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Electric Motors

• Thread starter dlochner
• Start date Nov 30, 2023
• Forums for All Owners
• Ask All Sailors

Very cool. I hope to have an electric sailboat someday.  

That used to be a sailing vlog, didn't it?  

Joe said: That used to be a sailing vlog, didn't it? Click to expand

Will Gilmore

rgranger said: Very cool. I hope to have an electric sailboat someday. Click to expand

Scott T-Bird

I, like a few others here, am not a fan .. I do acknowledge that there is a market where electric drive makes sense but I am not part of that market. The primary problem is the limited range and that is mostly a function of the comparatively large amount of power needed to drive a boat.. folks think that because it works in cars, it should work in boats; the problem is that once a car accelerates to speed, it takes a relatively small amount of power to keep it moving compared to a boat hull in water at a usable speed. The market is starting to show that in a few ways; airplanes are similar to boats in the way they use power and there will be small planes that will be used as trainers on very short flights.. it is starting to be obvious that electrics now cannot replace a dually pickup pulling a trailer .. I've thought that electric power will work as we use gasoline today when fuel cells (hydrogen, or better propane) are generating the electricity and the fuel can be replenished quickly as gasoline or diesel is today..  

Scott T-Bird said: I thought it was funny while Kika was smirking as the guy from EP Tech was telling her that regeneration is over-hyped because nobody really needs it while it is rare that they are actually doing any long-distance sailing. I wonder if he knew how much sailing Kika and Dan have actually done in the past decade with electric auxiliary. Clearly, he hadn't been following their experiences! Click to expand

Electric Shock - Cornell Sailing Publications

Johann said: I think his opinion is probably based on experiences like Jimmy Cornell’s electric circumnavigation failure. He had two of the Ocean Volts on his catamaran and the regen performance was pretty bad. It seems to me once you leave the flat water of the test environment, the rapid changes in speed, pitch, and yaw make efficient hydro generation a tough problem to solve. Especially when you are trying to use the same propeller for propulsion. Maybe the servo prop needs individually controlled blades so each one can optimize its own angle of attack. Similar to fly-by-wire control systems. Electric Shock - Cornell Sailing Publications My decision to abandon the Elcano Challenge has taken by surprise many of those who have been following my voyage, and I want to apologise to all of you for the disappointment this may ...Read more cornellsailing.com Click to expand

Scott T-Bird said: That's a good reference to describe the deficiencies. However, there are significant differences between Cornell's experience and Uma's experience. Most glaringly, Cornell describes a great deal more luxury to support compared to the spartan conditions under which Uma lived for almost an entire decade utilizing electric auxiliary. Cornell didn't really describe in this article how much motoring they did (perhaps he did in a more detailed writing). Uma basically defined their experience by stating that they simply have to travel exclusively by sail and traveling by motor was simply not feasible. It sounds like Cornell described autopilot as an electical consumption, whereas Uma doesn't consume electicity for autopiloting. Basically, Uma's traveling consumption was probably still far less than Cornell's "spartan" consumption. Keep in mind that the great majority of Uma's travels occurred before they even had regeneration or a servoprop. Their consumption behavior was baked in long before they had regeneration. They obtained regeneration while in the Arctic and their ability to charge the batteries was proven out during long sailing passages, even with low angles from solar (but, I suppose with longer summertime hours). And most distinctly, Cornell seemed to intend to make an uninterrupted circumnavigation, off the grid the entire way. Dan and Kika quite deliberately have always said that their destinations include frequent stops where marinas are plentiful for shore power re-charging. Even in the Norwegian Arctic, they noted that marinas with shore power were numerous enough to support their travels. Cornell indicated that passages across the Atlantic are certainly feasible to be supported by regeneration. Uma's experience proved that just as readily, even without regeneration. Click to expand

danstanford

I have one in my J/88 and I love it for my use case.  

danstanford said: I have one in my J/88 and I love it for my use case. Click to expand

tfox2069 said: Electric makes perfect sense under those circumstances. And it's about an even trade if I sell the gas outboard (once I fix the latest issue) and buy a used Torqueedo (already done). Click to expand

Scott T-Bird said: I've been battling this decision for quite some time ... the problem I have with the Torqueedo or E Propulsion is the cost. They are more than twice the price of a gas-powered outboard. But the trade-offs are very clear and I can see the benefit to electric. But what about electric trolling motors? They are sooooo much cheaper than the Torqueedo of E Propulsion, yet nobody ever mentions a trolling motor as an option. What gives? Why not buy a Minn Kota instead of the high-priced options? Click to expand

@pgandw , I could easily justify the cost of a Spirit for auxiliary use on a sailboat, if an outboard was needed. My hesitancy is the expense to power a dinghy. I do know that I hesitate to put my dinghy to very much use simply because it is not powered, except by some flimsy oars! If I want to put it to some greater use, I will have to put a motor on it!  

Scott T-Bird said: @pgandw , I could easily justify the cost of a Spirit for auxiliary use on a sailboat, if an outboard was needed. My hesitancy is the expense to power a dinghy. I do know that I hesitate to put my dinghy to very much use simply because it is not powered, except by some flimsy oars! If I want to put it to some greater use, I will have to put a motor on it! Click to expand

Mark Maulden

tfox2069 said: Scott T-Bird said: I've been battling this decision for quite some time ... the problem I have with the Torqueedo or E Propulsion is the cost. They are more than twice the price of a gas-powered outboard. But the trade-offs are very clear and I can see the benefit to electric. But what about electric trolling motors? They are sooooo much cheaper than the Torqueedo of E Propulsion, yet nobody ever mentions a trolling motor as an option. What gives? Why not buy a Minn Kota instead of the high-priced options? Click to expand

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• Solar Systems

Electric sailboat conversion - 2 steps forward 1 step back

• Thread starter luckybeanz
• Start date Nov 2, 2020

• Nov 2, 2020

Hi all, firstly thanks for all the amazing information, though it is all this information that has my head in a tangle... I am currently in Italy and looking to convert our 37ft sailboat ( https://www.luckybeanz.com/2018/09/23/realising-a-dream/ ) which we live aboard to an electric drive. I have been researching this for about 3 years now and I want to take the plunge this winter, ordering components in the next few weeks. The question is not whether it is a good idea or not, that decision is made. Though every time I think I am there with the system I seem to find some new information which makes me reconsider. The biggest question is around the battery setup, since it will require a high amp draw. I started a thread here with the batteries I was looking at https://diysolarforum.com/threads/d...igh-c-cells-any-experience.14159/#post-158002 and have stumbled upon this thread https://diysolarforum.com/threads/lifepo4-bow-thruster-batteries-which-bms.4668/page-2 which is ever so useful, and has me thinking of using the electrodacus BMS with a relay (I know nothing about relays so will be heading down that research path now too) So hence this post. I am interested in anyone who has done a similar conversion and anyone who has thoughts/recommendations on the battery setup. The motor will likely be Here is what I am looking at : N50 motor here http://www.fimea.it/index_eng.htm I was looking at a Golden Motor 10KW, but I can get this one locally and it supports direct drive. 250 / 300AH 48v bank- for engine and inverter 200AH 12v bank - for boat living electrics - fridge, lights etc 1.2KW solar using sunpower panels - https://sunpower.maxeon.com/uk/site...3-400-395-390_ds_en_a4_mc4_1mcable_536423.pdf Charger/Inverter - still to be decided, but needs to be about 3kw. DC/DC converter to run windlass and keel pump - both 12v Interested to hear any /all thoughts one this, especially from those who have done it and have a list of components they care to share. Thanks  

Works in theory! Practice? That's something else

• Nov 3, 2020

Welcome to the forums! I'll move this thread over to the Marine section to see if anyone can comment on you components as you hope!  

Thanks, been scanning through that section, looks like one or two might have some input if they see it.  

Samsonite801

Solar wizard.

