Krupp was the largest German industrial group of the nineteenth and twentieth centuries, & its marine work ran through two channels: the Germaniawerft shipyard at Kiel, which Krupp owned from 1902, and the diesel engines that yard built for warships, submarines, & merchant vessels. The marine lineage ends in ThyssenKrupp Marine Systems (TKMS), the naval shipbuilder formed after Thyssen and Krupp merged in 1999. The Germania engine shops & the modern TKMS submarine yards are two different things, separated by half a century and a world war, and this article keeps them apart. The historic engines were built at Kiel under the Krupp Germania name; the modern boats are designed and built by TKMS, the business that absorbed Howaldtswerke-Deutsche Werft (HDW) in 2005.
For the wider map of who built marine diesels in Germany & elsewhere, see the marine engine makers index. The closest engineering neighbor in this story is MAN Energy Solutions, since MAN & Krupp were the two German firms that built large submarine diesels through the first half of the twentieth century.
Friedrich Krupp and the Essen steelworks
Friedrich Krupp founded a steel works in Essen in 1811, set up to make crucible steel of a quality that English mills had kept to themselves. He died in 1826 with the business near collapse. His son Alfred Krupp took it over at age 14 & spent the next five decades turning a handful of workers into the largest steel maker on the European continent.
Alfred’s growth came from three products: railway tires forged as one-piece rings, structural & rail steel, & artillery. The one-piece railway tire, patented in the 1850s, became the firm’s trademark; the three interlocking rings still sit in the Krupp & ThyssenKrupp marks today. By Alfred’s death in 1887 Krupp employed more than 20,000 people at Essen and had become the principal arms supplier to the Prussian & then the German state.
Steel is the thread that ties the whole story together. A firm that could pour, forge, & machine large steel sections at scale could make gun barrels, ship plate, crankshafts, & engine castings from the same metallurgy. That capability is why Krupp moved into shipbuilding & marine machinery rather than buying it in. The Essen works supplied the forgings; the Kiel yard turned them into hulls & engines.
The Krupp company records survive at the Historisches Archiv Krupp in Essen, held within the Alfried Krupp von Bohlen und Halbach Foundation. It is one of the oldest company archives in Germany & the primary documentary record for the dates & products in this article.
Why a steelmaker built engines
A reader new to the period often asks why a steel house built ships & diesels at all, rather than selling plate to yards that did. The answer is forging capacity. A large marine diesel needs a crankshaft forged in one piece, a bedplate cast or fabricated from heavy section, & cylinder liners & covers in grades that hold their shape under heat & pressure. Few firms in 1900 could forge a crankshaft of the size a ship engine needed, & a steelmaker that already poured gun barrels had exactly that plant. Owning the engine works let Krupp turn its own metal into a finished, higher-value product instead of selling the raw forging to a competitor.
The same logic ran through the warship side. A capital ship is mostly armor plate, gun forgings, & propulsion machinery, & Krupp made all three. Krupp armor, hardened by a face-carburizing process the firm developed in the 1890s, was licensed to navies worldwide & gave the name a place in naval engineering well before the first Germania diesel. The shipyard was the natural place to assemble those parts into a hull, so the move from steel into shipbuilding & then into ship machinery followed the metal rather than jumping into an unrelated trade.
Germaniawerft at Kiel
Krupp’s marine arm centered on the shipyard at Kiel-Gaarden that became known as Germaniawerft. Krupp acquired the yard in 1902 & ran it as the group’s shipbuilding & marine-engineering subsidiary. Kiel was the home port of the Imperial German Navy on the Baltic, so a yard there sat next to its largest customer.
Germaniawerft built across the size range. It launched torpedo boats, cruisers, & capital ships for the Imperial Navy, & merchant vessels & yachts for private owners. The yacht work mattered for prestige: Germaniawerft built racing & cruising yachts for the German imperial house & for wealthy clients, & that line gave the yard a name in fine engineering rather than only in warships.
The engine shops at Kiel built the propulsion machinery for many of these hulls. In the steam era that meant triple-expansion reciprocating engines & later steam turbines. As the diesel engine matured after 1900, the Kiel works moved into oil-engine construction, & that is where the Krupp Germania marine-diesel story begins. The yard could build the hull, the engine, & much of the auxiliary plant under one roof, which is the integration that defined a first-rank shipyard of the period.
