Powertrain International 2023-5

Powertrain 

INTERNATIONAL 

Some bright 

IDEAS 

Automotive: H2 ICE at Politecnico di Milano - Maserati Folgore 

and FPT Industrial - SeaFuture - Venice Boat Show - Bimotor 

tested Stage V - Alternatives: AS Labruna, NGV, Punch - Volvo IPS 

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 

September 2023 

1

POWER TO 

MAXIMIZE 

PRODUCTIVITY 

More power with less complexity and less weight. The Cummins 

B6.7 engine delivers the productivity you need to keep your 

equipment running. The power increases up to 326 hp / 243 kW 

and peak torque up to 1014 lb-ft / 1375 Nm, enabling 

replacement of engines with higher displacement 

with no impact on productivity. 

©2023 Cummins Inc.

SEPTEMBER 2023 

powertraininternationalweb.com 

CONTENTS 

26 

GENERIC 

ICE 

H2 HYDROGEN 

kWe ELECTRIC 

GAS 

10 

FOLLOW POWERTRAIN INTERNATIONAL ON: 

40 

DIESEL OF THE YEAR 

06. SCANIA 

The V8 for Tuxedo aluminium yacht 

AUTOMOTIVE 

10. MASERATI FOLGORE 

E-axles and e-motors by FPT Industrial 

14. HYDROGEN AT POLITECNICO DI MILANO 

We heard of Ferrari, FPT, Lamborghini, NGV, Punch 

BOAT SHOWS 

18. SEAFUTURE 

FPT, Isotta Fraschini, Volvo Penta. MADEX Korea 

22. VENICE BOAT SHOW 

Electrification for the Lagoon environment 

ICE 

26. BIMOTOR 

PEMS monitored Stage V engine, and it seemed “eco” 

28. BAUDOUIN 

Tha M26 Series is a good option 

30. VOLVO PENTA 

IPS family is now ready for boats up to 55m 

ALTERNATIVES 

32. NGV POWERTRAIN 

The ICE is dead, long live the ICE! 

36. PUNCH 

H2 FC from electrolysis; HVO; BEV, H2 ICE&FC 

40. E-VISION 

AS Labruna at Energy Boat Challenge Monaco 

COMMERCIAL 

42. ROLLS-ROYCE POWER SYSTEMS 

4000 CNG engines move Richmond ferry 

44. SIMPLIFHY 

Hydrogen for the port ecosystem 

46. sHYpS 

13 partners for an ambitious hydrogen project 

COLUMNS 

4. Editorial 8. Newsroom 48. Sustainable Techno 

Editorial: Cast off the moorings and plug in 

A process, that of electrification, that passes through 

an obstacle course of standards, calls up from 

engineering rooms and infrastructural rollercoasters 

3

EDITORIAL 

by Fabio Butturi 

CAST OFF THE MOORINGS AND PLUG IN 

September, the month of good restarts, back to the 

school desks and ready first whiff of autumn in the 

workplace. A time, therefore, also for mourning the 

fading summer, except for boating environment. 

Recreational environment gathers in its votive chapels and 

mirrors itself in the reflections of the water. A sea, lake or 

river increasingly filtered by oily wakes. A process, that 

of electrification, that passes through an obstacle course 

of regulatory obstacles, calls up from engineering rooms 

and infrastructural rollercoasters. Because if it were only a 

matter of fitting a battery pack in the (former) engine compartment, 

we might be on our way, at least in the small 

cabotage area. Ask AS Labruna, FPT Industrial and Vulkan, 

Geminiani and Torqueedo, to name but a few, to get a 

better understanding. Instead, listen to what Andreas Karlsen, 

Head of Sales North Europe at Quick, specialized in 

the design and production of manoeuvring propellers, had 

to say. “A classic DC thruster requires the instalment of a 

separate battery pack dedicated specifically to the thruster, 

whereas with a QSY model it will be possible to integrate 

the product with the yacht’s own main battery pack thanks 

to the fact that it consumes much less energy.” Do you 

know who wrote this? “Lithium-ion battery packs power 

the electric motor, which in turn drives the Saildrive propeller. 

On-board services, including air conditioning, can 

be powered directly from the batteries for up to 12 hours.” 

We did, back from Cannes in 2019, telling you about the 

Lucia 40, electrified by Volvo Penta. And for recharging? 

In this issue, Bimotor highlighted the competitive potential 

of Stage V, also in this regard. Those at e-concept, on the 

other hand, have patented e-dock charging system, conceived 

and put to the test in the fragile ecosystem that is the 

Venice Lagoon. “Mooring and recharging is the concept 

on which the creation of a recharging network available to 

boats is based, to enable the recharging of batteries whilst 

boats are moored. E-dock is characterized by a design 

made up of two sections: the top section, where the technological 

equipment is concentrated, and the basal section 

which is anchored to the seabed.” The alternative is cold 

ironing, which is efficient but intrusive and expensive. Expectations, 

therefore, once again concern the power density 

of batteries. 

4

DIESEL OF THE YEAR 

TUXEDO YACHTS 

THE V8 

CHARME 

The Next Generation DC13 is 

soon to hit the boating sector. 

For the time being, let’s steer 

onto the V8, chosen by Tuxedo 

for a special project. That we heard 

more about from Francesco Ceccarelli, 

founder and managing director 

at Tuxedo Yachting House. 

“The embryo of Tuxedo 54, a 16.75- 

m boat, clearly indicated that sleek 

design is matched to a sporty soul. In 

the aftermath of Covid, there’s a set of 

parameters to consider when choosing 

an engine: hassle-free installation, 

easy maintenance, an accessible 

engine room, global and reliable 

services, and the ability to meet the 

delivery deadline. Lastly, mechanical 

and combustion efficiency. What 

impressed us about the 1000 HP V8? 

Scania’s philosophy of continuously 

Laura and Francesco Ceccarelli, 

owners of Tuxedo Yachts. 

For the Tuxedo 54 they chose 

Scania’s V8. 

improving the V8, and with the utmost 

professionality. Which translated into 

an engine that – starting from its extremely 

rational design – guarantees 

high torque and power performances 

already at low revs. Moreover, thinking 

of a global market, choosing Scania 

just came natural to us as we could 

count on an extensive service network 

rooted in their truck assistance activities. 

On a luxury yacht, the engine 

room has to fit in without compromising 

the living area, so you do not want 

to be forced to stuff the machine compartment 

with bulky equipment to ensure 

compliance with project specifications. 

With a max speed of 40 knots 

and a cruising speed of 35, combined 

with a 22-tonne displacement the Tuxedo 

15.88 project is extremely challenging 

in terms of engineering and 

6

#SCANIA #TUXEDO #ALUMINIUM #V8 

CHOOSING ALUMINIUM 

The aluminium build is Tuxedo’s distinctive feature. It 

does not require moulds and makes every construction 

unique. The absence of moulds, that are basically 

disposable, and the possibility to recycle are part of the 

shipyard’s philosophy. 

Moreover, this way you eliminate parasitic costs. One 

last look to propulsion and manoeuvering: thanks to 

the partnership between Scania and Xenta, the yacht 

feels easy to handle and safe, when the sea gets rough. 

As for docking, the Xenta system features the dynamic 

positioning function: through a software it handles 

activation times and number of revs for propellers and 

bow thrusters. Moreover, the joystick allows to handle 

any situation with maximum ease and safeness as if you 

had azimuth thrusters. 

And when leaving the tranquillity of ports to take to the 

sea, to ensure top performance for every usage or load, 

Tuxedo implemented a kit including electro-hydraulic 

steering gear with independent actuators and intruder 

type flaps. 

Taken all together, these steering systems through the 

Raymarine monitors found on the dashboard allow to set 

the operation of auxiliary navigation equipment based 

on trimming, speed, and above all hull reactions. 

space management requirements. The 

V-drive inverter coupling scheme is 

a solution that allows to reduce volumes 

upon installation (it has to be 

remembered connection with the propeller 

shaft is below the engine and 

not astern) but is also linked to simple 

mechanics and their intrinsic safety 

as well as to reduced overall maintenance 

along the unit’s entire life. 

These features are key to us and speak 

to the “sustainability” of the project. 

We took them into account so as to 

allow future shipowners not to worry 

about maintenance thanks to the fact 

many components just don’t need it or 

have extended service intervals. 

Another theme we considered in design 

is the green transition. Our intent 

was ensuring the right trade-off 

between ecological sustainability and 

reliability, considering the current 

technologies. The diesel by Scania 

was the one that best reflected our 

idea of reliability for a number of 

reasons: it passed all emission tests 

thanks, among others, to a proprietary 

common rail that’s been honed 

over thousands of hours of testing. 

It reached a 50% thermal efficiency 

thanks to studies on metals and heat 

treatments used for the alloys the 

components are made of (first and 

foremost, the combustion chamber). A 

key feature of this engine is the torque 

it can deliver at low revs – we’re talking 

about almost 4000 Nm at 1600 

rpm) which translates into less energy 

and less fuel spent to get the propulsive 

power.” 

What can you tell us about your 

prospects for hybridization? 

“As far as we can see, the diesel-electric 

solutions (that we are also developing 

for future projects) are not mature 

enough to be a strong alternative. 

This happens because of the impact of 

battery production and the longstanding 

dilemma of using lithium in consideration 

of its installation, usage, 

hazardousness, and end of life. These 

are elements that make this option currently 

little beneficial and sustainable 

including with a view to the work stoppages 

leisure boating is subject to. The 

introduction of synthetic fuels (or biodiesel) 

is, therefore, the most rational 

option in the near future. In addition, 

with reference to what I said about 

batteries, charging at ports has to be 

factored in, too: grid-wise, this is going 

to be a big hurdle both in terms of 

energy generation and distribution.” 

7

NEWSROOM 

MAN ENGINES 

MULTIPLE 

WAYS 

MAN Engines has 

established a suite of 

alternatives to fossil 

fuels for the marine 

industry: hydrogen, 

regenerative fuels, 

batteries, and hybrid 

systems 

MAN Engines has also set 

up a platform of alternatives 

to fossil fuels for 

marine applications. In 

the medium and long term, a wide 

range of drive concepts will therefore 

be available. “In the future, MAN 

Engines will rely on pure combustion 

engines for hydrogen and regenerative 

fuels, battery storage systems and 

also complete electric drive systems to 

operate vehicles and machines locally 

with the lowest CO 2 

emissions to meet 

the various requirements,” explains 

Mikael Lindner, Head of MAN Engines. 

Thanks to the use of dual-flow 

cooled exhaust gas recirculation and 

a simplified SCR exhaust gas aftertreatment 

system, the prototype truck 

with the hydrogen combustion engine 

was recently approved as a ZEV 

(Zero-Emission Vehicle). The MAN 

Smart Hybrid Experience was presented 

for the first time in 2021 for yacht 

applications. Because it can be combined 

with all MAN marine engines 

of the current D2862 (V12), D2868 

(V8) and D2676 (R6) series, engines 

for light, medium and heavy applications 

in commercial shipping can be 

expanded in terms of performance. 

This means that total system outputs 

per powertrain from 147 kW to 1,985 

kW (200 hp to 2,700 hp) can be achieved 

and hybridization levels of up to 

71 percent of the total output can be 

achieved. The high-voltage battery of 

the plug-in hybrid system is charged 

via the integrated shore connection 

or by the diesel engines or on-board 

units while driving. The MAN Smart 

Hybrid Experience enables driving 

and anchoring without any emissions 

in battery-electric mode. The world’s 

first hydrogen-powered crew transfer 

vessel for offshore wind farms was 

launched on May 10, 2022. What’s 

special about it is that the “Hydrocat 

48” from the Dutch shipyard Windcat 

Workboats uses two tried-and-tested 

MAN D2862 V12 marine engines, 

each with 749 kW (1,019 hp), which 

are usually powered by hydrogen. 

They were prepared by MAN Engines 

for dual-fuel operation, i.e. for the use 

of two different types of fuel, and by 

development partner CMB.Tech supplemented 

with a hydrogen injection 

system. The use of hydrogen reduces 

CO 2 

emissions in the exhaust gas by 

an average of about 50% and even up 

to 80% as a peak value. In addition, 

pure diesel operation, for example 

when hydrogen supplies are exhausted, 

will continue to be possible without 

interruption. This ensures operational 

safety at sea at all times. An 

SCR exhaust aftertreatment system 

also reduces the emission of NOx. 

In June 2022, MAN Engines had already 

approved all marine engines from 

its current product portfolio for use 

with regenerative diesel in accordance 

with the EN15940 standard in Europe 

and the US specification ASTM 

D975 of the American Society for Testing 

and Materials (ASTM). 

