2025_9_Powertrain_International

Powertrain

INTERNATIONAL

Hybrid, yes!

ELECTRIC...

Hybrids and BEVs in Venice - MAN is also pushing

Diesel Electric - ABB, TEMSA, Yanmar, and IPS champion

VADO E TORNO EDIZIONI

www.vadoetorno.com

www.powertraininternationalweb.com

www.dieseloftheyear.com

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

POWERTRAIN-Diesel SUPPLEMENT

BEV - ICE? The Spotlight is on Baudouin, mtu, and Perkins September 2025

SEPTEMBER 2025

powertraininternationalweb.com

CONTENTS

Stage V 145 kWe - 1MWe

UNLEASH PERFORMANCE & EFFICIENCY WITH OUR

Stage V ENGINES

Our Stage V engines deliver best-in-class efficiency, durability, and emission

compliance for NRMM applications, spanning from 145 kWe to 1 MWe. Designed

for rapid availability, they ensure reliable power with low maintenance while

meeting stringent environmental standards.

26

GENERIC

ICE

ELECTRIC & HYDROGEN

GAS

24

FOLLOW POWERTRAIN INTERNATIONAL ON:

30

DIESEL OF THE YEAR

6. HD HYUNDAI INFRACORE

Korean Firepower for Commercial Vessels

AUTOMOTIVE

1O. PASSENGER CARS

Toyota Plug-in Hybrid & BYD Super ePlatform

12. SCANIA: SUPER 11

On the Road Today, On the Water Tomorrow?

BOAT SHOWS

18. VENICE: REPOWER

Not just a Taxi; There’s an Entire Electric Ecosystem

20. VENICE: VULKAN

A Hybrid Retrofit with Bimotor, FPT and TEMA

INTERVIEWS

22. FPT INDUSTRIAL

Turin’s Marine Horizon

PLEASURE

24. ROLLS-ROYCE

And the Leap to 2222

26. MAN ENGINES

V12X and the Smart HYBRID Experience

30. VOLVO PENTA

IPS Also Converts to Electric

COMMERCIAL

32. DANFOSS

Efficiency, Safety, Integration

36. BAUDOUIN

And its Unmatched Prolific Output

4O. PERKINS

At Seawork, it also Winks at Leisure Boating

E-DRIVE

41. ABB, YANMAR, TEMSA, AS LABRUNA

ALTERNATIVE BOATS

46. LIFE MYSTIC, CANDELA, NAT POWER

COLUMNS

4. Editorial 10. Newsroom

50. Sustainable Techno: Silent 80

EDITORIAL: DUAL-FUEL AND...

“According to statistics published by the Methanol Institute,

a large number of production facilities are under

construction, with many more in the design phase”

DURABLE. ROBUST. BUILT TO LAST. BAUDOUIN.COM

3

EDITORIAL

by Fabio Butturi

Powertrain

INTERNATIONAL

DUAL-FUEL: BEYOND SIMPLE SUMS

INTERNATIONAL

Powertrain

Powertra

PowertraIN

Is a dual-fuel system truly “additive”? While simple

arithmetic might suggest so, are we sure the numbers

add up on board a ship? Dual-fuel systems are

inherently redundant, meaning they require a dual

storage system and corresponding fuel lines. Space on

board is scarce, both in commercial vessels, which are

by nature designed for cargo (goods, liquids, equipment),

and in recreational boats. Frankly speaking, shipowners

aren’t enthusiastic about SCR systems, let alone

a tangled mess of pipes, sensors, valves, etcetera. Some

so-called alternative fuels, such as LNG and hydrogen,

require cryogenic tanks. Yet... in the complex gamble of

decarbonization, one plus one could be worth far more

than two. At least three, in fact:

* A drastic reduction in pollutants at the propeller;

* A beneficial impact on the TCO (Total Cost of Ownership),

despite the higher installation costs of a dual

system;

* The flexibility offered by the fuels, depending on the

infrastructure network of the destination port.

For large tonnage vessels, the alternation between

liquid and gaseous fuel meets a physiological need.

Heavy Fuel Oil (HFO) contains high amounts of sulfur,

emits massive doses of nitrogen oxides, and poses a

significant risk in case of spills. The use of LNG has

accelerated the implementation of dual-fuel systems,

4

as exemplified by Wärtsilä and others. Yanmar, for

instance, offers a propulsion combination that accepts

diesel and gas, in line with IMO Tier III standards. And

if it were HVO and bio-LNG, the energy diet would be

even more balanced.

However, gas isn’t the only player in the dual-fuel

architecture. In this issue, you can find a summary of

the Life Mystic Project. As one of the stakeholders,

Sanlorenzo shipyard, reminds us, 90% of global trade

occurs via sea. Approximately 100,000 ships operate

worldwide, consuming over 300 megatonnes of diesel

each year. This is where methanol comes into play.

According to statistics published by the Methanol Institute,

a large number of production facilities are under

construction, with many more in the design phase. The

production of renewable methanol (bio+E) in 2024 is

projected to be around 0.8 megatonnes, representing a

60% increase from 2023. In 2025, an eight-fold increase

is expected thanks to new production plants. This

fuel is central to the strategies of Life Mystic itself, AS

Labruna’s fuel cells, and Blue World Technologies, Caterpillar

- “Methanol will play an important role in the

maritime industry’s energy transition efforts,” Caterpillar

Marine Vice President and General Manager Brad

Johnson said -, Everllence (formerly MAN Energy Solutions),

mtu’s 4000 series, Westport and many others.

Under

PRESSURE

Powertrain

Queen and David Bowie? No, let’s talk about hydrogen -

HD Hyundai DX Diesel of the Year - Bauma Munich: BEV,

despite the situation in Europe and the US - Perkins Coeus

Alternative &

MULTIFUEL

DOTY & AEA awarding sessions with Hyundai and FPT -

Reinova’s electric vision - EIMA International - Focus on

The supernova

Rehlko - PG: BGG, HVO, Isotta Fraschini, Perkins, LF

OF POWER

INTERNATIONAL

Allison acquires Dana’s Off-Highway business - Cat’s Spain

Demo Center - bauma: Insights from ABB, BorgWarner,

Powertrain

Raise the

KOREAN FLAG


www.vadoetorno.com



ISSN 0042



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



March 2025

HD Hyundai Infracore DX is the Diesel of the Year 2025 -

FPT Industrial XCursor 13 wins the Alternative Engine Award -

EIMA previews - Himoinsa - Echoes from IAA Transportation


www.vadoetorno.com



ISSN 0042

Battery, what's



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



January 2025

THE BUZZ?


www.vadoetorno.com



ISSN 0042



bauma 2025: an electric slow-down? Probably not, but the

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



new mantra is alternative fuels - Munich, stand by stand -

BorgWarner battery plant - An insight into BEV buses

Bosch Rexroth, Caterpillar - Rehlko Xtreme Conditions Oil July 2025


INTERNATIO


www.vadoetorno.com



ISSN 0042



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



November 2024


www.vadoetorno.com



ISSN 0042



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



May 2025

DIESEL OF THE YEAR

#MARINE #COMMERCIAL

HD HYUNDAI INFRACORE

LIGHT, MEDIUM

AND HEAVY

DUTY

HD Hyundai Infracore

DX 22

HD Hyundai Infracore has earned

a rock-solid reputation, particularly

among vessels for commercial,

light-medium, and

heavy-duty applications. China and

Korea are competing for supremacy

in large tonnage shipbuilding. Seoul is

expected to confirm its position as the

second largest shipbuilding power in

2025, holding 27% of the global market.

In this scenario, HD Hyundai offers

a balanced and highly segmented engine

portfolio, completely renewed in

its control logic, which now includes a

full electronic range. The offerings span

from the 5.9-liter in-line 6-cylinder up

to the DX 22, a 21.9-liter engine. Moreover,

they can also run on biodiesel

(HVO) from vegetable oil or eco-friendly

fuel produced through gas-to-liquid

(GTL) technology. The attached table

provides the highest power level specifications

for the heavy-duty section

(due to space limitations, other ratings,

auxiliary versions, and power units are

not included). The common denominators

of these engines are: Common rail,

turbocharging with intercooler cooling

and electronic control unit (ECU) management

in order to allows for the same

precise calibration of torque and power

curves and transient response in marine

applications that Hyundai guarantees

in the off-highway sector. Naturally, all

of this is adapted to the specific needs

of marine applications, which demand

consistent torque absorption – for instance,

during cargo transport or in

rough sea conditions – and great stability

in power delivery. This electronic

generation of HD Hyundai Infracore

marine engines is compliant with IMO

Tier 2 and 3 and EPA Tier 3 emissions

regulations. A SCR system is available

to meet Tier 3 requirements. Company-provided

data indicates a reduction

in smoke levels of approximately 78%

compared to the previous generation of

mechanically controlled engines. These

powerplants maintain the same power

output as non-electronic engines, while

allowing for an average 5% fuel consumption

reduction through downsizing

capabilities. The oil and filter replacement

cycle has been extended from

250 to 500 hours. Standard equipment

includes telematics, which prevents operational

downtime through proactive

inspections and rapid fault diagnosis.

Furthermore, real-time engine information

monitoring and management optimize

consumable logistics and enhance

equipment utilization efficiency.

BRAND

MODEL

HD HYUNDAI

INFRACORE

DL06 4L066C

HD HYUNDAI

INFRACORE

4L086CA(M)

HD HYUNDAI

INFRACORE

4L126CA-II(H)

HD HYUNDAI

INFRACORE

4V158CA(H)

HD HYUNDAI

INFRACORE

4V222CA

I. D.

B x S mm - S/B 108 x 139 - 1,29 108 x 139 - 1,29 123 x 155 - 1,26 128 x 147 - 1,15 128 x 142 - 1,11

N. cil. - dm3 6 - 7,64 6 - 7,64 6 - 11,05 8 - 15,13 12 - 21,92

Maximum power kW - rpm 221 - 2.300 279 - 2.100 405 - 2.100 463 - 1.800 664 - 1.800

Mep at max power bar 15,4 21,3 21,4 20,8 20,6

Mep at max torque bar 16,6 22,9 22,1 20,8 22,8

Torque rise 34,7 39 36,9 43,1 48,8

Torque at max power Nm 921 1.264 1.842 2.460 3.518

% power at max torque (kW) 89,2 (197) 71,80 (200) 83,60 (338) 100,10 (464) 110,80

DETAILS

Specific power kW/dm3 28,9 36,4 36,6 30,6 30,2

Specific torque Nm/dm3 129,5 178,6 171,9 162,4 177,9

Areal spec. power kW/dm2 40,18 50,73 56,80 45 43,01

RULES AND BALANCE

Dry weight kg 753 920 1.182 1.555 2.020

L x W x H mm 1.408x837x1.155 1.394x882x1.220 1.607x912x1.287 1.564x1.310x1.380 1.914x1.344x1.346

Volume m3 1,36 1,50 1,89 2,83 3,46

Weight/power kg/kW 3,4 3,3 2,9 3,4 3

Weight/displacement kg/dm3 98,6 120,4 107 102,8 92,1

Power density kW/m3 162,5 186 214,3 163,6 191,9

Total density t/m3 0,55 0,61 0,63 0,55 0,58

Displacement/volume dm3/m3 5,62 5,09 5,85 5,35 6,34

6

7

• Stage V ISM expertise

• Agile project management

• Flexible customer focused approach

• Construction, forestry, agriculture,

marine, rail applications

• Global reach

Real-world emissions testing services

Whether for research and development,

emissions regulations such as Stage V

in-service monitoring (ISM) or benchmarking

technologies and alternative fuels, our

customers turn to us for unrivalled expertise

in the application of Portable Emissions

Measuring Systems (PEMS).

Non-road mobile machinery (NRMM) presents its

own unique challenges. Few machines are the same

and often the testing locations are remote. Over the

years we have developed the following key attributes

we would be pleased to bring to your project:

– Project management – liaison with the end

user to arrange the tests and ensure customer

satisfaction is maintained

– Flexibility – working around operators’

working hours

– Experience – experience across various

applications from small all-terrain vehicles to

inland waterway vessels

– Cost effectiveness – removing the internal

burden to free up skilled staff for core projects,

through outsourcing

– Global capability and experience working in

Europe, North America and Asia

Fuels chemical analysis

Emissions Analytics’ laboratory utilises

two-dimensional gas chromatography and

time-of-flight mass spectrometry to discover,

speciate and quantify organic compounds.

This technique is ideal to evaluate purity

and identify contaminants in fuels, including

renewables and hydrogen.

