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diesel machines booklet,TRANSCRIPT
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
October 2012 www.dieselprogress.com
GAZ Gears Up With New Vehicles
Brazilian Bus OrderFor Daimler
MTU Talks Tier 4
page 20page 10
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
Doosan Delivers Stage 3a Excavator
Scania Makes A Move In Mining
I-See What You See
OctoberCover2.indd 1 9/11/12 2:24 PM
Worldview
It has been suggested in some cor-ners that when it comes to emissions, the heavy technical lifting has essen-tially been done, the pathways have been determined and that as a result, the focus on engine emissions technol-ogy will begin to wane.
It’s true that both on-highway and off, things seem set, with the winning formula some combination of exhaust gas recirculation (EGR), diesel particu-late filters (DPFs) and selective cata-lytic reduction (SCR) aftertreatment. Using those building blocks, manu-facturers have been able to meet just about every global emissions standard the regulators have thrown at them.
Yet that might not actually be right. Indeed, it’s possible that the fun is only now really beginning.
Even as companies were announc-ing their Tier 4 final/EU Stage 3b/EPA 2010/Euro 6 emissions solutions, the technical people were already looking at what they’d wrought and mused, “How do we make this better?”
We’ve seen significant refinements in fuel systems, aftertreatment packages — substrates that use less precious metals in their washcoats and formula-tions that are more efficient than longer-lasting — better EGR valves and more precise SCR dosing systems.
Such refinements may even take the form of addition by subtraction. We’ve already seen on the lower horsepower end how some engine configurations have been able to eliminate DPFs. That’s something we could see climb up the power range before too long.
Some manufacturers have started to reconsider the necessity of EGR. As SCR systems are improved, they may carry a greater share (if not all) of the NOx reduction burden.
What this ultimately might yield is a marketplace where manufacturers will use the same technologies in differ-ent combinations and configurations, optimized to meet perceived customer requirements. dpi
BY IAN CAmERON,Ashbourne, England
BY mIkE BREzONICk, Waukesha, Wisconsin, U.S.A.
Still Not QuiteA Commodity
ConneCt With Diesel ProgressYou can read Diesel Progress International electroni-cally or in print. This year Diesel Progress Interna-tional has expanded to 10 issues annually from six. The four additional issues will be delivered only in the electronic format in February, April, June and October. In the months where there are both print and digital editions, the two are identical in content. However, the electronic version, delivered via e-mail, allows you to immediately connect with articles and advertisers in every issue through the Internet or e-mail. But you have to have a subscription to do all that. And, to do that, go to:http://www.dieselprogress.com/subscribe.asp
DIESEL PROGRESS® INTERNATIONAL EDITION by Diesel & Gas Turbine Publications, 20855 Watertown Road, Waukesha, WI 53186-1873. Copyright 2012 DIESEL & GAS TURBINE PUBLICATIONS. E-mail: [email protected].
WhAT’S INSIDE …
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
2 Worldview
4 Daimler Awarded Bus Orders In Brazil
6 Making A Move In Mining
8 Global Trends — Demand In China Will Be Muted For Several Years
10 Doosan Delivers Stage 3a Excavator
12 Brazil Notebook — Mahindra To Produce Tractors In Brazil
16 Dateline
17 Taking It To Tier 4
20 I-See What You See
22 Mahle Invests In Asia
24 Global Roads — Natural Gas: What’s Old Is New Again
25 Diesel hR
26 GAZ Group Gears Up For Changes
28 India Notebook — Volvo Joint Venture Expands Engine Exports
29 Powerlines
30 Diesel Fuel Particulate And Water Contaminant Analyzer
32 ZF Premiers Openmatics Platform In Asia
34 International Business Report — AGCO Expands In Africa … Reorg For Atlas Copco … Cat Opens Parts Center In Australia … Topcon Makes Italian Acquisition … New Dealers For Perkins, hitachi ...
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321712It’s not a seismic shift in global manufacturing policies, but the voices shouting that changes are on the hori-zon are becoming louder.
China, it seems, may not continue to be the land of milk and honey for those companies, many of them in the construction equipment and compo-nents sector, looking for cheap labor.
Listen to some observers and it won’t be long before businesses decide it is just as cheap to build in the U.S.A., parts of Europe or even traditionally labor- expensive countries such as Japan.
Since China started to boom and overseas manufacturers rushed in to set up factories, soothsayers vague-ly predicted “Enjoy it will you can, it won’t always be the cheap manufac-turing alternative.”
But now there is ample evidence firms have decided enough is enough, and that labor costs in some parts of China are on a par with anywhere else. That means the economic argument for making goods in, say, Shanghai, rather than Seattle, is rather flimsy.
One French bank recently forecast China “will soon no longer be a com-petitive place for production.”
Sporting goods maker adidas said it would close its only company-owned factory in China and source products from other local Chinese suppliers, while a respected Wall Street vet-eran said manufacturing costs in the U.S.A. and China may be equal in three years’ time.
Yes, productivity in parts of China is improving and the country has still much to offer as a manufactur-ing base, but it is not automatically viewed as the perfect choice for over-seas companies looking for cheap la-bor and a brand-hungry nation ready to spend heavily on “Western” items.
China’s popularity downturn should probably be good news for other countries eager to step in its place. It’s a small but significant change in the economic climate. dpi
China Prices Not Always Cheaper
Diesel Progress ® International Edition
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DPIWorldview_TOC.indd 1-2 9/10/12 3:23 Pm
Daimler awarDeD Bus Orders In BrazIl
São Paulo province prepares for 2014 World Cup and 2016 Olympic Games
More than 500 Mercedes-Benz city buses have been sold to the urban areas of Fortaleza and Ribeirão Pre-
to in the São Paulo province of Brazil. The cities are already preparing for the increased traffic volume expected during the World Cup in 2014 and the 2016 Olympic Games.
Fortaleza, in Northeastern Brazil, will be one of the host cities for the World Cup soccer games. The city has made arrangements to receive 135 new Mercedes-Benz city buses featur-ing BlueTec 5 engine technology to ac-commodate the increase in visitors.
The second major order in the region, for almost 390 Mercedes-Benz buses, was placed by the pub-lic transport companies of Ribeirão Preto. The city is one of the largest
Based on the upcoming sports events to take place in Brazil, Daimler said it expects to have additional sales to the area. The company said it has a market share of around 50% of vehicles in the urban and intercity bus segment with over an 8 ton GVW.
Mercedes-Benz do Brasil is one of the largest commercial vehicle man-ufacturers in Latin America. Its São Bernardo do Campo plant is Daim-ler’s biggest outside of Germany and the only one where trucks, bus chassis, powertrains (including en-gines, transmissions, and axles) and truck cabs are produced at a single location. dpi
in São Paulo province, with a popu-lation of almost 600 000.
The new fleet for Ribeirão Preto will begin operation within the next few months. The order is part of the local public transport concept aimed at im-proving the city’s traffic infrastructure. The concept includes the establish-ment of new bus lines and the cre-ation of exclusive bus corridors along the city’s main avenues.
“The public transport companies chose our vehicles because of their state-of-the-art equipment, low fuel consump-tion, and high profitability,” said Hartmut Schick, head of Daimler Buses. “Our ve-hicles create maximum efficiency, which is well received by our customers. This is also confirmed by our outstanding mar-ket position. We are currently providing 60% of Brazil’s city buses.”
Diesel Progress international 4 october 2012
INDUSTRY NEWS
For More inForMationwww.daimler.com
The cities of Fortaleza and Ribeirão Preto, Brazil, have taken order of 520 Mercedes-Benz city buses to prepare for the 2014 World Cup and 2016 Olympics.
MTU_CI.indd 1 8/17/12 10:33 AMDPI468.indd 1-2 9/10/12 2:47 PM
“This is the most comprehensive deal we have concluded to date with the Swedish mining industry,” said Sandro Grimpe, service marketing director at Scania-Bilar Sverige AB who is respon-sible for the deal with Peab subsidiary Swerock. “We have used the overall competency of the Scania organiza-tion to cater for the various parameters, which aside from the trucks and trailers themselves, are crucial for our custom-ers’ profitability. For instance, Scania has also been involved in planning the transportation arrangements and road transport infrastructure.”
Under the agreement, Scania agrees to meet the mining company’s require-ment to continually reduce the cost per tonnes transported over a nine-year pe-riod based on performance indicators for expenditures on fuel, tires, repairs and maintenance.
“The order represents a success for our efforts to meet the mining industry’s strict demands for comprehensive solu-tions,” said Björn Winblad, managing di-rector of Scania’s Mining business unit.
“Scania not only delivers production equipment, i.e. vehicles, but also servic-es that are optimized for cost-effective, heavy haulage round-the-clock.”
Another part of the agreement is that both trailers and the dolly, which is used to connect the truck and trailer, will be fitted with axles made by Scania. “This means that our workshops can maintain just as high service competency and ac-cessibility to parts for trailer axles as for Scania’s own vehicles,” Grimpe said.
Scania has initiated efforts to supply components manufactured in-house to trailer producers, for example. These op-erations are organized in a special busi-ness unit, Scania Components.
