electric propulsion yachts

Top 10 Electric Super Yachts

Electric Yachts vessels utilise electric propulsion systems powered by advanced battery technologies, reducing reliance on fossil fuels and minimising environmental impact. EV yachts boast whisper-quiet operation, zero emissions, and enhanced manoeuvrability, providing a serene and eco-conscious cruising experience. As the world increasingly embraces renewable energy solutions, EV yachts emerge as the pinnacle of green luxury, seamlessly blending opulence with environmental responsibility on the open seas.

Amels electric yachts redefine luxury cruising with a sustainable edge. Integrating advanced electric propulsion systems, they prioritise eco-conscious cruising without compromising on opulence. These vessels represent a harmonious blend of innovation and environmental responsibility, offering discerning travellers an unmatched yachting experience on the open seas.

9 | Heesen Yachts

Heesen's electric yachts (EV Yachts) marry luxury with sustainability on the open seas. Equipped with cutting-edge electric propulsion systems, they prioritise eco-friendly cruising without compromising on elegance. These vessels redefine luxury travel, offering discerning travellers an exceptional blend of environmental consciousness and comfort for unforgettable maritime journeys.

8 | Abeking & Rasmussen

Abeking & Rasmussen's electric yachts epitomise luxury and sustainability at sea. Integrating advanced electric propulsion systems, A&R EV Yachts prioritise eco-conscious cruising without compromising opulence. These vessels redefine luxury travel, offering discerning adventurers an unparalleled blend of environmental responsibility and refined comfort for unforgettable maritime experiences.

7 |  Lürssen

Sunseeker's electric yachts combine luxury and sustainability for unparalleled maritime experiences. They offer eco-conscious cruising with advanced electric propulsion systems without compromising opulence. These vessels redefine luxury travel, providing discerning adventurers with a seamless blend of environmental responsibility and refined comfort on the open seas.

6 | Sunseeker

5 | princess yachts.

Princess electric yachts (EV Yachts) epitomise luxury and sustainability on the high seas. With cutting-edge electric propulsion systems, they prioritise eco-conscious cruising without compromising on opulence. These vessels redefine luxury travel, offering discerning travellers an exquisite blend of environmental responsibility and unmatched comfort for unforgettable maritime experiences.

4 |  Oceanco

Oceanco's electric yachts redefine luxury cruising with a sustainable edge. Integrating advanced electric propulsion systems, Oceanco's EV yachts prioritise eco-friendliness and silent operation. With their signature craftsmanship and innovative design, Oceanco EV Yachts offer discerning travellers an unparalleled blend of opulence and environmental responsibility on the open seas.

3 | Feadship

Feadship's electric yachts represent the pinnacle of sustainable luxury at sea. Integrating advanced electric propulsion systems, they prioritise zero emissions and silent cruising. With impeccable craftsmanship and innovative design, Feadship EV Yachts offer an unparalleled blend of opulence and environmental responsibility for discerning travellers.

2  | CRN

CRN electric yachts redefine luxury cruising with a commitment to sustainability and innovation. Incorporating advanced electric propulsion systems and cutting-edge battery technology, CRN's EV yachts offer unparalleled performance and eco-friendliness. These vessels prioritise zero emissions and silent operation, providing an exquisite cruising experience while minimising environmental impact. With meticulous attention to detail and impeccable craftsmanship, CRN EV Yachts exemplify the future of green luxury on the open seas, setting a new standard for responsible maritime travel.

1 | Benetti

Benetti electric yachts epitomise a harmonious blend of luxury and sustainability on the high seas. Benetti's EV yachts offer a revolutionary cruising experience with cutting-edge electric propulsion systems and state-of-the-art battery technology. These vessels prioritise eco-consciousness, boasting zero emissions and whisper-quiet operation while maintaining the exquisite craftsmanship and opulence that Benetti is renowned for. From sleek design to unparalleled comfort, Benetti EV Yachts redefine luxury cruising, setting a new standard for environmentally responsible maritime travel.

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Make sure you check out the latest edition of  EV Magazine  and feel free to sign up to our global conference series -  Sustainability LIVE 2024.

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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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X4⁹E Official Press release

”We didn’t want to be first movers on this area, but preferred to wait until technology and knowledge had matured properly”, says Kræn Nielsen, CEO of X-Yachts’. ”And I’m really happy to say that the time finally is right to present the first X-Yacht with electric propulsion.”

The propulsion system in the new X4⁹E is delivered by Finnish Oceanvolt, probably the world leader in electric propulsion systems for yachts.

Read the full press release 

Reaching for new horizons

A new range of electric powered sailboats is a natural step for X-Yachts in order to support a greener future. Based on our path of 42 years of innovative yachts and heritage, combined with Danish green and sustainable energy.

With the cooperation between John Haurum and OceanVolt, we believe that the time and setup is just right, for the launch of the first X4⁹E with electric propulsion.

Our focus on the environment is more than just going electric - In the spring of 2021, X-Yachts became the main sponsor of the Race For Oceans Foundation, an organisation whose target is to protect the oceans from plastic.

When I met X-Yachts and shared my ideas, X-Yachts immediately committed to the project and shared a common interest in merging innovation, sailing pleasure and a greener future. The fact that X-Yachts has their own design office in-house at the yard in Denmark, is essential to build and control a project like this - When looking back at the heritage of X-Yachts, and the innovation that has already been done within X-Yachts - I'm sure that this will be another great success.

- JOHN HAURUM - THE CLIENT OF THE FIRST ELECTRIC-POWERED X-YACHTS

A mindset becomes a lifestyle

My plans for the X4⁹E are primarily to use it for long-distance cruising, but it has also been specified with performance sailing in mind and I intend to participate in challenges like Around Denmark Race and eventually, also the ARC Cross Atlantic. To commit to an electric saildrive is a mindset and perhaps a changed way of life at sea.

Sailing is all about harnessing the wind for energy and pleasure, X-Yachts and Oceanvolt have taken this mindset to the next level. The OceanVolt system stands out as enabling the use of the saildrive either for propulsion or powerful electricity hydrogeneration while sailing.

X-Yachts is using this to build an integrated energy system also comprising of solar panels and a conventional backup generator, for the rare instance where continuous sailing for a motor is needed. I expect the system will fully serve my sailing needs, while largely being energetically self¬sustainable.

When I first met John and he told me about his thoughts of having a new boat with electric propulsion, I was excited. I instantly felt his interest and passion in this eco-friendly system. To John, it was way more than just a product and a new boat - it was a passion for a new future with sustainable energy combined with his passion for sailing.

- ANDREAS ØRBÆK OLESEN - SALES MANAGER OF THE ELECTRIC-POWERED X-YACHTS

John Morsing - Technical Manager of X-Yachts

Every X-Yacht is designed with performance in mind - and the X4⁹E is no exception.

The X4⁹E is the first X-Yacht built as a hybrid-powered yacht. It is fitted with 2 x 10 kW electric saildrives, a 28,8 kWh Lithium battery bank and an onboard DC generator with capacity of 11 kW.

The hybrid concept is chosen to make long-distance crossings possible without worrying about ditance limitations. A pure electric solution is also available if limited distance under engine can be accepted.

The Concept

The X4⁹E is the first X-Yacht built as a hybrid powered yacht. It has 2 x 10kW electric saildrives installed, a 28,8 kWh lithium battery bank and an onboard DC generator with a capacity of 11 kW.

When talking electric propulsion, the first question that arises will always be: What's the range under battery power?

The Recharging time

There are three ways to recharge the battery bank.

Here are some examples that explain the power need versus boat speed.

The X4⁹E is the first X-Yacht built as a hybrid powered yacht. It has 2 x 10kW electric saildrives installed, a 28,8 kWh lithium battery bank and an onboard DC generator with a capacity of 11 kW. The hybrid concept is chosen for making long distance crossings possible without worrying about distance imitations.

A pure electric solution is also available if a boat is to be used as a day-sailor. On the X4⁹E the entire engine room is converted to a technical compartment where the LiFePO4 battery bank is located as low as possible in an aluminium battery box. On the engine bulkheads the water¬cooled motor controllers for the two saildrives are fitted together with the combi that's used for recharging the battery bank while the boat is connected to shore power.

The engine room still has the nice aluminium finish on all sides, but the noise insulation is excluded, hence it is not needed anymore. The two Oceanvolt saildrives are installed below each berth in the aft cabins. They have a maximum power of 10kW each, theoretically enabling the yacht to sail with a speed of up to 7,8 knots whilst also repowering the battery bank with a regeneration power of up to 3.000 watts. Aft of the engine room an 11kW Fischer Panda DC generator is installed.

The generator is used to recharge the 48V lithium battery bank and/or to simultaneously supply power to the two Oceanvolt saildrives.

When talking electric propulsion, the first question that arises will always be: What's the range under battery power? The answer to this is that it highly depends on the boat speed, the wind, and the waves.

The calculations from Oceanvolt for the X4⁹ with a lithium battery bank of 28,8kWh are estimated with the conditions: flat water and no wind. See numbers next to this. The range is the maximum range with a 90% discharge of the battery bank. The sea margin takes 25% safety into account due to sea state etc. In case the yacht has to travel longer distances under power the Fischer Panda generator must be started to enable it to deliver power to the propulsion system and to have the battery bank recharged.

There are three ways to recharge the battery bank. Recharging times from 20-80% state of charge: Fischer Panda generator: 95 minutes. Combi charger: 9 hours and 40 minutes. Servoprops: Minimum 10 hours.

