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Electric Sailboat Motor: Range, Cost, Best Kits for Conversion
Today, owning a completely green sailboat has been made possible with electric sailboat motors.
Imagine cruising with the silence of an electric sailboat motor and the ease of use with a simple press on the start button. What’s better is there are no exhaust fumes at all with significantly less maintenance.
It’s so appealing that a lot of sailing liveaboards have made their electric sailboat motor conversion.
However, some sailors are still on the fence, worrying about the range and price of the electric sailboat motor.
If you are one of them, you are in the right place!
This post will guide you through every aspect you need to know about electric sailboat motors to help you make an informed decision.
Besides, you will get professional insights on how to make the electric sailboat motor conversion for your own boat and learn the best electric sailboat motors (with honest reviews).
Table of contents:
- Electric Sailboat Motors: Confusion Explained
Electric Sailboat Motor or Combustion Motor
- Electric Yacht Motor Conversion: Two Solutions
- How to Size an Electric Sailboat Motor
Best Electric Sailboat Motors (with Reviews)
Electric Sailboat Motor: Confusion Explained
Can you go cruising with an electric sailboat motor? Can you put an electric motor on a sailboat? Are there any limitations?
Whether electric sailboat motors are a good fit for your boat is not a YES or NO question. Here we will explain your top worries with statistics and facts. That way, you can make a wise decision according to your situation.
You may hear some complaints about the batteries and range of the electric propulsion.
However, their experience may not suit electric sailboat motors.
In fact, even small electric engines work pretty well in many sailboats. That’s because most of the time, the wind can power the boat, and the motor is just used for docking or in rare times when there is no wind.
Therefore, it makes more sense to learn electric sailboat motor performance in real-world applications.
Here is a test report of a 3 HP electric sailboat motor on an RS21 racing sailboat:
| Power (W) | Speed (mph / kph) | Runtime (hh:mm) | Range (mile / km) |
| 50 | 2.2 / 3.5 | 20:00 | 43.5 / 70 |
| 150 | 3 / 4.8 | 6:50 | 19.3 / 31 |
| 300 | 4 / 6.4 | 3:20 | 12.4 / 20 |
| 500 | 4.2 / 6.8 | 2:00 | 8.5 / 13.6 |
| 700 | 4.8 / 7.7 | 1:30 | 6 / 9.7 |
| 900 | 5 / 8 | 1:05 | 5.6 / 9 |
| 1000 | 5.5 / 8.8 | 1:00 | 5.5 / 8.8 |
As you can see, the small electric sailboat motor can run at 5.5 mph top speed for one hour continuously.
And there is a big difference in terms of range vs speed for electric sailboat motors:
If you lower the speed, the range and runtime can be greatly extended. The slower you go, the further you’ll get. For example, if you cut your speed in half, the electric sailboat motor can last 7 hours and go 20 miles within one charge.
That’s pretty sufficient if you use the electric yacht motor mostly for docking or as an auxiliary engine.
Faster top speed (and more range) is available with higher power electric sailboat motors depending on your specific requirements. Contact a specialist to design your electric sailboat motor solutions.
Also, don’t forget to get the electric sailboat motor with regeneration (See recommendations below).
That’s to say, when there is a lot of wind and you’re moving rapidly via your sails, they regenerate and store electric power on the batteries to keep you moving at other times. Solar recharging is also a plus.
Essentially, the range depends on how many batteries you have, so it’s not a limitation of electric sailboat motors but energy and batteries.
If you are still worried, you can offset this by getting a diesel generator, which is more efficient than a diesel engine. And it is a range extender when you need it, but for 90% of your motoring that you don’t need the range, you can rely on the electric sailboat motor.
Some of you might be concerned about the extra weight of the batteries.
In fact, an electric sailboat motor with lithium batteries weighs less than a diesel engine, particularly if you include the fuel weight.
If you want a lightweight electric sailboat motor solution, make sure you get one with LiFePO4 batteries . Compared with other marine batteries, they are more compact in design with much less weight and higher energy density.
Some more advanced electric motors for small sailboats (such as Spirit 1.0 Evo) feature an integrated lightweight battery. So you don’t need to worry about the complex wiring to hook it up or extra space to store the battery.
This is a huge plus if you want to use the electric sailboat motor on a tender or dinghy.
Here is also a chart that collects the weight of some popular electric sailboat motors for your reference:
| Model | HP | Motor Weight | Battery Weight | Note |
| Spirit 1.0 Evo | 3 HP | 11.3 kg / 24.9 lbs | 8.7 kg / 19.2 lbs | 1276 Wh Integrated Battery |
| Navy 3.0 Evo | 6 HP | 24.3 kg / 53.6 lbs | 48 kg / 105.8 lbs | 4096 Wh E80 Battery |
| Navy 6.0 Evo | 9.9 HP | 36 kg / 79.4 lbs | 87 kg / 191.8 lbs | 8960 Wh E175 Battery |
For many people, another big problem with electric sailboat motors is the cost.
It’s true that a gasoline outboard with similar power is a lot cheaper to buy. However, the electric sailboat motor eventually wins in long-term operating cost. That’s especially the case if you are going to do a lot of motoring.
Electric sailboat motors save on fuel and maintenance costs, which can build up to a large amount over time.
Here is a chart that compares the cost of a 3HP electric sailboat motor (coming with a built-in battery) with its combustion counterpart:
That’s to say, you will cover the price difference for electric yacht motors eventually as long as you use it long enough. Click to check the details of the calculation .
What makes the electric sailboat motor even more worthwhile is it saves you a lot of hassles, especially for sailors who only use the engine in and out of the harbor. Dealing with the maintenance of the gas outboard for a 10 minute motor out of and into the harbor is disproportionate and painful.
*The higher horsepower electric sailboat motor may be different in terms of the cost calculation. Check out the outboard motor pricelist by HP for more information.
As you may have already noticed, electric propulsion has already been widely used in the marine industry:
It’s quiet while motoring, clean to handle, environmentally friendly, with less maintenance and operation costs.
The electric sailboat motors are easier to use with dramatically fewer moving parts to break and no worries about being a diesel mechanic to deal with the hard pulling start. You can have it always on, so it is ready whenever you need it.
And it makes even more sense in sailing applications:
You don’t really need to motor much if your plan is to actually sail. If you are completely becalmed, you will probably just need to motor at 2 knots to keep making way, which is easy for electric sailboat motors.
If you mostly use the motor to get into and out of the harbor, the electric sailboat motor also works great for you.
You can always charge up at the dock, motor out of the marina (or even motor to your sailing area or race start), then hoist the sails and when you’re through, the batteries are charged again.
The electric sailboat motor is also useful as a backup (kicker) motor in case your system goes down. That’s why you can see people pushing a lot of big boats with small electric motors. (Click to learn more information about kicker motors .)
Personally, it’s really nice to have an electric auxiliary in the boat – no smelly, messy diesel and motor oil to deal with, a much simpler system with less maintenance, and much, much quieter operation.
However, powerboats tend to have much higher requirements in terms of both power output and runtime. In that case, an electric sailboat motor can be hard to satisfy your needs.
How Do You Size an Electric Motor for a Sailboat?
As a rule of thumb, you will need approximately 1 HP per 550 lb of the displacement of your boat.
Generally speaking, a 3 HP electric sailboat motor can push a sailboat up to 25 ft and a 9.9 HP motor is sufficient for a 30 ft sailboat to motor at a satisfying speed.
However, bear in mind the horsepower you need always depends on your needs and applications.
It’s better to check the data from real-world tests to decide whether the electric sailboat motor is suitable for your specific needs.
For example, the 9.9 HP electric sailboat motor Navy 6.0 allows you to go at 6.9 mph (11.1 kph) on a 30 ft sailboat, and the range can be extended to 46.4 miles if you decrease your speed to 2.9 mph (4.6 kph).
Click to see more test reports with other electric motor and sailboat combinations, and find the electric sailboat motor that suits you best.
If you are still not sure about the size of the electric sailboat motor for you, feel free to leave us a comment and we will get back to you ASAP with professional suggestions.
Electric Sailboat Motor Conversion
Basically, there are two ways for you to convert your sailboat to a clean and quiet electric drive system:
You can either convert your current vessel to electric or buy an engineless yacht and install an electric sailboat motor on your own.
#1. Repower Your Sailboat with Electric Motor
If you decide to replace the diesel engine with an electric motor, you will need to do a lot of preparations:
The DIY approach requires an electric sailboat motor kit (including motor and controller), batteries, a good level of mechanical ability and basic electrical knowledge, as well as some common tools such as a voltmeter.
You will need to take the old engine out for the new electric sailboat motor installation. It’s not an easy task that involves removing the engine mounts and the drive shaft (dealing with the numerous hoses and cables), taking out the engine, exhaust system, fuel tank, and its attendant tubes, etc.
Remember to balance the boat to avoid listing during the electric sailboat motor conversion.
Then in with the new electric sailboat motor. The installation process can be straightforward if you choose the electric sailboat motor kit wisely (See steps below). Furthermore, you can set up solar charging for your electric sailboat motor with solar panels and charger.
Many sailors have recorded their electric sailboat motor conversion process and experience. Be sure to check them out to get some inspiration. For example, Ed Phillips has documented everything which can serve as a guide for newbies to get started.
Mind you there can be a whole heap that can go wrong in designing and maintaining the electric sailboat motor systems. You really need to be totally on top of it if you want decent performance or reliability.
If you are not that technically inclined, it’s better to talk to a specialist first to discuss your plan for a smooth electric sailboat motor conversion.
#2. Install an Electric Motor in a Sailboat
If you own an enginless sailboat, the electric sailboat motor conversion is much easier for you.
All you need to do is to find a reliable electric sailboat motor and install it in simple steps. The whole process can be easily done, even for beginners. Here we take the popular 6 HP electric sailboat motor Navy 3.0 as an example to show you the installation process:
- Step 1 : Rotate the clamps or use the screws to fix the outboard onto the sailboat.
- Step 2: Mount the steering system in the proper position.
- Step 3: Install the tiller on the electric sailboat motor.
- Step 4: Connect the batteries to the electric sailboat motor system.
Click to check the video tutorial that guides you through each step of the installation.
If you are worried about aesthetic issues and want higher horsepower options, an electric inboard motor can be a better suit for your sailboat. If you prefer an inboard motor for your sailboat, contact our OEM team to get an electric propulsion solution tailored to your needs.
Note : You might find some electric trolling motors rated by #s of thrust on the market. Actually, those electric trolling motors for sailboats can only provide limited speed and range. If you are heading into the wind, the trolling motors for sailboats are definitely not an ideal solution.
Once you’ve evaluated if electric sailboat motors are right for you, there are a lot of options for electric systems.
Here are some popular electric sailboat motors with positive reviews from customers worldwide. Fast charger is available for all the models recommended to reduce your charging stress.
#1. 3 HP Spirit 1.0 Evo
If you are looking for an electric motor for a small sailboat, be sure to check out the ePropulsion Spirit 1.0 Evo. It’s suitable for large daysailers or small cruising sailboats under 25 ft.
With the Spirit 1.0 Evo electric sailboat motor, you can go 5.5 mph (8.8 kph) at top speed on the 21 ft RS21 sailing boat, or troll for 20 hours continuously at 2.2 mph (3.5 kph) according to our test .
This electric sailboat motor with regeneration allows you to recover energy from the prop while under sail. It will start to generate power automatically when the sailing speed reaches 2 knots.
As an electric auxiliary sailboat motor, it can also be easily installed on your tender boats or yacht dinghies since it’s portable and easy to transport (with a lightweight integrated battery).
Features You Will Love:
- Come with the industry-first hydrogeneration capability
- Direct-drive technology makes it maintenance-free
- Portable with a 1276Wh large integrated lithium battery for long range
- Safety wristband keeps you safe in case of MOB
- Digital operation keeps you informed of the battery status
Spirit 1.0 Evo Electric Sailboat Motor Reviews:
“Great weekend with my 17′ sailboat powered by the Spirit Evo. This is great. Quiet and reliable. Went at 3/4 throttle for about 1.5hrs when taking it back to boat ramp.” – Robert Taylor
“Very happy with our Spirit Plus. Pushing our Kolibri 560 a 750 Kg sailboat, with ease. Doing about 5.8 km/h at 500W.” – Frank van Asten
#2. 6HP/9.9 HP Navy Evo Series
If you want a little more juice on the electric sailboat motor, check out the ePropulsion Navy Series. It offers 6 HP and 9.9 HP models for your selection and it provides sufficient power for sailboats up to 30 ft.
According to our test , the 6 HP electric motor Navy 3.0 can push the Catalina 25 sailboat (25 ft) at 6 mph (9.6 kph) top speed, while the Olga 33 sailboat (33 ft) can go at 7.5 mph (12 kph) with the 9.9 HP Navy 6.0 motor.
The Navy series electric sailboat motor also comes with regeneration features which can be recharged with hydrogeneration, wind turbine, and solar panel.
- Four controls to fit your sailboat installation and your boating style
- Accompany LiFePO4 batteries (need separate purchase) are more energy efficient
- Digital display offers real-time monitoring of the power and battery
- Magnetic kill switch and safety wristband keep you safe on the boat
- Electric start saves you trouble pulling the cord to start
Navy Series Electric Sailboat Motor Reviews:
“I have a Navy 3.0 with E80 on a Catalina 25 sailboat. It is working well. Currently I am using about 4% battery to go in/out of the marina by boat.” – Aaron Young
“Just finished my 8 weeks sailing journey in the Baltic Sea. The two Navy 3 outboards provide enough power for my 33ft catamaran. The 400W solar panels provided enough energy for engines and all other energy consumed on board with 2-6 persons. The two Navy Batteries provide power for engines and all other on-board electric devices. I never had to use shore power, so totally self-sufficient electric system.” – Martin Hildebrand
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THE FACTS ABOUT ELECTRIC POWER, BATTERIES AND PROPULSION
Today's electric motor technology has already moved from
the open road to the open ocean.
Instant High Torque
Electric motors are in constant ‘stand by’ mode; you can engage the control lever at any time for instant forward or reverse propulsion.
Electric motors achieve instant torque with Electromotive Force while internal combustion engines need to build RPMs gradually by increasing piston firing frequency.
Hydro Generation
At sailing speeds over 6 knots Oceanvolt systems are able to generate significant power for recharging the battery bank by activating at the touch of a button.
Power regeneration increases exponentially with each additional knot of speed.
Lithium Ion batteries are superior to other battery storage technology; highest storage capacity, high effective current delivery, high charge capacity resiliency and wide temperature range performance. In today's digital age, where everything is just a click away, 1xbet mobile takes a significant chunk of the online casino services sector. Starting as an online casino service in 2007, 1xBet expanded its services in 2014 to include sports betting. Fast forward to 2018, and they marked their entry into the Indian market. Their app and website, designed in a calming blue and white hue, are not just a treat for the eyes but are also super intuitive. With a support interface that covers 50 languages, including Hindi, the platform ensures that language is no barrier to placing your bet.
Oceanvolt highly skilled technical team ensures proper installation and system-optimization. Only the highest quality Li-Ion batteries are used - to ensure performance and safety.
For those interested in a hybrid solution, generators are a highly efficient way to extend range while at sea.
DC generators have the advantage of rapid recharging capability.
AC generators are, generally, smaller and even portable which means that the generator can be aboard only in situations where longer motoring might be required.
Battery recharging is accomplished with shore connection, hydro generation (an integrated part of all Oceanvolt systems) and/or solar panels.
In Hybrid solutions , a generator (either AC or DC) can be used to recharge batteries / extend motoring range.
Integrated components
It is essential that all system components are properly selected and installed.
Our team of highly skilled technicians ensure that all components are compatible and that system management software is optimized.
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The Promises and Pitfalls of an All-Electric Yacht
- By Tim Murphy
- Updated: November 8, 2021
This past October, I saw one of the most interesting exhibits in more than 500 new cruising sailboats I’ve reviewed over two decades. It was the Arcona 435Z, built in Sweden and introduced by Graham Balch of Green Yachts in San Francisco. Balch describes his business as “a new brokerage dedicated to the electric revolution on the water,” and it was the “Z” in the boat’s name, which stands for “zero emissions,” that made this boat so interesting. This was the first electric propulsion system—not hybrid but all-electric —I’d ever seen on a cruising sailboat.
Electric propulsion isn’t new. Since 1879, electric motors have propelled boats; a fleet of some four-dozen electric launches transported visitors around the 1893 Colombian Exposition in Chicago. But cruising sailboats are not launches, and the open sea is not a protected canal. When we’re using cruising boats as they’re meant to be used, they seldom end their day plugged into a shore-power outlet. Cruising boats comprise many devices —stove, refrigerator, freezer, windlass, winches, autopilot, radar, lights—whose power typically comes from a tank of fossil fuel. And today’s cruising sailors are accustomed to using diesel auxiliary power to motor through lulls or punch into headwinds and seas.
Starting about 15 years ago, we saw a wave of diesel-electric and hybrid propulsion systems on production and custom cruising boats ( see “Perpetuated Motion,” CW , March 2005 ). Both of those systems ultimately start with an onboard internal-combustion engine. A diesel-electric propulsion system relies on a running genset to directly power the electric motor that turns the propeller. A hybrid system relies on batteries to power the electric motor, plus an internal-combustion genset to recharge the batteries. One of the promises of a hybrid system is the ability to regenerate electrical power. Regeneration means using boatspeed under sail to turn the propeller, whose spinning shaft sends electrons from the electric motor back through an electronic controller to recharge the batteries. In such a system, the boat’s propeller is both an electrical load (when running under power) and a charging source (when sailing in regeneration mode).
The Arcona 435Z was different from both of these systems: It incorporates no onboard fossil-fuel engine at all. Instead, it has a bank of lithium batteries, several solar panels, and a proprietary propulsion leg that looks like a saildrive. “This boat,” Balch said, “has the very first production unit in the world of Oceanvolt’s newest electric propulsion system, called the ServoProp.”
For our sea trial, Balch was joined by Derek Rupe, CEO of Oceanvolt USA. “If you can sail the boat and you have some solar, you can go anywhere in the world, and you can make all your power underway while you go,” Rupe said. When we spoke in October 2020, he touted three high-profile sailors who were using the Oceanvolt electric propulsion system: Alex Thomson, for his Hugo Boss Open 60 Vendée Globe program; Jimmy Cornell, for his Elcano 500 expedition; and Riley Whitelum and Elayna Carausu, who had been teasing their new boat for months on their popular Sailing La Vagabonde YouTube channel.
The efficiency of Oceanvolt’s ServoProp and the regeneration from it is the promised game-changer in each of these boats. The ServoProp is a leg with a feathering propeller that can be set for optimal pitch in three modes: forward, reverse and regeneration.
“You don’t need fuel,” Rupe said. “You don’t need to dock; you can go anywhere you want to go and always have the power for living and propulsion.”
That’s the promise. But are there also pitfalls?
Innovation and Risk
Marine electric propulsion is an emerging technology. Compared with the mature and settled technology of diesel engines and lead-acid batteries, electric-propulsion systems—with their electronic controllers and lithium batteries—are in a stage of development best described as adolescent. Every sailor has his or her own tolerance for technical innovation. For the promise of fewer seconds per mile, grand-prix-racing sailors willingly trade a high risk of expensive damage to the sails, rig or the boat’s structure itself; cruising sailors, by contrast, tend to favor yearslong reliability in their equipment as they seek miles per day.
Folks who identify as early adopters take special joy in the first-wave discoveries of a new technology; if they’re clear-eyed about supporting an ongoing experiment, they see themselves as partners with the developers, accepting failures as opportunities for learning. Sailors motivated primarily by changing the trajectory of climate change might be especially willing to modify their behavior to limit their own output of greenhouse gases. Investing in any emerging technology asks you to start with a clear assessment of your own risk tolerance. We’ll return to this theme with one or two real-life examples.
The American Boat and Yacht Council, founded in 1954, sets recommended standards for systems installed on recreational boats. For decades, ABYC has published standards related to installations of diesel and gasoline engines, as well as electrical systems based around lead-acid batteries. By contrast, it was only three years ago that ABYC came out with its first electric-propulsion standard (revised July 2021). And only last year it published its first technical-information report on lithium batteries (a technical-information report is an early step toward a future standard). The takeaway is that if you need help servicing your diesel engine or electrical system built around lead-acid batteries, you can pull into any reasonable-size port and find competent technicians to help you. With electric propulsion and lithium batteries, that pool of skilled talent is significantly scarcer.
To say that a technology is mature simply means that we’ve learned to live with it, warts and all, but that it holds few remaining surprises. Certainly, diesel-propulsion and lead-acid-battery technologies each leave plenty of room for improvement. When a charge of fuel ignites in the combustion chamber of a diesel engine, some three-quarters of the energy is lost in heat and the mechanical inefficiencies of converting reciprocating motion to rotation. Lead-acid batteries become damaged if we routinely discharge more than half of their capacity. During charging, they’re slow to take the electrons we could deliver.
Lithium batteries are comparatively full of promise. Their power density is far greater than that of lead-acid batteries, meaning they’re much lighter for a given capacity. They’re capable of being deeply discharged, which means you can use far more of the bank’s capacity, not merely the first half. And they accept a charge much more quickly; compare that to several hours a day running an engine to keep the beers iced down.
But the pitfalls? Let’s start with ABYC TE-13, Lithium Ion Batteries. Some of its language is bracing. “Lithium ion batteries are unlike lead-acid batteries in two important respects,” the report says. “1) The electrolyte within most lithium ion batteries is flammable. 2) Under certain fault conditions, lithium ion batteries can enter a condition known as thermal runaway, which results in rapid internal heating. Once initiated, it is a self-perpetuating and exothermic reaction that can be difficult to halt.”
Thermal runaway? Difficult to halt? Self-perpetuating?
“Typically, the best approach is to remove heat as fast as possible, which is most effectively done by flooding the battery with water,” TE-13 continues, “although this may have serious consequences for the boat’s electrical systems, machinery, buoyancy, etc.”
If you were following the news in January 2013, you might remember the story of Japan Airlines Flight 008. Shortly after landing at Boston’s Logan Airport, a mechanic opened the aft electronic equipment bay of the Boeing 787-8 to find smoke and flames billowing from the auxiliary-power unit. The fire extinguisher he used didn’t put out the flames. Eventually Boston firefighters put out the fire with Halotron, but when removing the still-hissing batteries from the plane, one of the firefighters was burned through his professional protective gear.
Samsung Galaxy cellphones, MacBook Pro laptops, powered skateboards—in the past decade, these and other devices have been recalled after their lithium batteries burned up. In that period, several high-end custom boats were declared a total loss following failures from lithium batteries. In March 2021, a 78-foot Norwegian hybrid-powered tour boat, built in 2019 with a 790 kW capacity battery bank, experienced thermal runaway that kept firefighters on watch for several days after the crew safely abandoned the ship.
Yes, experts are learning a lot about how to mitigate the risks around lithium batteries. But we’re still on the learning curve.
ABYC’s TE-13 “System Design” section starts, “All lithium-ion battery systems should have a battery management system (BMS) installed to prevent damage to the battery and provide for battery shutoff if potentially dangerous conditions exist.” It defines a bank’s “safe operating envelope” according to such parameters as high- and low-voltage limits, charging and discharging temperature limits, and charging and discharging current limits.
Graham Balch takes these safety recommendations a step further: “To our knowledge, the BMS has to monitor at the cell level. With most batteries, the BMS monitors at the module level.” The difference? “Let’s say you have 24 cells inside the battery module, and three of them stop working. Well, the other 21 have to work harder to compensate for those three. And that’s where thermal events occur.”
Balch followed the story of the Norwegian tour boat this past spring. He believes that the battery installation in that case didn’t meet waterproofing standards: “The hypothesis is that due to water intrusion, there was reverse polarity in one or more of the cells, which is worse than cells simply not working. It means that they’re actively working against the other cells. But if the BMS is monitoring only at the module level, you wouldn’t know it.”
On the Green Yachts website, Graham lists five battery manufacturers whose BMS regimes monitor at the cell level. “If I were sailing on an electric boat, whether it be commercial or recreational, I would feel comfortable with having batteries from these five companies and no other,” he said.
The broader takeaway for today’s sailors is that lithium batteries bring their own sets of problems and solutions, which are different from those of conventional propulsion and power-supply technologies. A reasonably skilled sailor could be expected to change fuel filters or bleed a diesel engine if it shuts down in rough conditions. With lithium-ion batteries aboard, an operator needs to understand the causes and remedies of thermal runaway, and be ready to respond if the BMS shuts down the boat’s power.
Real-World Electric Cruising Boats
When we met Oceanvolt’s Derek Rupe a year ago, he and his wife had taken their all-electric boat to the Bahamas and back the previous season. Before that, he’d been installing electric-propulsion packages for six years on new Alerion 41s and other refit projects. “My real passion is on the technical side of things—installations, really getting that right. That’s half the picture. The technology is there, but it needs to be installed correctly.”
When talking to Rupe, I immediately encountered my first learning curve. I posed questions about the Oceanvolt system in amps and amp-hours; he responded in watts and kilowatt-hours. This was yet another example of the different mindset sailors of electric boats need to hold. Why? Because most cruising boats have just one or two electrical systems: DC and AC. The AC system might operate at 110 or 220 volts; the DC side might operate at 12 or 24 volts. On your own boat, that voltage is a given. From there we tend to think in terms of amps needed to power a load, and amp-hours of capacity in our battery banks. Going back to basics, the power formula tells us that power (watts) equals electrical potential (volts) times current (amps). If your boat’s electrical system is 12 volts and you know that your windlass is rated at 400 watts, it follows that the windlass is rated to draw 33 amps.