To ensure vehicle uptime, Scania’s Skellefteå Bil AB dealership in north-ern Sweden will expand operations at its service workshop in Kiruna. In the future, it may also establish a service business near Pajala. dpi
7 october 2012
By Bo SvenSSon
Scania has entered into a long-term agreement that begins in late 2012 that will ensure safe road transpor-tation of iron ore concentrate until
2021 from Northland Resources’ ore min-ing operation in Pajala, Sweden. Scania will deliver about 400 complete truck and trailer combinations and service-related products tailored to the mining industry’s strict demands in respect to load capac-ity, uptime and delivery precision. The or-der was placed by the mining company’s general contractor, Swerock, which is a subsidiary of the Swedish construction and civil engineering company Peab. The deal will be financed by the Swedish subsidiary Scania Financial Services and is worth about E180 million.
Scania’s overall undertaking covers de-livery of truck combinations with specially built trailers. It also includes driver training and coaching, vehicle monitoring, mainte-nance and repairs of trucks and trailers, including tires, supplies and service.
The four-axle Scania R Series trucks transporting the iron ore concentrate are equipped with a 537 kW Scania V8 engine coupled to a Scania GRS/GRSO905/925 12+2-speed range-splitter gearbox with Scania Opticruise and retarder.
The direct injection V8 diesel engine fulfils the requirements of the Environmen-tally Enhanced Vehicles (EEV) and accord-ingly also Euro 5 legislation. It is equipped
with the Scania XPI injection system with unit injectors and four valves per cylinder. It has a turbo with variable geometry, charge air cooler and a Scania selective catalytic reduction (SCR) system. The cylinder bore is 130 mm, the piston stroke is 154 mm with a compression ratio of 17.4:1.
Scania’s Opticruise is an automatic gear-changing system for manual gear-boxes that is available in two versions: with a clutch pedal or fully automatic without a pedal. The engine and gearbox are de-signed to work together in an intelligent way, because the Opticruise is connected to the engine’s electronic management system. It is also possible to choose the manual mode and change gears manually at any time.
The trucks will enter into round-the-clock service with annual driving dis-tances of 400 000 km for haulage of the concentrated ore to railway depots for reloading to the Iron Ore Line (Malm-banan), a railway that will carry the ore to the port of Narvik on the Atlantic coast of northern Norway. The rigs are optimized for a GVWR up to 90 tonnes.
COMMERCIAL VEHICLES
For More inForMationwww.scania.com
Swedish mining company Swerock has or-dered 400 four-axle Scania R Series trucks with trailers for haulage of concentrated ore from Northland Resources’ ore-mining opera-tion in Pajala, Sweden, to railway depots for reloading to the Iron Ore Line railway.
When the mining operations are fully developed in 2015, some 80 trucks and 400 drivers will be responsible for ensur-
The R Series trucks are equipped with 16.4 L Scania V8 engines rated 537 kW. The engine is coupled to a Scania 12+2-speed range-splitter gearbox with Scania Opti-cruise and retarder.
ing road transport of the almost 5 million tonnes of iron ore concentrate, which will be produced annually in the Pajala area.
Making a Move In MInIng
Swerock mining company orders 400 Scania R Series trucks to transport iron ore concentrate
Diesel Progress international 6
DPI474.indd 1-2 9/11/12 2:40 PM
By david phillips
It has been well documented that Chi-na suffered through a severe down-turn in demand for the first six months of this year. There had been some cor-
rections in previous years, but the record year-on-year fall of 37% in the first half represents real depression and has put great pressure on the industry as whole.
With the enormous expansion experi-enced over the last decade, the industry has invested massively in the expansion of production capacity and the promo-tion of sales, but now every company that has done so desperately needs to earn a rapid return on investment simply to survive.
Following stagnation in market de-mand since the second quarter of 2011, the industry at the beginning of this year had confidently expected a return to nor-mality, even though there was also fear of a continued downturn. Nobody, how-ever, had expected to see such a rever-sal in market fortunes, the most severe in history. If 2011 was seen as a correc-tion in demand following unsustainable growth, the market now seems to have gone into free fall.
A tightening of the monetary policy that has been in place since 2010 has had a direct bearing on this unforeseen out-
come. After the earlier, substantial fiscal stimulus had come to an end, the central government turned to tighten the money supply to control inflation. While the in-dustry expected this would have run its course by the middle of 2011, fiscal tight-ening actually continued into the first half of this year. The result was that it blunted the risk of inflation, but it also had a neg-ative impact on the economy as a whole and the construction equipment industry has been very badly affected.
The government realized the over-heated level of investment needed to be regulated so as to reduce the excessive
production capacity that had been built up. There was also a need for a change in the structure of those industries that could not sustain their long-term de-velopment. The high growth rate of the Chinese economy over the last decade, which essentially had been character-ized by heavy investment and foreign trade, has now come to an end. The in-vestment boom has cooled over the last two years, and the number of new proj-ects has been limited.
As a result, demand for construction equipment, which had reached an all-time high because of the large number
David Phillips is managing director of Off-Highway Research, a London-based management consul-tancy that specializes in the research and analysis of international construction equipment mar-kets. Phone: (44) 020 7404 1128; E-mail: mail@ offhighway.co.uk
Diesel Progress international 8 october 2012 Diesel Progress international 9 october 2012
DemanD In ChIna WIll Be muteD For Several YearS
gloBaltrends
Sales Of Construction Equipment In China, 2011-2013 (Units)
2010 2011 2012* 2013*
Asphalt Finishers 2480 2880 1800 1500
Compaction Equipment 22 701 17 890 9000 10 000
Crawler Dozers 11 495 9646 4900 5300
Hydraulic Excavators 145 070 159 300 106 000 116 200
Mini Excavators 35 900 38 600 33 000 38 000
Mobile Cranes 34 842 34,810 20 000 22 000
Motor Graders 2528 2337 1400 1600
Wheeled Loaders 201 630 219 980 165 000 180 000
Others** 2367 2357 2090 2430
Total 459 013 487 800 343 190 377 030
% Annual Change +56 +6 -30 +10
* Forecast ** Dump trucks, backhoe loaders, skid-steer loaders, crawler loaders, motor scrapers and RTLTs Source: Off-Highway Research
of new projects that had been suddenly initiated in 2009, has dropped to much lower levels.
On the supply side, the manufacturing industry had been encouraged by the ever-growing market to increase its production capacity, which now far outstrips demand. To win customers, extremely easy financ-ing deals were offered. The lean profit mar-gins that were being earned did not allow much room for lowering purchase prices. Many customers, in particular those new entrants to the construction market, were blinded by the aggressive promotional ac-tivities of suppliers or they just overlooked the risks involved.
While the industry continued to promote sales in such a cavalier fashion, the slow-down in demand and the lack of new work resulted in a huge number of machines lying idle and enormous levels of stock remained unsold at the end of 2011. As the expectation for a quick return on in-vestment in machine purchases has now evaporated, market confidence has been seriously eroded.
Therefore, it is the slowing down of in-vestment activity that has brought about this unprecedented fall in the market. Promotional activities to generate addi-tional sales are not having their desired effect. Instead, distributors have now become reluctant to offer finance-based promotions that may further increase their exposure, and manufacturers are now prioritizing financial stability rather than continued headlong growth.
All companies are short of working
capital, and it will be a difficult time before there is a return to what the industry would classify as normal. The major manufactur-ers, some of which began to reduce the number of employees from the end of 2011, have been trying to raise capital from the stock markets, but the gloomy economic outlook makes it almost impos-sible to successfully launch new issues. Among the smaller companies and the newer market entrants, some have had to leave the sector altogether.
There remains some good news. In the year to date, exports have contin-ued to show strong growth of 15 to 30%, depending on the product sector, which to some extent has offset the decline in the domestic market. But manufacturers still cannot pin too much hope on their overseas sales. In the domestic market, investment input showed signs of recov-ery in the second quarter, in the context of the new policy to sustain economic growth. This may help improve buyers’ confidence, but the market itself is un-likely to undergo any form of strong re-covery in the short term given the enor-mous volume of machines, all of which are chasing too little work.
In the year to date, the market has been very much weaker than had been originally forecast, although investment activities showed some signs of recov-ery in the second quarter. This may help improve the industry’s confidence for the future, but it would be too opti-mistic to anticipate a quick recovery in equipment demand, as there are such
large numbers of machines already in the market.
The priority of the industry is to mini-mize the risk of bad debts that are aris-ing because of the growing number of customer defaults. The large volumes of used equipment that were taken in the previous year by distributors still need to be sold, and this could well have an adverse impact on sales of new machines. On a year-on-year ba-sis, sales are expected be stable in the second half and for the full year may fall by 30% over 2011.
Future market demand will largely depend on economic policy, which is challenged by the potential risk of infla-tion and the need to sustain growth at a certain level, so there is an uncertain outlook for the medium term. Currently, the prevailing view is that the market will recover in 2013, with continued invest-ment input. However, one cannot expect another major fiscal stimulus package that may result in renewed inflation.
