If you’re cheering for the IC engine, you’ll be happy with this issue. Yes, EVs are appropriate contenders but it’s great to see an old friend get out there for another round.
Applications for propane are spotlighted in this issue, including ag (shown) and power
INDUSTRY NEWS
7 Industry News Roundup: MacLean Engineering, Parker Hannifin, Yanmar
14 Cummins Valvetrain Technology: Savings through cylinder deactivation
38 Fluid power: Macrotrends influence the future of fluid power
PRODUCT NEWS
18 Alternative fuels: Propane goes commercial
22 Alternative fuels: Steaming through the strawberry fields
Volume 91 | Number 3
POWER PROGRESS ISSN 2995-8229, is published monthly with combined issues of January/February and July/ August by KHL Group Americas LLC, 14269 N 87TH, Suite 205, Scottsdale, Arizona, 85260, USA. Periodicals postage is paid at Scottsdale, AZ, and additional mailing offices (if applicable).
POSTMASTER: Send address changes to: KHL Group Americas LLC, 14269 N 87th, Suite 205, Scottsdale, Arizona, 85260, USA.
47 Going back... 90 Years: The Yankee diesel truck engine
49 AEM: February down for tractors, combines
50 Global Engine News
The macrotrends influencing fluid power systems.
You can read Power Progress both electronically and in print. The electronic version will be delivered via email on the day of publication. To subscribe, please visit www.powerprogress.com/subscribe
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POWERING THE WORLD AROUND YOU
SMALL INDUSTRIAL ENGINES 5 kW-66 kW
LARGE INDUSTRIAL ENGINES 600 kW-2000 kW
GAS ENGINES 450 kW-2000 kW
EDITORIAL
Editor
Becky Schultz
becky.schultz@khl.com
Managing Editor
Chad Elmore
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Power Briefing Editor
Art Aiello
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Editorial Contributors
Jack Roberts, Chris Sleight
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HCAN HYDROGEN DELIVER ON ITS PROMISE?
ydrogen has often been hailed as the alternative fuel with the greatest potential to be a clean and sustainable replacement for fossil fuels. It's a highly abundant element, generates zero emissions at the tailpipe and has a high energy density that makes it suitable for applications such as long-range transportation.
Yet, substantial challenges to broad-scale adoption remain:
■ Technological hurdles must still be overcome for hydrogen’s use in many applications.
■ Despite the element’s abundance, the cost to produce hydrogen as fuel – particularly green hydrogen – is substantially higher than traditional fossil fuels.
■ The lack of capacity to meet demand further drives up the cost to end users.
■ And much of the world’s hydrogen is largely derived from fossil fuels, with any uncaptured emissions negating its benefits.
Even if the quantities of hydrogen were available at the level needed, the infrastructure for storage, distribution and fueling is also woefully insufficient. As of July 2024, only 54 publicly accessible hydrogen fueling stations were in place in the U.S., most of them in California, with another 20+ stations in the planning or construction stages.
Despite such challenges, there’s cautious optimism about this future fuel. Several engine suppliers have hydrogen combustion engines in the testing phase with start-of-production timelines set. And hydrogen fuel cell advancements could soon make this solution more viable in a broader range of uses. The technological hurdles are showing signs of being overcome.
But the biggest hurdle – the lack of investment in needed production and infrastructure –remains stubbornly in place. While the current U.S. political climate makes it unlikely we’ll see any significant federal support for expansion in the near term, even there we can find a hopeful note.
A recent report from the Hydrogen Council found that effective implementation of existing policies could support the business case for the uptake of ~8 Mt p.a. of clean hydrogen across the EU, U.S. and East Asia by 2030. It added that another ~13 Mt p.a., largely in established use cases, could be unlocked with incremental infrastructure enhancements and cost decline.
Private investment is needed to move the needle further forward, alongside development of costeffective technologies to produce and deliver hydrogen on a smaller scale – including on demand at the point of use. You’ll find an example of just such a project on page 32, and no doubt we’ll be reporting on more such efforts in the months and years ahead.
Becky Schultz becky.schultz
@khl.com
THE POWER PORTFOLIO
PARKER STARTS MOBILE ELECTRIFICATION TECHNOLOGY CENTER PROGRAM
The Motion Systems Group of Parker Hannifin Corp. launched a certified Mobile Electrification Technology Center (METC) program in North America, which is part of the company’s vision to accelerate the transition to low-carbon mobile equipment.
To date, three North American distributors have completed the training and assessment process for METC certification: Nott Company, Arden Hills, Minn.; Depatie Fluid Power, Portage, Mich.; and Hydradyne, Fort Worth, Texas.
These METCs partner with
equipment manufacturers to help upgrade their driveline systems by replacing engines with electric motors. They also provide technical support focused on reducing energy consumption, enhancing operational range and improving overall efficiency.
Parker said the METCs are chosen for their expertise in mobile machinery and receive continuous training from Parker to provide technical services and support that uphold the same high performance and quality standards.
“We are excited to partner with these outstanding
distributors at a higher level. Their commitment to designing innovative mobile electrification systems aligns perfectly with our vision to empower machine manufacturers in reducing their environmental footprint while enhancing operational efficiency,” said Mark Schoessler, vice president sales and marketing for Parker’s Motion Systems Group.
“Their expertise in designing mobile electrification systems and their capability to deliver integrated solutions will help to maximize the impact of Parker’s expanding METC network.”
YANMAR LAUNCHES ELECTRIFICATION UNIT
Yanmar is set to launch a new organization dedicated to advancing electrification in the compact off-highway segment. The Electrification Unit, which will commence operations in April, will focus on delivering a diverse portfolio of e-powertrain
Yanmar’s new Electrification Unit will develop customer solutions in the electrified offhighway domain.
BUSINESS NOTES
solutions, including batteries and e-drives.
As a component manufacturer, supplier and integrator, the new unit will work closely with Yanmar’s
MACLEAN ENGINEERING has established a Surface Mining Vehicle Division that it said builds on its 50-year reputation as a fit-for-purpose underground mining equipment OEM and a decade of batteryelectric vehicle (EV) design and
support in North America, Africa and Australia. The inaugural model for the new division is the GR8 EV Surface Grader. The Canadian OEM said it plans to develop additional
electrify applications such as excavators, wheel loaders and other industrial machinery. It will concentrate on three primary product areas: Yanmar-branded industrial machinery, machinery for OEMs and components and e-powertrains for industrial machinery.
The Electrification Unit will operate with autonomy, allowing for agile decision-making and innovation in the
in-depth
in electrification technologies.
Nott, the first distributor certified, has more than a decade of experience in high- and low-voltage systems and offers a suite of complementary products. PP
fields of electric machinery, e-powertrains and battery systems. It will utilize an international network of teams and resources to ensure worldwide reach and localized expertise.
The new unit will draw upon Yanmar’s existing e-powertrain initiatives, such as Eleo Technologies’ battery activities, which will be integrated into the unit while continuing to operate at their current locations. PP
products to complement the GR8 and help the global surface mining sector accelerate its decarbonization timelines for ancillary equipment.
ILLUSTRATION: MACLEAN
Parker’s Global Mobile Systems facility in Elk Grove Village, Ill. (shown), and Mobile Electrification Center in Marysville, Ohio, serve as hubs for
training
PHOTO: PARKER
Microgrids. Power that you control.
No matter your microgrid needs, Cummins is here to help you take control. From off-grid and remote locations to urban and life-saving applications, our sophisticated technologies are designed to support solutions worldwide. Explore Cummins microgrids today.
Learn more
How
new tariffs on U.S. trading partners could affect construction equipment costs.
By Chris Sleight
TARIFF IMPACTS ON CONSTRUCTION EQUIPMENT
One of President Trump’s first actions after taking office was to implement broad 25% tariffs on all U.S. imports from Mexico and all imports except energy from Canada, as well as 10% on all imports from China. Since these additional taxes are paid at the point of import, the tariffs, once fully enforced, are expected to increase prices for American consumers.
But what impact will they have on construction equipment imports?
DIRECT IMPACTS
According to data from the U.S. International Trade Commission (USITC), the country imported new and used construction
ABOUT THE AUTHOR
CHRIS SLEIGHT
is the managing director of Off-Highway Research, a market research and forecasting business specializing in analysis of the global construction and agricultural equipment markets. Formed in 1981 as part of The Economist Intelligence Unit (EIU), it is now the largest consultancy of its kind in the world, with offices in Chile, China, Germany, Japan, India, the U.K. and the U.S. OHR is part of the KHL Group. www.offhighwayresearch.com
equipment worth $19.4 billion in 2024. This value was on a cost, insurance and freight (CIF) basis, which is the price of goods at the frontier, before any duties or local taxes are paid.
Based on the value of construction imports from Canada, China and Mexico, the new tariffs will increase the overall cost of imported construction equipment by just over 2%, or $400 million.
The reason the impact is relatively small is that while in the top ten, Canada, China and Mexico are not particularly big exporters of construction equipment to the U.S.
The country’s biggest partners are Japan (40% by value), the UK (14%) and Brazil (7%). Imports of construction equipment
from Mexico are the sixth largest by value at 5% of the total, followed by China in eighth place (3%) and Canada in tenth (2%).
Costs will rise again if the President’s threatened 20% tariff on all imports from the EU are implemented. Together with the already implemented tariffs on Canada, China and Mexico, these would increase the cost of construction equipment imports by 6% or $1.2 billion.
INDIRECT IMPACTS
But the bare mathematics of it are only the start. If suppliers from tariff-affected countries have to increase their retail prices, other manufacturers are likely to follow suit to some extent to increase their profits. (Why wouldn’t you?) Even if the
top priority is to increase volumes and market share, a 10% to 20% tariff for many competitors means there is room for others to both increase prices and establish a cost advantage.
The further downside to U.S. tariffs as far as the U.S. economy is concerned is that they will be met by retaliatory measures from the affected countries. This will make export markets less accessible for U.S.-made goods and could threaten the viability of American businesses.
There is nothing theoretical about this statement. The (SmootHawley) Tariff Act of 1930 – which helped turn the market crash of 1929 into the Great Depression –serves as a sobering lesson from history. PP
Earthmoving Haulers
Roadbuilding
The three new engine offerings showcase Cummins’ HELM design architecture. By
Jack Roberts
CUMMINS LAUNCHES THREE NEW MEDIUMDUTY ENGINES
Even a single new commercial vehicle engine launch is a pretty big deal. They don’t happen every day after all.
So, when Cummins announced three new medium-duty engines, it was – needless to say – an incredibly big deal. The launches all came in early March at the NTEA Work Truck Week 2025. And the new engines reflect the current state of flux in the commercial vehicle market.
Cummins has been clear that it will develop any and all viable powertrain solutions and technologies. Its goal is to give fleets and operators as many fuel and propulsion options as possible in order to let the market decide which technologies will win out over time.
Accordingly, all three new engines were designed with Cummins’ HELM
ABOUT THE AUTHOR
architecture. HELM is an acronym for Higher Efficiency, Lower emissions and Multiple fuels.
A CLEAN GASOLINE ENGINE
Proving the above point, the OE introduced its new B6.7 Octane gasoline-fueled engine at the show. It will be EPA 2027 certified and meet strict California Air Resources Board (CARB) low NOx regulations.