The compounds can be organised into functional

groups, such as aromatics, which can help

characterise the environmental effects from the

fuel combustion. Further, a detailed chemical

fingerprint of the fuel or lubricant can be determined,

for the purposes of determining the geographical or

supplier provenance.

info@emissionsanalytics.com

emissionsanalytics.com

Measurements available both raw exhaust and postaftertreatment:

– Fuel consumption (L/kWh)

– Carbon monoxide (CO)

– Carbon dioxide (CO2)

– Nitric oxide (NO)

– Nitrogen dioxide (NO2)

– Oxides of nitrogen (NOx = NO + NO2)

– Nitrous oxide (N2O)

– Total hydrocarbons (THC)

– Particle number (PN, lower size cut-off 23 nm)

– Particle mass (PM)

– Ammonia (NH3)

– Formaldehyde (CH2O)

– Speciated volatile organic compounds (VOCs)

– Sulphur dioxide (SO2)

– Methane (CH4)

– Non-methane hydrocarbons (NMHC)

Contact us to discuss your project:

emissionsanalytics.com

info@emissionsanalytics.com

NEWSROOM

#ROLLROYCEPOWERSYSTEMS #ISOTTAFRASCHINI #FINCANTIERI #E-METHANOL

FPT INDUSTRIAL

THE ERA

OF

TATAco”) (EXM: IVG), a European leader

Tata Motors and Iveco

Group have announced

an agreement that will

lead to the creation of

a global commercial

vehicle manufacturer,

with transaction to be

concluded by Q2 2026

in commercial vehicles and mobility,

and Tata Motors Limited (“Tata Motors”)

(NSE: TATAMOTORS), a global

automotive leader, announce that

they have reached an agreement to

create a commercial vehicles group

with the reach, product portfolio and

industrial capability to be a global

champion in this dynamic sector. The

envisaged recommended voluntary

tender offer (the “Offer”) will be made

by TML CV Holdings PTE LTD or a

new limited liability company to be incorporated

under Dutch law (the “Offeror”),

which will be wholly owned,

directly or indirectly, by Tata Motors.

The completion of the offer is conditional,

inter alia, on the separation of Iveco’s

defence business and, as such, the

public offer is for all issued common

Iveco celebrated its half-century

anniversary at OGR in Turin shortly

before the announcement that

ownership of the company had

been transferred to Tata Motors. The

“50xBeyond” event was held in Turin

from June 12 to 15. The business

deal involves FPT Industrial, which

thus ends up in the Indian company’s

control. Please find the official press

release below. We will have the chance

to return to this topic, discussing the

synergies between Tata and Iveco

in commercial vehicles and the role

that FPT Industrial could play. “Iveco

Group N.V. (“Iveco Group” or “Iveshares

of Iveco Group after the separation

of that business, at a price of EUR

14.1 (cum dividend, excluding any

dividend distributed in relation to the

sale of the defence business) per share

in cash (the “Offer Price”). The offer

would bring together two businesses

with highly complementary product

portfolios and capabilities and with

substantially no overlap in their industrial

and geographic footprints, creating

a stronger, more diversified entity

with a significant global presence and

sales of over c.540k units per year.

Together, Iveco and the commercial

vehicle business of Tata Motors will

have combined revenues of c.€22bn

(INR 2,20,000Cr+) split across Europe

(c.50%), India (c.35%) and the Americas

(c.15%) with attractive positions in

emerging markets in Asia and Africa.”

THE WORLD’S FIRST HYDROGEN CHP PLANT IS ‘MTU’ BRANDED

Rolls-Royce Power Systems

has completed the installation

of its hydrogen-fueled CHP

plant at the Port of Duisburg.

Rolls-Royce and Duisburger Hafen

AG have opened a CO2-neutral and

self-sufficient energy system for the

new Duisburg Gateway Terminal,

located in the Rhine-Ruhr industrial

region of Germany. The core components

are two mtu combined heat and

power units designed for operation

with 100% hydrogen, which are being

used here for the first time worldwide.

The system is supplemented

IFM &

FINCANTIERI

HYDROGEN FUEL CELLS

ASSEMBLY LINE IN ITALY

FOR THE MARINE SECTOR

Isotta Fraschini Motori (IFM) and

fuel cells have taken another leap

forward in the direction indicated

by the IFuture program. It is the

Center for Innovation and Development

that is the driving force behind

this project. We attended its presentation

two years ago. Today, it is consecrated

with the inauguration of the new

production line, for applications in the

civil and defense sectors. Among the

first applications is the marinized fuel

cell module produced by IFM, which

will be installed aboard the Viking

Libra, the world’s first cruise ship

powered by onboard stored hydrogen,

used for both propulsion and electricity

generation. The production line is

part of the transformation of the Bari

plant into a cutting-edge Technology

Hub oriented towards Net Zero. With

an integrated industrial ecosystem in

mind, IFM, with an economic commitment

of approximately 30 million

euros over five years, part of which is

financed through IPCEI funds, aims

to develop innovative zero-emission

systems and significantly reduce its

carbon footprint, also through energy

recovery from the production process.

This inauguration is part of the broader

commitment of the Fincantieri Group

to sustainable innovation through strategic

projects like Wave 2 the Future,

part of the Important Project of Common

European Interest “Hy2Tech” on

hydrogen. The goal is to develop enabling

technologies for the use of hydrogen

in the maritime sector.

by an mtu battery storage system,

mtu fuel cell systems and a photovoltaic

system integrated via an intelligent

energy management system.

Project partners include the Fraunhofer

Institute UMSICHT, Westenergie

Netzservice, Netze Duisburg

GmbH, Stadtwerke Duisburg, and

Stadtwerke Duisburg Energiehandel.

“The launch of this carbon-neutral

energy system at the Duisburg Gateway

Terminal is a big step toward a

more climate friendly, resilient energy

supply. Together with our partner

duisport, we’re showing how scalable

technologies from Rolls-Royce

can really help transform critical infrastructure

– and help make the energy

transition happen” said Jörg Stratmann,

CEO of Rolls-Royce Power

Systems. Part of the energy for the

new Duisburg Gateway Terminal,

which covers an area equivalent to 33

soccer fields in the Port of Duisburg,

is supplied by a 1.3 MWp photovoltaic

system. Surplus electricity is stored

in the mtu EnergyPack and then made

available when the sun is not shining.

This increases the PV system’s own

consumption and reduces peak loads

e-METHANOL

KIT (Karlsruhe Institute of

Technology) spin-off ICODOS

and Partners have launched

‘Mannheim 001,’ the first

facility for carbon-neutral

e-methanol production in

sewage plants. According to

estimates by the International

Maritime Organization,

shipping accounts for

approximately 3% of global

greenhouse gas emissions.

At the end of March a

consortium consisting of the

Institute for Micro Process

Engineering and the Institute

for Automation and Applied

Informatics at KIT, ICODOS,

and the Waste Water

Department of the German

City of Mannheim began

operation of a demonstration

plant that uses wastewater as

a resource for the production

of carbon-neutral methanol, a

future marine fuel.

10

11

AUTOMOTIVE

#TOYOTA #RAV4 #NEV #BYD #MFCT

TOYOTA & BYD

EV:

HYBRID

OR FULL?

Speaking at the Shanghai Auto Show, Mercedes CEO Ola

Källenius stated: “In China, hybrid cars will coexist with BEVs for a

significantly longer period.”

In the meanwhile, BYD launched theSuper e-Platform, able to

recharge the battery for 400 kilometres in 5 minutes

W

hen Toyota’s Chief Branding

Officer Simon Humphries

hinted at a plug-in

hybrid version with a 150

km range during the world presentation

of the sixth generation RAV4,

many among the specialized press

staff nudged each other. Relying on

better info, their Chinese colleague

turned the “RAV4 2026 new spec”

hint into breaking news that flooded

the social media for a few hours.

Differently than in the Western markets,

in China electric and hybrid cars

are regarded as equal in the “NEV -

New Energy Vehicle” segment, where

the battle to offer consumer the

solution with the longest driving range

still rages on. True enough, China

has massive city conglomerates like

Chongqing, where charging posts are

The race to expand

plug-in hybrids’

driving range is a

nod to the country

of the Dragon. BYD,

on its part, launched

the Super e-Platform

while the use of

range extenders

earns increasing

consensus

growing like mushrooms popping up

after rain. Equipping cities with enough

posts to serve 900 million residents

does, though, take time, and we should

not forget the half a billion Chinese

people living in rural areas, where

grid capacity is still not large enough

to charge a smartphone and power the

lights for a barn. It’s no coincidence,

indeed, that BYD – an automotive

behemoth that the Western world

sees as a synonym for Battery Electric

Vehicles – keeps investing in hybrid

technology, too. And rightly so: in

2024, the hybrid segment grew much

faster than the segment of “pure” electric

vehicles and that’s the reason why

NEV account for half of the cars sold

over 12 months. Three figures from

the Chinese market in 2024 are enough

to see why a new RAV4 with a

150 km all-electric driving range stirs

such interest. In 2024 BEV sales grew

by 23%, getting close to 6.3 million

vehicles, while plug-in hybrids grew

by 76% reaching 3.4 million units;

not to mention EREVs (Extendewd

Range Electric Vehicles) shooting up

by 79% until reaching 1 million and

200 thousand units. Such figures are

so impressive that Volkswagen signed

a joint venture with SAIC to develop

a mid/high end SUV based on EREV

technology, meant to compete with

the new Zeekr 9X and YangWang U8,

both equipped with small gasoline engines

to serve as range extenders so

that they can travel as far as 800/900

km. A solution invented by BMW

back in 2013 for their i3 electric city

car that could reach 300 km thanks to

the range extender, and successfully

used today on both the Mazda MX-

30 R-EV - almost 700 km of range

– and on the Nissan models built on

the E-Power platform featuring a series

hybrid powered by a steady speed

gasoline engine. Should the reassuring

ICE-BEV combo not be enough, there’s

the BYD 1000 V Super e.Platform

designed for EV’s hardcore fans. An

electric ecosystem resting on three

main pillars:the “flash charging” blade

battery with ultrafast charging (it reaches1.000

A), a supercompact 30000

RPM motor, a silicon-carbide power

chip with a rated voltage up to 1500V.

To get rid of charging anxiety, we have

the MFCT - Megawatt Flash Charging

Terminal. “Entirely liquid-cooled and

capable of a maximum output capacity

of up to 1360 kW,” said Lian Yubo,

BYD’s executive vice president, “the

MFCT charging post boasts a new

dual-gun charging technology featuring

two vehicle connection cables.”

The key feature of Super e-Platform

is the use of two modules, 580 kW

each, which connecting to the MFCT

post can achieve 400 km of range in

exactly 5 minutes, shattering all current

records. According to Finbold, a

British strategic research center, the

new 1000 kW technology by BYD

enabling to deliver as much as 80 km/

min of charge is twice as fast as its

competitor LI Auto’s 520 kW system

delivering 42 km/min, leaving behind

both Mercedes’ 400 kW, 33 km/min

and Volvo’s 30 km, 350 kW systems.

And all the others: Hyundai (also 350

kW) with 23 km, Tesla – 18 km with

their 250 kW superchargers – and Lucid,

17 km per minute at 350 kW.

12

13

AUTOMOTIVE

#CAMPHASERS #TURBODOSING #VVT

SCANIA SUPER 11

A SUPER

FUTURE

AHEAD

We’ve followed it closely on Scania’s test track, both under the hood

of quarry trucks and in distribution and long-haul vehicles

The 11-liter engine

shares over

four-fifths of its

components with

the Super 13 and

stands out with

some technological

gems, such as

variable valve

timing and Turbo

Dosing, a dualdosing

technical

urea system. Three

ratings, with the top

one delivering 430

hp and 2,200 Nm

The future is Super,” they assured

us in Södertälje. Fresh

back from our press trip to

Sweden, here’s why Scania

has extended its Super engine

platform with the introduction of

the new 11-litre Diesel engine variant.

Based on the 13-litre Super

engine platform, the Super 11 was

developed by removing one cylinder

- same bore and same stroke:

130x160mm - while integrating key

technological upgrades, including

variable valve timing (VVA) with

cam phasers and a dual-dosing Ad-

Blue system. According to Scania,

the Super 11 shares approximately

85% of its components with

the Super 13. This high degree of

commonality allows the company

to streamline production and focus

development efforts on a unified

platform, leading to significant

gains in both efficiency and

serviceability. Standardisation also

simplifies spare parts logistics and

supports easier workshop operations

– a core principle of Scania’s

modular philosophy. The engine

is offered in three power ratings:

350, 390 and 430 hp. Compared to

its 13-litre counterpart, the Super

11 is around 85 kg lighter while

maintaining the same compact and

service-friendly layout. Scania

claims the new engine delivers up

to 30% longer service intervals and

approximately 7% lower fuel consumption

compared to the previous

9-litre unit. One of the Super 11’s

most notable features is its use of

Variable valve Timing (VVT) on

both the intake and exhaust side.

