ForuM - MAN Diesel & Turbo Canada

ISSUE 04/2011
THE MAN GROUP MAGAZINEforum
MARINE dREAMS
How MAN diesel engines
speed up luxury
yachts and pleasure crafts
lONG lIfEcyclE
The routes of used trucks
upon export from Western
Europe
fERTIlE NETwORkS
Why MAN Diesel & Turbo’s
license business forms the
basis for business success

Luxury camping on truck wheeLs
clammy sleeping bags, stuffy quarters, a shared toilet and a garden hose for a shower. Just a few of the less compelling images when
thinking of a camping holiday. yet it is not necessarily so, for camping can be done in style. the continental 11250 from germany’s
special truck maker ketterer can certainly bear comparison with a five-star hotel. the basic vehicle is an man tgx with 360 hp, with the
luxury furnishings distributed over a length of 11.25 meters. at the front of the vehicle, a giant seating area in white leather offers lovely
lounging. meals are prepared adjacently, in a kitchen with white-sanded varnished cupboards. and the shower cabin holds its own
dreamy allure, with an artificial starry sky.

Photos: Ketterer Spezialfahrzeuge AG/pr
Masthead
MAN ForuM – the MAN Group magazine
is published four times a year in German and English.
published by MAN SE,
Andreas Lampersbach, Corporate Communications,
Ungererstrasse 69, 80805 Munich, Germany
www.man.eu
editors iN chieF Inés Gutiérrez, Claudia Weber
Tel.: +49. 89. 36098-384, Fax: +49. 89. 36098-382,
E-mail: forum@man.eu
publishers Burda Creative Group GmbH/
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Konrad-Zuse-Platz 11, 81829 Munich, Germany
Tel.: +49. 89. 30620-0, Fax: +49. 89. 30620-100,
www.burdayukom.com
editors Klaus-Peter Hilger (resp.), Kirti Letsch
iNterNAtioNAl editors Patricia Preston,
Asa C. Tomash
MANAgiNg editor Marlies Viktorin
Authors Katharina Becker, Dr. Wolfgang Hörner,
Dr. Martin Kaluza, Barbara Rott, Marcus Schick,
David Selbach
creAtive director Anita Mrusek
Art director Robert Neuhauser
grAphics: Kathrin von Eye
grAphics editors: Michelle Otto (resp.),
Elke Latinovic
cover MAN
epp Silvana Mayrthaler
productioN Wolfram Götz (resp.),
Franz Kantner, Cornelia Sauer
priNtiNg Pinsker Druck und Medien GmbH,
84048 Mainburg, Germany
Printed on Galaxi Supermat
reproductioN permitted with reference.
Any changes must be coordinated with the editors.
copyright ©2011 by MAN SE
and Burda Creative Group GmbH
forum 04/2011 03
contributors
>>> WAshiNg, teNdiNg, sustAiNiNg vAlue
The image of smarmy used-car dealers loitering on street corners
does not bode well with the commercial vehicles market of today.
While researching his story on “the five lives of a truck,” our
author Marcus Schick encountered business people who make it
a professional point of considering their used vehicles a valuable
investment asset, bestowing the necessary maintenance and
cleaning them up for the next user—no matter whether based in
Austria, Saudi Arabia or the most remote corners of Siberia. Thus,
Schick’s journey with MAN trucks also became a discovery tour of the globalized world,
where second-hand vehicles are not merely scrappy survivors, but rather traveling companions
and pioneers in rising new markets (page 38).
>>> the right NetWork
It is commonplace to assume that connecting with students
today requires the services of social media channels
such as Facebook, LinkedIn or Xing. Yet sometimes
face-to-face contact is actually the better way to achieve
concrete results. Our author Wolfgang Hörner could see
for himself while looking behind the scenes of a partnership
between MAN and eight young students. Created by
the Technical University of Munich, the globalDrive
project offers new perspectives for specific issues both to the company and the students.
Even though the project’s ultimate outcome—the prototype of a truck cockpit—was tangible
enough, the greater part of communications between the students was still conducted
via e-mail, as four of them worked at the University of São Paulo in Brazil (page 28).
>>> the suM oF All pArts
The fascination of a mosaic emanates from the dialogue
between its individual parts. The greater the distance between
the viewer and the image, the fewer details can be
made out—while the object as a whole becomes ever
more conspicuous. Greek illustrator Charis Tsevis uses
this optical effect to create truly fascinating pictures. He
created an image of Facebook founder Mark Zuckerberg,
for example, that merely consisted of social network logos.
Tsevis also followed the same leitmotif for MAN Forum—the whole being more than
the sum of its parts—and wove together 100 years of MAN-licensed engines in Japan to
show us a remarkable photographic mosaic (page 34).

04
10
standards
02 PersPective
03 contributors
03 masthead
43 forum quiz
30
24
28
38

news
06 New majority shareholder Volkswagen; opening
of kindergarten in Augsburg; major order from
Russia; MAN Latin America’s investment plans;
fanmobile for Borussia Dortmund; Ferrostaal be-
comes part of the MPC Group.
interview
10 ‘power stations will be a huge topic’
René Umlauft, CEO of MAN Diesel & Turbo and
a member of the MAN SE Executive Board, talks
about his beginnings at the company—and about
his strategies and plans.
feature
14 crown jewels of the sea
For many years, MAN has built engines for plea-
sure crafts and motor yachts. The latest highlights
of the boat builders were presented at the PSP
Southampton Boat Show. A tour of the trade fair.
34 tomorrow’s transport
MAN’s engineers are working at full speed on a
hybrid drive for distribution trucks. Just recently,
the TGL passed a daily stress test during
delivery operations in Munich.
technology
24 mission possible
Mid-2014 witnesses the launch of four special
ships powered by MAN engines. Details about the
offshore ships destined for transport and supply
services for drilling platforms on the high seas.
28 through different eyes
Supported by MAN Truck & Bus, an interna-
tional student project of Munich’s Technical
University developed innovative ideas for
commercial vehicles. MAN Forum reports.
company
20 paramount patterns
Although product variety can be an advertise-
ment for any company, offering many variants
entails the risk of excessive costs. How MAN
works to solve this complex equation.
30 building a century on diesel patents
In Japan, MAN diesel engines have been suc-
cessfully produced under license for all of 100
years. Why the worldwide issue of licenses is
an important business model for MAN.
38 the five lives of a truck
forum 04/2011 05
contents
Thousands of excellently maintained MAN trucks
set off every year for their new leases on life
in Russia, Africa or the Near East. A closer look
at their journeys.
42 closing words
Volkswagen AG is MAN’s new majority shareholder.
Dr. Georg Pachta-Reyhofen, CEO of
MAN SE, explains the benefits that arise from
the relationship.

06
news
At a company meeting, chairpersons of the Group Works Council as well as
representatives of the MAN and VW executive boards informed employees
about the joint plans for the future.
> PartnershiP
Volkswagen is the new majority shareholder
Upon clearance issued by the Chinese merger control authorities on november 3
and the closing on november 9, 2011, the majority takeover of Man se by Volkswagen
aG has been completed. the transaction had already been approved by the
european Commission and numerous other authorities. Volkswagen now holds a total
of 55.9 percent of the voting rights in Man and 53.71 percent of its share capital.
no personnel cuts are planned in the merger process. Man’s headquarters will remain
in Munich, all the company’s sites should stay unchanged and the independence
of its brands preserved. “We are opening up a new chapter in our 253-yearold
company history, which is set to continue. at the same time, we shall retain our
special Man identity,” emphasized Georg Pachta-reyhofen, CeO of Man se.

Photo: MAN
The mAn Diesel & Turbo day
care center can accommodate
> WOrLD cLASS
Record-breaking compressors
up to 76 children.
With an order value amounting to about €50 million,
mAn Diesel & Turbo has received its largest
order to date in the field of screw compressors.
in all, 24 compressor systems were ordered for
a chemical complex in chongqing, china, designated
for the production of industrial gases and
chemical raw materials. While the systems will be
designed and manufactured at the mAn Diesel &
Turbo works in Oberhausen, germany, a part of
the units will be assembled at mAn’s site in
changzhou, china. With a motor power of 8,500
kW, eight of the total of 24 screw compressors
are currently the largest and most powerful units
of their kind in the world. “This large-scale order
is an important strategic reference for mAn in the
rapidly growing chinese chemicals industry,” according
to rené Umlauft, ceO of mAn Diesel &
Turbo.
Screw compressors
with an output of up
to 8,500 kW
> Opening ceremOny
Kindergarten inaugurated in Augsburg
forum 04/2011 07
mAn Diesel & Turbo has just opened a new children’s day care center at
its headquarters in Augsburg. Speaking at the opening ceremony, Bavaria’s
Family minister christine Haderthauer said: “These days, qualified job
applicants increasingly judge potential employers on the basis of their
family-friendliness. i am delighted to see companies such as mAn Diesel
& Turbo meeting their wishes.” The new kindergarten will not, however,
be restricted to the children of employees. Some slots will be allotted to
Augsburg families and to socially disadvantaged families from the region.
> mAjOr OrDer
Drive power for cities
mAn Truck & Bus has received a large
order for 2,188 engines from its longtime
business partner, the russian bus manufacturer
LiAZ. The order is valued in
the high double-digit millions of
euros. These engines will operate mainly
in city buses in the metropolises of
moscow and St. petersburg, as well as
in other russian cities.
nikolay Odintsov, ceO of gAZ, the parent
company of russian bus manufacturing
firm LiAZ, and Heinz Brunmayr of mAn
Truck & Bus (from left to right).

