Powertrain | Diesel International 2022-09

POWERTRAIN
A FUEL
brave choice
MAN likes dual fuel with hydrogen - Report from Venice Boat
Show - Rolls-Royce PG Symposium: Our first impressions -
Yanmar and Lyman-Morse - OXE & Cox - FPT Industrial outlook
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
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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
DIESEL SUPPLEMENT
September 2022

HISTORY
+
S E R V I C E
+
S U P P O R T
+
TECHNOLOGY
+
D I S T R I B U T O R S
POWERTRAIN diesel-international.com
SEPTEMBER 2022
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
EMISSIONS
10. CUMMINS
How to reduce consumption
POWER GENERATION
12. ROLLS-ROYCE POWER SYSTEMS
Symposium, where to experience the future
EXHIBITIONS
16. VENICE BOAT SHOW
Electric, hydrogen, diesel, LPG
INTERVIEWS
20. FPT INDUSTRIAL
Growing fast in the US and China
CONTENTS
12
FIND DIESEL INTERNATIONAL ON:
ENGINES
22. MAN ENGINES
Dual fuel hydrogen-engines (and V12X 2200hp)
26. OFF-SHORE
OXE and Cox “run” diesel
28 SCANIA
An orange mermaid at the Genoa Boat Show
30. WÄRTSILÄ
Sustainable Technology Hub
32. VOLVO PENTA
IMO Tier III D13 for work boats
BOATS
34. FISH-EYE
Yanmar to power Lyman-Morse Hood 35LM
CONNECTION.
IT’S WHERE THE REAL POWER LIVES.
22
34
38. GERRISBOATS
A disruptive hull for electric tenders
ALTERNATIVE FUELS
40. CHEVRON
Global Centre for Maritime Decarbonisation
THINK PINK
48. UNIVERSITY OF COVENTRY
Lorena Moreira is a brilliant young engineer
There’s an unbreakable bond between John Deere products and
the people who choose them. It gives you the power to take your
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standing behind you. And the power to work confidently knowing a
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offer service and support whenever you need it. That’s the unique
connection you get with John Deere power.
JohnDeere.com/Connection
COLUMNS
4. Editorial 6. Newsroom 8. Automotive 42. Techno
According to IRENA
“Hydrogen will cover 12 percent of global energy
demand and will cut 10 percent of CO 2
emissions
by 2050”
3

EDITORIAL
by Fabio Butturi
HYDROGEN SEEN BY IRENA
Hydrogen, object of desire, for some a mirage,
for others an obsession. In this issue we report
on Rolls-Royce PG applications and MAN
Engines’ dual fuel system for workboats.
Here are some passages from the report by
IRENA, International Renewable Energy Agency.
According to IRENA’s World Energy Transitions Outlook
“hydrogen will cover 12 percent of global energy
demand and will be cutting 10 percent of CO 2
emissions
by 2050. Yet, hydrogen can only be a viable climate
solution if the power needed to produce it comes in
addition to the electrification of the energy system,
placing an even greater uptake of renewable power at
the heart of the transition. If costs come down, green
hydrogen below USD 1 per kilogram (kg) would be
available to meet ten times the world’s energy demand
in 2050. The new reports see half of the hydrogen in
2050 being traded through largely existing, repurposed
gas pipelines drastically reducing the costs of transport.
With costs of around USD 0.10/kg per 1,000 kilometres
(km) in 2050, it would be the most cost-effective option
for less than 3000 km distances. By contrast, transportation
through new pipelines would cost twice as much. This is
still less than shipping it in the form of green ammonia
4
over 3,000-5,000 km, the other half of global hydrogen
trade. Ammonia shipping will become the dominant
form of intercontinental hydrogen trade, according to
the analysis. This future pipeline-enabled trade would
be concentrated in two regional markets namely Europe
with the vast majority of 85 percent of the hydrogen
trade and Latin America with 15 percent. Europe’s main
trading partners would be North Africa and the Middle
East while Australia could mainly supply Asia.
New trade markets would lead to different roles for
energy players. Some of the largest potential exporters
of hydrogen by pipeline in 2050 are Chile, North Africa
and Spain, representing almost three-quarters of the
pipeline trade market. Major consumers like China
and USA are able to produce most of their hydrogen
domestically. Africa, Australia and North America,
account for three-quarters of the global exports. On the
importing side, Japan, South Korea and the EU are
expected to satisfy a large share of their hydrogen
demand through imports. As hydrogen becomes an
increasingly internationally traded commodity, the
hydrogen sector will attract growing sums of international
investment. Satisfying the global hydrogen demand
requires an investment of almost USD 4 trillion by 2050.”
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NEWSROOM
#CUMMINS #DUPLOMATIC #DAIKIN
CUMMINS CEO
DAIKIN TO ACQUIRE DUPLOMATIC MOTION SOLUTIONS
JENNIFER
RUMSEY
On June 30 th , 2022 Daikin Industries has
obtained all shares of Duplomatic Motion
Solutions and it has completed its acquisition.
Through this transaction, Daikin will have an
extensive product lineup, robust engineering
capabilities for hydraulic systems and a strong
business foundation in Europe. Together with
Daikin hybrid system technologies, the aim
is to offer to the market high tech solutions
to reduce environmental load. Backed by 70
years of technology innovation and industry
expertise, Duplomatic is known for its advanced
engineering and a world-class operation with its
multiple brands and worldwide manufacturing
facilities. Following the transaction Roberto
Maddalon, in Duplomatic since 1996, will
continue to lead as CEO the business going
forward. He said: “The integration with Daikin
will enable to accelerate the development and
the deployment of new technologies and this
will enhance our product portfolio and offer
of sustainable solutions to our customers.”
Yuya Kimura, newly assigned Vice President
of Duplomatic from Daikin Industries, said:
“We have closely tracked Duplomatic’s
outstanding growth over the past several years.
Daikin fully admires Duplomatic’s committed
and passionate team members, and strongly
believes that this integration should further
accelerate the growth by delivering new values
and experiences to both our existing business
partners and potential customers worldwide.”
“I am grateful to Tom
for his support over
the years. My technical
background, business
experience and focus
on people, purpose, and
impact have prepared
me for this moment.”
Jennifer Rumsey is going to
take the role of President and
CEO of Cummins starting 1 st
August 2022. Currently she
hold the position of President and
Chief Operating Officer (COO).
She’ll replace Tom Linebarger, who
will continue to serve as Chairman
of the Board and Executive Chairman.
Jennifer Rumsey will be the
seventh CEO and first woman to lead
the company since it was founded
in 1919. Linebarger, as mentioned
above, will continue to serve as
Chairman of the Board of Directors
and in an Executive Chairman role,
working directly with Rumsey on
specific initiatives that position the
6
company for continued success, including
completing the pending acquisition
of Meritor.
Since taking on the role of COO in
March 2021, Jennifer Rumsey has
overseen Cummins’ global operations.
In February 2022, she was
elected to the Cummins Board of
Directors, and she will maintain her
seat on the board.
The new Cummins’ CEO Jennifer
Rumsey began her Cummins career
working in Research and Technology,
primarily focused on advancing
technology to reduce criteria pollutants
from diesel engines. Since
then, she has held numerous positions
of increasing responsibility
and impact, including bringing new
platforms and technologies to the
market, driving improvements in
product quality, and developing the
capability of global teams, the group
says. She has also been deeply engaged
with some of the company’s
most important original equipment
manufacturer (OEM) partners. The
leadership roles Rumsey has held
include President of Components,
where she oversaw a global portfo-
lio of business units that delivered
profitable growth while ensuring
power solutions met performance
and emissions goals, and Chief
Technical Officer, where she led
strategic investments in key technologies
and applications to transition
to lower carbon emissions products,
laying the foundation years ago for
the company’s New Power Business
and Destination Zero strategy.
Prior to Cummins, Rumsey worked
for a fuel cell technology company.
Jennifer Rumsey is a member of
the Society of Women Engineers,
Society of Automotive Engineers,
the Purdue Engineering Advisory
Council and Women in Trucking Association.
She holds a Bachelor of
Science in Mechanical Engineering
from Purdue University and a Master
of Science in Mechanical Engineering
from Massachusetts Institute
of Technology. Throughout her
career, she has been an advocate for
diversity, equity and inclusion and
women in STEM fields. She lives in
Columbus with her husband and has
two college age daughters who are
both pursuing engineering degrees.
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AUTOMOTIVE
#INTERNALCOMBUSTIONENGINES #DECARBONIZATION #EUROPEANUNION
“FIT FOR 55” BY EU
FIT
0R
UNFIT?
“Fit for 55” refers to the EU’s target of reducing net
greenhouse gas emissions by at least 55% by 2030 .
On the 8 th of June, the plenary
session of the European Parliament
in Strasbourg approved
the “Fit for 55” plan. Besieged
by cross-party alliances involving even
the sovereignists of the ID group where
Marine Le Pen and the German AFD sit,
the “Fit for 55” initiative was rejected on
practically every point: from the carbon
tax to green ETS credits. While the entire
“Fit for 55” was returned to the European
Parliament’s Environment Commission,
a jolt of unanimity amongst the Members
of the European Parliament led to
the approval of a ban, entering into force
in 2035, on the sale of cars and light vehicles
(up to 3.5 tonnes of total mass)
whose engines emit greenhouse gases
(CO 2
). The only ones to be pardoned are
those manufacturers of series of vehicles
that make less than a thousand units/year.
A defeat first and foremost for ACEA,
the Association of European Automobile
Manufacturers, which has survived
months of capillary lobbying to mitigate
the impact of “Fit for 55” on the European
automotive world. It is no coincidence
that, within a short time, Stellantis’ CEO
Carlos Tavares announced the exit of the
Franco-Italian-American group from the
association led in recent times first by
Sergio Marchionne and then by Philippe
Varin, CEO of PSA Peugeot Citroën.
In a very British style, far from Mar-
European Parliament
approved “Fit for 55”
plan. After 2035, no
ICE will be produced
anymore
chionne’s invectives, Tavares clarified:
“The environmental challenges ahead of
us, together with a rapidly changing economic
environment, require an efficient,
global and inclusive all-round approach
involving all those who wish to contribute
to the construction of a sustainable
mobility. Access to clean, safe and affordable
mobility for citizens around the
world is at stake.” The fact that Tavares,
together with another “big” like Akio
Toyoda, has little faith in the feasibility
of an “all-electric” future is nothing new.
And someone, again on a global level,
points out how the harmony between
the first (Toyota) and fifth (Stellantis)
world car manufacturers with regards to
the future of sustainable mobility puts
the Franco-German axis created by the
Renault-Nissan and Volkswagen groups
(number three and two respectively) in a
difficult position, since they count on the
economic incentives promised by the
governments of Paris and Berlin; neutral
on this issue is Hyundai-Kia (number
four), drawing its strength from the experience
accumulated in China. Tavares’
“free hands” choice has a motivation
that highlights his skills as a pragmatic
manager. If the Greens are celebrating
the “Stop in 2035”, the chaos staged
in Strasbourg on the 8 th of June and –
above all – the implosion on “Fit for 55”
of the majority, that has so far supported
the Commission in the European Parliament,
represents a golden opportunity
for Stellantis’ CEO in view of the second
half of the game, the opening of which
is scheduled for the 28th of June, with
the EU Council of Environment (we
are writing a few days before this date,
editor’s note). The hypothesis is that the
meshes of the EU project will widen,
lowering the expected reduction in CO 2
emissions from 100 to 90 percent, an objective
that is not impossible for internal
combustion engines already in the Euro7
version. However, in the EU buildings,
many politicians and officials seem to
ignore two key facts. The first one is that
only 12 percent of CO 2
emissions in the
whole EU comes from cars. No one, in
fact, has contradicted the well-known
study according to which, on an annual
basis, the cruise ships anchored with
their generators running at the harbour
of Barcelona pollute as much as the entire
European car fleet. In terms of global
impact on the planet, then, the 2021
registration figures show that the 16.8
million new vehicles in the European
area represent only 20 percent of the
world figure, which sees Asia in the lead
with 42.6 million vehicles, where China
stands out with its 26.2 million cars.
Eliminating EU emissions, therefore,
risks to be more of an exercise in style
rather than an advantage for the environment.
Without forgetting the problem of
raw materials, as Andrea Boitani, Professor
in Transport Economics at the Catholic
University of Milan, pointed out:
“The Chinese have been quicker, and as
for rare earth elements, especially lithium
(essential for batteries), they have
already signed exclusive and advantageous
agreements with the governments
of their producer countries, mostly in Africa.”
If it is true that “failure is simply
the opportunity to begin again, but this
time more intelligently”, as Henry Ford
loved repeating, perhaps the Strasbourg
disaster could be a new beginning for the
European automotive industry.
8
9

