MTU Hybrid marine. Talking with Ramoli and Kohl

MTU hybrid marine. Daniel Ramoli and Tobias Kohl complete the consideration on serializing the hybrid for marine applications. At Cannes Yachting Festival they talk about integration, running after performance, CNG, LNG and hydrogen.


As of 2020, Rolls-Royce will launch a range of completely integrated MTU hybrid ship propulsion systems onto the market. In the first instance, Rolls-Royce will focus on PTI solutions with MTU series 2000 engines and gradually introduce solutions with series 4000 engines as well as inline-solutions. At the PTI solution, the gearbox is connected to the diesel engine via a clutch. To this PTI gearbox, an electric motor is attached which can be coupled or decoupled as needed.

What’s the real trump card for MTU in terms of integration?

Talking about the MTU yacht hybrid system for example, we have more components to be integrated, such as the power management system, electrical components like the electric machine, the batteries and the gensets. The whole equipment on board is operated by the intelligent automation system, which not only takes care for the different propulsion modes, including fuel consumption optimization. But it furthermore takes care for the distribution of the electricity on board and ensures that the system is always operated in good conditions. With our brand MTU we are in the system integration business since decades and we have the competence of integration in-house. We now use a different approach, by standardizing the system.

MTU 2000M96 VS MAN V12 2000

In this power range, is the race between MTU and MAN, which with the V12 2000 overtook the 2000M96 in terms of specific curves?

Our passion is to provide unique customer benefits, and the MTU yacht hybrid from Rolls-Royce is the best example. Imagine an owner enjoying the silence on board while cruising, or he is able to operate the boat electrically into a harbor, or he’s even able to stay with his boat in a bay and he can swim, without having combustion engines running, purely on battery without smoke in the air. That’s how customers want to use their boat.

Power is the one thing and out of discussion. However the other thing: we have the best torque with our engine, very important to bring the power to the water, for acceleration for example. We supply unrestricted full power and torque performance also at 45 degrees ambient temperature and 32 degrees sea water conditions. It’s the combination that makes our engine unique.

With the MTU Premium Upgrade, it’s available the option as of January 2020 of choosing a gold or rose-gold finish on their Series 2000 or 4000 cylinder heads


MTU is been pioneer in CNG propulsion systems. What about LNG?

We do not see that technologies like LNG will come to the yacht market in the next couple of years. But if it comes, we will be prepared for it. We have done a proper evaluation of LNG engines in yachts. We have developed our first MTU mobile lean burn gas engines, based on Series 4000, targeting commercial applications such as ferries and tug boats. But for yachts there are some disadvantages, why the industry doesn’t support using LNG: A very large tank system is needed, and space on board of a yacht is a critical asset. Second point is infrastructure availability worldwide. Therefore the market is very resistant in integrating gas engines.



We have started investigating fuel cell technology also for mobile application, this is definitely on our agenda. Power density, system dimensions and weight are the one aspects. Hydrogen infrastructure and safety regulations are the others. That’s the same as for LNG as well as for hydrogen. However, when the market is ready for such technologies we will provide suitable solutions.


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