Marine Engine Model Decoder (Naming Conventions, All Major Makers)

Live decoder calculator: the companion Marine Engine Model Decoder calculator parses any model string (for example 6S60MC-C, 8G80ME-C10.5, 12X92-DF, 9L48/60CR, B33:45L9, 8RT-flex96C, 6UEC60LSGI, 7K98MC) and renders the per-character breakdown (maker, cylinder count, stroke prefix, bore, generation, fuel system) in real time. Forgiving input: capitalisation, whitespace and dashes are all normalised; the decoder runs Levenshtein fuzzy match against every known example when no parser produces a confident hit. Use it alongside this article when working with builder’s nameplates, classification certificates or technical files.

Why engine designations are structured

Marine engine programmes evolve over decades. A maker that ships engines from 200 mm bore aux units to 980 mm bore main propulsion has hundreds of variants in production at any given time. Without a structured naming convention, customers, classification societies, surveyors and shipyards would face a combinatorial nightmare every time an engine specification changed hands. A model number like 6S60MC-C is therefore designed to be parseable: every character maps to a property of the engine, and within a maker’s lineage the same character has the same meaning across thousands of engines.

This is not a marketing convention. Class society type approvals, IMO EIAPP certificates under MARPOL Annex VI, engine builders’ licences and classification society plan approvals all reference the engine by its structured designation. The naming convention is the engine’s identity for regulatory and contractual purposes; the EEDI Attained calculator and the EEXI Attained calculator both consume engine designations to look up reference NOx and SFOC values that determine compliance.

The grammars below are presented in roughly the order of fleet share, starting with the two-stroke makers that dominate large main propulsion and continuing with the four-stroke aux-engine makers. Where appropriate the article traces the lineage from each maker’s first marine 2-stroke through the current alternative-fuel variants, so that an engineer reading an older nameplate (such as a 1970s 9K45GFC) can locate the engine on the family tree and identify its modern descendant.

MAN B&W (2-stroke)

MAN B&W traces to the 1898 collaboration between Rudolf Diesel and Burmeister & Wain of Copenhagen, with MAN AG of Augsburg producing the first commercial diesel engine that same year. The two firms’ 2-stroke programmes merged in 1980 under the MAN B&W Diesel banner, and the unified programme has been progressively rebranded since: MAN Diesel (2006), MAN Diesel & Turbo (2010), MAN Energy Solutions (2018), and most recently Everllence (4 June 2025) as the corporate identity. The engines themselves continue to be marketed as MAN B&W and B&W, and that nameplate remains the canonical reference on classification certificates, builder’s nameplates and the live decoder calculator. The current marine programme is licensed for series production by Hyundai Heavy Industries (HHI) in Korea, Mitsui E&S Machinery in Japan, Doosan Engine in Korea, Dalian Marine Diesel and Hudong-Zhonghua in China, and others; together these licensees account for an estimated 70 to 80 percent of large 2-stroke engines on order. See the MAN Energy Solutions corporate history wiki for the corporate-rebrand and licensing chronology.

Grammar (modern programme)

<cylinders><stroke><bore><type>[-<sub>][<mark>][<fuel suffix>]

For example, 6S60MC-C parses as:

Stroke prefix

Lineage and type codes

The B&W 2-stroke programme has gone through eight major generations since the mid-1960s. Older nameplates use the legacy codes; the modern programme uses MC and ME variants. The full lineage:

Mark numbers

A trailing decimal (e.g. ME-C9.5, ME-C10.5) indicates the mark version, a sequential refinement step within a type code. Higher marks typically improve brake-specific fuel oil consumption (BSFC), extend the rated power range, or add emissions-tuning capability. The same engine name without a mark indicates the original baseline (mark 1). The current Mark numbers on the G-series flagship reach Mark 10.5 and 11.0, depending on bore. See the marine engine model decoder calculator for instant mark-aware lookups and the BMEP calculator for the mean-effective-pressure context that drives mark progression.

Worked examples

• 9K45GFC: 9 cyl, short stroke, 450 mm bore, GFC generation. Mid-1970s mechanical engine with constant-pressure turbocharging. Still operating on 1970s-vintage bulk carriers and licensed Mitsui-built tonnage; the modern successor in the same bore class is the 6G45ME-C9 or 6S46ME-B8.
• L80GFCA: bare-platform reference to the L80-bore fuel-economy-tuned GFCA generation (1978-1982). Common on older tankers; survivor numbers shrinking but plenty still in service.
• 6S60MC-C: 6 cyl, super-long stroke, 600 mm bore, MC compact. Legacy programme, widely operated on bulk carriers and tankers.
• 7G80ME-C10.5: 7 cyl, ultra-long Green stroke, 800 mm bore, ME-C mark 10.5. Modern flagship for VLCCs and Suezmax tankers.
• 8G95ME-GI: 8 cyl, Green stroke, 950 mm bore, high-pressure LNG dual-fuel. Ultra Large Container Ships (24,000+ TEU).
• 6S35ME-LGIM: 6 cyl, super-long stroke, 350 mm bore, methanol dual-fuel. Methanol-ready newbuild container feeders and Stena RoRo programme.
• 8G70ME-GIE: ethane-fuelled ME-GI for VLECs.
• 6G70ME-LGIP: LPG-fuelled ME-LGI for VLGCs.
• 12K98MC: 12 cyl, short stroke, 980 mm bore, MC. The largest commercial 2-stroke ever built (Maersk E-class predecessor era).

For broader context on the architecture see two-stroke marine diesel engine fundamentals, crosshead diesel engine architecture overview, uniflow scavenging, common-rail fuel injection on two-stroke engines, exhaust valve actuation in two-stroke engines, tier III compliant two-stroke engines, methanol marine engines overview and ammonia marine engines overview.

WinGD

Winterthur Gas & Diesel Ltd. was created in 2015 when Wärtsilä spun off its 2-stroke business; majority ownership passed to China State Shipbuilding Corporation (CSSC) in 2016. WinGD inherited the Sulzer 2-stroke lineage that Wärtsilä had acquired in 1997. The current programme is the X-series, which replaced the older RT and RT-flex families, with a rapidly expanding family of dual-fuel and alternative-fuel derivatives. WinGD’s 2-stroke business is the principal competitor to MAN B&W / Everllence for large slow-speed orders, with the recent X-DF generations winning a disproportionate share of LNG-fuelled container-ship newbuilds. See the WinGD corporate history for the spin-off and CSSC-ownership chronology, and the in-depth WinGD X-DF dual-fuel architecture wiki for the technical detail.

