yacht engine manufacturers

Marine Propulsion Engine Companies

This report lists the top Marine Propulsion Engine companies based on the 2023 & 2024 market share reports. Mordor Intelligence expert advisors conducted extensive research and identified these brands to be the leaders in the Marine Propulsion Engine industry.

Marine Propulsion Engine Top Companies

Caterpillar Marine (MaK)

Hyundai Heavy Industries Ltd.

Yanmar Co. Ltd.

MAN Energy Solutions SE

Wartsila Corporation

*Disclaimer: Top companies sorted in no particular order

Marine Propulsion Engine Market Concentration

Marine Propulsion Engine Company List

Caterpillar

Cummins Inc.

Daihatsu Diesel Mfg Co. Ltd

Hyundai Heavy Industries Co. Ltd

MAN SE (Man Diesel & Turbo)

Mitsubishi Heavy Industries Ltd

Rolls-Royce PLC

Yanmar Co. Ltd

Marine Engine Market Report Snapshots

• Marine Engine Market Size
• Marine Engine Market Share
• Marine Engine Market Trends
• Marine Engine Companies

Marine Propulsion Market Size & Share Analysis - Growth Trends & Forecasts (2024 - 2029)

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Yachting Monthly

• Digital edition

Best marine diesel engines: a buyer’s guide

• Sam Fortescue
• September 24, 2021

Modern marine diesel engines may look very similar to the large, noisy, oily chunks of iron of yesteryear, but a lot has changed under the bonnet, says Sam Fortescue

An inboard engine is a critical part of any boat, whether you're a purist who only motors when safety demands, or if you'd rather get into harbour in time for last orders. The chances are you also rely on the engine for battery charging. Credit: WorldFoto/Alamy Stock Photo

Best marine diesel engines: the new tech making inboard engines cleaner, more efficient, lighter and more reliable

Once referred to as the ‘auxiliary’ engine , your boat’s inboard diesel is now so much more than just a helping hand.

Not only is it central to your boat’s ability to manoeuvre safely into tight marina berths, it also allows you to keep up average speeds and make the tidal gate before it closes, charges the batteries that run the ever-expanding suite of entertainment and navigational tools aboard, and keeps the beers cold and showers warm.

Despite visual similarities to the noisy models of yesteryear, modern marine diesel engines are cleaner and more efficient, lighter and more reliable. And they are increasingly interactive.

If you’re considering re-powering your boat, here are some of the key features to look out for.

Marine Diesel Engines: Emissions

Tighter regulation in Europe has been forcing engine manufacturers to reduce the harmful emissions generated by their equipment.

In the marine sector, that means complying with the 2013 Recreational Craft Directive, known as RCD 2, and often with the EPA Tier 3 requirements in the USA.

Though most manufacturers anticipate further tightening in the future, there is nothing yet on the cards for marine diesel engines in the leisure sailing sector.

The focus on reducing emissions has resulted in a better understanding of the combustion process inside the cylinder.

A key pollutant, nitrous oxide, is formed at higher combustion temperatures, so one advance has been to reduce those temperatures.

A mechanical system, like this Beta Marine engine, offers ease of maintenance. You don’t need a laptop to reset the electronics

Increasing the swept volume of the cylinder theoretically creates more power, because there is room to burn more fuel each cycle, but if you keep fuel consumption the same, the diesel generates less heat in combustion.

Another area of development has been around the fuel injection system.

A lot has been written about the desirability and reliability of so-called common rail versus mechanical injection for marine diesels.

As Andrew Growcoot, CEO of Beta Marine puts it: ‘The benefits of a mechanical system [are] simplicity and ease of maintenance. One doesn’t need a laptop to reset the electronics ; a mechanical system is safe and will not power down at the wrong time.’

Beta Marine is a British marine diesel engine supplier that uses a Kubota block, and has no intention of introducing the technology any time soon on sub-100hp engines.

The same is true of France’s Nanni and Spain’s Solé, who both supply good, reliable diesel marine engines to the sailing market.

Hedley Beavis of Solé distributor Engines Plus says research to find a common rail injection system has been delayed by COVID-19.

‘It is not an easy task finding a reliable common rail engine but also at a reasonable price for the marine market,’ he adds.

But while common rail injection makes your engine reliant on an electronic control unit for precise high-pressure fuel injection and makes it more susceptible to poor quality fuel, this widely used technology can also offer significant benefits in terms of power and fuel consumption.

Continues below…

Diagnose and fix marine diesel engine problems

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Duncan Kent examines the implications of switching from red to white diesel and what you can do to avoid fuel…

How to: troubleshoot your marine diesel fuel system

One of the most common causes of a marine diesel engine not starting is a fuel problem. If you have…

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Diesel bug can clog filters, wreck engines, corrode fuel tanks, and leave you powerless at sea. Ben Sutcliffe explains how…

Plus, it’s quieter and produces less vibration.

That’s because the diesel is injected as a huge number of tiny droplets, greatly increasing the surface area for better combustion.

Common rail injection is usually found on more powerful engines – Volvo Penta uses the system in its D3 engine and above, which starts at 110hp.

But Yanmar took a bold step in 2018 when it launched a new 40hp unit with electronic fuel injection. The 3JH40 is still the smallest marine diesel engine with this technology.

‘Through common rail technology, the 3JH40 offers minimal fuel consumption and exceptionally low noise and emission levels, exceeding EPA Tier 3 and EU RCD Tier 2 emission regulations for virtually smoke- and odour-free operation,’ says marketing manager Sander Gesink.

‘People don’t want to have the smell of diesel onboard making them seasick.’

The demand for more plentiful electrical power on board boats has led engine manufacturers to increase the output of their alternator systems.

Where a typical alternator on a 30hp engine might have been around 50A two decades ago, they are now often in excess of 100A.

So, for example, even Volvo Penta’s entry-level D1-13 engine packs a meaty 115A alternator with its own built-in charging regulator, for optimal battery charging.

The 50hp D2-50 offers the same alternator, as well as the option of expanding output with a pulley take-off for a second alternator.

Even Volvo Penta’s entry-level D1-13 engine packs a meaty 115-amp alternator with a built-in charging regulator

Beta Marine’s 43hp engine comes with a 70A alternator as standard, but can accommodate upgrades to 120A or 175A alternators, as well as a second 175A alternator for really hefty charging.

It is worth noting, however, that many of these alternators remain fairly basic bits of kit with an inflexible charging regime.

That’s one reason that Yanmar has worked with Mastervolt on its 150hp-plus 4LV engines to develop a secondary charging option in addition to the on-board 130A unit.

Using the Alpha III charge regulator, that alternator will put exactly the right charge into the battery bank on a three-step regime that works regardless of the RPM by varying the field current going into the alternator.

Units on smaller, older marine diesel engines can easily be retrofitted with a regulator, such as Sterling Power’s Pro Reg.

Interactive marine diesel engines

It used to be that marine diesel engines would buzz along in the background unless they overheated, in which case you were treated to an ear-splitting alarm from the control panel.

They still do sport their own dedicated warning lights which ping on if oil pressure drops or the temperature rises above a safe 80-90ºC.