Combined with a decompression

function, the system provides an

advanced engine braking solution,

outperforming traditional exhaust

brakes in responsiveness and efficiency.

Cam phasers, controlled via

solenoid-operated oil valves, enable

a camshaft angle variation of

up to 80°, allowing precise adjustments

to valve timing. This, in turn,

enhances combustion chamber temperature

control and exhaust gas

temperature management. The result

is improved overall engine efficiency

and reduced consumption

of both fuel and AdBlue. Scania reports

that the Super 11 uses about

10% AdBlue on average, compared

to 12% for the 13-litre engine. By

internalising key functions traditionally

managed by external actuators

– such as throttle valves and

exhaust brakes – the VVA system

simplifies the engine’s architecture

and reduces complexity. In operation,

VVA allows the engine to respond

dynamically to varying load

conditions. At low load, airflow is

reduced to maintain high combustion

temperatures; at high load,

airflow is increased to prevent

overheating. This adaptive strategy

helps maintain optimal combustion

temperatures across all operating

conditions. While Variable Valve

Timing is widely used in automotive

applications, Scania remains

the only heavy-duty manufacturer

to apply it to both intake and exhaust

valves. Many mechanical

components – such as valves and

rocker arms – are carried over from

the Super 13, while others, including

the camshaft and engine cover,

have been redesigned to accommodate

the five-cylinder layout. To

counterbalance second-order vibrations,

the Super 11 features dual

balance shafts. In addition, a slightly

asymmetric firing order (between

71° and 73° crank angle) helps reduce

first-order vibrations. Injection

quantity balancing per cylinder

is also used to minimise intermediate-order

vibrations. Despite the

reduced displacement, engine braking

performance is on par with the

13-litre version. In fact, due to the

quicker response of the VVA system,

braking performance can even

exceed that of conventional exhaust

brake setups. This improved

14

15

AUTOMOTIVE

#VARIABLEVALVEBREAK #ACPP

responsiveness also benefits gearshifting

smoothness and overall

drivability. Scania engineers also

reworked the aftertreatment system.

A redesigned dual-dosing SCR

layout includes a new first dosing

point positioned immediately

downstream of the turbine – where

exhaust gases are hottest and most

turbulent. Here, a rotating “cup”

mounted on the turbine shaft atomises

the AdBlue droplets, ensuring

rapid evaporation and optimal

mixing. This enables high injection

rates while maximising efficiency.

The Super 11, like the Super 13,

does not use EGR. Instead, it relies

on a fixed-geometry turbocharger

with a wastegate valve, optimised

for high efficiency within the engine’s

typical operating range. The

combustion strategy works in synergy

with the dual-dosing system to

ensure low emissions with minimal

fluid consumption. Given AdBlue’s

corrosive nature, achieving precise

and complete mixing is essential.

Scania’s design addresses this

through careful control of flow dynamics,

preventing residue formation

and improving durability. The

system has been validated through

thousands of hours of bench testing

and millions of kilometres of field

trials. Moreover, the shared architecture

with the 13-litre engine allows

for cross-platform validation

and software harmonisation. Scania

has developed the engine control

software in-house. It manages

valve timing, injection strategies,

and AdBlue dosing, and applies a

BRAND

MODEL

SCANIA

DC11 100

SCANIA

DC11 101

SCANIA

DC11 102

I. D.

B x S mm - S/B 130 x 160 - 1,23 130 x 160 - 1,23 130 x 160 - 1,23

N. cil. - dm3 5 - 10,61 5 - 10,61 5 - 10,61

Maximum power kW - rpm 257 - 1.800 287 - 1.800 316 - 1.800

Mep at max power bar 16,5 18,4 20,2

Piston speed m/s 9,6 9,6 9,6

Maximum torque Nm - rpm 1.803 - 950 1999 - 950 2.200 - 950

Mep at max torque bar 21,8 24,1 26,6

% power at max torque (kW) 60 59,7 59,6

Torque at max power Nm 1.362 1.519 1.676

% power at max torque (kW) 69,8 (179) 69,30 (199) 69,30 (219)

DETAILS

Specific power kW/dm3 24,2 27 29,7

Specific torque Nm/dm3 169,7 188,2 207,1

Areal spec. power kW/dm2 38,70 43,22 47,59

modular logic – each cylinder runs

identical routines. This approach

ensures combustion characteristics

and fuel consumption are consist-

ent across engine variants, while

enabling custom strategies for

optimal efficiency. The Super 11

is already available for industrial

and marine applications, with a

bus version also in development.

The platform’s modular nature also

lays the foundation for transferring

these advanced technologies to the

larger 13-litre engine in the future.

Despite its sophistication, the Super

11 remains user-friendly from a

maintenance perspective.

The VVA system, for example, is

designed to be virtually maintenance-free.

Should service be required,

a single bolt allows quick

replacement, without the need to

disassemble the engine. It’s a design

that reflects Scania’s commitment

to operational simplicity,

durability, and efficiency. Rounding

out the Super 11’s profile are

new engine software, including Advanced

Fuel Skewing, along with

the well-proven concepts of Asymmetric

Crank Pin Pitch (ACPP) and

balance shafts to counteract vibrations.

16

17

VENICE BOAT SHOW

#REPOWER #LUCIETTA #BEV #BERTOLDIBOATS #NAUTAYACHTS

REPOWER

SILENT

RIDE

TAXI

Fabrizio D’Oria, COO of the Venice Boat Show

“The 2025 edition showed a marked improvement in quality

— both in terms of the audience and the presence of industry

leaders. Top brands such as Azimut, Sanlorenzo, Ferretti, and

the Beneteau Group attended with their CEOs, underscoring the

Show’s importance as a space for high-level networking and B2B

engagement. ”

The Arsenale, at the

Venice Boat Show,

is the stage for the

presentation of

Repower’s Lucietta

electric water taxi.

The Swiss company

is able to provide

the entire electric

ecosystem, including

energy supply. Is this

the right approach

to promote this

technology in the

marin field?

T

he Arsenale came alive with

the sixth edition of the Venice

Boat Show. The event showcased

over 300 boats, 270

exhibitors, and approximately 50

conferences, meetings, and debates.

At the Venice illustrious location the

spotlight was mainly on electric or

hybrid 5 to 60 meter boats. Among

these was Lucietta by Repower, a

Swiss company originally working

as a power and gas provider that then

developed its own e-mobility department.

It’s a preview and it aims

at being the very first full electric

taxi boat in Venice, designed by the

Swiss group in partnership with Nauta

Yachts taking care of design, and

built by the craftsmen of the Serenella

Shipyard of Murano. A selected

group of taxi boat drivers were involved

in design and construction.

Lucietta follows along the lines of

Repowere, the first electric boat by

Repower that in 2020 was given an

honorable mention at the Golden

Compass Award. Speaking of materials,

carbon fiber was chosen for

the keel, alongside scrap glass from

the Murano glassmaking workshops,

recycled for use on the new boat with

a method devised by Rehub – another

Murano-based startup and winner

of Repower’s Special Prize for

Innovation in 2023.

Lucietta is 9.30 meter long, 2.25 meter

wide and 2.10 meter high, which

enables it to ride swiftly along the

city’s web of waterways. The boat is

certified to carry up to 14 passengers

and embraces the need to care for

the city’s and lagoon’s sensitive en-

vironment, eliminating internal combustion

engine noise and vibrations

and leaving behind neither exhaust

fumes nor oily sheens.

Technical equipment specs include

a 200-kW motor powered by a

180kWh battery pack. Lucietta can

ride as fast as 30 knots but above all,

keeping the speed in the Lagoon’s legal

limit range (7-20 km) it can ride a

whole day on a single charge.

Fabio Bocchiola, Repower Italia’s

CEO, commented “It’s a revolution

that goes on at an alternating pace,

which is also due to the changes in the

geopolitical landscape that pushed

many countries to adopt new policies

and, in general, to rethink their energy

transition strategy. However” he

highlighted “as outlined in our White

Paper on sustainable mobility, the

European Union has set out an ambitious

path to curb emissions from the

electric boating sector; a market that

is set to reach a global turnover of

about 13 billion dollars by 2030. In

reference to which I can proudly say

that Repower pioneered the sector of

electric boating in cities and today

I want to thank our partners, Nauta

Yachts and Serenella Shipyard, for

valuably contributing to the implementation

of the project we are presenting

at the Venice Boat Show”

“Already in 2018” underlines Marcello

Bertoldi, Repower’s boating partner

and CEO of Bertoldi Boats “we

chose the Venice Boat Show to present

Repowere, Repower’s full electric

boat designed to navigate in open

waters and waterways alike.

This experience, among others,

brought to life Lucietta, a boat that

incarnates a new chapter in the Laguna’s

taxi boat history, striking a

balance between historical identity

and sustainable innovation. Lucietta

is not simply the product of the Laguna’s

mastership, but also a contribution

to the ongoing discussion about

public transport in the lagoon; a solution

that can fit in with the fast-charge

equipment made for cars and delivers

performance and range levels that are

on par with ICE-equipped boats navigating

the Venetian waters.”

“Taxi boat size in Venice has to be set

based on the city features, its canals,

bridges and docks, therefore there

are very precise constraints to be met

concerning construction height, max

width and length” added Massimo

Gino of Nauta Yachts.

18

19

VENICE BOAT SHOW

#VULKANITALY #BIMOTOR #FPTINDUSTRIAL #ACTV #VENICE

VULKAN, FPT, BIMOTOR

THE POWER

OF

REPOWERING

As measured and certified during bench testing by Vulkan Italy and

cross-checked by ACTV technical staff, the new propulsion system

can curb pollutants, reducing carbon monoxide by 32%, NOx by

26%, particulate matter by 31% and unburnt hydrocarbons (HC) by

7%, totaling an overall emission reduction of 28%.

B

y the way it looks, you’d

never guess it’s been in service

back and forth between

Venice’s canals and lagoon

for 43 years. In the hasty rush to

pursue the utopia of replacing boat

fleets with the first full electric versions,

the revamping emergency

risks being put on the backburner.

That’s instead a challenge that Vulkan

and Bimotor took very seriously,

in a team featuring FPT Industrial,

E2C (electric converters), TEMA,

Innave (naval design) and VECO

(cooling and ventilation systems).

For Vulkan, the trigger was a tender

launched by Venice lagoon’s public

transport company ACTV to retrofit

five waterbuses. The teams involved

undertook a ground-up redesign that

featured an outdated AIFO 8.7 liter

Vulkan won ACTV/

AVM’s tender to

retrofit five water

buses with a

hybrid package,

in partnership with

Bimotor. The ICE is

FPT Industrial’s N67.

Vulkan went the extra

mile to meet all the

engineering layout,

certification and

training requirements,

hand in hand with

the Lagoon’s public

transport company

ICE coupled to the propeller shaft by

means of a reducer, in a series hybrid

configuration. First thing worth mentioning

is the downsizing obtained

with a variable speed auxiliary N67

450 N by FPT Industrial. The tender

requirements set forth a symbolic

emission reduction of 3%. Crunching

the numbers, Vulkan as a system integrator

believed they could reach

15%. Real-life data stand at 28-30%.

After passing due tests and having

been cleared for navigation by the

Venice Port Authorities, the waterbus

was tested under service conditions.

Vulkan is the key player behind the

project’s rationale. According to tender

technical specs, the genset had to

be the main source of energy, to be

kept running at all times and replaced

by batteries in the event of mal-

functioning. The battery pack works

based on a peak shaving principle,

which means it avoids energy spikes

and troughs, to keep the ICE at its suitable

RPM rate. When batteries are

out of power, the genset recharges

them. We said Vulkan went the extra

mile, playing the role of system integrator.

Insofar as products are concerned,

it only provided anti-vibration

couplings and flexible systems.

But it worked behind the curtains as

some sort of director, coordinating

some 50 suppliers and preparing all

components data sheets. Also, they

changed the cooling systems from

keel cooling to a seawater intake

system, as not all the components

could be cooled, especially electrical

parts. With this system cool water is

sucked inside to a dedicated chiller,

which in the hot season is used for

heat exchange with water cooling

systems at a temperature of 8°. “The

lion’s share of our work was on batteries”

they explained. In addition to

corrosion, indeed, there’s fire prevention

to be considered. The battery

array consists of eight lithium iron

phosphate batteries, the chemistry

that’s more prone to ignition, and a

venting system is provided. The battery

fire prevention scheme provides

for the eight battery units to be encased

in four fully sealed enclosures

cooled by a dedicated fan system.

