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Electric Sailboat Motor: Range, Cost, Best Kits for Conversion

Today, owning a completely green sailboat has been made possible with electric sailboat motors.

Imagine cruising with the silence of an electric sailboat motor and the ease of use with a simple press on the start button. What’s better is there are no exhaust fumes at all with significantly less maintenance.

It’s so appealing that a lot of sailing liveaboards have made their electric sailboat motor conversion.

However, some sailors are still on the fence, worrying about the range and price of the electric sailboat motor.

If you are one of them, you are in the right place!

This post will guide you through every aspect you need to know about electric sailboat motors to help you make an informed decision.

Besides, you will get professional insights on how to make the electric sailboat motor conversion for your own boat and learn the best electric sailboat motors (with honest reviews).

Table of contents:

• Electric Sailboat Motors: Confusion Explained

Electric Sailboat Motor or Combustion Motor

• Electric Yacht Motor Conversion: Two Solutions
• How to Size an Electric Sailboat Motor

Best Electric Sailboat Motors (with Reviews)

Electric Sailboat Motor: Confusion Explained

Can you go cruising with an electric sailboat motor? Can you put an electric motor on a sailboat? Are there any limitations?

Whether electric sailboat motors are a good fit for your boat is not a YES or NO question. Here we will explain your top worries with statistics and facts. That way, you can make a wise decision according to your situation.

You may hear some complaints about the batteries and range of the electric propulsion.

However, their experience may not suit electric sailboat motors.

In fact, even small electric engines work pretty well in many sailboats. That’s because most of the time, the wind can power the boat, and the motor is just used for docking or in rare times when there is no wind.

Therefore, it makes more sense to learn electric sailboat motor performance in real-world applications.

Here is a test report of a 3 HP electric sailboat motor on an RS21 racing sailboat:

As you can see, the small electric sailboat motor can run at 5.5 mph top speed for one hour continuously.

And there is a big difference in terms of range vs speed for electric sailboat motors:

If you lower the speed, the range and runtime can be greatly extended. The slower you go, the further you’ll get. For example, if you cut your speed in half, the electric sailboat motor can last 7 hours and go 20 miles within one charge.

That’s pretty sufficient if you use the electric yacht motor mostly for docking or as an auxiliary engine.

Faster top speed (and more range) is available with higher power electric sailboat motors depending on your specific requirements. Contact a specialist to design your electric sailboat motor solutions.

Also, don’t forget to get the electric sailboat motor with regeneration (See recommendations below).

That’s to say, when there is a lot of wind and you’re moving rapidly via your sails, they regenerate and store electric power on the batteries to keep you moving at other times. Solar recharging is also a plus.

Essentially, the range depends on how many batteries you have, so it’s not a limitation of electric sailboat motors but energy and batteries.

If you are still worried, you can offset this by getting a diesel generator, which is more efficient than a diesel engine. And it is a range extender when you need it, but for 90% of your motoring that you don’t need the range, you can rely on the electric sailboat motor.

Some of you might be concerned about the extra weight of the batteries.

In fact, an electric sailboat motor with lithium batteries weighs less than a diesel engine, particularly if you include the fuel weight.

If you want a lightweight electric sailboat motor solution, make sure you get one with LiFePO4 batteries . Compared with other marine batteries, they are more compact in design with much less weight and higher energy density.

Some more advanced electric motors for small sailboats (such as Spirit 1.0 Evo) feature an integrated lightweight battery. So you don’t need to worry about the complex wiring to hook it up or extra space to store the battery.

This is a huge plus if you want to use the electric sailboat motor on a tender or dinghy.

Here is also a chart that collects the weight of some popular electric sailboat motors for your reference:

For many people, another big problem with electric sailboat motors is the cost.

It’s true that a gasoline outboard with similar power is a lot cheaper to buy. However, the electric sailboat motor eventually wins in long-term operating cost. That’s especially the case if you are going to do a lot of motoring.

Electric sailboat motors save on fuel and maintenance costs, which can build up to a large amount over time.

Here is a chart that compares the cost of a 3HP electric sailboat motor (coming with a built-in battery) with its combustion counterpart:

That’s to say, you will cover the price difference for electric yacht motors eventually as long as you use it long enough. Click to check the details of the calculation .

What makes the electric sailboat motor even more worthwhile is it saves you a lot of hassles, especially for sailors who only use the engine in and out of the harbor. Dealing with the maintenance of the gas outboard for a 10 minute motor out of and into the harbor is disproportionate and painful.

*The higher horsepower electric sailboat motor may be different in terms of the cost calculation. Check out the outboard motor pricelist by HP for more information.

As you may have already noticed, electric propulsion has already been widely used in the marine industry:

It’s quiet while motoring, clean to handle, environmentally friendly, with less maintenance and operation costs.

The electric sailboat motors are easier to use with dramatically fewer moving parts to break and no worries about being a diesel mechanic to deal with the hard pulling start. You can have it always on, so it is ready whenever you need it.

And it makes even more sense in sailing applications:

You don’t really need to motor much if your plan is to actually sail. If you are completely becalmed, you will probably just need to motor at 2 knots to keep making way, which is easy for electric sailboat motors.

If you mostly use the motor to get into and out of the harbor, the electric sailboat motor also works great for you.

You can always charge up at the dock, motor out of the marina (or even motor to your sailing area or race start), then hoist the sails and when you’re through, the batteries are charged again.

The electric sailboat motor is also useful as a backup (kicker) motor in case your system goes down. That’s why you can see people pushing a lot of big boats with small electric motors. (Click to learn more information about kicker motors .)

Personally, it’s really nice to have an electric auxiliary in the boat – no smelly, messy diesel and motor oil to deal with, a much simpler system with less maintenance, and much, much quieter operation.

However, powerboats tend to have much higher requirements in terms of both power output and runtime. In that case, an electric sailboat motor can be hard to satisfy your needs.

How Do You Size an Electric Motor for a Sailboat?

As a rule of thumb, you will need approximately 1 HP per 550 lb of the displacement of your boat.

Generally speaking, a 3 HP electric sailboat motor can push a sailboat up to 25 ft and a 9.9 HP motor is sufficient for a 30 ft sailboat to motor at a satisfying speed.

However, bear in mind the horsepower you need always depends on your needs and applications.

It’s better to check the data from real-world tests to decide whether the electric sailboat motor is suitable for your specific needs.

For example, the 9.9 HP electric sailboat motor Navy 6.0 allows you to go at 6.9 mph (11.1 kph) on a 30 ft sailboat, and the range can be extended to 46.4 miles if you decrease your speed to 2.9 mph (4.6 kph).

Click to see more test reports with other electric motor and sailboat combinations, and find the electric sailboat motor that suits you best.

If you are still not sure about the size of the electric sailboat motor for you, feel free to leave us a comment and we will get back to you ASAP with professional suggestions.

Electric Sailboat Motor Conversion

Basically, there are two ways for you to convert your sailboat to a clean and quiet electric drive system:

You can either convert your current vessel to electric or buy an engineless yacht and install an electric sailboat motor on your own.

#1. Repower Your Sailboat with Electric Motor

If you decide to replace the diesel engine with an electric motor, you will need to do a lot of preparations:

The DIY approach requires an electric sailboat motor kit (including motor and controller), batteries, a good level of mechanical ability and basic electrical knowledge, as well as some common tools such as a voltmeter.

You will need to take the old engine out for the new electric sailboat motor installation. It’s not an easy task that involves removing the engine mounts and the drive shaft (dealing with the numerous hoses and cables), taking out the engine, exhaust system, fuel tank, and its attendant tubes, etc.

Remember to balance the boat to avoid listing during the electric sailboat motor conversion.

Then in with the new electric sailboat motor. The installation process can be straightforward if you choose the electric sailboat motor kit wisely (See steps below). Furthermore, you can set up solar charging for your electric sailboat motor with solar panels and charger.

Many sailors have recorded their electric sailboat motor conversion process and experience. Be sure to check them out to get some inspiration. For example, Ed Phillips has documented everything which can serve as a guide for newbies to get started.

Mind you there can be a whole heap that can go wrong in designing and maintaining the electric sailboat motor systems. You really need to be totally on top of it if you want decent performance or reliability.

If you are not that technically inclined, it’s better to talk to a specialist first to discuss your plan for a smooth electric sailboat motor conversion.

#2. Install an Electric Motor in a Sailboat

If you own an enginless sailboat, the electric sailboat motor conversion is much easier for you.

All you need to do is to find a reliable electric sailboat motor and install it in simple steps. The whole process can be easily done, even for beginners. Here we take the popular 6 HP electric sailboat motor Navy 3.0 as an example to show you the installation process:

• Step 1 : Rotate the clamps or use the screws to fix the outboard onto the sailboat.
• Step 2: Mount the steering system in the proper position.
• Step 3: Install the tiller on the electric sailboat motor.
• Step 4: Connect the batteries to the electric sailboat motor system.

Click to check the video tutorial that guides you through each step of the installation.

If you are worried about aesthetic issues and want higher horsepower options, an electric inboard motor can be a better suit for your sailboat. If you prefer an inboard motor for your sailboat, contact our OEM team to get an electric propulsion solution tailored to your needs.

Note : You might find some electric trolling motors rated by #s of thrust on the market. Actually, those electric trolling motors for sailboats can only provide limited speed and range. If you are heading into the wind, the trolling motors for sailboats are definitely not an ideal solution.

Once you’ve evaluated if electric sailboat motors are right for you, there are a lot of options for electric systems.

Here are some popular electric sailboat motors with positive reviews from customers worldwide. Fast charger is available for all the models recommended to reduce your charging stress.

#1. 3 HP Spirit 1.0 Evo

If you are looking for an electric motor for a small sailboat, be sure to check out the ePropulsion Spirit 1.0 Evo. It’s suitable for large daysailers or small cruising sailboats under 25 ft.

With the Spirit 1.0 Evo electric sailboat motor, you can go 5.5 mph (8.8 kph) at top speed on the 21 ft RS21 sailing boat, or troll for 20 hours continuously at 2.2 mph (3.5 kph) according to our test .

This electric sailboat motor with regeneration allows you to recover energy from the prop while under sail. It will start to generate power automatically when the sailing speed reaches 2 knots.

As an electric auxiliary sailboat motor, it can also be easily installed on your tender boats or yacht dinghies since it’s portable and easy to transport (with a lightweight integrated battery).