Therefore, the expected growth next year may be seen as a correction af-ter the current deep downturn, while there are different views as to whether growth will accelerate in 2014. Modest growth may continue in the longer term, stimulated by new investment and the need to replace existing machine fleets. However, without the stimulus of major investment growth, it is unlikely that the market could ever return to the heights of demand experienced in 2011 in the next five years. dpi
Key Investment Criteria In ChinaSix Months Ending June, 2010-2012 (% Growth)
2010 2011 2012
Road Construction Investment +25 +14 -8
Railway Capital Investment +17 +3 -39
Real Estate Investment +38 +33 +17
– Area under Construction +29 +32 +17
– Area of New Projects +68 +24 -7
Source: National Bureau of Statistics
DPI481.indd 1-2 9/10/12 2:50 PM
Doosan Delivers Stage 3a excavator
By Ian Cameron
Doosan Infracore Construction Equipment has unveiled the DX-380LC-3 large crawler excava-tor, the first in a new generation
of machines designed to meet the Euro-pean Stage 3a engine regulations. The DX380LC-3 is aimed at a broad range of applications, such as heavy earthmov-ing, road building, civil engineering, de-molition, quarrying and large-scale mate-rial handling.
Doosan said the DX380LC-3 has a range of improvements, including an in-crease in productivity up to 22%, 23% more pump flow, 40 tonne-plus class size undercarriage for optimum stability and a 15% increase in drawbar pull. It also offers a 15% increase in front lifting capacity and a new optional 3 m narrow undercarriage.
The excavator is powered by a Stage 3b-compliant Doosan DL08K, common-rail, six-cylinder, turbocharged diesel engine. It meets Stage 3b emissions regulations through use of exhaust gas recirculation
added to improved electronic manage-ment, allowing a more efficient selection of flow, pressure and engine speed to better match load requirements.
A new hydraulic system was inte-grated into the excavator. It has a new electrohydraulic control that minimizes pressure loss through the main control valve. This uses engine power more ef-fectively, maximizes pump usage and delivers more comfort, smoothness and accuracy, Doosan said.
The excavator’s operating weight has been increased by 3.5% to 39.2 tonnes and the counterweight was increased by 300 kg to 7400 kg. A new travel device in
and a diesel particulate filter. Combined with an 8% increase in torque, the engine delivers 5% more power at 213 kW with a 6% lower engine speed of 1800 r/min.
Doosan said the excavator offers a 22% increase in its productivity to fuel consumption ratio thanks to a combina-tion of features, including lower engine speed; improved cooling efficiency with the oil cooler separated from the radiator; the new ECO gauge that provides fuel consumption guidance for the operator, and Bosch Rexroth main control valves that reduce energy loss and increase efficiency. Productivity enhancements are also provided by additional sensors
Diesel Progress international 10 october 2012 Diesel Progress international 11 october 2012
CONSTRUCTION EQUIPMENT
Doosan Infracore Construction Equipment has unveiled the Stage 3b-compliant DX380LC-3 large crawler excavator. It is powered by a six-cylinder Doosan DL08K turbocharged diesel engine rated 213 kW at 1800 r/min.
New DX380LC-3 first model in new generation of machines
the DX380LC-3 has increased drawbar pull by 15% to 36.9 tonnes and produces a 15% increase in swing torque.
New Bosch Rexroth hydraulic pumps and valves are used to increase the main pump flow capacity by 23% and the pilot flow by 11%, which Doosan said provides a combination of higher overall pressures and hydraulic flow to boost front, travel and power functions. A 5% increase in hydraulic pressure from 350 to 370 bar improves perfor-mance with higher lifting capabilities, faster cycle times and higher breakout forces, the company said.
With a 6 m reach at ground level, the
front lifting capacity of the excavator has been boosted by 15%, while over the side lifting capacity was increased by 3%. The arm/bucket digging forces have been increased by up to 6%. Overall, the company said, the hydraulic system of the excavator provides improved perfor-mance and productivity using “highly re-sponsive” joystick controls.
The heavy-duty undercarriage on the DX380LC-3 is the same configuration used in the larger 40 tonne-plus class DX420LC model. It has reinforced track links, track springs and sprockets, as well as a more robust boom and arm with re-inforced bushings. As a result, Doosan said, the service life of the machine has been extended.
The excavator has a four-part engine compartment to improve serviceabil-ity and provide easier access to filters, valves and batteries for service work. Cooling capacity has also been in-creased by 10 to 15% compared to the previous generation machines.
With the DX380LC-3, Doosan offers an expanded series of options, including the narrow undercarriage and a new two-mode floating boom system. In the flota-tion mode, the boom is free to move up and down following the bucket and arm movements, while in the breaker mode,
the boom is free to move downwards to maintain the optimum hammering effect.
Options for heavy-duty applications include dual pump flow for extra power for high-flow attachments, a straight trav-el pedal, an oil-washed air cleaner and added protection with dual track guards and full length track guards.
The new cab offers 6% more space for the operator, and there is direct control through the joysticks, which have new proportional thumbwheel switches and integrated buttons. Dig depth of the DX-380LC-3 is 7.53 m, dig reach is 11.17 m and dig height is 10.32 m.
A new color visual control console is fitted in the operator cab. All functions can be controlled from the instrument panel and via a new jog/shuttle control next to the joystick. The operator also has access to a new attachment select and setting function, with multiple recordable preset values.
The excavator also features a 100% increase in lighting capability for night working, with a side camera available as a safety option. dpi
For More inForMationwww.doosan.com
DPI472.indd 1-2 9/10/12 2:51 PM
Diesel Progress international 12 october 2012
brazilnotebook
by Mauro belo Schneider
Indian manufacturer Mahindra has announced plans to build its first plant in Brazil for the manufacture of midsized tractors. The new plant will be constructed in Dois Irmãos city, Rio Grande do Sul State, said Eduard Roosli, CEO of
Bramont, part of Grupo Gildemeister, the company respon-sible for Mahindra’s sales in the region.
Mahindra will convert an existing plant to produce the tractors. It expects to manufacture around 1000 units a year in the first stage. It ultimately plans to manufacture between 5000 and 8000 units annually.
Mahindra will make an investment of around R$100 million (US$50 million) in the development of the tractor plant, which will encompass 4000 m2 in the first stage of the operation. The company plans to expand the facility another 10 000 m2
MahIndra To Produce TracTors In BrazIl
Mahindra said it will build a factory in Brazil for the manufacture of 31 to 69 kW tractors. This includes the 7030 four-wheel drive model powered by a 52 kW
Mahindra NE-462 R DI diesel engine.
Mauro Belo Schneider is a Diesel Progress correspondent based in Porto Alegre, Brazil. His e-mail is [email protected].
in the near fu-ture. The plant is expected to have a maximum
production capac-ity of up to 15 000
units a year.“Our plans contem-
plate additional expansions in Brazil, because we know that our acceptance in the market is very posi-tive,” Roosli said. “We will manufacture tractors between 42 hp [31 kW] and 92 hp [69 kW] of the current line, and new models will be added.”
Mahindra expects to generate 50 direct jobs with the business, most of them in Dois Irmãos city, while others will be spread around Brazil and in sales and support offices.
“The products manufactured in Bra-zil will be destined for the domestic market,” said Roosli, indicating there are no intentions to export.
The production will be conducted using resources from the region. “We started our commercial activities in August, during Expointer Fair, in Es-teio, with our imported tractor dis-played,” Roosli said. “Our products will be nationalized in 2013. We’ve been certifying and developing our suppli-ers since the beginning of the year.”
Agrale Marks 50 YearsWith Gold Series Tractors
Agrale, a manufacturer of vehicles, tractors and diesel engines, celebrat-ed its 50th year in business in August. In honor of the milestone, the com-pany based in Caxias do Sul, Rio Grande do Sul State launched a se-ries of tractors called the Série Ouro Especial (Special Gold Series).
Flavio Crosa, Agrale’s sales direc-tor, said the range was developed to offer customers products that sym-bolize the manufacturer’s trajectory. “We highlight our strong participation in the mechanization of the Brazilian agriculture with the introduction of the first micro-tractors and tractors on four wheels, manufactured in the 1960s,” Crosa said.
Agrale recently showcased its trac-tor line during the Expointer exhibition, in Esteio, Rio Grande do Sul State. The company displayed its 4000 se-ries (11 to 22 kW), 5000 series (48 to 63 kW) and 6000 series tractors (78 to 125 kW) along with its new Euro 5 truck, the Agrale 8700.
At the heart of the company’s trac-tor family is the Agrale BX 6180. This model is powered by a 125 kW MWM engine and was outfitted with a new op-erator cab. Agrale said the BX 6180 is ideal for medium- and large-sized farm-ers, mainly in sugarcane and beans.
Agrale started its operation in 1962. It exports to several countries around the world. It has 144 dealers located in Brazil.
Diesel Progress international 13 october 2012
Agrale marked its 50th anniversary with the launch of the Série Ouro Especial (Special Gold Series), a line of special gold-painted tractors.
continued on page 14
DPI467.indd 1-2 9/11/12 2:41 PM
Deere Relocates Latin American OfficeJohn Deere Latin America’s main office has moved to In-
daiatuba, São Paulo State, from its previous location in Porto Alegre. The relocation is aimed at enhancing the expansion strategy of the company in Brazil and in South America.
Aaron Wetzel, Brazil’s Deere president and vice-president of marketing and sales for Latin America, said the change will allow more integration among the company’s staff connected to the different branches of the business. It also puts Deere in a strategic geographic position, closer to a logistic infrastruc-ture of roads and airports. Also located in the area is a Deere distribution center in São Paulo, in Campinas city, which fur-ther complements the company’s relocation strategy.