Grammar (modern X-series)

<cylinders>X<bore>[<fuel suffix>][-<mark>]

Variant suffixes

Lineage and predecessors

The X-series itself replaced the Sulzer/Wärtsilä RT-flex (2001-2015), which replaced the RTA (1990s-2000s), which replaced the RT (1980s-1990s). The full Sulzer pre-RT lineage runs RD (1965-1980s, conventional camshaft with loop scavenging) → RND (1968-1980s, stretched-stroke uniflow with single exhaust valve) → RND-M (1980-1990s, higher MEP) → RLA (1977-1990s, the smaller-end long-stroke programme) → RLB (1985-1995, higher-output RLA derivative). These older Sulzer engines are documented under the Wärtsilä 2-stroke (Sulzer / RT) section below; the WinGD section here covers the X-series only.

Worked examples

• 8X92DF: 8 cyl, X92 platform (920 mm bore), dual-fuel LNG. Flagship for 23,000+ TEU LNG-fuelled container ships.
• 6X62DF-S: 6 cyl, 620 mm bore, X-DF second-generation with iCER. Mid-size container vessels.
• 7X82: 7 cyl, 820 mm bore, conventional oil-fuelled.
• 8X82DF-HP-1.0: 8 cyl, 820 mm bore, high-pressure LNG (2028 deliveries).
• 5X52DF-A-1.0: 5 cyl, 520 mm bore, ammonia-fuelled.
• 5X62DF-P-1.0: 5 cyl, 620 mm bore, LPG with ammonia-ready pre-fit.
• 6X62DF-M-1.0: 6 cyl, 620 mm bore, methanol-fuelled.

The X-series is gradually displacing the legacy RT-flex on newbuilds; the smaller bores (X35, X40) entered series production from approximately 2018. WinGD’s alternative-fuel roadmap is now broader than MAN’s at the same bore class, particularly the X-DF-P pre-fit concept that monetises both LPG cargo trades and the eventual ammonia transition without requiring two separate hull designs.

Wärtsilä 2-stroke (Sulzer / RT)

Sulzer Diesel of Winterthur, Switzerland, was one of the three twentieth-century 2-stroke houses (alongside MAN B&W and Mitsubishi). Wärtsilä acquired Sulzer in 1997 and continued the RT, RTA and RT-flex programmes until the 2015 spin-off to WinGD. The designation lineage is sometimes called “Sulzer RT” interchangeably with “Wärtsilä RT”. The pre-RT Sulzer slow-speed programme dates back to the 1930s.

Grammar

Worked examples

• 6RD76: 6 cyl Sulzer RD76 (760 mm bore). Mid-1970s flagship for VLCCs of the era.
• 7RND68M: 7 cyl RND68 with the M revision (680 mm bore, late period).
• 5RLA90: 5 cyl RLA90 (900 mm bore long-stroke).
• RTA84T-D: RTA series, 840 mm bore, T-variant (tanker tuning), D revision. 1990s-era tanker propulsion.
• RT-flex96C-B: RT-flex, 960 mm bore, C-variant (container tuning), B revision. The famous “world’s largest” reciprocating engine on the Emma Maersk class.
• RTA62U: RTA, 620 mm bore, universal variant.

These engines remain widespread on the existing fleet but are not built as new; WinGD’s X-series has succeeded them. The handful of overhaul yards still supporting RD and RND parts are concentrated in Hong Kong, Busan and Rotterdam. See Sulzer marine diesel engines history and Wärtsilä corporate history.

Mitsubishi UEC

Mitsubishi Heavy Industries Marine Machinery & Equipment Co. (MHI-MME) developed the UEC (“Universal Engine, Crosshead”) family independently of the European 2-stroke houses. UEC engines have been in continuous production since the 1950s and compete in the same market segments as MAN B&W’s S and G families and WinGD’s X. MHI’s installed base is concentrated on Japanese and Korean-built tonnage but is now broadening on the back of the LSGI dual-fuel push.

Grammar

[<cylinders>]UEC<bore><generation>

Generation codes

Worked examples

• 6UEC60LSII: 6 cyl, UEC60 platform (600 mm bore), LSII generation.
• UEC50LSE: UEC50 (500 mm bore), eco variant, no cylinder count given (used as a programme-level designation).
• 7UEC85LSC: 7 cyl, UEC85 (850 mm bore), compact-frame variant.
• 6UEC50LSGI: 6 cyl, UEC50, high-pressure LNG dual-fuel.
• 8UEC60LSGI: 8 cyl, UEC60, dual-fuel LNG.

See Mitsubishi UE and UEC two-stroke engines for deeper history.

MAN 4-stroke

The MAN 4-stroke programme spans medium-speed engines from 175 mm to 580 mm bore. These are used as auxiliary generators, geared main propulsion (small to medium vessels), and ferries / cruise ships where electric propulsion separates the engine from the propeller. The naming convention is bore/stroke in millimetres rather than centimetres, with optional fuel-system and emissions-tier suffixes. The legacy small-bore Holeby 23/30 and 28/32 generations have been gradually replaced by the modern 21/31, 27/38, 32/40, and 35/44 platforms; the large-bore 48/60, 51/60DF and 58/64 platforms compete head-to-head with Wärtsilä 46DF and 64DF for cruise ship and offshore support vessel orders.

Grammar

<cylinders><config><bore>/<stroke>[<suffix>]

Configurations

Suffixes

Worked examples

• 9L48/60CR: 9 cyl, in-line, 480/600 mm bore/stroke, common-rail.
• 12V32/44CR: 12 cyl, V-bank, 320/440 mm.
• 9L21/31: 9 cyl, in-line, 210/310 mm. Small aux genset.
• 8L51/60DF: 8 cyl, 510/600 mm, dual-fuel LNG.
• 9L49/60DF: 9 cyl, 490/600 mm, dual-fuel LNG; the current best-seller in MAN’s 4-stroke DF line.
• 6L21/31DF-M: 6 cyl, 210/310 mm, methanol dual-fuel. Auxiliary genset for methanol-fuelled container ships and gas carriers.
• 8L35/44DF-CD: 8 cyl, 350/440 mm, common-direct dual-fuel methanol. Larger-bore methanol option.

For dedicated articles see MAN 32/40 medium-speed engine, MAN 48/60 medium-speed engine, MAN L21/31 medium-speed engine and MAN L32/44CR medium-speed engine. For the broader 4-stroke architecture see medium-speed four-stroke marine engines and trunk-piston engine architecture.

Wärtsilä 4-stroke

Wärtsilä’s 4-stroke programme inherits the Vasa, Wichmann and Stork lineages and ranges from 135 mm to 640 mm bore. The engines are used for medium-speed main propulsion (cruise ships, ferries, RoRo, OSV), aux gensets, and dual-fuel LNG carrier propulsion. The Wärtsilä-Vasa heritage (Vasa 32, Vasa 38, Vasa 46, Vasa 64 from the 1980s and 1990s) is the direct precursor to the modern W32, W38, W46 and W64 platforms and remains common on the existing fleet.

