Smaller Engines: Lighter, more powerful, and more efficient


Engine development and research is a constant, ongoing process. MarineDiesel tirelessly continues to research into ways to make our engines more efficient, more powerful, lighter, and cleaner than any of our competitors. We already manufacture the world’s lightest and most powerful marine engine in our class. But we will not stop there, resting on our laurels. No, we continue to try and always make our products better.

In the upcoming year, expect to see new and more innovative products from MarineDiesel. The following points highlight the direction that we believe the industry is headed:

  1. Engines will continue to get more powerful. Turbocharger research, and research into combustion mean that engines have progressively gotten much smaller over the last 20 years of our existence. We believe that trend will continue.
  2. Engines will become even more fuel efficient. We recently were involved in a repowering project, replacing some Cummins engines that were manufactured in the 1970’s. Our modern engines consumed over 45 g/kWh less fuel than the legacy engines (which were fuel efficient for their time). We are certain that this trend will continue.
  3. Diesel engines will become cleaner, as will diesel fuel. The emissions environment is continually changing. Regulations typically are updated to take effect years in the future. These ongoing trends are a certainty.
  4. Alternative fuel will continue to be a priority. We are already converting engines to LPG and CNG. We are researching other alternative fuel sources.
  5. Engines will continue to become smaller. We are looking at many different blocks, power ranges, and displacements for future engine models. Some are expected to be released before the end of this year.




Diesel engines are greener than electric engines? In some cases, yes!


There has been a lot of recent publicity regarding the development of electric vehicles, and in addition, electric propulsion for marine use. Much of what is said highlights the reduced emissions from electric propulsion. It is true: electric engines can be cleaner than diesel or other petroleum engines. However, the media usually neglect an important fact, and that is that electric engines need to be charged somehow. That somehow usually means connecting to the power grid. Depending on where the engine is used, the carbon footprint of that electric engine can be much higher than that of an equivalent diesel engine. In regions where the bulk of electricity is produced by coal or other dirty fuels, that electric engine actually produces up to four times the amount of CO2 as a modern diesel engine.

The diesel fuel in 2015 is not the same as your grandfather’s diesel fuel. Modern diesel fuel is cleaner than ever before. All diesel emissions from vehicle use can be minimized and controlled, depending on the emission type. Right now, in the EU, there is some controversy regarding the fact that even though the introduction of ULSD reduced SOX emissions, there was an increase in particulate matter emissions (PM) and NOX emissions. However, PM can easily be reduced by filtration, and NOX can be reduced by the use of a SCR.

When compared to the use of electric propulsion, on the surface it can seem that the electric engine will produce fewer emissions at lower cost. Yet, when you compare the emissions and cost of charging, with the lower efficiency of electric engines (they are typically larger and heavier than diesels, with lower power output), the advantages of electric become less clear and straightforward. One additional problem that electric engines for marine use have faced is the limited range (electric cars don’t have the same issue as much on land): Limited range means limited places to charge. This fact has restricted the use of electrical engines to hybrids or coastal use.

MarineDiesel is in compliance with all emissions regulations in the EU and North America. Our engines can be used in regions with the strictest emissions standards and regulations (like the polar regions). Our research and development team are constantly modifying and improving the fuel efficiency of our engines, and reducing the emissions they produce.

If you want to learn more, there is an interesting discussion of the subject at





Engine Management System Development



MD Engineering is a division of MD Group that comprises of three divisions with fields ranging from engineering to powertrain supply and marine propulsion engines. Applications – MD Engineering together with MD Powertrain work in a vast field with a wide array of specialized applications such as automotive and truck industries, engine manufacturers, industrial applications and a field of specialty custom applications. Together MD Group can take responsibility not only for engineering activities but if required also product supply and field support as required by the customer.

Engine Testing:

MD ENGINEERING hosts three engine dynos in its test facility, with each test cell having its own unique measurement range and options. This provides us a great span in terms of engine size and application to better meet our client’s requirements and specifications. All cells are equipped with high frequency, multi-channel data logging.

TEST CELL A – Measurement range:

• 0-700 kW (1000 – 6000 rpm)

• 0-3,000 Nm (1000 – 6000 rpm)

TEST CELL B – Measurement range:

• 0-700 kW (1000 – 6000 rpm)

• 0-3,000 Nm (2500 – 6000 rpm)

TEST CELL C – Measurement range:

• 0-2,100 kW (1000 – 4000 rpm)

• 0-15,000 Nm (700 – 4000 rpm)

MD Engineering has been involved in complete engine control systems in a multitude of areas, some areas where we have deep knowledge and long experience:

Apart from pure engine control development, MD Engineering is a comprehensive service provider, delivering solutions from single components, multi-part mechanism based drive train systems through fully-engineered powertrains. We offer a breadth of expertise and high-class facilities to an ever growing customer base to support the development of powertrain technologies. Our industry-leading engineers and technicians ensure that test and product development programs produce the accurate, repeatable and representative results you demand. Drawing on extensive OEM engineering experience, our engineering team is able to design, release, prototype and production release almost any powertrain component into a range of diverse applications. One of our test cells is equipped and capable of performing steady-state emissions testing on most engine applications to further meet the stringent emissions requirements. With our emissions equipment we can measure raw exhausts and diesel particulates.