The new engine will be available for order later this year in Kenworth’s line of Class 5-7 conventional trucks and paired with the Paccar
engine provides diesel-like performance. Power ratings range from 200 to 300 hp. The engine produces up to 660 lb.-ft. of torque.
The B6.7 Octane is 10% more fuel efficient than other gasoline engines in its category, Cummins said. It has an extended oil drain interval of up to 15,000 miles.
“The engine was validated against the same standards as Cummins’ diesel B6.7 engine,” said Kevin Haygood, Kenworth assistant general manager for sales and marketing. “With
The new B6.7 Octane gasoline engine highlights Cummins’ commitment to provide flexible fuel options for its customers.
environmental regulations changing, it spurred us to offer another engine option to our customers. The new Cummins B6.7 Octane engine will meet stringent emission regulations, so we expect it to be a popular option in California and other states that have adopted CARB’s standards.
JACK ROBERTS is a Tuscaloosa, Ala.-based independent journalist and licensed commercial driver with more than 20 years’ experience covering the North American and global trucking industries.
“It can be a great fit for many of our customers’ applications, especially in P&D (pickup and delivery) and towing applications,” he continued. “We also see it being popular for the lease and rental markets, as well as for landscapers, where those behind the wheel are used to driving gas-powered
The 7.2 L B7.2 diesel engine for medium-duty and vocational applications will provide 240 to 340 hp and 650 to 1,000 lb.-ft of torque.
a new B7.2 diesel engine at NTEA Work Truck Week in Indianapolis. It is designed to serve in a variety of medium-duty and vocational applications, including bus, P&D, utility, refuse, towing and more.
“Our B engine is a legend known around the world. We are proud to unveil the newest version, the B7.2 diesel engine, right here in our backyard,” Brett Merritt, vice president and president, Cummins Engine Business, said at the time
of its unveiling. “The B7.2 brings the latest technology and advancements to one of our most proven platforms. Combined with the rest of our medium-duty lineup, our customers will have the right engine choices to fit their business needs, with the power and dependability they have come to expect from Cummins.”
The new engine features a slightly higher displacement than its predecessor, increasing to 7.2 L. It is designed to be a global platform that allows customers to ensure their vehicles are ready for what’s to come without sacrificing performance or durability.
“Our customers have used the B-Series engine for more than 40 years and rely on it every day to meet their needs,” said Jose Samperio, vice president, Cummins, North America OnHighway. “It was important that we offer the reliability and performance that they have come to expect, while also creating an engine that is built to last for the future.”
THERMAL & ACOUSTIC
The B7.2 will improve unrestricted top-end performance ratings compared to its predecessor, Cummins stated. It will provide 240 to 340 hp and 650 to 1,000 lb.-ft of torque.
DESIGNED FOR HEAVYDUTY PERFORMANCE
Last but not least was the new Cummins X10 HELM engine. According to Samperio, the new X10 is designed to deliver heavyduty performance in a midsize package.
“We’re incredibly proud to introduce the X10,” Samperio said. “Designed to replace the L9 and X12 platforms, the X10 brings robust capabilities, exceptional durability and unmatched versatility to customers looking for heavyduty performance in a more compact, efficient package. We’re confident the X10 will offer our customers the right engine to help them meet their operational goals.”
The X10 is designed with two ratings sets to offer customers flexibility when powering their vehicles. For
heavy-duty applications, the X10 provides up to 450 hp and 1,650 lb.-ft. of torque, providing customers with an optimal balance of power and reliability. For applications requiring a medium-duty package, the engine delivers ratings up to 380 hp and 1,250 lb.-ft. of torque, enabling strong performance across a variety of demanding applications.
Samperio said the X10 provides a class-leading power-to-weight ratio.
This gives customers a combination of exceptional performance and efficiency, designed to enhance productivity without weighing down vehicles, he added.
For those needing flexibility in how power is used, the X10 provides increased power take-off (PTO) capability of 590 lb.-ft. continuous and up to 664 lb.-ft. intermittent, providing vocational truck customers with enhanced power and versatility. This increased PTO output allows for more efficient operation of auxiliary equipment. PP
Emissions aftertreatment technology
The latest data published by the National Fluid Power Association (NFPA) shows January 2025 total fluid power shipments decreased 8.7% from the previous month and were 14.5% below January 2024’s index.
The 3/12 and 12/12 rates of change for total fluid power, hydraulic and pneumatic shipments are negative and trending downward.
The data and charts are from NFPA’s Confidential Shipment Statistics (CSS) program where more than 70 manufacturers of fluid power products report their monthly orders and shipments. PP
FLUID POWER SHIPMENTS DOWN
TOTAL FLUID POWER SHIPMENTS
Index Data: 3-Month Moving Average, 12-Month Moving Average
Total fluid power shipments were down during the month of January. This graph of index data is generated by the total dollar volume reported to NFPA by CSS participants. This graph uses moving averages to smooth out the data and clearly identify trends. (Base Year 2018 = 100).
Index Data: 12/12 Rate of Change
During January, total fluid power shipments decreased month over month and year over year. The table above shows various rates of change for the month. Interpretation for each rate of change calculation: M/M%: The percent change between the current month and the previous month. Y/Y%: The percentage change between the current month and the same month one year ago. 3/12%: The percent change between the three most recent months and those same three months one year ago. 12/12%: The percent change between the 12 most recent months and those same 12 months one year ago.
In January, NFPA said mobile and industrial hydraulic and pneumatic shipments went down. Each point on this graph represents the most recent 12 months of shipments compared to the previous 12 months of shipments. For example, 7.3% (the August 2023 level of the pneumatic series) indicates that the value of pneumatic shipments from September 2022 to August 2023 was 7.3% higher than the value of pneumatic shipments from September 2021 to August 2022.
Index Data: 12/12 Rate of Change
More market information is
This information is drawn from data collected from more than 85 manufacturers of fluid power products by NFPA’s Confidential Shipment Statistics (CSS) program. More information is available to NFPA members. For information on membership contact NFPA at (414) 778-3344.
Order data for the categories tracked by NFPA did not improve in January. Each point on this graph represents the most recent 12 months of orders compared to the previous 12 months of orders. For example, 8.5% (the August 2023 level of the industrial hydraulic series) indicates that the value of industrial hydraulic orders received from September 2022 to August 2023 was 8.5% higher than the value of industrial hydraulic orders received from September 2021 to August 2022.
SHIPMENTS: PNEUMATIC, MOBILE AND INDUSTRIAL HYDRAULIC
ORDERS: PNEUMATIC, MOBILE AND INDUSTRIAL HYDRAULIC
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2025
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January 19-22
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Delays in rolling out charging infrastructure in key markets and high prices for battery-electric vehicles mean that many truck operators will continue to choose diesel power for as long as they are able.
But this does not mean OEMs can cut powertrain research and development. Far from it. Impending environmental legislation in North America (EPA 27) and Europe (Euro 7) has engine designers working hard to achieve even greater efficiency levels.
CARBON REDUCTION
Working from a 2019 baseline, the EU will require vehicles to have a 45% reduction in CO2 by 2030. This will rise to 56% by 2035 and 90% by 2040. This will be completed using the VECTO simulation tool, which incorporates such factors as aerodynamics and rolling resistance with fuel consumption and exhaust output to calculate CO2 emissions.
In developing new power strategies, engine designers must trade off NOx emissions against fuel efficiency, CO2
Robust real-life testing reveals fuel savings yielded by Jacobs’ cylinder deactivation technology in HD trucks. By Robb Janak
adding more batteries. Looking at diesel engines, designers are now reviewing solutions from third-party suppliers.
The issues here are the testing and efficacy of these technologies. Do they make a sufficient difference to support compliance with emissions levels, or offer any operational cost reduction for the end user?
and particulate matter (PM) output. The development of SCR technology for heavy-duty diesels has meant that NOx production in the combustion chamber is now less of an issue, but maintaining the efficiency of the SCR system across a range of operating conditions has become more important with in-service testing and lower targets.
SOLUTION SOURCING
Manufacturers are now looking to achieve incremental fuel consumption reductions from anywhere across a given vehicle. With batteryelectric models, reduced rolling resistance and aerodynamic drag will help to extend singlecharge range without
Jacobs CDA and 1.5-stroke High Power Density version of the Jake Brake compressionrelease engine brake.
Theoretical work and laboratory testing can only go so far in determining the benefit of a proposed modification, particularly where third-party suppliers are concerned. Truck manufacturers and their customers want verifiable proof that a product can deliver worthwhile improvements in a working environment.
But test results will inevitably be compromised by external variables that can exaggerate or conceal performance improvements. Weather and traffic density are two obvious issues, while even the “human factor” of driver behavior is difficult to manage. That still leaves testing to recognize verifiable and repeatable improvements amongst the noise of other external factors.
TECH FUNCTION
This was the challenge for Cummins Valvetrain Technologies in verifying the on-road performance of its Jacobs Cylinder Deactivation (CDA) technology, a system that has the potential to reduce fuel consumption
Robb Janak, director of New Technology at Cummins Valvetrain Technologies.
and CO2 emissions while improving the efficiency of NOx SCR control systems in lower engine load conditions.
The theory behind CDA is simple. Most of the time, trucks are overpowered for the work at hand. For example, a six-cylinder 500-bhp tipper truck needs all that power when bringing a full load up a quarry haul road, but perhaps only half that when returning empty. Taking one, two or three cylinders out of play has the potential to reduce fuel consumption in light-load conditions with little impact on productivity.
Jacobs’ system uses valve control tech to automatically shut down selected cylinders in low engine load conditions by leaving the inlet and exhaust valves closed throughout the four-stroke
ENGINE TECHNOLOGY CUMMINS
Cummins Valvetrain Technologies reports fuel savings of 2.76% from further on-road testing of its Jacobs cylinder deactivation technology.
cycle, while also deactivating the fuel injectors. This reduces fuel burn and the parasitic pumping losses that come from needlessly filling, compressing and emptying the deactivated cylinders.
When additional engine braking is required, the same components that deactivate the cylinders are repurposed to provide vehicle retardation using the latest 1.5-stroke High Power Density version of the Jake Brake compressionrelease engine brake.
ON THE ROAD
While the benefits of the system are obvious on paper, quantifying them is rather more difficult. To complete testing, Cummins selected the SAE (Society of Automotive Engineers) J1321 standardized fuel consumption test using fully loaded trucks on two routes – one highway and one distribution run.
The vehicle used in the tests was a 2018 model year International LT625 6x4 tractor unit with a 13 L Navistar A26 450-hp diesel engine and Eaton Endurant 12-speed overdrive AMT
gearbox. The truck has a GVW of 66,000 lb. (almost 30,000 kg).
The tests were carried out over 12,000 miles with and without CDA active; the system could be engaged or disengaged via a dashboard switch. The truck recorded an average speed of 51 mph (88 km/h) on the highway route, and 38 mph (61 km/h) on the distribution route.
The truck was accompanied on each run by a comparable control vehicle, which also had its fuel consumption recorded so as to provide a baseline for variations caused by external factors.