Grammar

<cylinders><config>W<bore>[<suffix>]

The W prefix is sometimes elided (Wärtsilä 32, W32, 9L32 are all the same engine). When the cylinder count and configuration are written, they precede the bore.

Current programme

The Wärtsilä 4-stroke families currently in production:

Suffixes

Worked examples

• 9L46F: 9 cyl, in-line, W46 platform (460 mm bore), standard fuel.
• 12V34DF: 12 cyl, V-bank, W34 platform, dual-fuel.
• 16V32: 16 cyl, V-bank, W32 platform.
• 8L31DF: 8 cyl, 310 mm bore, dual-fuel.
• 6L25DF: 6 cyl, 250 mm bore, dual-fuel (new Wärtsilä 25 platform).
• 6L32-Methanol: 6 cyl, 320 mm bore, methanol-fuelled.
• 16V46TS-DF: 16 cyl V-bank, 460 mm bore, Tier-compliant dual-fuel.

The Wärtsilä W-series has dedicated wiki articles per platform: W20, W31, W32, W46F, and the W50DF dual-fuel engine.

Hyundai HiMSEN

HiMSEN (“Hyundai Marine and Stationary Engine”) is HHI’s indigenously developed 4-stroke programme, in production since 2000. The designation mirrors the MAN 4-stroke pattern: H<bore>/<stroke> in millimetres, optionally prefixed with cylinder count. HiMSEN engines are now the dominant aux genset on Korean-built newbuilds and increasingly on Chinese and Japanese newbuilds via licence. See the Hyundai Engine corporate history and the HHI Engine Machinery Division wikis.

Grammar

[<cylinders>]H<bore>/<stroke>[<suffix>]

Worked examples

• 6H21/32: 6 cyl, 210/320 mm. Small aux genset.
• 9H32/40: 9 cyl, 320/400 mm. Mid-range cruise / large aux.
• H46DF: 460 mm bore, dual-fuel. (Stroke is implied; the H46 platform has stroke 580 mm.)
• 9H35DF: 9 cyl, 350 mm bore, dual-fuel.

See HiMSEN medium-speed engine for the technical deep dive.

MaK / Caterpillar

MaK (“Maschinenbau Kiel”) was a German medium-speed engine maker that Caterpillar acquired in 1997. The programme became part of Cat Marine and is now sold under the Caterpillar brand using the legacy MaK designation.

Grammar

[<cylinders>]M<bore>[<suffix>]

Suffixes

Worked examples

• 6M32C: 6 cyl, M32 platform (320 mm bore), tier-compliant.
• 9M43C: 9 cyl, M43 (430 mm), tier-compliant.
• 8M46DF: 8 cyl, M46 (460 mm), dual-fuel.

For the MaK programme history see MaK Maschinenbau Kiel marine engines and Caterpillar Marine corporate history. Caterpillar’s own large-bore 3500 and 3600 series (e.g. 3508, 3612) use a different grammar; see the dedicated Caterpillar 3500 marine engine article and the Caterpillar 3500/3600 section below.

Daihatsu Diesel

Japanese maker of medium- and high-speed marine 4-strokes, primarily for auxiliary use. Designation prefixes:

Worked examples

• 6DK-20: 6 cyl, DK20 platform (200 mm bore).
• 6DK-28: 6 cyl, DK28 (280 mm).
• 8DK-32: 8 cyl, DK32 (320 mm).

See Daihatsu InfiNeart marine engines for the modern programme.

Niigata Power Systems

Niigata, part of the IHI Corporation group, produces medium-speed 4-strokes for auxiliary, tug and fishing-vessel use. The HX/AHX/HLX nomenclature reflects successive generations:

Worked examples

• 6L28AHX: 6 cyl, in-line, 280 mm bore, advanced HX.
• 6L33HLX: 6 cyl, 330 mm bore, long-stroke HX.
• MG28HLX: marine-genset designation, 280 mm bore.

See Niigata Power Systems marine engines.

Yanmar

Yanmar’s marine-commercial medium-speed range uses two parallel naming conventions:

Worked examples

• 6EY26: 6 cyl, EY26 platform (260 mm bore).
• 6EY22: 6 cyl, 220 mm.
• 6N330: 6 cyl, N-series 330 (330 mm bore: note that the N-series gives bore in millimetres, unlike EY which gives bore in centimetres).

See Yanmar marine engines for the corporate and product history; for high-speed pleasure-craft Yanmar variants see the Yanmar high-speed section below.

Bergen / Rolls-Royce

Bergen Engines AS of Norway makes medium-speed 4-strokes used widely in offshore vessels, gas-fuelled ferries and naval auxiliaries. Owned by Rolls-Royce Marine until 2021, then sold to Langley Holdings. The Bergen designation uses bore:stroke notation in centimetres separated by a colon, an unusual convention that distinguishes it at a glance.

Grammar

<series>:<stroke><config><cylinders>

Series prefix:

Configuration:

Worked examples

• B33:45L9: B-series, 330/450 mm bore/stroke, in-line, 9 cyl.
• B35:40V12: B-series, 350/400 mm, V-bank, 12 cyl.
• C25:33L9: C-series (compression-ignition), 250/330 mm, in-line, 9 cyl.

See the dedicated Bergen B33:45 medium-speed engine article for the most-deployed model in the family.

Pielstick / SEMT-Pielstick

SEMT (Société d’Études de Machines Thermiques) developed the Pielstick PA, PB, PC medium-speed 4-strokes from the 1950s onwards in France, in close partnership with MAN. The brand became part of MAN Energy Solutions in 2006. Pielstick engines are the dominant medium-speed plant on French and Italian frigates, ferries, and offshore support vessels of 1980s-2000s vintage. See the SEMT-Pielstick engines article for the PA, PB and PC families and the corporate history.

Grammar

[<cylinders>]P<series><bore>[B][-<mark>][<config>]

Series letters: PA (older direct-fuel-injection), PB (improved PA with higher MEP), PC (designed-from-scratch successor in three sub-families: PC2, PC2-2, PC2-5, PC2-6, PC4).

Worked examples

• PC2-6: PC series, generation 2.6. Bore 400 mm, stroke 460 mm. The most-built medium-speed engine in French naval and merchant service.
• 12PC2-6V: 12 cyl V-bank PC2-6.
• PA6B: PA series, 280 mm bore, B revision. Common on French Type 23 frigates and OSVs.
• 16PC2-5V: 16 cyl V-bank PC2-5.
• PC4: PC series 4, 570 mm bore, 660 mm stroke. Largest Pielstick.

