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

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

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

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

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

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

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

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

Table of contents:

• Electric Sailboat Motors: Confusion Explained

Electric Sailboat Motor or Combustion Motor

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

Best Electric Sailboat Motors (with Reviews)

Electric Sailboat Motor: Confusion Explained

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

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

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

However, their experience may not suit electric sailboat motors.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

And it makes even more sense in sailing applications:

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

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

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

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

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

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

How Do You Size an Electric Motor for a Sailboat?

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

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

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

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

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

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

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

Electric Sailboat Motor Conversion

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

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

#1. Repower Your Sailboat with Electric Motor

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

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

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

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

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

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

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

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

#2. Install an Electric Motor in a Sailboat

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

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

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

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

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

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

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

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

#1. 3 HP Spirit 1.0 Evo

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

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

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

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

Features You Will Love:

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

Spirit 1.0 Evo Electric Sailboat Motor Reviews:

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

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

#2. 6HP/9.9 HP Navy Evo Series

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

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

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

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

Navy Series Electric Sailboat Motor Reviews:

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

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

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Everything electric boats and boating

Electric Saildrive and Pod Boat Motors

Plugboats Guides Motors News Motors For Sale

Welcome to what we believe is the most complete guide to electric saildrive and pod boat motors. It provides top line details for more than 150 individual motors sorted by power range, style and usage. It has been assembled to provide a single place where someone interested in electric marine propulsion can find comparative information for motors made all over the world.

You may also be interested in our other guides »» Guide to Electric Outboards Under 5kW »»  Guide to Electric Outboards Over 5kW »» Guide to Electric Inboards »» Guide to Electric Trolling Motors »» Guide to Electric Boat Batteries

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

Information on using this Plugboats Guide

The top of this web page is the Illustrated Guide with photos of the motors and specifications to the right.

Sortable/Searchable Table

At the bottom of the page is a table that can be searched if you know you are looking for a certain type of motor (i.e. pod or saildrive), a certain power range, or for a specific weight/length of boat. If you are going to use the table, the page is best viewed on a computer rather than mobile or tablet.

Illustrated Guide

The motors are organized in alphabetical order by manufacturer, then by style of motor, i.e. fixed pod, steerable pod, saildrive and then by power of motor within those listing. For many styles there are multiple powers of motor available and where that is the case we have made it as easy as possible to line up the motor with its specifications. i.e. if there are three power of motor with different weights, it will be noted as kW: 2kw, 2kw, 3kw • Weight: 10kg, 12kg, 15kg. For some manufacturers the variations are more complicated and we have done our best to make it simple and understandable.

There is a lot of variety in the way manufacturers detail the technical attributes of their products. We have tried to take the most common measurements and assemble an ‘apples to apples’ comparison. See the notes below in ‘Measurements’

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

kW • Voltage • Current • HP: Not all manufacturers list all of these specifications. We have included the specifications available and where not available have used the notation N/A.

kW is the kW rating provided by the manufacturer. Most websites do not indicate whether it is input or output kW. When it is indicated, we took the output.

Voltage is most often referred on the sites as ‘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. Generally it is measured in amperes: A. In some cases the manufacturer uses Amp Hours: Ah and we have noted it where that is used.

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. Where available, these measurements come from the manufacturer’s website, and different manufacturers measure the HP in different ways. Some even use metric horsepower, which is slightly different from imperial horsepower. Again, we have tried to make it as apples to apples as possible. (For general guidance, 1kW is round one and a third HP 1kW=1.3HP, or the reverse is that 1HP is around three quarters of a kW: 1 HP = .75kW).

Static Thrust. Torque, Efficiency: This is probably the specification that has the most variability. We have simply given whatever information the manufacturer has published on their website, when available.

Range and Running Time : We have not included estimates of range or running time because it depends on too many factors: battery size (sometimes type also), water conditions, speed, etc. The exceptions are for the ePropulsion and Torqeedo models which have batteries from the manufacturers specifically matched to the motors and therefore provide estimates on their websites.

General : If a manufacturer publishes a specification, we have tried to include it here, even tough other manufacturers may not include the same type of measurement.

Information on this page updated February 4, 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: Aquamot • Bellmarine • Combi • Electric Yacht • ELECTRINE • EP Technologies • ePropulsion • E-TECH • Fischer Panda • Gardenergy • Kräutler • Navigaflex • Oceanvolt • Piktronik • Rim Drive Technology • Seadrive • TEMA • Torqeedo

Aquamot was founded in 2003 by engineer Siegmund Hammerstrom and has grown to be a leading manufacturer of electric motors and accessories, including outboards inboards, chargers and batteries. They have two lines of fixed pod motors: Trend and Professional, as well as a line of steerable pods that line up with the power ranges of the Professional line.

Aquamot Trend Fixed Pod 1.1FM and 1.6FM

• Recommended Boat Size: <1.8 tons
• kW : 1.1 / 1.6 • Voltage : N/A • Current : N/A • HP : 3.5 / 5 • Static thrust : 89lbs
• Motor Type : Brushless AC asynchronous • Passive water cooled (motor underwater)
• Weight (kg) : 10.2 / 11.3
• Propeller/RPM : 3 blade fixed, folding optional • RPM : N/A
• Other : Includes: Integrated/removable lithium battery (0.64kWh), charger, display, emergency kill switch. Optional: spare battery, customized compensation wedge, folding propeller ($US 835). Warranty: 2 year limited
• Country of Manufacture : Austria
• Price (MSRP) : $US 2,200 / $2,600

Aquamot Trend Fixed Pod 2.2FM and 4.3FM

• Recommended Boat Size: <4 tons kW : 2.2 / 4.3 • Voltage : 24 / 48 • Current : N/A • HP : 6.4 / 11 • Static thrust : 124 lbs / 197 lbs
• Motor Type : Brushless AC asynchronous• Passive water cooled (motor underwater) Weight (kg) : 12.2 / 13.9
• Other : Includes: Controller, display, basic cables, emergency kill switch. Optional: customized compensation wedge, folding propeller ($US 835). Two year limited warranty.
• Price (MSRP) : $US 3,300 / $3,750

Aquamot Trend Fixed Pod 11.0FM to 25.0FM

• Recommended Boat Size: N/A
• kW : 11 – 25 • Voltage : 48 – 96 • Current : N/A • HP : 28 – 45 • Static thrust : n/a
• Motor Type : Brushless AC asynchronous• Passive water cooled (motor underwater)
• Weight (kg) : 44.3 – 48.9
• Propeller/RPM : 3 blade fixed • RPM : N/A
• Other : Includes: Controller, display, basic cables, emergency kill switch. Optional: customized compensation wedge. Warranty: 2 year limited
• Price (MSRP) : $US 7,150 / $9,915

Aquamot Professional Fixed Pod F10e to F250e

• kW : 1 – 25 • Voltage : 24 – 96 • Current : N/A • HP : 45 – 339 • Static thrust : n/a
• Motor Type : Sensor-less AC asynchronous • Passive water cooled (motor underwater) • Efficiency : 92%
• Weight (kg) : 12 – 50
• Propeller/RPM : 2 blade fixed, folding/feathering optional • RPM : N/A
• Other : Integrated anode, permanently usable for salt or fresh water, maintenance free. Operating efficiency 92%, Included: Custom-made compensation wedge, Controller, throttle, battery monitor, cables, Optional: display, folding/feathering propeller. Warranty: 2 year limited
• Price : N/A

Aquamot Trend Steerable Pod UF10e to UF250e

• Other : Optimized cavitation plate. Permanently usable for salt or fresh water, maintenance free. Operating efficiency 92%, Included: Custom-made compensation wedge, Controller, throttle, battery monitor, cables, Optional: display. Warranty: 2 year limited

»» Bellmarine website

Bellmarine is a very well established electric boat motor company with a history going back to 1999. Along the way they merged with a battery accessory manufacturer and have now been purchased by Transfluid, a large scale industrial motor manufacturer. Bellmarine offers a wide range of electric boat motor configurations, with their saildrive system consisting of their own motor combined with Yanmar drive mechanics. They range from 2kW to 20kW in power with either air or liquid cooling. They also offer a regeneration option. You may want to download the full Bellmarine catalogue

Bellmarine SailMaster Air Cooled Models 2A, 5A, 7A, 10A, 15A, 20A Download .pdf brochure

• kW : Bellmarine uses Nominal and Intermittent kW measurements. These are the intermittent figures: 2, 5, 7, 8, 10, 15, 20 • Voltage : 48V except for the 8A, 15A and 20A models which are 96V • Current : N/A • HP : 2.5, 6.5, 9, 10.5, 13, 20, 25
• Motor Type : Permanent Magnet AC • Air cooled
• Weight (kg) : N/A
• Propeller/RPM : propeller not supplied • RPM : Motor: 1500, Propeller 750 except for 20kW which is Motor 3000, Propeller 1500
• Other : Includes Yanmar SD25 Sail drive leg with 2:1 reduction, motor, controller, , stainless steel motor support brackets.
• Country of Manufacture : Netherlands

Bellmarine SailMaster Liquid Cooled Models 3W, 7W, 10W, 15W, 20W Download .pdf brochure

• kW : Bellmarine uses Nominal and Intermittent kW measurements. These are the intermittent figures: 3, 7, 10, 15, 20 • Voltage : 48V: for all models except 8A, 15A and 20A   –   96V:  Models 8A, 15A, 20A • Current : N/A • HP : 4, 9, 13, 20, 25
• Motor Type : Permanent Magnet AC • Liquid cooled
• RPM : 1500: Models 2A, 5A, 7A, 8A, 10A, 15A   –  3000: Model 20A 

»» 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 manufactures inboards, pods, hybrids and outboards. There are six pods ranging in power from 1kW to 3.5 kW: 1, 1.5, 2, 2.5, 3 and 3.5kW. They are available both as fixed pod or steerable pods.

Combi Nautic Fixed Pod/Saildrive Download .pdf brochure

• kW : 1.0 – 3.5 • Voltage : 24 (1.0kW + 1.5kW), 48 (2.0kW – 3.5kW) • Current : 42A – 73A • HP : 4 – 9
• Motor Type : Asynchronous AC • passive water cooled Weight (kg) : N/A
• Propeller/RPM : 3 blade fixed – 220mm or 230mm • RPM : 1050 (3.5kW 1300) Other : “Easy Connect” system delivered Plug & Play for owner installation. 

Combi Nautic Steerable Pod Download .pdf brochure

The Steerable Pod Nautic models have the same specifications as the Saildrive models above.

• Motor Type : Asynchronous AC • passive water cooled
• Propeller/RPM : 3 blade fixed – 220mm or 230mm • RPM : 1050 (3.5kW 1300)
• Other : “Easy Connect” system delivered Plug & Play for owner installation. 

Electric Yacht

Electric Yacht is one of the premier US suppliers of saildrives. They have developed a Plug-n-Play system that has been engineered for quick, simplified installation as well as long term durability. Their systems offer regenerative power while under the sail. 10 years of proven production with over 450 installs. 3 Year Warranty

Electric Yacht QuietTorque™ 10.0 Sail Drive

• Recommended Boat Size: <6 tons – 34’ (10m)
• kW : 10 • Voltage : 48 • Current : 200A • HP : 10.5
• Motor Type : Brushless PMAC
• Weight (kg) : 45
• Propeller/RPM : 2 or 3 blade, fixed or folding, 12”  – 16” • RPM : N/A
• Other :  Installs through 9” hole, Anodized aluminum frame and waterproof throttle,Digital Display of: State of Charge (SOC, Voltage, Current, Power, Motor RPM, time to discharge based on current power consumption, updated in real time, Programmable regeneration. 3 Year Warranty. 
• Country of Manufacture : USA
• Price (MSRP): $US 11,995

Electric Yacht QuietTorque™ 20.0 Sail Drive

The Electric Yacht Quiet Torque 20 is essentially the 10.0 with twin motors

• Recommended Boat Size: <12 tons – 45’ (14m), catamarans 40’-46’ (12-15m)
• kW : 20 • Voltage : 48 • Current : 400A • HP : 21
• Motor Type : Brushless PMAC X 2
• Weight (kg) : 77 Propeller/RPM : 2 or 3 blade, fixed or folding, 12”  – 18” • RPM : N/A
• Other :  Installs through 9” hole, Anodized aluminum frame and waterproof throttle,Digital Display of: State of Charge (SOC, Voltage, Current, Power, Motor RPM, time to discharge based on current power consumption, updated in real time, Programmable regeneration. 3 Year
• Warranty. 
• Price (MSRP): $US 14,695

Also: Electric Yacht QuietTorque™ 30.0 Sail Drive (boats <14 tons) Electric Yacht QuietTorque™ LC 45 Sail Drive (boats <17 tons) Electric Yacht QuietTorque™ LC 60.0 Sail Drive (boats <22 tons)

• Recommended Boat Size: 14 tons – 22 tons, 45’- 60′ (15-18m)
• kW : 30 – 60 • Voltage : 48 – 96 • Current : 300Ah – 600Ah • HP : 48 – 65
• Motor Type : Brushless PMAC X 2 • liquid cooled
• Weight (kg) : 100 – 106
• Propeller/RPM : N/A
• Other :  Installs through 9” hole, Anodized aluminum frame and waterproof throttle, Digital Display of: State of Charge (SOC, Voltage, Current, Power, Motor RPM, time to discharge based on current power consumption, updated in real time, Programmable regeneration. 3 Year Warranty. 
• Price (MSRP): $US 19,995 – 23,495

»» 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. Ther are 6 motors in their eSaildrive line, ranging from 8 kW to 110 kW.