Equipped for Emissions testing.

Emission bench for raw exhaust measurements AVL CEBII

Exhaust component: Measurement range:

NOx 0-1500 ppm

HC 0-48000 ppm

CO low 50 – 2500 ppm

CO high 0-5%

CO2 1-20%

CO2 EGR 1-20%

Diesel Particulate measurement equipment Pegasor M-sensor (for calibration)

Measuring principle: Measurement range:

ION current 1ugm3 – 250 ugm3

Diesel Particulate measurement equipment MICRO-PPS dilution tunnel


Emissions testing

• Control safety systems

• Torque management and control

• Air system diagnostics (MAF, EGR, Swirl)

• EOBD and OBDII controls and diagnostics

• Engine thermal management control and diagnostics

• After treatment systems control and diagnostics

• Stop/start control

• Boost system control for a wide variety of hardware setups:

Single wastegate turbo and by-pass turbo

Two-stage turbocharging


Twin turbo

VNT turbo

Access to our extensive test facilities on-site enables full test and validation and ensures OEM standards of robustness and durability.

Our engineers and product analysis experts can take a wide client brief for comparative benchmark and cross product comparison. This includes all aspects of the process from virtual analysis, desktop studies, static and dynamic repeatable test scenarios to full product teardown, measurement reporting and recommendations.

MD Engineering has vast experience in other powertrain areas such as:

• Engine test and development

• Engine calibration

• Engine benchmarking

• Engine validation and durability

• Gaseous fuel engine calibration

• Gaseous fuel engine development and validation

• Up to 15,000 Nm torque

• Exhaust emissions and fuel consumption development

• Advanced propulsion, charging and fueling

• Program management

• Engine and components analysis – Fatigue, vibration,

life cycle and durability.


• Torque or speed based fuel controller

• Ability to run Wastegate, VGT or twin turbo

• Integrated EGR controller

• J1939 communication with DM services

• GMLAN and NMEA2000

• Software ready for engine ranging from 2 cylinder

up to 8 cylinder

• After treatment compatible up to Euro VI level

• Ability to change and make new software functions within

the NIRA i7r platform

Engine Calibration MD Engineering

• Base engine calibration

• Transient calibration

• Emission calibration

Three steady state test cells for engine calibration and emissions test.


Interesting article about diesel / gasoline hybrid



Some interesting research at UW:

Five years ago we first heard about a Caterpillar diesel engine located at the University of Wisconsin-Madison, that had been modified to run on an unlikely-sounding mixture of diesel and gasoline. Not only did the one-cylinder engine work, but it was more efficient than pure-diesel or pure-gas engines at converting the chemical energy of fuel into motion. Sitting in a basement lab, however, isn’t the same as experiencing use in the real world. That’s why students at UW-Madison, led by Prof. Rolf Reitz, have now put another diesel/gas engine into a 2009 Saturn.


To read the complete article on Gizmag



Our GM Connection


MarineDiesel is an engine manufacturer, or, perhaps more appropriately, an engine marinizer. What we do is that we take an engine block, and use that block as the basis for developing an entirely new engine.  Why does this matter?

Well, it gives MarineDiesel an advantage over other marine engine manufacturers in that we have the ability to adapt a well-proven block design for use in the harsh marine environment. Though the block was made elsewhere, the engine itself is MarineDiesel, and is manufactured at our factory in Sweden.

MarineDiesel has partnered with General Motors as one of a few very select companies in the world that are authorized to marinize a GM engine. GM tends to accept licensees based on industry and market segment, rather than selling to the general public. The 6.6L Dmax that MarineDiesel is using is not the same as what you find in a truck. GM makes a special marine version of the engine that is only supplied to Marinediesel. Sure, you can buy a 6.6L Dmax block and try and use it in your boat, but it will not work without an awful lot of time, work, and expense. This is the value that MarineDiesel adds to the GM product.

GM Marine

As a MarineDiesel customer, this benefits you in many ways:

  1. The ability to have a powerful, light, and compact engine in your vessel.
  2. Technology from an old, established firm with a long history of cutting edge research and development.
  3. We focus on the unique challenges presented by the marine environment.
  4. Proven quality and performance (Millions of blocks have been manufactured and sold all over the world).
  5. Some parts compatibility (Internal GM, external MarineDiesel).
  6. Knowing the nuances and demands of a small market (As compared to trucks, cars, aircraft, bulldozers, etc.)

So, in another manner of thinking, we can put resources into developing a robust marine service network and marine performance capability rather than “re-inventing the wheel”.  You get the best that both companies have to offer, for reliable, powerful marine performance in your vessel.