FAQs

Destination Zero is Cummins’ global plan to reduce greenhouse gas (GHG) emissions and the air quality impacts of our products and operations. The objective is to reach net-zero emissions by 2050. We’re doing this by helping our customers adopt cleaner technologies today, like near-zero natural gas and advanced diesel, while infrastructure is being put in place for zero-emissions technologies.

Industries and governments must work together to enable the energy transition, using the broad portfolio of emissions-reducing technologies available today while investing in the future. Actions like using low carbon fuels and working to modernize the grid and decarbonize it using renewable energy, as well as developing the hydrogen economy, should be taken now to help reduce environmental impacts as we all look towards a zero emissions future. We continue to focus on improving the efficiency of converting energy to power across our full product range, which includes advanced diesel, hydrogen ICE, natural gas, fuel cell and battery-electric.

Our plan is to offer a range of technologies to best meet our customers’ needs and the duty cycle of their equipment. Decarbonization is not a one size fits all scenario. Different customers, businesses and industries will require different solutions – there isn’t a single technology path. Cummins products can support emissions reduction today and we will work with our customers to plan for their lower-carbon future.

We will need to invest in a range of technical solutions so that we can make a significant impact across the short-, medium- and long-term, while continuing to drive economic growth and inclusion. We also need policies that set goals and allow our business to develop the solutions to get there, using all available technologies including advanced diesel, natural gas, hybrid electric, battery electric and fuel cell electric power. Government support is crucial for infrastructure development and deployment of new technologies.

The technology development and infrastructure are two primary challenges. On technology development we believe this challenge is an opportunity for Cummins to grow and be more successful. We are well positioned to offer a broad range of power solutions to help our customers achieve zero emissions in the future including advanced diesel, natural gas, hydrogen ICE, electrified powertrains, hybrid technologies and hydrogen fuel cell, which presents significant opportunity. The larger challenge is the infrastructure investment required for these technologies. We need industries and governments working together to enable the energy transition.

Our new fuel agnostic platform will feature a series of engine versions that are derived from a common base engine, which means they have a high degree of parts commonality. Below the head gasket, each engine will largely have similar components. Above the head gasket will feature different components for different fuel types. Each engine version will operate using a different, single fuel. This new design approach will be applied across the company’s legendary B and X-Series engine portfolios, with diesel, natural gas and hydrogen fuel options.

The next generation product line will cover the full range of on-highway applications for proposed Euro VII regulations.

• Diesel (B6.7)
• Natural Gas (B6.7N)
• Hydrogen internal combustion engine H2-ICE (B6.7H)

Diesel – like performance as well as life of the engine

Technology to use different fuels on same engine in real-time is called Dual / Bi –Fuel. This technology is rather a fuel agnostic platform which means that they are derived from a common base engine and have a high degree of parts commonality

Depends on various factors like fuel type, tank capacity, technology, fuel pressure etc.

Yes, they are designed to meet highest of the safety standards

We will be launching series of products as market develops:

1. Diesel is already present in domestic market​
2. Natural Gas is planned to be launched in next year

​

3. H2ICE will be launched as the market and eco-system develops

Overall engine manufacturing and assembly will be based out of India.

Cost of these engines will be comparable. Since the products are still under development, we request you to drop a query at Auto Expo app and we shall get back to you once we have more details.

Thermal efficiency of all of these fuels is within the same range. But the FE/ quantity of fuel will depend on various factors including state of fuel, payload, distance, range etc.

Absolutely! How today’s hydrogen engines work is very similar to natural gas and gasoline engines with respect to its working principle and architecture. They just run-on hydrogen – a zero carbon fuel. And, they are coupled with high pressure gas cylinders, which are a safe and practical way to store hydrogen onboard.

From a technical standpoint, hydrogen engines are perfectly viable. They work and they’re reliable. They only differ in small ways from traditional internal combustion engines—which are among the most reliable mechanical devices ever created. Commercial vehicles, on the other hand, are a much better fit for hydrogen engines. This is particularly true of commercial vehicles that are part of a fleet with a central “home base” where a dedicated hydrogen fueling point may be created. Vehicles such as refuse trucks, delivery trucks, emergency services vehicles and more are all good fits. This is also true of regional and long-haul trucks, provided that a few hydrogen fueling stations are built along select shipping routes

Many commercial fleet operators have goals to reduce their carbon footprint as part of their broader sustainability strategy. Hydrogen engines can significantly contribute towards accomplishing these sustainability goals, yet the widespread adoption of hydrogen engines is not there.

The capital cost of new vehicles with hydrogen engines will be different than diesel powered ones; fuel delivery system & packaging drive will higher initial cost. Hydrogen infrastructure readiness is another limiting factor. Meanwhile the design commonalities between hydrogen and diesel engines will result in hydrogen engines becoming affordable for a near-zero emission power technology. As more vehicles with hydrogen engines get onto our roads, this benefits the hydrogen infrastructure buildup. Government policies like Green H2 Policy to act as enablers for same.

The same as a diesel engine. Hydrogen engines operate on the same cycle as diesel and natural gas engines and have the same engine components below the cylinder head including the engine block, crank, connecting rods, and so on.

