r67u yjt

SEPTEMBER 2021

A KHL Group Publication

SPECS AT-A-GLANCE

MOBILE HYDRAULIC PUMPS & MOTORS

ALLISON NEW TERRATRAN

ANSUL EQUIPMENT FIRE SUPPRESSION

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EDITORIAL

Vice President, Editorial: Michael J. Brezonick mike.brezonick@khl.com Managing Editor: Chad Elmore chad.elmore@khl.com Associate Editor: Jack Burke jack.burke@khl.com Editorial Contributors: Mauro Belo Schneider Steve Sturgess Peter Yengst

JOE BTFSPLK LIVES

PRODUCTION

Creative & Events Director: Saara Rootes saara.rootes@khl.com Production Manager - KHL Americas: Brenda Burbach brenda.burbach@khl.com Senior Production Executive: Anita Bhakta anita.bhakta@khl.com Design Manager: Jeff Gilbert Print and Digital Designer: Mitchell Logue Designer: Jade Hudson CIRCULATION

Subscriptions: subscriptions@khl.com Head of Data and Audience Development: James Taylor james.taylor@khl.com Audience Development Deputy Manager: Anna Philo anna.philo@khl.com Circulation Executive: Laura Walker laura.walker@khl.com SALES

Vice President, Sales: Alister Williams Tel: +1 843 637 4127 Cell: +1 312 860 6775 alister.williams@khl.com Regional Managers: Linda Cameron Tel: +44 20 31 79 29 79 linda.cameron@khl.com Gabriele Dinsel Tel: +49 711 3416 74 71 gabriele.dinsel@khl.com Petra Kaiser Tel: +49 151 218 52 127 petra.kaiser@khl.com Roberta Prandi Tel: +39 (0)0464 014 421 roberta.prandi@khl.com Thomas Kavooras Tel: +1 312 929 3478 Cell: +1 847 609 4393 thomas.kavooras@khl.com Josh Kunz Tel: +1 262 754 4139 Cell: +1 414 379 2672 josh.kunz@khl.com Pete Balistrieri Tel: +1 414 940 9897 pete.balistrieri@khl.com

M

aybe it’s the times we live in, maybe it’s the 24-hour news cycle, maybe it’s the pandemic.

However, it’s happening, a lot of us are becoming Joe Btfsplk.

For those not old enough to know such things (a greater percentage of people all the time), Joe Btfsplk was a character in the comic strip Li’l Abner. Comic strips, again for you young’uns, appeared in newspapers (ask your parents) and at one time were probably the best place to find satire and pointed political criticism.

For about 40 years, Li’l Abner delivered that in spades, giving us characters that even now resonate, such as General Bullmoose, the epitome of an arrogant military man, Sadie Hawkins, who inspired a holiday where women chased down men to be husbands (some schools still have Sadie Hawkins dances, where the girls invite the boys) and schmoos, happy creatures that so longed to please that they’d jump into the frying pan to cook themselves for you. They taste like pork.

Joe Btfsplk’s deal was that he had a little storm cloud over his head that followed him wherever he went and colored his outlook on everything. From Joe’s perspective, things were always bad and probably going to get worse.

These days, that attitude seems to describe a lot of people.

Case in point: close your eyes and go back in time to the summer of 2020. COVID-19 basically shut down the universe, people were locked in their homes, economies were crashing and there didn’t seem to be any way we would survive it all.

But in the second half, the rebound started and if the crash was bad (and surely it was), never had the industry made up so much lost ground so fast. Still heading into 2021, you heard people saying sure, business is coming back, but it’s not real or it won’t last.

Yet if you look at the Forecast 2022 section elsewhere in this issue, you’ll see the recovery has lasted – to the tune of a global sales record for construction equipment, truck sales poised to reach historic levels and agricultural equipment and power generation markets set to continue on a growth path.

Better times are coming, constrained only by supply chain issues.

Just about all of the experts are expecting the next two years to be pretty good for those in the engine and equipment industries. But there’s still no shortage of contrarian, negative voices, seeing imminent disaster ahead. Joe Btfsplk is alive and well.

I won’t be a Joe Btfsplk. Sure, something unforeseen may happen again but black swans really don’t fly past too often. So I’m going to believe the experts and enjoy the ride.

But I’ll also keep an eye on the skies above my head and keep my hat with me.

Mike Brezonick mike.brezonick@khl.com

CHIEF EXECUTIVE OFFICER

James King CHIEF FINANCIAL OFFICER

THE DIESEL PORTFOLIO

Paul Baker CHIEF OPERATING OFFICER KHL GROUP AMERICAS LLC

3726 E. Ember Glow Way, Phoenix, AZ 85050 USA e-mail: americas@khl.com

A KHL Group publication

Trevor Pease NEW POWER PROGRESS July-August 2021

www.dieselprogressinternational.com

Four decades at the heart of the industry

www.newpowerprogress.com February 2021 | A KHL Publication

Supplement: 40 pages of reflections and also a look into the future.

© Copyright KHL Group 2021 ISSN: 1091-370X

E-trucks, Skylift, Batteries & Liebherr

EMISSIONS

ENGINES

GAS TURBINES

POWER GENERATION

ENGINE SYSTEMS

MOBILE HYDRAULICS

POWER TRANSMISSION

FUEL INJECTION

CONTROLS & INSTRUMENTATION

ANNUAL BUYING GUIDE TO ON-SITE POWER GENERATION SYSTEMS AND SERVICES NOW AVAILABLE ONLINE: Produced by KHL Group in cooperation with the Electrical Generating Systems Association (EGSA) as a service to the On-Site Power Industry.

D E L I V E R I N G T O M O R R O W ’ S T E C H N O L O G I E S T O T O D AY ’ S O E M S THE MAGAZINE FOR ENGINE DESIGN, POWER AND COMPONENTS ON A GLOBAL SCALE THE MAGAZINE FOR ENGINE DESIGN, POWER AND COMPONENTS ON A GLOBAL SCALE

as a service to the On-Site Power Industry.

Electrical Generating Systems Association (EGSA) Produced by KHL Group in cooperation with the

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& Liebherr Batteries Skylift, E-trucks,

NOW AVAILABLE ONLINE:

AND SERVICES SEPTEMBER 2021 | DIESEL PROGRESS | 3 GENERATION SYSTEMS

POWER TRANSMISSION

FUEL INJECTION

CONTROLS & INSTRUMENTATION

ON-SITE POWER GUIDE TO BUYING

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Advanced Fluid Conditioning Solutions ® PROUDLY MANUFACTURED IN THE UNITED STATES

SEPTEMBER 2021

A KHL Group Publication

SPECS AT-A-GLANCE

MOBILE HYDRAULIC PUMPS & MOTORS

ALLISON NEW TERRATRAN

ANSUL EQUIPMENT FIRE SUPPRESSION

Save some time for this issue, as there’s a lot of content within its 52 pages. It’s the perfect size and weight to bring along if you’re flying to a live trade show.

34

DIESEL PROGRESS® (ISSN 1091-370X) Volume 87 No. 8 – Published monthly by KHL Group Americas LLC, East Ember Glow Way, Phoenix, AZ 85050, USA. Subscription rates are $95.00 per year/$10.00 per issue.

Periodicals postage paid at Waukesha, WI 53186-1873 and at additional mailing offices.

Copyright © 2021 KHL Group Americas LLC. All Rights Reserved. Materials protected

by U.S. and international copyright laws and treaties. Unauthorized duplication and publication is expressly prohibited.

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Email: subscriptions@khl.com.

POSTMASTER: Send address changes to: Diesel Progress, 20855 Watertown Road, Suite 220, Waukesha, WI 53186-1873.

PRINTED IN THE USA. Reprints of all articles published in Diesel Progress are available. Please address inquiries to: brenda.burbach@khl.com Telephone: 1-262-754-4100

Berco focuses on undercarriages.

INDUSTRY NEWS 13 Off-Highway Research: Strong

6 Industry news roundup: Deere, Doosan, Hitachi, Hyundai,

sales to continue in ’22 17 Yengst Associates: Slower growth

Stanley Black & Decker

but still growth in ’22 21 ACT Research: Best-ever demand,

PRODUCT NEWS 28 Cummins: Going PRODUCT NEWS big in mining

25 Power Systems Research: Reasons

30 Another new gear for Allison

for optimism heading into 2022

capacity constraints

32 Ansul: A shift in fire suppression 34 Berco: Going overtime on

COLUMNS & BULLETINS

undercarriages 36 Schroeder Industries: Filters for the future 40 Lubrizol: A new fluid solution

9 NFPA Scoreboard: Fluid power

44 DP Summit and Awards:

numbers increase

Powertrain technologies for today and tomorrow

10 StreetSmarts: Superrigs back with a bang

47 Lawsons Global Recruitment: BPA Worldwide is the global industry resource for verified audience data and media knowledge. BPA Worldwide business media audits provide assurance, insight and advantage to business-tobusiness media owners and media buyers.

3 Top Dead Center: Joe Btfsplk lives 8 Dateline

Good help found

42 Equipment Yard: Caterpillar, Getman, Komatsu, Pettibone 49 AEM: Tractor sales steady in U.S., gain in Canada

SPECS AT-A-GLANCE 38 Mobile Hydraulic Pumps & Motors Specs At-A-Glance

50 Global Engine News: Daimler, Cascade Engine Center, Cummins, Rolls-Royce, Hydrogen engines

You can read Diesel Progress both electronically and in print. The electronic version will be delivered via email on the day of publication. To subscribe please visit www.dieselprogress.com/subscribe

MEMBER OF:

DIESEL PROGRESS SUMMIT

DIESEL PROGRESS SUMMIT

SEPTEMBER 2021

A KHL Group Publication

2021

Third Diesel Progress Summit will highlight engines and new power

R

eturning as a live event after the COVID year of 2020, the third Diesel Progress Summit and Awards will to be held Oct. 26 in Rosemont, Ill. The theme of the Summit, which will be held at the Loew’s Chicago O’Hare Hotel, is “Power Technologies for Today and Tomorrow.”

The Diesel Progress Summit is a unique one-day conference and awards dinner for the engine and powertrain technology industry. The event covers technologies used in off-highway machinery used in construction, agriculture, mining, forestry, and marine, as well as onhighway commercial vehicles.

As always, the Summit will focus on

technologies, recognize industry excellence the dramatic changes in engines and powertrains that are being driven by emission regulations, as well as advances in “new” power technologies, including hybrids, electrification and fuel cells.

“There has never been a greater need for relevant and authoritative information concerning powertrain technology,” said Mike Brezonick, vice president of editorial for Diesel Progress, who is serving as the Summit chairman. “Especially now, when governments around the world are pushing the industry toward technologies such as hybrids, electrification and fuel cells, it’s hard to keep track of all the options and understand what they mean to the future of equipment and vehicles.

“If you manufacture, own or operate

Diesel Progress is also available for you to read on your smart phone or tablet including Apple, Android, Windows and Kindle Fire. This format is enhanced with additional content including 360 degree photos, audio and video. To download the latest issue visit: pocketmags.com

off-highway equipment or are an engine or component supplier to the industry, this is an event you shouldn’t miss.”

TOP LEVEL KEYNOTERS

The 2021 Diesel Progress Summit follows the very successful first event in September 2019 and the online event in 2020, which drew more than 1400 virtual attendees from 71 countries.

Highlighting the 2021 Summit will be keynote addresses from two wellrecognized executives in the engine and power industry. The morning keynote will be delivered by Dr. Frank Hiller, chairman of German engine and power systems specialist Deutz AG, while Tony Satterthwaite, vice chairman of Cummins Inc., will deliver the afternoon keynote address.

Both keynote speakers will discuss the state of engines and the transition toward alternative power technologies from their

own unique perspectives.

Along with the keynote addresses, the day will be full of presentations on engines and new power technologies.

Included will be a discussion on how connectivity technology can improve productivity and uptime in engines and hybrid systems, presented by John Radke, manager, Integrated Technologies Product Support at John Deere Power Systems.

Matthew Eaglen, global lead for OffHighway Electrification Sales & Strategy at Dana Inc., will deliver a presentation on electrification technology in mining.

A highlight of the afternoon session will be a roundtable on “Advancing Diesel Engine Technologies.” The roundtable panel will discuss improvements in fuel system technology, diesel engine aftertreatment technology and cylinder deactivation. Panelists include: Alexander Freitag, vice president of engineering, Powertrain Solutions division for Bosch and Justin Hopkins, technology development manager at the Eaton Vehicle Group.

Other subjects to be covered include fuel cell application fundamentals, updates on new battery and charging technologies, future fuels and lubricants, hydrogen combustion engines and experience with off-highway hybrids.

Following the daylong Summit, there will be a drinks reception sponsored by Kohler, followed by dinner and an awards ceremony which will honor achievement

in eight categories (see related story for awards categories and finalists).

The Diesel Progress Summit and Awards is organized by Diesel Progress, which is part of the KHL Group, a diversified media company that incorporates print and digital magazines,

And the nominees for 2021 are:

ENGINE OF THE YEAR UNDER 175 HP ■ The Deutz TCD 2.9.

■ The JCB 430 DieselMax.

■ The Allison eGen Flex.

■ The Deutz Hybrid Power Tree.

■ The Skylift-Kraft Digger Derrick.

from among the category winners and will be announced at the event.

JUDGING PANEL The finalists were selected by a panel of independent judges that consisted of: ■ DAVID HOFFMAN, former director, Global Sales, Marketing and Customer Support at John Deere Power Systems.

■ STEVE NEVA, International Standards and Regulations Manager at Doosan Bobcat North America.

SUMMIT SPONSORS INCLUDE: GOLD SPONSORS Hatz, John Deere Power Systems, Liebherr, Volvo Penta.

SILVER SPONSORS Dana Inc., Isuzu and JCB Power Systems.

SUPPORTING SPONSORS Deutz, Hengst, Off-Highway Research and Lawsons Global Recruitment.

■ JIM SAUNDERS, Business Development at MurCal Inc.

SEPTEMBER 2021 | DIESEL PROGRESS | 45

44 | DIESEL PROGRESS | SEPTEMBER 2021

MOTORS PUMPS & HYDRAULIC MOBILE

SEPTEMBER 2021 | DIESEL PROGRESS | 45

MurCal Inc.

SUPPORTING SPONSORS Deutz, Hengst, Off-Highway Research and Lawsons Global Recruitment.

SILVER SPONSORS Dana Inc., Isuzu and JCB Power Systems.

GOLD SPONSORS Hatz, John Deere Power Systems, Liebherr, Volvo Penta.

■ JIM SAUNDERS, Business Development at America.

Regulations Manager at Doosan Bobcat North

SUMMIT SPONSORS INCLUDE:

SPECS AT-A-GLANCE

■ DAVID HOFFMAN, former director, Global independent judges that consisted of: The finalists were selected by a panel of

at the virtual 2020 Diesel Dana, gave the keynote address Jim Kamsickas, chairman of

JUDGING PANEL

was held in 2019 in Louisville.

As always, the Summit will focus on highway commercial vehicles. forestry, and marine, as well as onin construction, agriculture, mining, used in off-highway machinery used industry. The event covers technologies for the engine and powertrain technology one-day conference and awards dinner The Diesel Progress Summit is a unique Tomorrow.” is “Power Technologies for Today and

SEPTEMBER 2021 | DIESEL PROGRESS | 5

■ STEVE NEVA, International Standards and John Deere Power Systems.

Sales, Marketing and Customer Support at

Progress Summit.

“If you manufacture, own or operate to the future of equipment and vehicles. options and understand what they mean cells, it’s hard to keep track of all the such as hybrids, electrification and fuel pushing the industry toward technologies when governments around the world are the Summit chairman. “Especially now, for Diesel Progress, who is serving as Mike Brezonick, vice president of editorial concerning powertrain technology,” said for relevant and authoritative information “There has never been a greater need hybrids, electrification and fuel cells. in “new” power technologies, including emission regulations, as well as advances powertrains that are being driven by

■ The Dana ePowertrain.

■ The Hatz Power by Technology Digital Solution.