8

#MANENGINES #MANENERGYSOLUTIONS #AMMONIA #CUMMINS # METSO 

FIRST AMMONIA ENGINE TEST COMPLETED BY MAN ENERGY SOLUTIONS 

MAN Energy Solutions has announced 

the successful first running of a test engine 

on ammonia at its Research Centre 

Copenhagen (RCC). The company 

reports that the successful combustion 

was performed on a MAN B&W 

two-stroke 4T50ME-X type and produced 

positive results with particularly 

promising data regarding pilot-oil 

amount and combustion stability. The 

ammonia engine R&D project started 

in 2019 with a pre-study and investigation 

of ammonia combustibility. The 

following year, a second test-engine 

arrived in Copenhagen, enabling a parallel-test 

engine setup with different 

fuels. In 2021, the ammonia fuel-supply 

system and auxiliary systems were 

specified with the highest possible focus 

on safety, while 2022 saw the installation 

of the same systems at RCC 

with instrumentation for test engine 

No. 1 for 1-cylinder ammonia testing 

initiated. In 2023, ammonia bunkering 

and service-tank facilities were built 

with all auxiliary systems enabling a 

full containment of ammonia in the 

unlikely event of a leak. All auxiliary 

systems were initially tested with water, 

followed by ammonia. 

CUMMINS AND 

DANFOSS EDITRON 

PARTNERSHIP IN 

STANDARD HYBRID 

MARINE SOLUTIONS 

Cummins and Danfoss’ Editron 

division will develop a 

set of standard solutions for 

marine propulsion and focus 

on a new generation of variable-speed 

diesel gensets, fuel cells 

and energy storage packages. The 

new standard hybrid-electric solution, 

depending on the operational 

profile and energy sources selected, 

could decrease CO 2 

emissions by 

up to 100% compared to traditional 

diesel alternatives. “The respective 

products of Cummins and Danfoss 

are an ideal match, because both 

companies are focused on energy 

optimization, efficiency, and clean 

solutions. By providing a joint solution, 

we will be able to multiply our 

impact by bringing products and 

solutions to the market that are fully 

optimized for the marine industry,” 

said Rachel Bridges, Global 

Marine Director, Cummins. 

Erno Tenhunen, Marine Director 

of Danfoss’ Editron division, added: 

“We will deliver a complex tailored 

system and leverage the integration 

work in a more organized and systemized 

way by providing a single 

point of contact for our customers.” 

METSO AND AVALON 

The primary objective of the 

partnership is to establish 

terms for the development 

of a lithium hydroxide 

production facility. The 

facility will process lithium 

mineral concentrates. These 

concentrates likely contain 

valuable lithium compounds 

that are used in various 

industries, including electric 

vehicle manufacturing. 

The lithium hydroxide 

produced will be an 

essential component in the 

manufacturing of batteries or 

other components for electric 

vehicles. 

9

AUTOMOTIVE 

MASERATI FOLGORE 

ELECTRIFIED 

BY 

FPT 

It was October 18, 2022 when 

FPT Industrial inaugurated its 

ePowertrain plant. Once fully 

operational, it will manufacture 

20,000 axles and 20,000 batteries 

for commercial vehicles, minibuses 

and buses. Yet, this story does not 

end with its premises. We stay on 

the road, but with a completely different 

style, mission and application 

profile. We are talking about Maserati. 

Even the Trident has plugged 

in. It has an onomatopoeic name, 

Folgore (in Italian means Lightning), 

and it is the first fully electric 

car in the history of the brand founded 

by Alfieri Maserati and managed 

first by Alejandro de Tomaso, then 

by FIAT, FCA and Stellantis. If we 

had to summarize the portrait outlined 

by Andrea Cugnini, Head 

FPT Industrial and 

Maserati, a combination 

that we did not meet 

until the advent of the 

Folgore. Maserati’s 

first full electric car from 

Modena has electric 

motors and axles 

developed in FPT’s 

ePowertrain plant 

in Turin. We talked 

about it with Andrea 

Cugnini, Head of FPT 

Industrial’s ePowertrain 

Business Line 

of the ePowertrain Business Line 

at FPT Industrial, with whom we 

explored this pioneering foray into 

the super-sedans, the two key concepts 

would be “enhancement of 

lightness” and “damping of noise”. 

Mr Cugnini specifies: “If I have to 

highlight the differences (with the 

electrification of commercial vehicles, 

ed.), Maserati pays particular 

attention to lightness. The housing 

is made completely in aluminum 

and all the components have been 

designed to achieve a suitable lightness 

for this car specifications.” 

The technology chosen for Maserati’s 

Gran Turismo Folgore is the 

800 V one and it is full of solutions 

derived from Formula E. There are 

three 300-kW permanent magnet 

electric motors integrated in the 

10

#FPTINDUSTRIAL #MASERATI #EPOWERTRAIN 

FPT INDUSTRIAL E-PLANT IN TURIN 

Call it “e-plant”: at full capacity the ePowertrain plant 

will boast an annual capacity of 20 thousand axles and 

20 thousand batteries for light commercial vehicles, 

minibuses and buses. This is what Alessandro Sezza, 

who is in charge of these production lines, explained. 

Gerrit Marx, CEO of IVECO Group: “The Group has set itself 

the challenging goal of achieving zero net CO 2 

emissions 

by 2040, ten years ahead of the Paris Agreement deadline. 

This applies equally to our products and the sites where we 

produce them. From this plant we will be supplying electric 

propulsion systems that will complement an already 

wide range of powertrains. We thus confirm our will to 

offer customers the right products and services to meet 

their rapidly changing needs, as well as our well-founded 

ambition to lead the race towards electric mobility.” 

different, as are the respective missions. 

We focus on integration, it’s 

up to Maserati to choose the performance. 

We have gained experience 

with commercial vehicles that allows 

us to map needs and translate 

them into specific solutions. Given 

the inputs, it is from there on that 

we deliver added value. The manufacturer 

has complete ‘ownership’ 

over the basic technical choices.” 

Is everything really the same? 

With an ICE model it would not 

be like this. 

“There are substantial differences. 

Maserati has always worked with 

petrol engines, which have never 

been in our DNA. As regards electrified 

axles, I believe that FPT 

Industrial has the opportunity to 

make a breakthrough on new marfront 

and rear electric axles. Those 

loving the thrill of the biturbo V8 

will certainly not be disappointed. 

Acceleration is literally… lightning 

fast: from 0 to 100 kilometers 

in 2.7 seconds, for a top speed of 

325 km/h. Developed jointly by 

FPT and Maserati, the electric axles 

(with a single motor integrated at 

the front and two motors integrated 

at the rear) offer a power density 

of up to 4.83 kW/kg. Components, 

including reversers, are integrated 

into the axles. This helps to configure 

space and balance weight distribution. 

The eAX 300-F electric 

front axle generates a power of over 

300 kW and a wheel torque of 3,100 

Nm. Let’s hear from Cugnini again, 

who confirms: “The axle is made up 

of one or two electric motors, with 

an inverter integrated in the system, 

internal steel gears for motion 

transmission, which vary according 

to use, and an external aluminum 

housing attached to the chassis. We 

are talking about the crankcase, to 

draw a parallel with the thermal 

model.” 

The head of the ePowertrain Business 

Line at FPT Industrial continues: 

“There are many points of 

convergence between the work we 

do and the needs of a sports car, as 

well as specificities.” 

The grammar is the same, but the 

reaction capacity of an electric motor 

is different when applied to the 

work cycle of a Maserati and that 

of an Iveco Daily (see the box on 

page 13). 

“Some parameters are obviously 

11

AUTOMOTIVE 

kets, such as that of high-performance 

cars, because the basic skills 

are much more similar than the 

comparison with an internal combustion 

engine.” 

Therefore, does the electric technology 

allow endothermic players 

to open up to new scenarios? 

“In our case, the answer is definitely 

yes. Here we are talking about 

the part related to electric axles, 

other parts will be the prerogative 

of automotive or commercial vehicle 

specialists. Particular horizons 

will open up, with niche volumes. I 

would like to underline the very advanced 

skills we have: special test 

benches and the expertise to bring 

into production a project developed 

from scratch. It’s the usual refrain, 

you capitalize on the skills gained 

bility and control. All components 

are integrated, making it possible 

to meet Maserati’s requirements 

both in terms of space and weight 

distribution. As explained by Andrea 

Cugnini, it is the best way to 

express the potential of an application 

(forgive us for the professional 

quirk) as high-performing, exclusive 

and iconic as the new Maserati 

Gran Turismo Folgore. 

Let’s resume the conversation. Is it 

more difficult to conceive an electrified 

axle for a heavy vehicle or 

a supercar? 

“Look, if I had to describe the axle 

of a heavy-duty application, I would 

say that it has a double electric motor, 

an inverter, a cascade of gears, 

etc... (he smiles, ed.). This is the 

point in favor of FPT Industrial. Esand 

do the necessary ‘step head’.” 

During the integration phase, 

what margins of customization 

can you find for yourself? 

“Considering the required performance 

and the indications on the 

electric drive line, we can provide 

a decisive contribution in sizing. 

We intervene on the gears and power 

transmission, as well as on the 

housing design, which on the Folgore 

is very sophisticated. The process 

part is very much linked to how 

you design.” 

The two motors integrated in the rear 

axle are completely decoupled, with 

no motion transmission between 

the wheels. The “torque vectoring” 

function, for the instantaneous redistribution 

of torque between the 

two wheels, guarantees the car sta- 

12

#FPTINDUSTRIAL #MASERATI #EPOWERTRAIN 

IVECO E-DAILY: THE MINIBUS VERSION 

The new eDaily has an updated Iveco logo, which features 

lighter, more agile and dynamic lettering based as much on 

the brand’s tradition as on its willingness to innovate. It can 

accommodate up to 22 passengers and is also available in a 

chassis-only version, so that outfitters have the freedom to take 

advantage of the electric motor. The new synchronous electric 

motor installed at the rear of the vehicle offers high efficiency 

and constant power delivery (140 kW maximum power, 400 

Nm maximum torque). Power consumption can be optimized 

with the drive mode selector switch, which allows maximum 

power to be extracted or minimized. In addition, the eDaily 

offers three regeneration modes, including One-Pedal Drive 

mode for smooth driving, and converts kinetic energy from 

braking into electricity to reduce energy consumption and 

brake pad wear. The Iveco Bus electric minibus is equipped with 

three battery packs of 37 kWh each, with a total capacity of 111 

kWh. The 37-kWh battery pack, supplied by FPT, features cells 

with unique lithium-ion technology and offers incredible energy 

density (265 Wh/kg at cell level), 95% usable energy (best in 

class) and low battery weight (270 kg). It can be recharged at 

public columns, industrial and household outlets. 

Electric motors and e-axles, for the Folgore, the vanguard 

of electrified super-cars. Left, Andrea Cugnini, Head of the 

ePowertrain Business Line at FPT Industrial. 

sentially, the systems are currently 

engineering comparable. Certain 

components are stressed on a heavy 

vehicle, for example to guarantee a 

specific annual mileage, or starting 

off with a towed 44 tonnes. In short, 

a few extra pounds for a cast iron 

housing is certainly of much less 

interest. On a car like the Maserati 

Folgore, other types of components 

are stressed and other performances 

are required. Of course, we have 

examined two extremes which have 

in common, among other things, the 

end of line for testing the same components; 

moreover, that the electric 

motor works, the inverter supplies 

the right signals and the NVH 

(Noise vibration harshness) falls 

within certain parameters.” 

In order to clarify the concept of 

“end of line”, we must venture into 

process engineering. “We developed 

these projects, together with 

Maserati, starting from scratch. 

In addition to contributing to the 

design, we dedicated ourselves to 

industrialization, setting up two 

production lines, one for each axle. 

The lines are highly automated and 

controlled at each station, in order 

to guarantee the highest quality 

levels. The line of work follows our 

standards. A very important thing, 

which has a very high specific value 

in the manufacturing process, is 

what we call ‘end of line test’. A cell 

at the end of the line controls all 

the axles, 100%, both for the mechanical 

part, in all the basic functions, 

and for noise level. Each axle 

is tested at all revs to check that the 

noise level is within the customer’s 

parameters. It is one of the aspects 

that needs to be taken care of the 

most. Every slightest anomaly determines 

non-compliance. Even the 

term ‘control’ seems reductive to 

me, since it is a very sophisticated 

workstation, expressly developed 

to meet the requirements of Maserati.” 

In conclusion, Mr Cugnini opens to 

the replication of similar partnerships. 

“For us, this is an opportunity 

for growth, given the super-stringent 

parameters we have faced. 

Cosmetic defects are not allowed 

either. For us, from an engineering 

point of view, there are no longer 

any limits to making high-quality 

products, after a challenging experience 

like the one with Maserati.” 

13

ONROAD 

H2 FOR LUXURY CARS? 

ZERO EMISSIONS 

AND 

COOL 

Combined with hydrogen, the 

ICE turns out to be a prospective 

agent of the much-praised 

energy transition. It even ended 

up under the lens of Milan Polytechnic 

(aka, Politecnico di Milano) 

University’s Energy Division. Its technologically 

neutral incarnations have 

been devised by Davide Bonalumi 

and Gianluca D’Errico. It all starts 

with the “life cycle assessment” as 

the core notion, applied to two vehicle 

classes – “city car” and “compact 

executive car”. The picture that stems 

out is similar to that of industrial applications: 

electrification is an unavoidable 

tool for decarbonization, but 

its benefits can be appreciated mostly 

with low power batteries. On the contrary, 

hydrogen is a viable option for 

large cars. The contribution of e-fuels, 

The Milan Polytechnic 

explored the potential 

of hydrogen in 

internal combustion 

engines, with a view 

to technological 

neutrality. The Energy 

Department invited 

some special guests, 

such as Ferrari and 

Lamborghini. With 

them, Mazda Europe, 

FPT Industrial, Punch 

Torino and NGV 

Powertrain 

instead, depends on the CO 2 

neutral 

prerequisite. To get an optimal wellto-tank 

balance, setting up a European 

supply chain becomes absolutely strategic. 