Firstly, let me say hehe, that I am not an expert in marine EV, let alone automotive EV. I do have some pretty good experience with yachting and marine repair and maintenance. If I was going to build an EV boat, I would have to look at all the factors involved. Probably similar to an automotive application in certain regards since any portable vehicle has many constraints not found in a stationary application (mainly size and weight, vibration, weight transfer, temperature extremes, corrosion, etc). I would probably start with battery chemistry, and how much energy density I need based on constraints of size footprint and weight footprint. In a marine application, you might also want to consider weight transfer (battery weight location on boat). Will too much weight fore or aft of center cause issues with the performance or handling of the boat? Where are all the available locations on the boat to situate the batteries? Do they all need to be in one place or are there multiple locations where they can be distributed to balance any potential weight transfer problem? LiFePO4 has lower energy density for its weight and size than some of the cobalt chemistries. Is it significant enough to matter here for your desired level of performance? Next we get into power requirements, EV cycle duration, and performance requirements. Speed costs money, how fast do you want to go? And how far do you want to be able to travel without shore charge. Will this solution include hybrid function, like fueled generator, supplemental solar, wind generators? If you have your heart set on that N50 motor, I would see if I can first get a more detailed spec sheet on it, so you could hopefully get some better idea of how much power it may use under various 'partial speed' loads less than it's max power consumption, to get a feel for how much juice it may require at different speeds like normal cruise vs max speed. Do you have any idea about the present horsepower requirements for your boat? Like if you have a conventional gas or diesel engine now, how much horsepower / torque does it have and at what RPM, and how many knots can you get up to at max RPM? What is the propeller RPM at that engine RPM? Will you plan to spin the electric motor at that same cruise or max RPM, or will you need to change prop pitch to optimize to the new electric motor's characteristics? How many kW of electricity is required to spin the electric motor at the target RPMs and load points? If we can get some better idea of how much actual electricity will be required, then we can start looking into how much battery amps we need to provide, and for how long durations (kW/h). Lots of other things involved, but it's doable, if we think like a Tesla engineer though, you can build it right to start with, which would save you money in the long run. We also want to make sure it is safe and well engineered for reliability. As far as batteries go, for more amps, you can string up more 48v banks in parallel if you are hitting BMS current constraints and get more juice, as I would rather over-engineer it to keep temperatures under control, otherwise you might have to start adding in cooling solution (say for example if you have cobalt chemistry for smaller, lighter footprint, with high energy density, discharging at high rates). Just some food for thought is all...  

Samsonite801 said: Firstly, let me say hehe, that I am not an expert in marine EV, let alone automotive EV. I do have some pretty good experience with yachting and marine repair and maintenance. If I was going to build an EV boat, I would have to look at all the factors involved. Probably similar to an automotive application in certain regards since any portable vehicle has many constraints not found in a stationary application (mainly size and weight, vibration, weight transfer, temperature extremes, corrosion, etc). Click to expand...

Samsonite801 said: I would probably start with battery chemistry, and how much energy density I need based on constraints of size footprint and weight footprint. In a marine application, you might also want to consider weight transfer (battery weight location on boat). Will too much weight fore or aft of center cause issues with the performance or handling of the boat? Where are all the available locations on the boat to situate the batteries? Do they all need to be in one place or are there multiple locations where they can be distributed to balance any potential weight transfer problem? Click to expand...

Samsonite801 said: LiFePO4 has lower energy density for its weight and size than some of the cobalt chemistries. Is it significant enough to matter here for your desired level of performance? Click to expand...

Samsonite801 said: Next we get into power requirements, EV cycle duration, and performance requirements. Speed costs money, how fast do you want to go? And how far do you want to be able to travel without shore charge. Will this solution include hybrid function, like fueled generator, supplemental solar, wind generators? Click to expand...

• 1.2KW of solar - possible to extend if needed.
• Motor regen when sailing, probably on at speeds of 5kts, but this is one of the reasons for the N50 as it is likely able to start generating at lower speeds.
• Generator - I'd like to start without and test how we go before purchasing ( trying to rid of the fuel burning and need to fill up)

Samsonite801 said: If you have your heart set on that N50 motor, I would see if I can first get a more detailed spec sheet on it, so you could hopefully get some better idea of how much power it may use under various 'partial speed' loads less than it's max power consumption, to get a feel for how much juice it may require at different speeds like normal cruise vs max speed. Do you have any idea about the present horsepower requirements for your boat? Like if you have a conventional gas or diesel engine now, how much horsepower / torque does it have and at what RPM, and how many knots can you get up to at max RPM? What is the propeller RPM at that engine RPM? Will you plan to spin the electric motor at that same cruise or max RPM, or will you need to change prop pitch to optimize to the new electric motor's characteristics? How many kW of electricity is required to spin the electric motor at the target RPMs and load points? If we can get some better idea of how much actual electricity will be required, then we can start looking into how much battery amps we need to provide, and for how long durations (kW/h). Click to expand...

Samsonite801 said: Lots of other things involved, but it's doable, if we think like a Tesla engineer though, you can build it right to start with, which would save you money in the long run. We also want to make sure it is safe and well engineered for reliability. Click to expand...

Samsonite801 said: As far as batteries go, for more amps, you can string up more 48v banks in parallel if you are hitting BMS current constraints and get more juice, as I would rather over-engineer it to keep temperatures under control, otherwise you might have to start adding in cooling solution (say for example if you have cobalt chemistry for smaller, lighter footprint, with high energy density, discharging at high rates). Click to expand...

Samsonite801 said: Just some food for thought is all... Click to expand...

Solar Addict

• Nov 6, 2020

With 10kw and 48V nominal, you are running around 210A. For this type of application I would suggest avoiding FET based BMSs. Instead choose a BMS which can drive an external relay/contactor. This seems to be the path you are considering. There are numerous options that can handle 200A continuous, and 300-500A for short periods. Gigivac is a good place to start, they have some dual coil (low power) relays. The electrodacus isn't really intended for an EV application. So it can't communication with your motor controller. I don't know if that's an issue for you or not. Depending on your application you may want to have your motor controller de-rate your output at low SOC or temperature. In an EV application I would also want a BMS which can monitor each cells internal resistance. High internal resistance is often the first warning of a cell failure, or a bus bar issue. What kind of current do your windlass and keel pump use? High current DC-DC converters which can run motors are not cheap. It may be easier to design your 12V bank to accommodate those loads, and use a DC-DC charger to keep it topped up from your traction pack. Do you do deep water sailing or go far from shore? Depending on your risk, you need to evaluate what systems are critical. Rough seas require more care in mounting a pack. Same goes for powering your navigation, radio, other mission critical items, you need to asses reliability and fault tolerance if your life depends on these systems.  

SeptemberMorn

• Nov 12, 2020

Luthj said: With 10kw and 48V nominal, you are running around 210A. For this type of application I would suggest avoiding FET based BMSs. Instead choose a BMS which can drive an external relay/contactor. This seems to be the path you are considering. There are numerous options that can handle 200A continuous, and 300-500A for short periods. Gigivac is a good place to start, they have some dual coil (low power) relays. Click to expand...

Luthj said: The electrodacus isn't really intended for an EV application. So it can't communication with your motor controller. I don't know if that's an issue for you or not. Depending on your application you may want to have your motor controller de-rate your output at low SOC or temperature. In an EV application I would also want a BMS which can monitor each cells internal resistance. High internal resistance is often the first warning of a cell failure, or a bus bar issue. Click to expand...

Luthj said: What kind of current do your windlass and keel pump use? High current DC-DC converters which can run motors are not cheap. It may be easier to design your 12V bank to accommodate those loads, and use a DC-DC charger to keep it topped up from your traction pack. Click to expand...

Luthj said: Do you do deep water sailing or go far from shore? Depending on your risk, you need to evaluate what systems are critical. Rough seas require more care in mounting a pack. Same goes for powering your navigation, radio, other mission critical items, you need to asses reliability and fault tolerance if your life depends on these systems. Click to expand...

You just need to assess failure modes and your tolerance of each type. For example, do you need a redundant way to power your navigation and radio? Water maker? Look at each component, and asses the failure modes in order of likelihood. Then look at the failure consequences. A failure tree is a good idea. Then asses how each failure can be repaired at sea. If spare parts are needed or not, etc. You might find that you are okay with a single traction pack, or that you need more than one way to power critical electronics/safety equipment. Loosing drive is a big deal, but getting stranded off shore with no radio or water could be as bad, or worse. Vibration wise, you won't experience high frequency vibration on a sailing boat, but big swell can produce high g-force shock loads. As long as your pack is well secured, and the cells can't move relative to each other, its fine. But if the cells are allowed to move at all, even a couple mm, it can eventually cause failure of bus bars or cell casings. Having two separate packs with their own independent BMS provides good redundancy. You just need to have a method (ideally automatic) to limit your motor controller if one pack drops out. Otherwise you over current the remaining pack (unless both packs can carry the max load). With two packs you will need two contactors/relays. You will also need a method to manually bypass the BMS for emergencies. With two packs you will want an independent switch for each contactors manual override.  

