United Kingdom

Servowatch

As part of an ongoing mission to meet the demand for integrated diesel and hybrid drive solutions that are both cleaner and smarter, the Power Systems division of&nbsp;<a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a>&nbsp;is transforming its production of mtu engines by investing in cutting-edge manufacturing technology at its plants in southern Germany. We went to take a look.<img src="https://photo-assets.superyachttimes.com/photo/377687/image/large-ec357bc3e2bac8194e92db2372d2776d.jpg" data-gid="gid://syiq/Photo/377687">The first thing you notice when you walk into <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> Power System’s state-of-the-art production facility in Kluftern on Lake Constance, is just how quiet it is. Known as Plant 4, this is where its high-speed mtu Series 2000 engines are assembled, mostly for the marine sector but also for powergen and mining applications. Stepping onto the shopfloor with Assembly Director Michael Fink, we’re able to talk normally without raising our voices – something I hadn’t expected, given the heavy machinery involved. He points out that the lack of noise is due in part to the electric tugger trains instead of forklifts for moving materials around the facility, and whisper-quiet Automated Guided Vehicles (AGVs) that replace traditional conveyor belts for transporting engines and components along the assembly line.“The self-driving AGVs are completely silent, but they also help speed up production by reducing bottlenecks,” Fink explains. “They even recharge themselves between stations to avoid unnecessary downtime and, unlike traditional production lines, the system allows for faster reconfiguration to accommodate different product specifications.”The AGVs are part of an intelligent control system that optimises production efficiency while maintaining flexibility to scale up operations if needed. Further, the building has been designed to be as energy-efficient and climate-friendly as possible with a 1.2 MW-peak photovoltaic system producing green electricity and e-charging columns for clean mobility. <img src="https://photo-assets.superyachttimes.com/photo/377670/image/large-4629d1eb9b08df5400ff10d9faee0293.jpg" data-gid="gid://syiq/Photo/377670">The Age of AutomationThe assembly begins at the Grundlinie or baseline, where the core components that form the heart of the engines – camshaft, crankshaft, cylinder heads, pistons, connecting rods – are assembled. Depending on cost-benefit analyses and the complexity of the tasks, some of these pre-assembly steps are performed manually and operators are periodically retrained to ensure they maintain a high qualification level. Intelligent, multi-spindle screwdrivers then secure the parts, ensuring that each is adjusted to the correct torque and providing real-time verification that each tightening operation meets the required standards. A sensor-guided turning station automatically lifts and rotates the crankcases for easier and safer assembly of the pre-assembled pistons and connecting rods.<img src="https://photo-assets.superyachttimes.com/photo/377669/image/large-b6e77fe463cd15fa9b491396b4418ed2.jpg" data-gid="gid://syiq/Photo/377669">In fact, safety and ergonomics were a priority when designing the facility. For example, the trolleys used to deliver components to the assembly stations are precisely 13 centimetres higher than standard to avoid operators straining their backs when lifting out the parts (at the time of our visit, the workforce was about to be rewarded with a bonus for reaching 18 months without employee downtime due to work-related incidents.Operators are supported by a Manufacturing Execution System (MES) that displays on-screen all the information they need and guides them through the correct sequence, showing the exact configuration of parts for each engine and assembly drawings. As the engines move along the production line, they pass through a series of quality gates where specific checks are performed. At each gate, a green light indicates that an engine has passed the checks and can move on to the next station. Suspended from the ceiling in the middle of the hall are four giant screens that relay progress – and possible hold-ups – at each stage of the production line.<img src="https://photo-assets.superyachttimes.com/photo/377668/image/large-9d896d45eafda0c301145731b491a626.jpg" data-gid="gid://syiq/Photo/377668">“After completing the basic assembly, the engines enter a buffer zone according to final application,” explains Fink. “Marine engines are often specced to meet specific customer needs. This adds complexity, which means they take longer to assemble – up to three times more than a genset engine – so after the baseline assembly the marine units are routed to a dedicated line for custom configuration.”Sensors are used to monitor the status of components and identify potential issues before they hold up production, but physical checks are also an essential part of the quality control process. For example, one of the last stages is a leak test whereby real fuel is pumped into the engine under pressure to ensure there is no leakage from the multitude of gaskets, bolts and screws. The engines then undergo a&nbsp;visual inspection&nbsp;at the final station, marked by a checkered finish line, before they are deemed ready for transport to Plant 2 for further evaluations and painting.