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April 2017
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 DIESEL PROGRESS
International Edition WORLDview
EDITORIAL & SALES
Michael J. Osenga ...................................... Publisher
Stay The Park And
Michael J. Brezonick .................Associate Publisher/
Editor-In-Chief Course Pay
Ian Cameron ......................Regional Manager/Editor
Roberta Prandi ...................Regional Manager/Editor BY MIKE BREZONICK BY IAN CAMERON
Bo Svensson ............. Field Editor/Business Manager
Waukesha, Wisconsin, USA Ashbourne, England
Jack Burke ........................................... Senior Editor
Chad Elmore ........................................ Senior Editor
Dave Lubach ........................................ Senior Editor
Recently an alliance of USA auto- Call me a cynic, but it seems that
DJ Slater ......................................... Associate Editor makers had sent a letter to the White the latest anti-diesel wheeze imple-
Mark Thayer .................................... Associate Editor
House asking the new administration mented by a London council seems
Maggie Pieper .......................... Advertising Manager
Sue Smith ................................. Circulation Manager to pause the planned implementation to be little more than a cheap money-
Mauro Belo Schneider ............................. Field Editor
of fuel economy and greenhouse gas grabbing exercise masquerading as a
Dr. W. Fleischfresser ................ Hydraulic Consultant
Jerry Karpowicz ......................................Copy Editor emissions standards that are set to be green initiative.
PUBLICATION STAFF phased in between 2017 and 2025. It wasnt too long ago that Brits were
Brenda Burbach .................................. Graphic Artist The thought is that with one of the encouraged to buy diesel cars. Now
Carla Lemke ........................................ Graphic Artist
Alyssa Loope....................................... Graphic Artist new presidents key campaign issues diesel is the archenemy among many
SALES OFFICES being government overregulation, the parts of the U.K.s political elite.
PUBLICATION HEADQUARTERS plea for a rollback of the standards Air pollution is, of course, a big
20855 Watertown Road, Suite 220
Waukesha, WI 53186-1873, USA would be viewed favorably on 1600 problem in many of the worlds cities
Telephone: +1 262-754-4100 Telefax: +1 262-754-4175 Pennsylvania Avenue. and, yes, diesel vehicles contribute
GERMANY Theres been no response from the to that problem.
Lisa Hochkofler ........................ Advertising Manager
Gabriele Dinsel ......................... Advertising Manager
White House, but you have to think a Indeed the problem in London got so
Niemllerstr. 9 lot of people are watching to see what bad recently that some of the citys bor-
73760 Ostfildern, Germany
Telephone: +49 711 3416 74 0 Telefax: +49 711 3416 74 74
the official reaction might be. And if oughs recorded toxic levels, prompting
ITALY there turns out to be any real sympa- the mayor to tell people not to go out
Roberta Prandi ................. Regional Manager/Editor thy toward the idea, one can expect to until the situation improved.
Via Cerere 18
38062 Arco, Italy
see many more requests for regula- Anything that cuts pollution is a
Telephone: +39 0464 014421 tory relief, including by the heavy-duty good thing.
SCANDINAVIA truck manufacturers who are facing But Westminster City Council in
Bo Svensson ..............Field Editor/Business Manager
Dunderbacksvagen 20
their own tightening fuel economy and London appears to have gone a little
612-46 Finspong, Sweden CO2 regulations as well as engine too far as part of the down with die-
Telephone: +46 70 2405369 Telefax: +46 122 14787
manufacturers in general. sel movement.
UNITED KINGDOM And that would be a pretty bad idea. The council says that as part of its
Ian Cameron ......................Regional Manager/Editor
Linda Cameron ......................... Advertising Manager Not to say that there isnt any truth drive to create a greener, healthier city
40 Premier Avenue
to the idea that the federal govern- it is going to start trials on emissions-
Ashbourne, Derbyshire
DE6 1LH, United Kingdom ment hasnt grown overly fond of based charging for diesel cars parking
Telephone: +44 20 31 79 29 79 Telefax: +44 20 31 79 29 70 making rules. In 2016 alone, some in the Marleybone area of London.
JAPAN 81 640 pages of regulations cover- In fact, it is going to add 50% extra on
Akiyoshi Ojima ................................ Branch Manager
51-16-301 Honmoku Sannotani, Naka-ku ing nearly every form of human ac- parking charges for diesel vehicles from
Yokohama, 231-0824, Japan tivity were issued. early April with the council adding, Any
Telephone: +81 45 624 3502 Telefax: + 81 45 624 3503
But at least when it comes to en- money raised will be spent on initiatives
KOREA
D. S. Chai ...........................................Sales Manager gine emissions and fuel economy to promote sustainable transport.
Dongmyung Communications Inc. standards, the rules promulgated over The scheme sounds admirable
82 Pyeongchangmunhwa-ro, Jongno-gu
Seoul, 03011 Korea
the last few years have had a lot of enough, but is it just a coincidence
Telephone: +82 2 391 4254 industry input. And it would be hard that this idea just happens to come
CHINA to hit the brakes now, since in many at the same time that so many U.K.
Yutan Gu .............................Director Of International
Cooperation Department
cases, programs to meet the targets councils are desperately short of
CMTM
Floor 4, Haiya, Xiuyuan No.15 Building, Anhuibeili
everyone has agreed to are in pro- money and cutting services?
Chaoyang District, Beijing, P.R.China P.C:100101 cess and progress is being made. Once again motorists and trans-
Telephone: +86 010 64978058 Telefax: +86 010 64955975
Lastly, calls to relax industry-related port companies, especially those us-
DIESEL & GAS TURBINE PUBLICATIONS
environmental regulations would send ing diesel-powered vehicles, are the
Michael J. Osenga ...................................... President
Michael J. Brezonick .......... Executive Vice President a terrible message to the public. Af- first on the firing line when needing to
ter the last few years of scandal in- raise extra cash.
volving diesel engines, is it really a If you dont already have this emis-
good idea to petition for a step back- sions-based charging wherever you
ward? Staying the clean course is a live in the world, dont be surprised if it
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22 An Even Better Way To CANect 6 Emissions & Alternatives
30 Keeping The Sensor Safe Hydrogen Fuel Bus Launch
34 When Safety Is Relevant London Air Quality BYD
36 Sensing New Markets Picked for Argentina Volvo
Buses Milestone
37 Sea Lions Reach Milestones
9 Dateline
42 More From Less
14 Global Trends Global
46 A Big Lift
CE Sales Look Ready OFFICIAL PUBLICATION OF
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SAFETY
ON THE RUNWAY
Driveline controller for airplane tow tractor provides
optimum traction and a fuel-saving option
G
erman manufacturer Goldhofer recently intro-
duced its new generation AST-2P/X high-speed
aircraft tow tractor, which is designed to move a
broad range of aircraft everything from an Em-
braer 170 up to the Boeing B777-300ER and Airbus A340.
The AST 2 tractor is in its fourth generation and is char-
acterized by a new, compact and modular vehicle concept
with a hydrostatically driven steering axle designed to deliv-
er optimum traction, even in the case of low superimposed
load. The tractor is available in two engine versions, with
Cummins QSL9 diesel engines delivering 228 or 283 kW
and complying with EU 3a and U.S. Tier 4 final emissions
regulations. A three-circuit braking system is also used,
which distributes the braking force for maximum stability
and safety, the company said.
The airplane power supply during towing operation is
ensured via a ground power unit (GPU), which can be ret-
rofitted into each of these vehicles.
Since towing operations in airports entail a lot of waiting
periods, an automatic start-stop function has been installed
to achieve maximum fuel savings. This function helps with
DIESEL PROGRESS INTERNATIONAL
ELECTRONICS
The new AST-2P/X high-speed
aircraft tow tractor by Goldhofer
utilizes a diesel-hydraulic drive
system with a driveline control-
ler supplied by Sensor-Technik
Wiedemann.
reducing diesel consumption as well as tractor mainte-
nance costs since operating hours are reduced.
A central component of the system is the diesel-hydraulic
drive system. It is composed of a pump and two hydraulic
motors which operate a differential steering axle through a
summation gearbox. The pump and motors are controlled
through electrical proportional adjustment.
The drive system is overseen by a driveline controller
(DLC), which is responsible for the entire drive system man-
agement and the airplane type-dependent tensile force limi-
tation. During the towing process, only a limited tensile force
may be applied to the aircrafts nose wheel. The tensile force
limitation in the DLC is realized through a dynamic, airplane
type dependent, high-pressure regulation. In addition, the
DLC is responsible for the automatic start-stop function.
For the selection of the drive controller, Goldhofer was
looking for a flexible and high-power control unit that would
be in a position to reliably execute the safety-relevant func-
tionalities. The control unit needed to be adaptable to other
aircraft tractor types and provide the required performance
to safely cover current and future requirements.
4 APRIL 2017

The solution was found with the ESX-3XL safety con-
trol unit from Germany-based Sensor-Technik Wiedemann
(STW). The control is built on a 32-bit TriCore controller with a
150 MHz core, 4 MB RAM, 6 MB Flash and 32 KB EEPROM.
In addition to the flexible adaptation possibilities in the
basic version, so that all inputs can be configured via the
initial functions as current/voltage/digital or rpm inputs, one
other outstanding feature of the ESX-3XL is the possibil-
ity to extend the device via expansion boards, said Rudolf
Filser, head of the System Support Team at STW. Because
the control unit can be configured with up to six of these
boards, it simply grows flexibly with the project.
At the moment, 14 expansion board versions are avail-
able featuring different inputs and outputs, additional
RS232/RS485/CAN interfaces and a programmable Linux
system including Ethernet and USB.
Generally, development environments for programming in
C, Matlab and Codesys are available, the company said.
For the development of the DLC, the development environ-
ment Codesys in version Codesys Safety SIL2 was chosen.
The control unit is certified according to standards such as
DIN IEC 61508: SIL 2 and DIN EN ISO 13849: PL d.
Since safety-orientated development represents a sub-
stantial cost factor during product development and during
maintenance of the subsequent product, STW paid particu-
lar attention during drafting of the technical safety concept
to a clear and unambiguous definition of the safety func-
tions and their assignment to the appropriate software com-
ponents, Filser said.
The focus was placed on keeping safety-relevant parts
as simple as possible and creating clear interfaces between
safety-relevant and nonsafety-relevant software parts. In
the software architecture, this is presented in appropriate
safety-relevant and nonsafety-relevant modules.
According to Filser, a clear assignment of functionalities
and the precise definition of the interface between the two
software worlds are always meaningful. But it only leads
to cost reductions for development and maintenance if the
separation of different software components is supported
by the hardware.
According to the IEC 61508 standard for the functional
safety of electrical/electronic/programmable electronic
safety-related system (IEC 61508-3, 7.4.2.9), software
parts with different safety classifications are to be devel-
oped on a control unit in accordance with the highest safety
level unless they are suitably independent through tempo-
ral and spatial separations.
The ESX-3XL control unit supports temporal and spatial
independence of application parts by providing appropri-
ate memory protection and watchdog functionalities. This
opens up the possibility for the development team to devel-
op nonsafety-relevant parts of the application in accordance
with a simplified development and verification process.
STWs objective was to guarantee a standard-compliant
DIESEL PROGRESS INTERNATIONAL
ELECTRONICS
The ESX-3XL freely programmable control unit
by Sensor-Technik Wiedemann is designed
with clear interfaces between safety-relevant
and nonsafety-relevant software parts. The
safety-relevant parts have been kept as simple
as possible, the company said.
parameterization of the DLC, Filser said. In addition, it was
necessary to verify that parameter changes to nonsafety-
relevant application parts would not have any effects on the
safety-relevant application parts. This will keep the required
validation and verification expenses as low as possible, too.
Basically, every additional parameterization provides ad-
ditional complexity, additional error sources and therefore
increased validation and verification expenses. Accordingly,
attention was paid in the specifications and design of the
safety-relevant modules to limit the number of parameters
to a minimum.
With the clear delineation between safety-relevant and
nonsafety-relevant application parts, the basis was provid-
ed for division of the parameterization into a safety-relevant
and nonsafety-relevant part.
The process of safe parameterization is supported via the
ESX-Kefex toolchain. This toolchain is part of the ESX-3XL
development environments and comes with a detailed user
and safety manual. The Kefex toolchain has been certified
for use in projects with safety requirements in accordance
with DIN IEC 61508: SIL 2 and DIN EN ISO 13849: PL d.
In the case of the AST-2P/X tow tractor, the entire de-
velopment process risk analysis, hardware assignment,
preparation of safety concept, software architecture, imple-
mentation and verification has been realized in close co-
ordination between STW and Goldhofer. dpi
FOR MORE INFORMATION
www.sensor-technik.de
5 APRIL 2017
 EMISSIONS&alternatives
HYDROGEN FUEL BUS LAUNCH LONDON
AIR QUALITY BYD PICKED FOR ARGENTINA
VOLVO BUSES MILESTONE
A 125 million project to deploy 144 hydrogen fuel cell
buses and seven large hydrogen refueling stations across
Europe was launched in Cologne, Germany.
According to the bodies behind the project, it represents
a step change for the hydrogen bus sector, moving from a
technology demonstration stage to a day-to-day offering for
zero-emissions public transport.
The buses will offer the same operational flexibility com-
pared to the incumbent diesel buses without any harmful ex-
haust fumes, organizers said.
The buses are part of the JIVE project that is supported by a
grant from the Fuel Cells and Hydrogen Joint Undertaking,
which is based in Brussels, Belgium, and through the MEHR-
LIN project which is supported by the European Commission.
Buses will be deployed in five European countries in the
following cities and regions: Region Kln, Wuppertal and
Rhein-Main in Germany; London, Birmingham, Dundee and
Aberdeen in the United Kingdom (U.K.); South Tyrol in Italy;
Riga in Latvia; and Slagelse in Denmark.
London Mayor Sadiq Khan has been urged to back
gas-powered heavy goods vehicles (HGVs) to improve
air quality by former U.K. Development Minister Mike
Foster. A U.K. Dept. of Transport-backed study claimed
that gas engines provide improvements in air quality over
their diesel counterparts.
Foster now runs the Energy and Utilities Alliance, a not-
for-profit association working in the energy sector, and said
that HGVs account for 16% of U.K.s road transport green-
house gases and 2% of road transport NOx emissions, yet
make up just 5% of vehicle miles traveled and less than 2%
of vehicle numbers.
Chinese battery specialist BYD said it has been selected in
Argentina for the purchase of 50 electric buses on behalf of
the Ministry of Environment.
The tender was launched by the Ministry of Environment as a
pilot project for the introduction of electric public transport in dif-
ferent cities throughout the country. The bid evaluation commit-
tee chose BYD from five bidders for its 12 m electric bus, which
is already used in cities such as London, England; Los Angeles,
California, USA; and Amsterdam, Netherlands. To better satisfy
market demands, BYD plans to build a new factory in Argentina.
GenCell, the Israel-based fuel cell developer and manu-
facturer, is partnering with North American energy company
San Diego (California, USA) Gas & Electric (SDG&E).
DIESEL PROGRESS INTERNATIONAL
The GenCell G5rx is a low-maintenance solution that does
not emit any carbon dioxide that can be used in extreme en-
vironments and urban settings.
SDG&E will begin a three-year effort to install the GenCell
G5rx backup fuel cells at its substations. The fuel cell, which
only emits water, will automatically operate in the event the
power grid goes down, said the company. The fuel cell can
operate 10 times longer than existing backup power sources.
Producing 5 kW of steady power, the GenCell G5rx is a
cost-effective, reliable and more efficient energy solution
than existing backup power solutions, such as extending the
battery room or using diesel generators, GenCell said.
Swedens Volvo Buses said it has sold 3000 hybrids,
electric hybrids and electric buses to customers in 22 coun-
tries in Europe, South America, Asia and Australia since their
introduction in 2010.
Volvo sold 533 electrified buses. Since 2010 the largest
markets for its hybrid buses is the U.K., which accounts for
almost half (1425) of the total sales. Other major markets are
Colombia (468), Sweden (196), Spain (137), Germany (135),
Switzerland (129) and Norway (109). Over the past two
years, demand for Volvo hybrid buses has also increased in
Eastern Europe, especially in Estonia (44) and Poland (48).
Renault has acquired French company Power Vehicle In-
novation (PVI) with a view to accelerating the growth of its
light commercial vehicle (LCV) business. The assets of PVI
include expertise in the design and conversion of commercial
vehicles running on natural gas or electricity.
PVI has previously worked with Renault on the develop-
ment and electrification of the upcoming Renault Master
Z.E. large van, which is due to be launched before the end
of 2017 and which would extend Renaults existing range
of electric LCVs.
In southern Germany, Esslingen Municipal Transportation
Authority (SVE) has presented its new battery trolleybuses
with In-Motion-Charging (IMC) from Vossloh Kiepe, based
in Dsseldorf, Germany. The four electric hybrid buses or-
dered by SVE from consortium partners Vossloh Kiepe and
Polands Solaris Bus & Coach S.A. have been on regular line
service since late 2016.
These articulated buses are equipped with lithium titanate
traction batteries which, with 37 kWh of usable energy and an
output of 240 kW, enable normal operation on sections of the
route with no overhead contact lines, the company said. dpi
6 APRIL 2017

