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Optima E10 yacht tour: Revolutionary electric boat with 200-mile range

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MBY editor Hugo Andreae takes us on a full tour of the Optima E10 electric boat...

We recently got the chance to take a tour of the Optima E10 prototype at Ocean Village Marina and we were not disappointed. This groundbreaking all- electric boat boasts a range of unique features, setting it apart from the rest of the market.

One of the most striking elements of the Optima E10 is its hull shape. This stabilised monohull design features a slender central hull flanked by even thinner external ones, creating tunnels underneath.

This design enhances efficiency by reducing drag, allowing the boat to achieve fast displacement speeds of approximately 14 to 15 knots. The external riggers also contribute to the boat’s stability, ensuring a comfortable and smooth ride.

Measuring 10m in length (around 33 ft), the Optima E10 is powered solely by electricity. It does not feature a hybrid drive or combustion engine, thus maximising its efficiency. The boat is equipped with two 63kWh Kriesel batteries and a 40kW electric motor from Rad propulsion, equivalent to approximately 54hp.

With this setup, the Optima E10 can cruise comfortably at 10 to 12 knots, with a top speed of 14 to 15 knots. At slower speeds, the boat becomes even more efficient, offering a theoretical cruising range of up to 200 nautical miles at around six knots. Higher speeds of eight to nine knots can still achieve a range of approximately 100 miles, while maximum speed will yield around 50 to 60 miles of range.

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Despite its trimaran hull design, the Optima E10 has a width of approximately 3.5m (11ft 6in), making it suitable for conventional berths. The spacious cockpit features a sunbed and ample seating, with storage compartments throughout the boat for convenience.

The prototype includes one cabin with an electric toilet, while a small galley and wet bar with a fridge and two-burner stove are located on the starboard side.

The current prototype is not the final production version; the company plans to refine the boat further. The expected price for the full-production model with twin 63kWh batteries is around £400,000, However, a single-battery version may be available at a lower price point, albeit with reduced cruising range.

The Optima E10 represents a unique offering in the electric boat market, bridging the gap between smaller, shorter-range sports boats and larger multi-hull catamarans. Its focus on comfort, a spacious cockpit, and a substantial cruising range sets it apart.

Enjoy the tour…

Optima E10 specifications

LOA: 36ft 1in / 11m Beam: 11ft 6in / 3.5m Power: 40kW Rad Propulsion electric motor Batteries: 120kWh Kriesel Top speed: 15 knots Cruising range: 200 nautical miles @ 6 knots Starting price: £400,000

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Electric yacht comparison - Which electric yacht fits you?

• updated: 14. October 2022

Alva Yachts Ocean Eco 60ex – Image: Alva Yachts

Electric yachts are becoming increasingly popular as a result of people’s increased environmental consciousness and limitations caused by climate change. However, with more and more models and manufacturers on the market, it can be difficult to decide which one is right for you. In this electric yacht comparison, you will get an overview of the different models available and learn about the factors that you should consider when making your decision. So read on to find out more!

In this comparison are only electric yachts of over 10 meters in length, if you are looking for a smaller boat, check out our electric boat comparison .

Table of Contents

Electric yacht comparison.

*Base Price excluding VAT, Customs Fees, etc. This is only a reference, the actual price in your country may vary greatly. Therefore, the euro and the dollar were also considered equivalent here.

Alva Yachts - ECO Cruise 50

The ECO CRUISE 50 is a monohull yacht that has less space for solar panels than the catamarans of this size. But the ECO CRUISE 50 has the advantage of taking less room and is simpler to handle in port. The rooms are also closer together because you don’t have to go from one hull to the other. With a unique design that includes a huge beach club area with ample area to park the yachts tender and a jet ski while traveling, it’s suitable for both families and groups of friends. Alva Yachts’ designs are forward-thinking and contemporary, reflecting a creative vision. Natural materials and lighting are emphasized. The Owner version has room for 6 passengers and 2 crew berths, whereas the Charter version has space for 8 passengers and 2 crew berths. The performance version has a maximum speed of 20 knots.

Alva Yachts - Ocean ECO 60

The OCEAN ECO 60 is a solar-powered electric long-range cruiser catamaran. The electric yacht’s cutting-edge technology-focused design allows you to cruise indefinitely at a comfortable speed of 5 knots without relying on shore power, as the solar panels provide enough electricity for the electric motor. However, you can add a hydrogen or diesel generator in case the clouds are ever not in your favor or if you prefer to travel at higher speeds. To complement the luxurious and pleasant design of this solar electric catamaran, you may also add a jacuzzi and a sauna to fully unwind on your yacht.

Alva Yachts - OCEAN ECO 60 EX

The only distinction between the OCEAN ECO 60 EX and the regular model is the fully enclosed flybridge.

Alva Yachts - OCEAN ECO 90

The OCEAN ECO 90 is a luxury solar electric motor superyacht that offers superbly comfortable and spacious accommodation, with an exterior and interior design that is uniquely appealing. Superyachts with electric propulsion can also feel like the next generation, as the OCEAN ECO 90 shows. With cutting-edge forms, futuristic and minimal architecture, this vessel is suited to forward-thinking clients. While the electric yacht is at anchor or quietly cruising the seas, you may leisurely sunbathe outdoors or enjoy your espresso. Alternatively, there’s plenty of room for family gatherings and parties. You may also embrace the visitors inside of the spacious, well-lit saloon.

There is plenty of room for tenders, jet skis, and other watercraft and water toys, as well as additional features, to suit your taste.

Alva Yachts - OCEAN ECO 90 EX

As for the Ocean Eco 60, the only distinction between the OCEAN ECO 90 EX and the regular model is the fully enclosed flybridge.

AQUON - AQUON One

The Aquon One is a hydrogen yacht, where the energy is generated through water electrolysis. This means that hydrogen is produced with the help of the energy generated by the solar cells. The hydrogen generated is stored in hydrogen tanks and used to charge the battery bank, which powers the electric motors. The combination of hydrogen and oxygen will not only lead to impressive performance but also charge the batteries. The AQUON One can achieve a speed of 20 knots and it may travel an unlimited distance at 4 to 6 knots.

AQUON uses sustainable materials in production: Wall paneling is constructed from bamboo, some walls are constructed of a combination of flax and carbon fibers, furniture is crafted from veneer, recycled leather from shoe production is used on the main floor, sustainable Portuguese cork is used in wet areas for floor and wall coverings.

The smart yacht is outfitted with innovative communication technology and high-speed internet that enables IoT devices. Even the window shading is intelligent and adjusts to the position of the sun and ambient conditions, making it very energy efficient as less energy is needed to air-condition the vessel.

To estimate the AQUON One Price , consider the cost of similar size electric yachts in this comparison and add a good premium for electrolysis and hydrogen propulsion. Remember that with this technology you can save a lot of money.

Greenline Yachts - Greenline 39

Greenline 39 is a small electric yacht with a good space layout. The abundance of natural light inside due to the 360˚ panoramic view gives a spacious feeling on deck.

The cockpit and galley may be readily integrated into a single large social area so that you may do what you love best with the people who matter most to you. Whether you want to catch up with friends at a local island or head out for a day on the water, the Greenline 39 will get you there. With an 8 kWp solar panel output, you can go up to two days on anchor without requiring any shore energy.

Greenline Yachts - Greenline 40

The main differences between the Greenline 39 and the Greenline 40 are the shape and the roof. The Greenline 39 has a sportier build than the Greenline 40, but the Greenline 40 has a larger roof. The larger roof provides more space for the solar cells that generate energy for the electric motors. The roof of the Greenline 40 may be opened to a larger extent than on the Greenline 39.

Greenline Yachts - Greenline 45

The Greenline 45 is available in two versions the Greenline 45 Coupe with a large roof and the Greenline 45 Fly with a flybridge. The Greenline 45 Coupe has a bigger roof area than the Greenline 45 Fly, allowing it to accommodate more solar panels that may power the electric propulsion with 13 kWp rather than 8 kWp. Both models have the same interior layout, giving you plenty of area for your family, guests, and a full-beam master cabin.

The Greenline 45 can travel 30 nautical miles fully electric on a single charge. It is capable of speeds of up to 13 knots and has all the facilities required for overnight cruising with up to 8 berths and 2 toilets/ bathrooms.

Greenline Yachts - Greenline 48

The Greenline 48 is also available in two styles: the Greenline 48 Coupe with a big roof and the Greenline 48 Fly with a flybridge. The Coupe version features 13 kWp of solar panels, compared to 8 kWp on the Flybridge model. The battery banks on both models may be charged either by shore power or from the sun. The Greenline 48 has a fully electric range of 30 nautical miles at a speed of 7 knots. The top speed of the electric version is 13 knots.

The spacious bow deck provides a great place to sunbathe with a large bathing platform at the stern. The interior is very open and provides an abundance of natural light from panoramic windows all around. The interior comes with a stunning full-beam master cabin, a walk-in closet, and a full-size freezer.

Greenline Yachts - Greenline 68

The Greenline 68 has an impressive flybridge design. This makes access to the sun deck for sunbathing or relaxation easy and provides plenty of space on the roof for solar panels that power its 12 kWp electric propulsion system. The electric version of the Greenline 68 is capable of speeds up to 10 knots and can travel 15 nautical miles on a single charge. The Greenline 68 has a range of 30 nautical miles in both its electric and fuel-powered variants. On the inside, it provides all the luxuries expected from a large yacht including two staterooms with queen size beds, two full-size bathrooms, and an open main deck plan.

Silent Yachts - Silent 60

Silent Yachts is the best known electric yacht manufacturer. The founding couple has achieved this primarily by building an outstanding team, parts of which are former Tesla employees, and clever marketing. Of course, they also have an advantage due to their early involvement in the field.

The Silent 60 is the next step in the evolution of the legendary Silent 64 and won “Best of Boats” awards in the category “Best for Travel”. The Silent 60 combines all of the previous model’s finest features with improved performance, a sleek design, and lower environmental impact. It can be driven by two people comfortably and has up to 4 cabins onboard based on the version (Front Master or Front Exit). The Silent 60 has an unlimited range at low speeds. If you want it faster, you can combine the solar panels’ 17 kWp output with an automatic kite.

