Diesel International 2020-08


It’s the summertime and we’re going to show you what is happening on the rivers, seas and oceans.
PG: Baudouin PowerKit Gas engines on the ground, Kohler Power on the boats. Isotta Fraschini and University make ‘IFuture’ true.
SCR: a ghost, a nightmare, an unwelcome guest? Anyway, it’s pure reality. We made some questions to boat engineering experts and trucks specialists, the first to improve SCR in the industrial field. On the cover Nanni Energy in Blue. We interviewed Amalia Festa, Nanni’s CEO.
Venice, the place to be. In a cleaner way, together with Vizianello Shipyard, Hyundai Seasall and SOCOGES, Huracan Power and Mercury.
100 HP diesel engines. Are they a bridge to a near hybrid future?
APPs: Nothing about the Internet. We’re talking about Monte Carlo Yachts and MAN and a wooden boat powered by Scania.
To be a worker of the sea you need broad shoulders. Niigata, one of the brands of IHI Power Systems, responds to the sketch.
Alamarin builds a perfect triangle with Baudouin and ZF Marine.
What do you think when we mention the word ‘Techno’, referred to the sea technology? Siemens, Vanzetti Engineering, Patrini, ZF and Torqeedo, Powerbox, Yanmar Marine and Toyota will give you an answer.

More info: https://www.diesel-international.com

FPT F28 Diesel of the year 2020 - Interview: Nanni Energy CEO -

Report: SCR - Fish-Eye: MCY and MAN V8 - Comparisons: 100 HP

Hybrid: Hyundai Seasall, Huracan, Mercury - Niigata - Kohler Power





ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)

Art. 1, subsection 1, LO/MI


August 2020

Give your engine

the best chance of

working for you during

the tough times.

Use Genuine Perkins parts.






FPT Industrial F28 is the new ‘Hercules’




PowerKit gas engines


The centenarian since 2007 with Kohler Engines



They still can say: ‘Mare Nostrum’

24. SCR

From the road to the water



CEO Amalia Festa’s point of view



In Venice with Vizianello and Mercury


30. 100 HP

Is it a target for hybridization?

FNM Marine,


Steyr Motors,

VM Motori,

Volvo Penta,

Yanmar Marine



MCY 70 Skylounge with MAN V8-1300



A wooden boat? Scania likes it



Two interesting applications



Speaking with Baudouin and ZF Marine


6. Automotive 10. Newsroom

44. Techno (Siemens, Vanzetti Engineering, etc.)


Yanmar and Toyota Motor Corporation

have signed a memorandum of understanding to develop

a hydrogen fuel cell system for maritime applications

based on hydrogen fuel cell system components






The cooled EGR is conceptually similar to 3.4 and 3.6

liter engines but features a specific layout and path

integrated into the head for greater compactness.

For power ratios above 56 kW (NOX 4.6 instead of

0.04), light EGR is enough to manage nitrogen oxides.

An additional runner (the fifth one) is placed in the

exhaust manifold to intercept gases before they enter

the turbine.

Then, the internal passage to the cylinders head,

tangent to a water shirt, where the first thermal

exchange between water and gas takes place, which

subsequently enters the EGR valve on the hot side.

Finally in the cooler, where it is further cooled and

enters the intake manifold. Being directly connected to

the engine block, It has no outer pipes.

Hercules: «He’s a Roman hero and god

(Heracles, for Ancient Greeks). In classical

mythology, Hercules is famous for his

strength and for his numerous far-ranging

adventures.» (Wikipedia)

he F28 by Fpt industrial,

Diesel of the year 2020, is a

project that was born a long

time ago and looks forward.

We asked Umberto Gammieri,

Head of F28 platform, which are the

needs that drove its development.

We needed to meet high torque demand

at low engine speed, fast transients

and high power at high rpm,

while meeting strict dimensional

constraints. The right displacement

is the key to meet this mix of requirements.

What obstacles did you have to

overcome in the design phase?

Designing a 4-cylinder featuring the

same dimensions of a 3-cylinder was

the rst challenge we faced. Choosing

the right bore–stroke ratio to

FPT’s F28 platform was

born from the need for

a compact powertrain

for the worldwide

market. The right

bore-stroke ratio, the

engine shaft, the bridge

between the cylinders

are the design inputs

of an engine that,

using a mythological

metaphor, we might

call the Hercules of

super-compacts. Our

interview with Umberto


achieve the required performance

had to be compatible with the size

of the engine. We did an important

work on the engine shaft, optimizing

the bench pins, this brought us bene-

ts on the engine frictions. Another

challenge was working on the bridge

between the cylinders. It took several

optimizations to nd the right compromise

between the deformation of

the cylinder rods and the coupling

with the piston and the rings to reach

an oil consumption aligned with the

best FPT engines.

What fantastic character would you

identify with the F28?

I’d say Hercules, the quintessential

symbol of strength. In addition to

being powerful, our F28 also stands

out for its compactness.

What are the most innovative characteristics

of the F28?

The three main features are compactness

and performance, multi-fuel,

ready-for-electri cation. We worked

on the diesel core-engine looking

for high torque at low rpm and small

size for installation on compact machinery.

Speaking of the gas version,

stoichiometric combustion, no Egr,

multi-point injection, proprietary

combustion control to ensure emission

reduction and performance. We

changed the top of the engine. The

head features a speci c design for

compatibility with the injection sy-

stem and a different swirl level than

diesel. Finally, with regard to electri-

cation, we embraced a scalable approach

and an integrated solution to

ensure compactness. The system uses

an integrated PT control architecture.

Its benets are increased ef ciency,

transient performance improvement

for e-boost, optimized start-stop management

logic, enabler for smart auxiliaries.

What about the mechanical setup?

The engine shaft is made of steel for

packaging and pressure issues. The

cam shaft lies in the engine block to

keep the engine lower. The transmission

chain features a cascade distribution

of gears, so users, especially in

agriculture, can take full advantage of

the 210 Nm of PTO.






BMW alternatives? Full-electric,

hydrogen and... hybrid as well

liver up to 10 injections per cycle.

This results not only in a record

maximum torque, but especially in

its availability between 1,750 and

2,250 rpm, while maximum pow-

In Bavaria, the

mild-hybrid is still

considered part of the

‘eco-friendly’ family.

BMW also used it on

its X3 and X4 SUVs.

The 48-volt system

is coupled with the

340 HP, 700 Nm,

6-cylinder in line twin

power turbo, featuring

two-stage variable

geometry turbine and

2,700 bar common rail

t was 2007 when BMW launched

the EfficientDynamics project,

which produced models such

as the electric city car i3 with

carbon fiber body in 2013, and the

sports sedan i8 in 2014. The Munich

based company focused not only on

alternatives to cars with endothermal

engines, and today it can boast

the extension of mild hybrid technology

with 48-volt starter engine

for both 4-cylinder diesel engines

of the 3 and 5 series, X3 and X4,

as well as twin power turbo six-cylinder

engines mounted on the 340d

sedan and the X5 and X6 SUVs in

the xDrive 40d versions. Delivering

340 HP and 700 Nm, BMW’s new

three-litre turbocharged six-cylinder

was developed as a premium

diesel range option, orphaned by

Porsche, thanks to the use of a twostage

variable geometry turbine

combined with a 2,700 bar piezoelectric

injection system able to deer

is reached at 4,400 rpm. Torque

and power are delivered on both

models thanks to an 8-speed steptronic

transmission. The two-stage

exhaust and NOx after-treatment

system is also completely revamped

to meet Euro 6d regulations: there

is now an SCR catalyst on the DPF

just close to the engine; a second

unit is placed after the exhaust of

the SCR system near the engine.

Euro 6d compliance and consumption

reduction are also the result of

the mild hybrid at 48V featuring a

starter engine that delivers an extra

11 HP, allowing an efficient

handling of load changes when the

engine’s Auto Start Stop feature is

activated: in fact, in deceleration,

the six-cylinder automatically shuts

down at speeds less than 15 km/h

entering the coasting function and

using the residual kinetic energy to

recharge the additional battery of

the hybrid system.






Everything was set up for an outstanding presentaon at MEE 2020 in

Dubai, before the Covid-19 outbreak changed the company’s plans, giving

up their parcipaon, placing rst the health and safety of their staff

and customers. There, Baudouin was supposed to introduce the new

PowerKit Gas, available across a range of eight engine models. All these

are electronically controlled and CHP ready, with power outputs between

63-1750 kVA 50Hz and 63-1400 kVA 60Hz. Along with the new gas engines,

a trio of newly-developed diesel engines have been launched: the 4M06

model, addressed to telecom applicaons, has a 2.4 liters displacement,

four cylinders and delivers 18-35 kVA ESP at 50Hz. The 8M21 diesel engine

offers 450-660 kVA at 50Hz, followed by a 50/60Hz switchable model

available later this year. Finally, the 20M33 engine will be released to market

next year delivering 2000-2500 kVA across PRP, DCP and ESP rangs.

Baudouin 12M55

gas engine with 12

cylinders and up to

1,750 kVA power

output. Right, the

new 4M06 diesel

engine for telecom


audouin approaching the gas

engine market is quite a big

news. We couldn’t talk to

them at MEE 2020, due to the

coronavirus outbreak that did not allow

the company to take part in the

exhibition, but we had the opportunity

to go into details with Richard Flynn,

Product Planning & Development Director

at Baudouin.

Did you choose lean burn or stoichiometric

injection? Why? What

kind of coils did you choose?

Lean burn engines t the expected

pro le of our initial gas customers

who are looking for products offering

extended running hours, competitive

TCO, high ef ciency, and

low exhaust emissions, all with the

potential to incorporate co- and

tri-generation technologies.

By burning a lean mixture of fuel

and air, our gas engines can significantly

reduce the combustion temperature

and emit up to four times

The brand-new

Baudouin PowerKit

gas engines include

eight different models,

developed to accept

biogas and alternative

gases. The range

spans from 50 kWm

up to 1.5 MWm and

is tought for a broad

range of applications

less NOx than a comparable diesel

engine. As a result, we achieve a

high-power output and a reduced

carbon footprint which will help

meet local emissions standards

while delivering constant and reliable


Are gas engines available also for

biogas and alternative gases?

Our PowerKit Gas engines are developed

to accept biogas and alternative

gases, as we know this is going to be

one of the major developments over

the next decade. Operators are using

more diversied sources of gaseous

fuels and embracing cogeneration

systems (also known as Combined

Heat and Power, CHP) in their quest

for more sustainable, ef cient energy

solutions. CHP not only drives high-

er ef ciency and reduces operating

costs, but also helps customers in

agriculture, hospitals or wastewater

treatment comply with emissions


In some countries, using CHP systems

even allows the user to earn carbon

credits, which can be utilized to offset

other emission sources.

How did you choose the engine ratings?

What are the most popular

power levels for stationary gas engines?

The ratings were de ned to solve most

of our customers’ needs, from low kVA

requirements to several megawatts

of continuous power with a high ef -

ciency output. The range spans from

50 kWm to 1.5 MWm, which covers

a wide range of applications such

as industrial plants, supermarkets,

hospitals, agriculture, and more. In

the same way that we are continuously

improving our Diesel PowerKit

range, we will continue listening to

our customers to deliver additional

ratings or adapted models if we see

that there is a high demand for other


Are the gas ones the same engine

blocks of the diesel versions?

