
AND VALUE SERVICE
REPORT
system. By changing the position of this
flap, the backpressure of the exhaust
REPORT
is increased, which in turn causes the
temperature of the gases to increase
significantly. This effect is further aided
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wrapped around the SCR catalyst.
HJS conducted tests with the TMT
INTERNATIONAL
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CHINESE DATABASE
PRIVATE CLIENT
www.offhighway.co.uk
DATABASE SERVICE
SERVICES
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SERVICE
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system in inner-city operation and docwww.offhighway.co.uk
umented that the average temperature
of vehicle exhaust could be raised
about 50C, from 185 to over 220C.
The company said that this resulted in
the share of NOx removed from the exhaust gas to increase from 37 to 58%
on average.
Off-Highway Research
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53
SOUTH AMERICAnotebook
AGCO CEO Martin Richenhagen
AGCO SEES IMPROVEMENTS IN

SOUTH AMERICAN BUSINESS
BY MAURO BELO SCHNEIDER
With the implementation of Mar 1 nonroad emissions

rules for engines above 75 kW taking effect in January,
Brazilian farmers will have to follow more rigid legislation.
AGCO engines are ready to follow the new legislation and
we are committed to help our clients with this transition,
said Bob Crain, senior vice-president and general director
for AGCO Americas.
In 2015, AGCO opened an emissions lab in Mogi das
Cruzes to develop engines to follow Mar 1 standards. This
led to Massey Ferguson and Valtra renovating its portfolio
of engine-powered equipment.
In Argentina, government policies are helping to increase sales, the company said. AGCO manufactures
Massey and Valtra tractors in General Rodriguez. The
Challenger combines plant location is also an important
factor to facilitate distribution. The first combine was assembled there in September.
Besides investing in the new factory at General Rodriguez, AGCO invested US$1 million in a new training center
that will help local producers, offering capacitation for dealers in the entire South America, Crain said. The forecast
is that it starts working in 2017.
GCOs top executive recently outlined the companys strategies for Brazil and Argentina at the
Agrishow and Expointer trade shows in Foz do
Iguau city, Paran state, Brazil.
After a long period of uncertainties, our clients are regaining confidence to invest in new machinery, said Martin
Richenhagen, AGCOs chief executive officer. We saw the
first signals of market recuperation during the Agrishow and
Expointer trade shows. Our expectations for long term in
the industry are promising in South America and globally.
AGCO has been present in South America for 60 years
through its Massey Ferguson, Valtra, Challenger, GSI and
AGCO Power brands. The company has more than 700
sales locations as well as seven plants in Brazil and one
in Argentina.
Combines are manufactured in Santa Rosa (Rio Grande
do Sul, Brazil) and in General Rodriguez (Argentina); sugarcane machinery in Ribeiro Preto (So Paulo, Brazil);
and tractors are built in Canoas (Rio Grande do Sul, Brazil),
Mogi das Cruzes (So Paulo, Brazil) and General Rodriguez. The last two plants produce engines, as well.
AGCO implements are manufactured in Ibirub (Rio
Grande do Sul) and GSI, grains stock division, has units
in Marau and Passo Fundo (both in Rio Grande do Sul).
From those locations the company exports its agricultural
machines to South America, Central America and Africa.

www.agco.com.br
54
SOUTH AMERICAnotebook
LS Mtron Invests In Tractor Operation
South Korea-based manufacturer LS Mtron announced
an investment of US$40 million to increase its tractor plant
in Garuva city, Santa Catarina state, Brazil.
We are working with new models with power ranges
over 74 kW and this will demand a larger facility than the
one we have today, said James Yoo, president of the companys Brazilian operations.
Comil Onibus S.A. said it will suspend its operations at

its Rio Grande do Sul plant in Brazil.
als steel prices have risen 35% this year restriction of

credit lines and the value of the dollar, which has affected
the competitiveness of Brazilian products in foreign markets as among the other factors it weighed in its decision.
Since the intensification of the economic and political
crises in the country, which began in 2014, Comil said it
has adopted several measures to adjust the market, such
as concentrating its entire production in Erechim. Recently,
Comil had launched two new bus models, the Campione
Invictus and DD Invictus.
Comil apologizes having to be part of several other companies which had to take this hard decision, but reinforces
the commitment in doing all efforts that were possible to
reduce the impact, keeping the respect and the seriousness that always had with the staff, clients, partners and
suppliers, the company said.
South Korea-based manufacturer LS Mtron said it