08
news
Due for expansion:
the Man’s plant at
resende in Brazil
> Market opportunities
More growth through investments
Man Latin america is planning the largest investment program in its
30 years of company history. this was announced by roberto Cortes,
president of Man Latin america, at a meeting with Brazil’s
president Dilma rousseff. Georg pachta-reyhofen, Ceo of Man
se’s executive Board, welcomed this decision: “the investments
are a logical continuation of the excellent business performance
in Brazil and will prove worthwhile in a market that offers further
potential for growth.” Between 2012 and 2016, Man Latin america
plans to invest more than €400 million in production facilities as
well as in research and development. to mark the introduction
of the Man brand to Latin america as of next year, a dedicated
assembly line for heavy-duty trucks will also be set up at the
Brazilian works in resende.
> aGreeMent
New beginning for Ferrostaal
in their dispute over essen-based industrial services provider
Ferrostaal, the two owners Man and the abu Dhabigovernment
owned international petroleum investment
Company (ipiC) have reached an agreement. Back in
2009, ipiC had purchased an equity stake of 70 percent in
Ferrostaal from Man. Man agreed to repurchase all
shares under the current settlement, but Ferrostaal will not
remain part of the Man Group, subject to clearance by
relevant antitrust authorities. immediately thereafter, the
company will be acquired by the Hamburg-based MpC
Group for up to €160 million. the MpC Group is engaged
in financial services, shipping and shipbuilding, as well as
commodity trading and machinery business.
Handover of keys
to uli Hoeness (r.),
president of FC
Bayern München
> sports partners
At home in the top league
Man’s sponsoring activities have been expanded to include
basketball. in the future, a Lion’s Coach from Man
with exclusive features and fittings will comfortably carry
the basketball team of the FC Bayern München sports club
through the season. this means that all of Munich’s top
league teams in soccer (FC Bayern, 1860 München), basketball
(FC Bayern) and ice hockey (eHC München) are
now using team coaches supplied by Man.

Photo: MAN
Heading Public affairs at MaN se,
stefan Klatt and his department
are in direct communication with
decision-makers in politics.
> a CaLL to...
Stefan Klatt
MAN Forum: Good morning, Mr. Klatt. We’re not
interrupting your champagne breakfast, are we?
Stefan Klatt: (laughs) No worries. I’m just sitting
here at my desk, working like always.
Quite a few people imagine that lobbyists merely
do a little small talk, bubbly in hand …
Yes, perhaps it was like that 20 years ago. Lobbying
work has become very professional since then, however.
If you don’t have anything important to say,
nobody will listen to you.
So what is working in your Public Affairs department
really like?
Well, we’re first and foremost an information service.
Before instituting any policies, politicians are
obligated to glean a reliable representation of the
facts. As we have specialized expertise in our area,
we offer possible solutions to economic, technical
and legal issues. In the end, this also improves the
quality of legislation.
Yet surely the interests of MAN are always going
to be front and center?
That is correct. And this must be our primary goal,
of course. But we are not the only ones providing information
to the political landscape. You could regard
it as a matter of competing for the best argument.
Actually, that is why it’s essential that our
work should be legitimate and reliable. Otherwise,
we would lose our credibility.
So you are constantly sparring with rivaling
companies?
Not necessarily. When we pursue the same interests
as our competitors, there is no reason why we
shouldn’t form an alliance.
Your office is in Munich. Wouldn’t you be closer to
the action if you were in Berlin?
While I visit Berlin and Brussels on a regular basis,
my base remains in Munich. Lobbyists who don’t
set foot outside of Berlin can easily lose touch with
the company they represent.
> CUstoM-Made
New fanmobile for Borussia Dortmund
Unmistakably BVB: MaN trailer truck
in the club colors, black and yellow
> BRIC stRategy
Buses a winner in Russia
forum 04/2011 09
In the future, germany’s soccer league champions Borussia
dortmund will be accompanied by a new fanmobile. a specially
adapted MaN semitrailer tractor, the fan shop on wheels houses a
comprehensive collection of fan articles and will be used at Borussia
dortmund’s matches and other events. MaN’s partnership with the
soccer club goes back a long way. For the last decade, the league
players have been traveling to all games in an exclusive MaN team
coach. Matthias Zerber, managing director of BVB Merchandising: “It
makes sense that not just our professional players but also our merchandising
articles aimed at the fans should be transported by MaN.
We are delighted to have MaN on board as a partner and to see the
company strengthening its involvement with Borussia dortmund.”
two awards are highlighting MaN’s success story in Russia. at the
international commercial vehicles trade fair Comtrans 2011 in Moscow,
MaN’s Neoplan Cityliner coach was voted “Bus of the year.” With its striking
design, this vehicle is the best-selling Neoplan model in Russia. another jury
singled out the Lion’s Regio as the winner in the category “lowest running
costs for buses.” Frank Hiller, managing director responsible for Marketing,
sales & services at MaN truck & Bus, was very pleased by the awards: “as
an important growth market, Russia plays a major part in our BRIC strategy.
these distinctions confirm the successful activities of MaN truck & Bus on
the Russian market.”

10
interview
‘Power stations will be a huge toPic’
In early September 2011, René Umlauft became CEO of MAN Diesel & Turbo and a
Member of the MAN SE Executive Board. A conversation about MAN’s global orientation,
the next generation of specialists and green technologies of the future.
MAN Forum: Mr. Umlauft, you have been in office at MAN for
100 days. Have you seen a lot of the company in this time?
Umlauft: I have certainly been traveling a lot, primarily to MAN
Diesel & Turbo sites in Europe. I have already been to Hamburg,
Berlin, Frederikshavn and Copenhagen. And paid customer visits
to Brazil, Abu Dhabi and Turkey. I haven’t spent a lot of time at
MAN Diesel & Turbo’s headquarters in Augsburg so far.
Why did you choose to move to a different company, after more
than 20 years with the Siemens Group?
Although I was principally concerned with renewable energy in
my last position at Siemens, my background is actually oriented
towards fossil fuel power plant technology, with steam turbines,
gas turbines and compressors. This is proving useful at MAN.
Moreover, MAN is in a particularly exciting phase. There’s much
to do and to contribute. I’m also able to get involved in a new field
of great technological interest for me: the large-bore diesel engine.
This is a completely new group of customers and a new line
of work. The diesel engine offers highly interesting prospects,
especially in the power station sector.
In the context of the energy turnaround, are diesel power stations
actually still relevant?
Absolutely, and above all in combination with wind and solar
energy. Imagine a village somewhere in the midst of India or Africa
that is not hooked to the grid. There may be plenty of wind and
sun available to allow for the installation of wind turbines or
photovoltaic systems—but what do you do at night? Or during a
lull? Batteries are very expensive. A diesel power station that can
be easily integrated with your wind power and solar facilities is
simpler and cheaper. The diesel engine runs at night and you
switch it off at sunrise. We already have such systems in place for
the wind power sector, set up by MAN in partnership with the
wind power specialist Enercon.
MAN Diesel & Turbo also supplies steam turbines to solar thermal
power stations that produce heat through the sun …
That is correct: In Spain, the United Arab Emirates and Thailand.
We have already sold a few turbines in this sector. And our Hamburg
site is also busy manufacturing for small biomass power
plants with an output of five to 10 megawatts that we supply components
for. All in all, renewable energy is developing into a highly
interesting business area.
Is this also the result of the energy turnaround away from fossil
fuels and nuclear power?
Only to a limited extent. For we’re mainly talking about the energy
turnaround in Germany. Other countries have a rather different
perspective. There will certainly be other industrial countries,
like Japan, which will rethink their power sourcing after the nuclear
catastrophe in Fukushima. Otherwise, although I can detect
a general trend in the direction of renewable energy, that is not
necessarily equal to a turnaround.
You are a pioneer yourself, having used a Lexus hybrid model
as your company car for a long time …
Yes, that’s right. I was the first head of division at Siemens to be
using a car like that. It stirred up some debate, because there I was,
a German executive driving a Japanese car. At the time, however,
there simply weren’t any German hybrid vehicles available on the
market.
“Diesel engines make an excellent
combination with wind and solar parks.”
rené umlauft, ceo of Man Diesel & turbo and
Member of the Man se executive board
Photo: Regina Recht

Power plant specialist René
Umlauft wants to tap the market
for renewable energy.