In the event of failure, thermal runaway

is suppressed by submerging

the battery in water by means of a

self-priming pump. The batteries are

equipped with venting and temperature

control system. Vulkan added an

ad hoc fire prevention system, with a

dedicated control unit. The fire prevention

PLC checks on the battery

management system temperatures,

which gets the contactor to open at a

temperature of 50 degrees, and sends

the systems into venting, which

is normally activated in the range

between 100 and 120 °C. Should the

system detect 65°C, it would send

off a fire alarm signal to activate the

fire suppression system. Each case

is equipped with a temperature sensor

and a smoke detection sensor.

Each conduit/pipe is equipped with a

hydrogen detection system, and so is

the chamber. The battery housing is

fitted with a fire suppression system

that’s fully isolated from the nearby

engine room so as to avoid spark- or

diesel temperature-induced ignition.

20

21

INTERVIEWS

#HYBRID #ACTV #WIDERCAT #REDHORIZON #EBS37EVO

FPT INDUSTRIAL

READY FOR

THE RIGHT

CHOICE

Up, Alessandro Mor;

right, Lorenzo Biagini

FPT Industrial is among the engine

manufacturers that have dared

the most in diversifying power

technologies, including in the

marine industry. Coming to the rescue

of reliability and plural declination of

propulsion is the parent company’s automotive

imprinting. Lorenzo Biagini,

Sales Area Manager - South Europe,

Africa & Middle-East, answers our

first question.

FPT Industrial has taken root among

light and medium duty commercial

applications. How is deployment progressing

in this segment? “In the commercial

sector we play on the product

reliability, which has an industrial

background inherited from Iveco, with

millions of hours of use on the road.

We collaborate with public and government

agencies with whom we have

Yes, because FPT

Industrial has the

portfolio to intercept

the trend that will

establish itself in the

marine sector, be it

LNG, Hydrogen, BEV,

hybrid, blends, or even

DME. FPT’s engine

blocks are suitable

for both recreational

and commercial use,

where they’ve found

better traction so far

framework contracts for maintenance

as well. Pilot houses are one of our

specialities, as is passenger transport.”

The second representative is Alessandro

Mor, Marine Portfolio & Product

Management. Based on the partnership

with Vulkan and the steamer unveiled

at the Venice Boat Show, could retrofitting

be the high road to decarbonization

at sea? “ACTV plans to gradually

renew their fleet, with an evolution of

the previous system. They move to a

serial hybrid, which retains its two cores,

the ICE and the electric motor. It

is impactful to come to the market with

a real case, a working boat, together

with competent players like Vulkan and

Bimotor. Turning to leisure boating,

the Cursor 16, in double-triple configuration,

would certainly have potential

to express.”

Mor: “We designed the Cursor 16 as

an engine capable of covering a variety

of applications, from fishing boats

to yachts. To date, it has gained its

comfort zone in the commercial sector,

although it has also been applied in recreational

situations, especially sport

fishing. Time and continuous commercial

action are needed.” Biagini: “In

Genoa and Cannes, we will be alongside

our distributors with engines in the

range. There will be a focus on N67,

leveraging the recent initiative with

the Tethys Institute, within the Pelagos

Sanctuary, a protected area of about

90,000 km², to protect populations of

eight cetacean species.”

Are hybridization strategies in yachting

centralized or entrusted to dealers?

Mor: “Hybridization is carried out

together with our distributors, which

are true system integrators, as in the

case of the WiderCat 92 entrusted to

AS Labruna. The NEF67 acts here as a

variable speed generator. It is a system

that provides high efficiency and quiet

operation. The pleasure market is traditionalist,

and the WiderCat 92 may

prove to be an excellent testimonial.”

eBS 37 EVO battery pack. Can electrification

find a place on board?

Biagini: “The demand for ‘green’ is

mainly expressed in navigation in protected

waters. We have a battery developed

in the on-road field, which has

given positive feedback. Applying this

battery in the marine environment does

not require any special modifications.

What’s more, it benefits from economies

of scale in the industrial field, becoming

competitive in terms of pricing.

We provide the battery management

system, with proprietary software.”

Shaft line or stern drive? And the Red

Horizon six years after launch.

Mor: “There is a partnership with ZF

for inverters and the 4200 pod, which

is matched to the Cursor 16. We have a

reciprocal relationship with Mercury.

FPT supplies the N67, which rounds

out the top of their diesel range, and

we buy their Bravo X sterndrive. Another

partnership is in place with Yanmar

Marine, to supply the N67 Evo

and C90. Development is proceeding

in simplifying integration. We set out

to be as plug-and-play as possible. The

Red Horizon system is still available,

with its ergonomic lever shape with

touchpad, providing complete navigation

control, precise maneuverability

in tight spaces, and engine management

for safe docking.”

22

23

PLEASURE

#YACHTS #MTU #2000 SERIES

ROLLS-ROYCE POWER SYSTEMS

INCREASED

TO

2222

Rolls-Royce’s Series 2000 continues its consistent power

enhancement. Now, the output has landed on an even number,

just like at the roulette table: 2222 mHP

It’s an endless challenge, the one

pitting Caterpillar, MAN, and

mtu against each other. In 2021,

the comparison published by

POWERTRAIN (formerly Diesel

magazine) celebrated Cat’s big leap

to 2,000 horsepower. The following

year, the roar of the Nuremberg Lion

was heard from a distance: the V12X,

with one swipe, raised the bar to 1618

kilowatts, or 2200 horsepower. And it

doesn’t end there, with the Cat C32B,

which appears at 2025 and 2433

mhp, fresh from over 54,000 hours

of testing. The 2433 mhp Cat C32B

is a 12-cylinder three-turbocharged

engine that, in ‘E Rating,’ delivers

full throttle power for up to 8% of

the time. The triple sequential turbo

is in line with what mtu anticipated

when the 2000 Series was unveiled in

Cannes. The latest plot twist is once

again courtesy of Rolls-Royce Power

Systems, with their Series 2000

M96Z, which evidently likes even

numbers. The power, in fact, is 2222

hp. By further developing various

components, Rolls-Royce has increased

power output to 1,634 kW from

1,472 kW (2,002 mhp, roughly the

10% more). Power density has been

raised to a new level, with only minor

changes in weight and dimensions

compared to the previous 12V 2000

M96X model. The continuous improvements

of the 26.79-litre V12 (BxS

135×156 mm) can be seen in this

comparison from 2021, published by

POWERTRAIN International magazine.

The Series 2000’s turbocharger

system delivers a fluid and constant

acceleration. A reinforced crankcase,

strengthened cylinder heads, and

new pistons ensure the reliability and

durability of the engine. Like other

mtu yacht engines, the new 12V2000

M96Z version is approved for use

with HVO. Certification according to

IMO II and EPA Tier 3 recreational is

also available.

“The new 12-cylinder version of the

mtu Series 2000 engines stands for

maximum performance, increased

power density, and impressive acceleration—another

milestone in our

commitment to providing our customers

with first-class propulsion solutions

for demanding maritime applications,”

said Jörg Stratmann, CEO

of Rolls-Royce Power Systems. And,

he added, “this continues the success

story of the Series 2000 and develops

it into a forward-looking platform

for innovative, sustainable propulsion

solutions. As a reliable partner,

we support our customers in implementing

their maritime projects in a

powerful, efficient, and future-proof

manner.”

Denise Kurtulus, Senior Vice President

Global Marine at Rolls-Royce

Power Systems, added: “Rolls-Royce

Power Systems is further expanding

its leading position in the international

yacht market with its Bridge-to-

Propeller strategy and its premium

brand mtu. Our offer of a complete

portfolio spanning the entire yacht

powertrain – including state-of-theart

mtu engines, hybrid propulsion

systems, pod drives, bridges, and automation

systems – combined with a

worldwide service offering, is unique

in the market”

BRAND

MODEL

MTU

12V 2000 M96Z

I. D.

B x S mm - S/B 138 x 156 - 1,13

N. cil. - dm3 12 - 28

Maximum power kW - rpm 1634 - 2450

Mep at max power bar 29,2

Piston speed m/s 12,7

Mep at max torque bar 0,9

Torque at max power Nm 6370

DETAILS

Specific power kW/dm 3 58,3

Specific torque Nm/dm 3 7,1

Areal spec. power kW/dm 2 91,03

RULES AND BALANCE

Dry weight kg 2942

L x W x H mm

1925x1456x1398

Volume m 3 3,92

Weight/power kg/kW 1,8

Weight/displacement kg/dm 3 105,1

Power density kW/m 3 416,8

Total density t/m 3 0,75

Displacement/volume dm 3 /m 3 7,14

24

25

PLEASURE

#HYBRID #HVO #V12X

MAN ENGINES

SUPER

POWERFUL

HYBRID

TECHNOLOGICAL NEUTRALITY

For those who can boast the genesis of the Diesel cycle

engine, and this is the way MAN Engines is, it is perhaps

not so easy to make a clear choice on how to play the

energy transition. Yet MAN Engines has done so. A choice

that is called technological neutrality, with an awareness

of the key role that Diesel engines will play in industrial

applications in the coming future. Electrification, hydrogen,

ICE and…? With the market launch of the MAN eTruck,

electric mobility is picking up speed in the commercial

vehicles of MAN Truck & Bus. At the same time, the MAN

Engines business unit continues to rely on combustion

engines – for use in agricultural machinery, ships or

for power generation, for example. “Today and in the

long term, we see the coexistence of a wide variety

of technologies among our heterogeneous customer

groups. Despite advances in battery technology, there

will be applications where internal combustion engines

are indispensable, as infrastructure, machine design or

usage profiles do not allow for alternatives. For these

customers, we will continue to be the usual reliable partner

and supplier for state-of-the-art drive technologies,” says

Werner Kübler, Head of Engineering at MAN Engines.

MAN Engines' approach to

reducing propeller-emitted

pollutants has always

spanned both the recreational

and commercial sectors. The

introduction of IMO Tier III standards

prompted the adoption of SCR

technology on workboats as well. It

was at SMM Hamburg in 2018 that

the German engine manufacturer unveiled

its EAT system — a flexible

solution designed to ease installation

below deck. The catalytic converter

not only reduces nitrogen oxide emissions

downstream, but also enables up

to an 8% reduction in engine-specific

fuel consumption, without any loss of

power output. What is the next logical

step in the technological evolution of

marine propulsion, if not hybridization?

This is precisely why, in 2021,

At Cannes Yachting

Festival the MAN

Smart HYBRID

Experience, featuring

the new 30-litre MAN

V12X, will be unveiled

for the first time. It's

really an upgrade: The

system combines the

30-litre MAN Engines

V12X with a 200 or 400

kW electric motor

MAN Engines introduced the MAN

Smart Hybrid Experience. The company's

strategy is to offer shipyards a

fully integrated, holistic system from

a single source. Moreover, when it

comes to service and maintenance,

the MAN Engines support network is

integrated with the automotive division

— offering offers a widespread

coverage and expertise in electronic

engines, common-rail systems, and

battery-electric technologies, particularly

in the city bus segment. We've

jumped back from yachts to workboats

just one year later. At SMM

2022, the MAN Smart Hybrid Experience

replicated its sea trials, though

with a different application scenario.

This platform is built around an ICE,

connected to a permanent magnet

synchronous motor/alternator via an

electromagnetic clutch. The marine

gearbox is, in turn, flanged to this unit

through another clutch. The MAN

Smart Hybrid Experience's genset is

capable of producing a nominal power

of 184 - 200 kW or 368 - 400 kW,

with an extremely high efficiency of

up to 96%. The electromagnetic clutch

allows for mode changes without

stopping the engines. This switching

can be performed during operation,

even as an emergency function, without

interrupting power supply. The

approval of all MAN marine engines

for operation with renewable diesel

fuel dates back also to the summer of

2022. This applies to fuels compliant

with the European EN15940 standard

and the U.S. ASTM D975 specification

issued by the American Society

for Testing and Materials. Specifically

certified for renewable diesel are

the MAN D2862, D2868, and D2676

engine series, 12-, 8-, and 6-cylinder

units respectively. An electric motor,

combined with a battery pack and an

internal combustion engine running

on HVO or other biofuels — this configuration

is particularly appealing

for the yachting segment. It ensures

the necessary redundancy, load handling

capability, and smooth operation

even at maximum power output.

We're approaching September 2025,

Cannes Yachting Festival — the event

where the pleasure boating industry

showcases itself. A key venue where

MAN has consistently reaffirmed the

performance rating of its V12 engine.