CASE 1 Full or almost full battery bank and need to travel for long distance under power. In this case the generator delivers all power (11 kW) to the two servoprops, i.e they are run at 5,5kW each. This will allow the boat to travel with a speed of 6,7 knots (conditions: no wind and no waves). The fuel consumption of the generator will be 3,8 litres per hour, i.e 1,7 NM per litre of fuel consumed. The yacht will be able to continue with this setup until there's no more fuel in the tank.

Need to recharge battery bank while under generator power. In this case the power of the servoprops must be decreased to a level lower than 5,5kW each, e.g. to 4kW. The generator still delivers 11kW. 8kW for the Servoprops, and 3kW for recharging the battery bank. The boat speed will be reduced to 6 knots, still calculating with no wind and no waves, and the fuel consumption will remain 3,8 litres per hour. After 10-12 hours max. the battery bank will be fully recharged, and boat can continue as described in case 1.

15 NM miles to destination. Battery bank 80% full and crew would like to travel as fast as possible to destination under engine. If bothservoprops work at full power of 2 x 10 kW, the boat will sail with a speed of 7,8 knots. It will therefore take approx. 2 hours to reach the destination. Battery bank is 80% full, which is not enough solely to power supply the servoprops all the way to the destination. The generator must be started. In this case the generator will deliver 11kW to the servoprops, the battery bank will deliver the remaining 9kW, which will bring the boat to the destination under full power.

Facts about the X4⁹E

- The life cycle of the MG lithium batteries is 3.500 cycles. 6 knots of speed, is equal to 15 NM * 3.500 = 52.500 NM

- The LiFePO4 batteries are the saftest chemistry on the market.

- Recharging from 20-80% with generator takes approx. 95 min.

- Recharging from 20-80% with charger takes approx. 9h 40min.

- 2x10kW Servoprops have the same torque as a 60hp diesel engine. In terms of top speed, the motors are equal to 30-40hp.

- Only the generator needs to be serviced.

- Regeneration drag up to 2 knots if the boat is sailed below hull speed. ,5 - 1 knot is close to hull speed.

Oceanvolt as a partner

Oceanvolt is a leading manufacturer of electric motors for sail-and-power boats, founded in 2004.

The Finnish-based company has HQ in Vantaa, where every single part of the system is specially designed for electrical use, and every component is designed and manufactured in Finland as well - This makes Oceanvolt unique to the market.

Oceanvolt offers clean, safe, reliable and state-of-the-art electric motors, which promote sustainability and have superior hydrogeneration compared to anything else on the market.

Download the X-Yachting Magazine - X Sustainability & X4⁹E

Sustainability and X4.9E.pdf (2.41 MB)

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22 Apr SWAN 88 – THE FIRST HYBRID ELECTRIC PROPULSION YACHT BY SWAN HAS BEEN LAUNCHED

This morning, April 22 nd , the first unit of the Swan 88 with hybrid electric propulsion, has been launched at the Boatbuilding Technology Centre, the House of Swan in Pietarsaari, Finland.

The Swan 88 is the first model fully developed from the outset to offer a hybrid electric propulsion option in partnership with Torqeedo and sees continuation of the cooperation of German Frers for Naval Architecture, Misa Poggi for Interior Design and Lucio Micheletti, Micheletti + Partners, for the exterior styling.

The absolutely innovative characteristic of this new project is the shape of the coachroof, inspired by the wind with the essential and dynamic lines enhanced, as well as the transom which invites you to the ‘Beach Club’ swim platform. The Swan 88 features a series of solutions on space, functional quality and on-board comfort – indoor as well as outdoor. The natural light flooding in from the stunning ‘atrium’ companionway and the coachroof and hull windows give wonderful brightness to the interiors.

The Swan 88 is designed to present a super-smart opportunity for Owners to reduce running costs by chartering.  This performance maxi design cleverly satisfies the critical 24 metre load line length rule for compliance to the light MCA charter regulations.  Nautor Swan’s decision to develop this vessel stems from the aim to offer a true performance superyacht based on an efficient platform, minimizing management costs and simplifying the charter certification process.

The appendages dedicated to cruising are a moderate draught fin T-keel of 4 meters and twin rudders , which give significant advantages such as reduced draught but also added safety and a very good balance while sailing.  The hull and deck are full carbon fiber epoxy construction utilizing the proven benefits of Sprint® lamination technology together with the yard’s proprietary advanced carbon mould technology.

“The Swan 88 marks an important milestone for the shipyard’s production. It’s the first hybrid propulsion yacht, which has seen a constant collaboration with Torqeedo and has contributed to the study and development of the same features across the entire range, not just maxi yachts.”  says Giovanni Pomati, Nautor Group CEO.  “This important new model, of which we will launch the second unit in a few days, represents Swan’s 360-degree essence, the DNA that for 58 years has made our boats recognizable worldwide, and we are very proud of it.”

The maxi yacht will make her worldwide début at the Cannes Yachting Festival, from September 10-15 and Monaco Yacht Show, from September 25 – 28

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The Rise of E-Boat Technology

• By Kim Kavin
• November 3, 2023

John Vo knows nil about boats. He says it’s ideal for an e-boat builder. “People ask us what experience we have, and I say, ‘Zip. Nothing. Zero,’” says Vo, whose team at Blue Innovations Group is preparing to launch its first electric boat, the R30, this autumn. “But you can’t use the same people from the same industry to revolutionize themselves.”

Vo, the former head of manufacturing for Tesla, is just one among many minds trying to bring electric-powered boats into widespread production. So many longtime boatbuilders are transitioning from internal-combustion to electric power , and so many other builders are popping up anew, that the president of the American Boat and Yacht Council says his agency’s safety experts are being “bombarded” with requests about technology that’s changing by the day. E-boat prototypes and launches are coming from long-standing marine brands such as Chris-Craft (the Launch 25 GTe) and Four Winns (the H2e) at the same time that newer brands are promising everything from an electric dayboat (the Blue Innovations R30) to a catamaran with world-cruising capability, but without generators or fuel tanks (the Zen50).

And as the boats get bigger than about 30 feet length overall, trying to understand all the different ways they can work becomes even more of a challenge.

“I expect, in the nautical industry, we will have full-electric propulsion, but we can expect hybrid energy,” says Michael Jost, founder of eD-TEC, an electric-propulsion system that will be on the Silent Speed 28 tender at the Cannes Yachting Festival this autumn. “There will be smaller boats that can run fully electric, and the bigger boats will have fully electric propulsion but hybrid energy.”

Before joining the marine community, Jost was a manager at Volkswagen, helping to lead its transition to electric power in vehicles. He says the recreational marine industry today is where automotive was decades ago: filled with ideas and trying to learn what the broader marketplace solutions will be. The difference between automotive and marine, he says, is that with marine, you can go from displacement to gliding to foiling.

That’s right: Foiling technology that lifts boats off the water’s surface is also part of e-boat thinking today—so are wing sails, which most boaters recognize as part of the high-tech builds used for America’s Cup racing. And, of course, there’s ever more ways to install solar power, which can help recharge the banks of batteries that make electric boats go.

Every possible idea is on the table, Jost says, because the way cruising boats have always been built just isn’t efficient enough for the switch to e-power, which includes heavy batteries that weigh boats down. “The boats of today are not true,” Jost says. “If you have a bad boat, you don’t see it. You put more power, more gasoline inside, and then you are happy. But if you go electric, you are not happy because you don’t get the range. The boat has to be much more efficient than an internal-combustion boat—and the boat business does not want to change the hull. That’s why we are looking to support builders working with the hydrodynamic foils.”

Vo says his team at Blue Innovations Group is also trying to think differently about boat design: Forget about the hulls that traditional molds were built to create, and wonder instead about what might be possible from scratch. “In the old days, anybody who came to Tesla with a long automotive resume, we threw it in the trash,” Vo says. “Otherwise, you’ve got these people with a lot of experience, and they can overwhelm you. Instead of building your vision, they will try to assimilate you, and you revolutionize nothing. You just add another mediocre company. It’s difficult but necessary for us not to hire anybody with boat experience until we reach a critical mass and launch the product. At that point, we’d be stupid not to incorporate their experience into our process.”

Then again, brands with marine experience are also trying to lead. At Mercury Marine, vice president of e-solutions Perissa Bailey—who previously was director of technology at Ford Motor Co.—says it’s understood that electric boats are still in the phase of early adopters, with companies trying to figure out exactly what consumers want. One thing they know for sure at Mercury Marine, she says: “They don’t want to compromise the time they spend on the water. In the early electrification days in automotive, there were a lot of questions about range anxiety. It forced consumers to think about how many miles they drive a day and what’s the cost of ownership for an electric vehicle for that many miles. We’re going through that same learning curve in marine. Customers are saying, ‘If my leisure boating activity typically consists of this many hours on the water, I don’t want to compromise that just because I go electric. And if there’s a series of activities I do, if I’m [riding on a PWC] or fishing or whatever I do, I don’t want to compromise those either if I go electric. I don’t want to have to adapt my usage pattern to a technology. I want the technology to adapt to that usage pattern.’”

The trick is that the technological solution for a boater who wants to cruise to dinner and back is likely to be far different from the solution for a boater who wants to cruise off the grid for months, says Julien Melot, CEO and designer at Zen Yachts, which is preparing to launch the Zen50 catamaran. It has solar power, along with a wingsail, with the latter adding the long-distance range that previous models lacked. “The last boat was great for coastal cruising, but I would not have sold it to a family that wants to cross the Pacific. If it gets cloudy or overcast, the laws of physics apply, and you won’t have enough power to escape the storm,” Melot says. “On the Zen50, with the addition of the wingsail, that problem is solved.”

As with some of the other brands in the e-boat space, Zen Yachts is seeing early adopters who don’t necessarily fit the profile of traditional boaters. “Our client base is not experienced sailors,” he says. “They are more attracted by the fact that you are self-reliant. If the world collapses one more time, they know they can take their boat out, and they’ll be fine.”

