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

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

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

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

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

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

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

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

Table of contents:

• Electric Sailboat Motors: Confusion Explained

Electric Sailboat Motor or Combustion Motor

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

Best Electric Sailboat Motors (with Reviews)

Electric Sailboat Motor: Confusion Explained

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

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

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

However, their experience may not suit electric sailboat motors.

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

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

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

Power (W)	Speed (mph / kph)	Runtime (hh:mm)	Range (mile / km)
50	2.2 / 3.5	20:00	43.5 / 70
150	3 / 4.8	6:50	19.3 / 31
300	4 / 6.4	3:20	12.4 / 20
500	4.2 / 6.8	2:00	8.5 / 13.6
700	4.8 / 7.7	1:30	6 / 9.7
900	5 / 8	1:05	5.6 / 9
1000	5.5 / 8.8	1:00	5.5 / 8.8

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Model	HP	Motor Weight	Battery Weight	Note
Spirit 1.0 Evo	3 HP	11.3 kg / 24.9 lbs	8.7 kg / 19.2 lbs	1276 Wh Integrated Battery
Navy 3.0 Evo	6 HP	24.3 kg / 53.6 lbs	48 kg / 105.8 lbs	4096 Wh E80 Battery
Navy 6.0 Evo	9.9 HP	36 kg / 79.4 lbs	87 kg / 191.8 lbs	8960 Wh E175 Battery

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

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

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

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

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

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

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

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

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

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

And it makes even more sense in sailing applications:

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

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

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

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

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

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

How Do You Size an Electric Motor for a Sailboat?

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

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

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

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

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

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

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

Electric Sailboat Motor Conversion

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

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

#1. Repower Your Sailboat with Electric Motor

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

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

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

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

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

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

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

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

#2. Install an Electric Motor in a Sailboat

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

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

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

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

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

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

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

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

#1. 3 HP Spirit 1.0 Evo

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

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

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

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

Features You Will Love:

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

Spirit 1.0 Evo Electric Sailboat Motor Reviews:

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

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

#2. 6HP/9.9 HP Navy Evo Series

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

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

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

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

Navy Series Electric Sailboat Motor Reviews:

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

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

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The Promises and Pitfalls of an All-Electric Yacht

• By Tim Murphy
• Updated: November 8, 2021

This past October, I saw one of the most interesting exhibits in more than 500 new cruising sailboats I’ve reviewed over two decades. It was the Arcona 435Z, built in Sweden and introduced by Graham Balch of Green Yachts in San Francisco. Balch describes his business as “a new brokerage dedicated to the electric revolution on the water,” and it was the “Z” in the boat’s name, which stands for “zero emissions,” that made this boat so interesting. This was the first electric propulsion system—not hybrid but all-electric —I’d ever seen on a cruising sailboat.

Electric propulsion isn’t new. Since 1879, electric motors have propelled boats; a fleet of some four-dozen electric launches transported visitors around the 1893 Colombian Exposition in Chicago. But cruising sailboats are not launches, and the open sea is not a protected canal. When we’re using cruising boats as they’re meant to be used, they seldom end their day plugged into a shore-power outlet. Cruising boats comprise many devices —stove, refrigerator, freezer, windlass, winches, autopilot, radar, lights—whose power typically comes from a tank of fossil fuel. And today’s cruising sailors are accustomed to using diesel auxiliary power to motor through lulls or punch into headwinds and seas.

Starting about 15 years ago, we saw a wave of diesel-electric and hybrid propulsion systems on production and custom cruising boats ( see “Perpetuated Motion,” CW , March 2005 ). Both of those systems ultimately start with an onboard internal-combustion engine. A diesel-electric propulsion system relies on a running genset to directly power the electric motor that turns the propeller. A hybrid system relies on batteries to power the electric motor, plus an internal-combustion genset to recharge the batteries. One of the promises of a hybrid system is the ability to regenerate electrical power. Regeneration means using boatspeed under sail to turn the propeller, whose spinning shaft sends electrons from the electric motor back through an electronic controller to recharge the batteries. In such a system, the boat’s propeller is both an electrical load (when running under power) and a charging source (when sailing in regeneration mode).

The Arcona 435Z was different from both of these systems: It incorporates no onboard fossil-fuel engine at all. Instead, it has a bank of lithium batteries, several solar panels, and a proprietary propulsion leg that looks like a saildrive. “This boat,” Balch said, “has the very first production unit in the world of Oceanvolt’s newest electric propulsion system, called the ServoProp.”

For our sea trial, Balch was joined by Derek Rupe, CEO of Oceanvolt USA. “If you can sail the boat and you have some solar, you can go anywhere in the world, and you can make all your power underway while you go,” Rupe said. When we spoke in October 2020, he touted three high-profile sailors who were using the Oceanvolt electric propulsion system: Alex Thomson, for his Hugo Boss Open 60 Vendée Globe program; Jimmy Cornell, for his Elcano 500 expedition; and Riley Whitelum and Elayna Carausu, who had been teasing their new boat for months on their popular Sailing La Vagabonde YouTube channel.

The efficiency of Oceanvolt’s ServoProp and the regeneration from it is the promised game-changer in each of these boats. The ServoProp is a leg with a ­feathering propeller that can be set for optimal pitch in three modes: forward, reverse and regeneration.

“You don’t need fuel,” Rupe said. “You don’t need to dock; you can go anywhere you want to go and always have the power for living and propulsion.”

That’s the promise. But are there also pitfalls?

Innovation and Risk

Marine electric propulsion is an emerging technology. Compared with the mature and settled technology of diesel engines and lead-acid batteries, electric-propulsion systems—with their electronic controllers and lithium batteries—are in a stage of development best described as adolescent. Every sailor has his or her own tolerance for technical innovation. For the promise of fewer ­seconds per mile, grand-prix-racing sailors willingly trade a high risk of expensive damage to the sails, rig or the boat’s structure itself; cruising sailors, by contrast, tend to favor yearslong reliability in their equipment as they seek miles per day.

Folks who identify as early adopters take special joy in the first-wave discoveries of a new technology; if they’re clear-eyed about supporting an ongoing experiment, they see themselves as partners with the developers, accepting failures as opportunities for learning. Sailors motivated primarily by changing the trajectory of climate change might be especially willing to modify their behavior to limit their own output of greenhouse gases. Investing in any emerging technology asks you to start with a clear assessment of your own risk tolerance. We’ll return to this theme with one or two real-life examples.

The American Boat and Yacht Council, founded in 1954, sets recommended standards for systems installed on recreational boats. For decades, ABYC has published standards related to installations of diesel and gasoline engines, as well as electrical systems based around lead-acid batteries. By contrast, it was only three years ago that ABYC came out with its first electric-propulsion standard (revised July 2021). And only last year it published its first technical-information report on lithium batteries (a technical-information report is an early step toward a future standard). The takeaway is that if you need help servicing your diesel engine or electrical system built around lead-acid batteries, you can pull into any reasonable-size port and find competent technicians to help you. With electric propulsion and lithium batteries, that pool of skilled talent is significantly scarcer.

To say that a technology is mature simply means that we’ve learned to live with it, warts and all, but that it holds few remaining surprises. Certainly, diesel-propulsion and lead-acid-battery technologies each leave plenty of room for improvement. When a charge of fuel ignites in the combustion ­chamber of a diesel engine, some three-quarters of the energy is lost in heat and the mechanical inefficiencies of converting reciprocating motion to rotation. Lead-acid batteries become damaged if we routinely discharge more than half of their capacity. During charging, they’re slow to take the electrons we could deliver.

Lithium batteries are comparatively full of promise. Their power density is far greater than that of lead-acid batteries, meaning they’re much lighter for a given capacity. They’re capable of being deeply discharged, which means you can use far more of the bank’s capacity, not merely the first half. And they accept a charge much more quickly; compare that to several hours a day running an engine to keep the beers iced down.

But the pitfalls? Let’s start with ABYC TE-13, Lithium Ion Batteries. Some of its language is bracing. “Lithium ion batteries are unlike lead-acid batteries in two important respects,” the report says. “1) The electrolyte within most lithium ion batteries is flammable. 2) Under certain fault conditions, lithium ion batteries can enter a condition known as thermal runaway, which results in rapid internal heating. Once initiated, it is a self-perpetuating and exothermic reaction that can be difficult to halt.”

Thermal runaway? Difficult to halt? Self-perpetuating?

“Typically, the best approach is to remove heat as fast as possible, which is most effectively done by flooding the battery with water,” TE-13 continues, “although this may have serious consequences for the boat’s electrical systems, machinery, buoyancy, etc.”

If you were following the news in January 2013, you might remember the ­story of Japan Airlines Flight 008. Shortly after landing at Boston’s Logan Airport, a mechanic opened the aft ­electronic equipment bay of the Boeing 787-8 to find smoke and flames billowing from the auxiliary-power unit. The fire extinguisher he used didn’t put out the flames. Eventually Boston firefighters put out the fire with Halotron, but when removing the still-hissing batteries from the plane, one of the ­firefighters was burned through his ­professional protective gear.

Samsung Galaxy cellphones, MacBook Pro laptops, powered skateboards—in the past decade, these and other devices have been recalled after their lithium batteries burned up. In that period, several high-end custom boats were declared a total loss following failures from lithium batteries. In March 2021, a 78-foot Norwegian hybrid-powered tour boat, built in 2019 with a 790 kW capacity battery bank, experienced thermal runaway that kept firefighters on watch for several days after the crew safely abandoned the ship.

Yes, experts are learning a lot about how to mitigate the risks around lithium batteries. But we’re still on the learning curve.

ABYC’s TE-13 “System Design” section starts, “All lithium-ion battery ­systems should have a battery ­management system (BMS) installed to prevent damage to the battery and provide for battery shutoff if potentially dangerous conditions exist.” It defines a bank’s “safe operating envelope” according to such parameters as high- and low-voltage limits, charging and discharging temperature limits, and charging and ­discharging current limits.

Graham Balch takes these safety recommendations a step further: “To our knowledge, the BMS has to monitor at the cell level. With most batteries, the BMS monitors at the module level.” The difference? “Let’s say you have 24 cells inside the battery module, and three of them stop working. Well, the other 21 have to work harder to compensate for those three. And that’s where thermal events occur.”

Balch followed the story of the Norwegian tour boat this past spring. He believes that the battery installation in that case didn’t meet waterproofing standards: “The hypothesis is that due to water intrusion, there was reverse polarity in one or more of the cells, which is worse than cells simply not working. It means that they’re actively working against the other cells. But if the BMS is monitoring only at the module level, you wouldn’t know it.”

On the Green Yachts website, Graham lists five battery manufacturers whose BMS regimes monitor at the cell level. “If I were sailing on an electric boat, whether it be commercial or recreational, I would feel comfortable with having batteries from these five companies and no other,” he said.

The broader takeaway for today’s sailors is that lithium batteries bring their own sets of problems and solutions, which are different from those of conventional propulsion and power-supply technologies. A reasonably skilled sailor could be expected to change fuel filters or bleed a diesel engine if it shuts down in rough conditions. With lithium-ion batteries aboard, an operator needs to understand the causes and remedies of thermal runaway, and be ready to respond if the BMS shuts down the boat’s power.

Real-World Electric Cruising Boats

When we met Oceanvolt’s Derek Rupe a year ago, he and his wife had taken their all-electric boat to the Bahamas and back the previous season. Before that, he’d been installing electric-propulsion packages for six years on new Alerion 41s and other refit projects. “My real passion is on the technical side of things—installations, really getting that right. That’s half the picture. The technology is there, but it needs to be installed correctly.”

When talking to Rupe, I immediately encountered my first learning curve. I posed questions about the Oceanvolt system in amps and amp-hours; he responded in watts and kilowatt-hours. This was yet another example of the different mindset sailors of electric boats need to hold. Why? Because most cruising boats have just one or two electrical systems: DC and AC. The AC system might operate at 110 or 220 volts; the DC side might operate at 12 or 24 volts. On your own boat, that voltage is a given. From there we tend to think in terms of amps needed to power a load, and amp-hours of capacity in our battery banks. Going back to basics, the power formula tells us that power (watts) equals electrical potential (volts) times current (amps). If your boat’s electrical system is 12 volts and you know that your windlass is rated at 400 watts, it follows that the windlass is rated to draw 33 amps.

But an all-electric boat might comprise several systems at different voltages. A single battery bank might supply cabin lights at 12 volts DC; winches and windlasses at 24 volts DC; the propulsion motor at 48 volts DC; and an induction stove, microwave and television at 110 volts AC. A DC-to-DC power converter steps the voltage up or down, and an inverter changes DC to AC. Instead of translating through all those systems, the Oceanvolt monitor (and Derek Rupe) simply reports in watts coming in or going out of the bank.

“We keep all our thoughts in watts,” Rupe said. “Watts count in the AC induction. They count in the DC-to-DC converter. They count the solar in. They count the hydrogeneration in. And the ­power-management systems tracks it that way for shore-power in.

“On a boat like this, maybe I have 500 watts coming in the solar panels,” he continued. “So then I can think: ‘Well, my fridge is using 90 watts. My boat has an electric stove. When I cook a big meal, I can see that for every hour we cook, we lose about 10 to 12 minutes of our cruising range.’”

During his Bahamas cruising season, Rupe observed that on days that they were sailing, the combination of solar panels and hydroregeneration supplied all the power he and his wife needed. “When we weren’t sailing,” he said, “we found that we were losing 8 percent each day, in the difference from what the sun gave us to what we were using for the fridge, lights, charging our laptops, and all that stuff.”

Rupe’s solution? “Twice in Eleuthera and once outside Major’s, we went out and sailed laps for a couple of hours because the batteries were below 30 percent of capacity. It was good sailing, and the wind was coming over the shore, so we didn’t have any sea state. We did a couple of hot laps on nice beam reaches, and generated about 700 watts an hour.”

Of the three sailors Rupe touted in October 2020—Alex Thomson, Jimmy Cornell and the Sailing La Vagabonde couple—only Cornell can report back on his all-electric experiences with Oceanvolt. Alex Thomson ended his circumnavigation abruptly last November, just 20 days after the Vendée Globe start, when Hugo Boss collided with an object in the South Atlantic. And at press time in early fall 2021, Riley and Elayna had just recently announced the build of their new Rapido trimaran; keep an eye on their YouTube channel for more about their experiences with the Oceanvolt propulsion system.

As for Cornell—circumnavigator, World Cruising Routes author, creator of the transoceanic rally, and veteran of some 200,000 ocean miles—he suspended his planned Elcano 500 round-the-world expedition solely because of the Oceanvolt system in his new Outremer catamaran. His Aventura Zero Logs on the Cornell Sailing website, particularly the Electric Shock article posted on December 2, 2020, are essential reading for any sailor interested in sailing an electric boat. “Sailing around the world on an electric boat with zero emissions along the route of the first circumnavigation was such a tempting opportunity to do something meaningful and in tune with our concern for protecting the environment that my family agreed I should do it,” Cornell wrote. “What this passage has shown was that in spite of all our efforts to save energy, we were unable to regenerate sufficient electricity to cover consumption and top up the batteries.”

Cornell’s experience in that article is raw, and his tone in that moment bitterly disappointed. We recommend it as essential reading—not as a final rejection of the electric-boat concept or of Oceanvolt’s system, or even as an endorsement of Cornell’s own decision that the system didn’t work. I suspect that I may have arrived at the same conclusion. Yet given the same boat in the same conditions, one imagines that a new breed of sailor—a Graham Balch or a Derek Rupe—may have responded differently to the constraints imposed by an all-electric boat, as nearly every cruising sailor today habitually responds to the inconvenient constraints of diesel engines and lead-acid batteries.

“If you bring electric winches, electric heads and an induction stove, and then sail into a high-pressure system, you’ll set yourself up for failure,” Balch said. “You have to balance your power inputs and your power outputs.

“Sailing an electric boat is a return to the tradition of sailing that the crutch of a diesel engine has gotten us away from,” he added. “Magellan’s fleet got all the way around the world, and they didn’t have a diesel engine.”

Tim Murphy is a Cruising World editor-at-large and ­longtime Boat of the Year judge.

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• Systems & Propulsion

Electric and Hybrid Propulsion for Sailboats

Practical sailor looks at the players in the developing field of electric auxiliary engines.

How soon will electric auxiliary propulsion be available to everyman? That depends on whom you ask. Opinions differ widely not just on what type of drive system might surge to the forefront, but even on whether the concept itself is viable. While a handful of companies forge ahead, notably Glacier Bay and Electric Marine Propulsion on this side of the Atlantic, some expected participants are waiting on the sidelines.