ELECTRINE eSaildrive line: S-8, S-16, S-25 (shown), S-40, S-80, S-110

• Recommended Boat Size: Daysailer / Racing / Monohull /Multihull
• kW : (Max) 8, 16, 25, 40, 90, 110 • Voltage (Vdc): 48, 48, 96, 96, 345.6, 345.6
• Motor Type : N/A
• Weight (kg) : 40.5, 46.5, 50.5, 172, 198, 218
• Other : Hydrogeneration on 8kW and 16kW models. ELECTRINE also makes batteries customized for the motors
• Country of Manufacture : Korea
• Price (MSRP): N/A

EP Technologies

»» ep technologies 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 a range of saildrives. Their Electric Turnable Saildrive offers 360-degree rotation, the key advantage being that no additional thruster is required behind the boat. Other saildrives (SD-25, SD-60, SD-15) have a fixed lower unit. All saildrives are include a complete system utilizing batteries designed and built by EP Technologies.

EP Technologies Turnable Saildrive

• kW : 25 – 60
• Voltage (VDC): 100 – 800
• RPM : 500 – 2000
• Other : 360° Rotatable, Electric servo motor, Joystick Control
• Country of Manufacture : Denmark
• Price : Contact EP Technologies

EP Technologies Saildrives: SD-25, SD-50, SD-15

• kW : SD-25: SD-60: 25, 39, 60, SD-15: 65, 95
• Voltage (VDC): SD-25: 48, SD-60: 100 – 800, SD-15: 400 – 800
• RPM : SD-25: 1000 – 2000, SD-60: 500 – 2000, SD-15: 500 – 2000

ePropulsion

»» epropulsion website.

ePropulsion was  founded in 2012 by three engineers from the Hong Kong University of Science and Technology (HKUST).  The company continues to have a strong engineering culture where each engineer is individually responsible for creating as much value for users as possible. ePropulsion offer two pod models based on their outboards: the 1kW Spirit and 3kW Navy.

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

ePropulsion Pod Drive Evo 1.0 , 3.0, 6.0

• kW : 1, 3, 6 • Voltage : 40.7, 48 • Current : 25A, 62.5A • HP : 3, 6, 9.9 Static Thrust : 71, 132.6
• Weight (kg) : (Including integrated battery) 14.1, 15.6
• Propeller/RPM : Spirit: 2 blade, 28 × 14.7 cm (11′ × 5.8″), Navy: 2 blade, 26 × 17.1 cm (10.2″ × 6.7″), RPM: Spirit 1200, Navy 2300
• Other : Hydrogeneration, Includes battery and wireless remote controller (cable option also), Spirit has 1.1 kWh lithium battery, Navy has 3.0 kWh
• Country of Manufacture : Hong Kong/China

»» 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. There are 5 pod models available in both fixed pod and steerable pod configuration. All of these are equipped with the ruddershaft, tube and steering lever. There are also 4 models of high torque pods available only in fixed pod format.

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

E-TECH 4 POD, 7 POD, 10 POD, 15 POD, 20 POD Link to Fixed Pod Motors • Link to Steerable Pod Motors Download .pdf brochure

• kW : 4.3, 7.5, 10.9, 16.6, 19.5 • Voltage : 48, 48, 48, 72, 96 • HP : ≈ 6, 10, 15, 22, 27 • RPM : 1350, 1350, 1470, 2240, 2200
• Motor Type : Brushless PMDC • water cooled
• Other :  Includes controller, display with battery monitor, joystick (side- or top mounting), 2m steering cable, 5m connecting cables between controller and steering position (standard 5 meter).
• Country of Manufacture : Poland

The four High Torque E-TECH PODH engines are designed for those applications where a very high torque is needed.

E-Tech High Torque PODH: 13 POD, 18 POD, 23 POD, 35 POD Download .pdf brochure

• kW : 11.9, 16.7, 21.5, 33.7 • Voltage : 48, 72, 96, 144 • HP : ≈ 16, 23, 29, 45 • RPM : 760, 1140, 1520, 2500

Fischer Panda

»» Fischer Panda

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.

Fischer Panda 48V Underwater Drive System (Easybox) Download .pdf brochure

• kW : 3.8 – 20.0 • Voltage : 48 • Current : N/A • HP : 5 – 25
• Motor Type : Brushless Permanent Magnet (PMAC)
• Weight (kg) : 18.7 – 120
• Propeller/RPM/Torque : Propeller not included • RPM : 600 – 2500 Torque (nM) : 28 – 320
• Other :  Includes: Fischer Panda EasyBox control unit, control panel, throttle Options: Propeller, propeller protector, battery bank, charger, shore power connection.  
• Country of Manufacture : Germany

Fischer Panda EasyBox HV High Voltage System Fischer Panda Download Centre

• Recommended Boat Size: <40 tons
• kW : 50, 80, 100 • Voltage : 360 – 420 • Current : N/A • HP : 65 – 125
• Weight (kg) : 42
• Propeller/RPM/Torque : 5 blade fixed • RPM : 1200 / 1900 Torque (nM) : 398 – 400
• Other :  These motors are generally designed for use by small public transportation ferries, commercial working vessels and privately owned leisure yachts. Systems should be customized.

»» Gardenergyy website

Gardenergy is an Italian company established to offer ‘a simple and reliable product featuring cutting-edge technology’. They use the same motors in a variety of ways, cleverly configuring them for outboard, inboard shaft drives, and either fixed pods or steerable pods.

Gardenergy Pod

To see options and download .pdf brochures, go the Gardenergy site and click on ‘Links’. A pop up will appear with options. There is also an option for price list and a Configurator which can help with system assembly and pricing.

There are five Gardenergy pods with power input of: 2kW, 4.3 kw, 6kW, 8kw, 10kW. They are available as fixed or steerable pods.

• kW : 2, 4.3, 6, 8, 10 • Voltage : 48 except for 2kW which is 24V • Current : N/A • HP : 2.5, 5.5, 7.5, 10, 13
• Motor Type : PMAC
• Propeller/RPM/Torque : 3 blade fixed, folding available • RPM : 2kW: N/A, 4.3kW: 1450, 6kw: 1600, 8kW: 1750, 10kW: 1950
• Country of Manufacture : Italy
• Price (MSRP): Download MSRP Price List $US 3,975 – 6,625

»» 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 probably offer the widest range of sailpods and saildrives on this page with everything from small .5kW steerable pods to electrically rotatable saildrives with power up to 30kW.

An explanation about the Kräutler section of this guide: The Kräutler fixed pods are available with AC motors (ACV) or DC motors (GPV). The AC are for smaller boats. They also come in two different configurations: fixed propeller and folding propeller. In the interests of making this page shorter, we have divided them in to the motor types for the written descriptions but have shown you the fixed and folding options in the images. In the table each of the motors has a separate listing. NOTE: The GPV motors are only suitable for short use in salt water.

Krautler Submersible Flange Motor Pods with D C motors Download .pdf brochure

• MOTOR TYPE: GPV
• Recommended Boat Size: <1.9 tons
• kW : 0.5, 0.8, 1.6, 2.2 • Voltage : 24 except for 2.2kW which is 36V • Current : 21, 34, 67, 61 • HP : 0.5, 1.0, 1.8, 2.5
• Motor Type : GPV: DC motor with permanent magnets, continuous control 
• Weight (kg) : 14, 15, 20, 20
• Propeller/RPM/Torque : 3 blade fixed or folding (see intro note above) • RPM : N/A • Torque : N/A
• Other :  ATTENTION: GP motors are only suitable for short use in salt water. Includes: Motor, bracket, electric regulation system, throttle, status display monitor, battery monitor, cables, battery master switcher & fuse, propeller, anode. Operating efficiency 85%
• Price (MSRP):

Krautler Submersible Flange Motor Pods with AC Motors Download .pdf brochure

• MOTOR TYPE: ACV
• Recommended Boat Size: <10 tons
• kW : 1.8, 2.0, 4, 8, 10 • Voltage : 24 (1.8, 2.0kW) 48 (4, 8, 10kw) • Current : 100, 107, 104, 202, 250 • HP : 2.3, 2.5, 5, 10, 13
• Motor Type : ACV: AC brushless three phase asynchronous motor  
• Weight (kg) : 21, 29, 29, 40, 50
• Other :  Includes: Motor, bracket, electric regulation system, throttle, status display monitor, battery monitor, cables, battery master switcher & fuse, propeller, anode. Operating efficiency 75% – 83%

Krautler Submersible Pod with Tiller Handle Download .pdf brochure

• MOTOR TYPE: ACV or GP
• Recommended Boat Size: Sailboat: <10 tons, Powerboat: <6 tons
• kW : 0.5 – 10 • Voltage : 24, 48 • Current : 21 – 250 • HP : 0.5 – 13
• Motor Type : ACV: AC brushless three phase asynchronous motor • GP:  permanent magnet with continuous control 
• Weight (kg) : 15 – 54
• Propeller/RPM/Torque : 3 blade fixed • RPM : N/A • Torque : N/A
• Other :  Includes: Motor, bracket, electric regulation system, throttle, status display monitor, battery monitor, cables, battery master switcher & fuse, propeller, anode. Tubes/diaphragms available for installation. Standard shaft length: 450mm. Operating efficiency 75% – 85%

Krautler Saildrive Compact Download .pdf brochure

• Recommended Boat Size: <4 tons
• kW : 2.0, 3.0, 4.0 • Voltage : 24, 36, 48 • Current : 104, 100, 99 – 250 • HP : 0.5 – 13
• Motor Type : AC brushless three phase asynchronous motor with continuous control 
• Weight (kg) : 42, 42, 42,
• Propeller/RPM/Torque : Propeller not included • RPM : N/A • Torque : N/A
• Other :  ATTENTION: SDK drives are only suitable for short use in salt water. Includes: Motor, saildrive gear, base plate for lamination (depending on motor size), electric regulation system, throttle, status display monitor, battery monitor, cables, battery master switcher & fuse. Operating efficiency 80%, 83%, 84%

Krautler Saildrive Fixed Download .pdf brochure

• Recommended Boat Size: Sailboat: <30 tons, Powerboat <12 tons
• kW : 2.5 – 30.0 • Voltage : 24 – 144 • Current : 104 – 370 • HP : 3.5 – 40
• Motor Type : AC brushless three phase asynchronous motor with continuous control. MOTORS 15.0 – 30.0kW are water cooled.
• Weight (kg) : 45 – 91
• Other :  ATTENTION: Water cooled drives are only useable in seawater with 2-circle water cooling. ATTENTION: SDK drives are only suitable for short use in salt water. Includes: Motor, saildrive gear, base plate for lamination (depending on motor size), electric regulation system, throttle, status display monitor, battery monitor, cables, battery master switcher & fuse. Operating efficiency 85% – 88%

Krautler Saildrive Mechanical Rotatable: 2 x 45° Download .pdf brochure

All of the Krautler motors with specs shown in the fixed saildrives above can be installed with a mechanical rotatable option shown here or electric rotatable option shown below. The Sail-Drive is supplied with a fiberglass foundation base, which can be laminated to the hull (depending on motor size). For existing Volvo and Yanmar foundations the Sail-Drive is equipped with an adapter plate and can be screwed directly on the existing foundation.

Krautler Saildrive Electric Rotable: 2 x 90° or 360° Download .pdf brochure

All of the Krautler motors with specs shown in the fixed saildrives above can be installed with an electric rotatable option shown here. The Sail-Drive is supplied with a fiberglass foundation base, which can be laminated to the hull (depending on motor size). For existing Volvo and Yanmar foundations the Sail-Drive is equipped with an adapter plate and can be screwed directly on the existing foundation. The electrical rotating mechanism includes an actuating drive with gearbox, electric regulation system for the drive, a steering lever and display.monitor indicating propeller position

»» Navigaflex website

The innovative Navigaflex motor has a Patent Pending design in which the motor itself retracts and pivots and can attached to the boat as an outboard or inboard motor. The motor is made with a minimum of parts, a light construction and is adaptable to all boat hulls. The standard motor can also be ordered with a “booster” to double the power for up to 2 minutes.

Navigaflex Motor

• Recommended Boat Size:  2 tons / 8m – 16 tons / 18m kW : 6kW, 8kW, 10kw, 15KW • Voltage : 48 (nominal) • HP : 8, 11, 13.5, 20
• Motor Type : Brushless Permanent Magnet (PMAC) • Water cooled (10kW and 15KW)
• Weight (kg) : 54 (4KW) – 68 (15KW)
• Propeller/RPM : 2 blade fixed •  RPM : N/A
• Other : Retractable motor, Option to regenerate the current under sails, Digital motor controller with touch screen and mobile phone connected remotely.
• Country of Manufacture : Switzerland
• Price : $US 8,000 – 16,000

»» Oceanvolt website

Oceanvolt is one of the best known names in saildrives and its ServoProp regenerating system is regarded as one of the first and best. It is difficult to provide full information about their systems because their website encourages customers to provide information for customized solutions. These are some basics

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

Oceanvolt SD Saildrive See more detailed information

• Recommended Boat Size:  < 80 ft / 25m
• kW : 6, 8, 10, 15 • Voltage : 48 • HP : 8, 11, 13.5, 20
• Motor Type : Synchronous permanent magnet • Closed circulation liquid cooling provides cooling and lubrication
• Weight (kg) : 42.5, 42., 46.5, 46.5
• Propeller/RPM : Propeller not included •  RPM : 2200 • Gear Reduction Ratio : 1.93: 1
• Other : Includes: Battery communication kit, hydrogeneration feature • Sold separately: Batteries, Charger, Propeller • Sail Drive with 1.93:1 reduction. Closed circulation liquid cooling provides cooling and lubrication. 10kW and 15kW systems include 15.2kWh Li-ion battery bank, charger
• Country of Manufacture : Finland
• Price : $US 13,500 – 45,000

Oceanvolt Servoprop Saildrive

The Oceanvolt ServoProp is a patented variable pitch sail drive that ‘combines a high efficiency sail drive with the most powerful hydro generator on the market’. Unique feature 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. The blades are designed to give the system maximum efficiency in forward, reverse and regeneration. With the blades set to the neutral sailing position, the propeller creates extremely low drag similar to the drag of a feathering propeller. ServoProp is capable of generating more than 1 kW at 7-8 knots & 3 kW at 11-12 knots.