And some leaders in this space are already thinking past the boats. They’re focusing instead on where boaters will want to go, as more styles of e-boats take to the water. Silent-Resorts, which is affiliated with the catamaran builder Silent-Yachts, is now creating destinations to harness electric power and make recharging easy for all types of boats, no matter what comes next. The first location, in the Bahamas, is scheduled to finish construction later this year, with build-out starting on the second location, in Fiji, around that same time. “We’re talking with all the builders,” says Victor Barrett, CEO of Silent-Resorts. “We’re setting up in areas where cruising is popular, and we’re setting up the micro grid that connects the marinas, facilities and residences. If you have a house that’s not occupied, all that power is going into the central grid so the boats can plug in, charge fast and go. The boats can feed power into the island as well. We’ll be the first company in multiple locations to have Silent-Marinas ready to accept electric boats.”

All these advancements, of course, are far from inexpensive. The cost of a Blue Innovations Group R30 is about $300,000. The Silent Speed 28, Jost says, is likely to retail for about 500,000 euros (that was about $550,000 at press time). “The batteries are expensive,” Jost says. “You need new software. You have to develop it. And you have to make it lightweight. It might take about five years for the price to come down.” Until then, expect to pay as much as $440,000 to $660,000 for e-boats up to about 30 feet length overall, he adds. “It’s double what you pay for an outboard system, but the scale of combustion comes from the automotive industry, so if that industry loses scale by going electric, you will also lose that scale for the nautical industry on combustion.”

And the people buying e-boats right now often care more about innovation than prices. Melot says four Zen50 catamarans have been sold. The first and third are going to the East and West coasts in the United States; the other two are headed to Europe. Three of the four clients are Tesla shareholders. “Typically, the clients already have an electric car, they already have solar panels on their home, and the next thing they can buy is an electric boat,” he says, adding that for these folks, electric power is the top consideration. “They don’t want to hear about a yacht that has diesel on board.”

Torqeedo’s Deep Blue 100i 2500 is an inboard system that provides 100 kW of continuous power for planing powerboats. It’s made with the same type of lithium batteries that are now found in some cars, but with components that are waterproof and that come with monitoring to guard against short circuits. The company offers a nine-year warranty for boats in private use, with the hope that the long guarantee will help customers feel secure about the type of power. Torqeedo also markets Deep Blue as low-maintenance and emission-free.

Taking Orders Now

Blue Innovations Group is taking reservations for the R30, which is expected to cost about $300,000. Customers who put down $5,000 can get one of the first 100 hulls. For $1,000, customers can be next in line after that. As of this writing, more than 50 reservations were in hand.

For Day Cruising

While some e-boat builders are trying to solve design challenges for long-distance cruising, Blue Innovations Group is starting with a dayboat. The 30-foot R30 will have the capacity to carry 12 people with an estimated run time of eight hours and a top hop of 39 knots.

Even Stronger

Swedish e-boat builder X Shore recently announced a partnership with the German company Bosch Engineering to improve the performance and efficiency on the drive system aboard the 21-foot X Shore 1. Bosch’s background is in passenger cars, commercial vehicles, RVs, rail, ships and other industries. This partnership marks Bosch’s first foray into the world of e-boats for leisure use. The goal of the partnership is to share series production experience as well as proven high-performance components from the automotive world.

Floating Solar Concept

The team working on creating Silent-Resorts is talking with government officials in Fiji about deploying a floating ring that collects rainwater and generates solar power as an eco-friendly way to address two of the biggest challenges that hamper island development. Eventually, a similar system may also launch in the Bahamas.

• More: Blue Innovations Group , Electric , Electric Boats , Electric Motors , September 2023 , Silent-Yachts , Torqeedo , Yachts
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The Spirit Yachts BARTech F35's stylish design dovetails classic lines with modern technology, ... [+] flying on foils while taking on the appearance of a golden era film star.

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EXCLUSIVE FEATURE: How is the high-performance superyacht sector embracing electrification technology?

As well as enhancing a vessel’s environmental credentials, the use of zero-emissions pro-pulsion can improve the owner and operator experience, and in the case of superyachts, add to the sense of luxury.

One clear benefit of electrification is the reduction in noise and vibration when batteries are used instead of generators.

“When generators are required, they can be used in conjunction with the batteries to re-duce the number of generators needed at any one time,” explains Jim Mair, technical direc-tor at Arksen. Smaller generators can also be used, with vessels propelled silently in electric mode for short periods. A reduction in fuel consumption overall and at efficient cruising speeds due to reduced generator running hours is welcome. The Arksen 85 is powered by a Praxis Automation diesel-electric serial hybrid system and Mair says electrification enables the futureproofing of vessel drivetrain and power systems. “Batteries are installed in a way that allows for straightforward replacement as technology progresses and energy density improves,” he explains.

Luciano Cardini, chief technical officer at Wider Yachts, agrees.

“The powertrain system as a whole is modular, in the sense that the individual macro com-ponents (batteries, generators, electric motors) can be updated independently of each other,” he explains. “Serial yacht architecture can be constantly updated with the latest technology, significantly slowing ‘technological aging’.”

The first unit of the 28m WiderCat 92 composite catamaran was completed in January 2024, featuring a pair of electric motors delivering 500kW each to the thrusters, with two 349kW variable-speed generators for electrical energy production.

Electrification also gives luxury superyachts the opportunity to employ a number of other sustainable technologies.

“When you look at the operational window of a standard yacht, [there are periods when] it’s not used – it’s not always embarking on non-stop journeys like a commercial craft,” explains Iván Salas Jefferson, naval architect and managing partner at Cosmopolitan Yachts. Luxury craft mostly sit at anchor or in a marina, and Jefferson welcomes this chance to streamline power consumption.

“We see it as a huge opportunity to embrace electrification, and specifically solar energy. From the consumption charts and load balances we see, most of this comes from the use of generators, air-conditioning and onboard systems. When you compare the consump-tion – the hotel load with the available power you can get from solar, for example – it makes sense,” he says, adding that electrification also makes sense for shorter trips, or to improve efficiency and redundancy on longer trips.

“By separating the propulsion function from power generation, the serial diesel-electric hy-brid system allows the thermal engines to operate at optimal RPM, resulting in higher effi-ciency and reduced fuel consumption for a given power output,” says Andrea Micheli, chief commercial officer at Southern Wind. The company builds yachts fitted with a diesel-electric serial hybrid propulsion system designed in collaboration with BAE Systems. Chris-tened HybriGen, the system has zero-emissions capability and a hydrogeneration mode to recharge the lithium-ion energy storage when under sail – up to 35kW can be regenerated at speeds of up to 16kts.

Alessandro Rossi, chief technical officer at Azimut|Benetti Group, sees improved efficiency as a key highlight.

“Electrification facilitates higher levels of efficiency and safety, thanks to the redundancy in the power and propulsion sources,” he reports. “The electric motors can provide additional power to the main engines as boosters for acceleration, or fast-charge the battery packs, supporting the hotel mode at anchor. These features reduce the operational hours of endo-thermic engines, enabling the extension of scheduled maintenance periods.”

Rossi also believes hybrid systems and advanced battery technology offer yachts an oppor-tunity to significantly downsize generators, and even make them superfluous.

“At the same time, the adoption of electric grids enables the transition from traditional hy-draulic systems to electric drives and actuators for many auxiliary components such as sta-bilizers, thrusters and actuators, which are notably smaller and lighter. This can result in more spacious and comfortable living areas for passengers,” he says.

Increased comfort

This additional comfort is a big draw in all sectors – but is of particular relevance to the superyacht industry.

“By managing loads and excitation of the gensets, as well as reducing local emissions to a minimum, the main advantage is the increased comfort,” says Giedo Loeff, head of research and development at Dutch vessel building company Feadship. “Engines can be shut down temporarily depending on the battery size, and the engines can be loaded on the most effi-cient points. In the transition to fuel cells and dual-fuel engines, load responses of power systems decrease. Therefore, a PMS and DC grid will enable ideal use of fuel and manage-ment of the lifetime of the power system components.”

“The biggest benefit is the added comfort for guests on board,” agrees Peter Van Der Zanden, general manager of design and development at Heesen Yachts, whose 2017 vessel, Home, was the world’s first fast displacement hull form (FDHF, which enables yachts to save up to 30% in fuel consumption) with hybrid propulsion. “When the yacht is being powered by diesel-electric, you can cruise almost silently at a speed of up to 12kts. A yacht can leave a marina early in the morning and cruise to another destination without guests being woken or disturbed,” he adds.

Heesen is continuing to see a demand, and will deliver its third FDHF hybrid model, the 50m Project Orion, in Q2 2025. Heesen’s drivetrain doesn’t employ battery power, but consists of two diesel engines, a pair of diesel generators and two electric motors that operate sepa-rately or together in various combinations thanks to power management software. Similar to Loeff, Van Der Zanden points to drivetrain lifetime improvements with electrification, say-ing, “A lower workload for the traditional engines results in increased longevity for the entire propulsion system.”

Green spaces

Through the packaging benefits offered by an electrified powertrain, land-based electric ve-hicles often feature improved cabin and stowage space, and this flexibility is also afforded on board a luxury vessel.

“Electrified drivetrains give the designer more flexibility in terms of where generators, batter-ies and key infrastructure are positioned on board, relative to the actual propulsor,” says Mair. “For example, if a client wanted a particular piece of equipment in the engine room of an Arksen 85, we could rearrange the positioning of the generators to an extent to accom-modate this, as they are not mechanically connected to the drivetrain as with a convention-al shaft-driven vessel,” he adds.