EMISSIONS
#CUMMINS #PERFOMANCESERIES #CONSUMPTION #STAGEV
CUMMINS
SEVEN
GOOD
TIPS
FROM UK TO SOUTH KOREA
Cummins has announced that its Darlington Engine Plant’s 1.5
millionth Mid-Range engine has made it across the globe to South
Korea and been installed into a Hyundai excavator. In January,
Cummins revealed that it had manufactured its 1.5 millionth Mid-
Range engine, a B5.9, at its Darlington factory in the north-east
of England. Since then, the team at Darlington has been tracking
the progress of its now “famous” engine and have estimated that
it travelled over 5,400 miles from Darlington to machine plant
at Ulsan City, South Korea. The 5.9-litre engine has been fitted
into a 22-ton HX220S Hyundai excavator, providing the power for
thousands of hours of heavy workload. This is not the end of the
1.5 millionth engine’s journey as the excavator is destined for a
customer in Guatemala at the end of May. Cummins’ Darlington
factory produced 66,000 engines in 2021, and employs around
1,500 people working in engine assembly, exhaust aftertreatment
manufacture, technical operations, and business support functions.
It manufactures engines spanning a range of 3.8 to 9-litre
displacement (75 to 430 hp), powering a wide range truck, bus,
construction, agriculture, material handling, marine and power
generation applications around the world.
Steve Nendick, Cummins: “Despite what many in the industry
have heard, stop-start systems don’t compromise engine life
as they are tailored specifically to the duty cycles of the machine
and operation, and have optimised components.”
lored specifically to the duty cycles of
the machine and operation, and have
optimised components. The system
also automatically limits the number
of stop-starts per hour, unlike a car.
So, if the machines have timed idle
shut-off or stop-start capability, this
should be switched on. Cummins offers
stop-start on its Performance Series
engines and in real-world trials
we’ve seen it deliver fuel savings of
10% compared to standard engines.
Can the work be done in Eco mode?
Although many operators dismiss Eco
mode (or downright hate it) the mode
will automatically reduce engine
speed and save fuel. Don’t ignore it.
Switch it on. Many newer machines
come with monitoring facilities as
standard. By analysing their data, operators
can find operational efficiention.
Idling wastes fuel, regardless
of how efficient the engine is. Yet despite
this, it’s often a common practice
(we’ve all seen operators eating their
lunch in an idling machine). By simply
killing the engine when it’s not in
use, operators can save fuel, as well
as reduce emissions and prolong the
life of their machine by cutting unnecessary
wear on components. Despite
what many in the industry have
heard, stop-start systems don’t compromise
engine life as they are tai-
Cummins tells us
the seven top tips
for reducing fuel
consumption
Emission nearly rhymes with
consumption. A need, that of
reducing the environmental impact
of the diesel engine, which
goes hand in hand with the dramatic
increase in the cost of oil. Brent
is stable at USD 113, and refuelling
costs at gas stations are now out of
control, stably above EUR 2 per litre
in several European countries (Monday
27 June). The recipe has the usual
ingredients (combustion chamber
pressure, injection, efficiency, ATS
etc.), what changes is the skill of the
cook. In this case it is Steve Nendick,
Marketing Communications Director
for Global Off-Highway at Cummins,
who tells us about the alchemy of Columbus.
“We’re delighted to share our seven
top tips for reducing fuel consump-
cies by understanding how equipment
is being used, such as excessive idling
or aggressive use of the throttle”.
Predictive maintenance is another lever
to keep the engine in top shape.
It not only benefits TCO as an overall
figure, avoiding downtime, but also
the smoothness of clutches and the
prevention of the effects of oil residues
and clogged nozzles, to give two
examples.
“Monitoring also helps to detect potential
service problems in advance
and reduce repair costs and downtime.
Cummins Guidanz supports this
capability on electronically connected
engines, for example. Understanding
and following recommended maintenance
schedules is critical to ensure
that equipment gives optimum performance.
Poorly maintained machines
will use more fuel for the same amount
of work as a well maintained one.
Preventive maintenance also saves
major repairs in the long term, maximising
the productivity and life of the
engine. Continuing with the theme of
things that are often ignored… Follow
the OEM’s recommendations to ensure
that correct fluids (such engine,
hydraulic and axle oil) are used and
kept at the required levels. Additional
checks on the cleanliness of radiators,
radiator screens and air filters, as well
as having the correct tyre air for the
intended job, are also important to deliver
optimal fuel efficiency. Consider
updating your plant and equipment. As
always there is a balance to be struck
between capital and operational expenditure,
but the high cost of fuel may
just tip the scales towards the former
for some operators with older, less efficient
equipment. By purchasing new,
or newer, machines, operators can
reap the benefit of diesel engine technologies
that have been pushed higher
up their evolutionary ladder, getting
increasingly fuel efficient, reliable
and cleaner. For example, Cummins’
latest Performance Series engines use
less fuel than their previous generation,
providing a substantial fuel cost
saving over the life of the engine and
the machine. Finally, it’s worth investing
time, money, and effort in training
staff for the equipment they operate.
Poorly trained staff will be more likely
to mishandle the machine, increasing
fuel consumption. As monitoring
capability develops, the data gathered
will be able to help improve operator
training”.
10
11

POWER GENERATION
#ROLLSROYCEPOWERSYSTEMS #FRIEDRICHSHAFEN #ELECTROLYZERS
ROLLS-ROYCE PG SYMPOSIUM
JOURNEY
TO NET
ZERO
BERGHOF SOLAR PARK IN TENGEN
The new Berghof solar park in Tengen, southern
Germany, opened on Friday 3 June 2022. The plant has
an output of 3.7 megawatts and will generate around
four million kilowatt hours of CO 2
-free electricity per
year for Rolls-Royce Power Systems, saving 1,300
tons of CO 2
a year compared with electricity available
through the German grid network. The new solar park
takes Rolls-Royce another step closer to its goal of
achieving net zero greenhouse gas emissions from its
operations and facilities as Power Systems has signed
a power purchase agreement with the operators for
an initial period of ten years. “With our Net Zero at
Power Systems program, we are pursuing strict climate
protection targets,” explained Otto Preiss, Rolls-Royce
Power Systems Chief Technology Officer and COO.
“With ambitious interim targets for 2030, we aim to
be completely climate neutral by 2050 across all global
sites and areas from production to supply chains to our
product portfolio, i.e. in all three recognized categories
Scope 1, 2 and 3.”
The word “symposium” comes
from the ancient Greek (fifth
century BC) and means “conference”.
The first three letters
translate as “with”. So, what did
the PG Symposium at Rolls-Royce
Power Systems get us “with”? At the
Friedrichshafen Trade Fairs we understood
some mtu key points. We
summarize here: “Our intention is
not to sell components, but become
a solution provider for power systems”.
And, “actually are not the
companies who decide what the future
looks, we’re offering options. We
have to handle all the technologies.
Everything is possible...” Finally,
“we’re not stopping any investment
on diesel technology, because we are
also convinced that this technology
is part of the future. According to
our forecast for 2030, the 2/3 of our
revenues will be generated by our
power systems based on diesel engine
technology: 1/3 will still based
on fossil fuels, 1/3 on sustainable fuels
and 1/3 with new technologies.”
Rolls-Royce Power Systems is ready
Rolls-Royce Power
Systems’ PG
Symposium 2022 was
held in Friedrichshafen
under the banner of
technological flexibility
and being agnostic to
differentiate the ways
towards Net Zero
to meet market demands, which will
be driven by policy makers and technology
upgrades still in the incubation
phase. This is demonstrated by
the recent acquisition of the 54%
majority stake in electrolysis stack
specialist Hoeller Electrolyzer. Otto
Preiss, COO and Chief Technology
Officer, said: “By developing our
own mtu electrolyzers and by taking
a majority stake in Hoeller Electrolyzers,
we are methodically growing
our hydrogen portfolio and securing
access to this fascinating technology,
which is not a pipe dream but has
great market potential.” In hydrogen
electrolysis, water is subjected to DC
electrical current, producing hydrogen
at the negative pole and oxygen
at the positive pole. In this way, it is
possible to produce carbon neutral
hydrogen by using electricity from
renewable sources such as solar or
wind. The electrochemical reaction
takes place in a cell between plateshaped
electrodes separated by membranes.
Hundreds of cells located one
above the other and pressed together
form a “stack”, the heart of an electrolyzer.
Development work on the
first mtu electrolyzer using a stack
from Hoeller Electrolyzer is already
underway. In 2023, it will go into
operation at the Validation Center in
Friedrichshafen to demonstrate how
an electrolyzer fits into the overall
architecture of a microgrid. An initial
customer project is already planned
for 2024.
We talked about mtu fuel cell systems
with Mario Scala, Validation
Engineer mtu fuel cell. “Our goal,”
Scala said, “is the integration of
modules into the container, to supply
energy to the data centres from the
integration of individual modules.
What we are displaying here at the
microgrid centre are four modules
supplied by Cellcentric capable of
delivering 65 kilowatts each. Our
intention is to add more, more powerful
modules to deliver even 1 MW
prime power containers. The module
was developed for the automotive
industry and is used here for testing
purposes. On the test bench we have
a development that comes from industry,
and produces 110 kW each.
By 2023, the development will take
them to 150 kW. Our demonstration
project involves the delivery of three
containers to the port of Duisburg, a
collaboration that includes a testing
phase at the customer and delivery of
the first ones by the summer of 2023,
to be followed by a joint development
stage.” And now we report on
some exchanges we had with Tobias
Ostermaier, President of Stationary
Power Solutions. “Take a look at
our product lineup from three years
ago,” he started “when gas and diesel
engines dominated. Today, we
have electrolyzers, a larger portfolio
of energy solutions, dynamic gas
solutions, and an investment in automation.
In short, we have everything
we need to establish ourselves as a
solution provider.” Because this is
the goal, which we have anticipated:
to become a supplier of complete,
integrated systems, capable of supporting
technological development
in an “agnostic”way, as Ostermaier
12
13