An onboard hydrogen storage system that consists of 700 bar fuel tanks with a total usable hydrogen capacity of 80 kilograms. This system would enable a range of 500 kms for the vehicle before the need to refuel. It will take about 10- 20 mins to refuel (70-80kg) this vehicle.

• FE – 2.5 to 3 times of Diesel (Stating any numbers need to be avoided unless pushed a lot by customers)​
• Reliability – like diesel engine​
• Torque/ Power – almost same as diesel​
• Safety – Hydrogen tanks are much more sturdy than traditional liquid fuel tanks—or even than propane tanks. They are also subject to strict safety standards. These standards cover a variety of requirements such as post-crash integrity, resistance to penetration, resistance to high temperatures and a maximum-pressure safety factor of three. This safety factor means that a storage vessel planned to be used at 700 bar maximum operational pressure, is designed for more than 2,100 bar pressure level. ​
• Cummins has recently formed a joint venture with ETC named NPROXX, a leader in hydrogen storage and transportation, for hydrogen storage tanks. This joint venture is a leader in the European rail market and will provide hydrogen and compressed natural gas storage products for on-highway and off-highway applications. ​
• TCO comparison – Favorable with H2 fuel price @ $1.75 & initial vehicle price increased by 25%, heavily dependent on Govt. policies and subsidy on vehicles​

H2 fuel availability on regular pump/ stations or having infra on selected routes. Push from Govt. policies to make it happen.​

Planned for 2H 2025​

High initial cost, payload penalty, range limitation

High initial cost of FC to H2 ICE, FC stack is not localized in India- high price per kW, Non-availability of Electrified Powertrains in India​

H2 ICE requires  min. 97.2% whereas FC needs 99.9999%

Prevalent emission norms for the region

Architecture finalisation is still under progress. There is less likelihood of ETV at this point of time. Please put in your query in the app and we shall get back to you once we have more details.​

Selling price is at $6/kg currently. It can vary depending on volume, quantity and distance.

As per the Government targets, we expect production cost to be at $1/kg in 2030. Selling price would be somewhere around $3.3/kg basis our study.

Both the options can be there. It will depend on availability

This is a concept truck manufactured to showcase H2ICE being a drop-in solution with minimum changes in existing vehicle

• 1000+ km operating range​
• Capable of powering heavy duty applications ranging from 19-55T​​
• 10-20 mins to refuel​

• Made from an increasingly diverse mix of resources such as recycled cooking oil, soybean oil and animal fats, biodiesel is a renewable, clean-burning diesel replacement that can be used in existing diesel engines without modification. ​
• A fuel comprised of mono-alkyl esters of long chain fatty acids derived from vegetable oils, animal fats etc, designated B100, and meeting the requirements of ASTM D 6751. ​
• It is the nation’s first domestically produced, commercially available advanced biofuel.​

• A blend of biodiesel fuel meeting ASTM D 6751 with petroleum-based diesel fuel, designated BXX, where XX represents the volume percentage of biodiesel fuel in the blend.​
• Eg B7, B10, B20, B30…..B100​

• Biodiesel is not only sustainable, it’s a more environmentally-friendly, eco-friendly, biodegradable, non-toxic, carbon-neutral fuel, cleaner-burning option that can be used in diesel engines without modification. ​
• In fact, biodiesel decreases greenhouse gas emissions​

• Renewable diesel and biodiesel are not the same fuel. ​
• Renewable diesel, previously known as green diesel, is a hydrocarbon produced most often by hydrotreating and also via gasification, pyrolysis, and other biochemical and thermochemical technologies. It meets ASTM D975 specification for petroleum diesel. ​
• Biodiesel is a mono-alkyl ester produced via transesterification. Biodiesel meets ASTM D6751 and is approved for blending with petroleum diesel.​

• Government allowed sale of biodiesel to all consumers for blending with diesel. Government has notified Guidelines for sale of biodiesel for blending with High Speed Diesel for transportation purposes.​
• Biodiesel outlets are available in all regions in India with B100 biodiesel, hence B20, B30 blends are not readily available.​
• Only limited market players are supplying blended fuels region wise as per requirements​
• Government is working with market leaders like BPCL, IOCL, HPCL on making it available for end users.​

• Cummins B Series powered engines are Biodiesel tolerant which meets fuel specs released in Cummins Technical bulletin. ​
• Applications like Mining Tippers, Excavators, Soil compactors, Wheel loaders etc… are already running with Biodiesel.​

• Government has notified Guidelines for sale of biodiesel for blending with High Speed Diesel for transportation purposes on 30.4.2019. ​
• Bio-diesel outlets are available in most of the regions in India.​

• Since Biodiesel is acidic in nature, most of the elastomers are required to be modified with compatible materials.​
• Biodiesel has a natural affinity to water, and water accelerates microbial growth. Cummins Filtration™ filters equipped with StrataPore™ media are highly recommended.
• Biodiesel has a natural affinity to water, and water accelerates microbial growth. Cummins Filtration™ filters equipped with StrataPore™ media are highly recommended.
• Field and storage practices need to be followed while using Biodiesel for field vehicles.