“Electric drives provide inherent flexibility, a great advantage in superyacht design,” agrees Loeff. “We can keep all power systems on the tank deck, with accommodation on the lower deck, from bow to transom.”

“High-performing, compact electric motors allow freedom from endothermic engines and their auxiliary systems,” Cardini adds. “The technical rooms can be distributed in strategic areas of the vessel. This allows the designer freedom to choose the most optimal layout.”

Jefferson agrees there is more design flexibility with electrified propulsion: “It definitely gives you more flexibility on the operational side, because you have four different systems to move the boat, especially on a catamaran – two main engines, two e-motors, two small gen-erators and a battery bank. There is a lot of redundancy, which makes sense with long-range operations or standalone time.

“Styling also needs to be considered,” he adds. “Integrating solar panels was a challenge visually, and you have to optimize for different operational ranges, so pushing toward elec-trification does have a big impact. Our lift flybridge roof allowed us to optimize the solar power generation when the flybridge was not in use.”

New approaches

Designing a superyacht around an electrified propulsion unit does require a different per-spective from more conventional craft (see Different by design, opposite), explains Yann Dabbadie, technical manager at Southern Wind.

“A diesel-electric propulsion system is approached completely differently from a standard diesel system. We have high-voltage cables, a glycol cooling system and a CANbus system for information and control,” Dabbadie says, adding that this mostly impacts engine room design. “We have to go into finer details for equipment placement and installation. Aside from components, we also rethink the way the boat is used. Being able to have an intuitive boat to use makes for a more enjoyable experience, allowing the user to use the system’s full potential, regenerating electricity as the yacht is sailing.”

“Hydrogeneration will cut the number of engine hours dramatically during any crossing,” adds Micheli.

For the future, Cardini says, Wider Yachts is keenly following developments in the produc-tion of increasingly safe and efficient batteries: “These use innovative automotive-derived chemistries that allow extremely reduced charging times together with the use of latest-generation electrified docks with CCS sockets.”

Rossi says the Azimut|Benetti Group’s forthcoming R&D activities will focus on leveraging AI to oversee the electrical loads, with a primary goal of augmenting the efficiency of managing its vessels’ electrical requirements: “Our aim is to develop AI solutions that can proficiently and dynamically balance power demands, prioritize energy usage and optimize resource allocation on board.”

Feadship’s R&D activities concern transferring the step toward fuel flexibility (paraffins and alcohols) and the associated engine and fuel cell concepts to projects under development.

“Further R&D will be linked to the actual introduction of these systems, their evolution in cooperation with suppliers, the exploration of full DC systems, and anticipating the next generation of batteries,” Loeff says. “Where will technology development take us? Inherent-ly safe 1,000Wh/l batteries, viable shore power charge networks pushed by FuelEU legisla-tion? Life remains interesting.”

Different by design

When compared with a pure diesel drivetrain, electric and hybrid propulsion units require certain special design requirements to harness the efficiency and other benefits on offer.

“A high-power system is associated with considerable electrical components and cabling,” Feadship’s Giedo Loeff explains. “Bearing in mind superyachts are only outclassed in terms of compactness by naval subs, this is a hell of a job.”

More fundamental considerations include the design of the hull itself.

“In the past, the design of planing yacht hulls and means of propulsion were primarily fo-cused on maximizing high-speed performance,” says Alessandro Rossi at Azimut|Benetti Group. “However, with the emergence of electric and hybrid systems, designers now need to pay close attention to slower cruises, minimizing boat resistance and embracing a differ-ent operational profile that prioritizes efficiency and sustainability alongside speed,” he adds.

“We wanted to make sure that the powertrain functions well within 1.5m waves without in-creasing resistance significantly,” says Iván Salas Jefferson at Cosmopolitan Yachts. “You want to cut through the waves effectively without a skyrocketing resistance curve when you have a 1m wave. It does have a lot of impact on the design.”

Southern Wind’s Yann Dabbadie points to the role regeneration has to play. “To harness the full potential of a diesel-electric vessel, you need to have an efficient regeneration system when sailing. We use a variable pitch propeller coupled to an active pitch control where the pitch and rpm are optimized for any given boat speed. The user can choose how much re-generation is needed, and the control system optimizes the rest.”

Looking at the whole vessel and powertrain design holistically is important, too, says Jeffer-son. “You need to find the right place for batteries, and operate the system in an ecosystem that works well. You have to study the system, not as a standalone, but as the whole eco-system on which the yacht is based.”

This article was originally published in the April 2024 issue of Electric and Hybrid Marine Technology . To view the magazine in full, click  here . 

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Interview: jon whitehouse, yasa, electric & hybrid marine expo europe opens tomorrow, speaker interview: dr makhlouf benatmane, marine navy solution leader for ge power conversion.

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Rossinavi delivers first 43m hybrid-electric catamaran Seawolf X

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Rossinavi has delivered its "most innovative project" to date, the 42.8-metre hybrid-electric catamaran named Seawolf X . She has departed the shipyard's facilities in Viareggio, Italy and is now anchored near the Greek island of Tinos according to BOATPro .

Exterior design is by Fulvio De Simoni Yacht Design , marking the first project presented by the pair since the 49.1-metre Aurora in 2017. It also marks Rossinavi's first multihull project.

A key characteristic of the model is her three "performance scenarios". On one-day trips, Seawolf X can cruise in full-electric mode for 100 per cent of the time; on multi-day trips, she can cruise for 90 per cent; and on transatlantic trips, she can still cruise in electric mode for 80 per cent of the time. When the catamaran is moored, a "hibernation mode" activates for reduced consumption – with the energy generated able to be given back to the quay or to a private property. She can recharge at the shore in five hours and supplies enough energy to charge up an entire villa.

Rossinavi has also developed an onboard artificial intelligence system, called Rossinavi AI, to analyse the operation of the vessel, predict the needs of guests and communicate with the crew on "lower-impact behaviours" and "conscious cruising". The AI can also monitor the battery pack to keep it in a range of 20 to 80 per cent.

Her exterior is low-profiled and reminiscent of a sports car, with Fulvio De Simoni Yacht Design seeking "to liberate their minds from preconceptions" around catamaran design. The team also integrated solar panels into Seawolf X and addressed hull efficiency by developing "lightweight solutions", including an anchor installation that meets weight standards while enhancing aesthetics.

New York-based design firm Meyer Davis have created an interior that "complements the cutting-edge yacht to bring relaxed luxury and sustainable design to its forefront," the shipyard said. The decor takes inspiration from nature, in particular the sun, the sea and sand.

Leisure highlights include a convivial cockpit centred around a pool, an expansive sundeck with sunbathing and living spaces, and a bow area that features a hidden pool and convertible home theatre. Accommodation is for up to 10 guests in four cabins located in the hulls.

"After years of study and construction, it is now a source of satisfaction and pride for us to witness the launch of project Sea Cat, now Seawolf X , the first hybrid-electric multihull vessel," said Federico Rossi, COO of Rossinavi at the time. "This yacht showcases remarkable technological innovations in both power management and propulsion technologies, marking the beginning of a new chapter in next-generation vessels." 

Seawolf X also carries the BlUE label, the shipyard' "sustainable" design philosophy established in 2022. Inspired by phytoplankton, the BlUE fleet absorbs sunlight during the day and utilises photovoltaic technology to convert it into energy. This energy is stored in advanced batteries and released at night, creating a bioluminescent effect "akin to glowing plankton".

The catamaran sits below the 500GT threshold with a beam of 13.8 metres and a maximum draught of two metres.

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New Arcona 415 first sailing yacht with electric propulsion standard

Sweden’s arcona yachts has announced that their new arcona 415 has oceanvolt electric propulsion as a standard feature, a first for series-produced sailing yachts..

Having electric as standard on a boat like the 415 marks a big change. Now it means that potential owners would have to specifically ask about diesel as an option, which then requires comparing its pros and cons to electric. Arcona obviously thinks most will go with the clean, quiet, zero emission system.

“Electric is here to stay” says Urban Lagnéus, Arcona Yachts CEO. “The ability to spend your leisure time at sea without emissions, and yet gain advantages in comfort and performance, opens up a new world of opportunities for our normal usage. Our cruisers sail beautifully in any conditions, but in light winds and close to marinas, if you need to use the engine, electric propulsion is the way forward.”

Electric propulsion that recharges itself

To provide the motors and electric system the company turned to Oceanvolt , which was founded in 2004 by avid sailor Janne Kjellman and is a pioneer in zero emission propulsion for sailboats.

Their modular AXC series lets the user ‘stack’ motors to build power configurations of 10kW, 20kW, 30kW or 40kW and their patented ServoProp variable pitch sail drive was a 2017 category winner in the prestigious DAME awards that recognize the best-designed products in each year’s METSTRADE nautical trade show.

It is the ServoProp with hydroregeneration that will be the standard on the Arcona 415, using a 15kW system and 19kWh battery pack. In hydro regeneration (sometimes called just regeneration or ‘regen’) the electric motor can be instantly converted to an electricity-generating turbine that is turned by the ServoProp propeller while the boat is under wind power. That electricity is then stored in the system’s battery pack for later use.

One of the keys for regen is achieving enough speed to get the propeller turning, and the Arcona yachts are well suited to the task. The boatyard is known for ‘cruiser-racers’ which are designed to perform well in racing when the pilot has an expert team aboard, but also be comfortable, safe and easy to sail for relaxed family cruising.

Lagnéus says “The sleek and light hull design works extraordinarily well with electric propulsion, however our customers have seen the hydro regeneration commence when the yacht is sailing at a speed as low as 3.3 knots.”