“Beyond the opening of the office, Indaiatuba will host two John Deere machinery plants,” Wetzel said. “The invest-ments for the construction of these two new plants — one in partnership with Hitachi Construction Machinery — are of US$180 million, with US$124 million invested just by Deere.”
Production Abroad Boosts Marcopolo’s GrowthThe strong performance of Brazilian bus body builder
Marcopolo outside of Brazil was significant to the compa-ny’s first semester results. Production by the company at its foreign facilities grew 36.1% in the first half of the year. This is an increase to 6440 vehicles manufactured overseas, up from the 4945 units produced in 2011.
Diesel Progress international 14 october 2012
brazilnotebook
A significant increase in production from its factories out-side of Brazil contributed to bus body builder Marcopolo’s growth in the first half of the year.
Part of Marcopolo’s growth can be attributed to Tata Marcopolo Motors Ltd., a joint venture with Tata Motors in India, where production grew 56% during the period. The joint venture’s Mexican plant also demonstrated pro-duction increases, up 33.1% in the second quarter, com-pared to 2011.
Additional growth was seen from Marcopolo’s export volume from Brazil, which grew 1.8% in the quarter and in-creased 40.1% in the second quarter versus last year. When compared to the previous quarter, the increase was 114.6%.
The company, based in Caxias do Sul, Rio Grande do Sul State, had its total sales expand by 11.1%, with 15 936 units. In India, 4657 buses were assembled, an increase of 69.9%. Production in Egypt also reported growth of 25% to 136 units.
In other foreign markets, Marcopolo showed a decrease in sales. In Argentina production was down 47.4% and in Colombia a decrease of 18.5% was reported, although total external sales grew 37.3%, with 6543 buses. In the domestic market, the company’s sales dropped 1.5% to 8333 vehicles.
Marcopolo’s consolidated net revenue advanced 17.5%, around R$1.8 billion (US$900 million). dpi
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Taking iT To Tier 4
MTU 2000 Series engines rated 567 to 1163 kW; targeted toward construction, industrial and mining applications
The Bauma China exhibition in Shanghai will provide the stage for MTU’s new family of 2000 Series engines. These
engines are dedicated to Chinese OEMs for export markets, as they comply with EPA Tier 4 interim and final emissions regulations.
The 2000 Series engines are dedi-cated to heavy-duty applications such as excavators, haul trucks, wheel loaders, heavy drilling units, dockside cranes and mobile cranes. They are currently available for delivery.
The new MTU 2000 Series engines
have been reinforced for more than 230 bar combustion pressure. Forged-steel pistons were designed to guarantee in-creased strength at lower weight, and ensure lower mechanical noise due to smaller tolerances. The integrated inter-cooler and aftercooler feature copper cores to withstand poor coolant quality. MTU pointed out that, despite all these enhancements for mechanical strength and the number of additional compo-nents, the power-to-weight ratio for the new Series 2000 engine is the same as the previous Tier 2 generation.
MTU has tested the engines for more than 10 000 hours on its test benches and has installed the engines in a variety of applications. A field trial has been conducted with a 100-tonne Terex mining truck in South Africa.
are a family of 12- and 16-cylinder vee configuration engines, with a swept vol-ume of 2.23 L per cylinder. The power ratings span from 567 to 1163 kW.
MTU said that the 2000 Series Tier 4 interim engines deliver up to 10% better fuel economy and have extend-ed exchange intervals for major com-ponents, such as injectors and high-pressure pumps. This accounts for 8% lower life cycle costs than the previous Tier 2 generation, MTU said.
To ensure the robustness and durabil-ity of all the components for heavy-duty cycles, the crankshaft and crankcase
Diesel Progress international 17 october 2012
MTU’s 2000 Series engines are available in 12- and 16-cylinder models for construction, industrial and mining applications. The series covers a range from 567 to 1163 kW and is compliant with Tier 4 interim and final.
continued on page 18
Diesel Progress international 16 october 2012
Need more information on industry shows? Turn to www.dieselprogress.com
*Indicates shows in which Diesel Progress International Edition will participate.
Follow dieselprogress ondateline Need more information on industry shows? Turn to www.dieselprogress.com
Follow dieselprogress ondateline *Sept 24-March 22Diesel Progress Online Show XIAt www.dieselprogress.com and Diesel Progress Magazine Diesel Progress20855 Watertown Road, Suite 220, Waukesha, Wisconsin 53186, U.S.A.Tel: +1 (262) 754-4100Fax: +1 (262) 754-4175E-mail: [email protected]
Oct 10-13 AgrosalonCrocus Exhibition CentreMoscow, RussiaIFW Expo Heidlberg GmbHLandfriedstr. 1a, 69117Heidlberg, GermanyTel: +49 6221 1357-17E-mail: [email protected]: http://agrosalon.com
Oct 18-21 SAIE 2012Bolognafiere
Bologna, ItalyBolognaFiere s.p.a.Viale della Fiere 20, 40127 Bologna, ItalyTel: +39 051 282111Fax: +39 051 6374013E-mail: [email protected]: www.saie.bolognafiere.it
Nov 19-22 BIG 5 – International Building and Construction ShowDubai World Trade CenterDubai, United Arab Emiratesdmg: events, The Palladium, Suite 502-509 Cluster C, Jumeirah Lake Towers, P.O. Box 33817Dubai, U.A.E.Tel: +971 (0) 4 4380 355Fax: +971 (0) 4 438 0356E-mail: [email protected]: www.thebig5.ae
*Nov 27-30Bauma China 2012
International Trade Fair for Construction Machinery, Building Material Machines, Construction Vehicles and EquipmentShanghai New International Expo Center, Shanghai, China; Messe Muenchen GmbH, Messegelaende, 81823, Munich, GermanyTel: +49 89 949 20251Fax: +49 89 949 20259E-mail: [email protected]: www.bauma-china.com
* Dec 11-13 PowerGen InternationalLas Vegas Convention Center, Las Vegas, Nevada, U.S.A.PennWell International, 1421 South Sheridan Road, Tulsa, Oklahoma 74112, U.S.A.Tel: +1 (918) 832-9225Fax: +1 (918) 813-9875E-mail: [email protected] Web: www.power-gen.com
DPI478_Dateline.indd 1-2 9/10/12 2:57 PM
tion, despite the presence of EGR. Charge air cooling is also comprised of two stages. An in-tercooler between the low and high-pressure stages is used along with an after cooler be-tween the high-pressure stage and cylinder inlet.
MTU said the new 2000 Se-ries engines are able to develop 100% of their rated power without any reduction up to 4000 m, and with only moderate power reduc-tion up to 5000 m. The maximum torque is constantly available from 1100 to 1600 r/min, while rated power is also constantly available from 1600 up to a rated speed of 2100 r/min. This is de-signed to give the engine high elasticity, making it ideal for me-
chanically driven equipment, such as dump trucks, MTU said.
Total control over the combustion pro-cess, MTU said, is key to meeting the stringent exhaust emissions limits of Tier 4, while ensuring good fuel efficiency. MTU achieves this by freely controlling the start, end, rate and pattern of the fuel injection during the ongoing firing cycle. This is done with fast-reacting, electroni-cally controlled injectors, which are con-tinuously supplied with fuel at control-lable pressure.
Recognizing the limitations of me-chanical injection systems regarding these requirements, MTU developed its common rail system for high-speed die-sels with the 4000 Series in 1996. For Tier 4, the common rail system helps reduce both exhaust components. Be-cause of the maximum injection pres-
ENGINES
Diesel Progress international 19 october 2012
For More inForMationwww.tognum.com
sure of 2500 bar, MTU said, the high-quality vaporization of fuel ensures good mixture with the air, contributing to low soot combustion and high fuel efficiency.
These technologies are engineered to offer a high degree of flexibility in combustion control. Compared to their predecessors, there are many more pa-rameters, sensors and actuators to be managed by the new engine control unit (ECU). For integration in OEM machin-ery, the new ECU 9 by MTU also offers an integrated SAE J1939 CAN interface, as well as closed-loop fan control for two independent fans, plus plenty of calibrat-able inputs and outputs. dpi
The donor cylinder exhaust gas recirculation (EGR) system by MTU uses some cylinders in the 2000 Series engines to donate their exhaust gas for the EGR, so only donor cylinders have to work against high backpressure. This system is designed to achieve EGR rates up to about 30%.
For compliance with Tier 4 limits with-out any external aftertreatment, MTU has implemented a combination of four key engine technologies: cooled high-pressure exhaust gas recirculation (EGR), regu-lated two-stage turbocharging, common rail fuel injection and an advanced diesel engine controller (ADEC).
MTU said it overcame the compro-mise induced by the PM-NOX trade-off effect by keeping the maximum com-bustion temperature low for low NOX emissions, while simultaneously ensur-ing a sufficient air-fuel ratio for low par-ticulate emissions.
The key function of the EGR is to in-crease the thermal inertia of the cylinder charge. According to MTU, at a given en-gine operating point, which corresponds to a given injected fuel mass, there is also a corresponding amount of heat produced during combustion. This raises the temperature of the cylinder charge. It’s here that the recirculated exhaust gas makes the difference. It provides an ad-ditional thermal inertia, leading to lower maximum combustion temperatures.