The yard’s place in the German naval program
Kiel was not just convenient; it was the strategic center of the Imperial Navy’s Baltic base. The Kaiser-Wilhelm-Kanal, the canal linking the Baltic to the North Sea, ran to Kiel & let warships move between the two seas without rounding Denmark. A first-rank yard at Kiel could build, fit out, & repair the fleet inside that protected base. Germaniawerft shared the Kiel naval-building work with the Imperial dockyard & with Howaldtswerke, the Kiel commercial yard that, decades later, would become the HDW that TKMS absorbed. The three Kiel yards are a recurring thread: the naval-building skill stayed in the city even as the firms that held it changed names & owners.
The yacht line deserves a second look, because it tells you what the yard could do at the fine end. Germaniawerft built large sailing & motor yachts to a standard of finish that warship work did not demand, & that craft fed back into the engine shops as careful machining & assembly practice. A yard that could build a racing yacht’s deck fittings to close tolerance could also build a diesel’s injection gear, & the two lines of work shared a workforce. The yacht orders thinned after 1914 as the yard turned fully to war work, but the reputation for fine engineering outlasted them.
What the engine shops actually built
The Kiel engine works was not a single product line. It built reciprocating steam engines, steam turbines, & oil engines across its life, & the mix shifted with the customer & the decade. For surface warships the yard fitted steam plant well into the twentieth century, since a destroyer or cruiser of the period needed the high power-to-weight that steam turbines gave at the time. The diesel work concentrated where the diesel’s advantages were decisive: in submarines, & in merchant & auxiliary vessels where fuel economy & a small engine-room crew counted more than top-end power.
This split matters for anyone reading the yard’s records. A Germaniawerft hull of 1912 might carry turbines, while a Germaniawerft submarine of the same year carried diesels; the yard built both & the propulsion choice followed the ship’s mission, not a single house standard. Treating Germaniawerft as a diesel-only builder misreads the record. It was a full-line marine-engineering yard that happened to do some of the most demanding diesel work of its era because its largest naval customer needed submarines.
Krupp Germania diesel engines
The diesel engine, patented by Rudolf Diesel in the 1890s & first run as a working prototype in 1897 at the Augsburg works that later became part of MAN, reached marine use in the years before the First World War. Germaniawerft was one of the German yards that took it up early, building large oil engines for ship propulsion under the Krupp Germania name.
The marine diesel’s appeal over the steam plant was direct. It needed no boilers, no large coal or oil bunkers feeding furnaces, & no large engine-room crew for stoking. It could start quickly & ran on heavier, cheaper fuel as injection technology improved. For a submarine, which has to charge batteries while surfaced & cannot carry a boiler plant, the diesel was the only practical surface engine. That single fact shaped Krupp’s diesel work more than any other.
A marine diesel’s output is set by how hard each cylinder works & how fast it turns. The mean effective pressure inside the cylinder, multiplied by swept volume & speed, gives the power. The mean effective pressure is the single figure that captures how much work the combustion cycle does per unit of displacement, & it is the number engine builders push upward as a design matures.
| Symbol | Meaning | Unit |
|---|---|---|
| Brake power | kW | |
| Total swept volume | L (= dm³) | |
| Engine rpm | rpm | |
| 1 for 2-stroke, 2 for 4-stroke | ||
| Brake mean effective pressure | bar |
Source: Pounder's Marine Diesel Engines; Heywood - Internal Combustion Engine Fundamentals
Calculate Brake Mean Effective Pressure →The competing measure of a diesel’s quality is how little fuel it burns for the work done. That is the brake thermal efficiency, derived from the specific fuel consumption & the fuel’s lower heating value. Early marine diesels of the 1910s were far less efficient than the engines of the late twentieth century, but even then they beat the reciprocating steam plant they replaced.
| Symbol | Meaning | Unit |
|---|---|---|
| Specific fuel consumption | g/kWh | |
| Net calorific value | MJ/kg |
Source: MAN ES / WinGD Performance
Calculate Thermal Efficiency →The two-stroke & four-stroke cycles both found use in marine diesels, & the split persists today. Large slow-speed propulsion engines settled on the two-stroke cycle, while medium-speed & high-speed engines, including most submarine engines, used the four-stroke cycle. The background on each is in two-stroke marine diesel engine fundamentals & four-stroke marine diesel engine fundamentals; the general article on the type is marine diesel engine.