Cummins Valvetrain Technologies demo truck used for real-world CDA testing.
Histogram showing SCR bed temperature distribution for the regional haul road tests with and without CDA
ENGINE TECHNOLOGY CUMMINS
Each route included trailer and driver swaps to eliminate those variables.
RESULTS ROUNDUP
The on-road real-world results from this test followed initial fuel economy improvements of up to 20% recorded in dynamometer lab testing of an engine in idle mode. In that same lab test, a 77% reduction in NOx was recorded on a low-load cycle with an EPA 2018 exhaust aftertreatment system.
While NOx emissions were not a focus for this latest road test, the test trucks had the same calibration used during the dyno certification testing. Cummins expects these results to further improve for future emissions requirements where the benefits of CDA thermal management are utilized.
Results from the road tests indicated fuel savings of 2.76% on the highway route and 2.0% on the distribution run, demonstrating that even these fully loaded drive cycles can deliver realworld savings. Increasing the number of
operational modes for the CDA, such as the 20% idle drive cycles, should deliver even greater reductions in fuel consumption.
CDA shuts off cylinders to match real-time torque demand. As might be expected, the active cylinders have higher loads and temperatures, while the inactive cylinders have reduced parasitic losses. The reduced air flow and higher air/fuel ratio in the remaining active cylinders helps maintain exhaust system temperatures above the critical 250º C level, which supports efficient NOx conversion by the selective catalytic reduction module and continued passive regeneration of the exhaust PM filter.
MAINTAINING TEMPERATURES
On highway tests without CDA, temperatures in the truck’s SCR unit fell below 250° C for more than 15% of the journey time. But when CDA was used in combination with the Jacobs Engine Brake, SCR temperatures fell below 250° C only during the
scheduled stops and trailer swaps. On the distribution route, the mean temperature of the SCR unit was 243° C with CDA engaged. This is 16% above the figure recorded without cylinder deactivation.
Total time with the SCR operating under 250° C was reduced by more than 21%, while SCR temperature with CDA only fell below 200° C for less than 2% of the time, compared to more than 10% without.
These figures are particularly important as emissions tests and monitoring are increasingly based on “real-life” work cycles, rather than laboratory performance.
Jacobs’ CDA systems are now being used in more than 20 development programs, with engine capacities ranging from 2.0 to 16 L. Some of these have already advanced to the vehicle testing stage. PP
This article was written by Robb Janak, director of New Technology at Cummins Valvetrain Technologies.
LEADING THE WAY
7.3L | 245 Hp (183 kWm)
• EPA & CARB certified for gasoline, LPG, and NG fuels
• Stage V certified for LPG and NG fuels
5.0L | 172 Hp (128 kWm)
• EPA & CARB certified for gasoline, LPG, and NG fuels
3.5L | 118 Hp (88 kWm)
• EPA & CARB certified for gasoline, LPG, and NG fuels
• Stage V certified for LPG and NG fuels
2.5L | 84 Hp (63 kWm)
• EPA & CARB certified for gasoline, LPG, and NG fuels
• Stage V certified for gasoline, LPG and NG fuels
Commercial power generation presents growth opportunities for the fuel.
By Becky Schultz
PERC said propane can provide the flexibility and energy resilience needed for commercial applications.
As the director of Commercial Business Development at the Propane Education & Research Council (PERC), Bert Warner is the chief architect of the non-profit organization’s commercial portfolio, leading efforts to maximize propane awareness and gallon sales across various commercial markets. So, it’s not surprising that he sees commercial applications representing some of the greatest opportunities for propane’s growth.
“Commercial is really where the opportunity is moving forward,” he projected. “When you lose power on the commercial side, it’s not just an inconvenience like when you’re home and you lose power.” If power goes out at a business such as a restaurant, it means customers can’t be served, safety standards are compromised, food may spoil and wages are lost. “It affects revenue.”
Energy resilience is essential to mission-critical applications such as data centers and hospitals, as well. “Specifically, think of healthcare and all the backup [power] needed for systems and equipment, breathing machines,
RENEWABLE PROPANE DEMAND GROWTH
Standard propane is a byproduct of natural gas production with limited carbon output. Renewable propane, though chemically identical, is produced from biomass-based renewable feedstocks, such as vegetable oils, and generates near-zero CO2 emissions.
“People are asking for [renewable propane] because of the carbon footprint, even though propane by itself is much better than the national grid, electric national averages,” said Bert Warner, PERC. “Renewable even eclipses that to where it’s incredibly efficient decarbonization energy.”
But while there are multiple ways to produce it, renewable propane production is currently limited; the industry is still ramping up and simply can’t produce it fast enough to meet growing demand. Cost of production is also a factor.
“We need more of it,” said Warner. “Right now, the majority of the renewable propane is going to the auto sector because of tax credits that are involved, and that’s great. But we’re seeing a demand for it outside of that into the commercial spaces, into the ag spaces, into these other spaces where it can be used.”
So, while the growth opportunity is substantial, production capacity remains a limiting factor. “Obviously, it’s a supply and demand thing,” said Warner. “The more people that want it, the more we can build it.”
etc.,” Warner noted.
Propane can provide that resiliency in the event of a grid outage and can do so in an environmentally cleaner manner than diesel, he asserted. “There’s a lot of advantages to having propane as the energy source in traditional generators, whether they’re standby or prime power. It’s so much cleaner, so much more economical. It doesn’t need the maintenance that diesel does.”
Standard propane is also available in abundance. “We export three times as much as we use in the U.S.,” said Warner. “And so, the applications that would require it – absolutely we can fill that need. It is ever ready and available.”
GET IN EARLY
While propane is moving away from being viewed as a “backup energy” used when no other option is available to that of a “first choice energy” in certain applications, Warner said the stereotype persists that diesel is the fuel of choice for power generation. That’s why PERC urges propane proponents to get in front of design engineers on commercial projects early in the process.
“You can have... conversations with the engineers, with the specifiers that are designing [new] buildings or these retrofits, that look at propane from day one,” said Warner. “Let’s decide that on the front side because of the green aspects, the resiliency... These discussions have to be made in the early stages.
“We need to be more proactive,” he added. “Reacting to things, we’re not always great at playing a part in it. This allows us to be a ‘hero’ on the front side.”
Admittedly, there’s plenty of competition for that “hero” spot. Other gaseous fuels, biofuels and even alternative power systems are vying for position, and some appear to be winning more than others. For example, in California – once a strong alternative fuel supporter – the discussion has shifted almost entirely to electrification.
RAISING AWARENESS
Yet, there is a silver lining. “As big as the electrification push is, and everything that has happened in California specifically, the positive is it’s brought energy awareness to a lot of peoples’ minds that maybe didn’t look at it before,” Warner said.
OEMs and their suppliers are being pressed to think beyond what they’ve historically done. “With any manufacturing, I think business as normal is not anymore,” said Warner. “They’re going to have to look to grow
Guascor Energy’s 18 L G-18SL engine for power generation in large-scale operations.
PHOTO: PERC
Propane can be a viable alternative for generators such as this Eco Power Equipment CIPR-25K towable model shown in the PERC PowerGen booth.
PHOTO: KHL STAFF
their business outside of traditional methods.
“What people are recognizing is we need to have energy diversification, and it needs to be done responsibly. That’s where propane can come in,” he stated. “To meet the needs of our ever-growing society, we need electrification. We need natural gas. We need propane. We need renewable propane. We need it all, and we need it in its best version.”
Economics come into play, as well, of course. “They’re not going to invest unless it’s going to be profitable for them, too. They have to have consumers who are going to buy their goods,” Warner acknowledged. “And that’s where we’re lining up to say, ‘Hey, there’s a demand for propane-powered equipment out there. You build it, there will be a place for it.’
“It’s a conversation that has to be had back and forth... an open dialogue has to happen,” he continued. “And I think from a manufacturing viewpoint, we have to make sure they see it as profitable and doable, meaning they don’t have to reinvent the wheel to get something to market.”
Fortunately, propane makes that pretty seamless. “As far as the equipment side, that’s the beauty of it. There’s no adjustment or modifications necessary,” said Warner. It’s to a point, he asserted, that if you didn’t know how it was fueled, “you wouldn’t know you were running on renewable or standard propane.”
FLEXIBILITY ON DISPLAY
To showcase this flexibility, PERC invited five different OEMs and suppliers to display products in its booth at this year’s PowerGen International –all of which were capable of being fueled by propane.
Two engines were featured: Spainbased Guascor Energy’s 18 L G-18SL engine for power generation in largescale operations; and a propane-capable gen-set engine from Illinois-based Power Solutions International (PSI). Also on hand was the Wildcat Power Roughneck generator, and the Eco Power Equipment CIPR-25K towable generator.
A highlight was the Volt Express trailer-mounted mobile integrated electric vehicle (EV) charging and combined heat and power (CHP)
system. It can fully charge light-duty commercial EVs in as little as 40 minutes, said its manufacturer Clarus, and is suitable for interim power, remote locations, special events and business continuity.
“It could be a standalone CHP unit used at a facility [but it can also] be put on a trailer and run EV charging at different events,” Warner said. If there are significant outages, it can also be used to reduce the strain on the system as the grid fires back up.
FUNDING PROGRAM
Beyond showing propane’s flexibility, the Volt Express EV charging and CHP system helped draw attention to PERC’s recently launched Alternative Technology Demonstration & Research Program, a funding program designed to incentivize commercial and industrial businesses to install propanepowered cooling and CHP systems for demonstration and research purposes.
Funding under the program is available for the following qualifying equipment:
■ $30,000 for propane CHP units on sites greater than 15 kW
■ $12,000 for propane CHP units on sites less than 15 kW
■ $300/ton for propane cooling equipment ranging from light commercial (5T-25T) to heavy commercial (100T+)
Data collected from participants will help inform research about propane use, specifically in the adoption of propane cooling and CHP equipment. This will in turn be used to help educate and grow the market for these products.
“People that are benefiting the most from this are going to be [those] getting this funding,” said Warner. “And it allows us to build case studies and get tangible data that we can use in the greater promotion of the equipment and greater adoption of it.” PP
www.propane.com/alttech
Propane fuels engine and boiler to steam-treat seed beds.
By Chad Elmore
To protect the health of specialty crops such as strawberries, growers inject chemicals into the soil a few weeks before planting. The fumigant eradicates nematodes, weed seeds and other pathogens that could kill or damage a young plant.
There’s real money at stake. The California Strawberry Commission said growers in the state harvested nearly 220 million trays of strawberries
in 2023. California produces 90% of the strawberries grown in the United States and it is the state’s fourth most valuable crop – in 2023 the fruit delivered more than $903,791,000 to Monterey County alone, according to the Monterey County Farm Bureau.
Most Americans assemble their salads with ingredients grown on farms in Monterey County’s Salinas Valley. The strawberry is the county’s most valuable
crop with leaf and head lettuce in second and third places.
Methyl bromide was a popular fumigant for years. After California banned its use in crops in 2005, researchers and growers found
Built by Valley Fabrication, the soil steamer uses a propane-fueled boiler and Kubota engine.