Features You Will Love:

• Come with the industry-first hydrogeneration capability
• Direct-drive technology makes it maintenance-free
• Portable with a 1276Wh large integrated lithium battery for long range
• Safety wristband keeps you safe in case of MOB
• Digital operation keeps you informed of the battery status

Spirit 1.0 Evo Electric Sailboat Motor Reviews:

“Great weekend with my 17′ sailboat powered by the Spirit Evo. This is great. Quiet and reliable. Went at 3/4 throttle for about 1.5hrs when taking it back to boat ramp.” – Robert Taylor

“Very happy with our Spirit Plus. Pushing our Kolibri 560 a 750 Kg sailboat, with ease. Doing about 5.8 km/h at 500W.” – Frank van Asten

#2. 6HP/9.9 HP Navy Evo Series

If you want a little more juice on the electric sailboat motor, check out the ePropulsion Navy Series. It offers 6 HP and 9.9 HP models for your selection and it provides sufficient power for sailboats up to 30 ft.

According to our test , the 6 HP electric motor Navy 3.0 can push the Catalina 25 sailboat (25 ft) at 6 mph (9.6 kph) top speed, while the Olga 33 sailboat (33 ft) can go at 7.5 mph (12 kph) with the 9.9 HP Navy 6.0 motor.

The Navy series electric sailboat motor also comes with regeneration features which can be recharged with hydrogeneration, wind turbine, and solar panel.

• Four controls to fit your sailboat installation and your boating style
• Accompany LiFePO4 batteries (need separate purchase) are more energy efficient
• Digital display offers real-time monitoring of the power and battery
• Magnetic kill switch and safety wristband keep you safe on the boat
• Electric start saves you trouble pulling the cord to start

Navy Series Electric Sailboat Motor Reviews:

“I have a Navy 3.0 with E80 on a Catalina 25 sailboat. It is working well. Currently I am using about 4% battery to go in/out of the marina by boat.” – Aaron Young

“Just finished my 8 weeks sailing journey in the Baltic Sea. The two Navy 3 outboards provide enough power for my 33ft catamaran. The 400W solar panels provided enough energy for engines and all other energy consumed on board with 2-6 persons. The two Navy Batteries provide power for engines and all other on-board electric devices. I never had to use shore power, so totally self-sufficient electric system.” – Martin Hildebrand

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Yachting Monthly

• Digital edition

How to convert a yacht to electric propulsion

• Duncan Kent
• May 22, 2024

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

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

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

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

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

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

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

The devil you know

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

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

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

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

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

Range anxiety

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

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

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

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

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

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

And then there’s the possibility of regeneration.

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

Hydro-regeneration

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

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

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

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

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

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

Oceanvolt’s award-winning HighPower ServoProp 25 electric saildrive

Variable pitch props

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

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

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

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

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

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

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

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

Battery setup in an Oceanvolt electric propulsion unit

Drive types

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

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

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

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

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

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

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

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

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

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

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

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

The battery monitoring system will control charge from all sources

Charging a motor bank

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

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

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

Costs of converting

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

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

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How to convert a small blue water, sailboat to an electric vessel on a budget

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Practical Boat Owner

• Digital edition

Electric sailboat conversion: How my Parker Super Seal went zero-emissions

• Ed Phillips
• April 5, 2022

Ed Phillips embraces zero-emissions sailing by ditching the diesel and converting his Parker Super Seal into an electric sailboat.

Electricity is generated by the engine hydrogeneration system when sailing

Aiming to do our bit for the environment, we recently made a number of lifestyle changes – and one of them was converting our Parker Super Seal yacht into an electric sailboat with the use of an ePropulsion electric motor.

It has proved a great transition in so many ways, taking our sailing experience to the next level. At first it felt a scary, big step into the unknown, but in fact proved a relatively straightforward job.

Skylark is our eco Parker Super Seal. She is an accomplished sailing boat, quick, safe, and fun. She is a joy to sail, we regularly achieve over eight knots through the water.

Our cruising range is generally the South Coast between the Solent and the West Country plus the Channel Islands and France. We have aspirations to take her round Britain , we just need to prioritise the time.

Skylark is primarily powered by sail, a main and genoa (140%) and a couple of asymmetric spinnakers.

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Leap of faith

Last winter we took the big decision to convert Skylark from diesel to electric propulsion. So her motor is now a 6kW electric engine, with a 9kWh lithium battery, both made by ePropulsion. Leisure power is supplied by Totalcool 12V lithium batteries and solar panels .

Was it a crazy or brave step? Well, somehow taking a perfectly serviceable engine out and going to an emerging technology seemed quite scary, especially when it involved drilling holes through the bottom of your own boat.

Interestingly, having done it, we now feel the most complex part was taking the old diesel out and that if you can put together a piece of IKEA furniture you can convert a yacht to electric. We will never look back, nor go back to a diesel.

ePropulsion pod drive 6.0 Evo 1

The 40 year old Bukh engine before removal

Out with the old

Skylark ’s 40-year-old Bukh 10 engine was still going strong, well bedded-in but was getting expensive to run and maintain. And like all diesels it was not exactly environmentally friendly.

Taking it out wasn’t something to be rushed. Getting the spanners into what is inevitably a very restricted space is an art that takes a while to master.

Persuading the embedded bolts and fixings to loosen is not for the faint hearted. However, a little cussing, the odd cut and much WD40 given time to work seemed to do the job.

In a few hours each day over a couple of days we removed the Bukh. The bits we were worried about, the engine mounts and the drive shaft, turned out to be easier than expected.

The numerous hoses and cables felt a bit ‘Forth Road Bridge’ and seemingly endless, although it was a relatively straightforward task. Just painstaking and on occasions painful.

Having taken everything off the engine the next task was to lift it out. At 140kg this was not a light load. We constructed a frame over the boat using scaffold poles, attached a chain hoist and lifted it gently up and out. It was a dream, all went without a hitch.

Once in the air we had the advantage of having the boat on her trailer, so simply rolled the trailer forward and lowered the engine onto a wheeled pallet. Job done.

With the engine out, there was so much space which got even bigger as we took out the exhaust system. This was actually a genuine ‘five minute job’ and revealed a massive space now used for extra stowage.

Then out came the fuel tank and its attendant tubes and more space gained. But most of all was the joy of saying goodbye to smelly diesel.

Next was to fill the redundant holes in the skin of our ship, the water inlet and outlet, the exhaust outlet. That felt good, the fewer holes in the hull the better!

Drilling holes through the bottom of your boat is a daunting prospect

Finally, the ‘Big Clean’! The bilges of any boat are always a bit grimy, but years of oil and muck warranted a really good scrub. Traffic film cleaner worked well as a degreaser, then loads of soap and water – a task made so much easier knowing that it was the last time our lovely hull would be subjected to those yesteryear hydrocarbons. Hurrah!

Finally we had a clean slate and perfect foundations for the new installation.

In with the new

This proved to be so straightforward, despite being a little daunting at first. Just like IKEA kits, with a good read of the instructions and marshalling the right tools we set to with an engineering chum (to bolster our confidence!)

First, we spent a good amount of time planning. Second, we glassed a 50cm x 50cm marine ply pad onto the inside of the hull, as belt and braces to spread the load of the engine fitting. Essential, no. Diligent, yes. We felt it ensures our engine will be safe and securely mounted for the coming decades.

The ePropulsion Pod engine is totally external and is simply secured to the hull with three 10mm bolts. All that’s required is a 66mm hole for the cables to feed through.

Feeding the cabling through the hull from pod to battery

Shaping the mounting plate to the contour of the hull

Testing the pod’s position before securing it

Carefully working out how and where to position the engine took a good amount of time. We cut off the last 15cm of the drive shaft cowling, otherwise our propeller would have been too close to the rudder. The cutting was easy (in retrospect). Shaping the spacer to the shape of the hull so the engine would sit vertically did take time.

In retrospect, a sharper cutting edge, and more confidence, would make it much simpler next time. Engine fitted, next we moved on board to install the controller, the charger, the morse and the control panel, all very straightforward.

Our top tip – place the control panel in an easy to see position with the instrument cluster on the forward cockpit. The data is really useful and benefits from easy viewing while at sea.

Scaffold pole crane and block and tackle were required to lift the new battery aboard

Next came the battery. Our ePropulsion E175 9kWH battery is compact at 52 x 55 x 27cm although quite heavy at 87kg. It fits perfectly on the engine mounts, the load spread by a piece of marine ply, and takes up only half the space of the old engine.

We lifted it on board using the same chain hoist, lowered it gently into the cabin and slid it forward on an old mountain skateboard that I found in the garage. It was so much simpler than we had dared hope.

Finally, connecting it all up was a steady, logical process that needs to be approached methodically, but it’s not difficult. Then, the big switch on. A press of a button and all springs to life.

I still marvel every time I switch it on. Apart from a few lights, there’s little to show or hear! Push the morse forward and silent, powerful thrust results.

Subsequently, we haven’t looked back and will certainly never go back to burning noisy, smelly, dirty, hydrocarbons with all the damage that they do to our fragile environment.

New battery in situ where the Bukh diesel engine used to be

12V leisure system

Prior to conversion Skylark carried two 12V batteries. These worked well for day sailing, charged by the engine when motoring and trickle charge solar when at rest.

However, with an electric engine there is no alternator so power can get a bit short living aboard after a couple of days out, running instruments, charging phones, lighting etc, without a means of recharging power.

A new solution was required and after much experimentation we have gone for two Totalpower 500 12V lithium leisure batteries, one for the instruments and one for the Totalfreeze fridge. This provides so much power and is easily maintained by the Totalsolar 100 solar panel.

The control box and charger in place behind the battery with lots of stowage space still available

Lithium batteries have many advantages. You can use all the capacity, as opposed to around 50% with lead acid and they can run 240V appliances as well as 12V. In-battery data screens provide all information live.

Weighing only a few kg – less than a quarter of the weight of lead acid batteries – they are much easier to use and so much more versatile.

Wind generation

Currently, we carry an experimental 48V wind generator. So far it is proving most successful. It is powerful, quiet, and neatly out of the way.

The great benefit is that on a swinging mooring, or at anchor, it means we rarely need to use 240V. We are continuing our research into which brands to select until we have enough data to make informed decisions.

Skylark on her mooring in Chichester Harbour

Solar generation

We carry two 12V Totalsolar 100W solar panels This means that we charge the fridge battery in parallel with the leisure batteries. We now have much more 12V capacity than we need – and there is now always ice on tap!

Tenders and paddleboards

To complete our eco set-up our tender has an ePropulsion electric outboard recharged by hydrogeneration and solar. We carry a lightweight ThrustMe engine for runs ashore. Even our Sandbanks Style paddleboards have an electric Vaquita motor, enabling us to always get back to the boat against strong winds and tides.