POWER GENERATION
#ROLLSROYCEPOWERSYSTEMS #FUELCELL #HYDROGEN #DATACENTERS
DATA CENTERS TOWARDS NET ZERO
According to the results of a study by the Borderstep Institute,
the energy consumption of data centers in the EU alone was 76.8
TWh in 2018. The estimates show a 28% increase to 98.52 TWh
by 2030. On the way to climate neutrality, this electricity must
also be generated green. What role do diesel generators play
in this? And the fuel cell? Energy expert Tobias Bertler (Senior
Manager Direct Sales & Business Development APAC) and Ryan
Murphy (Sales Lead for Data Center Solutions in North America),
from Rolls-Royce Power Systems provide an outlook.
How concerned about sustainability are data center operators
when it comes to back up power?
Tobias Bertler: Data center operators are very interested in
sustainable backup power solutions. This is partly because the
entire data center market is dominated by the large technology
companies, which are very much in the public eye and feel a
social responsibility to reduce their carbon footprint. This has
also moved data center emergency power systems into the
fore. Although they have only a few operating hours, gigantic
capacities with a very high available power are being built for
these mission-critical data centers.
himself points out. For example in
a microgrid? We asked Jan Henker
for more details, Senior Expert Automations
& Controls Sustainable
Solutions. “When it comes to the
optimization of the overall system,
we do have a magnetic optimization
algorithm and that is basically using
different forecast approaches, exactly
for the GPS coordinates, for instance
how much sun and how much
wind will that be in. We’re going to
mathematical optimization, carefully,
continuously, to understand what
is the best energy mix etc.”
What’s happening in 2030 or in
2035?
Ostermaier: For that, there are two
lenses. Right now, no one can truly
know it. We’re thinking about the
technology of today. Just think of
is now investing in a smart grid, this
is still significant.
Why “killing” diesel engines for
stand-by gensets in hospitals and
data centres?
We’re not killing diesel engines, and
European Union overnight thought
about that. Actually, what they did
most recently was to acknowledge
that sustainable fuels must play a
crucial part in the energy transition.
This sends a very critical message to
the entire sector. This is a big decision
because there will be an infrastructure
built around sustainable
fuels, and it’s a big possibility to use
current technology with sustainable
fuels. ICE and sustainable fuels will
be a part of the solution, as well as
the efforts of our industry.
Hydrogen internal combustion enhow
much CO 2
would be saved if all
of our current engines were converted
to HVO. We’re talking about more
than 100,000 engines in the field.
What applications for hydrogen in
power generation?
Hydrogen will play a major role.
The availability of hydrogen and the
extent to which it will be accessible
are the main issues. Infrastructure
and accessibility... There isn’t much
hydrogen accessible right now, but
there might be in the next few years.
Our side also offers the possibility
of utilizing current gas systems.
Our systems are presently capable of
burning 10% hydrogen, and we will
soon have the option to use 25% hydrogen.
As a third alternative, we can
retrofit current gas systems to run
100% hydrogen. And even if a client
gines vs fuel cells? Who’s the winner?
In the century of fossil fuels, diesel
dominated every application. I firmly
believe that there won’t be another
dominant technology in the future.
ICEs will make more sense in some
situations, whereas fuel cells will
make sense in other situations. Our
energy portfolio needs to be diversified
in a variety of ways. We need to
manage every technology.
What if Rolls-Royce became the single
supplier of the smart grid, including
solar panels? “We already have
a microgrid in place at our facility
in Friedrichshafen (see box on page
13) and we will install another smart
grid at each of our facilities throughout
the world, including our manufacturing
in Aiken, in the US.”
Is there still a big demand for diesel gensets from data center
operators?
Tobias Bertler: Definitely. Today every mission-critical data center
has backup power systems built into it that typically run on diesel
fuel. Rolls-Royce Power Systems delivered over the course of
the years approximately a total capacity of 5 GWe emergency
power units into the global data center business. This was also
demonstrated in our diesel emergency power systems business.
We have also further expanded our range of power supply
systems for mission-critical applications with the acquisition of
Kinolt as a leading company for dynamic UPS systems. Diesel
gensets currently offer the highest safety and most coherent
technical characteristics for mission-critical energy systems.
What can you say about the North American data center market?
Ryan Murphy: The North American data center market continues
to grow exponentially, over 35% CAGR, and is expected to exceed
$90 billion USD by 2027. This growth is led by the dominance of
hyperscale data center customers through both their own construction
and record lease deals with colocation providers. There
has been a lot of consolidation in the market as the players seem
to get larger and more sophisticated. These customers are not
only demanding higher quality and reliability in their products, but
also greener solutions moving forward such as HVO fuel, exhaust
aftertreatment, battery energy storage, and hydrogen.
14
15

MARINE
#FPTINDUSTRIAL #BIMOTOR #VENICEBOATSHOW #LABIENNALE
VENICE BOAT SHOW
NEED
OF
THE FPT Industrial F1 engine is an integral feature
of the installation at the Italian Pavilion of the Venice
Biennale of Contemporary Art. The entire pavilion
is given over to an artwork by artist Gian Maria
Tosatti with an environmental installation, curated
by Eugenio Viola, called “History of Night and
Destiny of Comets”, which explores the relationship
between man and nature and encourages reflection
on the current state of humanity and its future
prospects, explicitly referring to the United Nations
2030 Agenda for Sustainable Development.
Below, Carlo Moroni, Head of FPT Industrial
Brand Communication, and Gian Maria Tosatti
in front of the engine in the Italian Pavilion at the
59 th International Art Exhibition.
SILENCE
Bimotor has recently acquired
FPT Industrial’s dealership for
Australia as well, through its
subsidiary Bepower Solutions.
The operational headquarters will be
in Melbourne. FPT is in fact moving
from a Eurocentric position to a more
global vision of the marine market, although
Europe still remains central. At
Bimotor’s stand, Carmine Bagnoli told
us about the displayed engines: “Our
engines power more than a hundred
steamboats in the Laguna. The Cursor
9 is one of the most present on these
applications. We have adopted a novel
supercharger for this power size,
which allows high torque values to be
achieved at very low revs. It is of the
conventional fixed-geometry type, but
has so far been used on smaller engines.
Let’s now move on to the 4-litre
common rail, 125 kW at 2,800 rpm,
which is interesting for commercial
applications due to its compact packaging
and its power and torque density.
It is ideal for waste collection services.
Finally, the N67, a very versatile
Stage V homologated unit, without after-treatment,
which meets the needs of
northern European users (Benelux and
Scandinavian countries). In a way, I
The amazing scenario
of the ancient Arsenal
hosted the Venice Boat
Show. We talked with
FPT Industrial and
Bimotor, Geminiani, AS
Labruna and Autogas
would call this a hybrid configuration,
since it can also be used as a generator
for a variable-speed electric machine,
thus functioning as a range extender.”
Fabrizio Polito talks about their customer
service. “The services revolve
around three fundamental pillars: reliability,
both with original FPT spare
parts and technical support; ‘protection’,
with customised contractual
coverage; and digital evolution. As
for the uptime, our commitment starts
with MyFPTApp, which establishes an
initial connection with the end customer.
The natural evolution of this
tool is its integration with a dongle,
via Bluetooth, which can be mounted
on the engine’s diagnostic port and allows
for additional functionalities, for
example real-time performance data
and display of errors in the ECU. The
extended warranty packages can be
combined for up to five years of engine
life and can be configured according to
the number of hours, years of use and
perimeter of coverage.”
Also displayed at Geminiani’s stand
was the Kangaroo, the Giugiaro’s electric
hyper-SUV. Andrea Tirone, Geminiani’s
Sales Manager, explained:
“Customers who get in contact with us
at the exhibition often come to see us
at our headquarters; seven out of ten
requests concern the electric alternative.
The power pack has also become
electric, with Giugiaro’s contribution.
We can supply everything, even the
connectors, the “famous” plug&play
system. A nice advantage for the ship
owner: the power pack has a definite
cost and does not need anything else.”
Massimo Geminiani then intervenes:
“We have drawn up an agreement with
Giugiaro for the electric car range,
from 25 to 400 kilowatts, which integrates
a crucial element such as the
power pack, and we have signed a contract
to equip six taxis in Qatar, used
by real estate agencies to show flats
overlooking the Gulf.”
How is the collaboration with Caterpillar
proceeding?
“Caterpillar is one of the few that has
managed to keep its word, even in
this troubled period of absolute supply
shortage, by sending us what we
requested on time. Caterpillar is our
supplier in the range between 19 and
200 kilowatts, i.e. from C.1 to C.7.
Also, with their contribution we are
able to implement the philosophy that
inspires us in the electrification field,
with a variable-speed generator that
charges the battery thus providing current
to the system.”
With the electrification process comes
a tendency to outsource expertise to
specialists.
“An approach that is justified by the
need to have the right skills and profiles
to create software, exclusively
dedicated to that particular type
of project. We are willing to set up a
customizable power pack, a challenge
that is only possible if you have the inhouse
staff to design the software. The
system has to enable the management
of throttle, accelerator, loads, sensors
and the machine itself. In this context
there is more and more room for system
engineers. Companies like ours
know the OEMs and their needs, power
absorption, load, operating modes
and potential of the electrics.”
16
17

MARINE
#GEMINIANI #ASLABRUNA #AUTOGAS
Massimo Labruna is also a regular
exhibitor of the Venice Arsenal, and
we talked about hydrogen with him:
closest to the AS Labruna’s stand was
a demo. “We have come up with a concept,
in every sense of the word, that
is scalable to larger vessels, where the
criticality comes from the power of
the fuel cells, with a bar raised to 300
kilowatts, which is still a respectable
power. This is how we plan to solve the
long-standing problem of the autonomy
of full-electric boats. The vessel
is equipped with two electric motors,
a buffer battery pack and hydrogen
fuel cells that recharge the batteries.
Summarising and detailing the architecture,
there are two outboard motors
of 6 kilowatts each, while the battery
pack delivers just 5 kilowatts. So, with
an installed power of 12 kilowatts, the
tute for generators in serial hybrids. In
our hydrogen journey, we had started
with methanol fuel cells, obtained by
CO 2
abatement. That project is still
up and running, albeit on very small
sizes. Here in Venice, we are showing
another approach, since in this case
we started off with a completely electric
boat. Today we can boast an absolutely
complete electric range, with
electric outboards and inboards, electric
pods, hybrid kits on both high and
low-powered diesels, serial and parallel
hybrids, fuel cells, hydrogen and
methanol. The general principle that
inspires us is the maximum reduction
of the battery pack, also because if you
don’t have a power source on board
you have to recharge it at the dock.
This problem is solved if there is a renewable
source on board; without divcapacity
of the battery pack is 5 kilowatt-hours.
The two-kilowatt fuel cells
can run for about 10 hours, thanks
to the on-board hydrogen cylinders,
which on the anchor model contain
30 litres. Essentially, I have stored 20
kilowatt-hours of energy, in addition to
5 kWh obtained from buffer batteries,
which gives us a significant autonomy,
bypassing the most difficult limitation
of all-electric power supplies. In order
to increase the autonomy, it would be
necessary to increase the battery packs,
thus increasing weight and costs, since
the boat runs at reduced speed and
does consume more to achieve the
same performance. There is a threshold
limit that cannot be exceeded.
In this system, the fuel cells function
as range extenders, thus enabling a
greater autonomy, acting as a substi-
ing into waters, this is an issue concerning
any application, even cars.
In order to store energy, the battery
needs a long recharge time, unlike the
hydrogen cylinder or methanol tank”.
Also at the AS Lavruna stand was
CMD’s BlueHybrid system, equipped
with a hybrid control unit, which controls
both the endothermic engine and
the electric motor and communicates
with the GPS signal, so that it automatically
converts the navigation to
the electric mode.
In 2021 Autogas, acquired by Ecomotive
Solutions, broke the threshold of
3,000 bifuel petrol/LPG conversions
on vessels. At the time, they told us of
a detail that is also suitable for lagoons
and bays at these latitudes (Venice,
Scardovari, Marano, Grado), namely
the “particular and specific use in
large fishing farms, where, for moving
between breeding basins, the use
of vessels with LPG-powered engines
contributes to maintaining clean waters
for a more valuable and higher
quality catch.” So, the gazebo of Autogas,
owned by Ecomotive Solutions,
could not be missing. They confirm
us that they are there to incentivise the
retrofitting system of outboard/inboard
petrol-powered vessels that have been
fully converted to LPG. The kits, which
are definitely inexpensive, comply with
the regulations drawn up by the Ministry
of Transports, and are available
both with fixed on-board cylinders and
with transportable cylinders, which are
specially constructed following the automotive
logic, to facilitate refuelling.
Generally, a transportable cylinder cannot
be refuelled at the station because it
has no level and “overflow” indicator,
i.e. it does not stop at 80 percent of its
capacity. This one, on the contrary, has
the same automatic system as a car so,
once it gets to 80 percent, it stops refuelling.
Plus, there is a quick coupling,
clearly designed for boats compatible
with this storage, which is 30 litres.
They tell us of “a 75-litre version that
allows for 8/9 hours of autonomy with
a 60-horsepower outboard engine. The
Venetians are showing interest in this
system. In terms of costs, such conversion
would be around 2,500 euros. We
just did a quick calculation with the
owner of a boat with inboard engine
equipped with two 200-horsepower engines.
By putting 200 litres of LPG on
board, it would cost him around 5,000
euros. And on a boat that consumes 60
litres/hour of petrol...”
18
19