■ The Honda eGx.

Bloomer, Wis.

44 | DIESEL PROGRESS | SEPTEMBER 2021

SUPPRESSION EQUIPMENT FIRE ANSUL

■ Brinkmann & Niemeijer (B&N), Gelderland, the Netherlands ■ NPS Diesel B.V., Ravenstein, the Netherlands

NEW POWER TECHNOLOGY

EMPLOYER OF THE YEAR

■ Anderson Industrial Engine, Omaha, Neb. ■ Catalytic Combustion Corp.,

PROGRESS ACHIEVEMENT OF THE YEAR, is selected

Summit will return as a live event Oct. 26 at the Loew’s Chicago O’Hare Hotel in Rosemont, Ill. The first Summit was held in 2019 in Louisville.

NEW TERRATRAN ALLISON

■ Iowa Power Products, Iowa Falls, Ia. ■ Melton Sales and Service, Columbus, N.J.

ENGINE DISTRIBUTOR OF THE YEAR – INTERNATIONAL

A final award, the DIESEL

The 2021 Diesel Progress

Dana, gave the keynote address at the virtual 2020 Diesel Progress Summit.

ANSUL EQUIPMENT FIRE SUPPRESSION

ENGINE DISTRIBUTOR OF THE YEAR – NORTH AMERICA

■ Deutz Power Center Florida – South, West Palm Beach, Fla.

ENGINE OF THE YEAR OVER 175 HP ■ The Deutz TCD 13.5.

■ The Volvo Penta D16.

ELECTRIC OR HYBRID APPLICATION OF THE YEAR

Jim Kamsickas, chairman of

ALLISON NEW TERRATRAN

www.dieselprogresssummit.com

The awards nominees for the third Diesel Progress Summit and Awards have been selected. The Diesel Progress Awards nominees were selected by an independent panel of judges, with awards to be given in eight categories.

The awards are intended to honor excellence and achievement in the engine and powertrain industries. Past award winners have included John Deere Power Systems, Dana, Caterpillar, Hatz, Kohler, Briggs & Stratton Vanguard and Meritor.

SPECS AT-A-GLANCE

MOBILE HYDRAULIC PUMPS & MOTORS

newsletters, apps, directories, new media technologies, exhibitions, conferences, ■ awards and contract publishing.

For more information or to attend, go to www.dieselprogresssummit.com.

FINALISTS NAMED FOR DIESEL PROGRESS SUMMIT AWARDS

Rosemont, Ill. The first Summit

announced at the event.

Chicago O’Hare Hotel in

from among the category winners and will be

event Oct. 26 at the Loew’s

ACHIEVEMENT OF THE YEAR, is selected PROGRESS

Summit will return as a live

A final award, the DIESEL

The 2021 Diesel Progress

alternative power technologies from their state of engines and the transition toward Both keynote speakers will discuss the address.

Inc., will deliver the afternoon keynote Satterthwaite, vice chairman of Cummins systems specialist Deutz AG, while Tony chairman of German engine and power will be delivered by Dr. Frank Hiller, power industry. The morning keynote recognized executives in the engine and

ceremony which will honor achievement Kohler, followed by dinner and an awards will be a drinks reception sponsored by Following the daylong Summit, there experience with off-highway hybrids. hydrogen combustion engines and technologies, future fuels and lubricants, updates on new battery and charging fuel cell application fundamentals, Other subjects to be covered include Vehicle Group.

Bloomer, Wis. ■ Catalytic Combustion Corp., ■ Anderson Industrial Engine, Omaha, Neb.

■ The Honda eGx. Solution.

■ The Hatz Power by Technology Digital

EMPLOYER OF THE YEAR

■ The Dana ePowertrain.

NEW POWER TECHNOLOGY ■ The Skylift-Kraft Digger Derrick.

■ The Deutz Hybrid Power Tree.

■ The Allison eGen Flex.

OF THE YEAR ELECTRIC OR HYBRID APPLICATION

■ NPS Diesel B.V., Ravenstein, the Netherlands Netherlands ■ Brinkmann & Niemeijer (B&N), Gelderland, the

INTERNATIONAL ENGINE DISTRIBUTOR OF THE YEAR –

NEWS DIESEL HR ZF has appointed WILHELM REHM as head of its new Commercial Vehicle Solutions Division that will officially begin operation Jan. 1, 2022. The new division combines ZF’s Commercial Vehicle Technology and Commercial Vehicle Control Systems Divisions.

Rehm, a member of the ZF Board of Management since 2012, currently oversees the commercial vehicle business in addition to industrial technology and materials management.

SIMON A. MEESTER has been appointed president of GENIE. He currently serves as chief operating officer of Genie.

He will continue to report to John L. Garrison, Jr., chairman, president and chief executive officer of Genie’s parent company Terex Corp. Meester will also join the company’s Executive Leadership Team.

He joined Genie in 2018 from Eaton Corp., where he was vice president and general manager of the Industrial Control Division.

Previously, he held senior roles at Caterpillar and Sandvik.

Meester will continue to be based in Genie’s Redmond, Wash., headquarters.

HYUNDAI HEAVY INDUSTRIES CLOSES ON DOOSAN PURCHASE A

ugust 19 was the date for the official close and completion Doosan Infracore’s (DI) sale to Hyundai Heavy Industries Holdings Co. (HHIH).

Doosan Infracore will become a subsidiary of the newly created Hyundai Genuine (HG) group alongside Hyundai Construction Equipment (HCE) as two independent construction equipment companies under HHIH. HG will act as the intermediary company of HHIH Group’s

construction equipment businesses and will be leading both DI and HCE to maximize the company’s efforts and focus on the construction equipment industry. Together the two brands are expected to combine as a global top player, putting them closer to achieving the goal of becoming a global Top 5 player.

Reportedly, the plan is to manage overlapping investments and invest heavily in areas such as future

technologies and innovation.

Doosan Infracore said it will worky to commercialize Concept-X and develop cutting-edge products such as electric excavators, battery packs, hybrid fuel cells and other next-generation products. By focusing on each company’s areas of strength, HG said it will advance the development of these types of products to gain a competitive edge in the global market.

Independently, the two companies are expected to grow together, complement each other, even compete in good faith in all areas, including technology, production, purchasing, sales, and quality.

For Doosan Infracore’s part, the move “will enable our business to expand and associate with other companies operated by the whole HHI group.” n

20% stake in MTD in 2019.

“We have worked directly with MTD over the last three years and have been impressed with the quality of the management team, their talented employees and MTD’s relentless dedication to innovation in the outdoor space,”

said Stanley Black & Decker CEO James M. Loree. “The combination of businesses will create a global leader in the $25 billion and growing outdoor category, with strong brands and growth opportunities that align with two market trends driving our business – the consumer

reconnection with the home and garden and electrification. We have clearly identified multiple levers to drive growth and margin expansion and are looking forward to welcoming MTD’s 7500 employees to our Stanley Black & Decker family.”

BUSINESS NOTES STANLEY BLACK & DECKER has agreed to acquire the remaining 80% ownership stake in MTD HOLDINGS INC. a privately held global manufacturer of outdoor power equipment, including the Cub Cadet and Troy-Bilt brands, for $1.6 billion in cash. The firm had acquired a

6 | DIESEL PROGRESS | SEPTEMBER 2021

NEWS

HITACHI CONSTRUCTION MACHINERY OUTLINES VISION FOR THE AMERICAS Hitachi Construction Machinery (HCM) and Deere have announced plans to dissolve their joint venture in the Americas. The dissolution will be completed Feb. 28, 2022. At the same time, HCM announced that HCMA will assume all product and service operations for the Americas in spring 2022. HCMA will remain a wholly owned subsidiary of Hitachi Construction Machinery Group.

HCMA said it plans to add more than 60 new local positions to strengthen its North American headquarters in Newnan, Ga. Masaaki Hirose, chairman and HCM executive officer, will continue to be responsible for HCMA. Alan Quinn, who currently serves as CEO, will continue in the same role.

“HCM, through HCMA, will be able to better determine its own destiny in the Americas with its own business strategies, improved products and services, and updated technologies, all provided through a revamped and strengthened distribution network,” Quinn said.

Beginning spring of 2022, HCMA said will introduce

new equipment to the Americas with technologies that increase efficiency and safety while lowering total cost of ownership. The company plans to differentiate itself through the product capabilities of these new machines, including the latest in hydraulic systems, innovative uptime and IoT services, and advanced safety features. It will also assess the potential for new products.

HCMA said it will be able to structure its business to respond to market changes and fulfill the evolving needs of equipment owners and operators. In construction, price competition for new machinery from emerging countries is intensifying and demands for improvement in safety and efficiency on job sites are becoming stricter.

In mining, competition for hydraulic excavators and dump trucks used in mines has intensified as the global trend to reduce CO2 through automation, unmanned and electrification has increased.

In after-sales service, the development of uptime services is also growing.

“HCM has been improving and investing in business

DEERE & COMPANY signed a definitive agreement to acquire BEAR FLAG ROBOTICS for $250 million. Founded in 2017, the Silicon Valley-based startup develops autonomous driving technology compatible with existing machines. The deal is expected to accelerate the development

and delivery of automation and autonomy on the farm and support John Deere’s long-term strategy to create smarter machines with advanced technology to support individual customer needs.

Deere said the Bear Flag team will remain in California.

strategies since 2017 to prepare for the creation of HCMA,” Quinn said. “This includes many ‘value chain’ initiatives to bolster parts and service, rental, used equipment, remanufactured parts and financing. It has also been improving technologies in analytics, IoT, telematics, fleet management and uptime services. In the future, HCMA will be able to better utilize these advances to capture more market share.”

In the short term, all wheel loaders, excavators and mining equipment will be manufactured in Japan.

FUTURE GROWTH

One of HCMA’s main strategies will be to increase the usage of ConSite globally.

The company will extend the service to new Hitachi brand excavators and continue to expand its use in mining.

The goal is to increase the use of telematics and predictive analytics to increase uptime.

HCMA’s other goals include:

n Strengthen its regional headquarters in the Americas n Formulate new market strategies n Rebuild and strengthen its distribution network in North America n Respond to increased demand from mining and civil engineering for safer equipment that is more productive and reduces total lifecycle costs n Promote sustainable initiatives for manufacturing, construction and mining; reduce dependence on coalrelated businesses, reduce CO2 emissions n Continue to aggressively expand into mining, particularly in Latin America n Expand rental and used equipment businesses “We are very excited to begin this new chapter as HCMA,” Quinn said. “We have an ambitious plan for the future, and we are focused on dynamically responding to the needs of our customers and the quickly changing nature of the equipment market.” n

COVID-19 UPDATES For up-to-the minute updates as the pandemic continues to impact the industry, go to www.dieselprogress.com

SEPTEMBER 2021 | DIESEL PROGRESS | 7

DATELINE

www.dieselprogress.com/events

2021

2022

SEPTEMBER

JANUARY

Sept. 13-15

Jan. 26-28

MINEXPO INTL.

Las Vegas Convention Center Las Vegas, Nev.

National Mining Assoc. www.minexpo.com

(new dates) POWERGEN INTL.

Kay Bailey Hutchison Convention Center Dallas, Texas

Sept. 14-16

www.powergen.com

SAE COMVEC

ECU-845 ECU-670

Hyatt Regency O’Hare

FEBRUARY

Rosemont, Ill.

Feb. 8-10

SAE Intl.: www.sae.org

WORLD AG EXPO

Tulare, Calif.

Sept. 14-16

www.worldagexpo.com

MOTION + POWER TECHNOLOGY EXPO

America’s Center Convention Complex

Feb. 16-19 NATIONAL FARM MACHINERY SHOW

St. Louis, Mo.

AGMA: www.motionpowerexpo.com

Louisville, Ky. www.farmmachineryshow.org

Sept. 28-30 THE UTILITY EXPO

MARCH

Kentucky Exposition Center

Feb. 27-March 5

Louisville, Ky.

(new dates)

AEM: www.theutilityexpo.com

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FLUID POWER NUMBERS INCREASE HYDRAULIC AND PNEUMATIC SHIPMENTS

he latest data published by the National Fluid Power Association (NFPA) shows industry shipments of fluid power products for June 2021 increased 32.7% when compared to June 2020 and increased 9.6% when compared to last month. Mobile hydraulic and industrial hydraulic shipments both jumped between 35% and 40% in June 2021 when compared to June 2020, when indexes were dropping due to the onset of the COVID crisis. June 2021 shipment indexes have all slightly increased from May 2021 levels.

Encompassing systems used in a range of applications, fluid power touches nearly every segment of the economy as a whole and can help identify business trends. n

(Base Year 2018 = 100)

T

This graph of raw index data is generated by the total dollar volume reported to NFPA by CSS participants and compared to the average monthly dollar volume in 2018. For example, the June 2021 total dollar volume for pneumatic shipments is 113% of the average monthly dollar volume in 2018.

PNEUMATIC, MOBILE AND INDUSTRIAL HYDRAULIC ORDERS INDEX

SHIPMENTS TOTAL FLUID POWER Apr-21

5.6%

May-21

10.1%

May-21

13.6%

3.7% 8.0%

May-21

12.2%

TOTAL PNEUMATIC Apr-21

13.5%

May-21

15.1%

May-21

15.7%

The table above is expressed in terms of cumulative percent changes. These changes refer to the percent difference between the relevant cumulative total for 2021 and the total for the same months in 2020. For example, June 2021 pneumatic shipments figure of 15.7 means that for the calendar year through June 2021, pneumatic shipments increased 15.7% compared to the same time-period in 2020.

ABOUT THE ABOUT SCOREBOARD THE SCOREBOARD This information is drawn from data collected This from information more than is 85 drawn manufacturers from data collected of fluid power from products more than

by NFPA’s 80 manufacturers Confidential Shipment of fluid power products Statistics

by NFPA’s (CSS) program.

Confidential More Shipment information is Statistics available(CSS) to NFPA program. members.

MoreFor information information is on available membership to NFPA contact members.

NFPAFor at information (414) 778-3344. on membership contact NFPA at (414) 778-3344.

Each point on this graph represents the most recent 12 months of orders compared to the previous 12 months of orders. Each point can be read as a percentage. For example, 98.4 (the June 2021 level of the industrial hydraulic series) indicates that industrial hydraulic orders received from July 2020 to June 2021 were 98.4% of the orders received from July 2019 to June 2020.

TOTAL: HYDRAULIC AND PNEUMATIC SHIPMENTS

(Base Year 2018 = 100)

(Base Year 2018 = 100)

Apr-21 May-21

(Base Year 2018 = 100)

TOTAL HYDRAULIC

This graph of 12-month moving averages shows that in June 2021, the moving average for shipments increased across the board.

SEPTEMBER 2021 | DIESEL PROGRESS | 9

STREET SMARTS A monthly column devoted to the on-highway truck market.

By Steve Sturgess

SUPERRIGS BACK WITH A BANG O

ne of the joys of being a truck motor noter is getting to do stuff that’s completely out of the ordinary. Like being a judge at the annual Shell Rotella SuperRigs truck beauty competition which is the basis for the following year’s Rotella Calendar. Each year, the venue shifts to a new truck stop location and while it was a virtual event last year, this year it was in-person and located just outside of Chicago on I-90 in late July.

As judges, we get no say in who gets into the calendar except for choosing the Best of Show which is guaranteed a calendar spot. We are a fourperson tag team that’s been together for a dozen years.

For me, it’s been a highlight of the year for something like 35 years of the event’s nearly 40-year run.

A recurring theme this year was not just the recognition of the folks who polish these glamor rigs but to recognize the

ABOUT THE AUTHOR STEVE STURGESS is an independent trucking writer and consultant based in Corona, California. His blog is at www.stevesturgess.com

job all truckers have done to keep grocery shelves stocked and incoming and outgoing commercial and retail stocks going around the country the last 18 months.

Many contestants had prepared their rigs for last year before the COVID pandemic hit so there were many lowmileage, show-quality trucks that had been sidelined in the intervening months ready for public exhibition. And what an exhibition!