Based in Salinas, Calif., Steven Fennimore has developed field-scale steam applicators that could reduce or eliminate chemical fumigation in fields of fresh vegetables and strawberries. It’s also expected to help eliminate hand weeding in crops such as lettuce.
alternatives in different chemicals and developed new cultivars to resist certain diseases and pests.
Public concern about the application
ALTERNATIVE FUELS PROPANE STEAMER
of any chemicals in fresh fruit and vegetable fields has not dissipated over the past two decades, however. That’s why Steven Fennimore has developed field-scale steam applicators that could reduce or eliminate chemical fumigation. Based in Salinas, Calif., he is a Cooperative Extension professor for the University of California, Davis, and has focused his research on weed management since 1997.
Extensive tests with a pull-type implement showed that the concept was ideal for high-value crops such as strawberries, lettuce, carrots and cabbage. It reportedly treats around 90% of annual weeds, resulting in a 73% reduction in weeding time compared to the standard herbicide treatment. Steam can also suppress fungi, diseases and nematodes. Most recently, Fennimore’s research and
development work has resulted in an engine-powered machine that applies steam to the seedbed prior to planting.
“I’ve been working on fumigant alternatives for 20 years in Salinas, which is the heart of strawberry production,” said Fennimore. “While organic strawberries are not fumigated, all the other strawberries and fresh produce is. They are a key part of the system, but fumigants are very unpopular. It’s just a just a matter of time before it will no longer be possible to use any of them. Our work has also focused on organic vegetables, because there is a great deal of interest on organic farms because those growers face high hand-weeding costs.”
GOING TO THE FIELDS
The tests with custom-built pull-type implements spurred the development of a self-propelled soil steamer that was introduced in the Western Propane Gas
propane-powered soil steamer heats the seed bed to around 160° F for about 20 minutes prior to planting.
The
ALTERNATIVE FUELS PROPANE STEAMER
Association’s booth at California’s World Ag Expo in February.
“I’m working with a researcher from Arizona, and they have really tight end rows,” said Fennimore. “Throughout Arizona and California, vegetable growers are pressed to remain profitable, so now all of their rights-of-way at the end of fields keep shrinking as they work to use as much of their land as they possibly can. We have to be able to turn the machine around. Because land is at a premium, we went to a tracked steamer.”
To help make the step from concept to reality, Fennimore reached out to Peter de Groot, a local engineering consultant who has developed specialized ag machinery throughout his career. The machine was manufactured by Valley Fabrication, an equipment maker in Salinas that has built a wide range of unique machinery for the fresh fruit and vegetable industry. Anderson Industrial Engines provided a 90-hp Kubota engine through its Modesto, Calif., branch. The machine’s hydrostatic drive system helps it maintain the low speeds required to treat an entire field.
To make steam, Fennimore picked propane as a fuel source early in his research. On the self-propelled soil steamer, propane fuels the engine as well as the boilers. He has worked with the Propane Education & Research Council (PERC) since 2020.
“Propane is already an excellent choice for modern agriculture –
naturally reducing emissions without compromising efficiency – but this new technology is really a gamechanger when it comes to organic and more sustainable food production,” said Michael Newland, director of agriculture business development, PERC. “With this soil steam unit, growers can maintain the optimal crop production necessary to have a successful operation, while also satisfying consumer and regulatory demands for lower emissions and reduced chemical reliance. It’s a win-win situation.”
THROUGH THE GRANT PORTAL
Virginia-based PERC is a nonprofit that invests in research and development projects for new propane-powered applications. Funded by propane retailers, the organization provides grants to individuals conducting research or who are bringing a propanepowered machine to market. It’s through the group’s grant portal that PERC and Fennimore officially began working together.
Our goals from here are to do whatever we can from a marketing and promotional perspective to help Dr. Fennimore be as successful as possible. The goal is to make this a profitable entity going forward, and we’re working hard behind the scenes to make sure that our part of the project is successful.”
“We’ve had a long relationship with him, and we love the technology,” said Newland. “I think it’s a great story in the clean food movement and we’re really excited about partnering with him
The steaming process essentially pasteurizes the soil. As the soil steamer crawls through the field, the boilers heat the water to around 300° F, creating dry steam that is continuously injected through individual shanks built into the bed shaper. The injectors can be configured for different crop requirements.
MICHAEL NEWLAND, director of agriculture business development, PERC
ALTERNATIVE FUELS PROPANE STEAMER
on this new machine. It combines steam and propane, two things that people are very familiar with, and uses them in a way that’s very unique and very effective.”
EVERYTHING IS REAL
Fennimore’s early research helped determine the correct temperature of the steam as well as the duration that steam needed to be applied to the soil to be effective against weed and pest control. When it came to developing the selfpropelled soil steamer, projecting how much fuel and water would be used per acre involved a considerable amount of work.
“Because he’s using propane for the engine and the steam, there are a lot of variables, such as with the depth of the injection,” said Newland. “The deeper you go, the more soil volume there is to be heated. Something I hadn’t thought of until I spent some time with Dr. Fennimore was the impact the time of day had. Because the soil cools off overnight, you’ve got a larger delta to raise that cold soil to the specified temperature than you would during the afternoon. When the sun heats the soil up in the afternoon, they can run the machine faster across the ground
because you’re not having to lift that soil temperature quite as far. It’s an interesting process.”
The process essentially pasteurizes the soil. As the soil steamer crawls through the field, the boilers heat the water to around 300° F, creating dry steam that is continuously injected through individual shanks built into the bed shaper. A narrow band of soil running the length of the seed bed is heated to around 160° F for 15 to 20 minutes. Steam is applied to the top one or two inches of soil, which is a critical area for weed seed germination.
The amount of water the soil steamer uses per acre is comparable to an irrigation system. “We carry enough water on board for a one hour run time,” said Fennimore, “and we have enough fuel for about five hours. For the propane, we go to the end of the field and shut down to refill. But with the water, we’re able to do what we call ‘mid-air fueling,’ but it’s actually ‘mid-air watering.’ We have a tractor pulling a tank with wheel spacings that are aligned with the furrows. The tractor pulls alongside the steamer and in three minutes we can refill the onboard tank. It’s a matter of efficiency to increase the number of acres you treat per day.”
Fennimore’s soil steamer crawls through a field in California’s Salinas Valley.
The tracked steamer has been tested on lettuce and carrot fields in California and Arizona, and now Fennimore and the Valley Fabrication team are building a second self-propelled machine designed specifically for strawberry beds. Those beds can be 14 in. high, too tall for the current track design. Expected to be completed this fall, the newest propane-fueled soil steamer will have six wheels, each driven hydrostatically. The wheels are expected to make it easier to clear different seed beds and create a machine that is as flexible as possible.
COMMERCIALLY AVAILABLE
Fennimore’s goal with the project is to eventually see soil steamers operating commercially throughout Salinas Valley and beyond. The project is ongoing for PERC, as well.
“Our goals from here are to do whatever we can from a marketing and promotional perspective to help him be as successful as possible,” Newland said. “The goal is to make this a profitable entity going forward, and we’re working hard behind the scenes to make sure that our part of the project is successful.” PP
www.Propane.com/SoilSteamer
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GO TO THE SOURCE.
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Design of
MD105 trowel helps contractors get to work faster. By Chad Elmore
Warehouses are popping up everywhere along the Chicago area’s I-80 and I-55 corridors, and many of them are so long that they appear to follow the curvature of the Earth. But inside those facilities, armies of robotic narrow-aisle lift trucks and other machinery require concrete floors that are engineered to extremely high tolerances. When it comes to the construction of concrete slabs, there are flat floors and then there are super flat floors.
HIGH F-NUMBERS
Architects use F-numbers to specify the flatness and levelness of the finished concrete slab. Floor flatness (FF, which counts bumps and grooves in the surface) and floor levelness (FL, which looks for slopes and pitches) are calculated from different measurements. The higher the final number the better the final product.
Lift trucks and similar machines are considered “defined traffic” and get their
own set of floor specifications: F-min. They also require super flat floors, which according to the American Concrete Institute requires an F-min number greater than 100. For concrete finishing crews, having the right technique and selecting the right equipment is critical to achieving those F-numbers quickly and efficiently.
“Warehouses and distribution centers benefit from high tolerance concrete floors,” said Jon Williamson, director
of Marketing, Multiquip Inc. “In addition to improved durability, the robotic forklifts that pick merchandise operate on software that directs the machine to a specific location to select an item. Deviations from specified tolerances impact their performance. Our engineering team at MQ Whiteman understands the role our machines have in helping contractors meet or exceed job requirements.”
Multiquip is a diversified manufacturer of construction equipment and generator sets. Through its Boise, Idahobased MQ Whiteman brand, it produces a broad range of concrete finishing equipment. The company introduced its latest ride-on trowels, the mid-series 8-ft.-wide MD80 and 10-ft.-wide MD105, during January’s World of Concrete show in Las Vegas.
DUAL ENGINES
Regarding the MD105, the company said it was designed to
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The Multiquip MD105 ride-on trowel is a 10-ft. unit with twin 60-in. rotors.
PHOTO: MULTIQUIP
GASOLINE ENGINES
be a high-production finishing machine with a lower operating weight. The lower weight helps reduce downward pressure on the slab surface, giving contractors the benefit of an earlier entry onto the slab and a broader finishing window. The machine uses two gasoline engines to help make those claims a reality.
“Concrete gets laid out wet, screeded off and then crews have to wait for a certain period of time for the slab to set before it can support the weight of a trowel and begin the finishing process,” said Jordan Carmean, product manager at Multiquip. “As engines got heavier the machines got heavier, too, so that the entry time to the slab kept getting pushed back. That makes it difficult for these guys and puts them under a ton of pressure. So, we looked at how we could produce a lighter machine, allowing a contractor to get on the slab sooner and extend the working time. That’s where the dual engine concept came into play, and it got us where we needed to be with weight and horsepower.”
For the new model, Multiquip sourced two Honda iGX800 EFI gasoline engines rated 25 hp. The engines run two independent hydrostatic drive
When you’re designing a trowel, there are so many different factors to take into consideration to make sure that the end product — a flat slab — is achieved.’”
JORDAN CARMEAN, product manager, Multiquip
Multiquip engineered the MD105 to have a low operating weight that reduces downward pressure on the slab surface, giving contractors earlier entry onto the slab, a broader finishing window and adaptability on multi-story decks. The company developed its own engine power management system to control both Honda engines and the hydraulic system so the operator can focus on the job.
systems that operate two six-blade rotors, ensuring flatter floors. Electric linear actuators control the pitch and assure accurate blade angles. Besides saving weight, the company said that placing the engines on the left and right sides of the machine helped evenly distribute its weight and lower its center of gravity, reducing frame roll.
“The Honda engines helped us meet the horsepower requirement for that size of machine,” said Carmean, “and being able to displace that weight was very important because 10-ft. machines are historically very heavy units.”
An engine power management system controls both engines and the hydraulic pump that is connected to each one.
Developed in-house, the electronic system automatically adjusts the pump’s strokes to allow the engine to operate at peak performance.