Crossing the Atlantic with zero emissions

Arcona is also a pioneer in electric propulsion. It already has the largest fleet of electric sailboats on the water, the first being the Arcona 380Z (for Zero emission) launched in 2015. In 2019 Graham Balch of Green Yacht Sales wrote about What it’s Like to Cross the Atlantic Ocean in an Electric Sailboat.  You can read the whole story »» on the Green Yachts site , but here’s a teaser:

And (spoiler alert):

“ Would I do it again? Crossing the ocean in an electric sailboat was so enjoyable compared to a sailboat with a diesel engine, I would never want to cross the ocean with a diesel engine ever again (pretty similar to how most Tesla owner feels about the idea of going back to driving a gas car).”

The beginning of the beginning

Sailing boat owners have been some of the first to adopt electric propulsion over the past decade, with a big reason most likely being that many sailors like sailing for the very reason that they prefer silence and fresh air to the sounds and odours of diesel and gasoline motors.

Many owners have converted boats themselves, with motors from companies like Oceanvolt , Fischer-Panda , Bellmarine , Thoosa and others (check the Plugboats Guide to Electric Saildrives and Pods and the Marketplace of Electric Motors ).

A growing number of builders have been offering electric propulsion as an option, and the number of manufacturers doing so is increasing almost daily. In February Elan yachts was the first to offer electric as an option across its entire fleet , and an Electric Sailboat category was started in this year’s Gustave Trouvé Awards.  You can see the nominees »» here

Electric propulsion as the standard feature is the next important step in the transition away from fossil fuels.

As Arcona’s Lagnéus says: “The benefits of electric propulsion are numerous; not having an exhaust and the elimination therefore of emissions, the ongoing cost saving vs. fuelling up with diesel, the minimized operating noise and vibrations, the increased space for living, the complete power management, the ease of use and maintenance, and having an overall lighter weight thus increased performance.”

“We can all do our bit to combat climate change, and to be the first yacht builders with zero emission propulsion as a standard is an important step towards further enjoyment of sailing the Arcona way.”

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HYBRID AND ELECTRIC MARINE POWER AND PROPULSION SYSTEMS

Zero Emission

No environmental restrictions

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THE FACTS ABOUT ELECTRIC POWER, BATTERIES AND PROPULSION

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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.

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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.

Oceanvolt blog

Oceanvolt’s upcoming boat show appearances

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With the teams’ vast expertise in the fields of design, naval architecture and electric system integration, Soel Yachts can offer tailor made solutions and high level consultancy. Within the Soel Senses family, the client can choose the perfect matching layout to create a unique and very personal electric catamaran. A variety of possibilities are offered for the charter versions with crew cabin and galley down, while the private owners versions can be equipped with the galley up in the main salon and the master cabin down in the hulls. Soel Yachts also introduces an alternative option with an enclosed flybridge , for use as an owner’s cabin, office or gym. Likewise, Soel Yachts is flexible to work with the clients’ specific demands and wishes when it comes to the custom electric propulsion system and on board gear, as well as for tender and toys.

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Yachting Monthly

• Digital edition

How to convert a yacht to electric propulsion

• Duncan Kent
• May 22, 2024

Thinking about changing your ageing diesel engine for a new all-electric propulsion system? Duncan Kent offers advice on the pros and cons

There are hundreds, if not thousands of yachts still sailing with 40-year-old diesel engines emitting smoke and pollutants, so is now the time to replace them with a clean, low maintenance, pure electric propulsion instead?

The more I’ve looked at sailing yachts that have been converted from diesel to electric auxiliary drive, the more I wonder why you wouldn’t do it, especially now that the cost of hi-tech boat batteries and solar charging has dropped dramatically.

The immediate advantage of changing to marine pure electric drive (PED) systems is that they’re clean, quiet, smell-free and require minimal maintenance, all of which is very appealing if you’ve ever owned a boat with an ancient, clunky diesel. PEDs offer other benefits too. Their reaction to the throttle is instant, which is a boon when berthing in a cramped marina, and once you’re sailing at a decent lick you can generate free ‘fuel’ from the prop.

The disadvantages are the initial cost of the system (largely due to the batteries) and range issues. On a typical 10m cruising yacht it’s just not possible to store enough energy to motor at full tilt for 10 hours a day, so if you’re planning to make long offshore passages regularly then you’ll either need a lot of patience or enough solar and wind generation to power a small village.

But for coastal cruising, often from marina berth to marina berth (what 85% of today’s boat owners do anyway), a PED system is far more viable, especially once your old iron topsail has reached the point where it’s just so much ballast.

If there’s even a little bit of you that would rather not get your hands dirty tinkering with a temperamental diesel, then electric may just be for you. Photo: Fernhurst Books

The devil you know

A diesel engine can provide heaps of grunt when you mistime the tides and want to escape an oncoming storm, provided, of course, that choppy seas haven’t stirred up the inevitable gloop at the bottom of your diesel tank and blocked up your fuel filters.

It’s also fairly simple tech, so, if you’re mechanically minded and have all the tools and spares on board, you can usually keep it turning over. Fuel can also be carried in jerries too, so if it takes a bit longer to thrash your way back into port you can top it up along the way.

You can also leave the boat for months, even years, on end without much harm coming to it and without needing an umbilical cord permanently attached to the shore to keep the expensive power pack in optimum condition.

A spare charged battery, a pair of jump leads, some fresh fuel and bingo, you’re away. But if there’s just a little bit of you that would love to never have to lift the engine box lid and prefer to start your annual cruise with clean fingernails, then sliding soundlessly out of your berth in the early hours must sound appealing.

Range currently remains an issue with battery capacity the limiting factor, but things are improving all the time

Range anxiety

Just as with electric cars, whenever anyone whose vessel is equipped with a conventional diesel falls into a conversation about electric propulsion for boats, the first question is almost always, ‘How far will it go on a charge?’

Well, the answer I’m afraid is simply, ‘It depends.’ How far do you want it to go? Are you willing to toddle along at four knots, or do you want to charge around from port to port like a Greek charter yacht?

I get that it’s not for everyone and, being a mature seafarer myself, I dread to think about losing all power whilst halfway through the Portland Race in the dark. But as with pretty much anything to do with navigating a vessel, you just need to plan things out carefully in advance.

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There are those that say having a finite source of auxiliary propulsion teaches you to sail better, which in many ways is true. The introduction of the powerful modern marine engine has made us all lazy with our tidal planning, knowing, as we do, that you can always resort to the donk to get you home if the log drops below 4 knots or that extra pint in the pub has made you late for the tidal gate.

So, let’s look at some facts. The typical electric propulsion system for a 10m, 6-tonne cruising yacht will usually be designed to provide around five to six hours of gentle cruising in fairly neutral currents at around 4 knots, or maybe 10 hours of motor-sailing, before requiring a charge.

Unlike a car, however, a boat can have solar panels on its deck, coachroof and arch, that can extend this range by another couple of hours, maybe, in the summer.

And then there’s the possibility of regeneration.

Oceanvolt electric ServoProp propeller has electrically controlled pitch which auto adjusts for your speed, or for regeneration

Hydro-regeneration

Nearly all electric motors used in marine propulsion have the capability to turn into a hydro-generator when your speed under sail goes above 4.5 knots or so and the prop/motor is allowed to rotate in reverse.

Regeneration doesn’t make a massive contribution, at best around 750W at 7 knots boat speed per prop, but at 48V (typical electric drive voltage) that’s another useful 15A or so going back into the battery bank.

There are some systems – Oceanvolt’s ServoProp for instance – that incorporate a variable pitch prop. These are capable of a more decent output at lower speeds but are currently seriously expensive.

Either way, I believe solar and hydro-regen should be treated as a bonus when planning your system, not as a given.

If you are unlucky enough to have a few days of no sun or wind you will be back to relying solely on the energy reserves held in your battery bank.

For those who really can’t get over the nagging worry of running out of drive power on a passage, there’s always the option of installing a hybrid system, in which a standby diesel engine is always on hand to get you out of an emergency.

Oceanvolt’s award-winning HighPower ServoProp 25 electric saildrive

Variable pitch props

A normal fixed propeller is designed for propelling the boat and not for generating power as with a hydro-generator. However, Oceanvolt’s DAME award-winning ServoProp saildrive, suitable for monohulls and multihulls from 35-90ft LOA, features a variable pitch prop that combines a high efficiency saildrive with a powerful hydro-generator.

With its unique ability to rotate its propeller blades through more than 180°, ServoProp’s control software adjusts the pitch of the propeller blades to automatically optimise all hydro-generation and propulsion needs.

Oceanvolt claims that a normal fixed propeller generates less than half the power of ServoProp, which it states can produce more than 1kW at 6-8 knots, and 5kW at 10 knots.

It also estimates a 30% increase in forward propulsion, +100% in reverse, and +300% in hydro-generation mode.

Renowned marine propeller supplier, Bruntons, has also launched its Autoprop Eco*Star, designed specifically to propel the rapidly growing number of hybrid and pure electric craft, both motor and sail.

Autoprops are highly efficient because of their ability to auto-pitch depending on engine speed and sea conditions, in order to provide optimum thrust at all times. But with electric propulsion the advantages provided by the new Eco*Star propellers are further extended.

Electric motors provide a constant torque from zero to maximum rpm. Using its auto-pitching ability, the Eco*Star can match its own efficiency curve with that of the electric motor, resulting in more boat speed with less energy.

Eco*Star can spin when under sail allowing the motor to become a generator for recharging the batteries.

Battery setup in an Oceanvolt electric propulsion unit

Drive types

Shaft drive – In most cases it’s possible to retain the shaft and stern gland from an existing shaft drive ICE system, although you’ll probably need a new shaft bearing and coupler unless it is a direct-drive system. The propeller will also probably need to be changed if you want regeneration when sailing.