MTU uses patented donor cylinder EGR: a cooled, high-pressure system, characterized by donor cylinders. In the new 2000 Series engines, only four cyl-inders on the 12-cylinder models sup-ply exhaust gas to the EGR system. The 16-cylinder engines use five donor cylin-ders. At the maximum EGR rate, they “do-nate” 100% of their exhaust gas for EGR, while the remaining cylinders supply the turbochargers. MTU said, the advantage to this is that only the donor cylinders have to work against high backpressure, when they are actually pumping the exhaust gas into the intake system.
In turbocharged engines, the pres-sure level in the intake system is al-ways higher than in the exhaust system so the exhaust doesn’t flow without
force into the intake system. Con-ventional high-pressure EGR must use mistuned turbochargers or throttle flaps to produce a vacuum in the in-take, or increase the backpressure in the exhaust system to ensure the flow of exhaust gas into the intake. These solutions are designed to increase the pumping losses, but are not quite capa-ble of increasing engine efficiency. This, MTU said, is eliminated with donor cylin-der EGR, which can achieve EGR rates up to approximately 30%.
MTU said its approach avoids prob-lems such as deteriorated fuel efficien-cy, visible black smoke, clogged intake systems and intercoolers, and oil with heavy soot that lead to much more fre-quent oil changes. According to MTU, these problems can be traced back to the PM-NOX trade-off.
The implementation of EGR, without accompanying measures to maintain a sufficient air-fuel ratio, can lead to a lack
Diesel Progress international 18 october 2012
The 2000 Series engines have been designed for heavy-duty applications, including a Terex 100-tonne mining truck that was tested during a field trial in South Africa.
of oxygen for combustion. MTU cites two reasons for this: recirculated gas occupy-ing a part of the cylinder volume, which is not available for air, and during on-going combustion, the lowered combustion tem-perature handicaps the oxidation of par-ticulates. MTU said this was the reasoning for implementing a second technology to the EGR.
Because the given cylinder volume is partly occupied by the recirculated exhaust gas, MTU needed to accommodate a suf-ficient amount of oxygen to achieve a low soot combustion. To do this, it increased the density of the cylinder charge by means of a greater degree of turbocharg-ing. MTU used a two-stage turbo system for the new 2000 Series engines, featuring a high-pressure stage with one turbo con-nected in series to a low-pressure stage with another two turbos. A wastegate was used to regulate turbo pressure.
MTU said the two-stage turbocharg-ing system ensures low-soot combus-
DPI478_Dateline.indd 3-4 9/10/12 2:58 PM
be cut by up to 5%, a figure based on the results of simulations and tests on public roads. I-See requires use of the cruise control, and we know that on av-erage drivers use cruise control about half the time. For a truck in normal op-eration, covering 140 000 km a year, the saving will be about 1000 L of fuel annually. This makes a big difference to the haulage firm’s profitability.”
I-See carries out six operations to utilize the kinetic energy to the very maximum. For instance, I-See accel-erates up hills, remains in a high gear for as long as possible and freewheels on descents to exploit the truck’s weight as a propulsion motor. Volvo said it works best in undulating ter-rain. With moderately long and steep slopes, I-See ensures freewheel can be used for long distances without us-ing the engine.
“It is this freewheeling capabil-ity that makes the system special,” Eriksson said. “When the truck rolls freely, virtually no fuel is used, but
Diesel Progress international 21 october 2012
I-See What You See
Volvo I-See system uses topography sensing to automatically provide most fuel-efficient vehicle operation possible
By Bo SvenSSon
With fuel being one of the major costs to the trucking industry, it is no surprise the industry is constantly
researching and developing new solu-tions that cut consumption and lower costs. One of the more recent devel-opments to aid in fuel usage is Volvo Trucks’ I-See, a system that automati-cally takes over gear-changing, utiliz-ing gradients to save fuel.
“If kinetic energy can be exploited to a greater extent, it may help cut fuel consumption,” said Anders Eriksson, product developer at Volvo Trucks who is also responsible for the devel-opment of the I-See system. “This will benefit both the environment and the industry’s economy, something that is very important today as fuel costs are becoming an increasingly heavy bur-den on many haulage firms.”
Volvo Trucks’ I-See system har-nesses the truck’s own kinetic energy to ‘push’ the vehicle up hills. On down-hill gradients, the same energy is used
for acceleration. The I-See system will be available to the market in 2013.
I-See is linked to the transmission’s tilt sensor, obtaining digital information about the topography. Because the sys-tem is not dependent on maps, Volvo said it is more dependable as it always obtains the latest information. I-See can recall about 4000 gradients, corre-sponding to a distance of 5000 km.
“I-See is an autopilot linked to the truck’s cruise control, taking over and handling gear changes, accel-erator and brakes on gradients, en-suring they all operate in the most fuel-efficient way possible,” said Hay-der Wokil, product manager at Volvo Trucks. “I-See freewheels as much as possible — so on certain stretches of road no fuel is used at all.
“In this way fuel consumption can
Diesel Progress international 20 october 2012
Vehicle Technology
For More inForMationwww.volvo.com
Volvo has developed the I-See system for long-haul trucks, such as this Volvo FH16-750, where it handles gear-changes, acceleration and braking to provide the most fuel-efficient operation possible.
Volvo’s I-See system is designed with func-tions for six different scenarios on a gradi-ent. It accelerates before the incline starts, and if you are near the brow of a hill, the system avoids changing gears if possible, because every gear change means a drop in speed. When approaching a descent, it waits with acceleration and utilizes grav-ity. It also starts freewheeling ahead of an approaching descent and starts braking well before the downhill slope ends. I-See releases the brakes at the end of the slope to pick up speed ahead of a new ascent.
in order to freewheel, a whole lot of data is required.
“It imposes high demands on preci-sion. For instance, you have to know whether your speed will drop or in-crease over the next stretch of road. A gradient of just a few percent can be the decisive factor.”
Other factors that make a differ-ence are air resistance and the truck’s weight. All told, the system has to keep track of and process a lot of in-formation. Many truck drivers who test I-See will recognize the driving style it adopts.
“I-See imitates the driving style of good drivers,” Eriksson said. “It utilizes the vehicle’s kinetic energy by accel-erating in time, avoiding unnecessary gear-changing. This allows the driver to focus more on the surrounding traf-fic and other aspects of the journey. And unlike a driver the I-See never gets tired.
“It is not only fuel that is saved. I-See reduces brake and tire wear, for instance, and that naturally benefits the environment.” dpi
DPI477.indd 1-2 9/10/12 3:07 PM
Mahle Invests In AsIA
Company expands locations in Shanghai and Thailand, opens new production plant in Japan
To meet the demand of in-creasing vehicle production in Asian countries and the relo-cation of production by these
vehicle manufacturers, the Mahle Group is investing in new facilities and the expansion of existing loca-tions throughout Asia.
With production of commercial vehicles and passenger cars in Chi-na expected to rise significantly by 2017, Mahle has focused its efforts on expanding its research and de-velopment center in Shanghai.
Nearly 9000 m2 of additional lab and office space will be added to the research and development cen-ter along with four new engine test bench areas, making it six at the center. The number of employees will also be increased to 450 from
an assembly line and measurement and testing equipment.
The Samutprakarn facility, where Mahle Siam Filter Systems is locat-ed, will add 5000 m2 of new buildings. The additional space will allow for new production lines for oil coolers, air intake systems and valve covers.
Mahle has Asia Pacific locations in China, India, Japan, Korea, Philippines, Singapore and Thailand. Through its Engine Systems and Components and Filtration and Engine Peripherals busi-ness units, it produces piston systems, cylinder components as well as valve-train, air management and liquid man-agement systems. dpi
230. The center is scheduled to open in November.
In Japan, Mahle has started con-struction on a new production plant for the manufacture of air intake and filtration systems on the island of Kyushu. The production facility will encompass 7500 m2 during the first stage of the building project and is expected to begin production at the end of 2012.
In Thailand, where more and more Japanese vehicle manufacturers are relocating production of commercial vehicles and passenger cars thanks to the strong yen and growing local vehicle demand, Mahle is expanding two existing plants. It is enlarging its Bangkok plant, where Mahle Engine Components (Thailand) produces pistons. The new facility will house
Diesel Progress international 22 october 2012
For More inForMationwww.mahle.com
Mahle’s new 7500 m2 plant on the Japanese island of Kyushu, for the production of air intake and filtration systems, is one of several new investments made by the company in the Asia Pacific region.
IndusTry news
MTU_City.indd 1 8/23/12 11:28 AMDPI469.indd 1-2 9/10/12 3:18 PM
By Oliver DixOn
Natural gas and its value as a means of powering the North American heavy truck fleet is an idea people seem to be rather
taken with. Conferences such as the Alter-native Clean Transportation (ACT) Expo held in Long Beach, California, U.S.A., only served to emphasize this newly re-kindled passion.
I say “newly rekindled” because there isn’t much that’s new here. For as long as diesel has had a price tag attached to it, people have been trying to find an al-ternative. The problem is, diesel is actu-ally pretty good at doing what we ask of it — namely powering heavy-duty trucks — and given the commodity nature of the task undertaken by those same trucks — namely, moving stuff about and generally aiding the economy in its quest for growth — there is much to be said for adopting the “ain’t broke, don’t fix” position and celebrating the effect rather than questioning the cause.