BEST OF SHOW

The Best of Show was a spectacular Peterbilt 379 entered by Vinnie Diorio and driven (and coddled) by driver Kiegan Nelson. Neither are strangers to the Shell Rotella SuperRigs, having entered several times with spectacular supertrucks that resulted in a Best of Show in 2015.

Over the years, the event has highlighted the bestlooking and most creatively turned-out trucks in the nation and spread the word that truckers, trucks and the trucking industry do a great – and largely underappreciated – job in making our lives comfortable and our country great. And Rotella, in its enthusiastic support, has done a great service by

10 | DIESEL PROGRESS | SEPTEMBER 2021

The winning Diorio/Nelson Peterbilt 389 also picked up the Best Interior prize.

awarding accolades to the best representatives of an industry that moves more than 80% of the freight dollar, much of it in new trucks with the greatest safety technology and the most qualified drivers on the road.

It’s not the event that carries this message – it’s these trucks as they roll down the road. When I judge, I look at the rig – how does it impress that dad, mom and two kids in the car as it rolls by? Then we award points for creativity, design originality and workmanship.

That’s what gained Diorio/ Nelson the Best of Show prize. While every truck that makes the trek to SuperRigs is outstanding, some just take your breath away for the attention to detail. Like Diorio’s signature frame preparation. He welds in the fasteners for the frame rails then grinds off the huck bolts so the rails are as smooth and polished as the rest of the

bodywork. On the retrothemed 2020 Peterbilt 389 with its old-style Mercury lookalike sleeper, he carried the theme throughout the red and black Pete to perfection.

FOUR IMMACULATE HEAVY HAULERS

Personally, I have great admiration for Truett Novosad who showed up with four immaculate heavy haulers that get into some terrible muck when moving excavators, dozers and other construction equipment. My favorite from his stable was a Peterbilt 379 that has the cab and sleeper lowered 6 in., with suicide doors hinged at the rear instead of the front.

That’s creative stuff.

While there are cash awards up to the $10,000 for Best of Show, these truckers come to get a spot on the Rotella SuperRigs calendar. For Vinnie Diorio and Kiegan Nelson, they got the best of both worlds. n

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Our panel of experts – Chris Sleight of Off-Highway Research, Peter Yengst of Yengst Associates,Kenny Vieth of ACT Research and Joe Zirnhelt of PSR – look at the construction, truck and power generation markets.

Only questions is whether industry can meet the demand. By Chris Sleight

CHRIS SLEIGHT is managing director of Off-Highway Research, a management consultancy specializing in the research and analysis of international construction and agricultural equipment markets. Off-Highway Research is based in Wadhurst, East Sussex, U.K. www.offhighway.co.uk Email: chris.sleight@offhighway.co.uk

onstruction equipment is a cyclical business, and it was previously anticipated that 2020 would see a modest downturn in global construction equipment sales, following the peaks of the two previous years. The overall decline was expected to be of the order of 5%.

The picture worsened in March 2020, as the COVID-19 pandemic took hold and national lockdowns came into force around the world. It was feared that global markets would crash. Annual

declines of 20 to 40% were anticipated in worldwide equipment sales.

However, the final result for 2020 was that there was almost no change in global sales. Indeed, it is striking that the market performed better in the pandemic than it was expected to prior to the COVID outbreak.

The most important factor in this remarkable performance was the huge stimulus spending in China, which saw the market rise from already buoyant levels of 2019 by a further 30%.

GLOBAL SALES OF CONSTRUCTION EQUIPMENT BY REGION, 2016-2025* (UNITS) 2016

2017

2018

2019

2020

2021*

2022*

2023*

2024*

2025*

China

120,462

216,780

301,158

316,093

412,440

404,542

353,965

293,665

306,860

330,935

Europe

143,304

162,462

178,112

187,119

159,530

183,752

188,628

179,142

177,095

174,267

India

52,603

60,517

80,768

68,695

61,960

68,800

78,300

86,650

79,650

88,950

Japan

59,700

66,715

63,705

65,645

67,645

68,470

65,680

64,805

65,200

64,155

North America

157,303

173,401

196,213

194,821

164,670

185,375

194,765

200,390

197,910

193,780

Rest of the World

166,462

213,212

287,151

238,715

209,996

222,787

219,071

209,883

217,062

228,105

TOTAL

699,834

893,087

1,107,107 1,071,088 1,076,241 1,133,726 1,100,409 1,034,535 1,043,777 1,080,192

+2

+28

% Change

+24

-3

+**

+5

-3

-6

+1

+3

SEPTEMBER 2021 | DIESEL PROGRESS | 13

> * - Forecast ** - less than 1% growth SOURCE: OFF-HIGHWAY RESEARCH

C

ABOUT THE AUTHOR

GLOBAL SALES OF CONSTRUCTION EQUIPMENT BY REGION, 2016-2025* (UNITS) 1,200,000 1,000,000 800,000 600,000

200,000 0 2016 *

- Forecast

2017

2018

2019

2020

2021*

2022*

2023*

2024*

2025*

n China n Europe n India n Japan n North America n Rest of the World

In addition, the downturn in other parts of the world was not as severe as was feared when the lockdowns started.

Instead of the anticipated falls of 30% or more, most markets declined by 10 to 20% and some even grew. The overall fall for the world, excluding China, was 12% in 2020.

Having reached very high levels in 2019 and 2018, these downturns meant that most markets remained at reasonable levels in 2020, albeit with a pattern of sharp declines in the first half of the year and roaring recoveries in the second half.

The underlying reason for equipment markets remaining in acceptable health was that after the initial lockdowns, when a good deal of construction activity was halted, the industry was able to return to near-normal levels of activity. The forecast for 2021 and beyond for most countries of the world continues better than was expected prior to the COVID outbreak.

The components of this are continued high volumes in China in 2021, combined with a rebound in sales in other countries – generally of the order of 5 to 10%. These increases should take global construction equipment sales to a record high in 2021.

Indeed, the momentum in late 2020 and going into 2021 clearly pointed to this, with financial results indicating strong quarter-on-quarter gains in

both sales and profitability for major manufacturers. Those which report order backlog and order intake added to this sentiment, with a sharp spike in incoming business in the fourth quarter of 2020 and the highest book-to-bill seen in the current multiyear cycle.

It was such that the question was not so much whether there would be demand for equipment, but whether manufacturers would be able to meet it.

History has shown that a global volume of 1 million units or more can equate to supply shortages in critical components, particularly hydraulics.

In early 2021, this was exacerbated by the fact that so many suppliers in the industry had cut production in 2020 – either because they decided to slow output in the face of an uncertain future, or because their volumes were affected by lockdowns and reduced production by their suppliers. Ramping up remained challenging due to ongoing COVID restrictions and production constraints down the supply chain.

A further factor was that over the course of 2020, equipment producers, suppliers and distributors took steps to reduce inventories and focus on cash flow.

As understandable and prudent as these measures were, they contributed to the difficulties in meeting demand seen in early 2021.

14 | DIESEL PROGRESS | SEPTEMBER 2021

It was therefore expected that 2021 would be characterized by equipment supply constraints and long lead times.

Off-Highway Research believes these factors are the major challenge to the industry reaching its sales potential rather than any demand-side impediments.

REGIONAL FOCUS

Previously China was expected to experience a modest 3% growth in unit sales in 2021 following the stimulus driven rise of 30% in 2020.

However, Off-Highway Research’s latest forecast foresees a 2% decline. Having experienced an extremely buoyant first quarter of 2021, the Chinese market clearly started to cool from April onwards. But sales volumes in China in 2021 will still be extremely high and in historic terms the industry is buoyant.

While China is performing slightly worse than previously expected the rebound in many other parts of the world is proving more robust than was earlier anticipated. The European market is projected to rise 15% in 2021. This should see volumes rebound to similar levels to the cyclical high in 2019.

Likewise, the forecast for North America has been upgraded to a 13% increase. While this will not see it regain the highs of 2019, these levels should be reached and surpassed in the

SOURCE: OFF-HIGHWAY RESEARCH

400,000

following years.

A modest 1% rise in construction equipment sales is now forecast for Japan in 2021, as opposed to the previous expectation of a downturn this year. This rise will build on the modest increase in sales which in 2020 and will take the market to its highest since the early 2010s, when a combination of stimulus measures and the reconstruction following the 2011 earthquake and tsunami drove a sharp rise in equipment demand.

However, the forecast for India has been downgraded from the previously expected 15% increase to an 11% rise in sales this year, compared to the low seen in 2020. This is due to the second wave of COVID infections in the second quarter of 2021.

The outlook for the rest of the world remains unchanged, with the expectation of a 6% rise in sales this year.

MEDIUM-TERM OUTLOOK

Beyond 2021, the forecast is for continued high equipment sales

worldwide. This is broadly based on the premise that residential markets will remain buoyant, driven in part by very low interest rates, while stimulus spending around the world will be a trigger for sales of larger equipment.

Off-Highway Research has concerns about the non-residential building segment in the aftermath of the COVID pandemic. With so many office workers around the world adopting home working and video conferencing technologies since the pandemic took hold, there are questions as to whether this ‘new normal’ will remain once the health issues recede.

It seems likely to some extent.

Many will wish to continue to work from home. Having proved successful in the long months of the pandemic, many employers will be open to this idea, particularly if it means they can save money on expensive office space.

Similarly, business travel may be permanently reduced in light of the much cheaper and less time-consuming practice of video calling.

This would all equate to a much lower requirement for various types of non-residential structures, from offices to travel hubs (both international and commuter) and all that goes with it, such as restaurants and hotels. The reduced need for these structures will impact on the equipment which is used to build them.

ECONOMIC HEALTH

There is also uncertainty over the medium-term forecast in that it is not yet clear what the true economic impact of the pandemic will be. In early 2021 there was still significant government support around the world to protect jobs and support businesses. That is likely to taper down as the year progresses, and although stimulus spending will cushion this blow, there will come a point where support is withdrawn and the bill for the pandemic will have to be paid. This is likely to mean a period of economic weakness, which would equate to lower n equipment sales.

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EARTHMOVING MACHINERY SALES COMPOSITE 3,000,000 2,500,000 2,000,000

1,000,000 500,000 0

n Forecast 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

SOURCE: YENGST AND ASSOCIATES

1,500,000

After the COVID-led fall in 2020, earthmoving machinery sales are expected to rise over the next two years.

A

Compact equipment, smaller agricultural tractors kept the industry from collapsing during the pandemic era. By Peter T. Yengst ABOUT THE AUTHOR PETER T. YENGST is vice president of Yengst Associates, a market research and consultancy in Wilton, Conn. www.yengtassociates.com Email: mail@yengstassociates.com

s of now, we’re about 18 months into the Coronavirus era that took the world by storm in the early months of 2020. And what a ride it’s been – the kind you don’t ever want to get in line for ever again. There have been winners and losers, but I’m confident nobody would care to go through it again and let’s hope the worst of this nasty bug is behind us.

Looking back a year, markets and economies around the world had been clobbered by the lockdowns along and we watched global GDP fall like a dropped hammer, plummeting more than 30%. Machinery markets showed some resilience as construction activity was deemed ‘essential’ to the economy, so that show played Sales of compact machinery prevented a total collapse in earthmoving equipment in 2020, while small tractor sales boosted agricultural equipment sales.

on. Not so much for equipment sales but aftermarket parts and service continued to roll.

Everyone was expecting the markets to end the year with losses of more than 30% from the prior year, and having come off a peak in 2018, it was going to be a large hit. It was nearly impossible to see how any equipment market could end 2020 on a positive note – and yet a handful of products did just that.

Many sectors were not expected to mirror the V-shaped recovery seen in financial and housing markets. With the help of the Federal Reserve and Congress, more money was infused into the system than ever before. And from that instantly added liquidity, the recovery snapped the economy back on its feet. What was problematic was how quickly it all took place in a world that wasn’t prepared to snap back quite so fast.

2020 SALES

2021 SALES

EARTHMOVING

-7%

+20%

MATERIAL HANDLING

-35%

+30%

AGRICULTURAL

+17%

+10%

OTHER MACHINERY

+1%

+5%

SEPTEMBER 2021 | DIESEL PROGRESS | 17

>

Supply chain issues exploded and dealer inventories began to disappear. Workers were hard to come by and costs were skyrocketing with inflationary pressures due to shortages worldwide.

SMALL MACHINES SHINE

Yet we made it through the dreaded year of 2020 nearly whole. From a volume standpoint, the machinery markets fared relatively well even though most products experienced sales declines of 20 to 30%. The key words behind the almost negligible drawdown last year were ‘compact equipment.’ If we were to exclude just two products – compact track loaders (CTLs) and mini-excavators – the earthmoving segment would have dropped around 25%. Because CTLs and minis each finished the year up around 10%, the earthmoving composite sales volume only ticked down about 5% in 2020. A blip compared to a bloodbath.

Another equipment market that ended 2020 markedly on the positive side was farm tractors. With government subsidies going to farmers during a period of drought and ongoing trade wars with China, farmers had some stability and consistent financial backing. But the real reason for the 17% growth in ag equipment was because of the industrial tractor segment and machines below 40 hp. The compact tractor segment saw sales take off as people fled the urban areas and ran to their hobby farms.

Growth in landscaping was another major contributor. People spending more time at home, especially away from cities, was another reason CTLs and enjoyed their upside in 2020. Sales of those machines continued in strong fashion as people built up their homes with add-on renovation projects, pools and landscaping. If you’re going to spend more time at home, why not make it as comfy as possible? Thus it was the residential side of the economy that kept earthmoving machinery markets afloat in volume and it was government aid and weekend farmers that kept tractor sales in growth mode.

AGAIN, WHAT A YEAR

Shortly after we entered 2021, COVID-19 restrictions were lifted, vaccinations were introduced, the level of worry subsided, and we began to emerge again. Stimulus checks lined many pockets and the economy since then has struggled to meet the demand that ensued. Shortages led to more inflation and the only thing that wasn’t in short supply was the almighty dollar.

Demand for new machinery was abundant, thanks to postponed budgets and projects from 2020. Inventories at the dealer level were soon depleted to where I’ve heard that dealers were sold out as early as April, which is when backlogged orders began to grow. Today, dealers are managing order backlogs going into

2022, which is simply unheard of. It’s a wonderful problem to have but the biggest problem is fulfilling that demand.

Looking out to the horizon that separates us from 2022, I foresee a continuance of sales for all earthmoving, material handling and ag equipment – albeit at a slower pace – through the rest of year. After all, sales can only move at the pace of supply. With major supply disruptions ranging from shortages of raw materials to congested shipping ports to delivery delays, we expect to see consistent sales increases of 15 to 20% for most earthmoving equipment this year, and it would be even higher if supply constraints weren’t at play.

Compact machinery like CTLs, miniexcavators and skid-steer loaders are seen as overperformers once again with an added 10 to 12% growth year over year.

If these expectations become a reality by year end, we’ll be looking at a new peak in earthmoving market composites.

However, if the compact markets end up underperforming in the second half of the year, 2018 would then likely be the cycle’s high point.

In ag equipment, we believe the under 40 hp category of tractors will progress at a slower pace compared to last year through saturation in the hobby farmer Sales of material handling machinery are expected to rise in each of the next four years.

MATERIAL HANDLING - PROJECTED SALES COMPOSITE 1,400,000 1,200,000

80,000 60,000 20,000 0

n Forecast 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 18 | DIESEL PROGRESS | SEPTEMBER 2021

SOURCE: YENGST AND ASSOCIATES

1,000,000

segment, whereas tractors larger than 40 hp will make up some of that ground.

WHAT LIES AHEAD?

What lies ahead for next year and beyond is what keeps prognosticators awake.

There are a number of factors that cannot be ignored indefinitely. We live in a world of ‘all time highs’ from financial and real estate markets to memorabilia and cryptocurrencies. Valuations are fundamentally skewed from historical norms and our economy, although reported as robust, is largely fed by fiscal and monetary stimulus that can’t be relied upon much longer.