But with the growth of instrumentation on board, and the development of fast, bi-directional networks, engine manufacturers have had to up their game.

That means enabling the engine to put data into your NMEA2000 instrument network about its speed, temperature and oil pressure, as well as many other potential parameters on more complex systems.

‘Captains just want to see their engine performance and details on their MFDs,’ says Yanmar’s Gesink.

Steyr’s unique monoblock marine diesel engine starts at 75hp. The MO 4-CYL uses a two-stage unit injection system with the benefits of high-pressure fuel without the requirement for electronic control

As a common rail injection engine, Yanmar’s 3JH40 already has the electronics necessary to connect directly to the boat’s NMEA2000 instrument network, as well as the VC10 electronic throttles and other controls via a J1939 CAN bus.

These include the YD42 smart panel display, which will toggle through engine data such as load percentage and engine hours, as well as standard navigational data like depth and wind speed.

‘Direct connectivity to NMEA and J1939 CAN-bus networks has been purpose engineered into the 4LV range, allowing future-proofed integration to any multifunction bridge display. Same counts for the 3JH40 and the rest of our common rail engine range,’ adds Gesink.

While 110hp-plus Volvo Penta marine diesel engines – the D3 upwards – have been built since 2006 with a proprietary Electronic Vessel Control system, its smaller D1 and D2 marine diesel engines were given a hybrid solution.

This Mechanical Diesel Interface (MDI) is a black box fitted to the side of the exhaust manifold, where heat and vibration have made it somewhat temperamental.

Without the MDI, the engine simply won’t run, although it is quite straightforward to bypass.

Volvo sells an Easy Connect adapter that plugs into the J1939 socket on the MDI and feeds its data out onto a NMEA 2000 instrument network, allowing it to be visualised on the plotter or other displays.

Volvo’s Easy Connect app allows you to monitor engine-specific data over Bluetooth on smart devices

Other manufacturers also offer products that can do this.

Volvo offers dedicated instruments to show fuel level, temperature and voltage if you want it.

It also produces its own glass bridge touchscreen displays from 7in to 24in, although this will mainly appeal to the powerboat market.

More interesting for sailors is Volvo’s Easy Connect app available for smart devices, which allows you to monitor engine-specific data over Bluetooth thanks to the Easy Connect adapter.

Other engine manufacturers have adopted a more agricultural approach.

Beta Marine, for instance, has worked with market-leading sensor firm Actisense to build a module that plugs into the wiring loom that runs between the engine and the control panel, and feeds data into the NMEA 2000 network.

It only works with one of Beta’s more expensive C and CW Deluxe control panels, and requires a bit of splicing in of wires.

Solé also offers an NMEA 2000 converter to get analogue data from the engine into your digital instrument network.

You still need a dedicated control panel, but the SDC2000 kit even allows the engine’s alarms to be transferred to your MFD.

It is compatible with all Solé diesel engines since 2008.

France’s Nanni uses a similar NMEA adapter, but also offers a dedicated interactive display to enhance its control panel – available for all engines above 21hp.

There is a small 4in model, and larger 7in and 9in display built around Raymarine technology, with charting, radar and CHIRP sonar support.

The choice is yours

Every owner will make up their own mind on common rail injection.

It looks like the way of the future, judging by the automotive sector, but critics point out that poor quality fuel and the need for maintenance in out-of-the-way places weigh in favour of mechanical fuel systems.

It depends whether you’ve got far-flung cruising in mind, or whether you plan to stick to home waters.

Weigh up your priorities. The Yanmar’s fuel consumption is certainly better than the competition.

But the Beta offers one of the best torque curves, equating to more usable power at cruising revs.

Thinking about going electric? Click here

Either way, don’t be tempted to overpower the boat, as marine diesel engines are most efficient at around 80% of their revs.

If you want the engine to feed data onto the network, it’s best to know from the outset, so the engineer can hook the whole thing up.

That said, it’s hardly a complex job, although the necessary kit amounts to several hundred pounds in the aftermarket.

If you’re looking to re-power, the key criteria will always be the space available, and access to filters, impellers and freshwater systems for maintenance .

While there’s broad consensus about hydrogen being the fuel of the future, the path to fuel-cell propulsion is distinctly unclear.

In the meantime, alternative fuels may play an increasing part in the energy mix for combustion engines: methanol or ammonia can be stored as liquids and mixed with diesel in a combustion engine.

There are challenges to overcome, not least the nitrous oxides produced when ammonia burns, but there is research time going into just that.

Shipbuilder CMB is working with manufacturers of bigger engines to make the design tweaks to run on dual fuels; focused on the injection system.

A more immediate possibility is the use of hydrogenated vegetable oil ( HVO ) or gas-to-liquids (GLT).

HVO is essentially biodiesel and can be made from waste cooking oil, while GLT is made from natural gas and is said to burn more cleanly than diesel.

‘The advantage of mechanical injection systems is that the engine can take advantage of using low- emission alternative fuels, such as HVO and GLT, without alterations to the engine,’ adds Beta Marine CEO Andrew Growcoot.

Marine Diesel Engines: A buyer’s guide

Volvo penta d2-50.

Volvo Penta D2-50: Easy to get NMEA data from the engine

Volvo has an odd gap in its engine line-up between the 28hp D1 and the 50hp D2, which exist in both shaft and saildrive formats.

The D2 marine diesel engines run at 3,000rpm, which is pretty standard for this power rating.

In general, slower rotation makes for less noise and vibration. Both series use inline injection and feature the MDI electronic interface which has suffered from reliability problems in the past.

On the plus side, the interface makes it easy to get NMEA data out of the engine and onto your instrument network. It also opens up a good range of snazzy remote displays.

Volvo’s ergonomic electronic controls won’t work with the D2 engine, however. They are only compatible with the EVC marine diesel engines that run on common rail injection.

Volvo has excellent, if expensive, global support.

• Power: 51hp (37.5kW) crankshaft
• Cylinders: 4
• Displacement: 2,200cc
• Fuel consumption at max rpm: 11.5lt/hr
• Dry weight: 249kg
• D2-50: £9,360
• Dealers: www.volspec.co.uk ; www.goldenarrow.co.uk

Yanmar 3JH40

Yanmar 3JH40: An award-winning 40ho engine

With a power output rated at 40hp, this hugely successful, award-winning engine was launched in 2018.

Its key feature is the common rail injection system which Yanmar has introduced with claims that it reduces smoke and odour to nearly nil.

This is due to the more complete combustion of the diesel fuel when injected under high pressure.

It also operates at a relatively low 3,000rpm, which makes it quieter than faster-spinning engines, and reduces vibration.

Yanmar has developed a series of digital controls for its engines. The VC10 and VC20 electronic throttles make data such as engine loading available on the network.

There are also dedicated displays like the YD42, which has a full-colour screen. Otherwise, a £350 analogue-to-digital converter will get your engine data onto the NMEA 2000 network.

There’s a saildrive option, which costs some £2,500 more than the shaft alternative.

Yanmar engines are also very well supported with servicing.