JCB has expanded its generator set portfolio to 650 kVA
and above.
JCBS GEN-SET
BUSINESS GROWS
New premium range and rental market sets launched
BY IAN CAMERON
A
s it celebrates the 10th anniversary since the compa-
ny produced and sold its first generator, JCB Power
Products has announced two new developments.
JCB Power Products was established in 2006 fol-
lowing the launch of the JCB DieselMax engine. Today it
offers a range of generators for various applications glob-
ally including residential, rental, construction, quarrying and
mining, agricultural sectors and for use as backup power
supply for commercial applications such as hospitals, of-
fices and data centers.
A key expansion of the companys capabilities was in
2015 when JCB acquired the 39-year old U.K. company
Broadcrown to strengthen and extend its own range of
gen-sets and power supply equipment. The new JCB
Broadcrown is based in Hixon, Staffordshire, England.
Most recently, JCB Power Products has announced two
new extensions to its gen-set portfolio.
DIESEL PROGRESS INTERNATIONAL
POWER GENERATION
First, the company has launched a new premium genera-
tor range from 650 kVA and above and offers customers an
expanded list of engine suppliers for its heavy range of sets.
The company is making Perkins and Cummins engines
available, alongside the existing MTU and Mitsubishi power
offerings, to provide more flexibility to better suit specific
customer requirements across the world, the company said.
The JCB generators feature 50 and 60 Hz options to suit
global demand; a choice of standard Stamford and optional
Mecc Alte alternators and control panels from both Deep
Sea Electronics and ComAp.
The company said that by working in partnership with its
global customer base, JCB Power Products and its genera-
tor dealer network have developed a broader engine offer-
ing to suit all territories and applications.
Perkins and Cummins engines will be offered along with
continued on page 8
7 APRIL 2017

A G100RS generator from the rental range powered by JCBs four-cylinder, Stage 3a-compliant DieselMax engine.
MTU and Mitsubishi diesels engines in a range of 50 Hz
generator sets from 700 to 3350 kVA. A choice of Cummins,
MTU and Mitsubishi power will be available in 60 Hz sets,
with a maximum output of 3200 kW.
As well as offering customers a choice of power sup-
ply, JCB Power Products can deliver generator sets with
a choice of standard Stamford alternators and Deep Sea
Electronics (DSE) controllers. However, if the customer
prefers, the generators can be built using Mecc Alte alter-
nators, with ComAp controllers.
Further customization includes sound attenuating enclo-
sures and containers, industrial and residential silencers, a
choice of three or four pole circuit breakers and the capabili-
ty to synchronize and load share with other power providers.
JCB Power Products is also launching the first four RS
diesel generators, specifically designed for the power gen-
eration rental market and powered by JCBs four-cylinder,
Stage 3a-compliant DieselMax engine. The sets also feature
Deep Sea Electronics controllers and Mecc Alte alternators.
The four RS-branded generators offer outputs of 60, 80,
100 and 125 kVA, which JCB said are the most popular
power nodes for rental machines. The 60, 80 and 100 kVA
DIESEL PROGRESS INTERNATIONAL
POWER GENERATION
models are powered by JCBs mechanically controlled
Stage 3a DieselMax engines while the 130 kVA model has
an electronically controlled DieselMax. The generator de-
sign has been future-proofed to accept engines up to Stage
5 emissions standards.
The sets can be supplied with an optional engine coolant
heater and battery charger for static installations or an op-
tional anti-condensation heater to ensure that the alternator
remains dry between rental periods.
The RS range is equipped with JCBs LiveLink for Power
telematics system to remotely monitor the generator or an
entire fleet. JCB Power Products uses Deep Sea Electronics
controllers on the RS models. The DSE 7310 provides an
auto start module while the 7320 comes with a Mains Failure
Module. A Deep Sea Electronics 8610 controller is available
as an option, complete with synchronizing and load sharing
control module. This controller provides configurable inputs/
outputs for multiple installations options.
The RS generator sets use Mecc Alte alternators and
standard DSR Automatic Voltage Regulators ensure power
backup, essential for operations such as information tech-
nology and data center backup and support, JCB said. dpi
8 APRIL 2017
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DIESEL PROGRESS INTERNATIONAL 9 APRIL 2017

DPinterview WITH UDO KNELTZ, DIESEL PROGRESS INTERNATIONAL

ZF expects a trend toward fully electrically driven machinery. The ZF Innovation Tractor is a demonstration of the future
in off-highway technology, incorporating features such as single-wheel electric drive for tractor and implements, auto-
mated maneuvering and hitching with Safe Range function and pedestrian detection, and 360 camera surround view.

EXPERIENCE,
INNOVATION AND MEGATRENDS
Head of ZF Friedrichshafens Off-Highway Systems business unit
aims to help shape the future of nonroad technology

Editors Note: In 2015, Udo Kneitz was named senior vice
president of the Off-Highway Systems business unit within
the Industrial Technology Division at ZF Friedrichshafen AG.
Based in Passau, Germany, Kneitz oversees the companys
activities in the construction, material handling, agricultural
and waste/recycling vehicle markets. With a mechanical en-
gineering background, Kneitz spent more than 20 years at
vehicle and equipment manufacturers and then held a top
management position at global technology consultant AVL.
Diesel Progress International talked with Kneitz about his
position and his goals for the company.
BY ROBERTA PRANDI
DPI: Youve been with ZFs Off-Highway Systems busi-
ness unit for more than a year. What were you doing be-
fore ZF and whats the transition been like?
Udo Kneitz: Before I started at ZF Friedrichshafen AG,
I worked for several large on- and off-highway corpora-
tions like Mercedes-Benz, AGCO/Fendt, Renault/Claas,
and AVL List.
During this time, there were repeatedly points of con-
tact between ZF and me. I had to deal with ZFs products

DIESEL PROGRESS INTERNATIONAL 10 APRIL 2017

 DPinterview

We are very confident that

we have the right products to
establish CVT technology in
construction machinery and
to improve the performance,
efficiency and comfort of
construction machinery.
Udo Kneitz,
head of ZFs Off-Highway business unit

and services intensively of course also in consider-
ation and evaluation of direct competitors. What became
apparent for me comparatively quickly is that for premi-
um suppliers, ZF is one of the central places to go to. ZF
is a highly successful and customer-oriented company,
which is globally well-positioned for the future. If you are
given the chance to take over a new and challenging task
with a company like ZF, the decision for a change is not
a hard one.
In my current position, I am now for the first time ever
operating for a supplier. This made the last year at ZF a
very interesting and diverse one for me and I was able to
face many interesting challenges.
continued on page 12

Flexibility with
real power! ESX-3CM Freely program-
mable central control unit
Software development in CODESYS and C
High current switching, up to 15A
Flexibility through multi-function I/Os
Multiple communication interfaces
Excels in rough environments
Starter kit available for an efcient start
Exhibition Dates
Sensor + Test, Nuremberg
30.05. 01.06.2017

Agritechnica, Hanover
12.11. 18.11.2017

Sensor-Technik Wiedemann GmbH Am Brenwald 6 87600 Kaufbeuren Germany Telephone: +49 8341 9505-0 Internet: www.sensor-technik.com

Megatrends towards automated driving, connectivity and electronic safety features are already well on the way for on-highway
vehicles. The ZF Innovation Truck offers many advanced functions, as for example, Evasive Maneuver Assist.
DPI: Tell us about how the business unit is organized.
Have you made any changes or are there any signifi-
cant changes coming in the near future?
Kneitz: Based on my professional experience, I am in
a position that enables me to assess our business unit
from a customers perspective. I can therefore judge ex-
actly what a customer expects from our company which
basically is getting complete solutions from one source. I
am convinced that serving our customers optimally and
professionally is only possible if certain structures within
our business unit are well adapted. In the last year, we
made a decisive step toward showing one face to the
customer, by restructuring our sales organization accord-
ingly. However, further adjustments in other fields will be
necessary in the near future.
One of our goals is, for instance, to strengthen our global
footprint and the responsibilities in all regions, so that im-
portant decisions can be made exactly where they have
most impact.
Also, our business units product range will have to un-
dergo some decisive changes. In order to reinforce our
competitiveness in the long run, we have to turn away from
products produced in small numbers and instead focus on
modular system solutions. Simultaneously, we are also
going to diversify our product range. Based on our modular
DIESEL PROGRESS INTERNATIONAL
DPinterview
systems, we will be able to further customize products for
various technology levels.
DPI: What are the advantages for an off-highway cus-
tomer to work with a large organization such as ZF?
Kneitz: First of all, ZF is ever more developing into a sys-
tem supplier. As mentioned earlier, our major aim is to pro-
vide technology solutions from one source a competitive
advantage we are promoting further in order to perfectly
meet our customer and market demands.
Secondly, our long-standing experience in the field of off-
highway systems enables us to deliver not only high quality
but also up-to-date and future-proof products.
DPI: What are the most important product or technol-
ogy developments that ZF will offer its off-highway cus-
tomers in the near future?
Kneitz: ZF will show that it recognized the trends in the
off-highway market in time and that we are able to help shape
the future of off-highway systems together with our customers.
We are very confident that we have the right products
to establish CVT technology in construction machinery and
to improve the performance, efficiency and comfort of con-
struction machinery.
12 APRIL 2017

In this context, we expect a trend toward more intel-
ligent driveline systems and fully electrically driven ma-
chinery. These innovations will play an important role
in the future of on- and off-highway markets and con-
firm our approach to develop and provide Intelligent
Mechanical Systems. With its Innovation Tractor, ZF
has already demonstrated that we are able to play a
leading role in shaping future off-highway technology.
Some of the developmental concepts from this innova-
tive vehicle will be utilized for construction driveline sys-
tems. But it is not only our products that will change, but
ultimately also the way in which they are produced. In
this context, connectivity and Industry 4.0 are amongst
the buzzwords.
DPI: What do you think are the most important
trends in the off-highway equipment markets?
Kneitz: In a first step, we need to further improve ef-
ficiency and productivity of all driveline components. At
this stage, automatization will be one of the key technolo-
gies which we regard as a prerequisite for entering future
markets. In a next step, we see electrification, digitaliza-
tion, and autonomous driving not only as the megatrends
in passenger transportation but also increasingly shaping
the market of off-highway systems. Those megatrends
will ultimately play a decisive role in all applications on a
worldwide scale.
DPI: Are there any countries, geographic regions or
specific market segments that you see as better posi-
tioned for success in 2017?
Kneitz: Even though we expect a recovery of the world-
wide construction machinery market, we cannot assume
Measurably
safer!
Sensor-Technik Wiedemann GmbH Am Brenwald 6 87600 Kaufbeuren Germany Telephone: +49 8341 9505-0
DPinterview
that the market will grow decisively in any regions or geo-
graphical areas.
The bottom of the downturn we saw in Asia and espe-
cially China seems to be reached and markets are stabiliz-
ing. In Europe we will most probably see a stable sideways
trend and we are optimistic about businesses in the U.S.
and South America. In general 2017 should be not a bad
year for our industry.
DPI: What challenges do you see ahead for the off-
highway markets and how will ZF address them?
Kneitz: Governmental regulations, fast-moving markets
and technologies as well as the globalization of our cus-
tomer structures are some of the challenges we see. ZF is
restructuring its organization to perfectly meet these chal-
lenges and customer requirements.
Furthermore, the off-highway market is getting more and
more comprehensive. Global customers with worldwide
production activities expect their suppliers to follow their
global footprint. This has a big impact on our ZF global-
ization strategy and therefore we need to be prepared to
produce local for local. With our so-called Best Choice
Strategy we ensure that we also meet the demands of
local markets such as China or South America and produce
basic technology components on-site.
Besides the already mentioned trends like efficiency and
productivity, we see a strong tendency urbanization. More
and more construction equipment will be used for the main-
tenance of existing infrastructure rather than for building up
new infrastructure. dpi
FOR MORE INFORMATION
www.zf.com
digiSENS-F02
Safety pressure transmitter
For safety related applications
PLd / SIL2 Certied
With ratiometric outputs
Built for rough environments
Shock, vibration and temperature resistent
E1 approval for road use
Exhibition Dates
Sensor + Test, Nuremberg
30.05. 01.06.2017
Agritechnica, Hanover
12.11. 18.11.2017
Internet: www.sensor-technik.com
 GLOBALtrends
GLOBAL CE SALES
LOOK READY TO REBOUND
Global Sales And Forecast Sales Of Construction Equipment
Country/Region 2016 2017* 2018* 2019* 2020* 2021*
China 119 218 134 655 144,380 153 375 161 420 168 750
Europe 140 511 140 430 143 801 141 778 144 495 146 267
India 52 619 59 295 65 770 66 270 69 895 73 470
Japan 59 700 64 245 67 410 74 960 75 460 74 960
North America 158 925 168 600 183 785 199 150 209 910 196 900
Rest Of The World 119 160 127 917 136 572 143 511 149 147 149 340
Total 650 133 695 142 741 718 779 044 810 327 809 687
Change From Previous Year -5% 7% 7% 5% 4% -
* - Forecast
Source: Off-Highway Research

