MINING TRUCKS
The pilot marks Cummins’ first deployment of a retrofitted 300-ton( 291 t) Komatsu mining haul truck into daily operation using a retrofit hybrid solution powered by its First Mode technology, Cummins added in a press release.
Designed as a retrofit kit for existing ultra-class mining haul truck fleets, the Cummins First Mode hybrid system integrates a Cummins QSK60 diesel engine with a modular, interchangeable high power electric battery system. Regenerative braking captures energy generated during loaded downhill hauls and stores it onboard, while intelligent control software seamlessly manages power flow between the engine and battery to optimise efficiency, reliability and performance across the full duty cycle of the truck.
It reduces fuel use and emissions by up to 25 % and requires no new infrastructure plus it leaves the existing drivetrain fully intact and ensures continuous operations even when the hybrid system is inactive. Finally, it includes fuel savings reporting tools and enables seamless upgrade to zero-emissions solutions later on. The kit is available for the 930E and 830E today, and consists of a DC / DC converter, battery back, battery management system, control cabinet integration and supporting hardware.
Operating under real haulage conditions at elevations exceeding 4,000 m, the hybrid electric system demonstrates that hybridisation can deliver measurable efficiency improvements without disrupting production, Cummins says. At Caserones, the extreme conditions of the Andes and steep haul profiles provide an ideal proving ground for regenerative energy capture and reliable performance in a demanding mining environment.
Cummins First Mode chaired a panel discussion at The Electric Mine 2026 that showed just how far the company and technology has come – from a technology demo in 2025, to commercial testing at Caserones in 2026. Shortly after that example, Antofagasta Minerals also had its retrofit kit installed and running at Los Pelambres mine, while a project is also underway with Codelco Andina.
Molly Puga, General Manager of First Mode, reminded the audience that even in 2025, the hybrid system was still a test program in Seattle, Washington, but that with the Caserones and other projects in 2026, things have now shifted from promise to performance. The next stage will be scaled commercial retrofits from 2027 then first factory fit introduction potentially from 2029.
AMSA Decarbonisation and Energy Efficiency Manager Loreto Maturana stated:“ The objective of this pilot is to test, the evaluate the technology in a real mine operation. For that we decided to have
54 this trial in a copper mine in Los Pelambres that is.. at high altitude, with snow in the winter, in a full operative truck. First of all we evaluated the technology in the proving ground, after we... conducted a full risk assessment to identify, assess and mitigate any potential risk. And when we felt comfortable with the technology, we moved forward with the pilot. So far, we have seen some benefit and also captured some lessons learned, and we are in the process also to improve our approach.”
What factors are influencing AMSA’ s decision to scale the tech? She said that it needs to evaluate and assess how the tech can improve the truck performance safely and of course economics are key; but it must also be easy to scale- so modularity, digitalisation, verification of diesel consumption are all important points. She added:“ You don’ t want to affect the business so you cannot take out trucks in parallel to conversion. So the planning to convert the fleet needs time.” At the same time she argued that as soon as you start, the sooner you can get the benefit and that with current diesel prices and volatility- it is a good time.
The big advantage of the real trials is running time- at the First Mode Centralia proving ground the hybrid can run for six to eight hours a day- at Los Pelambres, a working site, the truck is running 22.5 hours a day. First Mode Technical Director Krunal Desai:“ So its getting dirty, its getting pressure washed, its being subject to maintenance and operations. Its just getting a lot of run time on it, so we are seeing where things are getting dirty, where cables are getting loose and just a lot of learnings... and so that’ s already helped drive decision making for version two.”
He added on planning for future system serviceability:“ It is currently optimised for maximising truck uptime above all else. Going forward, [ the focus } is how do we define our replacement parts, and how do we minimise the service window if you do need to change a battery or need to change a component.”
U & M’ s RePower moving to trials
U & M like Thiess is a big contractor – the largest in Brazil with 250 large mining trucks in its fleet – so again, the ability to hybridise its own fleet but also to be able to offer a hybrid solution to its customers would be a major win. It is also a way for U & M to bring in electrification without having to make huge investments in new trucks. It has been working on the hybridisation of an older 730E Komatsu truck in its fleet for about six years now in a project now dubbed RePower.
The project progress was reviewed at The Electric Mine 2026 in presentation by U & M Project Coordinator Lucca Machado and ABB’ s Global Sales Manager Flavien Berthold.
In 2020 U & M’ s Innovation Department started testing batteries to see if they could be used to store and discharge energy wasted on diesel electric trucks. A truck like the 730E may consume around US $ 500,000 annually in fuel. So any reduction is highly significant.
The RePower kit includes a DC / DC converter, new power electronics, new hydraulic tank to free up space, new harnesses, cooling system and high power battery. The first proper full prototype completed mechanical stress testing with the battery pack installed at U & M’ s proving ground, and then moved to a customer minesite to begin operational trials, which began in June 2026.
This particular 730E was bought by U & M in 2016 and already had 36,000 hours in Western Australia – it has since worked at two Vale sites and one other site in Brazil and now has 50,000 hours of run time. Following this hybridisation project, which is effectively a form of midlife rebuild, it is fully expected for the truck to run for another 50,000 hours. This upcycling is right at the heart of U & M’ s business as a contractor in terms of long term truck asset value.
The choice of non-plug-in hybrid trucks was driven by technical and geographical reasons. Brazil has varied mine topography, which is ideal for energy recovery, as this
Prototype hybridised Komatsu 730E retrofitted by U & M at customer site in Brazil where testing commenced in June 2026
International Mining | JULY 2026