Tender has an electric outboard engine too

Electric sailboat experience

Some people fear running out of power, but it’s not proving an issue for us. Electricity is generated by the engine hydrogeneration system when sailing. Input is around 100W per knot when sailing between 4 and 10 knots, at the cost of 0.7 knots of boat speed. In addition, we have the wind generator and on occasion 240V mains power.

Solar panels charge the 12V system when living aboard. Skylark lives on a swinging mooring and on the odd occasion when we want to charge from the mains, usually before a long passage, Chichester Harbour Master and MDL Marinas supply 240V electricity free of charge to electric boats at four points around the Harbour (an eco practice worth encouraging).

In reality we rarely use more than a small proportion of the engine’s potential. Skylark weighs approximately three tonnes loaded. We normally cruise at about 975W at just under four knots, which gives over nine hours of motoring.

Silent motoring under engine catches others unawares

A full 6kW gives around eight knots for a much shorter time. We lived aboard for three weeks in the summer, charged just three times (as there was very little wind), and never went below 50% on the battery.

Motor sailing back 29 miles from Southampton Town Quay in under 4 knots of wind, with strong tides both with and against us, we used less than half the battery.

Electric sailboat conversion costs

At the time of conversion we’d retired from the commercial world and had been philanthropists for eight years, gifting our time, so cost management was a critical factor. We spent a good deal of time looking at costs, and the conversion has dramatically reduced our running costs. The logic is as follows:

Bukh annual running costs

I’m a reasonably capable with practical maintenance, however the single cylinder Bukh with its quirky oil seals and gaskets, took me days of work, so it was more practical to work with a professional engineer at a cost of around £300pa for parts and labour, fuel was around £100pa, my morse replacement in its last year was £268, and a new 12V engine starter battery at £120 making a total of £788 spent in 2020.

Pod drive awaiting its prop. New skeg just forward protects the drive from grounding

Electric sailboat running costs

The total cost of the engine set up, including engine battery controller etc. was £6,800. The chain hoist cost £35, 66mm drill bit £12, fuel £0 (free electricity supplies in Chichester Harbour) so total installation cost £6,847. This engine should last for decades.

Assuming a conservative write-down over 15 years, this equates to £456pa. Economically, going electric has been a great decision. It costs around half the annual cost of before, and is so much less damaging to the planet.

Electric sailboat liveaboards

Our three weeks away were an absolute joy – silent eco sailing and silent motor-sailing in the many days of calm we experienced this summer. Everyone stops us wanting to know how we do it, as we silently cruise past 38-footers!

Electrical power is generated while sailing

Range anxiety? We are totally over it! We did passages of up to 40 miles in little wind and didn’t use more than 50% of our battery capacity.

We motored from the Solent into Poole Harbour where we spent several days pottering and stand-up paddleboarding, only charging from shore power prior to embarking on our next long passage as due diligence, since the calm weather had limited our wind generation.

We have found that, as with all electric engines, there is a huge amount of torque giving fabulous manoeuvrability and the joy of silent motoring.

At steady speeds she uses very little power, then faster speeds seem to push the effort up on a roughly cube basis. This is great at encouraging us all to be traditional and work with the wind and tides not despite them.

Having an electric engine also totally changes the way one sails, tacking up wind with just 2-300W gives an extra couple of knots and an additional 10° of pointing angle (as the apparent wind shifts), and all this silently. Wow!

Electric sailboat conversion: What we learned

Switching to lithium.

We haven’t found anything to fear and it takes our sailing to the next level. The one thing that took us a while to suss out was how to run our leisure systems as lead acid batteries only last a couple of days with no alternator on hand!

Our learning was to ditch lead acid in favour of lithium, a quarter of the weight and you can use all the battery power, not just 50% of it. We now have so much power that we happily run a TotalCool fridge solar charged.

We will never go back to hydrocarbons. Going electric is such an all-round better experience as well as making a significant difference to the fragile marine environment. Downsides? The only one we’ve found is that folk joke they’re reluctant to race us, as they can’t tell if we’re running the engine!

Looking to switch to an electric outboard engine ? Click here for advice on how to choose the right engine for your type of cruising

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HYBRID AND ELECTRIC MARINE POWER AND PROPULSION SYSTEMS

Zero Emission

No environmental restrictions

No high voltage risk

Remote System Interface

State of the art Lithium Ion battery technology

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Zero to full torque in an instant

No waiting for engine rev to settle

No pre-start warning beep

Best quality components available

Patented Technology

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Superior thrust efficiency and energy capture

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System Solutions for a Range of Marine Activity

THE FACTS ABOUT ELECTRIC POWER, BATTERIES AND PROPULSION

Today's electric motor technology has already moved from

the open road to the open ocean.

Instant High Torque

Electric motors are in constant ‘stand by’ mode; you can engage the control lever at any time for instant forward or reverse propulsion.

Electric motors achieve instant torque with Electromotive Force while internal combustion engines need to build RPMs gradually by increasing piston firing frequency.

Hydro Generation

At sailing speeds over 6 knots Oceanvolt systems are able to generate significant power for recharging the battery bank by activating at the touch of a button.

Power regeneration increases exponentially with each additional knot of speed.

Lithium Ion batteries are superior to other battery storage technology; highest storage capacity, high effective current delivery, high charge capacity resiliency and wide temperature range performance. In today's digital age, where everything is just a click away, 1xbet mobile takes a significant chunk of the online casino services sector. Starting as an online casino service in 2007, 1xBet expanded its services in 2014 to include sports betting. Fast forward to 2018, and they marked their entry into the Indian market. Their app and website, designed in a calming blue and white hue, are not just a treat for the eyes but are also super intuitive. With a support interface that covers 50 languages, including Hindi, the platform ensures that language is no barrier to placing your bet.

Oceanvolt highly skilled technical team ensures proper installation and system-optimization.  Only the highest quality Li-Ion batteries are used - to ensure performance and safety.

For those interested in a hybrid solution, generators are a highly efficient way to extend range while at sea.

DC generators have the advantage of rapid recharging capability.

AC generators are, generally, smaller and even portable which means that the generator can be aboard only in situations where longer motoring might be required.

Battery recharging is accomplished with shore connection, hydro generation (an integrated part of all Oceanvolt systems) and/or solar panels.

In Hybrid solutions , a generator (either AC or DC) can be used to recharge batteries / extend motoring range.

Integrated components

It is essential that all system components are properly selected and installed.

Our team of highly skilled technicians ensure that all components are compatible and that system management software is optimized.

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Convert your Vessel to Hybrid or All-Electric

We offer a complete service beginning with system design to Convert to Electric. Thereafter our engineering staff can remove you old engines and power systems where necessary.

We have a complete engineering service and can take your yacht from beginning right through to commissioning and sea trials.

Option 1 – a hybrid system that includes a highly efficient generator instead of a complete Convert to Electric.

Option 2 – Convert to Electric with an all-electric and solar solution, which means no more exhaust fumes aboard sailboat ever again.

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• Electric Inboard Motors

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Electric Inboard Boat Motors

Electric inboard boat motors from Elco Motor Yachts are suitable for new boats, or as an upgrade to existing vessels. Our electric inboard boat motor conversion kits can turn a noisy gas-powered boat into a serene pleasure boat for quiet enjoyment of nature’s beauty.

Our electric inboard boat motors, ranging from 6HP to a robust 200HP, are a testament to Elco’s commitment to innovation and sustainability. We meticulously craft each electric inboard motor to offer an unmatched boating experience. Whether you’re navigating serene lakes or braving the open ocean, our motors will power your journey with efficiency and reliability.

For sailing enthusiasts, our electric sailboat motors are game-changers. The silent operation of these motors enhances the tranquility of sailing, allowing you to listen to the waves lapping against the hull and enjoy the sea breezes without the disruption of engine noise.

If you’re looking to retrofit your existing watercraft, consider our electric inboard boat motor conversion kits. These kits enable you to transform your gas-guzzling boat into a quiet, eco-friendly vessel. Experience the joy of boating in harmony with nature, knowing that your adventure is leaving minimal environmental impact.

EP-6 Electric Inboard

Comparable HP: 6HP Voltage: 24 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 110Ah (2 pack) Lithium Iron Phosphate - 24V / 100Ah (single pack)

EP-12 Electric Inboard

Comparable HP: 12HP Voltage: 48 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 130Ah (4 pack) Lithium Iron Phosphate - 48V / 100Ah (single pack)

EP-20 Electric Inboard

Comparable HP: 20HP Voltage: 48 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 165Ah (4 pack) Lithium Iron Phosphate - 48V / 100Ah (2 pack)

EP-40 Electric Inboard

Comparable HP: 40HP Voltage: 108 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 165Ah (9 pack) Lithium Iron Phosphate - 96V / 100Ah (6 pack)

EP-70 Electric Inboard

Comparable HP: 70HP Voltage: 108 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 220Ah (9 pack) Lithium Iron Phosphate - 96V / 100Ah (8 pack)

EP-100 Electric Inboard

Comparable HP: 100HP Voltage: 144 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 220Ah (12 pack) Lithium Iron Phosphate - 144V - (Call for custom options)

EP-200 ELECTRIC INBOARD

Comparable HP: 200HP Voltage: 144 Volts Suggested Battery Package Options: Deep Cycle AGM - Victron - 12V / 220Ah (24 pack) Lithium Iron Phosphate - 96V / 100Ah (Custom setup)

Award-Winning Electric Motors

The Trusted Solution for Electric Boating

Our unbeatable, award-winning electric inboard motor system is not only highly-reliable but it’s also one of the most powerful inboard motors on the market. With a maximum of 200HP and over 50,000 hours of service life, you can be confident in your choice to go electric with an Elco electric inboard boat motor.

At Elco, we make electric boating accessible by design. Our electric motors for boat inboards are intentionally manufactured with a plug-and-play design that makes installation simple. If you’re looking for a powerful motor for a new build or you’re retrofitting the motor for an existing inbound system, our electric propulsion system is the superior option for electric boating.

Electric inboard boat motors by Elco offer numerous advantages to boat owners. The incredibly versatile design makes our electric inboard motors well-suited for a wide variety of boats. Sailboats, launches, trawlers, catamarans, workboats, water taxis – the range of compatible boats is vast. If your water vehicle measures between 15 and 120 feet, it could be eligible for an exceptional upgrade to our powerful electric inbound propulsion system.