BY DAVID PHILLIPS

A
fter bumping along the bottom, it looks as if global
sales of construction equipment are ready to make
something of a comeback. According to Off-Highway
Researchs latest forecasts, worldwide sales of con-
struction equipment are expected to increase 7% in 2017,
reaching unit sales of 695 142 units worldwide. That com-
pares to the 650,133 pieces of equipment sold in 2016, which
represented the low point of the industrys economic cycle.
It should be noted that these are provisional figures. Final
totals will be available shortly.
The types of equipment covered in these forecasts are
articulated dump trucks, asphalt finishers, backhoe loaders,
crawler dozers, crawler excavators, crawler loaders, mini
excavators, motor graders, rigid dump trucks, rough terrain
lift trucks (masted and telescopic handlers), skid-steer load-
ers, wheeled excavators and wheeled loaders.
Sales of construction equipment last year were affected
by weak economic growth worldwide and low global prices
for many commodities. These factors had a knock-on effect
for the demand for most types of machinery, particularly
equipment used in mining and other extractive industries.
However, commodity prices began to rise as 2016 went on
and sales picked up in a number of key markets.
Of particular significance this year is the expected return
to growth for the Chinese market, which bottomed out in
2016 after five years of steeply falling sales. Even with the
13% rise in sales expected in 2017, demand in China will
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
still only be some 30% of what it was in the boom years of
2010 and 2011. It will still be an improvement, however,
and one no one will be sorry to see.
The robust Indian construction equipment market,
meanwhile, is forecast to go from strength to strength.
Equipment sales grew a remarkable 40% last year
thanks to increased investment and a pickup in project
implementation in the countrys infrastructure market.
This is expected to drive consistent and steady growth
in Indian construction equipment sales for the next five
years and as the industry matures India could emerge as
a significant regional manufacturing hub.
At the same time India has been growing, the mature
markets of Europe, Japan and North America suffered a 3%
slippage in sales last year. There were several factors that
probably impacted business confidence negatively, including
the long run-up to the USAs presidential elections, as well as
the U.K.s Brexit referendum. But with those controversies
behind us, growth is forecast to return in 2017, particularly in
Japan and North America. The outlook for Europe isnt quite
as positive, as the market looks to be somewhat flatter.
The long-term outlook for the global construction equip-
ment market calls for a period of moderate growth. Sales
are expected to rise from the low point of 650 133 units in
2016 to around 810 000 machines being sold in 2020 and
2021 a 25% increase overall.
In value terms, the market is forecast to increase 28%
over the same period, with sales increasing from US$69.8
billion in 2016 to US$89.3 billion in 2020. This reflects an
expected resurgence in some higher-value types of equip-
ment over the coming years, most notably crawler excava-
tors and rigid dump trucks. dpi

DIESEL PROGRESS INTERNATIONAL 14 APRIL 2017


Grigoa, Lybra and Gemini are the new pilot boats at the Genoa Harbor, Italy. They are all equipped with NEF
engines by FPT Industrial.
DIESEL ENGINES
POWER HARBOR BOATS
FPT Industrial engines help keep busy vessels in operation
N
EF series diesel engines by FPT Industrial will
power three new pilot boats for the Genoa Harbor
Pilots, Italy.
The new Grigoa pilot boat a GRP 12 Pilot
by the Cantieri Navali Mancini, Italy is equipped with
two 5.9 L N60 370 engines, with a maximum power out-
put of 275 kW at 2800 r/min. This engine is a six-cylinder
inline unit with electronic common rail injection system. It
has a dry weight of 595 kg and maximum torque rating of
1103 Nm at 1800 r/min.
The Lybra and Gemini boats Seaward Nelson 40 mod-
els, U.K. are each equipped with two N67 450 engines; the
engines have a 6.7 L displacement and a maximum power of
335 kW at 3000 r/min. This engine is also a six-cylinder inline
unit with electronic common rail injection. Its dry weight is
600 kg with maximum torque rating of 1305 Nm at 1800 r/min.
DIESEL PROGRESS INTERNATIONAL
MARINE PROPULSION
The Genoa Harbor Pilots are at work 24 hours a day, 365
days a year, in any weather and sea conditions. Overall,
these pilot boats are used for thousands of hours each year.
Engines are intensely stressed with continuous gear shift-
ing and power demands and equally rapid deceleration.
Our relationship with pilot boats is crucial, Genoese
pilot Beniamino Cavallari said. Thanks to these vessels
and their strength, we are able provide our service in the
best possible way. The reliability of the engine itself is
the most important asset for these boats in my opinion.
Without that consistency, we could not run our service
effectively. dpi
FOR MORE INFORMATION
www.fptindustrial.com
15 APRIL 2017

The excavator boom reaches over the ships side and the clamshell bucket dips along it into the
Rhine River, almost vertically.
ATLAS REACHES
NEW DEPTHS
Modified excavator plays major role in river safety and operations
BY IAN CAMERON
A
32.7 tonne excavator has started work on the
River Rhine and is helping to increase safety on
the waterway.
The Atlas 340 LC crawler excavator has been
equipped with a hydraulically adjustable boom and is work-
ing for WSA in Cologne, Germany, where the machine has
a range of duties including embankment protection, dredg-
ing, removing boulders and trees and salvage work.
The excavator is stationed on a barge that is moved by
the Keiler pusher-tugboat.
The machine is powered by an intercooled, Deutz TCD
6.1 L6, Stage 3b diesel engine with a Deutz turbocharger.
The engine produces 180 kW at 1800 r/min. Atlas GmbH
based in Ganderkesee, Germany made the excavator.
DIESEL PROGRESS INTERNATIONAL
MATERIAL HANDLING
Removing boulders from the Rhine, is one of the most
challenging and hazardous tasks for the excavator. Boul-
ders are detected during regular measurements taken by
a survey vessel. In many cases, the excavator can grip the
boulders with its Atlas orange peel grab and hoist them on-
board. If the boulders are too big, a hydraulic hammer is at-
tached and used first and the fragments are taken onboard.
There is also the job of removing gravel and sand from the
riverbed to maintain the required water depth.
Another arduous job is embankment protection, which
involves inserting heavy and abrasive basalt rockfill into
sections of the embankment. In addition, the basalt boul-
ders have to be practically tossed to slightly more distant
parts of the embankment in order to reach those areas. This
16 APRIL 2017

subjects the material, bolts and joints of the excavator to
exceptionally high stresses, the company said.
Especially during the winter, the 340 LC is used to clear
felled trees from the embankment and can drive via a ramp,
pick up the wood and store it on the barge.
From near midship, the excavator boom reaches over the
ships side and the clamshell bucket dips along it into the
Rhine, almost vertically. The maximum reach of the excava-
tor with the hydraulic adjustable boom is 12 m.
This way you can reach down right at the ships side
without jeopardizing the stability of the boat, said Rolf
Nagelschmidt, chief hydraulic engineer at WSA water-
ways and shipping office, in Cologne.
Linde supplied the hydraulics and main pump. Linde also
provided the axial piston motor and planetary transmission
for the slewing gear. The excavator also incorporates a
Caldaro joystick.
Two flow-on-demand controlled, high-performance pis-
ton pumps and a fuel-saving load-sensing control make the
NEW CONCEPT for testing of engines, components,
exhaust aftertreatment systems, fuels and lubricants
Optimised testing with lower investment and operational costs
Scalable, upgradable and transportable
Contact us: sales@proventia.com, +358 20 781 0200, www.proventia.com
MATERIAL HANDLING
The excavator is sta-
tioned on a barge that
is moved by the Keiler
pusher-tugboat.
340 LC a sensitive working machine, according to Atlas.
The Atlas dealer Michels GmbH, headquartered in Geldern,
Germany, carried out the modification work and has loca-
tions in Bergheim and Essen, Germany. The Atlas 340 LC
replaces the previous Atlas 1804 LC that had been in use
at WSA for 20 years. WSA is responsible for the safety and
maintenance of a specific section of the Rhine.
Cameras at the side and the rear are designed to ensure
safe driving, and the front windshield can be slid under the
cab roof. Attachment tools are also designed and built by
Atlas. For dredging and other jobs, a clamshell grab with
a capacity of 1200 L and a completely closed orange peel
grab with a capacity of 800 L are available. It is also possible
to work with a rock bucket of 1260 L capacity. A cargo hook
(11.3 tonne lifting capacity) with the applicable safety de-
vices can be used for duties including salvage operations.
The long reach enables the excavator to work close to
the ships side without having to move the machine with the
600 mm wide floor plates securing stable positioning. dpi
Proventia Test Unit
From Modular Engine Test Laboratories to Test Centres
 INDUSTRY NEWS

Its a new era at Motorenfabrik Hatz as CEO Michael Schweigert (left) and Thomas Lehner, commercial managing
director and chief financial officer, are responsible for operations at the family owned company.

THINGS CHANGE,
STAY THE SAME AT HATZ
Venerable German diesel engine manufacturer still family owned,
but new structure aims for flexibility, growth

BY MIKE BREZONICK

O
ver the last several decades, Motorenfabrik Hatz
has been an increasingly rare company within the
industry a family-owned and operated manu-
facturer of diesel engines and components.
Recently, however Hatz has undergone a significant
change yet one that leaves it in much the same position.
As it has been for more than 135 years, Hatz, headquar-
tered in Ruhsdorf, Germany, remains a family owned com-
pany. But now rather than the extended Hatz family, the
majority of the company is owned by one family member,
Wolfram Hatz, who had been commercial managing director.
And instead of running the company with his cousin,
Technical Managing Director Christian Hatz, Wolfram Hatz
is now chairman and two new managers brought in from
outside the family and company are charged with oversee-
ing the operations.
Its not an acquisition, said Bernhard Richter-
Schtzeneder, head of marketing at Hatz. Its more of an
equity rise the ownership is still 100% family. By the re-
investment of Wolfram Hatz, he is the majority owner now.
The change in the structure was prompted by sev-
eral factors, one of the main ones being the increasing
cost involved with engine development. The investment
in technology is not getting any less after Tier 4 final,

DIESEL PROGRESS INTERNATIONAL 18 APRIL 2017

 INDUSTRY NEWS

Schtzeneder said. We were hoping that it was really

final as far as investment in emissions, but the Europeans
had other plans with Stage 5.
We are implementing our new three-cylinder H Series
engine in 2018 and one year later, we have to prepare all
of our engines for Stage 5. We needed more capital to
work with.
Generating capital for new product development hasnt
always been simple for Hatz, as Christian Hatz explained
in an interview with Diesel Progress in 2013. Its not like a
public company, you dont get fresh money from the mar-
ket, he said. You have to save money you generate and
if youre going to do a development, you have to open up
your pockets for things like the H Series.
While family ownership did allow for an enviable amount
of flexibility All of the Hatz family lives in Ruhsdorf, which
is an advantage for making decisions quickly, Wolfram
Hatz told Diesel Progress in that same interview there
were obviously times when the most willing family pockets
might not be deep enough.
So just over a year ago, the company began examining
options, including taking on outside equity. The first ap-
proach was to have external partners supporting the de-
velopments, Schtzeneder said. All the options involving
external partners have certain consequences because all
of them have their own specific focus. Finally, the manage-
ment and the ownership concluded that was best to go in The face of Hatz diesels worldwide for two decades,
this direction. Wolfram Hatz is now chairman and majority owner
With Wolfram Hatz now chairman, the business will of the company that had been operated by the Hatz
for the first time be managed by someone other than a family for most of its 135-year history.
family member. Michael Schweigert is now chief executive
officer while Thomas Lehner is commercial managing direc- Components supplies products such as connecting rods,
tor and chief financial officer. crankshafts, housings and control parts for other engine
Schweigert, 60, has extensive experience in the automo- manufacturers worldwide, including automotive. The com-
tive industry, including positions in production planning and pany has maintained a high level of expertise in components
production management at Daimler. He also has more than such as connecting rods and it incorporates an impressive
15 years of experience as a management-restructuring range of manufacturing technologies and capabilities that in-
specialist and has been supporting the restructuring pro- clude the machining of high-strength, micro-alloyed steels,
cess at Hatz since mid-2015. He officially became CEO of aluminum, cast iron, sintered materials and titanium.
Hatz in November. Weve split it into two business segments so there is a
Lehner, 50, spent nearly two decades at commercial ve- very clear segmentation in the company now, Schtzeneder
hicle and equipment supplier Knorr-Bremse focused on fi- said. Before that, we could have someone working in the
nances and control and held several management and board morning for components and then in the afternoon for en-
positions. He also took his new post at Hatz in November. gines, so it was very difficult to separate the costs.
Mr. Schweigert started with us in July 2015 so he knows al- The automotive business is completely different from the
ready the production, he knows what we stand for, he knows machinery business, as are also the purchasing methods.
how were working, Schtzeneder said. And of course, he To be competitive, you have to streamline your cost and
also has his own ideas of how to develop in the future. really monitor that very closely in order to provide competi-
Mr. Lehner started after the two cousins were no lon- tive quotes. We have streamlined the components business
ger operating the company and he is the really fresh eyes from a cost structure to cope with OEM requirements of the
bringing in new ideas. Overall, the management has been automotive and pleasure craft engines and weve been very
going very well. successful because we have some capacity, which we were
Another change undertaken by Hatz has been a division able to use.
of the companys engine and component businesses. Hatz continued on page 20

DIESEL PROGRESS INTERNATIONAL 19 APRIL 2017


Hatz operates manufacturing facilities in Ruhsdorf,
Germany, and the Czech Republic. Even with the
changes in the companys structure, engine as-
sembly will remain at the headquarters facility in
Ruhsdorf, maintaining the companys Made in
Germany heritage.
As far as capacity, there are no changes pending at
this time, as Hatz will maintain its facilities in Ruhsdorf
and the Czech Republic. We do not have plans as far as
Services on the Construction
Equipment Industry
INDUSTRY NEWS
reallocation of production, Schtzeneder said. What we
are always doing is that because of the dynamic situation
in the market, we decide the most effective manufacturing
place, component by component, based on the volumes.
Our two factories are only one hour from one another, so
its very easy to relocate certain parts.
But the engine assembly will stay in Ruhsdorf, so the ma-
jority of the value-added product will stay Made in Germany.
While all those changes have taken place, not much is
different in terms of the companys interactions with cus-
tomers and the industry. Wolfram Hatz remains the public
face of Motorenfabrik. Hes been the face of the company
more than 20 years, so he will be at exhibitions and he will
go to customers with us, Schtzeneder said. Hes still
available to us while hes not in the daily management.
Still being the family business, were more flexible, de-
cision times are shorter and we can sometimes do things
that big corporations cant do. Were very happy we can
keep this position and not be part of another big corpo-
rate organization where we have to apply all the rules
and terminologies.
If youre a customer and you have a personal relation-
ship with the owner, youre basically more secure. If you
look at some of the very large companies, if they dont
make enough money on one engine line and they drop it,
theres nothing you can do. If you know the guy who owns
The Construction Equipment Industry in The Construction Equipment Industry in The Construction Equipment Industry in
The Construction Equipment Industry in
EUROPE CHINA INDIA
IRAN
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 INDUSTRY NEWS

The first three-cylinder H Series

engine will go into production in
2018. Like the four-cylinder H
Series diesels introduced ear-
lier, the 3H50 diesel will meet
EPA Tier 4 final and EU Stage
4 emissions regulations and
is ready for upcoming Stage 5
standards, the company said.

the company, thats a big difference, a big, big difference.
And its not only still being a family company, but its also
being independent from equipment manufacturers. This is
really a big asset for us because in todays world, a lot of
the engine manufacturers have their own equipment lines
and theyre not reducing this activity but they are building it.
Everybody is going very deep in that direction and I think its
very important for the market to have an independent com-
pany like Hatz.
So we believe this is the best-case scenario. Were still
family owned and not controlled by any potential competitor
of our customer and we have all the decisions in our hands.
We are getting excellent management, were getting fresh
ideas. We will focus on our strengths and we will follow the
path of efficient development and efficient production and
therefore all of our customers will benefit from an even fast-
er development, faster reaction time. And we will continue
to be a reliable partner. dpi
FOR MORE INFORMATION
www.hatz-diesel.com