INTERVIEW
#FPTINDUSTRIAL #RECREATIONAL #COMMERCIAL #USA #CHINA
FPT INDUSTRIAL
USA
AND
CHINA
EMBRACING A RED HORIZON...
FPT Industrial’s Red Horizon, a marine integrated electronic
control and monitoring system, was named Gold Winner
of the 2021 edition of the New York Product Design Awards.
Red Horizon was awarded in the Watercraft Category for
successfully consolidating technology, performance, power
and design in a beautiful zero-emission powerboat concept.
Launched in 2019 at the Cannes Yachting Festival, Red
Horizon is FPT Industrial’s integration of the most advanced
marine technologies in engine, monitoring and control
systems. Developed in partnership with two leading global
companies – ZF, a technology supplier of next-generation
mobility systems, and Navico (Simrad), a manufacturer
of marine electronics – Red Horizon guarantees full
navigation control and safety, optimal driving comfort,
and easy handling and harboring. The winning entry was
presented together with the Marine Configuration of the
Cursor X, FPT Industrial’s 4.0 Modular Engine Concept for
a sustainable future. The Red Horizon project is presented
within a unique environment, whose design is inspired by
the automotive world, luxury cars and villas, and vintage
Italian boats, resulting in a comfortable bridge with a touch
of minimalism, where customers can feel at home.
FPT Industrial to conquer the seven
seas. This could be the title
of the interview with Gugliemo
Tummarello, Marine Market
Segment Director. “The development
strategy for marine technology has a
watchword, globalisation, in a dual
meaning: both in terms of product
and in terms of purely geographical
expression,” is the circumstantial confirmation
that comes from Tummarello’s
first statements. “FPT Industrial
initially focused on the European
area, by far the most dynamic, the one
with the highest volumes. Having over
time acquired a significant market
share in the Old Continent, we have
been forced to look at other scenarios,
which for us are still emerging. A renewed
focus on product development,
to adapt the products currently sold in
Europe to overseas markets, was the
necessary step for moving forward.
We have increased the availability of
EPA compliant ratings, with the necessary
adaptations at the data set level
of our engines, to be compliant with
both pleasure and commercial, which
have different regulations. Having
a much more extensive line-up now,
compared to five years ago, we have
built a tailor-made approach for the
FPT Industrial’s marine
applications are
spreading on a global
scale, as witnessed
by the trend in China
and the United States
dealer. This partnership has been in
place for quite some time and has
been waiting for a set of products in
line with the needs of US shipyards
and final users. With a very competitive
portfolio, in a market where innovation
is not only welcome but also
rewarded, if users are supported by
an efficient after sales service. Once
these conditions are met, the Americans
go in search of performance,
sometimes understood as peak power,
sometimes as TCO. In both cases
we stand up to any challenge, whether
it is the power curve for pleasure
boats or low fuel consumption and
torque rise for commercial ones. In
recent years, the American market
has played a key role in growth. As
is often the case, confronted with a
new market, new demands and the
challenges of a different audience,
we have gathered and capitalised on
the feedback from our stakeholders,
which has allowed us to improve the
product globally (American dealers
are MSHS, Stauffer Diesel and Madsen
Power, editor’s note).”
It is not only the US that is driving
Fpt’s boom in the marine industry.
Exactly, we have also followed a similar
path in China. Until three years
ago we had no products to position
within the applications that required
CCS emission certification and China
GB15097, which allows navigation
in restricted areas on rivers.
Having corrected the segment of the
range that was most attractive to Chinese
audience, we were able to sell
spot on some projects and become
more noticeable overall in that context.
So when we bade for a tender
that seemed very important to us, we
won it with the N67 570 engine, after
having supplied the engine for a prototype
boat that was the best among
those that participated in that tender.
Eminent, our only Chinese dealer, has
been working with us for decades and
also covers other applications. Specifically,
our 6.7-litre will power some
Ribs, 7.5-metre inflatable boat. The
Chinese market is very particular, as
are its users, because of what we call
the “competitive scenario”, due to a
huge barrier to entry for local manufacturers.
We only go for certain profiles,
where the technological content
is appreciated and the mission is important.
Keel cooling applications are
still at an emerging stage and can be
appreciated in China’s large rivers,
which can show very muddy bottoms.
NEF and Cursor?
The NEF range is the one that typically
drives sales, on average over
70 percent. In the last period, the C9
range, suitably revised and corrected,
is achieving excellent results and together
with the N67 is the best-selling
range in the US, where if you added
up the Cursor and NEF it would result
in a fifty-fifty split, we are growing
significantly compared to the very
good 2021, equally on recreational
and commercial. The only difficulty
that could be on the horizon is the
shortage of boat-side components,
both electronics and precision mechanics,
which could slow down the
industry during 2023.
20
21

H2 - FOCUS
#MANENGINES #DUALFUEL #WORKBOAT #V12X
MAN ENGINES
DUAL
FUEL WITH
MAN Engines V12X: 2200HP
Following on from its most powerful 12-cylinder engine yet,
with 2000 HP, the MAN V12X boasts 30-litre displacement and
2200 HP (1618 kW) at 2300 rpm. In this range, Caterpillar had
accelerated, catching up with mtu (Rolls-Royce Power Systems)
and MAN Engines itself. The ring is always that of Cannes, and now
it’s time again for the Lion’s roar. “The MAN V12X marks the start
of the neXt generation of yacht engines. We are acknowledging
this milestone in engine technology with the new name V12X and
giving the distinctive engine cover an X design. The redesign of the
MAN V12X is accompanied by extra displacement for shipyards.
As always, we have retained the excellent power-to-weight ratio
that MAN engines are known for,” explains Werner Kübler, Head of
Engineering MAN Engines.
HYDROGEN
Werner Kübler, Head of Development at MAN Engines, “What’s special about
our technology is that we use a conventional diesel engine, which doesn’t need
to be optimised for hydrogen.”
Hydrogen follows paths that
are sometimes mysterious,
sometimes linked to the echo
of marketing. MAN Engines
has decided to follow a concerted
path, that of applying dual fuel to a
work boat. “What’s special about our
technology is that we use a conventional
diesel engine, which doesn’t
need to be optimised for hydrogen,”
says Werner Kübler, Head of Development
at MAN Engines. A V12 marine
engine is thus used in which hydrogen
is introduced into the charge
air via an adapter and is added to the
combustion cycle. The combustion
process is thereby started according
to the diesel principle, which requires
the injection of approximately 5% of
diesel fuel. The diesel fuel common
rail injection parameters have been
optimised here for dual fuel operation.
“MAN Engines has long-standing
experience in the development of fuel-saving
and reliable diesel engines,
including for work boats. Building on
this experience, we were also able to
achieve the best consumption values
in dual fuel operation, and ensure
the same operating behaviour as
MAN Engines
conceived a retrofit
of V12 marine diesel
engine, 749 kW output.
It’s the first dual fuel
hydrogen engine in
use on a work boat
displayed by diesel operation at full
load. At the same time, we also reduce
CO 2
tailpipe emissions through
the use of hydrogen by an average
of approx. 50%, and even up to 80%
as a peak value,” adds Kübler. This
is recent news, dated 10 May 2022,
and stems from MAN Engines’ collaboration
with Windcat Workboats.
These comprise two twelve-cylinder
diesel engines of type MAN D2862
LE448, each with an output of 749
kW (1019 hp) at 2100 rpm. The engines
are IMO Tier III-certified and
equipped with a Selective Catalytic
Reduction exhaust gas aftertreatment
system. Both V12 engines have been
prepared for dual fuel operation by
MAN Engines, and supplemented
with a hydrogen injection system by
development partner CMB.Tech. The
low-emission engine is used on the
world’s first hydrogen-powered crew
transfer vessel (CTV), the “Hydrocat
48” from Windcat Workboats. “By
starting with dual fuel combustion
engines, we can make hydrogen technology
operational in the industry
and kick-start further development
of the technology, regulation, supply
chain etc.,” says Willem van der Wel,
Managing Director of Windcat Workboats.
The D2862, with a cylinder capacity
of 2 litres, is one of the engines that
have written the history of mechanics,
not only in Augsburg but also
in onroad vehicles, stationary power
generation and yacht applications.
MAN Engines offers its customers
and partners solutions like the “MAN
Smart Hybrid Experience” hybrid
system or engines for gas/electric
drives, to contribute to CO 2
reduction
and sustainable shipping. Now that
the MAN D2862 LE448 dual fuel
engines for work boats are ready for
series production, a further milestone
has been reached to that effect.
And here ends the official presentation.
We went a step further and asked
MAN Engines for a little more information
about a promising application.
A technology, that of hydrogen,
which sees Europe, Germany in the
lead, and the United States moving
ahead at a rapid pace, and which
could be the answer to the almost total
hegemony of the Chinese industry
in the world of battery electrics.
Can you explain what the adapter
is and how it works? What does 5%
diesel mean: there is a tank that
delivers 5% of the injection in the
form of diesel and the rest is hydrogen?
Can you explain the injection
and combustion process?
The operating behavior, fuel consumption
and all other characteristics
of the MAN D2862 LE448 Dual
Fuel engine in diesel mode correspond
exactly to the MAN D2862
LE428 with the same performance
(749 kW/1019 hp at 2100 rpm). In
a form of pre-treatment, a precisely
measured quantity of hydrogen is
added to the charge air. This mixture
of hydrogen and air is then ignited
with the injected diesel fuel in the
combustion chamber of the cylinders.
Depending on the engine’s operating
point, only a very small amount of
diesel fuel is needed. On the engine
22
23

H2 - FOCUS
#WINDCAT #SCR # D2862 #HVO
Credits: Windcat Workboats
RENEWABLE FUELS
MAN Engines has approved all marine engines from the current
product range for use with renewable diesel fuel in line with the
standard EN15940 in Europe and the US-American specification
ASTM D975 of the American Society for Testing and Materials. This
will allow customers to replace conventional petroleum-based
diesel fuel with “green” or renewable diesel fuel, obtained from
waste and residues of animal and plant origin, cellulosic biomass
such as crop residues, but also hydrotreated vegetable oils (HVO).
Specifically approved for renewable diesel fuel are the MAN
D2862, D2868 and D2676 series with 12, 8 and 6 cylinders, which
are used in yachts and sport fishing boats as well as work boats.
This includes the full MAN marine engine performance range
from 200 to 2,000 HP (147 to 1,471 kW). They are operated in line
with the emission guidelines issued by EPA, IMO and EU. “With
the approval of marine engines for renewable diesel fuel, MAN
Engines is making an important contribution to sustainability,
both in recreational and professional sailing,” stated Claus Benzler,
Head of Marine MAN Engines. In addition, the combustion of
renewable diesel fuel releases approximately 30% fewer particles
and approximately 10% less nitrogen oxide (NOx). “Renewable
diesel fuel ensures cleaner combustion with fewer emissions.
Despite this, there are neither reductions in performance nor
disadvantages with regard to service and maintenance intervals,”
explained Werner Kübler, Head of Engineering MAN Engines.
test bench, very good values of down
to 5% diesel were achieved, but these
increase in real operation. The diesel
injection parameters are optimized in
dual fuel mode to achieve the lowest
emissions and the best consumption
values. Therefore, in dual fuel mode,
considerably less CO 2
is released in
the exhaust gases in circumstances
where operating behavior and
full load characteristics remain unchanged.
In the event of problems
in the hydrogen circuit or a depleted
hydrogen supply, a switch back to
diesel can be made at any time. This
guarantees uninterrupted operation
with normal reliability. Onboard of
the Hydrocat 48 vessel there are three
H2 stillages modularized from CMB.
Tech. Each has a quantity of 69 kg of
hydrogen. Further, there are two die-
sel tanks with 2,900 litres diesel each
(optional 1,900 litres).
Is the engine otherwise the same:
connecting rods, pistons, common
rail and so on?
MAN V12-2000, YACHT APPLICATION
Beside the interfaces to the hydrogen
system (mechanical as well as electrical),
there are no changes to the
engine. The most important modifications
for optimized operation in dual
fuel mode are on the software-side.
Brand
MAN
Model V12-2000
I. D.
B x S mm - S/B 128 x 157 - 1,23
N. cil. - dm 3 12 - 24,24
Maximum power kW - rpm 1470 - 2.300
Mep at max power bar 32,3
Piston speed m/s 12
Maximum torque Nm - rpm 6.497 - 1.200
Mep at max torque bar 34,4
% power at max torque (kW) 34,2
Torque at max power Nm 6.096
% power at max torque (kW) 55,6 (817)
Work range rpm 1.100
What is the efficiency of D28 when
running on hydrogen?
The efficiency is we reduce CO 2
tailpipe
emissions through the use of
hydrogen by an average of approx.
50%, and even up to 80% as a peak
value. Compared to a pure hydrogen
engine, our dual fuel engine ensures
the operation of the ship even in the
case that hydrogen is not available
on the ship or at the refueling infrastructure.
In terms of effective efficiency,
it can be stated that the delta
diesel to hydrogen in the main driving
range is usually