Photos courtesy of Manufacturers

One of the big issues that divides promoters and detractors alike is whether the appropriate way to go in a sailboat is with a pure diesel-electric drive train, with a hybrid electric drive with a diesel generator as back-up, or as a pure electric drive with regeneration capability. We’ll take a look at these and other options later in this article. For now, the short answer is that no single approach suits every sailor all the time.

Simply put, in the diesel-electric system, the electric motor runs only when the diesel-driven generator is running. Such arrangements have long been employed in railway locomotives, submarines, and commercial vessels of many types. In the hybrid system, a large bank of batteries provides the energy for the electric motor and the diesel generator recharges the batteries. On the face of it, the hybrid system offers a certain degree of redundancy in that, assuming the batteries are kept well charged, the boat has a measure of emergency power should the generator fail at an inopportune moment. The hybrid also is capable of recharging its batteries when sailing: Driven by the turning propeller, the motor becomes a generator.

Each of these approaches has its strengths and weaknesses, and while we’ll leave it to their developers to work out the technical issues, we would like to urge anyone contemplating installing an electric drive, or purchasing a boat that has one, to first look very closely at how they expect to use the boat. There’s more entrained in the choice than in picking a flavor at Baskin-Robbins. More on this later.

Among the electric drives currently available in one form or another, or as components, the big variable is operating voltage. Motors are available that run on 24, 36, 48, 72, and 144 volts, and, in the case of Glacier Bay’s diesel-electric system with Ossa Powerlite technology, 240-volt DC. Each supplier will discourse at length on the merits of their voltage choice, but an inconvenient fact haunts the entire field: High-voltage DC is deadly, potentially more so in some circumstances than AC.

While neither form of high-voltage is “safe,” we have a lot more experience with AC aboard recreational vessels than with high-voltage DC. An extensive body of knowledge exists on which to base AC installations so as to make them safe as well as reliable. High-voltage DC is used in a variety of marine and non-marine commercial applications, but these installations are well protected from access by untrained operators.

What voltage constitutes high voltage? That, again, depends on whom you talk to. The American Boat & Yacht Council (ABYC), which sets voluntary standards for the marine industry, defines it as 50 volts and above. Prompted by rapid adoption of high-voltage services in small commercial craft and bigger yachts, though not specifically in propulsion systems, the ABYC is in the process of drawing up guidelines for voltages higher than the 48 volts covered by existing standards.

An absence of standards might not deter individuals from installing an electric drive, but it might impede widespread adoption of the technology. If a surveyor can’t state in an insurance survey that a boat is built according to ABYC standards, that could affect its insurability.

Jim Nolan, who manages the underwriting department for BoatUS, said the company has no clear cut guidance regarding insuring boats with electric propulsion. Each boat is dealt with on a case-by-case basis. A new boat with a factory-installed system would be a good deal easier to underwrite than a one-off or do-it-yourself project, especially in the absence of a standard practice. Lagoon Catamarans’ 72-volt-DC hybrid system, for instance, has qualified for the European standard (CE) certification on the strength of following industrial standards that apply to such applications as fork-lift trucks. Anyone contemplating an electric drive would be well advised to discuss it ahead of time with an insurer and even get a surveyor involved from the outset.

Because of the safety issues surrounding the voltages involved in electric propulsion, Fischer Panda has decided to limit its DC product line to boats weighing 10 tons or less. A company representative we spoke to said that while Fischer Panda currently sells DC generators up to 48 volts in the USA for marine use, it “won’t touch” high-voltage DC because it’s lethal.

A proposed collaboration with Catalina Yachts to fit a diesel-electric system in a Catalina-Morgan 440 never came to fruition due to budget constraints, according to Fischer Panda. But in Europe, Fischer Panda teamed up with Whisperprop to equip a Bavaria 49. (Beyond the fact that one of its boats was used, Bavaria Yachts was not involved in the project.) According to Fischer Panda, after evaluating the Bavaria project, the company decided that the diesel-electric AC system is a niche product that wouldn’t interest their prime market: original equipment builders.

“Although the AC system has some advantages in the improved response of the electric motors … and the quietness of the system, the desired fuel efficiency and weight savings were not evident,” Fischer Panda reported.

Fischer Panda considers the DC system to be more suitable for its North American customers. Although it’s limited in output due to its limited battery voltage of 48 volts, it is still able to power multihulls up to 10 tons.

Currently, much of the movement toward electric drives is taking place in the catamaran world. This makes sense when you consider that a single diesel generator can, in theory, provide all the boat’s electrical needs and also take the place of two diesel-propulsion engines. Taking the lead in the field, Lagoon Catamarans introduced in 2006 the Lagoon 420. Originally offered only as a hybrid, it now is also available in two diesel versions. Corsair Marine is building the Corsair 50 catamaran around the Glacier Bay diesel-electric drive, but the boat’s launch date—formerly set for this summer—has been postponed.

Dick Vermeulen, president of Maine Cat, tried the Glacier Bay system in a prototype power cat, but it failed to meet performance expectations, so production models will have conventional diesels. A number of other cat builders have announced hybrid or diesel-electric projects, but feedback on how they perform is scan’t.

So much for the mainstream—but backwater sailors will go their own way, as they always have. As more vendors and components enter the market, the options for do-it-yourselfers or custom-boat customers become broader and more attractive. However, before going ahead with an installation, make sure it’s appropriate to how you plan to use your boat, and even then be prepared to adapt the way you sail to take best advantage of the system’s characteristics. Here’s a rundown of the various types.

Electric Drive Only

Duffy Electric Boats has for years been building electric launches and lake boats that have the simple capability of puttering around in sheltered waters for a period of time determined by battery capacity and speed maintained. A battery charger powered by shore power charges the batteries overnight. Transferring that approach to a sailboat up to about 25 feet used for daysailing and kept near an electrical outlet shouldn’t be too difficult. It won’t offer the assurance of diesel when trying to get home against current or wind, but a proven 36- or 48-volt system will keep you out of uncharted standards territory.

For a bigger boat, more power, a greater range, or a combination of these requirements, it will be necessary to install a large battery bank and almost certainly will entail going to a higher voltage to keep the amps and the cabling needed to carry them manageable. The boat’s range under power will be limited by the weight of batteries, and while lighter lithium-based technology is on the horizon, for now the standard is lead/acid. The fast charging, but expensive pure lead thin plate (PLTP) Odyssey batteries have attracted particular interest among propulsion enthusiasts.

Electric Drive with Regeneration

The next level up in complexity is a “reversible” system. When the boat is sailing, the propeller turns the motor, which then becomes a generator. The electricity it makes is used to recharge the batteries. The capability to regenerate extends the boat’s potential range, but the drag on the propeller slows the boat measurably. One hour of regen will not restore the power consumed by one hour of motoring, but if sailing time sufficiently exceeds motoring time, this arrangement offers considerable range.

A regenerating system does have the potential to overcharge the batteries once they become fully charged and the boat continues to sail fast. The solution is, ironically, to give the motor some “throttle,” which reduces the drag on the propeller and consequently the power output. This phenomenon gives rise to a new technique, that of “electro-sailing” in which sails and an electric motor complement each other. At present, the “throttle” must be adjusted by hand, but developers are working on automatic controls. Field trials of existing regen motors such as the Solomon systems suggest that a small regen motor’s ability to match the output of a much higher-rated diesel have been overstated.

Hybrid Electric Drive

A hybrid system adds to the mix an onboard generator, which is used primarily to maintain charge in the batteries, both those for the propulsion motor and for the house services. This arrangement extends the boat’s capability to lie for long periods at anchor, independent of shore power for electricity and without the need to go sailing for the sole purpose of charging the batteries. A hybrid can motor constantly, as long as there is fuel, but it cannot sustain full speed for long periods. This is because the generator is usually rated at a far lower horsepower than that required to drive the boat at full speed.

Diesel-Electric Drive

In a pure diesel-electric, the electric propulsion motor runs only when the generator is running. Storage batteries are not needed for propulsion purposes, and the generator is the source for all onboard electrical power needs. The rationale behind diesel electric lies in the relationship between a diesel engine’s rate of fuel consumption and the load it’s working under. It burns fuel more efficiently when heavily loaded than when lightly loaded. When the diesel engine is disconnected from the propeller, it can be controlled so that it is working in the upper range of its efficiency regardless of how fast the propeller is turning. Nigel Calder’s series of articles in Professional Boatbuilder magazine (www.boatbuilder.com) beginning with the June/July issue delves deeply into the efficiency discussion surrounding these engines. Systems on large vessels are built around multiple generators that switch on or off according to the power demands of the moment. Translating those efficiencies into a smaller boat scenario has proven to be challenging.

Hype vs. Experience

Maine Cat’s Vermeulen, on the company’s website, describes the sea trials he performed in the Maine Cat 45, a power catamaran. He began with a Glacier Bay diesel-electric system with two 25-kW generators, each weighing about 550 pounds.

“With both generators putting out their full power of 25 kW each … our top speed was a disappointing 8.4 knots, and the assumption that electric horsepower was somehow more powerful than conventionally produced horsepower was in serious doubt.”

He replaced the propellers with a pair with less pitch, which allowed the electric motors to reach their full rating of 1,100 rpm, but that only increased the speed to 9.1 knots.

“These are about the same speeds and fuel burns we get on our Maine Cat 41 sailing cat … powered by twin 29-horsepower 3YM30 Yanmar diesels with saildrives and two-bladed, folding propellers.” At the time he installed them, the 25-kW generators were the highest power available from Glacier Bay.

Vermeulen replaced the diesel-electric system with twin 160-horsepower Volvo diesels. At 9.1 knots, they together burned 2.2 gallons per hour, considerably less than the 3 gallons per hour that the Glacier Bay system burned at the same speed. With the twin Volvos maxed out at 3,900 rpm, the boat made 24.5 knots.

Also among the unconvinced is Chris White, well-known designer of ocean-going catamarans. “To date, I’ve not seen any system that makes sense for a cruising boat,” he says, but he might change his mind, “if someone can show me by building one that delivers an advantage in performance, weight, or cost.”

White sees the current bubble of interest in diesel-electric drives as a fad. In the end, he says, you’re getting the horsepower the diesel creates at the crankshaft, which is basically the same whether it’s delivered to the prop via a conventional reduction gearbox or via a generator and an electric motor. Besides, he says, diesel engines and diesel fuel are understood and available anywhere in the world you might take a sailboat. Complex, electronically controlled electric motors are not.

White’s reservations notwithstanding, it’s in the world of catamarans that we’re seeing most of the applications. At first sight, it does seem logical that replacing three diesel engines—two propulsion and one generator—on a fully equipped cruising cat would result in fuel savings. Still, if the generator is big enough to drive the boat at cruising speed (which in a cat is expected to be in the vicinity of 10 knots) and run the air conditioning at the same time, it will be overkill for the times it’s only needed to operate the boat’s services. For this reason, commercial and military diesel-electric systems employ multiple generators that can be switched on and off according to the power demand of the moment.

Corsair Marine hopes that by installing a diesel-electric system in its 50-foot catamaran, it will be able to descend the weight spiral. Where a conventional installation would involve two 75-horsepower saildrives plus a 6-kW genset, it’s fitting a pair of 28-horsepower electric motors, one 25-kW generator, and a 40-amp, 230-volt battery bank. It expects to save about 700 pounds in equipment weight, some of it through the use of high-voltage, low-current systems, which will in turn reduce the rig requirement, thus the structural weight, and so on toward an estimated overall weight savings in the thousands of pounds.

Corsair’s David Renouf estimates that the boat will cruise at 8 knots and be capable of short bursts at 10. He admits that, until the first boat is launched, his information is “based on extrapolation, not proven numbers.” He says that some clients will add a second 25-kW genset to assure longer periods at 10 knots. Currently, the project is running behind schedule, with a launch scheduled before the end of the year.

Cost and Other Benefits

At the present time, there appears to be no reason to install any proprietary electric drive of any description in the expectation of bettering the economics of a standard diesel drive. The motors and their electronic controllers are sophisticated and expensive. A battery bank sufficient to provide a useful motoring range is a big investment in weight, space, and money. When you add a generator and its peripherals, the cost and weight take another upward leap.

Only the simplest system will begin to pay itself off in terms of fuel not burnt, and then only if the boat sees a great deal of use. A diesel-electric system designed to closely dovetail with the way you use the boat may prove to be more efficient over time than a conventional diesel installation, but until enough systems have been installed and used and data from that use compiled and compared, we can’t know that.

So why even consider going electric? Cleanliness and silence of operation are two qualities that make electric propulsion an attractive proposition for a sailboat, but in order to enjoy them, we have to accept the limitations they impose.

A hybrid or a diesel-electric system enables us to have a single fossil-fuel power source for both propulsion and onboard appliances, but whatever fuel we might save as a consequence of motoring more efficiently for a couple of hours will be inconsequential if we run the generator all night to power the air conditioning.

Conclusions

As we go to press, pickings are slim for sailors looking for an electric solution to the diesel problem. Suppliers of components are few, prices are high, and the feedback on long-term reliability is nonexistent. On top of all this is the elephant in the room: the unexplored safety ramifications that accompany high-voltage DC.

However, none of this should deter the dedicated tinkerer who has funds to match his curiosity and who can live within the parameters imposed by electric propulsion.

Practical Sailor encourages our readers to explore the technology, because ultimately, it is the experimenters who bring us the equipment we eventually come to take for granted.

• Pricing Electric Power for a 30-foot Sailboat
• Special Report
• Electric Engines
• Success in the Real World is a Matter of Perspective

RELATED ARTICLES MORE FROM AUTHOR

I have gotten excited about repowering my Freedom 30 with an electric motor. A fellow Freedom 30 owner completed his refit about 8 months ago and is very happy with the result, although he wishes he had gone with larger Lipo batteries. He chose a motor from electricyacht.com which sells a 10KW package (quietTorque 10) including motor, performance display, throttle and shaft coupler for $6K. Batteries and charger are extra. The motor does does feature a regen capability. Figure a $10K investment. Big bucks for sure but equivalent to a yard installed diesel repower. I would do the install myself.

I am not a cruiser but have done some lengthy passages from San Francisco to Hawaii. Ideal conditions for regen. I expec between regen and a hundred watts of solar, I could have kept the bank topped up the whole way down despite AP loads, etc. The way back? Not so much. Realistically you would need a small generator and a good stock of gas if you wanted to do much motoring, Having said that, one of the boats that sailed down there with me came home with an outboard as his aux power. I think he had ten gallons of gas.

But I am not planning ocean passages in future, I will be sailing the SF Bay and coastal cruising. When I think about eliminating the engine noise, engine maintenance, fuel tank and tank maintenance, diesel hoses, diesel smell, diesel soot, diesel leaks, r=two boxes of hoses and spares. oil changes, coolant changes, transport and disposal of all the waste to the local recycling facility, lugging fuel jugs down to the boat, storing fuel, filling fuel, buying fuel, worrying about spilling fuel. I mean it just goes on and on.

Frankly, I can’t wait. In terms of range, well, I plan to get a hefty battery bank but I also intend to become a better sailor. I’ll slow down and do more sailing. Gee wiz, what a concept. I’ll be more mindful of time and tide, I’ll take advantage of favorable currents and I’ll be ready to anchor and chill when they are not favorable.

Meanwhile, Elon and his competitors are improving battery technology rapidly. Couple of years from now maybe I double range. But, by then, I won’t be worrying about it because I will be a real sailor.

I look forward to reading an update on the state of electric sailboat propulsion 13 years later…

Most of the time we leave the dock, motor for under half a nautical mile to get out of tiny Wilmette harbor and get the sails up, turn off our much abused Yanmar 3GMF, sail around, turn on the engine, lower the sails, and travel another half a nautical mile back to the dock. Almost all at a very low RPM. But, on occasion we motor or motor sail long distances for hours on end, so a battery only system would not work. But how nice it would be if we had electric propulsion for getting in and out of the harbor.

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Everything electric boats and boating

Electric Inboard Boat Motors

Plugboats Guides Motors News Motors For Sale

With information about 150 electric inboard boat motors from 17 manufacturers, welcome to what we believe is the most complete guide to electric inboard motors. It has been assembled to provide a single place where someone interested in electric marine propulsion can find the top line details to compare electric inboard motors made all over the world.

You may also be interested in our other guides »» Guide to Electric Outboards Under 5kW »»  Guide to El ectric Outboards Over 5kW »»  Guide to Electric Saildrives and Pods »» Guide to Electric Trolling Motors »» Guide to Electric Boat Batteries

»» Plugboats also has the world’s largest and most complete Directories of over 600 electric boats, motors, batteries, accessories, solar panels and rental/charter companies

Information on using the Plugboats Electric Inboard Guide

The top of this web page is an Illustrated Guide with photos of the motors and specifications to the right. At the bottom of the page is a Sortable/Searchable Table that lets you compare motors easily. If you are going to be using the table extensively the page is best viewed on a computer rather than smartphone or tablet.