»» Piktronik website

Piktronik is an Austrian-Slovenian company working on the research, development and production of components for electrical vehicles (EV) and boats. Their pods are available in a variety of configurations that vary by the power output. We have noted that below. They also sell motors as complete systems with batteries and chargers.

Piktronik UWM1 – UMW10 On arriving at the linked page, there are links for each motor to download more information

• kW : 1, 2, 5, 6.5, 10 • Voltage : 16, 17, 30, 30, 30 • Current : 50, 92, 120, 150, 200 • HP : 1.4, 2.7, 6.8, 8.8, 13.6
• Motor Type : PMSM (permanent-magnet synchronous)
• Weight (kg) : 18, 23, 25, 51, 95
• Propeller/RPM/Torque : 2 blade fixed – 4 blade fixed • RPM : 1100, 1200, 1850, 1200, 1000 • Torque (nM) : 7, 14, 27, 51, 95
• Other :  Aside from the complete system detailed below the motors alone come in different configurations: 1kW and 2kW: steerable pod or fixed pod, 5kW: steerable pod, fixed pod, transom mount, 6.5kW: steerable pod or transom mount, 10kW: steerable pod or transom mount
• Country of Manufacture : Slovenia

Piktronik SYS Systems 1kW – 10kW On arriving at the linked page, there are links for each motor to download more information

Piktronic sells their motors in complete system kits for each of the motor sizes detailed above. Complete system includes: motor, motor controller, display monitor, cables, siwthces, fuses, battery charger, remote comtrol, steering arm, installation tube, tiller handle, propeller

Rim Drive Technology

Click here to view RIM Drive Technology motors for sale in the Plugboats Marketplace

»» Rim Drive Technology website

Rim Drive technology is a Netherlands company with a line of rim motors in which the propeller blades are affixed to a rim rather than a central hub. There are no wearing parts within the motor and much reduced chance of weeds or other debris snagging or clogging. The motors are available as outboards, pods, azimuths and thrusters. The company offers complete systems or standalone batteries, controllers, monitors and other accessories. The pods in the Guide are sorted as 24V, 48V and 48V+. All pods are available with extended shaft options to reduce hull effects on the rim drive water flow for quieter and smoother operation.

24V Pods POD 3.0, POD 5.0

• kW : 3.0, 5.0 •  Voltage : 24 •  HP : 6.5, 11.0 • Thrust (kg) : – 31, 62
• Battery : Sold separately, recommended LiFePO4 available from Rim Drive
• Running Time : Suggested 4-5 hours with recommended Rim Drive battery pack
• Shaft Length (cm) : N/A extended shaft length available
• Propeller Diameter (mm) : 86, 133
• Weight (motor only) (kg) : 3.5, 5.0
• Other : One year warranty for non-commercial use, Completely waterproof (IP68), Efficiency 90+, Includes 2m cable set
• Price : €3,340, €4,000

48V Pods: 5 motors POD 0.5, POD 3.0, POD 5.0, POD 11.0, POD 15.0

• kW : 0.5, 3.0, 5.0, 9, 11, 16 •  Voltage : 48 •  HP : 1, 6.5, 10, 20, 28 • Thrust (kg) : – 7, 31, 62, 156, 250
• Running Time : Up to 7 hours with suggested Rim Drive battery pack
• Propeller Diameter (mm) : 65, 86, 133, 212, 341
• Weight (motor only) (kg) : 2.5, 3.5, 5.0, 14.0, 70.0
• Price : €3,300, €3,400, €4,000, €6,850, €18,000

96V, 110V, 400V Pods POD 25.0, POD 30.0, POD 50.0

• kW : 25, 30, 50 •  Voltage : 96, 110, 400 •  HP : 42, 52, 74 • Thrust (kg) : – 380, 400, 750
• Running Time : Average 3 hours with suggested Rim Drive battery pack
• Propeller Diameter (mm) : 341, 341, 341
• Weight (motor only) (kg) : 70, 70, 75
• Price : €25,000, €25,000, €48,000

Steerable Pods (8 models) Steerable POD 3.0, 5.0, 8.0, 11.0, 15.0, 25.0, 30.0, 50.0

• kW : 3, 5, 8, 11, 15, 25, 30, 50 •  Voltage : 48, 48, 48, 48, 48, 96, 110, 400-550 •  HP : 42, 52 • Thrust (kg) : 31, 62, 120, 156, 195, 350, 400, 750
• Weight (kg) : 21.5, 23, 32, 32, 37, 110, 110, 110
• Other : Rotatable up to 200 degrees, Waterproof hull passthrough, Stainless steel or glass fibre seal available, Salt water resistant (IP68), Motor controller included, Joystick, steering wheel or CAN controlled
• Price : €7,350, €8,225, €12,075, €12,375, €14,900, €31,995, €31,995, €55,500

»» SeaDrive website

SeaDrive is a Norwegian manufacturer that has an innovative approach to pods, saildrives and all electric boat motors for which they received a nomination for a 2019 DAME Award. The concept is that the basic motors can be configured: fixed pods, steerable pod, a saildrive or lift-up azimuth side pod – also with the ability to have the propellers arranged for push propulsion or pull propulsion.  There are also regenerative versions available. The pod motor systems come in three power ratings: 7.5, 15 and 30.

SeaDrive Modular Pods/Saildrives/Lift-Up Azimuths

• kW : 5-7.5, 10-15, 20-30 • Voltage : 48, 96, 144 • Current : NA • HP : 7.5, 15, 32 • Static Thrust: 90, 160, 300
• Weight (kg) : Motor Weight: Aluminum: 20, Bronze 23. Total Weight differs by configuration
• Propeller/RPM/Torque : Fixed or folding • RPM : N/A • Torque N/A
• Other :  re-generative versions and TABLET/PC control.
• Country of Manufacture : Norway

»» TEMA website

TEMA is a Croatian company that makes highly regarded electric motors that can be purchased alone or in systems for marine, industrial and power generation applications. Their saildrive system uses their SPM132 series of very efficient compact permanent magnet motors. The motors operate on either DC or AC voltages and can be powered from battery systems (48 96Vdc) or generators.

TEMA SYS Systems 1kW – 10kW Download .pdf of Systems configuration Download .pdf of SPM Motors

• kW : For each of their models TEMA has dual figures – kW output at 1800/3600 RPM. The 5 models range in listed power from 12/19kW to 35/57kW • Voltage : There 48 and 96 Voltage availble for all models. • Current : 50, 92, 120, 150, 200 • HP : At 1800/3600 RPM they range from 25/39 to 47/76
• Motor Type : PMAC (Permanent Magnet AC), PMS (Permanent Magnet Synchronous) • Air cooled
• Weight (kg) : 73, 93, 110, 130, 148
• Propeller/RPM/Torque : Propeller not supplied • RPM : 1800/3600 across all motors • Torque (nM) : Maximum: 70, 111, 145, 178, 205
• Other :  Includes all components: e-motor, motor controller, saildrive, marine throttle, display, plug and play wiring. Efficiency: 95%.
• Country of Manufacture : Croatia

»» 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 company offers trolling motors, inboards, outboards and pod motors and works with BMW’s battery division as well as partnering with many of the world’s premier boat designers and manufacturers. It may be useful to download the full Torqeedo Catalogue

Torqeedo Cruze FP Pod 2.0 – 4.0 Operating instruction .pdfs can be downloaded from link above

• kW : 2, 4 • Voltage : 2kW: 24, 4kW: 48 • Current : N/A • HP : 6, 9.9 • Static Thrust 155 lbs, 189 lbs
• Motor Type : Brushless External Rotor Motors with Rare-earth Magnets • Operating efficiency 56%.
• Weight (kg) : 15.4, 15.8 Propeller/RPM/Torque : 3 blade fixed or folding • RPM : 1300
• Other :  GPS on-board computer & display: Real-time speed, input power. Operates with lithium or AGM/lead-gel batteries, exact battery status and remaining range available when using Torqeedo battery. Emergency magnetic kill switch.
• Price (MSRP): $US 4,549, 4,999

Torqeedo Cruze FP Pod 10.0 Operating instruction .pdfs can be downloaded from link above

• Recommended Boat Size: <10 tons kW : 10 • Voltage : 48 • Current : N/A • HP : 20 • Static Thrust ≤ 405 lbs
• Weight (kg) : 33.5
• Propeller/RPM/Torque : 5 blade fixed or folding • RPM : 1400
• Other :  Includes: Remote throttle, integrated on-board computer with GPS-based range calculation, 70 mm² cable set (3 m) including fuse and main switch, plug connector. 2 year warranty.
• Price (MSRP): $8,999

Torqeedo Cruze FP Saildrive 10.0 Operating instruction .pdfs can be downloaded from link above

• kW : 10 • Voltage : 48 • Current : N/A • HP : 20 • Static Thrust ≤ 405 lbs
• Weight (kg) : 37

Torqeedo Deep Blue 25 Saildrive

• Recommended Boat Size: <50 tons
• kW : 25 continuous, 33 peak • Voltage : 345 • Current : N/A • HP : 40 • Static Thrust ≤ 405 lbs
• Motor Type : Brushless External Rotor Motors with Rare-earth Magnets • Operating efficiency 55%.
• Weight (kg) : 125, 314 total system including 1 battery
• Propeller/RPM : Propeller : not included • RPM : 1200
• Price (MSRP): On Request with requirements input

Table: Searchable and Sortable

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Practical Boat Owner

• Digital edition

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

• Ed Phillips
• April 5, 2022

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

Electricity is generated by the engine hydrogeneration system when sailing

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

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

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

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

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

Article continues below…

Electric inboard boat motors: 3 yacht owners explain why they made the switch

Just a few years ago there were perhaps half-a-dozen manufacturers making electric outboards. Now there are nearly 40. We covered…

How to convert a classic motorboat to electric power – Ask the experts

Jon Wallsgrove of Sunbury on Thames asks: “Under restoration is my classic 1946 Thames launch that I’d like to convert…

How to choose the right electric outboard engine

Marine electrician Jamie Marley explains what you should look out for when choosing an electric outboard engine for your type…

Leap of faith

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

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

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

ePropulsion pod drive 6.0 Evo 1

The 40 year old Bukh engine before removal

Out with the old

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

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

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

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

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

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

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

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

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

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

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

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

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

In with the new

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

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

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

Feeding the cabling through the hull from pod to battery

Shaping the mounting plate to the contour of the hull

Testing the pod’s position before securing it

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

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

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

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

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

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

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

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

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

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

12V leisure system

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

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

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

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

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

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

Wind generation

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

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

Skylark on her mooring in Chichester Harbour

Solar generation

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

Tenders and paddleboards

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

Tender has an electric outboard engine too

Electric sailboat experience

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

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

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

Silent motoring under engine catches others unawares

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

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

Electric sailboat conversion costs

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

Bukh annual running costs

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

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

Electric sailboat running costs

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

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

Electric sailboat liveaboards

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

Electrical power is generated while sailing

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

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

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

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

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

Electric sailboat conversion: What we learned

Switching to lithium.

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

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

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

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

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We've long had an interest in electric propulsion for Marine applications and have been dabbling over the years with electric drive concepts for Kayaks, Paddleboards, Canoes, and Rowboats. After all, these mostly human powered vessels can see all the same benefits that electric assist brings about for cyclists and ebikes. And just like with ebikes, all it takes is a few hundred watts to make a world of difference in the experience when paddling against currents, waves, and winds.

But a personal project to overhaul a Yanmar diesel engine on our CAL25 sailboat convinced us that that we could play a more immediate and ecologically significant role making retrofit kits for the sailboat market. There are countless vessels already in the water with aging diesel engines, and owners who are keen experience sailing without the noisy rumble and stenchy fumes. Plus an electric sailboat doesn't need a massive battery with the perk of wind propulsion, so the economics is more viable than other large watercraft. Once we realized that our own All Axle hub motor had exactly the necessary torque output to spin typical sailboat propellers without any gear reduction, adapting it for Marine drives became a 2nd calling, and in late 2020 we decided to make this a full pursuit.

Unlike almost all other sailboat motor systems, the Grin Drive is an outrunner motor that requires no gear reduction to the propeller shaft. It is already optimized to give maximum efficiency as a directly coupled motor.

• Super Light Weight : Our 5kW motor is just 4kg (9lb), while the 8kW model is 6kg (13lb).
• No Gear Loss : The simplicity of not having timing belt, pulley, or gearbox means fewer possible wear points and better freewheeling efficiency.
• Versatile Mounting : Our use of 80-20 aluminum extrusion tubes for the mount provides a flexible platform for securing and aligning the motor to the existing engine stringers in the boat. We supply a tube extrusion that clamps directly to 1" or 25mm propeller shafts.
• Regeneration : The direct drive system is very well suited to capturing regen from the propeller, as there is less static loss to spin the shaft.
• Open Standards : The system can be purchased as a motor only, or as a motor with an ASI controller but with no battery, or with a 48V or 72V LiFePO4 battery packs as well. You are free to use 3rd party batteries, and 3rd party controllers, and have infinite upgrade capabilities down the road.

Boat Compatibility

Our target for this project is sailboats from 24 to 36 feet in length that have an inboard diesel engine with a straight shaft drive going out a stern tube. The kit will not be very useful on sailboats that are designed exclusively for an outboard motor or which have a geared saildrive type of inboard engine. 

Motor Models

We currently have 3 versions of this Marine Motor, a 27mm wide 5kW model in either 20 rpm/V or 30 rpm/V winding constant, and a larger 45mm wide 8kW motor that is only available in a 21 rpm/V wind.

A faster wind motor (like 30 rpm/V) allows for high shaft RPM's at lower voltages, but it also requires a higher current motor controller to achieve the same torque output. In general we have seen that most marine diesel engines run at about 3000 rpm, and are supplied on boats with either a ~2:1 gear reduction or a ~3:1 gear reduction. Those with a 3:1 gear reduction have a ~1000 rpm shaft, while those with a 2:1 reduction have a faster 1500 rpm shaft and a correspondingly lower pitch propeller. The table below shows the recommended motor model, controller size, and battery voltage combination we'd suggest for a given boat setup. 