Cummins Marine

Cummins has built marine engines since the 1930s, with current programmes spanning the B-series (industrial duty), C/L-series (workboat duty), N-series (legacy heavy duty), and the modern QSB / QSC / QSL / QSM / QSK common-rail families. Major presence on tugs, OSVs, fishing vessels, river towboats and small-craft commercial. See Cummins QSK marine engine for the flagship variant.

Grammar

<series-prefix><displacement>[<rating-suffix>]

Series prefixes encode the architecture generation:

The number is engine displacement in litres or cubic inches depending on the era.

Worked examples

• QSK60-M: Quantum K-series, 60 litre displacement, marine duty rating M. 16 cyl V-bank.
• KTA38-M2: Legacy KTA, 38 litre, marine rating M2. 12 cyl V-bank.
• QSK95: Quantum K-series 95 litre flagship. 16 cyl V-bank, ~3,200 kW.
• QSL9: Light-commercial L-series, 9 litre, 6 cyl in-line.
• QSM11: Mid-range M-series, 11 litre, 6 cyl in-line.

MTU / Rolls-Royce MTU

MTU Friedrichshafen (now part of Rolls-Royce Power Systems, soon to be rebranded mtu Solutions under the Rolls-Royce demerger) makes high-speed and medium-high-speed 4-strokes for fast ferries, yachts, naval combatants, and emergency / pump-out gensets. The flagship Series 4000 sits on yachts up to 100 m and naval frigates up to 8,000 t. See MTU 4000-series marine engine for the technical deep dive.

Grammar

<cylinders>V<series>[M<rating>[<suffix>]]

Series numbers correspond to platforms: 2000, 4000, 8000, plus legacy 396, 595, 1163, 1600, 1800. The marine rating mark (M53, M63, M71, M73, M93, etc.) encodes power band and emissions tier.

Worked examples

• 16V4000M93: 16 cyl V-bank, Series 4000, M93 marine rating (highest-power, sprint duty).
• 20V4000M73: 20 cyl V-bank, Series 4000, M73 (continuous duty).
• 12V4000M53: 12 cyl V-bank, M53 commercial-marine.
• 20V8000M71: 20 cyl V-bank, Series 8000, M71 (frigate-class flagship).
• 8V2000M84: 8 cyl V-bank, Series 2000, M84 (workboat / patrol).
• 16V1163TB94: legacy Series 1163, B94 designation (1980s naval).

Volvo Penta

Volvo Penta has dominated the small-craft and mid-size commercial-vessel market since the 1960s with the D-series (D1 to D16) and the IPS (Inboard Performance System) pod-drive integrations. See Volvo Penta marine engines for the corporate and product history.

Grammar

D<displacement>[-<rating>]

The number after D is engine displacement in litres (D1 = 1L, D13 = 13L, D16 = 16L). The rating suffix gives output in metric horsepower at the maximum rating.

Worked examples

• D13-1000: D13 platform, 13 litre 6 cyl in-line, 1000 hp metric (~735 kW).
• D16-900: D16 flagship, 16 litre 6 cyl, 900 hp.
• D6-440: D6 platform, 5.5 litre, 440 hp. Common on yachts.
• D4-260: D4, 3.7 litre, 260 hp. Sail-cruiser auxiliary.
• IPS1050: D11 paired with the IPS pod drive at the 1050 hp rating.

Caterpillar 3500 / 3600

The Caterpillar 3500 series (3508, 3512, 3516) and 3600 series (3606, 3608, 3612, 3616) are heritage large-bore 4-strokes from Cat’s 1980s power-generation platform, widely deployed in workboat propulsion, OSV main engines, fishing vessels, and dredger gensets. See the Caterpillar 3500 marine engine article and the broader Caterpillar Marine corporate history.

Grammar

<series>[<rev>][HD]

The first two digits are the series; the second two digits encode the cylinder count (3508 = 8 cyl, 3512 = 12 cyl, 3516 = 16 cyl). Revision letters B, C, E mark generations within the series. HD denotes a heavy-duty (continuous-rated) version.

Worked examples

• 3516C: 3500 series, 16 cyl V-bank, C revision (Tier 3). 170 mm bore.
• 3512C: 12 cyl V-bank, C revision.
• 3508B: 8 cyl V-bank, B revision.
• 3616: 3600 series, 16 cyl V-bank. 280 mm bore. The largest Cat reciprocating marine engine.
• 3508C-HD: 3508C heavy-duty rating.

Caterpillar C-series

The Cat C-series (C7.1 to C280) is the modern successor to the legacy 3500/3600 line. The number after C is bore in litres (smaller engines) or in millimetres (larger C175, C280). See Caterpillar C280 marine engine.

Grammar

C<displacement-or-bore>[-<cylinders>]

Worked examples

• C32: 32 litre V-bank, 12 cyl. Yacht and patrol-boat sprint engine.
• C18: 18 litre 6 cyl in-line.
• C175-16: C175 platform (175 mm bore), 16 cyl V-bank.
• C280-12: C280 platform (280 mm bore), 12 cyl V-bank. Direct successor to the 3612.
• C280-16: C280, 16 cyl V-bank.

Hanshin Diesel

Japanese maker of medium-speed 4-strokes specialising in direct-drive coastal vessels (no reduction gearbox; engine speed equals propeller speed). The LH-G, LH-L (long-stroke direct-drive) and LU series dominate Japanese coastal cargo and ferry fleets. See Hanshin Diesel marine engines.

Grammar

<cylinders>(LH|LU|EL)<bore>[<variant>]

Variant suffix: G = gear-drive, L = long-stroke direct-drive, LG / LGS = lighter LG variants.

Worked examples

• 6LH28L: 6 cyl, 280 mm bore, long-stroke direct-drive.
• 6LH-G: 6 cyl, 260 mm bore, gear-drive variant.
• 6LU38: 6 cyl, 380 mm bore, LU series.
• 6LH40LG: 6 cyl, 400 mm bore, lightweight long-stroke.

Akasaka Diesel

Akasaka is the second major Japanese coastal-direct-drive maker, with the A (medium-speed), AH (heavy-duty long-stroke) and AK (compact-frame) series. See Akasaka Diesel marine engines.

Grammar

<cylinders>A<bore>[<variant>]

Worked examples

• 6A34C: 6 cyl, 340 mm bore, C variant.
• 6AH34: 6 cyl, 340 mm bore, AH heavy-duty long-stroke.
• 6A41S: 6 cyl, 410 mm bore, S variant.
• 6AK28: 6 cyl, 280 mm bore, AK compact.

Mitsubishi 4-stroke

Distinct from the Mitsubishi UEC 2-stroke programme, MHI produces a medium-speed 4-stroke family for tugs, OSVs, fishing vessels and gensets. The S6R and S12R marine variants are particularly common in tug propulsion. See the Mitsubishi UE and UEC two-stroke engines article for the broader corporate context.