Increased inflation in many of the forms seen today is here to stay. There will likely be corrections in both the housing and financial markets that bring their lofty levels down, but consumer prices will remain high in gas, food and utilities. This inflation is a tax on people as their purchasing power affords less goods and services and requires more dollars.

That will be further accentuated once eviction and mortgage moratoriums are lifted, Jay Powell over at the Federal Reserve may have to start talking about interest rates to slow down upward movement in prices. This would have an immediately adverse effect on liquidity and borrowing within the economy.

And let’s not forget that Corona is still lingering about with more potential sequels than Rocky. China is locking down parts of the country to address the Delta variant, and as we creep toward colder temperatures, the virus could reemerge in North America.

SLOWER GROWTH

For all of these potentially adverse catalysts, our outlook for 2022 is one of growth, just growth of the more minimal variety – most likely in the mid- to lowsingle digits. When we’ve seen such peaks as in 2018 in machinery markets and possibly even this year if all things remain unchanged, manufacturing and supply chains begin to struggle keeping up with

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demand. Component supply thins out at a certain point.

On a more positive note, I truly believe that the long-awaited infrastructure bill from Congress will come to fruition this year. Currently, $1.2 trillion has been agreed upon for ‘traditional’ infrastructure by the Senate, but it is being held up by the House until the ‘human’ infrastructure budget is passed, which adds another $3.5 trillion. We could be waiting a bit longer for the much-needed improvements to airports, highways, bridges, water and communications because of all the pork added to infrastructure, but if and when it’s passed, the floodgates will open and added growth to machine markets will follow.

With all this in mind, I believe we should be grateful for making it through one of the toughest periods in recent history without more widespread damage.

It sure took a lot of money printing and government support to ease the pain, but it did help. The question that remains is at what price? n

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Medium- and heavyduty truck industry limited only by supply chain issues.

By Kenny Vieth

ABOUT THE AUTHOR KENNY VIETH is president and senior analyst at Americas Commercial Transportation (ACT) Research Co., LLC, a global publisher of commercial vehicle industry data and forecasting services based in Columbus, Ind. Tel: (812) 379-2085, Fax: (812) 378-5997 www.actresearch.net Email: kwvieth@actresearch.net

T

here is an ebb and flow to commercial vehicle demand.

Think of it as a double helix, with one side being freight needing to be hauled and the other side the capacity that can be brough to bear to haul it. When times are good, freight rates rise, the trucking industry spins off a lot of free cash and invests it by adding driver and equipment capacity. Inevitably, the freight cycle rolls over, overcapacity ensues, freight rates fall, and investment dollars dry up. There is a very much a ‘rinse, wash, repeat” cadence to the freight-intensive segments of the commercial vehicle market.

During 2020’s pandemic shutdown in March and April, there was a material drawdown in driver capacity just ahead of a surge in consumer spending on goods. So much driver capacity was taken offline that when the economy began to

recover, there was a binary switch from too much to insufficient capacity due to a lack of drivers. This is where we were a year ago and this is where the industry remains.

From a commercial vehicle demand perspective, it is not just freight/work to be done, but how much money prospective equipment buyers are making doing that work. Despite the marvel that is modern logistics, trucking is nevertheless a transactional business, where pricing is largely dictated by the law of supply and demand.

There is a lot of work to be done as the recovery continues to be concentrated in freight-heavy economic sectors: consumer spending on goods, housing, and the resurgence in industrial activity.

Durable goods spending is up 22% from its pre-pandemic peak, while services spending remains 3% below its highwater mark. In manufacturing, we have seen purchasing managers’ indexes and durable goods orders rise to new highs in recent months. While expectations are for GDP at 6.2% in both 2021 and 2022,

TOTAL CLASSES 5-7: N.A. BACKLOG & BL/BU RATIO

January 2021-July 2021

January 2021-July 2021

SOURCE: ACT RESEARCH CO., LLC: COPYRIGHT 2021

TOTAL CLASSES 5-7: N.A. NET ORDERS 12 MO. AVG. & BUILD

SEPTEMBER 2021 | DIESEL PROGRESS | 21

>

UNITS (000s)

SOURCE: ACT RESEARCH CO., LLC: COPYRIGHT 2021

N.A. CLASSES 5-7 PRODUCTION 2012-2021 300 250 200 150 100 50 0

227

237

233

249

273

281 224

248

264

188

202

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

RV

13

15

17

18

21

22

22

16

14

16

16

BUS

32

34

37

38

41

43

43

40

33

34

38

TRUCK

143

153

172

181

171

184

208

225

176

198

210

TOTAL

188

202

227

237

233

249

273

281

224

248

264

freight growth is projected at 12.6% and 5.8%, respectively.

SUPPLY CONSTRAINTS

With their businesses on fire, and barring caveats, medium- and heavyduty truckers will take everything the industry can produce through the 2022 forecast horizon and into 2023, making the forecast question not one of demand, but of supply. Commercial vehicle supply chains are beset by the same capacity constraints that are impacting the global automotive industry and at the top of the list is semiconductors.

It reportedly takes two years to bring a new silicon chip plant online. We’ve also learned that even brief shutdowns at chip plants can cost a month of output.

Our forecasts therefore are more based on demand than supply. Production will spin up rapidly once these constraints are addressed.

MEDIUM-DUTY

The medium-duty Classes 5 through 7 market is comprised of trucks, buses and recreational vehicles (RVs), with trucks just over 70% of the market. Beyond lease and rental companies, private fleets and large utility buyers, the majority of the market is made up of small businesses serving local communities in vocational niches from construction to pickup and delivery.

The pandemic has caused a surge in demand for medium-duty last-mile vehicles that began when people realized that they were stuck at home. This includes vehicles servicing e-commerce, one-way rental fleets and consumer service-related vehicles.

The July-ending 12-month order average posted new records for several months. Compared to year-to-date July 2020, orders in 2021 are up 74%.

Surging orders have pushed Classes 5

through 7 backlogs to a record 131,200 units in July.

After a build of 223,600 units in 2020, ACT’s medium-duty forecast anticipates that production will rise 11% to 248,300 units in 2021 and an additional 6% in 2022 to 263,900 units.

CLASS 8 TRUCKS

It is not difficult to argue that Class 8 demand conditions in mid-2021 are the best in history. With all lights flashing green, we should be discussing the potential for 2022 to become the all-time best year in the history of North American Class 8 vehicle production.

Because of supply chain constraints, the forecast remains stuck, if at high levels. If the chip shortage proves intractable, the direction of the forecast is likely lower despite overwhelming demand.

Class 8 orders have moderated in recent months but remain well above production

TOTAL CLASS 8: N.A. INVENTORY/RETAIL SALES RATIO

January 2021-July 2021

January 2021-July 2021

SOURCE: ACT RESEARCH CO., LLC: COPYRIGHT 2021

TOTAL CLASS 8: N.A. NET ORDERS 12 MO. AVG. & BUILD

22 | DIESEL PROGRESS | SEPTEMBER 2021

levels. Over the past year, 426,000 orders have been booked. Industry backlogs have risen for 13 consecutive months, ending July at 262,100 units.

Across the eight months ending May, production was running at around a 275,000-unit annualized rate. In June, that dropped to a 250,000 annualized rate and in July, with the OEMs taking additional shutdowns, the production rate fell to a 175,000-unit rate. The chart showing the past 20-years of orders (12mma) overlaid with actual build shows the sharp disconnect currently being experienced relative to the strong

correlation that is usually evident between these series. The industry’s inability to ramp production has caused a sharp pullback in inventory levels. On a seasonally adjusted basis, July’s Class 8 inventory volume was the lowest in 10 years.

After seeing Class 8 production fall to 214,300 units in 2020, the forecast is projecting full-year 2021 at 288,000 units. Looking ahead to 2022, the forecast remains hopeful that production breakthroughs are possible, with the forecast calling a second-best ever 359,000 units.

There is everything to like about the outlook for medium- and heavy-duty vehicles when viewed through the lens of demand. One could make the case that there has never been a more positive confluence of factors for truck demand.

At the same time, the reality is that COVID is still on the loose and supply chains are not equipped to support a surge in global demand. If our forecasts for 2022 turn out to be optimistic, there is the silver lining of pent-up demand.

If circumstances push 2022 forecasts lower, 2023 forecasts will begin to rise commensurately. n

UNITS (000s)

SOURCE: ACT RESEARCH CO., LLC: COPYRIGHT 2021

N.A. CLASS 8 PRODUCTION 2012-2021 400 350 300 250 200 150 100 50 0

297

278

323

324

359

345 288

256

246

228

214

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

TRUCKS/RIGIDS

72

65

76

79

70

79

87

95

66

73

92

TRACTORS/ARTICS

205

181

221

244

159

177

237

250

148

215

267

TOTAL NA C8

278

246

297

323

228

256

324

345

214

288

359

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Despite ongoing supply chain issues, recovery in power generation

L

ike most powered equipment segments over the past 18 months, the power generation segment has not been insulated from the economic impacts of COVID-19. The industry has also been affected by the normal demand influences it faces in any given year.

When we consider all power ranges of North American gen-set production, we have a total market that is in the range of 950,000 units per year, covering all fuels and power ranges. There is typically a base level of annual demand, along with other factors that tend to move the market up or down.

A SURREAL TIME

Beyond all of the normal drivers, the issue of supply chain continuity has been exacerbated by COVID-19. The last year has been surreal from many standpoints but one thing for sure is that OEMs are re-evaluating their level of integration within the supply chain to ensure lead times can be held to a manageable level. This has involved making strategic

ABOUT THE AUTHOR JOE ZIRNHELT is President and CEO at Power Systems Research, an information and research supplier based in St. Paul, Minnesota, with offices in Detroit, Brussels, Tokyo, Beijing, Pune and Sao Paulo. www.powersys.com Email: jzirnhelt@powersys.com

decisions about production capacities and inventory levels of finished goods at the factory versus the ability to continue to source critical parts needed for those finished goods. OEMs want to maintain an acceptable lead time to their distributors and dealers and that is a delicate balance.

One useful avenue in observing the market over the course of the year is through our PowerTracker syndicated survey through which we speak with 200 gen-set dealers each quarter. Many dealers have expressed a continuing frustration as their sales often are constrained by longer lead times rather than a lack of demand. The end result for many dealers are customers that either delay their purchase or move to another dealer that can meet their

will continue. By Joe Zirnhelt delivery expectations.

With that in mind, let’s look at some of the key points that help size up the prospects for the North American power generation market over the next year.

KEY BAROMETERS HOUSING STARTS REMAIN STRONG:

When comparing the average annualized rate over the course of each year, housing starts were strong to begin with in 2020 with 6.1% growth in 2020 versus 2019.

Starts of new privately-owned housing units are continuing into the current year with annualized levels for June 2021 23.3% above those of June 2020.

PRODUCTION OF GEN-SETS BY NORTH AMERICAN OEMS 2020-21 DIESEL

GASOLINE

LPG & NATURAL GAS

2020

2021

2020

2021

2020

2021

<10kW

43,298

47,417

632,253

691,128

76,838

85,092

10-20kW

21,790

24,125

7,783

8,545

73,482

83,222

21-50kW

16,544

18,327

572

623

36,458

41,735

51-300kW

36,871

41,412

21,188

23,325

301-500kW

5,722

6,409

1,654

1,826

501-1000kW

5,769

6,435

870

950

>1001kW

4,600

5,061

982

1042

134,594

149,186

211,472

237,192

GRAND TOTAL

640,608

700,296

SEPTEMBER 2021 | DIESEL PROGRESS | 25

>

Housing is probably the best barometer for the health of the smaller (under 500 kW) gen-set markets.

LOW INTEREST RATES:

In the most recent meeting of the Federal Reserve Open Market Committee, The Fed maintained its stance of holding the benchmark interest rate steady at a targeted range between zero and 0.25%. As long as the rates remain low, financing of commercial and consumer gen-sets is not a limiting factor.

RESIDENTIAL DEMAND:

COVID-19 has led to a significant increase in demand from residential buyers for standby gen-sets. People have been spending more time either working or learning from home. The result has been a greater emphasis from homeowners to evaluate the reliability of their power and make investments in standby power. Residential standby units, both LPG and natural gas fueled, have experienced strong demand growth over the pandemic time that has driven production of gen-sets below 50 kW.

NEW FACTORS

SUPPLY CHAIN ISSUES:

THE INFRASTRUCTURE BILL:

Early in the pandemic, we observed factory shutdowns where production did not take place for weeks at a time.

While there is an ability to catch up with production over the course of any given year, it’s a problem when there are simply not enough critical parts for production. That’s what we see now – a supply and demand system that is out of synch and causing a whiplash effect up and down the supply chain, creating what it seems to be a continual game of catch-up.

The part unique to power generation is that while there are supply chain

In August, the U.S. Senate passed the bipartisan infrastructure bill that will direct $550 billion in new federal investments in America’s infrastructure over a five-year period. The legislation should have positive implications for power generation, especially for gen-sets used for mobile power in rental and those used in construction.

The massive bill will fund improvements and new construction in many areas and there will be a sustained level of activity for gen-sets used in these projects for the foreseeable future.

issues, there is also increased demand, largely driven home standby and smaller portable units. Increased demand and a constrained supply situation translates to longer lead times.

Looking at aggregated results from the Monthly Wholesale Trade Survey from the U.S. Census Bureau we can see the pattern over the last years for the ratio of inventory to sales at the wholesale level.

The key takeaway is that the steepness of the drop in the ratio for Machinery, Equipment and Supplies which would include distributors and wholesalers for gen-sets. This illustrates the pressure on OEMs to keep production moving and improve on lead times to dealers and distributors.

The actual decrease in the index from 2020 to 2021 Year-To-Date equates to an 11% drop in one year. The index has not been this low since 2011 when the industry was recovering from recession. Today, with COVID-19 influences present and a shortage of key components, we see much lower inventory levels relative to sales levels.

IMPORT PRESSURES

Residential and commercial consumers

INVENTORIES TO SALES RATIONS - WHOLESALE TRADE 11% index drop from 2020 to 2021

SOURCE: U.S. CENSUS BUREAU, MONTHLY WHOLESALE TRADE SURVEY

3.50 3.00

2.92

2.50 2.25

2.32

2.36

1.49

1.50

1.50

2.87 2.46

2.36

2.46

2.57

2.87

2.68

2.82 2.67

2.81

2.62

2.49

2.33

2.00 1.50

1.73 1.72

1.43

1.00

1.60

1.37

1.31

1.37

1.48

1.31

1.48

1.53

1.33

1.56

1.38

1.60

1.69

1.68

1.57

1.59

1.61 1.53

1.40

1.71 1.60

1.69 1.51

1.67 1.50

1.53 1.23

1.19

0.50 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Durable Goods

Machinery, Equipment & Supplies

26 | DIESEL PROGRESS | SEPTEMBER 2021

Misc. Durable Goods

FORECAST PRODUCTION OF GEN-SETS BY NORTH AMERICAN OEMS 2021-22 DIESEL

GASOLINE

LPG & NATURAL GAS

2020

2021

2020

2021

2020

2021

<10kW

47,417

50,424

691,128

734,033

85,092

92,571

10-20kW

24,125

25,849

8,545

9,102

83,222

92,619

21-50kW

18,327

19,644

623

660

41,735

45,933

51-300kW

41,412

44,158

23,325

25,029

301-500kW

6,409

6,851

1,826

1,952

501-1000kW

6,435

6,930

950

1,008

>1001kW

5,061

5,399

1042

1084

149,186

159,255

237,192

260,196

GRAND TOTAL

have fairly high expectations around lead times. If supply chain issues are causing longer lead times among domestically produced gen-sets and imported sets are more readily available, this could dampen some of the upside for domestic OEMs. Lead time is only one factor in the purchase process, but it may be a very important factor. Many dealers over the years, especially in the lower ranges for portable units, have experienced competition from lower-priced imported units as an ongoing threat.

THE WEATHER EFFECT

The single most important factor that drives annual volumes, above base demand, is weather. A prime example is the snow, ice and freezing conditions in Texas and Oklahoma in February. The power supply was crippled, and people were caught with no electricity.