When the motors are spinning at just 1000 rpm, their maximum power capability is proportionally reduced as well, so the 5kW models is more like 3.5kW, while the 8kW model will max out at more like 5kW. If this is a concern in any given installation, then it can be resolved by changing to a lower pitch propeller to run at higher shaft speeds.

48V or 72V?

The motor controllers are all 72V compatible and you will have less phase current and controller heating using the slower motors at 72V than the faster wind motors at 48V. So as engineers trying to optimize things we want to say that 72V is the way to go at these power levels.

However, 48V is a much more common voltage bus for electric marine systems and is also below the 60V max that ABYC specifies for low voltage DC electrical hookups without getting into high voltage territory. There are also many more marine chargers and accessories (inverters, lights etc.) designed to run off 48V than off 72V.

Batteries and Battery Capacity

One thing we have learned both with ebikes and with eboats is that you can never have too much battery capacity. The more energy on board, the more at ease you can be about having sufficient reserve for whatever planned or unplanned events come up. We feel that many electric boat projects skimp out in this regard and often have like 6-8 kWhr battery banks. That is enough for short trips and certainly gets you in and out of harbour with lots to spare, but it won't do much at all if you have a day to travel with unfavorable winds.

In our initial installation we had 18 kWhr of battery capacity, but had a few longer trips where this was barely sufficient. Upgrading to 24 kWhr plus a solar charging array finally hit the sweet spot for us.

Unfortunately large lithium batteries are expensive. LiFePO4 batteries for marine use normally retail for $600-$1000 per kWhr. In order to facilitate the battery sourcing we have brought in a supply of budget priced 1.7 kWhr LiFePO4 packs made from 33650 cylindrical cells, in both 48V 36Ah and 72V 24Ah nominal sizes. These have 100A BMS circuits and are terminated with dual Anderson SB50 ports for easy parallel connection. But they are not encased in a full waterproof plastic or metal enclosure like commercial batteries and that aspect of mechanical protection is left for the user.

It’s no dream electric propulsion options available for most vessels.

What do we do?

The simple answer to this is that we educate people about converting gas-powered boats and yachts into electric powered boats and yachts . We even sell a few “plug and play” options that we’ve sourced specifically to make your conversion easier.

But it doesn’t end there…our organization isn’t just about electric boating and yachting, ultimately we want to bring forward the reality of cleaner alternative energies into everyday living.

Just as Tesla Motors has done for the automotive industry and Zero Motorcycles has done for the motorcycle industry, we believe we can do this for the boating community.

Good question but an easy one for us to answer. At Bluefin we back our words with action by converting our very own gas-powered yachts into fully electric seagoing vessels .

We’ve already done it once with “ The Original Bluefin ” and we have done it again. You can even watch our progress by following our blog .

They said it couldn’t be done Electric cabin cruiser Hold MY Beer

56 thoughts on “It’s no dream electric propulsion options available for most vessels.”

Looking for info on electric outboards. Availability? 3hp+/- Torqueedo?

Yes, we are a Torqeedo dealer and have test drives available for many outboards.

Hello I have a 48 ft Chris craft at moment it has two 496 in gas of coarse. What size electric motors do I need sir I’m not sure .

we do not have a replacement for a 496 if you would like to cruise at hull speed only we have a few solutions available

Hello, I am looking to converting my boat. How would I go about hiring your company for this project?

Hi Sydney, just give us a call at 604-786-6652

I’m looking to convert a 350 gas powered cabin cruiser to electric. I only need enough power to reach hull speed…not planing speed.

I’m thinking 15 hp 11kw 72 volt maybe 5 or 600ah.

I’m I on the right path?

Yes, that all sounds good what sort of budget are you working with.

I want to repower a 25 ft cabin cruiser with electric motor. The boat has a deep vee hull and weighs roughly 3 tons. I only want enough power to cruise at displacement speed.

How many horsepower motor will I need and will I have to change the prop? Will I need to reduce motor speed with pulleys and belt?

Our kits are designed for each vessel with reduction gears to match the propellors and boat

considering purchasing a searay amberjack 27 or 29 foot and converting it over to Electric

Legs on those units use more power than you store for any distance at speed.

Looking to turn my powerboat into electric, it’s a 1993 powerquest 257 with a mercury 502 and bravo 1 out drive. What would a 150kw motor and battery set up roughly cost with installation?

I am interested in learning more about converting my 29′ sailboat from diesel to electric. However, I live in Ontario, do you have agents or affiliates here?

any boat yard can complete the work

I’d like to follow. I have a sea ray 340 I’d like to consider converting.

unless you have a very large budget there is no comparable.

I have a Mercator Offshore Mk.II 30 ft sloop that I want to convert to electric motor auxiliary. Current auxiliary engine is a 25 hp Volvo Penta MD2B diesel.

we have an inboard Lynch motor that will push your boat along just fine.

I think it’s amazing what you are doing, and a huge opportunity here.

I was wondering if you might be able to help me? I have a 2003 sea Doo islandia I would like to convert to electric.

no room for batteries

Looking to convert an 18 foot I/O Regal over to electric. It is a 1986 hull and powertrain. The outdrive is a Mercruiser Alpha 1 drive. Any information would be a help.

no outdrive solutions shaft drive only

Do you have a 454 conversation kit

sorry that is only available in the $$$$$ 150000-25000 range and only offers very little range at full speed.

Looking for best option for my busy tender / short ship to shore use twice daily , Carib C10 rhib and 2 adults Ideally w/ solar charge capability also

we can set you up with the travel 1103 and a solar panel to keep the battery topped up.

We are given thought to convert this oldie but a goodie to electric, but I’d love to hear what the experts think about viability and cost. Here’s what we are looking at — or something like it.

Sorry, meant to say: https://www.northpointyachtsales.com/Pre-owned-Inventory-1983-Cheer-Men-Boat-PT-41-Rock-Hall-MD-13041776?ref=list

Hi Rik, yes, these beautiful launches deserve a second quiet life on the water, would need to thow what speed and range you are looking for, unlike a car boats are always going up a very steep hill.

Interested in converting my 1979 36ft Uniflite double cabin from diesel to electric starting with the starboard side first . I currently have two catapillar 3208 diesel engines for propulsion . I would like to inquire on the cost of a complete plug and play electric propulsion system .

What are your distance and speed requirements Ken?

Speed eight to 12 knots and range as much as I can get you show me different options .

I currently have two catapillar 3208 diesel engines with a total of 420 horsepower

Similar project, I have Cat 3406’s. What did you find for electric conversion? jpack29 at Y..h.o.o

sorry we do not have any 400 hp options that are viable solutions slow down to 5-6 knots and install a 600 A/H lithium bank and you will be cruising for 4-5 hours

Looking for an Electric boat kit for a 1985 Thompson 24 ft Current motor 5.0 L Mercruser with alpha drive duel control (cabin fly bridge) So, about 145 KW Electric and match to alpha drive. Price?

Ahoy Frank, Sorry this is not a project that works well. initial investment in the 100-150k for a couple hours planing at best.

$$$$$$$ no kit available for this application.

Good day . I am interested in converting my Mercruiser 3.0 litre I/O to electric . It is in a 22″ pontoon boat . If possible would like to know estimated cost of all components . Thx in advance Peter

I have a 60 foot sumerset houseboat with twin 3 liter mercruisers. We are on a lake and we never run for more than an hour and a half to possibly two hours. Is switching to electric even possible? Speed, of course is not an issue.

Thank you..

I have a hison 10 foot mini jet boat, im intreted in doing a electric conversion. Boat wieghts about 300 pounds and id love to do 100mph but thhat might exceed my price range, also run time, looking for options other then gutting a seadoo..

no room for batteries all that speed use up the best battery bank in about a 1/4 mile

i have twin 318’s in our 1973 Trojan F32 woul like to go all electric is this even possible

Yes if you like cruising at 5-6 knots we have an affordable solution 20-25k if you want to cruise faster the pricing starts at $150,000

What about converting a2009 Maxum 3100 se with twin 5.0 litre with axius (joystick)

not enough room for batteries to run more than an hour

Can you convert a 135 hP bow rider ski boat.1990 great condition? What’s the anticipated cost?

I have a 2008 gas powered boat with 350’s in it. My thoughts were to convert to an electric motor, but instead have 2 generators creating the power for each electric motor instead of 2 full size engines sucking up gas. Figure this would be a much more efficient way to create a generator/electric type power system, but I’m having a hard time understanding if a gen can even produce enough power to push the electric motors. Even if a 7kw gen is 100% dedicated to each motors. I’d basically have 3 gens on board, with 1 of them running the house, then the other 2 running each electric motor?

Thoughts???

if you are looking for the same performance your budget would need to be six figures.

Hello I have a 2000 20ft Weldcraft aluminum jet drive V-8 350 gas engine. This boat is set up for fishing. I would like to convert to electric. I would like to be able to go out in the ocean for a 10 mile round trip with trolling for a 4 hour period. As well as 6 hour river trips that would require intermittent power and drift periods with less power. Please let me n ow if this is a fit for a project. Thanks Robert

HI Robert, all your trolling needs can be covered by electric.

Looking for a HP rating or comparison for a ICE engine to a electric engine

I have a 80s crusader 454 engine on a 35 foot wooden trawler.

What size electric motor is comparable I think it’s about 300HP

Hi Derek, no 300 hp for electric boats without a six figure budget. if you would like to cruise around at 5-6 knots we can help.