In short, Biodiesel is a domestically produced, clean-burning, renewable substitute for petroleum diesel. Using biodiesel as a vehicle fuel increases energy security, improves air quality and the environment, and provides safety benefits. Below are the key factors :​

• Fuel efficiency​: When used as a substitute or additive for traditional fuel sources, biodiesel can contribute to increased fuel efficiency. ​
• Durability of engines: Biofuels contain higher concentrations of cetane than fossil fuels, which makes them act more effectively as a lubricant in engines which aids in increasing its durability and that of the vehicle as a whole. ​
• Affordability​: At the present time, biodiesels are marginally less expensive to manufacture than Diesel meaning that their cost-effective in comparison to traditional fuel sources will increase in future. Meanwhile, the environmental costs associated with fossil fuels are also eliminated when they are substituted for biodiesel.​
• Emissions: Biodiesels produce far fewer harmful emissions at the point of combustion. That’s because they’re made from organic matter like plants and animals.​
• Renewability: One of fossil fuels’ biggest drawbacks is the fact that it takes millennia for atmospheric pressures to convert organic matter into oil, coal and gas. Since we are using these resources at a far faster rate than they are being replenished, they are a finite source of energy. Biodiesel, on the other hand, can be cultivated and harvested with relative speed, making them a renewable and more widely accessible source of fuel.​

• Variation in Quality of Biodiesel​: Biodiesel is made from a variety of biofuel crops. When the oil is extracted and converted to fuel using the chemical process, the result can vary fuel properties. ​
• Low Temperatures Issues: Biodiesel forms wax at low temperature further leads to filter plugging issues.​
• Biodiesel Could Harm the Rubber, Hoses​: Non compatible elastomers will degrade over a time when in contact with Biodiesel.​
• Slight Increase in Nitrogen Oxide Emissions​: Biodiesel has higher Nitrogen Oxide (NOx) than other petroleum products. Nitrogen Oxide is one of the gases that is used in the formation of smog. Cummins Inc engines are Emission compliant..

• Currently, the transport sector, railways and aviation are the major end-users of biodiesel in India. As per a FY2021 quarterly update, India’s biodiesel market demand stood at 0.17 million tonnes despite major setbacks due to the pandemic induced disruption in supply chains. The report predicted a healthy growth of 8.60 per cent CAGR until 2030, with a forecasted demand set to reach 0.26 million tonnes.​
• Commercial vehicle market has already migrated to biodiesel being economical solution comparing to hike in recent diesel prices.

Yes ! B6.7 platforms are validated with Biodiesel. Recently Cummins has launched B6.7 E4 Engine compatible with B30 blend in Indonesia market.

TATA Motors, Hyundai, Tata Hitachi, Dynapac, Wirtgen, JCB, Amman Apollo and so on.

FCA, Dynapac, Hyundai etc.

NO ! Cummins has release Technical Service Bulletin for Biodiesel which need to be followed while using Biodiesel.​

There is no difference of life with diesel vs Biodiesel as long as fuel is meeting Cummins TSB.​

I do not have all the details to answer this right now. Please leave a note on query section of app for us to get back to you on this.

Yes, Internal Combustion Engines have been running successfully on Natural Gas fuel for decades now. They share the similar architecture as diesel or gasoline engine and deliver same performance as diesel.

Yes, Natural gas engines can be a great option for commercial vehicles. They’re quieter than diesel engines, they reduce air pollution, and they can help fleets save a lot of money on operating costs, especially when it comes to fuel.(cummins.com)​

LNG is a liquified form of Natural Gas whereas CNG is gaseous form. Storing Natural Gas in Liquified form helps in 3 times more storage due to difference in densities. LNG vehicles offers more range compared to CNG

Significant pick-up in infrastructure build up for Natural gas has led to sharp adoption in applications where vehicles are available. This covered short to medium haul segments with lesser payload that moved within the city limits. With recent ramp up post round 11 of CGD network bidding, interconnected network also improved leading to generation of demand from long-haul applications. Hence, OEMs are working on developing vehicles in greater than 16T segments . This will lead to further adoption of natural gas in more number of commercial vehicles. However, volatility in fuel prices and reducing price delta between Diesel and natural gas to offer headwinds to CNG penetration.​

Natural Gas engines are designed and built to last same as diesel engines.​

Natural Gas comes in two forms as CNG and LNG. LNG filling time being a liquid fuel is comparable to diesel. For CNG, filling time would be 10-20 mins depending upon tank size and pressure at the dispensing station. Currently, CNG stations have pressure of 250 bar.
Potential range of LNG truck is 1000+ kms. It is capable of powering heavy duty applications from 19-55T.

NG fuel availability on regular pump/ stations as well as dedicated gas stations. Close to 5K CNG stations have been established across the country. As per minimum work plan given by PNGRB, 17,700 CNG stations are to be established by 2030​

Natural Gas engines are generally built over safe & sturdy diesel base engines, which has a proven safety record of decades. All fuel related components on the natural gas engine have to undergo stringent regulatory tests before launch that establishes its credibility related to safety.