Saildrive – In many ways electric saildrive units are easier than shaft drives because, as with pods, they come as a complete package with the correct propeller for optimum regeneration. They’re also more efficient at regeneration as the propshaft can be aligned horizontally, unlike shafts, which are usually angled slightly downwards. Some owners choose to convert from a shaft to a saildrive for this reason.

Pod drive – Electric drive pods are similar to saildrives, except they have a direct-drive motor at the bottom of the leg, which allows them to benefit from automatic cooling. Electric drive pods also only require a few small holes in the hull, usually two to four for mounting the unit and one for the routing of the power cable. Pod props and motors are also designed with optimum regeneration in mind.

Most PED systems on small to medium-sized yachts utilise a 48V battery bank. Although there are some that still use deep-cycle AGM battery technology, the only realistic battery chemistry currently available for marine PED systems is lithium-ion.

The safest of the li-ion group is lithium iron phosphate (LiFePO4). While not the most energy dense of the lithium-ion group, they have been proven to be the safest type of li-ion cells to install into a boat, where a battery fire would be catastrophic.

Originally, many professionally built and installed marine electric drive systems utilised other, more volatile types of li-ion batteries such as nickel manganese cobalt (NMC) or lithium manganese oxide (LMO).

System displays can give real time readouts of battery capacity, power usage and remaining range

These types of li-ion are commonly used in the automotive industry for their high capacity, but are wholly reliant on their highly sophisticated battery management system (BMS) to keep them operating within safe parameters.

Apart from preventing a fire risk, the problem with relying on a BMS to monitor the batteries is what happens if something triggers a safety shutdown, causing your boat to lose power completely. A battery shutdown isn’t as drastic as having a lithium battery fire on board, but the total loss of propulsion isn’t ideal, even on a sailing boat.

It’s worse, of course, if you use the same power bank for your house power. Then the loss of your navigation and communications facilities at the same time can be extremely dangerous. For this reason, I would always recommend keeping motor and house banks entirely separate from each other.

If you’re happy to have the more volatile batteries on board or are forced to in order to achieve the desired range, then I highly recommend you have your system professionally designed, installed and commissioned.

Yes, it’ll be expensive, but you’ll sleep at night!

The battery monitoring system will control charge from all sources

Charging a motor bank

Having a much lower internal resistance, li-ion batteries will charge more rapidly than lead-acid batteries because they can accept a much higher rate of charge.

A good quality battery can usually accept a charge up to its own capacity, meaning a 100Ah battery can be charged at 100A. This is called a capacity acceptance rate (CAR) of 1C, and is important when it comes to charging overnight, with the intention of continuing your cruise early the next day.

It also enables various different methods of charging to be accepted simultaneously, provided the combined charge doesn’t exceed 1C, so you can be using solar to its max while also charging from shore power. Another advantage of using li-ion over lead-acid batteries is the BMS can be networked to all charging sources to provide control over the charging regime, plus the data can provide power monitoring at a glance.

Costs of converting

The cost of installing a complete pure electric drive system on a yacht depends on how far and how fast you want to motor between battery charges. The greater the range or faster the speed required, the more battery capacity you’ll need.

A typical 40hp diesel replacement will cost close to £20k including all the parts and installation. A DIY-installed PED replacement would cost £15-£25k, depending on the number of batteries specified, whereas a professionally designed and installed pure electric drive system is more likely to be in the region of £30-£45k.

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Hybrid Navigation, a Breeze! with the Dufour 470 Smart Electric

In an era where sustainability is a necessity, Dufour is rising to the challenge by offering innovative solutions aimed at reducing the environmental impact of sailing.

Dufour highlights the cutting-edge Smart Electric technology, now rebranded as ODSea+ . Mathieu Fountaine and Romain Motteau, both Deputy CEOs of the group, shed light on the advancements Dufour has made in revolutionizing monohull navigation.

A Vision for Sustainable Sailing

Dufour’s commitment to environmental protection is driving its transition towards hybrid navigation. Romain Motteau explains that “ the concept of hybrid navigation is based on changing the purpose and experience of sailing. The goal is to offer a new way of sailing that not only minimizes environmental impact but also enhances the tranquility of navigation by significantly reducing noise. ”

The Smart Electric technology is at the heart of this transformation. It harnesses renewable energy sources to power the motor. This system ensures boats have a large range and can operate silently . This technology isn’t just about reducing emissions; it reimagines the entire sailing experience to be more in harmony with nature.

Smart Electric Technology in Action

Dufour has already integrated Smart Electric technology into several sailboats in its range , and all new models can be equipped with it. Mathieu Fountaine details the practical aspects of implementing this technology, emphasizing the enthusiasm within the Dufour teams as they embark on this new chapter in yacht building .

Dufour’s hybrid range

The first monohull equipped with the Smart Electric system has already shown promising results. This system not only powers the boat but also incorporates a hydro-generation system that helps recharge the batteries while sailing. The challenge of integrating such a system into a monohull, particularly in terms of installing the batteries required for extended autonomy, has been successfully met by Dufour’s engineering team.

A Seamless Sailing Experience

The simplicity of the Smart Electric system is one of its main strengths. The user interface is straightforward, ensuring that the transition to electric sailing is as smooth as possible for users. The central component of the system, the “One Box” , houses all the electrical systems, including the charger and the propeller leg, which are optimally placed to maintain the boat’s balance and efficiency.

This technology not only enhances the environmental credentials of Dufour sailboats but also enriches the overall sailing experience. The silence of the electric motor allows sailors to fully immerse themselves in the environment, making the experience on the water more peaceful and enjoyable .

Aligning with a Carbon-Neutral Future

Romain Motteau emphasizes that Dufour’s Smart Electric models are a critical component of the company’s overall strategy to achieve carbon neutrality by 2030 .

Through a comprehensive lifecycle analysis, Dufour identified that 80% of the carbon emissions from their boats occur during the usage phase, particularly due to combustion engines. “ Replacing them with electric motors is a crucial step toward reducing the carbon footprint of their vessels. ”

Building a Sustainable Future Together

“ The path to carbon neutrality is a collective effort, requiring collaboration across the entire supply chain. ” Mathieu Fountaine acknowledges the importance of partnerships in bringing these innovative solutions to life. “ The success of the Smart Electric system relies not only on the technology itself but also on the support of dealers, charter companies, customers, and suppliers. ”

As Dufour continues to push the boundaries of what is possible in sustainable sailing, they are paving the way for a new era in the yachting industry. The shift to hybrid navigation is not just a technological advancement; it represents a fundamental change in how we approach sailing, prioritizing the protection of the environment we love to explore.

Don’t hesitate to join us on our tour of trade shows starting this autumn to find out more about hybrid navigation.

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19 August 2024 Dufour 41, Boat of the Year? Learn More About This Model

12 August 2024 Weather Routing: Properly Preparing Your Navigation for a Family or Solo Cruise

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Hydrogen Power for Boats

• By Randy Vance
• August 26, 2024

Yamaha Marine stole the limelight at the 2024 Miami International Boat Show in February when it revealed a 450 hp hydrogen-powered V-8 outboard. It featured a Roush Performance fuel-delivery system in a 26-foot 26 XO Regulator Marine hull. The deck was off to reveal three 6-foot-long cylindrical-shaped hydrogen fuel tanks and a custom stringer grid, to nest them securely and protect them from deformation in operation. At that time, preliminary testing of the motor and vessel indicated a range of 50 to 75 miles based on the estimated 23 kilograms of hydrogen pressurized to 10,000 psi in high-pressure, plastic-lined composite-overwrapped fuel tanks. 

It brought up a big question: What does this portend for the future of recreational boating? Is this concept ready for prime time or just a pipe dream?

“It’s not optimized—yet,” says Grant Suzuki, chief technology engineer in charge of the marine innovation development division of Yamaha’s business unit. 

Matt Van Benschoten, Roush vice president of advanced engineering, agrees. “A gas tank in that vessel would hold about 107 gallons of fuel,” he explains. “Our goal, for this first H 2 fuel system, was to store approximately one-quarter of the gasoline energy content. The resulting fuel system achieves this goal.”

“The hydrogen initiative is an important pillar of three technologies on a pathway to carbon neutrality: hydrogen, electrification, and sustainable fuel,” ­Suzuki says. 

Yamaha is not alone in its ­research. The National Marine Manufacturers Association has an alternative-fuel initiative that encourages and empowers manufacturers to develop lower-­carbon fuels. Hydrogen is one of the NMMA’s favorites, but so are renewable fuels such as biobutanol, a distillate of organic materials.

In the Beginning

In the 1980s, the California Air ­Resources Board began to demand lower emissions from fuel-thirsty two-stroke ­outboard engines that essentially drooled unburned fuel from their ­exhaust ports. By the late ’90s, Yamaha had perfected HPDI, regarded as the most reliable two-stroke direct-fuel- injection system. It used computer wizardry to directly inject atomized fuel into the combustion chambers only after the piston stroke closed the exhaust port. Old two-stroke engines charged the combustion chambers while they were still open—a practice that was particularly wasteful at slower speeds. HPDI stopped the waste of blowing wet fuel through the inefficient two-stroke induction system, reduced emissions enormously, and maintained the power and torque for which two-stroke tech was known. After that, in the early 2000s, Yamaha began research-and-development tasks using fuel cells and alternative fuels such as hydrogen. 

At the same time, ­automakers such as Toyota, BMW and GM had well-developed fuel-cell ­prototypes. So did Yamaha in its motorcycle division. 