12
“We will have a much stronger
presence in the emerging
nations than we do today.”
René Umlauft, CEO of MAN Diesel & Turbo and
Member of the MAN SE Executive Board

Photos: Regina Recht
So what was the car like to drive?
The purely electric drive makes it extremely exciting. There’s
enormous acceleration, especially when the hybrid has both engines
running simultaneously. A purely electric car wouldn’t suit
me yet, however. I make long trips fairly often, and it will be
a while before there’s sufficient range.
Going back to MAN: Will energy production become even more
important for the company in the future?
This area already plays an important role today, and we shall be
expanding it further. I see major opportunities worldwide—especially
in the developing nations, such as in Africa. We have greatly
grown our business there recently. There is also tremendous market
potential in Brazil. We’re just starting in China and the US and
also are still not doing enough in Russia and Turkey. At the moment,
we are pretty heavily focused on Europe. But the European
markets are hardly growing anymore.
Where will MAN Diesel & Turbo be in 10 years’ time?
I haven’t been on board for all that long, so I am inclined to be
cautious in my judgment. But it is conceivable that by then the
company could have tripled its turnover to about €10 billion. We
will be much more strongly represented in the emerging countries
than we are today. Overall, there are many more opportunities
for MAN Diesel & Turbo than we are even aware of. We don’t
yet have sufficient knowledge of the market, nor of many competitors.
This situation needs to be improved. Just look at a Brazilian
or Chinese steam turbine producer, for example. We could assume
that these companies don’t represent competition as long
as they stick to their own market. But this could change rapidly.
And then I want to be properly prepared.
How will MAN Diesel & Turbo continue to develop from a components
manufacturer to a full-service supplier?
It might be a little too early to answer that question. To handle
that particular line of business, we have indeed set up a dedicated
strategic business unit, Power Plants, for which I am also
responsible. We will certainly continue to develop this area in
the future. In that regard though, we need to carefully reflect
whether that growth is possible with just the existing components
and whether our steam turbines are fit for the use in
biomass plants after all. This is an extremely interesting, yet
also very complex area. One thing we can be sure of, however,
is that power plant technology will become a huge topic in the
future.
> PERSONAL PROfiLE
René Umlauft
forum 04/2011 13
interview
Born in Berlin, Umlauft studied machine tool building and
factory planning at the Technical University of Dresden. He
began his professional career in 1991 in gas turbine maintenance,
working for Siemens in Mülheim an der Ruhr. His
work included the analysis of major damage to power
stations. in 2002, he became head of the Siemens works in
Görlitz, where he was responsible for the company’s
worldwide business with industrial steam turbines. After
moving to the Siemens Erlangen site in 2007, he became
responsible for the business with large-scale components
for power stations and head of Siemens’ new Renewable
Energy division soon thereafter. After two decades at
Siemens, he moved to MAN, where he was appointed CEO
of MAN Diesel & Turbo and Deputy Member of the MAN SE
Executive Board on September 1, 2011. Umlauft, 47, is a
passionate long-distance runner and has finished several
half-marathons. He is married and has two children.
You need top specialists to meet such technological challenges.
Can you find the staff you need?
Naturally, we are affected by the lack of specialists. That goes for all
companies engaged in strongly growing sectors—not just in Germany,
but in other countries as well. We must ensure that we create
an attractive brand for applicants. At times, university graduates
and other specialists are not sufficiently aware that MAN
actually has a major line for power station components and largebore
diesel engines, such as for seagoing vessels. I myself had been
an insider and considered MAN Diesel & Turbo a competitor. And
yet, I still wasn’t actually aware of the size of this business area. We
are thinking about a communications concept to change that.
The signs are pointing to a slowing economy. To what extent
will MAN be affected—and particularly your sector?
We can already foresee difficult times ahead. Yet, we have put
flexible structures into place, so we can work around possible
dents and challenges for capacity utilization in individual departments.
In the mid- to long-term time frame, however, the opportunities
are much more numerous than the risks.

14
reportage
Sparkling stainless
steel, gleaming curves
of wood: Built by the
Hardy company, the
yacht Lysithea is a real
eye-catcher. Below
deck, two 800-hp MAN
engines supply power.

crown jewels of the sea
Every year in September, the Southampton Boat Show is the center of
attention for luxury shipyards and their clientele. During the event, the basin
on the Mayflower Park quay turns into the world’s most expensive harbor.
forum 04/2011 15
feature
Photo: Jiri Rezak

16
feature
01
1. Lined up like a string of pearls: Sunseeker
presents its floating wonders in Southampton.
2. Characterized by powerful acceleration and
smooth and comfortable operation, MAN’s
diesel engines keep yachts and sports boats
moving around the world.
02
>>> The landing stages at the Southampton
yacht marina bustle with visitors. Sailboats,
pleasure crafts and massive sleek yachts are
moored close together. Hostesses wearing
dark glasses and white windbreakers smile
from the afterdecks. As Great Britain’s most
important exhibition for boats, the Southampton
Boat Show takes place every year in
September. More than 580 exhibitors have
signed up, and by the end of the 10-day
event, the number of visitors will have surpassed
the mark of 110,000. Naturally, the
number of people seriously interested in
making a purchase is rather low. “You don’t
sell a boat overnight as if it were a TV set,”
says Mark Funnell from the deck of the
Lysithea, a yacht of the Hardy 50 class and
tethered to one of the jetties. Sporting a blue
polo shirt and shortly cropped hair, Funnell
owns the Hardy company, which is based in
North Walsham, in the east of England, and
employs a staff of 24.
The three boats moored at the jetty
were personally sailed here by Funnell, his
daughter and an employee. “We’ve come
round from Norfolk, in rough weather with
a wind of 30 knots,” says Funnell. Hardy
yachts enjoy the reputation of being no less
seaworthy than a coast guard cutter and
precisely what his customers—most of
whom are their own skippers—expect.
Mark Funnell does not sell cookie-cutter
boats. His customers are first queried about
their home port. “It makes a difference
whether they come from a sheltered port
like Southampton or a small port in the
north of England or on the coast of Scotland,”
he says. “If somebody plans to spend
time in the waters up there, I advise against
putting too many structures onto the roof.
The heavy weather could just blow it all
away.” Most of Funnell’s customers come
from England and Scotland, with a buyer
from Russia joining the roster last year.
The Lysithea is 50 feet long. Built in
2007, she is used as a demonstration model
and looks solid—with the design reminiscent
of a houseboat. Funnell smiles roguishly:
“You don’t want to underestimate her,”
he says. “We have two 800-hp MAN engines
on board, which gives her a maximum
speed of 30 knots.” As Funnell is well aware,
this is more than the highest speeds
reached by some of the sporty looking
boats on the jetty opposite. He has been using
MAN engines for eight years now. “I
didn’t even know that MAN made engines
of this size at all, until I saw them displayed
here,” he says. “They are the most reliable
that I have ever installed on a ship.”
MAN has set up its booth less than a
hundred meters from the mooring station
of the Hardy yachts. The only exhibit is a
gleaming white V12 engine with gold-plated
cylinder head caps. “This is not a special
paint for the event, but rather what the engines
look like when they leave the factory
“You don’t want to
underestimate the boat.
We have two 800-hp MAN
engines on board.”
Mark Funnell, owner of yacht manufacturer Hardy
Photos: Jiri Rezak

From a distance, visitors to the Boat
Show can also admire large vessels:
Southampton is Europe’s most
important starting point for cruises.
forum 04/2011 17
reportage

18
reportage
Opportunity for valuable contacts: An MAN
Truck & Bus staff member is discussing
technical details with an interested visitor.
in Nuremberg,” explains Peter Schedel,
head of Marine Sales at MAN Truck & Bus.
The engine certainly attracts attention. Today,
on a weekend with typically changeable
English weather, entire families in fleece
jackets are strolling along the stands and
taking pictures. “Our market is the 50- to
80-foot yacht sector,” says Schedel. The engines
are known for being light and compact,
with a powerful torque. Such specifica-
tions are also in demand for other applications:
They are used by English coast guard
cutters, in fishing vessels off the coast of
Alaska and in inland vessels of the river police—though
in a more modest design. “For
such purposes, we supply the same engine
in a gray paint version,” explains Schedel.
British yacht manufacturer Sunseeker
is one of MAN’s most important regular
customers. The company can afford what is
by far the most spectacular stand at the
boat show and a real crowd puller. Covered
by black carpeting, a broad stairway is
flanked on both sides by three large yachts.
A queue of 15 visitors has formed to view the
Predator 64, the numerics symbolizing the
boat’s length of 64 feet, just short of 20 meters.
A sign outside begs for understanding
that priority is accorded to trade visitors
and customers. “I’m not even all that interested
in boats,” says a man from London in
a pink polo shirt, who is here with his sons
and a friend. “But this is a display of top
British products and we didn’t want to miss
The MAN V12 flagship can
supply up to 1,800 hp. The
gold plated cylinder head
caps are a standard feature.
the show.” The group dons protective covers
on its shoes before boarding. Two of the
gleaming white MAN engines are installed
in the engine room below deck, with not a
speck of oil in view.
Receiving visitors at the top of the
stairway is Robert Braithwaite, founder,
CEO and majority shareholder of Sunseeker.
He looks down at the boats lined up below
him. Braithwaite built his first boat in 1968.
“Sunseeker first began installing engines
made by MAN in the late 1970s and the early
1980s. In those days, I was still delivering
the boats in person—as far away as Greece.”
“Sunseeker first began
installing engines
made by MAN in the late
1970s and early 1980s.”
Robert Braithwaite, founder and CEO of Sunseeker