NG engines are already available in India, BS6 CNG engine by Cummins to be launched by 2023​

Comply to stringent BSVI OBDII standards.

This engine is capable to cover entire MHCV range starting from 19T up to 55T. End-application includes Truck, Tipper, Tractor Trailer  and bus

The fuel cost for running a medium-duty truck for 7,000 km, at 7 km a litre of diesel, ranges between Rs 80,000 and Rs 90,000, but if the fuel is CNG, the cost would reduce to Rs 45,000-50,000.

Govt has already taken aggressive steps to ramp up gas infrastructure in India. After completion of 11A city gas distribution (CGD) round, 295 Geographical Areas (GAs) have been authorized which covers 98% of India’s population and 88% of its GAs.  As per Minimum Work Plan, CGD entities authorized upto 11A round, have to establish 17,700 CNG stations by 2030. Close to 5000 have already been established.
At Cummins, we have engaged with relevant government bodies (SIAM, MoPNG) to identify infrastructure plan for 1000 LNG stations. We have also been engaging with Oil and marketing companies to give them confidence on the upcoming new power technologies to ensure their continued investments in new fuels.

As long as Natural Gas used complies to IS 15958, it can be used. Bio-gas helps in reducing overall well to wheel Carbon emissions by 75%.

6 operational LNG terminals with total capacity of 42.7 MMTPA. Govt. is targeting 50 stations in Gujarat, Andhra Pradesh, Karnataka, Kerala, Tamil Nadu and Rajasthan in next three years and ultimately 1,000 outlets

Yes, it is possible. Timelines would need to be mutually evaluated in detailed follow-up discussions 

Currently, Cummins is not exploring this option

Yes, we have full powertrain and vehicle integration capability. We can discuss the requirements in follow-up detailed discussions on product-application requirements.

Durability is dependent on duty cycle, application and overall system design. We can provide more information in detailed customer discussions under NDA using our bespoke vehicle system analysis tool.

DI water + Ethylene Glycol

We will provide a market competitive price at the time of product release. ​

At present in Germany, Canada and China.   We are considering it in India.     

Yes, it can power stationary applications like PowerGen and would be Net Zero for those applications as well.

125kW is already put on display, you can get a fair idea from Cummins’ stall. It is approx. 705 x 720 x 1120mm.

Cummins has a global experience of running more than 1.5 Million Miles (~25 Lac km) cumulative

Yes, controlling rise over ambient for intake air below 10 deg. C will be essential for sustained system performance. To take care of additional ambient conditions product improvements are already underway.

Yes, we are doing this for most of our products. Cummins has extensive remanufacturing experience

FCEVs have been deployed across varied range of applications in Europe and North America, this includes applications like Trucks, Buses even Rail.

LFP batteries use lithium iron phosphate (LiFePO4) as the cathode material alongside a graphite carbon electrode with a metallic backing as the anode. It’s another type of lithium battery.

Every technology has its own benefits and limitations. NMC provides superior energy density, and was chosen when we first started working with battery technology. Moving forward, we are developing solutions for several applications and markets that require other chemistries including LFP.

We keep looking for ways to lower the cost of solutions and increase their accessibility for a wider range of markets and applications. LFP chemistry does not need nickel and cobalt with lower initial cost and thus provides better TCO for some of the applications. LFP also can withstand higher ambient temp conditions, better thermal runways. In addition, we think that faster charging will benefit customers with the suitable charging infrastructure. LFP is preferable to enable this so that our batteries may utilize it and still have better life capability.

When you compare it with NMC solution, it will be a more competitive offering based on initial cost. Specific cost details can be discussed in follow-up meeting. You can leave your on Auto Expo app and we shall get back to you.

This displayed product has 107-kWh energy.

We are using one Cummins design and manufacture Battery packs leveraging its application expertise, power electronics, cooling system. We source cells from some of the best, top five cell manufactures globally.
of the top five cell suppliers in the market globally. ​

LFP pack is designed for On highway applications – Intra city buses, medium-duty truck and school bus applications. Additional applications can also be explored and discussed based on duty cycles.

Cummins manufacturing plan for these products are in development.

Our LPF pack is not yet introduced in Indian market. However, discussions are in progress with our customers & partners that are considering zero emission electric vehicle solutions.
We don’t release information on our OEMs’ behalf.

This is appropriate for some of the applications in India, particularly for medium and heavy-duty trucks and buses.

Cummins is a global company, and it makes products closer to its customer base.

By using a cell-to-pack battery, we may reduce components and maximize space within our battery packs. Cell-to-pack enables us to fit more cells into the pack, improving density and weight.