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 CONTROLS

AN EVEN BETTER
WAY TO CANect
HED unveils second-generation CANect modules; moving beyond telematics

BY MIKE BREZONICK

F
our years ago, HED Inc., the USA-based specialist in
mobile vehicle control and display technology, took a
big step forward with the introduction of its CANect
technology, a CAN-based configurable data logging
and telematics system for mobile equipment.
Now the company has taken an equally big step with
the development of CANect Generation II, a line of con-
nected equipment technology designed to provide both the
traditional telematics functionalities such as onboard and
remote data logging and the second-generation CANect
system that goes well beyond the original, consisting of
hardware, software utilities and connected services that
allow even mixed fleets to take advantage of all of the
available data generated by machines and develop com-
prehensive vehicle and fleet management strategies. The
system debuted at the recent ConExpo-Con/Agg show in
Las Vegas, Nevada, USA.
This is a higher level order than telematics, said Brett
McNalley, product manager for Wireless Products at HED.
Its really Internet of Things.
Telematics is traditionally machine to machine you HED has developed a new generation of its CANect
have a piece of equipment talking to the cloud, youre stor- configurable data logging and telematics system
ing data and you have the ability to process data. Then modules for mobile equipment. CANect Genera-
there is MRM, mobile resource management fleet-wide tion II consists of hardware, software utilities and
systems like the traditional telematics for over-the-road connected services designed to allow even mixed
trucking, where they can keep track of speed, direction and fleets to take advantage of all of the available data
hours or mileage. Theyve expanded that to include some generated by machines and develop comprehen-
vehicle diagnostics, but its still very primitive. sive vehicle and fleet-management strategies.
What our system does is a heck of a lot more than that.
We can do all of the usual telematics functions, but we
can actually do things like store digital service manuals or fast downloading and communication interface to other
stream videos. Videos are the new way of the future in ser- electronics and a host/client USB can be used for module
vice and they make it easier for people to pick up how to reprogramming or data retrieval. The CL-T05 and CL-T06
quickly diagnose things and you can really organize instruc- modules have three, tricolor status LEDs, while the CL-T07
tional sets and things like that. We have enough memory on has four LEDs.
board to do all that. The CL-T05 WI-FI module allows for a range of function-
Thats not telematics its a lot more than telematics. alities such as live viewing of vehicle data, either locally on
The three new CANect modules the CL-T05, CL- a smart device phone, tablet or laptop or remotely
T06 and CL-T07 all incorporate processing architecture through a mobile WI-FI hotspot. It can also provide histori-
consisting of a 696 MHz microprocessor with 128 MB of cal data for the development of prognostics, enable vehicle
DDR3 RAM and 4 GB of eMMC flash memory. Data is parameters to be set with a smart device, determine ex-
time-stamped via an integral real-time clock with battery. isting vehicle software and allow reprogramming over the
GPS captures vehicle speed, direction and location while air and pushing stored vehicle data to secure servers via a
a three-axis accelerometer records vehicle angle and ac- hotspot or router.
celeration. A 10/100BaseT Ethernet connection provides The WI-FI module communicates by linking the vehicle

DIESEL PROGRESS INTERNATIONAL 22 APRIL 2017


CANbus, through two CAN ports, with an HTML website
that is hosted on the module. By tethering to a mobile
hotspot technicians can remotely diagnose issues on a
vehicle without a cellular modem. Internal WI-FI and GPS
antennas have a 30.5 m range.
The CL-T06 is a GSM module that incorporates many of
the same features and capabilities of the CL-T05, but uti-
lizes 2G and 3G cellular communications rather than WI-FI
to enable telecaching and other telematics and machine-to-
machine (M2M) applications. Similarly, the CANect CL-T07
is an all-in-one module that can utilize WI-FI or GSM proto-
cols for telematics and M2M applications.
All of the CANect modules can operate in 8 to 32 V
systems and are housed in IP67-rated cases designed to
withstand the rigors of the mobile machine environment.
Programming of the modules can be done with a free,
open source software development kit. HED also offers a
CANect SDK for customers who are familiar with Linux and
open source software development, along with the CANect
Composer development tool.
CANect is a solution where you dont have to create any
software to get it out working on your piece of equipment,
McNalley said. We have configuration utilities and a team
of people, so you can either have us develop a solution for
you or we can give you our utilities and you can develop
your project yourself.
Utilizing the CANect Generation II technologies, custom-
ers can avail themselves of three different levels of vehicle
management, two of them different and above what tradi-
tional telematics is today, McNalley said.
CANect View is designed for managing individual ma-
chines on-site. A mobile application, it provides a variety
of functionalities, including virtual dashboards, pre-flight
checklists, remote control, live vehicle data logging, his-
torical data trending, over-the-air programming via WI-FI,
maintenance and prognostic information and service lit-
erature, service videos and diagnostic visualizations. It
resides on our device and functions on the vehicle electron-
ics, McNalley said. It can interface with displays, control
modules and keypads and is really exceptionally unique.
CANect Reflector is designed for off-site vehicle manage-
ment and provides remote access to CANect View, along
with remote over-the-air programming, diagnostics and
DIESEL PROGRESS INTERNATIONAL
CONTROLS
CANect Reflector is designed to allow
users to view and communicate directly
with the CANect module on the vehicle
from any internet-enabled mobile mod-
ule or PC worldwide.
CANect View is designed for managing individual ma-
chines on-site using any smartphone, tablet or laptop.
high-speed, real-time data viewing. It gives you the ability
to see CANect View on your PC, phone or tablet, McNalley
said. Its a really nice feature because then youre no lon-
ger sending people out to the vehicle to fix it youre bring-
ing a rich interface to the actual service team and that really
provides an ROI in terms of your service.
For complete remote fleet management, HED offers
CANect Portal, a cloud-based system that can be used to
develop user dashboards that can provide specific informa-
tion to specific users i.e., maintenance personnel can
view data trends and prognostic information while managers
can see machine utilization and operator performance, etc.
CANect Portal also offers fleet-wide over-the-air pro-
gramming capability (through the CANect Reflector tool),
geofencing and curfewing for each individual machine
and E-notifications (text, email or phone) involving critical
machine issues.
CANect Generation II is a very comprehensive product
comprised of hardware, software utilities and connected
services that will allow the customer to quickly and ef-
fectively deploy a mixed fleet solution, whether youre an
OEM, a rental guy or an end user, McNalley said. Its basi-
cally like the FitBit of heavy equipment. dpi
FOR MORE INFORMATION
www.hedonline.com
23 APRIL 2017
 MOBILE HYDRAULICS

DANFOSS NEW
PRODUCTS ROLL IN SLOWER TIMES
Recouping Tier 4 final efficiency a key driver in launch of more than 20 new products

BY MIKE OSENGA

T
ypically in slower economic times (like now), new
product budgets get reduced or cut, programs get
put on the shelf and the overall pace of develop-
ment slows down to match the reduced revenues
coming in.
Yet even with most of its off-highway OEM markets in the
doldrums or worse, Danfoss Power Solutions is in the midst
of an extensive and robust series of new product launches.
Over about the last 18 months or so, Danfoss Power
Solutions has introduced more than 20 new products
across its overall range, as well as acquiring White Drive
Products, which added a complementary line of hydraulic
motors along with an increased presence in China. Not typi-
cal down-market corporate behavior.
Our story probably goes back to 2008-2009, said Dan
Ricklefs, vice president global marketing, for Danfoss. In
2008, 2009, like a lot of companies, our supply chain wasnt
structured to handle such a downturn. Working through
that, we found a decent solution that is a mixture of more
outsourcing, a little less globalization, a little more regional
manufacturing, all to shorten the supply chain lines and
build a system that can handle downturns.
We paid the price in 2008 and 2009. It was a pretty pain-
ful restructuring, but coming out of that we have a business
model that today is pretty resilient.
Certainly during the downtime of 2008-2009, we did
stop many of these activities. There was a pretty big pause. Underpinning what has been a robust series of new
Coming out of that, weve turned those programs back on, product introductions in slower times for the off-
and as they usually take 18 to 24 to months to develop, highway world has been Danfoss Power Solutions
youre now starting to see things that were developed in launch of two soon to be three Danfoss ap-
2010, 2011 to come to market now. plication development centers (ADC). The original
And economics aside, there was one driver pushing ADC is at Danfoss Ames, Iowa, USA, operations. A
companies like Danfoss Tier 4 final diesel emissions similar facility opened at the companys Nordborg,
regulations. Denmark, operations in 2015 and an ADC in Shang-
Machine efficiencies, connected products, more intelli- hai will open this year.
gent systems, tend to drive most of our product categories,
Ricklefs said. But as many of our OEM customers have Thats where were seeing a lot of the pull for smarter,
gotten through Tier 3, Tier 4 progression, many of them now more intelligent products as they address some of those
are going back and looking at those system designs and system efficiencies. In the end, OEMs want to differentiate
saying, Can we make them better now and not just shoe- their machines. Were offering them product platforms that
horn a Tier 4 engine into our current design? will allow them to do that.

DIESEL PROGRESS INTERNATIONAL 24 APRIL 2017


One of the major launches for
Danfoss Power Solutions in this
stretch was the MP1 series of
closed-circuit axial piston pumps.
While not a brand new category
for Danfoss, the debut moves this
medium power line into more of a
platform approach.
And they do it, Ricklefs said, by offering potentially sig-
nificant advances in power management and overall ma-
chine efficiency.
Recouping Tier 4 final efficiency losses is probably the
biggest driver were seeing, Ricklefs said. Tier 4 engines
dont have as much power available for work as previous
versions, so now the designers are looking at the rest of
the vehicle to see where they can recapture some of the
systems efficiencies. And as hydraulics are a major user
of power, were coming up with intelligent solutions and
often at the system level, not the individual components
level to help them figure out how to better manage the
horsepower of their machines to deliver more work for the
end user.
One of the product launches Ricklefs highlighted was
the launch of the MP1 series of closed-circuit axial piston
pumps that debuted at bauma 2016. Its not a brand new
category for us, we do have medium power products, but
this is certainly more of a platform approach and leveraging
those market drivers, Ricklefs said.
The MP1 pump, which was introduced with 28/32 and
38/45 cc frames, is targeted at a variety of applications in-
cluding road construction, turf care, material handling and
specialty machines such as rollers, trenchers, directional
drills and pavers, as well as sweepers and harvesters.
MP1 features include: the ability to scale to needed con-
trol capability including manual displacement control
(MDC) and electrical displacement control (EDC); flexibility
through common pump platforms for controls and porting;
and a true clean side (noncustomer interface) designed
to provide greater flexibility in component placement.
Designed to offer modularity, the MP1 also offers common
shaft, control, charge pump and auxiliary pad options en-
abling rapid and easy conversion to an array of configura-
tions, Danfoss said.
The pumps are enabled for telematics with custom
DIESEL PROGRESS INTERNATIONAL
MOBILE HYDRAULICS
applications using the Danfoss Power Solutions Plus+1 GUIDE
(Graphical User Integrated Development Environment)
system, MP1 helps deliver more precise machine control
by providing many possibilities for connectivity and vital
data collection, Ricklefs said.
We continue to progress our steering product line,
Ricklefs said. Especially in the agricultural markets with
GPS steering, but you can see that technology coming
into other markets, as well. Its an area were continuing to
invest quite a bit in the technology, mostly with electronic
steering actuators.
The release of the H1B210, a new frame size that en-
hances the Danfoss H1B bent axis motor family (H1B060
through H1B250). The new frame features a compact
design, higher rotating and acceleration speeds than the
H1B250, and integrated controls. Motors in the H1B prod-
uct line feature 32 bent axis technology and zero-degree
capability designed to deliver smooth, on-the-go shifting as
well as anti-slip functionality and torque control to optimize
the use of available power.
The introduction of the PVG 16 was the first Danfoss
low-flow load-sensing valve with electrohydraulic actua-
tor technology the PVE Series 6. Incorporating a mi-
crocontroller for closed-loop spool position control, the
PVE Series 6 actuator delivers total spool controllability
and built-in fault monitoring.
The PVG 16 and PVE Series 6 combination is available
as on/off, proportional and proportional with float actuator.
continued on page 26
25 APRIL 2017

The new application development centers include test tracks to simulate actual operating conditions for machines to run
in. Danfoss said machines can run on different inclines, straight tracks, curves, different mud operating conditions, just
about anything vehicles will see during operation.
The overall PVE technology enhances controllability of the
PVG 16 for integration in advanced electrohydraulic sys-
tems, the company said.
The PVG 16 has a very configurable, very responsive
valve design in a smaller frame size, to be able to better
fit, to be more competitive, in smaller flow applications,
Ricklefs said. But once again its designed around the
same kind of technical concept, with a CAN actuator as an
option, so it has advanced system design capabilities, all
those themes for increased efficiencies.
Underpinning all these new product developments has
been the expansion and launch of two (soon to be three)
Danfoss application development centers (ADC).
Danfoss had some of the capabilities at what have be-
come the ADCs at its Ames, Iowa, USA, operations. In
2013 the Ames operations underwent a significant expan-
sion. A similar facility opened at Danfoss Power Solutions
Nordborg, Denmark, operations in 2015 and an ADC in
Shanghai is scheduled to open in this year.
The work we are doing in our ADCs is mostly on solu-
tion development, Ricklefs said. Our goal is to know our
customers applications as well as they do.
Having the facilities in place allows us to take a machine
and put it through all its practical application paces, under-
stand the challenges our OEMs see and to measure and
test them in close-to real world conditions. We then use our
DIESEL PROGRESS INTERNATIONAL
MOBILE HYDRAULICS
systems application expertise to come up with novel and
unique solutions to those challenges.
Ricklefs said the ADCs include test tracks to simulate ac-
tual operating conditions for machines to run in. Were not
testing our products as much as the machines themselves,
he said. We can run on different inclines, straight tracks,
curves, different mud operating conditions, just about any-
thing our customers vehicles will see in operation.
Systems-level engineering is wrapped around the abil-
ity to look at the machine in total and find the best vehicle
solution versus the best product solution. In the end, maybe
you can squeeze out 1, 2 or 3% better efficiency at the com-
ponent level.
But if you want to make major step changes in the ma-
chine design you have to look at everything how can you
manage the rpms of the engine and match that exactly with
the needs of the hydraulic system is just one example. A lot
of those big gains are coming at the systems level.
We see that as the ripest area for differentiation, not only
for us but for our customers. To look at these things from
the complete systems perspective and adding value at that
level rather than just the individual components. dpi
FOR MORE INFORMATION
www.powersolutions.danfoss.com/home
26 APRIL 2017