Luthj said: You just need to assess failure modes and your tolerance of each type. For example, do you need a redundant way to power your navigation and radio? Water maker? Look at each component, and asses the failure modes in order of likelihood. Then look at the failure consequences. A failure tree is a good idea. Then asses how each failure can be repaired at sea. If spare parts are needed or not, etc. You might find that you are okay with a single traction pack, or that you need more than one way to power critical electronics/safety equipment. Loosing drive is a big deal, but getting stranded off shore with no radio or water could be as bad, or worse. Vibration wise, you won't experience high frequency vibration on a sailing boat, but big swell can produce high g-force shock loads. As long as your pack is well secured, and the cells can't move relative to each other, its fine. But if the cells are allowed to move at all, even a couple mm, it can eventually cause failure of bus bars or cell casings. Having two separate packs with their own independent BMS provides good redundancy. You just need to have a method (ideally automatic) to limit your motor controller if one pack drops out. Otherwise you over current the remaining pack (unless both packs can carry the max load). With two packs you will need two contactors/relays. You will also need a method to manually bypass the BMS for emergencies. With two packs you will want an independent switch for each contactors manual override. Click to expand...

SeptemberMorn said: Hi Mark, A big thumbs up for your decision. We are doing the exact same thing on our 42 ft Moody. Our plans are: 18kW motor Click to expand...

SeptemberMorn said: Victron Inverter 5kW Click to expand...

SeptemberMorn said: LiFePO4 48Volt 600AH (3x200AH) Click to expand...

SeptemberMorn said: 48 Volt Watermaker Click to expand...

SeptemberMorn said: DC DC for 12 Volt (Fridge, Instruments, Lights) 1600 Wp Sunpower Maxeon 3 (400Wp x 4) Click to expand...

SeptemberMorn said: Induction stove & electric oven Click to expand...

SeptemberMorn said: electric Outboard Click to expand...

SeptemberMorn said: Remove Diesel Engine, 260 Liter steel diesel tank, Generator and old AGM Batteries will easily compensate for weight of batteries 48 cells a 4kg, 40kg engine, 35kg Inverter and 80 kg Solar. No more Diesel and Gas onboard Click to expand...

SeptemberMorn said: I split the battery in 3 to reduce individual amp load / requirement on BMS. I did ask Oceanvolt for an offer which nearly put the project to an end before it even started; their cost estimate nearly matched the price of the boat. Click to expand...

SeptemberMorn said: Nevertheless, as to "power needed" and what range to expect I found their offer pretty usefull. It kind of matches calculations I found on Fischer Pandas electric drive concept. This is what they came up for on my boat (42ft, 10to): View attachment 27333 View attachment 27334 View attachment 27335 Click to expand...

SeptemberMorn said: I am building the batteries right now and plan to test them this COVID winter with a temp rigged solar panels and charge my EV from the inverter...... and if Covid allows all goes into the boat in spring next year (boat is in Belgium, I am living in Germany, crossing borders is difficult these day Rgds Frank Click to expand...

luckybeanz said: The motor supplier will be providing a contactor so I'll look to do a 2 bank battery of around 200ah each. That way I'll have a bit of redundancy too. Still not sure on BMS. Click to expand...

• Weight to be able to pre-build the batteries and mount them in the boat as a unit
• Redundancy if a cell goes bad.
• High amps are possible, because the load is split over 3 batteries.
• Max voltage setting in the charger profiles
• Canbus communication to throttle down the chargers, based on the BMS information (temp monitor, cell voltage, ...)
• Trip of contactor if 1) and 2) fail

Batrium BMS setup 8s3p

• Nov 13, 2020

luckybeanz said: Hey Frank, big props to you on leading the way. How many people have you spoken to that dismiss you as crazy and think electric can't replace a diesel? Click to expand...

luckybeanz said: Have you already got it? What I like about the one I'm looking at is they actually provide a nice setup: a) N50D2LC 10kW S2 48V liquid cooled motor with stainless steel supports; b) 48V Curtis controller cable and mounted in a stainless steel case with dc converter and cold plate; c) wig wag single lever; d) model 840 display; e) liquid cooling kit (heat exchanger, reservoir, pumps); is 2.960 eur + VAT, delivery approx 8 weeks. - it looks super clean and while the induction motor may not be as efficient as your 96%, it does offer the ability to go direct drive and I think there will be a bit better regen... I'm just trying to convince myself it is still the right option after seeing the 14kw one on the site you linked. https://www.boostech.de/en/produkt/set-32-kw-electric-motor-96-nm-sevcon-gen4-size6-48v/ Click to expand...

luckybeanz said: Can't go wrong with victron. Is that the inverter/charger? I was trying to compare them to Will's' favorite EPever. Still undecided, but probably fork out for a 3kw victron in the end. Click to expand...

luckybeanz said: Ye, I think I have settled on a split bank too. What cells have you got and what BMS. I was just watching Will's latest video and he did a bigbattery teardown which he mentioned Lishen batteries, . A quick search on ali and I find they are currently doing a deal with 20% off on these 273AH https://www.alibaba.com/product-det...title.2d3972b65Ks2aF&s=p&fullFirstScreen=true - so reckon those will be the way to go unless someone here stops me in the next 24hrs. Click to expand...

luckybeanz said: DIY or off the shelf. I'd like to get one, but I am actually waiting on the technology as I think we are about to see some now humidity generators hit the market https://www.watergen.com/product/automotive-solution/ I've messaged them but not received anything back. Click to expand...

luckybeanz said: Good choice. Be keen to see how you mount them. I am going for 3 of the same with the potential to add flex. Click to expand...

luckybeanz said: Looking at the same. The oven is the killer, but seems there are some decent toaster ovens on the market now. What are you using? Click to expand...

luckybeanz said: If you have not got one yet, I highly recommend the epropulsion ones. I use one with our seahopper folding dingy and only charge it once a week. Click to expand...

luckybeanz said: Very interesting, thanks for sharing. Our boat is 6ton but with the lifting keel I think it might actually make it more efficient. The people I am talking to about the motor did have a look at the yanmar specs and came back with this which was helpful. Based on the motor performances curves, we can see that at 1600rpm the propeller power needed is 6hp- approx 4.5kW. Please note that at this speed, the ICE motor is still capable to deliver the mechanical power of 10kW (1600rpm x 60Nm equals 10kW). Only it is not using it. Now about the rpms/power. With the motor at 1600rpm, the propeller runs at 747 rpms with 4.5kW of draw power. With the motor at 2400rpm, the propeller runs at 1121 rpms with 10kW of draw power. I attached a graph that shows the rated mechanical power of the N50 electric motor and the battery current draw from 0 to 1500rpm. We assumed a linear behaviour since the motor is not overloaded. So at 750 rpms the electric motor can deliver 5kW mechanical with a battery electric power consumption of 50Vx110A=5.5kW- approx 90% efficiency. Since we need 4.5kW on the propeller shaft, we expect a battery consumption of approx 4.5/0.9=5kW . So your 48V 250Ah 12kWh pack can last two hours at 3-3.5knots. A PMAC/PMDC motor will gain only few % of efficiency. We are manufacturing PMAC 5-10kW prototypes for boats where the motor weight and volumes must be limited e.g. outboards. However, we think that the induction motor is still a great choice for propeller direct drive at reasonable speeds (750-1000-1200 rpms). Click to expand...

luckybeanz said: Again thank you for the info and really keen to follow along and see how your setup goes. As I said I have been thinking and planning this for a couple years, but just haven't been able to bit the bullet due to lockdowns and cost. Though I am hauling out in Jan and hope to have everything in place to do the conversion whilst on the hard. Will order batts in next couple days. Click to expand...

• Nov 21, 2020

SeptemberMorn said: I think the crucial bit is the concept of living aboard and not having to make it home to go to work on Monday....... Following some of the electric boats on youtube like Sailing Uma or Beau & Brandy the key is to sail and not to motor...... Click to expand...

SeptemberMorn said: Those cells look good to me, decent price. I bought similar looking 202 AH cells from Deligreen on ali and a BMS that Will had in one of his videos. Cells with plastic casings like Winston cells might be a little easier to assemble as a pack. Click to expand...

SeptemberMorn said: The Maxeon 3 are kind of the only ones I found with a high enough voltage to charge a 48V Battery without using a boost charger. I want to be able to mount two of them with their individual solar charger (one on each side of the boat) and two on the stern arch. They were sold out for some month now and when I saw them available this week I placed my order. They have shipped today and just need to arrive Click to expand...