would invest US$40 million on its tractor plant in Brazil.
According to LS Tractor Sales Director Andr Rorato, this

decision demonstrates the brands determination to compete in the Brazilian market beyond its traditional medium
and small tractor segments. We will fly higher, Rorato
said. We already have a chain of 50 stores in 15 Brazilian
states. That means strong sales. We grew 15% in the first
semester of this year, compared to 2015.
LS Tractor has celebrated its third year with its own factory in the South American country.
www.comilonibus.com.br
www.lstractor.com.br
New Excavators From BMC-Hyundai
Comil Suspends Operations
BMC-Hyundai has introduced two excavators in Brazil

targeting the quarry industry, the R140-9S and R330-9S.
They are tough machines with low maintenance cost
and fuel consumption, said Erickson Alcantara, manager,
BMC-Hyundai. These characteristics make R330-9S ideal
for the work of overturning and lifting granite blocks which
weigh around 40 tonnes.
For BMC-Hyundai, the quarrying industry in Brazil is important, generating US$315 000 in 2015.
The segment has a capacity to produce 50 million m of
processed rock a year and we have the necessary machinery to support the process, Alcantara said. dpi
Brazilian bus manufacturer Comil has released an official

statement saying that it will suspend operations at its Rio
Grande do Sul plant in Erechim, Brazil essentially ending its production of urban buses, coaches, micro buses
and specialty buses. The employees are under paid license
while the company negotiates their termination.
This decision is a result of the crisis that affects Brazil
with a great impact in the market of buses and trucks, the
company said in its statement. According to the National
Association of Bus Manufacturers (FABUS), Brazilian production dropped more than 60% in the last three years. The
production, which has reached 32 000 units, this year will
be 13 000. We have not seen such a low production since
1994, more than 20 years ago.
The company also mentioned the higher prices of materiDIESEL PROGRESS INTERNATIONAL

bmchyundai.com.br
55
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Bosch Rexroth AG ................................................................................................... 21
* Cummins Ltd. ......................................................................................... Fourth Cover
Danfoss Power Solutions ........................................................................................ 11
Dolphin Manufacturing LLC ..................................................................................... 23
Federal-Mogul Powertrain ......................................................................................... 5
HydraForce Inc. .......................................Mobile Hydraulic Specs-At-A-Glance Insert
IFPE 2017 ............................................................................................................... 47
Isuzu Motors Limited ............................................................................................... 19
Jacobs Vehicle Systems ............................................................................................ 9
* Kubota Corporation ................................................................................................... 7
* Leroy-Somer Electric Power ..................................................................... Third Cover
* MAN Truck & Bus AG Engines & Components ................................. Second Cover
Mann+Hummel GmbH ............................................................................................. 13
Middle East Electricity 2017 .................................................................................... 57
Redline Detection .................................................................................................... 29
TEDOM a.s. - Engines Division ............................................................................... 45
*Further information on this companys products can be found in the 2016 Edition
of the Diesel & Gas Turbine Sourcing Guide and at www.Dieselandgasturbineguide.net.
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INDIAnotebook
The new Tata Signa line of

trucks is offered in various
configurations. It has a newly
designed cab with improved
ergonomics and noise vibration
and harshness (NVH) levels to
help reduce fatigue over long
hauls, said the company.
TATA MOTORS LAUNCHES

NEW TRUCKS
BY T.C. MALHOTRA
of 49 000 kg. It is powered by a Cummins ISBe 5.9 common

rail diesel engine rated 171 kW with 850 Nm of torque. The
Tata Signa 4923.S is also offered with multiple body options
for various applications.
With the commercial vehicles industry having evolved
over the last couple of years and as the countrys largest
commercial vehicles manufacturer, we at Tata Motors will
continue to lead the industry, offering superior technology
and value, said Rajesh Kaul, business head, Intermediate, Medium & Heavy Trucks, Tata Motors. Truck World
is another unique way of doing so, with over 30 large Tata
Motors commercial vehicles showcased all under one roof,
with nearly a dozen trucking technologies and service offerings, including stage performances and games for truckers
and their families, making the experience of buying a Tata
Motors commercial vehicle even more special.
A two-day event in Chandigarh, we have also hosted
Truck World in six other centers so far and plan to take the
event to many other cities during the year.
Tata Motors also announced it has received orders for
more than 5000 buses worth US$135.3 million from 25
state/city transport undertakings (STUs) across India. The
bulk of the orders came from states such as Uttar Pradesh,
Andhra Pradesh, Uttarakhand and Himachal Pradesh.
ata Motors showcased over 40 different products

