Yes. The ban applies to new car sales, not to vehicles already on the road.

Calatherm works with vehicle and equipment manufacturers to develop thermal solutions from individual heat exchangers to integrated cooling packs. Support covers desktop study, rapid prototyping, real-world testing in our hot cell, and on-time production and delivery.

Thermal modelling assesses heat exchanger sizing, airflow, fan selection, pressure drop and cooler stacking, and can compare layouts before prototypes are built. Testing under representative conditions then confirms the complete system works in practice

OEMs balance cooling performance with package size, weight, fan power, noise, durability, serviceability and cost. The aim is to meet the required thermal performance without over-engineering the system.

No, because poor cooling can also come from low airflow, excessive restriction, hot air recirculation, blocked fins or incorrect coolant flow. A deeper radiator can even make matters worse if it increases resistance and reduces airflow.

The order, depth and position of each cooler affects overall performance; a condenser ahead of the radiator, for example, adds airflow restriction and raises the temperature of the air reaching it. The components should be designed together as one system.

An open fin pitch resists fouling and is easier to clean than a dense one, though it trades off some heat transfer performance and package size. Materials should also withstand vibration, corrosion and physical damage, with service access for regular cleaning.

Steady-state cooling assesses whether a system can continuously reject a fixed heat load, while dynamic cooling looks at how temperatures behave as loads rise and fall. Short peaks can be absorbed by thermal mass, but repeated peaks can gradually raise temperatures if the system cannot recover.

Installation adds restrictions such as limited frontal area, grilles, guards and ducting, which reduce airflow and change fan performance. Poor air sealing also lets hot discharge air return to the front of the pack, raising inlet temperature.

Add the heat rejection from each source; for example, 110 kW engine coolant, 45 kW charge air, 20 kW transmission, 25 kW hydraulics and 10 kW condenser gives a combined 210 kW. This is only a starting point, as peak load timing, cooler positioning and operating temperatures must also be considered.

Higher ambient temperature reduces the temperature difference between coolant and outside air, so the system rejects less heat. Air reaching the radiator can also be hotter than ambient if it has passed through other coolers or recirculated in a restricted engine bay.

No, because two engines with the same rated power can reject different amounts of heat, and maximum heat rejection may occur at a different operating point from maximum power. Rated power shows what the engine delivers; heat rejection data shows what the cooling system must manage.

Heat transfer can be expressed as Q = ṁ × Cp × ΔT, where Q is the heat transfer rate, ṁ is coolant mass flow, Cp is specific heat capacity and ΔT is the temperature rise. This validates the heat carried by a circuit but does not size the radiator on its own, as airflow, core design and installation still matter.

Typical data includes maximum coolant and charge air heat rejection, coolant flow rate, maximum coolant outlet temperature, air mass flow, pressure drop limits, and engine speed and load data. It must relate to the specific engine model, rating and emissions configuration being installed.

A cooling pack may need to manage heat from the engine coolant, charge air, transmission, hydraulics, air-conditioning condenser, and fuel and other auxiliary circuits. The heat load should be assessed for the whole machine, not the engine in isolation.

Heat rejection is the basis of any cooling system or radiator sizing calculation. The key question is not how much power the engine produces, but how much total heat the cooling system must reject under the most demanding conditions.

Engine heat rejection is the thermal energy that must be removed from an engine and its associated systems to keep temperatures within optimal limits, usually expressed in kilowatts (kW). It leaves the engine through the coolant, exhaust, charge air, oil and surrounding air.

Yes. When you design at system level, you can often remove redundant components, simplify operating modes, reduce interfaces and leak paths, and standardise architectures across variants. That can lower bill of materials, assembly time, validation effort, and warranty exposure, especially when scaled across a platform.

Stability reduces thermal cycling and sharp gradients, which are key drivers of fatigue and ageing. A stable system can help extend the life of seals, joints, connectors, electronics, pumps and compressors, and it supports more consistent battery ageing across a pack.

Modern platforms have more high-density heat sources (batteries, power electronics, motors, fuel cells and chargers), tighter temperature windows, faster transients (fast charging, rapid warm-up), and harsher packaging constraints. They also need to perform consistently across a wider range of duty cycles and ambient conditions.

