The global shipping industry is at a crucial juncture, facing an urgent need to reduce greenhouse gas emissions in the short to medium term to mitigate climate change. A shift towards alternative fuels is imminent, necessitated by the limitations in current fuel cell and battery technology in terms of power density. Addressing this, navies worldwide are not only exploring the use of alternative fuels to diminish environmental impact but also seeking solutions to reduce emissions signatures and decrease reliance on fossil fuels. Naval vessels, requiring high dynamic performance for enhanced maneuverability and to handle pulsed power loads (such as for rail-guns and directed energy weapons), find their requirements unmet by current marine combustion engines running on alternative fuels like natural gas or alcohol. These fuels offer lower load acceptance compared to traditional diesel engines, posing a significant challenge in meeting the stringent naval demands for dynamic load capacity in power generation. However, alternative fuels burn cleaner with reduced emissions of particulate matter, resulting in a reduced infrared signature and possibly improve the noise signature. In this paper, we investigate the use of Hybrid turbocharging to improve the dynamic performance of alternatively fueled combustion engines. We extended an existing and validated Mean Value First Principle (MVFP) engine model of a spark-ignited Caterpillar 3508A gas engine with a hybrid turbocharger. The study investigates the impact of electrical power take-off/in from the turbocharger shaft on the engine’s air path dynamics, experimenting with different timing, amounts of power take-off/in, and rotational inertia values of the turbocharger shaft. Our results indicate a marked improvement in the load acceptance of alternatively fueled internal combustion engines, concurrently reducing the risk of engine knocking and misfiring. Moreover, hybrid turbocharging enables maintaining the excess-air ratio within a narrow bandwidth, thanks to the additional control provided by electrical power take-off/in. During steady-state operations, this approach allows for throttling losses reduction, enhancing engine efficiency and reducing emissions. In broader applications, the capability for electrical power take-off/in within a larger propulsion and electrical power generation plant context suggests a reduction in spinning reserves and an increase in overall plant efficiency.