A meeting point between supply and

demand for advanced leisure boats

technologies. And it is precisely here

that MAN has chosen to present to industry

professionals the next stage in

its modular hybrid system: the MAN

Smart HYBRID Experience, featuring

the new 30-litre MAN V12X engine,

will be unveiled for the first time. The

hybrid offering from MAN Engines

enters a new dimension. With a system

output exceeding 2,000 kW in

selected configurations, the company

significantly broadens the upper end

of its hybrid power range. The combination

of MAN’s most powerful

ICE — the 30-litre V12X — with a

200 or 400 kW electric motor unlocks

new possibilities for large yachts and

high-performance vessels, where demands

for power, onboard comfort,

and operational efficiency are paramount.

This marks more than just

an increase in output. It signals the

26

27

PLEASURE

#D26 #D28 #ASTMD975 #EN15940

ability to configure hybrid architectures

based on available engine room

space, vessel tonnage, and torque requirements

at low engine speeds —

key variables in both the pleasure and

commercial marine segments.

“The new system indicates the direction

we’re heading,” explains Reiner

Rößner, Head of Sales at MAN Engines.

“With the V12X Hybrid, we’re

reinforcing our position as a reliable

partner for the future, opening up

exciting opportunities for upcoming

projects.”

While the V12X hybrid system is making

its official debut, series production

of the MAN Smart HYBRID Experience

is already underway using the

proven D26i6, V8 and V12 and D28

engine families — 6, 8 and 12 cylinder

platforms with displacements ranging

platforms - in other words, the conventional

ICE technology- can evolve

into advanced hybrid systems. The

V12X is built around a newly developed

base engine with 30 litres of displacement

and brings key upgrades:

higher torque, optimized cooling and

lubrication circuits, and a new common-rail

injection system operating

at 2,200 bar. Despite delivering up to

1,618 kW (2,200 hp), the V12X retains

a compact footprint and installation

dimensions nearly identical to

those of the D28 V12 series — a major

benefit for designers and shipyards

working on refits or new builds.Operational

flexibility is a defining feature

of the system. Multiple drive modes

— including silent, zero-emissionbattery-

electric propulsion, diesel-electric

operation, and cross-over configufrom

12 to 24 litres, available in combination

with electric motors rated at

200 or 400 kW. Initial field tests in the

workboat sector confirm the system’s

performance under real-world operating

conditions. A decisive factor in

this success has been the extensive

validation conducted in-house on dedicated

MAN test benches, replicating

demanding load profiles. Particular attention

was given to thermal stability,

long-term durability, and the seamless

interaction of all system components.

This rigorous pre-validation process

has resulted in a mature, robust solution

— a key advantage for applications

where reliability and efficiency

are non-negotiable. By integrating

the new MAN V12X into the Smart

HYBRID Experience, MAN Engines

demonstrates how established engine

rations — allow adaptation to various

use cases. Hotel mode provides onboard

power via batteries at anchor,

while boost mode delivers peak performance

through the combined power

of the combustion and electric drivetrains.

Traditional diesel operation is

still available, with the added benefit

of in-transit battery charging. Shore

power integration ensures maximum

autonomy. The system architecture

of the MAN Smart HYBRID Experience

allows hybridisation levels of up

to 35% of the total output and uses a

high-voltage battery with a maximum

voltage of 600 VDC. For optimal energy

transfer and system efficiency,

the DC-Link voltage in the converters

is regulated to 660 DC to 780 DC as

needed. Battery systems operate between

500 and 750 V, enabling rapid

charging and high-output reserve for

performance peaks. Beyond extending

range and efficiency, the system

reduces noise and enables access to

ECAs. We previously touched on the

regulatory framework relevant to the

first generation of MAN’s hybrid system.

These certifications have been

confirmed and extended for the latest

version. All marine engines from

MAN Engines are approved for operation

with regenerative diesel fuels in

compliance with European EN15940

and the U.S. ASTM D975 standard set

by the American Society for Testing

and Materials. This enables a tangible

reduction in CO2emissions, while

offering an immediately deployable

solution for more sustainable propulsion

strategies. In parallel, all engines

comply with current global emission

standards. MAN Engines also offers

propulsion variants specifically configured

for commercial applications

such as charter yachts, ensuring regulatory

compliance without compromising

performance. It comes as no

surprise that MAN Engines has positioned

itself as a system integrator

in the hybrid marine segment — a

role the company is already fulfilling

in the off-road sector, as recently

demonstrated at bauma Munich with

the D2862 LE13x. As Hubert Gossner,

Head of Off-Road/Power at MAN

Engines, put it: “We not only offer

our customers the robust and reliable

MAN engines with excellent power

density. Rather, our experienced integration

specialists adapt these engines

to the requirements of the respective

application.”

28

29

PLEASURE

#IPSE #EVC #HMI #EMS #ZEM

VOLVO PENTA

EVOLUTION

OF THE

SPECIES

HANNA LJUNGQVIST, HEAD OF MARINE

Gothenburg certainly doesn’t need any lessons

on gender equality. Effective October 1,

2025, Hanna Ljungqvist will officially become

the head of Volvo Penta’s marine division. The

congratulations were offered by none other

than another woman, Anna Müller, President

of Volvo Penta. Ljungqvist graduated with an

MSc in Industrial Design Engineering from

Chalmers University of Technology and entered

the Volvo Group International Graduate

Program in 2008. She has since worked in various

commercial and technical roles within AB Volvo. During

her career at Volvo Penta, she held various senior

management positions within the marine business, including

product and business development. Most recently,

she served as Vice President, Service Market

Marine, where she headed global marine parts and

service, and was responsible for growing sales and securing

world-leading service and support.

Anna Müller, President of Volvo Penta: “Our aim with this new

range is to deliver a plug and play electric propulsion solution,

keeping the uniqueness of our core competence, but also designed

to scale together with 3rd party integrators”

The IPS first emerged at the end

of 2004. The following year,

when it was still an intriguing

‘unknown’, we wrote: “It’s an

integrated propulsion system that includes

the diesel engine, steering,

shifting functions, and propellers. The

propulsion part resembles the general

structure of a stern drive, but motion

is transmitted with a double U-shaped

bevel gear instead of a Z-shape, and

its installation is entirely inboard.

Due to the U-shaped transmission, the

propellers operate in pull rather than

push mode. This greatly enhances

efficiency, as the propellers work in

undisturbed water, generating horizontal

thrust and converting all torque

into effective propulsion force.” Over

twenty years, the system has constantly

evolved. The Inboard Performance

Volvo Penta has

taken yet another leap

forward with its electric

IPS marine propulsion

range. The Volvo

Penta IPS Electric (E)

range is a powerful

complement to the

hybrid electric (H)

solutions introduced

earlier in 2024

System has also found widespread acceptance

in professional applications,

and it has been proposed as a hybrid

solution that offers at least three operating

modes. The first two modes operate

with the clutch engaged. When

disengaged, it switches to all-electric

mode. This was the preparatory step

for its electric ‘consecration.’

The Volvo Penta IPS Electric (E) range

is a now addition to the hybrid electric

(H) solutions launched earlier in 2024.

Together, they provide shipyards with

a wide array of fit-for-purpose configurations

tailored to different operational

needs and duty cycles. In this

new fully electric marine propulsion

offering, the electric motor is directly

coupled with the Volvo Penta IPS driveline

and is available in twin, triple,

or quadruple installations. This opens

the door for a wider variety of vessels

to benefit from the core features of

the Volvo Penta IPS system – including

Electronic Vessel Control (EVC),

forward-facing propulsion, and maneuverability.

As we wrote in 2005 a

key advantage of the IPS system lies in

its forward-facing design, which pulls

the vessel through the water rather

than pushing it. When combined with

electric motors, this results in a highperformance,

zero-emissions solution

suitable for a broad range of applications.

The system’s quick acceleration,

tight turning radius, strong grip, and

precise control further enhance overall

efficiency. For operators, this translates

into quieter, smoother journeys

with minimal environmental impact.

Volvo Penta will begin rolling out the

new IPS900E model (up to 515 kW)

in Q4 2025, followed by the IPS650E

(up to 374 kW). The long-term goal is

to electrify all five IPS drivelines, covering

power outputs from 220 kW to

1.1 MW per driveline – scaling up to

4.5 MW in quad setups.

The fully electric range will offer complete

‘helm-to-propeller’ functionality,

retaining the seamless maneuverability

and control that are hallmarks of the

Volvo Penta IPS experience. This includes

the EVC system with premium

features such as Joystick Driving,

Dynamic Positioning System, Autopilot,

and Assisted Docking. Operators

will also benefit from a fully integrated

Human-Machine Interface (HMI),

allowing for intuitive drive mode selection

and system monitoring through

the Energy Management System

(EMS). Available modes include Pure

Electric, Hybrid Electric, and Hybrid

Fuel, ensuring flexibility and ease of

use at the helm. Volvo Penta is committed

to delivering scalable, standardized

solutions that can integrate with

a variety of qualified third-party systems.

The company aims to collaborate

with trusted partners to offer fully

integrated electric solutions that combine

IPS propulsion packages with

Energy Storage Systems (ESS), potential

marine gensets, DC grid infrastructure,

and EMS. Additionally, Volvo

Penta brings in-house capabilities

through its subsidiary ZEM, enabling

it to deliver complete hybrid or fully

electric configurations – including

propulsion systems, marine gensets (if

required), ESS, and EMS. ZEM’s core

team has a background in electromobility

that dates back to 1993.

30

31

COMMERCIAL

#HYDRAULICS #EHYDRAULICS #ELECTRIFICATION

DANFOSS

ELECTRIC

AND

BEYOND

The pulse of the commercial marine

world beats in sync with

Danfoss. That’s the clear takeaway

from our recent chat. Danfoss

is very active on the electrification

of on- and off-highway vehicles,

especially with Editron. We spoke

with Philipp Fedorov, Senior Director,

Vertical Development & Sales

Drivers, Marine & Power Conversion,

and Derek Bryans, Account Manager,

from Danfoss. What are the focus

areas in the marine sector?

“Danfoss works with ship owner-operators,

shipyards, system integrators,

OEMs, naval design engineers, and

architects to make the marine industry

safer, more efficient, and more sustainable.

Danfoss is represented in all

major marine hubs with full marine

certification and global service. Our

focus areas in the marine sector are

propulsion, power generation, shaft

generators, deck machinery, utilities,

auxiliaries, and engine room applications,

as well as vessel charging and

shore connection. The marine sector

is at the forefront of decarbonizing

vessels in sea and inland waters. The

regulations are ready for new-build as

well as in-service vessels. Danfoss offers

a wide power and voltage range of

AC drives for motor drives as well as

power converters for hybrid and electric

solutions. Danfoss also has a dedicated

liquid-cooled system module

product series for demanding marine

applications called iC7-Marine. Danfoss’s

focus is to be the leading provider

of compact, efficient, and robust

power conversion solutions and electric

machines for the marine sector.

We also have ready system solutions

based on Editron converters and permanent

magnet machines for up to 2

MW powertrains. Danfoss also offers

hydraulic solutions for ship propulsion.

Everllence (formerly known as

MAN Energy Solutions), for example,

utilizes Vickers by Danfoss hydraulic

piston pumps to drive the hydraulic

system within the engine. This system

controls fuel injection and exhaust

valve actuation that otherwise would

be controlled by mechanical components.

By providing continuously variable

fuel injection and valve timing

via hydraulic pumps, this design has

unlimited flexibility, enabling Everllence’s

intelligent engine to reduce

fuel consumption and emissions. On

smaller vessels, such as fishing boats,

our hydraulic pumps and motors are

marine solutions. We succesfully work

together in different projects around

the globe. Hybrid and fully electric

marine propulsion solutions can be

implemented in any vessel type. There

are concepts available and fit for commercial

applications as well as leisure

and yachts. Hybrid solutions are

a good fit for short sea shipping. At

the same time, in ocean-going vessels

shaft generators hybrid applications

are widely used. Shaft generators enable

a wide variety of different design

possibilities for large ocean-going

vessels, optimizing power plant, auxiliaries

feed, and making overall vessel

electric solutions more efficient.”

How does Danfoss see the market and

the technological specs of retrofitting

boats? Does it make more sense to do

it with Stage V Diesel engines, condirectly

driving ship propellors. Outside

of propulsion, the Danfoss PVG

hydraulic valve is the valve of choice

for manufacturers of cranes, deck

winches, mooring winches, and other

applications requiring finite control.

Our Airflex water-cooled brakes are

used for drawworks, and our Vickers

by Danfoss hydraulic cylinders are

widely specified for active heave compensation

systems.”

Danfoss Drive’s last collaboration

with Volvo Penta for hybrid CTVs

dates to 2024 (the agreement was signed

in 2021). How is the collaboration

with Penta progressing and how

do you see hybridization: more for

commercial applications or are there

opportunities on yachts?

