Dynapac XD25 110C: Road Paver Flagship with Stage V in First Practical Test

Dynapac has tested its new large-scale paver generation XD25 110C in its first practical application. The machine marks the Swedish manufacturer's entry into the Stage V era for road pavers over 25 tons. The XD25 110C replaces the previous SD2500CS and aims to compete against established competitors from Vögele, BOMAG, and Ammann with optimized drive technology, higher output capacity, and reduced fuel consumption.

Stage V and new engine technology

The focus of the new development is the switch to the EU Stage V emissions standard. Dynapac relies on a 6-cylinder diesel engine with SCR catalyst and diesel particulate filter. According to the manufacturer, the output is around 190 kW, which corresponds to just under 260 horsepower. This is comparable to the Vögele Super 1800-3i, which operates at 180 kW, but significantly below the 250 kW of the BOMAG BF 900-2. For operators, this means: The XD25 110C positions itself in the upper midrange, not in the absolute high-end segment.

Stage V technology not only brings lower emissions but also higher operating costs due to AdBlue consumption and additional maintenance. According to its own statements, Dynapac compensates for this through optimized fuel consumption. Compared to the previous model, diesel consumption is said to have fallen by 8 to 12 percent. At a typical annual performance of 1,200 operating hours and consumption of about 18 liters per hour, this would mean savings of around 2,000 liters annually. At a diesel price of 1.30 euros per liter, this corresponds to a cost reduction of 2,600 euros per year.

Paving width and depth capacity

The XD25 110C achieves a maximum paving width of 11 meters with hydraulically extendable screed. The standard screed works with 3 to 7.5 meters, with extension screeds up to 11 meters is possible. This is industry standard for this weight class. The Vögele Super 1900-3i also achieves 11 meters, while smaller models like the Dynapac SD2500CS are limited to a maximum of 9 meters.

The maximum paving depth is 30 centimeters in one pass, typically 8 to 15 centimeters in highway construction. According to the manufacturer, the theoretical paving capacity reaches up to 1,100 tons per hour at a work speed of 2.5 meters per minute. In practice, this depends heavily on material delivery, layer thickness, and asphalt temperature. Those working with constant truck delivery can achieve 600 to 800 tons per hour under optimal conditions.

Hydraulic system and control

Dynapac has redesigned the hydraulic system. The new generation works with a load-sensing system that builds oil pressure only when actually needed. This reduces engine load and lowers fuel consumption. In conventional systems, the hydraulic pump runs continuously at full capacity, even when only a few functions are active. The load-sensing system adjusts pressure dynamically and saves up to 10 percent energy according to Dynapac.

Machine control is via a 12-inch touchscreen display in the operator's cab. The system displays paving speed, material temperature, screed height, and cross-slope in real time. An optional GPS machine control enables automatic height adjustment according to digital terrain models. For highway construction sites with tight tolerances of a few millimeters, this is now standard. Those who forego GPS work with leveling lasers or manual ski control.

Competitive comparison and positioning

In the market for large-scale pavers over 25 tons, Joseph Vögele dominates with the Super series, BOMAG with the BF models, and Ammann with the AFT machines. Dynapac has so far been more present in the mid-range segment with the SD2500CS, which has an operating weight of around 22 tons. The XD25 110C moves up to the next league with 25 to 27 tons.

According to industry information, the price is around 320,000 to 380,000 euros, depending on equipment and screed width. A comparable Vögele Super 1800-3i costs about 360,000 to 420,000 euros. Dynapac thus positions itself slightly below this price-wise, which can be attractive for operators with smaller fleets. The payback period depends on utilization. At 1,200 operating hours per year and a paving capacity of 600 tons per hour, that's 720,000 tons of asphalt. At a billing rate of 60 cents per ton, the machine generates 432,000 euros in annual revenue, less operating costs of about 180,000 euros for diesel, maintenance, and the operator.

Field test and initial assessment

The first field test took place, according to the manufacturer, on a highway construction site, without specific location information. The machine was tested with a 7.5-meter screed at a paving speed of 1.8 meters per minute and a layer thickness of 10 centimeters. This corresponds to a paving capacity of about 450 tons per hour, typical for wearing courses in highway construction.

No long-term experience is yet available regarding downtime and maintenance intervals. Dynapac specifies a maintenance interval of 500 operating hours for the SCR catalyst and the diesel particulate filter, comparable to other Stage V machines. AdBlue consumption is about 5 percent of diesel consumption, or about 1 liter per hour. At 1,200 operating hours annually, that's 1,200 liters of AdBlue per year, costing roughly 600 euros.

Electrification not yet an issue

Unlike excavators and wheel loaders, large-scale pavers currently have no production-ready electric drives. The energy requirement of 150 to 200 kW over 8 to 10 hours of operation requires battery capacities of 1,500 to 2,000 kWh. This corresponds to about ten times that of an electric 20-ton excavator. Charging infrastructure is currently not available on highway construction sites, and battery costs would double the machine price.

Dynapac makes no statements about electrification plans in the product announcement. Other manufacturers like BOMAG and Vögele are testing electrically heated screeds and hybrid drives for propulsion, but do not yet offer fully electric machines. For the next 5 years, Stage V will remain the standard in the large-scale paver segment. For more on developments in electrification of construction sites, see our topic portal.

Availability and outlook

Series production of the XD25 110C is scheduled to begin in the second quarter of 2025. First deliveries are planned for summer. Dynapac is focusing on the European market, where road construction companies are increasingly required to switch to Stage V-compliant machines. Older machines can no longer be newly registered in many EU countries from 2026 onwards, which is driving demand for Stage V pavers.

Whether the XD25 110C can hold its own against established competitors from Vögele and BOMAG will become clear in the next 12 to 24 months. Downtime, service costs, and availability of spare parts are crucial. Those investing now should wait for reference projects and long-term experience. For operators who already have Dynapac rollers or pavers in their fleet, the machine can be interesting through synergies in service and spare parts. For more information on current paver deliveries, see our article on Dynapac SD2500CS and F1250CS at Dallmann.