In regards to powerful electric boating, the Elco Electric Propulsion System gives you the opportunity to customize your boating experience. We offer a wide range of capabilities when it comes to horsepower. From 6HP all the way to 200HP, you can find an electric boat inboard motor that works perfectly for your vessel. Swift and efficient electric boats are possible with the application of an Elco electric inboard motor.

The Elco Electric Propulsion System is all-encompassing, meaning we provide you with all the essential components you need to power your vessel. Our plug-and-play format allows users to have their newly electric inboard system fully operational in just minutes. This level of convenience and simplicity is something you can’t find amongst other electric boat inboard motors.

We’re proud to offer a simple yet dynamic design that is highly efficient and exceptionally powerful. Electric re-powering is much more straightforward than a diesel replacement, and we’ve worked to streamline this process even further. Our electric motors are also highly reliable. We employ AC induction for our inboard systems, making them up to 40% more efficient than competing DC induction motors on the market. They accelerate faster and create more torque all while requiring minimal maintenance.

The famed Elco inboard electric motor is simple and reliable while being incredibly powerful. It not only offers users a uniquely impressive experience but it’s also considered the premier modern solution. Boating enthusiasts know first-hand how important it is to take care of our waters. The planet depends on us to respect and care for the environment. With our electric inboard propulsion system, you can have an exciting boating experience while reducing your carbon footprint. This way we can all enjoy the beautiful waters for generations to come.

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Clean! Green! Quiet! Sailboat Propulsion

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  Clean Green Quiet 

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• QT2.5DD 24v direct drive   $4995
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• QT10.0SD Saildrive     $10495
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Best seller - quiettorque 30.0 lc plug and play -shaft or saildrive.

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Best Seller - QuietTorque10.0 Plug and Play - Shaft or Saildrive

 Q uiet Torque 30.0LC  

From $14495 & $19995 (Saildrive)

• 30kW power  (28.0kW continuous)
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• Dual PMAC power heads
• All electronic control
• Liquid Cooled
• three year warranty

Quiet Torqur 10.0 Electric Yacht

From $5295 to $10.495 (Saildrive)

• 10kW power  (8.0kW continuous)
• replaces 1diesels form 15 to 20hpl
• 70lbs - Al and Stainless steel
• PMAC power head

Conversion Stories

Read what some of our 1000 clients have to say about their conversions.  Check out our boat conversion list - Find you boat!

Want to talk to a client, They love to talk about their conversions.

Why Electric? Who is Electric Yacht?

Electric propulsion is the ideal replacement system for day sailor, racer, or cruiser.

• Affordable systems from 2.5kW (performs like a 3hp) to 60kW (performs like a 90hp diesel).  
• A system sized to support every boat.
• Ideal for daysailing - always ready to sail
• Matching power for coastal cruising
• Able to meet the needs of the ocean crossing cruiser

Hinckley Bermuda 41 - QT20.0 - Ventura CA

Electric Marine Propulsion is all we do

• Electric Yacht Pacific is the new address for Electric Yachts of California.
• Electric Yacht Pacific has over 250 systems conversions from Alaska to California to Hawaii
• Providing the finest affordable electric propulsion systems
• Complete systems - engineered, built , tested and ready to install

Custom Vintage 18ft wooden runabout - QT5.0 - Newport Beach CA

Check out our systems and tell us about your boat

We  will provide you with a detailed analysis of your boat with speed and  power and range data.  You will know what to expect when you go  Clean! Green! and Quiet!  Talk to or meet many of our satisfied clients

Ingrid 38 - QT20.0 - British Columbia Canada

Premier US Electric Propulsion for North America

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• Installation

18KW Liquid Cooled Sailboat Kit 72v

• Description
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Eliminate noxious diesel fumes and the cost of filling up at the pump and enjoy your sailboat to the fullest with this DIY electric conversion Kit. The 18kW kit features a liquid cooled Motenergy motor, paired with a Sevcon Gen4 controller to produce a whopping 18kW continuous at 72v!

Customers have used this system in boats up to 25K pound displacement. It is liquid cooled - and can use your existing heat exchanger, or use our radiator, fan and pump - you supply the hose. Do not run saltwater through the motor . 

All our systems have reverse on-the-fly and contactor disable features. "Brushless" means that the motor does not have brushes that will wear out over time, nor will it be a dangerous source of ignition for on-board gas appliances. In the U.S. and Canada, brushed motors are only legal for marine use if onboard appliances and accessories use kerosene or diesel (not propane or gasoline) due to the potential for internal motor arcing.

The reverse on-the-fly feature allows for rapid thrust direction changes without shifting. Aditionally, regen is enabled, allowing current to be put back into the batteries from the spinning prop while under sail. Regen effectiveness depends on your sailing speed, prop design, and may not be possible in all applications, but it is an adored feature for those who are able to use it.

Due to the high RPM of the Motenergy Brushless motor, we recommend using our 12-24kW gear reduction rather than direct-drive to improve efficiency, provide proper torque, cooling, and help prevent cavitation. Typical reduction is around 2.67:1, but this ratio will depend on the prop RPM required to reach hull speed. Ideal reduction will enable the motor to spin your prop at the hull speed RPM of your prop when the motor is spinning at its max RPM. The 18KW kit is programmed to spin at a maximum of 3300 RPM by default.

What batteries should you use? Most customers are happy with sealed, deep cycle lead acid, sourced locally to save on shipping. Use 6 in series to get 72v and 100 amp hour capacity minimum.   

Those of you that are still in the "research phase" of your conversion should visit one of the  electric boats discussion groups  and talk to others who are doing or have already done electric conversions.

* Please describe your battery pack so that we can program your motor controller to match - then you won't need to ship it back to us. Minimum battery information includes cell chemistry, amp hour rating, overall pack voltage, series cell count and arrangement.

* If you choose not to use a gear reduction, a thrust bearing in line with the prop shaft is required, since most motors are not rated for axial/thrust loads on the shaft. 

* Before you pull your old engine, support the prop shaft for reference so you can properly align the new system.

* A heatsink for the controller is recommended by the manufacturer, and is included in the kit.

Check out our instructional wiring video!

See the  CAN Translator page for a budget display option

Sevcon Wiring Diagram with ET throttle

Sevcon Wiring Diagram with Wigwag throttle

Cooling Notes Sevcon

Sevcon Sailboat Kit Installation Instructions

E-Boat Modeling Spreadsheet (.xls) *Use this to calculate your power needs*

E-Boat Modeling Spreadsheet Manual (.doc)

Vicprop Calculator

Mechanical Drawing

Sevcon Gen 4 Controller info

Included Components  (may vary based on kW rating and parts availability)

• Motenergy ME1616 Liquid-Cooled Brushless Motor. Provide your own cooling circuit or use ours. 
• Controller: Sevcon Gen4 8055 with regen 
• Model 827 Display
• ET-134/126 directional throttle  - recommended if you plan to use an existing throttle lever. The  ET Actuator  (included) connects to your existing throttle cable. Optons: ET-134 has a Neutral Detent, ET-126 has a Spring Return. 
• Wigwag throttle lever - recommended if not reusing your existing lever
• Sealed Main Contactor
• Liquid cooled heatsink included. May also select radiator, fan and pump option. Also may opt out, but cooling is needed for this high output system.
• Every kit is individually bench tested
• Complete wire harness with 10ft key and throttle cable lengths
• Wiring instructions

