Stage-V Baudouin Marine Engines
The M26.3 family is Stage-V certified by Moteurs Baudouin
Stage V & IMO III
The M26.3 family has recently been IMO-III certified by Moteurs Baudouin. These engines will also be available as Stage V from early 2022. We can therefore already offer you these engines now. More models will follow, both with higher and lower power output. There is great interest in the IMO III and Stage V solutions from Moteurs Baudouin in the European market. Partly because they are genuine marine engines at their core. For example, five 6M26.3 engines are currently being installed for diesel-electric propulsion at a Dutch shipyard.
Through the use of modern ECU-controlled common-rail technology and high allowable back pressure, a very compact aftertreatment package is possible. The emissions after the turbo are already lower than with a mechanically injected engine, allowing the aftertreatment package to be compact. But fuel consumption is also much lower due to common-rail technology, especially at partial load. Not unimportant with rising fuel prices! The DOC-DPF-SCR combination Stage V package for the large V12 engine of 1650 hp is only 62 cm high. The placement and orientation of the package is flexible, so it can be positioned almost anywhere it fits in the engine room. Moreover, the Stage V exhaust aftertreatment package is easy to maintain, as it can be unscrewed and the elements can then be easily replaced for cleaning. Truly a solid solution.
Why a Baudouin Stage-V engine?
These engines are designed from the drawing board for maritime purposes. This gives the engine inspection covers, removable liners and a number of features such as readable thermometers. The engine also has water-cooled manifolds and turbos which ensures that heat emission in the engine room remains limited. The design ensures, for example, that maintenance can easily be performed on board and that the engine can potentially be overhauled on board. The overall design of the engine can definitely be called solid. The engine documentation is also extensive and options such as a PTO are possible
| Engine type | HP | KWm | rpm | Volume | Rating | Annual operating hours |
|---|---|---|---|---|---|---|
| 6M26.3 S5 IWP | 600 | 441 | 1800 | 15.9 | P1 | continuous |
| 700 | 515 | 2000 | 15.9 | P2 | <5000 | |
| 750 | 552 | 2100 | 15.9 | P2 | <5000 | |
| 815 | 599 | 2100 | 15.9 | P3 | <3000 | |
| 6M26.3 S5 IWA | 600 | 441 | 1500 | 15.9 | P1 | continuous |
| 12M26.3 S5 IWP | 1200 | 883 | 1800 | 31.8 | P1 | continuous |
| 1400 | 1030 | 2100 | 31.8 | P2 | <5000 | |
| 1500 | 1103 | 2200 | 31.8 | P2 | <5000 | |
| 1650 | 1214 | 2300 | 31.8 | P3 | <3000 |
| Power class | Description |
|---|---|
| Continuous Duty (P1) | Continuous use with no or little variation in speed/load. Average engine load: 100%. Annual operating hours: unlimited. Use under full load: 100% |
| Heavy Duty (P2) | Continuous operation with frequent variations in speed and load. Average motor load: 80%. Annual operating hours: < 5,000 hours. Full load operation: 8 hours per 12-hour period (67%). |
| Intermittent Duty (P3) | Intermittent use with high variation in RPM and load. Average motor load: 60%. Annual operating hours: < 3,000 hours. Full load operation: 2 hours per 12 hours (17%). |
| Engine type | kVA | kWe | rpm | Volume | Hz | Annual operating hours |
|---|---|---|---|---|---|---|
| 6M26 | 600 | 416 | 1500 | 15.9 | 50 | PRP |
- Dual cooling circuits for high and low temperature
- Ready for bunker cooling
- Motor-driven freshwater pump for the HT system
- Self-priming water pump driven by the engine for the LT system
- Flexible rubber bellows for engine water circuits
- Thermostat valve for low water temperature circuit (supplied separately).