Grammar

S<cylinders><series-letter>[<mark>]

Series letters denote bore class: A3 (170 mm), B3 (180 mm), R / R2 (240 mm), Z (newest large-bore variant).

Worked examples

• S12R-MPTK: 12 cyl V-bank, R-series (240 mm bore), MPTK rating (high-output continuous).
• S6R2: 6 cyl in-line, R2 generation.
• S16R: 16 cyl V-bank, R-series.
• S12A2: 12 cyl V-bank, A2-series (smaller bore).
• S6B3: 6 cyl in-line, B3-series.

Doosan

Doosan Engine (now HD Hyundai Infracore) license-builds large MAN B&W 2-strokes for the Korean shipbuilding market and produces its own indigenous medium-speed 4-strokes (L126, L136, MD196, AD222, V222) for OSVs and fishing vessels.

Worked examples

• L126TI-D: in-line 6 cyl, 126 mm bore, turbocharged inter-cooled, D rating.
• MD196TI-D: 196 mm bore, marine duty.
• AD222LC: 222 mm bore, LC rating.
• V222TI-DM: V-bank 222 mm bore, marine duty.

Anglo Belgian Corporation (ABC)

ABC of Ghent makes mid-size medium-speed 4-strokes for tugs, dredgers, and harbour craft. The DXC, DZC and DL36 families dominate European coastal-fleet engine rooms. See the dedicated ABC DZC marine engine article.

Grammar

<cylinders>(DXC|DZC|DL36|DZD)[V|L]

Worked examples

• 6DZC: 6 cyl in-line DZC, 256 mm bore.
• 8DZC: 8 cyl in-line.
• 12DZC: 12 cyl V-bank.
• 6DXC: smaller DXC variant.
• DL36: 360 mm bore flagship.

Stork-Werkspoor

The legacy Dutch Stork-Werkspoor (later Stork-Wärtsilä, then absorbed into Wärtsilä) made the SW280, TM410, TM620 and F240 medium-speed series widely deployed on 1980s-1990s ferries and OSVs. See Stork-Werkspoor marine engines.

Worked examples

• SW280: Stork-Werkspoor 280 mm bore.
• TM410: 410 mm bore. Higher-output ferries.
• TM620: 620 mm bore. Slow-speed crosshead variant.
• 9SW280: 9 cyl in-line SW280.

Weichai / Yuchai / Zichai

The dominant Chinese 4-stroke makers, supplying domestic shipbuilding and increasingly the international workboat / fishing market. Weichai is the largest by volume; the Baudouin-Weichai marine engines article covers the joint venture lineage. Yuchai and Zichai focus on smaller-bore commercial. The licensed-MAN-B&W and licensed-Wärtsilä production by Chinese yards (Hudong-Zhonghua, Yichang Marine Diesel) is documented in CSSC marine engine subsidiaries and Mitsui E&S DU marine engines.

Worked examples

• X6170ZC: 6170 platform, ZC marine variant.
• 8170ZC: 8 cyl 170 platform.
• 12V190: 12 cyl V-bank, 190 mm bore.
• 6190ZLC: 6 cyl in-line, 190 platform, ZLC variant.

Scania Marine

Scania medium-speed marine engines (DI09, DI13, DI16) are the workhorse for fast ferries, patrol boats, and pilot boats in the 300-1,000 kW band.

Worked examples

• DI13-077M: DI13 platform (12.7 litre), 770 hp metric, marine duty.
• DI16-091M: DI16 (16.4 litre) 6 cyl in-line.
• DC09-072M: DC09 common-rail variant.

FPT / Iveco

FPT Industrial (Fiat Powertrain Technologies, formerly Iveco) supplies the NEF (4 cyl) and Cursor 9 / 13 / 16 (6 cyl) families to small-craft and workboat builders.

Worked examples

• C16-1000: Cursor 16, 16.1 litre 6 cyl, 1000 hp metric.
• C13-560: Cursor 13, 12.9 litre, 560 hp continuous.
• NEF-450: NEF 6 cyl, 6.7 litre, 450 hp.

John Deere PowerTech

John Deere PowerTech marine engines (4045, 6068, 6081, 6090, 6125, 6135) cover workboat propulsion and aux-genset duty up to ~750 kW.

Worked examples

• 6135HFM85: 6135 platform (13.5 litre), 6 cyl in-line, marine 85-rating (~485 kW continuous).
• 6090SFM85: 6090 (9.0 litre), marine.
• 6068TFM: 6068 (6.8 litre), turbocharged marine.
• 4045TFM: 4045 (4.5 litre), turbocharged marine.

Perkins Marine

Perkins (Caterpillar group) makes the Sabre M85 to M225Ti family for workboats and the smaller Perama M20-M35 for sail-cruiser auxiliaries.

Worked examples

• M225Ti: Sabre flagship, 225 hp turbocharged inter-cooled.
• M185C: Sabre 185 hp, common-rail.
• M135: Sabre 135 hp.
• M35: Perama, 35 hp small-yacht aux.

Yanmar high-speed

Distinct from the Yanmar EY/N medium-speed line, the Yanmar high-speed marine range (6LP, 6LPA, 6LY, 6LF) targets pleasure craft, sport-fishing, and small-commercial vessels. See Yanmar marine engines for the corporate context.

Worked examples

• 6LPA-STP2: 6LP common-rail 315 hp.
• 6LY3-ETP: 6LY 480 hp.
• 6LF-DTP: 6LF 380 hp.

Detroit Diesel

The legacy Detroit Diesel marine line covers the famous 2-stroke Series 71 and Series 92 (still operating on 1980s vintage tugs and fishing vessels worldwide), plus the 4-stroke Series 60 that succeeded them.

Grammar

<cylinders>V<series>[N|TIB|TI]

The series number 71, 92, 60 is fixed; cylinder count varies (4, 6, 8, 12, 16); turbo / aftercooler suffixes encode the rating.

Worked examples

• 8V71N: 8 cyl V, Series 71, naturally aspirated. Iconic harbour-tug engine.
• 12V71TI: 12 cyl V, Series 71, turbocharged inter-cooled.
• 16V92TA: 16 cyl V, Series 92, turbocharged aftercooled.
• Series 60 14L: 4-stroke 6 cyl in-line, 14 litre, marine variant.

GE aero-derivative gas turbines

Aero-derivative gas turbines are the dominant prime mover for warships and fast monohull / catamaran ferries, plus combined-cycle LNG-carrier propulsion. The GE LM-series is the market leader.

Grammar

LM<base-rating>[+G<gen>]

The base rating is the original aero-engine power class. The +G<gen> suffix marks the marine-marinised generation upgrades.

