31 or performance and ask for their diesel hydraulic machine back. They want more power, they want to lift more, they want to do it faster, and that’s what this platform enables. “As well as this, we have developed several models of electric excavators and what comes next will really depend on what our customers value. We’ve been making diesel hydraulic for a long time and we’re going to keep doing it, but customers are asking for this kind of technology, so we’re going to monitor the market and respond appropriately.” The fact that Bobcat has managed to not only create this machine but also successfully commercialise it demonstrates a new opportunity for the construction industry. It may be just a small loader, but it shows there is the appetite and ability for electrification in an industry that many believed would struggle to expel the use of fossil fuels. The company has already developed a wheeled, skid-steer loader version, known as the S7X, which contains many similar parts. The differences are the drive system, leveraged from the well-designed existing drivetrain on the diesel-fuelled S76 skid-steer loader, and the replacement of the hydraulic motors with axial-flux motors instead of the ball-screw linear actuator. Honeyman is confident the lessons learned from the development of the T7X will filter through to some of the company’s other machines, and he explains: “It’s been a pleasure, from a design perspective, to work on an EV platform. A machine like this is based on power, wheels or tracks, motors, cables and software, and we can pivot that very quickly. “Currently, the electrical components are higher-cost items because they’re produced in lower volumes, so that is one area we need to look to improve on. We will also start to look at the layout, because by taking components from automotive or aerospace, we had to accept compromise on how they are packaged. “That’s forced us, a little bit, to design the machine around the size of the items currently available. When we get into next generations of this product, we will have designed components that will help optimise that platform. That was probably our biggest tradeoff technically: having to accept the components and materials that were available.” The company has now electrified two loaders – the T7X and S7X – and has developed multiple electric excavators, as well as an electric zero-turn mower. They are now looking to optimise the existing platforms using what they currently have, but also working on new components and lowering costs to enable greater volume production. Electrification is certainly showing its potential for this industry, but this is not yet the end of the road for dieselpowered machines in construction. In fact, Honeyman believes the new directions that have been pioneered on the T7X (and other electric machines) could also lead to improvements in existing diesel ranges. “We’re working with multiple battery and component manufacturers to optimise these electric platforms, but it will also travel the other way,” he concludes. “We’ve learned a lot, and we’ve seen some opportunities to potentially take some of the electrified components and use them on diesel hydraulic machines in some areas. “Electric actuation is a great example. We could apply that approach to different parts of our line-up and still be diesel hydraulic primarily. I think you’re going to start seeing that as well. We’re going to monitor what we have developed, continue to look at ways to implement new innovations, and ultimately use it to create many new improved models.” E-Mobility Engineering | March/April 2025 Specifications T7X Compact Track Loader Rolling chassis: Length without attachment: 117.6 in Width: 78 in Height: 81.5 in Operating weight: 12,590 lb Motor: permanent magnet (brushless) Power: 100 bhp Battery: 72.6 kWh lithium-ion battery Charging: 12-hour charge time with 240 V, 40 A outlet Suspension: Solid-mounted undercarriage The electrification of the construction industry is coming, but not yet for all vehicles
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