• Power: 40hp (29.4kW)
• Cylinders: 3
• Displacement: 1,642cc
• Fuel consumption at max RPM: 8.8lt/hr
• Dry weight: 192kg
• www.barrus.co.uk

Beta 43: Excellent, mid-range torque for its rating

Beta Marine diesel engines are based on the solid Kubota block, and represent good value, no-frills performance.

Painted a distinctive red colour, they offer flexible installation thanks to a good range of options.

This makes them well suited to repowering in tight corners.

Though the design is constantly being improved, this is a traditional mechanical engine with the minimum of electronic gimmickry.

It offers excellent mid-range torque for its rating.

The standard control panels are steadfastly analogue, although a NMEA2000 converter is available to get limited engine data onto the network.

A new digital display panel is now available, with a standard loom input and a NMEA 2000 output.

Reliable and well supported with spares, and readily serviced, these are good engines that are sold worldwide.

• Power: 43hp
• Displacement: 1,999cc
• Fuel consumption at max RPM: 9.3lt/hr
• Dry weight: 238kg
• www.betamarine.co.uk

Nanni N4.43

Nanni N4.43: Low rpm makes for a quieter unit

Nanni, a French-Italian brand, is well represented in the UK by AR Peachment. These distinctive blue marine diesel engines have helped make Nanni the world’s third largest marine engine supplier.

The engines are fairly traditional, with indirect mechanical fuel injection, natural aspiration and water-cooled exhaust manifold. Relatively low RPM makes for a quieter unit.

The N4.43 is in fact a de-rated version of the larger 50hp unit.

Being a mechanical engine, the N4.43 relies on an NMEA adapter to get engine data onto the network.

Though controls remain analogue, the N4.43 is compatible with a series of Nanni digital displays which start at 4in.

Support at the leisure end is not as widespread as bigger brands, but as it’s based on a Kubota engine block, it should be easy to find a competent mechanic.

• Power: 43hp (29.4kW)
• Displacement: 2,197cc
• Fuel consumption at max RPM: 10.3lt/hr
• Dry weight: 228kg
• www.peachment.co.uk

Solé Mini-44

Solé Mini-44: Decent torque at mid range

Spain’s Solé produces a very wide range of diesel marine engines, and the Mini-44 is aimed at yachts in the 10-12m LOA range.

Sam Fortescue is a freelance marine journalist and former magazine editor who sails a Sadler 34, which has taken his family from the Caribbean to the Baltic

It looks cheaper than the competition, but Solé’s model is to quote a fixed price and not engage in the inevitable discounting of the other brands.

This is the smallest four-cylinder unit the company builds, giving quieter running but greater fuel consumption at top speed.

Though rated 42hp, it has a smaller capacity and has to work harder to achieve it.

For that reason it compares better against 38hp models.

A purely mechanical engine, it relies on cam-driven indirect fuel injection and produces decent if not outstanding torque at the mid range.

Available with an impressive range of gearboxes, including saildrive fittings, the Mini-44 is a very flexible engine with lots of options.

A very expensive converter (SDC2000 – £800) is available to transfer the engine’s analogue data into digital signals for your NMEA 2000 network.

But the control panel options, although very attractively styled, remain resolutely analogue.

Solé has decent global support, naturally focused on Europe and the Spanish-speaking world.

• Power: 42hp (30.9kW)
• Displacement: 1,758cc
• Fuel consumption at max RPM: 10.4lt/hr
• Dry weight: 175kg (w/o gearbox)
• www.enginesplus.co.uk

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About YANMAR MARINE INTERNATIONAL

Yanmar marine international.

Shaping the future of exceptional marine experience with innovative technologies

A message from Taro Kitamura

YANMAR is a name trusted throughout the marine industry. As a company with a century-long engine manufacturing tradition, our proud heritage as an established and influential presence in the world’s prominent boating markets is a deep source of honor for all of us.

For YANMAR MARINE INTERNATIONAL, the driving ambition to build on our history and achievements remains uncompromised. We are committed to continually stimulating the company’s growth …

For YANMAR MARINE INTERNATIONAL, the driving ambition to build on our history and achievements remains uncompromised. We are committed to continually stimulating the company’s growth in the global marine industry with innovative technology and investment, with a passion to offer our customers exciting and enriching experiences.

Today, our vision at YANMAR MARINE INTERNATIONAL extends beyond the creation of the world’s most efficient, reliable, and durable diesel engines. We will always strive to develop leading propulsion solutions using the latest technology, but the growth of our marine business now centers on the wider goal to provide our customers with a more comprehensive boating experience. We also embrace our role as an industry ambassador to support the growth and sustainability of the marine industry as a whole. Building creative collaborations with premium partners and exciting initiatives with cutting-edge platforms provides a channel for YMI to advocate and promote boating, ownership, and boat-based activities worldwide.

Coupling our core vision and our brand’s social purpose, YMI is poised to continue developments and activities that will benefit the future of the boating industry and the modern boating enthusiast. At YANMAR MARINE INTERNATIONAL, we understand their passion, because we share it too.

Proven Marine Technology

A leading supplier of innovative engines and technology-driven marine propulsion systems, YANMAR MARINE INTERNATIONAL (YMI) supplies the world’s cleanest, most efficient, reliable and durable diesel engines for the recreational sector – both sailboats and powerboats – and light duty commercial applications. Its trusted range of common rail marine diesel engines encompass an output range from 40 mhp to 640 mhp, the most comprehensive offering available from any marine engine manufacturer. Committed to the development of advanced technology for the best and most sustainable solutions to meet the evolving needs of boat owners and OEMs, YMI’s mission is to enhance the entire boating experience for all its customers. YMI continues to grow its network of service centers worldwide and build on its enviable reputation as a complete systems provider and marine industry ambassador with new partnerships, co-operations and investment.

Based in the Netherlands, YMI is incorporated within YANMAR’s global operations, spanning seven business domains on land and at sea. With its beginnings in Osaka, Japan in 1912, YANMAR went on to become the first company to succeed in making a compact diesel engine of practical size in 1933. With industrial diesel engines as the cornerstone of the business, YANMAR has continued to expand its range of products, services and expertise to deliver total solutions as a diesel engine and equipment manufacturer, providing small and large engines, agricultural machinery and facilities, construction equipment, energy systems, marine engines, machine tools, and components.

Legendary Innovation

Over 100 years of innovation from the inventors of the modern diesel engine with enduring, dedicated focus on advancing marine applications.

Since its founding in 1912, YANMAR, the inventor of the modern diesel engine, has continued to lead as a pioneer and award-winning innovator in the progression and advancement of diesel technology, engineering, and emissions reduction. From the development of the world’s first commercially viable small diesel engine in 1933 and the subsequent launch of two marine models before 1950, to the evolution of the advanced range of engines, propulsion solutions and marine systems available today, YANMAR continues to stand out with an enduring, dedicated mission to provide cutting-edge, sustainable solutions for marine applications. A landmark move to form YANMAR MARINE INTERNATIONAL in 2014, after over 100 years of innovation, created a renewed impetus within the company’s recreational marine business unit to focus on providing the next generation of engine solutions and marine systems for powerboats, sailboats, and light duty commercial vessels.