from haulage to construction-related key technologies and services, at its Truck World Expo in the
northern Indian city of Chandigarh. The company
also launched its new Signa range of medium and heavy
commercial vehicles.
An initiative for truck buyers, the two-day expo offered
Tata Motors and its partners opportunities to highlight its
products and commercial solutions in one venue.
First showcased at Society of Indian Automobile Manufacturers (SIAM) Auto Expo 2016, the Signa is offered in
various configurations. It has a newly designed cab with
improved ergonomics and noise vibration and harshness
(NVH) levels to help reduce fatigue over long hauls, the
company said. The built-in telematics system by Tata
Fleetman empowers the fleet operator with a more connected experience, to manage their transport business
through optimum driver, vehicle and fuel management,
said Tata Motors.
As an example of the new line of trucks, the Tata Signa
4923.S is a tractor with a gross combination weight (GCW)
T.C. Malhotra is a technical journalist based in Delhi, India. His email is
tc_malhotra@rediffmail.com
58
INDIAnotebook
Tata Motors said it has received orders for more than

5000 buses across India.
Tata Motors plans to execute all these orders in 2016 to

17, said Ravi Pisharody, Tata Motors executive director,
Commercial Vehicle Business Unit. The orders will definitely enable us to further strengthen our leadership position in the CV (commercial vehicle) passenger space.
Tata Motors also announced its first foray into the Bolivian commercial vehicle market through a distribution agreement with local partners, Bolivian Auto Motors, part of the
business group Salvatierra.
Through this partnership the company has launched
three commercial vehicles in Bolivia, the Tata SuperAce
Petrol, Tata Xenon Petrol and Tata LPT 613 truck, all of
which will currently be available in Santa Cruz and will soon
be available in La Paz and Cochabamba.
Besides Bolivia, Tata Motors commercial vehicles are
also sold in other South American markets such as Chile
and Ecuador.
We are delighted to be here in Bolivia, one of the fastest growing markets in the Latin American region, said
Rudrarup Maitra, head of International Business for Commercial Vehicles, Tata Motors. With years of experience in
the commercial vehicles business, we at Tata Motors understand our customers well, and today have introduced
class-leading products in the Bolivian market, suitable for
varied terrains, with each of these built for better load carrying capability, more trips, with the lowest turnaround time.
companies to enter a new phase in their business interaction.

Nissan has agreed to sell to Ashok Leyland all of Nissans
shares in three joint venture companies that were formed in
2008. These businesses focus on technology development
and the manufacture of powertrains and vehicles. Under the
agreement signed in September by Nissan and Ashok Leyland, the joint ventures will become wholly-owned Ashok
Leyland subsidiaries, upon receipt of all necessary approvals from the regulatory authorities in India. The process is
expected to be concluded later this year.
The new phase will begin immediately. Ashok Leyland
will continue to build, under a licensing agreement, the Dost
and Partner light commercial vehicles based on Nissans
technology. In addition, the companies have agreed to continue a deal to procure made-in-India parts to Nissan.
We are pleased to be moving forward into a new phase
of our business with Ashok Leyland, said Philippe GurinBoutaud, Nissan corporate vice president in charge of the
Global LCV Business Unit. Nissan is committed to India
and has invested substantially in manufacturing, research
and development and sales networks in the country. We are
on track to becoming a major player in the Indian market.
Under the licensing arrangement with Ashok Leyland, Indian commercial vehicle customers can continue to benefit
from Nissans engineering, with servicing and parts availability also ensured.
Vinod Dasari, Ashok Leyland managing director, said,
This will help focus our efforts to concentrate on our core
business initiatives and our customers. We will continue our
relationship with Nissan under the new arrangement. dpi

www.tatamotors.com
Ashok Leyland, Nissan Restructure
Nissan Motor Co. Ltd. and Ashok Leyland Ltd. have announced a restructuring agreement that will enable both
www.ashokleyland.com
59
IN REVIEW
Mann+Hummel said that one of the advantages of its new VarioPleat filter element concept is the ability
to utilize individual filter pleats of differing heights, thus achieving unconventional shapes such as this
one that follows the contour of a wheel.
NEW CONCEPTS FOR