- Engine-mounted lubricating oil cooler
- Spin-on oil filters
- Manual drain and priming pump motor
- Engine-driven lubricating oil pump
- 24V DC electric ignition
- Electronic common rail injection
- Engine-mounted ECU (standard: Bosch)
- Electronic injection with common rail system
- High-pressure fuel pump
- Double-wall high-pressure piping
- Duplex threaded fuel filters
- Fuel spill containment tray
- Water separator with integrated 24 VDC suction pump
- Connection for flexible hoses
- Heat-insulated turbochargers
- Low temperature intake air coolers
- Dry air filters with crankcase ventilation via recycler
- Intake air preheater
- Fresh water cooled exhaust manifolds
- Exhaust gas expansion joint after engine with counter flanges
The IWA certificate applies to auxiliary generator sets and pumps with constant speed. The certificate numbers are: 6M26.3-V IWP: e6*2016/1628*2016/1628PV4/D*0003*00 6M26.3-V IWA: e6*2016/1628*2016/1628AC4/D*0001*00 12M26.3-V IWP: e6*2016/1628*2016/1628PV4/D*0004*00
M26.3 Common Rail Technology
The M26.3 common rail models are completely improved versions of the proven and well-known mechanical M26.2 predecessor. These engines all feature inspection covers and removable liners. This means, for example, that major maintenance can easily be performed on board. The engine also has water-cooled manifolds and turbos, which keeps heat emission in the engine room to a minimum. Finally, the engines have BV Type Approval. In addition to distributing Baudouin marine engines, ABATO Motoren also supplies industrial engines from this brand. This includes not only maintenance but also 24/7 breakdown service and rapid parts supply. With more than ten service engineers available, there's always someone ready to help. ABATO Motoren B.V. has proven over recent years that it arrives on location 100% of the time within four hours, day and night. You can also count on the expertise of Baudouin dealers Zikking and Schriek from Amsterdam and DBH Diesel Engines from Dordrecht.
What are the advantages of common rail technology?
The Baudouin engines are equipped with a common-rail injection system with piezo injectors. The automotive industry has used common rail technology since the introduction of EURO III standards. This brought significant improvements in fuel consumption and engine torque. A common rail engine has multiple injection events per cycle. Different quantities can also be injected at each moment. This is defined in what's called the 'engine mapping'. The higher pressures create finer and better fuel distribution. This results in more efficient combustion with reduced NOx and particulate formation. Common-rail technology also allows for much higher permissible back pressure after the turbo. This enables a compact exhaust aftertreatment package to function effectively. This saves considerably on installation space and costs. The dimensions of the DOC-DPF-SCR combination for the large V12 engine of 1650 hp are very compact. The package orientation is flexible, so it can be positioned to fit in most engine rooms. Finally, the Stage-V exhaust treatment package is also easy to maintain, as it can be opened with bolts and the elements can then be easily inspected and replaced. This makes it truly a good solution for the maritime world! The 6M26.3 engine is a 6-inline with a displacement of 16 liters. The larger 12M26.3 is a 32-liter V12. The models are completely improved versions of the proven and well-known M26.2 predecessor.
The M26.3 common rail models are completely improved versions of the proven and well-known mechanical M26.2 predecessor. These engines all feature inspection covers and removable liners. This means, for example, that major maintenance can easily be performed on board. The engine also has water-cooled manifolds and turbos, which keeps heat emission in the engine room to a minimum. Finally, the engines have BV Type Approval. In addition to distributing Baudouin marine engines, ABATO Motoren also supplies industrial engines from this brand. This includes not only maintenance but also 24/7 breakdown service and rapid parts supply. With more than ten service engineers available, there's always someone ready to help. ABATO Motoren B.V. has proven over recent years that it arrives on location 100% of the time within four hours, day and night. You can also count on the expertise of Baudouin dealers Zikking and Schriek from Amsterdam and DBH Diesel Engines from Dordrecht.
What are the advantages of common rail technology?