Photos: Jiri Rezak, Sunseeker, Royal National Lifeboat Institution UK, MAN
Today, he employs 2,400 people. Over the
years, the company has ordered more than
2,000 engines from MAN. For a long time
now, Sunseeker has no longer been purchasing
merely an isolated engine. Deliveries
nowadays consist of complete drive systems,
including not just the engine, but also
the gears and the operating units.
Braithwaite invites us into the conference
room, which forms part of the stand,
along with a café. He speaks rapidly and eloquently,
his arm loosely leaning on the back
of a chair. His dream, he says, is to make
Sunseeker a household name for yachts one
day—just as the Hoover brand name has become
synonymous with vacuum cleaners
in Great Britain. He has tried his hand at
product placement too. Donning a red
smartphone, he asks his secretary to bring
him a listing of the James Bond movies featuring
Sunseeker yachts. There have been
four of them, so far. He has even made a
brief personal appearance in one of the
films and earned a mention in the credits. “I
wanted a love scene, but they would only let
me drive the boat,” he smiles.
Yet Braithwaite knows that ultimately,
other factors will determine whether his
boats find buyers. These days, he says, customers
from Europe are less common, while
the Far East, Russia, Brazil and Mexico have
become increasingly represented. As it has
become more challenging to predict which
boats will be in demand, Sunseeker is in the
process of expanding its range, while simultaneously
developing smaller and larger
boats than in the past. “People want new
boats!” exclaims Braithwaite. “That is why
we are passionate about what we do, continuing
to invest money in new products,
just as we always have done.” With MAN, he
has found a supplier who keeps pace with
his company. As Braithwaite comments:
“Clearly, they recognize how to deliver just
the packages that we need.” <
1903
2011 1993
> Marine drive with a future
The diesel engine: Not just running in container giants
forum 04/2011 19
feature
1903: the inland waterway vessel Petit Pierre becomes the world’s first dieselpowered
ship. the 25-hp engine was developed by the french engineer frédéric
dyckhoff with a license from rudolf diesel.
1972: a dedicated Marine sector is set up at Man’s engine works in nuremberg.
Since then, nearly 50,000 engines have been produced and sold for use in yachts
and in the shipping industry.
1993: the first of 50 coast guard cutters of the royal national Lifeboat institution
is launched. Powered by two Man v10 engines with 860 hp each, the engines
are specially designed to continue running without a hitch even if the boat was to
capsize in heavy seas. Before service entry, all coast guard cutters must pass
a rollover test.
2000: the 41-meter yacht Fortuna III breaks the speed record for large motorized
yachts. with its two diesel engines from Man, backed up by three gas turbines,
it reaches a speed of 68 knots, or 126 kilometers per hour. Part of Spain’s national
cultural heritage, the Fortuna is used by the royal family.
2011: the Monte Carlo 76 model wins the european Power Boat award. the luxury
yacht is powered by two of Man’s v8 or v12 engines.

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company
1 2 3 4
pArAMouNT pATTerNs
Offering a multitude of products and variants bears
the risk of high costs—due to additional design,
purchasing, manufacturing and logistics. in order to
reduce this level of complexity without forgoing
variety, MAn relies on a variant management system.
>>> Many customers will favor a supplier
with a very varied range of products. After
all, who would frequent a bakery with only
one kind of bread? Similarly, industrial customers
are forever looking for new and
more individual solutions nowadays. Yet offering
a lot of products and product variants
also carries the risk of high costs, as it
results in more design work, small batch sizes,
high levels of stock or confusing marketing
structures. Every new variant is costly—
be it in R&D, purchasing, logistics and production,
or customer service. Failing to
provide the desired diversity with as much
efficiency as possible could result in demise
due to complexity. Providing no exception
from the rule, at MAN hardly any truck or
bus, marine engine, or power station engine
currently looks the same. Built for container
transport in Western Europe or as an allwheel
drive construction vehicles in the
Near East, the trucks alone vary in workload
capacity; the number of axles; length;
drive; engine performance; statutory requirements,
such as exhaust emission standards;
or fixtures and features. Even the
driver cabs must meet a very wide range of
specifications.
Complex Customer demands
“Long-distance drivers practically live in
their cabins. That’s where they eat, drink
and sleep,” explains Wilhelm Heintze, who
manages the Product Architecture depart-
F
> DrivEr’s CABin
MAN TGX XL
Compact size:
ideal for domestic
long-distance transport
with just one driver
ment at MAN Truck & Bus in Munich. To accommodate
features such as a bed, preheating
system, fridge, coffee machine and microwave,
and a radio or television, the
driver’s cabin needs to have a certain size,
he says. “When it comes to urban distribution
runs, on the other hand, a small cab is
sufficient,” acknowledges Heintze.
“Customer requirements do vary
widely,” agrees Petar Pelemis, responsible
for product strategy at MAN Diesel & Turbo
in Augsburg. Four-stroke marine engines
are one example: “We have a huge spectrum.
There are enormous differences, after
all, in the requirements associated with
output, consumption, weight or acceleration,
depending on the engine application—

Drawings: MAN
5 6 7 8
> drIver’s cAb
MAN TGX XLX
Plenty of standing
room: the spacious XLX
driver’s cab for
long-distance trucking
be it a commercial vessel, a cruiser, a supply
ship, a dredger, a naval ship or a ferry.” Variety
can actually become a problem for
many company areas. All variants must
meet consistently high standards in quality
terms, and customers demand thoroughly
tested products. “That is why every engine
we develop from scratch must first spend
about a year on the test bed and then prove
its worthiness once more during roughly 12
months of field trials,” explains Pelemis.
“That process is quite expensive and timeconsuming.”
Yet not just the developers get
headaches over the diversity of product
variants: Purchasing has to procure many
different components in small unit quantities.
And getting them to the right place at
In the shell construction stage, MAN’s TGX
driver cabs only vary by the height of the roof.
> drIver’s cAb
MAN TGX XXL
domestic comfort: a
generous interior with
large resting surfaces
for multi-day trips
F
MAN TGX driver’s cabin: dimensions
forum 04/2011 21
“Long-distance drivers practically live
in their cabins. When it comes to urban
distribution runs, on the other hand, a
small cab is sufficient.”
Wilhelm Heintze, head of Product Architecture at MAN Truck & Bus
MAN TGX XL Length: 2,280 mm. Width: 2,440 mm. Height: 1,660 mm.
MAN TGX XLX Length: 2,280 mm. Width: 2,440 mm. Height: 1,975 mm.
MAN TGX XXL Length: 2,280 mm. Width: 2,440 mm. Height: 2,200 mm.
F

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22 > EnginE
V51/60DF
Powerful 12- to
18-cylinder engines in
V-design for gas power
stations or Lng tankers
the right time is a challenge for logistics. In
addition, each and every variant calls for a
supply of replacement parts. Not exactly an
easy task in the case of ship engines that are
in service for 30 years or more. Wilhelm
Heintze points out a challenge in the truck
world: Every variant of driver cabs needs to
be compatible with every kind of engine.
“Product variety also makes considerable
demands in terms of staff qualifications,”
explains Christoph Rimpau, “as you have
different tasks to perform at an assembly
station depending on the particular vehicle.”
Rimpau coordinates dialogue on optimized
solutions among MAN’s international
business locations via the worldwide production
network ProNet.
MAN relies on a sophisticated variant management
system to ensure that the company
remains master of its products and not
the other way around. This involves more
than merely managing the range of offered
products and services. The objective is to
reduce complexity without diminishing
variety. And even though MAN’s developers
have probably outgrown their inclination
to play with building blocks, they have still
borrowed inspiration from colorful Lego
sets when tackling the problem. The system
offers an impressive demonstration, after
all, of how many different products can be
developed and produced with just one set
of parts. So rather than designing a new
product in response to every customer in-
F
quiry, the developers resort to their building
set. Heintze offers an example: To make
the different driver cabs of a truck, MAN
uses a combination of three different front
walls, four floor panels, three side walls, five
roofs and two back walls to build cabs sized
small and narrow to XXL. A similar tool kit
system provides the basis for assembling
the longitudinal beams and cross beams for
the frame in such a way that the vehicle can
operate on construction sites or in local or
long-distance transport.
Mastering variety
Another benefit of variant management: It
creates transparency for product and cost
structures, thus pinpointing submarginal

Drawings: MAN
5 6 7 8
> EnginE
L51/60DF
in-line engine for cargo
vessels: many components
are identical (gray
area), piston rod below.
slow sellers. Every variant is closely scrutinized
in all phases of the process—from
the first customer inquiry through to delivery—to
uncover which products are
profitable for MAN and which aren’t. Thus,
the system identifies variants that are still
on the books, but no longer in demand.
“Then we can ask ourselves whether we
really need to retain all these products,”
says Heintze. A similar question was faced
by Petar Pelemis and his staff in Augsburg,
with regard to high-output power-station
engines. In the past, these had been supplied
in a range including 12, 14, 16, 18 and
20 cylinders. The Augsburg team uncovered,
however, that between 80 and 90 percent
of customers were able to meet their
With the same ratio between the lift and the drill hole,
the 12-cylinder engine is much more powerful.
needs with a combination of the largest
and smallest engine of the range. Hence,
the intermediate varieties in size are no
longer available, without inconveniencing
any customers.
Production processes are another area
where complexity can be pared down. Petra
Peterhänsel, senior manager of the truck assembly
floor in Munich, explains: In the
past, all individual components for the daily
planned production had been stored
“We have a huge spectrum when
it comes to four-stroke marine
engines. After all, customer
requirements differ enormously.”
Petar Pelemis, head of Product Strategy at MAN Diesel & Turbo
forum 04/2011 23
company
right along the assembly line. Today, production
steps that require a large volume of
different variants—such as frame building—will
be accompanied by material trolleys
loaded with precisely the needed parts,
which are moving right along with the
vehicle during the course of assembly. In
addition, transparency is provided by the
so-called Assembly Information System, indicating
on a screen which parts need to be
installed at any given position. <
Large-bore diesel engines: performance and dimensions
12V51/60DF * Drill hole: 510 mm. Lift: 600 mm. number of cylinders: 12
Output: 16,316 hp. Engine length: 10,254 mm
Width: 4,713 mm. Height: 5,517 mm
6L51/60DF * Drill hole: 510 mm. Lift: 600 mm. number of cylinders: 6
Output: 8,158 hp. Engine length: 8,494 mm,
Width: 3,165 mm. Height: 5340 mm
*DF = dual-fuel engine, which can run on liquid fuel as well as natural gas
F
F