AIR AND FUEL FILTRATION
Mann+Hummels new VarioPleat and Exalife technologies designed to address

higher fuel injection demands, limited installation spaces
BY ROBERTA PRANDI
in Ludwigsburg, Germany, said that the new manufacturing technique is unique worldwide and allows the
VarioPleat element to achieve pleats heights between
100 and 400 mm, with the capability of also implementing individual filter pleats of differing heights, gradual
transitions and pleat steps.
With VarioPleat, Mann+Hummel is able to design and
manufacture air filters in a shape that fits the vehicles available space, Talmon-Gros said. For example, the shape of
the air filter can follow the round wheel arch.
estricted installation space is one common refrain

for many manufacturers of components for enginepowered commercial vehicles, off-highway machines and industrial equipment.
Mann+Hummel is addressing the issue with a new concept for air cleaners. The new VarioPleat is pleated air filter element that follows the contours of the available space
though use of a new manufacturing technology.
Dietmar Talmon-Gros, manager engineering Liquid
Filter Systems Truck Business at Mann+Hummel GmbH
60
IAA IN REVIEW
Talmon-Gros also said that VarioPleat achieves a significantly lower pressure loss when compared to current axialflow concepts.
At IAA, Mann+Hummel also launched the oval-shaped
Exalife air cleaner, designed to be installed in narrow
spaces such as behind the vehicles cabin, on top of the
engine or under the long hoods commonly seen in North
American trucks.
The Exalife achieves a significantly lower pressure-loss
than axial-flow filters, Talmon-Gros said. The inline design of this filter profits of the radial sealing concept used
in round filters.
Mann+Hummel is able to manufacture the Exalife air
filter worldwide and said that the application of both the
Exalife and VarioPleat concepts are not limited to commercial vehicles, but also are available for off-highway
machinery.
On the fuel filter side, Mann+Hummel addressed the demands of higher performing fuel injection systems that are
less tolerant to water in diesel fuel. In order to obtain an
efficient and reliable water separation, Mann+Hummel introduced a three-stage filter to be used in fuel filter modules
for commercial vehicles.
In the new three-stage filter, the fuel flows from the
outside to the inside of the filter element where, in the
first stage, solid particles are blocked by the very efficient

filter medium, Talmon-Gros said. On the inside, as a
second stage, a coalescer combines the water droplets to
form larger drops.
The third stage features a hydrophobic sieve that prevents the larger water drops to follow the fuel into the
injection system.
At the hydrophobic barrier, the water falls and is collected
in a chamber at the bottom end and is monitored by a sensor. When the collected water reaches the maximum level it
is discharged manually or automatically. Future developments include a fully automatic water discharge by means
of an actuator, Talmon-Gros said.
According to Mann+Hummel, the three-stage fuel filter achieves a 75% water separation efficiency over the
complete life cycle of the filter. While in the past conventional single-stage water separation filters were sufficient to
protect injection systems, Mann+Hummel said that this approach is no longer enough to cope with pressure-side filter
operation and with the increasing use of biofuels, low-sulfur
fuels, and additives. dpi

www.mann-hummel.com
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DIESELhr
Schell To Lead Rolls-Royce
Power Systems
Frdric Piffard, who will remain head of Sales & Marketing until he
retires at the end of the year.
Bonnaure has held numerous senior management positions in the
United States, the United Kingdom and France, spending 11 years at
the Elis Group before taking on the role of deputy managing director
and board member of the Fraikin Group for eight years. There he also
held the positions of executive vice president International, chief operating officer and most recently, chief executive development officer.
Rolls-Royce has announced that Andreas

Schell has been appointed chief executive officer
(CEO) of Rolls-Royce Power Systems (RRPS). He
will join Rolls-Royce later this year, reporting to
chief executive Warren East, and take up his new
position from Jan. 1, 2017, succeeding Dr. Ulrich
Dohle. Dohle is retiring.
A. Schell
Schell joins Rolls-Royce from UTC Aerospace
Systems and will work alongside Dohle until the end of the year.
Schell is currently vice president, Digital Strategy, for UTC Aerospace
Systems with responsibility for creating new digital tools and services.
He joined UTC in 2009 as vice president, Engineering, for Aerospace
Power Systems, before being appointed president, Electric Systems and
then president, Actuation & Propeller Systems.
Previously, Schell worked at Chrysler, where he held a number of
positions including vice president, Electrical and Electronics Core Engineering and was responsible for developing and releasing electric
systems for the Chrysler, Jeep and Dodge product lines. He was also
responsible for hybrid development, fuel cell systems and advanced
vehicle engineering at DaimlerChrysler. He began his career as a development engineer at Daimler-Benz in 1996.
RRPS is headquartered in Friedrichshafen, Germany, and produces
MTU-brand high-speed engines and propulsion systems for ships, power generation, heavy land, rail and defense vehicles and for the oil and
gas industry. It also owns the Bergen medium-speed engines brand and
also LOrange which provides fuel injection systems for large engines.
New President For Case,