YANMAR Reliability

Through intensive and proven engineering, we proudly manufacture premium and durable engines that last year after year.

Embedding quality, craftsmanship, and durability into the meticulous development of its products, YMI proudly manufactures premium engines that are built to last for decades and thousands of hours. YANMAR marine engines are trusted by professionals and recreational boat owners to perform at the highest level, exceeding customer expectations to provide valued peace of mind for the people and communities that depend on the certainty and reliability of their boating equipment to optimize their working and recreational lives. Through intensive and proven engineering, YMI’s engines and systems incorporate the latest cutting-edge technology to ensure they continue to run season after season. The reassurance of perpetual parts manufacturing for new and old model engines ensures customers can rely on a YANMAR engine for a lifetime.

Global Support Network

Boat with confidence trusting our network of sales and service centers are available for quick and reliable support in over 130 countries worldwide.

With a growing worldwide network of sales and service centers in over 130 countries, YMI offers expert support as a trusted partner to all YANMAR marine engine owners. Recreational boaters and commercial operators can experience and enjoy life on the water with confidence that they have instant access to reliable assistance when it is needed most. Building on the innate engineering innovation and experience behind its technology-driven systems, YANMAR’s comprehensive support structure provides continued reassurance for engine owners throughout the subsequent years of an engine purchase, wherever they may travel. YANMAR remains committed to investing in the development and future of its service and support initiatives.

Driven by Sustainability

Inspired by YANMAR’s founding mission to benefit mankind, YMI pledges a reinforced commitment to meet today’s environmental challenges with sustainable propulsion solutions.

Responding to global efforts to protect our planet and move towards decarbonization, YMI is dedicated to following an Energy Transition Strategy that will help ensure a better world for future generations. YMI is building on a reputation as suppliers of the most fuel efficient, low emission marine engines with renewed focus to develop propulsion products and systems which emit less CO 2. By developing and combining technologies in the key areas of low-carbon fuels, electrification, hybridization, energy efficiency and optimalization, YMI will meet evolving needs to reduce environmental impact. YMI is committed to an innovative approach that will deliver advanced, greener solutions for customers and partners, fulfilling the appetite for experience, adventure and onboard comfort in a conscious, sustainable manner.

The new value we aim to create.

Based on the principle “A Sustainable Future,” we have defined four kinds of social abundance which we actively seek to realise.

An energy-saving society.

Greater access to energy. Waste-free, safe and affordable heat, work and power, at any time.

Our solution

By developing highly efficient and affordable engine technologies and systems that can make optimal use of diverse energy sources, we reduce the burden on the environment and make society more agreeable for all.

A society where people can live with peace of mind.

Relief from harsh working conditions. People earn a secure living in safe and fullfiling work and live rewarding lives in harmony with nature.

We use automation and autonomy to reduce workload and improve productivity, find technical solutions for making machines and vehicles safer and easier to handle, and support infrastructure and urban planning in order to create better working environments.

A society where people can enjoy safe and plentiful food.

Delicious and nutritious food anytime, anywhere. Healthier living for all.

From preparing the soil through planting, harvesting, and beyond, we offer total support for the food value chain all the way to the table. We are determined to create a society where people can continue to enjoy the gift of flavor.

A society that offers an exciting life filled with rich and fulfilling experiences.

Get the most out of work and play. A better quality of life for all.

Not only do we pursue ease of use and creativity in our products and services, we support products and activities for educating the next generation and encouraging cultural development. We aim to make both work and play more fulfilling in everyday life.

The pioneering spirit and conserving fuel to serve mankind

Underlying our brand statement and vision is the spirit of our founder. Over a century later, this spirit remains vital, inspiring us to keep evolving and search for new ways to resolve social challenges and enrich peoples’ lifestyles

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Our Commitment

Whatever it takes. That sums up our commitment to our customers and what we’re willing to do. From new product solutions, worldwide dealer support, sponsorships, and an online retail service, we continue to fine-tune our service approach to supply what you need.

Innovative Engineering

Our reputation as innovators in the marine industry comes from years of research, development, and manufacturing. Our in-house machine shop allows for constant development and our unique relationship with GM puts more muscle behind our innovation.

State of the Art Technology

In an industry that is constantly evolving, staying at the forefront of technology advancement is key.  At Marine Power we are continuously developing our products and solutions to take advantage of the newest technology, from Bluetooth connectivity to the latest ECM controllers.

Worldwide Tools

We hold the tools, talent, and technology to support dealers worldwide. Our force comes from tremendous support throughout the world, with an extended reach to over 8,000 dealers. It’s easy to see why Marine Power can deliver.

Find Your New Engine Today

Whether you are in need of a replacement engine or just looking to add more power to your boat, Marine Power has got you covered with our line of longblock, partial, and complete engine packages.

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A Perfect Match

From airboats to jetboats and everything in between, Marine Power has the engine to fit your application.

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Support network.

We are focused on building and maintaining a large support network of dealers and distributors worldwide.

ENGINE CONFIGURATIONS

Base engine.

Authentic GM Marine longblock engines manufactured on GM production lines strictly for marine use. Available in both standard and counter rotation, Serves as the base for all Marine Power engines.

The ParPac is a partial engine package. Built using an authentic GM base engine and includes an intake, carburetor, electric fuel pump, and ignition system,

The SportPac is a Complete Inboard engine package. Ideal for a full re-power of the weekend cruiser or family ski boat. Compatible with state of the art  MEFI 6 fuel injection to increase performance and fuel consumption.

The EnPac is a Complete Sterndrive engine package. The perfect drop-in solution for replacing your Mercruiser, OMC, and Volvo sterndrive engines. Compatible with state of the art  MEFI 6 fuel injection to increase performance and fuel consumption.

The AirPac is a supercharged Air Boat engine. Consider this your go-to small block engine. Super doesn’t begin to cover the power this engine is packing. High-flow cylinder head design with Swirl-Wing technology induces combustion chamber swirl.

The JetPac is a Complete Jet Boat engine package. The JetPac comes equipped with fuel injection and makes the perfect repower or upgrade for your jet boat applications.

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What we do!

BOOSTPOWER USA is an exclusive worldwide provider of High-Performance Marine and Automotive Performance Powertrain, Engine Kits, Efi, Wiring, Custom Rigging, along with EV (Electric Vehicle) Related Parts & Accessories. We specialize in performance superchargers, electronic fuel injection systems, engine short & long block kits & all the performance parts you will ever need to complete your rigging project. BOOSTPOWER USA offers consulting services that provides cutting edge technology that is responsible for the most innovative and reliable Gas and Electric vehicles in the world. BOOSTPOWER USA offers award winning competition engine designs from 500 to 1,500+ horsepower. Not only do we build and test these high performance products, we also put them to the ultimate test in the real world environment.