A Lister Petter LWA20A-WME350 generator set.
Lister Petter engines and generators are used in a
variety of applications including power generation,
marine, construction, agriculture and telecoms.
LISTER PETTER
LOOKS AHEAD
With new owners and management, 150-year-old engine and gen-set manufacturer
makes big changes as it plans for the future
BY IAN CAMERON
A
s it celebrates its 150th anniversary in 2017, the past
three years were probably the most challenging
and volatile for United Kingdom-based engine and
generator set manufacturer Lister Petter.
The company is rebuilding itself under new owners and
management following upheaval that saw it hit financial prob-
lems in 2014, leaving some creditors with substantial losses.
Today the company produces air-cooled engines from
2.1 to 28.5 kW, water-cooled engines from 6.8 to 124 kW
and gen-sets from 4.5 to 20 kVA with an aim to expand this
range in both directions and going up to 150 kVA in early
2017. Listers products are used in a variety of applications,
including power generation, marine, construction, agricul-
ture and telecommunications.
During its long history, the company at its peak em-
ployed more than 5000 people. Today it employs around
100 people and produces 200 to 300 engines a week. But
the company seems to be back on an even keel and talks
enthusiastically about growth, new products, possible joint
ventures and potential tie-ups with other engine makers.
The largest shareholder in the new Lister Petter is for-
mer supplier Trevor Modell, who is estimated to have been
the biggest creditor. The other directors are Ben Whitmarsh,
Tony Brimble and Ian Thompson.
In the U.K., Lister has its manufacturing and research
and development at Quedgeley, Gloucester, whilst its sales
DIESEL PROGRESS INTERNATIONAL
INDUSTRY NEWS
and marketing is based 290 km north at Sherburn in Elmet,
near Leeds. Both parts of the business are run very much at
arms length from each other, according to Whitmarsh, who
is managing partner and sales director.
Todays setup contrasts sharply with the formation of the
previous Lister. Gone are the small factories in Pune, India,
and Kansas and Texas in the USA, along with a Miami,
Florida, USA, distribution center and a sophisticated telemar-
keting setup in Dubai, United Arab Emirates, that claimed to
have staff able to speak a total of 24 different languages.
Lister Petter has a very English backbone and is proud of
its Made in Great Britain badging.
When the previous Lister hit its problems the biggest
creditors were basically given the option of reverse buy-
ing the company by writing off their debts, Whitmarsh said.
That is how the new ownership came about it was a
case of a group of us saying Do we lose everything or do
we try and acquire something because we still have a belief
and passion in it? We asked ourselves, can we regrow it?
So that is where the new business came from.
The company is continuing to build and evolve its well-
known and long established Alpha Series of engines that
includes four models in the two-, three- or four-cylinder, nat-
urally aspirated or turbocharged LPW range of diesel en-
gines which have a power range of 6.8 to 41.3 kW at 1500
continued on page 28
27 APRIL 2017

All of the management team went into this
venture with their eyes wide open and we knew
what we wanted to achieve and that was to re-
establish Lister Petter as a major engine maker
and having a historic brand not one just left to
wither on the vine.
Ben Whitmarsh, managing partner and
sales director, Lister Petter.
to 3600 r/min (fixed speed) or 1500 at 3000 r/min (variable
speed). The company is working on a project to offer up-
graded, more powerful LPW engines.
Lister also offers its LPW Long Running diesel engines run-
ning at 1500 to 1800 r/min and specially configured for 2000
hours unattended running or for 1000 running at 3000 r/min.
Outputs range from 7.5 to 41.3 kW and they are designed for
continuous running in ambient temperatures up to 52C, with
a cold start capability down to -32C, the company said.
Another Lister Petter mainstay is its diesel-fueled TR en-
gines within its T Series, ranging from 5.5 to 28.5 kW at
1500 to 2500 r/min. The direct-injection engines have one,
two or three cylinders and are naturally aspirated.
Lister also supplies a range of gen-sets including the
LWA liquid-cooled, slow-speed set with power outputs
of 6.1 to 21.5 kVA at 50 Hz and 7.3 to 26.8 kVA at 60
Hz. The companys Gamma Series of gen-sets can also
reach 150 kVa.
According to Whitmarsh, Lister Petter does have wide-
ranging, ambitious plans, but he stressed that they will only
be carried out in a structured and strategic manner.
There are a number of things in the pipeline, Whitmarsh
said. We are working on several projects whereby we
would expand our range both up as well as down. There
DIESEL PROGRESS INTERNATIONAL
INDUSTRY NEWS
are projects where we are looking at petrol-based products
to be able to complement the existing range.
We are also looking at a wide range of projects to take
products up in kVA and these will happen in 2017. Some will
be done directly and some may be done as a joint venture
partnership and others may even be done as investment
opportunities from other companies.
We are not averse to having discussions about investments
into our business as long as it is in line with our objectives.
So if a partner wanted to get involved with us and could offer
added value by product range or by new facilities or research
and development, then we are interested. In fact, we have had
those discussions with other engine builders about some sort
of tie-up which would further strengthen the Lister Petter brand
and enhance the other companys product offering as well.
Does that imply Lister eventually being taken over and
the name disappearing?
No, Whitmarsh said. All of the management team went
into this venture with their eyes wide open and we knew
what we wanted to achieve and that was to re-establish
Lister Petter as a major engine maker and having a historic
brand not one just left to wither on the vine. We want our
products to be the lifeblood of our customers markets.
For example, if you look at Africa, which was a market hit
badly when the old company went away, interest has come
back and there is now massive demand for the Lister product.
We have customers who say that despite the problems the
company had over the past few years, we still support you
as long as you deliver the right quality products and on time.
The company has between 50 and 60 dealers worldwide.
The number had previously been much higher but, accord-
ing to Whitmarsh, many dealers drifted elsewhere during
the difficult times.
Dealers now see a more secure Lister which is deliver-
ing engines and on time, Whitmarsh said. He cited the fact
that three former dealers have recently enlisted again as
Lister dealers to take stock for their local markets.
Explaining the strategy of shrinking the companys over-
seas operations, such as the now-closed Kansas facility
that made and remanufactured Alpha engines, Whitmarsh
said, The reason for the consolidation is that the new com-
pany has a very different management style and vision.
Lister Petter is still a powerful brand, but it has to be
grown correctly. We are still interested in partnering with
businesses if there is a justification in a local territory or if
there is a benefit to us to manufacture in a particular area of
the world, but in reality, shipping costs have been reduced
and the cost of me running an operation in the USA versus
me running the business in the U.K., when you consider the
economies of scale and the efficiencies we have put into
the business, I can build the engines and ship them over to
the USA at a lower cost base than I could by running there.
Lister has also adopted a policy of making it sure it can
walk properly before it tries to run.
28 APRIL 2017
 INDUSTRY NEWS

time which was a problem in the past when some custom-

ers were waiting a long time for their product. Now we are
meeting, 95% of the time, the expectations of our custom-
ers and that comes back to managing a business properly,
putting good structures in place and making sure that it is
customer focused.
The companys engines still fall into the Tier 2 and Tier 3
emissions categories, although Lister is working on a proj-
ect to enable it to compete at Tier 4 level. Lister Petter said
it came out of 2016 in profit with plans to increase the pay-
roll and start extra production shifts. Its main markets for
expected growth in 2017 will be Africa and South America.
Lister Petter is now in good shape, considering where it
has come from and bearing in mind there has been a lot of
competition who have tried to keep us down, Whitmarsh
Lister Petter said it is continuing to build and evolve its said. There were a huge amount of problems.
well-known and long-established Alpha Series of en- We are grateful to the customer base that has come
gines, which includes four models in the two-, three- or back to us and supported us but it has also been down to
four-cylinder, naturally aspirated or turbocharged LPW good management coming in to grow the business.
range of diesel engines. It is fair to assume that the 150th anniversary celebrations
will be low key. The company wants to focus on the next
There are big commercial opportunities and contracts 150 rather than spend much time looking back. dpi
we could have gone for but it may put the company in jeop-
ardy so it has been a far more slow and gradual buildup, FOR MORE INFORMATION
Whitmarsh said. We are now producing between 200 and www.lister-petter.com
300 engines a week and that is allowing us to deliver on

i DIESEL PROGRESS
INTERNATI ONAL
GLOBAL PRODUCTS TECHNOLOGY INDUSTRY NEWS
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 SENSORS

The zirconia screw fit housing

option for SST Sensing Ltd. oxy-
gen sensors allows only the sen-
sor head to be exposed to the
sample gas environment, keep-
ing the supporting electronics
away from potential harm, the
company said.

KEEPING
THE SENSOR SAFE
SST Sensing housing option for oxygen sensor
designed to protect electronics

A
dvanced gas and fluid sensing technology company SST Sensing Ltd.,
Coatbridge, Scotland, has expanded its portfolio of high-accuracy oxygen
sensors with a zirconia screw fit housing option. The new housing provides
engineers with the basis for a simple-to-implement solution where only the
sensor head itself is exposed to the sample gas environment. All of the supporting
electronics are kept away from sources of potential harm, ensuring long-term reli-
able operation, SST said.
The zirconia screw fit oxygen sensor is mainly used in combustion control
applications, such as industrial gas- and oil-fueled boilers, as well as oxygen
monitoring for reducing the output of nitrogen oxides (NOx) in industrial plants,
suppressing oxygen levels in aircraft fuel tanks to safeguard against the risk of
fire/explosion and also for examining vehicle emissions, the company said.
Supplied in an M18 x 1.5 mm mounting threaded housing with stainless-
steel construction, the device is designed to cope with extreme temperatures
from -100 to 250C. This makes it suitable for combustion control within
industrial coal/oil/gas/biomass boilers, continuous emissions monitoring sys-
tems and accelerated composting applications, SST said. dpi

FOR MORE INFORMATION

www.sstsensing.com

30 APRIL 2017
DPinterview WITH OLIVER LYTHGOE, DIESEL PROGRESS INTERNATIONAL
The four-cylinder Perkins Syncro 3.6 L has been
designed for the agricultural tractor market.
THE CHANGING
FACE OF TRACTORS
Editors Note: Perkins recently launched its new 3.6 L
engine into the agricultural market. Diesel Progress Inter-
national talked with Oliver Lythgoe, the companys product
concept marketing manager, about Perkins approach to
the sector and how many factors are impacting on product
design and development.
BY IAN CAMERON
DPI: What are some of the details about Perkins
3.6 L engine that is now being introduced into the
agricultural sector?
Oliver Lythgoe: The four-cylinder Perkins Syncro 3.6 L
has been designed for the agricultural tractor market and
delivers up to 100 kW at 2200 to 2400 r/min with torque
up to 500 Nm at 1500 r/min. It meets Stage 5/Tier 4 fi-
nal emissions regulations, and because it has an efficient
combustion system, the size of the radiator pack can be
minimized to help tractor original equipment manufactur-
ers (OEMs) design machines with good visibility. There is
also a 2.8 L Perkins Syncro with 55 kW at 2500 r/min and
torque of 325 Nm at 1600 r/min.
DIESEL PROGRESS INTERNATIONAL
DPI: What are the trends that are driving Perkins and
OEMs developments and product offerings in the agri-
cultural tractor market?
Lythgoe: Over the past 15 years there has been a
trend toward engine downsizing with more power out of a
smaller engine, allowing a more compact engine to go in
a bigger machine.
A 90 kW machine of 20 years ago might have used a
6 L, six-cylinder engine. That is now perceived to be too big
and the engine has gone from a 6 L to a 4.5 L engine and
now that is continuing to the 3.5 L space. There are several
reasons for this cost is one but also fuel economy it is
more efficient to have a little engine working hard than a big
engine working lightly. But another driver is that the space
inside a machine is always at a premium and OEMs want
the smallest engine space. Of course there is emissions
equipment to fit in so a lot of factors are driving smaller,
more powerful engines.
Also, theres a new generation of users and owners coming
along who have different expectations about how reliable and
continued on page 32
31 APRIL 2017