Silent Yachts - Silent 62 3-Deck

The Silent 3-Deck is the three-deck version of the Silent 60, which has two additional feet as a result of adding the deck. The Open and Closed versions of the Silent 3-Deck are two separate options. The closed-deck version has also two different variants: one with a closed sky lounge and one with an owner’s suite on the third deck. If you like the Silent 60, finding a Silent 60 or 62 that is not suitable for your needs is nearly impossible.

Silent Yachts - Silent 80

The Silent 80 offers all the benefits of the Silent 60 with even more room, so if you want to spend some quality time with even more family and friends, you might want to look deeper at the specifications of this electric yacht. It boasts an impressive top speed of 20 knots, promising a smooth ride in most conditions. The Silent 80 has all the perks of being fully electric including being silent, ecologically friendly, and with no gasoline smell or noise. The unlimited range is also impressive. The Silent 80’s open layout makes it feel roomy and our favorite spot is the flybridge with the retractable roof.

Silent Yachts - Silent 80 3-Deck

The Silent 80 3-Deck is the three-story version of the Silent 80, hence the name. It has a similar relationship as the Silent 62 3-Deck to the Silent 60, but without gaining two additional feet in length. The top deck of the solar electric yacht can be either an open sky lounge or if you choose the closed version, it can be a closed sky lounge or an owner’s lounge with a 360 view of the ocean. The 45m² sky lounge is definitely a great place to party with a huge bar and dining area.

Silent Yachts - Silent 100

The Silent 100 is the newest flagship from Silent Yachts. It’s the biggest yacht with electric propulsion systems and a lot of cleverly placed design accents. Marco Casali, who also designed the majority of other electric yachts in the range, created this solar electric yacht. He used curves to create a timeless design with the most optimal performance possible for this size. All of the measurements are carefully placed to enhance stability even at high speeds of up to 16 knots, but also make it extremely comfortable. The Silent 100 has four decks, with the fourth one hidden beneath the retractable part of the solar roof, and on this floor is also a landing pad. The entire solar roof generates an impressive output of up to 40 kW per hour, which supplies both the onboard power and the two 340 kW electric motors.

For water toys and tenders there are also two tender garages. One between the two hulls, where can store a tender of up to 7,50m, and one smaller garage in the side-loading garage in the portside hull.

Soel Yachts - Soel Senses 48

The Soel Senses 48 has enough room for up to 12 people in a comparable small, yet spacious, size of 14.50m. Each of the two cabins, one in each hull, is paired with a bathroom. A versatile sleeping area in the salon can further accommodate up to four people. The optimum cruising speed for this electric yacht is 10 knots, but you can reach a top speed of 18 knots. At 10 knots, the largest battery package can travel a distance of 56 nm. The electric propulsion system is from Naval DC (both motor and battery). With shore power, the battery pack may be charged at up to 18 kW when the 2.7 kWp output of the solar roof isn’t enough.

Soel Yachts - Soel Senses 62

Soel Yachts’ Soel Senses 62 is designed in a timeless style that will most likely never go out of style, like sustainability. This solar electric yacht has a dynamic elegance with refined interior design and a beautiful exterior silhouette. The salon extends almost the whole width of the vessel, allowing for lots of natural light inside. The rooms combine to form a well-integrated design that provides enough seclusion in the private cabins. A spacious master suite, two guest cabins, and a kids cabin offer plenty of space for a memorable holiday with family and friends. There’s also a separate crew cabin with its own entry. There are also optional diesel generators for longer trips, such as a trans-ocean journey, to ensure that you have enough electricity. When the conditions aren’t optimal to reach the full 17.6 kWp output of the solar panels.

Solarimpact Yacht - The SWATH Yacht

The SWATH Yacht from Solarimpact Yacht surprises with its unique shape. Not only the S.W.A.T.H hull shape, but the whole design of the yacht looks very futuristic and it is easy to see here that this is a vision. A vision that may not make it onto the water in this form, as it is, unfortunately, the case with many concept vehicles. Unfortunately, because we would like to see the vision become a reality as it brings creative design to the 80-foot electric yacht sector since most of them are just larger versions of smaller yachts.

Solarimpact Yacht - CAT 80

Compared to the SWATH yacht, the CAT 80 is a more set variant with the same length. Externally a very simple catamaran design is used, in the interior similar options are available as in the SWATH yacht. This creates elegance on a completely different basis.

Sunreef Yachts - 60 Sunreef Power Eco

Sunreef Yachts has a special approach to the placement of solar panels. This is because not only the roof is covered with solar panels, but also the outside of the hulls of the catamaran and all other non-walkable surfaces are covered. In addition, there is the possibility of equipping the yacht with wind turbines to use the energy for the electric motors. The energy is then temporarily stored in the ultra-light battery bank. They use recyclable and ethical materials (such as linen, basalt, reclaimed teak flooring or antifouling with silicon)for their ECO Line. Sunreef Yachts’ Eco line is based on the yachts with combustion engine. This not only allows Sunreef to save costs in development, but also benefits through targeted selection of Brand Ambassadors. For example, Rafael Nadal’s yacht the Great White is a 80 Sunreef Power, so not an ECO yacht like the one Nico Rosberg is getting.

See more in this video:

The 60 Sunreef Power Eco Yacht offers a solar output of 14 kWp due to the placement of the solar panels, has two 180 kW electric motors on board with a battery bank of up to 320 kW. The electric catamaran can accommodate up to 12 people and 4 crew members.

Sunreef Yachts - 70 Sunreef Power Eco

The 70 Sunreef Power Eco Yacht is the bigger version of the 60. Therefore is a lot more room in this model.

Sunreef Yachts - 80 Sunreef Power Eco

The 80 Sunreef Power Eco Yacht is the larger brother of the 70. With more length and a wider beam.

Electric Yacht FAQs

The cheapest yacht in this comparison is the Silent Yachts Silent 60 with a base price of 2.770.000,00 €. However, there are cheaper electric yachts in this comparison, but the price is not publicly communicated. Especially the smaller yachts from Greenline Yachts should be significantly cheaper. If you inquire with Greenline Yachts and the price does not match your budget, we recommend you to take a look at our electric boat comparison . Especially the boats with cabin might fit your needs and budget.

There are 8 solar powered electric yacht companies in this comparison.

Solar powered electric yachts: a great step into the future of yachting

Take a step and enjoy the advantage of solar electric yachts with zero emissions. Neither noise nor CO2 is emitted with solar powered electric yachts. A great step into the future.

If you’ve made it this far, congratulations! You have a lot of information about electric yachts and the features that are important to them. Hopefully we were able to help point out some key things for your next purchase so you can get exactly what you need. But don’t forget – if there’s anything else not mentioned in our blog post that you’re wondering about or want more information on, feel free reach out with any questions at all! We’ll be happy to answer them as best we can.

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Alva Yachts announces Eco Cruiser 50: it is the first monohull electric Yacht, and it features previously unseen solutions

Alva Yachts, the German shipyard of electrical floating solutions, takes another step forward and launches its first monohull electric yacht, named Eco Cruiser 50. It is a 15.20-meter motor yacht, specifically designed for electric propulsion, with a peculiar layout made to maximize space, and customized solutions with plenty of possibilities for the interiors. It has been designed by Henndesign to perfectly suit customers who like to cruise and explore while yachting. At 50 feet, it will be the smallest model in the Alva Yachts range, meant to reach new markets and especially a wider range of boaters.

The first key point of Eco Cruiser 50 is of course the electric propulsion. Alva Yachts has already developed electric catamarans (Ocean Eco 60 and 90 are in construction), an electric-assisted sailing vessel (Ocean Sail 82), and floating villas. The Eco Cruiser 50 is a step further, as the electric powertrain is now taken onto a monohull yacht.

Once again and as for the other projects, Eco Cruiser 50 is shaped around a solar and electric approach towards yachting: different to other yachts the technology is not an add-on but a central design feature. The most obvious characteristic that underlines this fact is the impressive roof line that creates a larger roof surface for solar panels. More solar panels are also housed in the overhang of the upper deck.

Eco Cruiser 50f+ features 2 electric motors delivering 100 kW each, for a total output of 272 hp. The power to supply the engines comes from a generator (50 kVA) and from solar glass tiles on the roof (4.9 kWp), and it is stored into a 140 or 240 kWh battery pack.

The cleanest solution replaces the generator with a hydrogen fuel cell, and the normal fuel tank with hydrogen storage tanks. In this case the Eco Cruiser 50 is 100% clean, as it can cruise without releasing any polluting emission and in total silence.

Alva Yachts has also considered seafarers who want more performance even from an electric yacht, and offers a Power Version of the Eco Cruiser 50, named 50 HP, with two 230kW electric motors for a total of 625 hp. In this case the maximum speed can reach 20 knots. 

Alva Yachts  and  Henndesign have also given the Eco Cruiser 50 a peculiar layout, made to maximize space and comfort.

A large beach club area, much more than a swim platform (it measures 22 sqm), houses a sun pad but also holds the yacht’s tender and a jet ski. From here, four steps down lead to the lower deck, while a starboard staircase take to the upper one.

The outside areas do not end in the ample beach club but continue upstairs with a raised and protected cockpit featuring a couch and two tables, and with two wide passageways that lead to the foredeck large sun pad.

The inner layout of Eco Cruiser 50f+ can be chosen between different versions, with three or four cabins, for private use or for charter. 

One solution features a wide and cozy galley, with dining table for 6 to 8 guests, on the lower deck. An aisle takes to the night accommodation, with two cabins and two bathrooms (one has a second door on the aisle), while the bow houses the crew cabin with two bunks and a head. The crew quarters are accessible via a separate staircase from the helm station on the upper bridge; the helm station also has two side doors on the lateral decks. A fourth, large cabin is located on the upper deck just behind the pilothouse, and features a double bed, a large bathroom, and an office table / vanity corner. The raised position and the glazing on three sides offer a beautiful view on the horizon.

Another layout consists of just three cabins, all located on the lower deck, with three bathrooms (one is accessible from the aisle and can work as a day toilet as well). The master cabin is amidships, to port, and sports a bathroom with separate shower and WC, while the beautiful countertop with two sinks is in an open corner behind the bed, faced by a large closet and a sofa. Outside, to starboard, the large passageway hosts the main galley and a round table. In this case, the closed upper deck is a single, airy space: a lounge with wet bar, sofas and coffee table, and the helm station to fore with doors on the side passageways. Two staircases give access to the lower deck, one from the helm station and one from the beach area.