The new gas engines share the same

engine block design as our diesel

engines that have proven their reliability,

durability and high-power

density in both the harsh marine and

powergen environments. This makes

our gas-fueled engines a competitive

choice for OEMs in the prime, standby,

peaking and cogeneration power

market, scalable to the customers’

needs and locations. For OEMs using

both diesel and gas engines, utilizing

a single engine block design makes it

possible to rationalize common spare

parts and provides economies of scale

for their parts inventory.

Did you schedule some marine applications,

i.e. for shing boats?

Baudouin is taking our environmental

responsibilities seriously, as such

we were the rst EPA IV and IMO

III marine solution provider between

440-1214 kW. The development of gas

products for marine is under constant

evaluation. Marine and power generation

engines share the same block

design and major components, so applying

the gas technology to the marine

blocks will not be difcult for us.









The agreement with

the Politecnico di Bari

is another step within

Isotta Fraschini Motori’s

relaunch program.

The foundations of IFuture

have been laid at the end

of June

Giuseppe De Bono, Fincantieri

CEO: «Don’t be afraid of the future.

Those who are afraid may not have a


he future is built from the

present. The foundations

of IFuture have been laid.

On June 29th, at the headquarters

in Bari, Southern Italy,

Isotta Fraschini officially appeared

beyond the first of the three phases

of the relaunch, the one known as

‘back to the basics’.

In correspondence with the 120 years

of Isotta Fraschini, conceived in

1900 in Milan and for half a century

excellence in the car passenger

sector (the luxury cars during the

first half of the Twentieth century),

agreements were signed with

the Politecnico di Bari for the three

PhD projects, each lasting three

years. The professional profiles of

these projects will integrate IFM’s

R&D expertise to support the next

two stages of the revitalization program.

IFuture, therefore, also goes

this way. As Giuseppe De Bono,

CEO of Fincantieri, said: «Don’t be

afraid of the future. Those who are

afraid may not have a future».

“Strategies and methods for predictive

maintenance and remote

monitoring of power generation

systems”. The project, which

will be under the aegis of the Department

of Mechanical Engineering,

Mathematics, Management

and IFM, aims to develop the study

of innovative predictive maintenance

methodologies, made possible

by technological innovations

such as Internet of Things (IoT)

and CMMS.

“Hybrid-electric propulsion systems

for marine applications”.

The project, which will take place at

the Department of Electrical and Information

Engineering and IFM, will

focus on the study and development

of a hybrid propulsion system based

on innovative technologies able

to minimize operating costs, consumption

and emission of greenhouse

gases into the atmosphere.

“Intelligent power management

systems”. The project will take

place in the laboratories of the Department

of Electrical and Information

Engineering and IFM.

It will address the study and development

of new methodologies and

tools for the design of management

systems with a view to optimizing

overall efciency through remote

monitoring technologies and forecasting

models of both energy production

and demand, based on articial

intelligence (AI) techniques and Industry

4.0 technologies, such as virtual

reality and IoT.

Need a reliable boat? Make sure it’s powered by KOHLER ® .

Our new KDI engines are loaded with maximum power and

torque and built to last, so you never have to stop.

The future of power is here.






Cannes Yachting Festival 2020 will be regularly held from 8 to 13 September. Reed Expositions, the

organizers of the event, which is a primary one indeed on a global scale for the yachting sector, have

conrmed the dates, clearly jeopardized due to the Covid-19 outbreak.

Among the novelties of this 2020 edition, at the Vieux Port, the Quai Saint Pierre stands out, bringing

together fast day boats. The Quai Max Laubeuf, both on water and on land, has been redesigned with

the creation of a marina dedicated to multihulls. On land, the space dedicated to outboard and inboard

engines, launched last year, has been also redesigned to offer greater visibility and display comfort to

small and medium-sized engine manufacturers.








eléne Mellquist has been

appointed President of Volvo

Penta and member of the

Volvo Group Management

Team. Currently President for the

European Division of Volvo Trucks,

Mellquist began her career at the Volvo

Group in 1988 and has held many

senior positions at the company, as

well as being the CEO at TransAtlantic

AB between 2012-2015.

Heléne Mellquist will replace Björn

Ingemanson, who after a long and

successful career at the Volvo Group,

will retire in September 2020.


«I feel extremely inspired to continue

to develop this part of the Volvo

Group together with the team at Volvo

Penta», said the newly-appointed

President. «With the strong product

portfolio Volvo Penta has in both the

industrial and marine segments, I am

taking on this task with great expectations

and eagerness».

FPT-Yanmar, agreement for pleasure crafts

FPT Industrial signed a memorandum of understanding with

Yanmar Marine International, foreseeing a commercial cooperation

to develop and supply marine engines. FPT is strengthening its

portfolio as a supplier to the market for medium power yachts and

light commercial applications such as water taxis, pilot boats and

small tugs. The company is also broadening the list of four-handed

deals: Caterpillar, Mercury and now Yanmar. The agreement

concerns in particular the N67 Evo engine.



Saloni Nautici, the operating

company of Conndustria

Nautica, and Porto Antico

have made quite an important

deal for the future of Genoa

Boat Show, with a ten-year

agreement that lays the

foundations for the next

editions. In this regard, the

2020 Boat Show, scheduled to

take place from 1 to 6 October

at the Porto Antico in Genoa,

is currently conrmed.

What is on the horizon for

the next few years seems to

be a wide-ranging project,

also supported by the

Western Ligurian Sea System

Authority, which has shared

the opportunity of its direct


«This agreement inextricably

enshrines the great value

of this sector and the

Association that represents it.

Conndustria Nautica above

all looks to the future with

the possibility, after the long

season of annual contracts,

to plan indeed the next ten

years», said Saverio Cecchi,

president of Conndustria


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whatever is happening in the world, cummins is working

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©2020 Cummins Inc. Box 3005, Columbus, IN 47202-3005 U.S.A.





More oen, in each sector, macro-economic analysis aims to highlight

the negave effects of the 2008 crisis and compare them with the

current situaon. A posive effect of the crisis is the very capacity of

some sectors to innovate, not only products and services, but also the

strategy of value producon. An example of this is the so-called ‘empty

shipyard’, turned from producon site into an assembly line. The xed

costs of the shipyard have therefore been distributed over the supply

chain of suppliers, now more than ever before involved in a broader

and more structured way in the creaon of value for the internaonal

customer. The present crisis, therefore, nds the Italian boang industry

more effecve in reacng to market challenges than in 2008, but new

and connuous



will have to

be engineered

to counter a


that might

have medium

and long-term


Left, a picture from last year’s Salone Nautico in Genoa

he Italian nautical sector

grew, in terms of manufacturing

turnover, by 43 percent

over the period running

from 2015 to 2018, compared to

an overall national manufacturing

growth of no more than 7.1 percent

over the same period (data processed

by CNA).

These results can be attributed to

export dynamics, particularly sales

in Europe, which account for

around 40 percent of exports, with

growth of 1.6 percent on average in

recent years. Concurrently, we need

to consider the double-digit growth

in exports to North America, which

account for around 46 percent of

Italian exports (+22 percent in 2018

alone). Exports are therefore a real

strength of the Italian boating indu-

stry. A sector that – since 1492, one

might say – has been boasting an innate

relationship with the American


This dynamic clearly shows how the

An export

development policy

should not let the

present crisis catch

unprepared the

constellation of SMEs

that operates with

each regional cluster.

Here comes the

strength of the Italian

nautical sector

Italian boating industry differentiates

its approach to foreign markets

with two macro strategies. In fact,

the leisure boating sector includes

various interventions: from the design

to the shipyard, up to the dialogue

of the latter with corporations

specialized in plant engineering, in

the production of engines and propulsion

systems as well as primary

furnishings and accessories.

The engine for the Italian export

therefore nds its pivot in local supply

chains to guarantee a high level

of quality in the product and service


The supply chains are, therefore, the

pivot of the history and tradition at

the service of Italian manufacturing.

However, this tradition nds its way

to foreign markets through a small

number of large shipyards able to

invest in developing relations in the

European and American markets.

The shipyard, therefore, is the gateway

for the export of the Made in

Italy in the nautical industry. Tradition

and innovation, however, must

be born from the national supply

chain of SMEs at a local level.

For the Made in Italy to maintain a

leadership position over time, export

value chain activities must consider

some important relationships.

The regional clusters nd in the

shipyards the heart for spill-over

effects generation; therefore, future

government policies will have to

pay great attention to their positioning,

maybe just towards the South

American and Asian markets.

An export development policy must

not let the present crisis catch unprepared

the constellation of SMEs that

operates with each regional cluster,

with the clear objective to promote

increasingly innovative and efcient

products, services and processing

techniques at the service of the


Faced with the criticality and the increasing

international dynamism, as

well as the potential risks associated

with it, the strategy that seems

successful over time is to increase

the exposure to exports for Italian

companies, both directly and within

supply chains that nd a leader forerunner

to foreign orders. However,

the international development plans

will have to propose increasingly

short-term objectives, which then

pursue strategies focused not only

on increasing turnover volumes, but

essentially on enhancing the value

of the company through the export

of increasingly greater value-added

products and services.

The current crisis will probably prevent

a rapid return to the 2008 industry

turnover. However, each crisis

brings the opportunity to propose

new products and services and create

differentiation from the competition

thanks to investments in research

and development, cross-sector

collaboration platforms for a renewed

attention to the environment and

strategic multi-country alliances,

capitalizing, for instance, on the

image of the Mediterranean as a business


Stefano Scuratti,

Galileo Business Consulting







What power ratings are covered with Kohler engines?

«All Kohler marine generator sets, from 5kW to 40kW, are

powered by Kohler diesel engines manufactured in Reggio

Emilia. These engines are purposely designed for marine

genset operation and, as such, are capable to run for

extended periods at low loads. The engines meet the most

stringent EPA Tier III emission levels and can be supplied with

Lloyds class certification.

The Fox series marine engines were redesigned for marine

use to ensure low emission and smoke levels under all

operating conditions. This effort required changes to the

combustion components as well as the injectors. The KDI

engine range was designed from a blank sheet of paper, and

from the very beginning the different emission and operation

needs for marine applications were taken into consideration.

This approach resulted in a marine engine product range,

from 13kW to 40 kW, of unheard design and performance in

terms of size, weight footprint and noise levels».

On June 8, 2020 Brian Melka has been named Group

President – Power: Power Systems, Kohler Engines, Clarke

Energy and Kohler Uninterruptible Power.

uoting the Kohler ofcial on

Monday 17 October 2016:

«Arrival of the KD Series

within the range of the new

Kohler-SDMO brand, tted with

Kohler engines exclusively designed

and constructed for this use. This announcement

saw the emergence of a

new level of autonomy and the construction

of a new dynamic, notably

with more responsive and fully independent

Customer Services».

For Kohler it’s a century of power.

A name (power) that can be used in

both senses of the English language.

Kohler Power Systems, SDMO,

Clarke Energy. Once upon the time

when the manufacturer of the engine

block manufacturer was missing.

Now there is one, thanks to Kohler

Engines of Reggio Emilia. We would

like to tell you what the KPS people

have told us in relation to the cooperation

with Kohler Engines.