But an all-electric boat might comprise several systems at different voltages. A single battery bank might supply cabin lights at 12 volts DC; winches and windlasses at 24 volts DC; the propulsion motor at 48 volts DC; and an induction stove, microwave and television at 110 volts AC. A DC-to-DC power converter steps the voltage up or down, and an inverter changes DC to AC. Instead of translating through all those systems, the Oceanvolt monitor (and Derek Rupe) simply reports in watts coming in or going out of the bank.
“We keep all our thoughts in watts,” Rupe said. “Watts count in the AC induction. They count in the DC-to-DC converter. They count the solar in. They count the hydrogeneration in. And the power-management systems tracks it that way for shore-power in.
“On a boat like this, maybe I have 500 watts coming in the solar panels,” he continued. “So then I can think: ‘Well, my fridge is using 90 watts. My boat has an electric stove. When I cook a big meal, I can see that for every hour we cook, we lose about 10 to 12 minutes of our cruising range.’”
During his Bahamas cruising season, Rupe observed that on days that they were sailing, the combination of solar panels and hydroregeneration supplied all the power he and his wife needed. “When we weren’t sailing,” he said, “we found that we were losing 8 percent each day, in the difference from what the sun gave us to what we were using for the fridge, lights, charging our laptops, and all that stuff.”
Rupe’s solution? “Twice in Eleuthera and once outside Major’s, we went out and sailed laps for a couple of hours because the batteries were below 30 percent of capacity. It was good sailing, and the wind was coming over the shore, so we didn’t have any sea state. We did a couple of hot laps on nice beam reaches, and generated about 700 watts an hour.”
Of the three sailors Rupe touted in October 2020—Alex Thomson, Jimmy Cornell and the Sailing La Vagabonde couple—only Cornell can report back on his all-electric experiences with Oceanvolt. Alex Thomson ended his circumnavigation abruptly last November, just 20 days after the Vendée Globe start, when Hugo Boss collided with an object in the South Atlantic. And at press time in early fall 2021, Riley and Elayna had just recently announced the build of their new Rapido trimaran; keep an eye on their YouTube channel for more about their experiences with the Oceanvolt propulsion system.
As for Cornell—circumnavigator, World Cruising Routes author, creator of the transoceanic rally, and veteran of some 200,000 ocean miles—he suspended his planned Elcano 500 round-the-world expedition solely because of the Oceanvolt system in his new Outremer catamaran. His Aventura Zero Logs on the Cornell Sailing website, particularly the Electric Shock article posted on December 2, 2020, are essential reading for any sailor interested in sailing an electric boat. “Sailing around the world on an electric boat with zero emissions along the route of the first circumnavigation was such a tempting opportunity to do something meaningful and in tune with our concern for protecting the environment that my family agreed I should do it,” Cornell wrote. “What this passage has shown was that in spite of all our efforts to save energy, we were unable to regenerate sufficient electricity to cover consumption and top up the batteries.”
Cornell’s experience in that article is raw, and his tone in that moment bitterly disappointed. We recommend it as essential reading—not as a final rejection of the electric-boat concept or of Oceanvolt’s system, or even as an endorsement of Cornell’s own decision that the system didn’t work. I suspect that I may have arrived at the same conclusion. Yet given the same boat in the same conditions, one imagines that a new breed of sailor—a Graham Balch or a Derek Rupe—may have responded differently to the constraints imposed by an all-electric boat, as nearly every cruising sailor today habitually responds to the inconvenient constraints of diesel engines and lead-acid batteries.
“If you bring electric winches, electric heads and an induction stove, and then sail into a high-pressure system, you’ll set yourself up for failure,” Balch said. “You have to balance your power inputs and your power outputs.
“Sailing an electric boat is a return to the tradition of sailing that the crutch of a diesel engine has gotten us away from,” he added. “Magellan’s fleet got all the way around the world, and they didn’t have a diesel engine.”
Tim Murphy is a Cruising World editor-at-large and longtime Boat of the Year judge.
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Home » Blog » Gear » Buyers guide to electric boat motors (2023)
Buyers guide to electric boat motors (2023)
By Author Fiona McGlynn
Posted on Last updated: August 3, 2023
Considering making the switch to an electric boat motor? With electric vehicles now commonplace on the roads, it’s no wonder so many boaters are curious about electric boats.
While electric boat motors have been around for a while, in the last several years the technology has taken huge leaps, resulting in more powerful motors, longer-lasting batteries, and ultimately more options for recreational boat owners.
Today, many types of boats can be outfitted with an electric propulsion system including pontoon boats, sailboats, jon boats, powerboats, fishing boats, yachts, and trawlers . If your boat’s combustion engine is in the range of 1 to 135 hp (.75 to 100 kW), you should be able to find an electric substitute.
While electric boating hasn’t gone mainstream—it’s estimated that close to 2% of recreational boats are electric—it’s still a great time to be thinking about making the switch, particularly if you own a tender, sailboat, or boat on a green lake where combustion engines are prohibited.
Table of contents
- 1.1 Benefits
- 1.2 Drawbacks
- 2.1.1 Key features of electric outboard boat motors
- 2.1.2 Electric outboard manufacturers
- 2.2.1 DIY electric inboard boat motor conversion
- 2.2.2 Key features of electric inboard boat motors
- 2.2.3 Electric inboard manufacturers
- 2.3.1 Serial vs. parallel hybrids
- 2.3.2 Key features of marine hybrids
- 2.3.3 Marine hybrid manufacturers
- 2.4.1 Electric pod and sail drive manufacturers
- 3 Batteries
- 4 Ready to catch the electric boating wave?
Benefits and drawbacks of electric boat motors
Electric marine motors offer several advantages over internal combustion engines:
- They’re completely silent .
- No noxious fumes or smelly exhaust gases to deal with.
- Instant torque. Electric propulsion provides instant torque, giving you better maneuverability and more consistent speeds in choppy conditions.
- Lightweight. An electric setup (including motor, batteries, and generator) typically weighs less than its diesel counterpart.
- No fuel cost. Charging an electric boat may cost a couple of dollars per charge.
- Easy to maintain. Imagine the maintenance on an outboard with no gas, spark plugs, or oil! Electric motors are simple, more reliable, and virtually maintenance-free.
- Renewable power. Once you’ve gone electric you can get power from renewable sources like wind generators and solar panels.
- Better for the planet. Electric marine motors don’t produce water pollution or produce harmful emissions like carbon dioxide (CO2), nitrogen oxides (NOx), and hydrocarbon (HC).
- Range. The greatest drawback of electric boats is their limited range, which is often measured in the 10s of miles. Range is limited because batteries don’t have the same energy density as fuel — they can’t provide the same energy, pound-for-pound as a tank of gas. A good battery monitoring system, one that displays the remaining range in real-time, can help boaters manage energy consumption and ease range anxiety. For those who want to go farther afield, hybrid propulsion may be a better option.
- Upfront cost. This new technology isn’t cheap. For example, a small electric outboard boat motor may sell for two-and-a-half times the cost of a gas outboard. However, prices are expected to come down as the industry reaches scale.
Types of electric boat motors
Electric outboard boat motors.
Some of the first electric outboards to hit the recreational boating market were smaller electric motors, typically used as trolling motors on fishing boats.
Today, it’s possible to buy far more powerful electric outboard motors in the 1 to 80 hp (.75 to 60 kW) range , with ever more powerful versions hitting the market each year. In 2022, Norwegian start-up, Evoy launched the world’s most powerful outboard to date, the 225kW Storm, a 300-hp beast of an electric outboard!
The range on electric outboard boat motors varies dramatically depending on your boat, total weight, propellor, and battery capacity .
The range also depends on how fast you want to travel. If you go slowly you’ll have a much greater range.
For instance, at a slow speed (5 knots) Torqeedo’s Deep Blue 50R , a 50 kW motor (80 hp equivalent) with a 40 kWh battery, has a listed range of 33-100 nm. But at full throttle (20-25 knots), the listed range drops to 16-20 nm.
To get a better sense of what range to expect on your boat (at both low and high speeds), you can look at the manufacturer’s website. See our list of electric outboard brands below.
One of the great things about electric outboards is that they can use renewable power sources. So, for instance, you could plug your boat into a portable solar panel while picnicking and get an extra boost for the trip home.
Some electric outboard boat motors can even generate power! Motors with hydro regeneration capabilities can charge the batteries while the boat is being towed or under sail.
While hydro regeneration is a fairly new feature for electric outboards, some manufacturers, like EPropulsion, are offering it across their outboard product line.
Key features of electric outboard boat motors
Each electric outboard motor brand has slightly different standard offerings and add-on features. Here are some of the key features and options to look for.
- Waterproof. Some electric outboards are fully sealed and designed to withstand immersion
- Remote controls. Choose between tiller and remote throttle controls
- On-board computers . Some electric outboards come with chartplotter connectivity, navigation functions, sonar, GPS anchoring, and autopilot features
- Built-in or stand-alone batteries. Some of the smaller motors come with built-in batteries, while the larger ones have separate battery packs
- Battery monitoring and tracking systems that calculate and display the remaining range in real-time
- Shaft length. Electric outboards come in both short and long shaft lengths to accommodate a variety of applications.
- Hydro regeneration capabilities
Electric outboard manufacturers
These electric outboard boat motor manufacturers (listed in alphabetical order) range from small startups to large companies and serve the North American market.
If you’re looking to learn more about what each of these companies offers (and how they compare) I’d highly recommend checking out the Plugboats’ electric outboard guides and directories . Jeff Butler, the editor at Plugboats has done a great job of compiling motor specifications from across the market.
Headquartered in San Diego, California, Bixby makes a small electric motor system for kayaks, inflatable boats, canoes, and paddleboards.
Elco has been building electric motors for 125 years and counts the likes of Henry Ford and Thomas Edison among their customers. Their award-winning electric marine motors range from 5 to 50 hp. The company is based in Lake George, New York, and its electric motors can be found on boats around the world.
Flux Marine
Flux Marine was founded by mechanical engineering Princeton grads and offers three outboard models—a 40 hp, 70 hp, and 100 hp. In 2021, they won an award for the best new green product at the Newport International Boat Show.
Joe Grez, a consumer product developer from Washington, invented the EP Carry , a compact, ultralight electric outboard system because he was concerned about exposing his young daughter to the carbon monoxide (CO) emissions produced by gas outboards.
The EP Carry retails for $1,600 and is a great size for small vessels like dinghies, canoes, inflatable boats, and kayaks.
ePropulsion
ePropulsion , based in Guangdong, China, manufactures 3 to 9.9-hp electric motors for sailboats, fishing boats, as well as dinghies and tenders. They all come with hydro regeneration capabilities.
Mercury Marine launched the Avator 7.5 electric outboard (3.5 hp equivalent) in early 2023. The leading outboard manufacturer is currently developing more powerful 20e and 35e models which it plans to release later this year.
In 2023, Newport , a well-known US-based inflatable boat manufacturer, launched three small outboards ranging from 1.8 to 3 hp.
If you’re into fishing, you’re probably familiar with the Minn Kota name, derived from MINNesota North DaKOTA, prime fishing country where the company has its roots. They introduced their first electric trolling motor back in 1934 and they’ve been making them ever since.
Pure Watercraft
Pure Watercraft was founded by CEO Andy Rebele in Seattle in 2011. Their 25 kW (50 hp) motor starts at $16,500.
Ray Electric Outboards
Ray Electric Outboards is a 3rd generation family-owned business based in Cape Coral, Fl. They manufacture one outboard model that can be operated at different power ratings ranging from 10 to 22 hp.
Stealth Electric Outboards
The 50 and 75-hp Stealth electric outboards were developed by Scott Masterston of Houston, Texas.
German manufacturer, Torqeedo , has been leading the propulsion industry for years and sells some of the best e outboard motors in the 1 to 80-hp range
Vision Marine Technologies (formerly The Canadian Electric Boat Company).
Based in Quebec, Canada, Vision Marine Technologies has been in the boating industry for 25 years and produced some very innovative electric boats. In 2021, they launched E-Motion 180E, one of the most powerful electric outboards on the market.
Electric inboard boat motors
Today’s electric inboard motors can provide anywhere from 3- to a whopping 330 hp (2 to 246 kW) and are used in a range of applications from heavy displacement vessels to fast, planing powerboats.
Similar to outboards, the range on electric inboard engines will vary based on your boat, load, battery capacity, and boat speed (among other things).
However, with an inboard electric boat motor, you have the option of a hybrid motor which can significantly extend your range. We’ll discuss the pros and cons of hybrid boat motors later in this post.
Sailors may also want to consider choosing an inboard electric motor with hydro regeneration capabilities. These electric power motors can charge the battery while the boat is under sail.
DIY electric inboard boat motor conversion
One way to save money on an electric inboard is to do the installation yourself. There are a few DIY electric inboard boat motor conversion kits available on the market.
I’ve spoken with a few sailors who’ve had great success replacing their inboard diesel engines with these electric boat motor conversion kits from Thunderstruck-EV , an electric drive manufacturer in Santa Rosa, California.
Key features of electric inboard boat motors
Each brand has a slightly different set of electric inboard motor options. Here are some of the key features and options to look for.
- DIY conversion kits
- On-board computers and touchscreen display
- Waterproof system components
Electric inboard manufacturers
US manufacturer, Elco Motor Yachts , has been building electric motors for over 125 years, having gotten their start in 1893, supplying electric boats for the Chicago World’s Fair. They have seven inboards ranging from 6 to 200 hp.
Electric Yacht
Electric Yacht is a US supplier focused on providing plug-and-play electric motors for DIY installations on sailboats. Their electric propulsion systems range from 10 to 30. They’ve had over 450 installs in 10 years of production.
Oceanvolt is a leader in regenerative systems and their electric inboard motors are popular among sailors. They offer shaft drive systems ranging from 6 to 60 hp.
Torqeedo, a German manufacturer, is the world’s leader in electric boat motors. They have two lines of inboards, one for displacement boats and another for fast planing boats. Their Deep Blue inboard systems range from 25 kW to 100 kW (40 to 135 hp)
Hybrid systems
Hybrid systems combine an electric motor and combustion engine, so you can cruise in silence (but know you’ve got enough gas to get home). These systems offer many of the benefits of pure electric motors, without the limited range.
If you want additional power for onboard luxuries like air-conditioning, hybrids can also provide a significant increase in house-side fuel efficiency.
The downside to any hybrid solution is that the systems are far more complex . Not only do they require more equipment, but, for an optimized system, you’ll need highly sophisticated software to manage multiple power sources and switch back and forth between diesel and electric.
Unsurprisingly, the increased complexity adds cost, making hybrids less economical than either a conventional or pure electric install.
Serial vs. parallel hybrids
As with cars, there are two types of hybrid systems: serial and parallel. A serial hybrid uses a generator to power a large electric motor connected to the drive shaft. Whereas, a parallel hybrid has both a conventional combustion engine and a small electric motor connected to the drive shaft.
There are plenty of factors to consider when choosing between a parallel and serial system. Marine mechanics and electrical expert, Nigel Calder, does a great job of explaining serial and parallel hybrids in detail.
In general, serial systems may be a better fit for boats that can get most of their propulsion energy from renewable sources (e.g., a sailing catamaran). Whereas, a parallel system makes more sense on boats that regularly require sustained propulsion (e.g., Greenline’s power yachts ).
Key features of marine hybrids
- Parallel and serial hybrid options
- Integrated energy management systems
Marine hybrid manufacturers
Elco motor yachts.
Elco manufactures serial, parallel, as well as a combined serial-parallel system. Their systems can be used on sailboats, trawlers, yachts, and boats up to 85′ feet.
Hybrid Marine Ltd.
Hybrid Marine sells parallel hybrid systems in the 10 to 230 hp range. Beta, John Deere, and Yanmar’s hybrids all incorporate Hybrid Marine technology.
Finnish manufacturer, Oceanvolt , offers serial hybrid systems for both sailboats and powerboats.
Torqeedo makes hybrid systems for yachts up to 120 feet as well as powerful motorboats.
Electric pod drive and sail drive
Several manufacturers are now making electric pod and sail drives. These electric drive systems are more efficient and can save space onboard.
Electric pod and sail drive manufacturers
Electric Yacht produces a range of sail drives that can replace diesel engines up to 75 hp.
propulsion sells a 3 hp, 6 hp, and 9.9 hp fixed pod drive.
Oceanvolt’s sail drives range from 6 kW to 15 kW (8 to 20 hp)
Torqeedo sells a 40 hp and 80 hp equivalent electric sail drive as well as electric pod drives in the 6 to 25 hp range.
While it’s possible to power an electric motor with a conventional lead-acid battery, there are many good reasons to upgrade to lithium-ion batteries.
Their increased usable capacity is roughly double what you can get out similarly sized lead-acid battery. More battery capacity means more range—and hours of fun—on your electric boat.
They also charge more quickly and have a longer life span than lead-acid batteries. Unlike flooded lead-acid batteries, which need to be watered, lithium-ion batteries are practically maintenance-free.
The downside is that lithium-ion batteries are far more temperature-sensitive and can’t be charged much above 113 F (45 C) or below 32 F (0 C).
They can also present major safety issues . Lithium-ion batteries can go into what’s known as thermal runaway—a self-heating process that can cause the battery to catch fire.
Simply put, lithium-ion batteries are NOT a drop-in substitute for lead-acid batteries. They need to be specially designed for the marine environment and paired with a robust battery management system.
Electric motor manufacturers often provide complete solutions (including motor, batteries, and battery management system). It’s a good idea to work with a manufacturer with extensive marine experience and an ABYC-certified technician on any installation.
The other catch is that lithium-ion batteries cost two to four times as much as lead-acid batteries. However, the increased capacity and longer life span may make lithium batteries a better value option over the long run.
Ready to catch the electric boating wave?
With ever more powerful and feature-packed electric options launching each year, it’s an exciting time to be in the market for a new motor or engine. If you have any doubts about whether an electric boat motor is right for you, head to your local boat show and see, first hand, what all the buzz is about.
Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.
Douglas McQuilken
Sunday 30th of January 2022
Great article!
For those who wish to collaborate with prospective & current electric boaters, highly recommend this forum - https://groups.io/g/electricboats
Thanks for the suggestion, Douglas!
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What You Need to Know Before Buying an Electric Sailing Yacht or Sailboat
It’s no secret that we’re approaching, or have maybe even passed the moment in history where most buyers are considering buying an electric vehicle. The awkward early adopter phase is long gone, doubters few and far between, and every car manufacturer has at least some EV options, while others focus exclusively on electric and are experiencing massive growth. Mass adoption is here, the prices are falling, and infrastructure and legislature are hurrying to catch up.
All of this has left many people wondering why not bring sailing boats into the electric world? Sailing was never about motoring, never about engine speed – it is about that connection to nature, the serenity of the sea and the challenge. So why not get rid of the “dirty and loud” diesel engine, and simply exchange it for “clean and quiet” electric propulsion? Motor out of the marina or bay in silence, then use the sun, wind and waves to continue your journey.
Well – it turns out that like all good things in life, it’s not that simple, but it can be completely viable if approached correctly, and Elan and Oceanvolt have partnered-up to offer just that.
EARLY ADOPTER PHASE
Unlike the automobile industry, electric-powered yachting is still in the early adopter phase. That is why picking experienced manufacturers is crucial. Elan Yachts, for instance, had built various highly successful projects with Oceanvolt in the past and were part of the pioneering few boatbuilders to take on the challenge. The partnership flourished and matured so that Elan is now working exclusively with Oceanvolt and has extended the offer to their whole range of yachts. But what does being an early adopter mean for the buyer? Mostly that the technology is here, but the price is high. For a well-rounded, high-quality and reliable system, you can expect to pay 20-30% more than a comparable diesel-powered sailing yacht. And since a large part of that cost is for the batteries, do not expect that to change very soon as the demand for Lithium-ion batteries is only increasing.
FOR SERIOUS SAILORS
However, let’s assume that the price is not a problem. You want to be among the first few with a zero-emissions yacht – no noise, no exhaust, no smell and no environmental restrictions. You want to sail without the use of fossil fuels. You want the famous instant power output benefits of electricity in emergency situations, no engine rev settling, no pre-start waiting and low maintenance costs. You want to use the wind and the sun to re-charge. All of these are actual benefits of electric yacht propulsion, but what are the downsides? For committed sailors, there are not many. The operating range of high-end electric propulsion systems like the one from Oceanvolt is from 25 to 70 miles at 5 knots (and more, depending on the battery pack options and power generation), which is more than enough to get you in and out of marinas and bays and still have plenty left over to get you out of a bind. The rest, you sail. And if the yacht is fast, the winds are fair and you achieve 5 knots or more, Oceanvolt’s hydrogeneration kicks in and generates power for recharging the battery bank. Hydrogeneration creates drag of only 0.1 knot at a boat speed of 7.0 knots – so it is barely noticeable. If you can go even faster, the power generation increases exponentially (see GRAPH 1).
GRAPH 1: Elan E4 Power generation prediction
(Source: Oceanvolt)
LIVING ABOARD
Buying an electric-powered yacht is still far from an off-the-shelf experience. You need a trusted team of specialists who will guide you through the process and make sure they create a custom solution according to your needs and a good partnership between the shipyard and the electric propulsion provider is crucial. Why is this so different from a car? A yacht is an independent element on the sea and, unlike a car, it will need to provide its owner with much more than just propulsion. It is imperative therefore to consider everything, from the way the yacht is built to the equipment on board. Since you will spend most of your time sailing, you need a yacht that performs well and is easy to sail. A good, reliable sail plan and rig, like the one on Elan yachts, will give you enough options to substitute the practicality of a diesel engine. Elan’s VAIL technology keeps the weight down, its short-handed sailing approach and comfort-centric design will keep you comfortable even when sailing for longer periods, and the high-end electronics are designed to keep consumption low. That is crucial because you will need to bear in mind cooking, refrigeration, water and cabin heating and entertainment, as well as the availability of ports/marinas with good electrical infrastructure. Of course, there are fossil fuel solutions for all these challenges, and Elan’s and Oceanvolt’s partnership offers a hybrid option with a 48V DC generator, which is very practical, if on the pricier side. Purists, however, will want to go full electric. And for them, more renewable power generation options like photovoltaics, a wind generator or a humbler approach to on-board living will be crucial, especially in colder climates. Bear in mind that experienced shipyards like Elan Yachts will be able to provide a complete solution, including solar panel procurement and installation.
POWER OPTIONS
How powerful are electric motors on sailboats? Well, Oceanvolt offers two different propulsion systems. The Finland-based company has developed a 6, 8, 10 and 15kW SD saildrive, as well as a special 10 and 15kW ServoProp with even better hydrogeneration, thanks to its patented and DAME-awarded software-controlled propeller blades, which change pitch to generate as much power as possible. Depending on the yacht, the entry-level SD saildrive enables 5 knots of cruising speed and a top speed of 7 knots on the 30 ft Elan E3. Bear in mind that power consumption and speed is inverse in relation to power generation – as you go faster, you consume exponentially more power (see GRAPH 2) The good part is that the motor and the saildrive weigh only 42.5 kg, which offsets some of the battery weight. In addition, all of the motors are all closed-circuit liquid-cooled, so there is no annoying spluttering.
GRAPH 2 : Elan E3 RANGE PREDICTION
Source: (Oceanvolt)
Want to go electric?
Get in touch with Elan Yachts, and request the configuration of your ideal electric-powered sailboat. Elan is the only yacht manufacturer offering complete electric propulsion solution for the whole range of yachts. Contact our experts, build an energy balance sheet for your needs and your new Elan, taking into account the type of sailing, the environment, living habits and other possible criteria, to create the optimal setup.
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Electric and Hybrid Propulsion for Sailboats
Practical sailor looks at the players in the developing field of electric auxiliary engines.
How soon will electric auxiliary propulsion be available to everyman? That depends on whom you ask. Opinions differ widely not just on what type of drive system might surge to the forefront, but even on whether the concept itself is viable. While a handful of companies forge ahead, notably Glacier Bay and Electric Marine Propulsion on this side of the Atlantic, some expected participants are waiting on the sidelines.
Photos courtesy of Manufacturers
One of the big issues that divides promoters and detractors alike is whether the appropriate way to go in a sailboat is with a pure diesel-electric drive train, with a hybrid electric drive with a diesel generator as back-up, or as a pure electric drive with regeneration capability. We’ll take a look at these and other options later in this article. For now, the short answer is that no single approach suits every sailor all the time.
Simply put, in the diesel-electric system, the electric motor runs only when the diesel-driven generator is running. Such arrangements have long been employed in railway locomotives, submarines, and commercial vessels of many types. In the hybrid system, a large bank of batteries provides the energy for the electric motor and the diesel generator recharges the batteries. On the face of it, the hybrid system offers a certain degree of redundancy in that, assuming the batteries are kept well charged, the boat has a measure of emergency power should the generator fail at an inopportune moment. The hybrid also is capable of recharging its batteries when sailing: Driven by the turning propeller, the motor becomes a generator.
Each of these approaches has its strengths and weaknesses, and while we’ll leave it to their developers to work out the technical issues, we would like to urge anyone contemplating installing an electric drive, or purchasing a boat that has one, to first look very closely at how they expect to use the boat. There’s more entrained in the choice than in picking a flavor at Baskin-Robbins. More on this later.