The knots to untangle include, 

no doubt, storage, low energy density 

compared to hydrocarbons, the disadvantages 

in terms of volume capacity, 

and the complexities of turbocharging. 

Hydrogen has shown resistance to 

detonation. This is the real emergency 

in ICEs, direct injection systems 

to be handled with low lubrication 

and viscosity. From chamber outlet to 

inlet: turbocharging, too, must react 

adequately to the requirements of the 

fuel. The loss of heat from the walls, 

due to the higher combustion potential, 

is a significant challenge for the 

turbocharging system. The patents of 

the last three years are focused on in- 

14

#POLITECNICOMILANO #HYDROGEN #ICE #FERRARI #LAMBORGHINI 

with a constantly lower exhaust gas 

enthalpy. 

It’s up to Stefano Campanari to draw 

a conclusion. Hydrogen allows for 

large scale energy storage, it can be 

transported via cylinder wagons or 

pipeline, including by reconverting 

natural gas pipes. A single conduit 

with a 1 to 1.2 metres can carry almost 

as much energy as 6 to 8 huge high 

voltage power lines (of = 3 GW each). 

The sector that draws most attention 

is that of freight transport, that benefits 

from a small payload reduction 

compared to battery powered vehicles, 

a minimum impact in terms of 

infrastructure and no such problems as 

charging times. FCEVs for trucks can 

compete with BEVs in terms of cost 

from 100 km onward. Refuelling is 

15 times faster than with “fast chargcreasing 

exhaust gas temperature so as 

to improve turbo efficiency. 

You also need to choose carefully 

which material to use for valves and 

valve seats, given that hydrogen is no 

good match for lubrication. Consequently, 

one must keep an eye on pistons 

and piston rings, with a view to 

preventing corrosion, and to crankcase 

ventilation (the study carried out by the 

Politecnico posits the incorporation of 

a check valve for backfire protection). 

An example that was mentioned is that 

of AVL. They developed a concept 

commercial vehicle which converts a 

13 L from gas to hydrogen. They covered 

the entire engine fuel map with a 

progressively leaner fuel mix as load 

gets lower, reaching the required power 

density (an MEP of 24 bar) with 

NOx levels close to null and a 43% 

efficiency rate. In general, it’s possible 

to get a faster combustion because 

hydrogen has a faster laminar burning 

velocity compared to gasoline, with 

a foreseeable benefit in thermal efficiency 

due to the greater proximity to 

the cycle, at an ideal constant volume. 

One must not underestimate, though, 

the higher mechanical stress and losses 

due to friction. Braking efficiency 

basically reaches its top at a value 

of di λ=2.5, with a constant MFB50 

of 8° CA ATDC. Up to this air ratio, 

the benefits stemming from a reduction 

in losses from the walls and the 

improvement of calorific value will 

prevail. Because of the low exhaust 

gas temperature and hydrogen’s very 

quick and poor combustion, the turbocharging 

unit has to meet an increasing 

demand for turbocharging pressure 

15

ONROAD 

ing” and it has a low impact in terms 

of recharge/refuelling infrastructure. 

“Interconnection is the watchword, 

so you better not trust one-sided solutions” 

Campanari warns. 

Let’s get started with the round table. 

The common denominator is the holistic 

approach, e-fuel transportability, 

and the belief that ICEs are part of the 

solution, not of the problem. In these 

pages, we put two unusual players side 

by side – Ferrari and Lamborghini. 

Massimo Medda is the powertrain 

innovation manager of the prancing 

horse brand. 

“We can’t but be in favour of synthetic 

or biofuels. They’re also interesting 

from the standpoint of LCA, since a 

Ferrari will never grind out 250.000 

km like a truck. Based on an elementary 

calculation, if we consider our 

V12 – those with the highest CO 2 

per 

kilometer – an e-fuel would allow us 

to emit just a few tons of CO 2 

along 

the entire vehicle life. A 100/120 kWh 

battery would cause much more than 

that. Hydrogen? We’re studying it, to 

us it is the only fuel that allows to meet 

the ‘zero CO 2 

tank to wheel’ parameters 

set by lawmakers. Sure, onboard 

storage is far more problematic, given 

that the tank is 7 to 8 times bigger. It’s 

challenging, for cars reaching specific 

power from 180 to 200 kW/l. Ferrari’s 

CEO, Benedetto Vigna, said that 

in 2030 40% will be electric and 60% 

will still be based on combustion engines, 

(40% hybrid, 20% gasoline).” 

Angelo Camerini is the head of engine 

design and development, at Lamborghini 

Automobili and he echoes 

the statements of the chief competitor 

of the golden bull brand. “People buy 

a Lamborghini for the emotions they 

stir and for their engines. We do, therefore, 

work in a sector where internal 

combustion engines play a significant 

role. This sector is going to be partially 

electrified and partially will retain 

the ICEs. The choice should be made 

by the buyer.” 

Let’s go back to the well-known players 

of the off-road sector, both stationary 

and maritime. Andrea Gerini 

is in charge of “open innovation” at 

FPT Industrial. “In the share of CO 2 

released by heavy transport we must 

include the share generated by long 

haulage trucks with an equivalent 

consumption of 30 l/hour. We’re very 

interested in hydrogen, including for 

applications involving ICEs. If we take 

a look at the off-road, we were among 

16

#FPTINDUSTRIAL #NGVPOWERTRAIN #PUNCH 

the first to find an alternative to pure 

electrification, exactly because certain 

usage conditions, such as those of 

working site equipment, can hardly be 

reconciled with certain needs”. Gerini 

makes the example of the disposal of 

50% of energy through the fuel cell’s 

cooling system. A point that coincides 

with what we heard in England, when 

JCB’s engineering department highlighted 

the limitations of their own 

fuel cell excavator. Even according to 

the most optimistic forecasts, in 2050 

15% of hydrogen will be absorbed 

by the transport sector. “HVO is welcome, 

and so is biomethane, which is 

even said to have a capturing effect.” 

To complete the picture, we’ll quote 

BloombergNEF, whose analysts show 

that to meet the 24% of the energy demand 

in 2050, hydrogen production 

will need a massive increase of energy 

from renewable sources: about 31.320 

TWh of electricity will be required to 

supply the electrolyzers in charge of 

hydrogen production. 

Clino D’Epiro reiterated NGV Powertrain’s 

commitment. “We’re developing 

a high-powered hydrogen engine. 

The methane/biomethane engine 

is already type-approved, the ethanol 

version is being tested and in a second 

stage we’ll also develop it for methanol. 

We’re also developing a hydrogen 

version, with the support of FEV 

France and Landi Renzo as component 

supplier. Sure, now that we’ve heard 

Ferrari, Lamborghini and Punch talk 

about their specific power, I must say 

ours are less impressive, well actually 

we’re right at the other end of the 

range. Our targets are 25 kW/lt and 

170 Nm/lt. In the end we’ll have a full 

range of engines for all alternative 

fuels. We started with the goal to get 

cross-cutting technical solutions, such 

as spark plug ignition, stoichiometric 

combustion and three-way catalysts at 

the exhaust, but we won’t reach it with 

hydrogen. The hydrogen version will 

feature lean burn combustion and SCR 

at the exhaust. Working on industrial 

vehicles, we’re currently not touched 

by European regulations. We do regret, 

though, that the political decision made 

has established the technology, not simply 

the objectives. It is my opinion that 

the closure towards biofuels has to do 

with the European Commission’s sense 

of guilt, right when they’re no longer in 

competition with people’s food needs. 

Indeed, they can all be derived from 

vegetable and/or licestock waste.” 

17

DEFENCE 

SEAFUTURE 

BORN 

TO BE 

ALIVE 

SeaFuture is aimed 

at blue economy 

and technological 

innovation, with 

two connotations: 

nautical and defence 

applications. 

A universe which 

condenses resources 

and specific needs 

that are often the 

prelude of application 

on commercial fleets 

and, sometimes, 

also for pleasure 

boats 

SeaFuture, La Spezia, Italy, at 

the naval base (where else?). 

The convention is aimed at blue 

economy and technological innovation, 

with two dominant connotations: 

nautical and defence applications. 

A universe rarely explored by 

POWERTRAIN International, which 

however condenses resources and specific 

needs that are often the prelude of 

application on commercial fleets and, 

sometimes, also for pleasure boats. In 

the next issue we will briefly tell you 

what emerged from the seminar on 

nautical fuels in the nautical sector, organized 

by Atena. 

Representing FPT Industrial was the 

dealer NavalMotor Botti. The S30 is 

familiar in these latitudes. The presence 

of FPT is justified both by the 

latent potential of this application environment 

and by the fully disclosed 

potential. They made the example of 

the Effebi shipyard, with the Petrucci 

patrol boat, a 44-meter built following 

the tender co-financed by the 

EU within the Internal Security Fund 

(known to most as Frontex). In this 

case, NavalMotorBotti supplied the 

inboard/outboard drive for propulsion, 

the S30 coupled to the Mercury pod. It 

is the first edition and they aim above 

all at support means, for example the 

dinghy on a patrol boat. Speaking of 

hybrid technology, we were told at the 

stand that “FPT Industrial is committed 

to this solution with Vulkan, and 

the defence scenario could also be an 

application opportunity”. 

We approach the Volvo Penta stand, 

where Andrea Piccione, Head of 

Sales, is waiting for us. We ask him 

18

#SEAFUTURE #MADEX #VOLVOPENTA 

MADEX KOREA 

At the same time as SeaFuture, MADEX took place on the other side 

of the globe. From June 7 th to 9 th , technology for the navy took the 

stage in Busan: 110 exhibitors from 7 countries, 11,130 trade visitors 

and 1,880 military attendees. Even in that scenario, the Fincantieri 

Group played their ace, Isotta Fraschini Motori, as well as Next Tech. 

Hyundai, which played at home, could not be missing. Also present 

were GE and Rolls-Royce. 

too why they are here. “Because we 

have just launched the IPS 40 and 

we will start with a series of product 

launch activities,” he comments. “We 

want to inform the market adequately, 

because this product is so innovative 

that it requires specific explanations 

(find more information in this issue, 

ed.). This is not the usual propulsive 

line, but an evident evolution from a 

mechanical point of view. It is a pod 

with two engines, which can be activated 

in diesel, diesel-electric and 

‘full electric’ modes, with an on-board 

power management system that is truly 

innovative. Our system solicits the 

right number of engines in the right 

way to deliver the power required at 

that moment. Instead of running two, 

or four engines, it adjusts exactly to 

the energy consumption.” 

Therefore, may I say that the principle 

resembles that of certain CHP 

plants? 

“Exactly, and this approach gives a 

number of advantages. First of all, it 

allows the engines to run at their point 

of best specific consumption and to 

optimize engine maintenance hours, 

because they are used only when necessary. 

Redundancy leads to additional 

on-board safety and comfort, 

as large diesel engines are replaced 

with 13-liter units. We strongly believe 

in the presence at SeaFuture, 

where we have always invested since 

the first edition because it is an important 

showcase towards the commercial 

and military world. This year we are 

also present with Humphree, a specialist 

in hydrodynamic accessories 

for boat trim control, also from Goth- 

enburg (the acquisition dates back to 

2016. Since then, Humphree has been 

captained by Hannes Norrgren, until 

November 1 st 2022, when he replaced 

Giorgio Paris as head of BU Industrial, 

ed.), because we believe that integration 

has a significant value in the 

military sector too.” 

And which applications will the IPS 

40 address? 

“It will address a target from 24 meters 

up to 500 gross tons, both displacement 

and planing hulls, therefore 

applicable to speeds ranging 

from 12 to 40 knots. This target can 

be reached, among other things, due 

to the much larger diameter of the 

propellers and the suitably revised reduction 

ratio, which opens the doors 

to a segment where we have never 

been present – displacement boats. 

19

DEFENCE 

#ISOTTAFRASCHINI #METHYDOR #DIESEL #FUELCELL 

METHYDOR FOR THE METAL HYBRID 

MetHydor has been operating in the hydrogen sector 

since 2021 with the mission of exploring “metal hybrid” 

technology for storing large quantities of hydrogen at low 

pressure and room temperatures. We are speaking of 

solid-state storage systems, which can be easily coupled 

to fuel cell electrolysers: hydrogen is stored at a maximum 

pressure of 30 bar. What is solid-state storage? Metals 

capable of absorbing hydrogen are used, forming a 

chemical compound called metal hydride. It is a reversible 

compound, when it absorbs hydrogen, hydride is formed, 

otherwise it breaks down into metal and gaseous hydrogen, 

thus allowing it to operate at low pressures. As regards 

applications, they have equipped a hybrid, diesel-electric 

boat, and another yacht that uses hydrogen for hotel 

services. They are two cabin cruisers, one about 50-m long, 

the other about 12 meters. The system tends to also be 

applied to propulsion, because the combustion pressures 

are low. The analysis must be accurate in terms of flow 

to correctly size the storage. The natural application is 

the stationary one, due to the high weight. They have 

received a strong interest from the nautical sector 

precisely because this weight replaces the ballast. 