Hydrogen fuel cells create electricity by initiating a chemical reaction between hydrogen and oxygen in a process called electrolysis. This electricity powers an electric motor—sometimes several, as in the case of numerous commuter buses operating in California. Several fuel-cell cars are on the market today, such as the Toyota Marai, but only 60 or so hydrogen fuel stations exist to refuel them. The cost most recently reported, in late 2023, was $36 per kilogram. In a fuel-cell Marai, that amounted to 50 cents per mile in fuel costs: green, maybe, but prohibitively expensive and not widely marketable. The exhaust produced by a hydrogen fuel cell consists of water vapor and warm air. Emissions are nil.

“That early work on fuel cells led us to experiment on the viability of hydrogen as an internal-combustion-engine fuel,” Suzuki explains of Yamaha’s efforts.

And that’s how the 26-foot Regulator concept boat with a hydrogen-powered Yamaha V-8 came to be and was placed on exhibit at one of the world’s most important boat shows.

Hydrogen Pros and Cons

The potential advantage of hydrogen-fueled power lies in its use of conventional internal-combustion-engine technology, according to Yamaha. The twist is that the compressed hydrogen is delivered to the combustion chamber in a regulated manner, not atomized or vaporized gasoline forced in with the pressurized injection systems used in today’s engines.

Roush has decades of experience in this area, having developed many fuel-delivery systems for everything from aerospace applications to land-speed-­record vehicles. Roush’s systems replace conventional port or ­direct-injection systems and engine control modules, and often integrate supercharging ­technology.

Roush’s Van Benschoten ­explained the challenges of the ­fuel-delivery system. “Three Type 4 tanks hold about 7.5 kilograms of hydrogen [per tank] at 700 bar (10,000 psi),” he says. “Type 4 tanks are made with a plastic liner and composite overwrap. Tanks expand and shrink during each fuel-burn-refuel cycle, so it’s important to design a mounting system that does not overconstrain the tanks.”

Clearly the engine and fuel system are a heavy lift, but ­according to Joan Maxwell, ­Regulator’s president and CEO, her company is up to the task. 

“One of the challenges of this project was simply trying to place highly pressurized tanks in existing hulls,” she says. “For us at Regulator, it was a proof of concept.”

Regulator enlisted its top ­engineers to reform the 26 XO’s stringer grid to accept the tanks and protect them from deformation during use and abuse, then fit that into a boat. The design had to accommodate high-pressure fuel lines to transfer hydrogen to the fuel-delivery system at a rate to let the engine develop optimal horsepower, as well as accommodate the tanks’ expansion and contraction during burn and refuel cycles.

From 700 bar in the tanks, the hydrogen pressure must be stepped down through a series of regulators to 100 bar, or about 1,500 psi, which is the pressure at which the fuel injectors deliver the H 2 into the combustion chambers. 

Engineering challenges of fuel delivery include managing the ­ratio of oxygen to hydrogen being delivered into the ­combustion chamber and controlling ignition timing appropriately to account for the shorter burn duration of hydrogen-air ­versus gasoline-air vapor. The process, naturally, requires custom ­computerized engine controls. 

“Another challenge is the ­potential embrittlement of steel alloys, which, when not selected appropriately for a ­hydrogen-rich environment, can experience a reduction in the ductility due to absorbed hydrogen,” Van ­Benschoten says.

Hydrogen will diffuse into metals, and even after the fuel has left the system, it remains in the metal, and over time, that can cause it to fracture prematurely. 

“We have to design around that, particularly in the fuel-delivery system,” he says. “It also impacts the cylinders and heads and pistons, but the most vulnerable parts are the injectors and fuel rails and lines. You’ll see a lot of stainless steel in those parts.”

Combustible Confusion

You can’t discuss hydrogen as a fuel without thinking of the hydrogen-filled Hindenburg , which burst into flames when the German lighter-than-air passenger-carrying airship ignited while attempting to touch down in Lakehurst, New Jersey, in 1937. The disaster killed 36 people and injured more than 50 others. ­Anecdotally, recent studies have offered convincing evidence that it was the highly flammable doping compound painted on the fabric of the dirigible that was ignited by a spark, not the hydrogen inside. Still, many understandably worry that hydrogen fuel is dangerous because it’s extreme volatility—or so the thought goes. However, gasoline fumes are comparably volatile and are heavier than air, so if a gas tank ruptures and the fuel escapes initial ignition, the fuel is still present, dripping into a boat or floating on the water, at continued risk of ignition. Hydrogen will be evacuated from a compromised fuel tank almost immediately, provided that there is a way for it to get out of the boat, thus minimizing the time in which combustion can occur.

Van Benschoten explained ­Yamaha’s safety enhancements for handling hydrogen on board: “We have ‘sniffers’ in the bilge to detect hydrogen leaks, and if there is one, the tank valves are automatically closed, isolating the tanks, and the fuel lines are purged and piped above the top of the vessel, where it continues to rise and dissipate in the air. The process takes about 15 seconds. We also have vents in the bilge, but their pickups are on the highest points in the bilge—not the lowest, as they would be with gasoline, since ­hydrogen is lighter than air.”

So, place your bets: Which is safest? Gasoline? Hydrogen? Let’s not even talk about the potential hazards of lithium batteries. 

Where to Source Hydrogen

Hydrogen is an element, the first and simplest one on the periodic table, with only one proton and one orbiting electron. It takes two hydrogen molecules bound together to make the hydrogen gas that burns—H 2 is its chemical designation. Hydrogen makes up 75 percent of everything—me, you, the stars, the sun—and ranks as the most abundant element in the universe. To extract hydrogen gas, it must be separated from water (H 2 0), natural gas or other fossil ­fuels such as coal. The processes, and the carbon footprints of each, are identified by color. Green hydrogen is separated from water using renewable (solar or wind) electricity to power the electrolysis process and costs the most to produce. It is scarce. Blue H 2 is produced from fossil-fuel-powered electrolysis, but carbon dioxide is captured and repurposed or stored. Gray hydrogen is the most plentiful and is separated from natural gas. Brown or black hydrogen is the easiest, cheapest and dirtiest to make, from coal in a gasification process. The cost to produce hydrogen ranges from $1 per kilogram to $6 per kilogram. Unfortunately, due to distribution costs and poorly developed infrastructure, the price at the pump is an astronomical $36 or more per kilogram. Moreover, all existing and potentially known sources of hydrogen fall short of the current and projected future needs for world transportation. 

Getting Hydrogen in the Tank

Regardless of where hydrogen is sourced, it faces its next big and costly challenge: getting it to ­users. It can be transported by pipeline, and often is for large ­users such as gasoline refineries. 

It can be transported as compressed gas, but that’s far more costly for the amount of fuel carried in a tanker truck as compared with gasoline or diesel. It can be transported liquefied more easily, but its propensity for shrinkage is high, and the energy required to compress it, plus complications and liabilities at the point of ­delivery, adds to that cost. 

Transporting H 2 is an energy-burning process too. The gasoline refining industry limits hydrogen­transport costs frequently by ­locating near hydrogen-producing plants. That eliminates transportation as one of the big energy ­consumers for them. At some point, hydrogen-production plants could be scalable to locate at or near fuel service stations. But at present, door-to-door hydrogen delivery is not on the horizon, and at this writing, there are fewer than 100 hydrogen fuel stations in North America. Most are in California. Broad distribution of it is not practical. Yet.

Read Next: Decarbonization of Boating

If Not Now, When?

So, if Yamaha perfects its hydrogen engine in, say, two years, would we see them on the ­water in growing numbers? ­Probably not. Look back to the early 2000s, when carmakers such as Toyota, Honda, BMW and GM, as well as motorcycle-makers such as Yamaha, had extensive experience developing fuel cells, but the Western world began to push electric propulsion because transportation of carbon-neutral fuel—mainly hydrogen—was a long way from addressing the ubiquitous distribution system enjoyed by gasoline or even the electric power grid. Now, however, as that demand for electricity increases, the need for an alternative green fuel increases, which ultimately might generate a ­deeper dive into hydrogen power.

Should Boaters Care?

If Roush’s estimates are correct, 23 kg of hydrogen can provide energy comparable to 26 gallons of gasoline. At the current street price of $36 per kilogram, a 23-kilogram hydrogen fill-up would cost $828 (at $36 per kilogram) and propel the boat about 50 miles, while a 107-gallon gas fill-up would be $642 at the waterfront and get the boat about 180 miles. And, even when highly compressed, hydrogen takes up almost four times the space of gasoline for the equivalent amount of energy.

As with electric propulsion, hydrogen is not the formula for every challenge. And H 2 is far from viable today. But, as Yamaha, Roush and Regulator see it, it’s one potential heading in the passage to a carbon-neutral world. 

• More: August/September 2024 , Boats , Engines , NextMarine , outboards , Yamaha

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Norwegian Royal barge converted to fully electric propulsion

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Outboard Motor Battery: What Size Do I Need & What’s Best for My Boat?

New to boating and trying to figure out what outboard motor battery you need?

However, you might get overwhelmed by the vast choice of outboard motor batteries in the market.

To name just a few: marine batteries, lithium batteries, lead-acid batteries, AGM batteries, deep cycle batteries, starting or cranking batteries…

And all outboard motor batteries are available in various volts, sizes, brands, etc.

The more you search online, the more confused you might be.

You are not alone! Here we will explain all your confusion in a simple guide.

If you are one of those who are trying to figure out the battery needs for your boat (types, sizes, etc), read this post to find quick answers.

Besides that, you will also learn about outboard motor battery wiring and charging in minutes.

Table of contents:

Outboard Motor Battery Types

Electric boat motor battery sizes, best outboard motor battery, outboard battery wiring, outboard motor battery charging.