Among the electric drives currently available in one form or another, or as components, the big variable is operating voltage. Motors are available that run on 24, 36, 48, 72, and 144 volts, and, in the case of Glacier Bay’s diesel-electric system with Ossa Powerlite technology, 240-volt DC. Each supplier will discourse at length on the merits of their voltage choice, but an inconvenient fact haunts the entire field: High-voltage DC is deadly, potentially more so in some circumstances than AC.
While neither form of high-voltage is “safe,” we have a lot more experience with AC aboard recreational vessels than with high-voltage DC. An extensive body of knowledge exists on which to base AC installations so as to make them safe as well as reliable. High-voltage DC is used in a variety of marine and non-marine commercial applications, but these installations are well protected from access by untrained operators.
What voltage constitutes high voltage? That, again, depends on whom you talk to. The American Boat & Yacht Council (ABYC), which sets voluntary standards for the marine industry, defines it as 50 volts and above. Prompted by rapid adoption of high-voltage services in small commercial craft and bigger yachts, though not specifically in propulsion systems, the ABYC is in the process of drawing up guidelines for voltages higher than the 48 volts covered by existing standards.
An absence of standards might not deter individuals from installing an electric drive, but it might impede widespread adoption of the technology. If a surveyor can’t state in an insurance survey that a boat is built according to ABYC standards, that could affect its insurability.
Jim Nolan, who manages the underwriting department for BoatUS, said the company has no clear cut guidance regarding insuring boats with electric propulsion. Each boat is dealt with on a case-by-case basis. A new boat with a factory-installed system would be a good deal easier to underwrite than a one-off or do-it-yourself project, especially in the absence of a standard practice. Lagoon Catamarans’ 72-volt-DC hybrid system, for instance, has qualified for the European standard (CE) certification on the strength of following industrial standards that apply to such applications as fork-lift trucks. Anyone contemplating an electric drive would be well advised to discuss it ahead of time with an insurer and even get a surveyor involved from the outset.
Because of the safety issues surrounding the voltages involved in electric propulsion, Fischer Panda has decided to limit its DC product line to boats weighing 10 tons or less. A company representative we spoke to said that while Fischer Panda currently sells DC generators up to 48 volts in the USA for marine use, it “won’t touch” high-voltage DC because it’s lethal.
A proposed collaboration with Catalina Yachts to fit a diesel-electric system in a Catalina-Morgan 440 never came to fruition due to budget constraints, according to Fischer Panda. But in Europe, Fischer Panda teamed up with Whisperprop to equip a Bavaria 49. (Beyond the fact that one of its boats was used, Bavaria Yachts was not involved in the project.) According to Fischer Panda, after evaluating the Bavaria project, the company decided that the diesel-electric AC system is a niche product that wouldn’t interest their prime market: original equipment builders.
“Although the AC system has some advantages in the improved response of the electric motors … and the quietness of the system, the desired fuel efficiency and weight savings were not evident,” Fischer Panda reported.
Fischer Panda considers the DC system to be more suitable for its North American customers. Although it’s limited in output due to its limited battery voltage of 48 volts, it is still able to power multihulls up to 10 tons.
Currently, much of the movement toward electric drives is taking place in the catamaran world. This makes sense when you consider that a single diesel generator can, in theory, provide all the boat’s electrical needs and also take the place of two diesel-propulsion engines. Taking the lead in the field, Lagoon Catamarans introduced in 2006 the Lagoon 420. Originally offered only as a hybrid, it now is also available in two diesel versions. Corsair Marine is building the Corsair 50 catamaran around the Glacier Bay diesel-electric drive, but the boat’s launch date—formerly set for this summer—has been postponed.
Dick Vermeulen, president of Maine Cat, tried the Glacier Bay system in a prototype power cat, but it failed to meet performance expectations, so production models will have conventional diesels. A number of other cat builders have announced hybrid or diesel-electric projects, but feedback on how they perform is scan’t.
So much for the mainstream—but backwater sailors will go their own way, as they always have. As more vendors and components enter the market, the options for do-it-yourselfers or custom-boat customers become broader and more attractive. However, before going ahead with an installation, make sure it’s appropriate to how you plan to use your boat, and even then be prepared to adapt the way you sail to take best advantage of the system’s characteristics. Here’s a rundown of the various types.
Electric Drive Only
Duffy Electric Boats has for years been building electric launches and lake boats that have the simple capability of puttering around in sheltered waters for a period of time determined by battery capacity and speed maintained. A battery charger powered by shore power charges the batteries overnight. Transferring that approach to a sailboat up to about 25 feet used for daysailing and kept near an electrical outlet shouldn’t be too difficult. It won’t offer the assurance of diesel when trying to get home against current or wind, but a proven 36- or 48-volt system will keep you out of uncharted standards territory.
For a bigger boat, more power, a greater range, or a combination of these requirements, it will be necessary to install a large battery bank and almost certainly will entail going to a higher voltage to keep the amps and the cabling needed to carry them manageable. The boat’s range under power will be limited by the weight of batteries, and while lighter lithium-based technology is on the horizon, for now the standard is lead/acid. The fast charging, but expensive pure lead thin plate (PLTP) Odyssey batteries have attracted particular interest among propulsion enthusiasts.
Electric Drive with Regeneration
The next level up in complexity is a “reversible” system. When the boat is sailing, the propeller turns the motor, which then becomes a generator. The electricity it makes is used to recharge the batteries. The capability to regenerate extends the boat’s potential range, but the drag on the propeller slows the boat measurably. One hour of regen will not restore the power consumed by one hour of motoring, but if sailing time sufficiently exceeds motoring time, this arrangement offers considerable range.
A regenerating system does have the potential to overcharge the batteries once they become fully charged and the boat continues to sail fast. The solution is, ironically, to give the motor some “throttle,” which reduces the drag on the propeller and consequently the power output. This phenomenon gives rise to a new technique, that of “electro-sailing” in which sails and an electric motor complement each other. At present, the “throttle” must be adjusted by hand, but developers are working on automatic controls. Field trials of existing regen motors such as the Solomon systems suggest that a small regen motor’s ability to match the output of a much higher-rated diesel have been overstated.
Hybrid Electric Drive
A hybrid system adds to the mix an onboard generator, which is used primarily to maintain charge in the batteries, both those for the propulsion motor and for the house services. This arrangement extends the boat’s capability to lie for long periods at anchor, independent of shore power for electricity and without the need to go sailing for the sole purpose of charging the batteries. A hybrid can motor constantly, as long as there is fuel, but it cannot sustain full speed for long periods. This is because the generator is usually rated at a far lower horsepower than that required to drive the boat at full speed.
Diesel-Electric Drive
In a pure diesel-electric, the electric propulsion motor runs only when the generator is running. Storage batteries are not needed for propulsion purposes, and the generator is the source for all onboard electrical power needs. The rationale behind diesel electric lies in the relationship between a diesel engine’s rate of fuel consumption and the load it’s working under. It burns fuel more efficiently when heavily loaded than when lightly loaded. When the diesel engine is disconnected from the propeller, it can be controlled so that it is working in the upper range of its efficiency regardless of how fast the propeller is turning. Nigel Calder’s series of articles in Professional Boatbuilder magazine (www.boatbuilder.com) beginning with the June/July issue delves deeply into the efficiency discussion surrounding these engines. Systems on large vessels are built around multiple generators that switch on or off according to the power demands of the moment. Translating those efficiencies into a smaller boat scenario has proven to be challenging.
Hype vs. Experience
Maine Cat’s Vermeulen, on the company’s website, describes the sea trials he performed in the Maine Cat 45, a power catamaran. He began with a Glacier Bay diesel-electric system with two 25-kW generators, each weighing about 550 pounds.
“With both generators putting out their full power of 25 kW each … our top speed was a disappointing 8.4 knots, and the assumption that electric horsepower was somehow more powerful than conventionally produced horsepower was in serious doubt.”
He replaced the propellers with a pair with less pitch, which allowed the electric motors to reach their full rating of 1,100 rpm, but that only increased the speed to 9.1 knots.
“These are about the same speeds and fuel burns we get on our Maine Cat 41 sailing cat … powered by twin 29-horsepower 3YM30 Yanmar diesels with saildrives and two-bladed, folding propellers.” At the time he installed them, the 25-kW generators were the highest power available from Glacier Bay.
Vermeulen replaced the diesel-electric system with twin 160-horsepower Volvo diesels. At 9.1 knots, they together burned 2.2 gallons per hour, considerably less than the 3 gallons per hour that the Glacier Bay system burned at the same speed. With the twin Volvos maxed out at 3,900 rpm, the boat made 24.5 knots.
Also among the unconvinced is Chris White, well-known designer of ocean-going catamarans. “To date, I’ve not seen any system that makes sense for a cruising boat,” he says, but he might change his mind, “if someone can show me by building one that delivers an advantage in performance, weight, or cost.”
White sees the current bubble of interest in diesel-electric drives as a fad. In the end, he says, you’re getting the horsepower the diesel creates at the crankshaft, which is basically the same whether it’s delivered to the prop via a conventional reduction gearbox or via a generator and an electric motor. Besides, he says, diesel engines and diesel fuel are understood and available anywhere in the world you might take a sailboat. Complex, electronically controlled electric motors are not.
White’s reservations notwithstanding, it’s in the world of catamarans that we’re seeing most of the applications. At first sight, it does seem logical that replacing three diesel engines—two propulsion and one generator—on a fully equipped cruising cat would result in fuel savings. Still, if the generator is big enough to drive the boat at cruising speed (which in a cat is expected to be in the vicinity of 10 knots) and run the air conditioning at the same time, it will be overkill for the times it’s only needed to operate the boat’s services. For this reason, commercial and military diesel-electric systems employ multiple generators that can be switched on and off according to the power demand of the moment.
Corsair Marine hopes that by installing a diesel-electric system in its 50-foot catamaran, it will be able to descend the weight spiral. Where a conventional installation would involve two 75-horsepower saildrives plus a 6-kW genset, it’s fitting a pair of 28-horsepower electric motors, one 25-kW generator, and a 40-amp, 230-volt battery bank. It expects to save about 700 pounds in equipment weight, some of it through the use of high-voltage, low-current systems, which will in turn reduce the rig requirement, thus the structural weight, and so on toward an estimated overall weight savings in the thousands of pounds.
Corsair’s David Renouf estimates that the boat will cruise at 8 knots and be capable of short bursts at 10. He admits that, until the first boat is launched, his information is “based on extrapolation, not proven numbers.” He says that some clients will add a second 25-kW genset to assure longer periods at 10 knots. Currently, the project is running behind schedule, with a launch scheduled before the end of the year.
Cost and Other Benefits
At the present time, there appears to be no reason to install any proprietary electric drive of any description in the expectation of bettering the economics of a standard diesel drive. The motors and their electronic controllers are sophisticated and expensive. A battery bank sufficient to provide a useful motoring range is a big investment in weight, space, and money. When you add a generator and its peripherals, the cost and weight take another upward leap.
Only the simplest system will begin to pay itself off in terms of fuel not burnt, and then only if the boat sees a great deal of use. A diesel-electric system designed to closely dovetail with the way you use the boat may prove to be more efficient over time than a conventional diesel installation, but until enough systems have been installed and used and data from that use compiled and compared, we can’t know that.
So why even consider going electric? Cleanliness and silence of operation are two qualities that make electric propulsion an attractive proposition for a sailboat, but in order to enjoy them, we have to accept the limitations they impose.
A hybrid or a diesel-electric system enables us to have a single fossil-fuel power source for both propulsion and onboard appliances, but whatever fuel we might save as a consequence of motoring more efficiently for a couple of hours will be inconsequential if we run the generator all night to power the air conditioning.
Conclusions
As we go to press, pickings are slim for sailors looking for an electric solution to the diesel problem. Suppliers of components are few, prices are high, and the feedback on long-term reliability is nonexistent. On top of all this is the elephant in the room: the unexplored safety ramifications that accompany high-voltage DC.
However, none of this should deter the dedicated tinkerer who has funds to match his curiosity and who can live within the parameters imposed by electric propulsion.
Practical Sailor encourages our readers to explore the technology, because ultimately, it is the experimenters who bring us the equipment we eventually come to take for granted.
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I have gotten excited about repowering my Freedom 30 with an electric motor. A fellow Freedom 30 owner completed his refit about 8 months ago and is very happy with the result, although he wishes he had gone with larger Lipo batteries. He chose a motor from electricyacht.com which sells a 10KW package (quietTorque 10) including motor, performance display, throttle and shaft coupler for $6K. Batteries and charger are extra. The motor does does feature a regen capability. Figure a $10K investment. Big bucks for sure but equivalent to a yard installed diesel repower. I would do the install myself.
I am not a cruiser but have done some lengthy passages from San Francisco to Hawaii. Ideal conditions for regen. I expec between regen and a hundred watts of solar, I could have kept the bank topped up the whole way down despite AP loads, etc. The way back? Not so much. Realistically you would need a small generator and a good stock of gas if you wanted to do much motoring, Having said that, one of the boats that sailed down there with me came home with an outboard as his aux power. I think he had ten gallons of gas.
But I am not planning ocean passages in future, I will be sailing the SF Bay and coastal cruising. When I think about eliminating the engine noise, engine maintenance, fuel tank and tank maintenance, diesel hoses, diesel smell, diesel soot, diesel leaks, r=two boxes of hoses and spares. oil changes, coolant changes, transport and disposal of all the waste to the local recycling facility, lugging fuel jugs down to the boat, storing fuel, filling fuel, buying fuel, worrying about spilling fuel. I mean it just goes on and on.
Frankly, I can’t wait. In terms of range, well, I plan to get a hefty battery bank but I also intend to become a better sailor. I’ll slow down and do more sailing. Gee wiz, what a concept. I’ll be more mindful of time and tide, I’ll take advantage of favorable currents and I’ll be ready to anchor and chill when they are not favorable.
Meanwhile, Elon and his competitors are improving battery technology rapidly. Couple of years from now maybe I double range. But, by then, I won’t be worrying about it because I will be a real sailor.
I look forward to reading an update on the state of electric sailboat propulsion 13 years later…
Most of the time we leave the dock, motor for under half a nautical mile to get out of tiny Wilmette harbor and get the sails up, turn off our much abused Yanmar 3GMF, sail around, turn on the engine, lower the sails, and travel another half a nautical mile back to the dock. Almost all at a very low RPM. But, on occasion we motor or motor sail long distances for hours on end, so a battery only system would not work. But how nice it would be if we had electric propulsion for getting in and out of the harbor.
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The top of this web page is an Illustrated Guide with photos of the motors and specifications to the right. At the bottom of the page is a Sortable/Searchable Table that lets you compare motors easily. If you are going to be using the table extensively the page is best viewed on a computer rather than smartphone or tablet.
- Illustrated Guide
The motors are organized in alphabetical order by manufacturer, then by model line. For the specifications we have tried to make it a user friendly as possible. If there are 3 models in the line, we will give the specs for each model with a comma in between. If there are many models, we give a range from without lining the specs up with specific models.
- Sortable/Searchable Table
The table can be searched with any keyword – manufacturer, for instance, or can be sorted by any of the columns: Peak kiloWatt power, Continuous kiloWatt power, estimated HP equvalent, Voltage, Dimensions (Length, Width, Height), Weight, RPMs, Type of motor and cooling system (air, liquid, water), and whether it is regenerative – capable of recharging when the boat is under sail propulsion.
All specifications are taken from the manufacturers’ websites or brochures without any independent verification. There is a lot of variety in the way manufacturers detail the attributes of their products, particularly when it comes to ‘Power’. Some use peak power as the measurement, some use continuous power, and there are other variations. Some quote minimum RPMs for their motors, others quote maximum RPMs. There is also no set standard for ‘horsepower equivalent’. We have tried to present the information as close as possible to an ‘apples to apples’ comparison.
The photographs and drawings are from the manufacturers’ websites and are not shown in any consistent scale.
Power Ratings – measured in kiloWatts kW power rating quoted is taken from the manufacturer website. Some quote only peak power or continuous power, some quote input power and output power. We have indicated what the measurement is, although in the table we have used peak power as equal to input power and continuous as equal to output. power. HP is ‘HorsePower equivalent’ so that you can get an idea of the power of the motor in comparison to a HP rating you might be more familiar with. As noted above, there is a lot of leeway in how this is interpreted. When manufacturers have provided an HP equivalent we have used that.
- IN THE TABLE , when no HP equivalent has been provided, we have used the continuous power and multiplied it by 1.3 to indicate HP equivalent. We have noted it with an asterisk * when we have done this.
Voltage is most often referred to on the sites as simply ‘Voltage’. Some indicate nominal or peak, we have used nominal and indicated if peak is also referenced.
Current is noted when the manufacturer supplies the information. It is not included in the table.
Torque is shown in Newton metres, Nm. A Nm is about 3/4 of a foot-pound, or conversely, a foot-pound is about 1 and 1/3 Nm.
Dimensions of the motors and shaft are shown in millimetres – mm. There are about 300 mm in 1 foot, or about 25 mm in 1 inch.
Weight is in kilograms. A kilogram is 2.2 pounds.
Motor Types There are advantages and disadvantages to each kind of electric motor. Some manufacturers use abbreviations to describe their motors, others use the full words. We have used whatever the manufacturer prefers, but when abbreviations are used, this is what they mean:
BLDC: BrushLess Direct Current
PMAC: Permanent Magnet Alternating Current
Information on this page updated August 12, 2024
You may also want to check our Directory of Electric Boat Motor manufacturers, dealers and distributors around the world, or the Plugboats Marketplace of electric boat motors for sale.
Manufacturers in this Buying Guide: Bellmarine • Combi • Damoto • Elco • Electric Yacht • Electrine • EPTechnologies • ePropulsion • E-TECH • Fischer Panda • GreenStar Marine • Huracan • Krautler • Lynch • Mitek • Molabo • NT Systems • Oceanvolt • Piktronik • Synapseo • TEMA • Thoosa • Torqeedo • waterworld
Click on the Manufacturer’s name or red cross on right hand side to open and close window with information and links for that company’s electric electric inboards
Click »» here to see Bellmarine motors for sale from vendors in the Plugboats Market
»» Bellmarine website (EU) »» Bellmarine website (USA) »» Bellmarine catalogue (EU) »» Bellmarine catalogue (USA)
Bellmarine is a very well established electric boat motor company with a history going back to 1999. They have now been purchased by and are merged with Transfluid, a large scale industrial motor manufacturer. Bellmarine offers a wide range of electric inboard motor configurations, both direct drive shaft and reduction geared. They range from 2 kW to 130kW and come in four model lines: the straight drive Drivemaster, dual motor ModularMaster, geared Thrustmaster and high power Shaftmaster. They are sold as complete systems with optional extras available.
Bellmarine DriveMaster Air Cooled Series 9 Models: DriveMaster 2A, 5A, 7A, 8A, 10A, 15A, 25A, 35A, 50A
- kW : Peak: From 2kW – 50kW | Continuous: From 1.5kW – 40kW • Voltage : 48V – Models 2A, 5A, 7A, 10A | 96V – Models 8A, 15A | 144V – Models 25A, 35A, 50A
- Motor Type : Permanent Magnet AC (PMAC)
- Cooling : Air cooled
- RPM : 1500
- Includes : Motor with mounting brackets and silent blocks • Motor with integrated thrust bearing • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play
- Available : Regeneration (with upgrade to battery monitor), Control throttle, display, cooling kit, coupling, shaft with propeller
- Country of Manufacture : Netherlands/Italy
- Price : NA on website
Bellmarine DriveMaster Liquid Cooled Series 9 Models: DriveMaster 3W, 7W, 10W, 15W, 20W, 20W-EVO, 30W, 45W, 55W
- kW : Peak: From 3kW – 55kW | Continuous: From 2.5kW – 45kW • Voltage : 48V – Models 3W, 7W, 10W, 15W, 20W-EVO | 96V – Model 20W | 144V – Models 30W, 45W, 55W
- Cooling : Liquid cooled
- Includes : Motor with mounting brackets and silent blocks • Motor with integrated thrust bearing • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc 5m cable for display, lever, key • Quick install / easy connect / plug and play • Inlet and outlet liquid connections
- Available : Control throttle, display, cooling kit, coupling, shaft with propeller
Bellmarine ModularMaster Series 3 Models: ModularMaster 40W-EVO, 40W, 60W
- kW : Peak: 40, 40, 60 | Continuous: 30, 30, 50 • Voltage : 48V – 40W-EVO | 96V – 40W | 144V – 60W
- Includes : True redundancy in case of one motor failure • Aluminum made split power drive • Mounting brackets and silent blocks • Live PTO available • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play • Inlet and outlet liquid connections• Closed loop liquid cooling size XL mounted aboard
- Available : control throttle, display, cooling kit, coupling, shaft with propeller
- Country of Manufacture : Netherlands / Italy
Bellmarine TorqueMaster Series 2 Air cooled Models: TorqueMaster 20A, 25A 7 Liquid cooled Models: TorqueMaster 20W-EVO, 25W, 35W, 45W, 65W, 100W, 130W
- kW : Peak: 20 – 130 | Continuous: 15 – 100 • Voltage : 48V – 20W-EVO | 96V – 20A, 25W | 144V – 25A, 35W | 288V – 65W, 100W | 384V – 130W
- Cooling : See above
- RPM : 20W-EVO – 1500, all other Models 3000
- Includes : Motor with mounting brackets and silent blocks • Drop Box with integrated thrust bearing – 225 mm offset • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play • Dropbox aluminum made – no cooling needed – low noise and low vibration • Oil temperature sensor • Elastic coupling between motor and Dropbox • DIN120 output (SAE 1410 upon request) – “U” drive possible
Bellmarine ShaftMaster Series 6 Models: ShaftMaster 25W, 35W, 45W, 64W, 100W, 130W
- kW : Peak: 25kW – 130kW | Continuous: 20 – 100 • Voltage : 96V – 25W | 144V – 35W | 288V – 45W, 65W, 100W | 384V – 130W
- Motor Type : Motor Type : Permanent Magnet AC (PMAC)
- RPM : 3000
- Includes : Motor with mounting brackets and silent blocks • Live Pto available • Marine gear with integrated thrust bearing (up to 130 kW) • Oil temperature sensor • Output offset 103 mm • Elastic coupling between motor and transmission • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play • Inlet and outlet liquid connections • Throttle lever (TFC) • Self priming pump (mechanical) mounted aboard • Oil-water cooler mounted aboard • Closed loop liquid cooling size XL mounted aboard
»» Combi website
Combi Outboards was founded in 1979 in Giethoorn (‘the Dutch Venice’) to supply rental boats with clean electric power. It is now a leading international supplier of electric propulsion solutions for the maritime market. Combi inboards have all of the operating components in one housing, ready to plug in to batteries, throttle and monitoring systems. Motors are available both AC asynchronous (induction) and BLDC Permanent Magnet. The two larger inboards are dual motor, and can be operated on the Master / Slave principle but can also sail on a single motor.
Combi Inboard 5 Models: CI-3.5, CI-5, CI-7.5, CI-10, CI-16, CI-20
- kW : From 3.5kW to 20kW • Voltage : 48V • Current : From Nominal –73 / Cruising speed – 50 to Nominal – 417 / Cruising – 240 • HP : From 9HP to 33HP
- Motor Type : Brushless AC asynchronous • OR • Brushless DC Permanent Magnet (PMDC) Cooling : CI-3.5 Air cooled, all others liquid cooled
- RPM : From 1200 to 1500
- Shaft (cm) : Can be connected to all common propeller shaft sizes
- Includes : Our systems are constructed in such a way that all components are used in a motor housing. You just need to connect only the power cables. The engine foundation is prepared so that it is easy to install.
- Country of Manufacture : Netherlands
»» Damoto website
Damoto is a Dutch developer, manufacturer and distributor of an extensive range of premium electric inboard motors from 2kW to 40kW nominal. The first model dates from 2005 with more than 3000 boats equipped with it, including recreational sloops, charter and rental boats. The motors are now released under the name Damoto eFLOW but have been well known in the international maritime industry for many years.
Damoto eFLOW Original Series 5 models: eFLOW 2.0 Air, eFLOW 2.5 Air, eFLOW 3.0 Air, eFLOW 6.0 Air, eFLOW 11.0 Air
- kW : Nominal: 2kW to 11kW | Peak: 3kW to 15kW max
- Motor Type: Brushless 3 Phase Asynchronous • Cooling: Air cooled
- IP : IP66
- Includes : stainless steel motor frame with silent blocks, motor, thrust bearing, controller in stainless steel casing incl. marine software & PC/handheld connector for motor tuning, main power contactor & fuse, controller cable with connectors (Plug-n-Play)
- Available : Displays, throttle levers, shaft couplings
- Country of Manufacture : Netherlands / Europe
- Price : Not available on website
Damoto eFLOW Liquid Original Series 8 models: eFLOW 3.0 Liquid, eFLOW 5.0 Liquid, eFLOW 10.0 Liquid, eFLOW 15.0 Liquid, eFLOW 20.0 Liquid, eFLOW 30.0 Liquid, eFLOW 40.0 Liquid Dual Motor, eFLOW 14.0 Liquid 4Hybrid Dual Shaft
- kW : Nominal 3kW to 40kW | Peak: 6kW to 80kW
- Motor Type: Brushless 3 Phase Asynchronous • Cooling: Liquid cooled
- Includes : stainless steel motor frame with silent blocks, motor with liquid inlet & outlet, thrust bearing, controller in stainless steel casing incl. marine software & PC/handheld connector for motor tuning, on-board power converter (12V) integrated in controller casing, main power contactor & fuse, controller cable with connectors (Plug-n-Play)
- Available : Displays, throttle levers, cooling kits, shaft couplings
Damoto eFLOW Air All-in-One Series 3 models: eFLOW 2.0 Air AiO, eFLOW 3.0 Air AiO, eFLOW 6.0 Air AiO
- kW : Nominal 2kW to 6kW | Peak: 6kW to 80kW
- Includes : stainless steel housing, motor with silent suspension, thrust bearing, controller module incl. marine software & PC/handheld connector for motor tuning, main power contactor & fuse, connectors on box front (Plug-n-Play), wired & tested
- Available : throttle levers, shaft couplings
»» Elco website
Elco (Elco Motor Yachts) is the oldest electric boat motor company in the world, having been started in 1893 as the the Electric Launch Company to supply electric boats for the Chicago World’s Fair. It offers a full range of outboards, inboards and hybrids. Their Plug n Play system has all wiring and active power components in a marine grade aluminum casting rated IP-65. Can be purchased from the Elco website along with batteries, options and accessories, leading to a one-price checkout. They also have a ‘ Find My Motor ‘ calculator on the site.