What has the incorporation of a

Kohler Engines is the

engine brain of the

Kohler Group. The

news has been known

since 2007, but it is

good to remember that

even in the marine

sector Kohler is a key

asset. KDIs will also

play an increasingly

strategic role in ‘water’

world-renowned engine manufacturer

like the former Lombardini

changed in the organization of KPS?

More stringent emission regulations

as well as manufacturing governance

control have been contributing

factors to the desire of Kohler Power

Systems to become fully vertically

integrated. With the acquisition of

Lombardini in 2007, followed by the

introduction of the KDI series diesel

engines, Kohler is now in a position

to offer product and global service of

all product components through one

support organization.

Kohler Engines invested in volume

optimization, injection and

after-treatment systems. Have you

optimized the adaptation of an off-

road engine to on-board PG unit?

The new KDI series engines also

support the ‘PGEN’ load management

function unique to Kohler Gensets

offering fully integrated and automatic

paralleling and load sharing

of multiple gensets.

What is KPS’s approach to genset

soundproong, both Kohler-derived

and other engines?

The optional Kohler enclosures are

purposely designed for each model/

rating whereby the main components

are matched and tuned for air

ow and temperature to maximize

both the mechanical as well as airborne

noise reduction. Several of

the enclosure design details are patented

and proprietary to Kohler.

Extraordinary service and maintenance

activities are seasonal, I

mean during the summer time.

How are you organized to manage

the so-called ‘downtime’, which

is particularly annoying for ship

owners? 4.0 and remote control?

What is your strategy in combining

mechanical power and a specic


Kohler Power Systems has a dedicated

global marine organization to

support the speci c needs of both

the commercial and pleasure craft

markets through an authorized and

trained network of distributors and

dealers. To facilitate and expedite remote

support, Kohler also uses remo-

te monitoring and diagnostic tools

that allow for visual and operational

control via the digital tools of the

onboard technicians. The product installation

description (PID) process

of the marine generator ensures that

the product is installed in compliance

with the speci cations. The PID

process registers all relevant installation

parameters for reference use

during global service interventions.

What does it mean to have a vertical

integrated platform?

Kohler Power Systems recognizes the

industry drive toward more power

from a smaller package and continues

to focus on AC technology while engineering

DC solutions to be integrated

in new, yet affordable, topologies».






Nanni’s CEO, Amalia Festa. Nanni Energy will exhibit

at the 2020 edition of the Yachting Festival in Cannes,

con rmed from 8 to 13 September.

anni has undergone a variety

of changes over the last decade

- starting with its logo – including,

above all, widening

its range of engine manufacturing

partners, with Scania and John Deere

as the latest additions. The pandemic

had an impact on the company management,

too, but it also pushed company

reorganization even more strongly, with

the aim of offering customers both engines

and spare parts from a plentiful

stock and speeding deliveries as much

as possible. In June, we talked with

Nanni’s CEO Amalia Festa, who shared

her thoughts, strategies and uncommon

vision for the future of Nanni as

well as for the boating sector as a whole.

Let’s begin with a detail that is only

apparently secondary. Your new

logo sports the ‘Energy in Blue’ payoff.

Let me be a bit provocative: is

diesel regarded as something of a deadweight


Not in the least. The reason why we

chose the ‘Energy in Blue’ payoff is

that we wanted to convey the idea of

energy, cleanliness, respect for the sea.

It’s consistent with and consequential

to the message that we started getting

across already in 2003 - so 17 years

According to Nanni’s

CEO Amalia Festa,

cooperation will be a

watchword to overcome

the difculties generated

by the pandemic

ago. When we redesigned our logo,

we chose to highlight this message,

alongside our company name, Nanni.

Basically, it’s about getting back to the


We’re now recovering from the Covid-19

emergency lockdown. What

was the lesson learned from this

hard-to-believe experience? What’s

your vision for the next future?

The pandemic forced us to change our

behavior, both work-wise and environmentally-wise.

Our internal organization

procedure, by the way, worked

perfectly smoothly. From an operational

standpoint, we noticed a strongly

cooperative approach between those

still working on the company premises

and those who were working remotely.

Internal reorganization, human rela-

tionships, the handling of production…

These are all factors that triggered a

change for the better, even just by making

us realize that we can keep communicating

and moving forward even

despite the distance.

How has this experience impacted

you, at a personal level?

For me, it’s been a very positive experience.

After being an entrepreneur for

30 years, I put my line worker’s clothes

back on and spent the whole months of

March and April working side by side

with the boys on the shopoor. Except

for a week’s break required for sanitizing

our premises in mid-March, we never

stopped. By being there in the forefront,

we realized that as a matter of fact

people were getting accustomed to the

new working modalities pretty quickly.

How’s the post-Covid market situation?

Production capacity inevitably slowed

down, which had huge consequences,

and recovery has been subject to a set

of conditions and delays, including the

procurement of materials.

True, but what do you think will

happen to the European boating sector

in the short term?

Even if we’re faced with a pretty chaotic

economic juncture, I feel we can be

optimistic about the next few months.

Besides, the agreements Nanni signed

with John Deere and Scania over the

last few years gave us an opportunity

to offer a wider range of products and

gain new clients in new markets. I believe

that things are going to change

again, and from a certain viewpoint I

hope that these changes will come and

give new impulse to the market.

You just mentioned the agreements

signed in recent years with John

Deere e Scania. The power rating

range has increased, which adds to

a broader potential customer base,

that now includes vessels well over

20 meters. Am I right?

Such a vast range sure allows us to

broaden our horizons, both for propellers

and for gensets. As Nanni, we also

have what we call a ‘pleasure’ range

of auxiliary equipment alongside our

models with a higher displacement.

Besides, being able to offer models

from Scania and John Deere allows us

to take part in tenders in the defense

sector e.g. for vehicles of considerable

size, including with gensets.





In the Seventies, it was Kubota. Maybe not the very beginning,

because Nanni was born in Milan in 1952, and was already

specialized in marinizing Farymann industrial engines long before

being a partner of the Japanese manufacturer. But soon the

company would start looking beyond the Alps, to France, and this

French-oriented vision got even stronger when almost 30 years

ago. In 1991, Nanni was bought by Amalia Festa who strengthened

the company’s investments across the Alps. The company grew

relentlessly, and Toyota was added to the list of manufacturing

partners, side by side with Kubota and MAN.

In a more recent past, 2014, Nanni signed an agreement with John

Deere to marinize and sell Nanni engines in the 150 to 760 hp

range (from 110 to almost 560 kW).

Another engine block was added in 2018, with the agreement

signed with Scania for leisure boats. The bar was raised on output

power, which now reaches a remarkable 1200 hp (about 882.5

kW). This means that the French marinizer is now targeting boats

from 15 to 24 meters and potentially even longer, in a multiple


design and development


A picture of Nanni facilities in France, not far from Bordeaux.

The company had to stop for a week in mid-March, due to the

Covid-19 outbreak.


How are things going with other

Nanni’s partners, such as Toyota or


I regard them as Nanni’s pillars, in

that they keep generating large volumes

thanks to which we can keep move

forward and cater for diversied targets.

With Kubota we are increasing

volumes in the genset segment. With

Toyota we have opened up new markets,

including extra European.

We remember Nanni’s rst approach

to hybrids, back in times when

maybe the technology was still in

embryo. Where are we now? What

are your market guidelines?

Over the last few years, hybrid has kept

moving forward, it never stopped. We

have always been developing hybrid

applications on request. What we are

doing now is exploring new solutions

together with the shipyards.

Obviously, now we are in a bit of a

stand-by situation, but we believe that

sooner or later there is going to be an

even stronger demand for this technology,

maybe for professional vessels or

for higher-end segments rather than

for small-size leisure boats; for this

last segment, we might soon see an

adapted full-electric engine.

Let’s now move on to the forthcoming

boating events. Currently

(July 2020) the boat shows in Cannes

and Genoa are conrmed, while

Hamburg will be postponed. What

do you think about it?

The trade shows that are mainly held

indoors are at higher risk. We are just

trying to gure out what might happen.

Especially for a trade fair such as the

Yachting Festival in Cannes, it is crucial

that borders are completely open,

and people are given the opportunity

to move freely. We are also keeping

a watchful eye on Amsterdam’s Mets

which is held entirely indoors (as this

article was being written, the event had

been conrmed for November 2020,

editor’s note).

We’ll see what happens, but I think

we’ll manage to be in Cannes. At Nanni,

our efforts are now focused on seeking

greater visibility on the web. We’re

pondering the possibility of setting up

virtual events, presentations and trade

shows: we believe it’s important that

people start thinking in this way.

What role should a ‘marinizer’ like

Nanni play today?

Just like we always did. We have

always developed our engines with an

eye to compactness. Which means, rst

and foremost, achieving engines that

are balanced, easy to install and, above

all, more accessible.

It has to be said, though, that marinization

developments are easier for a

mid-sized company such as Nanni than

for a large group that’s usually less

agile, also in decision-making terms.

Already since 2014, when we started

working with John Deere engines, all

the way through to 2018, the year of

our agreement with Scania, we have

never stopped researching into engines.

This choice was at the same time

demanding and absolutely vital, in that

it enabled us to keep up with the times.

Our suppliers themselves often turn to

us when developing their engines.

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Luigi Brugnaro, Mayor of the Metropolitan City of Venice: «We are ready

to invest on the hybrid repowering of 35 steamers. Then we will proceed

with the purchase of 62 diesel-electric vessels, of which 34 are steamers, 25

motorboats and 3 new ferry boats.»

t’s hard to think of something

more evocative than a fresh

summer morning at dawn, cruising

along the Grand Canal on

one of those superb taxi limousines

that cast a spell on tourists with their

seductive shapes and luxurious leather

and wood nish. The sun glances

through the houses, noises on the

water and from the docks tell us this

city where time seems to stand still is

waking up, as the taxi follows the serpentine

course of the most enchanting

waterway in the world. Gliding in absolute

silence, except for the sound of

water splashing against the hull, with

no exhaust fumes to mask the natural

smell of the Canal would make this

the perfect scenario. Is this possible?

It is. Water taxi builder Cantieri Vizianello

have designed a hybrid taxi

limousine that combines an electric

motor with a Hyundai Seasall, derated

to 110kW at 3000 rpm to comply with

Need torque to boldly

cross the lagoon

towards the airport? The

V6 by Hyundai Seasall

is there for you. Need

to glide silently and

‘courteously’ in electric

mode along Venetian

canals? Here is when

Huracan Power comes

into play. Meet Thunder,

the hybrid taxi limousine

by Cantieri Vizianello

the standard governing non-scheduled

passenger service. Adding a few tens

of electric kW has proved to be enough

to completely change the usage prole

of a classic water taxi crossing the lagoon,

turning it into a boat capable to

cruise up to a speed of 15 km/h with no

emissions and in perfect silence.

By the way, the maximum speed limit

on many of the Venetian canals

has been progressively reduced to 10

km/h – and sometimes even less. So,

the electric mode’s speed is more than

sufcient, and the same goes for the 14

kWh standard battery pack which allows

to cruise up to 90 minutes.

A 220 V connector is all you need for

charging it up. In case you need more

range, a larger capacity 22kWh battery

pack is also available. True, the

weight will also be different than the

168 kg of the standard version, but the

hull is already t for the installation of

additional battery sets - and that’s what

matters most in the end.

Actually, to tell the truth, should you

run out of batteries far from a charging

station, charging can be done using diesel.