New Holland Construction
CNH Industrial N.V. announced that Carl Gustaf Gransson has
been appointed to the role of brand president, Case Construction
Equipment and New Holland Construction, together with the role of
president, Construction Equipment Products Segment. Gransson assumed these roles from Richard Tobin, CEO of CNH Industrial, who
had been managing the companys construction equipment businesses on an interim basis.
Gransson joins CNH Industrial with more than 25 years experience in
the construction equipment industry via roles within Volvo Construction
Equipment and most recently Cargotec Corp., where he served as senior
vice president sales, markets and services for the Hiab brand.
Gransson will also become a member of the group executive council (GEC), which is the highest executive decision-making body within
CNH Industrial outside of its board of directors.
Marcaillou New CMR VP

Sebastien Marcaillou has been appointed
vice president general engine sales at electrical
wiring control and instrumentation company
CMR Group as it targets international growth
and diversification.
Marcaillou brings more than 15 years of experience in developing new business and sales
management to the post, which includes experS. Marcaillou
tise gained with engineering businesses supplying international markets in Europe, North America, Africa and Asia.
Based at CMR Group in Marseille, France, Marcaillou will be part of the
OEM engine business team with responsibilities to identify and develop
commercial opportunities while bringing to bear the resources of the team
to meet customer requirements. CMR Group supplies instrumentation,
controls and power management for offshore platforms and vessels, marine, engine and industrial applications.
New CEO For IFT

IFT Innovative Filter Technology GmbH in Uderns, Austria, has appointed Friedrich Gruber CEO.
His main tasks will be to broaden the product program and to improve the market access worldwide.
In addition, Gruber will be available for consulting
services regarding all aspects of gas engines and
engine-driven distributed power systems.
Gruber is an experienced gas engine expert, IFT
F. Gruber
said. He worked for GE Distributed Power business, in Jenbach, Austria, for more than 35 years, where he held different
positions in R&D and product management and significantly contributed
to the success of the company.
IFT Innovative Filter Technology GmbH develops and manufactures
custom-designed oil mist separators for crankcase ventilation systems
of high-horsepower gas and diesel engines for non-road applications.
New Energy Role For Zhukov

Vasiliy Zhukov has been appointed as VolgaDnepr Groups new global director of Energy & Heavy
Machinery to spearhead its growth in the sectors.
Prior to joining Volga-Dnepr in 2015, he spent
five years working for one of Russias leading
power engineering and construction corporations, responsible for developing relations with
existing power and energy clients as well as attracting new customers within the MENA region.
Bonnaure To Lead Manitou

Sales & Marketing
The Manitou Group has appointed Laurent Bonnaure executive vice
president of Global Sales & Marketing and member of the companys
executive committee. Responsible for the groups worldwide sales and
marketing strategy, he will be overseeing all of the Manitou group distribution subsidiaries as well as the global sales and marketing teams
and will manage the global dealer network. He succeeds FranoisDIESEL PROGRESS INTERNATIONAL
62
V. Zhukov
DISTRIBUTIONnews
Barko Hydraulics LLC has added Pioneer Equipment Co.
to its dealer network for all forestry equipment product lines.
Located in Rhinelander, Wis., Pioneer will carry Barko equipment for Wisconsin and Michigan. Pioneer will carry the full line
of Barko forestry products. In addition, Barko has added Newlons
International Sales LLC and Chadwick-BaRoss Inc. to its dealer
network for all of its forestry equipment lines. Located in Elkins,
W.V., Newlons will cover all of West Virginia and two counties in Maryland. Chadwick-BaRoss has five locations in Maine,
Massachusetts and New Hampshire.
Industrial Machinery Co. to its dealer network, covering Florida, North