Krupp did not publish a single signature engine the way some builders did with a flagship type. Its diesel work is recorded through the vessels it powered rather than through a famous engine name, & the surviving Germaniawerft records at the Krupp archive & at German maritime museums are the place to trace specific builds. Where a published power or fuel figure for a given Germania engine is needed, it should be taken from those primary records rather than estimated, since the design varied widely across two decades & two cycles.
The engineering problems of an early marine diesel
The marine diesel of 1910 was not a settled machine. Three problems dominated its design, & a builder’s reputation rose or fell on how well it solved them. The first was fuel injection. Diesel’s own engines used air-blast injection, in which a separate high-pressure air compressor blew the fuel charge into the cylinder. That worked but added a heavy, power-hungry compressor & a maze of high-pressure piping. The shift to solid, or airless, injection through a mechanical pump & nozzle removed the compressor & was one of the main advances of the 1910s & 1920s. A builder’s injection gear set how cleanly the engine burned & how much power it could make.
The second problem was scavenging in two-stroke designs: clearing the burnt gas & charging fresh air every revolution without a separate exhaust stroke. Loop, cross, & uniflow scavenging schemes each had patents behind them, & getting the gas exchange right decided whether a two-stroke ran clean or fouled. The third was the crankshaft & bearings, which on a large slow-speed engine carry loads that test the metallurgy directly. This is where a steelmaker like Krupp had an edge: the firm forged its own shafts in grades it understood, & a failed crankshaft at sea ends a voyage.
These problems are why the early marine-diesel field was a cross-licensing thicket. No single firm held every good answer, so builders licensed each other’s injection, scavenging, & valve-gear patents to build a complete engine. Germaniawerft worked inside that thicket like every other yard, building to its own drawings where it held the better design & under license where a rival did.
Reciprocating against turbine and steam
It helps to place the diesel against what it replaced. The triple-expansion steam engine had powered merchant ships for half a century by 1910: reliable, well understood, but tied to a coal-fired boiler plant that needed a large stokehold crew & filled much of the ship with bunkers & furnaces. The steam turbine, which Germaniawerft also built, gave far higher power for warships but burned fuel heavily at the part-load speeds merchant ships cruise at, & it needed reduction gearing or a direct high-speed shaft to match a propeller.
The diesel split the difference for the merchant trade & beat both for the submarine. It carried no boiler, ran a small engine-room crew, & burned less fuel for the same voyage, which mattered most on long hauls where bunker cost dominated. Its weakness was power-to-weight at the top end, which kept fast warships on steam turbines for decades. The choice between the three plants was an engineering trade, not a fashion, & a full-line yard like Germaniawerft built whichever the ship’s mission demanded.
Submarine diesels for the Imperial Navy
The submarine is where Krupp’s diesel engineering counted most. Germaniawerft built U-boats for the Imperial German Navy from before the First World War, & by the war years it was one of the principal U-boat yards. A submarine of that period ran on diesels while surfaced, both to move & to charge its battery, then switched to electric motors fed by that battery while submerged. The diesel had to be reliable, compact, & able to take the shock of crash-diving routine, since a failed engine on the surface left the boat unable to charge or escape.
Germany’s submarine diesel construction in this era concentrated in two firms: MAN & Krupp. Each built large four-stroke engines for the navy’s boats, & between them they supplied most of the U-boat fleet’s surface power. This is the point where the Krupp & MAN stories run in parallel: two firms, two cities, the same hard problem of a high-output diesel that has to live inside a pressure hull. The MAN side of that history is covered in MAN Energy Solutions corporate history.
After the 1918 armistice the Treaty of Versailles barred Germany from building submarines, & the U-boat diesel work stopped with it. German submarine design did not stop entirely; it moved abroad, run through a Dutch design office that kept the engineering teams together through the 1920s. When rearmament resumed in the 1930s, that retained knowledge fed straight back into the new boats.
The Kriegsmarine’s submarine program of the 1930s & the Second World War drew Germaniawerft back into U-boat construction. The yard built boats of the Type VII & other classes that formed the backbone of the wartime fleet, again with diesel surface plant of the kind MAN & Krupp had refined over thirty years. The wartime boats were built fast & in large numbers, & their diesels were a known, hardened design rather than an experiment.
The diesel-electric arrangement
The reason a submarine needs a hard, reliable diesel is the diesel-electric arrangement itself, & it repays a closer look. On the surface the diesel drives the propeller shaft & also turns a generator that charges the boat’s battery. Submerged, the diesel cannot run, since it needs air it cannot get & would fill the boat with exhaust, so the propeller runs off an electric motor fed by the battery alone. The submerged endurance of a wartime boat was set by that battery’s charge, which is why a boat had to surface, or run at periscope depth with a snorkel, to recharge.