Worked examples

• LM2500: 25 MW class. Mainstay of US Navy DDG-51 destroyers and many cruise ships.
• LM2500+G4: 32 MW upgraded variant on the latest USN ships.
• LM6000: 50 MW class. Hybrid-electric and combined-cycle marine.
• LM500: 5 MW class for small naval / fast ferries.

Rolls-Royce MT-series

The MT30 is the highest-power marine gas turbine in production (~36 MW), used on the UK Type 26 frigate, US Navy LCS, and the Italian PPA-class.

Worked examples

• MT30: 36 MW class flagship.
• MT7: 4-5 MW, used on US Navy LCAC follow-on hovercraft.

Solar Turbines

Solar Turbines (Caterpillar subsidiary) makes industrial gas turbines used as marine prime movers in some FPSOs, accommodation barges, and combined-cycle plants on offshore vessels.

Worked examples

• Centaur-50: ~5 MW class.
• Taurus-60: ~5.5 MW.
• Mars-100: ~10 MW.
• Titan-130: ~14 MW.

Long-tail makers

Beyond the thirty-four makers documented above, the database also recognises designations from a number of regional and specialty manufacturers. Notable examples:

• Russian / Soviet: Kolomna D49, ZTM Penza M-503/M-504 high-speed naval, Bryansk 6CHN-series.
• Chinese indigenous: CSSC CHD-series, Anqing CSSC Diesel, Yichang Marine Diesel.
• Polish: Cegielski (license-built MAN B&W and Sulzer plus indigenous H-series).
• Indian: Kirloskar Oil Engines, Greaves Cotton, Cummins India.
• Historical European: see Mirrlees Blackstone, Crossley Brothers, Ruston, Paxman, English Electric, Cooper-Bessemer, Atlas Polar, NOHAB Polar, Bolinder, Doxford opposed-piston, Kockums, Götaverken, Harland and Wolff, Krupp, Hesselman, Deutz.

How the calculator interprets each segment

The marine engine model decoder calculator parses any input string through a chain of per-maker grammar rules. The interpretation pipeline:

1. Normalisation: input is uppercased, internal whitespace collapsed, leading/trailing whitespace stripped. Capitalisation, dashes, slashes and spaces are not load-bearing for matching; the canonical form is reassembled on output.
2. Compact form: a parallel compact form (dashes and spaces stripped, structural separators such as / and : preserved) is built for the per-maker regex layer. Regexes match against the compact form and capture the meaningful sub-strings.
3. Per-maker parser: each of the twelve rich-grammar parsers (MAN B&W, WinGD, Wärtsilä-Sulzer, Mitsubishi UEC, MAN 4-stroke, Wärtsilä 4-stroke, HiMSEN, MaK, Daihatsu, Niigata, Yanmar, Bergen) is tried in order. The first parser that matches wins.
4. Segment colouring: each captured sub-string is emitted as a coloured segment (cylinder, stroke, bore, type, mark, fuel, configuration) for visual breakdown.
5. Family lookup: the parsed <stroke><bore> (or equivalent maker-specific key) indexes into the families table to retrieve bore, stroke, power per cylinder, and rated speed. Specs are emitted as a side-table.
6. Generation classifier: the type code drives a status assignment (legacy / current / flagship) with a brief explainer suitable for non-engineering audiences.
7. Generic fallback: if no rich-grammar parser matches, a final exact-match lookup against every maker’s examples list catches long-tail makers and bare-platform designations (such as K42EF without the cylinder count).
8. Fuzzy suggestions: for unmatched inputs, a Levenshtein-distance search against the known-examples database surfaces the four nearest candidates as clickable suggestions.

The result is a structured breakdown plus suggestions plus citations, all delivered client-side in well under 5 ms on a modern device. The full source data is the single file shared/engines.json containing 34 makers and roughly 830 canonical examples spanning every active and most legacy marine engine families.

Why a forgiving parser matters

Operators, surveyors and chandlers type engine designations into spreadsheets, emails, work orders and inspection reports many times a day. Real-world inputs rarely match the canonical typography:

• Capitalisation varies (6s60mc-c is common in informal correspondence).
• Dashes are inconsistent (6S60MCC versus 6S60MC-C versus 6S60 MC-C).
• Spaces appear at every position (6 S 60 MC C).
• Cylinder counts are sometimes elided when the context is a programme-level reference (UEC50LSE rather than 6UEC50LSE; K42EF rather than 6K42EF on older B&W nameplates).
• Mark numbers are written with or without leading dashes (ME-C10.5 versus MEC10.5).
• Hyphen variants appear especially on the legacy B&W designations (L67-GFCA versus L67GFCA).

The live decoder calculator handles all these variations: it normalises the input by uppercasing, collapsing whitespace, stripping dashes, then matches against each maker’s grammar in order. When the canonical form differs from what the user typed, the calculator surfaces a “normalised to” confirmation so the user knows which engine the system locked onto.

For unknown inputs, the calculator falls back to a Levenshtein-distance fuzzy suggestion against the database of known examples and surfaces the four nearest candidates as clickable suggestions. This handles typos and surfaces close-but-not-exact matches without forcing the user to remember the precise canonical typography.

Identifying an engine in the field

Surveyors, port-state-control officers and superintendents frequently need to identify an engine from incomplete or partly-obscured nameplate data. A few rules of thumb derived from the structured naming conventions above:

• Two-stroke vs four-stroke at a glance: bore in centimetres (e.g. S60 = 600 mm) almost always denotes a 2-stroke crosshead. Bore/stroke in millimetres separated by a slash (e.g. 48/60 = 480 mm bore / 600 mm stroke) almost always denotes a 4-stroke trunk-piston. The Bergen colon notation (B33:45 = 330/450) is the principal exception.
• MAN B&W vs WinGD vs Mitsubishi at a glance: B&W = S/L/K/G stroke prefix; WinGD = X prefix; Mitsubishi = UEC prefix. RT, RTA, RT-flex without an X are pre-2015 Sulzer/Wärtsilä legacy.
• MAN 4-stroke vs Wärtsilä 4-stroke: MAN uses bore/stroke notation with slash (9L48/60CR); Wärtsilä uses bore-only notation with the optional W prefix (9L46F, W46F).
• MaK vs Cat 3500 at a glance: MaK has M prefix and bore in centimetres (6M32C = 320 mm bore); Cat 3500/3600 has a 4-digit series number where the last two digits are cylinder count (3516C = 16 cyl).
• HiMSEN vs MAN 4-stroke: both use bore/stroke notation but HiMSEN starts with H (6H21/32 = HiMSEN; 6L21/31 = MAN).
• Pre-MC B&W vs MC: pre-MC engines (1965-1982) use the EF, GF, GFC, GFCA, GB, GBE, BS suffixes; MC and later (1982 onwards) always start with M. A nameplate reading 9K45GFC is unambiguously pre-1982.