For emissions, we talk about Stage 5 currently in Europe
but the rest of the world isnt standing still. It is easy to
think that it is the rich, developed nations that have clean
engines and that everyone else has dirty engines but that
perception is outdated.
Oliver Lythgoe, product concept marketing
manager, Perkins
serviceable the equipment is. They are different to farmers
nearing retirement who knew engines intimately and used
to work on them in a way that people dont expect to do
anymore. Reliability is a huge focus because this genera-
tion of users expects reliability and is quite happy to share
experiences on social media if they dont get it.
DPI: What is the role of smaller tractors today that
offer good power performance?
Lythgoe: The big field tractors may have power up to 400
hp (300 kW) or more. We see a lot of interest, however, in
the 100 to 120 hp (75 to 89 kW) machine in farming. These
may not do the heavy field tasks like plowing, spraying and
baling, but as more of a multipurpose machine doing light
yard work, towing, and off-road work. We see strong inter-
est in tractors and telehandlers in this size range. This size
of tractor does lots of jobs with many attachments and the
kind of duty cycle is very different from one task to another
so the powertrain for that has to be very dynamic and per-
form in lots of conditions.
DPI: How have the challenges posed by climate change
and de-carbonization affected OEMs in the sector?
Lythgoe: For the next 15 to 20 years diesel engines will
dominate in agriculture. OEMs have experimented with al-
ternative powertrains such as batteries or natural gas or
propane type powertrains and to some extent with bio-fuel.
What we see is that apart from conventional diesel and bio-
DIESEL PROGRESS INTERNATIONAL
DPinterview
fuel, the other technologies are challenged, which means
we dont think they are going to be adopted in a mass-market
way in the next 10 to 15 years. The main problem is getting
the energy to the vehicle and the space and cost of en-
ergy storage on the vehicle. This is a problem on-road but
is worse for agriculture because the machines are operated
in remote places.
For emissions we talk about Stage 5 currently in Europe
but the rest of the world isnt standing still. It is easy to think
that it is the rich, developed nations that have clean engines
and that everyone else has dirty engines, but that percep-
tion is outdated. China is moving very fast toward a low
emissions environment and other countries like India, Brazil
and Russia are taking steps in that direction. It is the coun-
tries that are not moving on the emissions journey which
are the exception.
We are moving to a place where the global emissions
landscape is very fragmented. Our OEMs tell us that this
is putting pressure on them as they work to gain business
scale. They need to find ways of getting business scale by
developing a product for Europe, with very similar versions
they can sell in, say, China, or the Middle East. They need
a scale of production to control their costs but need flex-
ibility to get access to different markets. OEMs also need
to find ways to differentiate from their competitors but are
very pressurized with regard to the R&D resources needed
to bring new machines to market. They dont want to spend
too much developing multiple versions of their powertrains
but would prefer to concentrate on other things that differ-
entiate such as hydraulics, electronics and implements.
DPI: How are you meeting this demand and what are the
key features of the 3.6 and 2.8 Perkins Syncro engines?
Lythgoe: With the two engines we offer a modular con-
cept the engines dont share a block, crankshaft or head
but many of the other components are communized so they
have the same gear train, for example. A huge amount of
the architecture is the same so we can design two engines
that are well matched to their machines but without having
to do two big development programs.
We designed the engines to be a pair and have differ-
ent versions for different international emissions legislation
so an OEM can design the machine once and then, with
small changes, sell it to different territories. So for differ-
ent regions the core engine is the same but aftertreatment
components change slightly.
One of the big challenges for OEMs is packaging, so size
matters. If the engine gets too big that causes problems with
turning circles or sightlines. We wanted to get an engine that
would fit in as many machines as possible so we worked with
our customers. They gave us 3-D models of the part of their
machines which contained the engines and then we did virtu-
al fits of our engine concepts so we knew we had an engine
32 APRIL 2017
 DPinterview
in size, shape and arrangement that would fit in as many
machines as possible around 80 different machines.
It is often the things around the engine such as the dip-
sticks, filters, hydraulic pump and air conditioning and com-
pressors that can cause packaging difficulties. We did the
same with our aftertreatment and developed a number of
ways of mounting the aftertreatment so it would fit in the
different machines. Finding space for aftertreatment in en-
gine bays has been hugely challenging for OEMs as emis-
sions regulations have progressed, but we believe we have
the recipe that makes it as easy as it possibly can be. We
also looked at the torque requirements of our customers
machines and developed a number of different curves that
would match our engine to their transmissions to make sure
each machine gets the performance it wants.
Because of the machines these engines go into, such as
tractors and telehandlers, it is very important how the engine
reacts as it does different jobs. For example, as hydraulic
loads are put on, one of our techniques to make it more re-
sponsive when hydraulic loads are applied is to put a smart
turbocharger on the engine. We can electronically control how
much of the exhaust gas goes through the turbocharger, which
means the engine can accelerate faster. Fuel consumption is
not as critical on this type of machine as it is on large, plowing
types of tractors but it is still an important consideration, and
we have put several technologies on the engine that we be-
lieve will give us the best-in-field consumption in our market.
Four valves per cylinder, vertical injectors, low-friction coatings
and the smart turbocharger will all contribute. Our approach is
to optimize our fuel consumption around the duty cycle of the
machines. We take the machines and measure through data
logging how they are used in the field then tune our engines to
respond to those duty cycles.
To improve reliability we have a range of test cells in Peter-
borough, England, including a tilt bed and cells for noise. We
perform cold testing both in a cell and in real world conditions
through testing real machines in the Swedish winter.
Developing emissions-compliant diesel engines is certain-
ly an expensive business. Ten years or so ago there was a
trend for some of the bigger OEMs to buy their own engine
making facilities. That seems to have stopped. People have
realized the complexity and they are increasingly leaving it to
engine specialists companies like Perkins. One of the things
we focus on is predictive engineering and we have a super
computer where we can run very high-resolution simula-
tions of the performance of engines such as for combustion
simulations and this is something which was not possible 10
years ago. Our computer has 20 000 processor cores com-
pared to, say, a standard laptop which has just four.
This means we can test lots of different versions of the
designs in a short time. For example, on the Perkins Syncro
3.6 we tested 18 versions of the head in just two weeks.
Using these predictive engineering techniques translates
directly into a better quality product. dpi
DIESEL PROGRESS INTERNATIONAL
DIESELhr
Lundblad New Senior VP At Volvo
Patrik Lundblad has been appointed senior vice president, Tech-
nology, at Volvo Construction Equipment
(Volvo CE). He will lead the development and
delivery of Volvo CEs global technology strat-
egy reporting to company President Martin
Weissburg and serves as part of the Executive
Management Team.
He previously held senior roles with Saab
and General Motors and joined the Volvo Group
as a graduate trainee in 1994 before becoming
manager in the global electrical engineering de- P. Lundblad
partment. Since rejoining the Volvo Group in 2007 he has had a number
of senior sourcing and procurement roles.
Tenneco Names Patel
New CTO
Tenneco Inc., based in Lake Forest, Illi-
nois, USA, announced that Ben Patel would
replace the retiring Tim Jackson as execu-
tive vice president and chief technology of-
ficer (CTO), effective March 31.
Patel is currently vice president for Clean
B. Patel
Air global research and development and
systems integration. Prior to joining Tenne-
co in 2010, Patel spent 10 years at GE Global
Research and three years at GE Ventures, a
unit of General Electric that licenses technol-
ogy the company has developed.
Before moving into the CTO role in 2012,
Jackson served as senior vice president of
global technology and managing director,
Asia Pacific, where he also managed Ten-
necos advanced technology initiatives. T. Jackson
Dewey Retiring As Allison CEO
Allison Transmission Holdings Inc., a global manufacturer of fully
automatic transmissions for medium- and heavy-duty commercial
vehicles and hybrid vehicles, announced that it
has entered into a new employment agreement
with Chairman and CEO Lawrence E. Dewey.
The agreement runs through May 31, 2018,
at which time Dewey, currently 60 years old,
intends to retire.
The board will implement a leadership
transition plan prior to Deweys retirement.
Dewey will be retiring after a career of 44
years, which includes serving as CEO since L. Dewey
2007. As the longest-serving head of Allison in its 100-year-plus his-
tory, he oversaw the companys transition from being a division of
General Motors Co. to becoming an independent company with private
equity ownership, to offering equity on the New York Stock Exchange
in 2012 and, for the last four years, as an independent public company.
continued on page 37
33 APRIL 2017

WHEN SAFETY
IS RELEVANT
New controller with certified safety-relevant functions keeps nonsafety-related functions separated
BY ROBERTA PRANDI
I
nter Control has launched digsy fusion-S, its second-
generation, 32-bit safety controller, with Performance
Level d, CAT 3 according to EN ISO 13849, that is
especially meant for use in working machines with a
long product life cycle, in particular for demanding off-
highway applications.
Joachim Stratmann, sales manager in Inter Controls
Off-Highway Electronics Division and functional safety
engineer, said that the safety controller has been certified
by the German certification body TV-Sd for its safety-
relevant functions. According to our information, we are
the only manufacturer so far having a certification for the
safety-relevant functions of our controller, with a certified
separation between safety-relevant and nonsafety relevant
functions, Stratmann said.
The controller has the capability to process two pro-
grams in parallel: the first program (safe program) is re-
sponsible for the safety-related functions, while the second
program (standard program) processes auxiliary functions.
This means that nonsafety related functions of the digsy
fusion-S cannot influence the certification of the product,
Stratmann said. Therefore, the controller has a great flex-
ibility in terms of functions that can be managed and that
we can add to it. Also, modifications and customizations of
the standard program can be realized quickly and without
extensive safety analyses.
DIESEL PROGRESS INTERNATIONAL
SENSORS, CONTROLS, MONITORING
With the ability of utilizing from
48 to 240 input and output chan-
nels and two 32-bit CPUs, the new digsy
fusion-S controller by Inter Control is able to
process two programs in parallel: one for safe func-
tions, and one for auxiliary functions.
According to Stratmann, the scalability of the control
from 48 up to 240 I/Os allows to economically automate
a wide range of vehicles with a single control system.
Particularly with demanding tasks, the performance of a
safety controller must not be affected by internal tests and
diagnostics, Stratmann said. In the digsy fusion-S this is re-
alized by the redundancy of a double core 32-bit CPU whose
two cores are working in Lock-Step-Mode. Beyond that,
complex trigonometric calculations are supported by a re-
dundant FPU. The management of the redundant CPU and
FPU is carried out internally using only one safety program.
Digsy fusion-S works with powerful interfaces, for ex-
ample, Ethernet and USB, which can transmit even huge
data volumes in a short period of time. Laptops, modems or
routers can thus be connected for the up/download of user
data, programs or for the analyses of logged-in data. In ad-
dition to that, the USB-interface allows to connect external
mass storage devices or to load software from a USB stick.
For the communication to nodes, sensors or further con-
trollers, four CANbus interfaces are available and can be
used with standard protocols such as CANopen, CANopen
Safety, J1939 or proprietary ones. dpi
FOR MORE INFORMATION
www.intercontrol.de
34 APRIL 2017

A NEW LIFT
FROM JCB
Company is entering the powered access market; nine all-electric scissor lifts
will be followed by diesel-powered machines
B
y the end of 2017, the newly launched JCB Access
business will be offering 27 new platforms, includ-
ing scissor lifts, articulated booms and telescopic
boom machines.
The new JCB Access products designed in-house to
meet the needs of rental companies and contractors world-
wide will initially be offered in the U.K., France, Germany
and North America.
By the end of this year, JCBs range of access platforms
will include nine electric and three diesel scissor lifts from
4.6 to 13.8 m; five articulating booms four diesel and one
electric from 14.9 to 24.7 m and 10 diesel telescopic
booms from 20.4 m to 41.5 m.
The access market is a truly global market, and offers
immense opportunities for growth for JCB, JCB Chairman
Lord Bamford said.
The scissor lifts weigh between 1330 and 3366 kg. The
two smallest machines, the S1530e and S1930e, have
platforms measuring 1.64 m long by 0.76 m wide, while all
larger models use a 2.5 m long platform, save for the larg-
est S4550E model, which has a 2.64 m long working area.
DIESEL PROGRESS INTERNATIONAL
INDUSTRY NEWS
JCB is entering the powered access
market with electric scissor lifts,
which will be followed later this year
by diesel-powered machines.
The machines are rated for basket capacities from 227 kg
to a maximum of 550 kg.
The electric scissor lifts are powered by four 6 or 12 V
batteries, with hydraulic drive. Three diesel models will be
introduced later in 2017.
The AJ50D diesel articulating boom is powered by a JCB
Diesel by Kohler engine, while the other three articulated
models and all telescopic models use the JCB by Kohler
engine already proven in many of JCBs compact machines.
These engines all meet Tier 4 final emissions standards,
making them suitable for the North American and European
markets. Load capacities range from 227 to 250 kg, again
enough for two occupants and tools.
A range of 10 diesel-powered telescopic booms will also be
added throughout the year. These will offer platform heights
from 20.4 to 41.1 m. There will be a high degree of parts com-
monality between the three model ranges, JCB said. dpi
FOR MORE INFORMATION
www.jcb.com
35 APRIL 2017

The HTS 1100 high-temperature sensor with thermocouple and
digital signal output by TT Electronics is designed to cope with a
large temperature range: -40 to 1200C.
SENSING
NEW MARKETS
TT Electronics makes high-temperature sensor
technology used in passenger cars available
for heavy-duty trucks, off-highway equipment
BY ROBERTA PRANDI
T
T Electronics is introducing to the commercial
vehicle and off-highway machinery markets a
high-temperature sensor developed and manu-
factured in Klingenberg, Germany, under the AB
Elektronik brand.
The company said it developed the HTS 1100 high-tem-
perature sensor with thermocouple and digital signal output
to cope with a large temperature range: -40 to 1200C.
The sensor is appropriate for measuring temperature in
high-performing petrol engines, TT Electronics said, and
has been in series production for passenger cars for three
years. Since diesel engines are becoming more prevalent
and utilize complex exhaust gas aftertreatment systems,
the company said the product could represent the right
choice for makers of heavy-duty trucks and even of some
off-highway vehicles.
Since 2015, we have been working with this particu-
lar thermocouple sensor for Euro 6-compliant heavy-duty
trucks, said Frank Rothe, product application manager at
TT Electronics Center of Excellence for Temperature and
Pressure Sensors. Its design and construction characteristics
make it an interesting choice for the commercial vehicle and
off-highway market. First of all, its digital output signal, when
combined with an electronic unit, enables up to four sensors
to be combined into one single signal to the vehicle electronic
control unit (ECU) using PWM (pulse-width modulation),
SENT (single edge nibble transmission) or CAN protocol.
Nowadays, a typical exhaust gas aftertreatment system
can use four sensors in various positions along the exhaust
DIESEL PROGRESS INTERNATIONAL
SENSORS
lines. As the number of input signals reaching the vehicles
ECU has increased significantly, it is important that the tem-
perature signals coming from the exhaust tract can use only
one input line in the ECU.
The in-house-manufactured thermocouple is composed
of two wires that are welded at the tip of the sensor and
housed in a mineral insulated cable (MIC). All electrical
connections are welded or soldered, including at the elec-
tronic unit that amplifies the signal in order to measure the
small voltage difference captured by the sensor.
The HTS 1100 has a very robust housing, adapted for
use in off-highway and heavy-duty applications, Rothe
said. One other characteristic of the sensor design is that
while the MIC housings diameter is 4.5 mm, at the tip this
size is considerably reduced to 3.2 mm. This is neces-
sary to reduce the response time, and we are already work-
ing at reducing the size even further to reach 2.4 mm while
still having insulated wires inside the housing.
Rothe said that tolerances are an important factor in tem-
perature sensors, adding that the HTS 1100 has very low
values lower than for platinum resistance sensors in the
high temperature ranges. Between 900 and 1100C, we
measured tolerances below 5K, he said. With the two-
unit sensor version, utilizing differential measurement, we
can reach tolerances of 1K.
According to Rothe, temperature dissipation is another
important criterion. The HTS 1100 has very high dissipa-
tion, he said from 1000C measured at the tip down to
100C at the cable output.
TT Electronics also offers the HTS 1100 thermocouples
in preassemblies composed of two, three or four sensors.
Customers can choose from various variants: straight or
bent construction; tip diameter of 2.4, 3.2 or 4.5 mm; bend-
ing angle from 70 to 125; and sensor length between 35
and 75 mm. dpi
FOR MORE INFORMATION
www.ttelectronics.com
36 APRIL 2017