“The electronic system monitors the engine and drive system and adjusts from there,” said Carmean. “On the slab, both engines are running at the same time. The operator may not even know there are two engines because
GASOLINE ENGINES
he’ll start the machine like normal. At startup, the system goes through a firing sequence, because to keep the weight low we have one starting battery that will fire one engine at a time. When the computer sees the first engine is fired up and running, it’ll go through a secondary firing sequence for the second engine. The program takes over from there. As it goes through the starting sequence, the foot pedal is deactivated for a short period of time. Once the second engine is running, the operator can take off and go to work.”
FUEL CHOICES IMPORTANT
While the MD105 uses two gasoline engines, the new MD80 trowel uses a Vanguard EFI gasoline engine rated 40 hp to run its hydrostatic systems and pair of six-blade rotors. The upcoming MD82 trowel will get a Kubota engine rated 57 hp that is designed to run on gasoline or LPG.
The choice of fuel is a big one for end users as well as Multiquip, and there are a lot of factors that lead to making that decision. For example, when large data centers are built in Utah, the walls go up first so crews can work all year long regardless of the weather. That means that all the concrete pours and finishing will take place inside.
“Customers are looking for propane in a lot of instances, because they’re able to run a little bit longer without setting off all the air quality monitors. In our market, diesel was always preferred because of the torque, and diesel is much cleaner today. We still have some diesel lovers in the United States, and the UK was a big diesel market for us,” said Carmean.
“However, in trowels we see gasoline and propane taking over. Contractors are using propane in many areas because battery technology just isn’t there for the category
PHOTOS: MULTIQUIP
of equipment we build. Ride-on trowels are under anywhere from 80% to 90% to even 100% engine load all the time. If you think about a car that must get over that initial demand for torque and then it’s rolling, going up and down hills, we’re going uphill 100% of the time.
“We can make battery-powered equipment, but you can’t have a trowel die out in the middle of the slab. There is also the weight of the batteries. We’re already fighting the constant weight gain of ride-on trowels, and when you put enough batteries on them to do the job that thing just sinks. When you look at what has been electrified in the market, such as lawn equipment, it makes sense, and there’s a place for it. But most of the large contractors that we’ve talked with don’t see the value in running batteries in our environment yet.”
THE WHOLE PICTURE
“When you’re designing a trowel, there are so many different factors to take into consideration to make sure that the end product – a flat slab – is achieved,” said Carmean. “Engine selection and the placement of the engine are very important factors, but there’s 180 other important factors that must be considered to get everything to work cohesively together.”
Carmean started his career in Whiteman’s production department 20 years ago as a swing shift welder. From there he moved through various roles at the company, from a production lead on the assembly line to engineering and R&D. Much of that experience put him close to customers on jobsites, which he said has provided him with a valuable base of knowledge about what customers need to be successful.
“We really pride ourselves on having flat-running machines. Other machines will rock and roll a little bit because of their center of gravity or because their component tolerances aren’t as tight as ours,” said Carmean. “Our machines run flat and true so they can produce flatter floors. On the big jobs, you’ll exclusively see our machines being used where they have high FF and FL number requirements.”
However, when designing a new machine, he said the engineering team takes a great amount of effort to consider the needs of another main customer: the people on Multiquip’s own factory floor. End users also benefit from that design methodology.
“We started from the ground up on these new trowels, and ensuring a commonality of parts to make sure our production was able to flow smoothly and easily as possible was very important,” said Carmean. “That benefits not only our assembly side but our customers, as well.
“We make sure you only need to grab one socket to take all the panels off versus having 10 different types of wrenches or a whole bag of tools to change an air filter. We pride ourselves on that attention to detail throughout the machine, and I think that’s what really, really sets us apart.” PP
Multiquip showed the MD105 trowel on its stand during the 2025 World of Concrete.
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Beyond the design and technical challenges, a major obstacle to adoption of hydrogen in any equipment application is the uncertainty as to whether sufficient quantities and quality of the fuel – and the infrastructure to deliver it – will be available to support customer needs. The cost to produce the hydrogen and the resulting higher cost to end users are also factors.
Mesa Solutions, a Loveland, Colo.based provider of on-site power generation, and Modern Hydrogen, a provider of distributed hydrogen and carbon management based in Bothell, Wash., are joining forces with the objective of overcoming these obstacles in select markets.
At PowerGen International 2025 in Dallas, Texas, the two companies signed a memorandum of understanding (MoU) that formally established a partnership to develop a new power generation offering for data centers. The partnership will combine Mesa’s expertise in multi-megawatt gen-sets with Modern Hydrogen’s distributed technology for converting natural gas into hydrogen.
HYDROGEN-FUELED POWER
Widely known in the oil & gas industry for natural gas generator sets, Mesa premiered a new line of gaseousfueled engines at last year’s PowerGen, developed from engine blocks supplied by Hyundai Infracore (HDI). (See September 2024 issue; https://t.ly/rzs-W) Alongside these models was a mockup of an internal combustion reciprocating engine being developed by HDI to run on 100% hydrogen.
Fast forward to 2025 to the working version of the hydrogen engine on display in the Mesa booth. Mesa brought it to the event as a backdrop to announce its plans to produce a fully hydrogen-fueled gen-set.
“What we plan to do
Mesa Solutions and Modern Hydrogen partner to develop a hydrogen-based power generation solution for data centers.
By Becky Schultz
over the next couple of years is take that engine and figure out how to turn that into a generator notionally similar to the other generators that we make that run on natural gas only,” said Tom Poteet, vice president, Corporate Development, Mesa Industrial. “This would be a carbon-free internal combustion engine.” Supplying clean hydrogen to that gen-set will be an on-site solution that Modern Hydrogen is developing that uses pyrolysis technologies (extreme high temperature with no oxygen present)
Mesa showed this non-functioning HDI hydrogen engine at PowerGen 2024. A working model was on hand at PowerGen 2025. PHOTO: BECKY SCHULTZ
Mesa Solutions plans to produce a fully hydrogenfueled generator set similar to its natural gas models.
PHOTO: MESA SOLUTIONS
to convert natural gas to hydrogen and commercially useful carbon solids.
“The value that we’re interested in is all the carbon drops out and it produces pure hydrogen,” said Poteet. “They’re still in development of this device. They have a couple of prototypes out, but the commercial device is probably two years away.”
Over the next two years, the partners will individually develop their solutions while jointly exploring how Mesa’s hydrogen-powered gen-set and Modern
This gives us a solid avenue to plan on and know that there’s going to be an onsite source of hydrogen that could be applied at places that need electricity.”
TOM POTEET, Mesa Solutions
Hydrogen’s on-site hydrogen production system can be optimally paired to meet the needs of customers. The initial target will be smaller data centers, many of which are focused on edge computing.
“Most of those edge data centers are probably in that 5- to 10-MW range. That’s what we intend to explore in league with Modern Hydrogen over the next couple of years,” Poteet said. “Cooperatively, we’ll be trying to flesh out this data center market to validate the market for the product.”
A WIN-WIN-WIN
“Data center power requirements are exploding,” Poteet continued. “It’s going to require a lot of power. We’re entertaining quite a few proposals to deploy our natural gas generators in hundreds of megawatts… Our basic unit at a standby rating is about 500 KW. So, for a 100-MW load, that’s like 200 of our generators sitting out there.”
Supplying a microgrid setup such as this entails being able to plug the generators directly into the natural gas connection. That’s why Mesa sought a similar solution for a hydrogen gen-set, albeit initially on a smaller scale.
“Mesa is a leader in the power generation ecosystem because of how specific they’ve been in building a business to meet the energy industry’s demand for really high service,” Mothusi Pahl, vice president of Business Development and Government Affairs, Modern Hydrogen, commented. “It really set the bar for delivering turnkey power solutions in a really bespoke, hands-on, customer-centric fashion.
“Mesa reached out to me six, eight months ago, to say, ‘Look, we’d really like to be able to just plug into Modern and a natural gas connection to get the fuel that goes into the Mesa unit. This means that Mesa can continue to deliver dispatchable, reliable power and that’s now super-low CO2 power through an integrated solution.’”
The resulting collaboration intends to deliver just such a solution, targeted to those willing to pay a premium for carbon-free electricity.
“The biggest names in the data center
At PowerGen 2025, Mesa Solutions CEO Scott Gromer (left) and Modern Hydrogen CEO Tony Pan signed a MoU establishing a partnership to develop a new power generation offering for data centers. PHOTO: MODERN HYDROGEN
In addition to hydrogen, Modern Hydrogen’s pyrolysis process extracts commercially useful carbon solids.
ecosystem are absolutely price sensitive, but they also want to deliver a lower CO2 compute power solution to their customers,” said Pahl. “By removing carbon from natural gas before that natural gas goes into the generator, it creates a really unique opportunity for the power generation service company, the data center and the process power user and, on the front end, the OEM hardware company that’s actually behind the power generation.
“Across that value chain, we see distributed natural gas pyrolysis as a dispatchable, reliable way to leverage existing assets, existing infrastructure, and deliver domestic energy security to nextgeneration data centers,” he continued. “That’s really the proposition in our strategic partnership with Mesa. This gives Mesa a unique pathway to get the clean molecules they need to deliver the clean power that their customers want.”
CLEAN FUEL DELIVERY
Poteet agreed. “If we build this generator that can run on hydrogen only, this gives us a solid avenue to plan on and know that there’s going to be an on-site source of hydrogen that could be applied at places that need electricity.”
In summary, Pahl stated: “We’re in the business of delivering clean fuel to power generation. If we can preconfigure that and integrate it with a company like Mesa, it means that it’s a heck of a lot easier for the data centers of the world to achieve the low CO2 compute power they want without having to contemplate ‘Where do I get the fuel? Or what’s the fuel spec? Or does it actually integrate with the OEM hardware?’ Rather, we can deliver a combined solution that everybody benefits from.” PP
A MODERN TWIST ON H2 PRODUCTION
Founded roughly a decade ago, Modern Hydrogen was originally built around converting heat to electricity using a solid-state technology.
“About three years ago, we started ramping up our work in on-site hydrogen production and what we call distributed natural gas pyrolysis,” said Modern Hydrogen’s Mothusi Pahl. “We made a significant switch from running both businesses simultaneously… to focusing on distributed natural gas pyrolysis just in the last three years.”
Now, the company is “in the business of making energy cleaner and cheaper,” and it does so by removing carbon from natural gas for commercial and industrial operations, said Pahl. Its customer base includes large corporations such as manufacturers, gas utilities and other large consumers of energy, such as data centers.
Modern’s systems use high heat to crack natural gas into hydrogen and solid carbon prior to the point of combustion. “Natural gas pyrolysis just means cracking the natural gas molecule into its constituent elements: hydrogen and carbon,” Pahl said. “Pyrolysis is not new – just this idea that you’re cracking the gas into these molecules.”
The technology stack is essentially a “box” that sits along a gas pipeline and extracts gas directly from the pipe to produce hydrogen on site at or near the point of use.
“The Modern approach to pyrolysis, we say, is a distributed one, meaning that it’s not designed to be massive scale, in a centralized location where you would then put hydrogen in a truck and drive it hundreds of miles to where the user is,” Pahl explained. “Rather, we use the existing natural gas infrastructure to carry natural gas to where the load is, and then we crack the natural gas right before you need it.”