Indeed, thanks to the electronic relays

and controls developed in cooperation

with Huracan, all the captain has

to do is setting the required power and

the system will automatically switch

from electric to diesel propulsion and

vice versa. When batteries need charging,

the control system adjusts power

according to the cruising needs, using

only extra power for recharging.

There are no special limits, of course,

on diesel range: the standard tank is

200 L but larger capacities can be requested

to t the owner’s needs.

Again interestingly, a choice was made

to use a toothed timing belt to connect

the engine and the motor, so that they

can run in parallel. A conguration

that’s more than well-suited for the required

power, as well as totally noiseand

vibration-free and perfect to navigate

in a marine environment.

A Mercury Bravo 3 stern thruster completes

the powerline (even though prototypes

had been spotted around with a

Volvo Penta) with dual contra-rotating

propeller ideal to maximize efciency

and guarantee top performance including

in reverse.

Speaking of Huracan Power, theirs

is the hybrid FH-H powertrain with

a 27kW electric motor; batteries are

available with a 14 or 23.5 kWh capacity

and have a C-rate of 1 for charge

and 2 for discharge current.

To keep temperature under control

even in the most demanding working

cycles, everything - engine included -

is liquid cooled. Apart from the Hyundai

SeasAll chosen for the Thunder,

the FH-H can also be coupled to a diesel

Mercury or a Volvo.

The automated management system

for the engine and motor is premiering

globally. It’s a system capable to

simplify their management as much as

possible while also ensuring the right

power is delivered at all times during

navigation, using extra power to charge


Denitely an excellent result, which,

however, comes as no surprise, given

that the man behind Huracan is Franco

Moro, company owner and former

Aprilia Chief Technician in the Moto

GP motorcycle racing championship.







Here’s a very quick rundown of Hug Engineering’s formula.

A SCR is built on three factors: volume, type and catalyst

density. Other must-haves include exibility, reliability and

durability, meaning, amongst others, low maintenance

needed. Ammonia must be eliminated as it gets through the

catalyst, which requires efficiency. Hug’s protocol guarantees

10 ppm at BOL, regardless of legally required thresholds.

Hug pioneered the use of square modules, which allow

users to make the most of surface and volume with a similar

conversion capacity. In order to opmize the process, Hug

relies on a compressed air-assisted injecon systems that

exponenally increases urea spraying while prevenng buildup

and fouling. As a result, the so-called ammonia uniformity

index is very high. More than that, Hug can provide specic

mechanical design for resistance to the stress and wear and

tear that are typical of planing boats capable of reaching 40

knots. The extruded ceramic element is mounted on steel

housings to make it shock-resistant.

www.imo.org: «The NOx control requirements of Annex VI

apply to installed marine diesel engine of over 130 kW output

power other than those used solely for emergency purposes

irrespective of the tonnage of the ship.»

fter-treatment: DPF is by

now well known, including

among end-users, in addition

to being applied across

the transport spectrum; SCR, not so

much. Besides, its use is still an open

question in the boating industry, where,

like a pesky intruder, it steals room

that could be used for worthier purposes

below deck.

So we thought we might just consult

a recreational boating pro, before doing

a review of truck manufacturers’


SCR’s most evolved industrial application

has had to come to terms with

using technical grade urea since the

rst decade of this century, and marine

engines are mainly derived from

their on-road counterparts. Who better

than truck manufacturers to show

the way to the yacht sector?

Paolo Bertetti, Vice President Technical

and R&D at Sanlorenzo shipyard,

agreed to lend his voice to the

concerns of the shipyard sector.

As regards the power ratings we need

Transfusion of

technologies usually

takes place in this

order: on-road, offroad,


This is also the

case for SCR, a

complication that

requires noble and

useful space

on planing or semi-planing yachts,

there are currently no engines tted

with SCR in the segment over 24 m

(80 feet). There are, indeed, IMO Tier

II or EPA Tier III compliant versions,

but nothing meeting IMO Tier III.

The state of affairs has not changed

much since 6 months ago and it will

in all likelihood be the same in January

2021. All engine manufacturers

are working on the SCR, but that’s a

hard equation.

What are the main hurdles in the

marine sector?

Power density is very high and, what’s

more, it is matched with the need to

use reasonably sized catalysts.

So, you can get up to a certain power;

once you get beyond the 1600/

1700 HP threshold, things start get-

ting tough, and extremely so in the

2400/2600 range.

So, you’re saying that standards

might just come into force before

technology is even ready to meet


In fact, SCR technology is ready. The

point is reconciling performance with

size, temperature, and so on. Certainly,

no catalysts for the 2200/2600

HP range will be available yet in

January 2021. This will mean big

trouble for yacht builders, who will

nd themselves in a situation where

they will need to sell versatile hulls

capable of sailing, for example, the

seas of the US or the Northern Seas,

but won’t be allowed to by the current

legislation… In the segment above

24 m, at least.

Urea control seems quite a challenge,


The rst problem is de nitely nding

room aboard for a suitably sized

tank. On top of which, there is also

a weight limit. And then again, urea

must be processed correctly by the


In summary, it is vital to be equipped

with a system that can stop feeding it

when temperature gets below a certain


At the same time, the system should

also work in such a way as to avoid

problems at the exhaust under transient

conditions: I mean ammonia


On trucks, Euro 6 engines are tted

with such systems. It still remains to

be seen whether, how and where these

can be also tted onto catalysts de-

signed for marine applications.

And there is one more thing to consider:

truck catalysts work with a very

low sulphur amount; in the nautical

sector, sulphur quantity can be 6 to

20 times higher than on trucks, if we

talk about ships of a certain size. And

sulphur just ‘kills’ that catalyst that is

meant to avoid ammonia emissions.

So that’s quite a head-scratcher.

Could hybrid technology solve the

puzzle of emission reduction?

In my humble opinion, an enlightened

approach should impose zero

NOx emissions for a certain power

range near the coastline.

Beyond a certain distance off the

coast, EPA Tier III compliant engine

would be just ne, as they already

feature low NOx emissions.






We asked Cummins to summarize their approach as OEMs

oriented engine manufacturers. «Cummins develops industryleading

aertreatment technology designed to meet our

customers’ needs for performance and reliability, while

opmizing fuel economy and cost savings. Cummins Emission

Soluons (CES) is a global leader in designing, manufacturing

and integrang exhaust aertreatment soluons to meet

the highest emissions standards worldwide. CES offers a

variety of proven aertreatment soluons including: a Single

ModuleTM applicaon, that is an ‘all-in-one’ soluon, as well

as more exible opons such as the Modular Aertreatment

system presently in use in Europe. Cummins leverages the

engine control module to eliminate the need for a dedicated

aertreatment controller. All our aertreatments include

one or more temperature sensors, pressure sensors, and

NOx sensors; all of which play a vital role in ensuring opmal

performance and regulatory compliance. In some markets,

such as the United States and Canada a parculate maer

sensor is also applied».

www.imo.org: «The Tier III controls apply only to the speci ed ships

while operating in ECA established to limit NOx emissions, outside

such areas the Tier II controls apply.»

What differences do you see between

commercial and recreational


On commercial ships, the SCR works

wonderfully, as they cover long

stretches at high speed, a condition

at which the catalyst’s performance

is trouble-free.

It makes little sense, instead, on

boats that are supposed to reach 30

knots but whose engine 80% of the

time runs with a power output that’s

much lower than the top level.

Before we move on to onboard truck

systems, we have to answer a still unclaried

chemistry-related question.

Is the risk of technical grade urea becoming

crystalized and ammonia slip

enough to keep truck drivers awake at

night? After crunching the numbers, it

looks like that is not the case. By way

of a reminder, technical grade urea is a

solution made of an average of 32.5%

ammonia in demineralized water (based

on the reference standards, AdBlue Din

70070 and Iso 22241) which freezes at

-11°C. Crystallization occurs when exhaust

gases react with technical grade

urea at a temperature below 260°C. The

crystals thus formed (hence its name)

can clog the injectors and SCR’s pipes.

Renault Trucks Oil chose the path of

urea additives for its CleanR Max,

poviding a perfect supplement or replacement

to conventional AdBlue (a

registered trademark of Verband der

Automobilindustries) mixtures while

also improving urea spraying.

Volvo Trucks, instead, worked on injector

nozzle inclination angle, based

on research showing that crystallization

was partially dependent on this factor.

At the end of each cycle, the nozzles are

blown clean with air.

What about ammonia slip? Ammonia

residues need to be made harmless by

maximizing catalyst efciency and

mixing it balancedly with fumes.

Volvo devised an ammonia slip catalyst

device – ASC – that is in-built in the

catalyst. It is an extruded ceramic element

impregnated with metals acting as

catalysts for the still unprocessed NH3.

Scania, on its part, focused on materials

resistance and the cleaning of ducts.

With compressed air, nozzles are automatically

blown clean from residues.

The cleaning cycle lasts about a minute.

The Iveco - Fpt Industrial pair ne-tuned

its chemical treatment of the potential

pollutant, whilst also using a mixer to

calibrate the blend of gas and technical

grade urea to minimize the risk of crystallization.

A wind of change is blowing

through Euro 6C, which replaced zeolite

with vanadium, more efcient at

low temperatures.

Mercedes Trucks, too, relies on its ECU

to optimize the non-stoichiometric

management of AdBlue dosing.

Based on an input from the chip, the

SCR can calculate the exact quantity

and activate the dosing unit accordingly.

The star-branded manufacturer provides

a summary description of the process

as follows:

«AdBlue get mixed with pre-ltered exhaust

fumes and is rst broken down

into ammmonia (NH3), which, combined

with the nitrogen oxide gas (NOx)

generated from combustion gets into the

SCR catalyst where it is transformed

into harmless nitrogen (N2) and water

vapour (H2O). Exhaust fumes are then

brought out of the SCR catalyst and into

the ammonia synthesis catalyst, where

unreacted ammonia (NH3) reacts with

Oxygen (O2) yielding nitrogen (N2)

and water (H2O) by oxidation».

MAN, too, worked on control logic and

NOx sensors, but not only that. To prevent

ammonia from slipping into the

SCR, a layer of platinum was applied

to the catalyst’s extremities, where NH3

gets converted into NO. As for the actual

conversion rate, two key factors

come into play: temperature, and mass

ow rate within the catalyst. Well accustomed

to meeting stringent road

regulations, to comply with IMO Tier

III and EPA Tier 4 the catalyst system

by Man works with conversion rates as

high as 90 percent.

And that’s where Ford – a new entry

on the European truck stage – comes

into the picture. Downstream of each

of its two SCR catalyst is the AMOX/

ASC, an ammonia oxidation catalyst

impregnated with vanadium and titanium.

Their SCR’s efciency is estimated

at 98%. If necessary, catalysts can also

be regenerated.

ASC is the unit by Scania designed to

carry out ammonia’s nal treatment.

Again, the variables affecting the process

are temperature and contact surfaces.

The efciency of catalytic reduction

depends, indeed, on how large the surface

coated with rare earth elements is.

Speaking of coating, they use platinum

and palladium for the Euro 6 version.

Vanadium is instead the option for high

sulphur content fuels.

So much for unanswered chemistry

questions. Time to move on to the is-





cally. Upon a special request, the unit

can be mounted as far back as 1300

mm, so as to allow for a customized

frame layout, an option that is much appreciated

by the bodybuilders of cranes

and loaders».