That cycle puts a particular demand on the engine. The diesel has to come up to full output fast for a charge run, take the vibration & shock of a boat working in a seaway, & restart reliably after a dive. A power figure on its own does not capture the requirement; reliability under that duty cycle does. It is why the wartime program leaned on engine designs that MAN & Krupp had already proven over decades rather than chasing the last increment of output from an untested type.
The snorkel and late-war boats
Late in the war the Kriegsmarine fitted the snorkel, a mast that let a submerged boat draw air for its diesels & vent the exhaust while staying below the surface. The snorkel let a boat charge without fully surfacing, which mattered once Allied radar made a surfaced U-boat a target. The snorkel changed the diesel’s working conditions: it ran against a partly throttled air supply & a back pressure on the exhaust, both of which cut the power it could make & raised its fuel burn for the same charge. The air a snorkeling diesel breathes is colder & its pressure varies with sea state, which feeds directly into the charge-air sensitivity that any naturally aspirated marine diesel shows.
The same period saw the Type XXI, the high-capacity-battery boat designed for long submerged running, which pointed toward the post-war submarine. Its design split diesel surface charging from sustained submerged speed in a way the modern air-independent boats carry forward. The wartime engineering & its records sit in the German Federal Archives & the maritime museums cited below, which are the place to read the specifics rather than a secondary summary.
A submarine diesel’s output is sensitive to the air going into it. A surfaced boat takes in ambient air, & both its temperature & its density change what the engine can make. Charge-air temperature shifts the mass of oxygen per stroke, & that shifts both power & fuel burn. The relationship matters for any naturally aspirated or lightly boosted engine working across a wide range of sea & air conditions.
Licensing, development, and the engineering base
Krupp’s marine-diesel work, like that of most builders of the era, mixed in-house design with licensed technology. The early decades of marine diesel construction saw heavy cross-licensing between firms, since the patents on injection, scavenging, & valve gear were held in different hands across Europe. A yard like Germaniawerft built engines to its own drawings where it could & under license where a rival held the better patent.
The broader German diesel base that Krupp drew on & competed with was wide. MAN at Augsburg & Nuremberg held the line from Diesel’s own prototype. Other German firms built their own marine & stationary diesel ranges through the same period, including the air-cooled & medium-speed lines that ran through firms now part of the modern industry. The Deutz marine engines history covers one of those parallel German lines.
Diesel engineering at Kiel did not vanish after the war. The medium-speed engine builder MaK (Maschinenbau Kiel) was founded in Kiel in 1948 & came under Krupp ownership in 1962. Under Krupp, MaK built a medium-speed four-stroke product range that went onto ferries, naval auxiliaries, & offshore vessels across Europe & beyond. Krupp sold MaK to Caterpillar in 1997, & the Kiel works kept building medium-speed engines under Caterpillar Marine after that. The MaK line is the most continuous surviving piece of Krupp’s marine-engine work; its full account is in MaK Maschinenbau Kiel marine engines.
The MaK chapter is worth keeping distinct from the Germania chapter. Germania built engines, including submarine diesels, as part of a full shipyard from 1902 to the post-war wind-down. MaK was a separate Kiel engine firm, founded in 1948, that Krupp bought as a going concern in 1962 & sold in 1997. The two overlap only in the city of Kiel & the Krupp name; they were not the same works, & MaK’s medium-speed range was a post-war design lineage rather than a continuation of the pre-war Germania diesels. Confusing the two is easy because both sit in Kiel under Krupp, but they are separate businesses with separate products.
Other German engine houses ran alongside Krupp through this whole span & are part of the same field. The slow-speed two-stroke line that dominates large merchant propulsion today traces through MAN & through the Sulzer designs now folded into the same business. The medium-speed & air-cooled lines ran through firms such as the one covered in the Deutz marine engines history. The marine engine makers index sets out how these firms relate, & it is the right starting point for placing Krupp among them.