Basically, the great advantages of IPS 

have so far been expressed on planing 

boats from 18 knots upwards. Our 

presence is aimed at making contacts 

with shipyards that build ships for the 

Navy, to which we can supply generator 

sets. Let’s not forget that Volvo 

manufactures both fixed and variable 

speed units. IPS 40 can be considered 

on military vessels up to 50 meters in 

length.” 

Let’s move to the Fincantieri stand. 

In this setting, Isotta Fraschini Motori 

feels perfectly at ease. Giovanni 

Bruni, COO of the Italian company, 

member of Fincantieri Group. confirms 

this. “Here, at SeaFuture, the 

presence of Isotta Fraschini on the 

Fincantieri stand confirms that the 

partnership with our parent company 

in the military sector is more solid 

than ever and we intend to develop it 

further. We have completed the supply 

of generator sets for the 4 ‘Multipurpose 

Offshore Patrol Vessel’ and 

the last 2 FREMMs, which stands for 

‘European multi-purpose frigate’, on 

our agenda. The projects under development 

will benefit from the new 

engine, currently in the validation 

phase, which will go into production 

in 2026. It is totally new, with a bore of 

180mm, which allows the range to be 

extended from the current 2.1 MW of 

electrical power to over 4 MW. In the 

military sector, this unit will guide the 

needs of the ships of the future, whose 

electricity balance has settled around 

3 MW and is expected to rise further. 

This is required by the advanced sensors 

and also the platform part, due to 

the electric fraction, which is increasingly 

present on board the ship. It was 

initially designed for diesel power but 

its ‘green’ evolution is being defined in 

order to make it run on hydrogen. This 

passage is a starting point and the most 

important challenge among those that 

await us. In the intermediate phase, 

we consider alternative fuels such as 

methanol and HVO. Right now, Isotta 

Fraschini supplies the defence sector 

with engines capable of reducing 

emissions thanks to HVO, which emits 

CO 2 

in a closed cycle. In the medium 

term we are considering methanol, 

ensuring the same performance. With 

methanol, the cold part of the engine 

remains unchanged, while the top part 

needs to be redesigned. Therefore, we 

are considering bi-fuel solutions, with 

diesel for ignition priming and methanol 

as fuel for propulsion”. 

20

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MARINE 

VENICE BOAT SHOW 

SUSTAINABILITY 

IN THE 

LAGOON 

The fourth edition 

of the Venetian 

exhibition took 

place in June in 

the magnificent 

setting of the 

Arsenal. Between 

dream boats and 

sustainable hulls, 

the event was a 

great success with 

the public. The most 

topical issues were 

in the spotlight: 

sustainability and 

ecological transition 

Over 30,000 visitors crowded the 

Arsenal during the fourth edition 

of the Venice Boat Show. 

What was once the largest shipbuilding 

factory in the world hosted the 

international nautical giants and hopes 

to establish itself as a point of reference 

for sailing enthusiasts. Also this year 

the event was organized according to a 

sustainable event management system. 

The mayor of Venice Luigi Brugnaro 

declared: “The Boat Show was also 

the scene of the first conference of the 

Venice World Capital of Sustainability 

Foundation, confirming our attention to 

this key issue for our future and above 

all for our young people.” In the engine 

sector, the foreign presence is obviously 

more consistent with exhibitors arriving 

from Turkey, such as Sirena Yacht, 

which showed the Sirena 58; from Brittany, 

the area of France with a high rate 

of shipyards, came the Fountaine Pajot 

67. In addition, Sunseeker arrived from 

England with four boats, including the 

Superhawk 55 and the Manhattan 65. 

Perhaps the most representative of foreign 

interest was the Greek shipyard 

Omikron, which presented its novelty 

launched in Athens a few weeks before 

the event and arrived at the Arsenal sailing. 

During the show, pleasure boating 

had the opportunity to reflect on the environmental 

and energy future: for example, 

during the conference on ecological 

transition organized by Venice Assonautica. 

Among the numerous speeches, 

Roberto Neglia, head of Institutional 

Relations of Confindustria Nautica, said: 

“The Italian pleasure boating industry 

is investing in the ecological transition, 

even without the constraints envisaged 

22

#ASLABRUNA #FPTINDUSTRIAL #BIMOTOR 

for the automotive sector, confirming its 

vision and world leadership. However, 

regulatory simplification is essential to 

accompany this path realistically, both in 

terms of technical regulations and port 

infrastructures. Who can invest if there 

are no certain rules?”. 

This year, the Venice Boat Show also 

saw an increase in the presence of electric 

boats, demonstrating that the lagoon 

city is increasingly attentive to alternative 

propulsion. Among the various 

boats on display, there was Repower’s, 

which interprets the Venetian tradition 

of motorboats in a modern key: they 

brought to the show the new model of 

full-electric boat under construction at 

a Venetian shipyard. Not only boats, but 

also solutions for electric boating with 

instruments that often are the normal 

continuation of this technology on land. 

From Scandinavia comes a beautiful 

electric motorboat that can accompany 

families in their coastal sailings: it is the 

X Shore 1, six meters and a half with 50 

miles of operating time and maximum 

speed up to 30 knots. A concrete interpretation 

of the electric world created by 

the Swedish start-up of the same name 

thanks to crowdfunding, demonstrating 

the interest raised by electric boating. 

Futura by AS Labruna, which was already 

on display on other occasions and 

recently at the Electric Boat Show in Milan, 

is docked at one of the three piers of 

the Arsenal. With its two 11.5 kWh E-Vision 

X-20 motors, with a 48V immersed 

motor, equipped with 5 kWh lithium batteries 

(expandable to 14 kWh), and two 

1 kW hydrogen cells, it is AS Labruna’s 

flagship product and has about ten hours 

of operating time. The real novelty de- 

signed for Venice is instead the powerpack, 

a box the size of a 20 hp thermal 

engine, which contains a 10 kW electric 

unit, two batteries, for a total of 5 kWh, 

and 11 DC-DC converters for recharging 

the service batteries, as well as a water 

cooling system. It does not need electrical 

connections. “We are pursuing the 

goal of ecological transition,” says Massimo 

Labruna, the company’s CEO, 

“with two main directives: technological 

neutrality and reduced environmental 

impact over the entire useful life of the 

product, not just during its use. Environmental 

protection is a must for us, even a 

goal to be pursued at a corporate level.” 

Strolling through the stands in piazzale 

della Campanella, where motor manufacturers 

are gathered, we meet Bimotor. 

“Compared to previous years,” 

explains Rinaldo Marengo, Sales & 

23

MARINE 

Purchasing General Manager, “the Bimotor 

stand in Venice represents our 

two souls in the marine world, the more 

traditional one for which we are known, 

namely Fpt Industrial with the three engines 

from the Stage V range, and then 

the Raywin range that we presented a 

few years ago in Genoa. This time we 

are exhibiting the entire range both for 

propulsion engines and for auxiliary engines. 

Unlike other companies, we continue 

to offer diesel engines and have 

not yet exhibited any hybrid solutions, 

even though we are actually working on 

a project with an Fpt engine and hybrid 

transmission. In this edition of the Venice 

Show, we aim to present ourselves as 

service providers, from telematics to after-sales 

services, engine and exchanger 

overhauls. We are also working, in view 

of the Genoa Boat Show, to become full- 

fledged distributors of Rina-approved 

complete on-board generator sets, with 

the possibility of providing further service 

to the customer by carrying out 

Rina tests in house”. 

Jacopo Fusaro, Engines sales at Bimotor, 

adds some details on the importance 

of Bimotor’s presence in Venice: “Actv, 

the local public transport company in 

Venice, has embarked on a path of ecological 

conversion and we are supporting 

them on several fronts: between this 

year and next year 12 new water buses 

will be built and they will have on board 

the Fpt C170 engines that we will supply 

with clean, Stage V diesel fuel, and 

they will be on service immediately. A 

re-engining program is also underway 

to install hybrid propulsion on other water 

buses. This hybrid will work with a 

generator that will use the Stage V N67 

170 diesel engine and the electricity produced 

will run the electric motor, therefore 

powered by a diesel engine and 

batteries. This type of solution is not an 

‘exercise in style’ but will then be made 

scalable. The tender is for 5 boats that 

will go on the scheduled public service. 

Tests in the lagoon should begin by the 

end of the year. As standard, Actv does 

a whole series of tests before putting a 

boat on service, so the first boat will be 

followed by another four. A tender has 

already been assigned for the construction 

of two other new boats, two larger 

water buses, with the same type of propulsion. 

Having more compact engines 

allows for the same performance by 

combining the torque of the electric motor 

with the battery pack which allows 

you to cover power peaks, especially 

necessary to stop the water bus.” 

24

COME VISIT US AT GENOA BOAT SHOW 21-26 SEPTEMBER 

AND AT METS AMSTERDAM 15-17 NOVEMBER 2023

MARINE 

BIMOTOR 

WHAT IF STAGE V 

WAS THE 

ANSWER? 

Venice, squeezed in the grip of 

depopulation, high tide floodings 

and pollution. It would 

be the perfect candidate for 

electrification, if it wasn’t for the local 

issues linked to navigation and the 

installation of charging stations. Yet 

there seems to be a way, and they know 

which at Bimotor. A solution that may 

sound like heresy but is real: Stage V. 

Bimotor’s CEO Filippo Brunero told 

us about the comparison test between 

a Stage V small freight transport boat, 

known as mototopo (literally “motormouse”) 

and a non-emissionized one. 

“Could someone please explain to 

me how a steamer could work some 

14 hours a day in full electric mode? 

We crunched the numbers and with 

these working conditions it would just 

carry batteries around, not people. So 

Bimotor tested 

two FPT Industrial 

engines in Venice 

with PEMS, one 

Stage V, the other 

non-compliant. Stage 

V engine significantly 

cut emissions. 

“Nobody here is 

against electrification, 

but what can you do 

then? Should you 

double the fleet and 

halve navigation 

times to electrify all 

the boats?” 

why not show that diesel can still give 

its contribution in such a complex 

environment? With this in mind, on 

the 3 rd of June at a conference on the 

ecological transition we transcribed 

an hour of steamboat operation into 

3600 Excel lines – such is the amount 

of the parameters we measured. While 

navigating, we found out the two water 

bus lines we selected from Venice’s 

public transport company ACTV had 

different profiles. A steamboat’s mean 

absorption on its daily mission is 50 

kW, which equals to 220 kg of diesel 

stored aboard or to 800 kWh. We believe 

Stage V is the ideal recipe. In 

July 2021 we undertook a comparative 

test between the emissions of 

two ‘motormouse’ boats with exactly 

the same weight and displacement, 

equally powerful engines and dif- 

26

#STAGEV #BIMOTOR #FPTINDUSTRIAL #VENICE 

Filippo Brunero, CEO, Bimotor: “Emissions released into the 

atmosphere from when charging is completed to when you stop using 

the boat are one thing. The well-to-wheel perspective is another: 

it changes the picture completely.” 

Rinaldo Marengo, Sales & Purchasing General Manager, Bimotor: 

“In Northern Europe they have invested in alternative energies, 

including wind farms. Under these conditions, electrification would 

make sense for some applications, particularly if you only have 

to operate in Amsterdam.” 

Jacopo Fusaro, Engines Sales, Bimotor: “Charging infrastructure 

will be complicated to implement due to a variety of factors, the most 

obvious being the tide.” 

ferent emission standards. The one 

named Claudia was equipped with a 

non-emissionized NEF 6.7 150, 110 

kW, very commonly used in the Lagoon 

due to its reliability. The one known as 

‘El Nonno Kille’ had, instead, a 125 

kW Stage V FPT N40. We installed a 

PEMS – a portable emission measurement 

unit – and we took a nice tour of 

the Lagoon. From Marghera, alongside 

the Ponte della Libertà, cruising 

in the Canal Grande in an eerie 

silence, traveling at the lowest speed, 

down to the Giudecca Isle. That same 

day the Finance Ministers and Central 

Bank Governors gathered there 

for the G20. Same speed, same traffic 

conditions, we took the Stage V in 

the morning and the non-emissionized 

6 cylinder in the afternoon. Leaving 

aside PM10 that can’t quite obviously 

be isolated under these conditions, we 

realized that HC and CO emissions 

were significantly lower. On average, 

with same rating and mission cycle, 

the N40-170 had halved the levels of 

nitrous oxides, carbon monoxide and 

unburnt hydrocarbons. We noticed we 

could even curb CO emissions further: 

the engine needed more air as 

the engine compartment is too tight. 

Once we opened the hood, indeed, 

carbon monoxide emissions plummeted. 

Stage V is a must also with hybrid 

solutions.” 

What other arguments could you 

provide against politically driven 

decision-making? 

“We took Venice as our context, since 

we have a partnership there with Vulkan 

to hybridize steamers. We provide 

the ICE, which is not used to drive the 

propeller but to keep batteries within 

a given range so as to maximize their 

useful life. We have downsized engines 

– from 8.7 to 6. 7 liters, Stage V, 

which is not a ‘low cost’ application. 