The variability and surge in demand associated with weather events is independent of the normal drivers such as fuel price, interest rates and the state of the economy. Weather is the wildcard that dealers must be prepared for but also the wildcard that can impact the whole industry in any given year.

OUTLOOK FOR 2022

From all indications, and from our current forecast at Power Systems

700,296

743,795

Research, we are expecting a continued recovery in gen-set production in 2021 with an even stronger 2022 as the demand levels are sustained.

The key to meeting these levels of production will be the ability of the supply chain to maintain a continuity of supply to keep finished goods flowing out to the distributors and dealers.

We see the highest gains in natural gas and LPG units driven largely by the increased demand from residential consumers. Units within the 10 to 50 kW range for natural gas and LPG are expected to grow between 10 and 11% from 2021 to 2022. In the higher power ranges for natural gas and LPG above 50 kW, growth for 2022 is expected to be a healthy increase of 4 to 7% over 2021.

Production of diesel fueled gen-sets will continue to recover into 2022 with growth rates in the range of 6 to 7%.

A key area for diesel growth will be from 51 to 500 kW which is a range for many of the diesel gen-sets used on construction sites and in rental.

The infrastructure bill will fuel growth for this size of gen-set and when looking at growth in 2021 and 2022 combined, these ranges will sustain a nice recovery from 2020 levels. Finally, the larger sets (above 500 kW) will be supported by continued growth for critical power systems used in facilities such as data centers and hospitals. n

DIESEL ENGINES

N

early a decade ago, in late 2011, Cummins unveiled the largest home-grown, high-speed diesel in the company’s history, the QSK95. Now, after seeing it thrive in applications such as power generation, rail traction and marine, Cummins has decided it’s time for its biggest engine to finally get down and dirty and is launching a version for surface mining applications.

With a top rating of 4400 hp with 13,020 lb. ft. of torque at 1800 rpm, the 16-cylinder, vee configuration diesel targets equipment such as 400-ton haul trucks and large mining shovels.

A 3800 hp rating is also offered for mining equipment applications requiring increased fuel economy and longer life to overhaul.

“At Cummins, we’ve developed a deep understanding of the key profitability metrics for our customers,” said Gary Johansen, vice president, Power Systems Engineering at the Columbus, Ind.-headquartered engine and power specialist. “In the mining industry, that metric is the cost of production.

“Mining companies are now more than ever looking for ways to achieve the lowest cost of production and to do so in the most sustainable way possible.

At Cummins we’ve made it our goal to enable miners to achieve that by applying cutting-edge technology to improve product performance, reliability and durability. We keep pushing the envelope to deliver more from our products. And we have applied this mindset to bring our

Cummins brings its largest 4400 hp QSK95 diesel to global mining markets.

By Mike Brezonick most powerful engine ever to the mining industry.”

Johansen said the QSK95 is “designed specifically to thrive against key mining requirements, reliability, faster cycle time, increased power at altitude, fuel economy, service repair time, life to overhaul and ability to remanufacture the engine system.”

BIGGEST PROJECT

The QSK95 was one of the largest engine developments in Cummins history both in terms of engine size (it has a bore and stroke of 190 x 210 mm and a total displacement of 95.3 L) and financially, as the company spent upwards of $300 million on its clean sheet design. Its availability for mining is also appropriate in that the engine’s code name prior to launch was “hedgehog” – a critter known for feeling at home in the dirt.

Like all Cummins engines, the QSK95 incorporates a host of Cummins engine and component technologies. Among the most significant is a modular common rail fuel system (MCRS) that eliminates the long fuel rail used in most common rail systems, instead maintaining a pressurized fuel volume within the injector body

28 | DIESEL PROGRESS | SEPTEMBER 2021

itself. The system can deliver multiple injection events at pressures up to 31,000 psi.

The engine also incorporates a quad-turbocharger layout that utilizes Cummins Turbo Technologies’ HE 900 frame single-stage turbochargers engineered to deliver strong performance and responsiveness at high altitudes. In addition, the use of lighter, single-stage turbos contributes to improved exhaust manifold life, the company said.

Four Cummins electronic control modules (ECMs), one for each bank of four cylinders, are grouped together for easy access at the front of the engine under a protected cover, with an interface providing diagnostic access.

The ductile iron engine block incorporates a deep skirt and internal bedplate, both of which help reduce vibration and noise, while also enabling

DIESEL ENGINES design; an air cleaner with dry replaceable filter elements; and a Cummins Impactor crankcase breather. The filters and oil coolers are mounted on the outside of the engine to improve service access.

“The QSK95 is really for ultra class trucks demanding the highest productivity and speed in the mines,” said Johansen. “We’ve sold over 1200 QSK95s in more than 20 countries in a wide range of applications and now we’re bringing it to our mining customers. We believe the QSK95 will run faster and longer than other products out there and will thereby significantly lower the total cost of production for mining companies.”

MORE TO COME

Cummins has launched its largest QSK95 diesel for mining applications.

The engine is available with a top rating of 4400 hp for ultra class haul trucks, while a 3800 hp rating is also available for applications requiring higher fuel economy and longer life to overhaul.

the engine to be rebuilt multiple times, Cummins said. A single-piece forged-steel piston is engineered for better durability and reuse capability at rebuild. The hardened power cylinders have midstop cylinder liners and dual-piston cooling nozzles designed to reduce piston ring temperatures and increase wear resistance.

Service life is also enhanced through the use of more robust engine bearings, the company said.

Filtration components from Cummins Filtration include a triple-element 5 micron primary lube oil filter/water separator; a secondary filter incorporating a 3 micron/2 micron, filter-in-filter

The QSK95 is also available with PrevenTech, Cummins cloud-based software designed to provide extensive engine health monitoring and remote diagnostics capabilities, streamlining maintenance and troubleshooting.

“We’re continuously evaluating ways to improve productivity and performance of our engine portfolio,” said Johansen.

“Along with the QSK95, we’ve redesigned QSK78 MRCS engine to offer better performance, reliability, and durability. Field trials and initial results from units in Chile show a marked improvement in fluid consumption, noise and vibration, harshness profile and transient response.

“We’ve also taken our MCRS technology and made it available as an upgrade kit for existing fleets of QSK78 HPI engines, which can be outfitted during the scheduled engine rebuild process for Tier 2 equivalent and unregulated markets.

“Cummins will also be launching the EPA Tier 4 final and EU Stage 5 version of our QSK38 in early 2022, targeting excavator, wheel loader, and haul truck mining applications. The engine will meet the latest emission regulations while offering the same reliability and durability that customers have come to expect from Cummins. This engine is very compact and fits the space claim within OEM chassis designs.”

The QSK95 is built at the Cummins High Horsepower Engine Plant in Seymour, Ind. “We’ve invested $110 million to build the QSK95 manufacturing and testing capability in the plant,” Johansen said, “including a new cylinder block machining line, new assembly line production test cells and a new engineering office with 500 engineers on site.”

The launch of the QSK95 and the upgrades and redesigns of the other High Horsepower products demonstrate that for all its recent activity in fuel cells, electrification and other “New Power” technologies, Cummins’ commitment to diesel engines hasn’t wavered.

“There’s still a lot of work to be done with the existing technology, which we’re investing in and advancing all the time,” said Norbert Nusterer, vice president of Cummins Inc. and president of the Power Systems segment. “We’re striking a balance, I think in a really healthy way, advancing diesel technology and investing n in the technologies of the future.” www.cummins.com

“We’ve sold over 1200 QSK95s in more than 20 countries in a wide range of applications and now we’re bringing it to our mining customers.”

GARY JOHANSEN, VP Power Systems Engineering

SEPTEMBER 2021 | DIESEL PROGRESS | 29

POWERTRAIN New TerraTran transmission targets heavy-duty equipment and vehicles. By Mike Brezonick

I

f anyone harbored any doubts about whether or not Allison Transmission remained fully committed to off-highway applications, the last few months should have put those rather firmly to rest.

First in late spring, the company unveiled its new FracTran heavy-duty transmission for hydraulic fracturing rigs used in oil & gas applications (see August Diesel Progress).

NEW FOR OFF-HIGHWAY

Now more recently, the Indianapolis, Ind.-headquartered manufacturer has taken the wraps off a new heavy-duty automatic transmission for heavyconstruction and mining applications.

The new TerraTran transmission expands on the company’s existing 4000 Series heavy-duty transmission range and is engineered to bring new capabilities and efficiencies to off-highway applications such as mobile cranes, articulated dump truck and wide-body mining dump trucks and is even flexible enough for specified vocational vehicle duties, the company said.

“We’ve been in the frac component business for over two decades and we’ve

been in the mining business for over six decades,” said Kartik Ramanan, executive director, Global Off-Highway Sales, Customer Support and Service Engineering at Allison. “So we’ve always been there in these markets and we’ve made product improvements over the entire period we’ve been involved in off-highway.

“Now there’s been a refreshed focus and renewed focus on these markets and what you’ve seen in terms of new product development is tied into our brand promise, which is to be the most reliable and value propulsion systems to help our customers work more efficiently. That is essentially what is manifesting itself in these new products.”

Allison said the TerraTran was developed based on voice of customer input, which indicated a need for the reliability and durability of the company’s 4000 Series transmission, but with increased horsepower, torque and gross vehicle weight capability.

“There were specific markets that we

30 | DIESEL PROGRESS | SEPTEMBER 2021

looked at,” Ramanan said. “The mining sector and also cranes, as there is some overlap between the two.

“In both, there were industry trends that were pointing to a greater need for features like gradeability, the ability to negotiate a gradient. There was also a need for faster reverse capability, which specifically we found out, with articulated dump trucks, that was a major ask.

“And everything is of course tailored around TCO (total cost of ownership) and how we can make our customers be more productive and more efficient.

The industry trends combined with the voice of the customer culminated in the TerraTran.”

INCREASED CAPABILITY

The TerraTran has an input power range of 540 to 800 hp (403 to 597 kW), a

POWERTRAIN LAUNCHING WITH XCMG One of those first customers was Xuzhou Construction Machinery Group (XCMG) and the first application for the TerraTran will be in a new XCMG all-terrain crane.

“Collaborating with XCMG on their all-terrain crane application is a successful example of Allison working closely with our OEM partners to develop innovative solutions that deliver unparalleled performance and productivity to our end user customers,” said Ramanan.

A spokesperson for XCMG Research and Development said the release of the Allison TerraTran in XCMG’s all-terrain crane is expected to further enhance the differentiated performance and value of XCMG products and will take the cooperation between the two parties to the next level.

The first application for Allison’s TerraTran transmission will be a new all-terrain crane from Xuzhou Construction Machinery Group (XCMG).

Allison has unveiled its new TerraTran automatic transmission for heavy-duty automatic transmission for heavy construction and mining applications.

significant increase from the top 4000 Series transmission’s 605 hp (451 kW).

Maximum input torque ranges from 1950 to 2360 lb. ft. (2644 to 3200 Nm), which is also a significant boost from the 4000 Series’ 1850 lb. ft. (2508 Nm).

Maximum turbine torque of 3025 lb. ft. (4100) is also significantly higher than the 4000 Series peak of 2600 lb. ft. (3525 Nm).

Ramanan said the increased capacities were the result of changes to the internal gearing and bearings, as well as “improvements in the processes that are used to build those components.”

The TerraTran has four forward speeds, with ratios ranging from 4.7:1 in first gear to 0.67:1 in seventh. The transmission also has two reverse gear ranges, with the

first reverse gear ratio -5.55:1 and the second -2.42:1.

“In certain vocations such as road construction, there is often limited maneuverability to be able to turn the vehicle around,” Ramanan said. “It’s more efficient if you’re able to reverse the vehicle and the added speed range gives the ability to do so more productively and reduce the time that it takes between, for example, picking up and unloading.”

At 40.61 in. (1031.6 mm) long and 14.89 in. (378.2 mm) deep and a dry weight of 1087 lb. (493 kg) for the basic model, the TerraTran is basically the same dimensionally as the 4000 Series.

“We endeavored to keep the overall package very similar to the 4000 for the simple reason that we wanted to make sure that the real estate claim was similar,” Ramanan said. “That gives our customers greater flexibility in adopting a greater

power-dense package.”

The TerraTran underwent more than two years of testing, Ramanan said.

“Everything goes through our internal test processes, but there has been field testing that has been done on this product including field testing at a mine. That has helped us not only gain confidence in the product ourselves, but also our customers have had the ability to test the product in real life.”

The TerraTran is scheduled to go into production before the end of the year and will be built at the company’s Szentgotthárd, Hungary, facility. The site manufactures 3000 and 4000 Series transmissions for global vehicle applications and has produced more than 250,000 transmissions since it opened in 2011. n www.allisontransmission.com

SEPTEMBER 2021 | DIESEL PROGRESS | 31

SAFETY SYSTEMS Global regulations are driving demand for a new vehicle fire suppression agent that fulfills safety and environmental goals.

P

rotecting work vehicles from potential fire events is critical for construction, mining and forestry jobsite safety. Large off-road diesel vehicles often run at high temperatures around the clock in remote areas. During these intense operating periods, combustible materials can sometimes ignite on the vehicle, often initiated when oil or other fluid leaks and sprays onto a hot metal surface. A fire can then engulf one of these vehicles, creating a safety hazard for workers and risking damage to the high-value equipment.

Onboard fire suppression systems have become a critical part of helping to protect these vehicles and incorporating the right fire suppression agent in that system has become more important than ever. In selecting an agent, it is important for decision makers to consider the increasing number of global regulations that potentially restrict the use of per- and poly-fluorinated alky substances (PFAS), commonly referred to as fluorosurfactants.

Fluorosurfactants are synthetic chemical compounds introduced in the 1940s, but there are now regulations in place

or proposed that limit their use. This shift will mark a transition to an era of vehicle fire suppression agents that must meet sustainability regulations while still effectively and efficiently protecting operators and equipment.

The new regulatory landscape creates an opportunity for manufacturers to improve other key agent characteristics such as performance and application methods.

Understanding these important factors will help industrial worksite teams select the most appropriate agent for their diesel vehicle protection needs.

ENVIRONMENTAL GOALS

Industries such as forestry, mining, construction, metal processing, waste management and recycling operate in a broad range of environments and remote locations. These industries typically employ onboard vehicle fire suppression solutions since traditional firefighting methods are often inaccessible. Onboard fire suppression systems are commonly found on high-value, large-scale machines such as graders, mine haul trucks,

“To maximize effectiveness, suppression and cooldown actions happen quickly, thereby protecting crew members, equipment, nearby assets and the immediate environment while also preventing a re-flash of the fire,” ALDEN SPENCER, Global Product Manager, Ansul Vehicle Systems.

32 | DIESEL PROGRESS | SEPTEMBER 2021

skidders, gen-sets and other equipment.

Liquid vehicle suppression agents manufactured without fluorosurfactants have significantly less persistence in the environment. By offering reduced persistence, an agent made without fluorosurfactants may be deployed in areas with restrictive environmental regulations.

FIRE SUPPRESSION

“An unchecked vehicle fire on these types of large, heavy-duty equipment could have devastating impact on the environment as well as the ongoing operation,” said Alden Spencer, Global Product Manager, Ansul Vehicle Systems.

“This makes quick and thorough fire knockdown critical.

“Modern onboard vehicle fire protection systems automatically detect and douse flames with a dry chemical, foam or liquid suppression agent. Many chemical agents use fluorosurfactant-based chemicals to enable the fire to be extinguished as quickly as possible. Until recently, many non-fluorinated suppression agents have underwhelmed in terms of firefighting performance. Some products use dry chemical that do not offer any degree of cooling, which risks fire re-ignition even after it appears to be under control.”

To address the performance challenges often found with non-fluorinated suppression agents, Johnson Controls said it formulated and introduced a new Ansul non-fluorinated liquid vehicle suppression (LVS) agent that uses a blend of organic salts and surface-active ingredients. The company said the new agent can provide the suppression, cooling and securing

SAFETY SYSTEMS

Ansul’s new liquid vehicle suppression (LVS) agent is safer for the environment.

wet chemical cooling properties. Second, in certain applications where a fire can create Class A deep-seated embers, wet chemical deployment penetrates crevasses and seams that may harbor hot debris.