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• • Close Close Close Close Owner Scott Ruck Location Alameda- California US Web/Email WebPage Vehicle Converted 1972 Johnson 125 outboard powering a 1973 Super Sidewinder 16 (16 feet) Motor D&D Motor Systems- Inc. Separately Excited DC Controller Sevcon PowerpaK Batteries 24 GBS LFMP100AH- 3.20 Volt- Lithium Iron Phosphate System Voltage 72 Volts Charger Elite Power Solutions 72-10 DC/DC Converter Separate 12V battery for accessories. Instrumentation Elite Power Solutions BMS and Cycle Analyst Battery Monitor. Top Speed Top speed is 15 MPH (13 KTS)- measured by GPS. Range Operating time is from 15 min. at top speed (15 MPH) to 3 hrs. at cruise speed (5 MPH). See ruckmarine.com for performance data and a typical usage scenario. Seating Capacity 4 adults Additional Features The boat has been demonstrated pulling an adult (190 lbs.) wakeboarder on multiple successive runs. See ruckmarine.com for video. Contact Scott if you are interested in acquiring an electric sportboat or converting an existing boat. Based in Hopkins, Go-Float boats garnered their some of their first brand exposure on and around Lake Minnetonka. Go-Float has signed four new U.S. dealers and one Israeli resort to sell the company’s electric boat motors , the company announced Wednesday. The additional dealers are part of growing success the company credits in part to this year’s outboard electric motors boats shows. Prior to the shows, it introduced four new models for 2012 with prices below $5,000. Its production team has doubled in size and expects to quadruple in 2012. “Our boat show results for the  outboard electric motors  have been better than expected. We are signing new dealers and those dealers report that they’ve sold  outboard electric motors  boats within days of receiving their first shipment,” a news release quoted Steve Hendrickson, Go-Float’s general manager. “Our vision of  outboard electric motors  boating is connecting with all types of people and we are thrilled to see the growing interest in Go-Float and our outboard electric motors .” Based in Hopkins, Go-Float electric outboard motors boats garnered their some of their first brand exposure on and around Lake Minnetonka. Go-Float launched to provide environmentally friendly watercraft to boaters by using electric boat motors . It initially offered just two models. The $1,995 SL1 resonated with those who wanted a slower, more-relaxing experience on the water, while the $9,495 RX1 could reach speeds up to 20 mph and was capable of pulling a water skier. The four 2012 models range from the $1,895 Ion with a top speed of 4 mph to the $16,995 Vector that can go up to 22 mph. When 5 th  District Rep. Keith Ellison visited the company in the middle of April, officials described a booming business that was in talks with companies in regions ranging from Scandinavia to the Mideast. MSD Well, it's not a sailing boat, but their hearts are in the right place. Duffy Down Under Pty Ltd is introducing a new Duffy Electric Boat model to Australia at the Sanctuary Cove International Boat Show 24-27 May in Berth D/E2 at the main marina.   This is the first time this electric boat motor  will be displayed at the boat show, which is one of the primary boating events in Asia Pacific. The electric boat motor were also seen last week on the television show The Great South East.  The Duffy 22 Cuddy Cabin is being formally introduced to the Australian market for the first time. This spacious model is the flagship of the Duffy fleet, which offers unrivaled elegance, performance and innovation. The 22 Cuddy is equipped with the Patented Power Rudder, for unparalleled maneuverability, turning within its own length. You will not find more space, charm or performance capability in any other electric boat motors  in the world. ( electric motor for boats , electric outboard motors for boats ) Duffy Boats are dominant in harbors, lakes, and protected areas around the globe. Clean and quiet this model can hold up to 12 adults making it ideal for family outings, romantic cruises, entertaining or just exploring the wonderful Australian waterways.  'Duffy Electric Boats aren’t just an electric outboard boat ,' explained Nitsa Kerr, Duffy Down Under’s general manager, 'they are a lifestyle. It’s like having your own limo on the water.' Each Duffy Electric Boat comes complete with full canopy top, full windowenclosures and a CD player with an iPod hookup. The electric boat motor  cruises an average of 75 kilometers between charges, and the batteries recharge overnight for less than a few dollars AUD.  Gordon Kerr, Duffy Down Under chief executive. 'Duffy Electric Boats are ideal because of their zero emissions. They work harmoniously in the Gold Coast Marine Park with its varied fish life, dolphins, turtles and whales. As an added bonus, the electric boat motor  is allowed in the Gold Coast areas where petrol-powered boats are forbidden.'  'In my 40 years in business travelling the world, I can tell you the Australian Gold Coast is perfect for our outboard electric motors . I firmly believe Duffy Electric Boats and the new Duffy 22 model will be ideal for those waterways,' noted Marshall 'Duffy' Duffield, company founder.  About Duffy Down Under Pty Ltd   Duffy Down Under is introducing Duffy Electric Boats to the Queensland marketplace by raising the profile and awareness of these unique outboards electric motors , which are available for sale and also for hire seven days a week (weather permitting). The company also offers catering in partnership with local restaurants as well as group events and theme events. The company is has two locations at Mariners Cove Marina, Shop 4, Main Beach, Gold Coast, Queensland 4217 and Marina Village, 39B The Promenade, Sanctuary Cove, Queensland 4212.  More at  duffydownunder.com.au   About the Duffy Electric Boat Company   Duffy Electric Boats, America’s largest electric boat motor  manufacturer, has been in  business since 1970. The company currently produces over eight different electric  boat motors models. Each Duffy model is constructed from the highest quality materials in a  company-owned factory located on over six acres in Adelanto, California. Duffy  electric boat motor are emissions-free and low-maintenance. ( electric motor for boats , electric outboard motors for boats ) by Duffy Down Under   MSD This article explains the basic features and benefits regarding the latest developments in lithium ion battery technology which are now available for use with electric boat motors . Up to the present time the electric boat motor owner has only had available one type of battery chemistry to provide propulsive power for their electric boat motor no matter whether the electric boat is an inboard or outboard motor. This battery type is of course the lead acid battery. There are two main variations to the lead acid battery depending upon its specific application.  Broadly speaking the lead acid engine start or "cranking battery" in its intended application is designed to provide a short, high power burst of electrical current to crank over either a petrol or diesel engine while starting. The other main type of lead acid battery is the deep cycle or gel/AGM type which is used to provide sustained power for electrical devices and equipment over a long period. This is the type of battery which commonly provides house power on boats as well as presently being the most common type to power electric boat motors. Both types of lead acid batteries however have severe limitations.  Lead acid batteries are extremely heavy and while weight may not be an important factor for batteries in a stationary environment, for use in a motive application such as an electric boat motor , having to move (accelerate/decelerate) such a heavy dead weight does not make much common sense. In addition lead acid batteries contain nasty chemicals such as sulphuric acid and toxic heavy metals like lead which are potentially hazardous to the environment. Lead is a very heavy metal and for many years the search has been on to make a better battery that is also lighter in weight. Lithium is the logical choice since it is the lightest metal known to man. However in addition to being extremely light in weight, lithium is also extremely reactive and for this reason pure lithium metal is never found in nature.  Lithium metal is manufactured from lithium salts which are extracted through mining activities mainly from brine lakes. It can also be extracted from sea water. Lithium ion batteries have been available for several years for many consumer applications which most people would be familiar with. As with lead acid batteries, lithium ion batteries also are available in several chemistries, each having their particular good and bad points. The earliest lithium battery chemistries which became a commercial reality and which are still in use today for consumer items like mobile Lithium Iron Phosphate (LiFePO4)  Batteries for Electric Boats by Armin Pauza, EBAA business member Energy density comparison phones, notebook computer and camcorders etc. are cobalt oxide lithium ion batteries. Li-Co batteries have high energy densities but have the disadvantage that in large format applications and in cases where many separate cells are used which can potentially become unbalanced during several charge cycles, they can pose a dangerous risk of fire or explosion is a possibility. While these batteries are generally considered quite safe in small format applications such as for mobile phones and the like (generally one cell only is used therefore this is why the battery voltage of a typical mobile phone battery is 3.6 -3.7 volts) there could be disastrous consequences should a large lithium battery of this chemistry fitted to a boat catch fire. ( electric motor for boats In the mid 1990's Dr John B Goodenough and his research team from the University of Texas developed material used to make the Lithium Iron Phosphate battery (LiFePO4 for short). Dr Goodenough patented his invention and gave permission to Phostech Lithium/Hydro Quebec Canada to manufacture this material in commercial quantities for the production of LiFePO4 batteries which would be a superior replacement for lead acid batteries.  Unlike the hazardous nature of the earlier chemistry lithium battery types, lithium iron phosphate batteries are extremely stable and safe to use. This safety combined with their light weight has found wide use for these batteries for military applications and now for the emerging electric vehicle markets including electric boats. They are in fact even safer than lead acid batteries and do not suffer from some of the problems which are inherent to lead acid batteries such as, thermal runaway, sulphation when left in a discharged condition and high rates of self discharge if not used. Lead acid batteries generally have a life of only a few hundred deep charge cycles while a quality LiFePO4 battery can typically be charged in excess of 2000 times. ( electric motor for boats ) Though not as high in energy density as the earlier lithium battery types, the lithium iron phosphate battery still has a far higher energy density compared to the lead acid battery as can be seen from the graph on the left.   In recent years large format LiFePO4 batteries have been made to replace lead acid batteries and these batteries are now being widely used for  battery packs to power electric vehicles as well as hybrid electric cars. They are also being used in high power electric cordless power tools.  The benefits to the boat owner of a quality LiFePO4 battery are many.  Lithium iron phosphate batteries are a truly multi-application battery type so the one battery or battery bank can be used to provide propulsive power for the electric motor for boats /s as well as to supply all the electrical loads on a boat. Normally the electric motor requires a voltage of 36V, 48V or higher voltage while 12V is required for house power, radios, Lithium battery bank navigation lights, etc. In this case a suitable DC/DC converter should be used to provide the lower voltage from the higher voltage main battery bank. It is very bad practice and still used by some manufacturers to simply tap off 12V from a single battery in the main battery pack to supply this lower voltage. This can lead to uneven discharging of different batteries due to varying loads which can further result in some batteries being over charged while others end up being less than fully charged. By fitting a DC/DC converter all batteries are discharged evenly regardless of varying loads. This will result in the longest life from all batteries and will minimise the chances of individual batteries failing prematurely which is a strong possibility if a DC/DC converter is not used. Another major factor which should be taken into consideration when replacing a lead acid battery with a LiFePO4 battery is that due to the higher energy density and greater performance of the lithium battery often a smaller battery can be used which will provide equivalent or better performance compared to the original lead acid battery. For many applications a 60Ah LiFePO4 battery will provide equivalent performance to a 100Ah lead acid battery. This difference in performance can clearly be seen if both battery types are compared side by side in high current drain applications (for example if used to power an electric boat motor at high power settings). What many people fail to realise about a lead acid battery is that its capacity (Ah) rating is usually specified at the 20 hour discharge rate. At high rates of discharge the effective or "real" battery capacity is reduced considerably due to "Peukert's Effect". A typical 100Ah lead acid battery when discharged in an hour or two may have an actual measured capacity of as little as 60-70Ah. LiFePO4 batteries are not negatively affected in the same way by Peukert's Effect as are lead acid batteries. ( electric motor for boats ) When a lead acid battery is connected to a load (such as an electric motor for example) the voltage slowly continues to decrease until the battery is completely discharged. By contrast the discharge characteristic of a LiFePO4 battery is quite different. The discharge curve of LiFePO4 battery is close to being linear for about 90% of its capacity. Therefore a LiFePO4 battery can be almost fully discharged yet it will provide very close to the same power as when it was fully charged. During the last 10% of the batteries capacity the voltage will drop very suddenly.  Another great benefit of Lithium Iron Phosphate batteries for boating applications is due to their inherent safety features. Since they do not produce flammable hydrogen gas under any circumstances (even if overcharged) a LiFePO4 battery can be safely installed in a confined place in a boat or ship without fear of a fire or explosion occurring. There is absolutely no maintenance required so a battery can be fitted into an out of the way space in an electric boat such as under seats, under stair wells, in the hull, etc. Due to slim cylindrical nature of many LiFePO4 cells a custom battery of virtually any shape can be made which will fit into any tight space in an electric boat . Battery cells can even be fitted inside a mast or inside hollow railings. ( electric motor for boats ) Another advantage of LiFePO4 batteries is their rapid charge capability. High quality batteries can be re-charged extremely quickly. In fact premium quality LiFePO4 batteries can be re-charged from a completely discharged state to more than 90% fully charged in only fifteen minutes with a suitable fast charger from shore power. Of course they can also be more slowly trickle charged by solar panels or more quickly aboard the boat via an engine driven back up generator/alternator. A deeply discharged deep cycle/AGM lead acid battery can only be re-charged in a matter of hours and not minutes. For many electric boats this rapid charge capability will be a godsend.  Weight is another factor of concern to owners of electric boat motors . A Lithium Iron Phosphate battery is usually about half the weight of an equivalent capacity lead acid battery. For example the photo of the battery bank below shows a large LiFePO4 battery bank used to power three motors fitted to a 55ft electric racing catamaran. It was originally planned to fit more than half a ton of AGM lead acid batteries to this boat before the owner learned of the benefits of LiFePO4 batteries. Due to the many benefits the owner of the boat decided to install LiFePO4 batteries instead and was able to reduce the total weight of the battery bank by more than half with the total of all twelve batteries weighing in at less than 200kg. To sum up, an overview of the benefits of Lithium Iron Phosphate batteries:  • Safe technology, will not catch fire or explode with overcharge   • Over 2000 discharge cycles life compared to typically around 300 for lead acid  • Double the usable capacity of similar amp hour lead acid batteries   • Virtually flat discharge curve means maximum power available until fully discharged (no "voltage sag" with time as with lead acid batteries).   • Unlike lead acid batteries, can be left in a partially discharged state for extended periods without causing permanent damage  • Extremely low self discharge rate (unlike lead acid which will go flat quite quickly if left sitting for long periods)   • Does not suffer from "thermal runaway"    • Can be used safely in high ambient temperatures of up to 60 deg.C or more without any degradation in performance   • Can be connected in series for higher voltages or parallel for higher capacity.  • Absolutely maintenance free for the life of the battery  • Can be operated in any orientation   • Does not contain any toxic heavy metals such as lead, cadmium, nor any corrosive acids or alkalis thus making LiFePO4 batteries the most environmentally friendly battery chemistry available  • LiFePO4 cells are of solid construction. There are no fragile/brittle plates made of lead which can be prone to failure over time as a result of vibration.  • Can be safely rapidly recharged. When fully discharged can be re-charged to more than 90% full battery capacity in only 15 minutes. There are already several brands of LiFePO4 batteries which are available to boat owners and are suitable for powering many kinds of electric motors from tiny trolling motors to large inboard electric motors of several horsepower. The prospective battery purchaser should be aware that the majority of the LiFePO4 batteries manufactured in China are of very poor quality and correspondingly provide poor overall performance. These batteries will also have a shorter life than a quality LiFePO4 battery. Only high quality LiFePO4 batteries should be used by the electric boat owner so as to provide peace of mind in terms of battery reliability. One way a battery buyer can gauge the quality of any particular battery brand is to check what kind of warranty the manufacturer/supplier will provide and whether it is a factory backed warranty or only a distributor backed warranty in the country of sale since many distributors of Chinese batteries are required by law to provide a minimum warranty period when a battery is sold in a western country. If a battery manufacturer is not prepared to stand behind their own products by providing a lengthy factory backed warranty then it is best to steer well clear of these companies so as to avoid any possible headaches in the future.  ( electric motor for boats ) Chinese battery cell manufacturers will often assemble their cells using less expensive manufacturing techniques thereby reducing the final cost of the battery to the customer at the expense of shorter cycle life and/or poorer performance. For example some manufacturers will simply crimp end terminal caps on the cells while other manufacturers will spot weld or even fully laser weld the cell ends. Obviously a cell which is merely crimped will be cheaper to manufacture than a cell which is fully laser welded. By the same token the crimped cell is also more prone to fail prematurely due to slow ingress of moisture, humidity and other atmospheric contaminants which in a laser welded cell are totally excluded from entering the cell for the life of the cell.  It really is a case of having to pay more for quality. By paying more for a quality battery a great deal of frustration can be avoided and allow the electric boat owner to enjoy the tranquillity of silent, electric boating without any noise or exhaust fumes. There are a handful of manufacturers of A-grade quality Lithium Iron Phosphate batteries which will outlast several lead acid batteries and provide vastly superior performance and thereby bring much enjoyment to the owner of the electric boat they are fitted in.   Lithium Iron Phosphate batteries are sure to revolutionise and bring about the growth of the electric boating market in the years to come. ( electric motor for boats )  MSD Electric boats are definitely not a new concept. What is believed to be the very first marine outboard motor was invented in 1880 by a French inventor, Gustave Trouve, and it was electric. In the early 1890's electric boats were first introduced in the United State with the formation of the  Electric Launch Company (Elco)  in Bayonne, New Jersey. It was the Chicago Exposition in 1893 that put them on the map. Elco was requested to build fifty-five (55) 36-foot electric launches for this event. Ticket sales to transport people around the Chicago area lakes and rivers exceeded 1,000,000. That was over 120 years ago and at that time electric motors were the preferred form of propulsion. The electric "Picnic Launch" became the essence of a perfect lake cruise. Elco's company records reveal that Thomas Edison, John Jacob Astor, Admiral Dewey, George Westinghouse, and the Grand Duke Alexander of Russia were all owners of Elco electric launches. There were, of course, steam engines that were very powerful, yet heavy, a lot of work and not conducive to a pleasant cruising experience - especially when their boilers would explode. In the late 1800s, there were also gasoline engines. These engines at that time were called "Explosion Engines". The names were later changed to "Gasoline Engines" to make them sound safer, and more appealing to the consumer. After about 1920, gasoline and diesel engines became the primary propulsion units for boats - but they could never offer the quality of the electric cruising experience. At that time, electric boats lost their following, because the batteries could not carry enough energy to match the horsepower of the internal combustion engine - as folks became more intrigued with speed at the expense of comfort and quality of the boating experience. However the Navy's submarines continued to rely heavily on electric propulsion - because it is fundamentally reliable, efficient, and quiet. Later on, Navy ships and commercial vessels returned to electric propulsion systems for the same reasons - but using generators to create the electricity.Today, the Queen Mary II is powered exclusively with electric motors that generate 157,000 horsepower. So electric propulsion is not a "new concept" and is considered by far the most reliable form of propulsion. Not only is electric propulsion reliable and efficient, it offers the ultimate pleasure boating experience: relaxing, quiet, and NO smelly fumes. For these reasons combined with the advances in battery technology, electric pleasure boating has enjoyed a revival over the passed few decades. Several companies, including  Duffy Electric Boats,  considered the industry leader of this revival since 1970, have resurrected the electric launch and other more contemporary designs. Electric boating has become the boating lifestyle of choice for many thousands around the world in many different venues for the mainstream population. Before starting Tamarack Electric Boats, Montgomery Gisborne was interested in electric cars, but now he's focused on the water. Since 1993, Gisborne has been involved in the technical aspects of electric vehicles in Canada. Gisborne has been competing in the American version of the Tour del Sol since 1997, placing first in 2003, and he even created a similar race called the Canadian Clean Air Cruise. To date, Gisborne has logged over 31,000 miles of travel in electric vehicles. But he's not only concerned with cars. In 2003 he built one of the world's first electric snowmobiles, and two years later he founded Tamarack Electric Boats. We've covered solar boats many times, and the company's latest invention, the Loon, caught our eye and when given the opportunity, we thought readers would like to know more about a man who designs such interesting electric vehicles. EarthTechling (ET):  You have an extensive background in electric cars, what made you want to start an electric boat company? Montgomery Gisborne:  Having built electric cars and electrified many other devices such as a snowmobile, I was always looking for a business opportunity in the mix. I had thought of building electric cars for a living, especially after coming in first in the 2003 American Tour del Sol electric car rally, but the reality that you cannot become GM overnight settled in. After much deliberation, I decided that the idea of a solar-powered boat must be a good one, perhaps my best, so I decided to build me first solar boat as a "science project" in 2005. The boat worked so well that I little choice but to purse it! ET:  Was there any specific reason that you were looking to move the company from Canada to the United States? Gisborne:  Sure, more people, water and sun. I think that we brought our ideas to NYS at a time when Canada seemed to focus its attention the Athabasca Tar Sands, and NYS was looking for sustainable product projects to create sustainable jobs. Then there's this crazy little piece of legislation which was brought into the North American Free Trade Agreement (NAFTA) called the Jones Act which prohibits Canadian companies from selling boats into the US, so we had a triumvirate of good reasons to move across the border. ET:  Was the NYSERDA incentive program the biggest draw to relocate to Rome, NY? Gisborne:  No, probably not. You may have heard the old expression that "it takes a village . . . " I believe it is very true. When I passed through Rome on my solar trek across the state in 2007, i was overwhelmed by the reaction and enthusiasm of the people, more so that anywhere else I had traveled in my solar boats (which says a lot). The entire town seemed to make time to be there to catch our lines as we tossed them to shore, which really impressed me. The mayor of the town clearly saw the vision and has done more than we could ever have expected to convince us that Rome is our home. Incidentally, the first shovelful of earth removed in the construction of the Erie Canal was taken out of the ground pretty much in font of our shop on July 4th, 1817. I think we would have made the move anyway, without NYSERDA funding, but the funding made it possible and got us started much quicker than if we had to go it completely alone. The funding is great, but it takes more than money to create an industry, it takes drive and determination beyond my own. ET:  Why did you decide on solar-power for the Loon above other electric options? Gisborne:  There are so many reasons that make solar a natural on an electric boat. People look at my boats and say, "Oh, I get it, when the is moored at the it is picked up a free charge." While this is certainly true, the rationale for the solar goes far beyond that. For example, it dramatically reduced Peukert Effect on lead-acid batteries. Without getting into a long-winded technical discussion, this effect has a negative effect on batteries when the boat is under power, reducing the instantaneous capacity of the energy storage cells, and the solar input helps to reduce that effect, thus increasing the effective range the boat can travel on a given charge. This also helps the lead-acid batteries to better compete against other chemistries, such as nickel and lithium-based batteries at lower expense. I hate oil is the reason why I eschew any internal-combustion options. It is the greatest detriment to the North American economy and a threat to world peace. Read Entire Article STUART — When St. Petersburg boaters Nancy Frainetti and Jeff Springfield pulled up to the fuel dock at Hutchinson Island Marriott Marina in Stuart Tuesday afternoon, one thing was noticeably absent — engine noise. A leisurely cruise from the River Forest Yachting Center on the St. Lucie Canal in Tropical Acres to the Marriott served as the final leg of the 8-day, 250-mile “Cruise to the Atlantic.” Frainetti and Springfield, owners of Endeavour Green, builders of electric hybrid yachts, left St. Petersburg June 16 and traversed the Okeechobee Waterway in their 24-foot boat while using only $16 in electricity and a few gallons of diesel fuel. “We did this to show people that this is not a ‘toy boat,’” said Springfield, a longtime captain who said many boaters think electric-powered boats are typically for small lakes and short trips. “A typical boating family might enjoy a 20-mile trip. We had legs of this trip of 40, 47 and on Monday, 52 miles in a day.” The technology behind the Endeavour involves a 48 volt array of batteries that turn the 13 horsepower D & D motor. The electric motor uses a twin belt setup to turn the drive shaft for a 3-blade bronze inboard propeller. The batteries can be charged at home or marina by plugging into a 110 volt outlet. To recharge the batteries while under way, a 3.5 kilowatt Master Volt Whisper diesel generator is employed. During the 8-day trip, Springfield said only nine hours were put on the generator and at 3.8 hours per gallon, they needed less than three gallons of diesel. The Endeavour provided comfortable passage, Frainetti said, despite record heat during their trip. A full-length canvas top — one that can fold down and serve as a boat cover when not in use — shades a large area. “We endured a little weather — but that’s something boaters are used to handling,” Frainetti said. “It got a little hot out on Lake Okeechobee Monday, but we managed to keep it from baking our brains.” Frainetti said that although the Endeavour has Eisenglass and air conditioning, they survived without it. Frainetti said she saw several manatees during the trip and counted 38 alligators while crossing Lake Okeechobee. Springfield said the hybrid technology is receiving a lot of interest from the boating community. He said that one selling feature is the simplicity of its design. “It’s an easy boat to own,” Springfield said. “It’s very simple — there are no complex systems. All the electrical components are solid state design. There are no fumes, vibration or noise. And because you are carrying little or no fuel, insurance rates are great.” For more information visit EndeavourGreen.com or call (727) 573-5377. A brand new boat making waves in South Florida, and it runs on batteries. The Endeavour Green Company, part of the Endeavour Catamaran Corporation, showed off it's "green" boat. Co-owners, Nancy Frainetti and Jeff Stringfield, traveled from Saint Petersburg to Stuart. They did it all on battery power, no gas or diesel fuel needed, unless you want to use the back-up generator on board. The Endeavor Green Company created the boat, which is equivalent to a gas or diesel fueled deck boat. The starting cost is around $42,000. The owners say it's well worth the price, and it helps the environment. Endeavour Co-owner, Nancy Frainetti, says, "We have no emissions on the electric propulsion. So, it's as green as can be. What a wonderful benefit." The boat is also decked out with a bathroom on board and air conditioning. It charges up each night, and usually costs only $1.50. Take that versus a gas or diesel engine that could cost you anywhere from $50 to $75 dollars a day to gas up. 315-701-0635 Monday - Friday 8 AM - 4 PM Eastern Standard Time EP-200 ELECTRIC INBOARD $ 68,995.00 Comparable HP: 200HP Voltage: 144 Volts Suggested Battery Package Options: Deep Cycle AGM – Victron – 12V / 220Ah (24 pack) Lithium Iron Phosphate – 96V / 100Ah (Custom setup) Congratulations on getting one step closer to purchasing your award-winning Elco Electric Inboard. Select the options and accessories below.  Download Spec Sheets Step 1. Select Throttle Control Select Throttle Mount Type LIVORSI SIDE MOUNT REMOTE THROTTLE $ 450.00 To be mounted on the side. Throttle includes 16 foot throttle cable, key with on/off switch, and safety lanyard. LIVORSI TOP MOUNT REMOTE THROTTLE $ 650.00 To be mounted on the top. Throttle includes 16 foot throttle cable, key with on/off switch, and safety lanyard. LIVORSI DUAL TOP MOUNT THROTTLE $ 1,300.00 For Twin-Powered Systems. Throttle includes 16 foot throttle cable, key with on/off switch, and safety lanyard. Step 2. Select Couplings Select female for motor and male for prop shaft if needed. Female Coupling for Motor 1-1/4 $ 268.00 Solid hub flange- 4IN X 1-1/4IN bore Male Coupling for Prop Shaft 4" Flange - Select size based on your prop shaft Step 3. Select Batteries & Charger If you do not have batteries and a charger, you will need to select either AGM or Lithium batteries with the matching charger type. If you already have batteries but need a charger, select the applicable charger based on the type of battery you have. Step 4. Select Battery Connection Kit Pre-assembled battery connection cables simplify motor installation. Our 7-foot electric battery cables and 18-inch battery jumper cables are adequately sized based on the motor amp draw. Swaged terminal ends are sealed with epoxy-impregnated heat-shrink tubing where they connect to marine-grade fuse blocks, Anderson motor connectors, and batteries. Step 5. Select Battery Monitor Battery monitors help you take better care of your battery. Your battery monitor also provides real-time and historical information on voltage, power consumption, and more. Product total Options total Grand total Description Discover the strength of Elco’s EP-200 electric inboard , a 200 – hp electric inboard boat motor that makes converting a diesel – powered vessel easier with its plug – and – play design. The EP-200 electric inboard powers boats up to 120 feet in length, including water taxis. This 200 – hp inboard boat motor offers quiet operation and significantly reduces environmental impact, aligning with Elco’s long-standing commitment to sustainability that started with the 1893 World’s Columbian Exhibition in Chicago. Experience over 50,000 hours of operation with the EP-200 electric inboard , where performance meets reliability and environmental responsibility .   