In addition to hydrogen, the process extracts commercially useful carbon solids that can be used as raw material in paving materials and other products. It can also be used as a performance-enhancing additive for asphalt binder.
“By mixing Modern carbon additives into asphalt, the resulting asphalt performs better at higher temperatures without any degradation in low temperature performance. So it means that you get a stronger road with less service and maintenance requirements, and it’s at lower cost,” said Pahl.
“This idea of co-products from natural gas is really core to our work,” he added, “and half of our business is in the asphalt paving industry.”
Modern Hydrogen’s approach is to produce hydrogen at the point of use.
PHOTOS: MODERN HYDROGEN
Modern Hydrogen system at NW Natural Central Resource Center, Portland, Ore.
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Company is working to decarbonize Class 8 fleets. By
Art Aiello
In a recent webinar, Martin Weissbart of global consulting firm Roland Berger noted that hybrid technologies can be used to bridge electrification gaps in off-highway equipment. This approach allows OEMs and customers alike to decarbonize while net-zero technologies continue to develop.
However, the hybrid approach is not limited to off-highway equipment. Onhighway commercial vehicles face similar electrification challenges. These include the familiar cost premiums, as well as “range anxiety” due to underdeveloped charging infrastructures.
ReVolt Motors is working to help Class 8 fleets decarbonize by providing hybrid retrofit solutions. The company has retrofitted a Peterbilt 379 with its electrified powertrain technology and characterized the series hybrid as a “significantly more affordable option” than investing in a new battery-electric truck.
A LITTLE BIT DIFFERENT
Gus Gardner, ReVolt Motors’ CEO, began his career in investment banking, which he said gave him experience with many startups that would deliver good pitches only to fail sometime after launch. Later, his experience working for manufacturers provided him with insight into corporate operations, including supply chain management and emissions reduction as part of environmental, social and governance (ESG) reporting.
“It kind of got me thinking: how do we get economics on the right side of history because then everything’s a lot easier,” Gardner said. “I always say I like
There are a lot of OEMs that went all the way to electric or hydrogen or all of these things, and they skipped over the baby step of let’s just do it a little bit better.”
GUS GARDNER CEO, ReVolt Motors
to find places where you can do well by doing good.”
That philosophy led Gardner to seek opportunities where profitability and goodwill aligned. He saw such an intersection at a distressed asset sale.
“There was a company that had spent a number of years and huge amounts of capital to develop a vehicle that was almost just right,” he said. “And there were just a couple of things that they missed.”
Gardner continued, “There was a large national specialty transport carrier that was really interested in this technology and had an idea that if we can just do a diesel-electric hybrid, this is going to be easy.”
REVOLT MOTORS IS BORN
Thus, ReVolt Motors was born, which allowed Gardner and his team the opportunity to provide a solution that it believes will cost-effectively improve commercial vehicle fuel economy, which many studies point to being as much as 40% with a hybrid powertrain.
They will also be cleaner. “I looked at all that and I said this has to be one of these situations where we’re going to have a more compelling commercial offering that also reduces emissions,” Gardner said.
It’s not a solution for everyone, however. According to Gardner, “There are certain applications where mechanical drivetrains or fully electric trucks are great. Like last-mile delivery –electric’s perfect to do that.”
He added ReVolt’s goal is to “find the places where the existing infrastructure and the existing rolling capital stock is the most inefficient. Those are the places where we’re going to win the biggest.”
DECARBONIZATION ‘BABY STEPS’
According to Gardner, part of ReVolt’s appeal lies in the middle ground it occupies as a decarbonization technology.
ReVolt Motors has retrofitted a Peterbilt 379 Class 8 truck with its series hybrid powertrain.
PHOTO: REVOLT
“There are a lot of OEMs that went all the way to electric or hydrogen or all of these things, and they skipped over the baby step of let’s just do it a little bit better,” he said.
Gardner used the Toyota Prius hybrid as an example in passenger vehicles of an approach that took some early incremental steps toward decarbonization before battery-electric became the dominant technology.
Gardner added that much decarbonization can be done by using off-the-shelf components and technology to reduce emissions and improve fuel economy.
“That’s where we come in,” he said.
Gardner explained that the company chose to apply its technology, software and systems integration expertise to the aforementioned Peterbilt 379 because it is ubiquitous.
“There are enough of those out there that we can just keep doing the same one,” he said. That will allow ReVolt to prove the economics of retrofitting certain truck models before expanding and licensing its technology to certified installers and technicians.
NOT JUST RETROFITS
Gardner said that in addition to retrofitting fleets, ReVolt also provides
its technology to new builds.
“We have a sort of test fleet, if you will, or an initial fleet of about 30 brand-new trucks that will have our system and would be considered a fleet offering,” he said, adding that more information about those vehicles will be released in future announcements.
Gardner said that in the long term, he plans for ReVolt to be embedded with one or more key suppliers of Class 8 components, such as cab or chassis makers, as it has no plans to build its own tractors.
“I would expect that a large OEM or an engine maker or a Tier 1 supplier would probably want to incorporate us into their portfolio, whether it’s through a strategic partnership or a purchase or a long-term supply agreement,” he said.
TRUCKS TURNED GEN-SETS
One thing Gardner said sets ReVolt’s hybrid technology apart from other electrified equipment is that it allows Class 8 trucks to essentially become mobile generators.
disconnected from their tractor, we’re probably a cost savings for you. Not only because you’re not buying two pieces of equipment – you’re buying one – but because you don’t have to change the oil and fuel the backup generator.”
Gardner added that in the case of a fleet truck hauling backup generators for use in an emergency, it could reclaim that payload for other more critical cargo and use the tractor for emergency power instead. The tractors can also be connected in parallel for even more power, Gardner said.
SHIFTING REGULATORY ENVIRONMENT
While changes in emissions regulations may have an impact on the viability of electrification for certain vehicles and equipment, Gardner said he believes ReVolt’s business model is viable regardless of the government policies in play.
“I would say that right now, we definitely have an evolving policy landscape,” he said. “I’m really confident in ReVolt’s ability to deliver value to our customers and navigate all of this in an effective way.” PP
“We can offload 250 kW of power,” he said. “So, if you’re an incident response command center and you need backup power for your place, and those trailers generally don’t get www.revoltmotors.io
PEACE AND QUIET
With Robinson, you can count on peace of mind with our critical sound reduction packages for diesel and natural gas gen sets. Call today to learn more about our single-source solutions.
Part 1 of this two-part series examines major trends impacting machine design and fluid power demands. By Becky Schultz
“
The times they are a-changing,” as Bob Dylan first sang back in 1964. It was true then and it is certainly true now as technology in various forms produces major shifts in virtually every aspect of industry. Motive power is no exception, as it shifts further and further afield from the systems and technologies that have been used throughout much of its history.
While often overlooked in discussions of major industry trends, what’s transpiring in mobile fluid power has broad implications on where motive power might head next. That’s what led Power Progress to seek input from the following industry experts:
■ Daniel Winter, president, Danfoss Power Solutions
■ Corey Quinnell, vice president of Engineering, Husco
■ Russ Schneidewind, director of Business Development, HydraForce
In part one of this two-part series, we look at the trends these experts are seeing within the markets they serve, what’s behind them and the impact these trends are having on the mobile fluid power sector and its customers. In part two, we’ll look more closely at the hurdles
the sector is facing and how these and other suppliers are evolving to address these challenges now and into the foreseeable future.
PRODUCTIVITY AND RELIABILITY
The mobile fluid power industry closely follows what the mobile OEM industry is demanding, Schneidewind noted.
“If you look at off-highway mobile equipment, they’re trying to offer equipment that is more rugged and has longer uptime and availability so that you have machines that are readily available for a lot of applications,” he explained. “They’re also looking for increases in productivity. They want to be able to function faster with more accuracy, especially on, say, repetitive motion.
“This is driving a lot of different requirements from the mobile fluid power industry, and that
Excavator hydraulic systems waste around 70% of useful power. Optimizing the hydraulics improves machine runtime, reducing battery needs and costs, which can accelerate electrification.
PHOTO: DANFOSS POWER SOLUTIONS
includes a higher degree of integration with electronics and the hydraulics themselves.”
That demand for productivity and reliability plays a role regardless of machine size.
“As equipment becomes smaller, more powerful and more efficient, hydraulic components must deliver higher power density while minimizing energy losses,” said Quinnell. “This has led to innovations in hydraulic circuits, pumps and integrated electrohydraulic solutions –for example using sensors to eliminate\reduce mechanical part count\ complexity – to maximize system efficiency.
Autonomous and semiautonomous functionality can help equipment owners address labor and skills shortages by improving operator productivity and accuracy.
FLUID POWER
“Many OEMs are looking to use larger displacement pumps with lower engine rpm to operate in a more fuel-efficient region of the diesel engine while keeping the same productivity,” he added.
ELECTRONICS AND SOFTWARE
Delivering on that productivity in the field has historically lay in the hands of the equipment operator. But a macrotrend affecting mobile machinery design, and in turn the subsystems on those machines, said Winter, is the skilled labor shortage.
“It used to be the operator was mostly the ‘brains’ and the hydraulics were the ‘muscle.’ More and more so in the last, say, three to five years... it’s become the operator and the electronics are the brain and the hydraulics are the muscle,” Schneidewind commented.
“So, in a move to address the uptime and availability aspect the OEMs are interested in, what we’re seeing is this need for more flexible systems.
“Electronics helps with that because you can have a similar hydraulic architecture and adjust the way the machine operates or feels based on the operator or the application
by adjusting the electronics or the application software on the machine,” he said. “That allows for a machine to be more available in more applications, as well as more uptime in a lot of cases.”
Electronics and software are essential to enabling today’s modern control systems, Winter agreed. “We’re seeing more hydraulics with sophisticated electronic controls,” he stated. “In fact, today it’s rare to see new products designed with mechanical interfaces. Almost all our new product developments at Danfoss are designed solely for digital control.
“We, of course, still offer mechanical controls, but the advantage of digital only is you eliminate mechanical devices that add cost. We’re also starting to see more distributed architectures with component-level controls rather than centralized control.”
MOVE TO MORE AUTOMATION
OEMs are being tasked to deliver solutions that fit the dynamics of a changing workforce, meaning an increasing level of automation is needed.
“You used to have a highly efficient operator who is a professional for that type of equipment. Now you find less and less of those skilled operators and you’re finding more generalists who may have to operate multiple types of machines,” Schneidewind pointed out. “Having that automation to assist is what the OEMs really desire for the increased productivity. The fluid power industry has to be able to respond to that.”
“There is a growing demand for autonomous and semi-autonomous machinery in agriculture, construction and material handling,” Quinnell said. “Ag and material handling are further ahead in this segment due to a more defined operation than the varied environments and tasks that construction equipment experience.”
Thus far in construction
PHOTO: DANFOSS POWER SOLUTIONS
equipment, advances have largely consisted of what Schneidewind described as automation assistance for repetitive functions, such as return to dig or return to height for wheel loaders used in truck loading applications.
“It can be done faster and more accurately through an automated function where you just click a button after you set the limit, and then that bucket comes down fast to the position it’s needed while the operator is driving towards the pile,” he explained.