This is a sustainable answer to the 

needs of workboats. Series hybrids 

requires a lot of power electronics. In 

our cycle the mototopo’s absorption is 

around 10-15 kW outside the Canal 

Grande. If used for 5 hours a day and 

leaving performance aside, we’ll need 

65 kW/h of installed power onboard, 

which means 80 thousand euros worth 

of batteries. And we did not even mention 

charging time yet. What could we 

say to the Mayor of Amsterdam other 

than his city does not live on waters, 

unlike Venice? On the Lagoon, public 

services and private transportation 

depend on boats.” 

27

MARINE 

BAUDOUIN 

SYNERGIES 

AND 

SERVICE 

We are so used to recently 

associating Moteurs 

Baudouin’s name with 

the power generation that 

we risk overlooking the fact that 

the French tricolour historically 

flies in the engine rooms of fishing 

boats and even pleasure boats. The 

relationship with Ferretti Group certainly 

helps too. Both companies 

are under the Weichai canopy. The 

new 6F21 and 12M26, which was 

spotted at both the Hamburg SMM 

and Cannes nine years ago, is testimony 

to the Weichai Group’s drive 

to breathe new life into Baudouin’s 

marine series. Sebastien Peyron, 

Vice President of engineering & 

strategy, deepens this insight. “With 

the M26.3 we can answer to fishing, 

passenger, OSV, wind farm and even 

Baudouin has not 

forgotten its ancient 

maritime vocation 

and proudly presents 

itself to the nautical 

environment with 

the M26 series. 

We collected the 

impressions of CEO 

Fabrizio Mozzi, 

Sebastien Peyron, 

Vice President 

of engineering & 

strategy, and Mehdi 

Kebaili, Sales director 

for marine products 

military applications. It goes from 

883 kW, up to 1214 kW. It’s also 

an engine that has been designed 

for marine application. We are not 

marinizing engines! It’s a 16-liter 

engine (BxS 150x150 mm, ed.) with 

an easy maintenance. All the filters 

are on the front. We developed what 

we call the fourth step redundancy 

that means whatever will happen, 

you will still always be able to 

maneuver the boat back to the harbor. 

Whatever happens on the wiring 

the sense of the monitoring system, 

the engine control unit, the slot, 

everything is redundant and this is 

also something that we are proposing 

to our customer. Today is on the 

state of the art regarding emissions 

because this engine can be proposed 

IMO III, EPA 4 compliant and Stage 

28

#BAUDOUIN #COMMERCIAL #PLEASURE 

Fabrizio Mozzi (left), Sebastien Peyron (middle right). 

Sebastien Peyron, Vice President of engineering and strategy at 

Baudouin: “Baudouin will offer a complete range of new heavy duty 

engines with the characteristic that our customer are asking for their 

applications: high torque, fuel economy, emission compliance.” 

V for the inland waters. The 6F21 is 

the first step of a kind of new era for 

marine Baudouin, where we were 

going to approach new applications. 

The 13-liter engine (BxS 127x165 

mm, ed.) power range goes from 

600 kW up to 735 kW. Compared to 

the competitors we didn’t marinize 

truck engines, we have designed 

this engine from scratch for marine 

purpose. In order to reach this 

power density, Baudouin uses advanced 

components such as a very 

high-pressure injection system, a 

double stage turbocharger, etc.” 

Fabrizio Mozzi, CEO of Moteurs 

Baudouin, stated about the service. 

“We have over 350 points of service 

around the world where members are 

trained as part of our distribution, or 

service partner program. We have several 

training schools around the world 

at the moment: one it’s in Singapore, 

one in France, one in Dubai and we 

are working on opening one in the 

United States. We also do yearly audits 

with our service points and distributors 

to ensure that they are skilled, qualified, 

that they have access to tools and 

spare parts and so on. Of course, the 

knowledge of the service partners is 

not the same everywhere in the world, 

especially because certain markets, 

they have a natural preference for engines 

of a certain type. We service our 

products for a very long period of time. 

As a matter of fact, we’re still able to 

supply spare parts for engines that are 

running since 40 or 50 years ago. They 

are ususally serviced in military vessels.” 

Mehdi Kebaili, Sales Director for 

marine products, quotes a couple of 

examples. For the passenger vessels, 

Baudouin is working with a company 

called Hornblower, which is 

probably one of the largest passenger 

vessel operators in the world. They 

have operation in the US, Australia, 

UK, Brazil and many places around 

the world. They also power the boats 

carrying tourists around the Statue 

of Liberty and Ellis Island. The 

references also include Penguin, 

in Singapore, designer and builder 

of aluminum high-speed craft, and 

Grandweld, one of the largest shipyards 

in the Middle East. They have 

multiple repeat orders with them with 

the 12M33. This shipyard is based 

in Dubai and is specialized in crewboats, 

pilots, OSV, harbour & terminal 

tugs, ferries and shadow yachts. 

29

INTERVIEW 

RECREATIONAL 

VOLVO PENTA IPS 

OVER 

THE 

TOP 

It was the year 2005 and, almost 

under the radar, Volvo Penta introduced 

the IPS (Inboard Performance 

System). The idea is 

as conceptually simple as it is brilliant. 

And it is destined to play the 

privileged role of the game changer: 

36,000 units have been delivered. 

The IPS is an integrated propulsion 

system comprising the diesel engine, 

pod, gear functions and propellers. 

The motion is conveyed with a double 

U-shaped bevel gear instead of 

a Z-shaped one. The propellers thus 

work in traction instead of thrust. It 

has come a long way since then, to 

this day. The last IPS drive generation 

is scheduled for series production 

in 2025. It incorporates two Volvo 

Penta D13 engines, up to 1000 hp, 

paired with a compact after-treatment 

“This new Volvo Penta 

IPS platform has the 

same performance 

traits that have 

delivered a premium 

solution for countless 

vessels and now it will 

provide a smoother 

on-water experience 

for the professional 

and superyacht 

segments,” says Johan 

Inden, President of 

Volvo Penta’s marine 

business 

system to ensure compliance with 

IMO III; EPA Tier 4 Final and Stage 

V (integrated package with SCR 

system). One of the key features of 

the Volvo Penta IPS drive is its versatile 

platform, which is already set 

to accommodate a variety of power 

sources. This means that in addition 

to the ICEs running on renewable 

fuels, the platform can also support 

fully electric or hybrid solutions. The 

dual power input design of the Volvo 

Penta IPS professional platform 

offers modularity and flexibility. 

Depending on the size and requirements 

of the vessel, the platform can 

be installed as a twin, triple, or quad 

configuration. This means that each 

vessel equipped with the Volvo Penta 

IPS professional platform can have 

anywhere from 4 to 8 power sources, 

30

#FPTINDUSTRIAL #RECREATIONAL #VOLVOPENTA #COMMERCIAL #IPS#USA #BENETEAU #CHINA 

VOLVO & BENETEAU TEST HYBRID 

Volvo Penta and Groupe Beneteau have joined forces to 

understand how the hybrid is perceived. To answer this 

question, they organized an event at the Volvo Penta 

Krossholmen Test Facility in Gothenburg, Sweden, and 

included boating media, dealers and customers. A 72% 

indication of a high likelihood of choosing a hybrid-electric 

system for their next boat purchase among attendees 

after testing the vessel shows the appeal of hybrid-electric 

technology in the marine industry. The plug-in parallel hybrid 

features two Volvo Penta D4-320 engines alongside two 60 

kW electric motors. It has a top speed of 35 knots and the 

ability to cruise up to 10 knots on electric power alone. 

depending on the chosen configuration. 

This setup allows for increased 

redundancy, improved maneuverability, 

and optimized power distribution, 

enhancing the overall performance of 

the vessel. This platform marks an 

upgrade in target application from 

the 2005 release. It is suitable for 

both superyachts and professional 

boats, from 25 to 55 metres and 

more, with a maximum speed of 12- 

40 knots. It is expected to deliver up 

to 30% savings in fuel consumption 

and emissions compared to a traditional 

inboard shaft installation. The 

Volvo Penta IPS drive incorporates 

an efficiency-driven feature that allows 

for automatic start and stop of 

individual engines based on the power 

required for each specific situation. 

This feature is designed to optimize 

fuel consumption and engine running 

hours. By automatically starting 

and stopping engines as needed, 

the system can efficiently match the 

power demand of the vessel at any 

given moment. This ensures that the 

engines are running at their optimal 

load, reducing fuel consumption and 

minimizing wasteful energy usage. 

Moreover, the automatic start-stop 

functionality helps extend service and 

maintenance intervals for the engines. 

Since the engines are only running 

when necessary, their overall running 

hours are reduced. This translates into 

longer intervals between scheduled 

maintenance and servicing, resulting 

in lower maintenance costs and less 

downtime for the vessel. In addition 

to the efficiency-driven feature mentioned 

earlier, the Volvo Penta IPS 

40 drive offers several other notable 

features to enhance performance and 

maneuverability. 

One of these features is the introduction 

of a new counter-rotating 

propeller series in bronze, known as 

the R2-R14 series. Counter-rotating 

propellers work in tandem, spinning 

in opposite directions to improve 

propulsion efficiency and maneuverability. 

Another significant feature is 

its steering capability. The system is 

equipped with dual electrical steering 

motors, allowing for a steering 

angle of +/- 40°. This wide steering 

angle provides exceptional maneuverability, 

making it easier for vessel 

operators to navigate tight spaces, 

perform precise maneuvers, and 

dock the vessel with greater control 

and confidence. 

31

ALTERNATIVE FUELS 

NGV POWERTRAIN 

ICE 

MEANS 

ALTERNATIVE 

Clino D’Epiro tells us about 

NGV Powertrain’s vision on 

decarbonisation in the marine 

sector, which enhances the role 

of alternative fuels. “NGV Powertrain 

is on the European market with a Euro 

6 Step E - Stage V approved engine 

for biomethane. We have a bioethanol 

engine (a biofuel) in the development 

cell; the engine will also be available 

with methanol (an e-fuel). We are 

also developing the hydrogen version, 

which is the e-fuel par excellence. All 

engines under development are singlefuel 

(100%) and will be homologated 

according to the most stringent emission 

requirements.” 

At HyVolution Paris there was talk 

about hydrogen. 

“We are pursuing development, keeping 

the initial idea of solutions that 

Clino D’Epiro acts as 

spokesman for NGV 

Powertrain’s strategies. 

In the marine sector, 

too, the helm remains 

firmly on the exploitation 

of the unexpressed 

potential of the internal 

combustion engine. 

In the water, methanol 

is a card to be played 

on the green table. In 

Paris it has converted 

cargo boats along the 

Seine to biomethane 

minimize time-to-market. At the moment, 

we have defined the three key 

components of the fuel system, including 

injectors, pressure regulator 

and turbocharger. Engine start-up is 

scheduled for September 2023, again 

in partnership with FEV. We expect a 

rather rapid learning curve, thanks to 

FEV’s strong expertise and already 

validated components, including the 

base engine. We are confident of delivering 

the first prototypes by the end 

of the year.” 

Let’s get into the specifics of boating. 

“We start talking about decarbonization 

in the face of an enormous energy 

density, which excludes solutions that 

are well established in the automotive 

sector. Electrification is under development, 

but limited to small pleasure 

32

#NGVPOWERTRAIN #HYDROGEN #METHANOL 

ONCE UPON A TIME 

David Caponi is the NGV Powertrain CEO and founder. 

“Let’s leap back in time. NGV is firmly rooted in Reggio 

Emilia, Italy. Back in the ’90s it was split into two 

separate entities: NGV Bus and NGV Gas; this latter 

drew on previous experiences from the ’70s and dealt 

mainly with repowering. At the Reggio Emilia plant 

they used to set up a prototype demonstrator based 

on a customer-sent diesel engine that was dismantled 

and altered to run on natural gas in the workshop. 

Secondly, they added the relevant manuals and 

technical datasheets in the customer’s native language. 

Once the preliminary development stages were done 

with, NGV Gas staff was sent at the customer’s site to 

teach its workers how to operate the transformation.” 

Left, the NGV FP087 marine CNG engine. Below, a detail of 

the H2 for heavy-duty applications. The Italian company is 

specialized in design, repowering and adaptation of diesel 

engines, and components, to alternative propulsion system 

(hydrogen, biomethane, ethanol, methanol, etc.) 

decarbonised fuels, CO 2 

free (such as 

ammonia) or ‘carbon neutral’ (methanol, 

HVO or other e-fuels). The role 

of ferry technology can be played by 

biomethane. NGV collaborates with a 

French consortium for the supply of 

biomethane marine engines, in a ‘hybrid’ 

configuration. The project aims 

once again to create the basis for the 

conversion to biomethane of most river 

boats, transporting goods, on the 

Seine. The project envisages refuelling 

infrastructure along the route at 

regular intervals and fueled by locally 

produced biomethane. We are 

converting a diesel engine already in 

marine configuration to biomethane, 

applying a proprietary NGV technology 

(patent pending), to solve two 

major problems in one fell swoop: the 

lack of space for the fuel injection sysboats 

designed only for sailing over 

short distances in inland and/or protected 

waters. There are examples of 

battery-operated ferries, but it is a 

particular application in which the 

vessel always makes the same route, 

easily predictable and of short duration. 