Infographics: Horst Kolodziejczyk / Hokolo 3D
coMMand bridge
With control monitors on the bridge,
Captain and First Officer have an
immediate overview of all proceedings
aboard. State-of-the-art electronic
systems support the
37-strong crew in carrying out the
tasks at hand.
Positioning
GPS antennae supply data for
dynamic positioning. This
computer-controlled system allows
for maintaining the ship’s
heading and location automatically.
engine rooM
The MAN engines are located
on the lowest deck, the
so-called double bottom.
There are seven decks overall.
control systeM
The control system sends the crew
real-time pictures of all operations
currently under way—such as the
winch hauling in the towing cable.
Main crane
It can lift loads up to 15 tons,
and can be used within a
working radius of a minimum
3.2 meters up to a
maximum of 14.3 meters.
Winches
The three hydraulic winches have a load
capacity of 400 to 500 tons. The drum of
the 500-ton winch can be fitted with up to
13,500 meters of steel cable, as needed.

loading area
On the external loading area, loads
with a maximum weight of 1,500
tons can be lifted and stacked. The
ship’s maximum payload extends to
4,300 tons.
Cranes
Mounted on rails, the two safe deck
anchor handling cranes are
equipped with gripping arms that
serve to couple and release cables,
chains or shackles.
shark Jaw
The so-called shark jaw unit exerts a
hydraulic grip on the towing cable.
With a maximum permissible load
of 700 tons, the two steel pins serve
to fasten the load and also to
provide additional safety backup.
mission possible
towing Cable
A massive steel cable connects the
tug with the mobile platform, as
it moves to its next operating site.
A tough job awaits in the oil industry: As of mid-2014, four ultra-modern
special ships will be towing, positioning and supplying mobile drilling platforms
on the high seas. MAN engines provide the drive for these operations.
Platform
Floating platforms drill for oil
and gas from great depths.
Steel cables anchor them to
the sea bed.

26
01
> Special offShore veSSelS
Professional engine tuning for the high seas
02
01 The four 9l27/38Go-type MaN diesel engines aboard the anchor-handling
and supply ships have an output of 4,599 hp (3,285 kilowatt) each. at the
customer’s specification, their power was increased by 200 hp over the original
design. This ensures that they will have the required flexibility for handling all
full-load curves—thus covering the energy requirements for any assignment,
increasing the maximum vessel speed and also ensuring the high bollard pull of
220 tons. This bollard pull is a significant factor for ships of this class, as it
describes the degree of traction that the propellers can reach if the ship,
theoretically speaking, were attached to a bollard.
02
Elastic coupling
The elastic couplings absorb the knocks on the crankshaft that occur every time
the diesel engine fires up.
03 Gears
The single-phase reduction gear unit is equipped with integrated switching
clutches and allows for various operating modes. it is possible to clutch out the
propeller, for example, and merely have the engines drive the shaft generator to
supply power when anchoring at sea.
04 Propellers
The pitch angle of the propeller blades can be adjusted to every load range of
the engines. This way, the propeller always delivers full power, whether at
maximum speed or when towing and maneuvering heavy loads. in addition,
the propeller blades are ducted in a propeller nozzle. The effect of the nozzle is to
boost the efficiency of the propeller, thus facilitating the high bollard pull requested
by the customer.
03
>>> Waves are whipping against the stern,
with ocean spray moistening the faces of
the crew. The men aboard the ship remain
as unfazed as their vessel. It keeps plowing
through the inhospitable seas with an exceedingly
expensive piece of equipment in
tow: a mobile oil platform on the move to
its next assignment site. Up to 40,000 tons
of steel and equipment—the equivalent of
roughly 30,000 passenger cars—must be
pulled with absolute precision and reliability
through waves that loom meters high.
Taking place far offshore and on the
high seas, such transports are becoming
more frequent: In the polar seas for example,
which are thought to be rich in still undiscovered
and unexploited natural resources.
Driving this trend is the globally
growing demand for energy. Rising prices
make it worthwhile to exploit reserves that
would not have been deemed lucrative in
the past. “Stationary oil platforms are increasingly
looking like dinosaurs,” explains
Wolfgang Dullinger of the Medium Speed
business unit at MAN Diesel & Turbo in
Augsburg. This also represents a trend that
04

Infographics: Horst Kolodziejczyk / Hokolo 3D
the large-bore diesel engines manufacturer
recognized early on: Its portfolio meets the
different requirements of the offshore industry
by providing specially customized
propulsion solutions.
And successfully so, as confirmed
once more by the latest order, with a value
of nearly €22 million: Swire Pacific Offshore
Operations Pte Ltd (SPO), based in Singapore,
has just placed an order for 16 fourstroke
diesel engines with gear systems and
electronically controlled adjustable propellers.
These are designated for four new special-purpose
ships capable of navigating the
high seas, namely anchor-handling and
supply ships. The present order included,
the Asian company will then have a total of
52 MAN engines powering its fleet.
simulator training
For more than 30 years, SPO and its anchorhandling
and supply ships have been a
well-known name in the oil industry, as
well as a valued partner of large energy operations,
due to the efficiency of its ships in
offshore operations. In order to maintain
its high reputation, SPO focuses on the long
service life, reliability and ease of maintenance
of the engines when equipping its
vessels. MAN Diesel & Turbo has been living
up to these parameters since 1983, the
year when it supplied its first two engines
to the company.
The many years of partnership between
the engine manufacturer and SPO
are also emphasized by the facilities of
SPO’s training center in Loyang, Singapore,
where ship crews receive special training
for these machines on an MAN simulator.
For the staff must be just as familiar with
the engines as with the rest of the equipment
aboard these high-tech special ships,
in order to rectify the smallest failure as
quickly as possible. The very expensive offshore
industry will not forgive any errors.
“Whenever an offshore vessel becomes inoperative
for even one single day, the real
losses can amount to $50,000 or more,”
says Poul Knudsgaard, site manager of
MAN Diesel & Turbo in Frederikshavn and
head of PrimeServ Four Stroke Denmark.
In just a few years, when the 92-meterlong
and 22-meter-wide special ships go
into service, they will do so as members of
a very select circle: Even though about 3,500
special ships of this kind are operating
worldwide, just some 200 come in this size
and with comparable fixtures and features.
Each ship features four engines, two propellers
and gear systems to match, with a maximum
output of 13 megawatts. This allows
forum 04/2011 27
technology
puter-controlled dynamic positioning system.
This system enables the crew on board
to keep the ship steady at a fixed point with
an accuracy of just a few meters. The computer
receives data on the vessel type, wind
and sea conditions and operates the engines
and the drives accordingly.
promising market
At the same time, the dynamic positioning
system improves the versatility of the special
ships. It supports the transfer of Remote
Operated Vehicles to the sea bed, for example.
These unmanned stations are either
used to monitor already installed facilities,
or else actively deployed in subsea work—as
“Whenever an offshore industry vessel becomes
inoperative for even one single day, the real losses can
amount to $ 50,000 or more.”
Poul Knudsgaard, site manager, MAN Diesel & Turbo in Frederikshavn
for a top speed of 16.7 knots, the equivalent
of 31 kilometers per hour: sufficient power
to shift drilling platforms and secure them
at the location specified by the customer.
The process of anchor handling can
easily last 10 hours or more, depending on
the weather conditions and the facilities already
installed on the sea floor. For depending
on how far the exploitation of the oil
well has progressed, large quantities of
highly sensitive subsea equipment may already
be present on the sea floor upon the
arrival time of the mobile drilling well. This
includes pumps, pipelines and electrical cables,
which must all be protected against
damage. During this time period, the ship
must hold its position and remain capable
of immediately responding to any changes
caused by heavy seas—facilitated by a com-
a power supplier, for instance—and once
again hoisted back up on board once their
mission is completed. With their large decks
and tank reserves, the ships also supply the
platforms with fuel, fresh water, special alkaline
solutions and cables, and deliver
fresh provisions to the rig galley.
With the rising price of oil and the ensuing
heavy investments in the exploration
of yet untapped resources by the multinational
oil companies, the offshore shipping
industry also stands to benefit in the
long term. It is a rather simple equation:
The higher the price of oil, the more platforms
will be built, thus increasing the
number of vessels needed to supply these
platforms. This offers promising future
prospects—and an outlook that MAN is
also likely to benefit from.