<img src="https://photo-assets.superyachttimes.com/photo/377684/image/large-9f95f9977dd71611d457a54f9a976152.jpg" data-gid="gid://syiq/Photo/377684">Hot StuffLocated down the road in Friedrichshafen, Plant 2 is the historic production facility where the mtu Series 4000 and other units such as the Series 8000 and 1163 are assembled. It is also where all the engines undergo final testing. As part of the company’s long-term strategy to modernise production and optimise throughput, flexibility and quality control, a multi-million-euro investment project is underway to introduce the same automated technologies that have been successfully trialed at Plant 4 for the last two years. This new production area of 4,500 square metres is scheduled for initial operations by the middle of next year, with full implementation and transition to the final setup expected in early 2028.&nbsp;Plant 2 may not yet be fully digitised, but it still represents a highly integrated, technically advanced production and validation facility. During the pre-assembly phase, for example, AI-based recognition systems validate bolts, washers, and fittings by size, type, and material, and provide real-time feedback on any mismatches. It is also equipped for full hot testing of engines under load, simulating real-world operating conditions to validate performance, emissions and system behaviour under stress.&nbsp;The 17 test benches are able to accommodate the whole range of mtu engines, thanks to modular engine mountings and reconfigurable systems that automatically recalibrate for the selected engine type. Two of the test benches are equipped with electrically driven dynamometers for energy recuperation. Instead of using water brakes to absorb mechanical energy as heat, these systems convert kinetic energy generated during engine operation back into electrical power – up to 4.3 gigawatt-hours of electricity annually – which can be used within the plant or fed into the local power grid.<img src="https://photo-assets.superyachttimes.com/photo/377683/image/large-d512c74db31ce9af12512488df1517f2.jpg" data-gid="gid://syiq/Photo/377683">Although all the engines undergo a leak test prior to hot testing, a secondary visual inspection is performed afterwards, as leaks can develop due to thermal cycling, fastener loosening, or gasket misalignment during high-vibration testing. Inspection teams use torches and UV-based leak detection systems to ensure sealing integrity. The painting department comprises five sealed paint booths with adjacent prep zones where engines are cleaned, masked and painted according to customer specifications. Standard units are typically painted in mtu's signature light grey (RAL 7035), but around 40 percent receive a non-standard finish (notably, one engine was painted pink for ScotRail, while another gold-painted unit was delivered to Italy’s Guardia di Finanza). After painting, the engines pass through one of four climate-controlled chambers where the coating is cured.After painting, chromed covers for the cylinder heads are a common custom request for superyacht engines. The final quality control gateway is another visual inspection before the engines are transferred to the dispatch area. From there, engines are logged into <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a>'s logistics and tracking system, where they are matched with customer orders and documentation before being shipped around the world.<img src="https://photo-assets.superyachttimes.com/photo/377667/image/large-ace0a9b40e84a8bb8528ed92a656a8ea.jpg" data-gid="gid://syiq/Photo/377667">Future FuelsBeyond manufacturing, <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> is investing heavily in R&amp;D directed at both diesel and hybrid technologies with a clear focus on sustainability, modularity, efficiency and future-readiness. Its hybrid propulsion solutions were originally geared towards ferries, work boats and naval vessels, but are now being installed on yachts by brands such as <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a> and <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> (the first superyacht over 70 metres with a fully integrated mtu hybrid package is 76-metre <a data-gid="gid://syiq/Yacht/11827" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Arrow76.25m (250'2&quot;)Turquoise Yachts2026">Project Arrow</a>, in build at <a data-gid="gid://syiq/Company/224" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Turquoise Yachts (Company)">Turquoise Yachts</a> in Turkey and due to launch next year). Then there is its research into alternative fuels, where the gameplan is based on both technical innovation and the realities of the marketplace.“We knew there was no single silver bullet, but also realised that investing in 20 directions wouldn’t yield viable business outcomes,” says Denise Kurtulus, Senior Vice President Global Marine at <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> Power Systems. “So we made some strategic decisions."<img src="https://photo-assets.superyachttimes.com/photo/314486/image/large-982728f7b19d922f86f2fe2e8bca7f21.jpg" data-gid="gid://syiq/Photo/314486">Hydrogen was ruled out for mtu marine engines early on due to the associated storage and safety issues. Methanol, on the other hand, emerged as a realistic future fuel for marine combustion engines that can be produced from renewable sources and stored as a liquid at ambient temperature, simplifying handling and logistical needs. <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a>’s research focused on methanol technology as part of the publicly funded MeOHmare project, including trials of a single-fuel solution on a full-engine test bed.