• Illustrated Guide

The motors are organized in alphabetical order by manufacturer, then by model line. For the specifications we have tried to make it a user friendly as possible. If there are 3 models in the line, we will give the specs for each model with a comma in between. If there are many models, we give a range from without lining the specs up with specific models.

• Sortable/Searchable Table

The table can be searched with any keyword – manufacturer, for instance, or can be sorted by any of the columns: Peak kiloWatt power, Continuous kiloWatt power, estimated HP equvalent, Voltage, Dimensions (Length, Width, Height), Weight, RPMs, Type of motor and cooling system (air, liquid, water), and whether it is regenerative – capable of recharging when the boat is under sail propulsion.

All specifications are taken from the manufacturers’ websites or brochures without any independent verification. There is a lot of variety in the way manufacturers detail the attributes of their products, particularly when it comes to ‘Power’. Some use peak power as the measurement, some use continuous power, and there are other variations. Some quote minimum RPMs for their motors, others quote maximum RPMs. There is also no set standard for ‘horsepower equivalent’. We have tried to present the information as close as possible to an ‘apples to apples’ comparison.

The photographs and drawings are from the manufacturers’ websites and are not shown in any consistent scale.

Power Ratings – measured in kiloWatts kW  power rating quoted is taken from the manufacturer website. Some quote only peak power or continuous power, some quote input power and output power. We have indicated what the measurement is, although in the table we have used peak power as equal to input power and continuous as equal to output. power. HP is ‘HorsePower equivalent’ so that you can get an idea of the power of the motor in comparison to a HP rating you might be more familiar with. As noted above, there is a lot of leeway in how this is interpreted. When manufacturers have provided an HP equivalent we have used that.

• IN THE TABLE , when no HP equivalent has been provided, we have used the continuous power and multiplied it by 1.3 to indicate HP equivalent. We have noted it with an asterisk * when we have done this.

Voltage  is most often referred to on the sites as simply ‘Voltage’. Some indicate nominal or peak, we have used nominal and indicated if peak is also referenced.

Current  is noted when the manufacturer supplies the information. It is not included in the table.

Torque is shown in Newton metres, Nm. A Nm is about 3/4 of a foot-pound, or conversely, a foot-pound is about 1 and 1/3 Nm.

Dimensions of the motors and shaft are shown in millimetres – mm. There are about 300 mm in 1 foot, or about 25 mm in 1 inch.

Weight is in kilograms. A kilogram is 2.2 pounds.

Motor Types 
There are advantages and disadvantages to each kind of electric motor. Some manufacturers use abbreviations to describe their motors, others use the full words. We have used whatever the manufacturer prefers, but when abbreviations are used, this is what they mean:

BLDC: BrushLess Direct Current

PMAC: Permanent Magnet Alternating Current

Information on this page updated March 19, 2024

You may also want to check our Directory of Electric Boat Motor manufacturers, dealers and distributors around the world, or the Plugboats Marketplace of electric boat motors for sale.

Manufacturers in this Buying Guide: Bellmarine • Combi • Damoto • Elco • Electric Yacht • Electrine • EPTechnologies • ePropulsion • E-TECH • Fischer Panda • GreenStar Marine • Huracan • Krautler • Lynch • Mitek • Molabo • Newport Electric Boats • Oceanvolt • Piktronik • Synapseo • TEMA • Thoosa • Torqeedo • waterworld

Click on the Manufacturer’s name or red cross on right hand side to open and close window with information and links for that company’s electric electric inboards

Click »» here to see Bellmarine motors for sale from vendors in the Plugboats Market

»» Bellmarine website (EU)          »»  Bellmarine website (USA) »» Bellmarine catalogue (EU)      »»  Bellmarine catalogue (USA)

Bellmarine is a very well established electric boat motor company with a history going back to 1999. They have now been purchased by and are merged with Transfluid, a large scale industrial motor manufacturer. Bellmarine offers a wide range of electric inboard motor configurations, both direct drive shaft and reduction geared. They range from 2 kW to 130kW and come in four model lines: the straight drive Drivemaster, dual motor ModularMaster, geared Thrustmaster and high power Shaftmaster. They are sold as complete systems with optional extras available.

Bellmarine DriveMaster Air Cooled Series 9 Models: DriveMaster 2A, 5A, 7A, 8A, 10A, 15A, 25A, 35A, 50A

• kW : Peak: From 2kW – 50kW | Continuous: From 1.5kW – 40kW • Voltage : 48V – Models 2A, 5A, 7A, 10A | 96V – Models 8A, 15A | 144V – Models 25A, 35A, 50A
• Motor Type : Permanent Magnet AC (PMAC)
• Cooling : Air cooled
• RPM :  1500
• Includes : Motor with mounting brackets and silent blocks • Motor with integrated thrust bearing • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play
• Available : Regeneration (with upgrade to battery monitor), Control throttle, display, cooling kit, coupling, shaft with propeller
• Country of Manufacture : Netherlands/Italy
• Price : NA on website

Bellmarine DriveMaster Liquid Cooled Series 9 Models: DriveMaster 3W, 7W, 10W, 15W, 20W, 20W-EVO, 30W, 45W, 55W

• kW : Peak: From 3kW – 55kW | Continuous: From 2.5kW – 45kW • Voltage : 48V – Models 3W, 7W, 10W, 15W, 20W-EVO | 96V – Model 20W | 144V – Models 30W, 45W, 55W
• Cooling : Liquid cooled
• Includes : Motor with mounting brackets and silent blocks • Motor with integrated thrust bearing • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc 5m cable for display, lever, key • Quick install / easy connect / plug and play • Inlet and outlet liquid connections
• Available : Control throttle, display, cooling kit, coupling, shaft with propeller

Bellmarine ModularMaster Series 3 Models: ModularMaster 40W-EVO, 40W, 60W

• kW : Peak: 40, 40, 60 | Continuous: 30, 30, 50 • Voltage : 48V – 40W-EVO | 96V – 40W | 144V – 60W
• Includes :  True redundancy in case of one motor failure • Aluminum made split power drive • Mounting brackets and silent blocks • Live PTO available • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play • Inlet and outlet liquid connections• Closed loop liquid cooling size XL mounted aboard
• Available : control throttle, display, cooling kit, coupling, shaft with propeller
• Country of Manufacture : Netherlands / Italy

Bellmarine TorqueMaster Series 2 Air cooled Models: TorqueMaster 20A, 25A 7 Liquid cooled Models: TorqueMaster 20W-EVO, 25W, 35W, 45W, 65W, 100W, 130W

• kW : Peak: 20 – 130 | Continuous: 15 – 100 • Voltage : 48V – 20W-EVO | 96V – 20A, 25W | 144V – 25A, 35W | 288V – 65W, 100W | 384V – 130W
• Cooling : See above
• RPM :  20W-EVO – 1500, all other Models 3000
• Includes : Motor with mounting brackets and silent blocks • Drop Box with integrated thrust bearing – 225 mm offset • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play • Dropbox aluminum made – no cooling needed – low noise and low vibration • Oil temperature sensor • Elastic coupling between motor and Dropbox • DIN120 output (SAE 1410 upon request) – “U” drive possible

Bellmarine ShaftMaster Series 6 Models: ShaftMaster 25W, 35W, 45W, 64W, 100W, 130W

• kW : Peak: 25kW – 130kW | Continuous: 20 – 100 • Voltage : 96V – 25W | 144V – 35W | 288V – 45W, 65W, 100W | 384V – 130W
• Motor Type : Motor Type : Permanent Magnet AC (PMAC)
• RPM :  3000
• Includes : Motor with mounting brackets and silent blocks • Live Pto available • Marine gear with integrated thrust bearing (up to 130 kW) • Oil temperature sensor • Output offset 103 mm • Elastic coupling between motor and transmission • Vector control inverter IP65 • NMEA2000 compatible (Apply Transfluid) • Main switch and main fuse • DC-DC converter 12 Vdc • 5m cable for display, lever, key • Quick install / easy connect / plug and play • Inlet and outlet liquid connections • Throttle lever (TFC) • Self priming pump (mechanical) mounted aboard • Oil-water cooler mounted aboard • Closed loop liquid cooling size XL mounted aboard

»» Combi website

Combi Outboards was founded in 1979 in Giethoorn (‘the Dutch Venice’) to supply rental boats with clean electric power. It is now a leading international supplier of electric propulsion solutions for the maritime market. Combi inboards have all of the operating components in one housing, ready to plug in to batteries, throttle and monitoring systems. Motors are available both AC asynchronous (induction) and BLDC Permanent Magnet. The two larger inboards are dual motor, and can be operated on the Master / Slave principle but can also sail on a single motor. 

Combi Inboard 5 Models: CI-3.5, CI-5, CI-7.5, CI-10, CI-16, CI-20

• kW : From 3.5kW to 20kW • Voltage : 48V • Current : From Nominal –73 / Cruising speed – 50 to Nominal – 417 / Cruising – 240 • HP : From 9HP to 33HP
• Motor Type : Brushless AC asynchronous • OR • Brushless DC Permanent Magnet (PMDC) Cooling : CI-3.5 Air cooled, all others liquid cooled
• RPM :  From 1200 to 1500
• Shaft (cm) : Can be connected to all common propeller shaft sizes
• Includes : Our systems are constructed in such a way that all components are used in a motor housing. You just need to connect only the power cables. The engine foundation is prepared so that it is easy to install.
• Country of Manufacture : Netherlands

»» Damoto website

Damoto is a Dutch developer, manufacturer and distributor of an extensive range of premium electric inboard motors from 2kW to 40kW nominal. The first model dates from 2005 with more than 3000 boats equipped with it, including recreational sloops, charter and rental boats. The motors are now released under the name Damoto eFLOW but have been well known in the international maritime industry for many years.

Damoto eFLOW Original Series 5 models: eFLOW 2.0 Air, eFLOW 2.5 Air, eFLOW 3.0 Air, eFLOW 6.0 Air, eFLOW 11.0 Air

• kW : Nominal: 2kW to 11kW | Peak: 3kW to 15kW max
• Motor Type: Brushless 3 Phase Asynchronous • Cooling: Air cooled
• IP : IP66
• Includes : stainless steel motor frame with silent blocks, motor, thrust bearing, controller in stainless steel casing incl. marine software & PC/handheld connector for motor tuning, main power contactor & fuse, controller cable with connectors (Plug-n-Play)
• Available : Displays, throttle levers, shaft couplings
• Country of Manufacture : Netherlands / Europe
• Price : Not available on website

Damoto eFLOW Liquid Original Series 8 models: eFLOW 3.0 Liquid, eFLOW 5.0 Liquid, eFLOW 10.0 Liquid, eFLOW 15.0 Liquid, eFLOW 20.0 Liquid, eFLOW 30.0 Liquid, eFLOW 40.0 Liquid Dual Motor, eFLOW 14.0 Liquid 4Hybrid Dual Shaft

• kW : Nominal 3kW to 40kW | Peak: 6kW to 80kW
• Motor Type: Brushless 3 Phase Asynchronous • Cooling: Liquid cooled
• Includes : stainless steel motor frame with silent blocks, motor with liquid inlet & outlet, thrust bearing, controller in stainless steel casing incl. marine software & PC/handheld connector for motor tuning, on-board power converter (12V) integrated in controller casing, main power contactor & fuse, controller cable with connectors (Plug-n-Play)
• Available : Displays, throttle levers, cooling kits, shaft couplings

Damoto eFLOW Air All-in-One Series 3 models: eFLOW 2.0 Air AiO, eFLOW 3.0 Air AiO, eFLOW 6.0 Air AiO

• kW : Nominal 2kW to 6kW | Peak: 6kW to 80kW
• Includes : stainless steel housing, motor with silent suspension, thrust bearing, controller module incl. marine software & PC/handheld connector for motor tuning, main power contactor & fuse, connectors on box front (Plug-n-Play), wired & tested
• Available : throttle levers, shaft couplings

»» Elco website

Elco (Elco Motor Yachts) is the oldest electric boat motor company in the world, having been started in 1893 as the the Electric Launch Company to supply electric boats for the Chicago World’s Fair. It offers a full range of outboards, inboards and hybrids. Their Plug n Play system has all wiring and active power components in a marine grade aluminum casting rated IP-65. Can be purchased from the Elco website along with batteries, options and accessories, leading to a one-price checkout. They also have a ‘ Find My Motor ‘ calculator on the site.

Elco Inboards 6 Models: EP-6, EP-12, EP-20, EP-40, EP-70, EP-100

• kW : Peak: From 4.4kW – 73.5kW | Continuous: From 2.5kW – 42.5k • Voltage : From 36Vdc to 144 Vdc • Amps : 70A – 295A • HP : 6HP – 100 HP
• Dimension s: From L: 17” / W: 16.22” / H: 15.8” to L: 35”  /  W: 18.82”  /  H: 19.25” 
• Includes : Motor and controller.
• Available : Motor mounts, shaft couplers, batteries, battery monitor, chargers, cables, and other accessories
• Country of Manufacture : USA
• Price (does not include options) : $US 7,000 – 21,000

Electric Yacht

Electric Yacht is one of the premier US suppliers of electric motors for sailboats with a  Plug-n-Play system designed for DIY installation by “ a competent boat owner using simple tools and the easy to mount Electric Yacht system “. Their systems offer regenerative power while under the sail. 10 years of proven production with over 450 installs. 3 Year Warranty.

Electric Yacht QuietTorque single motor inboards 3 Models: QT5, QT10, QT10 Sport

• kW : Input – 2.5kW – 30kW, Continuous 2kW – 8kW • Voltage : 24, 36 or 48V for Quiet Torque 5.0, all others 48V • Current : 100A – 200A • HP : 10-25
• Motor Type : PMAC (Permanent Magnet Brushless AC) • Cooling : Air cooled • IP :
• RPM : 
• Dimensions : L: 432mm, W: 245mm, H (with mountings): 342mm Adjustable mountings • Weight : 40 lbs, 70 lbs
• Includes : The motors are sold as systems with everything included except the battery, which can also be purchased from the company. The systems can be purchased directly from the website.
• Price : $US 5,000 – 9,000

Electric Yacht QuietTorque dual motor inboards 6 Models: QT20, QT30-Air-Cooled, QT30-Liquid-Cooled, QT40, QT45, QT60.0

• kW : Input – From 20kW – 60kW Continuous – From 16kW – 52kW • Voltage : 48V – QT20, QT30-Liquid-Cooled 72V – QT30-Air-Cooled, QT40 96V – QT45, QT60 • Current : NA • HP : From 25 – 80
• Motor Type : PMAC (Permanent Magnet Brushless AC) • Cooling : Air cooled – QT20, QT30-Air-Cooled, Liquid cooled – QT30-Liquid-Cooled, QT40, QT45, QT60 • IP : NA
• RPM : NA
• Torque : NA
• Dimensions : L: 673mm, W: 534mm, H (with mountings): 534mm Adjustable mountings • Weight : From 135 lbs to 200 lbs
• Price : $US 14,500 – 18,000

»» ELECTRINE website

ELECTRINE is a Korean manufacturer which has focused on maritime electrification since 2010, when the idea of electric mobility was still relatively uncommon. The company was known as LGM until 2020 and has had a consistent R&D effort for many years. They manufacture electric outboards, inboards and saildrives as well as accessories and Lithium-ion batteries using a Carbon Nano Tube heat exchanger technology. There are 7 models in the eINBOARD Line, the ZI40, ZI60, ZI90, ZI115, ZI180, ZI270 and ZI350

E-ELECTRINE e-INBOARD line 7 Models: ZI40 (shown), ZI60, ZI90, ZI115, ZI180, ZI270, ZI350

• kW : (Max): 43, 60, 110, 150, 173, 200, 250 • Operating Voltage (Vdc): 72~96, 288~384, 288~384, 288~384, 288~384, 500~738, 500~738, 500~738
• Motor Type : N/A
• RPM (Max):  8006, 7160, 10,250, 8000, 6204, 3500, 3375
• Torqu e (Max) Nm: 72, 167, 255, 251, 555, 2100, 2700
• Weight | Dimensions (kg | mm) N/A | 390 x 360 x 323, N/A | 390 x 360 x 323, 93.5 | 665 x 468 x 476, 93.5 | 665 x 468 x 475, N/A | N/A, 500 | 902 x 1200 x 733, 500 | 902 x 1200 x 733
• Country of Manufacture : Korea

EPTechnologies

»» EPTechnologies website

EPTechnologies is a complete marine propulsion provider for electric and hybrid vessels. The company specializes in custom electric and hybrid systems, but also has ‘off the shelf’ motors, including the drop-in Stern Drive unit below. The company delivers complete systems including batteries designed and built by EPTechnologies.