Enabling this type of semi-autonomous and even fully autonomous operation on a machine requires “high-power electronics, advanced software and the know-how to put it all together,” Winter stated.
“It’s no longer enough to be a component supplier,” he said. “You need to thoroughly understand the applications, and you need systems and software expertise.”
SUSTAINABILITY FOCUS
A second macrotrend affecting mobile fluid power, said Winter, is sustainability. “Environmental stewardship and rising
fuel costs are driving the demand for more efficient hydraulic systems,” he noted, “and accelerating the pace of electrification.”
OEMs are under pressure to reduce fuel consumption and emissions, said Quinnell, which requires hydraulic systems to become more efficient and integrated with alternative power sources.
“The challenge lies in the fact that each OEM – and even different machine classes within the same OEM – adopts a unique strategy for improving machine efficiency and selecting alternative power sources,” he continued. “To remain competitive and support these diverse needs, Husco has developed flexible, modular valve platforms that can be tailored to align with each OEM’s specific strategy.”
Specific to electrification, Quinnell cited the growth in adoption of electrohydraulic and fully electric systems. “OEMs are integrating smart hydraulic controls, electrified actuators (on small and micro machines) and battery or hybrid powertrains to enhance fuel efficiency and reduce environmental impact.”
COMPANIES REPRESENTED
Danfoss Power Solutions designs and manufactures a range of engineered components and systems that optimize the performance of mobile and industrial equipment. It offers full system solutions capabilities in hydraulics and electrification, as well as fluid conveyance, electronic controls and software. A comprehensive portfolio is available for industrial applications. Editron, its electrification division, focuses on off-highway applications such as construction equipment, harbor and airport equipment, mining and marine, plus has product offerings for on-highway applications such as buses and trucks.
Husco is a global developer and manufacturer of highly engineered hydraulic and electro-mechanical control solutions serving the automotive and off-highway industries. In the automotive sector, it specializes in electrohydraulic and mechatronic technologies that improve vehicle efficiency, including active valve control systems for internal combustion, hybrid and electric powertrains. For the off-highway market, the company provides advanced hydraulic control systems for construction, agriculture and material handling equipment.
HydraForce is a global designer and manufacturer of motion control systems, encompassing hydraulic cartridge valves, manifolds and electronic controls for a variety of off-highway industries, including farming, construction, marine, material handling, mining and forestry. The company was acquired by Bosch Rexroth, becoming a significant part of the Compact Hydraulics Business Unit. Bosch Rexroth and HydraForce combine their presence in complementary regions to provide comprehensive coverage in Europe and North America, while enabling growth in Asia.
Husco’s MX platform is built for flexible, robust electrohydraulic integration.
But even given this shift, he believes hydraulics will have a place. “While fully electric actuators are gaining traction in certain applications (mainly in small\ micro machines) or specific functions on larger machines, hydraulics remain essential where high power density and force output are required,” said Quinnell.
“Hydraulic optimization is important for conventional machines, but also –maybe more so – for electric machines,” Winter asserted. “Take an excavator, for example. The hydraulic system wastes 70% of the useful power it receives. By slashing this figure, we improve machine runtime, perhaps we reduce the batteries needed in the machine, thereby reducing the cost and accelerating adoption of EVs.
“At Danfoss, we continue to develop more efficient hydraulic components and optimize existing components, but today the biggest efficiency lever is at the systems level. There are more variables in play, and we can optimize machine operation, and therefore power consumption, through software.”
NOT MUTUALLY EXCLUSIVE
Winter went on to state: “There’s a common misconception that hydraulics and electrics are mutually exclusive. In
PHOTO: BECKY SCHULTZ
The HydraForce EHBL Digital Boom Control with HFImpulse 2.0 is designed to save energy and increase precision with EHBL valves and streamline development and maintenance with HF-Impulse 2.0 Configuration and Programming software. PHOTO: HYDRAFORCE/ BOSCH REXROTH
fact, they complement each other in many cases.
applications, but it’s difficult to replace linear hydraulic power with costeffective, robust and compact electrified solutions.”
DRIVING EFFICIENCY
The greatest impact Winter believes electrification is having is in the need for vast improvements in hydraulic system efficiency.
“In first-generation electric machines, OEMs tend to replace the internal combustion engine with an electric motor and batteries while leaving the hydraulic system largely the same. In many applications, this produces a machine with inadequate runtime. In other words, it cannot perform an entire day’s worth of work on a single charge,” Winter pointed out.
“For instance, while an electric propel system could replace a hydrostatic propel system, high-powered offhighway machines still rely on hydraulics for their robust, efficient power conversion. Electrics have replaced hydraulics in some lower power and rotary
“For their second-generation machines, OEMs are focusing on optimizing hydraulics by considering alternative architectures and technologies such as gravity lowering, independent metering, zonal systems and energy recovery,” he continued. “At Danfoss, we’ve done several of our own machine conversions, including a wheel loader and a backhoe loader. We’re also working on an excavator. This has equipped us with the real-world experience to guide OEMs on their own
take share from mechanical solutions in some applications. “The demand for hydraulics will not fall off a cliff anytime soon,” he assured, “so those in the industry today should not worry.”
Efficiency is at the heart of Schneidewind’s argument, as well, when it comes to alternative power. “Regardless if electrification [is] the power system or diesel or hybrid or even hydrogen or others – methane as an example in the ag markets potentially – it really comes down to efficiency,” he stated. “There’s only so much power that you can have on the vehicle, as far as the space to carry that energy. So, the hydraulics have to become more efficient in how it utilizes the energy that’s available on that machine.”
NEW ARCHITECTURE NEEDED
Schneidewind foresees this increased efficiency being achieved through new hydraulic architectures and systems. “It’s going to require lower pressure drop, advanced control techniques, the integration of more electronics and sensors,” he predicted. “That’s going to be the biggest challenge, I would say, for the industry – what do these systems look like, how do they get promoted and how does the customer integrate that new type of architecture into their machines?
“That’s going to be some of the biggest challenges, but it’s also an opportunity for those companies who can [provide] that sort of support for those customers, and can make those changes and demonstrate 25%, 30%, 40%, 45% efficiency gains,” Schneidewind continued. “There’s a lot of room in mobile fluid power and hydraulics to become more efficient.” PP Watch for Part 2 of this series in a future issue of Power Progress.
Rexroth’s new series EDG-OBE Pilot Compact Directional Valves with integrated electronics. PHOTO: BOSCH REXROTH/HYDRAFORCE
Bosch
A few of the latest products for the world’s hard-working equipment.
FLEXIBLE FLANGE COUPLING FROM KTR
KTR has a new highly flexible flange coupling that was developed for applications with variable load requirements. The Varolastic ensures optimum damping of vibrations, protecting drive systems effectively against load peaks. Main application fields of the sturdy coupling are construction and ag machines.
The company said the short flange coupling can simply and quickly be integrated in existing drives, and that its design can help reduce maintenance.
www.ktr.com
CRYSTAL GROUP’S INDUSTRIAL WORKSTATION
Crystal Group Inc. introduced the RE0924, which it said provides an industrial workstation and mid-tier server functionalities in harsh environments. Its aluminum construction, dual 2.5-Gb ethernet connectivity and thermostatically controlled cooling allow for seamless operation in hot and dusty environments. Applications range from remote monitoring and logging to situational awareness and sensor fusion.
CAN ROUTER FROM AXIOMATIC
Axiomatic Technologies Corp. introduced a nine-channel CAN router with an ethernet port for rapid and bidirectional data exchange on machine networks. The company said the controller may be configured as a switch to broadcast messages on all ports, or it can modify an address or change a source address before sending it out on another port.
Axiomatic’s new ninechannel CAN router with ethernet port.
resistor to avoid the need for external resistors. An individual bicolor LED indicates status for each port, while input CAN ports have a configurable power output that has a selfresettable fuse.
485 network and an ethernet network. The ethernet port can be used for configuration, or for more flexibility the Axiomatic Electronic Assistant may be used.
Interfacing with machine battery power, it operates from 9 to 36V DC (12 or 24V nominal). The power converter is fully enclosed with an IP67 rating and has ten six-pin rugged connectors and one four-pin M12 D-coded connector. It’s designed for harsh environments from -40° to 85° C (-40° to 185° F). PP
It features a configurable baud rate and termination Epec has introduced the SL8X control unit, a high-performance platform designed to meet the requirements of off-highway equipment. With real-time control, functional safety and exceptional flexibility, the company said the SL8X is a solution for the evolving needs of modern machines.
The CAN router may be used in mining or large machine control networks to send messages between eight isolated CAN networks, one CAN, J1587, J1708 or RS-
EPEC CONTROL UNIT
www.crystalrugged.com
It supports centralized and distributed system architectures, allowing manufacturers to optimize their machine designs. Epec said centralized systems benefit from simplified wiring and reduced hardware complexity, while distributed architectures enable greater scalability for complex machine setups.
“The SL8X is built to provide manufacturers
with enhanced flexibility, performance and safety. Whether for centralized or distributed system architectures, this control unit adapts to diverse applications, making machine design more efficient and future-proof,” said Jussi Rintamäki, product manager at Epec Oy, the electronics business of Ponsse Group in Finland.
The company said the SL8X platform is designed for flexibility, with programmable safety controllers, CANopen safety responders and Ethernet safety responders. Its modularity ensures that the SL8X can be integrated into various safety-critical systems while offering extensive customization options for different applications.
To accelerate development and reduce prototyping costs,
www.axiomatic.com
The Epec SL8X control unit supports centralized and distributed system architectures, said the company.
the SL8X platform includes a virtual version of the control unit in the Epec MultiTool Simulator, which Epec said will enable faster iterations, automated testing and streamlined machine design without physical hardware. Epec follows ISO/IEC 27001 standards for secure and reliable solutions. PP
PHOTO: EPEC OY
PHOTO: AXIOMATIC
West African flour plant powered by 8.5-MW microgrid solution.
Aflour production facility in the Port of Freetown, in the West African country of Sierra Leone, sought an uninterrupted power supply to deliver 8.5 MW of power for the continuous operation of the plant. In addition, surplus power produced by the generator sets would be fed into the local electricity grid to help stabilize the power supply in the port area, which has historically experienced frequent power outages.
Himoinsa was commissioned to design and install the 8.5-MW power
plant, which consisted of a series of HTW-1260 T5 gen-sets with advanced synchronization technology to ensure stable power distribution. The gen-sets’ optimized configuration enabled them to operate at high temperatures and with different fuel types to adapt to local conditions. The units were installed in 20-ft. containers with volcanic wool insulation to reduce sound emissions.
Included in the project were 0.4/11 kV outdoor transformers to allow for proper voltage conversion and connection to
MTU GEN-SETS POWER EUROPEAN COMMISSION EXPANSION PROJECT
Rolls-Royce was chosen to deliver two MTU Series 4000 gen-sets intended for emergency backup power for the European Commission in Luxembourg. The units, each with a max output of 2,640 kVA, are being installed by Rolls-Royce partner Energolux in the new Jean Monnet 2 complex (shown below right) as part of the renovation and expansion of the Commission.
The model 20V4000 DS2750 gen-sets are designed specifically to deliver emergency power in the event of a grid outage.