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• • Close Close Close Close Owner Scott Ruck Location Alameda- California US Web/Email WebPage Vehicle Converted 1972 Johnson 125 outboard powering a 1973 Super Sidewinder 16 (16 feet) Motor D&D Motor Systems- Inc. Separately Excited DC Controller Sevcon PowerpaK Batteries 24 GBS LFMP100AH- 3.20 Volt- Lithium Iron Phosphate System Voltage 72 Volts Charger Elite Power Solutions 72-10 DC/DC Converter Separate 12V battery for accessories. Instrumentation Elite Power Solutions BMS and Cycle Analyst Battery Monitor. Top Speed Top speed is 15 MPH (13 KTS)- measured by GPS. Range Operating time is from 15 min. at top speed (15 MPH) to 3 hrs. at cruise speed (5 MPH). See ruckmarine.com for performance data and a typical usage scenario. Seating Capacity 4 adults Additional Features The boat has been demonstrated pulling an adult (190 lbs.) wakeboarder on multiple successive runs. See ruckmarine.com for video. Contact Scott if you are interested in acquiring an electric sportboat or converting an existing boat. Based in Hopkins, Go-Float boats garnered their some of their first brand exposure on and around Lake Minnetonka. Go-Float has signed four new U.S. dealers and one Israeli resort to sell the company’s electric boat motors , the company announced Wednesday. The additional dealers are part of growing success the company credits in part to this year’s outboard electric motors boats shows. Prior to the shows, it introduced four new models for 2012 with prices below $5,000. Its production team has doubled in size and expects to quadruple in 2012. “Our boat show results for the  outboard electric motors  have been better than expected. We are signing new dealers and those dealers report that they’ve sold  outboard electric motors  boats within days of receiving their first shipment,” a news release quoted Steve Hendrickson, Go-Float’s general manager. “Our vision of  outboard electric motors  boating is connecting with all types of people and we are thrilled to see the growing interest in Go-Float and our outboard electric motors .” Based in Hopkins, Go-Float electric outboard motors boats garnered their some of their first brand exposure on and around Lake Minnetonka. Go-Float launched to provide environmentally friendly watercraft to boaters by using electric boat motors . It initially offered just two models. The $1,995 SL1 resonated with those who wanted a slower, more-relaxing experience on the water, while the $9,495 RX1 could reach speeds up to 20 mph and was capable of pulling a water skier. The four 2012 models range from the $1,895 Ion with a top speed of 4 mph to the $16,995 Vector that can go up to 22 mph. When 5 th  District Rep. Keith Ellison visited the company in the middle of April, officials described a booming business that was in talks with companies in regions ranging from Scandinavia to the Mideast. MSD Well, it's not a sailing boat, but their hearts are in the right place. Duffy Down Under Pty Ltd is introducing a new Duffy Electric Boat model to Australia at the Sanctuary Cove International Boat Show 24-27 May in Berth D/E2 at the main marina.   This is the first time this electric boat motor  will be displayed at the boat show, which is one of the primary boating events in Asia Pacific. The electric boat motor were also seen last week on the television show The Great South East.  The Duffy 22 Cuddy Cabin is being formally introduced to the Australian market for the first time. This spacious model is the flagship of the Duffy fleet, which offers unrivaled elegance, performance and innovation. The 22 Cuddy is equipped with the Patented Power Rudder, for unparalleled maneuverability, turning within its own length. You will not find more space, charm or performance capability in any other electric boat motors  in the world. ( electric motor for boats , electric outboard motors for boats ) Duffy Boats are dominant in harbors, lakes, and protected areas around the globe. Clean and quiet this model can hold up to 12 adults making it ideal for family outings, romantic cruises, entertaining or just exploring the wonderful Australian waterways.  'Duffy Electric Boats aren’t just an electric outboard boat ,' explained Nitsa Kerr, Duffy Down Under’s general manager, 'they are a lifestyle. It’s like having your own limo on the water.' Each Duffy Electric Boat comes complete with full canopy top, full windowenclosures and a CD player with an iPod hookup. The electric boat motor  cruises an average of 75 kilometers between charges, and the batteries recharge overnight for less than a few dollars AUD.  Gordon Kerr, Duffy Down Under chief executive. 'Duffy Electric Boats are ideal because of their zero emissions. They work harmoniously in the Gold Coast Marine Park with its varied fish life, dolphins, turtles and whales. As an added bonus, the electric boat motor  is allowed in the Gold Coast areas where petrol-powered boats are forbidden.'  'In my 40 years in business travelling the world, I can tell you the Australian Gold Coast is perfect for our outboard electric motors . I firmly believe Duffy Electric Boats and the new Duffy 22 model will be ideal for those waterways,' noted Marshall 'Duffy' Duffield, company founder.  About Duffy Down Under Pty Ltd   Duffy Down Under is introducing Duffy Electric Boats to the Queensland marketplace by raising the profile and awareness of these unique outboards electric motors , which are available for sale and also for hire seven days a week (weather permitting). The company also offers catering in partnership with local restaurants as well as group events and theme events. The company is has two locations at Mariners Cove Marina, Shop 4, Main Beach, Gold Coast, Queensland 4217 and Marina Village, 39B The Promenade, Sanctuary Cove, Queensland 4212.  More at  duffydownunder.com.au   About the Duffy Electric Boat Company   Duffy Electric Boats, America’s largest electric boat motor  manufacturer, has been in  business since 1970. The company currently produces over eight different electric  boat motors models. Each Duffy model is constructed from the highest quality materials in a  company-owned factory located on over six acres in Adelanto, California. Duffy  electric boat motor are emissions-free and low-maintenance. ( electric motor for boats , electric outboard motors for boats ) by Duffy Down Under   MSD This article explains the basic features and benefits regarding the latest developments in lithium ion battery technology which are now available for use with electric boat motors . Up to the present time the electric boat motor owner has only had available one type of battery chemistry to provide propulsive power for their electric boat motor no matter whether the electric boat is an inboard or outboard motor. This battery type is of course the lead acid battery. There are two main variations to the lead acid battery depending upon its specific application.  Broadly speaking the lead acid engine start or "cranking battery" in its intended application is designed to provide a short, high power burst of electrical current to crank over either a petrol or diesel engine while starting. The other main type of lead acid battery is the deep cycle or gel/AGM type which is used to provide sustained power for electrical devices and equipment over a long period. This is the type of battery which commonly provides house power on boats as well as presently being the most common type to power electric boat motors. Both types of lead acid batteries however have severe limitations.  Lead acid batteries are extremely heavy and while weight may not be an important factor for batteries in a stationary environment, for use in a motive application such as an electric boat motor , having to move (accelerate/decelerate) such a heavy dead weight does not make much common sense. In addition lead acid batteries contain nasty chemicals such as sulphuric acid and toxic heavy metals like lead which are potentially hazardous to the environment. Lead is a very heavy metal and for many years the search has been on to make a better battery that is also lighter in weight. Lithium is the logical choice since it is the lightest metal known to man. However in addition to being extremely light in weight, lithium is also extremely reactive and for this reason pure lithium metal is never found in nature.  Lithium metal is manufactured from lithium salts which are extracted through mining activities mainly from brine lakes. It can also be extracted from sea water. Lithium ion batteries have been available for several years for many consumer applications which most people would be familiar with. As with lead acid batteries, lithium ion batteries also are available in several chemistries, each having their particular good and bad points. The earliest lithium battery chemistries which became a commercial reality and which are still in use today for consumer items like mobile Lithium Iron Phosphate (LiFePO4)  Batteries for Electric Boats by Armin Pauza, EBAA business member Energy density comparison phones, notebook computer and camcorders etc. are cobalt oxide lithium ion batteries. Li-Co batteries have high energy densities but have the disadvantage that in large format applications and in cases where many separate cells are used which can potentially become unbalanced during several charge cycles, they can pose a dangerous risk of fire or explosion is a possibility. While these batteries are generally considered quite safe in small format applications such as for mobile phones and the like (generally one cell only is used therefore this is why the battery voltage of a typical mobile phone battery is 3.6 -3.7 volts) there could be disastrous consequences should a large lithium battery of this chemistry fitted to a boat catch fire. ( electric motor for boats In the mid 1990's Dr John B Goodenough and his research team from the University of Texas developed material used to make the Lithium Iron Phosphate battery (LiFePO4 for short). Dr Goodenough patented his invention and gave permission to Phostech Lithium/Hydro Quebec Canada to manufacture this material in commercial quantities for the production of LiFePO4 batteries which would be a superior replacement for lead acid batteries.  Unlike the hazardous nature of the earlier chemistry lithium battery types, lithium iron phosphate batteries are extremely stable and safe to use. This safety combined with their light weight has found wide use for these batteries for military applications and now for the emerging electric vehicle markets including electric boats. They are in fact even safer than lead acid batteries and do not suffer from some of the problems which are inherent to lead acid batteries such as, thermal runaway, sulphation when left in a discharged condition and high rates of self discharge if not used. Lead acid batteries generally have a life of only a few hundred deep charge cycles while a quality LiFePO4 battery can typically be charged in excess of 2000 times. ( electric motor for boats ) Though not as high in energy density as the earlier lithium battery types, the lithium iron phosphate battery still has a far higher energy density compared to the lead acid battery as can be seen from the graph on the left.   In recent years large format LiFePO4 batteries have been made to replace lead acid batteries and these batteries are now being widely used for  battery packs to power electric vehicles as well as hybrid electric cars. They are also being used in high power electric cordless power tools.  The benefits to the boat owner of a quality LiFePO4 battery are many.  Lithium iron phosphate batteries are a truly multi-application battery type so the one battery or battery bank can be used to provide propulsive power for the electric motor for boats /s as well as to supply all the electrical loads on a boat. Normally the electric motor requires a voltage of 36V, 48V or higher voltage while 12V is required for house power, radios, Lithium battery bank navigation lights, etc. In this case a suitable DC/DC converter should be used to provide the lower voltage from the higher voltage main battery bank. It is very bad practice and still used by some manufacturers to simply tap off 12V from a single battery in the main battery pack to supply this lower voltage. This can lead to uneven discharging of different batteries due to varying loads which can further result in some batteries being over charged while others end up being less than fully charged. By fitting a DC/DC converter all batteries are discharged evenly regardless of varying loads. This will result in the longest life from all batteries and will minimise the chances of individual batteries failing prematurely which is a strong possibility if a DC/DC converter is not used. Another major factor which should be taken into consideration when replacing a lead acid battery with a LiFePO4 battery is that due to the higher energy density and greater performance of the lithium battery often a smaller battery can be used which will provide equivalent or better performance compared to the original lead acid battery. For many applications a 60Ah LiFePO4 battery will provide equivalent performance to a 100Ah lead acid battery. This difference in performance can clearly be seen if both battery types are compared side by side in high current drain applications (for example if used to power an electric boat motor at high power settings). What many people fail to realise about a lead acid battery is that its capacity (Ah) rating is usually specified at the 20 hour discharge rate. At high rates of discharge the effective or "real" battery capacity is reduced considerably due to "Peukert's Effect". A typical 100Ah lead acid battery when discharged in an hour or two may have an actual measured capacity of as little as 60-70Ah. LiFePO4 batteries are not negatively affected in the same way by Peukert's Effect as are lead acid batteries. ( electric motor for boats ) When a lead acid battery is connected to a load (such as an electric motor for example) the voltage slowly continues to decrease until the battery is completely discharged. By contrast the discharge characteristic of a LiFePO4 battery is quite different. The discharge curve of LiFePO4 battery is close to being linear for about 90% of its capacity. Therefore a LiFePO4 battery can be almost fully discharged yet it will provide very close to the same power as when it was fully charged. During the last 10% of the batteries capacity the voltage will drop very suddenly.  