SeptemberMorn said: You may be a little earlier as we plan on hauling around April (it is a little colder in Belgium ) Click to expand...

luckybeanz said: Where did you get them from? I have been looking and placed an order from an Italian site, but they only accept bank transfers and I can't get them to answer the phone or email so don't feel confident doing the transfer. Since I assume you got them from a EU site, I can get from the same and shipped to Italy. Click to expand...

• Nov 24, 2020

luckybeanz said: Hi all, firstly thanks for all the amazing information, though it is all this information that has my head in a tangle... I am currently in Italy and looking to convert our 37ft sailboat ( https://www.luckybeanz.com/2018/09/23/realising-a-dream/ ) which we live aboard to an electric drive. I have been researching this for about 3 years now and I want to take the plunge this winter, ordering components in the next few weeks. The question is not whether it is a good idea or not, that decision is made. Though every time I think I am there with the system I seem to find some new information which makes me reconsider. The biggest question is around the battery setup, since it will require a high amp draw. I started a thread here with the batteries I was looking at https://diysolarforum.com/threads/d...igh-c-cells-any-experience.14159/#post-158002 and have stumbled upon this thread https://diysolarforum.com/threads/lifepo4-bow-thruster-batteries-which-bms.4668/page-2 which is ever so useful, and has me thinking of using the electrodacus BMS with a relay (I know nothing about relays so will be heading down that research path now too) So hence this post. I am interested in anyone who has done a similar conversion and anyone who has thoughts/recommendations on the battery setup. The motor will likely be Here is what I am looking at : N50 motor here http://www.fimea.it/index_eng.htm I was looking at a Golden Motor 10KW, but I can get this one locally and it supports direct drive. 250 / 300AH 48v bank- for engine and inverter 200AH 12v bank - for boat living electrics - fridge, lights etc 1.2KW solar using sunpower panels - https://sunpower.maxeon.com/uk/site...3-400-395-390_ds_en_a4_mc4_1mcable_536423.pdf Charger/Inverter - still to be decided, but needs to be about 3kw. DC/DC converter to run windlass and keel pump - both 12v Interested to hear any /all thoughts one this, especially from those who have done it and have a list of components they care to share. Thanks Click to expand...

seadog said: Hello You may want to look into EXRO a small startup that has some very interesting electric motor solutions Click to expand...

• Nov 29, 2020

Canuck_123 said: @seadog EXRO is very interesting - real-time series & parallel switching based on torque requirements from what I understand. I'd love to see them working with a company like OceanVolt with their Servoprop - could be excellent for regen. I also happen to have bought EXRO at their low 2 months ago so I've been a very happy guy, especially this week! Click to expand...

SV_Stray_Cats

• Dec 7, 2020

Hey Captain @luckybeanz ! SV Stray Cats is a 1976 Ranger 33 that I converted from Atomic 4 power to a 5.5 kW electric motor in 2012. I mostly daysail with some overnights on a big lake, so systems on this smaller boat are not as complex, but I can say electrification is a great upgrade! Power and control with a single lever, quiet, the complete lack of smell, no gas docks, etc.! The simpler boat and smaller cruises mean I have a single 16S bank with a DC-DC converter for 12V loads, but no 12V batteries. This has bitten me once when an EV system problem also knocked out my navigation lights and radio. I think your approach is the key to success: It's a sailboat, sail it! I like to say my boat is wind powered with solar backup! A boat and crew that sail well ask little from the motor. I'm here because I'm replacing my 48V AGM bank with LiFePO4, which means I need to add a BMS. The prices of DIY reseller batteries from China are amazing: looks like I'll pay a bit less to buy 200 Ah Lithium than I would to replace 100 Ah AGM. But the BMS, relays, and mounting are extra cost and learning time. I have to thank my AGMs for dying in the fall before a COVID winter, since I'm quite happy to have a project like this to read about, plan, and do. I'm almost cetainly buying the Orion Jr. BMS 2 with some dual coil/economizer relays. Do you know about https://groups.io/g/electricboats? It was a major resource for me during my conversion. While the activitiy comes and goes, you can search the archives for many discussions of all the issues that come up. Fair winds and following seas!  

• Dec 9, 2020

SV_Stray_Cats said: Hey Captain @luckybeanz ! SV Stray Cats is a 1976 Ranger 33 that I converted from Atomic 4 power to a 5.5 kW electric motor in 2012. I mostly daysail with some overnights on a big lake, so systems on this smaller boat are not as complex, but I can say electrification is a great upgrade! Power and control with a single lever, quiet, the complete lack of smell, no gas docks, etc.! The simpler boat and smaller cruises mean I have a single 16S bank with a DC-DC converter for 12V loads, but no 12V batteries. This has bitten me once when an EV system problem also knocked out my navigation lights and radio. I think your approach is the key to success: It's a sailboat, sail it! I like to say my boat is wind powered with solar backup! A boat and crew that sail well ask little from the motor. I'm here because I'm replacing my 48V AGM bank with LiFePO4, which means I need to add a BMS. The prices of DIY reseller batteries from China are amazing: looks like I'll pay a bit less to buy 200 Ah Lithium than I would to replace 100 Ah AGM. But the BMS, relays, and mounting are extra cost and learning time. I have to thank my AGMs for dying in the fall before a COVID winter, since I'm quite happy to have a project like this to read about, plan, and do. I'm almost cetainly buying the Orion Jr. BMS 2 with some dual coil/economizer relays. Do you know about https://groups.io/g/electricboats? It was a major resource for me during my conversion. While the activitiy comes and goes, you can search the archives for many discussions of all the issues that come up. Fair winds and following seas! Click to expand...

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Electric boats!

Discussion in ' Other EVs ' started by Domenick , Oct 13, 2017 .

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Domenick Administrator

Watercraft make an interesting case for electrification and there are a number of battery-powered boats in development, and even a few for sale. Here is a luxury example of an upcoming craft. The Hinckley Dasher is powered by a pair of i3 batteries supplying 40 kWh and is said to yield about 40 miles (34.76 nautical miles) of range at 20-25 miles per hour (which is a pretty good clip in a boat). Certainly, it will look good doing it too. I mean, look at it. LOOK.AT.IT! Designed from the water up to be electric, it features a carbon-epoxy composite hull, complemented by a hand-painted, lightweight "Artisanal Teak" deck. Hinckley calls it a yacht but it's 28'6' length technically makes it something less than that. Still, looks fine, and its twin Torqeedo 80 hp motors should make reaching fast cruising speed quick and enjoyable.  

Myles New Member

A rather pleasant looking craft! I'm in the process of converting a similar looking boat (albeit 1950's aluminium hulled construction) to electric, adopting 48v technology targeting 20-30kW with a 650Amp controller and Lithium Iron Phosphate battery pack series connected to offer 51v at 90A. I'm looking for advice on fundamental motor type such as AC or DC. Can anyone help?  

Myles said: ↑ A rather pleasant looking craft! I'm in the process of converting a similar looking boat (albeit 1950's aluminium hulled construction) to electric, adopting 48v technology targeting 20-30kW with a 650Amp controller and Lithium Iron Phosphate battery pack series connected to offer 51v at 90A. I'm looking for advice on fundamental motor type such as AC or DC. Can anyone help? Click to expand...

electriceddy Moderator Staff Member

Victoria Grey Line Ferry making the conversion to electric with operating costs of 10 cents / hr. with 10 hrs on a single charge https://www.timescolonist.com/business/electric-ferries-to-give-victoria-tourism-a-fresh-jolt-1.23910346 Also Harbour Air ( largest seaplane airline in N.A.) converting to electric flight using converted DHC2-2 de Havilland beavers https://www.timescolonist.com/business/harbour-air-starts-multi-year-conversion-to-electric-powered-flight-1.23847737  

Taiga Motors electric jet ski: https://electrek.co/2019/09/18/taiga-motors-orca-electric-jetski/ I love the color - looks like a killer whale 180 hp and top speed of 104 km/h , rated for fresh or salt water use.  

interestedinEV Well-Known Member

Greta Thunberg, the teenage environmental activist, came from Europe to US in a solar powered sail boat. While prime driving force is wind (and they do have a back up ICE), all the power for control, navigation systems, etc. are generated through solar panels plus hydro generators and stored. Not really a pure electric boat, but considering it has to cross the Atlantic, the fact that they do not have to use fossil fuels in this day and age (except as an emergency) is a step forward. Greta Thunberg is about to sail across the Atlantic aboard Malizia II, a zero-emissions racing yacht that is retrofitted with solar panels and underwater turbines to cover its electricity needs. The 16-year-old climate activist will travel from the UK to New York to attend the U.N. Climate Action Summit (and Mashable's Social Good Summit). Although it will not be a very comfortable journey, sailing is the only way Thunberg can travel to the U.S. without adding to her carbon footprint. Here's more on Thunberg's upcoming two-week journey.  