28
>>> As new ideas form the engine of progress,
a large team of specialists from a wide
range of disciplines are working at MAN
Truck & Bus to master current and future
challenges—and the primary focus is ensuring
that the continuous optimization of
vehicles in terms of economy, environmental
friendliness, safety and comfort will
never slow down. It can also prove helpful
to occasionally look at products and tech-
through different eyes
Technology does not exist in a vacuum, but is always influenced by
cultural habits and patterns. In partnership with MAN, the globalDrive
initiative of Munich’s Technical University explored the details.
nologies from a different perspective, rather
than merely viewing them in the context
of MAN’s familiar working processes. Precisely
this approach caused MAN to respond
with interest to an offer from the
Technical University of Munich (TUM) in
early 2010. The Faculty of Vehicle Technology
had just introduced the project concept
globalDrive and was looking for internationally
engaged industrial partners. Pro-
Initial chalk lines turn into ideas for interaction
between driver and machine in commercial vehicles.
fessor Markus Lienkamp’s idea immediately
appealed to MAN. Four students from TUM
would work together with a matching set
from a freely selectable partner university
abroad to study a future-related matter of
relevance to the industrial partner. “One
important requirement,” explains Britta
Michel, who coordinated globalDrive on the
MAN side, “was that this shouldn’t be about
a specific early development, but rather

Photos: Lehrstuhl für Fahrzeugtechnik TUM (3)
move a step beyond.” Upon the conclusion
of the six-month partnership, something
concrete, ideally a prototype, would have
originated. Considering the project’s global
orientation, MAN decided to pick a partner
university in a country where the company
has its own production base. The choice was
Brazil and the University of São Paulo.
InterdIscIplInary work
Out of the three topics proposed by MAN
Truck & Bus, the Human Machine Interface
project—namely the operating and display
system for drivers—sparked the interest of
faculty and students alike.
In concrete terms, the task was to determine
the utilization habits of truck drivers
in South America in comparison with
those in Germany, to analyze culture-specific
operating patterns and work out ideas
for an adaptable strategy. To this end, the
student team from São Paulo included two
electro-technical engineers, as well as a design
student and a marketing student.
As it turned out, the students involved
in the project did succeed in identifying
significant differences. One example
is the practice of adjusting the truck’s tire
pressure, due to the often rather poor condition
of South American roads—which
represents a relatively insignificant issue
for European drivers. Another difference
pinpointed by the students was the South
American truckers’ desire for a panic button
that could immediately summon help
via the mobile phone network in case of accidents
or criminal attacks. Naturally, the
students also noted many similarities
shared by European and South American
truck drivers, such as their enthusiasm for
personalizing their environment, for example.
Michel underlines the autonomy of the
globalDrive project: “It was a decisive factor
that while MAN indeed supported these
students in their research, we didn’t pre-
scribe any specific approach or predetermined
targets.”
Assisted by video conferencing, lively
e-mail exchanges and one visit per team,
the eight students found a solution that
highlights the potential of such projects:
Raised on any imaginable kind of consumer
electronics, this new generation of technicians
came up with an unconventional possibility
for adapting market customs. Their
prototype of a driver’s workstation, presented
at the conclusion of the project in June
2011, uses three Tablet PCs for the display
and controls. The functions of the vehicle
can be rearranged to suit personal preferences.
In Brazil, for example, tire pressure
monitoring can be moved to the most
prominent display level.
Whether implemented in real life or
not, this approach to a solution proves technical
creativity—and competency much
coveted by MAN. It should not come as a
surprise, therefore, that MAN plans to continue
its commitment to globalDrive—with
a project in China coming up in 2011/2012. <
forum 04/2011 29
technology
1. Students on the globalDrive project present the
prototype of a truck cockpit.
2. Modern and unconventional: Three Tablet PCs make
up a display and control system for the truck driver.
01
02

30
01 oSAKA
Hitachi Zosen Corporation
> Licensee for two-stroke engines
building a century
on diesel patents
Shipyards all over the world utilize MAN’s licenses to
independently build and market two-stroke and four-stroke
engines. Issuing licenses for the construction of ship
engines has a long tradition: It has been a hundred years since
MAN first acquired a foothold in the Japanese market.
03 Hyogo
Diesel United, Ltd.
02 Kobe
Kawasaki Heavy Industries Ltd.
> Licensee for two- and four-stroke engines
04
> Licensee for two- and four-stroke engines
03
02
01
04 KAgAwA
Makita Corporation
> Licensee for two-stroke engines

Illustration: Charis Tsevis
06
05
06 TokYo
05 YokohAMA
> Licensee for four-stroke engines
niigata power Systems Co., Ltd.
> Licensee for four-stroke engines
JFe engineering Corporation
mitsubishi Heavy industries Ltd.
mitsui engineering & Shipbuilding Co., Ltd.
>Licensee for two-stroke engines
forum 04/2011 31
company
License to build: Engines developed by
MAN Diesel & Turbo are manufactured
at six locations in Japan.
>>> In October 2011, Kawasaki and MAN celebrated
a special anniversary in Kobe. One
hundred years ago, the Japanese company
received a license from MAN’s predecessor
Maschinenfabrik Augsburg for building diesel
engines. As diesel technology was just
emerging—the Augsburg company had
only gotten its first unit up and running 14
years earlier—this agreement marked an
important station in its triumphal march
around the world.
pioneering market
Japan soon developed into an important
market for ship diesel licenses. In 1926, the
mechanical engineering company Mitsui
acquired licenses for building MAN diesel
engines, later joined by Hitachi in 1951. “All
three enterprises have remained MAN licensees
to the present day,” reports Ko
Sasaki, president of MAN Diesel & Turbo
Japan. Just last year, the companies signed
agreements to extend their licenses for another
10 years. Kawasaki, for example, currently
features the entire range of MAN’s
two-stroke engines in its program. The

32
licenses enable mechanical engineering
companies to utilize MAN’s patents, designs
and manufacturing expertise, building and
marketing the two- and four-stroke engines
in their own name. The formidable success
of this business model is primarily owed to
the fact that it would be hardly effective to
build engines the size of a house in Europe
and then sail them across global distances
to the shipyards. “This was already the correct
perspective back in the early 20th century,”
explains Klaus Engberg, senior vice
president responsible for Two-Stroke Licensing
at MAN Diesel & Turbo.
In issuing a license to Kawasaki a century
ago, Maschinenfabrik Augsburg continued
a business model that had already
proven successful for Rudolf Diesel—who
had developed his engine as an independent
engineer. The reputation of his machine
spread so rapidly that as early as 1898,
he had concluded license agreements with
a total of 22 companies in nine different
countries. Beside the Maschinenfabrik
Augsburg, these included Ludwig and
Emanuel in St. Petersburg and the New York-
Massive dimensions
> A two-stroke engine can weigh up to 2,400 tons,
with a height of 14 meters and a length of 28 meters.
Worldwide manufacture under license
> MAN Diesel & Turbo engines are made by 39 licensees—primarily
in the big shipbuilding nations China, South Korea and Japan.
based Diesel Motor Company of America.
The contracts granted Diesel the financial
latitude he needed to perfect his discovery.
“Diesel did particularly well out of the licenses
he issued in France,” explains the
business historian Johannes Bähr, co-author
of MAN, The History of a German Industrial
Enterprise. Diesel’s issuing of licenses
was abreast of the times. “The patent law enabling
him to pursue that strategy had not

Illustration: Charis Tsevis
been passed in Germany until 1877, so it was
still quite young,” says Bähr.
Manufacturing diesel engines rapidly
became the most important business area
of Maschinenfabrik Augsburg and its successor
company M.A.N. In 1903/04, sales in
this sector already exceeded that of printing
machines, refrigeration equipment and general
mechanical engineering. When Rudolf
Diesel turned over the rights associated
with his invention in the fall of 1910, it was to
only take a few months until M.A.N. converted
from license holder to license issuer
and signed the agreement with Kawasaki.
Short development cycleS
Since then, the shipyard industry has experienced
boom times and upheavals. In the
1950s, when Europe still boasted a great
many shipyards and engine manufacturers,
MAN was among them. Nowadays,
shipbuilding has almost completely relocated
to Asia, primarily China and South
Korea. At the same time, the licensing business
has become so very significant for
MAN that it ultimately displaced the manufacturing
of two-stroke ship diesel engines
altogether. “We haven’t made a twostroke
engine since 2008 and are merely
granting licenses,” says Klaus Engberg. Currently,
22 licensees are building the twostroke
engines developed in Copenhagen,
most of them based in South Korea, Japan
and China. In China, MAN’s partnership
with its licensees dates back to the year
1980. The most recent license agreement
signed by MAN was with the Chinese manufacturer
GMD, a subsidiary of the government-owned
CSSC Group.
In contrast to Europe, Japan has remained
an important market for the licensing
business. “The shipping industry has
been systematically subsidized by the Japanese
government,” says Sasaki. “Both in the
period after WW II and following the oil crisis
of 1974, it experienced a tremendous development
boost.” At the same time, the island
nation grew to become one of the
world’s most successful exporting countries.
Over the decades, Japan’s industry always
needed more new ships. Although the
majority of the world’s commercial trading
vessels are built in China and South Korea
today, companies such as Kawasaki, Mitsui
and Hitachi were able to maintain their position
as manufacturers of ship engines. Last
but not least, believes MAN’s Ko Sasaki, this
is due to the high manufacturing quality
powerful engine output
> The two-stroke and four-stroke engines made by the
licensees deliver an output of up to 115,000 hp.
and excellent qualifications of their engineers.
With the complete shift of two-stroke
engine building to a licensing business, this
sector has experienced a renewal. Engberg
explains: “The shipbuilding industry moves
around the world and we are investing not
in production sites but rather in people, innovations
and new technology.” He also considers
this the best possible way to guard
against a brain drain. While the high costs of
research and development as well as short
development cycles represent significant
barriers when it comes to market entry
forum 04/2011 33
company
efforts, these are precisely the areas where
MAN would place its own strengths. “We
support our customers,” continues Engberg,
“by picking up the market signals early on
by continuously developing new engines
with new features.” The engines must be designed
in such a way that licensees can produce
them cost-efficiently. In recent years,
environmental friendliness and low fuel
consumption have become an increasingly
important factor for the end customer. “In
addition, license holders and their customers
benefit from our worldwide PrimeServ
service network,” says Engberg. MAN has
more than a hundred PrimeServ support
centers, all of them staffed around the clock.
Most recently, MAN developed the first twostroke
diesel engine already complying with
the strict criteria of the Tier III guidelines of
the International Maritime Organization
(IMO). To become effective in 2016, the new
requirements mandate a reduction of nitrous
oxide emissions by 80 percent compared
with levels in the year 2000 for operating
in certain regions. Incidentally, the
first of these low-emission engines was built
by Hitachi – in southern Japan.