A marine engine’s fuel burn tracks the cube of ship speed for a displacement hull, since resistance rises steeply with speed & power has to rise faster still. That cube-law relationship is the single most useful rule for anyone planning fuel against schedule, & it applies to a Germania-engined ship of 1915 as much as to a modern one.
| Symbol | Meaning | Unit |
|---|---|---|
| Speeds | kn | |
| Speed exponent (3 default) | ||
| New-to-ref fuel fraction |
Source: MAN ES - Basic Principles of Ship Propulsion
Calculate Cube Law Fuel Ratio →Post-war reconstruction of Krupp
The Second World War left Krupp broken in three ways. Its plants were bombed; its leadership faced the Nuremberg trials, where Alfried Krupp was convicted in 1948 & served part of a prison term before release in 1951; & Allied policy initially called for the group’s heavy-industry & arms capacity to be broken up & its shipyard work ended. Germaniawerft, as a U-boat yard, was a direct target of that policy, & its shipbuilding was wound down after the war.
The breakup did not hold. As the Cold War set in, West German heavy industry was rebuilt rather than dismantled, & Krupp was allowed to reform around steel, machinery, & plant engineering. The group rebuilt through the 1950s & 1960s & returned to large-scale steel & engineering, though its identity shifted from a family firm to a foundation-held public company over the following decades. The submarine-building skill base in Kiel survived not at the old Germaniawerft but at other Kiel yards, & it is that surviving base, not the historic Germania shops, that runs into the modern naval business.
This break is the reason the historic Germania engine work & the modern TKMS naval business have to be told as two chapters rather than one continuous line. The corporate name carried across; the specific engine shops & the people did not.
The 1999 Thyssen-Krupp merger
Thyssen & Krupp had been rivals across German heavy industry for most of the twentieth century: two steel houses, two engineering groups, two competing identities from the Ruhr. In 1997 Krupp made a hostile bid for Thyssen, which failed but pushed the two toward a negotiated combination. They merged their flat-steel operations first, then merged fully in 1999 to form ThyssenKrupp AG.
The merger ended nearly two centuries of separate corporate life for both names. The combined group reorganized its many businesses into divisions covering steel, elevators, plant engineering, components, & marine systems. The marine activities, including the surviving German naval shipbuilding, were grouped into what became ThyssenKrupp Marine Systems.
ThyssenKrupp’s own published company history is the primary record for the merger dates & the later reorganizations, & it is cited at the foot of this article along with the TKMS history page.
ThyssenKrupp Marine Systems and the modern submarine business
ThyssenKrupp Marine Systems (TKMS) is the modern naval shipbuilder that carries the Krupp name into present-day submarine & surface-warship construction. It is a different business from the historic Germania engine shops, built up by combining several German & foreign yards rather than by continuing the old Kiel engine works.
The largest single piece TKMS absorbed was Howaldtswerke-Deutsche Werft (HDW) at Kiel, brought fully under ThyssenKrupp control in 2005. HDW was already one of the world’s leading exporters of conventional, non-nuclear submarines, & its design portfolio became the core of the TKMS submarine business. The Hamburg naval builder Blohm + Voss was also part of the marine grouping for a period before being divested. The group also held the Swedish submarine builder Kockums through the HDW acquisition; Kockums was sold to Saab in 2014 & became Saab Kockums, a separate company. The Kockums account, including its own engine & submarine work, is in Kockums shipyard and engines.
TKMS today is one of Europe’s principal builders of conventional submarines. Its export classes, the Type 209 family & the later Type 212 & Type 214 designs, have been sold to navies across Europe, Asia, & South America. The Type 212 introduced air-independent propulsion using hydrogen fuel cells, which lets a non-nuclear boat stay submerged far longer than a battery-only design. The boats still carry diesel generators for surface charging, the same basic role the Germania diesels filled a century earlier, but the design discipline & the supplier base bear no direct line back to the historic engine shops.
The distinction is worth stating plainly. The diesels in a modern TKMS submarine are not Krupp Germania engines; they are bought from the modern engine industry, & the Germania marine-diesel line as a product ended with the old yard. What carries forward is the corporate name, the Kiel location, & the broad skill of building submarines, not a continuous engine product.
Air-independent propulsion and the diesel’s surviving role
Air-independent propulsion is the clearest break between the wartime boat & the modern one, & it shows how far the diesel’s role has shrunk. A Type 212 carries hydrogen fuel cells that generate electricity from stored hydrogen & oxygen without air, which lets the boat run submerged for far longer than a battery alone allows & without the loud, detectable charging run a wartime boat needed. The fuel cell does the quiet, sustained submerged work the battery used to do.