The BP95E features an energy density of 265 Wh/L (Cells: 600 Wh/L) while the LFP pack assuming 107kWh is approximately 215 Wh/L (Cells: 380 Wh/L)

• While LFP packs can produce up to 50% higher overall throughput than some NMC chemistries, other NMC chemistries can now achieve the same throughput as LFP. This disparity is predicted to narrow even further in the future, reaching 30%.​
• Assuming two packs with identical cycle conditions, one with 6000 cycles (LFP) and one with 4000 cycles (NMC), the greater cycle life will not necessarily last 50% longer in terms of years – there is also a calendar life factor to consider. If LFP cells exhibit better calendar aging (which they usually do), they could live for more than 50% longer.​
• Many use case factors will affect the life of the battery including: how frequently it’s used, how much energy is depleted between charging, how fast it’s charged.​

BEVs have been deployed in North America primarily for Bus Applications, but some trucks are underway.

• Based on Cummins’ patented platform design, the 95kWh NMC battery pack has one of the highest energy densities available today
  • With over 180Wh/kg at the pack level, the BP95E is ideal for weight-sensitive applications
    ​
• The battery weight saving reduces dead weight on the vehicle and thus improves overall vehicle’s energy efficiency and operating range
  • Flexible mounting options, such as roof mounted, low- height sub-packs and in-chassis mounting

The product and manufacturing plan is in development for the targeted markets.

BP95E is not yet introduced in Indian market. However, discussions are in progress with our customers & partners that are considering zero emission electric vehicle solutions.
We don’t release information on our OEMs’ behalf.

The BP95E is suitable for all On highway applications while providing simple integration and packaging with the vehicle platform.The pack is intended for weight-sensitive applications like transit buses, Intracity buses and school buses.

• Gravimetric energy density improvement from 134 Wh/kg to 180 Wh/kg resulting in more onboard energy (range) and carrying more passengers.​
• More system energy with assured 200 miles range for North America transit market (Onboard energy improvement to 670 kWh from 518 kWh for 7 pack system)​
• More than 30% life and range improvement over BP74E.​
• Charging time improved from 2-3 hours fast charge in the BP74E to 0-80% SOC in one hour with the BP95E 

Cycle life refers to no. of cycles that can be run from full charge to full discharge. It is measured in the specific ambient conditions and charge/discharge [C] rates.  

BEV Battery packs have liquid cooling system to take care of the ambient temperature, it does not have a direct air intake impact on the performance.

The powertrain displayed (14Xe & PCAS 2.0) is for medium & heavy-duty commercial vehicles. However, Cummins-Meritor has a wide variety of products in its portfolio that are flexible and modular. Cummins-Meritor portfolio is expansive, and can be utilized form On-highway upto 55T, Off-Highway application.​

As we continue to develop our strategy, we will collaborate with clients to include the ePowertrain products into their solutions.​

The demo was created before we acquired Meritor therefore the demo does not have this driveline. This battery pack and the traction systems are intended to be incorporated into the upcoming PowerDrive 6000 generation.​

Integrated Cummins-Meritor powertrain offering will be available from Q1 2023.​

Cummins-Meritor has variety of business models. Customers can purchase the whole powertrain options (Battey, Fuel Cell, Traction-Drives & Controls) or each of the component individually. Cummins-Meritor electric components are design to industry standards and are compatible with other Tier 1 suppliers.​

• The 14Xe Gen 3 is in Production from 2021 Dec in NA, and localization of 14Xe is being planned regionally based on application​
• The 17xe will be in production by 2025
• The PCAS 2.0 is in production today, however the next Generation PCAS 3.0 will be available by 2025​

An eAxle is a compelling propulsion solution in that it can package where a conventional axle currently resides. This aids in the ease of OEM integration. Additionally, with an integrated eAxle like the 14Xe on display, we are effectively replacing a conventional diesel engine and transmission and moving into the location where the axle sits today. This saves thousands of pounds and allows you to package batteries as well as all the power electronics that are needed in an electric drivetrain system.​

The PCAS is the brain of the electric drivetrain. Using a combination of accessories and sub-systems as well as innovative software and controls it provides control over heating, cooling, acceleration, braking and system efficiency. The PCAS allows the drivetrain to be tailored for maximum performance, economy or someplace in between to suit the needs of virtually any application. Our current PCAS system is designed to replace a conventional mechanical diesel engine in the engine bay.​

Meritor adds to Cummins’ profitable business capabilities and enables us to continue to invest in new power technologies and win in key medium- and heavy-duty applications as the transition to zero emissions solutions accelerates. Meritor’s traditional products – axles and brakes – are essential technologies and present attractive growth opportunities across Cummins’ range of power solutions. ​

​Expanding Cummins’ technical capabilities across the powertrain, drivetrain and related sub-systems allows for product optimization and better customer solutions, regardless of power choice. The acquisition of Meritor supports Cummins’ Destination Zero strategy to move to a net-zero-emissions future by adding key components like ePowertrains to our portfolio of products and is another step toward ensuring that we have the widest range of power options to help customers transition to cleaner solutions seamlessly and successfully.

Cummins followed Meritor closely for several years because of the complementary nature of our product offerings. The acquisition is aligned with Cummins’ strategy to expand into adjacent growth areas that solidify technology leadership. Additionally, axles and brakes are attractive growth opportunities for Cummins as an extension of our existing powertrain products and technologies. Meritor’s early success with ePowertrain products, coupled with Cummins’ complementary capabilities and knowledge of customer needs in this space, will drive technology development and expand power of choice options for customers.