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Boostpower USA Inc. offers a variety custom competition special use engine solutions along with High-Performance Competition EFI Engine and Wiring Kits for several applications, Partial Engine Kits, Partial Engine Assemblies, Assembled Short & Long Blocks, Balanced Rotating Assemblies, Custom Cylinder Heads, and all the other Hardcore Engine internal and external parts and powertrain gearbox, drive solutions necessary to complete a reliable performance project. We also Specialize in Custom Compound Supercharged, Twin Turbocharged, Supercharged Carbureted and Sequential Fuel Injected Complete V8 Endurance Dry Sump Competition Power Plant designs ranging from 300 to 1000+ Cubic Inches with no set limits. Boostpower USA Inc. has over 30 years years of building, competing and tuning these mighty power plants and assures you of a winning reliable combination right from the start.  Talk with us about your engine requirements and project goals.

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At Boostpower Usa Inc. our mission is to Research, Design & Develop the most sophisticated & powerful Marine Engine & Efi Products in the Marine Industry both for the manufacturer and the general public.

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Marine Engine Market Size, Share, Competitive Landscape and Trend Analysis Report by Ship Type, Capacity and Fuel Type : Global Opportunity Analysis and Industry Forecast, 2021-2030

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The global marine engine market was valued at $11.62 billion in 2020, and is projected to reach $18.09 billion by 2030, registering a CAGR of 4.7% from 2021 to 2030.      

Marine engine acts as a primary or auxiliary power source for vessels. They are generally used for heat engines for converting heat, which is generated by burning fuel, into useful work, i.e., developing thermal energy and transforming it into mechanical energy. Presently, the global marine engine market is dominated by Asia-Pacific followed by Europe, North America, and LAMEA. Europe is expected to maintain its dominance in the global market as the region is one of the largest markets for marine/shipping. Moreover, surge in shipbuilding activities is drives growth of this market.

Factors such as increase in international marine freight transport, high demand for two stroke marine engines, increase in water sports and leisure activities are expected to drive growth of the marine engine market. However, rise in adoption of fully electric vessels and fluctuations in transportation and inventory costs restrain the market growth. Conversely, rise in adoption of dual fuel-based marine engines and development of engine technology are projected to offer lucrative growth opportunities for market players.

The marine engine market is segmented on the basis of ship type, capacity, fuel type, and region. On the basis of ship type, it is divided into bulk carriers, general cargo ships, container ships, ferries & passenger ships, oil tankers, and others. Depending on capacity, it is classified into 300 To 500 HP, 500 To 1000 HP, 1001 To 2000 HP, 2001 To 5000 HP and more than 5001 HP. As per fuel type, it is bifurcated into heavy fuel oil, intermediate fuel oil, and others. Region wise, the market is analyzed across North America, Europe, Asia-Pacific, and LAMEA.

The key players operating in the global marine engine market include Caterpillar Inc., Cummins Inc., Hyundai Heavy Industries Co., Ltd, MAN Energy Solutions, Mercury Marine, Mitsubishi Heavy Industries Ltd, Rolls Royce plc, Volvo Penta, Wartsila, and Yanmar Holdings Co., Ltd.

High demand for two stroke marine engines

Two-stroke marine engines offer high torque at low engine speed, which helps boats or vessels to cruise at a constant speed without adjusting the engine speed. Two stroke marine engines can run on low-grade fuel, which helps ship operators to keep the overall running cost down.

The two stroke engines are commonly used in vessels that requires a large power output such as cargo ships and bulk carriers. These engines generate more power and provide higher power to weight ratio as compared to four stroke engines. Higher power to weight ratio helps ship operators to carry more weight cargo at less power. With increase in demand for cargo transportation through ships, demand for two stroke engines is also increasing.

Furthermore, development in two stroke engines by manufacturers is expected to rise demand of two stroke marine engines during the forecasting period. For instance, in November 2021, Wartsila technology group launched to its two-stroke future fuel conversion technology. It offers fast and cost-effective conversion of two-stroke marine engines to operate on clean-burning future fuels. Thus, high use of two stroke marine engines and developments in technology is predicted to support the market growth during the forecasting years. 

Increase in international marine freight transport

Marine transportation is one most prominent modes of transportation, especially for freight transportation, owing to its cost-effectiveness. In recent years, seaborne trade has witnessed significant growth. For instance, according to the United Nations Conference on Trade and Development (UNCTAD), in 2020, international seaborne trade volume reached 10.7 billion tons. Furthermore, according to the UNCTAD (United Nations Conference on Trade and Development) organization report, in November 2021, the global trade for merchandise goods was increases in exports and imports. In 2021, import of goods increased by 13.3% globally and export of goods increased by 14.3% globally. Moreover, according to the United Nations Conference on Trade and Development (UNCTAD) organization, international maritime trade was increasing during the past years (2010–2019) in 2010 the global maritime trade was 8,408 million tons loaded and it reached 11,076 million tons in 2019.

Ferries And Passenger Ships is projected as the most lucrative segments

Moreover, maritime shipping is expected to continue to cover majority of the movement of goods over long distances in the coming years. According to the ITF transport outlook by The Organisation for Economic Co-operation and Development (OECD), 70% total freight will be transported by using maritime transport by 2030. Increase in marine freight transportation is attributed to rise in traffic congestion in trade lanes in Indian and Pacific Ocean. Moreover, surge in demand for maritime freight transportation has led to rise in demand for maritime vessels. According to the UNCTAD, commercial shipping fleet of 100 gross tons and above ships reached to around 99,800. Thus, demand for maritime transport services and growth of the international maritime freight transport is expected to fuel demand for global marine engines during the forecast period.

Rise in adoption of fully electric vessels

Shipbuilding companies and operators are moving toward emission-free transportation to keep up with the International Maritime Organization 2020 (IMO 2020) mandate, which enforces maximum sulfur content of 0.5% in marine fuels. Owing to this, the marine industry has witnessed inclination toward installation of electric propulsion in existing and newbuild ships. Countries across the globe are using electrified passenger boats and ferries.

500 To 1000 Hp is projected as the most lucrative segments

Moreover, governments are backing electrification in marine vessels. For instance, E-ferry Ellen, a fully electric ferry was developed under the European Union backed E-ferry project, which costs around 24 million.

Ellen can carry 200 passengers and 30 vehicles. Ferry has two 750kW propulsion motors, and is equipped with 4.3 MWh lithium NMC battery. In addition, companies are developing fully electric cargo ships for instance Yara International commissioned a fully electric cargo ship named Yara Birkeland in 2020. Electric ships do not have internal combustion engine on board, all the energy comes from batteries, which increases adoption and advancement of electric marine vessels and is expected to hinder the market growth.

Others is projected as the most lucrative segments

Development of engine technology

Dual-fuel engine can run on both gaseous and liquid fuels. These engines can operate using a mixture of two different fuels. In general, within dual fuel engines, diesel and natural gas fuels are used together. Moreover, in case of unavailability of natural gases, dual fuel engines that use mix of diesel and natural gas can operate using only diesel fuel. In addition, some dual fuel engines can also use varying mixtures of biodiesel, landfill gas, bio-gas, and other fuels.