In any case, the interiors have been developed following a minimalist design and focusing on natural materials and lighting.

Designed with luxury, safety and cruising comfort in mind, Alva Yachts Eco Cruiser 50f+ is an example of the latest technological developments in the field of self-sufficient yachts, surpassing its competition by years.

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Alva yachts eco cruise 50 will take electric propulsion and brand new ideas into monohull yachts.

After the catamaran projects Ocean Eco 90 and 60, and the Ocean Sail 82, Alva Yachts introduces a monohull fully electric yacht. Eco Cruise 50 has an original layout and some technical peculiarities.

The path towards green mobility is irreversible, and although the yachting sector is always trailing behind (to say) automotive, there’s plenty of new projects and models entering this segment. Alva Yachts is one of the most recent players, and has already introduced some projects (under construction, not just on the paper) of fully electric catamarans and sailing vessels. The latest model to be launched though will be a monohull yacht, named Eco Cruise 50. Of course the 15.20-meter yacht will feature electric motors, having been designed by HennDesign specifically for it. But it will also sport a peculiar layout made to maximize space, and customized solutions with plenty of possibilities for the interiors.

Eco Cruise 50 HP can reach 20 knots!

As for the other projects by Alva Yachts Eco Cruise 50 is shaped around a solar and electric approach towards navigation: the technology is not an add-on but a central design feature. The most obvious characteristic that underlines this fact is the ample roof line that creates a larger roof surface for solar panels, with further solar panels housed in the overhang of the upper deck.

Eco Cruise 50 features 2 electric motors delivering 100 kW each, for a total output of 272 hp. The power to supply the engines comes from a generator (50 kVA) and from solar glass tiles on the roof (4.9 kWp), and it’s stored into a 140 or 240 kWh battery pack. The cleanest solution replaces the generator with a hydrogen fuel cell, and the normal fuel tank with hydrogen storage tanks. In this case the Eco Cruise 50 is 100% clean, as it can cruise without releasing any polluting emission and in total silence. Should the customer want more performance even from an electric yacht, Alva offers a Power Version of the Eco Cruise 50, named 50HP, with two 230kW electric motors for a total of 625 hp. In this case the maximum speed can reach 20 knots.

The designers have given the Eco Cruise 50 a peculiar layout, made to maximize space and comfort. A large beach club area (22 sqm), houses a sunpad but also holds the yacht’s tender and a jet ski. From here, four steps down lead to the lower deck, while a starboard staircase take to the upper one.

The outside areas don’t end in the beach club, but continue upstairs with a raised and protected cockpit featuring a couch and two tables, and with two wide passageways that lead to the foredeck sunpad.

The inner layout of Eco Cruise 50 can be chosen between different versions, with three or four cabins, for private use or for charter. They can be viewed in the renderings, but we underline that one solution sports the master cabin on the upper deck, just behind the pilothouse, with a double bed, a large bathroom, and an office table / vanity corner. The raised position and the glazing on three sides offer a beautiful view on the horizon, quite unique in the 50ft segment. In any case, the interiors have been developed following a minimalist design and focusing on natural materials and lighting.

Featured article: Alva Yachts introduces Ocean Eco 90 all-electric catamaran

Read also: next Silent Yachts electric catamaran will use technology from Volkswagen

Check out the whole range of electric floating solutions by Alva Yachts

With other boat manufacturers entering the electric boat segment, we hope the move to clean cruising will be stronger and stronger, with the leisure navigation sector being, for once, a forerunner and not a pursuer. The signals are promising, and we wait to see some of these projects in the water for real: on their hand, Alva Yachts promise they will have the first units in the water by 2021.

The numbers of Alva Yachts Eco Cruise 50

• Concept Holger Henn / Mathias May
• Naval Architecture HennDesign
• Exterior & Interior Design Holger Henn
• Length overall 15.20 m – 50 ft
• Length of waterline 14.80 m – 48 ft 7 in
• Beam overall 4.85 m – 15 ft 1 in
• Draft 1.28 m – 4 ft
• Deck to waterlevel (bow) 2.40 m – 7 ft 10 in
• Deck to waterlevel (cockpit) 0.62 m – 2 ft
• Height over all 5.30 m – 17 ft 9 in
• Light displacement 25,2 tons
• Water 600 l + watermaker (opt. 2×600 l)
• Waste-water 200 l
• Fuel 1000 l
• Standard motors (electric) 2x 100 kW
• Optional motors (electric) 2x 230 kW (Power Version)
• Battery capacity 150-240 kWh
• Generator 1x 50 kVA DC
• Solar Input 4,9 kWp with “Solar Roof” glass tiles
• Cruising Speed 8-10 kn
• Top Speed 15-16 kn (standard), 20 knots (Power Version)

Read the latest news: Alva Yachts build up a global dealer network for their electric yachts

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• Digital Edition

How hybrid sailing yachts finally became a feasible option

• May 17, 2019

They’ve been a long time coming, but marine hybrid propulsion systems are finally a working reality, as Sam Fortescue reports

The Bootswerft Heinrich-built 13m Yamila uses an Oceanvolt electric motor rather than a diesel engine. Photo: Peter Minder

Every sailor is familiar with the wet cough of the diesel engine, and the acrid smell of its exhaust. For some it’s the sign that an adventure is starting, for others it is the reassurance that all is well on board the boat. The traditional engine is perhaps your boat’s most important safety feature, but its days may be numbered.

The electric sailing revolution is coming – and though adoption in the marine sector is proving much slower than in the automotive world ashore, progress is being made.

The market is still relatively small. Clear market leader Torqeedo had sales of €25m last year, most of which was in ferries and compact outboards. It also offers a range of saildrive and pod drive motors for yachts displacing from 2 to 50 tonnes, or roughly 20-60ft LOA.

But sailors have been slow on the uptake, and for one good reason: if you’re planning to cross an ocean or take on tough conditions offshore, you rely on your engine to help you outrun danger or motor through the doldrums – sometimes for days at a time.

Oceanvolt AXC series is a modular shaft drive system (10kW to 40kW) that will fit in place of a tradition diesel engine

Even with the current crop of advanced lithium-ion boat batteries , the range of an electric system is measured in tens of miles, not hundreds. So a 35ft monohull with 10kWh of lithium battery (four units weighing 96kg in total) would have a range of just 24 nautical miles at 3.8 knots, or less than 16 nautical miles at full throttle.

Taking into account the incredible wastage of combustion engines, which dissipate more energy as heat and noise than they provide in propulsion, diesel is still ten times more energy dense than batteries.

Full-carbon luxury daysailer Yamila uses an Oceanvolt SD8 8kW electric saildrive system. Photo: Tobias Stoerkle

“When you look at bluewater cruisers, of course you will have a diesel,” says Torqeedo’s founder and CEO, Dr Christoph Ballin. “And it’s right that not many coastal sailors opt for pure electric.”

But that doesn’t mean that electric has no interest for cruising sailors – far from it. The more common route for ‘normal’ sailors will be to combine diesel and electric in a hybrid sailing system.

Under this model, the engine is replaced by an electric motor, hooked up to a bank of lithium batteries. This can be charged via hydrogeneration – when the speed under sail turns the propeller and puts charge back into the batteries – and solar or wind. But when extended periods under power are required a standalone DC generator, which can be installed anywhere on board, supplies the electricity.

This is the set-up recommended by Finland’s Oceanvolt, which has focused on the cruising sailing market with a range of shaft and sail drive motors from 3.7kW to 15kW (roughly 10hp to 45hp in diesel engine terms).

“In the case of the round-the-world cruiser, we recommend a hybrid system with a backup genset to support continuous drive when/if needed,” says Oceanvolt CEO Markus Mustelin. “A regenerating prop, which spins while sailing and recharges the batteries (sacrificing 0.2-0.4 of a knot, depending on the boat and conditions) makes it possible to be almost independent of the genset and use it only for backup.”

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This system has the advantage that the generator is only needed on longer passages, so the boat still manoeuvres silently in and out of ports and anchorages.

And a well-designed, correctly sized generator is much more efficient at turning diesel into electricity than an engine not originally designed for the job. Some sailors opt for an in-line hybrid system, like those offered by Hybrid-Marine, which bolts onto the existing diesel.

These are easier to retrofit, with many of the same characteristics as the full hybrid system, but there’s the disadvantage of still having an engine boxed away somewhere near the middle of the boat.

Electro magnetism

Until now, most business has been done through retrofitting existing yachts. But an increasing number of yacht builders are looking to include electric propulsion as original equipment. The world’s third largest boatbuilder, Hanse Yachts , is perhaps the most advanced – offering its entry-level Hanse 315 with an electric rudder-drive option.

The system takes up less space than the standard diesel, is much quieter and vibration- and emissions-free. But Hanse admits take up has been disappointing.

The technology has found more interest among lake sailors. Innovative young German brand Bente has been fitting Torqeedo motors to its successful 24ft model, originally designed for Germany’s ‘Green Lakes’.

Closer to home, dinghy specialist RS Sailing has decided to fit a retractable electric drive to its new RS21 keelboat. Already christened the ‘invisible gennaker’, the system is based on Torqeedo’s Travel 1003 outboard motor.

Bigger race boats have also been attracted by the lure of low-weight propulsion. Just look at Malizia , an IMOCA 60 being prepared for the 2020 Vendée Globe with a lightweight Torqeedo system.

“Emissions-free round the world under race conditions, while simultaneously producing your own energy, is a thoroughly inspirational concept,” said Malizia skipper Boris Herrmann.

Electric has also been successful at the luxury end of the market, where lithium-ion batteries account for a smaller share of the boat’s overall cost. A 50ft Privilege 5 catamaran and a carbon fibre Gunboat 60 have both been retrofitted with Torqeedo kit, while Oceanvolt appears on a Swan 57 and an all-carbon Agile 42.

Overview of the Torqeedo Deep Blue propulsion system installed in the Gunboat Moonwave

The Gunboat Moonwave has two 25kW Deep Blue saildrives both capable of regenerating under sail. There is still a generator on board to extend battery range offshore, but “they no longer use the generator – it’s just for emergency,” says Torqeedo’s Ballin.