Elco Inboards 6 Models: EP-6, EP-12, EP-20, EP-40, EP-70, EP-100
- kW : Peak: From 4.4kW – 73.5kW | Continuous: From 2.5kW – 42.5k • Voltage : From 36Vdc to 144 Vdc • Amps : 70A – 295A • HP : 6HP – 100 HP
- Dimension s: From L: 17” / W: 16.22” / H: 15.8” to L: 35” / W: 18.82” / H: 19.25”
- Includes : Motor and controller.
- Available : Motor mounts, shaft couplers, batteries, battery monitor, chargers, cables, and other accessories
- Country of Manufacture : USA
- Price (does not include options) : $US 7,000 – 21,000
Electric Yacht
Electric Yacht is one of the premier US suppliers of electric motors for sailboats with a Plug-n-Play system designed for DIY installation by “ a competent boat owner using simple tools and the easy to mount Electric Yacht system “. Their systems offer regenerative power while under the sail. 10 years of proven production with over 450 installs. 3 Year Warranty.
Electric Yacht QuietTorque single motor inboards 3 Models: QT5, QT10, QT10 Sport
- kW : Input – 2.5kW – 30kW, Continuous 2kW – 8kW • Voltage : 24, 36 or 48V for Quiet Torque 5.0, all others 48V • Current : 100A – 200A • HP : 10-25
- Motor Type : PMAC (Permanent Magnet Brushless AC) • Cooling : Air cooled • IP :
- RPM :
- Dimensions : L: 432mm, W: 245mm, H (with mountings): 342mm Adjustable mountings • Weight : 40 lbs, 70 lbs
- Includes : The motors are sold as systems with everything included except the battery, which can also be purchased from the company. The systems can be purchased directly from the website.
- Price : $US 5,000 – 9,000
Electric Yacht QuietTorque dual motor inboards 6 Models: QT20, QT30-Air-Cooled, QT30-Liquid-Cooled, QT40, QT45, QT60.0
- kW : Input – From 20kW – 60kW Continuous – From 16kW – 52kW • Voltage : 48V – QT20, QT30-Liquid-Cooled 72V – QT30-Air-Cooled, QT40 96V – QT45, QT60 • Current : NA • HP : From 25 – 80
- Motor Type : PMAC (Permanent Magnet Brushless AC) • Cooling : Air cooled – QT20, QT30-Air-Cooled, Liquid cooled – QT30-Liquid-Cooled, QT40, QT45, QT60 • IP : NA
- RPM : NA
- Torque : NA
- Dimensions : L: 673mm, W: 534mm, H (with mountings): 534mm Adjustable mountings • Weight : From 135 lbs to 200 lbs
- Price : $US 14,500 – 18,000
»» ELECTRINE website
ELECTRINE is a Korean manufacturer which has focused on maritime electrification since 2010, when the idea of electric mobility was still relatively uncommon. The company was known as LGM until 2020 and has had a consistent R&D effort for many years. They manufacture electric outboards, inboards and saildrives as well as accessories and Lithium-ion batteries using a Carbon Nano Tube heat exchanger technology. There are 7 models in the eINBOARD Line, the ZI40, ZI60, ZI90, ZI115, ZI180, ZI270 and ZI350
E-ELECTRINE e-INBOARD line 7 Models: ZI40 (shown), ZI60, ZI90, ZI115, ZI180, ZI270, ZI350
- kW : (Max): 43, 60, 110, 150, 173, 200, 250 • Operating Voltage (Vdc): 72~96, 288~384, 288~384, 288~384, 288~384, 500~738, 500~738, 500~738
- Motor Type : N/A
- RPM (Max): 8006, 7160, 10,250, 8000, 6204, 3500, 3375
- Torqu e (Max) Nm: 72, 167, 255, 251, 555, 2100, 2700
- Weight | Dimensions (kg | mm) N/A | 390 x 360 x 323, N/A | 390 x 360 x 323, 93.5 | 665 x 468 x 476, 93.5 | 665 x 468 x 475, N/A | N/A, 500 | 902 x 1200 x 733, 500 | 902 x 1200 x 733
- Country of Manufacture : Korea
EPTechnologies
»» EPTechnologies website
EPTechnologies is a complete marine propulsion provider for electric and hybrid vessels. The company specializes in custom electric and hybrid systems, but also has ‘off the shelf’ motors, including the drop-in Stern Drive unit below. The company delivers complete systems including batteries designed and built by EPTechnologies.
EPTechnologies Drop In Unit
- Voltage: 400
- Other: This motor system has been designed by EPTechnologies as a complete drop-in unit for a Mercury Sterndrive. Includes all batteries, controllers and accessories
- Country of Manufacture : Denmark
- Price : Contact EPTechnologies
EPTechnologies Electric Motor
- For boat sizes 60′-250′
- kW (Continuous) : 400 (Peak) : 700
- Torqu e (Max) Nm: 7800
- Other : Can be stacked together for 800kW or 1400kW peak
ePropulsion
Click here to view motors from ePropulsion dealers in the Plugboats Marketplace
»» ePropulsion website
ePropulsion was established in 2012 and is led by a team of technology entrepreneurs that are focused on developing uncompromising, superior products. It was the first company to launch a brushless, direct-drive electric outboard motor in the market. ePropulsion offers a portfolio of electric outboard motors – some of which offer hydrogeneration – pod drives, and inboard motors. The company is focused on products and services for all kinds of electric boats from dinghies and fishing boat to sailing boats to commercial and leisure motor vessels up to 100-feet and displacement of 200 tons.
ePropulsion I-Series T hree (3) models: I-10, I-20, I-40
- kW : 60kW to 140kW • Voltage : H-100: 540 VDC
- Motor Type : permanent magnet motor technology • Cooling : I-10 Air cooled | I-20 & I-40 Water cooled (air cooling optional) • IP : IP67
- RPM : 1500 all models
- Torque : 56 Nm | 111 Nm | 222 Nm
- Dimensions : I-10: 565 x 295 x 380 mm | I-20: 580 x 330 x 380mm | I-40 860 x 485 x 420mm • Weight : 43kg | 45kg | 75kg
- Includes : Weather & impact resistant metal housing contains integrated motor, gearbox, electronic control system, ECU, thermal management system and suspension, Smart 5” Display, ePropulsion Smart System Architecture (eSSA), Advanced driver assistance system (ADAS), Wired & tested, plug & play installation to new boat or retro-fit to existing shaft, NMEA 2000 compatible, CAN Bus communication, Fault diagnosis system & full redundancy design
- Available : Smart throttle, G102-100 battery, propeller, air-cooling, HVAC System, shaft and coupling, charger, remote data access & fleet management with IoT connectivity service
- Country of Manufacture : China
- Price : On application
ePropulsion H-Series Four (4) models available: H-60, H-85, H-100, H-140
- kW : 10kW | 20kW | 40kw • Voltage : 86~115 VDC all models
- Motor Type : permanent magnet motor technology • Cooling : Water cooled • IP : IP67
- RPM : H-100: 1150
- Torque : 797 Nm
- Dimensions : H-100: H 433mm x W 433mm x D 315mm • Weight : H-100: 190kg
- Includes : Weather & anti-corrosion metal housing contains integrated motor and gearbox, high torque density (max 2000Nm), modular design to extend range and power with extra motors, batteries and controllers, high accuracy position feedback, Boating IoT system enables remote monitoring and integrated management, Customised data for speed, power, track, mileage, safety alarm etc., NMEA 2000 compatible
- Available : Controller, remote control and display – single & dual controls, custom batteries
»» E-TECH website
E-TECH is a subsidiary of boatbuilder Starboats that was started in 2008 because they were dissatisfied with other electric motor offerings in the market at the time. The company has developed fixed pods, steerable pods and outboard motors that all utilize an in-water BLDC (BrushLess DC permanent magnet) pod motor in a watertight aluminum casing. The inboard motors are designed to fit any engine bed and any propeller shaft. For in-line hybrid applications, there are shaft endings on both ends of the engine to make an easy and quick in-line installation.
Click here to view motors from E-TECH dealers in the Plugboats Marketplace
E-Tech Standard Inboards 6 Models: 4WG, 7WG, 13WG, 18WG, 23WG, 35WG
- kW : From 4.3kW, 7.1, 11.9, 16.7, 21.5, 33.7 (power measured on the shaft) • Voltage : 48V, 48V, 48V (4WG, 7WG, 13WG) | 72V – 18WG | 96V – 23 WG, 144V – 35WG • HP : 6, 9.5, 16, 23, 30, 45
- Motor Type : Brushless permanent magnet BLDC • Cooling : Water cooled • IP : 67
- RPM : (min) From 1100, 1200, 760, 1140, 1520, 2500
- Shaft : 25mm (4WG, 7WG) or f 30mm (10WG, 15WG, 20WG), 8mm spline
- Includes : Controller, battery monitor / display, cabling, joystick (side or top mounting), integrated cooling circuit for controller with Quick-Click connections, main switch, main fuse.
- Country of Manufacture : Poland
E-Tech High Torque Inboards 4 Models: 13 Pod, 18 Pod, 23 Pod, 35 Pod
- kW : From 11.9 kW, 16.7 kW, 21.5 kW, 33.7 kW (power measured on the shaft) • Voltage : 48V, 72V, 96V, 144V • HP : ≈ 16, 23, 30, 45
- RPM : (min) From 760, 1140, 1520, 2500
- Shaft : f 30mm, 1:10 conic
Fischer-Panda
»» Fischer-Panda website
Fischer Panda is one of the world’s best known manufacturers of marine generators but are also manufacturers of high quality electric boat motors, sometimes marketed under the ‘Whisperprop’ name. They have an “EasyBox” system that is intended to take the guesswork and complication out of purchasing electric boat motors. There are various sample configurations on their website displaying how the EasyBox system is laid out in different boats.
Fischer Panda Easybox DE-Shaft systems 5 Motors: A06-140-6-SH, A50-160-6-SH, B00-150-8-SH 10 kW, B00-150-8-SH 20 kW, B00-300-8-SH 20 kW
- kW : (continuous) 3.5kW – 20kW • Voltage : 48V • Current : • HP :
- Motor Type : PMAC • Cooling : Water
- RPM : 600 – 2500
- Torque : 28Nm – 320Nm
- Dimensions : L: 400mm – 560mm W: 270mm H: 270mm • Weight : 15kg – 96kg
- Includes : EasyBox control, GD2 control panel, throttle
- Available : Battery bank, charger, shore power connection, 230V adaptor
- Country of Manufacture : Germany
GSM Electric (formerly Greenstar Marine)
»» GSM Electric website
GreenStar Marine was founded by a group of Swedish engineers in the 1990s to develop a series of electric propulsion systems, including a patented regenerative technology. All of the company’s systems are direct drive one-gear and complete except for batteries. The website has an interactive tool that shows approximate run times for different sized boats and battery/motor configurations.
GreenStar E-Line 2 Models: E-10, E-20
- kW : Peak – 3.5kW, 5.5kW | Nominal – 2.1kW, 4.2kW • Voltage : 24V, 24V • HP : 10, 20
- Motor Type : Brushed DC • Cooling : Air cooled
- RPM : 1000, 1000
- Torque : Nominal: 20 Nm, 40Nm | Peak: 40Nm, 50Nm
- Includes : Motor mountings, control system, basic system monitor, battery charger, monitoring, speed control, shore power system, cables, propeller shaft with low friction bearings, fixed propeller
- Available : Hydrogeneration, folding propeller, extra DC/DC
- Country of Manufacture : Sweden
GreenStar P-Line 3 Models: P-10, P-20, P-35
- kW : Peak – 10kW, 10kW, 30kW | Nominal – 2.5kW, 5.5kW, 11kW • Voltage : 48V, 48V, 48V • HP : 10HP, 20HP, 35HP
- Motor Type : Brushless AC • Cooling : P-10 – Air cooled | P-20, P-35 – Water cooled • IP : 65 or higher classed components
- RPM : 1250, 1250, 1250 •
- Torque : Nominal: 20 Nm, 45Nm, 85Nm | Peak: 75Nm, 85Nm, 130 Nm
- Includes : Hydrogeneration, motor mountings, advanced control system, system monitor, battery charger, monitoring, speed control, shore power system, cables, propeller shaft with low friction bearings, fixed propeller
- Available : Folding propeller, extra DC/DC
»» Huracan website
Huracan was founded at the beginning of 2012 in Venice with the goal of building entirely electric marine motors with the highest reliability of any on the market. The Thor motor is sold in a housing that includes the controller, with throttle, displays, monitors and other accessories sold separately.
Huracan Thor NOTE : The information for Huracan is presented in a different format from other manufacturers because the Thor is the only model, which provides different power ratings at different motor speeds.
- kW : 10kW at 3000 rpm | 20kW at 4000 rpm | 30kW at 5000 rpm | 40kW at 5500 rpm • Voltage : 220V • Current : NA • HP : NA
- Motor Type : NA • Cooling : Water cooled • IP : 69
- RPM : 3000 – 5500
- Torque : (at axles): 30Nm at 3000 rpm | 49Nm at 4000 rpm | 56Nm at 5000 rpm | 70Nm at 5500
- Dimensions : L: 543 mm H: 300mm W: 191mm • Weight : 40 kg
- Available :
- Country of Manufacture : Italy
»» Kräutler website
Kräutler is a long-established Austrian manufacturer of industrial electric motors. They began construction of electric boat motors in the 80’s mainly because they could not find a product that would live up to the standards of founder Oswald Kräutler. They make motors for industrial and ship use as well as recreational boats and offer a wide range of inboards for any size boat or usage. Krautler has 3 lines of electric inboard motors. The WAd and WAz lines are direct drive and run from powers of 2.0kW to 25kW (WAd) and 6kW to 37kW (WAz). The WA line is made up of motors from 30kW to 100kW, for high speed / planing boats.
Krautler WAd and WAz line WAd – 11 Models WAd 2.0AC, WAd 3.0AC, WAd 4.3AC, WAd 5.0AC, WAd 6.0AC, WAd 8AC, WAd 11.0AC, WAd 15.0AC (48V, Air), WAd 15.0AC (96V, Water), WAd 18.5AC, WAd 20.0AC WAz – 10 models WAz 6,0AC, WAz 8,0AC, WAz 11,0AC, WAz 15,0AC (Air), WAz 15,0AC (Water), Waz 18,5AC, WAz 20,0AC, WAz 25,0AC, WAz 30,0AC, WAz 37,0AC
- kW : (Output) From 2.5kW – 37kW • Voltage : 24V – 144V • Current : 104A – 292A • HP : 3.5 – 50 HP
- Motor Type : • Cooling : Air – 6,0 models to 15,0 models (WAd and Waz), Water for 18,5 models to 37,0 WAz model
- RPM : NA
- Dimensions : • Weight :
- Includes : Controller, throttle, monitor, display, cables
- Country of Manufacture : Austria
Krautler WA High Speed line 6 Models: WA 100/30, WA 150/40, WA 350/50, WA 350/60, WA 500/80, WA 500/100
- kW : (Output) From 30kW – 100kW • Voltage : 100V – 500V • Current : NA • HP : 45 – 130 HP
- Motor Type : • Cooling : Water
- Includes : Battery, controller, throttle, monitor, display, cables
»» Lynch website
The Lynch motor was invented by Cedric Lynch in 1979 – a unique axial gap permanent magnet brushed DC motor with high efficiency. The company offers three lines – the direct drive Yellowtail, geared drive Marlin and dual motor Swordfish. Motor systems include motor in mounting frame, controller, electronics, throttle and basic battery monitor and control cables. (options available on throttles and monitors) Lynch has 3 lines of electric inboard motors: the Yellowtail, Marlin and Swordfish, although the Yellowtail ‘line’ is only one motor.
Lynch Yellowtail
- kW : Peak – 6.0kW, Continuous – 2.5kW • Voltage : 24 • Current : 120/Peak 250A • HP : 5 – 10
- Motor Type : • Axial Flux ‘Pancake’ Permanent Magnet DC • Cooling : NA • IP : NA
- RPM : 1080 • Efficiency : 88%
- Torque : 16/Peak 35Nm
- Dimensions : NA • Weight : Motor: 14 kg Control box: 12 kg
- Includes : motor in mounting frame, controller, electronics, throttle and basic battery monitor and control cables.
- Available : options on throttles and monitors
- Country of Manufacture : UK
Lynch Marlin : Marlin 5 Single, Marlin 8 Single, Marlin 13 Single
- kW : Peak – 14kW, 14kW, 26kW • Voltage : 48V, 48V, 72VDC • Current : 140/Peak 350A, 180/Peak 350A, 200/Peak 400A • HP : 10-20, 17-25, 35-50
- RPM : 2160, 2160, 3240 • Efficiency : 90%
- Torque : 18/Peak 38Nm , 36/Peak 44Nm, 36/Peak 72/Nm
- Dimensions : NA • Weight : Motor: 21 kg • Controller: 12 kg (14kg on model 13 Single)
Lynch Swordfish : Swordfish 16V Twin, Swordfish 26V Twin
- kW : 16kW/Peak 30, 26kW/Peak 53 • Voltage : 48VDC, 72 VDC• Current : 180A/350 Peak, 200A/400 Peak • HP : 48-60, 60-75
- RPM : 2160, 3240 • Efficiency : 90%
- Torque : 72Nm/144 Peak,
- Dimensions : NA • Weight : Motor: 27 kg Controllers: 14.5 kg X 2 (29kg)
- Includes : motors in mounting frame, controller, electronics, throttle and basic battery monitor and control cables.
»» Mitek website
Mitek Srl manufactures permanent magnet synchronous electric motors that can be used both as propulsion engines and generators according to the highest quality standards for industrial and marine markets.With more than 10 years of experience, it is a flexible partner that provides competitive products and services for sustainable mobility. Its activities focus on the design, engineering and production of innovative high torque electric motors, which are lighter, smaller and more efficient.
Mitek Inboards : 6 Models: 200015, 200020, 260038, 260054, 260061, 260115
- kW (Continuous / Peak) : 10 / 15 to 85kW/Peak 115 • Voltage : 48V, 96V, 192V, 384V• Current : From 200A/310 max to 320A/600max • HP Continuous / Peak : From 14 / 20 to 114-154
- Motor Type : NA
- RPM : From 1700 to 2200
- Torque : From 88Nm/Peak 205 to 380Nm/Peak 540
- Dimensions : L: 388mm – 588mm W: 370mm H: 370mm • Weight : 32 – 69 kg
- Includes : Standalone
Click »» here to see Molabo motors for sale in the Plugboats Market
»» Molabo website
Molabo was founded in 2016 with the goal of providing safe-to-touch low-voltage e-solutions to enable sustainable mobility worldwide. To achieve this they developed the ISCAD (Intelligent Stator Cage Drive) motor technology and have been granted 10 patents worldwide with automotive and marine OEM (Original Equipment Manufacturer) partners in Europe and China.
Molabo ISCAD V50
- kW : Peak: 80 | Continuous: 50 • Voltage : 48V
- Motor Type : PM-SynRM (Permanent Magnet Synchronous Reluctance Motor) ISCAD (Intelligent Stator Cage Drive)
- Cooling : Water: 7 l/min, max. 45°C (dual circuit cooling possible) • IP67
- RPM : 4350 • Efficiency : 95.6 % (Motor: 97 %, Controller: 98 %)
- Dimensions : L: 265mm, Diameter: 254mm • Weight : NA
- Includes : Available as components or compete set-up including motor, reduction gear, rubber mounts & brackets, 5″ touch display, throttle top or side mount, molaCONNECT & molaLINK (IOT), communication cable set
- Available : Battery and charger packages: LFP 36kWh, 48kWh and 12kWh additions
- Price : Motor: €19,990 ($US 21,000) • With all components package (excluding battery): €28,400 ($US 29,900)
Click »» here to see NT Systems motors for sale in the Plugboats Marketplace
»» NT Systems website
NT Systems was established in 2018 by a team that includes experts in boating propulsion systems, electric engineering, electric systems development, and development of hybrid propulsion for the biggest 10-20 meter hybrid fleet in the world. They have a range of compact turnkey electric propulsion systems for commercial and leisure applications with high power-to-weight ratio continuous power from 40 kW up to 450 kW. Their system includes top or side mount throttle levers and all-in-one MFD with integrated propulsion interface, navigation, entertainment, and connectivity.
NT Systems electric propulsion inboards 7 models: C40, C80, C120, C160, C200, C320, C450 NOTE : Direct Drive or Gearbox Version s Systems feature a built-in thrust bearing, allowing for direct shaft mounting and use of the propulsion system in a direct drive configuration for simplified installation. Systems are also compatible with various marine gearboxes, allowing you to adjust the output RPM and torque.
- kW : (continuous) – 40, 80, 120, 160, 200, 320, 450 • Voltage : 40, 80, 120: 400Vdc • 160, 200, 320, 450: 700Vdc
- RPM (Nominal): 3200
- Torque [Nm] (continuous / peak) : 128 / 225 • 257 / 450 • 398 / 675 • 530 / 900 • 660 / 1130 • 1060 / 1800 • 1580 / 2680
- Dimensions : Length (mm) : C40, C80: 550 • C120, C160, C200: 665 • C320: 915 • C450: 1030 • Weight (kg) : C40: 79 • C80: 85 • C120: 96 • C160: 104 • C200: 124 • C320: 195 • C450: 240
- Includes : Electric motor with built-in thrust bearing • Motor controller/inverter • Electronic control unit (ECU) • Electrical and water plugs • Cooling system: heat exchangers, pumps for inner and outer circle, water strainer, flow through expansion tank • Frame and engine mounts
- Country of Manufacture : Slovenia
- Price : depends on configuraiton
»» Oceanvolt website
Click »» here to Oceanvolt motors for sale in the Plugboats Market
Oceanvolt is one of the best known names in electric boat motors, especially for sailboats, and is a leader in regenerative / hydrogenerative props systems. There are standard systems available, the motors can be purchased separately, and the company can also do custom installations. Oceanvolt has both all-electric and hybrid systems, we have only included the all-electric systems here, and only the standard preconfigured systems.
Oceanvolt Inboard Systems with AX motors: 3 Models: Shaftdrive 3, Shaftdrive 5, Shaftdrive 8
- kW : (continuous) – 3.7kW, 5.3kW, 8.7kW • Voltage : 48 • Current : • HP :
- Motor Type : Synchronous permanent magnet electric • Cooling : Air
- RPM : 2400
- Dimensions : NA • Weight : 22kg, 28kg, 28kg
- Includes : Controller/battery communication kit, Hydrogeneration feature
- Available : Batteries, charger, propeller
- Country of Manufacture : Finland
- Price : $US 6,500 – 8,000
Oceanvolt Inboard Systems with AX3 motors: 2 Standard Systems: Shaftdrive 10, Shaftrdive 20 NOTE: The AX3 motors are 10kW motors that can be ‘stacked’ to create higher powered system, up to 40kW. i.e. the illustration below shows 1 X 10kW AX3 in the diagram but 2 X 10kW AX3s coupled to form a 20kW motor in the photograph .
- kW : 10kw, 20kW • Voltage : NA • Current : • HP : 20 – 60
- Motor Type : PMAC • Cooling : Liquid
- Includes : Battery, controller/battery communication kit, Hydrogeneration feature
- Price : $US 36,000 – 59,000 (includes Lithium battery pack – 13.3kWh/26.6kWh)
»» Piktronic website
Piktronik is an Austrian-Slovenian company working on the research, development and production of components for electrical vehicles (EV) and boats. Their inboards are available as standalones and also as complete systems.
Piktronik Motors : 7 Models: PMSM10, PMSM40 PMSM50 PMSM60 PMSM100 PMSM110 PMSM180
- kW : (continuous) From 10 to 180 • Voltage : From 30V to 307V • Current : From 205A to 370A • HP : From 13.6 to 245
- Motor Type : 3 – Phase Permanent Magnet Synchronous ( PMSM ) • Cooling : Water cooled • IP :
- RPM : From 1200 to 3600
- Torque : From 80Nm – 555Nm
- Dimensions : From L: 431mm W: 220mm H: 220mm to L: 565mm W: 396 H: 396mm • Weight : From 45kg to 171kg
- Includes : See Piktronik systems below
- Country of Manufacture : Austria/Slovenia
Piktronik Systems : All of the motor power sizes above are available as complete systems. System includes:
- Display, control and battery monitoring unit
- DC-DC converter
- Battery chargers
- Wire harness, Distribution box, battery fuses and contactors, FI-Box, Ignition switch, User guide
»» Synapseo website
Synapseo was founded by a group of passionate sailors who have a common interest in making our oceans, seas and rivers great again. They have developed the KYWAT, an adaptive in-board solution to easily replace old diesel or gasoline engines. It is available in five models with power outputs from 4kW to 20 kW. The have output shaft diameter of 25mm to 30mm and mounting brackets hat adapt to all standard engine cradles. All motors have hydrogeneration / regeneration.