IMPROVED METHOD

properties for vehicle fire protection without the addition of fluorosurfactants in the manufacturing process.

“In field tests, this non-fluorinated LVS agent provides rapid flame knockdown and surface cooling on Class A and Class B fires,” said Spencer. “To maximize effectiveness, suppression and cooldown actions happen quickly, thereby protecting crew members, equipment, nearby assets, and the immediate environment while also preventing a reflash of the fire. The quick knockdown also helps to minimize fire damage to the vehicle, allowing a quicker return to service after an incident.”

The liquid base of the non-fluorinated LVS agent is a crucial element in its effectiveness, said the company. First, the liquid formulation quickly cools surrounding surfaces to minimize re-flash potential. While dry chemical systems are available and effective in many fire suppression applications, those that include superheated surfaces, such as industrial diesel vehicles, must include

“To achieve optimum fire protection of industrial off-road diesel vehicles, the method of agent application can be just as important as the agent itself,” said Spencer. “In today’s most effective systems, thermal linear detectors and liquid agent discharge nozzles are mounted in critical areas of the vehicle where fires are most likely to occur.”

The vehicle fire suppression system’s actuation module, which receives signals from the detection wires, alerts the operator of a potential fire danger and activates the suppression agent automatically when a heat flash is detected in specific areas. These systems also offer manual activators along paths of egress, so the operator can activate the system while exiting the vehicle. Upon deployment from a central tank, the agent forms a cool, liquid blanket to suppress the oxygen feeding the fire.

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FUTURE PROTECTION

“The shift to liquid vehicle suppression agents manufactured without fluorosurfactants marks an era in which heavy diesel vehicle operators can have confidence in the uncompromised performance of their fire protection solution while addressing the changing regulatory landscape,” said Spencer.

“When selecting a vehicle protection system and agent, decision makers should consider what their local regulatory landscape will look like in the near future and understand the role an agent plays in keeping their operations safe, compliant and profitable for years to come.” n redefined4.ansul.com

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HEAVY EQUIPMENT TECHNOLOGY Berco’s newest products focused on extended service hours for mining and construction machines.

B

erco, part of the thyssenkrupp Forged Technologies Business Unit, manufactures undercarriage components for heavy equipment manufacturers and the aftermarket. The company’s products include customized solutions for applications that operate in unique and often extreme conditions.

Recently the company announced several additions to its product portfolio, the first of which were new generations of its Robustus (ROtating BUShing Undercarriage System) and BPR2 (Berco Positive Pin Retention2 System).

Robustus is a specially engineered system that is used in D5 and D6 class dozers. The rotating bushing system, in conjunction with BPR2, increases the life of the lubricated track group assemblies in applications operating in highly abrasive

terrain, Berco said. That’s of particular interest for operators of heavy machinery, given the fact that the undercarriage accounts for 50% or more of the total lifetime cost of a machine, including maintenance and downtime.

Since earlier this year, Berco has been supplying Robustus and BPR2

Berco’s Robustus bushing technology is a new special component used in D5 and D6 class dozers.

34 | DIESEL PROGRESS | SEPTEMBER 2021

components to a global equipment manufacturer for selected 150 to 250 hp range dozers (112 to 186 kW), both with the standard and rotating bushing versions designed for especially demanding work.

TRACK LIFE INCREASED

Francesco Grenzi, Berco’s executive director of R&D, explained that in a machine fitted with a conventional undercarriage, bushings are constantly subjected to wear because sprocket bushings slide onto the sprocket tooth roots during engagement. With Robustus, the bushings are designed to rotate when engaged by a sprocket, reducing the wear rate of the bushings as the wear is more balanced. This, the company said, can deliver as much as a 35% increase

HEAVY EQUIPMENT TECHNOLOGY

With the undercarriage accounting for 50% or more of the total lifetime cost of a, Berco’s Robustus rotating bushing systems are designed to deliver up to a 35% increase in track life.

Berco’s rotoforged steel components for demanding applications in mining and construction undergo a special heat treatment process that delivers toughness values double those of conventional steel.

in track life – the pin and bushing turn operation is not carried out in conventional track group assemblies – providing a maximum of 6000 hours of operation without maintenance, resulting in an overall reduction of operating costs of up to 30%.

Now in its third generation, Robustus is fully compatible with existing frames and standard components of D6 and D5 class machines, Berco said.

The BPR2 system strengthens the performance of Robustus, since it ensures more reinforcement on the sealing points.

This is the case despite Robustus having four sealing points instead of two. The BPR2 system uses a metal ring plastically deformed as a mechanical locking element. The ring is pressed in between the pin and link, locking the joint to specific, predetermined end-play levels.

BPR2 prevents end-play generation and increases the sealing of the joint by at least 25%, translating into an extended track

life, the company said.

The use of the BPR2 system on conventional track group assemblies is usually recommended for heavy duty applications such as mining, large construction, demolition and any applications that generate large loads and impacts, twisting the chain and generating axial movements. Even machines equipped with wide shoe arrangements can mount BPR2 in order to ensure the reduction of torsional effects on the joint, Berco said.

Recently, Berco also worked on extending the service intervals of its undercarriage for mining excavators.

The target of the company’s efforts was as much as 20,000 hours between maintenance, a goal that Grenzi described as difficult because of the high work efficiency of the most advanced mining excavators and the extremely different working modes used in open pit mines.

In mining, the travel rate of an undercarriage is also something that can significantly vary between applications.

During blasting operations, for example, machines need to be evacuated from the area before detonation. In such situations, where higher travel levels are required, carburized bushings are typically recommended, since they are the most suitable bushing type for effectively reducing the speed of wear, Berco said.

For applications that do not encounter frequent travel, undercarriage parts are still often subjected to significant wear.

Continuous hammering of front shovels, for example, may not lead to accelerated bushing wear, but can cause other side effects, such as cracking. Berco’s solution has been to use both quenched and tempered, and induction hardened and tempered (IHT) bushings. The bushing’s material is also quenched and tempered steel with boron to increase hardness.

The specially produced bushings deliver even more added value when fitted on reinforced chains, the company said.

The IHT bushing solution is designed for heavy application such as track chains used on 200- to 400-ton machines, and Berco said it provides high resistance to wear, outstanding resistance to impact and can deliver up to 20,000 hours of operation in the field without maintenance.

BENEFITS TO MINING

Since last November, the IHT bushing solutions have been fitted to a pair of machines operating in Russia’s most extreme environments.

Finally, Berco has also developed rotary forged (rotoforged) steel rollers for mining applications. Berco said it expects its rotoforged rollers to offer significant benefits to machines that encounter huge load transfers during working operations, such as mining excavators that weigh more than 200 tons. n www.thyssenkrupp-berco.com

SEPTEMBER 2021 | DIESEL PROGRESS | 35

FILTRATION

Schroeder Industries looks ahead with particulate, coalescing fuel filter line.

U

.S. Environmental Protection Agency (EPA) Tier 4 and European Union Stage 5 engines were introduced to the off-road equipment market in 2011.

Since then, as the technology of Tier 4 and Stage 5 engines has progressed, so too has their requirement for clean, dry fuel to achieve consistent performance.

In response, engine manufacturers upgraded their fuel filtration systems and tightened their specifications to better meet today’s higher operating standards while still meeting the demands of equipment operators.

These engine requirements have driven advances in filtration technology, as well.

Such enhancements include: n Multiple stages of filtration prior to and after the low-pressure lift pumps n Stricter cleanliness requirements approaching the high-pressure fuel system components n Lower acceptable water levels in fuel.

When the new engines arrived on the market, some operators frequently faced high repair costs for fuel injection system components. These problems were primarily caused by excessive amounts of water and particulate contamination that had passed through the filtration system.

The fuel system components had a much shorter life cycle than was originally designed.

“Today, better filtration design and media technology has allowed

Schroeder Industries’ GHCF fuel filter.

for improved particulate filtration and water separation capabilities,” said Rob Sabo, group product manager, Fuel Filtration, Schroeder Industries. “Modern filtration performance exceeds the technology available during EPA Tier 1 through 3, and even when Tier 4 was first introduced.

“This is very similar to the evolution of hydraulic systems over the last several decades, which have also experienced many of the same challenges as they became more compact while operating at much higher pressures.

There can be experience and knowledge gained from the entire fluid power industry during this rapid advancement in technology. It can provide insight into where the future of machine architecture and ultimately fuel system design, is headed in the years to come.”

OEM OBJECTIVES

The National Fluid Power Association (NFPA) Roadmap Committee recently surveyed 113 respondents across the fluid power supply chain to rank the importance of eight key customer drivers, which it defined as “the business or technology objectives of fluid power customers.”

From that survey, NFPA reported that the following are of highest importance: 1. Increased availability and uptime.

2. Increased productivity, performance.

36 | DIESEL PROGRESS | SEPTEMBER 2021

Compliance with safety regulations and machine directives.

4. Lower capital and operating costs.

5. Easier and more predictable maintenance.

6. Greater integration of technologies, including data acquisition, utilization, and ownership.

7. Weight reductions and increased power density.

8. Autonomous operation.

“We have already begun to see reflections of these objectives applied to fuel systems in recent years,” said Sabo.

“Engine manufacturers have been striving to obtain longer service intervals on their maintenance schedules for both oil and fuel filters. Longer service intervals require less frequent maintenance, reducing both downtime and labor expenses while using fewer filter elements and other consumables. Managing these expenses can improve customer satisfaction with ownership of today’s diesel-powered equipment.”

3.

IMPROVED PERFORMANCE

To achieve the long-term goals set by diesel engine operators, the fuel filtration on modern equipment has evolved rapidly. Changes in fuel injection technology and the fuels themselves have been addressed through innovative filtration technologies and modern manufacturing methods.

The hardware within today’s fuel filtration system is usually a combination of particulate and coalescing filters – the latter to remove water from the fuel.

However, as the systems have become more sophisticated in performance, so too

ILLUSTRATION COURTESY OF SCHROEDER INDUSTRIES

FILTRATION has the design and integration of other components into these products. Those components can include water-in-fuel sensors, vacuum gauges, automatic drains, and contamination sensors for real-time condition monitoring. Several of these options can be incorporated into pressure side and/or vacuum side applications, on and off-engine.

“It is very important to protect all aspects of the fuel delivery process from bulk storage through to the consumption stage,” said Kelly Coyne, application engineer, Fuel Filtration, Schroeder Industries. “Two years ago, Schroeder Industries introduced the GeoSeal highflow particulate (GHPF) and coalescing (GHCF) fuel filtration product line.

This product was designed specifically to address the three key challenges plaguing diesel fuel filtration today.”

According to Coyne, those challenges are higher pressure common rail systems and increased cleanliness requirements; lower interfacial tension fuels and the variability of biodiesel blends globally, and ultra-low sulfur diesel, because sulfur content of 15 ppm is more susceptible to microbial growth in the fuel tanks.

“The end result of Schroeder’s new products really revolved around the innovative new proprietary media design incorporated into the GHCF filter housing,” said Sabo. “The design consists of a multistage particulate, coalescing and water separation filter-in-one, with a unique inside-to-outside flow to perform with the highest water removal rates in the industry today. This design also provides a much lower overall pressure differential across the media allowing it to be used in both pressure and vacuum applications.

This design results in increased filtration performance as well as longer filter life and service intervals due to the high dirt holding capacity of the filter elements.”

The company worked with a wide range of OEMs as it designed and developed the new fuel system platforms.

“The GHCF is a radical departure from what has been the industry standard for large diesel engines,” said Aaron Keck, product manager, Fuel Filtration, Schroeder Industries. “From the mid1970s to present-day, the standard has been to combine, in parallel, multiple filters to achieve the desired flow rate and service interval needed for the high-flow fuel systems of large diesel engines.

“With these new products, Schroeder Industries is working on a novel solution to meet the needs and goals of the customer. Designed, tested, and made in America, these filters support the advancements in filtration technology and the future of fuel systems.”

These improvements align with the key objectives seen in the NFPA survey, said Schroeder Industries.

“This process of integrating radical changes like this has just begun,” said Sabo. “There is an alternative to what OEMs have become accustomed to, and the new alternative is a better fit in many n ways.”

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SEPTEMBER 2021 | DIESEL PROGRESS | 37

MOBILE HYDRAULIC PUMPS & Vane Pumps

Piston Pumps

Gerotors

Motors

1000 950 900 850 800 750 700 650 600 550 500 450 400 350 300 250 200

180

160

140

120

100

80

60

40

20

0

Displacement in cc/rev

Gear Pumps

3 to 270

Bezares

20 to 110 11 to 150 20 to 110

Bondioli & Pavesi

7 to 150 1.9 to 99 1.9 to 160 10 to 193

Bosch Rexroth

5 to 1000 1 to 100 5 to 4096

Bucher Hydraulics Inc. Casappa Corp.

0.25 to 500 2.5 to 498.5 17 to 87.9 1.07 to 180.73 1.07 to 180.73

Concentric AB

0.5 to 161 0.5 to 161 12 to 164

Continental Hydraulics/ Hydreco

8 to 108 12 to 248 12 to 80

Cross Mfg.

8.2 to 151.6 8.2 to 151.6 6 to 226

Dana (Brevini)

0.7 to 90 6 to 226 13 to 500 20 to 280 0.25 to 200

Danfoss

20 to 800

Dynex

0.28 to 311.3 41.2 to 108.1

Eaton

10.55 to 750 1.09 to 55.2 8.2 to 1500 5.6 to 50,650 12 to 180 1 to 200

Force America

10 to 400

Geartek Inc.

14.4 to 309.8 14.4 to 309.8

Hägglunds Drives Inc. (Bosch Rexroth Corp.)

503 to 380,133

Hartmann Controls

0.8 to 190 8 to 160

HAWE Hydraulik

0.06 to 270 10 to 130

38 | DIESEL PROGRESS | SEPTEMBER 2021

Information provided by the manufacturers

3.3 to 516

MOTORS SPECS-AT-A-GLANCE Vane Pumps

Piston Pumps

Gerotors

Hengli America Hydro-Gear

Motors

1000 950 900 850 800 750 700 650 600 550 500 450 400 350 300 250 200

180

160

140

120

100

80

60

40

20

0

Displacement in cc/rev

Gear Pumps

28 to 280 18 to 250 3 to 21 4 to 14 10 to 292 12 to 150

Hydro Leduc

5 to 250 28 to 560

Kawasaki

63 to 6800 10 to 90

KYB

3 to 125 200 to 12,000 55 to 280 35 to 280

Linde Hydraulics

0.19 to 200

Marzocchi Pumps USA

2.8 to 87 12 to 147

Muncie Power Products

4 to 236 24 to 496 8 to 70 8 to 220

Nachi America

3.5 to 130 12.4 to 42.3

North American Hydraulics

7 to 280 0.19 to 309.8 1.9 to 22,500

Oilgear

10.8 to 540 6 to 637 10 to 501

Parker Hannifin Corp.

2 to 315 2 to 83.2 2 to 35,000

Poclain Hydraulics

10 to 33,000

Rineer Motors (Bosch Rexroth Corp.)

82 to 4097 2 to 62

Rotary Power Inc.

150 to 16,400 1.4 to 99 2.8 to 73.4

Salami

12 to 130 10 to 130

Sunfab Tuff Torq Co. Von Ruden Manufacturing Co.

10 to 23 3 to 10 13 to 18 3.6 to 164

SEPTEMBER 2021 | DIESEL PROGRESS | 39

Information provided by the manufacturers

7 to 250

MOBILE HYDRAULIC SUPPLEMENT

A

s hydraulic components and systems continue to evolve to meet increased demands for efficiency, productivity and sustainability, another critical component of the system – hydraulic fluid – is often overlooked.

Yet hydraulic fluids need to keep pace with the demands of higher operational speeds and pressures, increasing use of electronics, greater precision and accuracy of operation, and more compact systems that result in smaller reservoir capacities.