Above all, high-power recharging 

infrastructures can be built at the 

terminus. So the focus is once again on 

33


tem and the need to secure the vessel 

from any possible gas leak. Our solution 

brilliantly solves both problems, 

finding space in the labyrinth of pipes 

and exchangers that has always distinguished 

marine applications and 

making the creation of double-walled 

pipes superfluous for the circuit section 

relating to the engine itself, i.e. 

the one downstream of the pressure 

regulator. We count on making a contribution 

to decarbonisation in the 

marine sector not only with methane, 

but also with the parallel methanol 

solution of the same engine. This version 

will also be ready by the end of 

the year. Methanol is a leading candidate 

for long-range boating. The only 

competitor at the moment is ammonia, 

which however requires pressurized 

tanks and is poisonous. Methanol 

34

#BIOMETHANE #PARIS #HVO 

Below, a freight riverboat, the subject of a collaboration between NGV 

and a French consortium for the supply of biomethane marine engines, 

in a “hybrid” configuration. The project aims to lay the foundations for the 

conversion to biomethane of the majority of these riverboats, transporting 

goods, on the Seine. Left, Clino D’Epiro. 

is also dangerous if inhaled, but being 

liquid at room temperature and pressure, 

its management is much easier. 

Furthermore, it boils at relatively high 

temperatures, over 60 °C. So it doesn’t 

create major problems even in tropical 

climates. If the goal were only decarbonisation, 

HVO would suffice. But 

the latter does not solve the problem 

of local pollution. Which especially in 

the ports has taken on alarming proportions. 

Our engines typically feature 

stoichiometric combustion and a 

three-way catalyst at the exhaust. In 

this approach, we are supported by 

current programs aimed at bringing, 

for example, high-power electricity to 

ships at anchor, so that they can shut 

down their engines, which are usually 

running to supply energy to on-board 

services when at anchor.” 

35


PUNCH MARINE 

UNDER THE 

LENS OF 

LCA 

The Punch Group’s 

position is expressed 

efficiently in the 

introductory words 

of Alberto Vassallo: 

“We need 

technological 

neutrality and 

eclecticism to face 

the transition. LCA 

procedures are 

becoming essential.” 

Nicola Costa also 

told us about the 

marinization of the 

V8 Duramax for Bukh 

Punch Torino flipped the cards 

on decarbonisation in the pleasure 

craft sector in advance. 

A strategy that sees hydrogen 

as the key factor. We asked Alberto 

Vassallo, Senior Engineering Group 

Manager, and Nicola Costa, Senior 

Program Manager & Chief Engineer, 

to talk more about this matter. 

Vassallo: “We need technological 

neutrality and eclecticism to face 

the transition. LCA procedures are 

becoming essential. This is demonstrated 

by the ISO 14000 certification, 

which is becoming the global 

standard for this type of assessment. 

The trend is no longer the simple definition 

of the final use, but the entire 

manufacturing and disposal at the 

end of the product life, which radically 

changes the picture of battery-powered 

products, to mention the most 

popular trend. The accumulator use 

and disposal stages raise the total 

quantity of CO 2 

emitted, from zero 

to the discharge, to a value that is in 

any case competitive, but certainly 

higher, if the mass balances are also 

considered. In first place, in the ranking 

that we have drawn up, is the H2 

fuel cell from electrolysis. In second 

place is HVO, which means that ICE 

is still competitive. In third place are 

BEV, H2 ICE, H2 FC. Three different 

solutions, which come together in just 

5 grams per discharge. Hydrogen is 

a complex molecule and Punch, like 

the other companies in the Hydrogen 

Europe consortium, is investing in 

safety, sensors, logistics and infrastructure 

in general. It is a challenge 

for us, since it is an increasing cost 

36

#PUNCH #DNV #BUKH 

Alberto Vassallo, Senior Engineering Managing Group, at 

Punch Torino. On the following pages Nicola Costa, Senior 

Program Manager & Chief Engineer. 

velopments, starting from CAD-CAE 

simulations with which we can also 

assess the impact of the designed marine 

components. No critical points 

were found, not even in the temperatures 

measured in the cylinder head. 

To speed up the timing of prototype 

manufacturing, we used typical racing 

pipes. We tested the engine and finally 

calibrated and certified it, relying 

on DNV. The skills gained in marinization 

will be combined with those in 

the use of hydrogen. The water-cooled 

exhaust manifolds have been changed 

to avoid any risk of corrosion, the 

pipes connecting the turbocharger to 

the exhaust and the intake have been 

customized, the expansion tank is 

mounted on the engine, even the timing 

belt has been modified. Of course, 

the engine control unit was calibratfor 

the final consumer, if the equivalence 

between thermal, hydrogen and 

electricity is made too much upwards. 

The replacement rate is penalized 

and the sales of new cars are limited, 

causing the vehicle fleet to age. 

Punch tries to counter this risk by favoring 

solutions such as HVO, which 

require less investment and allow 

consumers to have transparent and 

more accessible solutions.” 

Costa: “In an industry where diesel is 

still prevalent, it was important for us 

to consolidate our expertise in marinization, 

not just in converting the engine 

to hydrogen. We cooperate with 

Bukh. We have marinized the V8 Duramax 

in the automotive version for 

the Danish company. The engine was 

ratings (221 kW and 735 Nm, 258 kW 

and 830 Nm, 297/940, 332/1.070 and 

368/1.170. The top provides 391 kW 

and 1,245 Nm, ed.). The applications 

are the most varied. Among these, I 

mention the interesting example of 

SOLAS boats, which have special 

requirements. For instance, the boat 

must be launched from great heights. 

The engine must withstand the impact 

and work even if the boat capsizes. 

For higher power, you switch to recreational, 

with a different use profile. 

The design was done with CAD, for 

all marine components, whether it is 

the seawater-cooled intercooler or 

the heat exchanger. We have overturned 

the cooling circuit, modified 

the oil circuit to remove the filters, 

which are two on the V8 Duramax, 

added additional coolers and adopted 

a typically marine air filter. Now 

we use this know-how for further de- 

37


ed by us. For the Bukh V8, which is 

available on the market, we have gone 

up by 80 hp compared to the automotive 

version, and maximum torque has 

grown by 25%, from 1,000 to 1,250 

Nm. We will be presenting further developments 

at the Genoa Boat Show.” 

What can be done to exorcise the 

anxiety regarding safety associated 

with fuels like hydrogen and ammonia? 

Costa: “There is a safety regulatory 

gap that needs to be filled. The IMO 

is working to define the certification 

rules for naval hydrogen applications. 

At the moment, we are thinking 

at a prototype level, we expect a more 

complete regulatory framework in a 

couple of years, capable of also removing 

doubts and anxieties about 

safety. We are building prototypes 

with a view to a future certification.” 

Vassallo: “Please note that Punch 

advises on both products and engineering 

services. For example, one 

declination is expressed in sustainable 

technologies, without forgetting 

that the V8 also represents the state 

of the art for diesel engine emissions. 

We are committed to the most stringent 

certifications, the ECAs, through 

HVO and EGR, which have been applied 

for the first time in the marine 

sector. Hydrogen and its energy carriers, 

first and foremost methanol, are 

suitable for large ships, certainly not 

for pleasure boats. From the safety 

and handling perspective, they are 

considered accessible in the presence 

of specifically trained personnel. At 

the recent RINA shareholders’ meeting, 

the desire to hire around 1,600 

workers, mainly engineers, dedicated 

to the certification and ‘best practices’ 

of ‘hydrocarbon fuels’ emerged. 

We are therefore talking about injection, 

combustion and on-board 

storage systems. We are active on 

methanol, as an energy vector for hydrogen, 

one of the most traded commodities. 

The logistics infrastructure 

also represents a strategic issue here, 

within a plural and eclectic vision of 

fuels, in ports and at sea.” 

What does the marine trend suggest 

to you, which technology 

would you focus on? 

Vassallo: “On the engine technology 

side, the environment of large ships 

has not yet had a moment of synthesis. 

Flexible engines are used. At the 

moment shipbuilders ask to operate 

both with standard fuel, as a back- 

38

HYDROGEN #HVO #METHANOL #AMMONIA 

The European Investment Bank (EIB) and the Punch Group have signed a €40 

million finance contract in support of the company’s research, development and 

innovation activities. The investments will be made mainly at the company’s 

headquarters in Turin (Italy) and, to a lesser extent, in Strasbourg (France). 

ue. The NH 3 

molecule does not pass 

through the carbon chain. Finally, 

hydrogen, which requires bulky spaces 

on ships, is therefore more suitable 

on small boats than on a Ro-Ro, as 

we said.” 

What should change from a technical 

perspective to make hydrogen 

more attractive, also in terms of 

energy density? 

Vassallo: “I repeat, certainly storage, 

in mass terms. However, in terms 

of calorific value, hydrogen is the 

most valuable fuel by mass. But it 

has the lowest density, necessitating 

high-pressure compression or liquefaction, 

which proves to be attractive 

for long-distance shipping. For example, 

Kawasaki Heavy Industries is 

working hand in hand with the IMO 

for vessels that will transport hydroup, 

and with low carbon fuels, when 

it is required or when it proves to be 

economical. An example are the ships 

that use natural gas, methanol, or 

other fuels (hydrogen itself in the near 

future) when it proves convenient or 

they are in an Emission Control Area. 

Even more so if the engine is dual 

fuel, those we call ‘fuel agnostic’, 

capable of accepting a plurality of 

fuels. Punch also receives and meets 

requests in this sense: to operate with 

standard fuel, diesel or HVO, and 

with an alternative fuel (methanol, 

hydrogen, natural gas). Certification 

bodies and other nautical operators 

focus on methanol, because they have 

a knowledge of the fuel and the ability 

to manage it safely. On a hypothetical 

podium, in second place is ammonia, 

which certainly has enormous val- 

gen from Australia to Japan. They 

work on cryogenic storage devices, 

very large hydrogen tanks, which will 

have practically no ‘boil off’, due to 

the exceptional resistance to heat exchanges.” 

Costa: “One idea could be to abandon 

derivation engines and design them 

from scratch for hydrogen, with enormous 

benefits in terms of efficiency. 

The transition to direct injection is 

crucial, because power is also much 

lower than diesel, but in any case, the 

injection itself is not decisive, if applied 

to an engine designed to run on 

diesel. The crankcase of a diesel is designed 

with certain criteria, the same 

for the cylinder head. Other aspects 

also need to be optimised, such as the 

diameter of the main bearings to reduce 

internal friction, and so on.” 

39

e INTERVIEW 

-RACE 

AS LABRUNA IN MONACO 

ENERGY 

BOAT 

CHALLENGE 

Monte Carlo is a golden refuge, 

casino incubator and home 

of the Monaco Boat Show, 

which this year will take 

place from September 27 to 30. But the 

seafaring vocation of the Principality 

does not end with the exhibition event. 

On the occasion of the tenth edition of 

the Energy Boat Challenge, from July 

3 to 8, AS Labruna gave an encore. 

As CEO Massimo Labruna told us: 

“Last year we took part in the Energy 

Boat Challenge for the first time with 

Futura, the boat powered by a hydrogen 

fuel cell, finishing last. You learn 

from defeats. So, we set to work to improve 

ourselves. The Monaco EBT is 

an international challenge open to the 

public, welcoming students and professionals 

from all over the world to race 

in three different classes: Energy, Solar 

and Open Sea Class. The Energy class 

is dedicated to self-built fast catamarans, 

the Solar class is for boats powered 

entirely by solar energy and the 

Open Class is intended for production 

boats (“CE Certified”) or prototypes 

(“not CE Certified”). It is a very complex 

competition, because there are 

manoeuvrability, speed, endurance and 

timed distance tests (16 Nm in the Monte 

Carlo-Ventimiglia-Monte Carlo section). 

The endurance test gives a double 

score and it is the main test, because it 

consists of covering as many complete 

laps (3 Nm) in 4 hours. Return to the 

quay must be performed with the boat’s 

own batteries. This year the endurance 

tests and the 16 Nm test were carried 

out in rough seas and winds with gusts 

of up to 40 km/h, which put all the boats 

to the test.” Competitions dedicated to 

boats with propulsion alternatives to the 

ICE are proliferating, as demonstrated 

by the e-Regatta in Venice. AS Labruna 

showed up in Monte Carlo with two 

boats, E-Vision Lab and Futura. Elettra 

was also there, in collaboration with the 

University of Genoa. We know the assumptions: 

finding a balance between 

the energy density of the battery packs 

and infrastructural and recharging complications. 

Taking a step back, at the 

2022 Venice Motor Show, we report an 

excerpt from Labruna’s design philosophy: 

“The general principle that inspires 

us is maximum reduction of the 

battery pack, also because if you don’t 

have an energy source on board, you 

have to recharge it on the quay.” On 

May 12 th , however, on the occasion of 

the Electric Boat Show in Milan, Massimo 

Labruna informed us that he had 

40

#ASLABRUNA #EVISION #ENERGYBOATCHALLENGE #FPTINDUSTRIAL #RECREATIONAL #PREDICTIVEMAINTENANCE #COMMERCIAL #MONTECARLO 

#USA #CHINA 

SEA 4.0 

Predictive maintenance is one of the must-haves driven 

by the advent of on-board electronics. This need has 

taken the form of SEA 4.0, an AI on board and remote 

monitoring and predictive maintenance kit, developed 

to control and maximize the efficiency of the electric 

powertrain system and its service operation interventions 

on boats. The kit is composed by two micro-computers, 

one on-board and another one in the control room. 