Carolina and South Carolina.
WPT Power Transmission Corp. of Wichita Falls, Texas,
appointed Foley Engines, Worcester, Mass., as its authorized
power take-off (PTO) distributor for the six New England states.
Foley Engines said it will focus on mechanical power takeoffs and
has a PTO remanufacturing program for mechanical and hydraulic
power takeoff clutches.
Caterpillars authorized dealer in

northern Illinois and northwest Indiana,
Patten Cat, has opened a new facility in Wauconda, Ill., to better serve the
Northwest part of the greater Chicago
area. When Patten Cat first broke ground
in 2015, the goal was to make the location a one-stop shop for contractors and
industrial accounts with a mix of sales,
rental and parts distribution. Products that
will be featured at the location will be new
Cat earthmoving and excavation equipment in addition to general construction
equipment including boom and scissor
lifts, generators and welders.
Terex Trucks has appointed Hitrac
(1974) Inc. as its dealer in the province
of Manitoba, Canada. Hitrac will supply
and support Terex Trucks full range of
articulated dump trucks (ADTs) throughout
the territory. Headquartered in Winnipeg
and with more than 40 years of experience
as a construction equipment dealer, Hitrac
has a portfolio of leading construction
equipment brands, and the appointment
will see the company provide sales, rental,
parts, service and maintenance solutions
for the Terex Trucks ADT product line
throughout Manitoba.
Terramac, a manufacturer of rubbertrack crawler carriers, has expanded its
representation in North America with Groff
Tractors New Jersey operations.
Groff Tractor is offering Terramacs
RT9, RT14 and RT14R crawler carriers
to serve a wide range of industries. Since
its founding, Groff Tractor has expanded
beyond its headquarters in Mechanicsburg,
Pa., to 10 locations in eastern Ohio,
Pennsylvania and New Jersey.
Terramac has also added Linder
63
INTERNATIONALbusinessREPORT
CNH, Hyundai Announce Mini-Excavator Deal

Terex Sells Compact Construction Business
To Yanmar VW & Navistar In Alliance
in an alliance with REV Group, Milwaukee, Wis.; Indias
Mahindra; Oshkosh; Utilimaster and VT Hackney. USPS
said it would replace up to 180 000 carrier route vehicles
over a seven year period beginning in 2018. The contract,
or contracts, could be worth US$4.5 to $6.3 billion.
Brazilian bus manufacturer Marcopolo S.A. announced
it has sold 7.4% of its shares in Canadian bus manufacturer New Flyer Industries. The sale, which involved
4.5 million shares of common stock, was worth about
US$138 million. Marcopolo Canada remains the biggest
shareholder in New Flyer with 10.8%. The brands started
their commercial cooperation in 2013 and will continue
working together in terms of engineering, purchase and
at other operational activities.
XCMG Hydraulics Co. Ltd., a subsidiary of the Chinese
construction equipment manufacturer XCMG, has established long-term strategic cooperation agreement with
Permco, Streetsboro, Ohio. Permco is a manufacturer of
high-pressure hydraulic gear/vane pumps and motors, flow
dividers, intensifiers and accessories.
Sany Port Machinery, a subsidiary of Sany Group, has
received an order to supply 31 mobile port machines to
King Abdul Aziz Port in Dammam, Saudi Arabia. The order,
which was received in October, is the largest single order
for port machinery in the companys history. The deal is
valued at approximately US$7.5 million. Sany will provide a
range of 10T through 46T forklifts, reach stackers and container handlers. The machines utilize Cummins or Volvo
diesel engines, Dana Spicer transmissions and Dana or
Kessler drive axles.
Caterpillar Inc. said the company, its independent dealers and the Caterpillar Foundation plan to invest more than
US$1 billion in countries throughout Africa over the next
five years. The investments would include enhanced parts
distribution capacity, certified rebuild centers, new dealer
branch locations and the expansion of Caterpillars Technicians for Africa online skills development program.
Terex Trucks has partnered with Volvo Construction
Equipment Hub Korea to supply and support its rigid dump
trucks in the Republic of Korea. Terex Trucks said that
Volvo Construction Equipment would become its national
dealer for in Korea. dpi
CNH Industrial has announced an exclusive agreement with South Koreas Hyundai Heavy Industries for
the production and development of mini-excavators. Under
the contract, Heavy Industries will ship 6 ton and smaller
excavators to CNH Industrial for 10 years with a three-year
renewal option, starting next year. Hyundai did not disclose the contract value, but it said the deal would double
its annual compact excavator sales volume to 9000 units.
Hyundai Heavy Industries and CNH Industrial also agreed
to collaborate on developing new models.
Hyundai will supply 5 and 6 ton class excavators on an
original equipment manufacturing basis and 1 to 4 ton
class excavators in complete knockdown kits for CNH
Industrial to assemble and sell. The farm machinery and
construction equipment maker will market the excavators
under its brands Case and New Holland across the world,
except in South Korea.
Terex Corp. said that it has completed the sale of its German compact construction business to Yanmar Holdings
Co. Ltd. for US$60 million in cash. The German compact
construction business manufactures and sells midi/mini
excavators, wheeled excavators and compact wheel loaders. Included in the transaction is the manufacturing facility
located in Crailsheim, Germany, and the parts distribution
center located in Rothenburg, Germany.
Navistar International Corp. announced that it has
formed a strategic alliance with Volkswagen Truck & Bus,
which includes an equity investment in Navistar by Volkswagen Truck & Bus and framework agreements for strategic technology and supply collaboration and a procurement
joint venture. Navistar said the procurement joint venture is
expected to leverage the purchasing power of Volkswagen
Truck & Buss three major truck brands, Scania, MAN and
Volkswagen Caminhes e nibus, in addition to Navistars
own International and IC Bus brands.
A number of international manufacturers have been
chosen as finalists as the United States Postal Service
(USPS) has awarded contracts to six prime suppliers who
together will produce 50 prototype vehicles as part of the
next phase of the postal services Next Generation Delivery Vehicles (NGDV) acquisition program. The six selected
suppliers are: AM General, Turkeys Karsan Otomotive,
64
The first integrated Genset Controller &