Synapseo Motors : 5 Models: AE-10, AE16, AE24, AE36, AE60
- kW : 4kw, 6kW, 10kW, 16kW, 20kW • Voltage : AE-10 – AE36: 48V, AR60: 72C • HP : 10, 16, 24, 26, 60
- Dimensions (mm): • AE-10 – AE24: W: 400 L:630 H: 440, AE 36 and AE60: W: 448 L:742 H: 512
- Includes : Control panel, digital throttle, power cables, coupling, four silencing blocks.
- Country of Manufacture : France
»» TEMA website
TEMA was founded in 1989 by Branimir Ruzojcic, Dr.Sc, who is still GM of the company. Its goal was to merge academic and scientific researches and engineering practical resources for offering sophisticated industrial automation products to the market. Today TEMA offers advanced motors/generators using Permanent Magnet technology ranging from 10KW to 1500KW and offers complete electric propulsion systems for all-electric, serial hybrids and parallel hybrid boats, from small leisure yachts to large commercial boats.
TEMA Motors : 5 Models: SPM132-1, SPM132-12, SPM132-2, SPM132-22, SPM132-3
- kW : 10kW – 60kW • Voltage : 48 – 450Vdc • Current : • HP :
- Motor Type : PMAC • Cooling : Air – either natural or forced air/fan
- RPM : Nominal – 3600
- Torque : (Nominal): 70 – 205Nm
- Dimensions : • From L:275mm, H: 260mm, W: 260mm to L: 552mm, H: 260mm, W: 260mm Weight : 70 – 148kg
- Includes : motor controller, marine throttle, information display, Plug and Play easy wiring
- Country of Manufacture : Croatia
»» Thoosa USA website
The Thoosa design has been in production in Denmark since 1998, originally by ASMO Marine, which became Clean eMarine in 2012. They manufacture the AC Triton motor and the DC Thoosa line, which includes four models with power ratings from 5kW to 12kW. All are geared motors. Motor and controller are sold together, with mounting brackets. Throttles and monitors are also available from the company.
Thoosa DC Motors : 4 Models: Thoosa 5000, Thoosa 7000HT, Thoosa 9000, Thoosa 12000
- kW : (continuous) – 5kW, 7kW, 9kW, 12kW • Voltage : Thoosa 12000 is 72V, others are 48V • Current : (Peak) 300A – 400A • HP : 10 – 50
- Motor Type : Axial Flux ‘Pancake’ Permanent Magnet DC • Cooling : Air cooled
- RPM : 1080 – 1270
- Torque : (Peak) 59.5Nm – 73.3Nm
- Dimensions : NA • Weight : (System) 37kg – 47.5kg
- Includes : Motor, controller
- Available : Throttle, battery monitor
- Country of Manufacture : Denmark / US Assembly for US models
»» Torqeedo website
Torqeedo is the world’s leading manufacturer of electric outboards. The company was founded in 2004 by Dr Christoph Ballin and Dr Friedrich Böbel when they decided they could build a better electric motor than the one on the boat Dr. Ballin had just purchased. The inboards are sold as a complete system, including batteries, and each is designed for different usage: the 1400 (RPM) models for displacement sailing with heavy boats, the 1800 (RPM) models for for planing with fast boats and the 100kW 900 for large sailing yachts and heavy displacement vessels.
Torqeedo Deep Blue Inboard Line – 25i and 50i models 4 Models: Deep Blue DB25i 1400, Deep Blue DB50i 1400, Deep Blue DB25i 1800 , Deep Blue DB50i 1800
- kW : 25i models – 27.6kW/33 Peak, 50i models – 55kW66 Peak • Voltage : 360V • Current : • HP : 25i models = 40HP, 50i models = 80 HP
- Motor Type : Permanent Magnet Synchronous (PMSM) • Cooling : Water cooled • IP :
- RPM : Model number1400 and 1800 refer to RPMs
- Torque : <280Nm – 343Nm
- Dimensions : L: 680mm W: 512mm H: 376mm • Shaft sizes : 30, 35, 40mm | 11/8,11/4” • Weight : 80kg
- Includes : Complete integrated system, including on-board touchscreen computer, batteries, shafts and propeller.
Torqeedo Deep 100kW 900
- kW : 100kW continuous • Voltage : 360V • Current : • HP : 135
- Motor Type : Permanent Magnet Synchronous (PMSM) • Cooling : Water cooled
- RPM : 900 (max)
- Torque : 1060Nm
- Dimensions : NA • Shaft sizes : 30, 35, 40mm | 11/8,11/4” • Weight : 450kg (w/o battery, including electronics)
»» WaterWorld website
WaterWorld is a joint venture undertaken by two companies, De Stille Boot, a distributor specializing in electric boating and Water World Electronics, a Dutch specialist in low voltage electronics. WWE develops and produces its own printed circuit boards and complete controllers for various markets such as the building and car industry. They have joined together to “offer boat owners and -users the ultimate joy of a quiet, calm and carefree boat ride.” The company offers four direct drive electric inboard systems, with the motor and controller in one housing with adjustable engine supports as well as monitors and other accessories.
WaterWorld Inboards : 3 Models: 4.0 i , 7.5 i , 10.0 i , 15.0 i
- kW : (continuous) – 4kW, 7.5kW, 10kW, 15kW • Voltage : 48V • Current : 92V (max), 172A, 230A • HP :
- Motor Type : Asynchronous • Cooling : Air cooled • IP :
- RPM : 1450 (max), 1350, 1450
- Torque : 27Nm, 53Nm, 66Nm
- Dimensions : (Motor and controller in frame) 4.0i: L- 558mm x W-225mm x H-221mm | 7.5i and 10.0i – L-681mm x W-290mm x H-271mm • Weight : (Motor and controller in frame) 4.0i: 39kg, 7.5i and 10.0i: 76kg
- Includes : Motor, controller, thrust bearing, relay, digital colour touch screen display, throttle
- Price : $US 3,675 – 5,500 (15.0 i tba)
Table – Searchable and Sortable
| Manufacturer | Model | kW Peak | kW Cont’s | HP equiv | Voltage | Dimensions | Weight | RPM | Motor Type – Cooling | Regen |
|---|---|---|---|---|---|---|---|---|---|---|
| Bellmarine | DriveMaster 2A | 2 | 1.5 | 2 | 48 | L: 328 W: 240 H: 240 | 18 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 3W | 3 | 2.5 | 3.25 | 48 | L: 328 W: 240 H: 240 | 18 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 5A | 5 | 4 | 5.2 | 48 | L: 368 W: 240 H: 240 | 18 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 7A | 7 | 5 | 6.5 | 48 | L: 408 W: 240 H: 240 | 35 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 7W | 7 | 5 | 6.5 | 48 | L: 368 W: 240 H: 240 | 25 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 8A | 8 | 6 | 7.8 | 96 | L: 408 W: 240 H: 240 | 35 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 10A | 10 | 8 | 10.5 | 48 | L: 460 W: 278 H: 278 | 55 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 10W | 10 | 8 | 10.5 | 48 | L: 408 W: 240 H: 240 | 35 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 15A | 15 | 10 | 13 | 96 | L: 460 W: 278 H: 278 | 55 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 15W | 15 | 10 | 13 | 48 | L: 460 W: 278 H: 278 | 55 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 20A | – | – | – | L: 543 W: 278 H: 278 | 80 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor | |
| Bellmarine | DriveMaster 20W | 20 | 15 | 20 | 96 | L: 460 W: 278 H: 278 | 55 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 20W EVO | 20 | 15 | 20 | 48 | L: 460 W: 278 H: 278 | 55 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 25W | 25 | 20 | 25 | 144 | L: 543 W: 278 H: 278 | 80 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 30A | – | – | – | L: 543 W: 278 H: 278 | 80 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor | |
| Bellmarine | DriveMaster 30W | 30 | 25 | 32 | 144 | L: 543 W: 278 H: 278 | 80 | 1500 | PMAC – Liquid | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 35A | 35 | 30 | 40 | 144 | L: 602 W: 360 H: 360 | 135 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 45W | 45 | 35 | 45 | 144 | L: 602 W: 360 H: 360 | 135 | 1500 | PMAC | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 50A | 50 | 40 | 52 | 144 | L: 702 W: 360 H: 360 | 185 | 1500 | PMAC – Air | √ with upgrade of battery monitor |
| Bellmarine | DriveMaster 55W | 55 | 45 | 58 | 144 | L: 702 W: 360 H: 360 | 185 | 1500 | PMAC | √ with upgrade of battery monitor |
| Bellmarine | ModularMaster 40W EVO | 40 | 30 | 40.0 * | 48 | L: 460 H: 278 W: 278 X 2 Motors | 110 | 1500 | PMAC – Liquid X 2 Motors | |
| Bellmarine | ModularMaster 40W | 40 | 30 | 40.0 * | 96 | L: 460 H: 278 W: 279 X 2 Motors | 110 | 1500 | PMAC – Liquid X 2 Motors | |
| Bellmarine | ModularMaster 50W | 50 | 40 | 55.0 * | 96 | L: 543 H: 278 W: 278 X 2 motors X 2 Motors | 160 | 1500 | PMAC – Liquid X 2 Motors | |
| Bellmarine | ModularMaster 60W | 60 | 50 | 65.0 * | 144 | L: 543 H: 278 W: 278 X 2 motors X 2 Motors | 160 | 1500 | PMAC – Liquid X 2 Motors | |
| Bellmarine | ShaftMaster 25W | 25 | 20 | 25.0 * | 96 | L: 460 H: 278 W: 278 | 55 | 3000 | PMAC – Liquid | |
| Bellmarine | ShaftMaster 35W | 35 | 30 | 40.0 * | 144 | L: 460 H: 278 W: 279 | 55 | 3000 | PMAC – Liquid | |
| Bellmarine | ShaftMaster 40W | 40 | 35 | 45.0 * | 288 | L: 543 H: 278 W: 278 | 80 | 3000 | PMAC – Liquid | |
| Bellmarine | ShaftMaster 45W | 45 | 40 | 53.0 * | 144 | L: 702 H: 360 W: 360 | 185 | 3000 | PMAC – Liquid | |
| Bellmarine | ShaftMaster 65W | 65 | 50 | 65.0 * | 288 | L: 602 H: 360 W: 360 | 135 | 3000 | PMAC – Liquid | |
| Bellmarine | ShaftMaster 100W | 100 | 75 | 100.0 * | 288 | L: 702 H: 360 W: 360 | 185 | 3000 | PMAC – Liquid | |
| Bellmarine | ShaftMaster 130W | 130 | 100 | 130.0 * | 384 | L: 702 H: 360 W: 361 | 185 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 20A | 20 | 15 | 20.0 * | 96 | L: 460 H: 278 W: 278 | 55 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 20W EVO | 20 | 15 | 20.0 * | 48 | L: 460 H: 278 W: 278 | 55 | 1500 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 25A | 25 | 20 | 25.0 * | 144 | L: 543 H: 278 W: 278 | 80 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 25W | 25 | 20 | 25.0 * | 96 | L: 460 H: 278 W: 279 | 55 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 35W | 35 | 30 | 40.0 * | 144 | L: 460 H: 278 W: 280 | 55 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 40A | 40 | 30 | 40.0 * | 144 | L: 702 H: 360 W: 360 | 185 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 40W | 40 | 35 | 45.5 * | 288 | L: 543 H: 278 W: 278 | 80 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 45W | 45 | 40 | 53.0 * | 144 | L: 702 H: 360 W: 360 | 185 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 65W | 65 | 50 | 65.0 * | 288 | L: 602 H: 360 W: 360 | 135 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 100W | 100 | 75 | 100.0 * | 288 | L: 702 H: 360 W: 360 | 185 | 3000 | PMAC – Liquid | |
| Bellmarine | TorqueMaster 130W | 130 | 100 | 130.0 * | 384 | L: 702 H: 360 W: 361 | 185 | 3000 | PMAC – Liquid | |
| Combi | CI3,5 | 3.5 | – | 9 | 48 | – | – | 1500 | AC asynchronous/induction OR BLDC – Air | |
| Combi | CI5 | 5 | – | 13 | 48 | – | – | 1200 | AC asynchronous/induction OR BLDC – Water | |
| Combi | CI7,5 | 8 | – | 18 | 48 | – | – | 1400 | AC asynchronous/induction OR BLDC – Water | |
| Combi | CI10 | 10 | – | 23 | 48 | – | – | 1500 | AC asynchronous/induction OR BLDC – Water | |
| Combi | CI15 | 15 | – | 28 | 48 | – | – | 1400 | AC asynchronous/induction OR BLDC Dual drive – Water | |
| Combi | CI20 | 20 | 2.88 | 33 | 48 | – | – | 1500 | AC asynchronous/induction OR BLDC Dual drive – Water | |
| Elco | EP-6 | 4.4 | 2.5 | 6 | 36 | L: 17” • W: 16.22” • H: 15.8” | 170 lbs | brushless AC induction | ||
| Elco | EP-12 | 8.8 | 5.1 | 12 | 48 | L: 21” W: 16.22” H: 18.32” | 260 lbs | brushless AC induction | ||
| Elco | EP-20 | 14.1 | 8.5 | 20 | 72 | L: 21” W: 16.22” H: 18.32” | 260 lbs | brushless AC induction | ||
| Elco | EP-40 | 29.4 | 17 | 40 | 108 | L: 29” • W: 18.82” • H: 18.83″ | 400 lbs | brushless AC induction | ||
| Elco | EP-70 | 51.5 | 29.75 | 70 | 108 | L: 35” • W: 18.82” • H: 19.25″ | 650 lbs | brushless AC induction | ||
| Elco | EP-100 | 73.5 | 42.5 | 100 | 144 | L: 35” • W: 18.82” • H: 19.25” | 740 lbs | brushless AC induction | ||
| Electric Yacht | Quiet Torque 5.0 | 2.5 (24V), 3.6 (36V), 5.0 (48V) These are Input kW | 2.0 (24V), 3.0 (36V), 4.0 (48V) | 10-18 | 24 – 36 – 48 | L: 432, W: 245, H (with mountings): 342 Adjustable mountings | 40 lbs | PMAC – Air | √ | |
| Electric Yacht | Quiet Torque 10.0 | 10 (Input) | 8 | 15-25 | 48 | L: 432, W: 245, H (with mountings): 342 Adjustable mountings | 32 | PMAC – Air | √ | |
| Electric Yacht | Quiet Torque 10.0 Sport | 10 (Input) | 8 | 15-25 | 48 | L: 432, W: 245, H (with mountings): 342 Adjustable mountings | 32 | PMAC – Air | √ | |
| Electric Yacht | Quiet Torque 20.0 | 20 (Input) | 16 | 25-40 | 48 | L: 678, W: 470, H (with mountings): 418 Adjustable mountings | 135lbs | PMAC (Permanent Magnet Brushless AC) – Dual drive – Air | √ | |
| Electric Yacht | Quiet Torque 30.0 | 30 (Input) | 25 | 35 – 60 | 48 | L: 673, W: 534, H (with mountings): 534 Adjustable mountings | 195lbs | 2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Liquid | √ | |
| Electric Yacht | Quiet Torque 30.0 Air Cooled | 30 (Input) | 26 | 40 – 60 | 72 | L: 673, W: 534, H (with mountings): 534 Adjustable mountings | 150lbs | 2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Air | √ | |
| Electric Yacht | Quiet Torque 40.0 | 40 (Input) | 32 | 85 – 110 | 96 | L: 673, W: 534, H (with mountings): 534 Adjustable mountings | 150lbs | 2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Air | √ | |
| Electric Yacht | Quiet Torque 45.0 Liquid Cooled | 45 (Input) | 38 | 80 – 105 | 72 | L: 673, W: 534, H (with mountings): 534 Adjustable mountings | 195lbs | 2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Liquid | √ | |
| Electric Yacht | Quiet Torque 60.0 Liquid Cooled | 60 (Input) | 52 | 90 – 120 | 96 | L: 673, W: 534, H (with mountings): 534 Adjustable mountings | 200lbs | 2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Liquid | √ | |
| E-Tech | 4WG | – | 4.3 | 5.5 * | 48 | L: 350 W: 160 H: 160 | – | 1100 | BLDC – Water | |
| E-Tech | 7WG | – | 7.1 | 10.0 * | 48 | L: 430 W: 200 H: 200 | – | 1200 | BLDC – Water | |
| E-Tech | 10WG | – | 10 | 13.0 * | 48 | L: 570 W: 200 H: 200 | – | 1200 | WaterBLDC – Water | |
| E-Tech | 15WG | – | 15 | 20.0 * | 72 | L: 770, W: 270, H: 270 | – | 1400 | BLDC – Water | |
| E-Tech | 20WG | – | 20 | 25.0 * | 96 | L: 770, W: 270, H: 270 | – | 1600 | BLDC – Water | |
| E-Tech | 15WGH | – | 15 | 20.0 * | 72 | L: 770, W: 270, H: 270 | – | 1000 | BLDC – Water | |
| E-Tech | 20WGH | – | 20 | 25.0 * | 96 | L: 770, W: 270, H: 270 | – | 1300 | BLDC – Water | |
| E-Tech | 25WGH | – | 25 | 33.0 * | 144 | L: 770, W: 270, H: 270 | – | 1500 | BLDC – Water | |
| E-Tech | 28WGH | – | 28 | 36.5 * | 96 | L: 880 W: 270 W: 270 | – | 1400 | BLDC – Water | |
| E-Tech | 35WGH | – | 35 | 45.5 * | 144 | L: 880 W: 270 W: 270 | – | 1600 | BLDC – Water | |
| Fischer Panda | A06-140-6-SH | – | 3.8 / 7.5 | 50 – 100 | 48 | – | 15 | 1/2 | ||
| Fischer Panda | A50-160-6-SH | – | 10 | 13 | 48 | – | 44 | 1200 | ||
| Fischer Panda | B00-150-8-SH 10 kW | – | 10 | 13 | 48 | L: 400 W: 270 H: 270 | 58 | 600 | ||
| Fischer Panda | B00-150-8-SH 20 kW | – | 20 | 25 | 48 | L: 400 W: 270 H: 270 | 58 | 1200 | ||
| Fischer Panda | B00-300-8-SH 20 kW | – | 20 | 25 | 48 | L: 560 W: 270 H: 270 | 96 | 600 | ||
| GreenStar Marine | E-10 | 3.5 | 2.1 | 10 | 24 | – | 1000 | Brushed DC – Air | √ | |
| GreenStar Marine | P-10 | 10 | 2.5 | 10 | 48 | – | 1250 | Brushless AC – Air | √ | |
| GreenStar Marine | E-20 | 5.5 | 4.2 | 20 | 24 | – | 1000 | Brushed DC – Air | √ | |
| GreenStar Marine | P-20 | 10 | 5.5 | 20 | 48 | – | 1250 | Brushless AC – Water | √ | |
| GreenStar Marine | P-35 | 30 | 11 | 35 | 48 | – | 1250 | Brushless AC – Water | √ | |
| Huracan | Thor @ 3000 RPM | 10.0 @ 3000 RPM | – | 13 | 220 | L: 543 mm W: 191mm H: 300mm | 40 | 3000 | Water | |
| Huracan | Thor @ 4000 RPM | 20.0 @ 4000 rpm | – | 25 | 220 | L: 543 mm W: 191mm H: 300mm | 40 | 4000 | Water | |
| Huracan | Thor @ 5000 RPM | 30.0 @ 5000 rpm | – | 40 | 220 | L: 543 mm W: 191mm H: 300mm | 40 | 5000 | Water | |
| Huracan | Thor @ 6000 RPM | 40.0 @ 5500 rpm | – | 52 | 220 | L: 543 mm W: 191mm H: 300mm | 40 | 6500 | Water | |
| Kräutler | WAd 2,0 AC | 2.5 | 2.0 | 3.5 * | 24 | L: 473 W: 404 H: 258 | 35 | Air | ||
| Kräutler | WAd 3,0 AC | 3.6 | 3.0 | 4.5 * | 36 | L: 473 W: 404 H: 258 | 35 | Air | ||
| Kräutler | WAd 4,3 AC | 5.1 | 4.3 | 6.5 * | 48 | — | 35 | Air | ||
| Kräutler | WAd 5,0 AC | 6.0 | 5.0 | 8.0 * | 48 | L: 528 W: 404 H: 258 | 35 | Air | ||
| Kräutler | WAd 6,0 AC | 7.2 | 6.0 | 9.5 * | 48 | L: 578 W: 404 H: 258 | 44 | Air | ||
| Kräutler | WAz 6,0 AC | 7.2 | 6.0 | 9.5 * | 48 | L: 578 W: 404 H: 258 | 44 | Air | ||
| Kräutler | WAd 8,0 AC | 9.4 | 8.0 | 12.0 * | 48 | L: 578 W: 404 H: 258 | 44 – 74 | Air | ||
| Kräutler | WAz 8,0 AC | 9.4 | 8.0 | 12.0 * | 48 | L: 578 W: 404 H: 258 | 44 – 74 | Air | ||
| Kräutler | WAd 11,0 AC | 13 | 11.0 | 17.0 * | 48 | L: 578 W: 404 H: 258 | 69 | Air | ||
| Kräutler | WAz 11,0 AC | 13 | 11.0 | 17.0 * | 48 | L: 578 W: 404 H: 258 | 69 | Air | ||
| Kräutler | WAd 15,0 AC | 17 | 15.0 | 22.0 * | 96 | – | 69 | Air | ||
| Kräutler | WAz 15,0 AC | 17 | 15.0 | 22.0 * | 96 | – | 69 | Air | ||
| Kräutler | WAd 15,0 AC | 17.7 | 15.0 | 23.0 * | 48 | – | 69 | Water | ||
| Kräutler | WAz 15,0 AC | 17.7 | 15.0 | 23.0 * | 48 | – | 69 | Water | ||
| Kräutler | WAd 18,5 AC | 21 | 18.5 | 27.0 * | 96 | – | 69 | Air | ||
| Kräutler | WAz 18,5 AC | 21 | 18.5 | 27.0 * | 96 | – | 69 | Air | ||
| Kräutler | WAd 20,0 AC | 23.1 | 20.0 | 30.0 * | 96 | – | 97 | Water | ||
| Kräutler | WAz 20,0 AC | 23.1 | 20.0 | 30.0 * | 96 | – | Water | |||
| Kräutler | WAz 25,0 AC | 28.4 | 25.0 | 37.0 * | 96 | L: 938 W: 500 H: 463 | Water | |||
| Kräutler | WAz 30,0 AC | 34.1 | 30.0 | 40.0 * | 144 | Water | ||||
| Kräutler | WAz 37,0 AC | 42.0 | 37.0 | 50.0 * | 144 | L: 670 W: 440 H: 392 | 97 | Water | ||
| Kräutler | WA 100/30 | 34.9 | 30 | 45.0 * | 100 | 76 | ||||
| Kräutler | WA 150/40 | 45.5 | 40 | 55.0 * | 150 | 87 | ||||
| Kräutler | WA 350/50 | 53.8 | 50 | 65.0 * | 350 | 73 | ||||
| Kräutler | WA 350/60 | 64 | 60 | 80.0 * | 350 | 102 | ||||
| Kräutler | WA 500/80 | 85.5 | 80 | 105.0 * | 500 | 124 | ||||
| Kräutler | WA 500/100 | 107.5 | 100 | 130.0 * | 500 | 124 | ||||
| LGM | i-16 | – | – | 16 – Continuous Power | 72 | 19 (incl. controller) | 0-6500 (Operational Speed) | |||
| LGM | i-25 | – | – | 25 – Continuous Power | 72 – 150 | 38 (incl. controller) | 0-6,500 (Operational Speed) | |||
| LGM | i-40 | – | – | 40 – Continuous Power | 130 – 450 | 39.2 (incl. controller) | 0-11,750 (Operational Speed) | |||
| LGM | i-90 | – | – | 90 – Continuous Power | 130 – 450 | 49.7 (incl. controller) | 0-10,250 (Operational Speed) | |||
| LGM | i-110 | – | – | 110 – Continuous Power | 320 – 360 | 119 (incl. controller) | 0-10,000 (Operational Speed) | |||
| LGM | i-180 | – | – | 180 – Continuous Power | 602 – 750 | 146 (incl. controller) | 0-10,000 (Operational Speed) | |||
| LGM | i-270 | – | – | 270 – Continuous Power | 300 – 750 | 246 (incl. controller) | 0-3,240 (Operational Speed) | |||
| LGM | i-330 | – | – | 330 – Continuous Power | 300 – 750 | 373 (incl. controller) | 0-3,525 (Operational Speed) | |||
| Lynch | Yellowtail | 6.0 | 2.5 | 5-10 HP | 24 | 26 (motor + controller) | 1080 | ‘Pancake’ Axial flux DC | ||
| Lynch | Marlin 5 Single | 14 | 5 | 10-20 | 48 | – | 33 (motor + controller) | 2160 | ‘Pancake’ Axial flux DC | |
| Lynch | Marlin 8 Single | 14 | 8 | 17-25 | 48 | – | 33 (motor + controller) | 2160 | ‘Pancake’ Axial flux DC | |
| Lynch | Marlin 13 Single | 26 | 13 | 35-50 | 72 | – | 35.5 (motor + controller) | 3240 | ‘Pancake’ Axial flux DC | |
| Lynch | Swordfish 16V Twin | 30 | 16 | 48 – 60 | 48 | – | 56 (motor + 2 controllers @ 14.5 ea) | 2160 | ‘Pancake’ Axial flux DC | |
| Lynch | Swordfish 26V Twin | 53 | 26 | 60 – 75 | 72 | – | 70.5 (motor + 3 controllers @ 14.5 ea.) | 3240 | ‘Pancake’ Axial flux DC | |
| Mitek | 260038 | 29 | 17 | 23-39 | 48 | L: 388 W: 370 H: 370 | 32 | 1800 – 1700 | ||
| Mitek | 260054 | 54 | 27 | 36 – 72 | 96 | L: 431 W: 370 H: 370 | 42 | 1800 – 1600 | ||
| Mitek | 260061 | 61 | 45 | 60-82 | 192 | L: 472 W: 370 H: 370 | 55 | 1900 – 1850 | ||
| Mitek | 260115 | 115 | 85 | 114 – 154 | 384 | L: 558 W: 370 H: 370 | 69 | 2200 – 2000 | ||
| Molabo | ISCAD V50 | 80 | 50 | 70 – 110 | 48 | L: 265.5 W: 254 H: 254 | — | 4350 | PM-SynRM (Permanent Magnet Synchronous Reluctance Motor) | |
| Newport Electric Boats | Newport-15 | 15 | 15 | 25 | 48 | L: 231 W: 155 H: 155 | 120 lbs | 1500 | AC Induction | |
| Newport Electric Boats | Newport-25 | 25 | 25 | 34 | 48 | L: 231 W: 155 H: 155 | 120 lbs | 1500 | AC Induction | |
| Oceanvolt | Shaftdrive 3 | – | 3.7 | 5 | 48 | – | 22 | 2400 | PMAC – Air | |
| Oceanvolt | Shaftdrive 5 | – | 5.3 | 7 | 48 | – | 28 | 2400 | PMAC – Air | |
| Oceanvolt | Shaftdrive 8 | – | 8.3 | 12 | 48 | – | 28 | 2400 | PMAC – Air | |
| Oceanvolt | Shaftdrive 10 | – | 10 | 20-30 | 48 | – | NA | NA | PMAC – Liquid | |
| Oceanvolt | Shaftdrive 20 | – | 20 | 30-60 | 48 | – | NA | NA | PMAC – Liquid | |
| Piktronik | PMSM10 | – | 10 | 13.6 | 30 | L: 431mm W: 220m H: 220mm | 45 | 1200 | PMSM 3 phase – Water | |
| Piktronik | PMSM40 | – | 40 | 54 | 144 | L: 428mm H and W: 270 | 66.5 | 2600 | PMSM 3 phase – Water | |
| Piktronik | PMSM50 | – | 50 | 68 | 150 | L: 379 – 230 | 75 | 3000 | PMSM 3 phase – Water | |
| Piktronik | PMSM60 | – | 60 | 82 | 171 | L: 379 – 231 | 75 | 3400 | PMSM 3 phase – Water | |
| Piktronik | PMSM100 | – | 100 | 136 | 249 | L: 471 – 270 | 126 | 3000 | PMSM 3 phase – Water | |
| Piktronik | PMSM125 | – | 125 | 170 | 290 | L: 565 – 396 | 126 | 3600 | PMSM 3 phase – Water | |
| Piktronik | PMSM180 | – | 180 | 245 | 307 | L: 565 – 396 | 171 | 3100 | PMSM 3 phase – Water | |
| Propel | Propel D1 | – | 10 | 20 | 48 | – | – | 1440 | ‘Pancake’ Axial flux permanent magnet AC | |
| TEMA | SPM132-1 | 19.0 @3600 RPM | 12.0 @ 1800 RPM | 16-25 | 48 – 450 | L: 275 / 342 (natural air / forced air) W: 260 H: 260 | 73 | PMAC – Air – either natural or forced air fan | ||
| TEMA | SPM132-12 | 29.0 @ 3600 RPM: | 19.0 @ 1800 RPM | 25-39 | 48 – 450 | L: 327 / 395 (natural air / forced air) W: 260 H: 260 | 93 | PMAC – Air – either natural or forced air fan | ||
| TEMA | SPM132-2 | 41.0 @ 3600 RPM | 25.0 @ 1800 RPM | 33-55 | 48 – 450 | L: 379 / 447 (natural air / forced air) W: 260 H: 260 | 110 | PMAC – Air – either natural or forced air fan | ||
| TEMA | SPM132-22 | 50.0 @ 3600 RPM | 30.0 @ 1800 RPM | 45-67 | 48 – 450 | L: 432 / 500 (natural air / forced air) W: 260 H: 260 | 130 | PMAC – Air – either natural or forced air fan | ||
| TEMA | SPM132-3 | 57.0 @ 3600 RPM) | 35.0 @ 1800 RPM | 47-76 | 48 – 450 | L: 484 / 552 (natural air / forced air) W: 260 H: 260 | 148 | PMAC – Air – either natural or forced air fan | ||
| Thoosa | Thoosa 5000 | 14.3 | 5.1 | 10-15 | 48 | — | 47.5 | 1080 | ‘Pancake’ Axial flux DC – Air | √ |