But that was then, this is now.Retired U.S. Army Gen. Wesley Clark,
as he opened the 2012 ACT Conference,
talked about North America’s seemingly insatiable demand for energy and the problem inherent in the fact most of that energy comes from overseas.
“We send over US$300 billion overseas to purchase oil every year,” Clark said. “That’s about US$1000 for every man, woman and child in this country. That’s money that we can keep at home to cre-ate up to 8.5 million jobs — and taxes to cut our deficit and invest in sustained eco-nomic growth.”
Economics has caused diesel to be the heavy-duty fuel of choice, not just in North America, but worldwide. Engine designers, truck manufacturers, legislators and — perhaps most importantly — truck buyers, have favored distillate fuel oil not because they like its smell or they promised their mothers that they would, but because it works. It is, ceteris paribus (all things be-ing equal), the most appropriate fuel for the global heavy-duty fleet.
But ceteris is not paribus. Note the words of Clark. The natural gas argument is becoming one predicated less on mat-ters of basic economics and more on the far broader geopolitical arena. Google “en-ergy security” and — in addition to finding yourself on a watch list (I would assume)
— you will be supplied a number of learned articles that point to the fairly undeniable fact that energy supplies are anything but secure. Strike one.
Strike two is the notion diesel is not a particularly clean fuel. I use the word “no-tion” as this is a good example of the gen-eral public and its attendant mass media entirely failing to understand that about which they speak. The idea that an EPA 2010/Euro 6/JP 09 engine is anything akin to the beast that powered the Peugeot 504 taxi in Port Harcourt all those years ago is misplaced. Bluntly speaking, there are probably dirtier trees out there than the latest generation of diesel engines, but try telling that to the denizens of (insert coun-try of choice here). Like the pursuit of fun in Pusan, arguing in favor of diesel to this crowd is an exercise in the isometric.
And strike three — do I need to get into the Peak Oil debate here? Probably not, as it causes people to write letters and to get both disagreeable and voluble. So let us both acknowledge and pass by Hubbert’s Peak on our way to a conclusion that sees the current fascination with natural gas as arguably the most significant yet. But is this an issue for the truck industry?
A strange question perhaps, but an en-tirely valid one. The technology is nothing really new, and I suspect the argument in this case is less one that pitches pure natural gas against some form of dual-fuel engine, but one that is more con-cerned with the nature of the gas prior to its release from the fuel tank. Although
Natural Gas: What’s Old Is NeW aGaIN
glOBalroads
Oliver Dixon. is an industry analyst — based both in the U.S. and the EU — for Global High-ways, which covers the commercial vehicle in-dustry worldwide. E-mail: [email protected]
Diesel Progress international 24 october 2012
the public face of the industry tends not to differentiate much between CNG and LNG (there being any number of paths to righteousness), in private they fight like two cats in a sack and a clear pro-CNG versus pro-LNG landscape seem to be developing.
The pro-LNG faction believes CNG is only really viable on a wide scale for trucks that can utilize “slow fill” overnight at terminals. Fast fill techniques are avail-able, in which fill rates are similar to liq-uid diesel but the heat generated during that fill is problematic, with up to 30% loss of gas during fast fill due to excess heat generation. Currently, there is no easy way to vent or recover this heat and for this reason, there is a significant school of thought that sees LNG as the only ap-proach to adopt.
CNG or LNG equals a matter of infra-structure (otherwise known as supply), and he who controls the supply will win the day — ironic in terms of the energy security discussion. And so I wonder if this is a trucking industry issue or an en-ergy industry issue. The technology for gas-powered trucks exists, is proven in service and, in some examples — refuse management for example — is difficult to argue against. But this is not some-thing to be driven by truck manufactur-ers or truck operators. It is the business of the fuel suppliers to promote natural gas. How well they manage so to do will determine the extent to which diesel’s crown will slip. dpi
Diesel Progress international 25 october 2012
DieselhrEaton Makes Vehicle Changes
Eaton Corp. has named Patrick Ran-drianarison president of its Vehicle Group in Europe, the Middle East and
Africa (EMEA). In this role, Randrianari-son reports to Ken Davis, president of Eaton’s Vehicle Group, and is based in Turin, Italy. He is responsible for lead-ing Eaton’s automotive and truck busi-nesses in EMEA. He succeeds Nanda Kumar who was recently named ex-ecutive vice president of the Eaton Business System.
Randrianarison most recently served as president of Eaton in South America and president of the Vehicle Group in South America. He was succeeded in that role by Antonio Galvao, who will report to Davis in his Vehicle Group role and Craig Arnold, vice chairman and chief operating officer — Eaton’s In-dustrial Sector, in his South American leadership role. He will continue to be located in Valinhos, Brazil. A search for Galvao’s successor as director of op-erations for the Vehicle Group in South America is underway. Since joining Ea-ton in 1985, Galvao has held a number of quality, manufacturing and opera-tions roles including director of opera-tional excellence for the Truck Group.
New President For Deere In Brazil
Paulo Herrmann has been named president of John Deere in Brazil, the company announced. Herrmann suc-ceeds Aaron Wetzel, who becomes the vice president, A&T Global Platform, Crop Care.
Herrmann will also serve as vice president of marketing and sales for John Deere in Latin America, where he
will be responsible for aligning and developing all the company’s busi-ness in the region.
Herrmann began at the company in 1999 and has served in several marketing and sales positions.
Since 2009, he has been Deere’s sales di-rector for Latin America.
Sproson Timken’s New China President
The Timken Co. has appointed Pe-ter M. Sproson as president of the company’s China business, succeed-ing Leong Fang, who plans to retire at the end of the year after a 28-year career at Timken. Sproson will lead the Timken business in China, the com-pany’s second-largest geographic sales region, and report to J. Ron Menning, senior vice president, Asia-Pacific.
Sproson most recently held the posi-tion of vice president — mobile indus-tries, within the Bearings and Power Transmissions segment. He joined the company in 1978 as a sales engineer in Europe and continued to advance his career in a variety of sales and market-ing management positions. From 2003 to 2005, Sproson served as director of automotive sales in Europe and was named vice president of commercial transportation systems for Mobile In-dustries in 2009.
Fang held leadership positions in the United States and in Asia. Since starting his career in 1984, Fang held various management positions in engineering and sales, advancing to vice president in 1997 and general manager in 2005 of Timken’s aerospace business. Fang served as vice president of sales and marketing in China before being named to his current position in 2007.
P. Randrianarison
P. Herrmann
A. Galvao
P. Sproson
continued on page 30
DPI479.indd 1-2 9/11/12 2:52 PM
The vehicles also include indepen-dent front suspension, rack-and-pin-ion steering and a new brake system, which reduces brake-path length by 2 m and enables the use of electronic active safety systems.
A new bigger cabin offers enhanced ergonomics and comfort for the driver and passengers. The range of driver seat adjustments has been extended, along with improved visibility, reduced noise and vibration. Galvanized steel parts are used in the interior and exte-rior of the cabin to enhance the struc-ture’s resistance to corrosion and in-crease the service life of the vehicle. Additional seating was also added to the new minibus.
To accommodate production of the NEXT family, GAZ’s Gorky Auto-mobile plant is building a new paint shop and automated welding line. It is also adding test benches and new control equipment.
In addition to its commercial vehicles, GAZ also produces heavy-duty diesel engines, supplying markets such as Russian and the CIS, where it said it had a 43% share in 2011.
The company produces Euro 3 and
Euro 4 YaMZ-650 heavy-duty inline diesel engines under a Renault Trucks license. Production of the engines takes place at its Avtodiesel Yaroslavl Motor Works.
The YaMZ-650 engines are de-signed for trucks, specialty vehicles, generator sets and railway transporta-tion. In 2011 the engine was upgraded to Euro 4 standards.
The company said its focus for the remainder of 2012 is to launch the YaMZ-530 engines into serial produc-tion while continuing its development for motor vehicles, tractors, construc-tion, road building, railway and special-purpose equipment. It also plans to develop and set up production of Euro 4 YaMZ V-engines and YaZDA fuel feed systems for commercial vehicles.
In Russia, GAZ is reported to have approximately 50% of the light commer-cial vehicle sector, 58% of the medium-duty truck market, 42% of the all-wheel-drive heavy-duty truck segment and approximately 65% of the bus market.
Significantly, Russia recently joined the World Trade Organisation (WTO) in a move that should have significant implications for Russian and Europe-
an companies. Russia is expected to lower its import duties, limit its export duties and grant greater access to Eu-ropean companies.
Andersson said the Russian auto-motive industry’s acceptance into the WTO will bring both challenges and op-portunities. “First, competition will come in,” he said. “Russia is a huge market, so foreign direct investment will be at-tracted. We’ll have more transparency. It is very clear that Russia will be the larg-est market in Europe. If you take today, there are 283 vehicles per 1000 people in Russia, and in the U.K. there are 583, so Russia will continue to grow.”