“Danfoss Drives and Volvo Penta products

fit very well in a large variety of

vert them hybrid or full electric?

“We see great potential in the retrofit

market. It makes a lot of sense to

use hybrids for retrofits. Current drives

technology enables compact and

lightweight hybrid solutions fit for

any size retrofitted vessels. Hybrid solutions

can provide a lot of new functionalities

for retrofitted vessels, for

example, enabling zero-emission operation

and more efficient maneuvering

and braking.”

There are some key words, in the language

of mechanics/electronics and

energy transition: what is the application

of Danfoss to each of them?

“1) Efficiency: applied to ICE, BEV,

Hybrid. Danfoss manufactures one

of the most efficient power converters,

AC drives, and electric machines

used in marine. Our compact and

32

33

BAUMA 2025

#HYDRAULICCYLINDERS #MOTORPUMPS #ALTERNATIVEFUELS

Left, Danfoss Editron Electric

Motors; Right, Hydrokraft PVZ

Hydraulic Pump

lightweight solutions help shipbuilders

design and build vessels with the

most efficient utilization of space onboard.

2) Safety: especially in relation to onboard

batteries. Safety is a key aspect

in any vessel design. Danfoss helps to

provide safety onboard in all aspects.

Also, cybersecurity is an important

part of modern vessel designs.

3) Integration: the role of suppliers

of propulsion system components is

increasingly that of system integrator.

Both roles are equally important.

Component suppliers need to

constantly improve component-level

efficiency and work on improving

technical parameters of the products

to enable a wider range of fit for different

components formed to a single

solution. The system integrator’s role

is to efficiently combine the components

into one system perfectly fit for

the precise purpose and make sure

the control system is designed for the

most efficient use of all components.

It is also important to keep focus on

standardizing propulsion solutions

similar to the standardized components

to optimize engineering spent

for each hybrid vessel delivery. Danfoss’s

strategy is to be a pure player

and offer AC drives, power converter

and hydraulic products, and solutions

to system integrators and OEMs.”

What’s new from a product perspective?

“Danfoss has lengthy experience in

the marine industry. Our AC drives

and power converters are developed

keeping in mind upcoming needs and

compliances for the marine sector. Today’s

vessels are built with alternative

power sources and storage solutions

toward decarbonizing the sector. With

our new iC7-Marine and hybrid drives

product families, we enable high

power density, efficiency, and save on

costs through fast integration into systems.

Our portfolio enables higher

battery voltages, which then enables

even more battery capacity onboard.

Power converters are ready for fuel

cell interfaces and other potential power

sources onboard. Our Vickers by

Danfoss Hydrokraft PVZ open-circuit

piston pump with integrated KBF proportional

valve is a proven solution

for new installations and a drop-in

replacement for existing ship engine

applications. The pump’s heavy-duty

design ensures a 48,000-hour service

life operating at full ratings. It featu-

loads. They are used in applications

requiring high horsepower absorption,

continuous slip service, dynamic

tensioning, static holding, and emergency

stopping. A variety of models,

options, and sizes are available to

meet the needs of a range of marine

applications.”

The decarbonisation debate in shipping

seems to penalise hydrogen,

whether with fuel cells or H2 ICEs.

Electrification is also limited to a few

applications, including ferries. There

are those who, like Rolls-Royce and

Sanlorenzo shipyard, believe in methanol.

Those, like Wärtsilä, in Dual-

Fuel, also methanol, and ammonia.

Could you explain to us the Danfoss

point of view?

“Alternative fuels help speed up the

marine sector’s journey toward cleres

a continuous operating pressure of

300 bar, maximum 450 bar, according

to marine classification guidelines.

Danfoss offers the broadest range of

custom hydraulic cylinders in the industry,

with bore sizes up to 1.5 meters,

stroke up to 20 meters, and pressure

ratings up to 350 bar. To ensure

long life and dependable operation,

we offer a full range of cylinder rod

coating options, including Hydroclad,

the most advanced laser-clad rod coating

on the market. Delivering the

highest level of corrosion protection,

impact resistance, and field repairability,

Hydroclad coating has extremely

high bond strength and the

best hardness ratings of laser clad

coatings available. Our Airflex watercooled

disc brakes are designed to

absorb and dissipate heavy thermal

aner vessels. The absolute majority

of the building tonnage is around

ocean-going vessels (bulkers, tankers,

etc.). Those vessels’ sailing

profiles are different compared to the

majority of applications in the short

sea shipping segment. Ocean-going

fleets’ decarbonization journeys will

most likely be driven by cleaner fuels,

while electrification will still play a

significant role in auxiliary power

plant optimization of large oceangoing

vessels. The short sea shipping

sector will utilize a larger variety

of hybrid solutions, alternative

fuels, and alternative power sources.

There we expect to see different concepts

and fuels used depending on

the availability of the infrastructure

around areas of operation and operational

profiles of the vessels.”

34

35

COMMERCIAL

#SMMHAMBURG #STAGEV #HVO

MOTEURS BAUDOUIN

SEVERAL

NEW

ENGINES

Sèbastien Peyron, Engineering Director at Baudouin

It's the Baudouin's

approach to expand

and renew its ranking

of available units.

Sébastien Peyron

and Mehdi Kebaili

tell us this and more

addressing Baudouin's

strategy in the

commercial marine

sector

Baudouin has never forgotten its

maritime heritage, and it leverages

research and development

on its engine block engines designed

for power generation. This is

certainly true of its range of displacements

and power outputs, which finds

few parallels among competitors. We

asked Sébastien Peyron, engineering

director at Baudouin and Mehdi Kebaili,

sales executive director. Which

displacements and power ranges are

you now offering to the commercial‐marine

market?

“If we look at the competition, many

are not releasing new engines frequently.

At Baudouin, we continue to launch

several new engines every year—not

only for marine applications, but

across our entire portfolio. This dynamic

is exciting for engineering, service,

and marketing teams alike. Each

launch reflects a deliberate strategy:

consolidating our core business in

commercial marine—fishing vessels,

workboats, and passenger craft—while

also expanding into new sectors such

as yachting and, increasingly, military

and naval applications. Since last year,

we’ve introduced a completely new generation

of engines, designed from the

ground up—not evolutions of previous

models. The 6F21 was presented at

SMM 2022. At the following edition of

SMM, we gave a preview of the 8F21,

which is the big brother of the 6F21.

Initially targeted at the yachting and

defense sectors, the 8F21 also offers

a commercial intermittent-duty rating

of 883 kW, while the yachting duty version

delivers up to 1,000 kW. We’ve

also released the 16-cylinder M33, ba-

sed on a long-stroke architecture with

3.3 liters per cylinder. This platform is

now available as a 6-cylinder as well.

These engines are designed for high

torque and low fuel consumption, making

them ideal for tugboats, fishing

vessels, workboats, and passenger

boats—applications requiring high

power at low speeds, with strong efficiency.

Unlike many engine makers,

Baudouin designs engines specifically

for marine use—we do not adapt platforms

from truck or industrial origins.

Another key release is our new 13-liter

engine, delivering between 368 and

441 kW. This will serve a highly competitive

segment where we aim to offer

an alternative to brands like Volvo and

Scania.

Lastly, we are moving into high-horsepower

territory with the new M55 platform,

starting with a 12-cylinder engine.

All these products meet EU Stage

V and EPA Tier 3 or Tier 4 standards,

and are fully tailored for European and

North American markets.

The 6F21 is positioned just under 600

kW, while the 13-liter platform will

complement it in the most demanding

commercial segments. In addition,

we’ve recently launched several units:

the 6-cylinder M33, the 6-cylinder

M26.2, and the 20-cylinder M33—all

meeting Stage V for Inland Waterway

compliance, a regulation that only a

few players can currently match in this

power range. We’ve also made significant

efforts on ATS systems. The M33,

M26, and F21 series are all available

with hybrid propulsion packages. While

hybrid solutions are still relatively

uncommon in the commercial marine

segment—mainly due to cost—they

are gaining traction. Many shipyards

and fleet operators are exploring these

technologies, not necessarily for cost

savings, but to meet environmental goals

and demonstrate a commitment to

sustainability, especially in passenger

transport.”

Turning to alternative fuels: ammonia,

HVO or methanol—where do you see

the greatest potential? And is hydrogen

definitively off the table?

“All of our new engines are being developed

to be HVO-compatible, and

we’re also working to make our existing

product lines compatible as well.

So HVO isn’t just a future option—it’s

something we’re actively delivering

on. When it comes to methanol or ammonia,

the situation is more complex.

These fuels are currently targeted more

36

37

COMMERCIAL

#HYDROGEN #SCR #PTO

Mehdi Kebaili, Sales Executive Director

sterdam—with government incentives

or special regulations, but widespread

deployment is a different story. That

said, if we identify real opportunities

in hydrogen, we’ll go for it. We have

the expertise. After all, our group has

developed the most efficient diesel engine

in the world, and that innovation

mindset is also present at Baudouin.

That’s why diesel is still very much

alive and relevant today, even as we

prepare for alternatives. Let me also

highlight one of our key strengths:

our long-stroke engines are engineered

specifically for commercial marine

use. These are not repurposed yachting

engines—they’re built from scratch for

high-torque, high-efficiency operation,

especially in applications like tugboats

and workboats with long duty cycles.

Our design priorities are fuel eco-

at medium-speed and large-displacement

engines, which are typically

used in ocean-going vessels. For highspeed

engines like ours—ranging from

50 to 2,500 kW—the viability of these

fuels is still very uncertain. It's not

just about combustion performance;

it's also about infrastructure and fuel

availability. Everyone is testing different

options, but no one really knows

yet what the winning solution will be in

terms of both sustainability and realworld

feasibility. Hydrogen is a good

example. In the end, a hydrogen engine

is a gas engine—nothing more. Technically,

it can be done, and within our

group we already have hydrogen-powered

engines. But for the high-speed

segment, the problem is infrastructure.

You might see isolated projects in Northern

Europe—like in the Port of Amnomy,

durability, and torque delivery

at low RPM, all of which are critical

for professional marine operators. We

cover a very wide power range—from

10 to 64 liters displacement—so our

offering is continuous to 3,000 hp, with

no gaps. We can supply the entire propulsion

package: the Baudouin engine,

the genset, and the complete driveline.

We don't manufacture gearboxes, but

our project management team can

select and integrate the most suitable

one. We design the right propeller, the

right shaft, and tailor the package to

the vessel.”

Maintenance? “What also sets us apart

is that Baudouin designs engines for

marine use from day one. That means

easy maintenance access from the

front, compact designs that fit tight

engine rooms, and components laid

out with real-world servicing in mind.

Unlike truck engines retrofitted for

boats, ours are marine by DNA. Our

teams—from sales to engineering—are

all marine specialists, and that makes

a big difference. Finally, we're moving

forward on digitalization. We are integrating

artificial intelligence into our

systems, particularly for predictive

maintenance. And I mean real predictive

maintenance—not just a timer

that tells you to change a part after

5,000 hours, but data-driven insights

that anticipate wear and optimize service

intervals. SCR remains the safest

and most effective technology to meet

stringent emissions regulations—also

in marine applications. While alternatives

like EGR exist, they are less efficient

and more sensitive to operating

conditions. SCR offers reliable NOx

reduction up to 98%, even in harsh

marine environments—ensuring safe

operation even in four-metre waves.”

What specific requirements do tugs

have, and how is Baudouin addressing

them?

“We’re strongly focused on commercial

workboats, particularly tugs. Last

year, we introduced the M12 and M55

engines—high-torque, 64-litre units

reaching up to 3000 hp—developed

specifically for heavy-duty applications.

We’re currently working with

leading global designers, including

Robert Allan, and have established

a solid presence with major Turkish

shipyards. Commercial vessels now

represent around 55% of our marine

turnover, and the segment is growing

fast worldwide. We’re actively engaging

with the sector—recently at the

European Tugowners’ Technology

Conference—because we offer not just

propulsion engines, but also gensets

and complete packages. That’s a key

differentiator: we provide full propulsion

solutions, from engine to gearbox,

propeller, and PTO configurations,

tailored by a dedicated in-house engineering

team that works directly with

shipyards from design to delivery. With

over 300 service points and 100 distributors

worldwide, we ensure uptime

and local assistance. Our strength is

not only in the products, but also in

aftersales: we have training centres

in Cassis and this one in Dubai, that’s

we’re developing, plus an online learning

platform to keep our partners

up to date on our expanding product

range.”