The acquisition is aligned with Cummins’ strategy to expand into adjacent growth areas that solidify technology leadership. Additionally, axles and brakes are attractive growth opportunities for Cummins as an extension of our existing powertrain products and technologies. Meritor’s early success with eAxle products, coupled with Cummins’ complementary capabilities and knowledge of customer needs in this space, will drive technology development and expand power of choice options for customers.

Yes. Cummins looks forward to earning the trust of Meritor customers it does not work with today and is excited to build on those relationships.

Meritor’s core product lines will join Cummins’ Components business segment and provide growth opportunities through axles and brakes for all sources of power and various applications as Cummins continues to expand its technical capabilities across the powertrain, drivetrain and related sub-systems to develop innovative and dependable solutions for customers that reduce emissions.

Meritor’s eAxle products and EV integration capabilities, technologies and expertise will join the Company’s New Power business segment where they will be coupled with Cummins’ existing complementary capabilities and knowledge of customer needs in this space to further drive technology development. We believe eAxles are going to be a critical integration point within hybrid and battery electric and fuel cell electric drivetrains. At the same time, position in PCAS as well as central drive line (traction systems) is critical to New Power’s ability in the electrified vehicle market. Owning these technologies allow Cummins to differentiate our offerings and further develop a leading product that can integrate with Cummins’ other new power componentry. ​

By acquiring Meritor, Cummins would add to its existing capabilities and heavy-duty powertrain system solutions. As Cummins owns drivetrain components, this would further enable Cummins to deliver optimized powertrain solutions for autonomous vehicles in the future. Add New power also in middle. Before autonomous

This acquisition will strengthen our electrification strategy as the transition to zero emissions solutions accelerates. Long-term, a combined Meritor and Cummins would be able to provide a broader set of critical components that will be key to supporting OEM’s autonomous products in the future: start (engine / motor), stop (brakes) and steer (axle).

With the closing of the Meritor transaction, Cummins will be expanding its technical capabilities across the powertrain, drivetrain and related sub-systems, allowing for product optimization and better solutions for customers, regardless of power choice. The acquisition of Meritor supports Cummins’ Destination Zero strategy to move to a net-zero-emissions future by adding key components like ePowertrains to our portfolio of products and is another step toward ensuring that we have the widest range of power options to help customers transition to cleaner solutions seamlessly and successfully.

Customers of Cummins and Meritor will benefit from a wider portfolio of industry-leading component products all supported by sustained focus on technology investment and development. Adding key components like eAxles to our portfolio is another step toward ensuring that Cummins has the widest range of power options to help customers transition to cleaner solutions seamlessly and successfully. In addition, Cummins will be able to offer more coordinated service and support for even more of the powertrain system.​

• Fuel Cells – For mobility as well as stationary applications​
• Electrolyzers – For Green Hydrogen generation

• The core components of an electrolyzer are stacks containing two electrodes, separated by a membrane across which the electric current passes.
• When electricity is applied to the system, hydrogen is generated at the cathode and oxygen at the anode. The membrane effectively keeps the gases separate while they are harvested. Hydrogen can be captured as a gas with very high purity, leaving oxygen that can be used for other purposes or vented into the atmosphere. The hydrogen can be easily stored as a compressed gas or liquid for further use as a fuel.​

Hydrogen produced from renewable power through advanced electrolysis technology is the key towards cleaner and more sustainable Net carbon zero future.

• Alkaline​
• PEM (Proton Exchange Membrane)​

Cummins Alkaline products [HySTAT] are available from 10 – 100 Nm3 / hr capacity ​
PEM Electrolyzers [HyLYZER] are larger systems up to 5000 Nm3/hr – modular and scalable to meet large H2 generation requirements

• Acquisition of Hydrogenics (presence in Canada, Belgium, Germany)
• JV with Sinopec in China​
• JV with NPROXX (Germany)​ for Hydrogen tanks
• MOU with Tata Motors (India) for Fuel cells

In Alkaline electrolysis, a reaction occurs between two electrodes in a solution composed of water and liquid electrolyte. When sufficient voltage is applied, water molecules take electrons to make OH⁻ ions and an H2 molecule. The OH⁻ ions travel through the solution toward the anode, where they combine and give up their extra electrons to make water, electrons, and O2.

Recombination of hydrogen and oxygen at this stage is prevented by means of our patented IMET® ion-exchange membrane. The IMET® membrane is made of highly resistant, inorganic materials and does not contain asbestos. The electrolyte remains in the system owing to a closed-loop, pump-free recirculation process.

Key Characteristics:

• PROVEN DURABILITY : Robust technology and long lifetime with minimal maintenance.​
• ROBUST PROVEN TECHNOLOGY : Over 500 pressurized alkaline installations worldwide.​
• MODULAR AND FLEXIBLE : Stack configurations available in 1, 2, 4 and 6 stacks with nominal hydrogen outputs from 10 to 100 nm³/h, easily scalable to future needs.​
• 10 BAR PRESSURIZED STACKS : High output pressure without compressors​
• SAFE : Flawless safety record over decade​​

PEM electrolysis creates a reaction using an ionically conductive solid polymer, rather than a liquid. When voltage is applied between two electrodes, negatively charged oxygen in the water molecules gives its electron resulting in -> protons, electrons, and O2 at the anode.