| Thoosa | Thoosa 7000HT | 18.6 | 7.4 | 17-25 | 48 | — | 37 | 1030 | ‘Pancake’ Axial flux DC – Air | √ |
| Thoosa | Thoosa 9000 | 18 | 9 | 17-25 | 48 | — | 37 | 1150 | ‘Pancake’ Axial flux DC – Air | √ |
| Thoosa | Thoosa 12000 | 24.2 | 12 | 50 | 72 | — | 44 | 1270 | ‘Pancake’ Axial flux DC – Air | √ |
| Torqeedo | Deep Blue 25i 1400 | 33 | 27.6 | 40 | 360 | L: 680 W: 512 H: 376 | 80 | 1400 | PMSM – Liquid | |
| Torqeedo | DB25i 1800 | 33 | 27.6 | 40 | – | L: 680 W: 512 H: 376 | 80 | 1800 | PMSM – Liquid | |
| Torqeedo | DB 50i 1400 | 66 | 55 | 80 | 360 | L: 680 W: 512 H: 376 | 80 | 1400 | PMSM – Liquid | |
| Torqeedo | Deep Blue 50i 1800 | 66 | 55 | 80 | 360 | L: 680 W: 512 H: 376 | 80 | 1400 | PMSM – Liquid | |
| WaterWorld | 4.0 i | – | 4 | 5.5 | 48 | L: 558 W: 225 H 221 (motor + controller in frame) | 39 (motor + controller in frame) | 1450 (max) | Asynchronous – Air | |
| WaterWorld | 7.5 i | – | 7.5 | 10 | 48 | L: 681 W: 290 H: 271 (motor + controller in frame) | 76 (motor + controller in frame) | 1350 | Asynchronous – Air | |
| WaterWorld | 10.0 i | – | 10 | 13 | 48 | L: 681 W: 290 H: 271 (motor + controller in frame) | 76 (motor + controller in frame) | 1450 | Asynchronous – Air |
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NOTE: 10 kW @2700 rpm* Note: Battery and propeller are not included in standard delivery S2-60 = Minimum 60 minutes at full rated output, at sea water temperature 30 degrees C, ambient air temperature 50 degrees C
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Yachting Monthly
- Digital edition
Electric outboard motor: we test 13 options
- Theo Stocker
- July 25, 2023
An electric outboard motor is now a viable option for dinghy propulsion. Emrhys Barrell puts the latest outboards and trolling motors to the test
The electric outboard motor has been around for many years, but they have either been too low powered or their lead acid batteries have made them too heavy to lift in and out of a small tender, so petrol outboards have remained the engine of choice.
The development of lightweight lithium batteries has changed all this, making an electric outboard motor a practical alternative to petrol – and making all electric yachts a real possibility too.
With this in mind, we tested 12 models whose all-up weight, or the weight of their individual components, did not exceed the 14-17kg of a 2.5hp petrol outboard.
See how we tested the electric outboards at the end of this article.
Best electric outboard motor
Specifications Outboard weight: 12kg Overall weight with outboard and bracket: 14.5kg Battery capacity: 1085Wh Top speed: 5kts Thrust: 30kg / 66lbs
Designed along the lines of a dinghy rudder, this Remigo outboard is incredibly easy and intuitive to use. No external cables or anything to be snagged, it clips onto a bracket pre-mounted to your tender or dinghy, in a similar way that you’d attach a dinghy rudder.
Flip down the handle, attach the magnetic kill cord and you’re good to go.
On test this outboard gave as much thrust as the ePropulsion below but out performed it in terms of maneuverability. The Remigo can be switched from forward to reverse thrust at the touch of a button.
We like the Remigo for it’s sleek simplicity. If you want a clean smart easy to carry outboard to take you from your mooring to shore or quietly meander from your anchorage to shore then this is definitely worth considering.
We especially liked the rudder effect of this outboard giving us steerage even we had turn the power completely off to coast in alongside our pontoon.
Read Fox Morgan’s review of this outboard – Remigo One Electric Outboard review
Reasons to buy
very easy to stow, innovative rudder design, lightweight, built in battery, easy to mount and dismount
Reasons to avoid
No multiple battery swap options like more conventional electric outboards
Find a dealer at Silent Yachting
Photo: Paul Wyeth
ePropolsion Spirit 1.0 EVO
Yachting Monthly’s best buy
Specifications Motor weight: 10.5kg Battery weight: 9kg Battery capacity: 1276Wh Top speed RIB: 4.5mph Top speed skiff: 6.0mph Thrust: 31kg/68lbs
The Chinese firm ePropulsion has been developing its electric outboard motor range and lithium batteries for some time. We tested the Spirit 1.0 Plus and Evo, both 1kW motors with integral batteries.
Clearly ePropulsion was influenced by Torqeedo, but there are some important differences. From the outset ePropulsion went for a direct drive motor, being quieter and avoiding gearbox problems.
The battery has a greater capacity than the original Torqeedo, and is still 30% higher than the latest version. It also floats – useful if you should drop it overboard.
Fitting the battery is a two-handed job, with the carrying handle being at the back, and latch lock at the front, which requires leaning over the transom to install it. You also cannot see the locating slots underneath, which isn’t quite so easy in a bobbing inflatable. The power cable socket is protected by a rubber cap.
You have a display, but it only shows power being consumed, voltage, and remaining runtime, which means it has larger figures, easier to read on a sunny day, but it lacks GPS speed or range.
It has the same trim settings as the Torqeedo, with a similar fiddly retaining split ring. It also has a magnetic kill cord. Three shaft lengths are available, catering for transom heights up to 61cm. The shaft is streamlined but rotates through 360º for maximum manoeuvrability and reverse.
High battery capacity Quiet 360º rotation
Limited display options
Buy it now from epropulsion
Yachting Monthly’s best in class
Specifications Motor weight: 10.5kg Battery weight: 9kg Battery capacity: 1276Wh Top speed RIB: 4.5mph Top speed skiff: 6.0mph Thrust: 68lbs Regeneration: 4 knots – 40W / 10 knots – 300W
The 1.0 EVO has the same dimensions and performance as the Spirit, but it has the options of a removable tiller, plus remote controls and steering, but the real innovation is that it offers regenerative charging while you are sailing, putting 40W at 4 knots, and 300W at 10 knots back into the battery.
You can even have a wristband remote for steering and throttle.
The ePropulsion Spirit 1.0 EVO is undeniably more expensive than it’s little sister without the regenerative charging and the cost difference is significant. If you are likely to be doing a lot of sailing and using your electric motor from ship-to-shore in relatively remote locations then the regeneration will probably be worth it. For most, though the price differential is probably a little too steep.
Regenerative charging Removable tille Remote controls
Relatively expensive
Torqeedo 1103 and Torqeedo 603
Torqeedo 603 specifications Motor weight: 11kg Battery weight: 4.2kg (floats) Battery capacity: 500Wh Top speed RIB: 4.0 mph Top speed skiff: Not tested Thrust: 44lbs
Torqeedo 1103 specifications Motor weight: 11kg Battery weight: 6kg Battery capacity: 915Wh Top speed RIB: 4.4mph Top speed skiff: 6.0mph Thrust: 68lbs
Torqeedo was the first company to commercially produce an outboard with an integral lithium battery in 2005. The earliest motors used a high-revving geared motor, which produced a characteristic whine. Following the launch of its new larger battery, Torqeedo changed to direct drive at about the same time that ePropulsion arrived on the scene.
The 1103 is 1.1kW and has a removable battery and tiller/throttle. The battery locates in slots in the powerhead and can be dropped in one-handed, with the slots clearly visible from above, which is helpful in a rocking dinghy. It then hinges back and locks in place with a separate plastic pin. The tiller locates in similar slots.
The two are then connected to the motor by a power cable and a data cable, but the latter has an 8mm plug, with five tiny pins that have to be carefully lined up, then secured with a threaded plastic collar. Neither of the sockets have caps to prevent debris or water getting into them when the cables are not connected.
The display on the tiller shows four lines of data at the same time, which makes them small to read (a phone app can be used for a large display). They include volts, battery capacity, range at a given speed, speed in kts, mph or km/h, and power consumption in watts. A magnetic kill-cord cuts the power circuits if you fall overboard.
The motor has four trim positions to allow for angled transoms, but the split ring securing the locking pin is very stiff and fiddly, especially when you have to adjust it hanging over the transom. A side-mounted lever allows the motor to be tilted horizontally. In normal use a catch prevents the motor kicking up in reverse, but this can be released with another side-mounted lever if you are in shallow water.
Long and short shaft versions are available, with the height of the transom to the top of the prop on the long shaft being 62cm. Clamps screws and fittings are stainless steel, making it suitable for salt water use, but an anode is an extra. It has forward and reverse but not 360º rotation.
Established brand with relatively long history Removable battery and tiller Lots of display options
Display hard to read
Buy the Torqeedo 603 now from Torqeedo Buy the Torqeedo 1103 now from Torqeedo
Best Trolling motors
Haswing Ultima 3
Specifications Motor weight: 11kg Battery weight: 5kg Battery capacity: 600Wh Top speed: RIB 4.0mph Top speed skiff: Not tested Thrust: 51lbs
Haswing is a new name to us, but this Chinese manufacturer now has an extensive range of motors, several of which we were able to bring along to our test.
The Ultima 3 has an integral Lithium battery and an output of 1,000W, with the ‘3’ in its name indicating the 3hp petrol outboard its makers claim it is equivalent to. The battery is 600Wh.
The battery was the easiest of all in our test to fit and remove, just sliding down a set of grooves, with contacts in the bottom removing the need for any linking cables or wires, and an easy one-handed operation.
The unit is well engineered, with stainless steel used throughout plus an anode as standard, making this suitable for use in salt water, and a spare anode and shear pin. The tiller/throttle hinges up and down for easy operation and storage. It has a streamlined aluminium leg, but rotates 360º.
A magnetic kill cord is a useful safety feature, and there are 5 LEDs showing battery capacity remaining, but this is the only instrumentation, so there is no way of gauging how much power you are using. It also meant that with no exposed power cables, we could not measure intermediate power settings.
Easy to fit battery Anode as standard for salt water usage High end materials
Limited instrumentation
Buy it now from Amazon
Motorguide Varimax 40
Specifications Motor weight: 9.1kg Battery (Sterling 60Ah) – 8kg Battery capacity: 780Wh Top speed RIB: 3.2mph Top speed skiff: 4.0mph Thrust: 28lbs
Another trolling motor, this has a claimed 40lb thrust and a variable speed electronic control. The throttle pulls forward for ahead, and pushes back for reverse then twists in the same direction for speed. A clever feature once you get used to it. Ten LEDs show the battery state.
The sliding shaft gives transom heights up to 65cm transom to prop, and 360º rotation. It also quickly tilts through 90º, with 5 positions, for shallow or weedy water.
Clamp screws and fittings are mild steel, meaning you should wash it off with freshwater after using it in the sea.
Clever throttle control Variable transom heights accomodated
Quite basic in functionality
Haswing Osapian 55
Yachting Monthly’s best budget buy
Specifications Motor weight: 9kg Battery weight: (Sterling 60Ah) 8kg Battery capacity: 780Wh Top speed RIB: 3.3mph Top speed skiff: 4.4mph Thrust: 35lbs
This is another trolling motor with a claimed 55lb thrust, but with five forward speeds and three reverse on a twist-grip throttle. Again, it is a well-engineered motor, with all fittings and clamp screws made of stainless steel, an anode behind the prop and a spare in the box.
Five LEDs show the battery state. The sliding shaft gives transom heights up to 62cm, and 10 tilt positions.
As with all click-speed throttles you have double the power at Setting 5 compared to Setting 4, and very poor range figures at intermediate speeds compared to motors with electronic throttles.
However it is an excellent value-for- money option for sailors looking for ways to power their tender for short trip
Well engineered Value for money
Poor range at medium speeds
Motorguide SW82
Specifications Motor weight: 13kg Battery weight: 16kg Battery capacity: 1,560Wh Top speed RIB: 4.0mph Top speed skiff: 5.5mph
Motorguide is a well-established US company that is part of the Mercury/Mariner group. The most powerful of the transom mount range, the 82 has a claimed thrust of 82lbs, and is a 24V unit requiring two 12V batteries in series.
It is also designed for saltwater use, with stainless steel clamp screws and fittings, and a large anode on the shaft. It has an extra long shaft, giving up to 93cm transom height to the prop, 360º rotation, and seven tilt positions There are no battery LEDs. An on/off switch under the control head is the nearest it gets to a kill switch.
Well known company Powerful Anode for salt water
No battery LEDs
Haswing Protruar 1
Specifications Motor weight: 9kg Battery weight: 8kg Battery capacity: 780Wh Top speed RIB: 3.4mph Top speed skiff: 4.5mph Thrust: 40lbs
Another Haswing requiring a separate 12V battery, this has a variable speed electronic throttle, and similar features to the Protruar 5, except no kill cord. It claims to be equivalent to a 1hp petrol motor, but in practice delivered 600W.
The sliding shaft only allows transom heights up to 40cm, but a longer shaft version is available. It has 10 tilt positions and 360º rotation.
Another well engineered unit, with stainless steel used throughout plus an anode as standard, and a spare anode and shear pin. The tiller/throttle hinges up and down for easy operation and storage.
Anode for salt water use 360º rotation
No kill chord Limited transom height range
Haswing Protruar 5
Specifications Motor weight: 14kg Battery weight: 16kg Battery capacity: 1,560Wh Top speed RIB: Not tested Top speed skiff: 6.1mph Thrust: 108lbs
Another Haswing, the Protruar 5 is the most powerful model we tested. The unit is extremely well engineered, with stainless steel used throughout for the clamp screws and fittings, plus an anode as standard, making this suitable for use in salt water. A nice touch is the spare anode and shear pin in the kit. The tiller/throttle hinges up and down for easy operation and storage.
Its 5 designation indicates its makers think it is equivalent to a 5hp petrol motor, but in reality it delivers around 2.5kW at 24V so requires two separate batteries. It has a variable electronic throttle, three battery state LEDS and a magnetic kill cord.
The shaft slides up and down, giving a maximum transom height of 62cm and 360º rotation. Ten tilt positions are quickly engaged by a squeeze lever.
The thrust was the highest of the test, making it suitable for heavy boats, but the fine pitch prop significantly reduced its efficiency at speed.
Powerful model Anode for salt water use Battery LEDs and kill chord
Needs two batteries for full power
Motorguide R3 45
Specifications Motor weight: 9.5kg Battery weight: (Sterling 60Ah) 8kg Battery capacity: 780Wh Top speed RIB: not tested Top speed skiff: 4.1mph
This trolling motor has a claimed thrust of 45lbs and five forward speeds. The sliding shaft gives transom heights up to 65cm and 360º rotation, with seven tilt positions. Clamp screws and fittings are mild steel, so should be washed after saltwater use.
The click-speed throttle gives non-linear power gaps, with Speed Setting 5 being double the power of Setting 4. This throttle arrangement results in poor range figures at medium speeds compared to motors with electronic throttles, but it keeps the price down.
360º rotation Plenty of transom height range
Minn Kota Endura Max 55
Specifications Motor weight: 9.5kg Battery weight: (Sterling 60Ah) 8kg Battery capacity: 780Wh Top speed skiff: 4.6mph
Minn Kota is one of the oldest makers of trolling motors. The Max 55 has a claimed 55lb thrust, with a variable speed electronic twist-grip throttle.
Clamp screws and fittings are mild steel, making it best suited for freshwater, though you can use it in the sea if you wash it off afterwards.
It has a fine pitch prop like all trolling motors, which gives a good static thrust, but efficiency, and hence range, falls off at higher speeds, though the electronic Maximiser throttle helps to offset this.
Electronic maximiser throttle helps offset range issues
Big range drop off at high speeds Needs washing after salt water usage
Buy it now from MinnKota
How we tested the electric outboard motors
We took a selection of electric outboard motor units available on the market, and tested them in two situations, firstly on a Frib 275 folding RIB on the Lymington River to reproduce the situation of getting out to your boat in the tender. We then put them on a 4m skiff on the Thames, to see how they perform at higher speeds on a boat with a smoother underwater form and longer waterline on sheltered waters.
Speed: We measured speed using a handheld GPS, and electricity consumed using a clamp ammeter or the motor’s inbuilt power display. We converted these to the range you would achieve, either for a given power, or the full power of the motor’s battery.
Thrust: We measured static thrust using a spring balance. This is a somewhat crude test, as it measures the pulling power of a motor in a static boat, and therefore doesn’t allow the propeller pitch to work at its designed speed.
Function: We checked the stated weights of each of the motors and made a qualitative survey of their main features when used as a dinghy outboard.
We tested the trolling motors with a 60Ah lithium battery from Sterling Power, which cost £360, though you can use a heavier lead acid battery costing around £120 for a good quality AGM or gel. Don’t bother with leisure batteries, which will fail after 4 to 5 trips. You will need a good quality Lithium charger, which will add on £100 or more.
We haven’t included charging in this test, as this is dependent on the charger you are using, whether you are charging from 240V or 12V on board, and whether the power source is mains, a generator, alternator or solar. It’s worth noting that you will rarely be recharging from flat, and will rather be aiming to top up batteries after each use.
Trolling motor or electric outboard motor?
The options today are trolling motors with separate batteries – so called because they were mainly used as auxiliary slow-speed power for anglers, and integral-battery motors built for dinghy propulsion. These are the options a sailor will be looking at when thinking about changing to an electric outboard.
Trolling motors are still popular for low-speed applications, as they are simple and cheap, but they do need a separate 12V battery.
The integral battery motors are sophisticated units designed to give you more speed and greater range for a given power in a small boat, though for any 3-4m boat, the hull speed will limit how fast you can realistically go with any motor unless you start planing.
An electric outboard motor with an integral battery will often include displays showing speed, range at a given speed, and percentage of battery capacity remaining, but these features come with a higher price tag.
The trolling motors and integral battery models in our test were similar in weight and both come in at around the same total weight as a 2.5hp petrol engine.
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4 Best Electric Outboard Motors
Last Updated by
Daniel Wade
June 15, 2022
Taking a small dinghy with an electric outboard motor on your sailboat can provide a means of quick and reliable transportation.
While electric outboard motors can have difficulty moving full-size sailboats around, they are more than powerful enough to get a small dinghy going fast. While trolling motors are only good for slow speeds, an electric outboard motor can get a boat going fast as long as the boat is small enough.
Electric outboard motors can be a better choice than gas motors. As well as being powerful enough, they are lighter, more compact, and more reliable. You can count on motors from ePropulsion and Torquedo to last for a while.
If your sailboat is large enough, you should always take a dinghy with you. As well as being a potential lifesaver in an emergency, a dinghy is useful any time you need to drop anchor and make it to shore. A dinghy with a motor is cheap compared to a sailboat, so a sailor should always have a dinghy with them.
Table of contents
How fast can you go with an electric outboard motor?
If you are running a powerful motor on a small boat at full speed, you might be able to do 15 knots or better. Usually, you won't go that fast when you are in a dinghy and running an electric motor.
If you want to make it as far as possible, you will run the motor on much less than full power. Fifteen knots is what you might get if you are running a powerful 6000 watt motor on a small boat. Normal speeds are slower - you might move at less than five knots if you want to travel as many miles as possible before the battery dies.
How far can you make it in a dinghy with an electric motor?
Something like 20 miles is a rough, ballpark figure, although with some motors, you might be able to make it 70 miles at a slow speed. Don't take any risks when it comes to whether or not your battery will run out in the middle of the sea. Be on the safe side.
You will do much better if you run your motor at a slower speed. If you run your motor as fast as possible, you might make it only a fraction of the maximum distance before your battery runs out. Distances high above 20 miles are sometimes possible if you go slow, although it depends on the boat and the motor.
How is power measured for electric motors?
The power of an electric motor is usually measured in watts, not horsepower. Sometimes the power of an electric motor is given in horsepower, but usually in watts.
Boat motors vary greatly in how powerful they are. A motor that is only 10hp, 5hp, or 3hp is common even though outboard motors can be 20hp or more.