Spirit Yachts is also designing electric propulsion into its Spirit 111  flagship, due for launch this summer. With four big 40kW lithium batteries aboard and a 100kW motor, the yacht will be able to operate silently for hours, although it also has 100kW of diesel generator capacity.

“The real focus is not the propulsion,” explains Spirit director Nigel Stuart, “but that everything works in harmony, from galley equipment and hot water to heating, air conditioning, hydraulics etc.” The British yard is also building a 65-footer using Oceanvolt hybrid technology and a new 44-footer that is pure electric.

With racing on one hand and high-end cruisers on the other, there is something of a gap in the middle. By Torqeedo’s own admission, the cruising sailor hasn’t been a big focus of the electric revolution, but all that is about to change. “We started a bit late with sailing,” Ballin admits, “but in the next five to eight years it will be addressed big time.”

Fully integrated electric drive system will power the new 111ft Spirit Yachts flagship

What does that really mean? Well, in the first instance, it means system integration. If that doesn’t sound revolutionary, then imagine a set-up on board where solar panels, hydrogenerators, batteries, generators and motors all worked seamlessly together to keep the yacht supplied with ample power around the clock. “That’s what people are willing to pay for: plenty of energy with heating or air-con through the night,” says Ballin.

The future of hybrid sailing

In the near future, Torqeedo is planning a new range-extending DC generator specifically for hybrid sailing boats. Its existing unit is built by WhisperPower and provides 25kW, which is too much power for boats using the pod drive system.

The genset will be designed to operate at optimum revolutions, while clever DC to DC conversion decouples the battery voltage from the charging voltage, for much greater efficiency.

With boats, just as with cars, the breakthrough that will make all the difference is around battery capacity. Until range under electric power can match that of diesel, there will be many sceptics. And that isn’t likely to happen for a decade or more, according to Ballin.

“Theoretically, they’ve tested batteries in labs that are ten times more efficient than lithium,” he explains. “And if that comes through, then gasoline is done. But we are trying to combine long-term vision with short-term mindset.”

In the meantime, the prevalent technology is based on lithium-manganese-cobalt, and a process of steady development is making this 5-8% better each year. For example, BMW has just announced its next generation i3 battery, used by Torqeedo’s Deep Blue system, will be able to hold 40kWh of power – an increase of 33% for the same size, weight and nearly the same cost.

Torqeedo Cruise 2.0 FP Pod Drive is suitable for small yachts up to 4 tonnes – a folding prop can also be fitted

The other area of development is around the propeller. Most cruising systems use a folding or feathering prop designed for diesel engines. But Torqeedo’s own research shows that the consistently high torque of an electric motor is best utilised by props with variable pitch.

And yet it is Oceanvolt that has addressed this issue specifically for electric motors with its Servo Prop system, which it claims to be 30% more efficient ahead, 100% better astern and 300% more efficient in regeneration mode.

Oceanvolt says that this prop can pump around 500W into the batteries at just 5 knots – the average pace of a 30ft monohull. At 6 knots that rises to around 800W, and at a very manageable 7 knots for a larger ocean cruiser you get 1.2kW.

“A new technology can rarely compete in price with an established one in its initial growth phase,” says Mustelin. “However, we have passed this and today electric systems are offered at a quite competitive price. When you add to that the fact the electric system is almost service free, the total cost of ownership is turning in favour of electric.”

So, you may not hear them approach, but expect to see more and more electric-powered boats on the water as the revolution continues.

A question of torque

A key part of the viability of electric propulsion rests on the notion that a smaller motor can achieve the same work as a bigger diesel. There are two elements to this. First, a diesel engine is not an efficient converter of chemical energy into thrust, creating a lot of heat and noise in the process. Second, the torque characteristics of electric are much better than diesel.

Mustelin says that Oceanvolt’s 10kW motor “easily outperforms” a 30hp diesel. “Typically, maximum boat speed will be somewhat lower (0.5kt-1.0kt) than with a comparable diesel engine, but at the same time the boat will maintain the speed better in heavy seas and headwind due to higher torque. Manoeuvrability is much better in confined marina spaces.”

That’s because combustion engines only reach peak power (and maximum torque) over a small range of speeds. Torque is a measure of turning power – at the propeller in the case of a boat.

A diesel engine develops optimum torque between 1,800-2,000rpm, while electric motors deliver it from 0 to around 2,000rpm. This allows electric motors to use higher efficiency propellers that are slimmer and more steeply pitched.

Engine-driven: The ‘alternator on steroids’

It has taken years of development and over $10m of funding, but renowned boat systems expert Nigel Calder has helped design an alternator so powerful that it eliminates the need for a generator on board.

Mounted on the engine, on the second alternator position, the Integrel can produce five to ten times more power. Sitting behind the system is at least 10kWh of lead acid batteries (lithium is also an option), and Victron chargers and inverters.

“If you crank the engine it’ll charge the batteries; if you’re running with the engine in neutral, it’ll know it’s in standalone generator mode and switch to that algorithm,” explains Calder. “It will likely be cheaper than a generator installation, and eliminates the issue of the through-hulls, the cooling circuits, the long running hours, the maintenance.”

The system allows you to run all sorts of creature comforts on board that would normally require a generator: from hot water on-demand to coffee makers and freezers. “We honestly believe that this system is going to supplant generators on almost all boats that currently have, or would like to have, a generator,” adds Calder.

With the engine in gear and at low revs, tests show how the Integrel can produce some 2kW of power without increasing fuel consumption or reducing speed – simply utilising the engine’s wasted capacity. This means it will work with the yacht’s existing engine – no need to overspec – and it has already been successfully installed on a new Southerly 480, a Malo 46 and a similar-sized Hallberg-Rassy.

Case study: Dufour 382 Alcyone

Built by Dufour in 2016, Alcyone was immediately retrofitted professionally with Oceanvolt’s SD15 saildrive motor, supplied by a 14kWh lithium battery bank. Owners Michael Melling and Diana Kolpak also specced an 8kWh DC generator for range extension. The fit out cost €30,600 for the motor and battery system, plus an additional €13,744 for the generator, and installation costs were around €8,000.

They charter the boat out near Vancouver, for exploring Desolation Sound and the surrounding area where silent, clean propulsion is a selling point. “Nothing spoils the joy of sailing – or a secluded anchorage – more than the noise and smell of diesel engines,” they explained. “Installing an Oceanvolt system in our new boat has freed us from that. It’s the way of the future.”

Charter manager Merion Martin said the conversion has also been popular with charter customers, adding: “The main advantage of the system is that it consistently uses around 40% less fuel than a standard diesel engine over the course of a week’s charter. But understanding the power management system takes a bit of getting used to, and the many components involved in the system can make troubleshooting a challenge.”

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The Enhydra is the newest member of the Red and White Fleet of San Francisco’s passenger excursion vessel fleet. The 128-foot LOA aluminum monohull vessel with a 30’ beam was designed by Nic de Waal of Teknicraft Design in Auckland, New Zealand, and built by All American Marine in Bellingham, WA. This is the largest lithium-ion battery electric hybrid- powered vessel in North America built under “USCG Subchapter K” certification. The propulsion integrator is BAE Systems.

The 600-passenger vessel is specifically designed for harbor tours of San Francisco Bay and the Golden Gate Bridge. Guests on board the Enhydra can experience views of the bay and cityscape from all three decks, each complete with their own convenient snack bar. The second level offers a full, wrap-around viewing deck with access to the enlarged-bow foredeck. Entirely open, the top deck offers ample outdoor seating for those on board.

In the initial development stage, the Red and White Fleet team pursued construction designs for steel monohulls for their new vessel; but All American Marine demonstrated considerable savings in building and maintenance costs with an aluminum design, while ensuring delivery of a robust hull structure. Founded in 1892 and one of the oldest businesses operating in the San Francisco Bay area, historic Red and White Fleet is committed to environmental sustainability and community education. The Enhydra will not only be more sustainable in fuel consumption, but it will also lessen impact on local marine life. When powering the vessel, the electric motors are noticeably quieter, resulting in less noise and vibration, and a significantly reduced environmental footprint overall.

The Enhydra is a pioneering collaboration. “We are proud to introduce such a large-capacity hybrid technology vessel and working with such great partners such as Red and White Fleet and BAE Systems to develop and build the boat of the future,” All American Marine CEO Matt Mullett said. “All American is working to stay at the forefront of the decarbonization movement in the maritime industry, and the lithium-ion hybrid electric propulsion system on the Enhydra is a step in the right direction.”

All American Marine partnered with BAE Systems to design and integrate the complete electric hybrid system. BAE supplied their HybriDrive propulsion system that includes a generator, propulsion power converter, house load power supply and control system. The generator is mounted to a variable speed Cummins QSL9 410 mhp diesel engine. The system offers parallel hybrid powering of the AC traction motor from either the generator, the batteries or both. The motor is coupled to the propulsion shaft via a reduction gear for thrust and increased propeller efficiency. AAM said that with this configuration, torque is immediately available for the propeller, and the speed can be precisely controlled.

BAE Systems’ HybriGen system has lower engine operating hours and is more streamlined than a conventional drive, requiring fewer parts, thus resulting in savings in both fuel consumption and maintenance costs. Adding Enhydra to Red and White Fleet exhibits the company’s environmental commitment while providing an acceptable return on investment.

The hybrid system also uses battery power from two 80 kWh lithium-ion battery packs from Corvus Energy, which are supplied under their next generation Orca Energy line. Inherent in the Enhydra’s design is the ability to expand the size of the batteries to reach complete zero- emissions operations in the future as charging infrastructure advances and battery technology improves. This current battery system can meet any power demands of the Enhydra. Simultaneously, the propulsion system provides a silent, emissions-free experience for recreational cruise excursions. The BAE HybridDrive system can automatically use full electric battery operation at slower speeds and when maneuvering in and out of the harbor with the Enhydra’s two Veem Star 4-blade props. At higher speeds, the generator will automatically engage and augment the additional power demands of the traction motor.