EPTechnologies Drop In Unit

• Voltage: 400
• Other: This motor system has been designed by EPTechnologies as a complete drop-in unit for a Mercury Sterndrive. Includes all batteries, controllers and accessories
• Country of Manufacture : Denmark
• Price : Contact EPTechnologies

EPTechnologies Electric Motor

• For boat sizes 60′-250′
• kW (Continuous) : 400 (Peak) : 700
• Torqu e (Max) Nm: 7800
• Other : Can be stacked together for 800kW or 1400kW peak

ePropulsion

Click here to view motors from ePropulsion dealers in the Plugboats Marketplace

»» ePropulsion website

ePropulsion was established in 2012 and is led by a team of technology entrepreneurs that are focused on developing uncompromising, superior products. It was the first company to launch a brushless, direct-drive electric outboard motor in the market. ePropulsion offers a portfolio of electric outboard motors – some of which offer hydrogeneration – pod drives, and inboard motors. The company is focused on products and services for all kinds of electric boats from dinghies and fishing boat to sailing boats to commercial and leisure motor vessels up to 100-feet and displacement of 200 tons.

ePropulsion I-Series T hree (3) models: I-10, I-20, I-40

• kW : 60kW to 140kW • Voltage : H-100: 540 VDC
• Motor Type : permanent magnet motor technology • Cooling : I-10 Air cooled | I-20 & I-40 Water cooled (air cooling optional) • IP : IP67
• RPM :  1500 all models
• Torque : 56 Nm | 111 Nm | 222 Nm
• Dimensions : I-10: 565 x 295 x 380 mm | I-20: 580 x 330 x 380mm | I-40 860 x 485 x 420mm • Weight : 43kg | 45kg | 75kg
• Includes : Weather & impact resistant metal housing contains integrated motor, gearbox, electronic control system, ECU, thermal management system and suspension, Smart 5” Display, ePropulsion Smart System Architecture (eSSA), Advanced driver assistance system (ADAS), Wired & tested, plug & play installation to new boat or retro-fit to existing shaft, NMEA 2000 compatible, CAN Bus communication, Fault diagnosis system & full redundancy design
• Available : Smart throttle, G102-100 battery, propeller, air-cooling, HVAC System, shaft and coupling, charger, remote data access & fleet management with IoT connectivity service
• Country of Manufacture : China
• Price : On application

ePropulsion H-Series Four (4) models available: H-60, H-85, H-100, H-140

• kW : 10kW | 20kW | 40kw • Voltage : 86~115 VDC all models
• Motor Type : permanent magnet motor technology • Cooling : Water cooled • IP : IP67 
• RPM :  H-100: 1150
• Torque : 797 Nm
• Dimensions : H-100: H 433mm  x W 433mm x D 315mm • Weight : H-100: 190kg
• Includes : Weather & anti-corrosion metal housing contains integrated motor and  gearbox, high torque density (max 2000Nm), modular design to extend range and power with extra motors, batteries and controllers, high accuracy position feedback, Boating IoT system enables remote monitoring and integrated management, Customised data for speed, power, track, mileage, safety alarm etc., NMEA 2000 compatible
• Available : Controller, remote control and display – single & dual controls, custom batteries 

»»  E-TECH website

E-TECH is a subsidiary of boatbuilder Starboats that was started in 2008 because they were dissatisfied with other electric motor offerings in the market at the time. The company has developed fixed pods, steerable pods and outboard motors that all utilize an in-water BLDC (BrushLess DC permanent magnet) pod motor in a watertight aluminum casing. The inboard motors are designed to fit any engine bed and any propeller shaft. For in-line hybrid applications, there are shaft endings on both ends of the engine to make an easy and quick in-line installation.

Click here to view motors from E-TECH dealers in the Plugboats Marketplace

E-Tech Standard Inboards 6 Models: 4WG, 7WG, 13WG, 18WG, 23WG, 35WG

• kW : From 4.3kW, 7.1, 11.9, 16.7, 21.5, 33.7 (power measured on the shaft) • Voltage : 48V, 48V, 48V (4WG, 7WG, 13WG) | 72V – 18WG | 96V – 23 WG, 144V – 35WG • HP : 6, 9.5, 16, 23, 30, 45
• Motor Type : Brushless permanent magnet BLDC • Cooling : Water cooled •  IP : 67
• RPM :  (min) From 1100, 1200, 760, 1140, 1520, 2500
• Shaft : 25mm (4WG, 7WG) or f 30mm (10WG, 15WG, 20WG), 8mm spline
• Includes : Controller, battery monitor / display, cabling, joystick (side or top mounting), integrated cooling circuit for controller with Quick-Click connections, main switch, main fuse.
• Country of Manufacture : Poland

E-Tech High Torque Inboards 4 Models: 13 Pod, 18 Pod, 23 Pod, 35 Pod

• kW : From 11.9 kW, 16.7 kW, 21.5 kW, 33.7 kW (power measured on the shaft) • Voltage : 48V, 72V, 96V, 144V • HP : ≈ 16, 23, 30, 45
• RPM :  (min) From 760, 1140, 1520, 2500
• Shaft : f 30mm, 1:10 conic

Fischer-Panda

»» Fischer-Panda website

Fischer Panda is one of the world’s best known manufacturers of marine generators but are also manufacturers of high quality electric boat motors, sometimes marketed under the ‘Whisperprop’ name. They have an “EasyBox” system that is intended to take the guesswork and complication out of purchasing electric boat motors. There are various sample configurations on their website displaying how the EasyBox system is laid out in different boats.

Fischer Panda Easybox DE-Shaft systems 5 Motors: A06-140-6-SH, A50-160-6-SH, B00-150-8-SH 10 kW, B00-150-8-SH 20 kW, B00-300-8-SH 20 kW

• kW : (continuous) 3.5kW – 20kW • Voltage : 48V • Current : • HP :
• Motor Type : PMAC • Cooling : Water
• RPM : 600 – 2500
• Torque : 28Nm – 320Nm
• Dimensions : L: 400mm – 560mm W: 270mm H: 270mm • Weight : 15kg – 96kg
• Includes : EasyBox control, GD2 control panel, throttle
• Available : Battery bank, charger, shore power connection, 230V adaptor
• Country of Manufacture : Germany

GSM Electric (formerly Greenstar Marine)

»» GSM Electric website

GreenStar Marine was founded by a group of Swedish engineers in the 1990s to develop a series of electric propulsion systems, including a patented regenerative technology. All of the company’s systems are direct drive one-gear and complete except for batteries. The website has an interactive tool that shows approximate run times for different sized boats and battery/motor configurations.

GreenStar E-Line 2 Models: E-10, E-20

• kW : Peak – 3.5kW, 5.5kW | Nominal – 2.1kW, 4.2kW • Voltage : 24V, 24V • HP : 10, 20
• Motor Type : Brushed DC • Cooling : Air cooled
• RPM :  1000, 1000
• Torque : Nominal: 20 Nm, 40Nm | Peak: 40Nm, 50Nm
• Includes : Motor mountings, control system, basic system monitor, battery charger, monitoring, speed control, shore power system, cables, propeller shaft with low friction bearings, fixed propeller
• Available : Hydrogeneration, folding propeller, extra DC/DC
• Country of Manufacture : Sweden

GreenStar P-Line 3 Models: P-10, P-20, P-35

• kW : Peak – 10kW, 10kW, 30kW | Nominal – 2.5kW, 5.5kW, 11kW • Voltage : 48V, 48V, 48V • HP : 10HP, 20HP, 35HP
• Motor Type : Brushless AC • Cooling : P-10 – Air cooled | P-20, P-35 – Water cooled • IP : 65 or higher classed components
• RPM :  1250, 1250, 1250 •
• Torque : Nominal: 20 Nm, 45Nm, 85Nm | Peak: 75Nm, 85Nm, 130 Nm
• Includes : Hydrogeneration, motor mountings, advanced control system, system monitor, battery charger, monitoring, speed control, shore power system, cables, propeller shaft with low friction bearings, fixed propeller
• Available : Folding propeller, extra DC/DC

»» Huracan website

Huracan was founded at the beginning of 2012 in Venice with the goal of building entirely electric marine motors with the highest reliability of any on the market. The Thor motor is sold in a housing that includes the controller, with throttle, displays, monitors and other accessories sold separately.

Huracan Thor NOTE : The information for Huracan is presented in a different format from other manufacturers because the Thor is the only model, which provides different power ratings at different motor speeds.

• kW : 10kW at 3000 rpm | 20kW at 4000 rpm  | 30kW at 5000 rpm | 40kW at 5500 rpm • Voltage : 220V • Current : NA • HP : NA
• Motor Type : NA • Cooling : Water cooled • IP : 69
• RPM :  3000 – 5500
• Torque : (at axles): 30Nm at 3000 rpm | 49Nm at 4000 rpm  | 56Nm at 5000 rpm | 70Nm at 5500
• Dimensions : L: 543 mm  H: 300mm W: 191mm • Weight : 40 kg
• Available :
• Country of Manufacture : Italy

»» Kräutler website

Kräutler is a long-established Austrian manufacturer of industrial electric motors. They began construction of electric boat motors in the 80’s mainly because they could not find a product that would live up to the standards of founder Oswald Kräutler. They make motors for industrial and ship use as well as recreational boats and offer a wide range of inboards for any size boat or usage. Krautler has 3 lines of electric inboard motors. The WAd and WAz lines are direct drive and run from powers of 2.0kW to 25kW (WAd) and 6kW to 37kW (WAz). The WA line is made up of motors from 30kW to 100kW, for high speed / planing boats.

Krautler WAd and WAz line WAd – 11 Models WAd 2.0AC, WAd 3.0AC, WAd 4.3AC, WAd 5.0AC, WAd 6.0AC, WAd 8AC, WAd 11.0AC, WAd 15.0AC (48V, Air), WAd 15.0AC (96V, Water), WAd 18.5AC, WAd 20.0AC WAz – 10 models WAz 6,0AC, WAz 8,0AC, WAz 11,0AC, WAz 15,0AC (Air), WAz 15,0AC (Water), Waz 18,5AC, WAz 20,0AC, WAz 25,0AC, WAz 30,0AC, WAz 37,0AC

• kW : (Output) From 2.5kW – 37kW • Voltage : 24V – 144V • Current : 104A – 292A • HP : 3.5 – 50 HP
• Motor Type : • Cooling : Air – 6,0 models to 15,0 models (WAd and Waz), Water for 18,5 models to 37,0 WAz model
• RPM :  NA
• Dimensions : • Weight :
• Includes : Controller, throttle, monitor, display, cables
• Country of Manufacture : Austria

Krautler WA High Speed line 6 Models: WA 100/30, WA 150/40, WA 350/50, WA 350/60, WA 500/80, WA 500/100

• kW : (Output) From 30kW – 100kW • Voltage : 100V – 500V • Current : NA • HP : 45 – 130 HP
• Motor Type : • Cooling : Water
• Includes : Battery, controller, throttle, monitor, display, cables

»» Lynch website

The Lynch motor was invented by Cedric Lynch in 1979 – a unique axial gap permanent magnet brushed DC motor with high efficiency. The company offers three lines – the direct drive Yellowtail, geared drive Marlin and dual motor Swordfish. Motor systems include motor in mounting frame, controller, electronics, throttle and basic battery monitor and control cables. (options available on throttles and monitors) Lynch has 3 lines of electric inboard motors: the Yellowtail, Marlin and Swordfish, although the Yellowtail ‘line’ is only one motor.

Lynch Yellowtail

• kW : Peak – 6.0kW, Continuous – 2.5kW • Voltage : 24 • Current : 120/Peak 250A • HP : 5 – 10
• Motor Type : • Axial Flux ‘Pancake’ Permanent Magnet DC • Cooling : NA • IP : NA
• RPM : 1080 • Efficiency : 88%
• Torque : 16/Peak 35Nm
• Dimensions : NA • Weight : Motor: 14 kg Control  box: 12 kg
• Includes : motor in mounting frame, controller, electronics, throttle and basic battery monitor and control cables.
• Available : options on throttles and monitors
• Country of Manufacture : UK

Lynch Marlin : Marlin 5 Single, Marlin 8 Single, Marlin 13 Single

• kW : Peak – 14kW, 14kW, 26kW • Voltage : 48V, 48V, 72VDC • Current : 140/Peak 350A, 180/Peak 350A, 200/Peak 400A • HP : 10-20, 17-25, 35-50
• RPM : 2160, 2160, 3240 • Efficiency : 90%
• Torque : 18/Peak 38Nm , 36/Peak 44Nm, 36/Peak 72/Nm
• Dimensions : NA • Weight : Motor: 21 kg • Controller: 12 kg (14kg on model 13 Single)

Lynch Swordfish : Swordfish 16V Twin, Swordfish 26V Twin

• kW : 16kW/Peak 30, 26kW/Peak 53 • Voltage : 48VDC, 72 VDC• Current : 180A/350 Peak, 200A/400 Peak • HP : 48-60, 60-75
• RPM : 2160, 3240 • Efficiency : 90%
• Torque : 72Nm/144 Peak,
• Dimensions : NA • Weight : Motor: 27 kg Controllers: 14.5 kg X 2 (29kg)
• Includes : motors in mounting frame, controller, electronics, throttle and basic battery monitor and control cables.

»» Mitek website

Mitek is an Italian company with more than 10 years of experience in electric motors. It first came to the attention of the electric boat world when it exhibited its outboards at the Venice Boat Show in June. The Mitek inboards are not sold as systems but as standalone motors to boat manufacturers or boat owners who are keen on DIY.

Mitek Inboards : 4 Models: 260038, 260054, 260061, 26115

• kW : From 17kW/Peak 29 to 85kW/Peak 115 • Voltage : 48V, 96V, 192V, 384V• Current : From 260A/650max to 200A/300max • HP : From 23-39 to 114-154
• Motor Type : NA
• RPM : From 1700 to 2200
• Torque : From 88Nm/Peak 205 to 380Nm/Peak 540
• Dimensions : L: 388mm – 588mm W: 370mm H: 370mm • Weight : 32 – 69 kg
• Includes : Standalone

Click »» here to see Molabo motors for sale in the Plugboats Market

»» Molabo website

Molabo was founded in 2016 with the goal of providing safe-to-touch low-voltage e-solutions to enable sustainable mobility worldwide. To achieve this they developed the ISCAD (Intelligent Stator Cage Drive) motor technology and have been granted 10 patents worldwide with automotive and marine OEM (Original Equipment Manufacturer) partners in Europe and China.

Molabo ISCAD V50

• kW : Peak: 80 | Continuous: 50 •  Voltage : 48V
• Motor Type : PM-SynRM (Permanent Magnet Synchronous Reluctance Motor) ISCAD (Intelligent Stator Cage Drive)
• Cooling : Water: 7 l/min, max. 45°C (dual circuit cooling possible)  •  IP67
• RPM : 4350 • Efficiency : 95.6 % (Motor: 97 %, Controller: 98 %)
• Dimensions : L: 265mm, Diameter: 254mm • Weight : NA
• Includes : Available as components or compete set-up including motor, reduction gear, rubber mounts & brackets, 5″ touch display, throttle top or side mount, molaCONNECT & molaLINK (IOT), communication cable set
• Available : Battery and charger packages: LFP 36kWh, 48kWh and 12kWh additions
• Price : Motor: €19,990 ($US 21,000)  •  With all components package (excluding battery): €28,400 ($US 29,900)

»» Oceanvolt website

Click »» here to Oceanvolt motors for sale in the Plugboats Market

Oceanvolt is one of the best known names in electric boat motors, especially for sailboats, and is a leader in regenerative / hydrogenerative props systems. There are standard systems available, the motors can be purchased separately, and the company can also do custom installations. Oceanvolt has both all-electric and hybrid systems, we have only included the all-electric systems here, and only the standard preconfigured systems.

Oceanvolt Inboard Systems with AX motors: 3 Models: Shaftdrive 3, Shaftdrive 5, Shaftdrive 8

• kW : (continuous) – 3.7kW, 5.3kW, 8.7kW • Voltage : 48 • Current : • HP :
• Motor Type : Synchronous permanent magnet electric • Cooling : Air
• RPM : 2400
• Dimensions : NA • Weight : 22kg, 28kg, 28kg
• Includes : Controller/battery communication kit, Hydrogeneration feature
• Available : Batteries, charger, propeller
• Country of Manufacture : Finland
• Price : $US 6,500 – 8,000

Oceanvolt Inboard Systems with AX3 motors: 2 Standard Systems: Shaftdrive 10, Shaftrdive 20 NOTE: The AX3 motors are 10kW motors that can be ‘stacked’ to create higher powered system, up to 40kW. i.e. the illustration below shows 1 X 10kW AX3 in the diagram but 2 X 10kW AX3s coupled to form a 20kW motor in the photograph .