ABB to supply battery packs and charging system for 2 new "Maid of the Mist" electric tour boats at Niagara falls Charge will take 7 minutes to 80%. Boats constructed in Wisconsin by Burger Boat Company, and are scheduled to go into service this month. At least they won't have to go far for a charge as they cruise under a somewhat limitless supply of clean energy https://www.digitaltrends.com/cool-tech/niagara-falls-iconic-maid-of-the-mist-boats-to-go-electric/  

Merrick J McClure New Member

Electric Boating is a passion that I started probably 15 years ago. I currently have a 48 Volt Elco EP20. Great motor but pairing it with the best battery is a challenge. I started a YouTube channel back last year and have some videos uploaded about the Electric Outboard. I would love to get more in depth with batteries that would be capable of run times for the duration of the day but economical to consumers. Might take 10+ years but I believe it is heading in that direction. Great Forum and look forward to picking up some knowledge from everyone.  

There is a surprising amount work in elelctric boats. Ferries and other short distance boats are natural candidates but we have a lot of other solar powered electric boats. Many more boats are crossing the Atlantic including one that went around the world Here are few interesting ones. This is one place where we can really use both solar and electric. This is a nice futuristic looking spaceship (sorry boat) that went around the world PlanetSolar , the world's largest solar-powered boat and the first ever solar electric boat to circumnavigate the globe (in 201 2). Here is another one that looks so different RA66 Helio is a solar-powered 20 m catamaran cruising on the Untersee, a part of Lake Constance . It is based in Radolfzell , Germany . Looks very conventional. There are many electric ferries but this looks a little different The Ampere, battery-electric ferry in regular operation in Norway  

Attached Files:

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I am so looking forward to the arrival of these 2 hybrid electric ferries that are days away from arriving: https://www.cheknews.ca/new-island-bound-hybrid-electric-ferries-clear-panama-canal-632887/ Hopefully the charging infrastructure is not far behind as four more are soon to be delivered. The twin props and noise reduction should help reduce the disturbances to our local killer whales : https://vancouversun.com/news/local-news/200-million-deal-for-four-more-electric-hybrid-b-c-ferries  

R P Well-Known Member

Wow, I had no idea BC Ferries were going this way. Didn't hear anything on the news... Hope this works out better than Glen Clark's fast ferries from a couple decades ago... Will be very interested to learn what type and size of batteries these things will use.  

R P said: ↑ Wow, I had no idea BC Ferries were going this way. Didn't hear anything on the news... Hope this works out better than Glen Clark's fast ferries from a couple decades ago... Will be very interested to learn what type and size of batteries these things will use. Click to expand...

Both BC and in the Seattle area, different approaches, new vs conversions followed by new https://plugboats.com/worlds-busiest-ferry-systems-going-electric-hybrid/ World’s busiest ferry systems going electric hybrid November 8, 2019 Jeff Butler 1069 Views 0 Comments Canada , Damen , Siemens , USA , Vigor Good news from the west coast of North America where the world’s second and fourth busiest ferry services – in Washington state and the province of British Columbia (BC) – announced purchases of electric hybrid ferries within days of each other. Together the services carry 46.5 million passengers a year and service 67 ports with a fleet of 65 passenger-and-car carrying vessels. The whole area – the USA side is known as the Pacific Northwest and the Canadian side as the Lower Mainland – has a population of between 7 and 8 million. (Hong Kong’s Star Ferry system is busiest: 26M/yr, NY’s Staten Island 3rd busiest: 23.9M) Washington State Ferries on the USA side is starting by converting its 3 largest ferries – the Tacoma, Puyallup and Wenatchee – to electric hybrid. They each carry up to 2500 passengers and generally run routes of 6 nautical miles in and around Seattle. BC Ferries is ordering four new vessels to add to the order of 2 hybrids it placed last year. These are callled Island Class ferries because they run from the mainland to an archipelago of nearby small islands. Norway has been the leader in electrifying ferries for the past few years, and the world’s largest all-electric ferry just completed its maiden voyage in Denmark, but it looks like North America is catching up!............. The challenge faced by both ferry organizations is not the boats, but the charging systems. As BC Ferries CEO Mark Collins told the CBC news network “”They’re designed to go full electric when the shore infrastructure permits. Perhaps a better way to look at them is to say these are all-electric ferries in which we have temporarily installed a hybrid system.” Washington State Ferries spokesman told the Seattle weekly that to be able to run an electric fleet, charging stations have to be designed and built, and the state has to coordinate that work with various utilities providers.  

World’s 1st hydrogen river boat, + emission-free Non Fossil, not electric https://plugboats.com/worlds-1st-hydrogen-river-boat-emission-free/ Switzerland’s ABB and Canada’s Ballard Systems announced they are collaborating on the world’s first hydrogen powered river boat, with hydrogen for the fuel cells sourced from renewables for a totally zero emission energy chain.  

Subaru to sell only EVs by mid 2030. https://www.motor1.com/news/393785/subaru-sell-evs-only-mid-2030/ And here is their first BEV, a new Crosstrek EV (with Toyota collaboration), supposed to be ready for sale in 2022. Will be nice to have a small true offroad capable SUV on the market. And with a Subaru/Toyota pedigree!! Should be a great car.  

Whoops, perhaps mod could move this to the proper forum.  

R P said: ↑ Subaru to sell only EVs by mid 2030. https://www.motor1.com/news/393785/subaru-sell-evs-only-mid-2030/ And here is their first BEV, a new Crosstrek EV (with Toyota collaboration), supposed to be ready for sale in 2022. Will be nice to have a small true offroad capable SUV on the market. And with a Subaru/Toyota pedigree!! Should be a great car. Click to expand...

gooki Well-Known Member

The Star Ferry in Hong Kong is overdue to go electric. Hope they make the jump soon.  

Pushmi-Pullyu Well-Known Member

There is a guy living in the UK who was a frequent post-er to the old TheEEStory forum, and who occasionally posts here as "Excoriator". He's a hardcore EV basher. Oddly enough, despite his opinion of EV passenger cars, he likes to brag about his electrified "narrowboat", or canal boat. That's "a thing" in some parts of the British Isles, where parts of the old canal system have been maintained, mostly for pleasure boating. I think from what he has said it uses a DC motor and deep cycle lead-acid batteries. Whether or not it would be worth upgrading to li-ion battery pack, I have no idea. For those doing EV conversion it used to be said that if you had to replace the lead-acid batteries twice, then it would have been cheaper in the long run to buy a li-ion pack. However, that was some years ago and li-ion batteries have come down in price rather far since then. Below is narrowboat in the UK with EV drive. Unlike Excoriator's (he plugs in to charge his boat), this one uses solar panels for charging: Article on the above boat here . ​  

electriceddy said: ↑ I am so looking forward to the arrival of these 2 hybrid electric ferries that are days away from arriving: https://www.cheknews.ca/new-island-bound-hybrid-electric-ferries-clear-panama-canal-632887/ Hopefully the charging infrastructure is not far behind as four more are soon to be delivered. The twin props and noise reduction should help reduce the disturbances to our local killer whales : https://vancouversun.com/news/local-news/200-million-deal-for-four-more-electric-hybrid-b-c-ferries Click to expand...

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Electric Yachts for 2022

• By Sail Greener
• Last updated: May 4, 2022

Sail Greener is supported by our readers. When you buy through links on our site, we may earn an affiliate commission.

Most major boat brands are still building sailboats with dirty but reliable diesel propulsion. Fortunately, however, a growing number of innovative companies are offering fully-electric yachts. These early adopters are pushing some larger manufacturers to offer electric options as well. This new generation of boats with quieter and cleaner propulsion represents the future of sailing.

So what are some of the most exciting electric monohull and multihull sailboats on the market in 2022? We highlight newer green monohulls and multi hulls from Alva , Arcona , Elan , Salona , Sunreef , X-Yachts , Zen Yachts , and more.