Scania sticks to the modularity principle,

with its SCR making no exception.

Their model is, therefore, an All-in-one

(DOC, DPF, SCR, ASC) unit.

Two NOx sensors are placed upstream

and downstream of the catalyst system,

matched with three temperature sensors

and two pressure sensors. Differently

than on in-line engines, their V8 features

2 DPF and 3 SCR units running

in parallel to guarantee an optimal fume

distribution. Volvo, too, opts for a single

unit that has to undergo maintenance

once a year. Pressure sensors are placed

both at the inlet and outlet and also NOx

sue of size. The choice of a compact,

integrated unit including DOC, DPF,

and SCR seems to be a common denominator.

The rest of the features are

described by the leading players themselves.

DAF points out that: «The previous

generation of Euro 6 vehicles featured

two after-treatment units, grouped

within the same casing placed on one

side of the frame. For special bodybuilding

requirements, it was possible

to arrange the SCR vertically, placing

it facing upward on the back of the cab

and separating the DPF from the SCR.

The current vehicle generation features

a single, smaller, lighter unit that can be

mounted on either the left or the right

side of the frame, with or without vertical

outlet. Lowered vehicles are tted

with the same unit, rotated by 90° so as

to minimize the space it takes up vertisensors,

for urea dosing.

The system’s control unit interacts

with the ECU. The module’s size has

remained unchanged as compared to

its Euro 5 version, and so has weight,

while exhaust ow was optimized.

To make it less bulky, they played the

efciency card, with a revived turbocompound

system, a ne-tuned injection,

energy recovery and a newly

designed piston, featuring a specially

curved prole to move the amefront

back to the centre of the chamber.

Euro 6 Step D meant compact solutions

for Renault Trucks, too, that shifted

to a single unit managed by the ACM

control unit. A combined unit including

DOC, DPF, urea mixer, SCR and Cleaner-Up

catalyst is Volvo’s choice. The

three units can, though, be dismounted

and replaced individually.


7.5-liter 228.4kW


5-liter 157.3kW


4.3-liter 115.7kW


Kubota 09 Series

4 ⁄ 6 cylinder diesel engine






and found home recently. Volvo D4 is

included in the package, but electronics

is by CMD, ensuring compatibility

with FNM engines. The 1.3 litres

Multijet enhances the specic curves:

specic power immediately jumps out.

While absolute value is in line with the

competitors, its slim displacement results

in a one third gap in terms of displacement/kW

ratio. The marinization

coming from the Fiat 500 (and more)

is smooth: cast-iron crankcase and aluminum

cylinder head, 4 valves featuring

hydraulic props, double overhead

camshaft, Bosch common rail, control

unit, again, by CMD. The identity of

the ideal ‘automotive’. Due to power

and torque density and, inevitably, dimensions

the super-compact Fnm won

the rst place for best performance,

namely the Diesel Index. Speaking of

ICOMIA and P&O Marinas announced the

postponement of ICOMIA World Marinas

Conference to October 2021, in Dubai,

due to the uncertainties and challenges the

COVID-19 pandemic poses.

indexes, that of the ‘featherweight’ (the

Lightness Index) is not included in this

comparison, as well as the weight in

kg. We were not able to nd the gures

of the naked engine for all the engines.

And then, in alphabetical order, we

nd Mercury. In Fond du Lac, in

recent years, they worked to segment

the price list retouching it especially

at the top. Three years ago, at the

Miami Boat Show, it was the turn of

the Nef-derived 6.7-liter. Our engine

instead is the low-entry as for FNM,

featuring a half-liter cylinder derived

from automotive. Above, still staying

on pure onroad, we nd the 3 liter Tdi,

that of Audi just to be clear. The legacy

of the 2 litre comes from the agreement

with VM Motori, which also appears

here. At Mercury, they complied with

the VM setting, and we can therefore

speak for both engines, which then are

aligned both in terms of performance

and Diesel Index (behind FNM) and

technical features: 1600 bar common

rail, single-shaft distribution driven

by toothed belt and balancing countershafts,

xed geometry turbo. Cooling

features a classic freshwater/seawater

heat exchanger with separate circuits

and extendible tube bundle.

The Chinese also arrived in Austria

bringing in nancial resources. At the

2017 edition of METS Amsterdam,

the engine block was renewed featuring

aluminum and lubrication system

optimized to adapt the circuit to

increased pressures compared to the

previous version. Cooling relies on a

double circuit. The calibration is median,

within a power modulation ranging

from 55 to 125 kilowatts.

The queen of the seven seas, Volvo

Penta, features the D3, which also does

not save on aluminum and includes the

bedplate into the engine block to absorb

vibrations and decrease noise and

stress to pistons and circuits. Hydraulic

play regulator, six-bearing engine

shaft, usual piezoelectrics, variable geometry

turbo (denitely less obvious)

and tubular exchanger with attached

expansion tank.

Yanmar Marine closes the parade also

ne hundred HP, aka 76 kilowatts,

a power rate as evocative

as impalpable among the

shipyard’s ranges. What’s the

point of this comparison? Easily said.

Among industrial applications there

is more and more talk of hydrogen,

among the nautical ones is the turn

of the hybrid, as showed by the digitalk

arranged by AS Labruna together

with CMD and Isotta Fraschini, and

the webinar arranged by Alan Marine,

Baudouin and ZF. Four-cylinder inline

architecture, the engines of the

comparison belong on average in the

range around 2 liters, with the significant

exception of Fnm which marinized

the well-known 1.3 litres Multijet

by FIAT (FCA). In fact we have two

exceptions: in the range between 3.7

and 4 liters we nd FPT, Nanni Die-

Maybe it’s just our

fantasy, but what

if these engines

had a new boost

in a hybridized

version? Having

in mind the goal of

decarbonization, which

rewards the hybrid as

an available solution,

we took stock of an

uncommon power rate,

that of 100 HP, for an

average displacement

of 2 liters, apart from

the 1.2 litres by FNM

sel, Beta Marine (the latter two with

Kubota engine) and Vetus, which we

will talk about in the box.

Which of these classic four-cylinder

featuring a bluntly automotive displacement

will be the rst to be coupled

to an electric motor, maybe a

10-20 kW, three-phase one? We really

don’t know, but some of those in the

comparison are particularly suitable

for hybrid evolution.

Let’s start with the rst one in alphabetical

order, and not only. FNM, aka

CMD, has entered the Loncin orbit,

which granted money and prospects.

There is no shortage of motor skills

in Chongqing nor relationships with

battery manufacturers. In Atella, in the

province of Potenza, we did not need

any rescue anyway: the Blue Hybrid

project was born in 2010 as a prototype




13HPE 110






MR 504





I. D.

B x S mm - S/B 69 x 82 - 1,18 83 x 92 - 1,11 85 x 94 - 1,11 83 x 92 - 1,11 81 x 93 - 1,15 84 x 90 - 1,07

N. cil. - dm 3 4 - 1,24 4 - 1,99 4 - 2,13 4 - 1,99 4 - 1,92 4 - 1,99

Maximum power kW - rpm 81 - 4.400 84 - 3.000 81 - 3.300 85 - 4.000 81 - 3.000 81 - 3.200

Mep at max power bar 18,1 17,2 14,1 13,1 17,2 15,5

Piston speed m/s 12 9,2 10,3 12,3 9,3 9,6

Maximum torque Nm - rpm 230 - 2.700 310 - 2.600 254,8 - 2.500 309,7 - 2.400 309,7 - 2.400 270,5 - 2.200

Mep at max torque bar 23,7 20 15,3 20 20,7 17,4

% power at max torque (kW) 18,5 27 21,5 26,3 28,3 23,4

Torque at max power Nm 176 265 235 206 255 245

% power at max torque (kW) 80,4 (65) 100,50 (84) 82,40 (67) 91,60 (78) 96,20 (78) 77,00 (62)

Work range rpm 1.700 400 800 1.600 600 1.000

DETAILS 32,0 36,1 33,3 37,9 35,5 33,3

Specic power kW/dm 3 64,8 42,1 37,9 42,8 42,1 40,5

Specic torque Nm/dm 3 184,5 155,7 119,4 155,5 161,2 135,5

Areal spec. power kW/dm 2 53,29 38,89 35,68 39,35 39,32 36,49


Dry weight kg 202 250 255 250 297 217

L x W x H mm 855x595x820 802x710x727 798x572x746 802x720x757 1.021x718x751 933x660x659

Volume m 3 0,42 0,41 0,34 0,44 0,55 0,41

Weight/power kg/kW 2,5 3 3,1 2,9 3,7 2,7

Weight/displacement kg/dm 3 161,9 125,6 119,5 125,6 154,6 108,8

Power density kW/m 3 192,9 204,9 238,2 193,2 147,3 197,6

Total density t/m 3 0,48 0,61 0,75 0,57 0,54 0,53

Displacement/volume dm 3 /m 3 2,97 4,86 6,28 4,53 3,49 4,87





100 HP and a few more c.c.

Downsizing and power density are a mantra, unless the space in the engine

compartment opens a window for the bulkiest engine blocks. FPT Industrial

features the 3.9 liters N40 170: it delivers from 63 to 120 kW at 2,800 rpm. FPT

has a more compact engine, the S30, which delivers power suitable for this

comparison only for medium-duty uses. Nanni Energy also comes with a 3.8

litre, the Kubota-derived N4.115. The 115 HP rang features an aer-cooler to

cool the air at the exhaust of the xed geometry turbo. The Vetus engine that is

closest to our size is the VD4.120, a 4-liter Deutz-derived, the TCD4.1. D-Line is

equipped with common rail and a heat sink to handle the thermal differenal.

Sll, the 3.7 litres of Kubota, Beta Marine’s top of the range, with 72.8 kW

available at 2,600 rpm, 1,000 rpm further down the curves cross at 322 Nm.

Here the standard alternator is a 75 Amp at 12 Volts (175 Amp is an oponal).

in alphabetical order. The Japanese

stands out both for peak torque and

dimensions, winning the second place

for Nm/displacement ratio.

A mention for Kohler. Known in the

nautical market as a supplier for onboard

power generation units, its 2.5

liters stops at 75 HP.

With the eventual marinization of

the KDI3.4TCR it could weigh in say

also for propulsion. It would still be

among the engines we talked about in

the box, but making the most of mep

it would be possible to get more than

the 130-140 HP of the native industrial







13HPE 110






MR 504






Torque 19,7 6,7 10,1 18,6 8,7 12,2

Performance 7,1 6 5,2 6,3 6,1 5,5

Stress 11,9 9,7 8,5 10,8 10 9

Lightness 18,6 14,7 14 14,7 18,2 13

Density 24,4 21,5 20,5 20,1 16,5 19

DIESEL INDEX 8,9 7 7,1 8,1 7,2 7,7


PowerKit is one of the most extensive

and versatile ranges of power generation

engines available today.



18-4000 kVA



63-1750 kVA


Variable Speed Engines

30-1492 kWm






Built by Monte Carlo

Yachts and powered

by two powerful 956

kW MAN V8 engines,

the MCY 70 Skylounge

made its debut at this

year’s Miami Yacht

Show. It’s another

chapter in the longlasting


between the Italian

shipyard and the

German engine supplier





MAN V8-1300

Matthias Schreiber, Head of MAN Engines and Head of

the Engines and Components Division of MAN Truck &

Bus, after the presentation of the V8-1300, back in 2018.