• kW : 10kw, 20kW • Voltage : NA • Current : • HP : 20 – 60
• Motor Type : PMAC • Cooling : Liquid
• Includes : Battery, controller/battery communication kit, Hydrogeneration feature
• Price : $US 36,000 – 59,000 (includes Lithium battery pack – 13.3kWh/26.6kWh)

»» Piktronic website

Piktronik is an Austrian-Slovenian company working on the research, development and production of components for electrical vehicles (EV) and boats. Their inboards are available as standalones and also as complete systems.

Piktronik Motors : 7 Models: PMSM10, PMSM40 PMSM50 PMSM60 PMSM100 PMSM110 PMSM180

• kW : (continuous) From 10 to 180 • Voltage : From 30V to 307V • Current : From 205A to 370A • HP : From 13.6 to 245
• Motor Type : 3 – Phase  Permanent Magnet Synchronous ( PMSM ) • Cooling : Water cooled • IP :
• RPM : From 1200 to 3600
• Torque : From 80Nm – 555Nm
• Dimensions : From L: 431mm W: 220mm H: 220mm to L: 565mm W: 396 H: 396mm • Weight : From 45kg to 171kg
• Includes : See Piktronik systems below
• Country of Manufacture : Austria/Slovenia

Piktronik Systems : All of the motor power sizes above are available as complete systems. System includes:

• Display, control and battery monitoring unit 
• DC-DC converter
• Battery chargers
• Wire harness, Distribution box, battery fuses and contactors, FI-Box, Ignition switch, User guide

»» Synapseo website

Synapseo was founded by a group of passionate sailors who have a common interest in making our oceans, seas and rivers great again. They have developed the KYWAT, an adaptive in-board solution to easily replace old diesel or gasoline engines. It is available in five models with power outputs from 4kW to 20 kW. The have output shaft diameter of 25mm to 30mm and mounting brackets hat adapt to all standard engine cradles. All motors have hydrogeneration / regeneration.

Synapseo Motors : 5 Models: AE-10, AE16, AE24, AE36, AE60

• kW : 4kw, 6kW, 10kW, 16kW, 20kW • Voltage : AE-10 – AE36: 48V, AR60: 72C • HP : 10, 16, 24, 26, 60
• Dimensions (mm): • AE-10 – AE24: W: 400 L:630 H: 440, AE 36 and AE60: W: 448 L:742 H: 512
• Includes : Control panel, digital throttle, power cables, coupling, four silencing blocks.
• Country of Manufacture : France

»» TEMA website

TEMA was founded in 1989 by Branimir Ruzojcic, Dr.Sc, who is still GM of the company. Its goal was to merge academic and scientific researches and engineering practical resources for offering sophisticated industrial automation products to the market. Today TEMA offers advanced motors/generators using Permanent Magnet technology ranging from 10KW to 1500KW and offers complete electric propulsion systems for all-electric, serial hybrids and parallel hybrid boats, from small leisure yachts to large commercial boats.

TEMA Motors : 5 Models: SPM132-1, SPM132-12, SPM132-2, SPM132-22, SPM132-3

• kW : 10kW – 60kW • Voltage : 48 – 450Vdc • Current : • HP :
• Motor Type : PMAC • Cooling : Air – either natural or forced air/fan
• RPM : Nominal – 3600
• Torque : (Nominal): 70 – 205Nm
• Dimensions : • From L:275mm, H: 260mm, W: 260mm to L: 552mm, H: 260mm, W: 260mm Weight : 70 – 148kg
• Includes : motor controller, marine throttle, information display, Plug and Play easy wiring
• Country of Manufacture : Croatia

»» Thoosa USA website

The Thoosa design has been in production in Denmark since 1998, originally by ASMO Marine, which became Clean eMarine in 2012. They manufacture the AC Triton motor and the DC Thoosa line, which includes four models with power ratings from 5kW to 12kW. All are geared motors. Motor and controller are sold together, with mounting brackets. Throttles and monitors are also available from the company.

Thoosa DC Motors : 4 Models: Thoosa 5000, Thoosa 7000HT, Thoosa 9000, Thoosa 12000

• kW : (continuous) – 5kW, 7kW, 9kW, 12kW •  Voltage : Thoosa 12000 is 72V, others are 48V •  Current : (Peak) 300A – 400A •  HP : 10 – 50
• Motor Type : Axial Flux ‘Pancake’ Permanent Magnet DC •  Cooling : Air cooled
• RPM : 1080 – 1270
• Torque : (Peak) 59.5Nm – 73.3Nm
• Dimensions : NA •  Weight : (System) 37kg – 47.5kg
• Includes : Motor, controller
• Available : Throttle, battery monitor
• Country of Manufacture : Denmark / US Assembly for US models

»» Torqeedo website

Torqeedo is the world’s leading manufacturer of electric outboards. The company was founded in 2004 by Dr Christoph Ballin and Dr Friedrich Böbel when they decided they could build a better electric motor than the one on the boat Dr. Ballin had just purchased. The inboards are sold as a complete system, including batteries, and each is designed for different usage: the 1400 (RPM) models for displacement sailing with heavy boats, the 1800 (RPM) models for for planing with fast boats and the 100kW 900 for large sailing yachts and heavy displacement vessels.

Torqeedo Deep Blue Inboard Line – 25i and 50i models 4 Models: Deep Blue DB25i 1400, Deep Blue DB50i 1400, Deep Blue DB25i 1800 , Deep Blue DB50i 1800

• kW : 25i models – 27.6kW/33 Peak, 50i models – 55kW66 Peak • Voltage : 360V • Current : • HP : 25i models = 40HP, 50i models = 80 HP
• Motor Type : Permanent Magnet Synchronous (PMSM) • Cooling : Water cooled • IP :
• RPM : Model number1400 and 1800 refer to RPMs
• Torque : <280Nm – 343Nm
• Dimensions : L: 680mm W: 512mm H: 376mm • Shaft sizes : 30, 35, 40mm | 11/8,11/4” • Weight : 80kg
• Includes : Complete integrated system, including on-board touchscreen computer, batteries, shafts and propeller.

Torqeedo Deep 100kW 900

• kW : 100kW continuous • Voltage : 360V • Current : • HP : 135
• Motor Type : Permanent Magnet Synchronous (PMSM) • Cooling : Water cooled
• RPM : 900 (max)
• Torque : 1060Nm
• Dimensions : NA • Shaft sizes : 30, 35, 40mm | 11/8,11/4” • Weight : 450kg (w/o battery, including electronics)

»» WaterWorld website

WaterWorld is a joint venture undertaken by two companies, De Stille Boot, a distributor specializing in electric boating and Water World Electronics, a Dutch specialist in low voltage electronics. WWE develops and produces its own printed circuit boards and complete controllers for various markets such as the building and car industry. They have joined together to “offer boat owners and -users the ultimate joy of a quiet, calm and carefree boat ride.” The company offers four direct drive electric inboard systems, with the motor and controller in one housing with adjustable engine supports as well as monitors and other accessories.

WaterWorld Inboards : 3 Models: 4.0 i , 7.5 i , 10.0 i , 15.0 i

• kW : (continuous) – 4kW, 7.5kW, 10kW, 15kW • Voltage : 48V • Current : 92V (max), 172A, 230A • HP :
• Motor Type : Asynchronous • Cooling : Air cooled • IP :
• RPM : 1450 (max), 1350, 1450
• Torque : 27Nm, 53Nm, 66Nm
• Dimensions : (Motor and controller in frame) 4.0i: L- 558mm x W-225mm x H-221mm | 7.5i and 10.0i – L-681mm x W-290mm x H-271mm • Weight : (Motor and controller in frame) 4.0i: 39kg, 7.5i and 10.0i: 76kg
• Includes : Motor, controller, thrust bearing, relay, digital colour touch screen display, throttle
• Price : $US 3,675 – 5,500 (15.0 i tba)