Elco EP System – Electric Boat Propulsion at Its Finest The Elco Electric Propulsion System is well engineered using advanced technologies for reliable and outstanding performance. All of Elco’s products are built in the USA. Elco Electric Motor: Cool, Quiet & Powerful The entire propulsion system, excluding instrument panel and batteries, is contained in a water resistant cast aluminum finned housing that contains all of the electronics, AC motor, and safety devices. The system is mounted directly in place of a typical marine diesel or gas engine. Whether on the sound, around the bay, along the lake, or on the river, it is highly valuable to protect our waters. The Elco Electric Propulsion System is a highly efficient and extremely durable alternative to fossil fuel options. * Performance may vary based on operating conditions. The figures provided above relate to travel at between 60 – 80% of hull speed. ** Shore power-50% depth of discharge To convert from nautical miles (nm) to statute miles multiply nm by 1.15. With Electric Hybrid system additional kilowatts should be added depending on house loads (1,000 watts equals 1kW) PURE ELECTRIC PERFORMANCE HYBRID ELECTRIC PERFORMANCE Cruising speed* 7 – 9 knots 7 – 9 knots Cruising time* 6 – 2 hours 81 – 49 hours Cruising range* 34 – 18 nm 583 – 437 nm Recharging time standard charger** 3 – 4 hours Recharging time quick charger** 2 – 3 hours Number of 12 volt 8-D batteries (245 Ah) 12 batteries 12 batteries Battery bank voltage in total 144 vdc Amps (maximum) 295 amps Kilowatts (peak output kW rating) 73.5 kW Kilowatts (continuous output kW rating) 42.5 kW Charger Elcon PFC5000 Quick charger (optional) Elcon PFC8000 Genset kilowatt size (AC or DC)* 12 – 25 kW Typical fuel tank capacity for genset (gallons) 125 gal Battery bank voltage 144 vdc Charger(s) required 2 – 3 chargers Genset (continuous output rating) 30kW, 25kW, 20kW Related products EP-12 Electric Inboard Ep-6 electric inboard, ep-20 electric inboard. 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Sitemap. Privacy Overview Strictly Necessary Cookies This website uses cookies so that we can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognising you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful. Strictly Necessary Cookie should be enabled at all times so that we can save your preferences for cookie settings. If you disable this cookie, we will not be able to save your preferences. This means that every time you visit this website you will need to enable or disable cookies again. Forum Listing Marketplace Advanced Search EV Conversions and Builds Non Road Going Vehicles EV Conversion of 30' Sailboat Inboard Add to quote Hello everyone. Just joined the forum, and spending some time reading thru. I am about to buy a 30' sailboat with an ultimate goal to replace the dead inboard diesel motor with an Electric Motor using the existing drive shaft, a bank of batteries and solar panels mounted to the deck. I have a good amount of knowledge with mechanics but in no way an expert. Some experience with electrical, but I would have to consider myself a novice at the moment studying to become an expert. I'm considering AC from what I have read so far, if the propellor is going to spin while at sail, then why not use that energy to recharge the batteries. If anyone has some advice and can point me to some other threads , thanks in advance. Things I'm questioning for starters. AC or DC? How many HP motor do I need - I would be happy with a 9 to 25 HP Gas or diesel motor to get the boat out of the inlets on incoming and strong tides, http://www.torqeedo.com/us/hn/products/cruise-r.html Torqueedo writes that their 4.0R (Im guessing that stands for 4HP) is equivelent to an 8 HP Gas motor - ? Sealed motor, or stainless, something that will hold up with salt water. How many volts should I run? Best type of marine battery. The system must be reversible. That's where I'm at so far, lots of reading to do , but any direction would be greatly appreciated. I'm glad I found this forum! Paperdoor   I have no idea what power levels are required in 30' sailboat, but I suspect the AC system discussed in this thread might work for you http://www.diyelectriccar.com/forums/showthread.php/hpg-ac30-31-50-owners-thread-34853.html Do not use marine batteries, they are not meant for current levels involved in EVs. You would be better off with large prismatic LiFePo4 cells. Number of cells (pack voltage) is decided based on motor controller operating range, then cell size is decided based on power and range needed. What kind of budget do you have in mind?   Since weight is less of an issue on a sailboat, (It probably has a big heavy keel anyway) I'd go with trusted Lead Acid for your batteries. If you can access and maintain them, then I'd go with flooded lead acid. You're gonna need the money for the AC system and PV cells. You're going to need to do some calculations for how much power and capacity you're going to need. As you know, it doesn't take much to get in and out of a slip. But how long will you be expecting to cruise with the motor going? Is this a day sailer or are you going around the world? There are a lot of factors to consider. Do some rough estimates of what you're expecting to get out of the system. Then you can start to get an idea of size of the motor, voltage, capacity, etc. Also, you'll need to figure out your PV needs. Many people are surprised to learn how much area of cells is needed to get a decent wattage out of your solar system. Especially when the cells aren't optimized by being pointed straight at the sun. If you do the calculations on the forum, people can check your math. Cheers!   Hey thanks Dimitri and Bottomfeeder for your replies - I spent a few hours on the web the other day researching EV and sailboat inboard conversions. My plan is to use the EV system to get me in and out of the marina, and a little help when tacking up a narrow channel or getting in an out of the inlets against a strong tide. I was recommended at least 15hp from a sailing friend of mine, he's running a 25 horse diesel and he says he has more than enough power for his 30 footer. I read a geat article from 2003 of a conversion for a 36' sailboat- His system included: 36 Volt DC electric drive. Consisting of: One Advanced DC Model A 89 electric motor rated at about 4 kW One Lester Electric Company 36 Volt battery charger rated at 25 Amps One Curtis 1204 DC motor Controller One bank of 36 Volt power, consisting of six Trojan T-105 6Volt golf cart batteries, each holding 220 Amp hours of "juice" here is the full article: http://groups.yahoo.com/group/columbiasailingyachts/message/35923 He gave a price of around $1500 for the whole system including batteries. I'm interested in AC however for 2 reason, brush-less and recharging of the batteries while at sail. Do AC motors require more power? I will be rigging PV Cells on adjustable brackets so that I can adjust them to the sun, with enough output to run my laptop and monitor for a few hours a day. Cruising time per day would probably only be at most 3 hours. I'll put together some math on that (being terrible at math thats going to hurt) when I get to the PV cells. I also found a site that sells a kit for sailboats up to 30', which includes everything minus the batteries. http://www.electricmotorsport.com/store/ems_marine_brushless_drive_kit.php The kit goes for $1450.00 But I know I have enough knowledge to build my own system , I'm just not sure on how the numbers should add up. All I know is a lower number on the cost is better for my wallet.   I thought AC was important for you, this motor is DC.   Low voltage is a dead giveaway, there are no AC motors for 48V. Also pic is showing 4 terminals, 2 field and 2 armature, AC motor has 3 terminals.   Gotcha , ty.   Hi I have an AC system in my Ford Explorer and I love it however it will not regen in your boat. I have a 39 foot sail boat and there is no way that prop will turn over the motor. Go with a DC drive it is the lest expensive, 15HP will be more then enough power as for lead battery's you will meed a lot of them witch will be to much weight. You speed will be 6 knots and it can take sometime to get from point A to B and remember there is not always wind and sometimes there are very strong currents. So Lithium is the best bet and lots of them.   Don't know anything about these, but looks like some good info. Check out their other motors, too. Thunderstruck Sailboat Kit   Yeah I did take a look at that site, looks like a good deal, trying to find out if anyone has used their system.   The issue here is longevity. You can certainly put that ETEK-R and Curtis into your boat, go down to WalMart and get yourself a dozen lead acid Everstart batteries but the problems you'll find with that gear are going to cost you more in the long run. The Etek can't handle the thrust that a prop shaft will place on it and you'll burn the bearings out of your first attempt. Then you'll spend $1200 for a custom stainless mount and another $450 for another Etek. Then you'll burn up another Etek because it can't handle the start up load. So you redesign your mount to accomodate a 3:1 reduction belt drive. And by the time you've done that, the useful life of your Everstarts is up so now you have to shell out another $1000 for a new bettery pack. You get what you pay for. You really do. Buy an Agni 95. It's more expensive but you can direct drive a 12" three blade prop because the chassis is BUILT to withstand the thrust of a prop shaft. Buy 6v fiberglass mat batteries. The Agni will run at half throttle for 6 hours on 48 volts of 220mah batteries. Yes they will cost you 4 times as much as a lead acid battery but they will last you ten times as long and give you more power and much longer range. You're going to need 200 watts of solar panel. Do you have that much deck space? Consider an Air-X Marine wind generator, and as a last resort a small Honda gas generator. The prop turns under heavy sail and that offers regeneration. The Air-X turns under any wind. Out on a cruise and no wind for a few days? With a generator you have a hybrid. My Honda 3800 runs about 8 hours on a gallon of gasoline and is very quiet. This doesn't need to be difficult. Electric saildrives have been around for a very long time. If you spend your dollars in the right place you'll only need to spend them ONCE.   paperdoor said: I'm considering AC from what I have read so far, if the propellor is going to spin while at sail, then why not use that energy to recharge the batteries. AC or DC? How many HP motor do I need - I would be happy with a 9 to 25 HP Gas or diesel motor to get the boat out of the inlets on incoming and strong tides, http://www.torqeedo.com/us/hn/products/cruise-r.html Torqueedo writes that their 4.0R (Im guessing that stands for 4HP) is equivelent to an 8 HP Gas motor - ? Click to expand... Attachments I will soon be going electric with my boat, a Cal 2-27. Not an expert by any means but I will share what information and ideas I have. First, the motor. The two most popular motors fir DIYers in the US with boats under 40 feet are the ME0907 and ME0913, both brushless, both made by Motenergy. At 48v the 0907 is good for about 6hp continuous, the 0913 for about twice that. Both have much higher peak output but only for a minute. At 7600lb I can get by with the smaller one. You might go with that one too, but if you have to run any dangerous passes where headwinds and seas are an issue, go with the 0913. Neither one will allow you to violate the laws of physics and push your displacement hull significantly over hull speed, but contrary conditions that might have you going nowhere with the 0907 won't stop you with the 0913. If this won't be a problem with you, the smaller motor is a couple hundred bucks cheaper and the controller will be cheaper too. There are other motors you could use but these have a wide user base and a good track record. You can't use a brushed motor if you have gasoline or propane accessories or equipment onboard. Plus brushes eventually need to be replaced. You will want a reduction gear of some kind because the motor will want to turn at around 3000 rpm but your prop likely will work best turning much slower. Typical ratios are in the range of 2:1 to 3:1. Each motor has a voltage/speed constant, maybe 50, maybe 67, somewhere in there. Multiply it by your voltage and that is the rpm you should be running to get the boat at or just under hull speed. You already know what prop speed will do that for you. Let's say it is 1000 rpm and your motor speed is to be 3000 rpm... well, that's 3 to 1. So the driving pulley of a belt drive would be 1/3 the circumference of the driven pulley. As the motor turns 3 revolutions, the prop turns just one. You can accomplish this with belts and pulleys, chains and sprockets, planetary gears, bevel gears, whstever. Home brew or prefab. Thunderstruck.com has a timing belt reduction gear similar to what most homebrewers do. The motor is over the stuffing box, shaft pointing forward. This conveniently puts the motor in the proper rotation for a right hand prop. Looking at the shaft end of the motor, the shaft turns to the left, counterclockwise. Yes the motor can run in reverse but not continuously, because the cooling fan works best the other way. So you have to ensure proper rotational direction of the motor by either the orientation and the reduction gear configuration, or by switching to a left hand prop. Just remember that with a left hand prop, the stern will back to starboard and not to port. A planetary gear setup would need the left hand prop. A simple pinion or bevel gear setup with the motor pointing aft would have the proper rotation. You can also install a bidirectional cooling fan. Somewhere in your drive train you need some sort of thrust bearing, to transfer all the pushpush of the prop to the hull and not just let the shaft slide forward. These motors do NOT have a built in thrust bearing, and don't hold up well under any axial load. Another reason for the reduction gear, which is usually where the thrust bearing is located. Kelly and Sevcon make controllers for these two motors with reversing and regen. You could use an Altrax maybe, and use a reversing contactor for reverse, but you would have no regen. The right prop and controller will give you some regen capability, though for a day sail with light winds it won't be enough to make any difference, so depending on your situation you might just forget about regen charging your batts. Regen makes a difference on a long voyage with respectable speeds under sail. A bigger boat with a higher hull speed that makes ocean crossings would be well advised to have regen capabilities. The batteries are of course the part of electric propulsion that we love to hate. A good rule of thumb is you don't discharge the bank below 50% except in an emergency. The capacity in amp hours is at the 20 hour discharge rate, and at the currents we use, figure 80% of that, so your usable energy storage is roughly 40% of the rated capacity. You want to be able to run an hour at your hull speed, or close to it, if you are like most of us.4 group 8v batts will probably come close to that, at roughly 150 lbs each. So 600 lbs of batts and maybe 100 lbs of motor, charger, cable, etc are replacing maybe 450 lbs of engine and fuel tank. A 30 foot boat shouldn't see a noticeable difference. After all, your average guest is probably 150 lbs. For slightly less capacity but significantly less cost you could go with gc2 6v golf cart batts from costco, maybe even two banks of them, or a reserve bank of group 31 or even group 27 12v batts. Imagine that you have a diesel engine, and your fuel tank is a beer bottle. A 600 lb beer bottle that still holds only 12 ounces. A beer bottle that cost $1k or more. That's part of the fun of electric yachting. Another name for the lead acid flooded cell battery is "ballast". You can spend a ransom for fancy pants lithium batteries with a higher energy density but nah. AGM batts have advantages for a more modest price increase, but most electric sailors go with the regular flooded cell type. YMMV. Make sure you go with a proper smart charger with a high enough bulk charge current for your bank. I would not consider a charger that did not bulk charge a 48v bank of 200ah or bigger at less than 15 amps. Wind and solar are a whole nother project, best left for after you get your electric engine running good. But let me say this... you NEVER get the watts you are "supposed" to get out of solar panels or a wind genny. Figure maybe you average 10 watt hours a day from a 200 watt solar panel, for instance. To go completely off grid is possible, even for the electro pushed boat, but it will want both solar and wind systems, of respectable size. Meanwhile shore power is cheap. Some guys keep a small portable generator, too. If you have room for a small diesel genny, you might look into that. A used one, maybe even an old 1 cyl Lister or Petter from an old shrimp boat might make a good project. The way they usually smoke, you would think they run on coal, and you can hear them from 5 miles away and they vibrate like you wouldn't believe but you can sometimes find one that runs just for hauling it off, and no more than $1k or so. They are amazingly rugged little engines, and hand start, with a decompression lever. Not bad if you only need it occasionally. I would hate to have to run it daily, though. Oh yeah, the once popular SolidNav all in one electric drive can sometimes be found, even though the company I believe is out of business. Very nice setup if you ask me. Just add batts. Last, don't skimp on the wire. High current DC needs big wire. At least #2 welding cable, and try to keep the runs short. It will significantly increase efficiency. This is not the place to go low budget.   GrowleyMonster said: ?....... Another name for the lead acid flooded cell battery is "ballast". You can spend a ransom for fancy pants lithium batteries with a higher energy density but nah. AGM batts have advantages for a more modest price increase, but most electric sailors go with the regular flooded cell type. ....... Click to expand... OOPS my first post here, and it was a reply to a 4 year old thread! I will go hang my head in shame now.   I think a great idea would be to use a used Chevy Spark drivetrain from a wrecked car. You could use the dual output shafts, one for the prop and the other for a pump. The prop shaft can be hooked up to a belt drive reduction gear system.The wrecked cars are providing excellent battery packs, as well.   GrowleyMonster, do not hang in shame! The info you shared is excellent! I am in the planning stage of converting my 26' Wellcraft into a hybrid and found what you wrote very informative. Good Job!   