• FAQs About Outboard Batteries

What kind of battery do I need for an outboard motor?

You might have seen outboard motor batteries with confusing labels. In fact, they are categorized according to their purposes and chemistry.

2 Types Based on Purposes

Basically, all outboard motor marine batteries serve two purposes: starting the engine or running the electrical load onboard. This divides outboard motor batteries into two types.

• Starting Batteries

As the name implies, a starting battery (or cranking battery) is ultimately designed to start the engine. This kind of outboard motor battery comes with high CCA values, providing high current surges and cranking amps to start your engine.

If using the wrong battery that’s not designed for a starting (or high-power) application, you will have a high chance of starting a fire in the voltage regulator and killing the battery.

• Deep Cycle Batteries

By contrast, a deep cycle battery is made for discharge and supports intensive cycling. It provides rechargeable power for many cycles, ideal for running electric outboard motors, trolling motors, and electronics onboard.

Compared with starting batteries, deep cycle batteries are more expensive and heavy, but they are perfect for powering stuff without an engine running.

Key takeaway:

Basically, the kind of battery you need for an outboard ultimately depends on your purpose.

If you’re looking for a battery for an electric start outboard motor (vs pull start) , the starting battery is what you want. However, if you own an electric outboard or trolling motor, you should use deep cycle batteries ( LiFePO4 is recommended).

4 Types Based on Chemistry

You will find four kinds of outboard motor batteries if you look at their chemistry inside the cells, namely flooded batteries, gel batteries, AGM batteries (advanced lead-acid batteries), and lithium batteries.

Among them, lithium is a HUGE upgrade in battery technology, and there are a great number of advantages that people run to lithium (especially LiFePO4) for their outboard motors:

You can fully discharge the battery cells every day (almost 100% vs 50% for AGM) without killing them. Moreover, they can recharge 2k-10k times vs 300-800 AGM.

These mean significantly more power capacity, so it can last twice as long on the water.

Not to mention they’re also a lot smaller and lighter than the comparable lead-acid battery, and charge much faster. And you can see the battery state on your phone or via a digital screen.

That’s why all reputable electric outboard motor brands, including ePropulsion , use lithium (or even LiFePO4) batteries as their accompanying batteries.

Further Reading : Why You Should Choose LiFePO4 Batteries

What size battery do I need for an outboard motor? What amp-hour rating should I get?

The electric outboard motor batteries are available in a variety of sizes and power levels.

Here is how to calculate the outboard battery sizes in simple steps:

Method #1. Start with Amps.

Step 1. Get the outboard motor electric consumption in Amps (usually available in the manual). Or calculate with Amps = Watts / Volts.

Step 2. Calculate the Amp hour rating of the outboard motor (Ah = Amps x Time).

This Ah rating indicates the battery size that will be sufficient for your requirements.

For example, if your motor consumes about 60 Amps and you want an outboard motor battery that will last 3 hours, you will need a 180 Ah ( = 60 Amps x 3 hrs) battery.

Method #2. Start with Wattage.

(Use this method if you know the wattage rating of your outboard motor.)

Step 1. Calculate the total watt required for the outboard motor battery (Wh = Watt x Time).

Step 2. Calculate the Ah rating with the given voltage (Ah = Wh / Volts).

For example, if you own a 1 kW outboard motor ePropulsion Spirit Evo and you want to use it for six hours on a 48V boat system (on a single charge), you will need a 125 Ah battery.

Note that the calculation is under full load and max amp draw (meaning you’re running the motor wide open the whole time).

In real life, the amp will be much less. That’s to say, you may get away with a smaller battery if you run at part throttle with intermittent use.

However, always go for a larger battery if you go with AGM/lead-acid deep cycle batteries.

Generally, you don’t want to discharge the battery more than 50% to prevent damage. So half the rated capacity.

Alternatively, lithium batteries can be more fully discharged without damage, so you can use more of the rated capacity, which is a big plus for outboard motor batteries.

Reading this far, I believe you should be able to decide the best outboard motor battery for your boat. If you are still not sure, here is a simple guide to help you make a quick decision.

Essentially, three things to consider:

If you are looking for a small outboard motor battery, the weight should be a top priority.

You will never want an outboard motor battery to sink your small boat and break your back every time you carry it from your car and to the dock.

In that case, the lightweight lithium battery would better fit your needs.

Typically, a 12V 100Ah lead acid battery weighs over 60 lbs. Comparatively, a 100Ah LiFePO4 battery weighs only 25 lbs. So you can easily shave about 35 lbs off the weight in your boat.

Not to mention its larger usable battery capacity and smaller lighter battery cell.

As a Zodiac boat owner reported, his 12V LiFePO4 outboard motor battery lasts 2 times as long as a 120 Ah lead acid that weighs 3 times what the LiFePO4 does.

#2. Battery Life

Outboard motor battery life should be a deciding factor in purchase decisions. You need to make sure the outboard motor battery gets enough juice to do the job.

So choose an outboard motor battery that comes with a larger battery capacity and longer life cycles. And the lithium battery goes a long way in these two aspects, with at least 80% DoD (depth of charge) and 5 times more charge cycles than lead-acid batteries.

However, how long your outboard motor battery can run actually depends on a lot more factors.

One of the key factors is outboard power. The best battery for an 25 HP outboard motor is definitely different from the one for 40 HP, since they are running at different watts.

For example, if your motor runs at 300W and you use it with a 230Wh LiFePO4 battery, you will get 40 to 50 minutes’ continuous usage out of this battery.

Note that throttle power settings also make a great difference in your outboard motor battery life:

When moving a boat through water in displacement mode, to go twice as fast you must increase the power about fourfold. That’s to say, if it theoretically takes 200W to go at 2 knots, it would take 800 watts to go at 4 knots.

At the same time, going at half throttle may quadruple your range, even though you’ll get there half as fast. Many electric boat owners simply go quite slowly to make the cost and physics add up.

Also, you can use a solar panel to help keep your outboard motor battery topped up.

Further Reading: Solar Powered Boat Motors: Easiest Way to Set up Your Solar Boat

The last step to get the best bang for your buck is to compare costs.

And that’s not all about the price tags.

Although the lithium outboard motor battery is more expensive, it can last 10+ years if taken care of properly.

Actually, it becomes cheaper if you plan to use it for many years. By this I mean that it may cost 2 times more upfront, but it will survive roughly 5 times as many cycles.

All in all, a lithium battery would be the best outboard motor battery option nowadays if you want to minimize size and weight and don’t mind a higher upfront cost.

Other than that, lead acid is also a reliable technology, proven and improved over hundreds of years. If you have a tight budget, go for a larger lead-acid battery.

How to wire an outboard motor to its battery?

In fact, it’s easy to hook up your outboard motor battery if you follow the manual. You don’t need to fumble with the outboard motor battery cables to get it plugged in.

Basically, you just need to connect the outboard motor and battery with the provided switch cable and communication cable. Also, the control system should be connected to the battery with communication cables.

Some small outboards come with an integrated battery, making it easy for the battery wiring.

For example, the 3 HP ePropulsion Spirit 1.0 Evo only requires you to place the battery in place (secured by two side slots), and then connect the power cable to the battery.

How to charge an outboard motor battery?

Generally speaking, an outboard motor battery needs to be charged with a specialized charger. And the charger decides the charging efficiency.

Fast chargers are available for some models, or you can also use two or more chargers in parallel connection to speed up the charging.

Does an outboard motor charge the battery itself?

Yes, most outboard motors can charge a battery directly while running just like your car’s motor can charge its battery:

The engines come with an alternator or generator. When you start the engine up, the engine will charge the starting outboard motor battery until full. If there is an aux battery, it will then switch over and charge the aux battery.

More About Outboard Motor Batteries

1. does an outboard motor need a battery.

Yes, your outboard motor will need a battery to work unless it’s a pull start.

2. Can a lithium battery start an outboard motor?

Standard deep-cycle lithium batteries are not designed for starter uses.

However, lithium batteries for starting outboard motors are now available, which are specially designed to meet the strict specifications for marine cranking use.

In fact, some outboard manufacturers, such as Mercury Marine, encourage users to use qualified lithium batteries to start the engine for optimal performance.

3. Does an outboard motor charge the battery when running?

Yes, you can charge a battery from an outboard by burning fuel. For electric outboards, some models (including ePropulsion Navy Evo ) can collect electricity from wind and water and charge themselves via a hydrogeneration function.

4. Can an outboard motor charge a lithium battery?

Unfortunately, most outboard motors can not charge a lithium battery directly. You will need a DC/DC charger to make it possible.

Other than that, you can invest in an electric outboard motor with hydrogeneration function which allows the motor to charge itself while sailing.

Hopefully, this post can help you clear your confusion about outboard motor batteries. If you have other concerns, please leave your question in the comment below and I will get back to you ASAP and add it to the list.

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Electric Boat welding subcontractor to lay off 117 in October. What we know.

NORTH KINGSTOWN – A North Carolina company that provides specialty welding services to nuclear submarine builder General Dynamics Electric Boat has told state officials that it will lay off 117 non-union Rhode Island workers.

Riley Power Group, headquartered in Pinehurst, North Carolina, filed a Worker Adjustment and Retraining Notification notice on Thursday with the state Department of Labor and Training . The notice says the cuts will take effect Oct. 21. It does not say whether it's closing its facility in Rhode Island, although such notices are expected to provide that information.

Riley has worked with Electric Boat's Quonset Point facility since 2017 supporting the fabrication and assembly of submarine components, according to R i ley's website . "For the last two years, RPG has provided structural and pipe welding services to Electric Boat for the fabrication of various Navy vessels," the website says.

NTRS - NASA Technical Reports Server

Available downloads, related records.