Dual based marine engine is one of the environment friendly fuel available for ships and boats as it reduces carbon emissions and helps companies to follow emission norms and regulations. Owing to all these benefits, market players of marine engines are focused on research and development of dual fuel marine engine. For instance, in July 2021, the Engine Machinery Division of Hyundai Heavy Industries (HHI) placed an order for low-speed ME-GA dual fuel engine, which is the latest addition to MAN Energy Solutions' dual-fuel portfolio. The first engine is scheduled to arrive in August 2022, with the final unit arriving the following year. Increase in government regulations related to emission norms and customer demand for fuel efficient and cost-effective engines fuel demand for duel fuel engine, which is expected to fuel growth of the global marine engine market in future.

Asia-Pacific would exhibit the highest CAGR of 5.3% during 2021-2030.

COVID-19 Impact Analysis

• The COVID-19 impact on the marine engine market is unpredictable, and is expected to remain in force for a few years.
• The COVID-19 outbreak forced governments across the globe to implemented stringent lockdown and ban import–export of essential raw materials items for most of 2020 & few months in 2021. This led to sudden fall in the availability of important raw materials for marine engines.
• As a result of interrupted supply chains and production schedules caused by the COVID-19 pandemic, boat and engine manufacturers faced enormous losses in the first and second quarters of 2020.
• Moreover, nationwide lockdown forced parts manufacturing facilities to partially or completely shut their operations
• However, the world is gradually returning to normalcy in daily business activities by taking appropriate measures to halt virus spread. Increase in vaccination and decreasing fatality has improved the market scenario for ship refurbishment and shipbuilding, which is expected to boost demand for the global marine engine market

Key Benefits For Stakeholders

• This study presents analytical depiction of the global marine engine industry analysis along with the current trends and future estimations to depict imminent investment pockets.
• The overall marine engine market opportunity is determined by understanding profitable trends to gain a stronger foothold.
• The report presents information related to key drivers, restraints, and opportunities of the global marine engine market with a detailed impact analysis.
• The current marine engine industry is quantitatively analyzed from 2020 to 2030 to benchmark the financial competency.
• The Porter’s five forces analysis illustrates the potency of the buyers and suppliers in the industry.

  Marine Engine Market Report Highlights

Analyst Review

The marine engine market is expected to witness significant growth globally, owing to rise in use of inland waterways and ongoing various government investments in the shipbuilding industry and continuous development in marine engines across the world. The market growth is supplemented by numerous developments carried out by top marine engine manufacturing players such as Caterpillar Inc., Cummins Inc., Hyundai Heavy Industries Co., Ltd, MAN Energy Solutions, Mercury Marine, Mitsubishi Heavy Industries Ltd, and Yanmar Holdings Co., Ltd, which has led to growth of the market.

For instance, in September 2019, Cummins Inc. launched new 38-liter natural gas engine for the gas compression industry builds on proven hardware while providing up to 760-horsepower. Moreover, in December 2019, Mitsubishi Shipbuilding Co., Ltd., launched the first LNG (Liquefied Natural Gas) fuel supply system "FGSS (Fuel Gas Supply System)" for dual fuel marine engines. The FGSS is an LNG fuel gas supply system developed by Mitsubishi Shipbuilding utilizing LNG and vaporized gas handling technology developed through its long experience on construction of LNG carriers and has been verified for marine use backed by accumulating experience in marine engine test facilities at engine manufacturers. Similarly, in March 2022, Volvo Penta introduced compact and powerful D8 engine, and the 500 kVA power node D13 genset engine at the Middle East Energy in Dubai. The D13 500 kVA is considerably smaller and lighter when compared to previous models. This allows downsizing, resulting in a smaller engine room, smaller alternator, and ultimately fuel saving. Such product launches supplement growth of the market.

Hence, to gain a fair share of the market, major players adopted different strategies. For instance, product launch, product development, partnership, acquisition, collaboration, and business expansion. Among these, partnership and product launch are leading strategies used by prominent players. For instance, in February 2020, Yanmar, a leading provider of marine engines and propulsion systems and Smartgyro S.r.l., a gyro stabilization technology company, announced they entered into a strategic partnership. The partnership includes close collaboration between two companies and an equity investment by YANMAR enabling Smartgyro to accelerate its design, development, and launch of a full line-up of highly advanced gyro stabilizers for recreational and commercial marine applications.

Among the analyzed regions, Asia-Pacific dominated the market, in terms of revenue in 2021, followed by Europe, North America, and LAMEA. Asia-Pacific is expected to witness a lucrative growth rate during the forecast period, owing to rise in maritime trade and surge in demand from the shipbuilding industry in the countries such as China, India, and Japan, along with rise in investments by private players and government in the marine industry in the region.

• Navigation Systems
• Audio Systems
• Auto Parts And Components
• Auto Repair Manuals
• Automotive Diagnostic Tools
• Automotive Lighting Upgrades
• Backup Cameras And Sensors
• Electrical Systems
• Exterior Accessories
• Filters And Fluids

The global marine engine market was valued at $ 11.62 billion in 2020, and is projected to reach $18.09 billion by 2030, registering a CAGR of 4.7% from 2021 to 2030

The report sample for global marine engine market report can be obtained on demand from the website

The marine engine market is segmented on the basis of ship type, capacity, fuel type, and region

The marine engine industry is expected to grow at a CAGR of 4.7% during the forecast period

The company profiles of the top players of the market can be obtained from the company profile section mentioned in the report. This section includes analysis of top player’s operating in the industry along with their last three-year revenue, segmental revenue, product offerings, key strategies adopted, and geographical revenue generated

Rise in adoption of dual fuel-based marine engines and Development of engine technology are key opportunities for marine engine market

Asia Pacific is the most lucritive segment in marine engine market

Increasing adoption of fuel efficient engine in order to comply government regulations related to sulfur emission is major trend in marrine engine industry

Increase in international marine freight transport, High demand for two stroke marine engines and Increase in water sports and leisure activities are key driving factors of marine engine market

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Marine Engine Market

Global Opportunity Analysis and Industry Forecast, 2021-2030

Marine Engines Manufacturers List

• Categories : Marine machinery, engines & controls
• Tags : Marine engineering

1.Wärtsilä -(Sulzer) Marine Diesel Engines Manufactures:

From 1879 to date, Sulzer is one of the largest manufactures of marine diesel engines used for the main propulsion for merchant ships of both four stroke and two stroke design. Sulzer has its own history. Rudolf Diesel as a young engineer followed up his studies by working as an unpaid workshop trainee at Sulzer Brothers in Winterthur, Switzerland.

Sulzer built its first marine diesel engine in 1898. In 1950 the company built its first two stroke marine diesel engine that was directly reversible, and five years later it introduced valve-less two stroke engines after-charging systems and spray cooled pistons. In 1954, it introduced the concept of turbocharging in its engines.

In later years it manufactured different series of marine diesel engines, namely the RD, RND, RND-M, RLA and RLB series. In 1981, in a change from the traditional manufacturing of marine diesel engines, Sulzer introduced a more efficient system of scavenging called “uni-flow scavenging.”

As the latest models of two stroke marine diesel engine use uni-flow scavenging, the constant pressure turbocharged RTA series with a single poppet exhaust valve was developed. Later the new Sulzer diesel became part of the Wärtsilä Corporation, and the more advance automated engine of Wartsila is the RT-flex series.