OFFSHORE
#CIMCOMARINE #RAMAMARINE #ICCB #PHILIPPINES
OFFSHORE
#LAKECONSTANCE #SHAPEUK
#CATERPILLAR #NEWMONT #MINING #ELECTRIFICATION
OXE MARINE
CATCHING
NEW
FANS
From the gearbox, a poly-chain carbon
fiber belt transfers the power directly to
the propeller shaft, eliminating the need
for a conventional bevel gear system.
COX MARINE
AS A COUPLE
ON THE
LAKE
The Lake Constance approval for CXO300 twin
installations is an exception to the standard rule
allowing only a single gasoline outboard up to 100hp.
gines, powered by the “best seller”
OXE150. This engine delivers 150
hp and 380 Nm (280 ft-lb) . With the
high torque gear ratio on the primary
system, the OXE150 delivers up
to 607 Nm (447 ft-lb) of torque on
the propeller shaft. OXE knew from
the start that the commercial marine
market needed something that combined
the endurance and low fuel use
of an inboard stern drive solution
with the flexibility and replaceability
of an outboard.
In US Shamrock Marine repowered
vessel with a twin OXE300 installa-
OXE Marine is
growing worldwide: the
applications are mainly
workboats and tender,
such as the one for
Abramovic’s new yacht
O
XE’s sales network is also
expanding, thanks to the success
met by the range consisting
of the 150, 175, 200
and 300 horsepower, and the 10,000-
hour warranty. For example in Italy,
where dealer Rama Marine unveiled
its partnership with the Studioplast
shipyard at the Venice Boat Show.
The 7.6-metre taxi, powered by an
Oxe 150, will have to contend with
navigating in a delicate urban ecosystem
such as the Venice Lagoon.
A Rigid Hull Inflatable Boat by Avila
Ribs powered by OXE is expected
at the Genoa Boat Show. Also at
the Boat Show in 2021, Imar Boat,
which builds 5.5- to 6.5-metre dinghies,
showed a 6.9-metre with an
OXE200, the livery customised in
the Swedish engine manufacturer’s
colours, anthracite and yellow.
The big shot, however, came from
the Philippines, where OXE Marine
installed 62 outboard diesel ention
for crew boats along the Mississippi
River. It is the company’s first
time using diesel outboards.
And now we move to Ireland, where
the 12m landing craft “Ros Aine”
was commissioned by Irish Commercial
Charter Boats (ICCB). The boat
is powered by a twin installation of
OXE200, supplied by OXE Marine’s
UK distributor Proteum, and serves
ICCB’s expanding operational requirements
in the growing offshore
energy, transportation and aquaculture
sectors. Ros Aine can carry up
to 4.9 tons and has already accumulated
125 hours of operation. Owner
of ICCB, Eoin Grimes, commented:
“We have carried out the first contract
charter with ‘Ros Aine’ accumulating
125 hours. The potential
for the OXE in Ireland is huge within
the commercial and aquaculture industry,
we are happy to have adopted
the OXE early on and are already
seeing the benefits”.
tion available on the lake and demonstrates
that the ground-breaking 300hp
CXO300 is a clean-burning engine
designed to meet evolving emissions
regulations across the world. The new
Lake Constance approval for CXO300
twin installations is a rare exception to
the standard rule allowing only a single
gasoline outboard up to 100hp to
operate on the protected water. Peter
Nauwerck, Managing Director at Diesel
Power AB, said: “We are extremely
pleased to announce the new CXO300
certification for twin installations, enabling
Diesel Power to offer a new
and unique eco-friendly outboard
propulsion solution to our customers
New management
for Cox Marine. Lake
Constance approval
for CXO300 twin
installation
W
e are in the UK, where Cox
Marine has just appointed
a new Chief Commercial
Officer, Head of Industrial
Strategy, Chief Engineer and a new
Head of Marketing and Communications.
In the meanwhile, good news
from South Germany. CXO300 diesel
outboard engine has surpassed the
stringent BSO-II Bodensee emission
standard for twin installations operating
on Lake Constance. Strict emissions
standards for the lake, reaching
beyond the general levels applicable for
the EU, required the 300hp CXO300
to prove an emission index no greater
than 58. To gain the twin installation
BSO-II certificate, the CXO300 registered
an emission index of 54.34, calculated
using four parameters of CO,
NOx, HC and PN. Achieved in collaboration
with Swedish and German
distributor Diesel Power AB, the landmark
certification introduces the most
powerful, high torque outboard soluusing
Lake Constance. It represents a
notable exception to the lake’s standard
rule – providing boaters with a
more powerful system, which quadruples
the outboard torque to bring
heavier boats on plane.”
Hugh Hudleston, Head of Sales at Cox
Powertrain, said: “After achieving the
BSO-II standard for single installs in
2021 in the first stage of the submission,
we are delighted the more stringent
twin install has been reviewed
and approved by the relevant authorities.
The Lake Constance certification
proves the CXO300 is safe to operate
in the world’s most protected lakes
and regions.”
At the end of 2021, Cox joined Shape
UK. As part of this project, Cox will
be working with the University of
Brighton to convert one of the company’s
CXO300 diesel outboard engines
to operate as a dual fuel hydrogen engine
and to demonstrate the engine operating
in the port environment.
26
27

MARINE RECREATIONAL #SCANIA #YACHTS ®
SCANIA
GRIFFIN
LIKES
YACHTS
R
ise torque and specific curves as
performing as they are elastic; a
widely established and trained
service network; willingness
and technological skills to tackle alternative
fuels and electrification challenges.
This could be the profile of the
marine solutions provider for the next
decade, and it certainly fits the Scania
identikit. And here comes the news:
Scania is opening up to recreational
boating and will be exhibiting with its
own stand at the Genoa Boat Show.
Scania Power Solutions provides a
complete range for both propulsion
and auxiliaries, starting with heavy-duty
applications, called “H24 service”,
and ranging up to the highest power
for recreational applications (700-
1,200 hp). The engines are the in-line
6-cylinder, the D13 (700-900hp), and
the V8 (1,100 and 1,150 are the RCD2
type-approved ratings, therefore necessary
in Europe, while the 1,200
and 1,300 horsepower ratings are for
28
non-European markets). The 9-litre is
only available for H24 and intermittent
work applications. Starting with these
uses, the Scania range covers 220 hp to
750 hp, which are declined as follows:
the 9-litre covers from 220 to 350 hp,
the 13, on the other hand, from 400 to
550 hp, and the 16 from 550 to 750 hp.
For intermittent applications the range
is 300 to 900 hp, spread over the three
families, with the 9-litre up to 400 hp,
the 13 to 700 and the V8 to 900. Military
applications are divided according
to hours of use and load factor, and do
Scania Power
Solutions enters the
yachting scene. We will
preview it at the Genoa
Boat Show with the
DC13, the DC16 and
the electric package
not include the 9-litre.
“In addition to the range, the factor
that prompted us to introduce ourselves,
as with our other areas of expertise,
are the related services. For
recreational, as for commercial boating,
we guarantee the availability of
Scania Assistance, with service management
via call centre, which takes
care of diverting the call to the nearest
service centre. We have seen a substantial
reduction in intervention times.
Since 2019 on all our applications we
provide the C300, a board originally
installed on the trucks, which allows
remote diagnostics. Remote diagnostics
allows more people to be involved,
anywhere in our service network. We
are in the process of training our network
on the specificities of the recreational
sector. We can therefore supply
a complete product, including inverters
(ZF and Twin Disc),” so said the
staff who strongly wanted Scania at the
Genoa Boat Show 2022.
It’s all smooth sailing.
With our bio-methane engine.
Our NGV-FP087 is the first-of-its-kind, 8.7L marine engine
powered by CNG/LNG. Thanks to this solution, we cut emissions
of CO 2
and local pollutants, as well as acoustic impact, making
urban nautical logistics more sustainable.
On road, on land, by sea, across the river…
Wherever a green and reliable solution is needed,
NGV Powertrain is your partner of choice.
Contact us to discover
how we can repower
your fleet!
www.ngvpowertrain.com
®