“The emergency backup gen-sets are characterized by their high reliability and efficiency,” said Alain Osuch, commercial director, Travaux Neufs at Energolux. “This makes them the ideal solutions for such a critical application.”
the grid. Also included were Deif control panels for parallel operation of the generators and synchronization with the grid.
Because the project was carried out in a marine environment with a high salt concentration, it was essential to ensure that the gen-sets and equipment were sufficiently resistant to corrosion and the extreme conditions of the region’s tropical climate. To achieve this, special protection systems were incorporated to ensure optimal operation of the equipment.
ADDED EFFICIENCY AND VALUE
Very specific space constraints in the Port of Freetown posed a challenge for the installation of the equipment. To guarantee the required fuel autonomy without compromising the available space, special tanks were designed for the project.
The solution implemented by Himoinsa has reportedly improved the power efficiency of the flour plant and provided added value to the customer by allowing surplus power to be fed back into the grid. This has not only stabilized the power supply in Freetown, it has opened the door to economic opportunities through the sale of power. PP
Himoinsa HTW-1260 T5 gen-sets.
MTU model 20V4000 DS2750 gen-set.
BY CHAD ELMORE
Starting with the May 1935 issue, Diesel Progress – or Power Progress as it’s known today – has covered engines and engine-powered equipment. Through those nine decades, the writers and editors of this publication have witnessed the adoption of technology that was considered science fiction in the 1930s, and they’ve praised (as proper non-biased journalists) the entrepreneurs, executives and especially the engineers that made that progress possible. It’s been – and it continues to be — an amazing thing to watch. Throughout 2025, we are celebrating those 90 years. With this department, we’re going back to some of the unique applications, forgotten firms and companies that have been part of the industry and this media company since the beginning of both. FROM 1939 EDITION OF DIESEL PROGRESS’ DIESEL ENGINE CATALOG:
THE YANKEE DIESEL TRUCK ENGINE
The Yankee diesel automotive truck engine designed by Lee Straub, M.E., and produced by the Yankee Diesel Engine Co. of Milwaukee, Wis., is an interesting newcomer in the growing field of automotive diesels.
This rather unusual design is the outcome of an endeavor to eliminate some of the physical and economic limitations that have restricted the more general use of automotive diesels.
The Yankee diesel engine is a 60° included angle, sixcylinder valveless, two-stroke cycle diesel engine having cylinders of 3 ⅞ in. bore and 51 in. stroke. The engine, complete with auxiliaries, weighs 1,280 lb.
This engine employs ports for the admission of scavenging and super-
charging air and for the exhaust of the products of combustion. The bottom edges of both the inlet and the exhaust ports are on a common plane, while the upper edges of the inlet ports are at a higher plane than are the upper edges of the exhaust ports. In other words, the piston, as it moves toward the crankshaft, on its outward or expansion stroke first uncovers the inlet air ports and, shortly thereafter, the exhaust ports.
It has often been said that the power output of a diesel engine is a function of the breathing capacity of the engine. In this engine, air is supplied by a new development of the old Root’s type blower. This new blower was designed by Mr. Kurt Beier, who formerly was chief engineer of Schwitzer Cummins Co. and now serves in
the same capacity with the McCulloch Engineering Co., the manufacturers of this blower... This new development by McCulloch has produced a blower with triple vanes on each impeller.
The engine is a very compact, substantially built unit, which by reason of the elimination of all manner of cams, valves and valve gear, should be productive for long periods of operation with low maintenance and repair cost. These advantages are obtained by a slight lowering in economy, when compared with a modern four stroke cycle engine, however...
It is the intention of the manufacturer to produce this engine in eight, 10 and 12 cylinders all of 60° vee included angle and all of the same cylinder size. These units will rate from 75 to 150 hp each, at relatively low speeds of 1,600 rpm. PP
Diesel Progress magazine, the staff of parent company Diesel Engines Inc. also put together the annual Diesel Engine Catalog. Editor Rex Wadman wrote in the introduction for 1939: “Since every engine has its own features, it thus possesses its own individuality. The almost endless variety of diesel engines described here are the reflection of the scope of the usefulness of the diesel engine itself, embracing the fields of stationary power plants, the marine, railroad and automotive applications.” This particular edition was originally part of Fred M. Young Sr.’s library. In 1927, he founded Young Radiator Co. in Racine, Wis. For decades, it was a major supplier of cooling systems for enginepowered equipment.
There were more than 50 diesel engine manufacturers profiled in the fourth edition (published in 1939) of the Diesel Engine Catalog, with brands running from A to Y. “A” was represented by Allis-Chalmers Manufacturing Co. while “Y” was the Yankee Diesel Engine Co. The article about the new Yankee diesel placed the company in Milwaukee, but the company’s address puts it in neighboring West Allis – about a mile south of the sprawling Allis-Chalmers factory. Yankee had big plans for its innovative two-stroke diesel engine, but the young company never gained a foothold in the market.
Since 1935, engineers and buyers have used the Power Sourcing Guide as the premier reference and purchasing guide for engines, power systems and components. Published annually, it remains the “original search engine” for engine system products and technologies.
■ Over 300 pages of vital specifications
■ Conveniently indexed by product and ■ manufacturer
■ Authoritative product data
■ Engine systems & components
■ Transmissions & driveline products
FEBRUARY DOWN FOR TRACTORS, COMBINES
According to recent data from the Association of Equipment Manufacturers (AEM), U.S. sales of farm tractors and combines continued to decline in February 2025 in contrast to February of last year. U.S. sales of agricultural tractors fell 17.7% in February, while U.S. sales of combines dropped 48%.
“While the recent decline in agricultural tractor and combine sales reflect current market challenges, including global trade concerns and tariffs, we continue to remain optimistic about the longterm future of agricultural equipment,” said AEM Senior Vice President Curt Blades. “The resilience and adaptability of our industry have been proven time and time again. We are confident that, through innovation and collaboration, equipment manufacturers can navigate
■ The Ag Tractor and Combine reports can be found on the AEM Market Share Statistics page via www.aem.org.
these challenges and emerge stronger, continuing to support the essential work of farmers and agricultural professionals worldwide.”
Canadian sales of ag tractors increased 18.6% in February, while Canadian combine sales were down 32.1%.
DAVIDSON PRIZE
The Davidson Prize –named after J.B. Davidson, considered the father of modern agricultural engineering – is a collaboration between
American Society of Agricultural and Biological Engineers (ASABE) and AEM to recognize outstanding achievements in agricultural engineering. During Commodity Classic 2025, three groundbreaking innovations were recognized: ■ Bondioli & Pavesi Inc. – E.D.I. (Electronic Data Interchange) Driveshaft: This technology improves power transmission efficiency while providing real-time monitoring and diagnostics, ensuring optimal performance in the field.
■ PTx Trimble – OutRun:
This autonomous tractor platform, which works with existing tractors, can run a grain cart or auger wagon without a driver.
■ CNH America – IntelliSense Bale Automation and Large Square Baler Automation: This technology for hay and forage harvesting automates key baling functions, ensuring consistent bale quality. PP
AEM is the North Americabased international trade group representing off-road equipment manufacturers and suppliers, with more than 1,000 companies and more than 200 product lines in the agricultureand construction-related industry sectors worldwide.
AEM said the equipment manufacturing industry in the United States supports 2.3 million jobs and contributes roughly $316 billion to the economy every year.
GLOBAL ENGINE
CUMMINS announced that Bonnie Fetch will take on the role of executive vice president and president –Operations, and Shon Wright will become vice president and president – Distribution Business.
Fetch currently holds the position of vice president and president – Distribution Business. She will succeed Srikanth Padmanabhan, who announced his retirement in January.
Fetch has experience in a variety of general management, human resources and supply chain leadership roles, including 20 years at Caterpillar before joining Cummins in 2018. In her new role leading Operations for the company, Fetch will oversee Cummins’ New and Recon Parts business and global operating functions, including Supply Chain, IT, Cummins Services, Advanced Analytics and Quality.
Wright, currently vice president – Cummins Components and Software, will assume the role of vice president and president –Distribution Business.
Wright has 22 years of experience at Cummins, holding a variety of strategy, purchasing, operations, sales and marketing and general management roles.
KEYOU, KOMATSU UNVEIL NEW 12-CYLINDER H2 ENGINE
Hydrogen power specialist Keyou GmbH and construction and mining machine
OEM Komatsu have jointly developed what is being described as the world’s first 12-cylinder hydrogen internal combustion (IC) engine for a mine haul truck. The new engine is being tested at the Komatsu plant in Ibaraki, Japan, with results setting the development course for future H2-powered machines.
Keyou and Komatsu have been working together since 2019. The project to develop an H2 engine for a haul truck started in 2023; the first engine start took place in 2024.
“We are very excited to launch this project,” said Taisuke Kusaba, CTO and president of the Development Division at Komatsu. “This marks a significant achievement in Komatsu’s efforts to achieve carbon neutrality. Moving forward, we will continue to develop this technology as one of the key pillars of our carbon neutrality initiatives.”
Keyou has been developing hydrogen IC engines for a series of OEMs, while also
operating a fleet of internal hydrogenpowered trucks to customers via its ‘H2 Mobility as a Service’ model.
“Our partnership with Komatsu is currently our most important customer project in the off-road commercial vehicle sector and demonstrates the performance capabilities of Keyou-inside technology under extreme conditions,” said Markus Schneider, COO and CTO of Keyou.
In addition to the hydrogen engine, the dump truck is equipped with a 700-bar tank system from Argo-Anlegy. PP
HORSE TO DELIVER ENGINE FOR MARINE POWERTRAIN
Horse, a division of Horse Powertrain, is to deliver engines for the Hybdor Duotech 200E plug-in hybrid (PHEV) marine powertrain. This is the first time that Horse will deliver hardware intended for a maritime application.
Developed by the Brazilian startup Hybdor Tech, the Duotech 200E is a hybrid system that can use either internal combustion or battery power, or both together for additional boost.
Batteries can be recharged by the IC engine or
using a power outlet. It is put forward that the PHEV unit can be recharged in 90 minutes. (No kW charge level was provided.)
Horse will deliver its 1.3 L four-cylinder Turbo Flex Fuel HR13 engine for the powertrain. Produced in Curitiba, Parana state, the engine delivers 163 PS (120 kW) and maximum torque of 250 Nm at 1,600 rpm.
Electric motors will add 25 PS (18 kW) and 60 Nm of torque.
As with virtually all automotive engines produced in Brazil, the
HR13 engine can use gasoline and ethanol in any percentage combination.
The powertrain is intended for use in yachts and Class 2 vessels (between 26 and 40 ft.). The goal is to increase the overall range while offering a more comfortable experience by reducing vibration and noise.
Horse Powertrain consists of two divisions, Aurobay and Horse, and focuses on hybrid and combustion powertrain solutions. Based in London, the company employs 19,000 people globally across 17 plants and five R&D centers. Its three shareholders are Renault Group, Geely and Aramco. PP
Production of the HR13 engine started in Curitiba in January this year.
Komatsu mine haul truck fitted with a new H2 engine.
Keyou’s Markus Schneider.
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Learn more about the features and benefits on our website.
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Pre-delivery inspection is standard for every single unit produced.