From the Wärtsilä Corporation now you can get a wide range of marine diesel engines with different specifications.

To view the Wärtsilä two stroke slow speed Marine diesel engine use the link provided below.

https://www.wartsila.com/,en,productsservices,productportfolio,product,,24079490412160704,no,8001.htm

To view the Wärtsilä four stroke medium speed Marine diesel engines use this link.

https://www.wartsila.com/,en,productsservices,productportfolio,product,,3010188166900515,no,8002.htm

Wärtsilä Company Logo:

2.MAN Diesel Low Speed Marine Diesel:

MAN (Maschinefabiek Augsburg Nurnberg), a Germany-based company. is the next giant in manufacturing of main propulsion engines of low speed marine diesel engines built with a single acting two-stoke cross-head design. These engines have the special features of simple design, easy maintenance, and low specific fuel consumption.

MAN introduced series of KSZ-A, KSZ-B, KSZ-C and the latest of the KEZ-B series with featured electronic fuel injection systems. In the mid-1980, MAN was combined with a Danish based company called Burmeister &Wain the name was replaced as the MAN B&W Marine Diesel Engine Manufacturer. Presently usually called just “MAN Diesel,” they jointly produce a new series of marine slow speed diesel engines called the MC series.

The MAN Diesel Company link on Marine Diesel engines:

https://www.mandieselturbo.com/0000721/Products/Marine-Engines-and-Systems.html

3.Caterpillar Marine Diesel Engines:

Caterpillar is one of the well-known manufacturers of medium speed and high speed marine diesel engines. Mainly the high speed engines are used in the generator sets of auxiliary engines. They produce the marine diesel engines C series and MaK series suitable for various marine applications like main propulsion in yachts, ferries, tugs, and salvage vessels.

https://www.marine.cat.com/propulsion

4.Mitsubishi Marine Engines

Mitsubishi Marine Engines a Japan based company manufacture the diesel engines for marine application and they have divided the engines base on the usage they are of light, medium and heavy duty applications.

Under the light duty engines are applicable to the pleasure boats, yachts and patrol boats. Medium duty engines are applicable to tug boats, working boats, and in ferries. Heavy duty engines are applicable to fishing boats and cargo boats.

Web link for Mitsubishi Marine Diesel Engines:

https://www.mitsubishi-engine.com/REV/d/productsearch/marine

5. Rolls–Royce Marine Diesel Engine:

Rolls–Royce Marine Diesel Engine:

They manufacture the medium speed diesel engines of two series B 32: 40 and C 25:33. These engines are used in the twin-screw passenger ships and in cruise ships.

https://www.rolls-royce.com/marine/products/diesels_gas_turbines/diesels_gas/

6. MTU Marine Diesel Engine:

It is one of the well-known marine diesel engine manufacturers for yachts. They specially design the engines for smooth operation and less vibration with full automation.

https://www.mtu-online.com/mtu/applications/yachts/

7. Cummins Marine Diesel Engines:

Cummins manufactures marine diesel engines in the range of 37-1900 kW that are mainly installed on board as prime movers for generator sets and for emergency compressors. The larger series of engines are being used in port tug boats.

For commercial propulsion (tugs):

https://marine.cummins.com/mrn/public_cummins/content.jsp?tlaId=190&amp;marketId=13&amp;menuId=1&amp;menuIndex=0

For auxiliary purposes (emergency air compressor):

https://marine.cummins.com/mrn/public_cummins/content.jsp?tlaId=4&amp;marketId=13&amp;menuId=1&amp;menuIndex=1

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The Five Minutes That Brought Down the Francis Scott Key Bridge

When a massive cargo ship lost power in Baltimore, crews scrambled to control the ship and to evacuate the bridge lying ahead. But it was too late.

• Share full article

By Annie Correal ,  Nicholas Bogel-Burroughs ,  Campbell Robertson ,  Michael Forsythe and Mike Baker

Nicholas Bogel-Burroughs and Campbell Robertson reported from Baltimore, Annie Correal and Michael Forsythe from New York, and Mike Baker from Seattle.

Follow our live coverage of the Francis Scott Key Bridge collapse in Baltimore .

“Hold all traffic on the Key Bridge.”

The terse command from an officer in Baltimore’s busy commercial shipping port was one of the first warnings of a disaster that experts now predict will transform shipping on the Eastern Seaboard and change how ships and bridges function around the world. But after the cargo ship Dali lost power early Tuesday, there were precious few minutes to act.

In those minutes, many people — from the ship’s crew, who sent out a mayday signal, to the transportation authority police officers, who stopped traffic heading onto the Francis Scott Key Bridge — did what they could to avert catastrophe, most likely saving many lives.

And yet — no matter what anyone did — several factors made catastrophe all but inevitable. When a ship of this size loses engine power, there is little to be done to correct its course, even dropping an anchor down. And the Key Bridge was particularly vulnerable. As long ago as 1980, engineers had warned that the bridge, because of its design, would never be able to survive a direct hit from a container ship.

The collision and subsequent collapse of the bridge swallowed up seven road workers and an inspector who could not be alerted and pulled off the bridge in time; two were pulled alive out of the water, but four others are still missing and presumed dead. Two bodies were retrieved on Wednesday, authorities said.

Also caught up in the disaster were the ship’s 21 crew members, all from India, who had prepared for a long journey to Sri Lanka on the Dali. While none of them were hurt, they would be held on board for more than a day as the ship sat in the harbor, the ruins of the bridge tangled around it, as authorities began their investigation.

The accident, the deadliest bridge collapse in the United States in more than a decade, will have a lasting impact on the Port of Baltimore, with its 8,000 workers, and industries that rely on the port, which is the leading American hub for auto and other wheeled equipment, said Pete Buttigieg, the U.S. transportation secretary, on Wednesday.

“It’s difficult to overstate the impact of this collision,” Mr. Buttigieg said.

He compared the Dali, roughly as long a city block, to the size of an American aircraft carrier.

“A hundred thousand tons, all going into this pier all at once,” he said of the impact on the bridge support structure.

Officials from the National Transportation Safety Board, which is leading the investigation into the accident, boarded the Dali on Tuesday night to gather documentation. They obtained data from the voyage data recorder, the equivalent of an aircraft’s black box, hoping that it could help investigators determine what led to the accident.

Mr. Buttigieg said that any private party found liable in the accident “will be held responsible.”

The ship left the Port

of Baltimore around

1 a.m. on Tuesday.

Ship called for

tugboats to return

Francis Scott

Alarms sounded on ship

Traffic onto bridge was halted

The ship hit

at 1:28 a.m.

Alarms sounded

Traffic onto bridge

Sources: MarineTraffic, Google Earth

By Agnes Chang, Weiyi Cai, and Leanne Abraham

It was about half an hour past midnight on Tuesday when the Dali, loaded with cargo containers, departed its dock, guided by two tugboats, as is customary. On board was a local harbor pilot with more than 10 years of experience and deep familiarity with Baltimore’s port, as well as an apprentice pilot in training.

The sky above the Patapsco River was clear and still, lit by a full moon.