The on-board computer collects in real time all the 

propulsion data coming from the sensors positioned on the 

powertrain (electric motors, controllers, batteries, OBC). 

Various operating parameters are monitored, such as the 

propeller RPM, voltage, currents, temperatures, recharge 

process, diagnostic messages. The system has an integrated 

GPS. The added value of the system is the self-learning 

algorithms. The aim of predictive maintenance is to use 

condition monitoring tools and techniques to track electric 

powertrain performance during normal operation and to 

identify any anomalies and resolve them, before they lead 

to failures. SEA 4.0 predictive monitoring and maintenance 

kit uses Blockchain technology. 

created “a concept that, in every sense, 

is scalable on larger boats, where the 

criticality derives from the power of 

fuel cells, in any case raising the bar 

to 300 kW. So, we think we can solve 

the age-old problem of autonomy for 

full-electric boats. The boat is equipped 

with two electric motors, a buffer 

battery pack and hydrogen fuel cells 

recharging the batteries”. The foregoing 

brings us back to the E-Vision 

Lab project, an experimental prototype 

of a sustainable sports boat, equipped 

with an electric motor that was designed 

and manufactured “as an effective 

and efficient demonstrator”. The material 

is composite (marine plywood and 

fiberglass) to have a light and reliable 

hull and to compensate for the additional 

weight of electric batteries, maintaining 

competitiveness in the 15-25 knot 

range for the requested competition category. 

The prevalent use of materials 

based on marine plywood and fiberglass 

reinforcements allows a weight 

ratio between the two of more than 5. 

As the saying goes, “kill two birds with 

one stone”: lightness and space in favor 

of the battery pack, and reduction of the 

resin used, with an immediate return in 

terms of environmental sustainability. 

Materials as well as production and assembly 

methods have been studied to 

keep the hull weight below 290 kilos 

and guarantee an overall stiffness suitable 

for use. With calm seas, one person 

on board and 3 batteries, the boat reaches 

a maximum speed of 20 knots. In 

competition configuration (5 batteries 

and 2 crew members) and rough seas, 

15 knots were reached. To allow these 

performances, E-Vision Lab is equip- 

ped with 3 X20 x 9.8 kW outboard motors, 

with Solas 10” x 13” propellers. 

Labruna specifies: “We have developed 

a kit specifically for this competition in 

order to adapt classic outboard propellers 

(and now the kit is in production) 

with 5 7 kWh Vanguard batteries, at 48 

V, 48V-12V DC-DC converter, 110 Ah 

Efoy lithium service battery, SEA 4.0 

monitoring and telemetry system”. 

As for Elettra, we can tell that it houses 

an 11.5 kW X20 motor with a 10” x 10” 

propeller. This is where the University 

of Genoa comes into play, as it chose 

the E-Vision engine to compete, supported 

by the AS staff for fine-tuning. 

The performance strength signed by the 

Apulian work group allowed the boat to 

finish second in endurance. “With more 

time available,” says Labruna, “Elettra 

would have won”. 

41

COMMERCIAL 

ROLLS-ROYCE POWER SYSTEMS 

FOR A 

QUIET 

JOURNEY 

The mtu brand in water resists 

the rust and corrosion of time, 

even in the CNG version. In 

Friedrichshafen, they were 

the first to invest in the energy transition 

via CNG, as the 4000 Series 

shows. Just to quote an example, the 

LNG version impressed, among others, 

the Canadian Robert Allan shallow-water 

push boat. Also the Dutch 

shipping company Doeksen commissioned 

a 70-m ferry, powered by twin 

mtu high-speed 16-cylinder 4000 Series 

gas units delivering 1,492 kW. At 

these times, the recently christened 

82.5-meter long “Richmond” is now 

out on test runs on Lake Constance. 

The ferry “Richmond” is the first European 

inland ferry to be equipped 

with pure gas engines. It runs with a 

couple of 8-cylinder mtu gas engines 

The mtu brand is a 

pioneer in natural 

gas applications for 

commercial vessels. 

Liquefied natural 

gas, LNG, addresses 

the need for energy 

density, to cover long 

distances, and the 

need to reduce the 

carbon footprint. The 

ferry “Richmond” is 

now running on Lake 

Constance, in Germany, 

equipped with two 4000 

Series engines 

from the 4000 Series, each with an 

output of 746 kW. These engines drive 

Voith-Schneider propellers, providing 

sufficient power for the ferry’s operation. 

One of the advantages of the 

mtu propulsion system used in the 

“Richmond” is its quiet operation. 

Gas engines tend to produce lower 

noise levels compared to diesel engines, 

contributing to a quieter and 

more comfortable passenger experience. 

They produce fewer emissions, 

particularly in terms of PM and NOx, 

compared to traditional diesel engines. 

Another advantage of the gas engines 

is their reduced vibration. Gas engines 

typically generate less vibration compared 

to diesel engines, leading to 

smoother operation and reduced discomfort 

for passengers and crew. 

The “Richmond” ferry has a capacity 

42

#MTU #CNG #LNG #FERRY #RICHMOND 

TALKING ABOUT PLANTS 

Rolls-Royce Power Systems invests in hydrogen and 

electrification, without forgetting ICE, combined with 

sustainable fuels in the future. The company has officially 

opened a new assembly plant for its mtu Series 2000 

engines in Kluftern near Friedrichshafen, Germany. 

As part of its strategic plans, the assembly of mtu Series 

2000 engines will be relocated to Kluftern. This relocation 

will allow for the modernization of the existing assembly 

halls in Rolls-Royce’s Plant 2 located in Friedrichshafen. 

By relocating the Series 2000 engine assembly, it will free 

up production space in Plant 2, which will then be utilized 

for the long-term production of the Series 4000 engine. 

The Kluftern plant, where the assembly of the Series 2000 

engines will be relocated, currently employs 110 people. 

This move not only optimizes production capabilities but 

also ensures long-term production capacity for the Series 

4000 engine in Friedrichshafen. Several features and 

measures have been implemented to achieve these goals: 

- a photovoltaic system: the building incorporates a 1.2 

MW-peak photovoltaic system; 

- the production building is equipped with e-charging 

columns. An intelligent building control system is employed 

to optimize energy usage and ensure efficient operation. 

for 700 passengers and can accommodate 

64 cars. It is worth noting 

that the other five ferries operated by 

Stadtwerke Konstanz, which travel 

between Meersburg and Konstanz 

continuously, are powered by mtu 

diesel engines. One visible distinction 

between the gas-powered “Richmond” 

and the diesel-powered ferries 

is the inclusion of an eight-meter-high 

ventilation mast, which is part of the 

LNG ferry’s safety equipment. Christoph 

Witte, technical manager of the 

Stadtwerke Konstanz ferries, said: 

“In addition, the ship’s hull has been 

optimized to reduce the ship’s drag 

so that less energy has to be used 

for propulsion.” The first test runs 

with the mtu gas engines have delighted 

those responsible at the shipping 

company: “The engines have a 

particularly smooth-running culture 

and purr quietly like a kitten,” said 

shipyard manager Dieter Ehinger. 

The new propulsion system for tugs, 

ferries, push boats and special ships 

undercuts the nitrogen oxide limits 

of the current IMO III emissions directive 

even without exhaust gas aftertreatment, 

and the particulate mass 

is below the detection limit. Denise 

Kurtulus, Vice President Global 

Marine at Rolls-Royce Power Systems, 

explained: “We are proud that 

Stadtwerke Konstanz has also chosen 

mtu engines for its latest ferry. 

We wish the shipping company a safe 

journey at all times and thank them 

for decades of intensive cooperation.” 

On the North Sea in the Wadden Sea 

nature reserve, two catamarans from 

the Doeksen shipping company have 

already been operating reliably with 

new 16-cylinder mtu gas engines 

since 2021. The business unit Power 

Systems of Rolls-Royce has now 

received orders for mtu gas engines 

as propulsion systems and on-board 

power generators for a total of eleven 

ships in Europe and Singapore. These 

include ferries, tugs and government 

vessels. Flensburg University of Applied 

Sciences is also using the benefits 

of this engine for an energy transition 

research project. 

The new ferry was funded by the German 

Federal Ministry of Digital Affairs 

and Transport. Michael Theurer, 

Parliamentary State Secretary, said 

on the occasion of the christening: 

“This model project, which is funded 

by the German government to the tune 

of around 1.8 million euros.” 

43

HYDROGEN 

INTERVIEW 

SIMPLIFHY 

IN PORTS 

AND 

ON THE SEA 

the issues and we work together on a 

few marine applications. What seems to 

be already within our reach is the port 

ecosystem. I want to emphasize this, we 

still do not know what fuel to use – liquid 

hydrogen, methanol, ammonia, or even 

LHOCs that can absorb hydrogen with 

a high storage density. Where could we 

start from, then? From the certainty that 

hydrogen will be needed at ports, and 

will be put to use with container ships 

and other equipment that move frequently, 

continuously and require huge 

power, hence less fit to be electrified. At 

sea, instead, we still do not know what 

the fuel of the future is going to be like. 

This topic has connections with the electrification 

of European ports. Once they 

are docked, ships have to connect to the 

grid. I am talking about cold ironing, 

which is going to replace onboard gensurized 

gases are not exactly a vessel’s 

best friends. It will certainly be compatible 

with ferries traveling easy crossings, 

not transoceanic routes.” 

E-fuels burst into the debate, pushed 

by controversial positions in the European 

Parliament. 

“E-fuels are made from hydrogen, including 

methanol, for which CO 2 

is 

used, or ammonia, using nitrogen. They 

have two downsides. Hydrogen is already 

expensive, so if it’s used to produce 

a synthetic fluid, this will turn out 

to be even more expensive. A second 

downside is that these liquid substances 

have to be handled with extreme care, 

especially with regard to toxicity and 

storage concerns. Fitting a cruise ship 

with a pure ammonia tank will certainly 

involve a few issues to solve. Against 

this background, we try to get a grip on 

We talked to Sergio Torriani, 

CEO of Simplifhy, about 

shipping and port-specific 

applications. 

“Simplifhy has the know-how for hydrogen 

applications. We know how to make 

hydrogen, how to supply it, transport it 

and use it. I expect to find partners that 

can help us with the specific application 

sectors. That’s why we made contacts 

with port logistics operators and shipbuilders. 

In the naval industry, the use 

of hydrogen is driven by the emission 

trading system, which will require heavy 

investments from shipyards because of a 

levy being imposed on those using fossil 

fuels. Hydrogen will therefore be one of 

the solutions, we just don’t know yet in 

what form. If it’s used as gas, it has to 

be handled at high pressure and we are 

well aware that heavy tanks and pres- 

44

#FPTINDUSTRIAL#SIMPLIFHY #RECREATIONAL #HYDROGEN #COMMERCIAL #PORTS#USA #MAGELLANCIRCLE 

#CHINA 

H2 READY WITH MAGELLAN CIRCLE 

Magellan Circle launched together with Simplifhy a service 

under the name of “H2 Ready”, addressed at port, transport 

and logistics operators. The aim is providing assistance to this 

market’s players with obtaining the necessary funds to 

implement hydrogen-based projects. “Europe has included the 

development of hydrogen infrastructures among its priorities 

and will hence foster investments into H2, supporting H2 

demand and production while strengthening international 

cooperation through a set of tangible initiatives already 

underway. H2 Ready fits into this broader framework and aims 

to fulfil the need of port, transport and supply chain players to 

be supported with implementing a decarbonization strategy 

that’s consistent with the European objectives while benefiting 

from the available co-funding options,” explained Alexio 

Picco, President & Senior Consultant at Magellan Circle. Sergio 

Torriani, on his part, adds that “Decarbonization strategies and 

solutions are a priority for port systems. Hydrogen technologies 

will give a very significant contribution to this sector. According 

to forecasts from a recent study by the Clean Hydrogen 

Partnership, in 2050 a good 42% of the European hydrogen 

demand will be found at ports. So it’s a multifaceted process 

that requires planning and resources at European level.” 

sets. This will require investing billions 

into an extremely powerful infrastructure 

that has to be converted to medium 

voltage once it reaches the docks.” 

Narrowing the range of fuels by pushing 

towards hydrogen: couldn’t this 

ease the transition to this very fuel? 

“This is a point that we share with aviation, 

where SAFs (Sustainable Aviation 

Fuels) are being explored – these are 

synthetic fuels made from organic substances 

or hydrogen. One solution might 

be producing green ammonia right at 

the port facilities, which are, by the way, 

often located close to industrial hubs. 

Or making ammonia and hydrogen for 

trucks and reach stackers. Leisure boats 

are fairly widely electrified, yet there are 

still a few unresolved issues, including 

in internal waters. We need to make fuel 

cells and storage more compact, building 

infrastructures and curbing costs”. 

What about hydrogen applied to 

ICEs? 

“The ICE application must be checked 

and experimented with, and it might turn 

out to be one that can be used easily: it 

allows to use existing infrastructures, especially 

in the case of ships; maybe we 

won’t be injecting hydrogen into huge 

two-stroke engines, but ammonia or other 

fuels that are compatible with internal 

combustion. Shipyards are faced with the 

Hamlet’s dilemma of how to equip the 

engine room, so ATS and carbon emission 

may change the business cases. So 

where do we go from here? A ready to 

use solution that can come to rescue with 

the current investment is hybrid technology. 