Let’s start with improvements to the injection system.

What has changed from the one previously used?

«We have had very good feedback with the 1,600 bar

injection system that we currently use in our recent

V-range. In order to achieve a higher power output,

we have replaced the injection nozzles. Thanks to

their new design, we achieve higher injection ratios.

This, combined with further improvements in the

control unit management, speeds up fuel injection into

the combustion chamber, increasing overall engine


We talked about the new turbocharger. What new

features does it implement?

«We use a new two-stage turbocharger configuration.

We manage to balance the high- and low-pressure

turbocharger even more effectively, which helps us to

get more air into the engine. This provides more power

and lower exhaust gas temperature, resulting into

improved performance».

Cummins Onan gensets

It is no coincidence that Cummins Onan’s marine

generator sets mounted on the new MCY 70 Skylounge

yachts are called Quiet Diesel. These are, in parcular,

two 21.5 kilowa units in the 60 Hertz version at

1,800 rpm. The 21.5MDKDR digital models are the

rst marine generator sets with self-monitoring

capability and network communicaon. Starng from

design and development, both oriented to noise and

vibraon reducon. In parcular, the sound shield

and opmized mounng system has been taken into

account to achieve the goal. The 60 Hertz models

(like those found on the MCY 70 Skylounge yachts)

are compliant to EPA





gensets rely

on watercooled



ever change a winning horse,

some might say. Indeed, the

combination of MAN engines

and Monte Carlo Yachts

is stronger than ever and goes side by

side with the innovations of the Italian

shipyard, part of the Beneteau group.

Among the latest ones is the MCY 70

Skylounge, a luxury yacht introduced

last February during the Miami Yacht

Show and the rst of a series of new

additions to the Skylounge series starting

this autumn.

What immediately catches the eye is

an innovation that is not only practical

but also conceptual, namely

the Flybridge, which appears for the

rst time on an Italian-made yacht

and which, in addition to housing the

yacht’s dashboard, is conceived as a

customizable and livable space. This

means that, closed and no longer open,

it does not prevent the view from en-

joying the vastness of the surrounding

sea but, at the same time, it adds space

to the boat itself, with the possibility

of comfortable seating inside as well.

The concept of home-away-fromhome,

repeatedly remarked on by the

manufacturer, well describes the effort

made to extend the space for passengers

as much as possible, both inside

and outside. However, retaining

some of the typical features of Monte

Combined with stability

and quietness, power

is crucial to reach a

maximum speed of

26 knots as well as

a cruise speed of 22


Carlo Yachts, such as the attention to

detail, the possibility of customization

and the now iconic shape of the portholes.

It is no coincidence that once

again the shipyard based in Monfalcone

turned to the specialists of the

Nuvolari Lenard studio for design.

A yacht of this type, however, also

needs power to reach a maximum

speed of 26 knots (the cruising speed

is set at 22 knots). Power, of course,

combined with stability and quietness,

evidently guaranteed by the two

1,300 hp (956 kilowatt) MAN V8 engines,

comfortably housed in the engine

compartment. These are two extremely

powerful engines, introduced

by the German company at Cannes

Yachting Festival back in 2018: a

16-liter displacement for an engine

designed specically for yachts (we

talk about it in the dedicated box, as


Widening the range of MCY yachts,

the MAN V8 and V12 engines can

be currently found on all the Italian

manufacturer’s models, from 66 to

86 feet (20 to 26 metres). We asked

Monte Carlo Yachts for a comment.

They replied that «the collaboration

between Monte Carlo Yachts and

MAN is long-standing as the MCY 66,

MCY 70, MCY 76, MCY 80 and MCY

86 models of the MCY Collection

have two MAN engines with power

ratings ranging from 1,000 to 1,900

horsepower. In particular, the MAN

V8-1300 engines can be mounted on

the MCY 70 Flybridge version».

The next MCY 76 Skylounge model

– as already mentioned – will be presented

at the beginning of the season

and will characterize the brand-new


Some details also on the transmission

and propeller. The MCY 70 Skylounge

yacht features a V-Drive transmission

in order to optimize performance and

internal space for guests. As for the

propeller, it is a four-blade one, with

an overall diameter of 880 millimetres.

The luxury yacht builder’s commitment

to combining elegant design elements

with high-level technical functions

is also visible in the choice of

marine gensets, which are essential indeed

to ensure a high level of comfort.

In particular, the MCY 70 Skylounge

is equipped with two 21.5 kilowatt

Cummins Onan generators in the 60

Hertz version for the American market,

«in order to guarantee the perfect

functionality of all the on-board units

and, consequently, the highest possible

comfort». We talk about it in more

detail, also in this case, in the dedicated







SCANIA V8 for trucks: «At the time of its launch in 1969, the rst incarnation of

Scania’s V8 displaced 14.2-litres and developed 350 horsepower and 1,245Nm of

torque. As time went by, incremental power increases were regularly introduced.

Today’s Scania’s V8 has been developed further, with a displacement of 16.4-litres

and available in power steps of 520, 580, 650 and 730 horsepower.»

f you think that in 2020 the image

of a wooden hull only recalls

the Netflix series ‘Black

Sails’ you are mistaken. In Italy,

for almost half a century Cantiere

Foschi has been using marine

plywood to build boats, mainly for

passenger transport. Looking at the

introduction to the Shipyard on its

website, “The planking is made of

marine plywood both layered and

super layered that are put in place

through gluing and fixing to the

supporting structures that make

the hulls absolutely waterproof and

immune from future waterproofing

treatments”. We asked Andrea

and Ulisse Foschi to tell us about a

deep sea fishing boat. In the engine

compartment we find two Scania

D16070M, 552 kW at 1,800 rpm.

Imo Tier 2 Eu Stage III approved,

the engines are powered by pump

injectors, electronically controlled,

driven by the EMS (Engine Management

System), a turbo for each

bank. Nominal torque is 2,930

On the Adriatic coast of

Italy, Foschi Shipyard

builds passenger boats

made of solid wood

and laminated marine

plywood. For the

Rossana I, intended

for sport shing, the

owner chose the 8 V

by Scania

Nm; wen kilowatts at maximum

torque are needed, you can rely on

521 kW, 94.3 percent of maximum

power. The choice of the owner was

focused on power to achieve the desired

speed and specific consumption

(the values declared by Scania

are slightly less than 200 gr/kWh).

Where did the demand for this

boat come from?

You have to consider that virtually

only our shipyard builds this type

of hull. Wooden boat allows you to

model the hull in accordance with

the owner needs. It’s definitely a

more flexible material than fiberglass.

It also absorbs vibrations,

provides heat and thermal insulation.

Consider that these boats ca-

ter to a niche of enthusiasts, who

would never leave this material.

The typical use is passenger transport

for mini-cruises. The owner

specifically asked for this type of

boat because it needed a larger

capacity than the one in service to

accommodate up to 70 passengers

on board, providing services and

a private bathroom. The structure

weighs 40 tons.

But we’re not talking of cruises in

this case…

The owner has been in sport fishing

for more than 40 years and thanks

to this boat he will be able to offer

excursions for a maximum of seventy

fishermen (each of whom will

be equipped with their own fishing

rod), especially for bonito and

mackerel fishing. In addition, the

boat is equipped with spotlights for

night fishing and a glacier for the

fish. It moves within the Adriatic up

to 20 miles from the coast.

What about the workmanship?

The structure is made of solid

wood, we apply bands of layered

and super layered marine plywood

externally, which make the hull waterproof

and light without affecting

its sturdiness. We usually handle

wood up to a length of 38 meters

and currently have a 33 meters

boat under construction. The variable

is the capacity required by the

project. This boat is a 25 meters,

featuring very wide side corridors

where the fishermen stand and can

use their armchairs. Our building

standard includes a wall lounge or

narrower side corridors to be used

as a walkway.

Any precautions for the engine


The only care we are required to

comply with for the engine room

is the use of fireproof paints and

insulation with sound-absorbing

panels. The compartment provides

intakes for aspirated air and

exhausts for forced air for engine

cooling. As it is the largest peak,

and looking at its intended use, it

has a CO2 fire extinguisher system

which waterproofs it. Counter-bases

are made of stainless steel.







Niigata is one of the brands of IHI Power Systems,

which is part of IHI Corporaon that celebrated in 2019

the centenary of its rst diesel engine and the 50th

anniversary of the rst Z-Peller® azimutal engine. Niigata

is the main competor of Wärtsilä, boasng a 16% market

share in the medium speed segment between 1,500 and

5,000 kW compared to 20% of the Finnish brand. Marine

applicaons include boats for commercial use, medium

speed diesel within 500 – 6,700 kW power range, while

the dual fuel range delivers from 1,900 to 2,900 kW.

Z-Peller® azimutal engines are also part of Niigata marine

range, featuring both FPP (xed pitch) and CPP (variable

pitch) propellers, bollard pull (push/pull) from 25 to

110 tons and 700 – 3,300 kW power range. Coming to

staonary engines, the range includes both diesel and gas

medium speed, ranging from 2,200 to 6,600 kW.

Koji Yahagi, Niigata President and CEO:

«On June 2, 1919 Niigata successfully

completed the in-house development of

Japan’s rst marine diesel engine, the M4Z

(...) As always, we adhere to our basic

corporate philosophy of making continuous

efforts to meet the needs of the times.»

he Power B.U. of Deutz Italy

provides aftersales services to

many shipowners, working on

various engine brands, from

old Deutz KHD to MWM, GE Transportation

and Niigata», says Gennaro

Vinetto, head of Niigata engines at

Deutz Italy. «Our Japanese partner

allows us to operate independently,

providing excellent technical support.

At the moment we’re supporting

about twenty tugs and OSV (Offshore

Supply Vessel) equipped with

main engines and Niigata azimutal

thrusters. I’d like to mention in particular

the Dutch shipowner Vroon,

which owns a eet of about 150 ships

(mainly OSV, but also bulk carriers,

tankers and container carriers) and

employs 3000 people on board and

on land. The operations of the Vroon

ships located in the Mediterranean

- about twenty - are managed by a

branch in Genoa. Among these, four

OSV are equipped with main engines

Niigata is the main

competitor of Wärtsilä

on medium speed

marine engines

for commercial

applications. Deutz

Italy is a strong partner

of the Japanese player

in Europe. Let’s take

a look at two case

studies, off Karachi

and Venice

delivering 2,400 kWm each at 750

rpm and Niigata azimutal thrusters.

The units are mechanically operated,

but equipped with sensors to prevent


Deutz Italy has two supply projects

ongoing for Niigata engines, one

ended at the beginning of the year,

the other is still ongoing. The

rst project belongs to Augustea

Transhipment and is the transformation

of a 229-meter bulk carrier,

the River King Master (registered in

2010), into a transhipper for the Sea-

To-Sea Coal Transshipment.

What requirements made Niigata's

offer prevail?

Essentially the pro le of the groups

aligns with three macro-requirements:

the engines must be medium

speed, powered by both marine diesel

oil and heavy fuel oil (Hfo), and provide

a convincing value for money.

As soon as its 'metamorphosis' ended,

the ship went to the operational

area, opposite the coast of Pakistan:

the shallow seabed off Karachi does

not allow materials handling through

the docks. Deutz Italy provided three

2,000 kW each gensets, equipped

with 2,100 kWm at 720rpm Niigata

medium speed units (the electric

power of the engines is 2 MW), assembled

at the Ohta plant in Japan.