At 1:25 a.m., after the two tugboats detached and turned back, the Dali had accelerated to about 10 miles per hour as it approached the Key Bridge. But just then, according to a timeline released by the National Transportation Safety Board on Wednesday, “numerous audible alarms” started sounding on the ship.

For reasons still being investigated, the ship’s powerful propulsion system stopped. The lights flickered out.

The ship had a “complete blackout,” according to Clay Diamond, head of the American Pilots’ Association, who was briefed on the account of the pilot of the Dali. (The chair of the N.T.S.B., Jennifer Homendy, said officials were still trying to determine whether the power failure was complete.)

The harbor pilot noticed the ship starting to swing right, in the direction of one of the piers holding up the Key Bridge. At 1:26, he called for the tugs to return; he urged the captain to try to get the engine back up and directed the crew to steer hard left. As a last ditch measure, at 1:27, he ordered the crew to throw down the port anchor.

One of the tugboats, the Eric McAllister, turned around and raced back toward the ship.

But the failures onboard were cascading. The emergency generator had kicked on, sending a puff of thick smoke belching from the ship’s exhaust stack and briefly restoring the lights, radar and steering. It did not help. With no effective propulsion, the 95,000-ton ship had become an unstoppable object, drifting toward one of the most heavily traveled bridges in Baltimore.

On land, officers with the Maryland Transportation Authority moved swiftly into action. “I need one of you guys on the South side, one of you guys on the North side, hold all traffic on the Key Bridge,” someone is heard saying on the audio recording of emergency radio traffic that night. “There’s a ship approaching that just lost their steering. So until they get that under control, we’ve got to stop all traffic.”

Vehicles were held on either side of the bridge as the ship continued its inexorable drift toward the 1.6-mile-long span.

A minute later, the officers turned their attention to several workers, some of them immigrants from Guatemala, Honduras, El Salvador and Mexico, who were still laboring on the bridge in the chilly darkness, taking advantage of the light traffic at night to fix potholes.

“There’s a crew up there,” one officer is heard saying on the audio recording of the radio exchange between officers. “You might want to notify whoever the foreman is, see if we could get them off the bridge temporarily.”

But even then, the ship was striking the bridge. Almost at once, the pier buckled and collapsed, twisting over the ship, with its cargo containers stacked high on the deck. Then the rest of the bridge went, breaking into sections as it plummeted and splashed into the dark river waters below.

“The size and weight of these ships make them really difficult, even with propulsion, to stop them,” said Stash Pelkowski, a professor at State University of New York Maritime College and a retired Coast Guard rear admiral. With no power, he said, “There was very little the pilot or the crew on the Dali could do.”

The collapse had happened in seconds. Except for the stumps of the piers, the central span of the bridge had plunged into the frigid river — where divers would spend the whole day searching amid twisted metal for survivors — by 1:29 a.m.

“Dispatch, the whole bridge just fell down!” an officer called out. “Whoever, everybody, the whole bridge just collapsed.”

Stray ships had long been seen as a risk to the Key Bridge. Just a few years after the Baltimore structure was constructed in 1977, a vessel crash knocked down the Sunshine Skyway Bridge in Tampa Bay, Fla., killing 35 people.

Officials acknowledged that the Key Bridge would not be able to withstand that kind of direct hit from a heavy cargo vessel. “I would have to say if that ship hit the Bay Bridge or the Key Bridge — I’m talking about the main supports, a direct hit — it would knock it down,” John Snyder, the director of engineering for the state Toll Facilities Administration told the Baltimore Sun at the time.

But building a bridge that could withstand such an impact was simply not economically feasible, he said. When the bridge was built, cargo ships were not the size they are today. A much smaller freighter did hit the bridge in 1980 , but the bridge stood strong.

Minutes after the bridge collapsed on Tuesday, both tugboats that had accompanied the Dali arrived on scene, followed soon by the Coast Guard and the Baltimore City Fire Department.

Two of the workers who had been on the bridge were rescued from the water. The others could not be found.

Jack Murphy, who owns Brawner Builders, the company whose workers had been on the bridge, got a phone call about the collapse and raced to the area, about a 30-minute drive away. He stayed by the bridge all night, and eventually began making calls to the men’s families.

Two workers’ bodies were discovered in a red pickup truck found near the bridge debris, police said Wednesday. They were identified as Alejandro Hernandez Fuentes, 35, an immigrant from Mexico, and Dorlian Ronial Castillo Cabrera, 26, a native of Guatemala.

About two miles from the bridge, Andrew Middleton had been lying awake when he heard the crash. He first thought it was thunder, maybe a low-flying jet.

It was only when he awoke a few hours later that he saw the news of the collapsed bridge. “I thought to myself, I was just with those guys yesterday,” he said.

Mr. Middleton, who runs Apostleship of the Sea, a program that ministers to sailors coming through the port, had driven the ship’s captain and a few crew members to Walmart on Monday to stock up on goods for the 28-day voyage ahead — toothpaste, snacks, clothes, Bluetooth speakers.

He recalled the captain telling him their next port was Sri Lanka, but that they were taking a longer route, down around South Africa, in order to avoid recent Houthi attacks on cargo ships in the Red Sea.

Mr. Middleton immediately messaged the crew on WhatsApp after hearing the news on Tuesday, he said, and “they responded within a few minutes saying that everyone was OK,” he said.

Around the site of the bridge collapse, firefighters and rescuers in diving gear were swarming around the shore, followed by news crews. John McAvoy, who owns a nearby restaurant, had driven over with hot meals — chicken, crab balls and pretzel bites — to hand out to the crews.

But by nightfall on Tuesday, officials had called off the rescue efforts and said they would switch to searching for bodies. “The water’s deep, visibility’s low, it’s cold as I-don’t-know-what,” said Kevin Cartwright, a spokesman for the Fire Department.

The signs of all that had changed were only starting to become clear on Wednesday. The U.S. Army Corps of Engineers said it was mobilizing more than 1,100 specialists to clear the wreckage of the bridge and unblock the Port of Baltimore’s shipping lane. In the meantime, Mr. Buttigieg, the secretary of transportation, said the East Coast would have to rely more heavily on ports outside Baltimore.

Mr. McAvoy said the tragedy would ripple over the port for years.

Fishing crews always have found their way home following the Key Bridge, he said. “It’s going to change a lot of things for a lot of people.”

Reporting was contributed by Daniel Victor , Jacey Fortin , Zach Montague , Eduardo Medina , Miriam Jordan and Judson Jones . Susan C. Beachy contributed research.

Annie Correal reports from the U.S. and Latin America for The Times. More about Annie Correal

Nicholas Bogel-Burroughs reports on national stories across the United States with a focus on criminal justice. He is from upstate New York. More about Nicholas Bogel-Burroughs

Campbell Robertson reports on Delaware, the District Columbia, Kentucky, Maryland, Ohio, Pennsylvania and Virginia, for The Times. More about Campbell Robertson

Michael Forsythe a reporter on the investigations team at The Times, based in New York. He has written extensively about, and from, China. More about Michael Forsythe

Mike Baker is a national reporter for The Times, based in Seattle. More about Mike Baker