Another great benefit of Lithium Iron Phosphate batteries for boating applications is due to their inherent safety features. Since they do not produce flammable hydrogen gas under any circumstances (even if overcharged) a LiFePO4 battery can be safely installed in a confined place in a boat or ship without fear of a fire or explosion occurring. There is absolutely no maintenance required so a battery can be fitted into an out of the way space in an electric boat such as under seats, under stair wells, in the hull, etc. Due to slim cylindrical nature of many LiFePO4 cells a custom battery of virtually any shape can be made which will fit into any tight space in an electric boat . Battery cells can even be fitted inside a mast or inside hollow railings. ( electric motor for boats ) Another advantage of LiFePO4 batteries is their rapid charge capability. High quality batteries can be re-charged extremely quickly. In fact premium quality LiFePO4 batteries can be re-charged from a completely discharged state to more than 90% fully charged in only fifteen minutes with a suitable fast charger from shore power. Of course they can also be more slowly trickle charged by solar panels or more quickly aboard the boat via an engine driven back up generator/alternator. A deeply discharged deep cycle/AGM lead acid battery can only be re-charged in a matter of hours and not minutes. For many electric boats this rapid charge capability will be a godsend.  Weight is another factor of concern to owners of electric boat motors . A Lithium Iron Phosphate battery is usually about half the weight of an equivalent capacity lead acid battery. For example the photo of the battery bank below shows a large LiFePO4 battery bank used to power three motors fitted to a 55ft electric racing catamaran. It was originally planned to fit more than half a ton of AGM lead acid batteries to this boat before the owner learned of the benefits of LiFePO4 batteries. Due to the many benefits the owner of the boat decided to install LiFePO4 batteries instead and was able to reduce the total weight of the battery bank by more than half with the total of all twelve batteries weighing in at less than 200kg. To sum up, an overview of the benefits of Lithium Iron Phosphate batteries:  • Safe technology, will not catch fire or explode with overcharge   • Over 2000 discharge cycles life compared to typically around 300 for lead acid  • Double the usable capacity of similar amp hour lead acid batteries   • Virtually flat discharge curve means maximum power available until fully discharged (no "voltage sag" with time as with lead acid batteries).   • Unlike lead acid batteries, can be left in a partially discharged state for extended periods without causing permanent damage  • Extremely low self discharge rate (unlike lead acid which will go flat quite quickly if left sitting for long periods)   • Does not suffer from "thermal runaway"    • Can be used safely in high ambient temperatures of up to 60 deg.C or more without any degradation in performance   • Can be connected in series for higher voltages or parallel for higher capacity.  • Absolutely maintenance free for the life of the battery  • Can be operated in any orientation   • Does not contain any toxic heavy metals such as lead, cadmium, nor any corrosive acids or alkalis thus making LiFePO4 batteries the most environmentally friendly battery chemistry available  • LiFePO4 cells are of solid construction. There are no fragile/brittle plates made of lead which can be prone to failure over time as a result of vibration.  • Can be safely rapidly recharged. When fully discharged can be re-charged to more than 90% full battery capacity in only 15 minutes. There are already several brands of LiFePO4 batteries which are available to boat owners and are suitable for powering many kinds of electric motors from tiny trolling motors to large inboard electric motors of several horsepower. The prospective battery purchaser should be aware that the majority of the LiFePO4 batteries manufactured in China are of very poor quality and correspondingly provide poor overall performance. These batteries will also have a shorter life than a quality LiFePO4 battery. Only high quality LiFePO4 batteries should be used by the electric boat owner so as to provide peace of mind in terms of battery reliability. One way a battery buyer can gauge the quality of any particular battery brand is to check what kind of warranty the manufacturer/supplier will provide and whether it is a factory backed warranty or only a distributor backed warranty in the country of sale since many distributors of Chinese batteries are required by law to provide a minimum warranty period when a battery is sold in a western country. If a battery manufacturer is not prepared to stand behind their own products by providing a lengthy factory backed warranty then it is best to steer well clear of these companies so as to avoid any possible headaches in the future.  ( electric motor for boats ) Chinese battery cell manufacturers will often assemble their cells using less expensive manufacturing techniques thereby reducing the final cost of the battery to the customer at the expense of shorter cycle life and/or poorer performance. For example some manufacturers will simply crimp end terminal caps on the cells while other manufacturers will spot weld or even fully laser weld the cell ends. Obviously a cell which is merely crimped will be cheaper to manufacture than a cell which is fully laser welded. By the same token the crimped cell is also more prone to fail prematurely due to slow ingress of moisture, humidity and other atmospheric contaminants which in a laser welded cell are totally excluded from entering the cell for the life of the cell.  It really is a case of having to pay more for quality. By paying more for a quality battery a great deal of frustration can be avoided and allow the electric boat owner to enjoy the tranquillity of silent, electric boating without any noise or exhaust fumes. There are a handful of manufacturers of A-grade quality Lithium Iron Phosphate batteries which will outlast several lead acid batteries and provide vastly superior performance and thereby bring much enjoyment to the owner of the electric boat they are fitted in.   Lithium Iron Phosphate batteries are sure to revolutionise and bring about the growth of the electric boating market in the years to come. ( electric motor for boats )  MSD Electric boats are definitely not a new concept. What is believed to be the very first marine outboard motor was invented in 1880 by a French inventor, Gustave Trouve, and it was electric. In the early 1890's electric boats were first introduced in the United State with the formation of the  Electric Launch Company (Elco)  in Bayonne, New Jersey. It was the Chicago Exposition in 1893 that put them on the map. Elco was requested to build fifty-five (55) 36-foot electric launches for this event. Ticket sales to transport people around the Chicago area lakes and rivers exceeded 1,000,000. That was over 120 years ago and at that time electric motors were the preferred form of propulsion. The electric "Picnic Launch" became the essence of a perfect lake cruise. Elco's company records reveal that Thomas Edison, John Jacob Astor, Admiral Dewey, George Westinghouse, and the Grand Duke Alexander of Russia were all owners of Elco electric launches. There were, of course, steam engines that were very powerful, yet heavy, a lot of work and not conducive to a pleasant cruising experience - especially when their boilers would explode. In the late 1800s, there were also gasoline engines. These engines at that time were called "Explosion Engines". The names were later changed to "Gasoline Engines" to make them sound safer, and more appealing to the consumer. After about 1920, gasoline and diesel engines became the primary propulsion units for boats - but they could never offer the quality of the electric cruising experience. At that time, electric boats lost their following, because the batteries could not carry enough energy to match the horsepower of the internal combustion engine - as folks became more intrigued with speed at the expense of comfort and quality of the boating experience. However the Navy's submarines continued to rely heavily on electric propulsion - because it is fundamentally reliable, efficient, and quiet. Later on, Navy ships and commercial vessels returned to electric propulsion systems for the same reasons - but using generators to create the electricity.Today, the Queen Mary II is powered exclusively with electric motors that generate 157,000 horsepower. So electric propulsion is not a "new concept" and is considered by far the most reliable form of propulsion. Not only is electric propulsion reliable and efficient, it offers the ultimate pleasure boating experience: relaxing, quiet, and NO smelly fumes. For these reasons combined with the advances in battery technology, electric pleasure boating has enjoyed a revival over the passed few decades. Several companies, including  Duffy Electric Boats,  considered the industry leader of this revival since 1970, have resurrected the electric launch and other more contemporary designs. Electric boating has become the boating lifestyle of choice for many thousands around the world in many different venues for the mainstream population. Before starting Tamarack Electric Boats, Montgomery Gisborne was interested in electric cars, but now he's focused on the water. Since 1993, Gisborne has been involved in the technical aspects of electric vehicles in Canada. Gisborne has been competing in the American version of the Tour del Sol since 1997, placing first in 2003, and he even created a similar race called the Canadian Clean Air Cruise. To date, Gisborne has logged over 31,000 miles of travel in electric vehicles. But he's not only concerned with cars. In 2003 he built one of the world's first electric snowmobiles, and two years later he founded Tamarack Electric Boats. We've covered solar boats many times, and the company's latest invention, the Loon, caught our eye and when given the opportunity, we thought readers would like to know more about a man who designs such interesting electric vehicles. EarthTechling (ET):  You have an extensive background in electric cars, what made you want to start an electric boat company? Montgomery Gisborne:  Having built electric cars and electrified many other devices such as a snowmobile, I was always looking for a business opportunity in the mix. I had thought of building electric cars for a living, especially after coming in first in the 2003 American Tour del Sol electric car rally, but the reality that you cannot become GM overnight settled in. After much deliberation, I decided that the idea of a solar-powered boat must be a good one, perhaps my best, so I decided to build me first solar boat as a "science project" in 2005. The boat worked so well that I little choice but to purse it! ET:  Was there any specific reason that you were looking to move the company from Canada to the United States? Gisborne:  Sure, more people, water and sun. I think that we brought our ideas to NYS at a time when Canada seemed to focus its attention the Athabasca Tar Sands, and NYS was looking for sustainable product projects to create sustainable jobs. Then there's this crazy little piece of legislation which was brought into the North American Free Trade Agreement (NAFTA) called the Jones Act which prohibits Canadian companies from selling boats into the US, so we had a triumvirate of good reasons to move across the border. ET:  Was the NYSERDA incentive program the biggest draw to relocate to Rome, NY? Gisborne:  No, probably not. You may have heard the old expression that "it takes a village . . . " I believe it is very true. When I passed through Rome on my solar trek across the state in 2007, i was overwhelmed by the reaction and enthusiasm of the people, more so that anywhere else I had traveled in my solar boats (which says a lot). The entire town seemed to make time to be there to catch our lines as we tossed them to shore, which really impressed me. The mayor of the town clearly saw the vision and has done more than we could ever have expected to convince us that Rome is our home. Incidentally, the first shovelful of earth removed in the construction of the Erie Canal was taken out of the ground pretty much in font of our shop on July 4th, 1817. I think we would have made the move anyway, without NYSERDA