With that in mind, Lubrizol, the Wickliffe, Ohio-based specialist in fluid additives and technology, said it has taken steps toward development of a mobile hydraulic fluid solution that combines established, durable additive chemistry with a shear-stable, energy efficient performance polymer.

“Our testing demonstrates how this unique combination can help diesel

Lubrizol develops hydraulic fluid technology aimed to increase performance and efficiency equipment achieve higher profitability via reduced fuel and energy costs,” said Blayne McKenzie, Strategic Technology manager, Industrial Products at Lubrizol Corp. He added that the formulation improves productivity by maintaining equipment in reliable working condition and helps reduce energy consumption – and exhaust emissions – without compromising the lubricant’s durability.

ENHANCED DURABILITY

Key to establishing a high-performance hydraulic fluid is finding balance among a range of desired performance characteristics. “A complete fluid must demonstrate the necessary performance

FIGURE 1.

Lubrizol’s hydraulic fluid performance demonstrated under the Eaton 35VQ vane pump test.

FIGURE 2.

Lubrizol’s hydraulic fluid performance per the 200 Hour KRL Shear Test.

40 | DIESEL PROGRESS | SEPTEMBER 2021

across a range of industry-standard bench and OEM hardware tests,” McKenzie noted.

To achieve that balance, Lubrizol combined an established hydraulic additive package (Lubrizol 5703) that carries a broad range of industry- and OEM-specific approvals with a new performance polymer. The polymer, Lucant, was developed to help hydraulic fluids meet the challenges of modern equipment operating conditions.

Durability performance, as measured by the Eaton 35VQ vane pump test, is shown in Figure 1. The results show that durability was maintained across the relevant testing cycles, as the end-of-test weight loss measurement fell well within the established test limit.

“This kind of performance is particularly important when considering transitioning from a mono-grade hydraulic fluid to a multi-grade option, as the stay-in-grade shear-stability of the formulation’s viscosity modifier must be maintained,” McKenzie said.

“Our testing showed that the right performance polymer can deliver appropriate multi-grade low temperature performance without compromising lubricant durability. In addition, the performance polymer can also contribute to extra protection when compared with conventional multi-grade viscosity modifiers.”

Figure 2 shows 200-hour KRL bearing shear data shown by the same fluid, formulated with Lubrizol 5703 and Lucant. “The tested fluid remains safely below the 15% viscosity loss

MOBILE HYDRAULIC SUPPLEMENT

FIGURE 4.

Efficiency gains are shown by the Lubrizol hydraulic fluid formulation versus conventional options.

FIGURE 3. Field trial results demonstrating the fuel savings capabilities of Lubrizol’s hydraulic fluid solution for a wheel loader operating in the summer (left) and the winter (right).

threshold for three times as long as a conventional multigrade hydraulic fluid,” McKenzie said. “This kind of enhanced shear performance can contribute to significantly higher protective capabilities, enabling the relevant mobile hydraulic equipment to perform reliably even under the most strenuous conditions.”

ENERGY SAVINGS

To demonstrate its fluid solution, Lubrizol commissioned a mobile field trial utilizing a wheel loader. As shown in Figure 3, the trial generated diesel fuel savings of 1.4 to 2.7% depending on the seasonal usage and ambient temperature.

Though field testing shows how the new fluid can deliver real-world benefits, Lubrizol sought additional confirmation in a controlled lab environment.

“Laboratory conditions can help eliminate many of the constraints and variables inherent in field testing,” McKenzie said.

Lubrizol tested the hydraulic solution in its in-house Energy Efficiency Rig,

a system designed to mimic mobile hydraulic equipment. The system incorporates all of the critical components of a hydraulic system.

In the rig, an off-the-shelf commercial piston pump feeds a hydraulic circuit, complete with hydraulic pipes, hoses, and valves, ultimately powering a hydraulic piston motor. Supplementary hardware components can also be varied as needed.

Basic efficiency testing was carried out over a specified condition set intended to capture diverse duty cycles and hydraulic system requirements. Outfitted with flow, pressure, and temperature sensors, the rig offers Lubrizol an opportunity to carry out extensive hydraulic efficiency research.

The test rig was first utilized to confirm the efficiency gains exhibited by Lucant and Lubrizol 5703 in field trials. Figure 4 depicts total system efficiency data for typical ISO 46 hydraulic fluids, where the Lucant performance polymer fluid delivers efficiency gains over both a monograde (3.8% improvement) and a conventional multigrade (1.6% improvement) fluid.

compared to conventional hydraulic viscosity modifiers. Its molecular structure enables it to mitigate losses generated as the fluid travels around through a variety of valves, filters, and other non-linear hardware flow paths found in mobile hydraulic systems. Figure 5 shows a secondary flow field (indicated by the arrows) as a fluid exits a 90° bend.

Lucant can reduce the intensity of secondary flow vortices by forming flexible chains of small diameter with respect to their overall contour length.

It offers a large extensibility parameter that gives viscoelastic behavior.

Conventional viscosity modifiers have long side chains and comparatively short backbones that prevent tight coiling and reduce flexibility, resulting in reduced extensibility and no detectable viscoelastic component. The viscoelastic chains of Lucant store, and thus extract, energy from the coherent vortices, leading to their decay. This contributes to a greater ability for hydraulic fluid formulated with Lucant to deliver significant efficiency gains, the company said. n www.lubrizol.com

EFFICIENCY GAINS

Both field and lab trials demonstrate that the combination of Lubrizol 5703 and the Lucant performance polymer can deliver significant efficiency gains.

Lucant is engineered to provide significant performance improvements FIGURE 5. Lucant mitigates losses as hydraulic fluid travels through bends in hydraulic systems.

SEPTEMBER 2021 | DIESEL PROGRESS | 41

EQUIPMENT YARD A roundup of some of the latest equipment in the mining and utility equipment markets.

PURPOSE-BUILT CONCRETE SPRAYER FROM GETMAN

KOMATSU’S NEW MINING DOZER Using extensive customer feedback, Komatsu said it re-engineered the D475A-8 dozer’s mainframe to target twice the life of previous models and withstand multiple rebuild/overhaul cycles. The company said the low center of gravity provides machine stability and long and consistent track on ground length offers more traction, pushing power, ripping efficiency and less shoe slippage. Track shoe slip control automatically controls engine speed and minimizes slip during ripping.

The D475A-8’s high horsepower in reverse means the lock-up converter stays engaged more frequently, allowing significantly higher levels of production, especially when pushing down slopes.

With an operating weight of 254,193 lb., the new dozer is powered by a Komatsu SAA12V140E-7 diesel engine rated 890 hp at 2000 rpm. Komatsu’s lockup torque converter produces an efficient transfer of power to the driveline to help decrease cycle times and increase production. During long pushes, the automatic gearshift mode allows the system to automatically engage the torque converter lockup clutch. Locking up the torque converter transmits all the engine power directly to the transmission, increasing ground speed and thus achieving efficiencies equal to a direct drive, consuming less fuel.

Improvements to the operator’s cab make the D475A-8 mining dozer more comfortable to operate throughout long shifts, said the company, with ergonomically placed touch points and palm control joysticks. The redesigned undercarriage of the D475A-8 drastically reduces shock and vibrations when the dozer travels over rough terrain. www.komatsu.com

Getman Corp. launched the new ProShot concrete spraying vehicle, which the company said is part of its goal to provide solutions that meet customer expectations and the demands of underground mining.

“ProShot is a fresh idea - a concrete sprayer built using the knowledge of shotcrete experts and experienced maintenance personnel,” said Rick Kraft, Ground Support product manager, Getman Corp., Bangor, Mich. “Based on a common-sense approach that offers excellent user interface and accessibility, ProShot is a sprayer that’s intuitive to operate and easy to maintain. Even inexperienced technicians can apply consistent, high-quality layers of

sprayed concrete.”

Inside the mid-ship mounted ROPS/ FOPS cab, the machine gets a new 10 in. touchscreen display to provide machine information to the operator. It also has Bluetooth and Wi-Fi capabilities, so revisions on the machine can be performed via a mobile phone.

The dosing management system provides real-time spray process information and data acquisition, visible on three 7 in. exterior displays, to help operators safely control the flow of concrete product from inside or outside the vehicle. The telescopic boom is mounted on the centerline of the chassis and can extend out to 8.2 ft.

CAT SHOVEL MEETS TIER 4 FINAL EMISSIONS STANDARDS The new Cat 6040 hydraulic mining shovel features an added engine configuration that meets U.S. EPA Tier 4 final and EU Stage 5 emission standards.

The new configuration includes two Cat C32 engines for a total gross power rating of 2079 hp. The engine package includes diesel oxidation catalysts (DOC) and does not require diesel exhaust fluid or diesel particulate filters.

The new engine option joins the twin C32 configuration with optimized fuel efficiency settings to meet China Nonroad Stage III emission standards, equivalent to U.S. EPA Tier 2 as well as China Smoke Category 3 limits. An engine oil extension option plus new Cat Type 4 filters for both engine configurations help to further reduce maintenance costs.

Connecting to Cat MineStar Solutions suite of integrated technology, new Product Link Elite comes standard on the 6040 shovel. Product Link Elite delivers enhanced communication through a dual

42 | DIESEL PROGRESS | SEPTEMBER 2021

data path, allowing data transfer to both the local server and cloud simultaneously.

Caterpillar’s next generation of onboard hardware, Product Link Elite features an easy-to-configure interface and customizable data-push frequency.

The shovel also gets an undercarriage with improved heavy-duty load rollers

The new ProShot concrete spraying vehicle from Getman Corp.

The four-wheel-drive machine is powered by a Cummins QSB 4.5 diesel engine rated 130 hp that runs Dana 112 planetary drive axles through a Dana T20 powershift transmission. www.getman.com

and idlers with duo cone seals, steel-back bronze bearings and fixed axle technology to increase service life and eliminate overheating during travel.

With its 39.6-tonne (43.7-ton) bucket payload, the company said the shovel offers optimal four-pass match with Cat 785, 5-pass match with Cat 789 and 6-pass match with Cat 793 mining trucks.

It has an operating weight of 897,930 lb. www.cat.com

The Cat 6040 hydraulic mining shovel gets two C32 diesel

PETTIBONE ADDS TELEMATICS Pettibone has introduced X-Command, a telematics program available for the company’s X-Series telehandlers, Cary-Lift pipe and pole handlers and Speed Swing rail maintenance machines. It offers real-time access to machine data, said the company, saving time, money and hassle for equipment owners, fleet managers and maintenance technicians.

X-Command allows users to track a machine’s location and observe data points such as engine hours, fuel rate, diesel exhaust fluid level, battery voltage and more.

Equipment owners can access data and generate reports using the online X-Command dashboard on a computer or mobile device.

The platform allows for remote diagnosis of a telematics-equipped machine, potentially eliminating some field service calls.

X-Command comes standard for two years on new X-Series Extendo and Traverse telehandlers, and it is also available as a retrofit for existing X-Series models in the field.

engines.

www.gopettibone.com

DIESEL PROGRESS SUMMIT

2021

R

eturning as a live event after the COVID year of 2020, the third Diesel Progress Summit and Awards will to be held Oct. 26 in Rosemont, Ill. The theme of the Summit, which will be held at the Loew’s Chicago O’Hare Hotel, is “Power Technologies for Today and Tomorrow.”

The Diesel Progress Summit is a unique one-day conference and awards dinner for the engine and powertrain technology industry. The event covers technologies used in off-highway machinery used in construction, agriculture, mining, forestry, and marine, as well as onhighway commercial vehicles.

As always, the Summit will focus on

Third Diesel Progress Summit will highlight engines and new power technologies, recognize industry excellence the dramatic changes in engines and powertrains that are being driven by emission regulations, as well as advances in “new” power technologies, including hybrids, electrification and fuel cells.

“There has never been a greater need for relevant and authoritative information concerning powertrain technology,” said Mike Brezonick, vice president of editorial for Diesel Progress, who is serving as the Summit chairman. “Especially now, when governments around the world are pushing the industry toward technologies such as hybrids, electrification and fuel cells, it’s hard to keep track of all the options and understand what they mean to the future of equipment and vehicles.

“If you manufacture, own or operate

off-highway equipment or are an engine or component supplier to the industry, this is an event you shouldn’t miss.”

TOP LEVEL KEYNOTERS

The 2021 Diesel Progress Summit follows the very successful first event in September 2019 and the online event in 2020, which drew more than 1400 virtual attendees from 71 countries.

Highlighting the 2021 Summit will be keynote addresses from two wellrecognized executives in the engine and power industry. The morning keynote will be delivered by Dr. Frank Hiller, chairman of German engine and power systems specialist Deutz AG, while Tony Satterthwaite, vice chairman of Cummins Inc., will deliver the afternoon keynote address.

Both keynote speakers will discuss the state of engines and the transition toward alternative power technologies from their The 2021 Diesel Progress Summit will return as a live event Oct. 26 at the Loew’s Chicago O’Hare Hotel in Rosemont, Ill. The first Summit was held in 2019 in Louisville.

Jim Kamsickas, chairman of Dana, gave the keynote address at the virtual 2020 Diesel Progress Summit.

SUMMIT SPONSORS INCLUDE: GOLD SPONSORS Hatz, John Deere Power Systems, Liebherr, Volvo Penta.

SILVER SPONSORS Dana Inc., Isuzu and JCB Power Systems.

DRINKS RECEPTION SPONSOR Kohler SUPPORTING SPONSORS Deutz, Hengst, Off-Highway Research and Lawsons Global Recruitment.

44 | DIESEL PROGRESS | SEPTEMBER 2021

DIESEL PROGRESS SUMMIT own unique perspectives.

Along with the keynote addresses, the day will be full of presentations on engines and new power technologies.

Included will be a discussion on how connectivity technology can improve productivity and uptime in engines and hybrid systems, presented by John Radke, manager, Integrated Technologies Product Support at John Deere Power Systems.

Matthew Eaglen, global lead for OffHighway Electrification Sales & Strategy at Dana Inc., will deliver a presentation on electrification technology in mining.

A highlight of the afternoon session will be a roundtable on “Advancing Diesel Engine Technologies.” The roundtable panel will discuss improvements in fuel system technology, diesel engine aftertreatment technology and cylinder deactivation. Panelists include: Alexander Freitag, vice president of engineering, Powertrain Solutions division for Bosch and Justin Hopkins, technology development manager at the Eaton Vehicle Group.

Other subjects to be covered include fuel cell application fundamentals, updates on new battery and charging technologies, future fuels and lubricants, hydrogen combustion engines and experience with off-highway hybrids.

Following the daylong Summit, there will be a drinks reception sponsored by Kohler, followed by dinner and an awards ceremony which will honor achievement

in eight categories (see related story for awards categories and finalists).

The Diesel Progress Summit and Awards is organized by Diesel Progress, which is part of the KHL Group, a diversified media company that incorporates print and digital magazines,

newsletters, apps, directories, new media technologies, exhibitions, conferences, awards and contract publishing. n For more information or to attend, go to www.dieselprogresssummit.com. www.dieselprogresssummit.com

FINALISTS NAMED FOR DIESEL PROGRESS SUMMIT AWARDS The awards nominees for the third Diesel Progress Summit and Awards have been selected. The Diesel Progress Awards nominees were selected by an independent panel of judges, with awards to be given in eight categories.

The awards are intended to honor excellence and achievement in the engine and powertrain industries. Past award winners have included John Deere Power Systems, Dana, Caterpillar, Hatz, Kohler, Briggs & Stratton Vanguard and Meritor.

And the nominees for 2021 are:

ENGINE OF THE YEAR UNDER 175 HP n The Deutz TCD 2.9. n The JCB 430 DieselMax.

ENGINE OF THE YEAR OVER 175 HP n The Deutz TCD 13.5. n The Volvo Penta D16.

ELECTRIC OR HYBRID APPLICATION OF THE YEAR n The Allison eGen Flex. n The Deutz Hybrid Power Tree. n The Skylift-Kraft Digger Derrick.