The 6L28Ahx (BxS 280 x 390 mm),

delivering 2,100 mechanical kW at

720 rpm, is the low entry of the AHX

range, which also comes in 8 and 9

cylinders, still in line, and 12, 16 and

18-cylinder V architecture, which

goes up to 6,570 kWm.

Where does the need to increase

the ship's power capacity come


The need for the additional 6 MW,

compared to the pre-existing electrical

power available, stems from

the requirements of three Liebherr

cranes and two Bedeschi conveyor

belts. The second project is also very

interesting. As it is a pioneering application

in the Mediterranean, the

mission pro le is that of LNG bunkering.

Niigata provides the Marpol

propulsion engines Dual Fuel, TIER

III Annex VI for a tugboat.

The ship will operate in front of

the Venice Lagoon. Again we nd

a medium speed, the 8L28Ahx-DF,

2,560 kW at 800 rpm, marine dual

fuel (diesel - LNG), four stroke,

Miller cycle with VIVT system (variable

intake valve timing), micropilot

direct injection ignition (marine

diesel oil or diesel lean gas),

burn system. Niigata also provides

the FGGS system (Fuel Gas Storage

System). The tugboat is used to

tow a barge equipped with tanks to

store 4,000 cubic meters of LNG

and 1,000 cubic meters of diesel,

and to power the electric services of

the barge. Propulsion units must respond

promptly to changes in load,

even in harsh weather conditions.

The engine starts and stops on diesel

and automatically switches from gas

to diesel in emergency situations

to meet higher demand for power.

When working on diesel, it’s IMO-

Tier III compliant, also thanks to the

two SCR installed.






Baudouin’s 6W105 engine is one of

the solutions the French manufacturer

provides for a valuable integration with

Alamarin’s waterjets


The Omega 42 Alamarin jet is currently the largest waterjet released

by the Finnish company, tradionally known for small jets addressed to

small boats. Launched last year, it will be soon followed by some other

models belonging to the same series and can be coupled with Baudouin

mechanical or even electronic engines.

The Omega Series products are best suited mainly for passenger vessels

as well as petrol boats, military vessels or basically any vessels where fairly

high speed is needed. Technically speaking, the new jet has a maximum

input power of 2040 hp (1500 kW) and a weight of 815kg. The Omega jets

can handle vessels about 30 meters long. A long tail installaon allows the

jet to be installed so to give more room inside the vessel. Such a soluon

can give manufacturers about 30 or 40 cenmeters more space inside the

boat. According to the

manufacturer, «Alamarin

jets are designed to be the

easiest jets to be installed

in the market; the Omega

Series promises high

speed efficiency (55+

knots) while maintaining

extremely high bollard

pull and cavitaon


sels as well as superyachts.

Let’s use the words of Alamarin experts

to dene a waterjet, which is basically

a pump that moves the water

through a tunnel that restricts it and

straightens it through a ow, thus pro-

The synergy between

companies is crucial

to allow for a better

integration of engine,

gearbox and waterjet.

Relying on all the

information is a good

start to make the right

decision for the whole

propulsion system

here’s been plenty of webinars

in the last months, due to

the lack of traditional events.

One of these was organized

by the Finnish waterjet manufacturer

Alamarin together with two major

suppliers speaking of marine propulsion

systems. The target was to show

how the complementarity between

players having different roles within

the driveline works. For the benet of

OEMs, of course.

The starting point of the discussion

dealt with the new release by Alamarin,

the Omega 42 jet that’s the rst

example of a brand-new Omega Series.

We talk about it in the box on the

next page. This release gave Alamarin

the possibility to address their products

to larger boats compared to the

past, so military, police, shing vesducing

the thrust. This is often compared

to more conventional propellers

and, although there’s no single best

type of propulsion, it’s possible to

spot some differences. Waterjets are

featured by quite high manoeuvrability.

Also, there’s no spinning propellers

in the water, reducing the chance

of injuring the people, marine animals

and reefs. Waterjets have lower vibration

levels and are more expensive

compared to conventional propellers.

Especially slow speed efciency can

be a weakness due to their own limitations

and the presence of a gearbox is

optional. Finally, unlike conventional

propellers, waterjets cannot be installed

on all vessels.

Talking about gearboxes and transmission,

ZF has quite a close relationship

with Alamarin. Giulia Polli, Pleasure

Craft Product Line Manager for the

Asia Pacic region at ZF, was among

the speakers of the webinar and provided

an answer to quite a crucial

question: why you may need to add

a gearbox to a waterjet? «A gearbox

gives the opportunity to disconnect

propulsion from the neutral position.

It also adjusts the rpm coming from

the engine and going through a propeller.

In a standard vessel, it absorbs

the thrust coming from the propeller

and downloads it through the strings

of the vessel itself. In applications

with waterjets, it is important so to

have the most ef cient propulsion together

with the waterjet. The gearbox

can also provide additional installation

exibility. If you want to have

a complete disconnection between

the waterjet and the engine, you get

a gearbox in between using the neutral

position of the gears. Moreover,

thanks to the transmission it is also

possible to add a power take off, so to

increase exibility».

Engines are indeed the third side of

this triangle. Although Alamarin waterjets

can be integrated with several

engines, there’s once more a close relationship

with Baudouin, a primary

manufacturer with quite a long-lasting

know-how on marine engines for work

boats, commercial vessels or pleasure

crafts. The 4W105, a 4-cylinder engine

with a total displacement of 4.5 liters

and maximum fuel consumption of 24

liters per hour, as well as the 6W105M

(a 6-cylinder engine with a total displacement

of 6.7 liters and maximum fuel

consumption of 50 liters per hour) are

two examples coming from Baudouin

range of marine engines mentioned

during the web event. As the latter dealt

in particular with South East Asia,

Baudouin boasts quite a strong position

in that region, thanks to the headquarters

in Singapore, recent investments

made in Indonesia and some strategic

agreements in Malaysia for spare parts


Finally, Alamarin experts answered

another key question. What do we need

in order to match an engine, a gearbox

and a jet? «We need to know the power

input. We need to know if you may require

a gearbox. We try to match the

shaft speed power to the coverage of

the engine. We also need to know the

full specs, the number of engines, the

steering types. It is very important to

have all the information so that the

project may actually succeed».







«Italy is the world leader in the superyacht segment with a

global market share of over 40 percent. Italy’s prominent

posion led to investments in the creaon of a naonal team

that has evolved into a global competence centre for the

development of hybrid and electric propulsion soluons for

leisure boang», added Andrea Franchini.

«Clearly, we mainly focus on Italian and foreign shipyards.

In synergy with diesel engine providers, we constantly

strive to nd the best soluons in terms of innovaon and

environmental sustainability. We are also working on hydrogen

fuel cell-based generaon systems. As for onboard electric

equipment we have developed protecon devices for DC

networks based on quick-acng stac devices to replace fuses

and electromechanical switches with a view to achieving faster,

more reliable response. We also developed simulaon soware

for propeller systems and their interacon with the overall

boat architecture, capable of creang a digital twin of the boat

itself. This makes it possible to create virtual prototypes thus

curbing development costs and me-to-market».

Thanks to the diesel-electric SISHIP EcoProp system, CCN’s

Vanadys superyacht has obtained the ‘Hybrid Power’ Lloyd’s

Register certi cation

ybrid propulsion projects

in the boating sector keep

advancing gradually but relentlessly.

We asked Andrea Franchini - Sales

Director Vertical Markets - Process

Solutions at Siemens Energy a few

questions on the subject.

Hybridization could be regarded as

the ‘cadet branch’ of (and, as such,

sometimes more viable than) electri-

cation. What are Siemens’ solutions

for commercial vessels in that eld?

Siemens’ solution for the hybrid segment

is based on the SISHIP Bluedrive

Plus C system, a diesel-electric

platform that includes variable-speed

gensets, a direct current power distribution

system t for connection to

battery-based storage modules, and a

motor/inverter unit to drive the propellers

electrically. The onboard electric

equipment is entirely connected to

the distribution system via auxiliary

inverters. It’s a scalable system that

can cover diverse power rating re-

Reliability and reduction

of operating costs and

emissions are the main

demands of commercial

operators. Flexibility

and the possibility

to access marine

protected areas is what

leisure boat owners are

asking for

quirements up to 7 MW per propeller


It’s a well-proven, reliable solution

that makes it possible to cut operational

costs by up to 20 percent thanks

to lower consumption levels, reduced

wear-and-tear of combustion engines

that can work less and under optimal

conditions, and extended maintenance


Siemens SISHIP EcoProp: we saw it

onboard the MY Vanadis. Could you

tell us in more detail about it?

The SISHIP EcoProp platform meets

a variety of needs by offering a compact

automotive-derived solution that,

as such, is well-proven and reliable.

It’s based on a series of water-cooled

brushless drives. Its perfectly reversible

permanent magnet motors can also be

used as generators. Again, in this case

one or more gensets can be coupled to

a DC bus via decentralized drives to

which batteries are connected. Thereon,

other components in the same family

operate the reverse electrical transformation

feeding inverters and electric

motors that drive propellers or manoeuvring


In addition to the hybrid-series solution

we just described - typical of larger

vessels - the system can also be used to

create hybrid-parallel congurations

suitable for medium-sized yachts whose

diesel engine and electric motor are

both directly coupled to the propeller


In this case the electric motor, whose

rated power is usually lower than that

of the combustion engine, also works as

a generator thus providing energy ow

to batteries.

This way the yacht can be run in a purely

electric mode at a low speed, while

the ‘Diesel mode’ can be used for cruising

speeds. While cruising, the electric

unit will recharge the batteries thus allowing

to use the Diesel mode at its topperformance


Moreover, this offers the possibility to

get some extra “boost” by adding up

the power output of the diesel engine to

that of the electric motor. That’s precisely

the solution we devised for the Vanadis.

The SISHIP EcoProp, consisting of

the classic inverter-motor-generator

triad, has been on the market for

some 12 years now. How has it developed

over time?

The EcoProp stands out for its wellproven

robustness and reliability. Since

the very rst projects, over the years

we have been expanding its range and

application sectors. More in detail, we

added lithium-ion batteries for energystorage,

we included new sizes for both

synchronous and asynchronous motors,

we standardized the managing software

and simplied parameterization.






Left, Artika Series cryogenic submerged pumps made by

Vanzetti Engineering. Above, the Siem Confucius car carrier,

powered by LNG.

eing essential to have cryogenic

uids at very low

temperatures and transfer

the uids from one tank to

another, cryogenic pumps are also

widespread in the marine eld. We

talked about it with Giancarlo Geninatti,

Lng Marine Sales Manager at

Vanzetti Engineering.

What are the main types of cryogenic

pumps in the marine eld?

The cryogenic centrifugal pumps

for marine applications are always

submersibles: this means that the

engine is submerged in the LNG.

Compared to the industrial ones,

then, there is an important difference

also in pump types. Besides the

centrifugal ones, there are also reciprocating

cryogenic pumps.

What about applications instead?

There are basically two applications.

One is the pump used to feed

liquid methane to the ship engine.

The second one is that of so-called

cargo pumps, which are used to

Vanzetti Engineering

cryogenic pumps for

LNG handling and

transportation can act

as cargo pumps or

feed liquid methane

to the engine.