The decoder calculator applies these rules automatically and surfaces the maker name in the first row of every successful decode, so a user who has typed only 6UEC60LSII immediately sees “Mitsubishi UEC” attribution without needing to consult a reference card.

Database scope and updates

The decoder’s database covers 34 makers with bore, stroke, output per cylinder and rated speed for the dominant model families within each maker’s programme: roughly 830 canonical model designations and 400 model families across two-stroke main propulsion, four-stroke medium-speed, four-stroke high-speed / small-craft, and aero-derivative gas turbines. The database is versioned (current: v2026.05.24) and refreshed periodically as makers release new variants.

The pre-MC Burmeister & Wain lineage (EF, GF, GFC, GFCA, GB, GBE, BS) was added in this update to ensure that 1970s-vintage installations on bulk carriers and tankers still in service can be identified by name. The current alternative-fuel variants from MAN B&W (ME-GIE for ethane, ME-LGIM for methanol, ME-LGIP for LPG, ME-LGIA for ammonia), WinGD (X-DF-A for ammonia, X-DF-M for methanol, X-DF-P for LPG with ammonia pre-fit, X-DF-HP for high-pressure LNG) and Mitsubishi (LSGI for dual-fuel LNG, LSJA for ammonia in development) are likewise now covered.

The full live decoder is at the Marine Engine Model Decoder calculator.

Related resources

Additional calculators:

• System - Auxiliary Engine: Medium-speed 4-stroke
• Mean Piston Speed
• BMEP calculator
• Brake Thermal Efficiency calculator
• BTE from SFOC calculator
• System - Emergency Genset: High-speed diesel

Additional related wiki articles:

• Marine diesel engine
• Two-Stroke Marine Diesel Engine Fundamentals
• Four-Stroke Marine Diesel Engine Fundamentals
• Marine Auxiliary Engines and Generators
• HiMSEN Medium-Speed Marine Engines (Hyundai)
• WinGD X-DF Dual-Fuel Architecture
• MAN B&W ME-C electronic control overview
• Methanol marine engines overview
• Ammonia marine engines overview
• Common-rail fuel injection on two-stroke engines
• Pilot injection in dual-fuel engines
• Tier III compliant two-stroke engines
• SCR retrofit on two-stroke engines
• EGR retrofit on two-stroke engines
• Marine engine fuel injection systems
• Marine engine common-rail technology
• Marine engine turbocharging
• Engine load diagram and operating envelope
• Engine performance monitoring (PMI)
• Engine derating for slow steaming
• Slow steaming and engine cleanliness
• Two-stroke engine future developments
• Exhaust valve actuation in two-stroke engines
• Cylinder lubrication systems for two-stroke engines
• Cylinder liner design for two-stroke engines
• Piston ring pack design for two-stroke engines
• Piston crown cooling in slow-speed engines
• Uniflow scavenging in two-stroke marine engines
• Crosshead diesel engine architecture overview
• Trunk-piston engine architecture
• Medium-speed four-stroke marine engines
• High-speed four-stroke marine engines
• Marine engine combustion analysis
• Marine engine camshaft and valve train
• Marine engine crankshaft and main bearings
• Marine engine cylinder liners and pistons
• Engine bedplate construction
• Engine alignment and bedplate flexure
• Engine torsional vibration analysis
• Engine starting air system
• Engine governor systems
• Engine reversing system
• Engine telegraph and remote control
• Engine emergency stop circuits
• Engine sea trial procedures
• Engine room automation and monitoring
• Engine maintenance scheduling overview

Calculators that use engine designation as input

• EEDI Attained calculator: IMO Energy Efficiency Design Index, parameterised by main engine bore, stroke and rated power.
• EEXI Attained calculator: the in-service equivalent applied to existing ships at MEPC 76.
• CII Attained calculator: annual carbon-intensity rating, dependent on main engine SFOC.
• EU ETS EUA Liability calculator: allowance surrender, parameterised by engine fuel consumption and carbon factor.
• SFOC sensitivity calculator: converts engine fuel-consumption deltas into BSFC and emissions changes.
• Admiralty power calculator: first-pass shaft power required for a given displacement and speed.
• The full calculator catalogue.

Background reading on engine architecture and lineage

• MAN Energy Solutions corporate history
• WinGD corporate history
• Wärtsilä corporate history
• Sulzer marine diesel engines history
• Mitsubishi UEC two-stroke engines
• Caterpillar Marine corporate history
• Hanwha Engine corporate history
• HHI Engine Machinery Division
• Two-stroke engine future developments

Engineering specifications matrix

This section gathers the bore, stroke, stroke-to-bore ratio, cylinder-count permutations, rated power per cylinder (L1 / MCR), and total power-output range for the principal commercial marine engine programmes in service. It is intended as the encyclopedic counterpart to the live decoder calculator: once the calculator has identified a maker and a model, this matrix supplies the dimensional and power context.

How to read the tables

• Bore is the cylinder diameter in millimetres. For two-stroke crosshead engines the bore is the last two digits of the model name multiplied by ten (a G95ME-C has 950 mm bore, an X62 has 620 mm bore). For four-stroke medium-speed engines the convention is bore/stroke in millimetres written directly (MAN 35/44DF is 350 mm bore × 440 mm stroke).
• Stroke is the piston-travel distance per stroke in millimetres. The stroke-to-bore ratio is the design lever that distinguishes K (short), L (long), S (super-long) and G (ultra-long “Green”) variants in the MAN B&W lineage, and that distinguishes legacy loop-scavenged Sulzer (RD / RND, ratios near 1.7) from modern uniflow-scavenged WinGD (ratios 3.7 to 4.5).
• Cylinder permutations lists the standard cylinder counts the maker offers in series production for that platform. Two-stroke engines are exclusively in-line; four-stroke engines use the configuration prefix L (in-line) or V (vee-bank).
• Power per cylinder (L1) is the manufacturer’s reference rating at the upper-left corner of the layout diagram (maximum continuous rating at maximum speed). Real-world ratings are usually de-rated to L2 / L3 / L4 to suit the propeller match and the operating profile of the vessel; consult the maker’s project guide for the layout-diagram envelope of any given Mark version.
• Total power output range spans the smallest-cylinder-count to the largest-cylinder-count variant at L1.

The dimensional and power profiles below apply to the current Mark version of each platform unless otherwise noted. Within a model line, alternative-fuel variants (MAN ME-GI / GA / LGIP / LGIM / LGIA; WinGD X-DF / DF-M / DF-A / DF-P / DF-HP) maintain the bore, stroke, cylinder count and L1 power of the baseline diesel platform; the differences are in the fuel-supply train, injector type, control strategy and emissions behaviour, not the structural dimensions. Earlier Mark versions of the same model name carry slightly lower L1 per cylinder; the Everllence and WinGD project guides list the exact L1 / L2 / L3 / L4 layout points for every Mark.