Alva Yachts

Alva Yachts is a brand new builder of luxury solar power yachts. The company evolved from Pica Yachts, which built 20-30 foot sailing and electric powerboats from 2013-2019. Launched in 2020, Alva Yachts offers the Ocean series of eco-powered yachts and sailing yachts. The company's eco-powered yachts include fully electric-solar cruisers and catamarans from 50 feet (15.20 meters) to 90 feet (27.5 meters).

Alva Yachts has also designed two electric sailing yachts, the Ocean Sail 72 (22,25 meters) and the mammoth Ocean Sail 82 (25 meters), likely the first fully-electric 80-foot sailing yacht.

Ocean Sail 72

The company's stated goal for the Ocean Sail 72 was to design the best electric performance yacht possible by combining the efficiency of a racing hull with a deck layout that is comfortable and cozy. The futuristic design by Holger Henn / Henn Project , with input from naval architects at the Henn Project and Hamburg's Bad PyrmontI-Yacht, includes integrated solar panels.

A 135 kW electric motor with 124 kWh battery capacity and a 200 kW DC generator powers the yacht. The boat comes with 4.8kWp photovoltaic capacity with three 230 kVA 230 V shore power hookups. With energy to spare, a 50,000 BTU air conditioner is available for hot summer days and warmer climes.

The sailing gear includes a123 m² self-tacking mainsail, a 121 m² jib, an optional 142 m² genoa, and a 305m² gennaker. The boat is ready for the boldest bluewater adventures, coming with a Europe, CE (Category A) classification. It carries 10,680 kg of ballast, displaces 32,500 kg, with a draft of 3 meters. With a generous beam of 18.7 feet (5.7 meters), the Ocean Sail 72 is spacious. It comes with a 1,000 liter freshwater tank, two 200 liter blackwater tanks, and two 200 liter greywater tanks,

Arcona Yachts

Sweden's Arcona Yachts is one of the world's leading builders of electric yachts. Electric propulsion upgrades are available across the entire Arcona fleet. Arcona Yachts claims to have the largest fleet of electric zero emissions yachts. It was an early adopter of electric propulsion, launching the Arcona 380Z in 2015 (for more see a Cruising World review of the Arcona 380Z ).

The company officially rolled out the new Arcona 415 in 2021. Designed by Stefan Qviberg and the Arcona Design team, the boat comes with electric propulsion as a standard feature. Arcona installs Oceanvolt motors, and the Arcona 415 comes equipped with a powerful 15kW Oceanvolt Servoprop electric propulsion system. A 19kWh battery pack comes standard. The Oceanvolt Sail Drive is able to regenerate power via the propeller once the boat is making sufficient speed.

This new model builds on the success of the older Arcona 410. Like the Arcona 410, the 415 comes with an open transom and twin wheels. The hull is made with a 20 mm Divinycell foam core using vacuum infusion technology. The company says it built the 12.20 meter-long boat for strength, speed, responsiveness, and ease of sailing. Bulkheads are bonded to the hull and deck for added strength, and a galvanized steel cradle helps to absorb the dynamic loads of the rig, mast and keel. The boat meets A-Ocean European CE Category. The 415 displaces 7,800 kilograms (17,200 pounds).

The boat comes with a sailing setup built for speed, with a mainsail of 57 m 2 a 107% jib, 148 m 2 spinnaker, and 132 m 2 Gennaker.

The company designed the interior of the Arcona 415 with the option of elegantly handcrafted Mahogany or Scandinavian Light Oak. With a 3.9 meter beam, there is plenty of space. Customers can purchase two- or three-cabin models, and the boat is billed as a quality performance cruiser. A spacious saloon and well-equipped galley round out the interior. This model has a water capacity of 230 liters, 25 liters for hot water, and a 75 liter holding tank.

Elan Yachts

Elan Yachts has a seven decade pedigree of innovation and award-winning boat building. The company builds three boat lines: The E-Line, Impression-Line, and GT Line. SAIL magazine awarded the Elan GT6, a 49 foot luxury performance cruiser sailing yacht, the Best Boats 2022 award .

The new flagship model for the high-performance E-Line range is the E6 . Launched in March of 2022, the 50 foot 2 inch (15.30 meter) (length overall) E6 is the company's largest and fastest performance cruiser. According to the company , the E6 is “…intended to be the fastest, lightest and stiffest 47 ft fitted production performance cruisers on the market.”

Boats in the E Line series are designed in conjunction with Humphreys Yacht Design to be high-performance yachts with ocean cruising capabilities. The boats are built with Vacuum Assisted Infusion Lamination (VAIL) technology to create strong, stable, and safe cruising boats. Like many modern performance cruisers, boats in the E Line series come with chined hulls and twin rudders to deliver control and stability at high heel angles. All models include a carbon fiber retractable bowsprit, tapered keel stepped masts, a genoa furling system, and adjustable split backstays.

The boat comes with 97.7 US gallons (370 liters) of water capacity. While the standard model comes with an available 63.4 US gallon (240 liter) fuel tank capacity and 57 or 80 HP Yanmar engines. However, the E6 is also available with twin 15 kW Oceanvolt SailDrives for sailors trying to reduce their diesel footprint. The E6 comes with three pairs of Harken winches that were reportedly positioned after in-house testing with an Olympic sailing team.

The E6 is just as elegant below as it is sporty above. Designed by Pininfarina, the spacious interior includes natural oak veneered and solid wood finish.

Salona Yachts

Salona Yachts is a relatively small yacht builder, but the company is making heads turn with its award-winning eco-friendly yachts. The Croatian yacht builder, which has been building yachts since 2002, offers performance cruising models ranging from the Salona 33 to the Salona 46. The U.S. dealer for Salona is Green Yacht Sales , itself a leader in promoting the electric yacht revolution.

Salona S46-XLVI

Salona launched the high-tech Salona S46 in October 2021. The S46, designed with J&J Design , evolved from the S44. The company says the solid hull and deck are produced using vacuum infusion and vinyl ester resin. An internal steel frame supports the keel and mast.

The S46 has a large and functional cockpit with halyards and other lines running aft to the cabin roof to make single-handed steering easy. The boat comes with a fractional rig and oversized winches. The main is managed with an electric winch.

A twin  Oceanvolt  electric propulsion system offers speed as well as hydroregeneration while under sail. Green Yacht Sails reported in a test sail that the S46 reached 5 knots of speed in 4.5 knots of wind on a beam reach and over 10 knots in winds in the range of 15-20 knots.

The boat is as good looking and comfortable as it is well built. The interior has a light “Euro” modern look. The S46 comes with a spacious refrigerator, double sink, three-burner galley, and spacious counter and cabinet.

The boat comes equipped with a 53 gallon water tank, twin Oceanvolt 10 kW Servoprop Electric Motors, and a 30 kW battery bank. The S model is reportedly able to travel approximately 70 miles at a speed of 3 to 3.5 knots (or 6.6 knots for about 15 miles at high speed).

Judges at the 2021 Newport International Boat Show recognized the quality and innovation built into the S46 by awarding the S46 with the Best Green Boat award. According to an article on the 2022 Boat of the Year in Crusing World Magazine one of the judges reported that, “This boat lit up under sail, and was a joy to steer and tweak.” For a complete review of the S46 see this article in Sailing Today with Yachts & Yachting .

Sunreef Yachts

Sunreef Yachts  is a leading builder of luxury sailing and power catamarans. Founded in 2002, the company builds and finishes boats at its facility in Gdansk, Poland. The company claims that Sustainability is at the core of its activities.

Sunreef offers the Sunreef Yachts Eco series. The company equips these boats with a composite-integrated solar panel system and among the lightest batteries in the industry.

Sail catamarans in the Sunreef Yachts Eco series feature recyclable sails and advanced electric engines with custom-engineered battery banks. Solar panels that the company manufactures in-house are plentiful. Additional power is supplied from hydro generation and wind turbines.

Below decks, Sunreef's eco-yachts emphasize sustainable materials, including reclaimed teak, linen and basalt-based furniture, and naturally-sourced and recycled fibers.

The Sunreef Yachts Eco series include six models ranging from the Sunreef 50 Eco to the enormous Sunreef 43M Eco (141 feet) mega yacht.

Sunreef 50 Eco

The Sunreef 50 Eco powers its twin 40kW electric engines with up to 67 m² of solar panels designed and built into the mast, boom, hulls, superstructure and bimini. Additional power comes from hydro-generators and wind generators. Installed solar panel specifications range from 3kWp up to 13kWp. Energy is stored in the boat's 80kW lithium batteries. The sailing catamaran includes an 80m² mainsail and 79m² genoa.