Andersson said the association with the WTO can also open up new oppor-tunities in foreign markets for Russian manufacturers. “The technology stan-dards will also harmonize with the rest of the world and that means it is easier to export,” he said. “We have opportuni-ties to go into India. We are already in Latin America and we are in some of the countries in Africa.” dpi
Diesel Progress international 27 october 2012
GAZ Group Gears Up For ChanGes
Launches GAZelle NEXT series light commercial vehicles; three models available in March 2013
By Ian Cameron
Russian engine and commer-cial vehicle maker GAZ Group has introduced a new gen-eration of light commercial ve-
hicles with the launch of the GAZelle NEXT series. The introduction further extends the GAZ brand into the do-mestic and export markets. GAZ pro-duces light- and medium-duty com-mercial vehicles, heavy-duty trucks, cars, buses, engines and automotive components at its headquarters in Nizhny Novgorod, Russia.
The company took the wraps off the GAZelle NEXT light commercial vehicle family at the Moscow International Au-
“GAZelle NEXT was designed by GAZ engineers based on an in-depth study of customers’ needs and built us-ing modern components from leading international manufacturers,” said Bo Andersson, GAZ Group president/CEO. “The NEXT family will broaden the se-lection of GAZ vehicles to satisfy a wide range of our customers’ requirements and will also enable us to increase ex-port opportunities for GAZ.”
The NEXT family incorporates a range of technologies including a 2.8 L Cummins ISF engine. The engine conforms to Euro 4 standards and has an optional upgrade to Euro 5 and 6.
tomobile Salon. It unveiled three new models in the GAZelle NEXT family, featuring a 3.5 tonne GVW drop side truck with aluminum platform, a 19-seat minibus and a Sobol NEXT prototype with a 2.8 tonne GVW. Models in the GAZelle NEXT series will go on sale in March 2013.
The new series will eventually include trucks with GVW of 2.8 to 5 tonnes. Customers will be offered a choice of body types, including drop side models with standard or crew cab, two plat-form types, full metal vans with three or seven seats, buses and more than 100 models of specialty vehicles.
Diesel Progress international 26 october 2012
COMMERCIAL VEHICLES
For More inForMationwww.gazgroup.ru
GAZ Group unveiled its new GAZelle NEXT light commercial vehicle family at the Moscow International Automobile Salon. Included in the lineup is a 3.5 tonne GVW drop side truck with alumi-num platform powered by a 2.8 L Cum-mins ISF engine.
GAZ’s new Sobol NEXT prototype was showcased at the International Automobile Salon. It has a 2.8 tonne GVW and is expected to go on sale in March 2013.
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Diesel Progress international 28 october 2012
IndIanotebook
By T.C. MalhoTra
Volvo-Eicher Commercial Vehicles (VECV), the manufacturing joint venture between Volvo and Eich-er, said it plans to export 60% of
the products produced at its medium-duty engine plant to Volvo Group companies overseas.
G. Sekar, senior vice president of sales and marketing for the company, said that while 60% of the production will be ear-marked for sale to Volvo Group compa-nies overseas, the rest will be used in the Eicher range of trucks and buses.
The new plant, located in Pithampur in the central Indian state of Madhya Pradesh, will initially have the capacity to produce 25 000 engines by 2013. It will be ramped up to 100 000 units by 2016.
The plant will produce two main en-gines — a 6.0 L four-cylinder and an 8.0 L six-cylinder. VECE said it will be one of the first plants in India to manufacturer Euro 6 compliant engines.
Volvo entered into the joint venture with Eicher in 2008 in a bid to expand
its presence in the rapidly growing com-mercial vehicle market in India. The pro-duction of medium-duty engines started in Pithampur in 2012.
Backhoe Loader Sales On The Rise For Leyland Deere
Construction equipment manufacturer Leyland Deere, the joint venture between John Deere and Indian truck producer Ashok Leyland, has sold about 500 of its new 435 backhoe loader in the country since its rollout in January.
Leyland Deere said it has secured 20 dealerships in the south and has yet to make inroads into the rest of the coun-try. Leyland Deere has started appoint-ing dealers in the west and expects to have 45 dealers across the country by the end of the year.
The 435 backhoe loader is the first product for the Indian construction market from the joint venture. Leyland Deere said the backhoe loader was designed to re-define the way construction equipment is perceived and used in the country.
The company noted the 435 backhoe loader will be supported by a customer care package called the C.A.R.E. Programme.
The C.A.R.E. Programme will include an extended warranty of a year after the first year of original warranty, committed resto-ration time for the equipment and regular engineer visits to the customer during the warranty period. It also includes insurance coverage of Rs200 000 (US$3636) for the customer’s operator.
The 435 backhoe is being manufac-tured at Leyland Deere’s new facility in Gummidipoondi, near Chennai in the south Indian state of Tamil Nadu. The 435 backhoe loader is priced at Rs2.4 million (US$43 636).
The market for backhoe loaders in India is approximately 33 000 units a year. In In-dia, the backhoe loader is used for trench-ing, digging and demolition.
Ashok Leyland Scales Back SpendingCommercial vehicle manufacturer Ashok
Leyland said it is planning to reduce its capital expenditures for the current financial year by approximately 25%. This is a reduc-tion from Rs6 billion (US$109 million) to Rs4.5 billion (US$81.8 million) because of market conditions.
K. Sridharan, chief financial officer of Ashok Leyland, said the overall slowdown
VolVo Joint Venture expands engine exports
Volvo-Eicher Commercial Vehicles plans to export 60% of the output produced at its medium-duty en-gine plant in Pithampur, India, to Volvo Group companies overseas.
T.C. Malhotra is a technical journalist based in Dehli, India. His e-mail is tc_malhotra@ rediffmail.com
has had a bearing on the commercial ve-hicle industry, and the company may have to re-examine its investment and capital expenditure plans to conserve cash.
The company’s profits dropped 22% to Rs670 million (US$12.1 million) in the first quarter of 2012 on the back of spiraling pow-er costs and increased market spending.
The company cut production at its Pant-nagar plant to 30 000 units from 40 000 units because of demand slowdown. The plant reached its capacity of 40 000 units last year. The company said it expects to sell 110 000 medium and heavy commercial vehicles and 30 000 Dost units this year.
Scania To Set Up Assembly Plant In Bangalore
Sweden-based Scania AB has plans to in-vest Rs2.5 billion (US$45.1 million) in setting up an assembly plant for trucks and buses in Bangalore in the south Indian state of Kar-nataka. To begin production in the early part of 2013, the assembly plant will employ 800 people over the next five years.
Scania said trucks produced in Banga-lore will be position in the premium market, which accounted for 1000 sales in 2011.
Scania held a 30% market share of this segment through its Indian subsidiary Sca-nia Commercial Vehicles India Private Ltd.
Formed in 2011, Scania Commercial Vehicles India said it plans to establish a plant for bodywork and vehicle outfitting, and a parts depot within the country.
Ashok Leyland To Ink Multiple Joint Ventures
Indian bus and truck producer Ashok Leyland plans to sign three overseas joint ventures in the upcoming months as the company looks to expand its presence in new markets.
It is in the final stages of signing joint ventures in Indonesia, Chile and Nigeria, where it is expected Ashok Leyland will keep the majority holding in each of these partnerships.
Through the joint ventures, Ashok Ley-land will export vehicle kits, while its part-ners will have responsibility for assembling and marketing the vehicles. Ashok Leyland said it expects to sell 15 000 buses and trucks in the global market this year. Last fiscal year, the company sold 12 200 bus-es overseas. dp
Diesel Progress international 29 october 2012
Ashok Leyland said it has plans to reduce capital expenditures by around 25% because of the slow-down of the commercial vehicle industry.
powerlInesTrimble has established a Sitech
Technology dealership in South Korea. Sitech Korea will serve heavy civil con-struction contractors in South Korea in-volved in a range of earthmoving applica-tions such as the construction of roads, highways, railways and airports, as well as site prep for large commercial, indus-trial and residential projects. Sitech Tech-nology dealers represent Trimble and Caterpillar machine control systems for a contractor’s entire fleet of heavy equip-ment, regardless of machine brand, as well as Trimble’s portfolio of Connected Site products.
alfdex aB has produced its mil-lionth separator for reducing emissions in heavy-duty vehicles. The Alfdex is a small separator that cleans crankcase
gases from diesel engines, using a centrifugal separation technique to re-move oil droplets and soot so only clean gases are returned to the manifold or emitted in the environment. Alfdex AB was formed in 2004. The company is a joint venture between Alfa Laval and Concentric. Alfdex AB supplies separa-tors to several heavy vehicle manufac-turers, such as Volvo, Scania, DAF and Daimler Chrysler.
hydraForce hydraulic sys-tems (Changzhou) Co. Ltd. has achieved ISO 9001:2008 certification for manufac-turing hydraulic manifold systems, mak-ing it the third HydraForce facility to be ISO 9001-certified, the company said. The HydraForce plants in Lincolnshire, Illinois, U.S.A., and Birmingham, England, U.K., are also ISO-9001-certified.
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MTU_peace of mind.indd 1 9/10/12 9:36 AM
Vicari Honeywell’s New Gen-eral Director For Latin America
Honeywell Turbo Technologies an-nounced that José Rubens Vicari has been promoted to business general di-rector in Latin Amer-ica. In this new posi-tion, he will report to Anthony Schultz,
Honeywell Turbo Technologies’ vice president Americas, and to Rainer Bostel, president of Honeywell Friction Materials. Vicari began working for Honeywell in 2003 as general director of the turbocharger support division.