Table – Searchable and Sortable

Manufacturer	Model	kW Peak	kW Cont’s	HP equiv	Voltage	Dimensions	Weight	RPM	Motor Type – Cooling	Regen
Bellmarine	DriveMaster 2A	2	1.5	2	48	L: 328 W: 240 H: 240	18	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 3W	3	2.5	3.25	48	L: 328 W: 240 H: 240	18	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 5A	5	4	5.2	48	L: 368 W: 240 H: 240	18	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 7A	7	5	6.5	48	L: 408 W: 240 H: 240	35	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 7W	7	5	6.5	48	L: 368 W: 240 H: 240	25	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 8A	8	6	7.8	96	L: 408 W: 240 H: 240	35	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 10A	10	8	10.5	48	L: 460 W: 278 H: 278	55	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 10W	10	8	10.5	48	L: 408 W: 240 H: 240	35	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 15A	15	10	13	96	L: 460 W: 278 H: 278	55	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 15W	15	10	13	48	L: 460 W: 278 H: 278	55	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 20A	–	–		–	L: 543 W: 278 H: 278	80	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 20W	20	15	20	96	L: 460 W: 278 H: 278	55	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 20W EVO	20	15	20	48	L: 460 W: 278 H: 278	55	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 25W	25	20	25	144	L: 543 W: 278 H: 278	80	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 30A	–	–		–	L: 543 W: 278 H: 278	80	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 30W	30	25	32	144	L: 543 W: 278 H: 278	80	1500	PMAC – Liquid	√ with upgrade of battery monitor
Bellmarine	DriveMaster 35A	35	30	40	144	L: 602 W: 360 H: 360	135	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 45W	45	35	45	144	L: 602 W: 360 H: 360	135	1500	PMAC	√ with upgrade of battery monitor
Bellmarine	DriveMaster 50A	50	40	52	144	L: 702 W: 360 H: 360	185	1500	PMAC – Air	√ with upgrade of battery monitor
Bellmarine	DriveMaster 55W	55	45	58	144	L: 702 W: 360 H: 360	185	1500	PMAC	√ with upgrade of battery monitor
Bellmarine	ModularMaster 40W EVO	40	30	40.0 *	48	L: 460 H: 278 W: 278 X 2 Motors	110	1500	PMAC – Liquid X 2 Motors
Bellmarine	ModularMaster 40W	40	30	40.0 *	96	L: 460 H: 278 W: 279 X 2 Motors	110	1500	PMAC – Liquid X 2 Motors
Bellmarine	ModularMaster 50W	50	40	55.0 *	96	L: 543 H: 278 W: 278 X 2 motors X 2 Motors	160	1500	PMAC – Liquid X 2 Motors
Bellmarine	ModularMaster 60W	60	50	65.0 *	144	L: 543 H: 278 W: 278 X 2 motors X 2 Motors	160	1500	PMAC – Liquid X 2 Motors
Bellmarine	ShaftMaster 25W	25	20	25.0 *	96	L: 460 H: 278 W: 278	55	3000	PMAC – Liquid
Bellmarine	ShaftMaster 35W	35	30	40.0 *	144	L: 460 H: 278 W: 279	55	3000	PMAC – Liquid
Bellmarine	ShaftMaster 40W	40	35	45.0 *	288	L: 543 H: 278 W: 278	80	3000	PMAC – Liquid
Bellmarine	ShaftMaster 45W	45	40	53.0 *	144	L: 702 H: 360 W: 360	185	3000	PMAC – Liquid
Bellmarine	ShaftMaster 65W	65	50	65.0 *	288	L: 602 H: 360 W: 360	135	3000	PMAC – Liquid
Bellmarine	ShaftMaster 100W	100	75	100.0 *	288	L: 702 H: 360 W: 360	185	3000	PMAC – Liquid
Bellmarine	ShaftMaster 130W	130	100	130.0 *	384	L: 702 H: 360 W: 361	185	3000	PMAC – Liquid
Bellmarine	TorqueMaster 20A	20	15	20.0 *	96	L: 460 H: 278 W: 278	55	3000	PMAC – Liquid
Bellmarine	TorqueMaster 20W EVO	20	15	20.0 *	48	L: 460 H: 278 W: 278	55	1500	PMAC – Liquid
Bellmarine	TorqueMaster 25A	25	20	25.0 *	144	L: 543 H: 278 W: 278	80	3000	PMAC – Liquid
Bellmarine	TorqueMaster 25W	25	20	25.0 *	96	L: 460 H: 278 W: 279	55	3000	PMAC – Liquid
Bellmarine	TorqueMaster 35W	35	30	40.0 *	144	L: 460 H: 278 W: 280	55	3000	PMAC – Liquid
Bellmarine	TorqueMaster 40A	40	30	40.0 *	144	L: 702 H: 360 W: 360	185	3000	PMAC – Liquid
Bellmarine	TorqueMaster 40W	40	35	45.5 *	288	L: 543 H: 278 W: 278	80	3000	PMAC – Liquid
Bellmarine	TorqueMaster 45W	45	40	53.0 *	144	L: 702 H: 360 W: 360	185	3000	PMAC – Liquid
Bellmarine	TorqueMaster 65W	65	50	65.0 *	288	L: 602 H: 360 W: 360	135	3000	PMAC – Liquid
Bellmarine	TorqueMaster 100W	100	75	100.0 *	288	L: 702 H: 360 W: 360	185	3000	PMAC – Liquid
Bellmarine	TorqueMaster 130W	130	100	130.0 *	384	L: 702 H: 360 W: 361	185	3000	PMAC – Liquid
Combi	CI3,5	3.5	–	9	48	–	–	1500	AC asynchronous/induction OR BLDC – Air
Combi	CI5	5	–	13	48	–	–	1200	AC asynchronous/induction OR BLDC – Water
Combi	CI7,5	8	–	18	48	–	–	1400	AC asynchronous/induction OR BLDC – Water
Combi	CI10	10	–	23	48	–	–	1500	AC asynchronous/induction OR BLDC – Water
Combi	CI15	15	–	28	48	–	–	1400	AC asynchronous/induction OR BLDC Dual drive – Water
Combi	CI20	20	2.88	33	48	–	–	1500	AC asynchronous/induction OR BLDC Dual drive – Water
Elco	EP-6	4.4	2.5	6	36	L: 17” • W: 16.22” • H: 15.8”	170 lbs		brushless AC induction
Elco	EP-12	8.8	5.1	12	48	L: 21” W: 16.22” H: 18.32”	260 lbs		brushless AC induction
Elco	EP-20	14.1	8.5	20	72	L: 21” W: 16.22” H: 18.32”	260 lbs		brushless AC induction
Elco	EP-40	29.4	17	40	108	L: 29” • W: 18.82” • H: 18.83″	400 lbs		brushless AC induction
Elco	EP-70	51.5	29.75	70	108	L: 35” • W: 18.82” • H: 19.25″	650 lbs		brushless AC induction
Elco	EP-100	73.5	42.5	100	144	L: 35” • W: 18.82” • H: 19.25”	740 lbs		brushless AC induction
Electric Yacht	Quiet Torque 5.0	2.5 (24V), 3.6 (36V), 5.0 (48V) These are Input kW	2.0 (24V), 3.0 (36V), 4.0 (48V)	10-18	24 – 36 – 48	L: 432, W: 245, H (with mountings): 342 Adjustable mountings	40 lbs		PMAC – Air	√
Electric Yacht	Quiet Torque 10.0	10 (Input)	8	15-25	48	L: 432, W: 245, H (with mountings): 342 Adjustable mountings	32		PMAC – Air	√
Electric Yacht	Quiet Torque 10.0 Sport	10 (Input)	8	15-25	48	L: 432, W: 245, H (with mountings): 342 Adjustable mountings	32		PMAC – Air	√
Electric Yacht	Quiet Torque 20.0	20 (Input)	16	25-40	48	L: 678, W: 470, H (with mountings): 418 Adjustable mountings	135lbs		PMAC (Permanent Magnet Brushless AC) – Dual drive – Air	√
Electric Yacht	Quiet Torque 30.0	30 (Input)	25	35 – 60	48	L: 673, W: 534, H (with mountings): 534 Adjustable mountings	195lbs		2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Liquid	√
Electric Yacht	Quiet Torque 30.0 Air Cooled	30 (Input)	26	40 – 60	72	L: 673, W: 534, H (with mountings): 534 Adjustable mountings	150lbs		2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Air	√
Electric Yacht	Quiet Torque 40.0	40 (Input)	32	85 – 110	96	L: 673, W: 534, H (with mountings): 534 Adjustable mountings	150lbs		2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Air	√
Electric Yacht	Quiet Torque 45.0 Liquid Cooled	45 (Input)	38	80 – 105	72	L: 673, W: 534, H (with mountings): 534 Adjustable mountings	195lbs		2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Liquid	√
Electric Yacht	Quiet Torque 60.0 Liquid Cooled	60 (Input)	52	90 – 120	96	L: 673, W: 534, H (with mountings): 534 Adjustable mountings	200lbs		2 motors – PMAC (Permanent Magnet Brushless AC) – Dual drive – Liquid	√
E-Tech	4WG	–	4.3	5.5 *	48	L: 350 W: 160 H: 160	–	1100	BLDC – Water
E-Tech	7WG	–	7.1	10.0 *	48	L: 430 W: 200 H: 200	–	1200	BLDC – Water
E-Tech	10WG	–	10	13.0 *	48	L: 570 W: 200 H: 200	–	1200	WaterBLDC – Water
E-Tech	15WG	–	15	20.0 *	72	L: 770, W: 270, H: 270	–	1400	BLDC – Water
E-Tech	20WG	–	20	25.0 *	96	L: 770, W: 270, H: 270	–	1600	BLDC – Water
E-Tech	15WGH	–	15	20.0 *	72	L: 770, W: 270, H: 270	–	1000	BLDC – Water
E-Tech	20WGH	–	20	25.0 *	96	L: 770, W: 270, H: 270	–	1300	BLDC – Water
E-Tech	25WGH	–	25	33.0 *	144	L: 770, W: 270, H: 270	–	1500	BLDC – Water
E-Tech	28WGH	–	28	36.5 *	96	L: 880 W: 270 W: 270	–	1400	BLDC – Water
E-Tech	35WGH	–	35	45.5 *	144	L: 880 W: 270 W: 270	–	1600	BLDC – Water
Fischer Panda	A06-140-6-SH	–	3.8 / 7.5	50 – 100	48	–	15	1/2
Fischer Panda	A50-160-6-SH	–	10	13	48	–	44	1200
Fischer Panda	B00-150-8-SH 10 kW	–	10	13	48	L: 400 W: 270 H: 270	58	600
Fischer Panda	B00-150-8-SH 20 kW	–	20	25	48	L: 400 W: 270 H: 270	58	1200
Fischer Panda	B00-300-8-SH 20 kW	–	20	25	48	L: 560 W: 270 H: 270	96	600
GreenStar Marine	E-10	3.5	2.1	10	24	–		1000	Brushed DC – Air	√
GreenStar Marine	P-10	10	2.5	10	48	–		1250	Brushless AC – Air	√
GreenStar Marine	E-20	5.5	4.2	20	24	–		1000	Brushed DC – Air	√
GreenStar Marine	P-20	10	5.5	20	48	–		1250	Brushless AC – Water	√
GreenStar Marine	P-35	30	11	35	48	–		1250	Brushless AC – Water	√
Huracan	Thor @ 3000 RPM	10.0 @ 3000 RPM	–	13	220	L: 543 mm W: 191mm H: 300mm	40	3000	Water
Huracan	Thor @ 4000 RPM	20.0 @ 4000 rpm	–	25	220	L: 543 mm W: 191mm H: 300mm	40	4000	Water
Huracan	Thor @ 5000 RPM	30.0 @ 5000 rpm	–	40	220	L: 543 mm W: 191mm H: 300mm	40	5000	Water
Huracan	Thor @ 6000 RPM	40.0 @ 5500 rpm	–	52	220	L: 543 mm W: 191mm H: 300mm	40	6500	Water
Kräutler	WAd 2,0 AC	2.5	2.0	3.5 *	24	L: 473 W: 404 H: 258	35		Air
Kräutler	WAd 3,0 AC	3.6	3.0	4.5 *	36	L: 473 W: 404 H: 258	35		Air
Kräutler	WAd 4,3 AC	5.1	4.3	6.5 *	48	—	35		Air
Kräutler	WAd 5,0 AC	6.0	5.0	8.0 *	48	L: 528 W: 404 H: 258	35		Air
Kräutler	WAd 6,0 AC	7.2	6.0	9.5 *	48	L: 578 W: 404 H: 258	44		Air
Kräutler	WAz 6,0 AC	7.2	6.0	9.5 *	48	L: 578 W: 404 H: 258	44		Air
Kräutler	WAd 8,0 AC	9.4	8.0	12.0 *	48	L: 578 W: 404 H: 258	44 – 74		Air
Kräutler	WAz 8,0 AC	9.4	8.0	12.0 *	48	L: 578 W: 404 H: 258	44 – 74		Air
Kräutler	WAd 11,0 AC	13	11.0	17.0 *	48	L: 578 W: 404 H: 258	69		Air
Kräutler	WAz 11,0 AC	13	11.0	17.0 *	48	L: 578 W: 404 H: 258	69		Air
Kräutler	WAd 15,0 AC	17	15.0	22.0 *	96	–	69		Air
Kräutler	WAz 15,0 AC	17	15.0	22.0 *	96	–	69		Air
Kräutler	WAd 15,0 AC	17.7	15.0	23.0 *	48	–	69		Water
Kräutler	WAz 15,0 AC	17.7	15.0	23.0 *	48	–	69		Water
Kräutler	WAd 18,5 AC	21	18.5	27.0 *	96	–	69		Air
Kräutler	WAz 18,5 AC	21	18.5	27.0 *	96	–	69		Air
Kräutler	WAd 20,0 AC	23.1	20.0	30.0 *	96	–	97		Water
Kräutler	WAz 20,0 AC	23.1	20.0	30.0 *	96	–			Water
Kräutler	WAz 25,0 AC	28.4	25.0	37.0 *	96	L: 938 W: 500 H: 463			Water
Kräutler	WAz 30,0 AC	34.1	30.0	40.0 *	144				Water
Kräutler	WAz 37,0 AC	42.0	37.0	50.0 *	144	L: 670 W: 440 H: 392	97		Water
Kräutler	WA 100/30	34.9	30	45.0 *	100		76
Kräutler	WA 150/40	45.5	40	55.0 *	150		87
Kräutler	WA 350/50	53.8	50	65.0 *	350		73
Kräutler	WA 350/60	64	60	80.0 *	350		102
Kräutler	WA 500/80	85.5	80	105.0 *	500		124
Kräutler	WA 500/100	107.5	100	130.0 *	500		124
LGM	i-16	–	–	16 – Continuous Power	72		19 (incl. controller)	0-6500 (Operational Speed)
LGM	i-25	–	–	25 – Continuous Power	72 – 150		38 (incl. controller)	0-6,500 (Operational Speed)
LGM	i-40	–	–	40 – Continuous Power	130 – 450		39.2 (incl. controller)	0-11,750 (Operational Speed)
LGM	i-90	–	–	90 – Continuous Power	130 – 450		49.7 (incl. controller)	0-10,250 (Operational Speed)
LGM	i-110	–	–	110 – Continuous Power	320 – 360		119 (incl. controller)	0-10,000 (Operational Speed)
LGM	i-180	–	–	180 – Continuous Power	602 – 750		146 (incl. controller)	0-10,000 (Operational Speed)
LGM	i-270	–	–	270 – Continuous Power	300 – 750		246 (incl. controller)	0-3,240 (Operational Speed)
LGM	i-330	–	–	330 – Continuous Power	300 – 750		373 (incl. controller)	0-3,525 (Operational Speed)
Lynch	Yellowtail	6.0	2.5	5-10 HP	24		26 (motor + controller)	1080	‘Pancake’ Axial flux DC
Lynch	Marlin 5 Single	14	5	10-20	48	–	33 (motor + controller)	2160	‘Pancake’ Axial flux DC
Lynch	Marlin 8 Single	14	8	17-25	48	–	33 (motor + controller)	2160	‘Pancake’ Axial flux DC
Lynch	Marlin 13 Single	26	13	35-50	72	–	35.5 (motor + controller)	3240	‘Pancake’ Axial flux DC
Lynch	Swordfish 16V Twin	30	16	48 – 60	48	–	56 (motor + 2 controllers @ 14.5 ea)	2160	‘Pancake’ Axial flux DC
Lynch	Swordfish 26V Twin	53	26	60 – 75	72	–	70.5 (motor + 3 controllers @ 14.5 ea.)	3240	‘Pancake’ Axial flux DC
Mitek	260038	29	17	23-39	48	L: 388 W: 370 H: 370	32	1800 – 1700
Mitek	260054	54	27	36 – 72	96	L: 431 W: 370 H: 370	42	1800 – 1600
Mitek	260061	61	45	60-82	192	L: 472 W: 370 H: 370	55	1900 – 1850
Mitek	260115	115	85	114 – 154	384	L: 558 W: 370 H: 370	69	2200 – 2000
Molabo	ISCAD V50	80	50	70 – 110	48	L: 265.5 W: 254 H: 254	—	4350	PM-SynRM (Permanent Magnet Synchronous Reluctance Motor)
Newport Electric Boats	Newport-15	15	15	25	48	L: 231 W: 155 H: 155	120 lbs	1500	AC Induction
Newport Electric Boats	Newport-25	25	25	34	48	L: 231 W: 155 H: 155	120 lbs	1500	AC Induction
Oceanvolt	Shaftdrive 3	–	3.7	5	48	–	22	2400	PMAC – Air
Oceanvolt	Shaftdrive 5	–	5.3	7	48	–	28	2400	PMAC – Air
Oceanvolt	Shaftdrive 8	–	8.3	12	48	–	28	2400	PMAC – Air
Oceanvolt	Shaftdrive 10	–	10	20-30	48	–	NA	NA	PMAC – Liquid
Oceanvolt	Shaftdrive 20	–	20	30-60	48	–	NA	NA	PMAC – Liquid
Piktronik	PMSM10	–	10	13.6	30	L: 431mm W: 220m H: 220mm	45	1200	PMSM 3 phase – Water
Piktronik	PMSM40	–	40	54	144	L: 428mm H and W: 270	66.5	2600	PMSM 3 phase – Water
Piktronik	PMSM50	–	50	68	150	L: 379 – 230	75	3000	PMSM 3 phase – Water
Piktronik	PMSM60	–	60	82	171	L: 379 – 231	75	3400	PMSM 3 phase – Water
Piktronik	PMSM100	–	100	136	249	L: 471 – 270	126	3000	PMSM 3 phase – Water
Piktronik	PMSM125	–	125	170	290	L: 565 – 396	126	3600	PMSM 3 phase – Water
Piktronik	PMSM180	–	180	245	307	L: 565 – 396	171	3100	PMSM 3 phase – Water
Propel	Propel D1	–	10	20	48	–	–	1440	‘Pancake’ Axial flux permanent magnet AC
TEMA	SPM132-1	19.0 @3600 RPM	12.0 @ 1800 RPM	16-25	48 – 450	L: 275 / 342 (natural air / forced air) W: 260 H: 260	73		PMAC – Air – either natural or forced air fan
TEMA	SPM132-12	29.0 @ 3600 RPM:	19.0 @ 1800 RPM	25-39	48 – 450	L: 327 / 395 (natural air / forced air) W: 260 H: 260	93		PMAC – Air – either natural or forced air fan
TEMA	SPM132-2	41.0 @ 3600 RPM	25.0 @ 1800 RPM	33-55	48 – 450	L: 379 / 447 (natural air / forced air) W: 260 H: 260	110		PMAC – Air – either natural or forced air fan
TEMA	SPM132-22	50.0 @ 3600 RPM	30.0 @ 1800 RPM	45-67	48 – 450	L: 432 / 500 (natural air / forced air) W: 260 H: 260	130		PMAC – Air – either natural or forced air fan
TEMA	SPM132-3	57.0 @ 3600 RPM)	35.0 @ 1800 RPM	47-76	48 – 450	L: 484 / 552 (natural air / forced air) W: 260 H: 260	148		PMAC – Air – either natural or forced air fan
Thoosa	Thoosa 5000	14.3	5.1	10-15	48	—	47.5	1080	‘Pancake’ Axial flux DC – Air	√
Thoosa	Thoosa 7000HT	18.6	7.4	17-25	48	—	37	1030	‘Pancake’ Axial flux DC – Air	√
Thoosa	Thoosa 9000	18	9	17-25	48	—	37	1150	‘Pancake’ Axial flux DC – Air	√
Thoosa	Thoosa 12000	24.2	12	50	72	—	44	1270	‘Pancake’ Axial flux DC – Air	√
Torqeedo	Deep Blue 25i 1400	33	27.6	40	360	L: 680 W: 512 H: 376	80	1400	PMSM – Liquid
Torqeedo	DB25i 1800	33	27.6	40	–	L: 680 W: 512 H: 376	80	1800	PMSM – Liquid
Torqeedo	DB 50i 1400	66	55	80	360	L: 680 W: 512 H: 376	80	1400	PMSM – Liquid
Torqeedo	Deep Blue 50i 1800	66	55	80	360	L: 680 W: 512 H: 376	80	1400	PMSM – Liquid
WaterWorld	4.0 i	–	4	5.5	48	L: 558 W: 225 H 221 (motor + controller in frame)	39 (motor + controller in frame)	1450 (max)	Asynchronous – Air
WaterWorld	7.5 i	–	7.5	10	48	L: 681 W: 290 H: 271 (motor + controller in frame)	76 (motor + controller in frame)	1350	Asynchronous – Air
WaterWorld	10.0 i	–	10	13	48	L: 681 W: 290 H: 271 (motor + controller in frame)	76 (motor + controller in frame)	1450	Asynchronous – Air

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Home » Blog » Gear » Buyers guide to electric boat motors (2023)

Buyers guide to electric boat motors (2023)

By Author Fiona McGlynn

Posted on Last updated: August 3, 2023

Considering making the switch to an electric boat motor? With electric vehicles now commonplace on the roads, it’s no wonder so many boaters are curious about electric boats.

While electric boat motors have been around for a while, in the last several years the technology has taken huge leaps, resulting in more powerful motors, longer-lasting batteries, and ultimately more options for recreational boat owners.

Today, many types of boats can be outfitted with an electric propulsion system including pontoon boats, sailboats, jon boats, powerboats, fishing boats, yachts, and trawlers . If your boat’s combustion engine is in the range of 1 to 135 hp (.75 to 100 kW), you should be able to find an electric substitute.

While electric boating hasn’t gone mainstream—it’s estimated that close to 2% of recreational boats are electric—it’s still a great time to be thinking about making the switch, particularly if you own a tender, sailboat, or boat on a green lake where combustion engines are prohibited.

Table of contents

• 1.1 Benefits
• 1.2 Drawbacks
• 2.1.1 Key features of electric outboard boat motors
• 2.1.2 Electric outboard manufacturers
• 2.2.1 DIY electric inboard boat motor conversion
• 2.2.2 Key features of electric inboard boat motors
• 2.2.3 Electric inboard manufacturers
• 2.3.1 Serial vs. parallel hybrids
• 2.3.2 Key features of marine hybrids
• 2.3.3 Marine hybrid manufacturers
• 2.4.1 Electric pod and sail drive manufacturers
• 3 Batteries
• 4 Ready to catch the electric boating wave?

Benefits and drawbacks of electric boat motors

Electric marine motors offer several advantages over internal combustion engines:

• They’re completely silent .
• No noxious fumes or smelly exhaust gases to deal with.
• Instant torque.  Electric propulsion provides instant torque, giving you better maneuverability and more consistent speeds in choppy conditions.
• Lightweight.  An electric setup (including motor, batteries, and generator) typically weighs less than its diesel counterpart.
• No fuel cost.  Charging an electric boat may cost a couple of dollars per charge.
• Easy to maintain.  Imagine the maintenance on an outboard with no gas, spark plugs, or oil! Electric motors are simple, more reliable, and virtually maintenance-free.
• Renewable power.  Once you’ve gone electric you can get power from renewable sources like wind generators and solar panels.
• Better for the planet.  Electric marine motors don’t produce water pollution or produce harmful emissions like carbon dioxide (CO2), nitrogen oxides (NOx), and hydrocarbon (HC).

• Range.  The greatest drawback of electric boats is their limited range, which is often measured in the 10s of miles. Range is limited because batteries don’t have the same energy density as fuel — they can’t provide the same energy, pound-for-pound as a tank of gas. A good battery monitoring system, one that displays the remaining range in real-time, can help boaters manage energy consumption and ease range anxiety. For those who want to go farther afield, hybrid propulsion may be a better option.
• Upfront cost.  This new technology isn’t cheap. For example, a small electric outboard boat motor may sell for two-and-a-half times the cost of a gas outboard. However, prices are expected to come down as the industry reaches scale.

Types of electric boat motors

Electric outboard boat motors.