The customizable interior includes a stern cockpit equipped with a hydraulic platform, spacious dining and lounging areas that transition into a main saloon. Wrap-around windows provide stunning views while sailing or docked. A bow terrace features a lounging space protected from wind and sun. The catamaran accommodates up to 12 people.

After four decades of innovation, X-Yachts is launching a new electric-powered sailboat model to join the green boating revolution. This new range of boats mirrors the company's recent visible corporate environmental sustainability commitments . For example, In 2021 X-Yachts became the main sponsor of the Race For Oceans Foundation , an organization whose target is to protect the oceans from plastic.

The X4⁹E is the first X-Yacht sailboat the company has built as a hybrid-powered yacht. The company fitted the yacht with two 10 kW electric saildrives from OceanVolt, a 28.8 kWh 48 volt LiFePO4 Lithium battery bank, and an onboard Fischer Panda DC generator with capacity of 11 kW. The company plans a fully electric option for owners who request it.

Two Oceanvolt saildrives have a maximum power of 10kW each. This would enable a theoretical maximum speed of up to 7.8 knots. At this speed the saildrive could repower the battery bank with a regeneration power of up to 3,000 watts.

The generator recharges the 48V lithium battery bank and/or simultaneously provides power to the Oceanvolt saildrives. Recharging from 20% to 80% with the generator is estimated to take around 95 minutes.

OceanVolt and X-Yachts project a range of 12.6 NM at a fast 7.3 knots of speed up to 49 NM at a more leisurely 4 knots of speed estimated under flat water and no wind conditions.

The company reports it expects to launch the first X4⁹E in May 2022.

Zen Yachts is one of the newest and most ambitious eco-yacht builders. The company has a stated mission to strive to accelerate the transition to zero-emission boating, yachting, and even shipping.

Zen Yachts claims the ZEN50 is the world's first series production catamaran equipped with a wingsail. Award-winning naval architect Julien Mélot designed the catamaran.

The ZEN50 (LOA 15.7 meters) sports racing carbon hulls. A huge solar roof enables abundant solar power, with a reported solar power versus displacement ratio of 16 kW to 16 tons. The boats most unique feature is its revolutionary, fully automated, optional wingsail manufactured by Ayro . The OceanWings32 was originally developed for Team Oracle for the 2010 America’s Cup. Zenso claims this boat is the first series production leisure craft equipped with a fully-automated wingsail. A high capacity 160 kWh lithium battery bank powers a powerful electric motor. The ZEN50 reportedly can achieve 14 knots and maintain high continuous speeds.

The ZEN50 comes in three versions: Racer, Cruiser and Explorer models. The company lists the base “Sea Racer” model at US $1.6 million. It lists the “World Cruiser” model at US $2.25 million. Construction of the first units began in March 2022.

The interior of the ZEN50 is just as elegant and roomy as the topside is innovative. The boat includes two large day beds, three dining areas for at least ten people, a professional galley, two wet kitchens, five heads, and up to four double ensuite cabins. Additional sleeping areas are available via a bunk double and single.

The ZEN50 also comes with an electric tender, dive compressor, satellite internet, and helm stations in the cockpit and flybridge.

In the next few years we expect that electric yachts will no longer be a niche market. For example, In 2021 Groupe Beneteau announced plans to develop electric options across a number of its brands. This is important because Groupe Beneteau is one of the most important players in the boating industry.

Group Beneteau controls 17 brands and services at 20 different production sites. The company reported revenue of €1.15 billion (US$ 1.25 billion) in 2019-20 across all its brands (including non-boat brands). The boat division at Groupe Beneteau includes 180 recreational boat models across its 12 boat brands. These include Beneteau , the iconic namesake brand, which includes 45 different models; Jeanneau , which itself has a more than 60-year legacy of designing and building powerboats, sailboats, and yachts; Lagoon , a leader in the construction of cruising catamaran sailboats; and Excess  catamarans.

As an example of where Groupe Beneteau may be heading, In 2021 the first hybrid  Excess 15  was introduced at the 2021 Cannes Yachting Festival . The prototype catamaran came equipped with the Deep Blue Hybrid system from Torqeedo .

The Excess 15 is spacious. It is the largest catamaran in the Bénéteau Group family with an area of 125 square meters (1,345 square feet) and a 25-meter (82 foot) high mast. The electric prototype included a bluewater sailing configuration that included twin Deep Blue 50 kW electric saildrives and two Deep Blue high-capacity lithiumion BMW i3 batteries.

The prototype is part of a Groupe Beneteau's reported strategy to incorporate hybrid engine projects across a variety of its brands and boat models. However, as of April 2022 it did not appear that buyers could select the electric power option from the Excess 15 configuration page .

Beneteau 30.1

In 2021 Beneteau also introduced a prototype of its Oceanis 30.1 model sailboat. The Oceanis 30.1 basic model is the smallest yacht in the Beneteau line of cruising boats. Launched in 2019 , the 30.1 won Best Small Cruiser of 2020 from Sail Magazine and Best Performance Cruiser of 2020 from Cruising World Magazine. As of April 2022 it did not appear that Beneteau listed an electric power option for the Oceanis 30.1 on the boat's public specification page . Based on the introduction of an electric prototype, we hope this option will be possible soon for this award-winning small cruiser.

If 2022 is any indication, we are in an exciting era of new electric yachts from innovative small yacht companies like Salona Yachts. More established companies like Elan Yachts and X-Yachts are beginning to offer electric options. Major brands like Beneteau and Excess are teasing electric prototypes. The ever-growing number of innovative multihulls from companies like Zenso and Sunreef offer an even more exciting range of options for the boater trying to sail greener.

More Information

Reach out to us if you would like us to highlight additional new electric yacht models and lines! If you want to learn more about the benefits and challenges of electric yachts, check out  The Pros, Cons, and Future of Electric Yachts and Sailboats . For a growing list of boat builders that manufacture electric yachts, electric propulsion systems, as well as other useful green boating resources, check out our Sail Greener Resources Page .

• Sail Greener
• Originally Published: April 23, 2022

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• catamaran , electric , hybrid , propulsion , sailboat , sustainable , yacht

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electric trolling motors for small sailboats?

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i recently purchased a san juan 21, 7'' beam, weighs 1250 lbs. i am considering powering it with electric trolling motor(s), the kind typically used by fishermen for keeping quiet. naturally, this is not a permanent arrangement. i intend to install a small gas outboard in a short while, but need a quick power fix to move the boat and get me around in the meantime. has anyone tried this before? will the engines produce enough power to get me through the water? i have access to some really cheap electric motors, which is why i am even considering this. any guidance would be most appreciated.  

I have powered a 18'' daysailer with a 1.2hp outboard. It worked OK. There was a guy that powered a 25'' sailboat with a simular motor. He moved slow. Unfortunately the trolling motors are rated in pounds of thrust and the small outboards in horsepower. In short I think that it would work in light winds to move you a short distance in and out of the dock. I''ve seen some bass boats moving along at several knots with their trolling motors.  

The sailing school I went to allowed you to charter their school boats, Tanzer 22s, for day sails. They had 12 boats or so, but only three outboards. If you didn''t get there early, you had to get towed out and back. So I pulled a trolling motor off of my small aluminum fishing boat (35-pounds of thrust) and brought it with me for the Tanzer. Got me out away from the dock and out on the water, and back with no problem. In later years I used it on a Catalina 22 with similar results. You didn''t move fast, but even in a blow you could make forward progress. They make 55-pound thrust saltwater motors and I was considering one of those to replace an old Johnson 9.9 that was a bit finicky. Was motoring out next to a J-24 that had one of them, and the guy was moving along very smartly, much faster than I did with the smaller motor. The 55-pound thrust motor is used with a 12-volt deep cycle battery. If you rig up a 24-volt system, you can get electric motors that have much higher thrust. These would be more than enough for a small sailboat.  

I power my Express 27 (2450#) with a Honda 2HP. The motor only weighs 28lbs and burns 1qt/hr. In protected waters, I can motor at about 5-6 knots, and it''s never failed to start.  

Quite a while back I owned a Holder 20 that I think weighs about the same as your San Juan. I used an old Sears trolling motor and a marine battery as an auxiliary. It worked fine. I eventually moved up to a 2 HP Honda outboard, and that worked even better. Gerhard  

I currently use a walmart bought 50lb thrust electric to push my 18Ft trimaran around. works great, very quiet no fumes and just needs an occasional battery charge. A friend has alos used one to push his Oday 20'' as well. Stan  

I have a 22' US Yacht and I want to go down from an 8HP 2 stroke to a 2HP Honda 4 stroke and I'm wondering if it will help at all when the winds pick up and I decide to try and head into the wind to lower my sails. 8 and 9.9 HP motors are just too heavy and that's what I've been using for over 10 years. I like everything about Hondas little 2 except I know I'm loosing a lot of power and my only concern is what happens in a heavy storm?  