Will there be space

for pleasure boats in

the near future?

move the methane from the tank of

a ship to the tank of another ship

or rather to a liquid methane tank

on ground. In the marine sector, as

mentioned, the other family is that

of reciprocating pumps, suitable for

engines that need very high pressure,

up to 350 bars.

Let’s talk in more detail about

products. How does the Artika

120-3S differ from stationary application


The Artika 120-3S is the smallest

pump in the Vanzetti Engineering

Artika range and is mainly used in

the marine eld. The big difference,

as far as marine industry is concerned,

is the class certi cation;

Vanzetti Engineering has got experience

with virtually all marine

certi cation bodies. To be certi ed

all materials must come from certi-

ed production chains, from steel to

aluminum alloy up to the individual

parts of the pump. Once mounted,

the pump have to be thoroughly tested

in order to be compliant with

some quite strict standards. The

whole quality control is therefore

much more expensive, also affecting

the cost of products.

What are the pressure ranges and

the scopes for implementation?

On Artika Series pumps, which are

low-pressure pumps, we have two

ranges. The one around 10 bars is

used for instance on cruise ships,

carrier vessels or chemical tankers,

for instance, and features 4-stroke


The pumps that reach around 20

bars are on the other hand intended

for much larger ships, such as large

container carriers with 2-stroke

engines. In addition to Artika pumps

our range also includes alternative

high-pressure pumps, for 2-stroke

engines requiring up to 350 bars.

What is missing for the LNG to

take hold once and for all in pleasure

boats, maybe on megayachts,

then on boats at least from 80 feet

up? Besides structural issues linked

to tanks layout, are there any

other key issues that should be addressed?

There’s been a lot of talk about

LNG in pleasure boats and several

projects are now in place. Sooner or

later, we think that they will be na-

lized. For the time being, the most

important issues are size and supply

infrastructure. In a nutshell, the

ship and therefore the tank have to

be quite large.

Yachts, even megayachts, are

obviously smaller in size than commercial

boats. Therefore switching

to an LNG tank is not easy.

From a safety point of view, however,

we do not see any particular obstacles.

Then there’s the infrastructure:

surely LNG refuelling stations

are not so widespread at the moment.

A high-level infrastructure system

is essential for projects of this

kind to have an important boost. We

are also con dent because we see

that the market is globally evolving

and we keep talking about it with







A wall-mounted electric

panel? The AS antivibration

mount allows

to use natural rubber

featuring the best

mechanical performances

to support the electric

panel and insulate it

from vibrations. The AS

features a tear-resistant

vulcanized metal tube

f you think that comfort and safety

on board rely only on the

axle line or keel you are forgetting

the contribution of a small

but fundamental component, the antivibration

mounts, which are used to

reduce noise and vibration caused by

the engine when also the appropriate

counterweights are ineffective. In

addition to stiffening the foundations

and the hull, mechanical resonance

phenomena have to be carefully avoided.

The use of sound and structural

insulation is also recommended.

Marine applications cannot ignore

operating conditions and reliability.

Roll and pitch conditions are normal,

but permanent swings due to accidental

movements of not perfectly

stowed load or changes in the hull

structure due to breaches must also

be taken into consideration. The characteristics

of each component within

the ships include reduced weight and

size, adaptability to the hull shape,

great maneuverability and of course

ease of management, dismantling and

maintenance. Finally, anti-vibration

mounts must also take into account


harsh operating conditions: high resistance

to corrosion due to marine

water and air, the ability to work even

when in direct contact with different

fuels. Finally, we must not forget the

minimization of possible re sources:

rubber must therefore comply with

re safety standards. To meet all these

requirements Patrini Giacomo can

produce metal/rubber anti-vibration

mounts featuring stainless steel and

NR, EPDM or NEO rubber parts.

The availability of different mixtures

allows to use the most suitable one

to get the right compromise between

damping vibrations and resistance to

external agents and heat.

Customized mixtures are available

for particularly critical applications.

Patrini Giacomo is a historic manufacturer

of metal/rubber anti-vibration

mounts since 1965. It has a qualied

technical ofce and advanced

tools for analysis, characterization

and testing.

ailing ‘with the plug’ is still a

taboo. Torqeedo, the electric

soul of Deutz, has worked

to debunk it, along with ZF.

Following the story of the Deep Blue

drive system, directly from the parent

company. Torqeedo will integrate

ZF’s innovative Steerable Pod Propulsion

(SPP) into its successful Deep

Blue drive systems. The cooperation

agreement was recently signed, and

the plan is to have the rst products

ready by the end of this year. Under

the terms of the partnership, ZF will

supply components, while Torqeedo

will carry out the worldwide sales and

servicing activities for the Deep Blue

systems. The collaboration will help

Torqeedo to build on its existing competitive

advantage and give it a strong

technological USP in the 50 and 100

kW power output range. Climate

change and the problems caused by

emissions in urban centers mean that

electrication offers a huge amount

of potential, including in the marine

segment. Torqeedo drives do not produce

any local emissions and make

an important contribution to climate

protection. Chairman of the Deutz

Board of Management, Dr. Frank Hiller,

offered the following explanation:

«The various transport segments have

different requirements when it comes

to the shift to carbon-neutral drive

systems. The partnership between

Torqeedo and ZF is an important step

in the process of driving forward this

transition for sailing yachts, urban

ferries, and water taxis».




Powerbox announced the

release of a ruggedized dual

channel power supply for

marine engine control. Based

on a ruggedized plaorm for

use in harsh environments,

the ENMA500D24/2×27-CC

provides two 27V/20A isolated

outputs and a total power of

540 W. The power supply is

housed in a robust IP56 case,

it is mechanically designed for

efficient conducon cooling,

and it complies with DNV/GL

standards. From local low power

DC/DC converters powering

sensors to high power DC

generators powering the whole

boat, ships and vessels are

full of electrical and electronic

equipment requiring robust and

safe power supplies.

Although many applicaons can

be powered by marine cered

commercial off-the-shelf power

supplies, others are very specic,

requiring unique power soluons

designed to pair with the nal


Yanmar will develop a hydrogen fuel cell system for maritime applications, based on fuel cell technology for

automobiles. With the International Maritime Organization announcing a strategy to reduce greenhouse

gas (GHG) emissions to zero by the end of this century, marine environmental regulations have been

tightened worldwide and the implementation of emission control areas has begun to have an effect on

ship operations. Yanmar has successfully addressed the various regional demands for emission control

regulations by developing dual-fuel engines and ever cleaner diesel engine technologies. The next

challenge, then, is to develop non-fossil fuel powertrains. The company has signed a memorandum of

understanding with Toyota Motor Corporation to develop a

hydrogen fuel cell system for maritime applications based

on hydrogen fuel cell system components including high

pressure hydrogen tanks on Mirai, a hydrogen fuel cell

automobile manufactured by Toyota.




N.11 November 2016

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art. 1, comma 1, LO/MI


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single cylinder, 2.2 litre

and 3 - 4 litre, Stage V and Tier 4F


1 November 2017

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Fpt Industrial

cylinder is back







Man D3876, Power Generation Shanghai,

Cummins, the engines of THs, under the

bonnets of Tractor of the year


Liebherr D98: 62, 83 and 103 liter

for the ‘Biggest One’


Kubota V5009 is the Diesel of the year 2019

Cummins 100 years - MEE & BAUMA - DRiV - MTU - FPT

Comparisons: 1.5-1.7 liters and 4 liters - H as Hydrogen

CNH Capital Markets Day - Kohler Hybrids - Kubota DOTY 2019

Comparisons: 5 and 16 liters - Interviews: AGCO, Cummins, SAME -

Biogas Mixing Truck - DPE & Agritechnica - MTU - ENI - TOTY

Fpt Industrial F28 Diesel of the year 2020 - Briggs&Stratton -

Comparisons: 2-2.5 liters - Interviews: Cummins - Deere - MTU - Perkins

JCB&Cummins - Conexpo&O f-Road - MEE Dubai&PG - Europe&China


Fpt Industrial

with records




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Exhibitions (Conexpo, Mee, Samoter, Sima,

Omc), Energy report, News, Interviews,

Power Generation, Comparisons


April 2019

Diesel of the year 2020 - Perkins&Hybrids - Comparison:

2.8-3 liters - Logset & Danfoss - Agritechnica: FPT and MAN play

their cards right - PG Cummins - Marine: Cannes, Genoa and METS


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March 2020

F28 Diesel of the year 2020: also hybrid - Interview: Dana INC. -

Report from Conexpo: JD, Kubota - Comparisons: 1-cylinder

and 9 liters - Lindner&Perkins - MEE Dubai - LNG - DPFs


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ALAMARIN - 42, 43




BAUDOUIN - 8, 9, 30, 42,


BERTETTI, Paolo - 24


BMW - 6

BOSCH - 31

BRUGNARO, Luigi - 23





CECCHI, Saverio - 12

CMD - 30, 31

CUMMINS - 27, 37


DAF - 27, 28

DE BONO, Giuseppe - 10

DEUTZ - 40, 41, 49



FESTA , Amalia - 18, 19, 20

FIAT - 30


FLYNN, Richard - 8

FNM - 30, 31, 32

FORD - 27

FOSCHI, Ulisse - 38

FOSCHI, Andrea - 38

FPT - 4, 5, 12, 26, 30

FRANCHINI, Andrea - 44


GAMMIERI, Umberto - 4

GENINATTI, Giancarlo -



HUG - 25





IVECO - 26, 27


KOHLER - 16, 17

KUBOTA - 20, 30, 32


MAN - 20, 27, 28, 34, 35,

36, 37

MELKA, Brian - 17


MERCURY - 12, 23, 31, 32

METS - 31

MORO, Franco - 23


NANNI - 18, 19, 30, 32






POLLI, Giulia - 42


RENAULT - 26, 28



SCANIA - 20, 27, 28, 38,


SCHREIBER, Matthias - 36




STEYR - 31, 32




VANZETTI - 46, 47

VETUS - 30, 32

VINETTO, Gennaro - 40


VM - 31, 32

VOLVO - 12, 26, 28, 31, 32


YAHAGI, Koji - 41

YANMAR - 12, 31, 32, 49


ZF - 30, 42, 43, 49


Engines and components for OEM

Culture, technology, purposes

And market of Diesel engines

Established in 1986

Editor in chief

Maurizio Cervetto

Managing editor

Fabio Butturi

Editorial staff

Stefano Agnellini, Ornella Cavalli,

Fabrizio Dalle Nogare, Cristina Scuteri,

Roberto Sommariva


Roberto Negri, Carlo Pifferi

Layout & graphics

Marco Zanusso (manager)

Editorial management

Fabio Zammaretti


Industrie Grache RGM srl,

Rozzano (Mi)

Milano City Court Authorization

n. 860 – December 18th 1987 National

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

D.L. 353/2003 (mod. in L. 27/02/2004 n°

46) Art. 1, subsection 1, LO/MI





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We’re meticulous creators of power components that integrate easily and

perform reliably. From inspiration to application, we celebrate the process

of bringing your equipment to life. We truly understand the needs of the

OEM because we are one. We’ll put our insight and expertise to work

to provide a seamless solution for your machine — from the engine and

electrification to the drivetrain.

We’re John Deere Power Systems. We’re proud to power you.


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