Some of the first electric outboards to hit the recreational boating market were smaller electric motors, typically used as trolling motors on fishing boats.

Today,  it’s possible to buy far more powerful electric outboard motors in the 1 to 80 hp (.75 to 60 kW) range , with ever more powerful versions hitting the market each year. In 2022, Norwegian start-up, Evoy launched the world’s most powerful outboard to date, the 225kW Storm, a 300-hp beast of an electric outboard! 

The range on electric outboard boat motors varies dramatically depending on your boat, total weight, propellor, and battery capacity .

The range also depends on how fast you want to travel. If you go slowly you’ll have a much greater range.

For instance, at a slow speed (5 knots) Torqeedo’s Deep Blue 50R , a 50 kW motor (80 hp equivalent) with a 40 kWh battery, has a listed range of 33-100 nm. But at full throttle (20-25 knots), the listed range drops to 16-20 nm.

To get a better sense of what range to expect on your boat (at both low and high speeds), you can look at the manufacturer’s website. See our list of electric outboard brands below.

One of the great things about electric outboards is that they can use renewable power sources. So, for instance, you could plug your boat into a portable solar panel while picnicking and get an extra boost for the trip home.

Some electric outboard boat motors can even generate power! Motors with hydro regeneration capabilities can charge the batteries while the boat is being towed or under sail.

While hydro regeneration is a fairly new feature for electric outboards, some manufacturers, like EPropulsion, are offering it across their outboard product line.

Key features of electric outboard boat motors

Each electric outboard motor brand has slightly different standard offerings and add-on features. Here are some of the key features and options to look for.

• Waterproof.  Some electric outboards are fully sealed and designed to withstand immersion
• Remote controls. Choose between tiller and remote throttle controls
• On-board computers . Some electric outboards come with chartplotter connectivity, navigation functions, sonar, GPS anchoring, and autopilot features
• Built-in or stand-alone batteries.  Some of the smaller motors come with built-in batteries, while the larger ones have separate battery packs
• Battery monitoring and tracking systems  that calculate and display the remaining range in real-time
• Shaft length.  Electric outboards come in both short and long shaft lengths to accommodate a variety of applications.
• Hydro regeneration capabilities 

Electric outboard manufacturers

These electric outboard boat motor manufacturers (listed in alphabetical order) range from small startups to large companies and serve the North American market.

If you’re looking to learn more about what each of these companies offers (and how they compare) I’d highly recommend checking out the  Plugboats’ electric outboard guides and directories . Jeff Butler, the editor at Plugboats has done a great job of compiling motor specifications from across the market.

Headquartered in San Diego, California,  Bixby  makes a small electric motor system for kayaks, inflatable boats, canoes, and paddleboards.

Elco  has been building electric motors for 125 years and counts the likes of Henry Ford and Thomas Edison among their customers. Their award-winning electric marine motors range from 5 to 50 hp. The company is based in Lake George, New York, and its electric motors can be found on boats around the world.

Flux Marine

Flux Marine was founded by mechanical engineering Princeton grads and offers three outboard models—a 40 hp, 70 hp, and 100 hp. In 2021, they won an award for the best new green product at the Newport International Boat Show.

Joe Grez, a consumer product developer from Washington, invented the  EP Carry , a compact, ultralight electric outboard system because he was concerned about exposing his young daughter to the carbon monoxide (CO) emissions produced by gas outboards.

The EP Carry retails for $1,600 and is a great size for small vessels like dinghies, canoes, inflatable boats, and kayaks.

ePropulsion

ePropulsion , based in Guangdong, China, manufactures 3 to 9.9-hp electric motors for sailboats, fishing boats, as well as dinghies and tenders. They all come with hydro regeneration capabilities.

Mercury Marine launched the Avator 7.5 electric outboard (3.5 hp equivalent) in early 2023. The leading outboard manufacturer is currently developing more powerful 20e and 35e models which it plans to release later this year.

In 2023, Newport , a well-known US-based inflatable boat manufacturer, launched three small outboards ranging from 1.8 to 3 hp.

If you’re into fishing, you’re probably familiar with the Minn Kota  name, derived from MINNesota North DaKOTA, prime fishing country where the company has its roots. They introduced their first electric trolling motor back in 1934 and they’ve been making them ever since.

Pure Watercraft

Pure Watercraft  was founded by CEO Andy Rebele in Seattle in 2011. Their 25 kW (50 hp) motor starts at $16,500.

Ray Electric Outboards

Ray Electric Outboards is a 3rd generation family-owned business based in Cape Coral, Fl. They manufacture one outboard model that can be operated at different power ratings ranging from 10 to 22 hp.

Stealth Electric Outboards

The 50 and 75-hp  Stealth electric outboards  were developed by Scott Masterston of Houston, Texas.

German manufacturer,  Torqeedo , has been leading the propulsion industry for years and sells some of the best e outboard motors in the 1 to 80-hp range

Vision Marine Technologies  (formerly The Canadian Electric Boat Company). 

Based in Quebec, Canada,  Vision Marine Technologies  has been in the boating industry for 25 years and produced some very innovative electric boats. In 2021, they launched E-Motion 180E, one of the most powerful electric outboards on the market.

Electric inboard boat motors

Today’s electric inboard motors can provide anywhere from  3- to a whopping 330 hp (2 to 246 kW)  and are used in a range of applications from heavy displacement vessels to fast, planing powerboats.

Similar to outboards, the range on electric inboard engines will vary based on your boat, load, battery capacity, and boat speed (among other things).

However, with an inboard electric boat motor, you have the option of a hybrid motor which can significantly extend your range. We’ll discuss the pros and cons of hybrid boat motors later in this post.

Sailors may also want to consider choosing an inboard electric motor with hydro regeneration capabilities. These electric power motors can charge the battery while the boat is under sail.

DIY electric inboard boat motor conversion

One way to save money on an electric inboard is to do the installation yourself. There are a few DIY electric inboard boat motor conversion kits available on the market.

I’ve spoken with a few sailors who’ve had great success replacing their inboard diesel engines with these electric boat motor conversion kits from  Thunderstruck-EV , an electric drive manufacturer in Santa Rosa, California.

Key features of electric inboard boat motors

Each brand has a slightly different set of electric inboard motor options. Here are some of the key features and options to look for.

• DIY conversion kits
• On-board computers  and touchscreen display
• Waterproof  system components

Electric inboard manufacturers

US manufacturer, Elco Motor Yachts , has been building electric motors for over 125 years, having gotten their start in 1893, supplying electric boats for the Chicago World’s Fair. They have seven inboards ranging from 6 to 200 hp.

Electric Yacht

Electric Yacht  is a US supplier focused on providing plug-and-play electric motors for DIY installations on sailboats. Their electric propulsion systems range from 10 to 30. They’ve had over 450 installs in 10 years of production.

Oceanvolt  is a leader in regenerative systems and their electric inboard motors are popular among sailors. They offer shaft drive systems ranging from 6 to 60 hp.

Torqeedo, a German manufacturer, is the world’s leader in electric boat motors. They have two lines of inboards, one for displacement boats and another for fast planing boats. Their Deep Blue inboard systems range from 25 kW to 100 kW (40 to 135 hp)

Hybrid systems

Hybrid systems combine an electric motor and combustion engine, so you can cruise in silence (but know you’ve got enough gas to get home). These systems offer  many of the benefits of pure electric motors, without the limited range. 

If you want  additional power for onboard luxuries  like air-conditioning, hybrids can also provide a significant increase in house-side fuel efficiency.

The downside to any hybrid solution is that the systems are far more complex . Not only do they require more equipment, but, for an optimized system, you’ll need highly sophisticated software to manage multiple power sources and switch back and forth between diesel and electric.

Unsurprisingly, the increased complexity adds cost, making hybrids less economical than either a conventional or pure electric install.

Serial vs. parallel hybrids

As with cars, there are  two types of hybrid systems: serial and parallel.  A serial hybrid uses a generator to power a large electric motor connected to the drive shaft. Whereas, a parallel hybrid has both a conventional combustion engine and a small electric motor connected to the drive shaft.

There are plenty of factors to consider when choosing between a parallel and serial system. Marine mechanics and electrical expert, Nigel Calder, does a great job of explaining  serial and parallel hybrids  in detail.

In general, serial systems may be a better fit for boats that can get most of their propulsion energy from renewable sources (e.g., a sailing catamaran). Whereas, a parallel system makes more sense on boats that regularly require sustained propulsion (e.g.,  Greenline’s power yachts ).

Key features of marine hybrids

• Parallel and serial hybrid options
• Integrated energy management  systems

Marine hybrid manufacturers

Elco motor yachts.

Elco  manufactures serial, parallel, as well as a combined serial-parallel system. Their systems can be used on sailboats, trawlers, yachts, and boats up to 85′ feet.

Hybrid Marine Ltd.

Hybrid Marine  sells parallel hybrid systems in the 10 to 230 hp range. Beta, John Deere, and Yanmar’s hybrids all incorporate Hybrid Marine technology.

Finnish manufacturer,  Oceanvolt , offers serial hybrid systems for both sailboats and powerboats.

Torqeedo  makes hybrid systems for yachts up to 120 feet as well as powerful motorboats.

Electric pod drive and sail drive

Several manufacturers are now making electric pod and sail drives. These electric drive systems are more efficient and can save space onboard.

Electric pod and sail drive manufacturers

Electric Yacht  produces a range of sail drives that can replace diesel engines up to 75 hp.

propulsion  sells a 3 hp, 6 hp, and 9.9 hp fixed pod drive.

Oceanvolt’s  sail drives range from 6 kW to 15 kW (8 to 20 hp)

Torqeedo  sells a 40 hp and 80 hp equivalent electric sail drive as well as electric pod drives in the 6 to 25 hp range.

While it’s possible to power an electric motor with a conventional lead-acid battery, there are many  good reasons to upgrade to lithium-ion batteries.

Their increased usable  capacity is roughly double  what you can get out similarly sized lead-acid battery. More battery capacity means more range—and hours of fun—on your electric boat.

They also  charge more quickly  and have a  longer life span  than lead-acid batteries. Unlike flooded lead-acid batteries, which need to be watered, lithium-ion batteries are practically maintenance-free.

The downside is that lithium-ion batteries are far  more temperature-sensitive  and can’t be charged much above 113 F (45 C) or below 32 F (0 C).

They  can also present major safety issues . Lithium-ion batteries can go into what’s known as thermal runaway—a self-heating process that can cause the battery to catch fire.

Simply put,  lithium-ion batteries are NOT a drop-in substitute for lead-acid batteries.  They need to be specially designed for the marine environment and paired with a robust battery management system.

Electric motor manufacturers often provide complete solutions (including motor, batteries, and battery management system). It’s a good idea to work with a manufacturer with extensive marine experience and an ABYC-certified technician on any installation.

The other catch is that lithium-ion batteries  cost two to four times   as much as lead-acid  batteries. However, the increased capacity and longer life span may make lithium batteries a better value option over the long run.

Ready to catch the electric boating wave?

With ever more powerful and feature-packed electric options launching each year, it’s an exciting time to be in the market for a new motor or engine. If you have any doubts about whether an electric boat motor is right for you, head to your local boat show and see, first hand, what all the buzz is about.

Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.

Douglas McQuilken

Sunday 30th of January 2022

Great article!

For those who wish to collaborate with prospective & current electric boaters, highly recommend this forum - https://groups.io/g/electricboats

Thanks for the suggestion, Douglas!

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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. T his system is best for boats up to 6,000 pounds displacement.

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. Larger boats may require a higher power AC or brushless motor. 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 controller has a regen feature than can allow current to be put back into the batteries from the spinning prop while under sail. This depends on your sailing speed, prop design, and may not be possible in all applications, but is an adored feature for those who are able to use it.

Due to the high RPM of the brushless motor, we recommend the  5-10kW  Gear Reduction to improve efficiency, provide proper torque, cooling, and help prevent cavitation. A typical reduction is 2:1, but this ratio will depend on the required prop RPM needed 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. We program the ME1718 in our 5kw kit to spin around 3000 rpm Max, at 48v. 

What batteries should you use? Most customers are happy with sealed, deep cycle lead acid, sourced locally to save on shipping. Use 4 in series to get 48v, with a 100 Amp Hour capacity minimum. Larger capacity will give a longer run time.

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.

* Lead time is approximately one week

* 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 Sailboat Kit Instructions

Sevcon Sailboat Wiring Diagram with ET throttle

Sevcon Sailboat Wiring Diagram with Wigwag throttle

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

E-Boat Modeling Spreadsheet Manual (.pdf)

Vicprop Calculator

Motenergy ME1716/ME1718 Mechanical Drawing

Sevcon Gen 4 Controller Info

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

• Motenergy ME1718 Sealed Brushless Motor.
• Controller: 48V Sevcon G4827 (can also be programmed at 36v)
• 827 Display for Sevcon
• 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
• PB-8 throttle and Fwd/Rev Switch
• Sealed Main Contactor
• Finned Aluminum Heatsink
• Every kit is individually bench tested
• Complete wire harness with 10ft key and throttle cable lengths
• Wiring instructions

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Is it possible to get an electric motor for sailboat?

In short, the answer is yes.

As renewable energy and battery technology continue to advance, the reliability and efficiency of electric sailboat engines have come on leaps and bounds.

It is now possible to get an electric motor for sailboat, whether refitted or pre-installed, that can propel vessels weighing several tonnes at a decent speed with a very reasonable range. What's more,  these improvements are likely to continue  as the industry and technology mature and start to operate at scale.

At P&L Lowlands, we've partnered with Elco, the world's most experienced and trust electric boat motor manufacturers to offer you a range of electric sailboat engine options and advise you along the way.

What are the benefits of using an electric motor for sailboat?

Wind power is a big part of sailing, but motors have long played an important role to move in light winds, help with mooring, and keep onboard electronic systems running.

Using an electric motor for sailboat propulsion as well as for the sailboat's electronics is now increasingly viable, and even offers several advantages over fossil fuel-based engines.

These include:

• Much less noise
• No CO2 emissions or water pollutants
• Less fire risk
• Instant torque and improved maneuverability
• Largely maintenance-free

As the need to transition away from fossil fuels becomes increasingly urgent, the fact that using an electric motor for sailboat drastically reduces greenhouse gas emissions is hugely important.

There are some drawbacks to an electric sailboat engine though. For instance, the upfront cost is higher than that of an equivalent-size fossil fuel engine but the gap is narrowing.

Furthermore, in the long run, the costs even out as it is much cheaper to recharge a battery than to fill a fuel tank, especially if you are using renewable sources.

How far can an electric motor for sailboat go?

Another perceived disadvantage of the electric motor for sailboat is their more limited range, due to the lower energy density of batteries compared to traditional fuels.

Aside from the motor installation you have, the range varies significantly depending on the sailboat type, the number of people onboard and prevailing environmental conditions, not to mention the amount of throttle you apply.

However, to make an estimate you can make use of  Elco's electric motor calculator  to get an idea.

What size electric motor for sailboat is best?

In general, sailboats don't need as big a motor as powerboats but what works best?

The approximate size of the electric motor you need for your sailboat can be worked out according to its hull displacement, meaning the weight of the boat. As a rough guide, the equivalent of 4 HP is needed for every tonne and, as a general rule of thumb, you won't need more than a 30 HP electric motor for sailboats.

Every sailboat and the needs of its owner are different though. This is why P&L Lowlands provides advice and a quote free of charge and with no obligation to determine what would work best for you.

We have a  range of Elco electric boat motors  suitable for a variety of sailboats. Get in touch with us to find out more.

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OCEANVOLT sail drive motors

Oceanvolt offers a range of sail drive motors to provide propulsion and hydro generation for vessels ranging from 15 to 80 feet.

Sail Drive (SD)

• Synchronous permanent magnet electric motor.
• Sail Drive with 1.93:1 reduction.
• Lightweight: weighs as little as 42.5kg (motor & sail drive).
• The only complete electric inboard propulsion system with
• EMC certified closed circulation liquid cooling providing both cooling and lubrication.
• Functions as a hydro generator to generate power while under sail.

system installation layout (example)

• Nominal Power
• Reduction Ratio
• Motor weight

Oceanvolt servoprop

The patented Oceanvolt ServoProp variable pitch sail drive combines a high efficiency sail drive with the most powerful hydro generator on the market. The unique feature of the ServoProp is the possibility to turn the propeller blades more than 180 degrees. The software controlled variable pitch sail drive adjusts the pitch of the propeller blades automatically so that the power generation and power output are optimal. Combined with uniquely designed blades it delivers optimal efficiency in both forward, reverse and hydro generation. And with the blades set to the neutral sailing position, the propeller creates extremely low drag similar to the drag of a feathering propeller. The benefits of ServoProp include an estimated +30% increase in forward propulsion, +100% in reverse and +300% increase in hydro generation effect. 