The diesel did not disappear, but it dropped to a support role. A modern conventional boat still carries diesel generators to charge its main battery & top up the system, the same surface-charging job the Germania diesels did, but it is no longer the boat’s defining engine. The design effort that once went into a hard, high-output submarine diesel now goes into the fuel-cell plant, the battery, & the quieting of the whole drive train. The continuity is functional, not mechanical: a generator on a modern boat fills the role a Germania diesel once filled, but it is a different machine from a different supplier.
Surface ships and the export business
TKMS is not only a submarine builder. Its yards build frigates, corvettes, & support vessels, & the German naval frigate programs run through the same group. The export side has been the larger commercial story for the submarine business, since the home navy’s orders are steady but small, while export navies in Europe, Asia, & South America have bought the Type 209, 212, & 214 designs over decades. That export base is what keeps a conventional-submarine yard viable, since a builder serving only one navy cannot hold the design teams together between domestic orders. The pattern is the same one that kept German submarine knowledge alive abroad in the 1920s: a design skill survives by finding customers beyond its home state.
Reading the engine numbers
Anyone working from the surviving Germania & TKMS records will meet the same handful of engine quantities again & again, & it helps to know what each one means before trusting a figure.
Mean effective pressure tells you how hard a cylinder works per unit of displacement; two engines of the same bore & stroke can differ widely in output because one runs at higher mean effective pressure. Specific fuel consumption tells you how much fuel the engine burns per unit of work, & it converts to thermal efficiency through the fuel’s heating value. The cube law links ship speed to power & so to fuel over a voyage. Charge-air temperature shifts both power & fuel burn through the density of the air going in. These four relationships, set out in the formula-cards above, are the working toolkit for reading any marine-diesel record, historic or modern.
For hands-on figures, the companion tools at engine BMEP & engine cube-law fuel let you put numbers in & check them rather than work the algebra by hand. Use real measured inputs from a primary record; do not back-fill a Germania engine’s output from a modern assumption.
Engineering heritage
The Krupp marine record stands on four points, each tied to a date or a named successor rather than to a general reputation.
Germaniawerft built submarines & warships for the Imperial Navy & the Kriegsmarine from 1902 until its post-war wind-down, & for two periods it was one of Germany’s main U-boat yards. Krupp & MAN together supplied most of the German submarine fleet’s surface diesels through the first half of the twentieth century. Krupp’s medium-speed engine line through MaK, owned from 1962 to 1997, survives in production under Caterpillar Marine. The submarine-building skill that TKMS now holds, built up through the HDW acquisition of 2005, traces to the same Kiel naval base, though not to the old Germania engine shops.
The documentary record sits in three kinds of institution: the Historisches Archiv Krupp in Essen for the company papers, German national technical & maritime museums such as the Deutsches Museum in Munich & the Deutsches Schifffahrtsmuseum in Bremerhaven for the engineering & ship record, & the Bundesarchiv for the wartime naval papers. Those are the sources to use for any specific Germania engine or boat, & they are listed in the citations below.
Limitations
This article is a corporate & technical history, not an engine catalog. It does not list specific Germania engine types with bore, stroke, output, or fuel figures, because those varied widely across two decades & two cycles & should be read from the primary records at the Krupp archive & the German maritime museums rather than from a secondary summary. No power or consumption numbers are stated here, by design; where this article notes that diesels beat the steam plant they replaced, that is a qualitative statement of the period’s engineering, not a quoted figure.
The article also keeps a hard line between the historic Germania engine work, which ended with the old yard, & the modern TKMS naval business, which is a reassembled group rather than a continuation of the engine shops. Treating the two as one continuous line is the most common error in popular accounts of Krupp’s marine work, & it is wrong: the corporate name carries across, the specific engines & people do not. Dates given are the ones recorded in the ThyssenKrupp & TKMS company histories & the German national archives; where a date is disputed in popular sources, the company & archive record is preferred.
The formula-cards above present generic marine-diesel relationships that apply to any reciprocating engine. They are not specific to any Krupp design & should not be read as such; they are tools for working with engine data, not statements about a particular Germania product.
See also
- MAN Energy Solutions corporate history
- MaK Maschinenbau Kiel marine engines
- Deutz marine engines history
- Kockums shipyard and engines
- Two-stroke marine diesel engine fundamentals
- Four-stroke marine diesel engine fundamentals
- Marine diesel engine
- Marine engine makers
- Caterpillar Marine corporate history
- Sulzer marine diesel engines history
- Companion calculator: engine BMEP
- Companion calculator: engine cube-law fuel