The innovative design and quality construction of the Enhydra make Red and White Fleet’s Vice President of Operations Joe Burgard hopeful for future possibilities. “We are very pleased with the team All American Marine has put together to deliver this unique vessel and are eager for our guests to experience San Francisco Bay from the silent decks of the Enhydra [this fall],” Burgard said. “We see the propulsion configuration on the Enhydra as phase one in our move toward the full electrification of our fleet. Stay tuned for phase two.

Specifications:

Length………………………………………………128 Feet

Beam…………………………………………………30 Feet

Draft…………………………………………………~6 Feet

Passengers……………………………………………..600

Engines…………………2x Cummins QSL9 Tier III

Rating…………………………..410 HP @ 2100 RPM

Hybrid……………………….BAE Hybridrive System

Propulsion………….2x Veemstar 48″ Fixed Pitch

Fuel…………………………………………2200 Gallons

Speed……………10 knots Cruise / 12 knots Top

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SOEL SENSES 62

Solar electric yacht.

Welcome the Soel Senses 62, a fully sustainable solar electric yacht for silent cruising with trans-ocean capabilities. State of the art technology is combined with modern design, to offer the highest comfort and pleasure on board, while providing an extremely sustainable way of cruising the oceans. With no noise distractions on board, the 62ft composite eco yacht turns into an oasis of tranquility for up to nine people and three crew.

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Elegant lines flow into dynamic details, which present a fresh and inviting exterior and interior, characterized by simple and honest aesthetics. The solar electric yacht provides the right balance between minimalistic and modern yet timeless design with a warm and delicate style.

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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.

OPEN TRI-DECK WITH GALLEY UP OPTION

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ENCLOSED TRI-DECK WITH GALLEY DOWN OPTION

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Inside becomes outside

The core concept of the Soel Senses 62 has been the seamless integration of different spaces, openness and versatile usage of its features right from the beginning. While the front doors lead to a comfortable and lush front lounge area, in the back, large sliding glass doors open up the main saloon to the aft cockpit area for unique views and a no boundary connection of the interior with the exterior main deck of the solar electric yacht. This roomy solar powered yacht offers great comfort within the spacious owners cabin, two VIP guest cabins and kids cabin with three beds. The separate crew cabin with its own access assures both comfort and privacy.

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Electric match.

Central to crafting efficient zero-emissions vessels is right-sizing the propulsion system. The key advantage of Soel Yachts is that the propulsion system and the vessel are being designed together. An optimisation of the synergy between the two ensures reliability and quality for the high performance vessel, and raises the bar for future boats to come. Every project is being looked at from a naval architecture point of view, tailoring the propulsion system exactly to the clients’ desired operational profile.

PREMIUM COMFORT AT LOW COSTS

The very functional eco electric yacht gives its owner the ultimate freedom to go near and far at highest comfort while keeping the cost and emissions footprint at incredibly low levels. 42 state-of-the-art solar panels generate 18.5 kWp on the solar roof and let its user enjoy sustainable and luxurious yachting without any noise and high fuel bills.

PRECISION ENGINEERING

The efficient hull shape was specifically designed for efficient electric propulsion and cruise comfort. During the engineering process several CFD analyses were carried out and special devotion was given to the integration of the electric system in order to optimize the speed and range, as well as handling and maneuverability.

The solar electric yacht is perfectly matched to the system and the system is perfectly matched to the yacht, resulting in an optimized range and performance.

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Want to go the extra mile? We too! Through our in-house electric naval architecture, design and system integration, Soel Yachts offers a unique approach to making your electric yacht dream come true. Please leave your name and contact details below, so that we can get in touch with you for discussing your specific wishes, pricing and build-slot availability for the Soel Senses 62 solar electric yacht.

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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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The All-Electric Yacht Evolution

• By David Schmidt
• January 13, 2022

The powerboat drivers idle near their starting lines off Monaco, waiting for the signal to punch the throttles. But they’re different from those who have raced here since 1904: These nine boats are competing in the Solar Class at the 2021 Monaco Energy Boat Challenge.

Every July, the Monaco Yacht Club organizes this race, which features next-generation technologies. This year, after five days of competition—including a 16-nautical-mile-lap race, slalom racing and a championship race—the Dutch-flagged Sunflare solar team claimed top honors in the sun-powered class.

Is their boat’s top speed of about 29 knots going to break any world speed records? No. But the Monaco Energy Boat Challenge is a harbinger of recreational boating’s not-so-distant future.

That future, of being carbon-free, has been a long time coming. German inventor Moritz von Jacobi created an early electric boat in 1839, a 24-footer that could carry 14 passengers at roughly 2.6 knots. In 1882, Anthony Reckenzaun, an Austria-born electrical engineer, built Electricity , a steel-hulled launch with onboard batteries that was considered one of the first “practical” electric vessels. Other innovations continued until circa 1910, when Ole Evinrude’s gasoline-fired outboards began their own revolution.

Now, a century later, electric yachts harness technologies such as solar panels, electric drivetrains, lightweight construction in carbon fiber, lithium-based batteries and, in some cases, hydrofoils. These boats’ performance, comfort and range can rival some traditionally powered yachts—and they are clean and quiet. Much like Teslas, they sometimes also come with memorable acceleration curves.

Contemporary electric boats range in size and complexity. There are displacement monohulls such as Zin Boat’s 20-foot Z2T and Z2R and X Shore’s 26-foot Eelex 8000. There are hydrofoilers such as the upcoming Navier 27 (see sidebar). There are also boats like those contesting the Monaco Energy Boat Challenge, as well as bluewater cruisers with multiple hulls.

“The first advantage is space,” says Michael Köhler, CEO of Silent-Yachts . “Catamarans have more surface area, which benefits the number of solar panels that can be installed.”

Other advantages of multiple hulls in electric-boat design include increased form stability (no ballasted keels) and reduced drag. “This low resistance means they’re better suited for electric motoring, as they need a lot less energy to move than monohulls,” says Nicolas Lapp, Sunreef Yachts’ strategy consultant for research and development.

One key to reducing a yacht’s energy requirements involves reducing its displacement. “The lighter the yacht, the less energy is needed to move it,” Köhler says. “For this reason, our yachts are made of lightweight carbon fiber.”

While all of the yachts discussed in this article can be charged via shore-supplied AC power, cruisers typically want greater autonomy. To that end, Silent-Yachts and Sunreef Yachts use solar panels. The team at Silent-Yachts specs its panels from California-based SunPower, while Sunreef Yachts created the marine industry’s first flexible solar panels, which are flush-mounted on hulls, masts and superstructures.

Aesthetics matter in yachting, and not everyone wants to cruise aboard a solar farm. Here, Lapp sees an opportunity. “If you want sustainability to be cool and attract the attention of new generations, the appeal of the product is something you cannot neglect,” he says. “Seamless integration of the solar panels was a way for us to prove that sustainability [can] generate green power [and] cool looks.” (After all, no one buys a Tesla because it looks like a Chevy.)

While the Caribbean and Mediterranean are blessed with abundant lumens, other world-class cruising grounds—say, the Pacific Northwest—aren’t equally illuminated. Because of this, electric cruising yachts typically also include redundant systems to ensure that the navigation lights stay on without heading to a marina.

“Every Silent yacht is equipped with a backup generator,” Köhler says. “This makes sure you never run out of energy, even when facing longer periods of unfavorable weather conditions.”

Rainy-day alternatives can include other green-power solutions. Sunreef Yachts typically specs dual wind generators atop its yachts’ rooftops. However, Lapp is realistic about their capabilities.

“Wind turbines can only supply a small fraction of the energy that our solar panels can,” he says, explaining that, in the right conditions, Sunreef’s panels typically generate 40 times more juice than the turbines. “What’s nice about working with wind is that your generators work all the time.” That includes under navigation, at the dock and throughout the night.

Energy sources aside, these experts say that high-quality batteries offering high performance are critical. Larger-capacity battery banks ensure more power reserves, but adding them can affect a yacht’s performance.

“The weight of the battery banks is also an important factor, as it can reduce or increase the overall efficiency,” Köhler says.

Battery performance is also critical for electric-powered coastal craft. One example is X Shore’s Eelex 8000, which has a high-performance 225 kW electric motor and dual 63 kWh lithium-ion batteries that can be charged anywhere there’s a power socket, or supercharged using the same technology as electric cars.

“The batteries can be charged in five to eight hours with three-phase power plugs and one to two hours with superchargers,” says Elias Wästberg, X Shore’s project manager.

While superchargers don’t exist in the middle of oceans, builders of electric-powered bluewater boats have already done this math. Silent-Yachts says its power catamarans are built to offer transatlantic autonomy, but a lot depends on how the owner uses the boat to minimize energy consumption.

“During sunny conditions, a general rule of thumb is that cruising at 6 knots maintains a balance between consumption and production,” Köhler says. “This basically means unlimited range. …The main thing that owners can do to increase range is reduce speed and turn off any appliances.”

This begs the question: Do owners need to downshift their expectations for onboard comfort when going electric?

“There’s no need to make any sacrifices or closely monitor energy levels,” Lapp says. “A lot of energy saving is done automatically. For example, at night, the air-conditioning system focuses solely on selected areas and cabins. … It consumes 70 percent less energy than most systems.”

And should the battery banks get thirsty, there’s always the generator.

Cruising with zero emissions might be a selling point for some customers, but one need not squeeze trees to embrace yachting’s future. “Running costs and maintenance levels are much lower compared to regular-motor catamarans,” Köhler says.

Then, there are unquantifiable returns. “You get to enjoy the absolute luxury of cruising in total silence and without disturbing the marine life around you,” Lapp says, adding that this experience helps owners create “better connections with the environment.”

Finally, there can also be the grin factor. “The Eelex 8000 can accelerate from 0 to 20 knots in 4.2 seconds,” Wästberg says. “The software captures 150 data points every second, allowing for real-time analytics of battery and engine performance, including temperature, humidity, pressure, location and the craft’s system status.”

While electric yachts boast some impressive capabilities, free lunches are unicorns. Electric yachts don’t emit carbon dioxide, but their carbon footprint likely deepens with stem-to-stern life-cycle assessments of their photovoltaic panels, carbon-fiber hulls and lithium-based batteries. Then there’s the inconvenient financial truth that all batteries have a finite number of charge cycles and eventually need refitting. Also, for now, diesel mechanics greatly outnumber certified electric-boat technicians, especially in remote locales.