The Baudouin engines are equipped with a common-rail injection system with piezo injectors. The automotive industry has used common rail technology since the introduction of EURO III standards. This brought significant improvements in fuel consumption and engine torque. A common rail engine has multiple injection events per cycle. Different quantities can also be injected at each moment. This is defined in what's called the 'engine mapping'. The higher pressures create finer and better fuel distribution. This results in more efficient combustion with reduced NOx and particulate formation. Common-rail technology also allows for much higher permissible back pressure after the turbo. This enables a compact exhaust aftertreatment package to function effectively. This saves considerably on installation space and costs. The dimensions of the DOC-DPF-SCR combination for the large V12 engine of 1650 hp are very compact. The package orientation is flexible, so it can be positioned to fit in most engine rooms. Finally, the Stage-V exhaust treatment package is also easy to maintain, as it can be opened with bolts and the elements can then be easily inspected and replaced. This makes it truly a good solution for the maritime world! The 6M26.3 engine is a 6-inline with a displacement of 16 liters. The larger 12M26.3 is a 32-liter V12. The models are completely improved versions of the proven and well-known M26.2 predecessor.
The engine is equipped with a Bosch ECU. This ECU communicates with a Comap ID DCU. The Comap ID DCU is connected to the bridge panel while simultaneously interfacing with the aftertreatment system controls. The aftertreatment system is linked to an optional industrial PC that connects to the internet via a GSM modem.
A 5.7-inch color screen. TFT display with 320 x 240 pixel resolution. Graphical interface that can be partially customized through programmable active buttons. CAN bus communication. Automatic brightness control. Operating temperature range from -20 to +70 degrees Celsius. Front panel is waterproof (IP65). Cutout dimensions 175 – 115 mm.
A 12.1-inch color multitouch screen. TFT display with 1280 x 800 pixel resolution. Customizable graphical interface. Communication via CAN or Ethernet. Sunlight-readable screen with 1000 cd/m² brightness. Automatic brightness control. Operating temperature range from -30 to +70 degrees Celsius. Waterproof front panel (IP65). Cutout dimensions 311 – 206 mm.
Remote monitoring allows you to track engine condition and receive alerts from outside the vessel. This makes it easy to provide remote assistance during malfunctions. Notifications can also be sent proactively. Features: Industrial fanless mini PC. Aluminum housing. Dust and shock resistant. Suitable for harsh environments. Connects to the outside world via GSM network with included modem. This enables remote system login.
- Service Meter
- Hour Meter
- Generator malfunction
- Engine oil temperature indication
- Engine oil temperature high (alarm)
- Engine oil pressure indication
- Engine oil pressure low (alarm)
- Engine oil pressure very low (alarm)
- Temperature indication (coolant)
- High Temperature (Alarm)
- Fuel leakage injection lines (alarm)
- Overspeed (alarm)
The system concept will be mounted to the turbo outlets, with each turbo outlet having its own DOC and mixer. The package contains 10 elements (2 rows of 5). The modular emission aftertreatment system is a standardized modular emission package developed for marine, generator sets, and other large industrial applications. Within the same design, various emission technologies can be installed: SCR (SCR only for Marine IMO TIER III), SCR+ (with DOC and ASC for TIER 4 F and EU Stage IV), a Stage V package (with DOC, DPF, SCR, ASC), and SCR + ASC + OC for gas engines and greenhouses. Temperature sensors, NOx and oxygen sensors, and pressure drop monitoring are integral parts of the package. System components are selected to ensure emissions continue to meet requirements, taking into account typical lifecycle expectations for marine and CHP applications. Maintenance intervals can be synchronized with engine maintenance and overhaul intervals (provided proper fuel and lubricating oil are used). The catalyst element service is clearly structured. The system is built for durability. All elements can be easily removed by hand without requiring special tools. The weight of an individual catalyst element is less than 20 kg. Fasteners are made of stainless steel and can be easily removed and replaced with new bolts if damaged or overstressed, even after many heating and cooling cycles. The complete exhaust package is manufactured using premium stainless steel grade 316(L). It is corrosion-resistant both inside and outside, and resistant to urea, ammonia, seawater, and many other unknown chemical components that may be present in exhaust gases. The assembly is supplied with a DN PN6 flange set of the selected pipe diameter. The flanges are not welded to the pipes, allowing installation according to customer preferences. ABATO is happy to create a specific design for the DOC inlet/outlet – mixing pipe – SCR for each project in accordance with customer needs. This allows us to integrate the system into the engine room design. All our key components come with a 20-year guarantee on spare parts availability. The figure below shows the 12M26.3 with the compact integrated aftertreatment system.