H2
#WARTSILA #SUSTAINABILITY #FINLAND #USA
WÄRTSILÄ
SUSTAINABLE
TECHNOLOGY
HUB
HYDROGEN FUEL TESTING IN MICHIGAN
For a company with an international scope like Wärtsilä, the
perimeter of sustainability cannot be reduced to the European
headquarters. Wärtsilä, in collaboration with WEC Energy Group,
(WEC), the Electric Power Research Institute (EPRI) and Burns
& McDonnell (B&McD), have been contracted to carry out hydrogen
fuel testing at the A.J. Mihm power plant in Michigan,
USA. The project supports WEC’s ambition to reduce the CO2
emissions from its electric generating fleet by 60% by the end of
2025, and by 80% by the end of 2030 from 2005 levels, and to
be net carbon neutral by 2050. This will be one of the first cases
where hydrogen is tested for use to reduce the carbon footprint
of an existing gas-fueled power plant delivered by Wärtsilä. The
55 MW plant currently operates with three Wärtsilä 50SG engines
running on natural gas. The parties will aim for testing fuel
blends of up to 25 vol.% hydrogen mixed with natural gas, thus
demonstrating the capability of the plant to reduce greenhouse
gas emissions. The Wärtsilä engines can operate with this level of
hydrogen blended with gas with little to no modification needed.
Though Wärtsilä engines can be operated on even higher hydrogen-blend
levels, these tests will be restricted to the limit of 25
vol% hydrogen for natural gas systems, according to the international
equipment standard IEC/EN 60079-20-1.
In addition to the A.J. Mihm power plant, Wärtsilä has also supplied
WEC Energy Group with seven Wärtsilä 50SG gas engines
for the F. D. Kuester power plant in Michigan.
In Vaasa, a city in the south-west
of Finland, there is the University
of Applied Sciences. In front
of Vaasa is the island of Vaskiluoto,
where there is the Wärtsilä’s
Sustainable Technology Hub. Wärtsilä
has invested 83 million euros in
modern testing and production technology
for STH.
The total investment in the Sustainable
Technology Hub is over 200 million
euros, consisting of office and
production buildings, logistics and
infrastructure. Wärtsilä Corporation
has opened on June 1 st its new technology
centre, the Sustainable Technology
Hub. The new centre will
contribute to efforts to advance the
global decarbonisation of marine and
energy by fostering innovation, collaboration,
and the development of
green technologies using sustainable
fuels and digital technologies. The
inauguration event was held on that
day and attended by invited guests,
notably Finland’s Minister of Economic
Affairs, Mika Lintilä.
“The speed at which the marine and
energy industries are moving to meet
decarbonisation goals is accelerating.
The Sustainable Technology
Wärtsilä has
recently opened
ths Sustainability
Technology Hub in
Finland. An hydrogen
concept is expected to
be available in 2025
Hub (STH), a world-leading centre
for research, innovation, engineering
and manufacturing, marks the
start of a new era for Wärtsilä. By
taking advantage of innovative technologies
that already exist today,
we can speed up the development of
future-proof engines capable of running
on sustainable fuels. We can
now demonstrate that a carbon neutral
future is achievable,” says Håkan
Agnevall, President and CEO of
Wärtsilä Corporation.
The technology group already has
engines operating on carbon neutral
fuels. This year the company released
its Wärtsilä 32 Methanol engine to
the market (for an offshore wind installation
vessel built for Dutch contracting
company Van Oord at Yantai
CIMC Raffles shipyard in China),
and within 2023 an ammonia concept
will be ready. A hydrogen concept is
expected to be available in 2025.
“As we all know, Wärtsilä is a global
leader in innovative technologies
and lifecycle solutions for the marine
and energy markets. Now Wärtsilä
is making history by having made
a significant investment in Finland,
and particularly in the Vaasa region,
where the company has been a driving
force for a long time”, said Finland’s
Minister of Economic Affairs,
Mika Lintilä, in his opening speech.
The construction of the new centre
was announced in 2018 with a total
investment of around 250 M€. It features
a modern fuel laboratory, flexible
technology and engine testing
facilities, as well as a state-of-the-art
production system with a high level
of automation. The centre employs
1500 people under one roof, providing
operational efficiency as well as a
reduced carbon footprint in logistics.
The centre has advanced energy recovery
systems that enable self-sufficiency
for heat energy. With the
expansion of sustainable fuels, the
STH is a cornerstone for achieving
the company’s 2030 target for carbon
neutrality in its own operations.
Innovation and the development of
service solutions will be an important
part of the Hub’s output. A new,
modern Wärtsilä Land & Sea Academy
training centre, Customer Expertise
Centres for remote operational
support, predictive maintenance
solutions, and the development of
new digital innovations play a central
role in supporting customers to
optimise their operations throughout
the life cycle of their assets, and
to accelerate their decarbonisation
journey.
The centre acts also as a global ecosystem
of collaboration by inviting
customers, partner companies and
academia to incubate, test and validate
ideas. One major collaboration
showcase is the Wasaline ferry “Aurora
Botnia”. Wärtsilä and Wasaline
have closely cooperated to establish
this vessel as one of the world’s most
energy efficient and environmentally
sustainable passenger ferries. The
collaboration continues with the
vessel used as a floating testbed for
Wärtsilä’s future innovations. It is
equipped with Wärtsilä’s most technologically
advanced solutions and
services.
30
31

MARINE COMMERCIAL
#VOLVOPENTA #IPS #SECONDLIFE #BATTERY
VOLVO PENTA
IPS AND
D13
IMO III
CONNECTED ENERGY
The second life of batteries is one of the crucial issues to
overcome the resistance of the “electro-scepticals”. Volvo
Energy invested 50 million SEK (around €4,68 million, on 17 th
June 2022) for 10 percent in the UK-based second-life battery
energy storage specialist Connected Energy. Volvo Energy
is one of five new investors including Caterpillar Venture
Capital Inc., the Hinduja Group, Mercuria, OurCrowd to join
existing investors of Connected Energy: Engie New Ventures,
Macquarie, and the Low Carbon Innovation Fund.
“There is a great deal of untapped potential in the second-life
use of batteries. This forward-leaning investment
aims to facilitate the scaling-up of second-life battery energy
storage systems and further secure circular business
opportunities for the forthcoming ramp-up in Volvo Group’s
second-life battery returns,” says Joachim Rosenberg, President
Volvo Energy. He continues: “Together with Connected
Energy, we will minimize the environmental impact of the
batteries that has powered Volvo Group vehicles. By repurposing
the batteries, we obtain the full value from them –
from a climate, environment and business perspective.”
Matthew Lumsden, CEO Connected Energy: “Our collaboration
will enable us to optimize the potential for battery reusage and
ensure that the resources in the batteries are used effectively.”
tical or horizontal position, thanks to
the brand-new seamlessly rotating outlet,
which adds to the versatility of this
complete solution. An announcement
that does not stand alone, finding a significant
application that obliterates the
efficiency of the IPS system in terms of
IMO tier III Volvo Penta
range expands with
new D13 solutions for
IPS-1200, IPS-1350,
D13-900, and D13-
1000. Ambulance boat
“Rosesol” is powered
by twin D13-1000
IMO Tier III
The IPS was the Trojan horse that
enabled Volvo Penta to penetrate
the yacht market above 80 feet
and strengthen its leadership below.
The latest new arrival, however,
involves commercial applications. Volvo
Penta has expanded its marine IMO
Tier III range with new D13 solutions.
This latest launch expands the range
of marine commercial Volvo Penta
D13 IMO III solutions for IPS-1200,
IPS-1350, D13-900, and D13-1000.
The Volvo Penta D13 IMO III package
upgrade boasts a power output of
up to 735 kW for inboard and auxiliary
applications and is approved for E3
and C1 cycles. The reduction in NOx
and hydrocarbon (HC) will decrease
from currently permitted levels of 5.6
g/kWh down to 2.0 g/kWh. The SCR
system can be installed in either a verconsumption,
and therefore impact on
the marine ecosystem. Volvo Penta and
Norwegian shipyard Måløy Verft have
just delivered the first installation of
the new Volvo Penta D13-1000 IMO
III package: the new Norwegian ambulance
boat “Rosesol” is a 23-meter
high-speed fiberglass catamaran with
an 8-meter beam, powered by twin
Volvo Penta D13-1000 IMO III. “Rosesol”
is capable of speeds of more than
30 knots. This vessel was launched in
May 2022 and now services an area
on the country’s west coast spanning
some 100 nautical miles and more than
200 islands.
“In this region it’s necessary to have
an ambulance boat because it’s not
possible to go to the hospital by car,”
said Kjell Augestad-Mjåtvedt, Captain
of the “Rosesol”. “This vessel’s
impressive speed and fuel efficiency
are important because of the distances
we cover – time is critical for many
patients”. Captain Augestad-Mjåtvedt
also states that “the most important
performance for an ambulance vessel
like this is to be able to maintain high
speed in tough conditions. We now have
the capability of 30-plus knots, not only
on flat seas but also in gales and rough
water.” Kristian Lundebrekke, CEO of
the shipyard Måløy Verft, said: “What
is special about this ambulance vessel
starts with the high demands set by
the Norwegian government. We need
to meet tough sea conditions, we need
to be operative every day of the year
– reliable – and we need to be environmentally
friendly. Volvo Penta delivers
a complete package for what we need.
The complete engines include the SCR
unit, which makes for an easy install,
it is all easy to use and understand,
and they deliver low weight and stable
power output. These are all important
factors for us.”
Based on extensively tested Volvo
Group technology, the solution has
already proved itself in tough marine
conditions, having undergone extensive
testing at sea. The system is built
to handle high sulfur fuel (up to 1000
ppm) and cope with high back pressure
while maintaining engine efficiency
and drivability.
“Our primary focus remains on innovating
tomorrow’s premium sustainable
marine propulsion solutions, plus
we are equally responsible for advancing
today’s best practice,” says Johan
Inden, president of the Volvo Penta
Marine business. “So, in parallel to de-
veloping future hybrid and alternative
fuel solutions, the new D13 IMO III
solutions demonstrate our commitment
to continually improving the efficiency
and performance of every Volvo Penta
product.”
“We have gained a lot of experience
during the years of designing after-treatment
systems within the Volvo
Group and for our industrial and
Marine Commercial offerings,” says
Björn Rönnvall, Product Manager,
Volvo Penta. “This has enabled us to
finetune the solution – extending its
lifespan, maintaining, and even bettering,
its fuel consumption – and delivering
all this in a compact, flexible
package. Ultimately, we want to make
this transition as simple as possible for
our customers – supporting them and
the ocean environment we all love.”
32
33

FISH-EYE
#VESSEL #LYMANMORSE #YANMAR
LYMAN-MORSE 35 LM SERIES
POWERED
BY
YANMAR
Lyman-Morse “Shadow”, the
first vessel in the new Hood 35
LM series, features twin Yanmar
6LY440s coupled to a pair of
Hamilton Waterjet HJX29s.
Credit: Lyman-Morse.
Yanmar Marine International has
joined forces with Maine-based
boatbuilder Lyman-Morse and
waterjet specialist HamiltonJet
(New Zealand) to achieve an advanced
propulsion solution for the first vessel in
the new Hood 35 LM series.
Launched in June, Hull #1 “Shadow”
features twin Yanmar 6LY440s coupled
to a pair of Hamilton Waterjet HJX29s,
enabling the cutting-edge hardtop express
to reach speeds of more than 40
knots. This is the first pleasure vessel
in the USA to be equipped with these
brand new jets.
Lyman-Morse’s cold-molded pocket-yacht
is more efficient and more
powerful, with military grade controls.
“Shadow” is also the first pleasure vessel
to be equipped for autonomous running
with the state-of-the-art Sea Machines
system.
Supplied through Yanmar distributor
Mack Boring & Parts (headquartered
in New Jersey), the Yanmar 6LY440
marine diesel engines were selected for
the new integrated system powering
the boat due to their performance, fuel
efficiency, reliability, and smooth and
quiet operation.
The 3300 rpm, 440 hp (324 kW)
6LY-series engines are purpose-built
for marine applications and ideal for
jet and shaft drives, with high torque
output for class-leading acceleration
and responsive performance. With a
small footprint, low height and narrow
width, the 6-cylinder Yanmar
common rail models are also an attractive
installation for new craft with
Racewinning Yanmar
6LY440, now at its
fourth generation,
is a compact 5.8-litre
in-line six-cylinder
engine, ideal not just
for new-builds, but
for refits too
limited engine-room space.
Kevin Carlan, President, Yanmar Marine
International Americas Division,
said: “YMI is proud to be involved with
this landmark launch. The engines at
the heart of this new advanced vessel
combine with the Hamilton jets to
deliver the best solution in terms of
speed, power, and also less vibration
and noise. As a smooth and robust in-
34 34 35 35