A MAN V12-1400 diesel engine rated 1029 kW is installed
in a Viking Convertible sport fishing boat. The companies
recently marked a supply milestone in which MAN deliv-
ered its 2000th engine for Vikings 1000th motorboat.
SEA LIONS
REACH MILESTONES
MAN Engines and Viking Yachts
make successful match
M
AN Engines has been supplying engines to Vi-
king Yachts, the U.S.-based luxury cruising yacht
and sport fishing boat manufacturer, for 24 years.
The companies recently reached a milestone
DIESELhr
Mayeur New Director at CMR
CMR, a control instrumentation and elec-
trical engineering company, has appointed a
senior director to oversee strategy and drive
global sector operations. Jacques-Andr
Mayeur will be based at the CMR Groups
Marseille, France, head office, where he will
lead and support the commercial team, the
project team and the delivery of the Energy
J.A. Mayeur
Industry Marine business strategy.
Mayeur, who will report to CEO Yves Barraquand, has held previ-
ous management positions with David Brown and Clyde Union Pumps
(CBC Group), Sundyne Corp. and Flowserve. The CMR Group supplies
instrumentation and controls for offshore platforms and vessels, ma-
rine, engines and industrial applications.
Struth Announces
Retirement From Bosch
Dr. Werner Struth announced he would be
retiring as member of the board of manage-
ment of Robert Bosch GmBH on March 31
after 28 years with the company. Struth was
responsible for the Industrial Technology busi-
ness sector, with its Packaging Technology
W. Struth
and Drive and Control Technology divisions.
DIESEL PROGRESS INTERNATIONAL
MARINE PROPULSION
when the International Engine Competence Center of MAN
Engines in Nuremberg, Germany, delivered its 2000th en-
gine for the 1000th motorboat by Viking Yachts.
The 2000th engine is a 12-cylinder MAN V12-1400 and will
be installed with a twin engine in the Viking 52 Convertible
sportfishing boat No. 822. Each engine has a power out-
put of 1029 kW at 2300 r/min with a cylinder capacity of
24.2 L. The maximum torque is 4680 Nm and is achieved at
speeds of 1200 to 2100 r/min.
MAN engines are the perfect fit for our Viking boats;
they look great and add the finishing touch to our overall
package, said Patrick Healey, Viking Yachts company di-
rector. Also, the large number of MAN engines that we
have in use means that we have a great deal of experi-
ence with them, something which is valued very highly by
our customers as well.
According to Healey, a major feature of the MAN V12-1400
is its low-noise operation. MAN engines sound fantastic, he
said. Quiet at the dockside and when idling, but under full
load, they roar like a lion, demanding respect. And despite
this, the crew can still communicate with each other. dpi
FOR MORE INFORMATION
www.man.eu
S. Hartung M. Heyn C. Kbel
He was also responsible for the Americas, manufacturing coordination,
and for occupational health and safety and environmental protection.
Struth has been a member of the board of management since Jan-
uary 2012. During the course of his Bosch career, Struth also served
as president of the Chassis Systems Control division from 2005 to
2012 and was a member of the executive management of the Diesel
Systems division from 2002 to 2005. Before that, Struth also worked
for several years at Bosch Braking Systems Co. Ltd. in Japan.
Struths areas of responsibilities will be reassigned as follows:
Dr. Stefan Hartung will assume responsibility for the Industrial
Technology business sector and for manufacturing coordination;
Dr. Markus Heyn will be responsible for the Americas; and Chris-
toph Kbel will take on responsibility for occupational health and
safety and environmental protection.
continued on page 41
37 APRIL 2017
SOUTH AMERICAnotebook
ZF AFTERMARKET OPENS
DISTRIBUTION CENTER
ZF Aftermarket has
opened a distribution
center in South America.
BY MAURO BELO SCHNEIDER
F
ollowing ZFs integration of TRW into ZF Aftermar-
ket, the company depends on a new distribution
center that it said would combine all of its products
and services. South America was the first region
in the world to get an integrated ZF Aftermarket distribu-
tion center.
Located in Itu city, So Paulo state, Brazil, the site has
21 000 m for logistics and administration. It is near main
roads and two hours from Santos harbor.
We have great potential at this center and this is a per-
fect example of our main goals: The best of both, said
Wilson Bricio, president of ZF in South America, about unit-
ing the best features of the two companies.
Assembling of the center and the move of inventory and
teams took place over four months. There are more than
150 workers at the ZF Aftermarket unit.
This is the first big project after the integration of the com-
panies, which happened in May 2015. Gains of synergy
will result in improvement of performance for the client,
said Joo Lopes, director ZF Services.
The distribution center has approximately 16 000 parts
DIESEL PROGRESS INTERNATIONAL
positions for ZF, Sachs, Lemfrder and TRW brands in all
business segments ZF is involved in, including light and
heavy lines as well as off-road equipment.
The operational structure is based on lean methodology
which the company said guarantees operational efficiency
when compared to conventional logistics processes.
FOR MORE INFORMATION
www.zf.com
LS Tractor Adds Planter To Line
LS Planter is the new product of LS Tractor in Brazil. The
South Korean manufacturer of tractors has decided to mar-
ket planting tools and said it invested in the product line
because it has a synergy with its tractors.
Sales director Andr Rorato said LS spent four years
studying Brazilian soil conditions and developing the product.
The South American plant also announced that new
products may be launched in the future but did not give
further details.
38 APRIL 2017
 SOUTH AMERICAnotebook

LS Tractor has introduced a line of planters in Brazil.

The market is very open for innovation and this is our of road buses that are exported from Brazil. At the Australian
aim, to attend to the producers demands, Rorato said. LS branch, the growth is due to the increase in units sold by 10.1%.
Planter said it intends to reach 5% of market share within For 2017, Marcopolo believes bus demand in Brazil will
the first year of entering the market. return after the second semester. The company is still
Astor Kilpp, product manager, said three models would engaged in its strategy of cost reduction, operational effi-
be introduced with mechanic, electric and hydraulic trans- ciency increase and the adoption of LEAN concepts, Mar-
mission systems and sizes that vary from three to 18 rows. copolo said in a statement.
We will enter the market with several options to meet
the demands of growers, Kilpp said. He also said that LS
Planter will reduce power requirements and maintenance
costs. All of the models are assembled on a modular chas-
sis that allows for several options of row spacing.
The LS Planter is a result of an agreement made by LS
Tractor and Eixoplant, the latter a manufacturer from Passo
Fundo city, Rio Grande do Sul State, Brazil. It will manu-
facture the machines. In Brazil, LS Tractor has a plant in
Garuva city, Santa Catarina state.

FOR MORE INFORMATION

www.lstractor.com.br

Marcopolo Expands Worldwide Marcopolos Paradiso 1800 double-decker bus rides

Marcopolo concluded 2016 with stable business com-
pared to 2015, reaching a consolidated net income of R$2
574 billion (around US$780 million). The Brazilian bus body
manufacturer registered a growth of 27.3% in exports and
14.6% in sales realized by the foreign units, which helped
compensate for a retraction of 37.6% in its domestic market.
Net incomes of Polomex, its bus operation in Mexi-
co, and Volgren, its company in Australia, grew 28 and
13.3%, respectively.
The result reached by Polomex was mainly due to sales
on an 8x4 chassis from Volvo.
The domestic bus demand might increase because of ac-
cessibility regulations, which require buses manufactured
after July to be equipped with lifts. The fleet age will also be
reduced to eight years.
Marcopolo believes in the continuity of the positive de-
velopment of exports at its foreign operations, with the
maintenance of traditional clients and prospection of new
continued on page 40

DIESEL PROGRESS INTERNATIONAL 39 APRIL 2017

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SOUTH AMERICAnotebook

Deep Sea Electronics Inc. ...................................... Second Cover

HydraForce Inc. ........................................................................... 9

Jacobs Vehicle Systems ............................................................ 21

*Off Highway Research Ltd. ........................................................ 20

Proventia Emission Control Oy .................................................. 17

Sensor+Test 2017 ..................................................................... 30

Sensor-Technik Wiedemann GmbH ....................................11, 13

ZF Friedrichshafen AG .............................................Fourth Cover

*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.

markets, the company said. Marcopolo aims to maximize
business in all regions and improve the integration between
exports from Brazil and the international operations.
FOR MORE INFORMATION
www.marcopolo.com.br
John Deere has launched two new combine models in
Brazil targeted toward small- to medium-sized producers.
John Deere Launches New Combines
Aware of the importance of soya, corn and rice in Brazil,
John Deere has launched two new combine models. The
S430 and S440 belong to the S400 series.
John Deere said the machines are ideal for small- to
medium-sized producers who want operational simplicity,
better cleaning and grain quality.
The S400 Series is a 100% national project, designed to
attend the farmers necessities of our country, said Rodrigo
Bonato, John Deere sales director. That is why it delivers
25% more performance, with 50% more grain quality and
75% less loss. These are products that are born in Brazil
for our local farmers.
The S400 combines cause less soil compaction because
they are lighter. Deere stated it is an important factor es-
pecially in flooded terrain, such as rice plantations, where
heavy machines may bog down.
For corn harvest, the 600C platforms were designed to
take advantage of the S400 combines with higher perfor-
mance in separation and cleaning. They are available in
different sizes and row spaces.
The machines use John Deeres TriStream rotor configu-
ration, which has a coned front. That allows room for high
volumes of crop material fed from the feed section to enter
the threshing and separating area. dpi
FOR MORE INFORMATION
www.deere.com.br

DIESEL PROGRESS INTERNATIONAL 40 APRIL 2017

DIESELhr
Vacuworx Appoints European
Business Director
Vacuworx Global announced the hiring
of Rob Verwilligen as European business
director in charge of sales and service, part-
ner agreements and logistics for Vacuworx
Europe. Verwilligen has more than 20 years
of experience in the European market. His
most recent position was director of sales R. Verwilligen
and marketing for American Augers/Trencor. Verwilligen has also
served as director of sales, marketing and product support for
Vermeer International BV. Founded in 1999 in Tulsa, Oklahoma,
USA, Vacuworx engineers and manufactures heavy-duty material
handling equipment for the oil and gas, water and sewer, highway,
concrete, landscaping and manufacturing industries.
Camso Announces Executive
Level Changes
Camso, formerly Camoplast Solideal of
Magog, Quebec, Canada, said that Pierre
Marcouiller would become executive chair-
man of the board and that Thomas Boettcher
has been promoted to president and chief ex-
ecutive officer (CEO).
Marcouiller spent 17 years as CEO. In his T. Boettcher
new role he will remain involved in defining the companys strategic
orientations and take part in business reviews and special projects and
remain responsible for mergers and acquisitions.
Boettcher takes over his new role after serving as chief operat-
ing officer following a long career in the tire industry and board
presence with Camso. The management changes will be effective
April 1, the start of the companys fiscal year.
Daum To Lead Daimler
Truck & Bus Businesses
The Supervisory Board of Daimler AG has
appointed Martin Daum to the companys
board of management responsible for the
Daimler Trucks and Daimler Buses divi-
sions. The appointment is for five years.
Daum succeeds Dr. Wolfgang Bernhard,
who has left the company of his own volition
and for personal reasons, Daimler said. M. Daum
Since June 2009, Daum has been president and chief executive
officer of Daimler Trucks North America and its affiliated compa-
nies: Freightliner Trucks, Western Star Trucks, Thomas Built Buses,
Freightliner Custom Chassis Corp. and Detroit Diesel Corp. Before
that, he was a member of the management of Mercedes-Benz Trucks
in Europe as vice president Production Mercedes-Benz Trucks and
at the same time, was responsible for the Mercedes-Benz plant in
Wrth, Germany, the worlds biggest truck plant. Daum started his
career in the trainee executive group of Daimler-Benz AG in 1987.

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was revamped to provide a more
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DIESEL PROGRESS INTERNATIONAL 41 APRIL 2017


MORE
FROM LESS
Newest Eaton CLS valves aim for increased flexibility,
capability in a more compact package
E
atons newest CLS sectional mobile valves are de-
signed to provide load sense bleed off, pre- and
post-compensated load sense relief on each sec-
tion, all within a compact, highly modular design.
Engineered for mobile off-highway equipment such as
excavators, refuse trucks, forklifts, truck-mounted cranes,
forestry and agricultural machinery, the CLS valves, which
are available in four frame sizes (see accompanying chart)
and allow machine manufacturers to prioritize work func-
tions to improve productivity, machine efficiency and safety,
the company said.
The modular, highly versatile CLS sectional mobile valve
was designed to streamline features adding value without
increasing size or sacrificing flexibility, said Nadine Powell,
global strategy and planning manager, Mobile Valves,
Eaton. With a number of available features unique to many
load-sensing valves, such as priority flow sharing and local
load sense relief on each section, customers can design the
valve to meet the distinctive needs of their machine.
Powell highlighted several of the most significant features
that she said differentiate the CLS valves from other direc-
tional controls in the industry. One of them is the CLS valves
ability to do pre-and post-compensated sections in the same
assembly bank, she said. Many times, engineers will go
pre-compensated when theyre trying to ensure that certain
functions are managed, so theyll regulate their loads.
Post-compensated is basically when youve oversaturated
DIESEL PROGRESS INTERNATIONAL
MOBILE HYDRAULICS
Eatons newest CLS sectional
mobile valves are designed to
provide a range of capabili-
ties within a compact, highly
modular design for a range of
mobile off-highway machine
applications.
your pump, everything will proportionally slow down evenly.
Weve had customers put a pre-comp section in so that
gives a priority to a certain function one had a slewing
function that they always wanted to maintain and the rest
of it was post-compensated so it slowed down. So the CLS
valve gives them a little more flexibility to ensure that certain
features and functions, whether it is for productivity or safety
or operator comfort, are always the priority.
The other proprietary feature is no-load sense bleed-off.
Every conventional mobile valve has a load sense bleed-off
so that when the spool goes into stroke, there are a couple
of lands on the spool that basically close off that load sense
bleed off. A lot of valves will do about a half-gallon of oil to
close that bleed-off orifice and what happens is you get a
dynamic response.
We have a video we show on our website where it shows
the no-load sense bleed off and then a normal bleed off.
And it shows you that within 50 seconds the cylinder has
moved about 127 mm compared to the competitive valves.
The valves offer post-compensated load sense relief,
which is not very common in the industry, Powell said.
Rather than have a main relief, a load sense relief uses
a lot less flow, she said. For one customer, we did post-
comp with load sense relief on it and what that allowed
them to do was downsize their pump because they didnt
need as much flow. Depending on the size of the pump, that
could be $200 or $400 out of their system and thats a lot.
42 APRIL 2017
 MOBILE HYDRAULICS

Eaton CLS Sectional Mobile Valve Specifications

CLS100 CLS180 CLS250 CLS350

Max. Working Sections 10 10 10 8
Rated Pressure Inlet 350 bar 350 bar 550 bar 350 bar
Rated Inlet Flow 150 L/min 220 L/min 300 L/min 450 L/min
Rated Workport Flow* 100 L/min 180 L/min 250 L/min 350 L/min
Operating Temp. Range -40 to 60C -40 to 60C -40 to 60C -40 to 60C
* - post compensated

Along with their compact size, Powell noted that the valve
solenoids, originally vertically positioned in the original CLS
configurations, are now canted 15 to allow for easier ac-
cess in assembly and maintenance. Thats very important,
Powell said. On todays machines, youve got the DEF tank
and everything else that you have to put in for Tier 4 and
theyre trying to squeeze in a lot.
Our goal with these new products was to just offer more
flexibility to answer pain points customers have had in the
past and really work to improve on the technology. dpi
FOR MORE INFORMATION
www.eaton.com/hydraulics

NEW HYDRAULIC CIRCUIT DESIGN SOFTWARE

E
aton has launched new software engineered to
streamline the process of designing custom hydrau-
lic manifolds. Circuit Design Software Studio is pro-
grammed to be an easy-to-use platform that offers
new 3-D design capabilities along with an updated product
library incorporating Eatons extensive range of cartridge
valve solutions. It allows users to shorten design cycles
while increasing efficiency for quicker communication and
manifold display, Eaton said.
The Circuit Design Software Studio was developed in
response to our customers growing need for speed, pro-
viding a platform for them to easily position design compo- Eatons new Circuit Design Software Studio is intended
nents and communicate quickly with their clients, said Todd to streamline the process of designing custom hydraulic
McIntyre, product manager, Global Planning and Strategy manifolds for mobile machine applications.
at Eatons Hydraulics Group. From gathering customer re-
quirements and selecting the right valve, to packaging solu- and lead-time adjustments by utilizing the updated valve
tions in a custom manifold, Eatons Circuit Design Software library, the company said.
Studio helps users to do it more quickly, cost-effectively and Information from the Circuit Design Software Studio tool
efficiently than ever before. can be accessed from a PC without requiring internet ac-
Eaton Circuit Design Software Studio users can incorpo- cess. The platform also makes it easier for designers to
rate a variety of solutions into their 3-D design, including export with a variety of formatting options, including STP,
surface mount valves, fittings, plugs and other components DWG, PDF, CDSX and XML. Step-by-step training modules
to ensure the manifold fits their project needs. Additionally, are available from Eaton online 24/7 to guide users through
Eatons new software tool is intended to provide a simplified each phase of their manifold design project. dpi
way to identify cartridge valve lead times and match valve
pressures with specific system requirements for faster and FOR MORE INFORMATION
more efficient configuration. With the Circuit Design Soft- www.eaton.com/cdss
ware Studio tool, users can also stay up-to-date on pricing