Usually, you can go more like 5 knots than 15 knots with an electric or gas motor. To go 15 knots, you might need something like a 100hp motor - this is too expensive and not what people are likely to put on a small dinghy.
What are the advantages of gas motors?
In the long run, electric motors can save you money because it costs less to keep them running. After the first few years, electric motors are the cheaper choice.
The maintenance cost per hour of use is much higher for petrol motors. After only a few hundred hours of use, a petrol motor's cost will exceed the cost of an electric motor.
One disadvantage of electric motors is that they run on batteries, which take time to charge. You will have to charge your batteries overnight, compared to quickly refueling a gas engine.
One way out of this problem is to use a solar charger. With a solar charger, you can charge your batteries anywhere as long as the sun is out.
Electric outboard motor advantages
As well as being effectively cheaper than gas motors, electric motors are much quieter. Compared to a gas engine, an electric motor is almost silent. You will hear almost nothing and will not scare fish away.
Electric motors are also much cleaner to deal with than gas motors. If you use an electric motor, you won't have to deal with engine grease. You can get engine grease on your boat and not just on your hands and clothes with a gas motor.
Gas motors also have exhaust fumes, so an electric motor is better for your health. Electric motors are also simpler than gas motors, so you won't have to repair them as often.
Is it possible to buy high powered electric outboard motors?
Yes, you can find an electric motor with a power equivalent to an 80 horsepower gas engine. Not many people put such powerful motors on their dinghies, though. Dinghies mostly have weaker motors, often less than five horsepower.
Is it easy to break a propeller if you hit something?
You can definitely do expensive damage to a propeller if it hits a rock. A small bump won't damage it - most propellers are made well and are reasonably durable. If your motor does not come with a propeller guard, you should buy one separately.
Are 3hp motors good enough for many boats, or are they too weak for most purposes?
If you are using a small dinghy that weighs less than two tons, and do not intend to go very fast, a 3hp motor is good enough. You can go much faster than trolling speed with only a 3hp motor if your craft is small enough. For a small sailboat that weighs more like six tons than one or two tons, a 10hp motor may be enough.
Best electric outboard motors
Make sure you buy a high-quality motor because these are not tiny investments. You can lose more than a little money if you buy a shoddy product that does not have a good warranty. Put a bit of time into verifying the reliability of whatever you purchase.
1) ePropulsion Spirit 1.0 Plus
If you are fine with a fairly weak 3HP motor, the Spirit 1.0 Plus is a great product with few disadvantages. The Spirit 1.0 Plus from ePropulsion is built to last, uses power efficiently, and doesn't cost a fortune.
At full speed, the Spirit will only last for about 90 minutes on a single battery. With a 12 foot boat, you can go about 9 km/h - not bad for a relatively low power engine. You also do not need to run the boat on full power to approach your boat's maximum speed.
If you run the Spirit on 1/4 power, you can keep it going for 6 or 8 hours. Batteries are fairly heavy, but you can keep the motor running for a long time if you bring extra batteries. The motor can save you in a dangerous situation and is great for non-emergency uses as well.
Another advantage of the Spirit is that the battery floats, so it won't sink if you drop it in the water. The Spirit is also light, even with the powerful battery it comes with. The digital display that shows how much battery power you have left is accurate.
Like other electric boat motors, the Spirit is more environmentally friendly and healthier than a gas engine. Gas engines have fuel leakage and fumes; an electric motor avoids these problems. The Spirit even comes with a 180W solar panel to charge it, although this is not the only or the fastest way of charging the battery.
The motor even has a remote control, so you can steer it and adjust the speed with a console. If the Spirit has a disadvantage, it is that the range on a single battery is unimpressive. You can make it a little more than 20 miles, but many other electric motors let you go farther on a single battery.
2) ePropulsion Navy 6.0
If you are looking for something longer lasting than and more powerful than the Spirit 1.0 Plus, ePropulsion also offers the more powerful Navy 6.0 . The Navy 6.0 is equivalent to a 10Hp engine, so it won't struggle to move a relatively big boat.
The range on the Navy 6.0 is impressive. The battery is powerful enough that you can travel 40 miles before having to recharge. If you want to bring more than one battery, the Navy 6.0 can be compatible with other companies' batteries.
The Navy 6.0 also has a propeller that will stop immediately if it hits anything. This can save your engine from damage if the propeller hits a rock or anything else. There is also an emergency stop kill switch to
The Navy 6.0 works just as well in freshwater as in saltwater. It is advantageous to have an electric motor on a lake because there are laws against gas motors in some lakes.
3) Torquedo Travel 1003
One thing that makes the Torquedo Travel stand out is its onboard GPS computer, which can calculate how far you can travel before the battery runs out. The computer will continuously update how far you can travel based on how much battery power is left, how fast you are going, and how much power you are using.
While the Torquedo Travel can run for 10 or 11 hours on a full charge, it can only move a small boat at 1.5 or 2 knots for that long. If you run the engine at half throttle, it will last for 3.5 hours at 3 knots. If you travel faster, the battery runs out very fast - it will only last half an hour at 5 knots.
If you want a solar charger for the motor, you can buy it separately from the company. It is costly, but the solar panels do work well and give you a way to charge the battery at sea.
The Torquedo Travel is also a small and light motor that does not take up much room. Without the battery, it weighs only 8.9 kilograms. You can easily remove and store the engine.
Another useful feature is the kill switch that allows you to stop the motor immediately in an emergency. You can also use the engine/battery as a power source for electronics through a USB.
The Torquedo is a reliable engine backed by a two-year warranty. It is equivalent only to a 3HP engine, so it is not powerful enough for everyone.
4) Torquedo Cruise 4.0 T
The Torquedo Cruise is the best choice if you want a more powerful alternative to the Torquedo Travel. The Torquedo Cruise electric outboard motor is equivalent to an 8HP gas engine. If you need a motor for a boat that weighs three or four tons instead of one or two tons, get the Cruise instead of the Travel.
The Torquedo Cruise will stay completely waterproof for a long time and not develop small leaks quickly. Small leaks can ruin some of the cheaper engines on the market. The Torquedo Cruise is also very corrosion resistant, so you can use it in saltwater for a long time without damage.
The Torquedo Cruise has the same onboard GPS computer, emergency off switch, and two-year warranty as the Torquedo Travel does. The only disadvantage compared to the Torquedo Travel is the higher price. Not everyone needs a more powerful motor, but it is an excellent engine if you do.
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I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.
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Electric outboard motors seem to be springing up all over the place right now. We round up 11 of the best electric outboards on the market…
Electric outboard motors are nothing new, after all the humble electric trolling motor has been around for decades, but in the past couple of years a new breed of more powerful units has emerged.
Capable of powering everything from a tender to a 50-knot sportsboat, this new generation of electric outboard motors will surely play a big role in the growing trend towards all- electric boats .
We’ve rounded up 11 of the best options available on the market right now to help you track down the right one for cutting down your boat’s carbon footprint.
Compact electric outboard motors for your tender
Torqeedo 603 Travel
Weight: 15.5kg Power: 600W / 0.8hp Battery: 500Wh Range: 11nm Price: £1,499
Torqeedo has been making electric outboard motors for quite a while now, and their latest offering slots into the travel range of electric outboards between the 503 (1.5hp) and the 1103C (3hp).
All the usual Torqeedo refinements are present and correct. IP67 rated as totally waterproof, the 603 Travel has a magnetic kill cord and an onboard computer providing instant readouts of operating range at current RPM and battery-charge status displayed on the tiller arm.
You can link it to an Apple or Android app and gain even more information including a map-based range indicator.
Read more about the Torqeedo 603 Travel
Mercury Avator 7.5e
Weight: 27.1kg Power: 750W / 1hp Battery: 1kWh Range: 34nm Price: $1,500
Announced in early 2022 and launched less than a year later, the Mercury Avator 7.5e is the first electric unit from the world’s biggest builder of outboard engines .
The whole top plate hinges up to reveal the battery, which can be quickly removed from your electric boat or replaced for convenient charging.
It’s by no means the lightest electric outboard motor on the market, but its claimed range at 25% throttle is very impressive – we look forward to putting one to the test.
Not resting on its laurels, Mercury launched the Avator 20e and 35e this summer as well. These units are no bigger than the 7.5e, but need wiring in to an on-board battery bank.
Read more about the Mercury Avator 7.5e
Read more about the Mercury Avator 20e and 35e
Weight: 14.5kg (inc. bracket) Power: 1kW / 3hp Battery: 1,085 Wh Range: 14nm Price: £2,185
The idea behind the Remigo One electric outboard makes perfect sense; rather than mounting the battery on top of the shaft, like the engine on an old-school petrol outboard, the Slovenian company has integrated it into the shaft and shaped it like a rudder to minimise drag and maximise steering effect.
It is backed by a 2-year warranty and has a magnetic key/kill cord. There are some other neat ideas too. The rudder casing is waterproof to IP67 above the water and IP69 below the water so it will survive a dunking, and it’s held in place by a clamp mechanism that allows you to adjust the shaft length to suit your boat with the aid of an allen key.
The transom bracket is separate to the motor so you can leave the bracket attached to the boat and simply slot the motor on and off. The tiller also folds and locks parallel to the blade so you can use it as a perfectly balanced carry handle.
Watch our test drive video of the Remigo One electric outboard
The Kicker is exceptionally light and surprisingly powerful
Thrustme Kicker
Weight: 4.4kg Power: 1kW / 3hp Battery: 259kWh Range: 5nm Price: £1,250
If it’s light weight and value that you prioritise over cruising range, then this Norwegian option is hard to beat.
Launched in 2021, the Kicker boasts enough range and grunt to get one person from ship to shore and back again in calm conditions, as editor Hugo proved in a week-long test.
The only downside is that the battery isn’t removable, which can make charging a little more difficult.
Read more about the Thrustme Kicker
Weight: 15kg Power: 1kW / 3hp Battery: 740Wh Range: Up to 1hr Price: €2,850
A brand new option from France, the TEMO-1000 doesn’t look anything like a traditional outboard motor.
The design doesn’t have any rectangular box on top, just a rudder-shaped shaft with an electric motor at the bottom and a long slim battery that simply slides down into it, connecting automatically to your electric boat without having to plug wires into it.
The tiller arm does the same, meaning it disappears completely when not in use and yet it is never detached and therefore never mislaid.
Read more about the TEMO-1000
Haswing Ultima 3
Weight: 16kg Power: 1kW / 3hp Battery: 1.03kWh Range: 18nm Price: £1,570
A top-of-the-range option from trolling motor stalwarts Haswing, the Ultimate 3 is suitable for boats up to 7m long.
The brushless DC motor produces 3hp (claimed to be equivalent to a 4hp petrol outboard motor), and it’s available in short and long shaft versions as well as the standard length.
Not only is the detachable battery unusually light at 5kg (lightest in class, according to the manufacturer), it also connects to the engine in a single simple operation without the need for connecting cables or other fiddly parts – no bad thing when you’re bobbing about in a tender!
Read more about the Haswing Ultima 3
ePropulsion Spirit 1.0 Plus
Weight: 19.3kg Power: 1kW / 3hp Battery: 1,276Wh Range: 22nm Price: £1,600
The original Spirit 1.0 has actually been in production for six years with over 10,000 units built. Featuring a 1,000W brushless motor, this electric outboard motor is claimed to be equivalent to a 3hp petrol engine, ideal for tender duties or small to medium sized dinghies.
This Plus version, launched in 2020, is the same weight, size and power – the big gain is where it’s needed most, run time. It has been achieved by upgrading the battery from 1,018Wh to 1,276Wh.
At the same time, the power cord has been upgraded for durability and reliability, and the voltage has been changed from 40.7V to 48V, making it compatible with an external 48V battery. The battery will even float if dropped overboard!
Read more about the ePropulsion Spirit 1.0 Plus
Most powerful electric outboard motors for day boats
Yamaha Harmo
Weight: 55kg Power: 3.7kW / 9.9hp Battery: Sold separately Range: Depends on battery Price: £TBC
Announced in 2022 and tested on a 12m Venmar water taxi, the Yamaha Harmo electric boat drivetrain may be a rather modestly powered 3.7kW motor, equivalent to a 9.9hp petrol engine, but it is being seen as a major statement of intent from the Japanese brand synonymous with big, powerful four-stroke outboards.
Intriguingly, the Harmo is neither an outboard engine nor a sterndrive but a new propulsion package that borrows ideas from both camps.
It is mounted on the transom just above the waterline much like a sterndrive leg, but in keeping with the outboard engine ethos it’s an entirely self-contained unit that includes the motor and steering mechanism.
Read more about the Yamaha Harmo electric rim drive
RAD Propulsion RAD40
Weight: 100kg Power: 40kW / 55hp Battery: 20-60kWh Range: 100nm Price: £28,000 (ex. battery)
The RAD40 drive from British start-up RAD Propulsion appears to be far more than just a conventional outboard leg with an electric motor bolted on top.
Every single element of it has been designed from the ground up to maximise the benefits of electric power. The result is a brand new drive system that is not only much cleaner, quieter and more efficient than a petrol outboard engine but also smaller, lighter, cheaper to maintain and even more manoeuvrable.
In its current 40kW guise (equivalent to around 55hp) it’s powerful enough to propel everything from a 25-knot planing RIB to a 10-knot displacement craft but with a larger 160hp RAD120 as well as a portable tiller steered RAD2 already in development, it’s clear that RAD Propulsion has its eyes set on a much wider market.
Read more about the RAD Propulsion RAD40 electric outboard
E-Motion 180E
Weight: 580kg Power: 110kW / 180hp Battery: 70kWh Range: 70nm Price: $78,990
Launched in 2021 by Canadian firm Vision Marine Technologies, the E-Motion 180E looks like a genuine alternative to the 150-200hp petrol outboard motors that power the vast majority of 18-25ft sportsboats and RIBs.
The outboard engine itself weighs around 180kg, compared to 216kg for a 200hp V6 Mercury Verado, but that relatively modest saving pales into comparison next to the 400kg weight of the 70kWh battery pack.
Admittedly, a fair chunk of that will be offset by the lack of fuel tank and starter batteries, but unlike a petrol boat, the battery pack’s weight stays constant whether full or close to empty.
Read more about the E-Motion 180E
The Evoy Storm looks, feels and goes like a well-matched petrol outboard engine
Weight: 350kg Power: 222kW / 300hp Battery: 2x 63kWh Range: 25nm Price: €144,700
Although currently still in development, the Evoy Storm is a working prototype that has already been fitted to a number of partner brands’ boats, including an Iguana amphibious craft and an Axopar 25 that we tested at last year’s Cannes Yachting Festival .
Despite a 450kg weight penalty over a fully fuelled petrol boat, and five passengers, we still recorded a top speed of over 50 knots – vastly quicker than any other electric boat we’ve tested and not far off the world speed record for a production electric boat of 57.7 knots (held by a Goldfish X9 powered by a 400hp Evoy inboard).
The anticipated price for this electric Axopar 25 is €185,000 (ex tax), which looks pretty good value given that the price of the motor alone is €74,900 plus another €69,800 for the batteries. Whether Axopar can maintain, or even reduce, that price once the Evoy Storm enters production in 2024 remains to be seen.
Read more about the Evoy Storm
Tip of the iceberg
If this seems like a lot of choice, there are even more options coming down the pipeline in 2024. MBY understands that several major outboard manufacturers are planning on entering the electric outboard market, so watch this space…
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Sports boats set out on a voyage to electrify the waters in the same way Tesla electrified the roads
by Michael Liedtke
Grant Jeide looked like another dude riding the rollicking waves left in the wake of a 23-foot (7-meter) boat ripping through the water at speeds of up to 40 miles per hour on a river in Northern California's Delta earlier this summer.
But Jeide was performing his aquatic acrobatics behind a different breed of boat—one powered by electricity instead of gasoline. Unencumbered by the din and acrid smell of a combustion engine, the boat's passengers could chat with Jeide as he surfed behind them while they savored the afternoon breeze wafting along the river.
"It's like a playground back there, you feel like you could just ride all day," exclaimed Jeide, part of the sales team at Arc Boats, a 3-year-old startup embarking on a voyage to electrify the waters in the same way that Tesla has already led the charge to electrify the roads.
As Tesla did with its first car 16 years ago, Arc Boats is starting with luxurious vessels likely to appeal to a small and affluent audience that isn't reluctant to spend large sums of money to own the latest advances in technology.
They're people like Jonathan Coon, a self-proclaimed geek who got rich after starting 1-800 Contacts in his college dorm room back in the 1990s and can afford to splurge on the sleek, high-powered vessels that Arc Boats is designing and building.
After spending more than $300,000 on a luxury cruiser called Arc One a couple of years ago, Coon is forking over another $258,000 price to become the first customer in line to get Arc Sport—a model made for popular aquatic pastimes such as wakeboarding and water skiing.
It's something that Coon wouldn't have considered buying just a few years ago after renting gas-powered boats and riding on the gas-powered boats of friends and hearing about all the hassles that went into maintaining them, along with the cost to fuel up vessels that usually only get a few miles per gallon.
"My view on boats had always been that the best kind of boat is someone else's boat because they can be such nightmares," Coon, 54, said during an interview from Austin, Texas, where he is overseeing the development of a lakeside community. "But that's not the case now. These guys just nailed every little detail on an electric boat that's just fun to use."
Arc Boats CEO Mitch Lee is a long-time nerd, too. He grew up in San Jose, California—the cradle of Silicon Valley—where he began trading in currency exchanges when he was just 8 years old. After moving on to Northwestern University to study mechanical engineering , Lee created a personal finance app called Penny that he sold in 2018 to Credit Karma, which is now owned by Intuit.
That deal helped provide Lee with the money to start Arc Boats in Southern California with Ryan Cook, a friend he met at Northwestern. Electrifying boats has been in the back of Lee's mind since Tesla rolled out its first car—the Roadster—in 2008 and started to wonder if the technology would eventually work on the boats he grew to love as the son of parents who loved to water skiing.
The success of Tesla's expanding line-up of vehicles along with electric cars made by other automakers finally created a supply chain of batteries and other parts needed to electrify boats, too. Arc Boats, founded in 2021, now employs more than 100 employees, including former engineers who worked for Elon Musk at two of his breakthrough companies—Tesla and rocket ship maker SpaceX.
After selling only a handful of the Arc One luxury cruisers, Lee has foresees being able to ramp up production to sell hundreds of the Arc Sport model across the country annually.
Besides its home state of California, Arc Boats is targeting other water-loving hot spots such as Texas, Idaho, Minnesota, Michigan and other parts of the U.S. with lots of lakes and people who want to have fun on them. The first Arc Sport is supposed to be delivered to Coon before the end of this year.
"There's a lot of enthusiasm for a product like this, because it solves all these core pain points that gas boat owners have today," Lee, 35, said while piloting an Arc Sport on the San Joaquin River near Bethel Island, California. "It's quieter. It's far more reliable. It's way cheaper to operate. You're not inhaling fumes off of the back of the boat. And we're doing an interview on a boat here all you hear is the sound of the water."
Those same selling points are being made by a wide range of other boat makers trying to shift away gas-combustion engines that can easily cost their owners $300 to $600 to fill up their tanks to spend a day traversing a lake or river. Some, like Sweden's Candela and another California startup, Navier, are selling electric-powered hydrofoil speedboats that probably wouldn't work as well for water skiing or wakeboarding.
A variety of other electric boats, in a range of different styles, are being made by a list of others, including Vision Marine, Ingenity, RS Electric, Duffy Boats and Rand Boats.
Compared to electric cars, the market for electric boats is a drop in the bucket. Worldwide sales of electric boats stood at just $5 billion in 2021, and even with steady double-digit annual growth, are only projected to reach roughly $17 billion by 2031, according to Allied Market Research. In contrast, global sales of electric automobiles surpassed $250 billion last year.
Lee is trying to steer Arc Boats in the same direction that Tesla followed after barely making a dent in the auto market during its formative years making electric cars . Just like Tesla's vehicles, the Arc Sport will be equipped with a variety of technology that will make the boat akin to a floating computer.
The boat comes with display screens, sensors, wifi, a hydraulic system for raising and lowering the roof, a 226-kilowatt battery and software that can be updated over the air. Lee envisions those software updates making it possible to provide people who own the Arc Sport with upgrades as the technology improves and potentially makes it possible for the boat to autonomously dock.
The Arc Sport's hefty price tag is also an echo of the Tesla Roadster, which sold for $80,000 to $125,000. Now Tesla sells sedans in the $40,000 range, with ambitions to lower the price even more.
"Over time, we expect our technology to get less expensive," Lee said of the Arc Sport as he prepared to show off the boat's 500-horsepower motor. "There are a lot of tailwinds here."
© 2024 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed without permission.
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Sports boats set out on a voyage to electrify the waters in the same way Tesla electrified the roads
Electrifying boats.
AFLOAT THE SAN JOAQUIN RIVER (AP) — Grant Jeide looked like another dude riding the rollicking waves left in the wake of a 23-foot (7-meter) boat ripping through the water at speeds of up to 40 miles per hour on a river in Northern California's Delta earlier this summer.
But Jeide was performing his aquatic acrobatics behind a different breed of boat — one powered by electricity instead of gasoline. Unencumbered by the din and acrid smell of a combustion engine, the boat's passengers could chat with Jeide as he surfed behind them while they savored the afternoon breeze wafting along the river.
“It's like a playground back there, you feel like you could just ride all day,” exclaimed Jeide, part of the sales team at Arc Boats, a 3-year-old startup embarking on a voyage to electrify the waters in the same way that Tesla led the charge to electrify the roads .
As Tesla did with its first car 16 years ago, Arc Boats is starting with luxurious vessels likely to appeal to a small and affluent audience that isn't reluctant to spend large sums of money to own the latest advances in technology.
They're people like Jonathan Coon, a self-proclaimed geek who got rich after starting 1-800 Contacts in his college dorm room back in the 1990s and can afford to splurge on the sleek, high-powered vessels that Arc Boats is designing and building.
After spending more than $300,000 on a luxury cruiser called Arc One a couple of years ago, Coon is forking over another $258,000 to become the first customer in line to get Arc Sport — a model made for popular aquatic pastimes such as wakeboarding and water skiing.
It's something that Coon wouldn't have considered buying just a few years ago after renting gas-powered boats and riding on the gas-powered boats of friends and hearing about all the hassles that went into maintaining them, along with the cost to fuel up vessels that usually only get a few miles per gallon.
“My view on boats had always been that the best kind of boat is someone else's boat because they can be such nightmares,” Coon, 54, said during an interview from Austin, Texas, where he is overseeing the development of a lakeside community. “But that's not the case now. These guys just nailed every little detail on an electric boat that's just fun to use.”
Arc Boats CEO Mitch Lee is a long-time nerd, too. He grew up in San Jose, California — the cradle of Silicon Valley — where he began trading in currency exchanges when he was just 8 years old. After moving on to Northwestern University to study mechanical engineering, Lee created a personal finance app called Penny that he sold in 2018 to Credit Karma, which is now owned by Intuit.
That deal helped provide Lee with the money to start Arc Boats in Southern California with Ryan Cook, a friend he met at Northwestern. Electrifying boats has been in the back of Lee's mind since Tesla rolled out its first car — the Roadster — in 2008 and he wondered if the technology would eventually work on the boats he grew to love as the son of parents who loved to water ski.
The success of Tesla's expanding line-up of vehicles and the electric cars made by other automakers finally created a supply chain of batteries and other parts needed to electrify boats, too. Arc Boats, founded in 2021, now employs more than 100 employees, including former engineers who worked for Elon Musk at two of his breakthrough companies — Tesla and rocket ship maker SpaceX .
After selling only a handful of the Arc One luxury cruisers, Lee foresees being able to ramp up production to sell hundreds of the Arc Sport model across the U.S. annually.
Besides its home state of California, Arc Boats is targeting other water-loving hot spots such as Texas, Idaho, Minnesota, Michigan and other parts of the country with lots of lakes and people who want to have fun on them. The first Arc Sport is supposed to be delivered to Coon before the end of this year.
“There’s a lot of enthusiasm for a product like this, because it solves all these core pain points that gas boat owners have today,” Lee, 35, said while piloting an Arc Sport on the San Joaquin River near Bethel Island, California. “It’s quieter. It’s far more reliable. It’s way cheaper to operate. You’re not inhaling fumes off of the back of the boat. And we’re doing an interview on a boat where all you hear is the sound of the water.”
A wide range of other boat makers trying to shift away from gas-combustion engines and fuel tanks that can easily cost $300 to $600 to fill for a day traversing a lake or river are making similar arguments. Some, like Sweden's Candela and another California startup, Navier, are selling electric-powered hydrofoil speedboats that probably wouldn't work as well for water skiing or wakeboarding.
A variety of other electric boats, in a range of different styles, are being made by a list of others, including Vision Marine, Ingenity, RS Electric, Duffy Boats and Rand Boats.
Compared to electric cars, the market for electric boats is a drop in the bucket. Worldwide sales of electric boats stood at just $5 billion in 2021, and even with steady double-digit annual growth, are only projected to reach roughly $17 billion by 2031, according to Allied Market Research. In contrast, global sales of electric automobiles surpassed $250 billion last year.
Lee is trying to steer Arc Boats in the same direction that Tesla followed after barely making a dent in the auto market during its formative years. Just like Tesla's vehicles, the Arc Sport will be equipped with a variety of technology that will make the boat akin to a floating computer.