Still, few people gifted with foresight would have bet against Evinrude’s outboards in the early 20th century. The same holds true for today’s electric boats. One only has to look at the Monaco Energy Boat Challenge to realize that some of the brightest minds in the marine and technology fields are committed to a carbon-free future.

Couple this trend with the fact that electric yachts are already providing better performance and compromise-free cruising, and yachting’s future is looking bright (green).  

Navier Boats teamed up with Paul Bieker, an America’s Cup-winning naval architect and hydrofoil expert, to create the Navier 27. It delivers 30-plus-knot top speeds or a 75-nautical-mile range at slower speeds. While impressive, hydrofoils require active control, which is a crux that Navier solved by creating an autonomous foil-control system.

Sunreef 100 Eco

It’s one thing to build a solar-powered vessel for the Monaco Energy Boat Challenge; it’s a different challenge to build an electric 100-footer that can accommodate 12 guests and five crewmembers. The Sunreef 100 Eco’s flexible solar panels mean this cat can accommodate 2,610 square feet of solar-farm space and generate up to 46 kilowatts per hour of DC power, which should keep its high-performance lithium-ion batteries topped off. 

Hands on the Helm

While the Navier 27 will initially require human hands on its helm, down-the-road software releases are expected to enable autonomous driving.

Panel Planners

While photovoltaic panels can be fitted to any yacht, catamarans present themselves as an ideal platform, given their beam and broader coach-roof space.

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Press Releases

Forza x1 successfully water tests its all-new 22-foot electric monohull boat.

FORT PIERCE, FL / ACCESSWIRE / March 15, 2023 / Forza X1, Inc. (Nasdaq:FRZA) ("Forza," the "Company"), a new developer of electric sport boats with a mission to inspire the adoption of sustainable recreational boating, today announced that is successfully sea trialed an all-new 22-foot electric-powered monohull this past Thursday. The Company went on to announce that the 22-foot monohull has been added to its upcoming model line.

The 22-foot monohull joins the FX1 center console, the FX1 dual console, and deck boat in the Company's growing electric boat lineup. "While we initially announced two models when Forza went public last summer, incorporating new products strengthens our mission to encourage marine electrification and the adoption of sustainable boating," remarks Joseph Visconti, Executive Chairman and Chief of Product Development for Forza X1, Inc. "We want to offer a variety of boat types and styles that appeal to a broad consumer base no matter where people do their boating."

Forza's engineers have focused on miniaturizing electrical boxes and components to save space on its all-new 22-foot monohull. The electric monohull boat is currently planned to house a single battery instead of dual batteries like on the Company's FX1 center console and dual console and deck boat. "While there is additional testing that needs to be completed before the design of our 22-foot monohull is finalized, the inclusion of a single battery would considerably reduce the price point of the boat if proven effective," explains Visconti. "With fewer components to install and configure, the 22-foot monohull electric boat would be ideal for more budget-conscious purchasers who still want to promote environmental sustainability and enjoy a more serene time on the water."

The Company's second 22-foot boat is nearing completion and is scheduled for water testing in the next couple of weeks. After reviewing the test data, Forza plans to build lightweight versions of the 22-foot monohull to examine the potential for improved battery life and increased run times.

About Forza X1, Inc.

Forza X1, Inc.'s mission is to inspire the adoption of sustainable recreational boating by producing stylish electric sport boats. We are focused on creating, implementing, and selling electric boats utilizing our electric vehicle technology to control and power our boats and proprietary outboard electric motor. Our electric boats are being designed as fully integrated, including the hull, outboard motor, and control system. For more information, please visit forzax1.com .

Forward-Looking Statements

This press release contains certain forward-looking statements within the meaning of the safe harbor provisions of the This press release contains certain forward-looking statements within the meaning of the safe harbor provisions of the Private Securities Litigation Reform Act of 1995. These statements are identified by the use of the words "could," "believe," "anticipate," "intend," "estimate," "expect," "may," "continue," "predict," "potential," "project" and similar expressions that are intended to identify forward-looking statements and include statements regarding offering a variety of boat types and styles that appeal to a broad consumer base no matter where people do their boating, miniaturizing electrical boxes and components to save space on the new 22-foot monohull, the 22-foot monohull housing a single battery instead of dual batteries like on the Company's FX1 center console and dual console and deck boat, the inclusion of a single battery reducing the price point of the boat, the 22-foot monohull electric boat being ideal for more budget-conscious purchasers who still want to promote environmental sustainability and enjoy a more serene time on the water, the Company's second 22-foot boat nearing completion and being scheduled for water testing in the next couple of weeks, and building lightweight versions of the 22-foot monohull to examine the potential for improved battery life and increased run times. These forward-looking statements are based on management's expectations and assumptions as of the date of this press release and are subject to a number of risks and uncertainties, many of which are difficult to predict that could cause actual results to differ materially from current expectations and assumptions from those set forth or implied by any forward-looking statements. Important factors that could cause actual results to differ materially from current expectations include, among others, the Company's ability to complete the testing and finalize the design of its 22-foot monohull, the Company's ability to bring its new boat models to market as planned, the duration and scope of the COVID-19 outbreak worldwide, including the impact to supply chains and state and local economies and the risk factors described in the Company's Registration Statement on Form S-1 filed with the Securities and Exchange Commission and declared effective on August 11, 2022, the Company's Quarterly Reports on Form 10-Q, the Company's Current Reports on Form 8-K and subsequent filings with the SEC. The information in this release is provided only as of the date of this release, and the Company undertakes no obligation to update or revise publicly any forward-looking statements, whether as a result of new information, future events or otherwise, after the date on which the statements are made or to reflect the occurrence of unanticipated events, except as required by law.

Glenn Sonoda [email protected]

SOURCE: Forza X1, Inc.

Released March 15, 2023

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Volvo Penta launches integrated hybrid-electric marine system

Monday, September 2nd, 2024

Written by: Marine Industry News

Volvo Penta has announced the release of its new helm-to-propeller hybrid-electric package, a fully integrated system that includes advanced drive modes and intelligent features. Production of the new hybrid-electric solutions will begin on a limited scale at the end of 2025 across Volvo Penta’s heavy-duty range.

The Volvo Penta hybrid-electric package is designed as a fully integrated system that operates “seamlessly from helm to propeller.” It combines electric and combustion power modes, which the firm says allows for smooth transitions and optimised performance.

The package offers near-silent cruising, battery-powered nights without the need for a generator, and features such as joystick driving and assisted docking in electric mode, enhancing ease of manoeuvring. The system is also designed to enable access to emission-free zones and environmentally sensitive areas.

“The hybrid-electric package represents our vision of technological innovation and efficient design, marking a significant step forward in marine technology,” said Johan Inden, president of the marine business at Volvo Penta.

The hybrid-electric package incorporates the Volvo Penta D13 IPS 900/1050/1200/1350 Hybrid, a 160 kW electric motor, and optimised batteries. The electric motor and diesel engine work in parallel on the same drive shaft, supporting pure electric, hybrid, and automatic power transition modes.

The cross-over mode enables one diesel engine to propel both drives, aimed at improving efficiency and reducing the frequency of engine maintenance. The system automatically selects between electric, combustion, or combined power based on the chosen drive mode.

The package utilises Volvo Penta’s Electronic Vessel Control (EVC) system to manage advanced features across different drive modes, including Joystick Driving, Joystick Docking, Low Speed, Dynamic Positioning System (DPS), and Assisted Docking. The Glass Cockpit system includes a hybrid-electric driver interface (HMI) with displays for drive modes and battery status. The EVC system supports engine monitoring, remote diagnostics, data sharing, and remote software updates, providing support through Volvo Penta’s global service network.

“Our hybrid-electric package integrates advanced technology with features adapted for electric use, such as DPS, Assisted Docking, and Joystick Driving. We aim to continue innovating to enhance the on-water experience,” says Inden.

The Volvo Penta hybrid-electric package is designed to provide a balanced experience at sea, with seamless transitions between electric motors and combustion engines that optimise acceleration and battery charging as needed. The Pure Electric mode allows for quiet, low-speed cruising, suitable for accessing environmentally protected areas. The system also enables off-grid mooring with battery-powered onboard systems, reducing the need for generator use.

The hybrid-electric system combines the range and speed capabilities of traditional engines with the near-silence and zero emissions of electric propulsion. This combination enhances onboard comfort, reduces noise, and improves responsiveness, while the large battery bank supports off-grid living.

Delivery of the D13 IPS hybrid-electric package will commence at the end of 2025.

In July, Volvo Penta expanded its range of remanufactured drivelines for marine customers . The new offer extends the remanufacturing range of products to include complete engines D13, D8, D4 and D6 and the complete Inboard Performance System (IPS) range.

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'Tesla' of the Seas Set to Electrify Luxury Boats

A boat company is setting out to become the " Tesla " of the seas by selling high-tech electric sports boats.

Startup Arc Boats is set to release a $258,000 Arc Sport boat, following its $300,000 luxury cruiser Arc One.

Boat owners are becoming interested in electric boats because they are quieter, more reliable, and cheaper than gas alternatives, Arc Boats said.

CEO Mitch Lee began his mission to electrify boating in 2021 when he started Arc Boats with his friend Ryan Cook, using money he earned from selling a personal finance app called Penny.

Electrifying boats had been in the back of Lee's mind since Tesla rolled out its first car in 2008 and he started to wonder if the technology would eventually work on boats.

The company began with luxurious vessels likely to appeal to a small and affluent audience that is not reluctant to spend large sums of money to own the latest advances in technology.

Customers include people like Jonathan Coon, who are not traditional boat owners.

"My view on boats had always been that the best kind of boat is someone else's boat because they can be such nightmares," Coon, 54, said during an interview from Austin, Texas, where he is overseeing the development of a lakeside community.

"But that's not the case now. These guys just nailed every little detail on an electric boat that's just fun to use," said Coon, who made his money after starting 1-800 Contacts in his college dorm room back in the 1990s.

After purchasing the luxury cruiser Arc One a couple of years ago, Coon is forking out to become the first customer in line to get Arc Sport—a model made for popular aquatic pastimes such as wakeboarding and water skiing.