- The DOC with inlet and outlet cone
- The modular emission aftertreatment system
- The urea mixer mixing pipe
- The urea dosing package
- The main tank package
- The wiring harness
- The hydraulic package
- The control cabinet
The DOC substrate (diesel oxidation catalyst) is manufactured from Fecraloy® metal and coated with a powerful and stable oxidation coating. The coating enables and promotes passive regeneration of the DPF (diesel particle filter) and, when necessary for emergency situations, also active regeneration through diesel HC (hydrocarbon) dosing. The assembly is supplied with a DN PN6 flange set that corresponds to the pipe diameter. The flanges are not welded to the pipes, allowing for installation according to customer requirements. The DOC catalyst is supplied with inlet and outlet cones that taper the DOC to match the diameter of the exhaust elbow and compensator downstream of the turbo. At the DOC inlet, there is a 1-meter stainless steel straight pipe with connection ports for the following sensors and actuators:
- Temperature 1 sensor
- Exhaust system backpressure sensor
- NOx 1 sensor
- Diesel Dosing Unit
The urea mixer or mixing pipes
The system is always supplied with a 2-stage mixer featuring low pressure drop. This technology enables air-free urea dosing. This method is cost-effective since no compressor is required. Because compressed air is not needed, the energy required to operate the system and thus the system's CO2 footprint is virtually zero.
The system is always supplied with a 2-stage mixer featuring low pressure drop. This technology enables air-free urea dosing. This method is cost-effective since no compressor is required. Because compressed air is not needed, the energy required to operate the system and thus the system's CO2 footprint is virtually zero.
- There is no risk of urea overdose
- No oversized catalyst package is required because we can utilize the full surface area of the catalyst
- System diagnostics improve through consistent exhaust emission readings
The dosing system uses an ECU as the system's central hub. This Electronic Control Unit (ECU) has been developed as the interface between the engine and the exhaust aftertreatment systems. The ECU controls AUS (Urea/AdBlue) dosing, tanks and pumps while continuously monitoring performance, engine operating conditions and pressure drop across the exhaust. Various parameters are stored in the ECU in accordance with Stage V regulations. Each engine has its own individual control elements.
- OEM Specifications
- Rugged construction
- User-friendly Windows interface
- Suitable for all engines and exhaust systems
- Suitable for all on-road / off-road and marine applications
There is also the option to add a Blokland auxiliary cooler. These are shown below.
Some engines are available with an SCR system (Selective Catalytic Reduction). This technology reduces both NOx emissions and noise pollution.
The SCR system injects a urea solution (AdBlue) into the exhaust gases, converting harmful nitrogen oxides into harmless water and nitrogen. This ensures your engine meets the strictest emission standards.
Additionally, the system enables more precise air-fuel ratios. This creates a more controlled combustion process, resulting in noticeably quieter engine operation.
Specifically, an SCR system delivers:
The SCR system injects a urea solution (AdBlue) into the exhaust gases, converting harmful nitrogen oxides into harmless water and nitrogen. This ensures your engine meets the strictest emission standards.
Additionally, the system enables more precise air-fuel ratios. This creates a more controlled combustion process, resulting in noticeably quieter engine operation.
Specifically, an SCR system delivers:
- A cleaner engine with the same amount of power.
- Up to 5% reduction in fuel consumption.
- An optimized maintenance schedule that comes with the engine.
- Superior installation flexibility.
- Up to 25 dB noise reduction.
- Restoring and building ships to operational condition.
- Customizable mounting configurations.
- HVO Compatibility
- A compact "airless" urea dosing system that eliminates the need for additional installation.
For a suitable reverse gear, ABATO Motoren is also your go-to source. Baudouin manufactures reverse gears for their marine engines, which you can order through us as a certified Baudouin dealer. For more information about the various reverse gears, you can visit our reverse gears page. Reverse gears page