funding, but the funding made it possible and got us started much quicker than if we had to go it completely alone. The funding is great, but it takes more than money to create an industry, it takes drive and determination beyond my own. ET:  Why did you decide on solar-power for the Loon above other electric options? Gisborne:  There are so many reasons that make solar a natural on an electric boat. People look at my boats and say, "Oh, I get it, when the is moored at the it is picked up a free charge." While this is certainly true, the rationale for the solar goes far beyond that. For example, it dramatically reduced Peukert Effect on lead-acid batteries. Without getting into a long-winded technical discussion, this effect has a negative effect on batteries when the boat is under power, reducing the instantaneous capacity of the energy storage cells, and the solar input helps to reduce that effect, thus increasing the effective range the boat can travel on a given charge. This also helps the lead-acid batteries to better compete against other chemistries, such as nickel and lithium-based batteries at lower expense. I hate oil is the reason why I eschew any internal-combustion options. It is the greatest detriment to the North American economy and a threat to world peace. Read Entire Article STUART — When St. Petersburg boaters Nancy Frainetti and Jeff Springfield pulled up to the fuel dock at Hutchinson Island Marriott Marina in Stuart Tuesday afternoon, one thing was noticeably absent — engine noise. A leisurely cruise from the River Forest Yachting Center on the St. Lucie Canal in Tropical Acres to the Marriott served as the final leg of the 8-day, 250-mile “Cruise to the Atlantic.” Frainetti and Springfield, owners of Endeavour Green, builders of electric hybrid yachts, left St. Petersburg June 16 and traversed the Okeechobee Waterway in their 24-foot boat while using only $16 in electricity and a few gallons of diesel fuel. “We did this to show people that this is not a ‘toy boat,’” said Springfield, a longtime captain who said many boaters think electric-powered boats are typically for small lakes and short trips. “A typical boating family might enjoy a 20-mile trip. We had legs of this trip of 40, 47 and on Monday, 52 miles in a day.” The technology behind the Endeavour involves a 48 volt array of batteries that turn the 13 horsepower D & D motor. The electric motor uses a twin belt setup to turn the drive shaft for a 3-blade bronze inboard propeller. The batteries can be charged at home or marina by plugging into a 110 volt outlet. To recharge the batteries while under way, a 3.5 kilowatt Master Volt Whisper diesel generator is employed. During the 8-day trip, Springfield said only nine hours were put on the generator and at 3.8 hours per gallon, they needed less than three gallons of diesel. The Endeavour provided comfortable passage, Frainetti said, despite record heat during their trip. A full-length canvas top — one that can fold down and serve as a boat cover when not in use — shades a large area. “We endured a little weather — but that’s something boaters are used to handling,” Frainetti said. “It got a little hot out on Lake Okeechobee Monday, but we managed to keep it from baking our brains.” Frainetti said that although the Endeavour has Eisenglass and air conditioning, they survived without it. Frainetti said she saw several manatees during the trip and counted 38 alligators while crossing Lake Okeechobee. Springfield said the hybrid technology is receiving a lot of interest from the boating community. He said that one selling feature is the simplicity of its design. “It’s an easy boat to own,” Springfield said. “It’s very simple — there are no complex systems. All the electrical components are solid state design. There are no fumes, vibration or noise. And because you are carrying little or no fuel, insurance rates are great.” For more information visit EndeavourGreen.com or call (727) 573-5377. A brand new boat making waves in South Florida, and it runs on batteries. The Endeavour Green Company, part of the Endeavour Catamaran Corporation, showed off it's "green" boat. Co-owners, Nancy Frainetti and Jeff Stringfield, traveled from Saint Petersburg to Stuart. They did it all on battery power, no gas or diesel fuel needed, unless you want to use the back-up generator on board. The Endeavor Green Company created the boat, which is equivalent to a gas or diesel fueled deck boat. The starting cost is around $42,000. The owners say it's well worth the price, and it helps the environment. Endeavour Co-owner, Nancy Frainetti, says, "We have no emissions on the electric propulsion. So, it's as green as can be. What a wonderful benefit." The boat is also decked out with a bathroom on board and air conditioning. It charges up each night, and usually costs only $1.50. Take that versus a gas or diesel engine that could cost you anywhere from $50 to $75 dollars a day to gas up. 315-701-0635 Monday - Friday 8 AM - 4 PM Eastern Standard Time Forums New posts Unanswered threads Register Top Posts Email What's new New posts New Posts (legacy) Latest activity New media Media New media New comments Boat Info Downloads Weekly Quiz Topic FAQ 10000boatnames.com Classifieds Sell Your Boat Used Gear for Sale Parts General Marine Parts Hunter Beneteau Catalina MacGregor Oday Help Terms of Use Monday Mail Subscribe Monday Mail Unsubscribe Electric Motor conversion Thread starter MPAPC4 Start date Sep 1, 2012 Catalina Owner Forums Catalina 30 Hi all, it has been about 4 months since I converted my Catalina's Atomic Bomb to Electric propulsion. The ingredients were, 9hp AC brush less motor, Charger, 4 AGM Batteries, Throttle, and a computer control/display and of course various cables etc. Although its too soon to know in the long run whether a good or bad investment (reliability) I do want to say that the performance of this installation has been outstanding. What I like is the instant on power, motor sailing against the tides, no refueling, simplicity of the operation and being able to customize the throttle settings. What my wife likes, No noise, no exhaust, no fumes, no oily bilges. Everyone always wants to know the range, it depends on the throttle setting and the type of prop installed. I am working the numbers and hope to post them soon but I get a top speed of 6 knts at full throttle and based on how I use the boat mainly coastal and bay sailing. I have to work hard to get the battery charge below 50%, mainly because I use the motor to get out of the marina and sail everywhere else but have motor sailed out of South San Diego Bay which is roughly 7 miles against the tide. While sailing the prop starts to trail and at 4.25 knts the motor acts like a generator and recharges the batteries. I bought a Honda 2000 generator for AC power and once charged the batteries from a 64% charge to 100% (2 hours) at a overnight anchorage. Anyhow, if anyone has any questions on the performance or the installation please ask, I am interested in other electric conversions.   is there a single location to get all the parts maybe in a kit or did you put it all together yourself with may be a golf cart motor   Any idea on what this type of installation has cost? Would this be a viable alternative to replacing an engine? How does the weight compare to a diesel or gas engine?   MPAPC- What size batteries did you use? Also did you change the prop from the original? I know your pleasure as my C27 is an electric conversion and if my C30 diesel ever dies I'll do it to that boat too.   Foolproof The cost does depends on whether you buy a complete system from a vendor and have it installed or buy the parts and do the installation yourself. I spent about $2600.00 on my C27 conversion, assembled and installed myself. Weight depends on the battery bank size. My conversion weighed a little less than the A4 and full gas tank it replaced. Doug   shipwreck66 I've toyed with the idea of converting my C27 to electric, and after spending another weekend replacing the exhaust manifold, I'm getting really tired of jacking with engine stuff when I want to sail. Don't get me wrong, the M18 is an awesome little engine, but it is 28 years old and I think of how much room I would gain by ditching the fuel tank, exhaust and such, and I am landlocked, not oceanside.   MPAPC4 said: Hi all, it has been about 4 months since I converted my Catalina's Atomic Bomb to Electric propulsion. The ingredients were, 9hp AC brush less motor, Charger, 4 AGM Batteries, Throttle, and a computer control/display and of course various cables etc. Although its too soon to know in the long run whether a good or bad investment (reliability) I do want to say that the performance of this installation has been outstanding. What I like is the instant on power, motor sailing against the tides, no refueling, simplicity of the operation and being able to customize the throttle settings. What my wife likes, No noise, no exhaust, no fumes, no oily bilges. Everyone always wants to know the range, it depends on the throttle setting and the type of prop installed. I am working the numbers and hope to post them soon but I get a top speed of 6 knts at full throttle and based on how I use the boat mainly coastal and bay sailing. I have to work hard to get the battery charge below 50%, mainly because I use the motor to get out of the marina and sail everywhere else but have motor sailed out of South San Diego Bay which is roughly 7 miles against the tide. While sailing the prop starts to trail and at 4.25 knts the motor acts like a generator and recharges the batteries. I bought a Honda 2000 generator for AC power and once charged the batteries from a 64% charge to 100% (2 hours) at a overnight anchorage. Anyhow, if anyone has any questions on the performance or the installation please ask, I am interested in other electric conversions. Click to expand I went to Electric Yachts online, it was a kit sans the batteries and battery cables. There are various choices of batteries out there, I went with the 4 AGM 12volt 200 AH (8a4d) Delco. they are heavy, i placed two where the fuel tank was and two by the motor. The motor is only 50 lbs and the atomic was about 340 lbs, ea battery is over 125 lbs so it nearly replaced the weight that was in the boat, good news is that I carried the weight fwd by a few inches which is closer to the mast. the entire installation not including the preparation was 2.5 days, the motor mount that comes with the kit fits right in the exact same spot as the atomic foundation pads sat, alignment to the shaft was easy. I did change the prop, went to a 13x12 two blade bronze which drags more but that was the point. I just finished the beer can season and placed 8th, I would have placed higher but I have inconsistent crew so the bigger prop doesnt slow me down.   Forgot, the AGM batteries are maintenance free, and can be installed at angles, the standard wet lead acid batteries are the cheapest but you have to keep the water level up. The other choice was Lith or Nicad, all out of my price range. The Motor kit which included the Motor, Controls, computer and cables cost me $4k, AGM batteries were $425 ea, the charger which is a programmable charger was about $380, battery cables which were built on the spot were $150. As far as cost, I think I went medium, there are options and could have saved another $800 dollars.   Shipwreck66 I was a diesel mechanic in the Navy (24 yrs), I also had my outboard certification for both Merc's Evenrude/Johnsons. I just got tired of spending a lot of time working on the engines, fuel systems fuel tanks so when the Atomic 4 blew a head gasket and the sump filled with salt water I was going to replace the engine with a zero hour engine from Moyer Marine until I found the ad for the electric power conversion from Electric Yachts, based on my use of the boat it made perfect sense. If and when I get a blue water boat, I may do the same. The Universal diesels are simple so keep what you have until it gives up the ghost and then decide.   MPAPC4: Thanks for the info. I think all of us would like one day switch to something that is simpler, less maintenance & cleaner. I too would like to do this one day. Hopefully the battery technology will get a lil cheaper by the time my lil diesel decides to die. Mine is 32 years old & already on its 2nd rebuild. Unitl now I figured there wasn't a battery bank out there that would power an electric engine capable of moving a haus of a boat like ours. Can you post some pics? Ps. Do you still keep a seperate house battery bank for your electric needs while on the hook overnight? Cheers.   jrowan said: MPAPC4: Thanks for the info. I think all of us would like one day switch to something that is simpler, less maintenance & cleaner. I too would like to do this one day. Hopefully the battery technology will get a lil cheaper by the time my lil diesel decides to die. Mine is 32 years old & already on its 2nd rebuild. Unitl now I figured there wasn't a battery bank out there that would power an electric engine capable of moving a haus of a boat like ours. Can you post some pics? Ps. Do you still keep a seperate house battery bank for your electric needs while on the hook overnight? Cheers. Click to expand Heading out of marina today, first time since replacing exhaust system, and engine died while heading out. Drifted into a vacant slip and spent the 101degree afternoon SERIOUSLY pondering the electric idea again. Actually, the culprit was a air bubble that got in last week while replacing exhaust, don't ask me how. Took me awhile to find the air blockage, wasn't in the usual places. All is well now and everything runs dandy. But oh how all electric sounds so good.   