Lee has so far only sold a handful of Arc One luxury cruisers, but has plans to ramp up production to sell hundreds of the Arc Sport model a year, targeting key boating areas such as California, Texas, Idaho, Minnesota, Michigan and other parts of the U.S. with lots of lakes.

The first Arc Sport is supposed to be delivered to Coon before the end of this year.

"There's a lot of enthusiasm for a product like this, because it solves all these core pain points that gas boat owners have today," Lee, 35, said while piloting an Arc Sport on the San Joaquin River near Bethel Island, California.

Just like Tesla's vehicles, the Arc Sport will be equipped with a variety of technology that will make the boat akin to a floating computer.

The boat comes with display screens, sensors, Wi-Fi, and a hydraulic system for raising and lowering the roof.

Lee hopes software updates will make it possible for the boat to autonomously dock.

It was the development of electric cars that provided the tools to make electric boats possible.

The success of Tesla's vehicles, along with other electric cars , finally created a supply chain of batteries and other parts needed to electrify boats.

Arc Boats now employs more than 100 employees, including former engineers who worked for Elon Musk at two of his companies— Tesla and rocket ship maker SpaceX .

Other electric boat companies are also entering the market, but compared to electric cars, the market is still tiny.

Worldwide sales of electric boats stood at just $5 billion in 2021, and are projected to reach roughly $17 billion by 2031, according to Allied Market Research.

In contrast, global sales of electric automobiles surpassed $250 billion last year.

This article includes reporting from The Associated Press

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Teen breaks record in electric boat challenge around UK coastline

An 18-year-old has become the first person to circumnavigate the entire coastline of Great Britain in an electric boat.

Skipper Harry Besley, from Taunton, Somerset, along with crew and his cousin Henry Cietak, set off from Lyme Regis in Dorset on 13 July, stopping at more than 45 locations before completing the round trip on 14 August.

The team covered 1,708 nautical miles in a 6.5m (21ft) rigid inflatable boat (RIB) powered solely by electricity.

The Round Britain eRIB challenge aimed to encourage the marine industry to reduce carbon emissions, having saved 12,858 Kg of CO2 compared to the average motor boat.

Passionate about the opportunity to enthuse and educate, Mr Besley and his crew set out with one clear mission in mind .

“Right from the start our intention has been to help the marine industry move towards a more sustainable and environmentally friendly future, accelerating the change and encouraging industry investment," said project manager Jaqui Besley.

The group had originally hoped to complete the challenge within three weeks, but encountered obstacles with tide times and charging points, often keeping them stationary for "much of the night".

"Demand in the eMarine sector needs to increase in order to give manufacturers confidence to move forward with new products, and to give harbours and ports a reason to invest in shore-side charging," Ms Besley continued.

The overnight stops at various points allowed the crew to promote the new technology in marinas, harbours, tourist hotspots and remote coastal villages.

"There has been a real sense of positive interest in what we have been trying to achieve," said Mr Besley.

“Our eRIB ‘Electra’ proved her worth, as we tested the capabilities of an electric boat further than ever before," Ms Besley added.

"I hope the propulsion system team will benefit from the experience of seeing their equipment perform over these longer distances."

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Student's electric boat challenge around UK coastline

The teen taking an electric boat round britain, student's electric boat challenge around the uk, round britain erib.

Electric boats

• Solar Electric Boats

Navalt is bringing sustainability to the waters of India with solar electric boats that go over 200 km

A sustainable marine mobility developer called Navalt is making a quick impact on a huge part of Asia. It is rolling out some of India’s largest and most efficient solar electric boats on the water. From ferries to water taxis and even yachts, Navalt is doing a little bit of everything.

Navalt was founded in 2013 and is currently headquartered in Kochi, India, where it has tasked itself with delivering eco-marine tech like solar electric boats to the country’s tremendous population and utilizes its staff’s combined 82 vessel years of experience.

The company’s flagship solar-electric boat, “ Aditya,” was India’s first solar ferry and was named the world’s best ferry in 2020 as the recipient of the Gustave Trouvé Award. In 2022, Navalt’s “Srav” solar fishing boat won the world’s best work boat award.

In 2023, the company launched India’s largest solar electric boat, “Indra” and the country’s fastest electric boat, “Barracuda.” Navalt currently has twenty-nine vessels in operation and another 34 under construction, set to hit the water before the end of 2024.

Most recently, Navalt launched its fourth solar electric boat, “ The Origin,” in Punjab, and shows no signs of slowing down in this relatively nascent segment of marine mobility.

Navalt continues to roll out solar electric boats in India

With the recent launch of The Origin, Navalt is continuing to bring more solar electric boat technology to India, a region known for its incredible culture but also for its pollution due to its dense population.

Sukhna Lake has become a welcomed home to Navalt’s solar electric boats, as it now has four ferries in operation. In addition to The Origin, the company also delivered “The Marsel,” Navalt describes as “the epitome of luxury.”

This 30-passenger vessel is equipped with a 25 kWh battery and powered by two 6 kW motors. It can reach a top speed of 7 knots (8 mph) and travel 45 km (28 miles) on a single charge. If those specs don’t blow you away, Navalt builds solar electric boats that can go much farther.

For instance, its ten-passenger “Nirva” boat can go 200 km (124 miles), its massive 120-passenger “Vega” model can go 225 km (140 miles), and its 12-person “Bumblebee” electric boat can go 250 km (155 miles) and reach a top speed of 25 knots (~29 mph).

The India-based company develops and implements its own electric propulsion technology on its solar boats, including its Mako motors and Manta energy storage system.

This is the technology we like to see being utilized worldwide, and Navalt is a company to keep an eye on as its portfolio continues to grow.

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Scooter Doll is a writer, designer and tech enthusiast born in Chicago and based on the West Coast. When he’s not offering the latest tech how tos or insights, he’s probably watching Chicago sports. Please send any tips or suggestions, or dog photos to him at [email protected]

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Kingfisher 730 Powercat 2024 Review

New zealand specialist power catamaran boat maker, kingfisher, has launched a tough new fishing model called the 730 powercat.

This hardtop half cabin boat is available with an open or enclosed wheelhouse – and with a huge range of fishing features and accessories.

This terrific new sports fishing trailer boat is paired with twin Yamaha 200hp four-stroke outboards to deliver excellent performance.

Kingfisher made its way across the Tasman from New Zealand in 2023, launching at the Sanctuary Cove International Boat show with Queensland dealer, Wynnum Marine.

The first Kingfisher models in Australia were single-engine centre console cats in 4.5m, 5.1m and 5.7m lengths.  

More than 12 months on, the Kingfisher brand is gaining traction as anglers and powered catamaran enthusiasts acknowledge the quality of these innovative craft.

At the 2024 Sanctuary Cove Boat Show , Wynnum Marine presented several larger Kingfisher models – including the brand new, twin-outboard 730 Powercat hardtop.

We spent some time on the water with Kingfisher’s new offshore cat, with the test rig paired with twin Yamaha 200hp extra-longshaft outboard engines.

Price and equipment

The 730 Powercat is now Kingfisher’s biggest trailerable powered catamaran, replacing the 620 series as the trailer boat flagship. 

Larger, wide-beam Kingfisher cats are also available in sizes through to 14m for both recreational and custom commercial boating applications.

Remarkably, Kingfisher also has a full line-up of plate-alloy monohull boats from 4.0m to 10.0m in length – although still no access to those boats in Australia.

The Kingfisher 730 Powercat is available with or without a fully enclosed, lockable wheelhouse.

Our test boat was the open version with the helm station enclosed on three sides, complete with a view-enhancing single-piece front windscreen and sliding cabin side windows.

Package pricing for the Kingfisher 730 Powercat HT starts at $257,539 and includes dual counter-rotating Yamaha 150hp extra-longshaft outboards with digital electronic controls and electric power steering; a Yamaha CL5 engine display; Evolution 3500kg rated custom trailer with electric-hydraulic brakes; dual cranking batteries; dual house batteries; safety gear pack; and boat and trailer registrations.

Inside the boat there is plenty of factory kit as well – too much to list here, but scroll to the bottom of this review to view all of the standard inclusions. 

Our test boat was set-up for display at the 2024 Sanctuary Cove International Boat Show. It was accordingly loaded with cool options, features and accessories.

Electronics gear included Garmin 8416xsv and 8412xsv multi-function displays with Airmar and Garmin through-hull transducers; Garmin GMR Fantom Radar with Motionscope; Garmin 215i VHF radio; Fusion RA210 Stereo with four speakers; and a ROKK wireless phone charger.

Optional fishing features included a transom live bait tank; port-side bait board with tackle drawer and fishing tools; raw water deck wash; starboard-side custom Plaztek tackle station with drawers; Plaztek tool, pole and gaff holders; Kilwell outrigger bases and poles; plumbed sub-floor kill tanks; extra rod holders; transom sink with tap and 50L freshwater tank.

Elsewhere, the test boat was optioned with an upgraded Maxwell drum winch, U-Dek flooring upgrade; metallic hull side paint upgrade; extra cleats; two windshield wipers; additional deck lights; underwater and under-gunnel lighting; electric toilet; custom port-side wheelhouse seating with dinette; transom door; Travel Buddy pie oven; Icey-Tek ice box upgrade (115L and 90L); and more.

With the above extra kit, and paired with larger Yamaha F200 four-stroke outboards, Yamaha’s full Helm Master EX navigation and joystick control system, and an upgraded GFab tri-axle aluminium braked trailer, the driveway package price rises to $376,253.

Hull and engineering

The Kingfisher 730 has a maximum length of 7.3m and an Aussie road-legal towing width of 2.49m.

The bare hull weighs about 2000kg, while the wet towing wet for the heavily optioned test boat is 3500kg when paired with the standard Evolution tandem axle trailer – but rising to about 3600kg on the premium GFab tri-axle braked alloy trailer.

Either way, the Kingfisher 730 is no light weight: you’ll need a Dodge Ram/Chevy Silverado size vehicle to haul this big rig on the highway. 

Below the waterline, the Kingfisher 730 has symmetric shaped sponsons with a very fine bow entry shape.

Inner and outer chine flats run all the way aft to provide lift at speed, stability at rest.