FISH-EYE
#HAMILTON #FORTLAUDERDALE #DIESELENGINES
YANMAR 6LY440
HAMILTON WATERJET HJX29
Yanmar’s fourth-generation 6LY marine diesel series builds on the virtues of its
classic six-cylinder forerunners, advancing efficiency and lowering emissions.
The beating heart of the engine remains the international powerboat
racewinning compact 5.8-litre in-line six-cylinder engine (bore: 106 mm,
stroke: 110 mm) that over three decades has cemented its popularity with
boat designers, builders and owners who laud its performance, fuel efficiency,
reliability and smooth and quiet operation. This latest incarnation has taken the
engine into a new era of mechanical and digital sophistication. The fuel injection
and aspiration systems have completely re-engineered – all functions now being
managed by state-of-the-art electronic precision. The single injectors have been
replaced with a high-pressure common-rail fuel system to deliver exceptionally
finely atomised fuel to the cylinders for better power-to-weight performance,
fuel economy and smooth running. There’s also a new 24-valve cylinder
head which, with a redesigned inlet and exhaust manifold, optimises engine
breathing. All this makes the 6LY one of the most efficient, refined and easyto-live-with
marine diesel engines in the 400-500 mhp power segment on the
market today: in particular, the 6LY440 engine offers a power of 324 kW at 3300
rpm. It’s ideal not just for new-builds, but for refits too. Sharing the compact
footprint of its predecessors, it fits perfectly into engine rooms housing earlier
6LY models and other similar engines. The 6LY400/440 connects easily with
existing mechanical controls. For the ultimate in easy and precise boat control,
Yanmar offers the VC10 “fly-by-wire” vessel control system to give precision
gear changing and throttle adjustment with perfect “feel”. And with the joystick
control option as part of a fully-integrated engine and controls package, docking
is also really easy. Single- and dual-lever control heads have push-buttons for
function selection. Operations are precisely monitored on 3.5-inch robust
IP66-rated display screens with IP66 waterproof rating and with full diagnostic
capabilities plus UV-protection, anti-dazzle coating and anti-fogging ventilation.
For maximum operational security, two parallel CANbus networks separate
engine and monitoring functions. Yanmar’s J1939 control bus is dedicated to the
engine and drive control system while GPS, chart plotter and monitoring displays
are handled by NMEA2000 data bus so that, in the unlikely event of J1939
failure, the system automatically switches to a pull-out back-up panel.
line engine, the 4 th generation Yanmar
6LY-series is the ideal choice for this application,
producing impressively clean
and powerful performance. The outstanding
launch of the new Hood 35 LM
was due to the hard work of the Yanmar
personnel in partnership with the teams
at Mack Boring, Hamilton and Lyman-
Morse. We look forward to seeing the
6LY-Hamilton waterjet solution on more
pleasure boats in the years ahead.”
Backed by years of diesel innovation
and the delivery of application-driven
solutions for the recreational marine
sector, Yanmar’s engines are firmly established
as the global standard in sailboat
and small craft propulsion.
Encompassing advanced construction
technology, high-level craftsmanship,
and superior performance, “Shadow”
is equipped with some of the most
HamiltonJet launched the HJX29 in 2020 as the first model
in its new HJX waterjet series. Ben Reed, Managing Director
at HamiltonJet, says: “HJX jets will deliver 4-6% more thrust
at higher speeds than the previous HJ Series waterjets.
Despite their compact dimensions, the HJX range will be
capable of achieving speeds over 50 knots, when matched
with suitable engines and hull design. Compared to the
HJ series, HJX also achieves 15-20% more bollard pull and
greater sway thrust than the previous HJ series. HJX is
a great example of our continuing drive to design waterjets
that deliver the ultimate combination of high speed
efficiency with low speed capability.” Through a compact
inboard footprint, narrow jet spacing, low profile design
and fully integrated hydraulics and controls, the HJX series
uses space efficiently and this makes it ideal for vessels
up to 15m long (vessel dependant), particularly military
patrol, aquaculture, search and rescue and recreational
boats. HJX is compatible with a wide range of engines from
global manufacturers and is offered with a variety of control
options, including AVX – HamiltonJet’s next generation,
future-ready control option – as well as blueArrow and
mechanical-hydraulic controls.
advanced marine technology available.
The first hull offers the traditional
aesthetics and comfort of a wood hull
combined with classic Maine lines.
The Hood 35 LM follows the recent successful
collaboration between Lyman-
Morse and C.W. Hood Design, also
located in Maine, on the Hood 57 LM.
Shadow’s tech-savvy owner sought
to outfit the vessel with the latest marine
technology. She is one of the first
dayboat-sized vessels to utilize Raymarine’s
new Digital Switching System,
YachtSense. The Raymarine vessel
control system offers digital switching,
which replaces traditional mechanical
switches and circuit breakers with
digitally controlled power distribution
modules, significantly reducing the size
and length of cabling required to distribute
power throughout the boat.
“Shadow” is also the first pleasure vessel
to be equipped for autonomous running
with the state-of-the-art Sea Machines
Left. Lyman-Morse LM46
performance cruiser
series is also powered
by Yanmar.
system. Lyman-Morse is working closely
with the owner and Sea Machines to
have this boat confidently guiding herself
and her passengers in the near future.
Lyman-Morse has been busy with several
other projects in addition to the Hood
35 LM. They recently launched Hull #2
of the LM46 performance cruiser series
(also powered by Yanmar 4JH80 or
4JH110) which competed in this year’s
Newport to Bermuda Race.
Lastly, this summer Lyman-Morse
tested the Navier 27, a carbon 27’ all
electric, high performance, foiling powerboat
which will offer a range of 75
nautical miles while comfortably flying
over waves up to 4’ in height and introduces
intelligent autonomy that goes far
beyond autopilot. The Navier 27 will be
on display at the Fort Lauderdale International
Boat Show next October.
36 37

BOATS
#ALTERNATIVES #TENDERS #TAXIS
GERRISBOATS
SILENT
ELECTRIC
HULL
GerrisBoats’ tender was created for a specific
application: navigation in restricted waters for
public or private service.
G
errisBoats is increasingly
convinced that the time for
electrification has also arrived
at sea: their tender has
even been “embraced” by one the
biggest mega-yacht manufacturer.
Massimo Verme, CEO and owner
of GerrisBoats, helps us understand
the genesis of this project. “Existing
hulls are not suitable to adaptation
to electric propulsion. We therefore
started from scratch, starting from
a blank sheet of paper, believing in
the following guidelines: first of all,
speed, overcoming the limits of traditional
fairings without ‘flying’ in high-speed
channels, and accessibility,
in order to get the boat accessible by
disabled people or people with reduced
mobility. So, low wave formation
and modularity and scalability criteria,
to contain manufacturing costs.
The stability, comfort and safety of
the passengers on board, and finally,
low resistance, to reduce friction
and, consequently, fuel consumption
or, in this case, battery autonomy.
Yes, because the hull is characterised
by two dominant features: the
hull and the power supply, promising
up to 45 per ent reduction in battery
absorption. Vulkan is the partner
for the electric section and actively
contributes to the sponsorship to build
the first demonstrator. The electric
motorbike has four batteries, 48
volts, with a 10 kilowatt motor, while
the tender doubles up, with eight
batteries, at 200 volts, although the
motor delivers 50 kW, to guarantee
GerrisBoats’ tender/
taxi and limos reduce
waves and then
increase allowable
speed and run electric
or on hydrogen
an hour sailing at the top speed of 16
knots. They patented this particular
hydrofoil with submerged torpedo
(Hyswas). To decrease its high draft,
the Gerris hull has a retractable torpedo
and movable side hulls that reduce
draft when the boat is stationary,
adjust the height of the platform
as well as stabilizing the roll and the
pitch when boarding and keep at the
surface of the water when flying”.
Electric drive, however, is not a dogma.
Among the options envisaged as
an alternative to the battery pack are
fuel cells or, for the internal combustion
engine, the LNG version. In
each case, propulsion is contained
within the torpedo, to combine space
recovery and safety on board. Applications
include not only tenders, but
also taxis and the “limo” version, up
to 7 metres. The most ambitious version
in the pipeline, 22 metres long,
is a suitable vessel for lake and lagoon
transportation.
38

H2 - SHIPPING
CHEVRON JOINED GCMD
ALSO
WITH
AMMONIA
#CHEVRON #GCMD #AMMONIA #SINGAPORE
POWER TO
MAXIMIZE
PRODUCTIVITY
Offering more power with less complexity and less weight.
This engine delivers the productivity you need to keep your
equipment running. Proven in a wide range of industrial
applications, its power increases to 326 hp / 243 kW
enabling replacement of engines with higher
displacement with no impact on productivity.
Professor Lynn Loo, CEO of GCMD: “BP, Boston
Consulting Group, Chevron and the International
Chamber of Shipping will bring complementary
perspectives that are critical to decarbonising the sector.”
Decarbonisation in the maritime
industry is increasingly taking
the shape and pressure of hydrogen
and the smell of ammonia.
This they know well at the Global
Centre for Maritime Decarbonisation
(GCMD) which was formed on 1 August
2021 with funding from the Maritime
and Port Authority of Singapore
(MPA). Chevron recently announced
an agreement to join the GCMD.
Chevron’s involvement aims to help
support GCMD’s efforts to develop
potentially scalable lower carbon technologies
– including those that enable
the use of ammonia as a maritime fuel
– and the commercial means to enable
their adoption.
“Shipping is a hard-to-abate sector
and to reach the International Maritime
Organization’s climate goals,
collaboration across the value chain is
required,” said Lynn Loo, CEO of the
Global Centre for Maritime Decarbonisation.
“We look forward to working
with Chevron and capitalizing on its
experience as a fuel producer, supplier
and end user to operationalize pilots,
which we believe will ultimately
shorten the time to deployment and
adoption of decarbonization solutions.
This partnership will enable both organizations
to work closely on the fuels
of the future as well as carbon capture
technologies, both of which are critical
enablers expected to help the sector
meet its net zero ambitions.” Mark
Ross, President of Chevron Shipping
Company: “Lowering the carbon intensity
of shipping requires fundamental
changes across the entire maritime
value chain,” and “This is a truly com-
Chevron announced
an agreement to
join the Global
Centre for Maritime
Decarbonisation
plex task that requires industry-wide
collaboration, innovation, and welldesigned
policy. GCMD brings together
knowledge and expertise to help
meet this challenge.” In 2021, Chevron
launched Chevron New Energies
(CNE) to accelerate lower carbon businesses
in hydrogen; carbon capture,
utilization and storage; offsets; and
emerging energy opportunities, as well
as support Chevron’s continued focus
on renewable fuels and products. As
part of its strategy, CNE is focused on
customers in sectors of the economy
with harder to abate emissions.
“Chevron is leveraging our capabilities,
assets, and customer relationships
to identify opportunities to lower
emissions of our own operations,
while also identifying ways that essential
sectors of the economy, such
as the maritime industry, can achieve
their lower carbon goals,” said Austin
Knight, Vice President of Hydrogen
for Chevron New Energies.
40
©2022 Cummins Inc.

COMPONENTS
#THRUSTERS #SAIMMARINE
Perkins ® 5006
Maximum reliability
for maximum uptime
QS SEAMASTER
Perkins ® 5012
Optimised
for low oil consumption
RISING
Perkins ® 5008
UP
High power density
in a smaller footprint
Consistent power
in extreme conditions
QS Seamaster from SAIM Marine
implemented product portfolio.
I
f anyone had wondered whether
there was room in the thruster
business, the answer comes from
QS Seamaster, and it is a positive
one. Two years after the launch of the
brand and product range, which took
place at the only show held in the
Mediterranean, the Genoa Boat Show,
in 2020, QS thrusters are ready for
their consecration in the international
limelight. Indeed, we find them at both
the Genoa and Cannes boat shows, as
well as at the Hamburg SMM. We interviewed
the CEO of SAIM Marine,
Marco Donà, and he announced the
launch of three new models.
“We are introducing three new models,”
said Donà, “in the 610 millimetres
(24 inches), both in hydraulic and
three-phase AC versions. The threephase
motor can be either 1,200 or
1,400 Kgf (75 and 90kW), while the
hydraulic version develops 1400Kgf
(90kW), getting us up to mega-yacht
size and into workboating. We also
present a retractable propeller,
300Kgf strength and 300mm diameter,
in DC version”. A range completion
that continues in the direction
of what we’ve seen at the METS in
Amsterdam. The new QS Seamaster
range includes five types of thrusters:
electric DC, three-phase AC, brushless
DC-AC, hydraulic, with tunnel
or retractable installation, on/off and
proportional option for the complete
range. All versions are built with
high-strength components that ensure
maximum performance and efficiency
of each motor. The bronze gearleg
is designed with a hydrodynamic
SAIM Marine has
added three new
versions to its QS
Seamaster thruster
line-up
profile capable of minimizing turbulence,
maximizing efficiency and reducing
noise. The propellers, made of
composite material or NiBrAl alloy,
with 4 and 5 blades, are designed to
guarantee superior performance and
efficiency by each motor. A control
system equipped with a microprocessor
intervenes preventively in case of
overheating, without suddenly stopping
the use of the thruster, to ensure
its use anyway. The aluminum anodic
protection of the unit is easily replaceable,
while the flexible coupling
with an exclusive design protects it
from mechanical shocks. The development
of the distribution network is
going on. Atlantis Marine Power, UK
dealer, exhibited at Seawork in Southampton.
Stella Marine is the dealer
for Australia and New Zealand where,
says Marco Donà, “we are playing
very well as, for example, jumping to
the other side of the world, even in the
Turkish boat market”.
The next generation of
electric power
is here
The new Perkins ® 5000 Series is a full authority electronic range developed to
deliver optimised electric power to meet the demands of prime and standby
applications. From data centres to hospitals to remote work sites, the 5000
Series has been tested and proven to meet immediate and consistent electric
power needs. With a power output up to 2500 KVA and performance that is
future proofed for global emission standards, the 5000 Series delivers the
total package in electric power generation.
www.perkins.com/5000seriesengines
42