A normal fixed propeller (that by nature does not have the blades ideally shaped for regeneration) generates less than half the power of ServoProp at a given boat speed. ServoProp is capable of generating more than 1 kW at 6-8 knots. The power generated can be used to power both the propulsion system as well as all the electronics on board without the need to have a separate generator. With this in mind we can definitely start talking about the possibility of a totally self-sufficient cruiser!

The ServoProp is suitable as a propulsion motor for monohulls up to 50 ft & multihulls up to 60 ft. It can also be used as a hydro generator in boats up to 100 ft.

Electric Maserati Tridente boat takes to the water for $2.6M

Maserati and Vita Power teamed up to create the Tridente boat

Tridente sports 600 hp and 31 to 43 miles of range

The electric Tridente boat costs $2.6 million

Maserati has partnered with Vita Power to create a luxury boat, called the Tridente .

The boat costs 2.5 million Euros, which is about $2.6 million at current exchange rates. 

Maserati Tridente electric boat

What is the Tridente?

This 34-foot boat with a carbon fiber hull carries up to 10 people, has a bed in the bow, a sink, a toilet, a fresh-water shower for hosing off the water you presumably swam in, and a fridge. 

More importantly, it’s electric. It’s powered by four 63-kwh battery packs wired in series for a total pack size of 250 kwh. It runs a 400-volt electrical system with a maximum charge rate of 200 kw. That can fast-charge the battery from 10-80% in under an hour. 

The electric motors put out a total of 600 hp to two Mercury stern drives with twin props to handle the torque steer.

How fast and far does Tridente go?

Max speed is 46 mph, but cruising speed is 28 to 32 mph with a range of 31 to 43 miles depending on a host of variables.

In an odd twist, the Tridente I tested had ZipWakes we have installed on our own fishing boat. These are a form of modern trim tabs that drop down into the water to create an air cavity that helps level and smooth the ride. Noting the team didn’t have them engaged, I was told they are only used if necessary because they add drag. (Seakeepers also reduce side-to-side roll, but don’t drop down as much into the water, creating less drag.) 

Fancy yourself in the market? It’ll take about nine months to have it made and delivered.

Maserati brought me to Italy to drive the 2025 GranCabrio Folgore electric convertible, but the pretense was I'd also get to experience the Tridente. The experience was supposed to include me behind the wheel. I went for a ride on the boat and the instant torque surprised a few journalists who weren’t prepared for the driver to hit it, as a water skier would say. The powertrain was nearly silent and absolutely covered by the wind noise at speed.

More importantly, if you, me, or anyone were to find themselves on the rear sun deck, they'd breathe more easily. The Tridente emits no fumes because there’s no gas engine. Whether cruising, trolling slowly, or just hanging out on the water, there’s no smell.

Everyone at Maserati lobbied for me to get behind the wheel, but the boat’s handler looked me deep in the eyes and said one word, “Insurance.”

Next time, Maserati. Next time.

Maserati paid for travel and lodging to so I could bring you GranCabrio driving impressions, and ride in the electric Tridente, more on the GranCabrio soon

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Maserati’s new all-electric boat is capable of 600 horsepower

By Kristin Shaw

Posted on Jun 25, 2024 3:28 PM EDT

3 minute read

Italian automaker Maserati disproves the fallacy that electric boats are slow and too heavy to float with one of its newest collaborations. The Tridente, a 34-foot all-electric powerboat that carries eight passengers, is both fast and buoyant.

Maserati’s Tridente is a tender, which is another name for a smaller craft that runs back and forth from a larger yacht or ship. Cruise ships use tenders to shuttle passengers to shore, and yacht owners use them as an accessory. This tender is battery powered and capable of 43 miles before requiring charging at a speed of 25 to 40 knots (roughly comparable to 28-46 miles per hour on land).

Boasting a radical decrease in noise pollution and emissions from gas-powered boats, the Tridente is constructed with a lightweight carbon fiber hull in cooperation with American company Hodgdon Yachts, a boat builder from Maine. Technology firm Vita Power provides the proprietary software and hardware that propels the Tridente with two motors making a combined 600 horsepower. 

“Not only do electric boats run all day without emitting a single gram of CO2, they also eliminate the negative effects of engine noise, fuel slicks, and bilge water on the marine environment,” Vita Power says on its website.

If the future of boating is quieter and cleaner, it sounds lovely. Here’s all the details we have so far on Maserati’s contribution to the cause.

Electric boats are uncommon but growing in notoriety

Vita Power says it built the first electric powertrain compatible with high-speed DC charging. In the Tridente, Maserati claims the luxury motorboat can be recharged up to 90 percent in under an hour. While it may be odd to imagine DC fast chargers at a boat dock, it’s not beyond the realm of possibility and it’s not the only way to power these boats. Those leaving their electric boat at the slip can use a slow-drip household outlet for prolonged charging sessions as well.

Klaus Busse, the global head of design for Maserati, also sketched the silhouette of the new GranCabrio, the automaker’s new 761-horsepower electric convertible. 

“Maserati and Vita Power share the same vision on electrification and both build the vehicles of the future, based on reduced environmental impact, improved customer experience, advanced technology, high quality and sophisticated materials,” Busse says.

Electric boats aren’t new, but they’re still uncommon. Technology and energy companies are coming up with new ways to power watercraft, including battery and solar power, too. Vita Power says surplus energy generated onboard the tender’s companion ship can be harnessed for charging. Italy-based Silent Yachts says its tenders can be connected to any Silent yacht and recharged directly through the energy produced by its solar panels. Even hydrogen is a possibility, as companies like Yamaha have been testing prototype fuel systems for outboard motors.

The Tridente is reserved for the super-rich: It takes about 10 months to build and costs upwards of $2.6 million. However, the yacht tender represents the proliferation of electric-powered vehicles and is part of a trend the public has been puzzling about for more than a decade. Over time, the technology could trickle down into a more affordable bracket. 

Beyond boats, Maserati is all-in for battery power

Tridente represents Maserati’s commitment to a high-tech, sustainable lineup , which includes its vehicles; the brand says its entire range will be electrified by 2028. Maserati put an exclamation point on that goal with the unveiling of the GranCabrio EV in April. 

Billed as the first all-electric convertible in the luxury segment and the fastest electric convertible on the market, Maserati’s GranCabrio Folgore is nearly identical to the GranTurismo Folgore coupe. It costs about one-tenth of a Tridente tender at $220,000 and goes five times further on land with a 233-mile range. 

The Gran Cabrio Folgore uses three motors, not two like the Tridente. It’s expected to zoom from zero to 60 miles per hour in less than three seconds, and will be available stateside starting in 2025. 

While infrastructure and production challenges continue to challenge EV adoption, all-electric powertrains have shown their capability for speed, instant torque, and fast charging. If the Tridente is any indication, watercraft isn’t far behind. 

Latest in Electric Vehicles

Tesla patented self-cleaning tech for its robotaxis that don’t exist yet tesla patented self-cleaning tech for its robotaxis that don’t exist yet.

By Andrew Paul

People are buffing Cybertrucks into dangerous mirrors on wheels People are buffing Cybertrucks into dangerous mirrors on wheels

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MAXFOOT MF33 2-Seater Electric Tricycle for Adults, 85 Miles, 750W Rear Drive Motor Electric Trike with Rear Differential, Suspension, Parking Brake System, Fat Tire, 48V 20Ah UL Certified Battery

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• [85 Miles of Range]: 48V 20AH battery (UL Certified) provides up to 85 miles of range at pedal assist mode and 32-42 miles at pure electric mode. There are 5 levels of pedal assist for choosing and the max speed of the electric tricycle is 20 mph
• [Rear Drive Motor]: Equipped with 750w motor, the torque is up to 85 N.m. This helps conquer most terrains easily. Especially, compared with front motor, rear drive motor provides smoother and more comfortable riding. It effectively reduces the possibility of slipping and its gradeability is 40% higher than front hub motor
• [Rear Differential Gear]: Equipped with differential, left and right wheel can roll at different speeds, so it can provide more balance performance when turning
• [Fits Different Terrain]: Variable speed twist throttle and Shimano 7- speeds thumb shifter and gear help riders tackle the different gradient and terrain to keep comfortable pedaling speed. Also, we use fat tire to increases its grip and traction
• [Comfortable & Safe]: Oil spring suspension fork helps reduce lots of bumps (50mm of travel); This electric trike uses durable aluminium-alloy as frame and attached safety belt for back seat, LED headlight and taillight. Parking brake system prevents sliding while parked
• [Step-thru Frame & Back Seat with Basket]: Our electric tricycle adopts step thru frame. It’s easier for you to get on/off the e-trike. With a rear seat, you can now take your kids, dogs or the others together to have a wonderful outdoor recreation
• [Installation & Support]: MaxFoot 3 wheels electric bicycle comes with 85% assembled. You can totally assemble the rest yourself. We have warehouse and customer service center located in California. You will get service and support in time

From the brand

MaxFoot founded in Mar. 2019 in a small workspace around the street of Riverside, California, focusing on the design and manufacturing of electric bicycles.

We believe there is no best product, but better.

This faith urges us to keep growing, up-dating and then to produce better and better products.

Our Goal: Enjoy long cycling without getting exhausted.

MF17 Cruiser Electric Bike

MF18 Cruiser Electric Bike

MF19 Folding Mountain E-bike

MF30 Electric Trike

MAXFOOT Electric Bikes

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MaxZ Series: Die-Casting Frame

MAXFOOT Bike Accessories

Product Description

Keep riding and keep active.

MF33 is equipped with Rear Drive Motor, Differential Gear, Passenger Back Seat (with safety belt) and Parking Brake System

MF33 Electric Tricycle Electronics & Mechanical Details

Motor	Powerful 750W(Peaking 1100w) Brushless Rear Drive Motor
Battery	48V 20AH Lithium Battery (UL Certified; Lockable and Removable by Key)
Estimated Max Range	Pedal Assist: 85 Miles/Pure Throttle: 42 Miles
Oil Spring Suspension Fork	50mm Max Travel
Frame Material	Front: 6061 Aluminium-Alloy; Rear: 7A19 Aluminium-Alloy
Chain Puller	Shimano 7 Speeds Gear
Brake Lever	Dual Power-off Brake Levers
Rotors	180mm Disc Brake (Front *1/Rear *2)

Pedal Assist	Intelligent 5 Level Pedal Assist With An Integrated Speed Sensor
Fat Tires	Front 24x4.0"/Rear 20x4.0"
Saddle	Thickened Saddle with Backrest
Seat Post Diameter	31.6 mm
Lighting	LED Integrated Headlight & Taillight (with turn signal function)
Charging Time	8-10 Hours (Depending On The Battery Status)
Battery Life	Rated For 1000-1500 Charge Cycles
Basket Dimension	Front: 14.2x10.6x5.1 Inches; Rear: 20.5 x 13.4 x 8.7 Inches

MaxFoot Electric Bikes

	—	$2,899.00$2,899.00	$2,999.00$2,999.00	$2,999.00$2,999.00	$1,495.00$1,495.00	$1,599.00$1,599.00	—
	750W	750W	750W	750W	750W	750W	1000W
	48V 20Ah	48V 20Ah	48V 20Ah	48V 20Ah	48V 13Ah	48V 20AH	48V 14AH
	20MPH	22MPH	20MPH	20MPH	23MPH	22MPH	23MPH
	Front 24x4.0"/Rear 20x4.0"	Front 24x4.0"/Rear 20x4.0"	Front/Rear: 20"x4.0"	Front 24x4.0"/Rear 20x4.0"	26"x4.0"	24" x 4.0"	20" x 4.0"
	85 Miles	85 Miles	85 Miles	85 Miles	45-55 Miles	85 Miles	50-60 Miles
	Shimano 7 Speeds	Shimano 7 Speeds	Shimano 7 Speeds	Shimano 7 Speeds	Shimano 7 Speeds	Shimano 7 Speeds	Shimano 7 Speeds
	Front Suspension	Front Suspension	Front Suspension	Front Suspension	Front Suspension	Front Suspension	Dual Suspension
	50mm	50mm	50mm	50mm	100mm	100mm	100mm
	6061 & 7A19 Aluminium-Alloy	6061 Aluminium-Alloy Frame	6061 Aluminium-Alloy Frame	6061 Aluminium-Alloy Frame	6061 Aluminium-Alloy Frame	6061 Aluminium-Alloy Frame	6061 Aluminium-Alloy Frame
	5'2" - 6'4"	5'2" - 6'4"	5'2" - 6'4"	5'2" - 6'4"	5'4"-6'2"	5'2"-6'3"	5'2"-6'3"
	✔	✔	✔	✔	✘	✘	✘
	✔	✘	✔	✔	✘	✘	✘

Product information

Technical details.

Package Weight	‎165 Pounds
Item Dimensions LxWxH	‎81.3 x 33.27 x 43.31 inches
Item Weight	‎145 Pounds
Brand Name	‎MAXFOOT
Warranty Description	‎‎‎1 year for the electric motor, controller, battery and LCD display; 2 years of technical support
Model Name	‎MF-33 Electric Trike
Color	‎Orange
Material	‎Aluminum
Suggested Users	‎Unisex-Adult
Manufacturer	‎MAXFOOT
Style	‎Classic
Included Components	‎Horn, Mudguard, Basket, Bell, Tool Kit
Size	‎Large

Additional Information

ASIN	B0D7YWC132
Date First Available	June 25, 2024

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Ford finds a new home to develop affordable electric vehicles

Ford has officially chosen Long Beach as its new home to develop its next-generation EV platform. The new headquarters will be where Ford’s “Skunkworks” team will build its affordable next-gen electric vehicles.

CEO Jim Farley revealed Ford had been “secretly” working on a low-cost EV platform on a media call with investors in February.

According to Farley, Ford had a small “skunkworks” team working on the project. The team consists of “some of the best EV engineers in the world.”

Alan Clarke, who previously worked at Tesla for 12 years, leads the project. However, it’s not just Tesla that Ford has taken talent from. The team includes former Rivian, Lucid, and Apple employees.

Ford has also brought on eVTOL industry talent from leaders like Archer Aviation, Joby, and Hyundai’s Supernal.

“They are engineering a completely different approach, a different product at a different cost with a much smaller battery and different chemistry,” Farley explained.

The team is advancing Ford’s next-gen affordable electric vehicles. Ford has said the new platform will be flexible and will support several different types of vehicles.

Ford picks new home for its affordable electric vehicles

Rex Richardson, Mayor of Long Beach, and Ford announced the new home for the automaker’s new Advanced Electric Vehicle Development Center Wednesday.

Top comment by Ule Amra

What would really crack me up at this point is if Ford and GM beat Tesla to market with desirable b-segment EVs while Rimac/Verne beats Tesla to robotaxis. Tesla's been talking a big game about revolutionizing manufacturing and being the largest automaker on earth, but I'm having trouble seeing why those legacy players that are taking the BEV opportunity seriously are as "doomed" as the Musk-ovites like to sneer. Since the Model Y launch, Tesla's delivered 1) a limited-utility stainless-steel doorstop to a market segment that expects vehicles to work for a living, and 2) a mid-cycle refresh to one sedan. Feels like they're getting dangerously close to a lot of their bluffs being called.

I do hope not, because Tesla pushed the world auto industry to an EV revolution that industry had long been resisting and I'd hope they still have much to offer, but lately it's seemed like a lot more sizzle than steak, with big set-piece events repeatedly delivering far less than expected and Musk's grandiose claims falling part ever faster. Maybe deliver the affordable car they'd long promised for the rest of us instead of chasing after the dwindling remainder of solvent fanbois.

Ford’s chief EV officer, Doug Field, said the new facility is “a key part of our broader strategy to build the best electric vehicle and technology development teams in the world.”

Field added that the Long Beach headquarters will “create a hub for the development of advanced electric vehicle technologies and products” alongside its Product Development Center in Dearborn and Greenfield labs location in Palo Alto.

According to Ford’s EV chief, the team is “developing vehicles that are as affordable as they are desirable.”

Ford was the second best-selling EV brand in the US through May. The Mustang Mach-E was the third best-selling EV, behind only Tesla’s Model Y and Model 3, while the F-150 Lightning pickup remained America’s top-selling pickup.

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Peter Johnson is covering the auto industry’s step-by-step transformation to electric vehicles. He is an experienced investor, financial writer, and EV enthusiast. His enthusiasm for electric vehicles, primarily Tesla, is a significant reason he pursued a career in investments. If he isn’t telling you about his latest 10K findings, you can find him enjoying the outdoors or exercising

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