&nbsp;“Despite our readiness, however, there's still no viable market for single-fuel methanol engines,” cautions Kurtulus. “Green methanol is largely unavailable, infrastructure is lacking, and legislation is inconsistent. Our market model flipped from expecting a methanol-based market by 2035 to projecting that diesel will remain dominant, with dual-fuel methanol as a bridge.”With this projection in mind, <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> Power Systems continues to invest in optimising its diesel technology – still the most efficient combustion method available, particularly when combined with exhaust after-treatment systems and sustainable EN 15940 fuels such as HVO (Hydrotreated Vegetable Oil), a drop-in fuel that is readily available and can lower fossil CO2 emissions by up to 90 percent.<img src="https://photo-assets.superyachttimes.com/photo/377686/image/large-53378e88ea4a6d22e09dfe1a49815440.jpg" data-gid="gid://syiq/Photo/377686">“Our future vision is clear: hybrid methanol or diesel-electric, depending on the size of the vessel, with future-ready architecture that lets us adapt without changing the engine footprint,” says Kurtulus. “Once infrastructure and regulation are aligned and the market is ready, we’re ready to lead the transition with a single-fuel methanol solution.”In the meantime, <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> Power Systems has been quietly transitioning from being a high-end diesel engine manufacturer into a full-system integrator that delivers complete, hybridised, future-ready propulsion packages. As part of this holistic Bridge-to-Propeller strategy, which covers everything from power generation and propulsion to bridge automation, in 2020 <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> acquired <a data-gid="gid://syiq/Company/2681" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Servowatch (Company)">Servowatch</a>, a leading supplier of ship control systems, and followed up in 2023 with <a data-gid="gid://syiq/Company/4369" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Team Italia Marine (Company)">Team Italia</a>, the yacht bridge and automation specialist. <img src="https://photo-assets.superyachttimes.com/photo/377688/image/large-5b392c7a5e2fec56a88e3cba0bd55dc2.jpg" data-gid="gid://syiq/Photo/377688">Smaller is GoodWhile mtu engines have traditionally served the propulsion needs of superyachts at the upper end of the size scale, including 180-metre <a data-gid="gid://syiq/Yacht/4638" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azzam180.61m (592'7&quot;)Lürssen Yachts2013">Azzam</a>, <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> is now aggressively eyeing the market for smaller yachts. To this end, it has taken over ownership of the testing cycle of an integrated pod propulsion solution based on ZF’s POD 4600 coupled with mtu Series 2000 engines. Initially offering up to 1,250kW (1,700hp) and later expanding to 1,470kW (2,000hp), the platform is engineered to increase propulsion efficiency by up to 15 percent, reduce carbon footprints, and deliver superior manoeuvrability compared to traditional fixed propeller drives for yachts under 40 metres in length. <a data-gid="gid://syiq/Company/5350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Volvo Penta (Company)">Volvo Penta</a> is a market leader in this sector with its IPS technology, but <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> is seeking competitive advantage by leveraging its Bridge-to-Propeller capability.<img src="https://photo-assets.superyachttimes.com/photo/377689/image/large-57013dfbf40056b79d0a40758621c0ed.jpg" data-gid="gid://syiq/Photo/377689">This initiative ties in with a broader <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> ambition: to double its yachting business over the next 10–15 years. While superyachts make up the bulk of that turnover, most of the new growth is expected to come from the smaller production yachts, where competitive pricing is more critical but system integration can offer valuable product differentiation. As propulsion, automation and data systems continue to converge, <a data-gid="gid://syiq/Company/2207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rolls-Royce Marine (Company)">Rolls-Royce</a> is positioning itself as a technology partner offering full integration solutions tailored to meet the evolving demands of next-generation yachts – regardless of size.“We can’t build the business on just the superyacht sector,” confirms Kurtulus. “We’re targeting the high-volume production segment now – without losing our premium edge. Whether it's preparing for smaller yachts or upcoming emissions legislation, we are not just reacting to market shifts – we are actively shaping them.”This article was featured in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-8-download" rel="noopener noreferrer" target="_blank" title="">Issue 8 of How To Build It</a>.&nbsp;You can read all the articles from this edition&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-8-download" rel="noopener noreferrer" target="_blank" title="">here</a>, and stay up-to-date with all previous editions&nbsp;<a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