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By Leroy-Somer.
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ControlReg features everything youd expect from a genset controller,

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Empowering
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Cummins next generation component technologies deliver integrated solutions
that address the global challenges faced by engine manufacturers today.
Expertise is demonstrated across the critical engine components including turbochargers,
filters, fuel systems, electronics and aftertreatment systems. This enables Cummins to be
in the unique position to provide industry leading component technologies and systems
that meet ever higher demands for efficiency, durability and optimised performance.
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PUMPS
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PUMPSPISTON
PISTON
PUMPS GEARGEAR
PUMPS
PUMPS
MOTORS
MOTORS
1000
950
1000
900
950
850
900
800
850
750
800
700
750
650
700
600
650
550
600
500
550
450
500
400
450
350
400
300
350
250
300
200
250
180
200
160
180
140
160
120
140
100
120
80
100
60
80
40
60
20
40
0
20
Displacement
Displacement
in cc/revin cc/rev
14 to 172 14 to 172
Aber Aber
Atos Atos
GEROTORS
GEROTORS
12 to 180 12 to 180
12 to 172 12 to 172
16 to 150 16 to 150
29 to 88
29 to 88
1.4 to 52 1.4 to 52
8 to 125
Bondioli
Bondioli
& Pavesi
& Pavesi
8 to 125
0.17 to 90 0.17 to 90
1.9 to 125 1.9 to 125
10 to 193 10 to 193
BoschBosch
Rexroth
Rexroth
1 to 100
5 to 1000 5 to 1000
1 to 100
21 to 136 21 to 136
5 to 1000 5 to 1000
6 to 226
6 to 226
6 to 226
6 to 226
0.7 to 90 0.7 to 90
BreviniBrevini
Fluid Power
Fluid Power
12 to 500 12 to 500
0.25 to 5000.25 to 500
BucherBucher
Hydraulics
Hydraulics
0.5 to 500 0.5 to 500

15 to 110 15 to 110
Casappa
Casappa
1 to 180
1 to 151
1 to 180
1 to 151
0.5 to 161 0.5 to 161
Concentric
Concentric
AB
AB
0.5 to 161 0.5 to 161

6 to 250
Danfoss
Danfoss
Power Power
Solutions
Solutions
6 to 250
8 to 800
8 to 800
15 to 250 15 to 250
3.3 to 516 3.3 to 516
10.55 to 750
10.55 to 750
Eaton Eaton
1.09 to 55.2
1.09 to 55.2
5.6 to 50 650
5.6 to 50 650
7.4 to 110 7.4 to 110
Hansa-TMP
Hansa-TMP
10 to 110 10 to 110
2.05 to 22.97
Motorenfabrik
Motorenfabrik
Hatz Hatz 2.05 to 22.97
28 to 270 28 to 270
Hawe Hydraulics
Hawe Hydraulics
12 to 108 12 to 108
14 to 32
Hema Endstri
Hema Endstri
14 to 32
35 to 75
35 to 75
1.1 to 239.8
1.1 to 239.8
18 to 36
18 to 36
6.1 to 110.8
6.1 to 110.8
Hydro Hydro
Leduc Leduc
DIESEL PROGRESS
12 to 150 12 to 150
5 to 180
5 to 180
& MOTORS SPECS-AT-A-GLANCE