38

39

COMMERCIAL

#SOUTHAMPTON #WIMBORNE

E-DRIVE

#MARINEMOTORS #POWERDENSITY

PERKINS @ SEAWORK

ABB AMXE

ENGLISH

NATIVE

SPEAKERS

MARINE

GRADE

DURABILITY

cy of marine engine manufacturing

dating back to the 1960s. Plans are

also underway for field testing aboard

commercial workboats, ensuring real

world performance and durability, offering

the trusted reliability that defines

the Perkins brand.

In addition to performance and durability,

the new propulsion range will

meet modern emissions standards,

offering customers a future-proof

Perkins has once again chosen

Seawork as its launch platform

this year. The show for

the British commercial marine

industry par excellence, in Southampton,

took place on June 10th, 11th,

and 12th. Last year operators and visitors

at Seawork had witnessed Perkins’

display of the E44 and E70B

electronically controlled engines. The

new addition for the 2025 edition was

the M245C. It’s a 6-cylinder 249 HP

Diesel engine, one of the three marine

propulsion models currently in development.

This lineup also included the

M175C and M200C models—each

engineered to power both commercial

and leisure applications. The new models

are also designed for versatility

with features that enable ease of repower

and flexible options for new builds.

The new propulsion platform is

currently undergoing design and validation

at Perkins marine headquarters

in Wimborne, UK, a site with a legasolution

that supports long-term investment

and compliance with evolving

emission standards.

Whether navigating coastal waters

or enduring offshore demands, these

engines are built to perform in tough

marine environments. Designed today

to power the vessels of the past and

the future. Production is scheduled to

begin in 2026, with the order board

opening in Quarter 4, 2025.

Up until now, our focus on

ABB has primarily been on

off-highway applications,

such as the mining sector, and

on stationary and residential uses.

Here, however, we delve deeper into

ABB’s AMXE Marine Motor, specifically

designed for open-deck and

small to mid-sized electric and hybrid

vessels. The AMXE Marine Motor is

characterized by its power density,

allowing for significant power output

relative to its weight and size. It’s a

3-phase Permanent Magnet Synchronous

Motor, liquid-cooled, IP66

protection class. The motor offers a

substantial power range of up to 616

kW and can deliver torque up to 3,300

Nm. Engineered for dynamic operation,

it achieves speeds of up to 5,000

rpm, while maintaining operational

integrity across a broad temperature

spectrum, from -20°C to 65°C. This

unit has been engineered to demonstrate

resistance to corrosion, shock,

and vibration. Its insulation design is

also noted as contributing to its reliability.

Further design elements include

its compact form factor and a water-cooled

system. The latter feature

eliminates the need for external ventilation,

which typically reduces operational

noise and vibration, potentially

leading to a quieter operational profile.

The motor’s design facilitates integration

into diverse small vessel configurations,

with ABB emphasizing adherence

to its performance and reliability

standards. Its compact build and a

streamlined terminal box are intended

to simplify the installation process,

whether in confined engine rooms or

exposed open-deck settings. ABB has

also stated that the motor will be supported

by its global service network,

ensuring maintenance and support

throughout its operational lifespan.

Commenting on the launch, Global

Product Group Manager Traction &

Mobile e-Power Motors at ABB, Roger

Affolter said: “Electrifying vessels

is a key part of enhancing efficiency

and performance, lowering operating

costs and reducing emissions in the

maritime industry.”

40

41

E-DRIVE

#SAILINGBOATS #LIFEPO4 #

E-DRIVE

#NMC #LFP

YANMAR MARINE

TEMSA FEELS “MARINE”

INTEGRATION

CONCEPT

NOT

ONLY FOR

BUSES

There are buzzwords that dictate

the timing and semantics of the

propulsion systems agenda. It is

definitely the case of the word

‘electrification’, possibly coupled with

‘integration’. This is demonstrated by

Volvo Penta’s IPS, which we discuss in

this issue. Yanmar Marine International

relaunches with E-Saildrive. The series

has three power levels: SDe7 kW,

SDe10 kW, and SDe15 kW, capable

of delivering power up to 15 kW, as

indicated by the final figure. This propulsion

system is suitable for boats up

to 40 feet in length. One of the main

missions of engineering is to develop

interfaces compatible with diesel saildrives.

The E-Saildrive is therefore designed

to integrate into existing boats

without the need for structural changes

to the hull.

The integration concept, basically, includes

gears, motor, controller and cooling

system, which are all developed

in-house. The noise level obviously

benefits from the lack of noise and vibration

typical of internal combustion

engines. Another feature of any electrified

application concerns low maintenance.

Simplification of the driveline

involves the amount of valves, bevel

gears, couplings and mechanical devices,

as well as the removal of wearprone

components such as the injection

system and exhaust pipe.

According to Yanmar, the system is

designed to operate with state-of-theart

batteries, providing extended range

and efficient charging. The chemistry

is lithium-iron-phosphate ((LiFePO4),

pending, we add, the final developments

of solid-state batteries. A messianic

anticipation that will first hit the

automotive sector and could accelerate

the spread of under-deck battery packs

(BYD has stated that this milestone

could be reached in 2027). In addition,

it is compatible with renewable energy

sources, such as solar panels and wind

generators, which would act as range

extenders. We mean that, if in a hybrid

system the ICE is capable of extending

the range of the battery pack, the renewable

power sources would enable

shipowners to extend the duration of

navigation. Floris Lettinga, Sales and

Marketing Director, Yanmar Marine

International: “Our electric propulsion

system is different from others available

on the market. Our engineers have

created a smart, integrated system on

a plug and play platform that helps

boaters smoothly transition to electric

propulsion. We are all on a journey toward

sustainability together, and with

the E-Saildrive solution we intend to

inspire boaters to join us in reducing

our environmental impact one step at

a time.” The E-Saildrive received the

DAME Design Awards 2024 for best

design in the ‘Propulsion & Dynamics’

category, and the Innovation Award at

the Discover Boating Miami International

Boat Show 2025 in the ‘Alternative

Propulsion’ category.

TEMSA is one of the leading

players in the bus industry—

not only in Turkey—that has

accelerated its shift toward

electrification. The Turkish bus and

coach manufacturer is now expanding

into marine BEV applications. The

company participated in the Amsterdam

Electric & Hybrid Marine Expo,

where it displayed its battery technology

portfolio tailored for maritime

applications. At the exhibition, the

company showcased energy storage

systems designed for a range of vessel

types, underlining its modular approach

to battery integration. Temsa’s

marine solutions currently address

three main categories. For high-performance

speed boats, the company

offers high C-rate batteries capable

of delivering between 100 kW and

500 kW over short durations. In the

leisure segment— including yachts,

catamarans, and boats between 12

and 50 meters—Temsa supplies aux-

iliary power systems at 24V and 48V

(in 10 kWh modules), as well as traction

systems ranging from 200 kWh

to 1,000 kWh. For commercial vessels

such as passenger ferries, the

company supports propulsion needs

from 600 kW to 1,000 kW, with battery

configurations scaling from 500

kWh up to 2,000 kWh. Temsa’s focus

remains on energy storage system integration

rather than cell manufacturing.

The current battery chemistry in

use is Li-Ion NMC (Nickel Manganese

Cobalt), favored for its high energy

density. However, the company is

actively developing systems based on

LFP (Lithium Iron Phosphate) and is

exploring solid-state and sodium-ion

battery technologies as part of its future

roadmap. With regard to hybrid

configurations, Temsa prioritizes serial

hybrid architectures, integrating

electric power storage as a foundational

element. “Our primary focus is

battery supply,” the company noted,

“and we are currently addressing serial

hybrid solutions as the first step.”

The CEO of the Turkish company,

Evren Güzel, commented: “Electrification

of mobility in the maritime

sector is critical for a sustainable future.

Temsa complements its technology

development with contributions

to the broader shift toward electrified

mobility. Taking part in the Electric

& Hybrid Marine Expo is a great honor

for us and a clear indication that

we are pioneering the electrification

transformation in the maritime industry.

At this point, we have gone far

beyond providing batteries to the maritime

industry. In this sense, we bring

100% electric, series hybrid, and parallel

hybrid propulsion systems to

our customers by offering end-to-end

solutions. In addition to our standard

solutions, we can produce tailor-made

solutions that fully meet customer

needs with our project-specific engineering

approach.”

42

43

E-DRIVE

#GREENISLANDS #RECHARGING #2C #3C

AS LABRUNA

AND THE

GREEN CHARGING

ISLANDS

Even in the boating industry,

charging infrastructure is the

choke point for electrification.

is charging infrastructure. AS

Labruna has wondered about this issue.

“Our solution is called green

charging islands,” points out Massimo

Labruna, AS Labruna’s CEO.

To put it simply, but clearly, these

green islands are comparable to power

banks on barges made up of high-performance

batteries that can be

powered by renewable power sources,

so solar power, wind power, as well as

methanol generators, hydrogen, HVO

or another biomass fuel. Renewable

power sources, it is known, are both

a blessing and a curse. They are CO2

free but ill-tempered and intermittent.

So? “We proceed to store the energy

in these performance power banks,”

Green charging

islands are

comparable to power

banks, generally

positioned on

floating supports.

Fast charging is

also available from

renewable sources.

This approach does

not exclude fixed

charging stations,

which could eventually

be integrated with the

main power grid

Labruna notes. “I can use discharges

at twice the rated power. If I have 100

kWh storage, I can discharge at 200

kW, using these power banks as fast

chargers, which allow me several recharges.

Try to imagine a dinghy with

240 kilowatt hours of batteries on board.

Where and how do I charge them?

Using the power bank in the marina,

staying plugged in for a whole week?

We are developing rechargeable power

banks, capable of delivering a

number of quick charges, although

they will be recharged from low-power

charging sources, such as wind or solar

power. These solutions are applicable

both at the dock and on land.”

How this is made possible is quickly

said. The source is technology for

road applications, in electrification as

in ICEs. “In the automotive industry,

where there is a demand for instantaneous

power, there are batteries with

a ‘2C’ or ‘3C’ discharge capacity, two

or three times the rated current, thus

allowing frequent discharging at high

peak powers. Current storage systems

use LIFEPO4 batteries that have maximum

discharge currents of 1.1C or

1.2C. Thus, to have fast discharges,

I have to inevitably increase the battery

capacity, therefore their weight

and bulk.” Doesn’t being over-performing

penalize efficiency, in terms

of charge and discharge cycles? “Batteries

are generally penalized when

the charge drops below 20 percent or

rises above 80 percent. Going back

to storage, if I need to bring power

to 300 kW charging stations, I need

a 300 kW electrical mast accordingly,

and that is far from trivial.” The

green charging islands can be set up

inside containers, which can provide

power to carry out different opportunity

charging and, in emergencies,

can make use of a generator set powered

by alternative fuels. “Our fuel cell

methanol and hydrogen generators go

in this direction,” Labruna continues.

“Hydrogen doesn’t allow you to rely

on large systems, so you use a storage

system that acts as a flywheel and meets

fast demands. It also lends itself to

a fixed installation; in any case, that

station is not powered by the electricity

taken from the grid, but by a local

self-generation system.” In AS Labruna’s

ascent, this phase is about optimizing

their large set of technological

solutions.

What about the predictive maintenance

mantra? “We have embraced the

use of blockchain, which notarizes our

data. All information, exchanged in

real time, between the propulsion system

and the cloud is notarized, so this

system can also eventually be used to

measure CO2 savings by certifying

them for possible government grants.”

What does it mean to notarize data?

“Data is recorded in a blockchain, so

it becomes immutable, including the

usage profile of a boat or industrial

vehicle. That data is no longer editable,

as if it were sealed by a notary.”

Control is another crucial element in

the architecture. “We are fine-tuning

the use of automotive-derived batteries,

from FPT Industrial, under the

supervision of a specific BMS. We

will be able to provide remarkable discharge

performance, at the level of

fast chargers.”

44

45

ALTERNATIVE BOATS

#SANLORENZO #MANENGINES #RANIERITONISSI #NANNI

LIFE MYSTIC PROJECT

DUAL-FUEL

DIESEL AND

METHANOL

Mikael Lindner, Head of MAN Engines: “At MAN Engines, we are committed to

simplifying our customers’ business through leading sustainable solutions. The use

of alternative fuels, hybrid and battery technologies is a central part of our green

transformation. on Scania’s test track, both under the hood of quarry trucks and in

distribution and long-haul vehicles”

When discussing dual-fuel

in the open sea, thoughts

immediately turn to commercial

shipping. On May

10th, 2022, MAN Engines put its first

two dual-fuel hydrogen-powered engines

for workboats into serial operation.