Fuel cells are very efficient and offer 

more guarantees for some types of emissions, 

such as NOxs. On the other hand, 

though, we currently just have cells of a 

few hundred kilowatts, and not tenths of 

megawatts. So this is currently no viable 

option. A few shipbuilders are testing fuel 

cells in lieu of cold ironing. We’re talking 

about hydrogen in a gaseous state.” 

So what do we need, in the end? 

“Three factors: reducing costs, identifying 

technologies that are strategic for 

ports and understanding which infrastructures 

the port site is going to need. 

We’ve established contacts with Magellan 

Circle, that’s providing for vision 

and scenarios (see box). Port authorities 

look puzzled, as they are not accustomed 

to such radical changes that affect 

the entire ecosystem and involve all 

players. The idea behind H2 Ready is 

matching Simplifhy’s hydrogen and fuel 

know-how with the port-specific competence 

of Magellan Circle.” 

45

MARINE 

SHYPS PROJECT 

SCALABLE 

SOLUTION 

The idea for the sHYpS consortium 

dates back to the spring of 

2021, when Norway-based Viking 

asked Navalprogetti to carry 

out a preliminary study investigating 

the possibility to fuel their ships with 

liquid hydrogen. We asked Pierluigi 

Busetto, owner of Navalprogetti, to 

tell us more about it. “Back in those 

years we were working on a European 

project – GasVessel – and we were 

keeping an eye on European calls for 

proposals we might be interested in. In 

2021 a few calls were launched on hydrogen 

storage and we suggested that 

we and Viking might apply for it. That 

summer it took us hundreds of hours of 

remote meetings but we finally set up 

the consortium. CiaoTech – the Italian 

branch of PNOGroup – was selected 

to write the application and they provided 

the link among all participants. 

It is worth mentioning that a couple of 

years before we had carried out a regional 

project in Friuli Venezia Giulia 

that revolved around the same idea of 

using liquid hydrogen to propel ferries 

sailing across the Venetian lagoon, 

which turned out to be a nice starting 

point for the project design as well as 

for the commercial aspects of sHYpS”. 

The consortium gathers 13 companies. 

Alongside Viking and Navalprogetti 

are Chart – taking care of liquid hydrogen, 

the University of Trieste and 

its spin-off Cenergy, HyPulsion – the 

French branch of Plug Power- Jeumont 

Electric, the port of Bergen, Kontor 17 

– a ship management company based 

in Hamburg, CiaoTech, Ricardo and 

the Trieste branch of Lloyd’s Register. 

The project features the onboard instal- 

lation of two liquid hydrogen containers 

alongside the entire range of ancillary 

systems needed to power a ship 

as it navigates through the Norwegian 

fjords. “Navalprogetti is in charge of all 

the project management activities,” Busetto 

explains, “we also keep contacts 

with Fincantieri, as the project includes 

installing a demonstrator aboard a Viking 

ship, which requires to build a 45 

feet liquid hydrogen tank, a TCS-FPR 

(tank connection space + fuel preparation 

room) to gasify the liquid hydrogen 

that will feed the fuel cell unit developed 

by Ricardo to power the onboard grid. 

The European call requires tests to be 

carried out onboard but there is also an 

onshore trial stage that will involve the 

various partner companies and a final 

global test to be run on the system, this 

will be in Trieste. Once the system has 

46

#NAVALPROGETTI #HORIZONEUROPE #HYDROGEN 

The project, whose 

name means 

“Sustainable 

HYdrogen powered 

Shipping” is about 

installing two 

liquid hydrogen 

tanks that can be 

replaced according 

to the “swap” 

concept aboard a 

Viking passenger 

ship. The idea was 

originally meant 

for cruising along 

the Norwegian 

fjords, but it 

holds promises 

for commercial 

applications, too. 

The consortium 

– whose creation 

was driven by 

Navalprogetti – 

includes first-class 

companies such 

as Ricardo, Chart, 

Cenergy, as well 

as the Lloyd’s 

Register and 

the University of 

Trieste. 

been set up onshore it will be moved 

on the ship. Even though Fincantieri 

is not a member of the consortium, it 

is the company that builds the ships. 

Given that this system will impact the 

ship greatly, the ship itself has to be 

prepared to incorporate these systems 

including with a view to providing for 

safety and automation.” 

So the goal is making a technology 

currently being studied for application 

in the Norwegian fjords also scalable 

to fit commercial applications? 

“One of the goals the call aims to is 

making this solution also applicable to 

other types of ship. We started with the 

most difficult application in that this is a 

ship that has to transport the “payload” 

safely while at the same time operating 

in full safety at ports, where containers 

are loaded and unloaded. This is a mod- 

ular solution which means that it could 

be transferred to other types of vessels 

(open deck ships such as bulk carriers, 

container ships etc.) with minimal adjustments. 

When our application for the 

call was being written we carried out a 

study to find that a significant share of 

the ships traveling within the perimeter 

of the ECA – Emission Control Area – 

have less than 6 MW of installed power, 

which is exactly the size we had in mind 

when we designed the system. This is a 

modular system in that it includes a liquid 

hydrogen container, the TCS-FPR 

and the system in charge of power generation 

– the fuel cell container – can be 

easily transported. The project foresees 

that both containers finally go through a 

Type Approval process which will allow 

them to be installed – with a number of 

restrictions – aboard any type of ship”. 

What do you think instead of a solution 

such as hydrogen bunkering? 

“That’s currently an option for a handful 

of cases, such as the Norled MF 

Hydra ferry in Norway or the Japanese 

ship Suiso Frontier, built by a consortium 

that includes Kawasaki Heavy Industries. 

It is still a very complex solution 

to implement. We did begin to study 

hydrogen bunkering, too, but it is pretty 

challenging from a regulatory standpoint. 

We therefore see our own solution 

as an intermediate step that will make 

authorities, stakeholders, shipbuilders 

and designers familiar with hydrogen 

by the time standards are updated to 

keep pace with technology. In a way we 

are contributing to writing these standards 

in cooperation with the Registries, 

for example by raising issues that lawmakers 

had not considered.” 

47

SUSTAINABLE TECHNO 

NORLED MF HYDRA 

LIQUID 

HYDROGEN 

When the MF Hydra was put 

into operation running on 

zero-emission hydrogen, 

this was groundbreaking 

in several ways. In addition to the 

major technology development, a 

great deal of work has also been done 

to develop rules and regulations to 

enable Norwegian passenger ships to 

run on hydrogen. Norway persists as 

a leading global actor concerning the 

green shift within maritime transport 

with combined efforts in technological 

advancement and green policy 

development. 

Twenty years of green ferry innovation 

predates their current efforts. In 

the year 2000, the MF Glutra became 

the first car ferry to run off 

liquified natural gas. The use of 

LNG leads to reduced greenhouse gas 

emissions, as compared to traditional 

diesel operation. Eleven years ago, 

the NPRA issued a tender which resulted 

in the MF Ampere, the world’s 

first electrical ferry with propeller 

drive. 

“Therefore, by putting the world’s 

first hydrogen ferry into operation, 

we now take yet another substantial 

leap towards the goal of zero emissions 

– in regard to ferries as well as 

the general maritime industry – both 

in Norway and internationally,” Anders 

Sæternes of NPRA (Norwegian 

Public Roads Administration) Ferry 

Management, sums up. 

Since the turn of the year, Norled 

has been carrying out system tests 

at the quay in Hjelmeland. In recent 

weeks, they have been running sea 

trials and received the final approvals 

from the Norwegian Maritime 

Authority (NMA). Norled focuses on 

innovation and sustainable solutions. 

In 2015, the company launched the 

world’s first battery-operated, propeller-driven 

ferry, the MF Ampere. 

This led to an electric ferry revolution 

in Norway. Today, the country 

has around 70 electric ferries in operation. 

Linde Engineering in Germany 

has supplied the hydrogen systems 

on board. Danish Ballard has developed 

the fuel cells that produce 

electricity from hydrogen. Westcon 

in Ølensvåg has been responsible for 

equipping and completing the vessel 

together with system integrator 

SEAM from Karmøy. Seam has also 

supplied the automation scope for the 

hydrogen system. Corvus Energy has 

supplied the batteries for the MF Hydra 

and the vessel has been approved 

by the Det Norske Veritas (DNV). 

48

SAIM MARINE QS 30-110 

Powered by advanced high-efficiency 

motors, the QS 30- 

110 single propeller has a 

thrust of 30 Kgf, inner tunnel 

diameter of 110 mm, power of 

1.3 kW, voltage 12 V and is suitable 

for boats of 5 at 8 meters. Like 

all models in the QS range, it has 

On/Off or proportional control. The 

On/Off models can subsequently be 

transformed into proportional both 

in the analogue version and in the 

digital version with CANbus protocol. 

The QS Seamaster range, entirely 

made in Italy, is a complete line 

of bow thrusters and includes 

five types: electric DC, three-phase 

AC, brushless DC-AC, hydraulic, 

with tunnel or retractable installation, 

On/Off and proportional (only 

proportional for DC-AC brushless 

and uses the most advanced technologies 

and already tested materials. 

A control system equipped 

with a microprocessor intervenes 

preventively in the event of engine 

overheating, without suddenly interrupting 

the use of the thruster, 

to guarantee its use in any case. 

The anodic aluminium protection 

of the group is easily replaceable, 

while the flexible coupling with an 

exclusive design protects it from 

mechanical shocks. QS Seamaster 

offers an exclusive series of control 

panels: analog On/Off by touch or 

with joystick, analog proportional 

for stand-alone installations and 

digital proportional for installations 

with multiple stations, which 

can also be integrated with third 

parties, designed and tested to withstand 

the most varied environmental 

and climatic conditions. The QS 

30-110 electric thruster completes 

the range of DC electric thrusters 

which includes numerous models 

up to the largest QS 300-300. 

Battery-hybrid: Solstad Offshore and SEAM 

Norwegian offshore service and supply company Solstad Offshore 

ASA has one of the sector’s largest fleets, with 83 vessels serving 

clients globally. It has been in the vanguard of sustainability efforts, 

retrofitting 10 existing vessels to hybrid propulsion between 2019 

and March 2023. The first to undergo the process was the 5,300- 

dwt PSV Normand Server (built 2011), and there are more in the 

pipeline. SEAM is one of those key partners, supporting Solstad in 

the development and integration of not only hybrid systems but also 

energy management solutions, drives, shore connections, batteries 

and implementing class society DNV’s battery (power) notation. 

The Parker’s first Certified Mobile Electrification Center across EMEA 

Parker Hannifin is launching a new network of Certified Mobile Electrification Centers across Europe, the 

Middle East and Africa. Based in Grenoble, France, Novum Tech is the first Parker distributor to complete 

the rigorous training and assessment process required for certification. More will follow in France and other 

regions as Parker expands this new network. The mission of Parker Certified Mobile Electrification Center 

is to assist mobile equipment manufacturers in the electrification of their machines. With Parker’s SMART 

electrification solutions, OEMS have a unique offering of hydraulic, electrical, control and cooler technologies 

and components designed to work as a coherent system. 

49

TECHNO 

#ABB #DYNAFIN 

SUPPLEMENT 

ABB: LIKE A WHALE'S TAIL 

ABB introduced Dynafin, a new 

concept representing a propulsion 

system breaking new 

ground for efficiency in the 

marine industry. Inspired by the dynamic 

motions of a whale’s tail, this 

concept is the result of over a decade 

of research, development, and testing. 

ABB’s combined extensive experience 

and expertise in the marine industry, 

along with its innovative heritage, 

are the driving forces behind this 

new concept. ABB estimates the first 

prototype to be available in 2025. 

“ABB Dynafin shows what is possible 

when marine engineers pursue 

radical innovation and progress, inspired 

by the interplay of evolution 

and technology,” said Juha Koskela, 

Division President, ABB Marine 

& Ports. “This solution is all about 

operational efficiency and emissions 

avoidance, leveraging innovations 

from the brightest minds in marine 

and propulsion engineering.” The 

new propulsion concept features a 

main electric motor that powers a large 

wheel rotating at a moderate 30-80 

rounds per minute. Vertical blades, 

each controlled by an individual 

motor and control system, extend 

from the wheel. The combined motion 

of the wheel and blades generates 

propulsion and steering forces 

simultaneously, enabling groundbreaking 

operational efficiency and 

precision for ships. The concept follows 

ABB’s proven design philosophy 

in marine propulsion of gearless 

power transmission. An independent 

study of ABB Dynafin from OSK- 

ShipTech A/S of a passenger vessel 

design equipped with different propulsion 

solutions has verified savings 

in propulsion energy consumption of 

up to 22% compared to conventional 

shaftline configuration. This can deliver 

significant savings in fuel consumption 

and help to avoid emissions. 

As part of an electric propulsion power 

system, the concept is also fully 

compatible with zero-emission battery 

and fuel cell technologies. 

Initially available in the power range 

of 1-4 MW per unit, the new propulsion 

concept is particularly effective 

for medium-sized and smaller vessels, 

including ferries for passengers 

and vehicles, offshore support vessels 

operating at wind farms, and yachts. 

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50

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