The boat comes with display screens, sensors, Wifi, a hydraulic system for raising and lowering the roof, a 226-kilowatt battery and software that can be updated over the air. Lee envisions those software updates making it possible to provide people who own the Arc Sport with upgrades as the technology improves and potentially makes it possible for the boat to autonomously dock.
The Arc Sport's hefty price tag is also an echo of the Tesla Roadster, which sold for $80,000 to $125,000. Now Tesla sells sedans in the $40,000 range, with ambitions to lower the price even more.
“Over time, we expect our technology to get less expensive,” Lee said of the Arc Sport as he prepared to show off the boat's 500-horsepower motor. “There are a lot of tailwinds here.”
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| Horsepower | 1 |
| Insulation Class | Class F |
| Mounting Type | Rigid Base |
| Phase | Single-Phase |
| Product Name | Boat Lift Motor, 1 HP, 1800 RPM, 115/230V, 56 Frame, Rigid Base |
| RPM | 1800 |
| Service Factor | 1.15 |
| Voltage | 115/230 |
Sports boats set out on a voyage to electrify the waters in the same way Tesla electrified the roads
A 23-foot (7-meter) boat hurtling along a Northern California river at speeds of up to 40 miles per hour looked like other vessels but didn't have the familiar roar
AFLOAT THE SAN JOAQUIN RIVER -- Grant Jeide looked like another dude riding the rollicking waves left in the wake of a 23-foot (7-meter) boat ripping through the water at speeds of up to 40 miles per hour on a river in Northern California's Delta earlier this summer.
But Jeide was performing his aquatic acrobatics behind a different breed of boat — one powered by electricity instead of gasoline. Unencumbered by the din and acrid smell of a combustion engine, the boat's passengers could chat with Jeide as he surfed behind them while they savored the afternoon breeze wafting along the river.
“It's like a playground back there, you feel like you could just ride all day,” exclaimed Jeide, part of the sales team at Arc Boats, a 3-year-old startup embarking on a voyage to electrify the waters in the same way that Tesla led the charge to electrify the roads .
As Tesla did with its first car 16 years ago, Arc Boats is starting with luxurious vessels likely to appeal to a small and affluent audience that isn't reluctant to spend large sums of money to own the latest advances in technology.
They're people like Jonathan Coon, a self-proclaimed geek who got rich after starting 1-800 Contacts in his college dorm room back in the 1990s and can afford to splurge on the sleek, high-powered vessels that Arc Boats is designing and building.
After spending more than $300,000 on a luxury cruiser called Arc One a couple of years ago, Coon is forking over another $258,000 to become the first customer in line to get Arc Sport — a model made for popular aquatic pastimes such as wakeboarding and water skiing.
It's something that Coon wouldn't have considered buying just a few years ago after renting gas-powered boats and riding on the gas-powered boats of friends and hearing about all the hassles that went into maintaining them, along with the cost to fuel up vessels that usually only get a few miles per gallon.
“My view on boats had always been that the best kind of boat is someone else's boat because they can be such nightmares,” Coon, 54, said during an interview from Austin, Texas, where he is overseeing the development of a lakeside community. “But that's not the case now. These guys just nailed every little detail on an electric boat that's just fun to use.”
Arc Boats CEO Mitch Lee is a long-time nerd, too. He grew up in San Jose, California — the cradle of Silicon Valley — where he began trading in currency exchanges when he was just 8 years old. After moving on to Northwestern University to study mechanical engineering, Lee created a personal finance app called Penny that he sold in 2018 to Credit Karma, which is now owned by Intuit.
That deal helped provide Lee with the money to start Arc Boats in Southern California with Ryan Cook, a friend he met at Northwestern. Electrifying boats has been in the back of Lee's mind since Tesla rolled out its first car — the Roadster — in 2008 and he wondered if the technology would eventually work on the boats he grew to love as the son of parents who loved to water ski.
The success of Tesla's expanding line-up of vehicles and the electric cars made by other automakers finally created a supply chain of batteries and other parts needed to electrify boats, too. Arc Boats, founded in 2021, now employs more than 100 employees, including former engineers who worked for Elon Musk at two of his breakthrough companies — Tesla and rocket ship maker SpaceX .
After selling only a handful of the Arc One luxury cruisers, Lee foresees being able to ramp up production to sell hundreds of the Arc Sport model across the U.S. annually.
Besides its home state of California, Arc Boats is targeting other water-loving hot spots such as Texas, Idaho, Minnesota, Michigan and other parts of the country with lots of lakes and people who want to have fun on them. The first Arc Sport is supposed to be delivered to Coon before the end of this year.
“There’s a lot of enthusiasm for a product like this, because it solves all these core pain points that gas boat owners have today,” Lee, 35, said while piloting an Arc Sport on the San Joaquin River near Bethel Island, California. “It’s quieter. It’s far more reliable. It’s way cheaper to operate. You’re not inhaling fumes off of the back of the boat. And we’re doing an interview on a boat where all you hear is the sound of the water.”
A wide range of other boat makers trying to shift away from gas-combustion engines and fuel tanks that can easily cost $300 to $600 to fill for a day traversing a lake or river are making similar arguments. Some, like Sweden's Candela and another California startup, Navier, are selling electric-powered hydrofoil speedboats that probably wouldn't work as well for water skiing or wakeboarding.
A variety of other electric boats, in a range of different styles, are being made by a list of others, including Vision Marine, Ingenity, RS Electric, Duffy Boats and Rand Boats.
Compared to electric cars, the market for electric boats is a drop in the bucket. Worldwide sales of electric boats stood at just $5 billion in 2021, and even with steady double-digit annual growth, are only projected to reach roughly $17 billion by 2031, according to Allied Market Research. In contrast, global sales of electric automobiles surpassed $250 billion last year.
Lee is trying to steer Arc Boats in the same direction that Tesla followed after barely making a dent in the auto market during its formative years. Just like Tesla's vehicles, the Arc Sport will be equipped with a variety of technology that will make the boat akin to a floating computer.
The boat comes with display screens, sensors, Wifi, a hydraulic system for raising and lowering the roof, a 226-kilowatt battery and software that can be updated over the air. Lee envisions those software updates making it possible to provide people who own the Arc Sport with upgrades as the technology improves and potentially makes it possible for the boat to autonomously dock.
The Arc Sport's hefty price tag is also an echo of the Tesla Roadster, which sold for $80,000 to $125,000. Now Tesla sells sedans in the $40,000 range, with ambitions to lower the price even more.
“Over time, we expect our technology to get less expensive,” Lee said of the Arc Sport as he prepared to show off the boat's 500-horsepower motor. “There are a lot of tailwinds here.”
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10 Budget Boat Upgrades That Catch Fish
- By Alan Jones
- September 2, 2024
Want to catch more fish, but don’t have a fortune to spend on the latest sonar, carbon-fiber outriggers, or a pair of high-dollar shallow-water anchors? Not to worry. You can enjoy many practical angling upgrades without maxing out your credit cards or dipping into your 401(k). Here are 10 budget-friendly upgrades that can help you catch more fish.
Stayput Anchor Pole
The gold standards for shallow-water anchoring are systems like the Power-Pole Blade and Minn Kota Talon. You press a button on the console or a wireless remote, and twin poles electronically plunge downward to quickly and stealthily hold a boat in place. But what if you don’t have the $2,200 needed to buy these systems? For a fraction of the price, the Stayput anchor pole is a manual system that gets the job done. A metal sleeve attaches to the motor mount, transom or bow, and the user jams a fiberglass pole through it and into the seafloor to quickly and securely hold a boat in place. $260 to $360; stayputanchor.com
Flat Line Boom Outriggers
Chances are, if you own a new boat 28 feet or longer, you have the funds needed to spring for a state-of-the-art carbon-fiber or titanium outrigger system. But if you own a smaller boat or possess an even smaller budget, there are scant few inexpensive options that work well. An exception is the Flat Line Boom system that features a pair of surprisingly well-made, compact aluminum outriggers that extend 6 feet outward on each side, which is a reasonable solution for smaller boats. The bases fit inside a standard rod holder and lock in place securely. They use any standard release clip, and to connect the line, you just grab the boom and swing it back and inward. $149 per pair; flatlineboom.com
Magma Cutting Board
Many boats don’t have a rigging station for cutting bait or cleaning fish, Magma solves that problem with a 31-inch-wide cutting board that comes with storage slots for items like pliers and fillet knives. A LeveLock mounting system allows the table to mount securely in standard rod holders of different angles to keep the board level. There’s a ruler for measuring fish, with walls that help steady the fish and make the job easy. A slotted back wall allows overboard drainage for quick cleanup. $160; magmaproducts.com
SeaSucker Pro Rod Holders
What boat doesn’t need more rod holders? SeaSucker’s Pro Series rod holders use industrial-strength suction cups to securely position a trio of holders that can hold items like rods, gaffs or boat hooks anywhere you need them so you don’t need to pay a rigging shop to add rod holders to your boat or T-top. The beauty of this system is it’s easy to move it quickly, so it can be placed at the stern on the run to the fishing grounds, then moved forward and out of the way once you arrive. $199; seasucker.com
Read Next: Price Boat or Premium Boat?
BerleyPro Electronics Visor
Fish-finder/GPS displays can be challenging to read in direct sunlight and can create reflected glare in the front windshield at night, so BerleyPro solves that problem by providing custom-built, manufacturer-specific visors that fit a wide variety of screens. In addition to allowing the user to save battery power by reducing screen intensity during the day, they also offer additional protection from the elements. $34 to $99; berleypro.com
Cisco Track Mounting System
Track mounting systems like the one from Cisco offer anglers the most versatile, easy way to add accessories like rod holders, cleaning tables, downrigger bases, tool holders and cup holders. The accessory bases slide in the track, so they can mount exactly where needed or be removed quickly when not needed. The tracks come in sizes from 6 inches to 7 feet long and can be mounted anywhere there is a flat surface, like on a gunwale or the back of a transom. If you aren’t too keen about drilling holes in your boat, the tracks can be gimbal-mounted using existing rod holders or attached to rails. Starting at $37; ciscofishingsystemsltd.com
Bimini Rod Rack
Boats with Bimini tops lack the ability to add rocket-launcher rod holders, but the Bimini rod rack offers a simple storage solution for up to three rods. It clips to the Bimini frame to provide overhead storage for rods and protect them from damage. $80; boatoutfitters.com
Cannon Uni-Troll 5 Manual Downrigger
Often, target species are farther down in the water column and won’t feed on lures or baits trolled on the surface. Downriggers offer the perfect solution for presenting an offering right in front of a fish’s mouth, but fancy electric models like Cannon’s Electric Optimum can run up to $1,800. A more cost-effective solution is Cannon’s Uni-Troll 5 manual downrigger. It offers one-hand deployment with a release lever that lowers the weight to the desired depth, as indicated on the three-digit counter. Retrieval is fast, thanks to a 2-to-1 crank ratio. $280; cannon.johnsonoutdoors.com
Minn Kota Riptide Trolling Motor
New-generation trolling motors are technological marvels that allow anglers to use them as virtual anchors, but that level of sophistication can cost up to $6,100. If all you need is something that will allow you to sneak into position at your favorite fishing spot or make slight adjustments while drifting, a no-frills Minn Kota Riptide transom-mount trolling motor gets the job done for a fraction of the price. Starting at $380; minnkota.johnsonoutdoors.com
Underwater Drain-Plug Light
Nothing attracts fish at night like a green light, but these underwater lights usually require the boat owner or a shop to drill large holes in the transom. The underwater drain-plug light from IllumiSea is an elegantly simple solution that mounts in half-inch garboard drain-plug holes in a boat’s transom. With 12 LEDs, this unit puts out an impressive 4,400 lumens of light to bathe the water in a bright-green glow. It connects to a battery or a power panel with an 18-foot extension cord. You can remove it easily once the boat is on a trailer or in dry storage. $150; illumisea.com
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alpha motor unveils SUPERREX utility vehicle for electric off-roading
An adventure-seeking electric suv.
California-based Alpha Motor Corporation has introduced the newest in its lineup of rugged, outdoor-centric electric utility vehicles with the SUPERREX. This latest 4-door addition is built on Alpha’s advanced Modular Vehicle Platform, the same platform used for the WOLF Truck Series. The SUPERREX is designed to bring a combination of spaciousness, utility, and versatility, all powered by an adventure-ready electric drivetrain.
The SUPERREX aims to set new standards for electric SUVs with its emphasis on all-terrain capabilities and extensive customization options. Reflecting Alpha’s commitment to creating adaptable electric vehicles for adventurous lifestyles, the SUPERREX is engineered to handle diverse driving conditions while offering the flexibility to cater to individual preferences.
alpha motor’s modular vehicle platform
Edward Lee, Founder and CEO of Alpha Motor Corporation , explained that the development of the SUPERREX was driven by consumer feedback and the capabilities of their Modular Vehicle Platform. He comments: ‘ This new version of the REX provides the additional space and versatility consumers want while maintaining the adventure-seeking spirit of Alpha vehicles .’
The SUPERREX is built on Alpha’s Modular Vehicle Platform, a highly flexible architecture that supports various vehicle types by sharing common components and systems. This approach allows the SUPERREX to leverage the same technology and performance features as the WOLF Truck Series, resulting in a robust and reliable foundation. The platform’s flexibility not only enhances the vehicle’s off-road performance but also improves production efficiency and maintains high standards of quality and performance across different models.
engineered for performance and durability
Equipped with an all-wheel-drive system and independent suspension, the SUPERREX is designed to tackle rugged environments with ease. Powered by a lithium-ion battery pack, the SUV targets an estimated range of 325 miles on a single charge. The vehicle’s construction incorporates high-strength steel and lightweight thermoplastics, striking a balance between durability and efficiency.
Inside, the SUPERREX offers a blend of practicality and comfort. The spacious interior can accommodate four passengers, with foldable and removable rear seats to create additional cargo space as needed. The cabin features a digital speedometer, a center display, and optional haptic controls, enhancing the driving experience with intuitive technology. Ample storage is available, including compartments under the hood and in the rear hatch area.
With exterior dimensions of approximately 5100mm (200in) in length, 1930mm (76in) in width, and 1828mm (71in) in height, the SUPERREX presents a substantial yet agile presence suitable for both urban and off-road adventures. The vehicle made its debut in a Whisper satin blue finish, highlighting its sleek and modern aesthetic.
the interior of the SUPERREX offers a spacious design with seating for four and flexible cargo options
with all-wheel drive and independent suspension, SUPERREX is built for rugged and diverse environments
project info:
project title: SUPERREX
company: Alpha Motor Corporation | @alphamotorinc
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Fucare Gemini X is the latest dual motor e-bike with too much – or just enough – power
Depending on who you ask, dual-motor electric bikes are either egregiously overpowered or the perfect ride for those seeking an extra kick in the tush when they rip the throttle. If you’re in that second category, then get ready to drool over the new Fucare Gemini X Sport , which features dual motors and dual batteries.
That’s right, you’re not seeing double. That’s a pair of motors and a pair of batteries. Either the purchasing department at Fucare double-clicked and they’re trying to make the most of it, or the company has simply decided that a single 1,200W peak-rated motor isn’t enough for some people.
With a pair of motors, the Fucare Gemini X Sport offers 1,500W of continuous power and 2,400W of peak power, all available at either a twist of the throttle or a push of the pedals.
I tested the original Gemini X , which featured just a single motor, and that was already an impressive ride. So with two motors, riders are definitely going to be thrown back in the saddle.
The bike now claims a top speed of between 32 to 35 mph (51 to 56 km/h), which technically puts it outside of Class 3 e-bike limits in the US. Though the whole “1,500W of continuous power” already landed the e-bike on the wrong side of the law in most states anyway, so now they’re just going for bonus points.
At least the pair of 48V 15Ah should offer significant range to support those motors, with a combined 1,440 Wh of capacity. Fucare says riders can achieve a single-charge range of up to 75 miles (120 km) on throttle or 120 miles (193 km) on pedal assist, though that’s likely not at the bike’s top speed.
The speed and range numbers are quite lofty, but the rest of the bike doesn’t seem to disappoint either.
The frame claims a max loading capacity of 400 lb (181 kg), with the rear rack alone supporting up to 100 lb (45 kg).
Riders will also be greeted with a dual crown fork, hydraulic disc brakes, front and rear LED lights, included fender set, a Shimano 7-speed drivetrain, and a pair of 20″x4″ fat tires with an all-terrain tread.
Priced at just US $1,599 (on sale from the MSRP of $1,999), that’s a lot of bike for not a lot of change. In fact, it’s nearly enough to make two e-bikes out of the parts.
What do you say, should we try one?
FTC: We use income earning auto affiliate links. More.
Micah Toll is a personal electric vehicle enthusiast, battery nerd, and author of the Amazon #1 bestselling books DIY Lithium Batteries , DIY Solar Power, The Ultimate DIY Ebike Guide and The Electric Bike Manifesto .
The e-bikes that make up Micah’s current daily drivers are the $999 Lectric XP 2.0 , the $1,095 Ride1Up Roadster V2 , the $1,199 Rad Power Bikes RadMission , and the $3,299 Priority Current . But it’s a pretty evolving list these days.
You can send Micah tips at [email protected], or find him on Twitter , Instagram , or TikTok .
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14ft Grumman boat with 1983 Evinrude motor and Galvanized trailer - $1,750 (Allenstown NH)
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14ft Grumman boat with 1983 Evinrude motor and Galvanized trailer -...
Here is a 1981 Grumman 14ft Aluminum boat with a 1983 Evinrude 30hp with galvanized trailer. Motor runs as it should and pumps very good water. It has 3 seats, and interior has been cleaned and...
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Cheoy Lee Clipper on Lake Superior. Jan 2, 2023. Sailing with an Electric Motor In 2021 we installed the QuietTorque™ 10.0 Electric Motor by Electric Yacht on our 1972 Cheoy Lee Clipper Sailboat, which we use for day charters from May through October on Lake Superior. We have been extremely satisfied with the...
Whether quietly maneuvering through a harbor or motor-sailing on low-wind days to create your own apparent wind, our electric solutions will enhance and extend your sailing enjoyment. Oceanvolt offers Hybrid or Electric systems as a power & propulsion option in partnership with many leading monohull boat builders - adding new partners continuously.
With the Spirit 1.0 Evo electric sailboat motor, you can go 5.5 mph (8.8 kph) at top speed on the 21 ft RS21 sailing boat, or troll for 20 hours continuously at 2.2 mph (3.5 kph) according to our test. This electric sailboat motor with regeneration allows you to recover energy from the prop while under sail.
Electric motors achieve instant torque with Electromotive Force while internal combustion engines need to build RPMs gradually by increasing piston firing frequency. Hydro Generation At sailing speeds over 6 knots Oceanvolt systems are able to generate significant power for recharging the battery bank by activating at the touch of a button.
Absolutely everything you need to know about electric motors on sailboats is right here, in this episode where we have an in-depth discussion with Dan and Ki...
Electric Boat Motors Are Far More Efficient Than Gas or Diesel. When it comes to efficiency, electric boat motors outshine their gas and diesel counterparts by a wide margin. Electric motors convert electrical energy into mechanical energy with an efficiency rate of up to 90 percent, significantly higher than the approximately 25 percent ...
This was the first electric propulsion system—not hybrid but all-electric—I'd ever seen on a cruising sailboat. Electric propulsion isn't new. Since 1879, electric motors have propelled boats; a fleet of some four-dozen electric launches transported visitors around the 1893 Colombian Exposition in Chicago.
Based in Quebec, Canada, Vision Marine Technologies has been in the boating industry for 25 years and produced some very innovative electric boats. In 2021, they launched E-Motion 180E, one of the most powerful electric outboards on the market. Frauscher 740 Mirage Air with Torqeedo Deep Blue 100i 2400.
How powerful are electric motors on sailboats? Well, Oceanvolt offers two different propulsion systems. The Finland-based company has developed a 6, 8, 10 and 15kW SD saildrive, as well as a special 10 and 15kW ServoProp with even better hydrogeneration, thanks to its patented and DAME-awarded software-controlled propeller blades, which change ...
The QuietTorque™ 10.0 Sport is a cost effective 10kW electric propulsion system designed for the day sailing and coastal cruising sailboats up to 35' (LOA) and 12,000 lbs displacement. Typically programmed and sized to push boat at cruising or harbor speed. Motors normally ship within 5 business days.
288. Vermeulen replaced the diesel-electric system with twin 160-horsepower Volvo diesels. At 9.1 knots, they together burned 2.2 gallons per hour, considerably less than the 3 gallons per hour that the Glacier Bay system burned at the same speed. With the twin Volvos maxed out at 3,900 rpm, the boat made 24.5 knots.
Sailboat Kits & Accessories. Supporting Electric Marine Conversions Since 2007. When we're not at the race track you may find us out on the water! Convert your sailboat to a clean, quiet electric drive! Eliminate noxious diesel fumes and the cost of filling up at the pump. Enjoy your sailboat to the fullest, with a quiet drive and truly fresh air.
Krautler has 3 lines of electric inboard motors. The WAd and WAz lines are direct drive and run from powers of 2.0kW to 25kW (WAd) and 6kW to 37kW (WAz). The WA line is made up of motors from 30kW to 100kW, for high speed / planing boats. Krautler WAd and WAz line. WAd - 11 Models.
Our electric propulsion motors, batteries, and accessories are designed to help you spend more time sailing and less time maintaining. We have engineered our motor with retrofitting sailboats in mind, prioritizing ease of installation without compromising on durability or performance.
The QuietTorque™ 20.0 provides 48Vdc electric propulsion with high sustained output and is ideal for cruisers and day sailors alike. Typically, the QuietTorque™ 20.0 would replace a 25 to 40hp diesel engine.By using dual PMAC (Permanent Magnet AC) motors, Electric Yacht can produce this powerful, compact, Plug-n-Play, light weight, air cooled system and stay within the safe low voltage ...
Emission-free & Silent sailing! 7kW electric saildrive / motor for sailboats, catamarans and cruisers under 40 feet. Search term Search Search Engines Powered by YANMAR Common Rail Technology 5X Best In Class Certifications YM Series JH-CR Series 4LV Series 8LV Series 6LY-CR Series 6LF Series ...
Motor weight: 10.5kg. Battery weight: 9kg. Battery capacity: 1276Wh. Top speed RIB: 4.5mph. Top speed skiff: 6.0mph. Thrust: 31kg/68lbs. The Chinese firm ePropulsion has been developing its electric outboard motor range and lithium batteries for some time. We tested the Spirit 1.0 Plus and Evo, both 1kW motors with integral batteries.
Like other electric boat motors, the Spirit is more environmentally friendly and healthier than a gas engine. Gas engines have fuel leakage and fumes; an electric motor avoids these problems. The Spirit even comes with a 180W solar panel to charge it, although this is not the only or the fastest way of charging the battery.
Avator 35e Outboard with Two 2300Wh Batteries 20% Longer Runtime*. Electric Outboard Competitor A with One 5000Wh Battery. *Runtimes vary based on boat, load, environmental conditions, battery level and more. Runtime and efficiency figures are based on Mercury internal testing using a 12-foot Lund WC-12 boat starting with fully charged batteries.
Specs. Weight: 15.5kg. Power: 600W / 0.8hp. Battery: 500Wh. Range: 11nm. Price: £1,499. Torqeedo has been making electric outboard motors for quite a while now, and their latest offering slots into the travel range of electric outboards between the 503 (1.5hp) and the 1103C (3hp). All the usual Torqeedo refinements are present and correct.
A variety of other electric boats, in a range of different styles, are being made by a list of others, including Vision Marine, Ingenity, RS Electric, Duffy Boats and Rand Boats. ... we expect our technology to get less expensive," Lee said of the Arc Sport as he prepared to show off the boat's 500-horsepower motor. "There are a lot of ...
A boat company is setting out to become the "Tesla" of the seas by selling high-tech electric sports boats. Startup Arc Boats is set to release a $258,000 Arc Sport boat, following its $300,000 ...
Grant Jeide wake surfs behind an electric sports boat made by California-based Arc Boats on the Sacramento-San Joaquin Delta near Bethel Island, Calif. on Wednesday, July 31, 2024.
Boat Lift Motor - 1HP 1800RPM 115/230V 56 Frame Rigid Base. Rating Required Name Review Subject Required. Comments ... Electric Motors 4790 Irvine Blvd Suite 105 Irvine, California 92620. 1-800-760-2065 (714) 505 - 1166. 1-714-505-1160. [email protected]. follow Us: Categories. Motors;
Mitch Lee, co-founder and CEO of Arc Boats, steps off an Arc Sport, an electric boat made by his California company, in the Sacramento-San Joaquin Delta near Bethel Island, Calif. on July 31, 2024.
For a fraction of the price, the Stayput anchor pole is a manual system that gets the job done. A metal sleeve attaches to the motor mount, transom or bow, and the user jams a fiberglass pole through it and into the seafloor to quickly and securely hold a boat in place. $260 to $360; stayputanchor.com. Flat Line Boom Outriggers
an adventure-seeking electric suv . California-based Alpha Motor Corporation has introduced the newest in its lineup of rugged, outdoor-centric electric utility vehicles with the SUPERREX. This ...
With a pair of motors, the Fucare Gemini X Sport offers 1,500W of continuous power and 2,400W of peak power, all available at either a twist of the throttle or a push of the pedals.
Here is a 1981 Grumman 14ft Aluminum boat with a 1983 Evinrude 30hp with galvanized trailer. Motor runs as it should and pumps very good water. It has 3 seats, and interior has been cleaned and repainted. Trailer has brand new hubs and bearings with bearing buddies.
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