ENGINE DISTRIBUTOR OF THE YEAR – NORTH AMERICA n Deutz Power Center Florida – South, West Palm Beach, Fla. n Iowa Power Products, Iowa Falls, Ia. n Melton Sales and Service, Columbus, N.J.

ENGINE DISTRIBUTOR OF THE YEAR – INTERNATIONAL n Brinkmann & Niemeijer (B&N), Gelderland, the Netherlands n NPS Diesel B.V., Ravenstein, the Netherlands

NEW POWER TECHNOLOGY EMPLOYER OF THE YEAR n Anderson Industrial Engine, Omaha, Neb. n Catalytic Combustion Corp., Bloomer, Wis.

n The Dana ePowertrain. n The Hatz Power by Technology Digital Solution. n The Honda eGx. A final award, the DIESEL PROGRESS ACHIEVEMENT OF THE YEAR, is selected from among the category winners and will be announced at the event.

JUDGING PANEL The finalists were selected by a panel of independent judges that consisted of: n DAVID HOFFMAN, former director, Global Sales, Marketing and Customer Support at John Deere Power Systems. n STEVE NEVA, International Standards and Regulations Manager at Doosan Bobcat North America. n JIM SAUNDERS, Business Development at MurCal Inc.

SEPTEMBER 2021 | DIESEL PROGRESS | 45

THE SPECIALISTS IN GLOBAL CONSTRUCTION EQUIPMENT RESEARCH

Off-Highway Research specialises in the research and analysis of international construction and agricultural equipment markets. Since 1981 clients have leveraged our reports, databases and expertise to understand global markets, identify trends & opportunities, analyse the competitive landscape and grow their businesses profitably.

With an emphasis on primary research and with six offices on three continents, we can provide unrivalled insights to clients anywhere in the world.

For further information contact:

mail@offhighwayresearch.com

STREET DIESEL SMARTS HR Lawsons Global Recruitment helps companies hire the right people.

GOOD HELP FOUND A

decade ago, the National Bureau of Economic Research published a report that warned that the U.S. economy would face a skills shortage. It said, “as more ... baby boomers retire, skill imbalances are more likely as long as demands for skilled workers continue their long-term secular increase, because, unlike past retirements, the baby boomers will not be replaced by larger cohorts with much higher education levels.”

The latest generation has seen the creation of a topheavy workforce, one in which opportunities progress have not been available for a long time. When it comes to replacing key staff, employers often find they have failed to develop those skills internally so they must look at the external market where such skills are at a premium.

One cause of the shortages is that demand for a particular set of skills is exceeded by the supply of talent that possess them. Today, this trend is being exacerbated by the move toward new technologies.

The shortage of engineers has been well publicized. In the U.S., the number of roles that require STEM skills has grown. In manufacturing, the demand for STEM skills will add around 3.5 million jobs by 2025, according to National Association of Manufacturing and Deloitte.

REMOTE OPTIONS

Whilst many employers have positive hiring outlooks, talent can be risk averse. Candidates are loathe to relocate. This puts the onus on employers to permanently embrace some of the new working styles adopted during the pandemic.

Location and the ability to work remotely are key factors when making career choices.

Another challenge facing traditional manufacturers is the competition for talent by start-ups.

“We are already seeing this with clients,” said Edwin Winton, director of Lawsons Global Recruitment, an international agency specializing in the construction and power sectors of the industry. “Traditional manufacturers, especially in the Midwest and East Coast, are now competing directly with powerful West Coastbased competitors and a plethora of start-ups. Salaries have seen significant inflation as a result, whilst much of this new industry is further west.

“Talent currently enjoying a West Coast lifestyle is often less interested in being based in the middle of the country.

Most larger companies are reacting to this and as they acquire smaller start-ups, they are maintaining the offices in their original location. This will go some way toward alleviating the problem, but

employers will need to go further. Most will have to be more open and more flexible to change. Remote work, especially after COVID, is one such change but it will only go so far in addressing the cultural differences between start-ups and traditional manufacturers. That can make talent attraction difficult.”

Lawsons is part of KHL Group, the parent company of Diesel Progress.

TALENT POOLS

“Recruiters can look at broader talent pools than are accessed by databases and advertising channels traditionally used,” said Winton. “We can attract passive candidates, those who are not actively looking for a move. We are not looking for transactional clients, rather partnerships. To best serve our clients we want to talk to hiring managers.

We work to understand not only the requirements in skills and experience for a role but company and team culture. We want to discuss and understand the specific challenges related to a role. As new roles and skills are added, in-house recruiters often lack experience and knowledge in those areas. That’s where specialists can help.”

The rapid move toward battery-electric power systems and technology such as autonomy has created

opportunities as well as challenges for employers.

“When it comes to sourcing talent for the commercial and industrial equipment sector, Lawsons is uniquely placed to deliver solutions to our clients,” said Winton. “As part of the KHL Group, we have access to extensive global networks as well as the ability to advertise roles directly to industry insiders through the company’s portfolio and platforms. With real time data and insights, we can source relevant industry talent and, crucially, passive talent. The best individuals are usually settled in roles with good companies and not actively seeking a move. This passive talent needs be courted, and this is where partnership is key. Our collaborative approach and the time taken to understand each business allows us to comprehensively sell talent on the roles and the opportunities offered.”

“A significant amount of our recent work has been in the power sector in the U.S., and we’ve seen firsthand the challenges faced by the industry as our clients look to develop new capabilities in electrification and e-commerce. Whilst the skillsets required do exist within this sector, it often requires that employers look outside of their industry.” n www.lawsons.com

SEPTEMBER 2021 | DIESEL PROGRESS | 47

APRIL 2020

A KHL Group Publication

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WHAT IS YOUR COMPANY’S PRIMARY BUSINESS? (tick one only) MOBILE EQUIPMENT MANUFACTURERS 03 01 02 05 06 07 08

      

Construction or Mining Equipment Trucks, Automobiles Buses or Recreational Vehicles Material Handling or Ground Support Equipment Agricultural or Forestry Equipment Lawn & Garden/Turf Maintenance Equipment Special Purpose Vehicles, Military Contractors or Rail Transportation 09  Pleasure or Commercial Boat Builders

OTHER MANUFACTURERS

END USERS/FLEET OPERATORS

40  Diesel, Gasoline, Natural Gas, Alternative Engine Manufacturer, Engine Marinizer 62  Component Manufacturer: Driveline, Hydraulic or Engine-Related 64  Instrumentation, Controls or Accessories Manufacturer 66  Testing, Production & Service Equipment/ Tooling Manufacturer 67  Fuel, Lubrication, Additive or Materials Manufacturer

76  Construction, Mining, Agricultural, Forestry or Marine Fleet/Railroads 78  Truck, Bus or Utility Fleet 82  City, County, State, Federal or Municipal Fleet 83  Power Generation or Oil & Gas Exploration, Drilling, Storage, Processing, System Operator

STATIONARY EQUIPMENT MANUFACTURERS 18  Generator Set, Welder, Traffic Board, Refrigeration or other Stationary Package Manufacturers (Commercial or Military) 20  Pump, Irrigation, Pressure Washer or Compressor Set Packagers 21  Hydraulic System Packager, Body Builders, Implement Manufacturers 11  Oilfield Equipment Manufacturer

SYSTEMS INTEGRATION/ DISTRIBUTION/SERVICE 30  Equipment Distribution, Dealer or Rental Yard 50  Engine Distributor/Dealer/Systems Integrator 52  Hydraulic or Powertrain Component Distributor 51  Engine or Component Rebuild/Service Facility

OTHERS 91  Consulting Engineers, Electrical & Mechanical Contractors or Naval Architects 94  Government Regulatory, Procurement or Operating Groups Including Military 95  Research Organization or Technical Library 96  Eng./Tech. Univ./College Instructor/Student (Digital Only) 99  None of the above. My Company’s Business is

YOUR JOB FUNCTION (tick one only) EN  Engineering

OP  Operator/Maintenance

PR  Production/Purchasing

AD  Administrative/Marketing

OT  Other (please describe)

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KOHLER

TRACTOR SALES STEADY IN U.S., GAIN IN CANADA G UNITED STATES AG TRACTOR AND COMBINE REPORT JULY 2021

YTD – July 2021 2020

Beginning Inventory % Chg July 2021

2021

July 2020

% Chg

< 40 HP

19,474

20,365

-4.4

137,585

122,853

12.0

40,062

40 < 100 HP

7,064

7,090

-0.4

43,636

37,830

15.3

19,414

100+ HP

2,046

1,485

37.8

12,291

9,805

25.4

6,479

TOTAL 2WD FARM TRACTORS

28,584

28,940

-1.2

193,512

170,488

13.5

65,955

4WD Farm Tractors

287

160

79.4

1,733

1,254

38.2

677

TOTAL FARM TRACTORS

28,871

29,100

-0.8

195,245

171,742

13.7

66,632

SELF-PROPELLED COMBINES

657

551

19.2

2,932

2,603

12.6

1,046

2WD Farm Tractors

AND IN CANADA…

For Canada, July monthly tractor and combine sales were positive across all segments, including in the sub-40 hp segment up 0.2% or 3 units, with the biggest growth in four-wheel-drive units nearly doubling, up 93.8% to 62 units sold, while total farm tractor sales were up 14.8% and self-propelled combines up 59.8%.

“The story of these row-crop and articulated

four-wheel drive sales is a reflection of farmer optimism throughout North America,” said Curt Blades, senior vice president of Ag Services at the Association of Equipment Manufacturers. “We’re glad to see the smaller units start to return to pace, but these big units selling are often sixfigure investments for farmers, and farmers don’t make these sorts of investments without serious consideration of future market conditions.” n

SEE FULL REPORTS

The full reports can be found in the Market Data section of the AEM website under Ag Tractor and Combine Reports. n U.S.: www.aem.org/marketdata/statistics/us-ag-tractorand-combine-reports n Canada: www.aem.org/ market-data/statistics/canadianag-tractor-combine-reports

ABOUT AEM

Copyright, AEM. All rights reserved.

If data is referenced, please acknowledge AEM as the source.

CANADA AG TRACTOR AND COMBINE REPORT JULY 2021

Beginning Inventory % Chg July 2021

2021

July 2020

% Chg

2021

YTD – July 2020

< 40 HP

1,840

1,837

0.2

12,879

9,994

28.9

4,672

40 < 100 HP

640

446

43.5

3,563

2,624

35.8

2,939

100+ HP

405

251

61.4

2,118

1,443

46.8

1,499

TOTAL 2WD FARM TRACTORS

2,885

2,534

13.9

18,560

14,061

32.0

9,110

4WD Farm Tractors

62

32

93.8

547

336

62.8

103

TOTAL FARM TRACTORS

2,947

2,566

14.8

19,107

14,397

32.7

9,213

SELF-PROPELLED COMBINES

366

229

59.8

935

702

33.2

452

2WD Farm Tractors

AEM is the North Americabased international trade group representing off-road equipment manufacturers and suppliers with more than 1000 companies and more than 200 product lines in the agriculture and constructionrelated industry sectors worldwide.

AEM said the equipment manufacturing industry in the United States supports 2.8 million jobs and contributes roughly $288 billion to the economy every year.

SEPTEMBER 2021 | DIESEL PROGRESS | 49

Copyright, AEM. All rights reserved.

If data is referenced, please acknowledge AEM as the source.

ains in larger and four-wheel drive tractors offset smaller declines in the sub-40 hp range in the U.S. while Canadian farm tractor unit sales were positive across the board in July according to the latest data from the Association of Equipment Manufacturers (AEM).

U.S. total farm tractor sales fell 0.8% in July compared to 2020, while U.S. selfpropelled combine sales jumped 19.2% to 657 units sold. The sub-40 hp reduced its decline, down only 4.4%, while the mid-size 41 to 100 hp segment was nearly flat, down 0.4% or only 26 units.

All other segments were positive, with the articulated 4WD segment leading the way for the third straight month by climbing a healthy 79.4% to 287 units sold.

The 100+hp 2WD segment also grew 37.8%. Year to date farm tractor sales remain up 13.7% and combines up 12.6%.

GLOBAL ENGINE NEWS IN BRIEF DON STARK (left) has been named president of CASCADE ENGINE CENTER LLC, a Seattle, Wash., headquartered distributor of diesel engines for industrial and marine applications. Stark, who has been vice president of Engineering, Parts and Production, succeeds TIM A. HESS, who will become director of Strategy and Planning, focusing on new growth opportunities and initiatives.

Stark has held a variety of roles since joining Cascade in 2008.

Prior to that, he spent 18 years at Pacific Services & Manufacturing, a manufacturer of attachments for construction equipment, where his responsibilities included design, hydraulic componentry integration and quality control.

Founded in 1961, Cascade distributes John Deere industrial and marine engines, and sells and services Yanmar industrial and marine engines, Scania and Mitsubishi marine engines and Suzuki marine outboards.

ROLLS-ROYCE has signed an agreement to sell its Bergen Engines medium-speed liquid fuel and gas engines business to UK engineering group Langley Holdings plc for an enterprise value of €63 million (approximately $74.19 million). Rolls-Royce said the agreed sale of Bergen Engines is a part of its “ongoing portfolio management to create a more focused group.”

The sale includes the Bergen Engines factory, service workshop and foundry in Norway; engine and power plant design capability; and a global service network spanning more than seven countries.

In 2020, the business generated revenues of approximately €200 milliion ($235 million), Rolls-Royce said.

DAIMLER, CUMMINS OK MEDIUM-DUTY DEAL

D

aimler Truck AG and Cummins Inc. have signed a framework agreement through which Cummins will assume manufacturing of medium-duty diesel engines for Daimler. The two companies first announced a Memorandum of Understanding (MOU) concerning the global strategic partnership in February.

Under the partnership, Cummins will invest in the further development of the medium-duty engine platform and its global production and delivery starting in the Daimler AG and Cummins have signed a framework agreement that will second half of the decade for Daimler Trucks result in Cummins building Euro 7 & Buses. Daimler will no longer invest its diesel engines for Daimler at Daimler’s own funds in the further development of Mannheim, Germany, facility. its medium-duty engines for the Euro 7 emissions standard.

Cummins will also set up a production facility on the site of the Mercedes-Benz Mannheim, Germany, plant for local production of Euro 7 medium-duty engines. Production is expected to start in the second half of the decade.

The companies said that the partnership will help maintain jobs at the Mannheim location.

Cummins said it will use its existing footprint, strong production and supply chain networks in other regions to be successful in Daimler Trucks’ brands, including those of Daimler Trucks North America.

Daimler aims to increase and accelerate its development efforts on alternative and emerging technologies, including non-diesel engines. In the future, Daimler Truck AG said it will focus on the further progression of zero-emission drive technologies, as well as further development of commercial heavy-duty drivetrains.

As part of the strategic partnership, Daimler Truck and Cummins said they will continue to n evaluate additional opportunities for cooperation.

NEW HYDROGEN ENGINE TEAM Three Japanese marine engine manufacturers – Kawasaki Heavy Industries, Ltd., Yanmar Power Technology Co., Ltd. and Japan Engine Corp. – have jointly established a new company, HyEng Corp., with one of the main goals to be the development of hydrogenfueled marine engines.

In a joint statement the three companies said they wanted to contribute to decarbonization in Japan in the shipbuilding and maritime industry. HyEng Corp. will be

50 | DIESEL PROGRESS | SEPTEMBER 2021

based in Akashi City, Hyogo Prefecture, Japan, and the president will be Seiji Shindo.

The companies said that other activities of the new venture will be the development of international standards and rules for hydrogen fuel supply systems, integration of hydrogen fuel supply systems and maintenance and operation of hydrogen fuel engine demonstration facilities. Each company will own one third of HyEng Corp.

Yanmar said there is no

specific engine output range being targeted at this time, but for now, the company will be conducting basic research, surveying the field, analyzing market trends and working to ascertain customer needs.

The companies will be developing technology for a range of different engine types in the marine engine domain including two-cylinder lowspeed engines, four- cylinder medium/high speed engines plus tank and supply systems, all suitable for a range of marine vessels. n

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