kWe - TECHNO
#VETUS
VETUS NAVIDURIN
LLOYD'S
REGISTER
APPROVAL
Vetus-Maxwell unveiled its electric propulsion
solution at Sanctuary Cove International
Boat Show, Australia, 19 th to 22 nd May
C
M
Y
CM
MY
treme heat and pressure, and superior
tensile and flexural strength.
Arthur Roeling, Director R&D and
Service, Vetus, said: “We are delighted
to confirm the Lloyd’s Register
Certificate for Navidurin – an endorsement
of great significance for
our customers and partners in both
the recreational and commercial
sectors. Offering outstanding durability,
resistance and longevity, our
proven, cost-effective special blend
is incorporated within the development
of many Vetus products due to
its unique properties and its ability
to withstand any challenge in commercial
and military applications.”
Roeling adds: “This recognition from
Vetus Navidurin blend
receives Lloyd’s
Register approval
V
etus does not only mean yellow
engines for marine applications.
For example, does
the word “Navidurin” mean
anything to you? This proprietary
polymer blend has been awarded
Lloyd’s Register Certification. The
Type Approval from maritime industry
specialist Lloyd’s Register (LR)
demonstrates that Vetus’s high-performance,
specially blended composite
meets the required international
quality standards in compliance with
LR Rules. Incorporated in multiple
Vetus products around the engine,
Navidurin is optimized for use in
marine systems and offers critical
benefits compared to conventional
polymers for applications spanning
the recreational, commercial, and
military sectors. The exclusive Vetus
blend features a combination of
additives to deliver a unique set of
properties, including exceptional
durability, a higher resistance to exthe
industry specialists in marine
classification proves that Navidurin
stands out in the market and provides
additional confidence for our suppliers.
As global innovators for complete
marine product systems, Vetus
continues to focus on supporting our
customers globally. Official approval
indicating that our products surpass
the international rules and standards
ensures the Vetus brand can be trusted
worldwide.”
Navidurin is used in a range of Vetus
products, including, but not limited
to, exhaust systems, waterlocks and
water strainers, for both recreational
and commercial vessels. Ideal for use
in products for thermal applications
and for precision-engineered products,
the blend has a heat deflection
temperature of 250 °C, high resistance
to elongation and delivers good
finishing qualities. It is also lightweight,
corrosion free, galvanically
isolated and heat-ageing stabilized.
CY
CMY
K
44

TECHNO
#YANMAR #SCR #EDN #HONITECH #ISOTTAFRASCHINI
EDN IMPROVES THE POWER DENSITY
YANMAR, SCR AND
CONNECTIVY
Y
anmar has always distinguished
itself for its meticu-
used to connect it to a smartphone, panel can store system operating data
by YPT has a USB port that can be Furthermore, the SCR system control
lous care in particulate filter allowing onboard information to be in the cloud by connecting a smartphone
to the system via a USB port
regeneration for NRMM. It stored in the cloud through a dedicated
certainly could not change its approach
for marine after-treatment
applications. The Japanese company
has started offering its proprietary
selective catalytic reduction exhaust
gas purification system with connected
functionality and a dedicated management
app from mid-May. According
to the Osaka engine manufacturer,
ships at sea generally do not have a
well-developed IT environment, and
reducing the time spent on onboard
management can be a challenge. Yanmar
Power Technology is working to
improve onboard efficiency by developing
a system that provides connectivity
using smartphones. The control
panel of the SCR system developed
application. The app also makes it
possible to check performance diagnosis
results and maintenance timing
notifications even in shipboard environments
without Internet access.
Yanmar is promoting the implementation
of this system to reduce the
time crews need to spend on ship
management through the use of ICT
and by proposing appropriate maintenance
based on the actual usage conditions,
towards safe navigation of
the seas. In response to the demand
for compliance with emission regulations,
this SCR system control panel
provides engine and SCR system
management in one package to comply
with NOx emission regulations.
on the control panel, enabling centralized
management of performance
diagnosis data. When a smartphone
with the dedicated “Yanmar shipsweb
smart-link application” installed is
connected to the system, it will link
to operating data, including engine
data. Then, when the system is online,
it will connect to the “Yanmar
shipsweb” cloud service provided by
Yanmar Engineering Co. Even in an
offline environment, the application
can access stored performance diagnosis
data and periodic maintenance
notifications can be received, allowing
parts and maintenance to be arranged
in advance, supporting stable
operation planning.
E
DN, a MTA Group company,
presents the new on-board
battery charger (OBC) and
power converters for electric
and hybrid vehicles, exhibited at
the Electric & Hybrid Marine
Expo Europe in Amsterdam:
the BHP19 onboard
battery chargers
for the US market and
BHP22 for the European
market. These
two devices are distinguished
by a conversion
technology that improves power
density and specific power, and
by their bi-directionality that allows
energy to flow in two directions:
to and from the battery. This
feature allows them to be used in
applications such as V2L (vessel to
load) where the OBC is used as an
inverter to power AC loads inside
the vessel.
Compared to EDN’s previous products,
BHP19 and BHP22 are also
30% and 25% lighter in weight and
volume, respectively, and power
density has been increased by 35%.
BHP19 and BHP22 are characterised
by galvanic isolation that ensures
a clear separation of the medium
from the grid, guaranteeing
maximum operational safety.
ISOTTA FRASCHINI MOTORI 12V170G
HONITECH AND THE ENGINE CYLINDER RECONDITIONING
It is common for marine engines to require works on roundness,
cylindricity and cylinder cross-sections. Conceived, designed and
patented by Honitech to easily recondition engine cylinders directly
on site, the HOB device (Honing On Board) is easily transportable; it
is positioned directly on the cylinder to be honed, it is managed by
dedicated software whose machining parameters, preset according
to the desired result, appear on the computer connected to it; the
honing data obtained can be printed. It processes cylinders from 63 to
120 millimiters. HOB’s distinguishing features are light weight (only 18
kilos), portability (supplied in a wheeled case), precision (equipped with
dedicated software and printer).
A year has gone by since the presentation of the Isotta Fraschini Motori 16V170G and the Fincantieri Group
engine specialist is ready to market the 12-cylinder version. In spite of the difficult economic situation, in fact,
the first unit is assembled and is actively being endurance tested, which will shortly be completed.
A re-launch plan for the company, member of Fincantieri Group, that was born in synergy with the Apulia
Region (in Italy), which led to new hirings (32 engineers and technicians) and the creation of the new
Innovation and Development Centre in which the design of a new range of engines is actively underway.
46
47

THINK PINK
LORENA CAIRES MOREIRA
#COVENTRYUNIVERSITY #WOMEN #PROFESSIONAL
Tour
2022
FIVE TIPS
FOR
WOMEN
Organized by
The engineering community is
massively tilted toward men.
The women’s contribution is
not adequately appreciated and
highlighted. In the spirit of bridging
this gender gap and shedding light on
the presence of women in the field of
propulsion systems, driveline and product,
process and research engineering,
we are launching this new column.
The input comes from the University
of Coventry (UK), which on the occasion
of International Women in Engineering
Day (June 23) released five
tips for women who want to succeed in
engineering. The protagonist is Lorena
Caires Moreira. It is from her “voice”
that we share her journey as a researcher
within a British university.
Lorena has been working with engineering
and technology for a decade
48
better, stronger and more sustainable
world.” Now Lorena has shared her top
tips to help others follow in her footsteps
and be a catalyst for change:
Be fearless. It might be a plus that I
grew up around two older brothers
and joined a futsal club, a very male
dominated sport at the time, when I
was only seven years old, hence, I’m
comfortable being in any environment
despite the gender ratio. Nevertheless,
no woman should be afraid of building
a career in engineering due to the ratio
of men to women, use it as an extra encouragement
to be a trailblazer and create
change for the future. Always speak
with confidence, clarity and certainty.
Have fun. There has never been a better
time to join a career path in engineering
for women, given the technology advancements
and the need for new innoand
is a research fellow in Coventry
University’s Institute for Advanced
Manufacturing and Engineering
(AME). She said: “The engineering and
technology sectors need people who
can think systemically, crossing disciplinary
boundaries, and capable of assessing
the impacts of decision-making
for highly complex environments and
with considering multiple dimensions
– business, process, people and planet.
Women have played a major role in
engineering and leadership and more
of us are needed to help achieving a
We want to enhance
the role of women in
the powertrain and
engineering business
SPT 2022
November
Bio-Methane & for Hydrogen tractors
The The right right way way for for decarbonization and and a a springboard
to accelerate to accelerate the transition the transition to hydrogen? to hydrogen?
Biomethane On the evolutionary is an available chain of technology, biomass, biomethane
immediately is overtaking accessible biogas. This asset is undoubtedly for decarbonisation. due
But to the what acceleration if it were also of the the bio-LNG environment prospects in which in
hydrogen the trucking can sector. assert Meanwhile, itself as a carrier, agriculture applied is to
an pursuing engine? the What idea is of the a circular state of economy. the art of What internal if it
combustion were both a engine transition converted technology to hydrogen? and a driver of
hydrogen?
Powertrain
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info@diesel-international.com

THINK PINK #ENGINEERING #GENDERGAP
POWERTRAIN
SUPPLEMENT
Engines and components for OEM
Culture, technology, purposes
and market of diesel engines
Established in 1986
Editor in chief
Fabio Butturi
Editorial staff
Stefano Agnellini, Ornella Cavalli,
Fabrizio Dalle Nogare
Cristina Scuteri, Roberto Sommariva
Contributors
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Maria Grazia Gargioni,
Erika Pasquini
Layout & graphics
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Editorial management
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Printing
Industrie Grafiche RGM srl,
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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
Dr Lorena Caires Moreira, research fellow in Coventry University’s Institute for
Advanced Manufacturing and Engineering: “Don’t allow individual differences
(such as gender) to stop you from feeling equal and part of your team. ”
vative thinking. I have a lot of fun working
in engineering and technology and
that’s partly because the environment
allows me to fully explore my potential
for both technical and soft skills. The
fact that engineering remains a male
dominant sector poses extra challenges
that require me to stretch my comfort
zone in all directions and I really appreciate
evolving and learning everyday.
Make kindness your superpower.
Empathy and kindness are skills that
can be used to show respect and appreciation
towards your colleagues. Emotional
intelligence can be an undervalued
skill and it can mean different
things depending on the circumstances
but the world is changing and social
sustainability and workforce wellbeing
are increasingly becoming key indicators
within engineering approaches.
50
Collaborative communication. Be
curious about people at work in a professional
way. Whether using email,
virtual calls or face to face, make good
use of a friendly, objective and professional
communication.
Know that you belong. We are seeing
various initiatives towards more equal,
diverse and inclusive (EDI) workplaces
and working patterns being introduced
that focus on addressing the gender
gaps in engineering and technology.
At Coventry University, we have an
EDI committee that has been steering
several initiatives. My advice is to join
societies and networks when you are
studying at university and beyond. If
you don’t have a network at your organisation
– set one up and be a catalyst
for change.
So, think pink, in the both meanings...
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