Yanmar received an order for

6EY22ALDF marine dual-fuel engines

for an LNG-fueled large coal

carrier in October 2021. However,

there’s also dual-fuel life on “Planet

Leisure Boats,” as the Life Mystic

project demonstrates. This collaboration

includes a native engine maker

like MAN Engines, a dealer and system

integrator like Ranieri Tonissi, a

player in marinization solutions like

Nanni, and one of Europe’s leading

shipyards, Sanlorenzo. While methanol

propulsion has been explored

The Life Mystic

Project’s core

objective is to

test engines

and generators

for Sanlorenzo

superyachts that

operate on a

combination of

diesel and methanol.

This initiative is a

collaborative effort,

forged through

partnerships with

Ranieri Tonissi, MAN

Engines, and Nanni

in low-speed two-stroke engines

for large commercial vessels -such

as this by Everllence and the China

Classification Society, its application

in low-speed four-stroke engines for

other maritime uses is still under development

and hasn’t yet reached the

yacht and superyacht segment. AS

Labruna’s PB series range extenders,

equipped with methanol fuel cells, are

among the few innovative projects for

recreational vessels. This is precisely

where Sanlorenzo’s Life Mystic project,

supported by the European Union,

steps in as a pioneering initiative.

The project incorporates two MAN

high-speed four-stroke diesel engines,

developed in partnership with Ranieri

Tonissi, along with two four-stroke

diesel generators developed by Nanni.

Crucially, all these power units are

being modernized for dual-fuel operation.What

truly distinguishes Life

Mystic is its implementation of a dual

injection system, enabling the Nanni

engines to seamlessly switch between

methanol and diesel. This flexibility

is a game-changer, facilitating a

gradual transition to methanol and

mitigating potential risks associated

with fuel supply. Drawing inspiration

from established methanol tank and

distribution systems found in professional

vessels like the Stena Germanica,

Nanni’s team has engineered this

system for pleasure vessels. The goal

is to optimize energy efficiency while

ensuring performance comparable

to traditional engines. Developing a

conversion kit for dual-fuel engines

demands meticulous engineering. The

goal is to guarantee efficient and reliable

combustion of two distinct fuels

within a single engine, all while

allowing for a smooth and immediate

transition back to diesel-only operation

at any given moment. The development

of bi-fuel adaptation kits

requires a meticulously engineered

process to ensure both efficiency and

reliability in the combustion of two

different fuel types within a single

engine. This is particularly crucial as

it must guarantee a seamless and safe

transition to diesel-only operation at

any time. The design specifically addresses

the following aspects:

Methanol engine distribution: Optimizing

how methanol is supplied to

the engine.

Methanol injection system: Precisely

controlling the timing and quantity of

methanol injected into the intake ports

of each cylinder.

Adaptation of existing Diesel injectors:

Modifying current diesel injectors

to accommodate the additional

fuel (methanol).

Ignition system: The diesel/methanol

engines will utilize compression ignition

for both fuels, with diesel acting

as the pilot fuel.

Rigorous technical tests will be conducted

to ensure the reliability and efficiency

of the prototypes before their

onboard installation. Sanlorenzo will

be responsible for adapting the vessel’s

design. This includes converting

the two traditional diesel fuel tanks

into methanol tanks and integrating

the distribution system with additional

lines and instrumentation, thereby

completing the boat’s bi-fuel conversion.

46

47

ALTERNATIVE BOATS

#HYDROFOIL #MUMBAI

ALTERNATIVE BOATS

#ALBA #HYDROGENS #HYNAVAL

CANDELA

NATPOWER H

FULL

OF

LIKE

A

DRAGONFLY

H2

L

ast autumn saw the first appearance

of an electric hydrofoil

ferry that completed the 15 km

route to Stockholm’s City Hall

in just over 30 minutes. Now, the time

has come to decongest the trafic of the

Indian town of Mumbai. Mission impossible?

It would seem not, at least

judging by the fact that the state’s

ports minister Nitesh Rane and chief

minister Devendra Fadnavis have recently

announced that thousands of

electric ferries will transform Mumbai’s

waterways. Candela has now

been selected to spearhead this vision.

The Swedish specialist develops the

propulsion package and control logic

in-house: electric motors, sensors,

software, and hardware. The heart of

the technological system is the stabilized,

computer-controlled C-FOIL

system, paired with the direct-drive

C-POD motor family.

In Stockholm, during an official visit

by India’s minister of commerce

mr Piyush Goyal on board Candela’s

vessels, Candela’s CEO Gustav

Hasselskog and Mumbai-based operator

JalVimana’s CEO Niraj Thakur

announced that Jal Vimana has purchased

and will operate an initial fleet

of eleven P-12 vessels with plans to

grow significantly bigger. The P12

can skim the water for 40 nautical

miles with a 25-knot cruising speed.

According to Candela, the P-12 can

recharge its battery in under an hour

using a standard DC fast charger.

The sale represents the largest single

electric fleet in the world so far and

will play a pivotal role in establishing

Mumbai as a global leader in sustainable

urban water transport. The first

Candela P-12 vessels in Mumbai will

serve two of the city’s most heavily

trafficked routes on water: between

the Gateway of India and Alibaug

— a journey that typically takes 2–3

hours by car — and from the Gateway

of India to Elephanta Island. Another

line is being planned by JalVimana to

connect the new airport with central

Mumbai, with expected travel times

reduced from 1 hour and 30 minutes

to less than 30 minutes.

“We believe Candela’s next-generation

P-12 will be a giant leap for

Mumbai and towards our national

goals of a susainable future for our

vast Indian coastline and inland waterways.

JalVimana is honoured to

bring this Swedish gift to our ancient

shores”, says JalVimana’s CEO, Niraj

Thakur.

“Candela exists to accelerate the shift

to clean and efficient waterborne

transport,” said Gustav Hasselskog,

Candela’s CEO and Founder. “We’re

honored to support Maharashtra’s

bold vision and delighted that Jal-

Vimana has chosen P-12 to lead the

transformation. With the P-12, we will

show that our foiling electric ferries

can add a vital new layer of mobility

to Mumbai.”

If you’re looking for a link

between boating and hydrogen,

remember this name: Natpower

H. Among their references, we

can mention the world’s first hydrogen

refueling on a lake, for the Tullio

Abbate Elite 27 H Poseidon; the

refueling of the BGH Chase Boat,

a vessel destined for the 37th America’s

Cup; and three hydrogen boats

during the Monaco Energy Boat

Challenge 2024. The double hydrogen

refuelling of ALBA, Europe’s

first hydrogen-powered training

vessel, dates back to June. This refuelling

was completed at the Port of

Fontvieille. The refuelling took place

over two days: on 8 June, 65 kg of

hydrogen at 350 bar was refuelled;

on 9 June, a further 45 kg was refuelled

to reach a total of 110 kg of green

hydrogen. The refuelling completed

by NatPower will enable the training

ship ALBA – 19.95 metres long and

5.60 metres wide, designed for trai-

ning in fishing and research – to sail

with zero emissions for 10 hours. Regarding

the technical specifications

of the ship ALBA, it is powered by a

hybrid (electric-hydrogen) propulsion

system, consisting of two 70 kW fuel

cells, two 200 kW main motors and

two 178 kWh batteries. The hydrogen

is stored on board in tanks with

a total capacity of 75.6 kg at 350 bar,

thus enabling zero-emission sailing

and training operations. The vessel

was built to Bureau Veritas standards.

ALBA is not only an educational platform,

but has also been designed to

reduce both emissions and noise pollution.

The Memorandum of Understanding

between NatPower H and HyNaval

dates back to the previous month.

Based in the Grand Port Maritime de

Bordeaux, HyNaval specializes in the

design and conversion of hydrogenpowered

vessels, positioning itself as

a leader in maritime decarbonization.

A central element of this collaboration

is the supply agreement, which

provides for NatPower H to manage

the infrastructure and supply of green

hydrogen destined for HyNaval.

This partnership will be crucial in supporting

the construction target of 20

hydrogen-powered vessels by 2030,

setting a new standard for sustainable

maritime mobility. In addition to the

construction of the vessels, the agreement

provides for a feasibility analysis

for the implementation of hydrogen

refueling infrastructures in major

French ports, identified by HyNaval

in collaboration with local industrial

partners, strengthening efforts to accelerate

the ecological transition in

both maritime and inland waterway

transport. Furthermore, the agreement

includes provisions for the supply of

hydrogen to support HyNaval’s operations,

promoting the development of

an efficient, sustainable, and scalable

zero-emission fuel network.

48

49

SUSTAINABLE TECH

#SILENTYACHTS #SOLARPANEL

SUPPLEMENT

ENGINEERED TO BE SILENT

Engines and components for OEM

Culture, technology, purposes

and market of diesel engines

Established in 1986

Editor in chief

Maurizio Cervetto

Managing editor

Fabio Butturi

Editorial staff

Stefano Agnellini, Ornella Cavalli,

Fabrizio Dalle Nogare, Stefano Eliseo,

Fabio Franchini, Riccardo Schiavo,

Cristina Scuteri

Contributors

Carolina Gambino,

Mariagiulia Spettoli

Layout & graphics

Marco Zanusso (manager)

Editorial management

Fabio Zammaretti

Printing

Industrie Grafiche RGM srl,

Rozzano (MI)

Milano City Court Authorization

n. 860 – December 18th 1987 National



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

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

see you at

18-20 november

hall 1 stand 263

It’s called the Silent 80, and it’s

more than just a promise. This

catamaran’s electric propulsion

is powered by solar panels positioned

on the roof. While this isn’t

the first time such an application has

been seen, the launch of the Silent 80

marks a turning point in the anthology

of concepts that have remained

little more than a stylistic exercise. In

this case, existing technologies truly

come together. In addition to the

electric motors and solar panels, two

internal combustion engines are also

planned as range extenders. Because

at sea, redundancy isn’t a whim, it’s a

necessity. The Silent 80 distinguishes

itself in the nautical landscape as an

entirely electric, solar-powered catamaran.

This vessel is equipped with a

sophisticated propulsion system that

includes two electric motors, with

options ranging from 2 x 180 kW

of continuous power up to 2 x 340

kW peak, coupled with an impressive

lithium battery capacity of 522

kWh or 696 kWh. Primary energy is

generated by a large solar panel array

with a peak power of 26 kWp, ensur-

ing transoceanic autonomy. To complete

the propulsion system and provide

essential redundancy, the Silent

80 also features two 145 kWh diesel

generators each, serving as range

extenders, guaranteeing additional

power and maximum safety for navigation

in any condition. The cruising

speed is around 7-8 knots and a top

speed of approximately 12-15 knots

depending on the configuration, the

Silent 80 offers high performance

and silent operation. Measuring

24.30 meters in length with a beam

of 10.92 meters and a draft of 1.20

meters, the Silent 80 is designed to

offer exceptional volumes and layout

flexibility, ensuring elevated onboard

comfort. Available in various configurations,

including two or three-deck

versions, it can accommodate from

4 to 6 guest cabins, in addition to a

dedicated crew area. The “Made in

Italy” craftsmanship is reflected in

every detail, from the interior and

exterior design by Marco Casali to

the integration of advanced systems

for energy monitoring and onboard

comfort.

VADO E TORNO

EDIZIONI

MANAGEMENT

ADMINISTRATION

via Brembo 27 - 20139 Milan.

Tel. +39 02 55230950

Website


ADVERTISING

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Emanuele Tramaglino

POWERTRAIN-Diesel

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C

M

Y

CM

MY

CY

CMY

K

50

883 3280

The Next Generation Power for Generators

DX22

663 995

DX15

DX12

DX08

293

191 335

457 662

502

DX05

114

210

0 250

500 750 1000

3000

Upcoming Model

DX05 DX08 DX12 DX15 DX22

kWm

883 3280

DX22

DX15

DX12

DX08

191

205

417 662

293 502

335

307

663 995

DX05

114 210

114 200

0 250

500 750 1000 3000

Mobile

Upcoming Model

kWm

Model DX05 DX08 DX12 DX15 DX22

Engine Type L4 L6 L6 V8 V12

Displacement (L) 5.0 7.5 11.1 15.1 21.9

Bore x Stroke (mm) 110 x 132 110 x 132 123 x 155 128 x 147 128 x 142

Dry Weight* (kg) 611 819 1058 1345 1676

Fuel system Common Rail Common Rail Common Rail Common Rail Common Rail

Aspiration TI** TI TI TI TI

Dimension*

(LxWxH, mm)

1096 x 887 x 1146 1319 x 967 x 1187 1411 x 1133 x 1323 1713 x 1417 x 1684 1658 x 1593 x 1701

* : Weight and Dimensions refer to the engine only (and do not include the radiator or ATS)

HVO

** : Turbocharged and intercooled G ATB

Compatible

3

Up to63

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