The H+ ions travel through the proton-conducting polymer towards the cathode, where they take an electron and become neutral H atoms. These combine to make H2 at the cathode. The electrolyte and two electrodes are sandwiched between two bipolar plates, which transport water to them, transport product gases away from the cell, conduct electricity, and circulate a coolant fluid to cool down the process.

Key Characteristics:

• MEGAWATT SCALE STACKS : Industry-leading 2.5 MW stacks, highly scalable for larger Hydrogen demands.​
• EXCEPTIONALLY COMPACT : Industry-leading design – lower land, site preparation and building costs and shorter installation time.
• RESPONSIVE : Ultrafast dynamic responses to changes in hydrogen demand or power input – makes it ideal for large scale integration with Renewable power.
• 30 BAR PRESSURIZED STACKS : High output pressure without compressors​
• LONG, MAINTENANCE-FREE LIFECYCLE : Optimized maintenance, minimal stack degradation, expected 80,000 hours between stack refurbishments; fast stack swap-out when required.
• HIGH EFFICIENCY AND ADVANCED CONTROL SYSTEMS : Lower power usage and low annual maintenance costs, with integrated safety sensors for safe plant operations.

No side effects of releasing O2 in the atmosphere. Rather supply of oxygen as a by-product is sought by certain industries like Chemicals, Fertilizers, Steel etc

No – Cummins does not provide H2 compressors. However the output of H2 from Cummins Electrolyzers are 10 Bar g and 30 bar g for Alkaline and PEM range respectively. This is without any Compressor and hence it helps saving energy. These pressure levels are adequate for many Industrial applications. If there is additional pressure requirement, customer can implement Compressor system with technical inputs from Cummins.​

Efficiencies of Electrolyzer is typically measured in terms of power consumption for generating 1 Nm3. Its ~ 5 kWh/ Nm3 as ball park. Cummins PEM machines have Industry leading efficiency due to its advance stack design & controls and dynamic load response capabilities.

As explained above. Its not a practice to deliver H2 at room pressure since its usage will be very limited being one of the lightest gas on the earth.

Cummins Electrolyzers can provide 99.9% H2 purity without `Hydrogen Purification system (HPS)` & 99.998% with HPS which is a fuel cell grade hydrogen. HPS is optional since many application don’t require high grade H2 purity. Customer can opt for further downstream purification if needed.

Yes. Cummins Electrolyzer solutions are available for Automotive and non- Automotive customers for various application use cases of green Hydrogen

Cummins is immensely proud to be supplying the electrolyzer for generating 4.3 tonnes per day of hydrogen at the GAIL plant at Vijaipur in Madhya Pradesh. The electrolyzer will be based on the Cummins proprietor PEM technology. The Electrolyzer is of rated capacity of 10MW electrical input. The electrolyzer would be the first of its kind project in India at such a large scale and Despite a challenging timeline, we are excited about the commencement of this project and strongly believe that decarbonization is a growth opportunity for Cummins. India’s Green hydrogen mission and the other projects are really encouraging from the destination zero perspective​

The products have been deployed in various markets in North America, Europe and China at this stage for multiple applications. Cummins has 15+ Electrolyzer installations in India. Other specific details can be discussed in the follow up meeting.

This a 3-way catalyst after treatment system , designed for conversion of NOx , CH4 , CO to non harmful gases which are emitted from natural gas engines. Basically, to meet stricter emission norms.

• 190-280 HP with B6.7 Engine​
• 4.66 inch and 7.5 inch (6.7L to 15Lt engine)​
• Diesel : 9 to 10.5 inch (Different strategy)​

To meet stringent BS6 emission norms with more than 90% conversion efficiencies.​

High conversion efficiency systems , Close loop robust diagnostic systems , Highly durable system, ease of maintenance.​

Close coupled engine mounted TWC , temp sensors , O2 sensors . , Underfloor TWC​

Low maintenance , highly efficient system , Close loop robust diagnostic systems​

Relatively less no. of ATS components , hence ease of service. Also less no. of components , means lesser no. of fault codes and issues in field.​

Truck, Trailer , Tipper , Bus ​

Planned to be launched along with OBD-C emission implementation from Mar 23​

Yes, it is already launched in China and Europe​

TML and Tata steel​

Dongfeng in China​

Utilization of exhaust temp., using close coupled system TWC , where maximum heat and conversions are targeted. No other competitor is installing close to turbo out.(In India) System tuning is done , based on Close coupled TWC catalyst.​

Yes It can be done.​

No ATS related service required like filter changes , ash cleaning etc.​

• 7 lakhs Kms/ 7 years Which is as per EUL Life requirement.​
• Suitable for what type of Gas engines ? – All type of Gas​
• If I retrofit a CNG system, do you sell this product for retrofit ? ​
  • You can connect with our DBU representatives for re-powering needs.​