MAN B&W / Everllence two-stroke specifications

Modern MAN B&W stroke prefixes encode the stroke-to-bore design: K (short, S/B ~2.5), L (long, S/B ~3.0 to 3.2), S (super-long, S/B ~3.6 to 4.0), G (Green, S/B ~4.5 to 4.7). Lower S/B ratios run faster (suit container ships needing high shaft RPM into direct-coupled propellers); higher S/B ratios run slower (suit tankers and bulk carriers turning large slow propellers for maximum propulsive efficiency).

Notes. The K-bore platforms (K80, K90, K98) are the short-stroke high-RPM members of the post-1980 unified MAN B&W programme; production was strongest in the 1980s and 1990s and many remain in service on container ships from that era. K98MC powered the Maersk E-class generation. The G-platforms (G50 through G95) entered production from approximately 2010 onwards as the “Green” ultra-long-stroke flagship line and are the current default for newbuild bulk carriers, tankers and large container ships looking for lowest BSFC and EEDI / EEXI compliance.

Sulzer / Wärtsilä / WinGD two-stroke specifications

WinGD inherited the Sulzer two-stroke programme from Wärtsilä in 2015. The current portfolio centres on the uniflow-scavenged X-series, available in standard-stroke and short-stroke (-S suffix) variants and a full set of alternative-fuel derivatives (X-DF for LNG Otto cycle, X-DF-M for methanol, X-DF-A for ammonia, X-DF-P for LPG / pre-fit, X-DF-HP for high-pressure LNG diesel cycle). Legacy Sulzer designations include the loop-scavenged RD / RND (1950s-1980s, no exhaust valve), RLA / RLB (long-stroke loop-scavenged, 1980s), and the uniflow-scavenged RTA (1980s-2000s) and RT-flex (2001 onwards, common-rail) families.

Notes. The RTA84C and RTA96C container series and their RT-flex common-rail descendants dominated 1990s and 2000s container-ship newbuild propulsion; the RT-flex96C-B is the engine of the Emma Mærsk and the Triple-E generation. The X92 launched in 2015 as their direct successor and now competes head-to-head with the MAN B&W G95ME-C / G90ME-C for the very-large container-ship and ULCV market. Alternative-fuel deliveries on the X-DF family have accelerated rapidly since 2020 as IMO carbon-intensity rules tightened; methanol (X-DF-M, first commercial delivery 2024) and ammonia (X-DF-A, first delivery scheduled 2025-2026) are the two highest-profile next-generation variants.

Medium-speed four-stroke specifications

Four-stroke medium-speed engines (typically 300 to 1000 RPM) power cruise-ship and ferry diesel-electric generators, drive geared propulsion on small to medium vessels, and provide auxiliary power on virtually every commercial ship. They are built in in-line (L) configurations for smaller cylinder counts (typically L6 through L9) and V-bank (V) configurations for higher cylinder counts (V12 through V20). The model number directly encodes the bore (in centimetres or in bore/stroke millimetre format), and the stroke-to-bore ratio is typically between 1.1 and 1.5, much closer to square than the slow-speed two-stroke ratios above 3.0.

Notes. Cylinder configurations vary slightly by Mark and by emissions tier. For ferries and cruise ships running a multi-engine diesel-electric power plant, large V-configurations (V14, V16, V18) of the Wärtsilä 46DF, Wärtsilä 50DF, MAN 48/60CR and MAN 51/60DF are typical, with installed power per ship reaching 60 to 120 MW across four to six engines. Wärtsilä 31 holds the Guinness World Record (2015) for highest brake-thermal-efficiency four-stroke diesel engine in its class. The Vasa heritage was Wärtsilä’s foundational medium-speed line from the 1970s through the 1990s; the modern W32 platform inherits the Vasa 32 bore and stroke but with substantially upgraded mechanical and electronic systems.

Cross-platform power-class summary

For quick orientation, the table below maps modern engine families to vessel-installed-power categories. Use this to scope the propulsion options for a given DWT or TEU capacity; specific selection requires the detailed bore-stroke-cylinder tables above plus the EEDI Attained calculator and SFOC sensitivity calculator to compare candidates on regulatory compliance and operating-cost terms.

For the per-character grammar that lets the decoder calculator extract maker, cylinder count, bore, stroke prefix, generation and fuel system from any input string, see the MAN B&W grammar table and the WinGD X-series grammar table above. For the fuel-injection-system context that distinguishes mechanical MC from electronic ME, see common-rail fuel injection on two-stroke engines and exhaust valve actuation in two-stroke engines. For the dual-fuel architecture that distinguishes high-pressure ME-GI / X-DF-HP from low-pressure ME-GA / X-DF, see Tier III compliant two-stroke engines and WinGD X-DF dual-fuel architecture.

Sources

• Everllence (formerly MAN Energy Solutions): Two-stroke engine programme and Four-stroke marine engines.
• WinGD: Engine programme and X-DF / X-DF-A / X-DF-M / X-DF-P / X-DF-HP technology overviews.
• Wärtsilä: Marine engines and generating sets.
• MHI-MME: UEC engines; UEC-LSGI programme press releases.
• Hyundai Heavy Industries: HiMSEN engines.
• Caterpillar Marine: M-Series engines.
• Bergen Engines: Marine engine portfolio.
• Daihatsu Diesel: Marine engines.
• Niigata Power Systems: Product portfolio.
• Yanmar: Marine commercial engines.
• CIMAC paper archive: Dragsted, “The First 50 Years of Turbocharged 2-Stroke Diesel Engines” (B&W lineage chronology).
• Wikipedia: MAN B&W ME-C, Wärtsilä-Sulzer RTA96-C, Everllence.
• IMO MEPC.328(76), MEPC.336(76), MEPC.364(79): emission-related regulations referencing engine model designations on EIAPP certificates.

Related calculators

• UN/LOCODE Decoder
• Auxiliary Engine Load Factor
• System - Main Engine: Slow-speed 2-stroke
• System - Main Engine Jacket Cooler: Tube-type
• System - Main Engine CAC: Plate-fin cooler
• Engine Room UMS / E0 - Criteria Check
• Engine Sludge - Generation Rate
• Engine - Pcomp vs Pmax Ratio

Related formulas

• Auxiliary Engine Load Factor
• System - Main Engine: Slow-speed 2-stroke
• System - Main Engine Jacket Cooler: Tube-type
• System - Main Engine CAC: Plate-fin cooler
• System - Auxiliary Engine: Medium-speed 4-stroke
• Engine Room UMS / E0 - Criteria Check
• Engine Sludge - Generation Rate
• Engine - Pcomp vs Pmax Ratio