PUMPSPISTON
PISTON
PUMPS GEARGEAR
GEROTORS
VANEVANE
PUMPS
PUMPS
PUMPS
PUMPS GEROTORS
950
1000
900
950
850
900
800
850
750
800
700
750
650
700
600
650
550
600
500
550
450
Hydrocar
Hydrocar
500
400
450
350
400
300
350
250
300
200
250
180
200
160
180
140
160
120
140
100
120
80
100
60
80
40
60
20
40
0
20
Displacement
Displacement
in cc/revin cc/rev
MOTORS
MOTORS
16 to 108 16 to 108
10 to 150 10 to 150
10 to 140 10 to 140
Hydrofluid
Systems
Hydrofluid
Systems
1 to 125
1 to 125
12 to 800012 to 80
10 to 334 10 to 334
Hydromobil
Hydromobil
25 to 21 000
25 to 21 0
Jiangsu
Hengyuan
Jiangsu
Hengyuan
Hydraulic
Co. Ltd.
Hydraulic
Co. Ltd.
2.5 to 400 2.5 to 400
Jiangsuhuaian
Fusite Fusite
Jiangsuhuaian
Hydraulic
Technology
Hydraulic
Technology
0.6 to 100 0.6 to 100

4 to 100
4 to 100
45 to 500 45 to 500
Liebherr
Components
Liebherr
Components
25 to 370 25 to 370
55 to 280 55 to 280
Linde Hydraulics
Linde Hydraulics
28 to 280 28 to 280
Marzocchi
PumpsPumps
Marzocchi
0.19 to 2000.19 to 200
2.8 to 87 2.8 to 87
NingboNingbo
BeilunBeilun
BonnyBonny
Hydraulics
Hydraulics
NingboNingbo
Xinhong
Xinhong
Hydraulic
Co. Ltd.
Hydraulic
Co. Ltd.
0.083 to 120.083
026 to 12 0
59 to 13 200
59 to 13 2
12 to 130 12 to 130
O.M.F.B.
O.M.F.B.
6 to 150
6 to 150
12 to 130 12 to 130
4.9 to 360 4.9 to 360
ParkerParker
Hannifin
Hannifin
3 to 80
8.8 to 636 8.8 to 636
3 to 80
36 to 100036 to 100
4.9 to 23 034
4.9 to 23 0
7 to 250
Poclain
Hydraulics
Poclain
Hydraulics
PZB
PZB
SAI
SAI
10 to 150 10 to 150
0 to 10 0000 to 10 00
4 to 25
1 to 98
1 to 98
1 to 98
1 to 98
0.11 to 89 0.11 to 89
6 to 270
SMIT Hydraulics
SMIT Hydraulics
TurollaTurolla
7 to 30 0007 to 30 0
16 to 130 16 to 130
SalamiSalami
Shanghai
GuoruiGuorui
Shanghai
Hydraulic
Technology
Hydraulic
Technology 4 to 25
7 to 250
6 to 270
10 to 334 10 to 334
0.25 to 60 0.25 to 60
25 to 12 000
25 to 12 0
0.25 to 2000.25 to 200
2.6 to 90 2.6 to 90
P R O U D LY S P O N S O R E D B Y
NEW
DROP-IN CARTRIDGE VALVES:
REMARKABLYY
M
MORE.
AND SIGNIFICANTLY LESS.

Engineered specifically for powertrain, diesel engine
e and pilot
control applications, our new G3 drop-in valves deliver remarkably
more flexibility, reliability and efficiency outperforming
performing
conventional designs, even in the harshest conditions.
ons.
k s
ke
G3 valves operate with higher electro-magnetic force, which make
makes
them less susceptible to contamination and reduces maintenance
e claim and
downtime. The improved design also reduces space
delivers reliable and precise linear control with low hysteresis
and even lower leakage.
For powertrain engineering assistance, visit hydraforce.com
Lincolnshire, IL, USA 847-793-2300
2016 HydraForce, Inc.
Birmingham, UK 44 121 333 1800
Changzhou, China 86 519 6988 1200
hydraforce.com
Image reproduced with the kind permission of J C Bamford Excavators Limited.

DPI - Dec 16

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November-December 2016

Power and eciency, at home

Power made economical. We know how.

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