CONCENTRIC: Henry Hu has been ap-pointed general man-ager of Concentric China, a subsidiary of Concentric AB, which supplies pumps for diesel engines and H a l d e x - b r a n d e d hy draulic products including pumps, motors, power packs
and flow dividers. Hu has 13 years of expe-rience in U.S.-based multinationals, five of which were as a plant or general manager. Concentric’s Suzhou, China, factory sup-ports the domestic industry, including China National Heavy Duty Truck Corp., Guangxi Li-ugogn as well as Western customers such as Cummins, Perkins, Carrier and John Deere, which are building engines in the area.
MAN: Claus Benzler has been named head of the Marine seg-ment at MAN Truck & Bus AG in Nurem-berg, Germany. In his new role, Benzler is responsible for fur-ther expanding the high-speed marine engines business. He is also responsible
for sales, application and service, and reports to Reiner Rößner, vice president and head of sales, MAN Engines. Benzler has experience in sales of engine components in the automo-tive supplier industry.
Velcon has developed a full-flow diesel fuel contaminant analyz-er that was recently unveiled at MINExpo International 2012.
The Velcon contaminant analyzer for diesel (VCA-D) is designed to provide real-time detection of water and par-ticulate contaminants in diesel deliv-ery systems.
Velcon’s VCA-D is designed to constantly monitor fuel quality us-ing a patented laser sensing device. As a full-flow analyzer, the VCA-D mounts within a fuel delivery system thereby providing a representation of the pipeline contents.
The VCA-D analyzes fuel at flow rates higher than 3785 lpm through a 10.16 cm pipeline. The VCA-D also uses two separate sensor technolo-gies to consistently differentiate be-
Diesel Fuel Particulate anD Water contaminant analyzer
Diesel Progress international 30 october 2012
Fuel analysis
For More inForMationwww.velcon.com
tween water and solid contaminants.In addition, the VCA-D analyzes
the contents of flowing fuel in a pipeline approximately 600 times a second, Velcon said, and outputs an averaged result every two seconds in mg/l, ppm and representative ISO 4406 codes.
The VCA-D laser sensing device simultaneously detects solid partic-ulate and water contaminate within the fuel. In the presence of wet and particulate contaminated fuel, the VCA-D can initiate the halting of the fueling operation and alert the op-erator, assuring that only clean-dry fuel reaches the equipment. dpi
Designed to provide real-time detection of water and particulate contaminants in diesel delivery systems, Velcon is introducing its contaminant analyzer for diesel.
dieselhr
J. Vicari
H. Hu
C. Benzler
DPI463.indd 1-2 9/11/12 2:54 PM
Guiding Buyers To Suppliers For 77 Years And Counting
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GSG_houseAd_Page.indd 1 9/10/12 9:24 AM
ZF Premiers Openmatics platfOrm in asia
Hong Kong bus company equips 50 city buses with telematics solution
One of Hong Kong’s largest bus companies, Kowloon Mo-tor Bus Co. Ltd. (KMB) has selected ZF Friedrichshafen’s
Openmatics telematic platform for 50 city buses within its fleet.
The telematics system consists of an onboard unit for every vehicle and a central web-based portal for communication.
KMB uses three specific applica-tions within the Openmatics system. It uses the Driver Feedback pro-gram to recognize unwanted driv-ing modes. This includes exceeding speed limits, over-revving the en-gine, long idle times, aggressive ac-celerating and sudden braking.
With the Driver Feedback program, the driver can constantly check his driv-ing style and make corrections while in route, resulting in smoother driving. This is designed to increase passenger comfort and prevent accidents. It also
Hong Kong to test the system. ZF Hong Kong provides support for the Open-matics system along with installation of the onboard unit. The two companies are currently working to develop addi-tional applications that can be used with the bus fleet.
Openmatics was developed by ZF Friedrichshafen, with the cooperation of Intel and Funkwerk eurotelematik. The system was engineered to be used by any bus manufacturer, allow-ing mixed fleets to integrate the sys-tem on any bus model.
ZF assigned the development of the related App store to IBM. The store is an integral part of the Openmatics soft-ware platform and is available to vehicle manufacturers and other providers to of-fer their own telematic application. dpi
contributes to reduced fuel consump-tion and maintenance costs, ZF said.
The KMB Raw Data application has been specifically designed for KMB. This allows the public transportation authority to record digital data such as vehicle, driver and environment every second. Information can then be as-sessed and archived.
KMB is currently testing an applica-tion to improve passenger informa-tion. The application sends current GPS data on the location of the city bus to the central automatic bus stop announcement system. Based on this information, the system decides ex-actly when to make an announcement to waiting passengers.
The Openmatics system has been tested in six vehicles for about one year and will be implemented on KMB’s entire fleet for every day opera-tion in the near future.
KMB worked with employees of ZF
Diesel Progress international 32 october 2012
FLEET MANAGEMENT TOOLS
For More inForMationwww.zf.com
Hong Kong-based Kowloon Mo-tor Bus Co. Ltd. is the first Asian customer for ZF’s Openmatics telematics platform. The system will be installed on 50 city buses operating in the region.
DPI465.indd 1-2 9/10/12 3:26 PM
Expanding its presence in Africa, AGCO has announced a joint ven-ture in Algeria for the production of Massey Ferguson branded tractors into the local domestic market. Un-der the shareholders agreement en-tered into with L’Enteprise Publique Economique de Commercialisation de Materiels Agricoles and L’Enteprise Publique Economique de Production de Tracteurs Agricoles, AGCO will take 49% ownership of Algeria Trac-tors Co. Tractor production is expect-ed to begin before the end of 2012.
Atlas Copco has decided to reorga-nize the production of its road construc-tion equipment in Karlskrona, Sweden, with the goal to create a more competi-tive production unit with stronger future growth potential. The planned activi-ties will require an investment of about US$4.5 million. The investments, to be carried out in the coming 12 months, will be used to rationalize the setup for logistics and assembly at the factory site, bringing the cost level closer to that of other production units and freeing up space for future manufacturing of prod-ucts. There will also be a reduction of workforce, the company said.
Caterpillar Logistics Inc. has plans for a new parts distribution center in Yatala, Australia (between Brisbane and the Gold Coast). When at full ca-pacity, the 46 452 m2 facility will employ up to 150 people and is expected to be operational mid-2013. The new facil-ity will support Cat dealers in Australia. This is the seventh new parts distribu-
tion center in Cat’s modernization plan. Cat is also expanding existing parts distribution facilities in Grimbergen, Belgium; Melbourne, Australia; and Shanghai, China.
The U.K. office of Universal Acous-tic & Emission Technologies is ex-panding its operations into Europe and the Middle East. Universal provides engineered acoustic, emissions and filtration solutions for power genera-tion, oil, gas and industrial markets. The U.K. office, based in Hinckley, Leicestershire, will be responsible for operations in these extended regions, which Universal said are part of a stra-tegic move to grow its customer base in Europe and the Middle East by utilizing the strengths of its U.K. and German offices.
Topcon Europe Positioning (TEP) has acquired controlling interest in Geotop of Ancona, Italy, one of Europe’s largest dealers in precise positioning surveying, civil engi-neering, construction and agricul-ture equipment. Geotop, a Topcon distributor since 1980, owns more than 200 GNSS reference stations in Italy, creating NetGEO, one of Europe’s largest GNSS networks. Geotop also has five service centers located throughout Italy and a moni-toring center in Pompeii, Campa-nia. It also owns software company GeoPro, which develops software for GNSS, GIS, monitoring and total station applications.
Perkins has appointed Secodi Fin-
land Oy as its new distribution part-ner in Finland and Estonia. Based in Vantaa, Finland, Secodi Finland Oy will have responsibility for managing all Perkins engines, parts and product support activities in its territory.
Hitachi Construction Machinery (Europe) has appointed a new dealer for its customers in Latvia. Repa SIA has taken over for the previous dealer, Laadur OU. Repa was established in 1991 as a dealer for used construc-tion equipment. It is a subsidiary of the MONO Group, one of the largest enter-prises in Latvia, and owner of compa-nies specializing in highway engineer-ing, transport and finance. Repa has been a distributor for TCM forklift trucks since 1996, and has a subsidiary in Lithuania and partners in Estonia. The head office is located in Riga.
Daimler Buses has secured an or-der for more than 150 buses from Ger-man transport provider DB Fleet Man-agement GmbH. Beginning in 2013, the Mercedes-Benz and Setra brand urban and intercity buses will be gradually de-livered to DB Fleet for use in regional and urban transport operations. The buses will be a mix of first- and second-generation low-floor models with two or three doors and a length of 12 and 18 m. They will be equipped with Blu-eTec SCR diesel technology and meet the Enhanced Environmentally Friendly Vehicle (EEV) emissions standard. Daimler Buses will manufacture the ve-hicles at its EvoBus plants in Mannheim and Neu-Ulm, Germany. dpi
AGCO Expands In Africa … Reorg For Atlas Copco … Cat Opens Parts Center In Australia … Topcon Makes Italian Acquisition … New Dealers For Perkins, Hitachi …
internationalbusinessreport
Diesel Progress international 34 october 2012
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