34
feature
Tomorrow’s
TransporT
Modern hybrid technology is gaining
a foothold in trucks. In cooperation
with a wholesaler in Munich,
MAN is currently testing two of its
TGL trucks with an electrical and
diesel engine in daily operations.
The vehicles are serving as pioneers
for alternative drives in distribution
transport.
>>> They can be sure of attracting attention
these days—especially when steering their
truck through a pedestrian zone. Throughout
the Bavarian region, Michael Dieroff
and Jens Pömitz provide deliveries for
Arndt, a wholesaler in hygienic and cleaning
supplies. Yet while moving through
Munich’s central Stachus Square pedestrian
area, where they are servicing a number of
shops, bystanders look at the two drivers in
an astonished, rather than irritated fashion.
For their transport truck almost glides over
the pavement, emitting hardly a sound nor
are any puffs of smoke emerging from the
exhaust. Dieroff and Pömitz are conducting
trial tests of MAN hybrid TGL prototypes,
equipped with an innovative diesel-electric
drive system.
high market potential
Back in 2010, MAN’s hybrid municipal buses
completed their testing phase and went
into serial production. Now the TGL, a truck
designed for regional and local distribution
transport, will also be equipped with a hybrid
drive. And for good reason: In light of
progressing climate change and the resulting
necessity to reduce greenhouse gas
emissions, there is mounting political pressure
on road users around the world. Environmental
zones, such as those in Munich,
are increasingly banning vehicles with an
obnoxious output of diesel fumes and soot.
In addition, transport companies like
wholesaler Arndt, with a fleet of around 50
commercial vehicles, are looking for economical
technologies with tax benefits.
“The crucial driver of hybridization won’t
be statutory provisions, but customer demand
for economical vehicles,” believes
Götz Klink, head of the automotive sector
at management consultancy A.T. Kearney.
The main pace-setters of this development,
says Klink, will most likely be Europe, the
US and Japan. In a current study, the experts
predict that the market share of alternative
drives for commercial vehicles will
increase significantly by 2020 and could
grow to between 15 and 50 percent in many
segments and regions. Against this back-

Photos: MAN Truck & Bus
ground, they anticipate an annual increase
of more than a million light, medium and
heavy hybrid trucks every year until 2020.
This amounts to a potential market with a
value of up to €10 billion.
Seeking to develop hybrid drives in a
systematic way and bring them to serial
production, MAN Truck & Bus has pooled
all its research and development activities
at a new Competence Center. “We are certain
that hybrid technology will play a crucial
role in all commercial vehicle sectors, in
order to save resources, boost efficiency
forum 04/2011 35
reportage
“This new drive solution
offers great potential
savings, especially when
it comes to our short-range
distributors. Indeed,
hybrid vehicles will rule
the future.”
Thomas Wölflein, managing director at Arndt
A delivery run in the
heart of Munich—the
hybrid TGL undergoing
practical trials.

36
feature
> MAN TGL 12.220 Hybrid
How electric engines
supplement the diesel
The hybrid principle is based on sophisticated
interaction: The diesel supplies
the basic drive, the electric engine
draws its power from the stored brake
energy—and moves the TGL almost
soundlessly when in low gear. Known
as a parallel hybrid drive, the TGL system
combines the 220-hp of the d08
four-cylinder diesel engine with an integrated
electrical machine, whereby the
engine output is either jointly or individually
passed on to an automated
6-gear transmission system. While the
diesel engine primarily drives the TGL,
the electrical engine works like a generator
in overrun mode. The braking
energy is converted as a result and
stored in the lithium battery, a process
also known as recuperation. The battery’s
capacity is two kilowatt hours,
with a stop-start system switching the
engine off at red lights. When starting
up, the electric engine accelerates first,
while the diesel runs idle. With increasing
power needs, the diesel engine
kicks in and takes over at full speed.
Thus, the hybrid TGL is quiet, economical
and environmentally friendly.
and pave the way to e-mobility,” explains
Bernd Maierhofer, managing director for
R&D and Purchasing at MAN Truck & Bus.
Concepts for electromobility have
been on the agenda of the commercial vehicles
sector for more than two decades—and
covering all vehicle types. “This is about
mastering the technical challenges with regard
to size, weight, load, service life and reliability,”
says Götz von Esebeck, head of the
MAN Truck & Bus Hybrid Competence Center.
Especially for distribution transport vehicles—as
represented by the prototypes
currently under way for the Munich wholesaler
on urban and overland routes—varying
load conditions must always be taken
into account. Constant loading and unloading
operations, stop-and-go driving, turning
on and off all make continuous demands
on the systems and their reliability.
OngOing imprOvement
The engineers at the Hybrid Competence
Center are well aware that when deciding on
a vehicle concept, the entire cost structure
is the decisive factor for transport entrepreneurs.
On this list of Total Cost of Ownership,
they consider their truck’s fuel savings
and efficiency a top priority. This should allow
for the unification of economic and ecological
targets. The concept is simple: The
less fuel a vehicle consumes, the lower its
level of toxic emissions. And as the hybrid
drive operates close to soundlessly, noise
level also approaches zero once the electric
drive takes over.
During the months of practical testing
the TGL hybrid prototypes are loaded
with measurement technology. The data
from driving operations flows straight into
the Competence Center, where project director
Stefan Kerschl and his team conduct
minute evaluations. “This way, we intend to
optimize the interplay between the drive
components and the overall system,” says
Kerschl. The two test trucks with a dieselelectric
drive incorporate a 220-hp combustion
engine as well as a connectable 82-hp
electric engine, high voltage batteries included.
The system of these two test vehicles
utilizes the braking energy and intermittently
stores it in lithium ion batteries,
to reconvert the energy into forward movement
once the electric engine starts up.
“Consumption peaks are therefore capped
upon startup,” says Kerschl, explaining the
benefits of the system.
After more than 10,000 kilometers of
travel in urban and local transport, the preliminary
conclusions look good for the hybrid
transporter. “The prototypes are all
proving themselves as suitable for daily
use,” Kerschl sums up. “Despite the extended
functionality and the complex energy
management system, the vehicles have delivered
a highly stable performance.” First
demonstrated in simulations and yielded
by testing procedures on the dynamometer,
the fuel savings rates of between 5 and 15
percent were also confirmed by the practical
results. The economic benefits of the
new drive particularly impressed Thomas
Wölflein, managing director at Arndt: “This
new drive solution offers great potential
savings, especially when it comes to our
short-range distributors. Indeed, hybrid vehicles
will rule the future.” These are also
good prospects for others besides the
wholesaler: Soon, our city centers could become
a lot quieter and cleaner. <
1. A display in the cockpit shows data about the flow
of energy in the vehicle.
2. Michael dieroff, a driver for the wholesaler Arndt, is
testing MAN’s hybrid system in daily operations.
Bus
&
3. Underway in the stop-and-go traffic of a city
center, with many loading and unloading cycles.
Truck
4. The additional hybrid components are installed in a
compact way on the side of the truck.
MAN
5. The braking process generates energy, which is
stored in the battery—available on demand. Photos:

01
03
04
02
05
“Due to battery operation,
the soundless acceleration
feels almost like gliding.”
Michael Dieroff, driver for wholesaler Arndt

38
Over Alpine passes and on
desert trails—over their life
cycles, most trucks are
covering a lot of ground.

Photos: Rainer Jahns, Pascal Malamas
The five
lives of a Truck
Every year, thousands of well-maintained
MAN trucks leave Western European roads to
enter their next stage of life—be it as the pride
and joy of a haulage contractor in the Near
East or to provide transport in an African
metropolis. MAN Forum set out to track
them down.
forum 04/2011 39
company

Lambach/austria
Starting point
after about three years
of service, the trucks of
the Gartner company find
new ownership, brokered
by maN topused.
48° 4' N, 13° 52' O
>>> They’re traveling piggyback—with the
driver’s cabin tilted forward, the rear axle
jacked up and a sparkling green paint job.
Looking as good as new, actually. MAN’s motor
tractors were thoroughly spruced up for
their long journey by special truck transporter,
heading for Saudi Arabia. They will
travel some 950 kilometers from Lambach,
Austria, to Bremerhaven, Germany, before
being loaded onto a ship in their transit to a
new life, having lived a good part of their
service history already. Formerly owned by
the large Austrian trucking company Gartner
KG, the well-maintained trucks have
clocked more than 300,000 kilometers and
are now being passed on to a new owner after
some three years of service.
MAN TopUsed, the international used
vehicles brand of MAN Truck & Bus, ensures
that the Al Rajhi transport company, based
in Alkhobar, Saudi Arabia, receives high-end
vehicles for its logistics services in the Gulf
States, Jordan, Syria and Lebanon. MAN
TopUsed markets used trucks and buses of
all types and brands from MAN TopUsed
centers in more than 30 countries. “Primarily,
our vehicles are moved from Western to
Eastern Europe, the Near East and the African
markets,” explains Holger Hahn, head of
MAN TopUsed Sales Management at MAN
Truck & Bus. For a
long time, he says,
the used-vehicles
business held little
interest for manufacturers.
“In the past, used
car dealers often evoked
the rather unflattering image
of characters attired in string vests,
peddling goods of dubious quality in dusty
back alleys. All that has changed.” Since the
manufacturers themselves became active in
this market, the quality of both product and
consulting services has decidedly improved.
And this is something that customers expect
today. “A strong brand such as MAN retains
its value for the entire life cycle of the
vehicle. Even in its second, third or even
fourth incarnation,” states Hahn. At least
this holds to be true when MAN service ensures
the quality, economy and top functionality
of the trucks and buses in their new
lease of life.
“We purchase nothing but technologically
impeccable vehicles that are thoroughly
tested by experts,” says transport entrepreneur
Abdulla Al Rajhi. The automotive
fleet of the Saudi Arabian company compris-
es 700 commercial vehicles of all types.
“Quality, length of service life, easy maintenance
and a minimum of operating interruptions
are our criteria when making purchasing
decisions.” Al Rajhi is also very
pleased that the new shipment from Bremerhaven
already comes in the matching colors
of his own company. “We have the same color
branding as the Austrian company that
owned them before. That means additional
savings, as we don’t need to paint them.”
HIgH lIfe expectancy
Al Rajhi started working with MAN TopUsed
to tap its used vehicle range in 2009. “The
cost-benefit ratio is right,” says the 45-yearold
businessman, who does not believe that
buying second-hand trucks on the open
market would be a viable alternative. “MAN
services are an essential part of our business
success,” says Al Rajhi. “Well-maintained
vehicles simply have a much lower
breakdown rate.” And precisely that is a key
element in the transport business. He merely
expects his pre-owned newcomers to run
another 300,000 kilometers or so. “Quality
and efficient service are the decisive factors
when it comes to reselling with value. The
53° 33' N, 8° 34' O
bremerhaveN/GermaNy
Interim stop
having arrived in bremerhaven,
the pre-owned maN trucks
from austria are shipped off
to saudi arabia.