DIESEL PROGRESS INTERNATIONAL 43 APRIL 2017

INDIAnotebook
The LG958L is SDLGs
most popular wheel
loader in India.
SDLG RECORDS STRONG
SALES IN INDIA
BY T.C. MALHOTRA
N
ine years into its operations in India, Chinese con-
struction equipment company Shandong Lingong
Machinery Co. Ltd. said it has seen its sales vol-
umes reach seven times those of its first year.
With double-digit growth in wheel loader sales in India,
2016 was a record-breaking year for the company, which
markets its equipment as SDLG. The brand has served In-
dia since 2008.
The company currently sells three wheel loader mod-
els in the country, with the LG958L in the 4.5 tonne class
the most popular machine, the company said. It is used in
dockside applications as well as mining and for general
loading. Among the companys range of motor graders, the
14.5 tonne G9190 is most popular.
As Indias construction industry continues to target the gov-
ernments ambitious goal of building 30 km of new roads a day,
the demand for roadbuilding equipment is expected to rise.
SDLG machines have proven to be reliable and cost-
effective on road projects across India, said Sanu George,
business head, SDLG India. The trust our roadbuilding
customers have in us will most likely transfer to other sec-
tors. In future, we expect to see our machines used in quar-
ries or other applications.
To build on its momentum in India, SDLG unveiled two
machines, the 2.7 tonne L933 wheel loader, and a 10.9
T.C. Malhotra is a technical journalist based in Delhi, India. His email is
tc_malhotra@rediffmail.com
DIESEL PROGRESS INTERNATIONAL
tonne motor grader, the G9138. Both were introduced at
bauma ConExpo India in December 2016.
The L933 is equipped with a Weichai WP6G125E331 tur-
bocharged diesel engine rated 92 kW at 2300 r/min. With an
overall working weight of 10 200 to 10 250 kg, the machine
can deliver up to 96 kN of breakout and traction force. Its 45
dump angle and 45 bucket rollback allows for more efficient
load carrying and quicker cycle times, the company said.
The G9138 is designed to satisfy the need for smaller
equipment for narrow road conditions as India boosts its
national road network. With an overall working weight of
12 100 kg, the G9138 is powered by a Deutz BF4M1013-
15T3R/2 diesel engine rated 111 kW at 2100 rpm. Mated
to a ZF 6WG 158 transmission, the G9138 can reach maxi-
mum forward and backward speeds of 39 and 24.5 kph, re-
spectively. It can deliver up to 75.4 kN of traction force.
The brand has a dealer network of 14 companies in India.
The companys headquarters is in Linyi, China, and it has
an additional manufacturing facility in Pedeirneras, Brazil.
FOR MORE INFORMATION
www.sdlgindia.com
Mahindra & Mahindra Buys Hisarlar
Mahindra & Mahindra Ltd. has moved into Turkey through
the acquisition of Hisarlar Inc., a farm implement company
that produces pull-type equipment such as tillers and harrows.
44 APRIL 2017

The company also supplies cabs to manufacturers of farm
and construction equipment.
Under the transaction, which is expected to close in April,
Mahindra will acquire a 75.1% equity stake in Hisarlar. The
association will help in growing the farm equipment busi-
ness in Turkey and Europe.
Mahindra is the worlds No. 1 tractor company by vol-
ume, with an on-ground presence in India, USA, China and
Japan, besides many other export markets, said Zafer
Turker, chief executive officer, Hirsarlar. We at Hisarlar
welcome them to Turkey. I am confident that Hisarlar will
benefit from Mahindras global reach and expertise and we
will jointly expand our portfolio to include various new cat-
egories of farm machinery. This acquisition is an important
milestone in our journey and we are pleased to have Mahin-
dra as our partners.
Rajesh Jejurikar, president and chief executive officer,
Farm Equipment & Two Wheeler, Mahindra & Mahindra
said, Hisarlar is a market leader with 45% market share
in soil preparation equipment in Turkey. The acquisition of
Hisarlar will enable Mahindra to expand its footprint in Tur-
key and Europe, making this entity a global manufacturing
base for various farm implements and tractor cabins.
FOR MORE INFORMATION
www.hisarlar.com.tr
BharatBenz Opens New Dealership
Truck manufacturer Daimler India Commercial Vehicles
(DICV) has inaugurated a new dealership in Tuticorin, in the
south Indian state of Tamil Nadu. The new dealership will
cater to BharatBenz trucks and buses as well as Mercedes-
Benz luxury coaches.
The dealership is owned and run by Jayaraj Trucks & Bus-
es Pvt. Ltd. The Tuticorin dealership is the fourth for Jayaraj,
as it has other locations in Tirunelveli, Trichy and Madurai.
BharatBenz enjoys a strong following in the market
with a robust and reliable product portfolio, said So-
minder Singh, vice president Domestic Sales, Product
Management & Network, DICV. With our 12th dealership
touchpoint in the state of Tamil Nadu, we are able to ca-
ter to our customer requirement in the region. Jayaraj
Trucking meets BharatBenzs highest standards of qual-
ity and expertise and is committed to provide a holistic
ownership experience.
The 3S facility (sales, service, spares) has six repair
bays. The dealership will provide a host of value-added
services such as full maintenance contracts, extended war-
ranty, roadside assistance, vehicle tracking systems and
driver training.
FOR MORE INFORMATION
www.bharatbenz.com
DIESEL PROGRESS INTERNATIONAL
INDIAnotebook
Tata Motors said its latest buses reiterate the companys
commitment toward smart and green technology.
Tata Motors Launches Hybrid, Electric Buses;
Partners With Castrol
Tata Motors has launched 9 and 12 m versions of its Star-
bus electric bus as well as the 12 m Starbus hybrid bus at
its factory in the western state of Maharashtra. The com-
pany also showcased the countrys first fuel cell bus, LNG
powered bus and an 18 m articulated bus. In doing so the
company has reiterated its commitment toward smart and
green technology.
At Tata Motors, our aim is to not only comply with emerging
regulations of clean and green emissions but also be ahead
of the requirements, said Ravindra Pisharody, executive di-
rector Commercial Vehicles, Tata Motors. We have consis-
tently been developing and manufacturing products that can
contribute to CO2 reductions across all road transport seg-
ments and with early investments in new technologies, we
are geared up to further strengthen our market leadership.
With our new range of future-ready buses, we will continue
to play an active role in mass public transportation, with a
commitment towards striking the right balance between sus-
tainable growth and profitability. We will work closely with
government and regulatory authorities to intensify its efforts
at tackling pollution, focusing on building alternative transport
fuels and infrastructure, for smart cities of tomorrow.
Meanwhile, Tata Motors and Castrol have entered in a
three-year strategic partnership agreement for supply of
commercial vehicle oils to Tata Motors globally. The agree-
ment will cover over 50 markets, including the Middle East,
Africa, Russia and Latin America.
As Tata Motors expands its international footprint, Cas-
trol will support Tata Motors channel partners with high-
quality products and services to enhance their market
share and profitability.
The company said in a statement that Tata Motors is a
key strategic global account for Castrol and this agreement
is a step forward in the partnership which goes back three
decades. Castrol will work closely with the Tata team to co-
engineer products suited to meet specific requirements of
new engine technology and environment regulations. dpi
FOR MORE INFORMATION
www.tatamotors.com
45 APRIL 2017
 MATERIAL HANDLING

The Cimolai travel lift, model MBH 560, is a mobile unit, which enables marinas to hoist large boats in or out of
the water, for launching, repairs and maintenance. Volvo Penta will supply twin TAD571VE four-cylinder, off-road
diesel engines for the lift, each engine producing 112 kW. Each leg holds one engine, located centrally between
the front and rear wheel sets.

A BIG
LIFT
Volvo Penta teams with Italian Cimolai Technology, a
manufacturer of specialized lifting equipment
BY BO SVENSSON

V
olvo Penta and its industrial products dealer, Car-
mi, have begun working with Italian manufacturer
Cimolai Technology to supply twin TAD571VE en-
gines for a new Cimolai travel lift. The model MBH
560 is a mobile unit, which enables marinas to hoist large
boats in or out of the water for launching, repairs or mainte-
nance. It has already proven to be a success during testing,
when it lifted a 550 tonne boat, the companies said.
As the TAD571VE engine is compliant with Stage 4 reg-
ulations, it means that our MBH 560 can be sold and used
in any marina in Europe or the world, said Enzo Pilotto,
Cimolai Technologys purchasing manager. And it can also
be used in the construction industry, which gives both of our
companies the opportunity to be present in other markets.
As a Volvo Penta dealer, we represent a global organi-
zation and our mission is to work in close quarters with the
customer in order to achieve symbiosis between machine
and engine, to reach the best possible performance, said
Francesco Girotti, sales and application engineer for indus-
trial engines at Carmi.
Volvo Penta said the TAD571VE is a powerful yet eco-
nomical 112 kW, four-cylinder, off-road engine. The engine

DIESEL PROGRESS INTERNATIONAL 46 APRIL 2017

 MATERIAL HANDLING

Volvo Pentas TAD571VE is a 5 L, four-cylinder,

off-road engine offering 112 kW. The engine is
compact and simple to install and is easy to
service, the company said.

offers an excellent torque at low speed, enabling a quick

response and ease of movement with heavy machinery,
the company said. The engine also has exceptional fuel
efficiency and an exhaust aftertreatment using a selective
catalytic reduction (SCR) system, and does not use a diesel
particulate filter (DPF), which maximizes uptime and pro-
vides low cost of ownership, Volvo Penta said.
With this sort of lifting, once the boat is out of the water
the load is fully applied. Consequently, the engine has to
give a rapid response to avoid shutdown. Volvo Penta said
its 5 L engines performed perfectly in this demanding field
test with Cimolais travel lift, with less than 2% speed drop
during the lift, while the weight went from zero to full load.
Cimolai Technology, based near Venice in northern Italy,
has been manufacturing specialist lifting equipment such
as mobile straddle transporters, cranes, launching gantries
and travel lifts since 2004. Its products service several in-
dustrial settings, including shipyards and marinas, civil en-
gineering yards, steel factories, renewable energy produc-
tion, and other large tailor-made applications.
For Volvo Penta, Cimolai Technology is a new customer,
said Matteo Mambelli, Volvo Pentas sales representative for
industrial engines. We have a lot of experience and knowl-
edge of marine applications, so we have a good reputation,
and that was part of the appeal. We are very present in this
field. They wanted a simple solution and our engines are easy
to install. We make all the constituent parts rather than using
other suppliers, and we can service everything, so that makes
it easy for OEMs (original equipment manufacturers) from a
maintenance point of view.
We decided to use Volvo Pentas engines because of
their performance and due to the knowledge the com-
pany supplies both the marine and off-road industries,
said Donato Cecchin, electrical department manager at
Cimolai Technology. We have created a good working
relationship. dpi
FOR MORE INFORMATION
www.volvopenta.com

The MBH560 has a capacity to lift 550 tonne boats. The Volvo Penta TAD571VE engine is compliant with Stage 4
regulations. The exhaust aftertreatment uses a selective catalytic reduction (SCR) system, and is without a diesel
particulate filter (DPF). With this sort of lifting, once the boat is out of the water the load is fully applied.

DIESEL PROGRESS INTERNATIONAL 47 APRIL 2017

 INTERNATIONALbusinessREPORT
Kohler Acquires Clarke Energy Navistar-
VW Alliance JCB Enters Powered Access
Market Yuchai, Zoomlion Ink Agreement
Kohler Co. announced that its Power Group has ac-
quired Clarke Energy Ltd., Liverpool, England. Clarke En-
ergy is a multinational specialist in engineering, construc-
tion, installation and maintenance of engine-based power
plants and is an authorized distributor of General Electrics
reciprocating engines in 19 countries around the world.
Company founder Jim Clarke, as well as current Chief Ex-
ecutive Officer Jamie Clark and other company leaders, will
maintain their roles following the acquisition, Kohler said.
For the first time, Rolls-Royce will be supplying MTU en-
gines for use in excavators, having received an order from
British construction equipment manufacturer JCB. MTUs six-
cylinder 6R100 Series Stage 4-compliant engines are to be
used to power new excavators in JCBs JS300, JS330 and
JS370 series. The 7.7 MTU diesel engine delivers 240 hp
in the JS300 and 280 hp for the JS330 and JS370 models.
The machines incorporate selective catalytic reduction (SCR)
within the exhaust system, with dosing of a urea-based diesel
exhaust fluid (DEF) to reduce NOx emissions by almost 90%,
JCB said. This system allows the engine to meet Stage 4 final
without having to use a diesel particulate filter (DPF).
Navistar International Corp. announced the closing of
its wide-ranging strategic alliance with Volkswagen Truck
& Bus, which includes an equity investment in Navistar by
Volkswagen Truck & Bus and framework agreements for a
procurement joint venture and strategic technology and sup-
ply collaboration. Global Truck & Bus Procurement LLC, the
procurement joint venture created by Navistar and Volkswa-
gen Truck & Bus, will operate out of Navistars headquarters
in Lisle, Illinois, USA, and is made up of representatives from
both companies who will be combining the demand of five
brands, including Volkswagen Truck & Buss Scania, MAN
and Volkswagen Caminhes e nibus, in addition to Navis-
tars own International and IC Bus brands.
With the closing of the alliance, Volkswagen Truck & Bus
acquired approximately 16.2 million newly issued shares in
Navistar, representing 16.6% of post-transaction undiluted
common stock or 19.9% of pre-transaction outstanding
common stock. As a result, Navistar receives US$256 mil-
lion to be used for general corporate purposes.
JCB said it will enter the powered access equipment
DIESEL PROGRESS INTERNATIONAL
market, starting with nine all-electric scissor lifts followed
by three diesel-powered models later in 2017. By the end
of 2017 the newly launched JCB Access business will offer
a total of 27 new platforms, including scissors, articulated
booms and telescopic boom machines. The new JCB Ac-
cess products designed in-house to meet the needs of
rental companies and contractors worldwide will initially
be offered in the U.K., France, Germany and North America.
More information is available elsewhere in this issue.
Brokk, a Swedish manufacturer of remote-controlled
demolition machines, has acquired Aquajet Systems AB,
a manufacturer of hydrodemolition robots headquartered
in Holsbybrunn, Sweden. The acquisition will help Brokk
expand its application solutions in the construction and
demolition industry, Brokk said. Financial details were not
disclosed, and both companies will maintain its current
management with the acquisition, Brokk said.
China Yuchai will make six-cylinder engines for Zoom-
lions ag machinery, the companies announced. The
agreement covers new six-cylinder medium- and heavy-
duty engines. China Yuchai makes engines for on- and
off-road applications in China through its main operating
subsidiary, Guangxi Yuchai Machinery Co. Ltd. (GMYCL).
In addition to Zoomlion, the Wuhu government and Y&C
Engine Co. Ltd., a GYMCL joint venture based in Wuhu,
Anhui Province, China, are also signatories to the agree-
ment. GYMCL and Y&C Engine will develop the engines for
Zoomlions agricultural equipment.
Volvo Construction Equipment (Volvo CE) announced
that the companys global headquarters will move from
Brussels, Belgium, to Gothenburg, Sweden. The company
said the relocation will facilitate closer cooperation with the
groups other business areas and allow for better use of
group resources. Sweden is home to about 4000 Volvo CE
employees. The headquarters will be operational in Go-
thenburg in the third quarter of 2017.
JLG Industries Inc., the manufacturer of aerial work
platforms and telehandlers, announced it plans to close
three facilities. The three include the Maasmechelen, Bel-
gium, manufacturing and pre-delivery operations as well as
its engineering center in Bruntingthorpe, England. dpi
48 APRIL 2017
OUR WAY TO
CONNECTED MOBILITY.
Discover Intelligent Mechanical Systems at the Hannover
Messe 2017, April 2428, Hall 25, Stand A12. #SeeThinkAct