There is a blog for a electric conversion of a Nonsuch 30 who sails the LI sound. Interesting reading. http://biankablog.blogspot.com/   I feel for ya shipwreck. My old Yanmar diesel on my last boat - an S 2 used to get air in the lines before I took out the buggering mesh stuffed into the fuel pickup tube in the tank. It would run great for about 10-15 minutes & then die in the entrance out of our channel. I was alsways lucky that there was a fellow sailing buddy to give me a push back in, but it could've been nasty otherwise. Funny how the engine never wants to die BEFORE you leave the dock! lol.   yeah, that's the damnest part. I had it idling in the slip for about 10 minutes while checking the new exhaust for leaks, no problem. Back out, start forward two minutes later BLaaaaappp.   whatfiero said: is there a single location to get all the parts maybe in a kit or did you put it all together yourself with may be a golf cart motor Click to expand foolproof said: Any idea on what this type of installation has cost? Would this be a viable alternative to replacing an engine? How does the weight compare to a diesel or gas engine? Click to expand Ok, new at this, I have 5 photos on my Photo album, can anyone access them or do I have to post them here?   Attachments This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register. By continuing to use this site, you are consenting to our use of cookies. Accept Learn more… Electric boats Electric boat. Flux Marine Scout Boats Flux Marine unveils 100% electric center console boat with a hull from Scout and DC fast charging Outboard motor and battery specialist Flux Marine has introduced a new center console boat package to its lineup to help further electrify the industry. The package combines Flux’s 100% electric propulsion system with a hull from Scout boats to deliver a vessel that can travel 30 mph and replenish on a DC fast charger. Flux Marine is a company based in Bristol, Rhode Island that specializes in all-electric outboard motors and marine-grade batteries to power them. Additionally, Flux offers customers boat packages that implement its propulsion technology onto existing vessels. To date, the company has unveiled an all-electric dual console boat option that includes a Scout Dorado 215 hull and a Rigid Inflatable Boat (RIB) package with the help of Highfield. Today, Flux Marine has announced a third entry in its new electric boat lineup, which once again includes a hull from Scout Boats. Check out the Electric Scout 215 XSF. Flux to sell Scout 215 XSF electric boat later this year Flux shared details of its new electric boat package today, which consists of a 21′ 6″ center console hull from Scout that is powered by its own electric outboard motor and a 84 kWh marine-grade lithium-ion battery pack. The result is a 100% electric day boat with room for nine passengers designed for cruising and coastal fishing at sea. The Scout 215 XSF offers a top power output of 150 hp (112 kW) and 100 hp (72 kW) of continuous power. It can cruise at 25 mph, reach a top speed of 30 mph, and offer a top range of up to 30 miles (26 knots) at cruising speeds. Per Flux Marine CEO Ben Sorkin: The idea behind Flux Marine is to provide a better, more efficient method of boat propulsion. Our 100 hp outboard hits the sweet spot, capable of propelling a 22 ft boat like the Scout XSF for almost any activity on the water. Our goal is to evoke excitement and innovation while ensuring users feel comfortable with what’s powering their boat. A huge bonus in the all-electric Scout XSF center console boat is its ability to charge via AC or DC plugs when docked. Flux says the vessel can recharge from 20-80% in 7.5 hours on an AC plug (110-, 220-, or 240-volt) or as quickly as 1.5 hours using a DC fast charger. In addition to the powertrain and battery pack, Flux has integrated the Scout boat with its own designed throttle, UI, and mobile companion app. Flux’s software will help future boat owners monitor and manage their speed and range from the helm, complete with live updates on an integrated Garmin chartplotter. The all-electric Scout XSF center console boat starts at $120,000 and joins the Scout Dorado 215 and Highfield RIBs in the lineup. All are set to go on sale directly to consumers later this year. FTC: We use income earning auto affiliate links. More. 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] Manage push notifications 396 IMAGES DIY Electric Sailboat Conversion for Under £500! ($660) Diy electric sailboat motor Closeout ~ Know our boat DIY Electric Sailboat Motor An Original Electric Sail Boat Conversion Electric sailboat conversion: How my Parker Super Seal went zero-emissions How to VIDEO Sailboat diesel to electric conversion #sailing #sailingdiy #electricconversion Electric Sailboat with Skateboard Parts Hutchins Compac16 Restoration & Solar Electric Conversion How to: Sail Electric Electric Yacht Mounting the Electric Motor in my Sailboat COMMENTS Electric Sailboat Motor: Range, Cost, Best Kits for Conversion With the Spirit 1.0 Evo electric sailboat motor, you can go 5.5 mph (8.8 kph) at top speed on the 21 ft RS21 sailing boat, or troll for 20 hours continuously at 2.2 mph (3.5 kph) according to our test. This electric sailboat motor with regeneration allows you to recover energy from the prop while under sail. Electric Motors for Sailboats Sailing with an Electric Motor In 2021 we installed the QuietTorque™ 10.0 Electric Motor by Electric Yacht on our 1972 Cheoy Lee Clipper Sailboat, which we use for day charters from May through October on Lake Superior. Sailboat Kits & Accessories Sailboat Kits & Accessories. Supporting Electric Marine Conversions Since 2007. When we're not at the race track you may find us out on the water! Convert your sailboat to a clean, quiet electric drive! Eliminate noxious diesel fumes and the cost of filling up at the pump. Enjoy your sailboat to the fullest, with a quiet drive and truly fresh air. Oceanvolt Oceanvolt offers Hybrid or Electric systems as a power & propulsion option in partnership with many leading monohull boat builders - adding new partners continuously. We also offer repowering solutions for converting away from legacy diesel engines - removing the diesel engine, fuel tanks and exhaust system - cleaning up greasy, smelly engine ... The Ultimate Guide to Converting Your Boat to Electric Consider installation of your motor and your battery charging options. While many boat owners can manage this conversion themselves, professional installation can ensure it's done right. As for charging, you have multiple options. Make sure you have a compatible battery charger, which may connect to shore power stations or solar panels. How to convert a yacht to electric propulsion The typical electric propulsion system for a 10m, 6-tonne cruising yacht will usually be designed to provide around five to six hours of gentle cruising in fairly neutral currents at around 4 knots, or maybe 10 hours of motor-sailing, before requiring a charge. Unlike a car, however, a boat can have solar panels on its deck, coachroof and arch ... QuietTorque™ 10.0 Electric Motor The QuietTorque™ 10.0 Sport is a cost effective 10kW electric propulsion system designed for the day sailing and coastal cruising sailboats up to 35' (LOA) and 12,000 lbs displacement. Typically programmed and sized to push boat at cruising or harbor speed. Motors normally ship within 5 business days. Powerflow Marine At Powerflow Marine we know how much time it takes to maintain a boat. That's why we've developed propulsion systems that are reliable and efficient alternatives to diesel or gas engines. We can assist during your conversion planning with video consultations and wiring diagram creation. We have the ability to add on Victron Energy equipment ... 5kW Brushless Sailboat Kit Eliminate noxious diesel fumes, the cost of filling up at the pump, and enjoy your sailboat to the fullest with this DIY electric conversion Kit.The 5KW Brushless Kit featuring a Motenergy brushless motor and a 48V Sevcon Controller that can produce up to 5KW continuous and is often used to replace 10-15hp combustion engines. How to convert a small blue water, sailboat to an electric vessel on a The cost of going electric is comparable to that of fitting an ICE (internal combustion engine). The total cost was less than Au$8 000. This included the sailboat kit consisting of a: 10kW engine, electronics for the motor, gear reducer, display unit, speed control, 9.5kWH of usable battery storage. 6 *160W solar panels. 10KW Brushless Sailboat Kit The 10KW Brushless Kit features a Motenergy brushless motor and a 48V 450 Amp Sevcon Gen4 Controller that can produce up to 10KW continuous, often used to replace 30hp combustion engines! This system is best for boats up to 12,000 pounds displacement. All our systems have reverse on-the-fly and contactor disable features. Electric sailboat conversion: How my Parker Super Seal went zero-emissions Having an electric engine also totally changes the way one sails, tacking up wind with just 2-300W gives an extra couple of knots and an additional 10° of pointing angle (as the apparent wind shifts), and all this silently. Wow! Electric sailboat conversion: What we learned Oceanvolt Electric motors achieve instant torque with Electromotive Force while internal combustion engines need to build RPMs gradually by increasing piston firing frequency. Hydro Generation At sailing speeds over 6 knots Oceanvolt systems are able to generate significant power for recharging the battery bank by activating at the touch of a button. Electric Boat Option 2 - Convert to Electric with an all-electric and solar solution, which means no more exhaust fumes aboard sailboat ever again. Beginning with system design, we can offer solutions to your needs. We can remove your old engine and begin afresh. Or we have the ability to insert hybrid generation and hybrid drive to your existing drivetrain. Electric Inboard Boat Motors Electric inboard boat motors from Elco Motor Yachts are suitable for new boats, or as an upgrade to existing vessels. Our electric inboard boat motor conversion kits can turn a noisy gas-powered boat into a serene pleasure boat for quiet enjoyment of nature's beauty. Our electric inboard boat motors, ranging from 6HP to a robust 200HP, are a ... Converting from diesel engine to electric motor The point at which an electric vehicle's lifetime emissions break even with a combustion engine car also depends on the car's mileage. For example, in Germany - where about 40% of the energy mix is produced by coal and 30% by renewables - a mid-sized electric car must be driven for 125,000 km , on average, to break even with a diesel car ... Electric Yacht Pacific 10 Electric Yacht Systems. QT2.5DD 24v direct drive $4995; QT3.6DD 36v direct drive $4995; ... Check out our boat conversion list - Find you boat! Want to talk to a client, They love to talk about their conversions. Conversions. ... Current Engine Type and Power* New & Improved Sailboat Electric Motor Conversion! In this video, the electric motor on my sailing boat is finally reinstalled, inspired by YouTubers such as Sailing Uma! Nick helps me connect up the new cont... 18kW Brushless Sailboat Kit Eliminate noxious diesel fumes and the cost of filling up at the pump and enjoy your sailboat to the fullest with this DIY electric conversion Kit. The 18kW kit features a liquid cooled Motenergy motor, paired with a Sevcon Gen4 controller to produce a whopping 18kW continuous at 72v! Customers have used this system in boats up to 25K pound ... Conversion Stories Sailing with an Electric Motor In 2021 we installed the QuietTorque™ 10.0 Electric Motor by Electric Yacht on our 1972 Cheoy Lee Clipper Sailboat, which we use for day charters from May through October on Lake Superior. We have been extremely satisfied with the... Doing a Conversion from Diesel to Electric Oct 23, 2018. #13. The couples in the video, claimed they converted because they "wanted to" not as a replacement for a diesel engine. Two of the couples bought boats with non working diesels. The third was given a boat and removed the diesel to replace it because of smell and the idea of being "fossil fuel free". Electric Boats: Then and Now D&D Motor Systems is the premier electric boat motor manufacturer in the U.S. for electric boat conversions.Our outboard electric motors offer higher performance than the other motors that are out there. Our electric boat motor have: higher torque, better thermal capabilities and a competitive price. In addition, we offer a complete line of U.S. made electric boat controllers to go with our ... Electric Motor conversion Catalina 30 San Diego. Sep 1, 2012. #1. Hi all, it has been about 4 months since I converted my Catalina's Atomic Bomb to Electric propulsion. The ingredients were, 9hp AC brush less motor, Charger, 4 AGM Batteries, Throttle, and a computer control/display and of course various cables etc. Although its too soon to know in the long run whether a ... Flux Marine unveils electric center console boat with a Scout hull The result is a 100% electric day boat with room for nine passengers designed for cruising and coastal fishing at sea. The Scout 215 XSF offers a top power output of 150 hp (112 kW) and 100 hp (72 ... catamaran gulet motorboat riverboat sailboat trimaran yacht