Component-based systems often become a patchwork of add-ons. As more loops, valves, sensors and operating modes are introduced, integration risk increases, controls become more reactive, and the  complete  system can end up less stable and less efficient than intended, even if each component meets its own specification.

It means designing the thermal architecture, controls, and validation together as one integrated system, focused on overall outcomes like stability, efficiency, durability and cost. It does not necessarily mean a single loop, but it does mean the loops work together as one strategy.

Dust, chaff and debris can block fins, restrict airflow and reduce heat rejection. Fine particles carried at high speeds can also erode fins and cores over time.

Bar and plate construction provides a strong, durable core structure that is well suited to heavy-duty applications exposed to vibration, abrasion and regular cleaning.

Crushing and screening machines often work in dusty, abrasive and high-temperature environments, where fouling, airflow restriction and component wear can quickly reduce cooling performance.

A cooling pack is an integrated thermal management assembly that can combine components such as a radiator, charge air cooler, expansion tank, fan, brackets and pipework into one system.

Vehicles powered by an Internal Combustion Engine, which burns fuel (like petrol or diesel) inside the engine to produce energy for movement.

Trends include increased electrification, smarter controls, integration, and improved efficiency under stricter regulations.

Waste heat recovery systems capture excess heat and convert it into usable energy, improving overall efficiency.

Challenges include managing high heat loads, maintaining reliability, and integrating systems within tight vehicle packaging constraints

Cooling systems must be sized and controlled to perform across a wide range of temperatures, loads, and duty cycles.

Coolant loss can be caused by leaks, evaporation, or internal engine issues like a blown head gasket.

Thermal management improves fuel efficiency by keeping the engine at its optimal temperature, ensuring fuel burns more effectively and reducing energy losses.

Most ICEs are designed to operate efficiently within a specific temperature range, typically around 90–105°C, where fuel combustion and emissions are optimised.

Effective thermal management prevents overheating and excessive wear, while helping the engine operate at its most efficient temperature range.

Thermal management in an ICE refers to controlling engine temperatures to ensure optimal performance, efficiency, and durability.

Air cooling uses airflow (natural or forced) to carry heat away from a component. Liquid cooling uses a fluid (such as water or coolant) to absorb and transport heat more efficiently than air. PCM (Phase Change Material) cooling absorbs heat by changing phase (usually solid to liquid), storing thermal energy during the transition without a large temperature rise.

Dielectric cooling is a method of removing heat using a non-conductive (electrically insulating) liquid, allowing electronic components to be cooled directly without causing short circuits.

A centralised system relies on a single main point of control or processing, whereas a distributed system spreads control and processing across multiple interconnected units working together.

Integrated = thermal management is embedded in the vehicle’s wider systems

Complete = thermal management is delivered as a full, standalone solution

An integrated thermal system is where thermal functions are combined with other vehicle systems or packaged into a shared architecture.

A complete thermal system is a standalone, self-contained thermal solution that delivers all required heating and/or cooling functions on its own.

It refers to any component or effect that consumes power from a system while not directly producing useful output.

Phase-change materials absorb or release heat to stabilize battery temperatures during peak loads or extreme weather conditions.

Common systems include liquid cooling, air cooling, heat pumps, and advanced control algorithms to balance heat across batteries and motors.

An integrated thermal system combines HVAC, battery cooling, and HV component management.

Thermal systems often use heat pumps or phase-change materials to store thermal energy from motors or batteries during operation, releasing it during idle periods to maintain cabin temperature efficiently.

Thermal systems often use heat pumps or phase-change materials to store thermal energy from motors or batteries during operation, releasing it during idle periods to maintain cabin temperature efficiently.

Common issues include battery overheating during fast charging, reduced cabin heating efficiency in cold weather, and managing heat from power electronics under heavy load. Passive and active cooling solutions help address these.

Heating systems should be inspected and serviced at least once a year, or according to the manufacturer’s recommendations.