Photos: shutterstock, Gartner KG, Jesco Denzel/Visum, alrajhicorp.com
MAN brand enjoys a very good reputation
in the Near East. Our vehicles are therefore
very popular in the market.”
As for the entire life cycle and its overall
value retention of trucks and buses, such
high expectations are increasingly impacting
the markets. “Commercial vehicles are
not an emotional asset but rather an investment.
We must produce used vehicles in a
systematic fashion,” says Holger Hahn,
summarizing this broadened way of looking
at the Total Cost of Ownership. “We
don’t just want to enhance the confidence
in our top-quality used vehicles, but pursue
a targeted strategy of offering premium vehicles
that deliver top-notch reliability to
our customers.” And no matter where their
destination—be it on the streets of an African
metropolis, or as the pride and joy of a
trucker in Mongolia who has been saving
for years to acquire the vehicle: The second
part of a truck’s life history may well last
longer than the first, knows Hahn. As MAN
TopUsed vehicles have been so well serviced
and maintained, he says, trucks that are 10
or even 15 years old could continue to run
for just as many years, such as in Africa.
Provided that they are adapted to the conditions
of their operational region. “A hightech
engine based on Euro V standards and
equipped with AdBlue technology is not an
option in the Central Asian Hindu Kush.
There simply isn’t any fuel for it,” observes
Hahn. For that very reason, second-hand vehicles
that do not meet the latest Euro exhaust
standards are much in demand in
many parts of the world.
“Usually, every step of the sales process
will be accompanied by an adaptation
to current conditions.” Which does not imply,
emphasizes Hahn, that quality ever becomes
optional at some point. On the contrary:
“We want to keep professionalizing
used-vehicle channels around the world.
That also entails that we increase the aware-
ness of the MAN brand among customers
in the developing markets—depending on
their particular needs. Dumping inferior
polluters that hold no value for their owners
would hardly be the right way to go
about it,” concludes Hahn.
Against this background, the overall
life cycle of a vehicle can become a fixed
variable for the owner—as the authorized
representative Marcus Schwarzbauer is
well aware of. He is responsible for vehicle
fleet management and workshop planning
at the Lambach site of Gartner KG. The Austrian
freight forwarding firm has a fleet of
1,600 vehicles, serving customers from 21
bases in eight different European countries.
The company maintains repurchasing
agreements with MAN for the new vehicles
it acquires. “The guaranteed return
policy through MAN TopUsed plays a major
role in how we manage our fleet strategy,”
says Schwarzbauer. “On this basis we can
plan our investments in new vehicles in
the long term.” After about three or four
years of service, the condition and residual
value of the vehicle will be assessed by independent
experts—followed by any repairs
deemed necessary, as well as technical
maintenance.
Constant quality Control
While reliability and continuously conducted
quality checks carried out at MAN
workshops are essential factors when it
comes to the resales market, used vehicle
prices must also be calculable in the mid-
and long term. Steering sale prices and residual
value with the greatest possible accuracy
is among the demanding responsibilities
facing MAN TopUsed expert Holger
Hahn and his team. About every three
months, they meet with specialists from
the new and used automotive sectors, with
representatives from banking and credit
institutions, with controllers and car rental
AlkhobAR/SAudi ARAbiA
The Al Rajhi transport company
takes delivery of the trucks in
Alkhobar: The vehicles will now
serve in the Gulf States.
forum 04/2011 41
Destination
specialists to discuss individual market developments
in regional markets.
As far as both the Gartner KG and Al
Rajhi companies are concerned, MAN’s
TopUsed concept has been highly successful
so far. “Remaining focused on the entire
service life of the vehicle is very helpful in
optimizing our fleet cost management in
strategic terms,” outlines Schwarzbauer. In
the end, all vehicle owners stand to benefit.
“As does the environment also,” points out
Hahn. For when the used vehicles have finally
returned from their last journey upon
their third or even fourth incarnation, they
will be professionally disassembled and
split up into their component parts. These
valuable replacement parts will then be returned
to “circulation,” thus perhaps granting
what amounts to a fifth existence in
the cycle of service life. <
26° 17' N, 50° 12' O

42
closing words
Georg Pachta-Reyhofen,
CEO of MAN SE
>>> This is a special moment in the history of MAN:
The last remaining approval of a competition authority
required for completion of the compulsory offer for
the majority takeover of MAN by Volkswagen AG was
granted in November 2011. Thus, we now officially have
a new majority shareholder, with close to 56 percent of
the voting rights and almost 54 percent of MAN’s equity
shares: Volkswagen AG.
The approval renders MAN a member of the
Volkswagen family. We intend to become not merely a
strong, but a sustaining pillar of the Volkswagen
Group—a powerful brand in the Volkswagen network
and a strong partner in a new and close association
with Volkswagen, as well as with Scania.
MAN has been writing industrial history for 253
years. From the initial St. Antony ironworks to the development
of the first diesel engine, to hybrid buses
and 100,000-hp ship diesel engines—we can look back
on a long and proud corporate history rooted in tradition.
This marks a new chapter in our story, whereby
we will preserve the special identity that has distinguished
our company for all these years: the art of engineering,
international positioning and innovative
strength, coupled with the readiness to change with
the times.
Even if after this quarter millennium MAN won’t
remain quite as independent as it has been in the past,
this new chapter nonetheless represents a secure
> The nexT issue is published in March 2012
A new chApter
Volkswagen has become the new majority shareholder of MAN—facilitating
substantial synergy effects in purchasing, production and development.
future. Volkswagen has made a clear commitment to
MAN’s business areas, and all of our company’s sites
will be retained. This signifies no personnel reduction
due to the merger. The independence of our brands
will be preserved, with MAN Diesel & Turbo and Renk
remaining integral parts of the Group.
These are all clear indicators of the stability, sustainability
and esteem that Volkswagen brings to its
association with MAN. We can enter the new partnership
with Volkswagen and Scania in a spirit of openness
and trust. The partnership also lays the basis for
far-reaching synergy potential, as we and our partners
foresee synergy effects amounting to at least €200
million annually, most of it in purchasing.
Furthermore, there is substantial potential in the
long term, based on intensive cooperation in the areas
of production as well as research and development.
Together with Volkswagen and Scania, we will
continue MAN’s successful strategy. Naturally, we shall
retain the values linking our customers and partners
to our company around the world: International profitable
growth, technological leadership and the highest
quality always have been and will remain the standards
we always strive for. The success of MAN,
Volkswagen and Scania rests on the same principles.
On this basis, we can benefit from our commonly
shared advantages and make MAN a strong member of
the Volkswagen family. <
Photo: MAN

ForuM QuiZ
experience an action-packed
truck race weekend
Simply provide the correct answer to this question:
How many licensees around the world are currently manufacturing diesel engines developed by MAN Diesel&Turbo?
A) 16 B) 39 C) 52
Already launched as a business model by Rudolf Diesel, the granting of licenses is very significant for MAN Diesel & Turbo. Acting as a licensor is especially
advantageous for MAN in the case of the huge two-stroke engines that can exceed 2,000 tons—as they can be manufactured in the immediate vicinity of shipyards
that mainly lie in the shipbuilding Asian countries. The oldest still-existing MAN licensing partnership is one with Japan: A licensing agreement with the
Kawasaki company was signed as early as 1911. Read more beginning page 30.
Send your answer by e-mail to forum@man.eu by February 29, 2012, providing your name and e-mail address and win an exclusive racing weekend for two
in Misano, Italy. The Adriatic town will host a race of the FIA European Truck Racing Championship 2012 on May 19 and 20, 2012. Expect a thrilling competition
with fast trucks and much action. As a VIP guest, you can take an intensive and emotional look behind the scenes of truck racing and learn more about
the technology of MAN race trucks. Your stay includes room and board in a local hotel for one weekend night.

Gleaming like perfectly polished gold bars, these cylinder
head caps adorn MAN V12 diesel engines with their up to
1,800 hp. Installed in the engine rooms of racy sports boats
and motor yachts, they are more than just a visual attraction
below deck: Renowned manufacturers of luxury boats have
long relied on MAN’s marine engines. Shipyards offered
up the latest in spectacular developments and trends at the
Southampton Boat Show in England.