OEMs prefer the Engine Brake over any other retarding tech due to its reliability, compactness, and cost. Historically bleeder and now Compression release or HPD are most promising for the future requirements of braking

• Compression Release (includes HPD® or High Power Density®), Bleeder Brake, Exhaust Brake​
• Depending on the performance needs, government regulations, engine architecture, etc., engine brake needs will be different for each engine. Exhaust brakes offer the lowest performance while HPD offers the highest performance. ​

Compression Release Engine Brake takes the load off the foundation brakes, turning your power-producing diesel engine into a power-absorbing air compressor using a compression-release mechanism. By providing supplemental braking power to the trucks, engine braking reduces the total cost of ownership of the truck and increases safety, while allowing the truck to meet regulatory requirements.

Commercial vehicles, vocational, long-haul, mining ​

When activated, when the engine is not fueling, the compression release brake opens the exhaust valves near the top of the compression stroke, releasing the highly compressed air through the exhaust system. The vehicle energy is used to push the engine to compress the air, but little energy is returned to the piston, as the cycle repeats, the energy of the truck’s forward motion is dissipated, causing the truck to slow down.​

While the engine brake was invented by Clessie Cummins, the patent was sold to the Jacobs Manufacturing Company in Connecticut, USA, and became the Jacobs Brake, nicknamed Jake Brake®.​

• Primarily regulation for the safety of the on-highway trucks.​
• Fast-developing road infrastructure​
• Urge from the market to reach any goods faster to its consumer.​
• Improves life service break and tyres and provides FE benefits​

Production timelines are under consideration.​

Safety on the downhills, longer life of brake liners, improved control of the truck on the road, improved braking efficiency, greater ability to control passenger vehicles​

Yes, it is launched in India and we are supplying to various CV manufacturers.​

Yes, it has been production since more than 60 years​

Volvo Eicher ​

Daimler, Caterpillar, CAMC, Detroit, DEF, Doosan​

Engineered for more than 60 years and manufactured about 10 M engine brakes. Robust built and nearly zero failures for several years.​

Every Jake Brake is developed for a specific engine during OEM engine development to maximize engine brake performance​

Equivalent to the OEM engine service schedule. However, there no specific service schedule for the brake​

Equivalent to the OEM engine schedule.

Engine Control Module

• 12x Fuel injector ( 6 boosted & 6 Unboosted), 48V/125W boosted supply​
• AIM injector​
• 6x Spark ignition driver​
• O2 heater sensing (1x wide band & 2x narrow band)​
• BLDC drive (Brushless DC)​
• H bridge drive​
• 3x Knock sensors​
• Communication: CAN, LIN, SENT​
• FuSa (Functional Safety) compliant Hardware​

• BS4 & BS6 Compliant ECM & Engine. ​
• Electrification products for Railway & military product​

School Bus, MD Truck, Recreational Vehicle etc.​

We have a wide range of ECM products. Timeline is under discussion. Pre-phase launch can be expected in year 2024​

Nope

Nope

No

Nope

• School Bus: Thomas bus, IC bus​
• MD Truck : Navistar, Paccar, DTNA, Hino, Isuzu,
• Recreational Vehicle: FCCC, Tiffin , Spartan​

• FuSA (Functional Safety) & Cybersecurity Compliant Hardware​
• Provides a module with NG, Propane and Gasoline features.​
• Combine function of multiple module into one module​

• FuSA & Cybersecurity Compliant Hardware​
• Provides a module with NG, Propane and Gasoline features.​
• Combine function of multiple module into one module​

No, it is used only with Cummins NG engines.​

There is no service interval. It is for the life of the vehicle.​

22,000 Operating Hours​

Exhaust Throttle Valve​

60mm diameter capable of handling wide range of applications (3.5L to 7L engines)​

Primarily for Thermal management and secondary for Exhaust Braking​

Butterfly valve rotating inside housing body precisely controlled by electric actuator [commanded by engine ECM]​

Butterfly valve, valve housing, electric actuator, coolant connector, shaft, coil spring and drive plate, Heat shield​

Providing thermal management [light off temperature] for after treatment especially in low load & low speed conditions. Can be benefitted as exhaust brake for specific applications & regulations​

On-highway & Off-highway​

Yes

Yes

TATA motors​

Chinese and European OEMs​

Low cost, high degree of standardization​

Yes, any application needing thermal management & exhaust braking​

Depending upon the duty cycle behaviour, which drives the life of rotating components​

Depends upon application duty cycle, demonstrated ~700K km on certain applications​

Addition of Motor Cartridge integrated with Stator and Super map width enhancement channel and Magnetic Rotor fixed to Turbo Shaft.​

Addition of an MGU (Motor Generator Unit) absorbs additional power from turbocharger and transfers it to engine. ​

On-Highway​

Improved transient response and BSFC (Brake-Specific fuel consumption) benefit​

Same as above​

No

No

No

DAF

Turbo is class leading technology for improving overall energy efficiency of system. 

Needs customisation in terms of connection​

Similar to regular turbo which is over the life of the engine