Heat recovery captures waste heat from engines, batteries, or HVAC systems and reuses it for cabin heating, pre-heating fluids, or other processes. By recycling energy that would otherwise be lost, it reduces fuel or battery consumption, lowers operating costs, and improves overall system efficiency.

Auxiliary heaters supplement heat pump systems in very cold conditions, often using resistive heating elements when heat pump efficiency is insufficient.

PTC (Positive Temperature Coefficient) heaters are electric resistance heaters that self‑regulate to prevent overheating but use more energy. Heat pumps transfer heat from outside or other components and are more energy efficient.

EVs do not produce abundant engine waste heat, traditional resistance heaters drain battery power. Heat pumps transfer existing heat, reducing energy use and extending driving range.

Resistive (electric) heaters generate heat by passing electrical current through a resistive element, similar to a space heater, and blow the warmed air into the cabin via the HVAC system.

A battery heat pump is used when a vehicle needs efficient heating for both cabin and battery, helping cold-weather performance and charging speed.

Heat pumps help EVs extend range by using less energy for heating compared with resistive heaters, especially in cold weather.

A heat pump transfers heat rather than generating it directly. It can heat or cool the cab and, in EVs, improve energy efficiency.

A thermal system manages heat across the vehicle, while a ventilation system controls airflow, air quality, and cabin comfort. Both work together to maintain efficient operation

An excavator thermal system manages heat generated by the engine, hydraulics, and auxiliary components. It integrates cooling, heating, and ventilation to maintain optimal performance, protect HV components, and ensure operator comfort in harsh construction environments.

Thermal management protects the drive train by controlling heat generated during operation. Proper thermal solutions improve efficiency and reliability in EV vehicles, H2 vehicles, and heavy commercial transport.

Thermal management systems can be active or passive. Active systems use liquid cooling circuits, fans, pumps, and heat pumps to control temperature. Passive systems use heat sinks, heat pipes, or phase-change materials (PCM). Many commercial vehicles, buses, and heavy machinery use hybrid solutions combining both methods.

OEMs design modular thermal systems with flexible cooling packs, liquid loops, and HVAC interfaces. This allows scaling for higher-capacity batteries, additional HV components, and upgraded drive trains in On-Highway and Off-Highway buses, trucks, and heavy machinery.

OEMs design modular thermal systems with flexible cooling packs, liquid loops, and HVAC interfaces. This allows scaling for higher-capacity batteries, additional HV components, and upgraded drive trains in On-Highway and Off-Highway buses, trucks, and heavy machinery.

A thermal management system consists of heat exchangers (radiators, oil coolers), liquid cooling circuits with pumps and valves, fans, HVAC systems, thermal insulation, and control modules to regulate temperatures. These components work together to manage heat from engines, batteries, power electronics, and the cabin.

Vehicle thermal management is the control of heat across the cab, powertrain and auxiliary systems. It’s crucial for performance, efficiency and component life.

By keeping key components within their ideal temperature range, an automotive cooling system improves reliability, efficiency and uptime.

Bus air conditioning prioritises fast recovery with frequent door openings, while coach HVAC focuses on steady comfort for long journeys with consistent airflow.

On-Highway vehicles focus on efficiency and comfort, while Off-Highway vehicles require robust heating cooling systems designed for harsh environments. Eg, dust, vibration, and extreme temperatures.

A vehicle cooling system removes excess heat from engines, batteries, and HVAC components. It is essential for maintaining safe operating temperatures in heavy vehicles and mobile equipment.

Look for proven engineering expertise, custom design capability, durability testing, integration support and reliable aftermarket service — especially for low-volume or specialist vehicles.

Yes. Tractor air conditioning must handle high solar loads, dusty environments and slow-speed operation while staying easy to maintain.

HGV air conditioning is engineered for high heat loads from big glass areas, long operating hours, stop-start routes and varying ambient conditions.

Automotive HVAC covers heating, ventilation and air conditioning together. It manages temperature, airflow, filtration and demisting, not just cooling.

A vehicle air conditioning system uses a refrigerant loop — compressor, condenser, expansion device and evaporator — to move heat out of the cab and expel it to ambient air.