The topsides are tall and there is a pronounced sheer to the deck-line that’s designed to keep spray at bay – and to give the boat a tough-looking stance on the water.

The 730 Powercat is made using 5mm welded plate alloy for the hull and transom, 4mm for the topsides, cabin and self-draining cockpit floor.

Related: Top 10 trailer boats of the 2024 Sanctuary Cove International Boat Show

Design and layout.

Our Kingfisher 730 test boat had an open plan layout so that you can walk right through from the cockpit to the front cabin where there is a full width double berth.

The double berth is 1.83m long x 1.42m wide, and upholstered using a patterned (stain hiding) brown cloth material.

Beneath the berth there are storage lockers, as well as provision for the optional toilet on the starboard side.

Lack of privacy will be an issue when using the toilet, as there is no cabin bulkhead. However, I am pleased that Kingfisher has at least made a toilet available.

To use the toilet, you need to remove the starboard side berth cushion and the centre infill cushion/board.

Surprisingly, given the Kingfisher has something of a working boat vibe, there is carpet lining the cabin ceiling and surrounds – which warms up the interior.

Access to the front anchorwell (and included Maxwell drum winch) is via the exterior cabin sides, rather than through a cabin hatch.

Helm and hardtop

The helm station is nicely setup with a full width dash beneath the one-piece toughened glass windshield which provides an unrestricted view for the skipper.

The helm fascia/instrument panel is not as large as some I have seen recently, but it is big enough to flush-fit a 16-inch display – such as the Garmin 8416xsv optioned to our test boat.

A second Garmin display was bracket-mounted in the centre of the dash, above an optional Travel Buddy pie oven to port and a very handy full width welded grab rail.

The helm dash/fascia panel might be modest in size, but provision is made to comfortably fit Yamaha’s digital binnacle throttle controls, along with a Yamaha Joystick to operate the optional Helm Master EX boat control system.

Sliding side windows channel cooling air into the wheel house when required.

Overhead, beneath the hardtop, there is provision for radio head units, stereo speakers, lighting, dual full-length ceiling handrails and cockpit spreader lights out back.

The hardtop itself is sturdy and rigid. There was no movement or vibration when underway.

The hardtop is also used as a mounting base for the optional Kilwell outriggers, Garmin radar, navigation lights, radio aerials, and a nine-rod rocket launcher rod-rack.

Reconfigurable seating

The Kingfisher comes standard with box-mounted bucket helm chairs, but our test boat was optioned with a Plaztek tackle station behind the starboard side helm chair/storage box, and a clever seat/dinette arrangement for the crew opposite.  

With removable and repositionable backrests, the port side seating layout can be configured as a chaise-style lounge, a two-person dinette with adjustable height table – or as a pair of forward- or aft-facing single seats with backrests.

Both port and starboard side seat boxes allowed for the fitment of the upgraded, split-lid Icey-Tek ice boxes – which slide out into the cockpit.

Fishing cockpit

The large, U-Dek surfaced self-draining cockpit stretches 1.95m aft of the helm seats back to a full height transom wall.

The cockpit is flanked by 2.35m-wide side coamings and a two-tier side-storage pocket setup that extends the length of the cockpit.

The lower side pockets are comfortably above the floor (to provide toe/foot support underneath) and incorporate a horizontal rod storage rack.

Two large, sub-floor kill tanks provide more storage, and/or space to ice-down the day’s catch.

Other features/options included a Plaztek bait board with drawers, starboard-side sink with faucet and freshwater tank, multiple welded rod holders and cup holders, a casting/swim cage out back, elevated transom battery/storage compartments, and a live bait tank built into the centre transom boarding step/walkway.

The bait tank is sufficient in size and shape, but it did have a rigging tube running across the top of it – which may cause bruising/irritation to live baits.

On the water

The Kingfisher 730HT is a fun, fast offshore fishing boat – especially when paired with the twin 200hp Yamaha extra-longshaft outboards.

We clocked a top speed of 43.8 knots with two adults onboard and with full fuel and water.

More significantly perhaps, the Kingfisher is quick offshore – in the sense that the very smooth, cushioned ride and balanced handling allows for a high cruise speed in mild to moderate conditions.

The 730HT is also very solid, stable – and drier than many other cats I have tested in the 6.5-8.0m size range.

Like most cats, the Kingfisher runs best with the engines trimmed out/up to allow air flow into the tunnel to generate lift.

That said, the big cat is responsive to power trim so you can lift or lower the nose easily to suit the sea conditions.

At displacement speeds, the Kingfisher sits solid and secure in the water. However, this model does not have a tunnel “wave-breaker” fairing/pod so there is some tunnel wave slap when slow trolling directly into a headsea.

Overall, the Kingfisher 730 delivers the goods with regard to handling, ride and performance.

I’d happily run this boat to the wide offshore canyon fishing grounds, safe in the knowledge that it’s capable of dealing with the rough stuff and getting me home safely.

Performance

REVS   SPEED FUEL USE        RANGE

1000     4.4kt (8.1km/h)  6.0L/h   306.5nm

1500     5.6kt (10.4km/h) 10.0L/h 234.1nm

2000     6.9kt (12.8km/h) 15.5L/h 186.1nm

2500     10.8kt (20.0km/h)          24.4L/h 185.0nm

3000     16.4kt (30.3km/h)          29.7L/h 178.1nm

3500     21.7kt (40.1km/h)          38.5L/h 235.6nm

4000     26.7kt (49.4km/h)          48.5L/h 230.1nm

4500     31.0kt (57.3km/h)          64.5L/h 200.9nm

5000     35.3kt (65.3km/h)          86.7L/h 170.2nm

5500     38.7kt (71.6km/h)          101.3L/h           159.7nm

5700     43.8kt (81.0km/h)          145.0L/h           126.3nm

Range on 95 per cent of the 440L fuel supply at 3500rpm: 235.6nm

The Kingfisher 730 Hardtop is an excellent powered catamaran, and a superb fishing trailer boat.

It’s not cheap with all the optional gear and equipment fitted, but as tested the Kingfisher is ready to go offshore to do battle with everything from mackerel to marlin.

Would I have one? In a heartbeat.

Kingfisher 730 Specifications

Model: Kingfisher 730 Powercat

Length overall: 7.3m

Beam: 2.49m

Hull weight: 2000kg (approx)

Towing weight: 3500kg (approx)

Hull and transom alloy: 5mm

Topsides alloy: 4mm

Maximum power: 2 x 200hp outboards

Maximum engine weight: 240kg (each engine)

Engine as tested: Twin Yamaha 200hp four-stroke extra-longshaft outboards

Fuel: 2 x 220L

Passengers: 10

Priced from: $257,539 including dual counter-rotating Yamaha 150hp extra-longshaft outboards with digital electronic controls and electric power steering; Yamaha CL5 engine display; an Evolution 3500kg rated custom trailer with electric-hydraulic brakes; dual cranking batteries; dual house batteries; hardtop with one-piece windshield, sliding side windows, rocket launcher rod-rack and electronics box; swivelling bolster helm chairs with footrests; 2 x Icey-Tek 70L ice boxes; cabin berth cushions and infill extensions; carpet lining to cabin; Octigrip deck tread flooring; 4 x drink holders and built-in rod holders; interior lighting; underfloor storage; side storage shelving; anchor locker with electric drum winch and rode; transom swim/casting cage with ladder; boarding platforms; painted hull and cabin top; safety gear pack; boat and trailer registrations.

Price as tested: $376,253. As above but with dual Yamaha 200hp four-stroke outboards; Yamaha’s full Helm Master EX navigation and joystick control system; upgraded GFab custom aluminium tri-axle braked trailer (4500kg ATM); Garmin 8416xsv and 8412xsv multi-function displays with Airmar and Garmin through-hull transducers; Garmin GMR Fantom Radar 24x 50W HD with MotionScope; Garmin 215i VHF radio; Fusion RA210 Stereo with four speakers; ROKK wireless phone charger; transom live bait tank in walk-through; port side bait board with tackle drawer; raw water deck wash; starboard side custom Plaztek tackle station with drawers; Plaztek tool, pole and gaff holders; Kilwell outrigger bases and poles; custom plumbed sub-floor kill tanks; extra rod holders; transom sink with tap and 50L freshwater tank; upgraded Maxwell drum winch, U-Dek flooring upgrade; metallic hull side paint upgrade; extra cleats; two windshield wipers; additional deck lights; underwater and under-gunnel lighting; electric toilet; custom port-side wheelhouse seating with dinette; transom door; Travel Buddy pie oven; Icey-Tek ice box upgrade (115L and 90L).

Supplied by: Wynnum Marine

What we like

• Very soft riding in short, sharp chop
• Superb fishing fit-out
• Great styling, imposing presence

Not so much

• Some tunnel slap at trolling speeds into the waves/wind offshore

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Scout's electric concepts debut Oct. 24

On Tuesday, Volkswagen Group's new Scout Motors EV brand released a teaser image and announced its electric concepts will be revealed on October 24 . Scout said it will show both an electric SUV and truck concept .

Both the electric truck and SUV are being developed by a new U.S.-based company called Scout Motors. The new company is a subsidiary of Volkswagen Group . VW USA's ex-CEO Scott Keogh is now CEO of Scout Motors.

Production of the electric vehicles is set to begin in 2026 at a new plant near Columbia, South Carolina. The plant will cost close to $2 billion, and other VW Group vehicles may be assembled at the facility. Magna International is working with Scout to develop the vehicles , including the new body-on-frame platform.

Teaser for modern Scout electric SUV and pickup

Both the truck and SUV have been teased multiple times . Both look like rugged, brick-like off-road vehicles with traditional Scout proportions. The silhouettes harken back to old Scouts, but with modern lighting touches. The latest teaser, that came with the reveal date confirmation, shows what appears to be a ceiling-mounted compass.

Teaser for Scout Motors electric SUV and pickup truck

Scout said the first vehicle, the SUV, will be a "Rugged Utility Vehicle," or "RUV," that will be followed in quick succession by a larger electric truck.

The SUV will target a base price in the $40,000 range while the pickup is said to cost more.

VW invested $5 billion into Rivian to gain access to its electrical architecture to be used across its brands. It's unclear if development of the Scout SUV and truck were too far along to incorporate Rivian's zonal electrical architecture.

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