Inside Rolls-Royce’s mtu Revolution: Smarter, Cleaner Power for Next-Gen Yachts

Rolls-Royce Power Systems is redefining mtu engine production with automation, hybrid tech, and methanol-ready innovation for future yachts.

Two recent yacht deliveries from the Trinity Yachts shipyard have been fitted with the Servowatch integrated alarm, monitoring and control systems. Superyacht’s Lady Linda and Areti continue the recent relationship between the two organizations which have led to seven vessels leaving the yard in the last three years with Servowatch systems installed, and a further three vessels currently in final installation and commissioning stages for delivery during 2012/13. <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/140501/image/large-d8ee8f9aaf42cdb8abde09ce3369ef04.jpg" data-gid="gid://syiq/Photo/140374">Each system installed on the 187 foot Lady Linda and 198 foot Areti monitors and controls approximately 450 - 500 sensor points, collecting data from the yacht’s main propulsion engines, generator sets, HVAC and switchboard systems, tanks / bilges levels, fire alarms, bilge and pump control, plus all other class essential information. The data is then presented on independent fully functional workstation displays distributed throughout the vessel, allowing the operator full access to the system at each location. Servowatch Yacht Systems +44 (0) 1621 862145 <a href="mailto:sales@servowatch.com?subject=Servowatch%20Yacht%20Systems%20%28SuperYachtTimes.com%29">sales@servowatch.com</a> <a target="_blank" href="http://www.servowatch.com/">www.servowatch.com</a>

Two Trinity superyachts delivered with Servowatch systems

The New Year brought with it the latest order from the world renowned shipyard Trinity Yachts for the supply and installation of the Servowatch integrated alarm, monitoring and control system for project T-059 making it ten yachts in little over three years. This recent award continues the on-going commitment between shipyard and supplier working in harmony to provide cost effective turnkey installations. Previous vessels have included six 164ft yachts and three 187ft – 198ft yachts. Each system supplied; monitors and controls approximately 350 - 400 sensor points, collecting data from the yacht’s main propulsion engines, generator sets, HVAC and switchboard systems, tanks / bilges levels, fire alarms, bilge and pump control, plus all other class essential information. The data is then presented on independent fully functional workstation displays distributed throughout the vessel, allowing the operator full access to the system at each location. Yachts T-043 and T-050 are nearing completion with sea trials imminent with T-057 in its installation phase prior to delivery later this year. “The early days were unhurried as Trinity needed to reassure themselves that any vendor chosen by their customer had to work for all parties involved, with T-054 (M/Y Red Sapphire) being our trial yacht. The fact that we have been continually awarded these contracts provides evidence that Trinity Yachts were justified in offering Servowatch to their clients”. Dave Pickering Servowatch Yacht Systems Manager commented. Servowatch Yacht Systems +44 (0) 1621 862145 <a href="mailto:sales@servowatch.com?subject=Servowatch%20Yacht%20Systems%20%28SuperYachtTimes.com%29">sales@servowatch.com</a> <a target="_blank" href="http://www.servowatch.com/">www.servowatch.com</a>