I was on a capri 22 with a 2 hp honda on the Delaware river which has a strong current, it did "ok", not a world beater. If I was in any coastal conditions, I would like a bigger motor, perhaps a 3.5 hp ?  

Thank you. Looks like the Tohatsu you have is the 2 stroke and that they do not make anymore. They do have a 4 stroke though and their prices look better than Honda and Yamaha. ]  

I use a 30 pound pushpower trolley (probably the smallest) on my inflatable dinghy. The consumption is about 230 watt. I use two 80 amp batteries. One in the dinghy, the other on board the ship for charging. One charge last for 4 hours use. For charging I use a 2,5 KW gas-generator. If were not that I also need to use the generator for a whole lot of other charging purposes, like charging the batteries for use with refrigerator, TV, computers etc. I would probably spend more gasoline, make more noyce charging the batteries for the dinghy than i would using a small 5 -6 HP two-stroke for propulsion. I believe you need to make an input/output calculation of the charge/use of current. It is the charging capacity that will define the distance of "the point of no return".  

I had one on my Siren, a 36lb thrust motor attached to a group 24 battery. It worked just fine, pushed the boat at 3.5mph.  

I thought this thread had something to do with electric motor propulsion? Howard  

I'm interested in electric trolling motor too I have a 25' fixed keel Quarter Tonner weighing 1600 kg and am seriouly considering using a 80 lb thrust 24V trolling motor. These motors have up to 1140 Watt motors, direct drive without gearbox losses so would probably equate to about 2 HP (1500 Watts, less gearing losses). Would only be used for moving around pens and getting in and out of Yacht Club marina. I intend to eventually replace my 6HP Volvo in-board with a 5KW electric, but that will take time. I'd be interested in others using these great little motors for larger yachts.  

Where I sail is a nature preserve and no gas engines are allowed. On my Elan 19 I have a 550W Minkota E55. This is the most powerful 12V trolling Minkota there is but it's still only about 2/3 of a HP. I flat water I can get 2.5 knots but it will not punch into more than a force 3 headwind. I only use it to get back if becalmed. There are boats with several kW electric motors but these are hugely expensive. Unless you are on a lake or very sheltered waters with never any current, forget it. Buy a gas O/B.  

Thanks For that feedback. Very informative and valuable.  

I am not a huge fan of electric motors, but a 17' Siren in our marina has been slippig in and out of the harbour this season with a Minn Kota trolling motor on the transom, and I was looking for a new propulsion system for our small dinghy, so I decided to try electric, for a couple of reasons: 1. Our dinghy is LIGHT. TOO light. ie, tippy. In fact, too tippy to safely load into from the dock, as our dock is 3 feet above the floor of the dinghy. So I figured the added ballast of a group 27 battery would help, and I liked the fact that the battery ballast was movable to make allowances for payload. 2. Ergonomically, our boat was too small to start our 2 stroke OB. The pull was too long, and you ran out of boat before you ran out of rope. When you did get the OB started, with no neutral, you better make sure you are pointed in the right direction. So, this wekend we strapped a Minn Kota 24 lb. thrust trolling motor on the transom, and SWMBO took it for a test drive. The results were mixed. When it ran, it ran well, and powered the dinghy along respectably.... BUT, our marina has a big issue with weeds... and so does our trolling motor. On the shakedown cruise, my wife repeatedly had to clear the prop, as it simply did not have enough "oomph" to get rid of the wad of weeds that it collected. Maybe a "weedless" prop will help. We plan to install one next weekend. On the upside, , SWMBO did like the quiet, the fact that the motor had a reverse, and the added stability provided by the group 27 ballast. I like the light weight of the motor and the fact that we don't have to carry an additional tank of fuel. The downside is that that ballast also cut into available legroom, which reduces the usability of the boat as a 2 person conveyance. The verdict? The jury is still out. With a little dinghy frame redesign work, we might be able to make the battery stow a little better, and with a new prop weeds may not be an issue. I'll report back with an update next week.  

Minn kotas RT202/em The Minn kota RT202/em can be used at variable voltage and will deliver a fine force behind your boat. The RT160/em and the 101 should be exceptional power. These are salt water trawlers and the prices are in line or as much as half in line with gas motors. And to top it all off ad a folding prop and your good to go. Specifications for Minn Kota's saltwater Engine Mount motors: Model Motor Configuration Maximum Thrust Volts/Max. Amp Draw Recommended Boat Length MSRP RT202/EM Dual 202 36/98 22' - 26' $1499.99 RT160/EM Dual 160 24/116 20' - 24' $999.99 RT101/EM Single 101 36/49 18' - 22' $899.99 RT80/EM Single 80 24/58 16' - 20' $799.99 RT55/EM Single 55 12/50 14' - 18' $599.99 Also search youtube for minn kota and electric boats These guys sell a 20hp kit that will work as an inboard replacement or outboard. They also have an electric outboard. Electric Motorsport :: Marine Thats 20 horsies inboard for 1400.00 think about it.  

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electric outboard, 350 Hp

• Thread starter Bt Doctur
• Start date Nov 30, 2020

Supreme Mariner

• Nov 30, 2020

https://hyperelectricmarine.com/ Something to see  

DeepCMark58A

Holy crap.  

WOW. No pricing yet, still in development stage....  

Perfect for Bass Boats

• Dec 1, 2020

Change is constant.----Neighbor loves his battery powered trimming mower.------I cut with a 1967 model 2 stroke Lawboy that runs just fine.-----They say that many electric drills are used for about 10 minutes.-------Folks buy them for a project and just use them once.-------I would say that many boats leave the dock , go to a fishing spot 10 minutes away.----Then back to the dock.---Ideal for electric operation.-----Technology would also tell you " You have 16 minutes battery life , and you are 15 minutes from home "-----Many folks could live with that style of operation.-----And you have to understand that many young kids today are learning about the " green lifestyle " in school.----They accept this lifestyle.-------Had someone drop off a motor for repair and was driving an electric car.---Had to take a 1 hr break in town to recharge to get home.------First time for everything.-----Lots of money to be made with a successful electric boat set-up I say.  

Sure, take that electric OB out into the ocean, and let the weather blow up, where it takes 3X the expected time to get home......  

I clearly stated that for many folks and the vast majority of boating activities , there is no issue with the electric option.-----After all many areas are going to ban sales of new gasoline cars in 10 years time.------Vehickles will have battery packs ( like power tools ) that you change during a " pit stop " on your travels.----Friend has a 30' wooden sailboat and is looking at the electric option to get in and out of the harbor.----In Norway it says 40% of new cars sold there last year were ELECTRIC.-----Change is inevitable.  

"The winds of change, they are a blowin......" Would take all the fun out of maintaining an engine....  

Senior Chief Petty Officer

Won't be long and they'll have a solar charger for it  

Some of this stuff won't be cheap.-----A problem for me , but not for folks with multi million summer homes.  

LOL "Our first product is a 350HP outboard electric motor inverter that will propel a 24 foot tritoon to a top speed of over 60 MPH with a range of 40 miles" With a tritoon, with absolutely nothing but a console, batteries and motor on it. So when you put all the seats, rails, bimini top, and all the people on it. Its gonna go 40 mph and a range of 20 miles tops...  

Really, 60MPH on a tritoon? include me out of that test drive. Some years ago, there was an inboard ski boat with electric propulsion. You could ski for an hour and then recharge overnight. I doubt current solar panels can recharge that 350HP electric motor batteries, in any reasonable time. You would need a large square footage of solar cells to do that.  

Chris1956 said: Really, 60MPH on a tritoon? include me out of that test drive. Click to expand...

Yeah no thanks, ill stick to something reliable that wont electrocute someone  

Captain Caveman

• Dec 2, 2020

This part made me chuckle: "Never capsize again with our roll-proof design and integrated...." Raise your hand if you've capsized a boat (not talking canoes). That's probably a short list and they make it sound like it's a common issue that we'd all love somebody to solve for us! I'm not arguing against increased stability, just the way they wrote that sales pitch. It's kind of like saying, "Never get struck by lighting again with these non-conducting rubber boots!"