Hi Magman. What is your setup going to consist of? So far I have pulled my engine, fuel tank, and associated pipes and hoses and wires and cables. I have installed a 48v bank consisting of 8 GC2 6v golf cart batteries, and a 48v charger. My Kelly KBL48301X controller, Motenergy ME0201014201 motor, and homemade portable control box are wired together and the motor spins nicely in either direction. Motor is temporarily bolted to a enclosed gearbox reduction gear. My steel should be arriving within the next couple of days and I can start fabricating my mount. So my conversion is about 80% complete. If you run into doubts or difficulties along the way, let me know and I can at least tell you what I did. So far, after selling the old Atomic 4 for $300, I have a net investment of about $2200 in the repower. As well as a bunch of splinters and skinned knuckles and assorted dings and bruises. It has been a lot of work though. If I had to do it over and if I had the money I would have done things differently but I should soon be finished and I believe I will be happy with the end result.   I just got my electric drive working on my Cal 2-27. Still a little more work to do. Final alignment, paint the steel parts, and replace temporary (for ease of movement) 4ga wires with 2/0 cable. Also haven't installed any meters etc yet. But I did motor from my temporary berth at pier 5 to pier 2, our party pier, and back later after a celebratory drink.   Hi Samson Dunno about motors for that - there are lots available but for batteries you are best with OEM batteries from a crashed car Leaf, Volt, Tesla From what I have seen and considering a marine environment I like Volt batteries   Duncan said: Hi Samson Dunno about motors for that - there are lots available but for batteries you are best with OEM batteries from a crashed car Leaf, Volt, Tesla From what I have seen and considering a marine environment I like Volt batteries Click to expand... Yes you can go series or parallel or both, which you would with those cells. 100 cells in series would be 3.5ah at 400v. 100 in parallel would be 350ah at 4v. Either way it is 1400w. 100 cells will not do what you want to do. You need a bank that is 12S x 100P to get the voltage and the capacity that you specify. It will absolutely NOT be cheaper than ordinary golf cart batteries. Don't count on $1/ea 18650 cells to be up to specs or even close to evenly matched. You really would need to go with good quality cells like genuine Panasonics, and you won't get them for $1 I don't believe. Watch for fakes if you buy online. LiIon batteries can fail (burn!) catastrophically and tragically. The BMS to properly and safely manage this stack will not be cheap even if you design and fabricate it yourself which is not a trivial exercise. What are the chances of a spectacular and deadly fire? Pretty small. What is the payoff, at sea, in this rare event? Probably death. In a car, you can always pull over and bail out and run like hell and watch the fireworks. A series of flooded lead acid batteries, proper deep cycle traction batteries, is the way to go, especially on a budget, IMHO. I use 220ah GC2 size golf cart batteries, which are the biggest bang for the buck there is. If you want more capacity you can go with L16 batteries which run about 350ah I seem to recall. BMS not necessary if you know how to maintain flooded batteries. That will save you another large sum of money. I think you are being much too optimistic about this project, TBH. At this point your smart move, before you spend any money, is to crew for someone with an electric sailboat for a few days or weeks, and get a first hand look at what is needed and what you can expect. Remember that you will need to be able to vary and monitor the output of your DC generator. A fixed 48.0 VDC output will not be very good at charging your batteries. Study the charge regimens for the various common types of batteries. Most if not all are best charged in multiple phases. You might for instance first use a bulk phase, where current is kept constant and voltage rises naturally as the bank charges, and then an absorption phase where voltage is kept constant and current gradually drops, and then a topping or float stage where the final 1% or so of juice is squeezed in there and maintained with a fixed small current that just maintains full voltage. Then with flooded batteries you will also want to equalize a couple times a year. The equalizing voltage for a 48v bank of flooded batteries is around 62v. You could of course equalize them separately, 7.25v. A large Variac and a rectifier from a stick welder makes a dandy manual charger that you would run from shore power in port. This could be dangerous if you do not know what you are doing. Very few "smart" chargers actually apply a proper equalizing charge, no matter what the vendor claims. I have only seen one. You definitely have some homework to do on the battery. One fun project you could undertake that would be an excellent learning experience is to find a cheap golf cart, preferably with dead or dying or missing batteries, and build a 48v pack for it out of your 18650 cells. Don't forget the BMS. Use it, charge it, store it, use it, monitor, experiment, and be ready to run like hell if it starts to sizzle and sputter. If get really confident about it, then you already have your boat battery in the bag. You can maybe use your golf cart as a NEV, depending on local laws. Take vendor claims of hull speed at x tons with a grain of salt until you actually see it in person. Often vendors will use peak power rather than sustained power. Peak power typically means what the system can stand for 60 seconds. Another reason to crew for an e-boat owner and get a real world handle on things. Put it this way... 1HP = what... 746w? Multiply voltage times current, and divide by 746 for estimated HP before all your losses. Or work it backwards, starting with the HP needed to push your boat at the speed you want. Before buying a kit of parts based on speed/tonnage claims, see it in use, in person, not on youtube. And know what questions to ask. Talk to cusstomers, too. There are battery charger/testers designed specifically for matching 18650 and similar small lithium cells. They are not expensive. I suggest you get one, and buy enough of those $1 cells to make a 48v pack for an e-bike. You can get a cheap Chinese 1kw front wheel hub motor kit for less than $200, and convert a cheapie walmart bike in a couple of hours, for a cheap and surprisingly fast electric bike. The expensive part of an ebike is the battery, which you will attempt to make. If your cells are up to the task. Generally you want 48v so 12 or 13 in series, and 20ah, so enough in parallel to make that capacity, and a cheapie 6a 48v ebike charger to fill em up. Probably 12 x 6 or 72 evenly matched cells will get you in the ballpark. If your charger specifies 13S, then 13 series. Don't forget the BMS. Or don't worry about it and just rely on the run like hell emergency procedure, and charge the pack somewhere safe, where it can't burn down stuff. You can internally fuse all inter cell connections, for more safety. Anyway you might be surprised at the actual capacity of those cheap cells and how difficult it is to match them. It can be done and it has been done and it is done all the time, but selecting cheap lithium cells is kinda like the princess said, you sometimes gotta kiss a lot of frogs to find one prince. So get some practical experience with building 18650 packs before you commit to building and using a big one on a boat that will be making long ocean passages far from help. When you have built the battery pack for your boat, and tested it, check back in and tell me that it was cheaper than 8 golf cart batteries.   I've never found Optimism to be a problem : ) To be honest I think lead acid batteries are relics of a bygone era and as I mentioned in my first post I intend to use 18650 batteries and I am a stubborn SOB. I am well aware that li ion batteries burn with the fury of a thousand suns... quite spectacular! I know the risks and I am only risking myself. I will in two weeks time be flying halfway around the world to buy a boat to live on, I have no time for side projects or crewing for someone else. If it doesn't work out, I will simply set sail without any motor at all, no biggie. Man Kind has been sailing for millennia with out motors.   Yup they burn, but you have all the coolant fire suppression you can pump over the side. There are basically 3 main reasons they flame: over charge, under charge and puncture/ shorting. Avoid those.   ?             542.1K posts 89.6K members Top Contributors this Month Sailboat Kits & Accessories Motorcycle & Kart Kits AC & Large Motor Kits Gear Reduction & Motor Plates Battery Management Systems Chargers & Accessories New Lithium Batteries Used Lithium Batteries DC-DC Converters Displays and Instrumentation Throttle Controls Motors DC and PMAC Motor Brushes & Encoders Sevcon Controllers Curtis Controllers Alltrax Controllers Programmers Cooling, Heating & Pumps Connectors & Wiring Contactors & Switches Garage Sale Warehouse Overstock Sale Vehicle Control Unit (VCU) Our Company Why Choose ThunderStruck Conversions Electric Vehicle Books Recommended Links Return/Cancellation Policy and Warranty Information Support Request Ask a general question... Installation 12KW Liquid Cooled Sailboat Kit 48v Description Manuals & Downloads Included Components Eliminate noxious diesel fumes and the cost of filling up at the pump and enjoy your sailboat to the fullest with this DIY electric conversion Kit. The 12kW kit features a liquid cooled Motenergy motor, paired with a Sevcon Gen4 controller to produce a whopping 12kW continuous at 48v! Customers have used this system in boats up to 15K pound displacement. It is liquid cooled - and can use your existing heat exchanger, or use our radiator, fan and pump - you supply the hose. Do not run saltwater through the motor .  All our systems have reverse on-the-fly and contactor disable features. "Brushless" means that the motor does not have brushes that will wear out over time, nor will it be a dangerous source of ignition for on-board gas appliances. In the U.S. and Canada, brushed motors are only legal for marine use if onboard appliances and accessories use kerosene or diesel (not propane or gasoline) due to the potential for internal motor arcing. The reverse on-the-fly feature allows for rapid thrust direction changes without shifting. Aditionally, regen is enabled, allowing current to be put back into the batteries from the spinning prop while under sail. Regen effectiveness depends on your sailing speed, prop design, and may not be possible in all applications, but it is an adored feature for those who are able to use it. Due to the high RPM of the Motenergy Brushless motor, we recommend using our 12-24kW gear reduction rather than direct-drive to improve efficiency, provide proper torque, cooling, and help prevent cavitation. Typical reduction is around 2.67:1, but this ratio will depend on the prop RPM required to reach hull speed. Ideal reduction will enable the motor to spin your prop at the hull speed RPM of your prop when the motor is spinning at its max RPM. The 12KW kit is programmed to spin at a maximum of 3300 RPM by default. What batteries should you use? Most customers are happy with sealed, deep cycle lead acid, sourced locally to save on shipping. Use 4 in series to get 48v and 100 amp hour capacity minimum.    Those of you that are still in the "research phase" of your conversion should visit one of the  electric boats discussion groups  and talk to others who are doing or have already done electric conversions. * Please describe your battery pack so that we can program your motor controller to match - then you won't need to ship it back to us. Minimum battery information includes cell chemistry, amp hour rating, overall pack voltage, series cell count and arrangement. * If you choose not to use a gear reduction, a thrust bearing in line with the prop shaft is required, since most motors are not rated for axial/thrust loads on the shaft.  * Before you pull your old engine, support the prop shaft for reference so you can properly align the new system. Helpful links: Check out our instructional wiring video! See the  CAN Translator page for a budget display option Sevcon Wiring Diagram with ET throttle Sevcon Wiring Diagram with Wigwag throttle Cooling Notes Sevcon Sevcon Sailboat Kit Installation Instructions E-Boat Modeling Spreadsheet (.xls) *Use this to calculate your power needs* E-Boat Modeling Spreadsheet Manual (.doc) Vicprop Calculator Using our charger w/ Solar Mechanical Drawing Sevcon Gen 4 Controller info Included Components  (may vary based on kW rating and parts availability) Motenergy ME1616 Liquid-Cooled Brushless Motor. Provide your own cooling circuit or use ours.  Controller: Sevcon Gen4 8055 with regen  Model 827 Display ET-134/126 directional throttle  - recommended if you plan to use an existing throttle lever. The  ET Actuator  (included) connects to your existing throttle cable. Optons: ET-134 has a Neutral Detent, ET-126 has a Spring Return.  Wigwag throttle lever - recommended if not reusing your existing lever Sealed Main Contactor Liquid cooled heatsink included. May select heatsink, radiator and pump option. Also may opt out, but cooling is needed for this high output system. Every kit is individually bench tested Complete wire harness with 10ft key and throttle cable lengths Wiring instructions No posts found Contact About Us Service About You © 2004 - 2024 Thunderstruck Motors.  Powered by Ecommerce software with PayPal 485 IMAGES The DriveMaster Classic 2.5 and 3.6 are compact and lightweight systems Diy electric sailboat motor Closeout ~ Know our boat How to Install an Electric Sailboat Motor Electric Sailboat Conversion Project 48V 10kW BLDC Motor Spirit 1.0 Sailboat electric conversion kit, P6 48V AC VIDEO Custom Customer Display for Battery Electric Sailboat Motor System 48V Electric Sailboat Motor for Catamaran DIY Electric Sailboat Speed Test Electric powered Sailboat! It works! Install video this Sunday! #adventure #sailboat #sailboatlife Eco-Warrior's Dream: Solar Electric Boat Does Regen on electric sailboats even work? Powerflow Marine #electricmotor #electricsailboat COMMENTS Electric Motors for Sailboats Cheoy Lee Clipper on Lake Superior. Jan 2, 2023. Sailing with an Electric Motor In 2021 we installed the QuietTorque™ 10.0 Electric Motor by Electric Yacht on our 1972 Cheoy Lee Clipper Sailboat, which we use for day charters from May through October on Lake Superior. We have been extremely satisfied with the... Sailboat Kits & Accessories Sailboat Kits & Accessories. Supporting Electric Marine Conversions Since 2007. When we're not at the race track you may find us out on the water! Convert your sailboat to a clean, quiet electric drive! Eliminate noxious diesel fumes and the cost of filling up at the pump. Enjoy your sailboat to the fullest, with a quiet drive and truly fresh air. Electric Sailboat Motor: Range, Cost, Best Kits for Conversion With the Spirit 1.0 Evo electric sailboat motor, you can go 5.5 mph (8.8 kph) at top speed on the 21 ft RS21 sailing boat, or troll for 20 hours continuously at 2.2 mph (3.5 kph) according to our test. This electric sailboat motor with regeneration allows you to recover energy from the prop while under sail. 10KW Brushless Sailboat Kit The 10KW Brushless Kit features a Motenergy brushless motor and a 48V 450 Amp Sevcon Gen4 Controller that can produce up to 10KW continuous, often used to replace 30hp combustion engines! This system is best for boats up to 12,000 pounds displacement. All our systems have reverse on-the-fly and contactor disable features. 5KW Brushless Sailboat 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. This system is best for boats up to 6,000 pounds displacement. All our systems have reverse on-the-fly and contactor disable features. QuietTorque™ 10.0 Electric Motor The QuietTorque™ 10.0 Sport is a cost effective 10kW electric propulsion system designed for the day sailing and coastal cruising sailboats up to 35' (LOA) and 12,000 lbs displacement. Typically programmed and sized to push boat at cruising or harbor speed. Motors normally ship within 5 business days. QuietTorque™ 20.0 Electric Motor The QuietTorque™ 20.0 provides 48Vdc electric propulsion with high sustained output and is ideal for cruisers and day sailors alike. Typically, the QuietTorque™ 20.0 would replace a 25 to 40hp diesel engine.By using dual PMAC (Permanent Magnet AC) motors, Electric Yacht can produce this powerful, compact, Plug-n-Play, light weight, air cooled system and stay within the safe low voltage ... Electric Saildrive and Pod Boat Motors Guide to electric saildrive and pod boat motors has everything you need to know - over 150 motors with info on power, weight, boat size, price, and more. Friday, June 14, 2024 ... Piktronic sells their motors in complete system kits for each of the motor sizes detailed above. Complete system includes: motor, motor controller, display monitor ... Sailing Advantage Sailboat Electric Outboard Motors 35 feet 7.9 knots (9.1mph) With an electric outboard motor, or any kind of auxiliary motor, boat speed depends on the hull type, waterline length, and total displacement weight (including passengers, food, and baggage), as well as the motor thrust. Speed factors also include the waves, current, and wind, relative to your heading. Electric Drives Electric drives are an increasingly common sight in the boating world. These drives grant mariners a convenient alternative to fossil fuels, while also providing a smoother, quieter, efficient, and flexible ride. With prices and adoption across all markets, it's never been more approachable to make a full conversion to electric power! 18kW Brushless Sailboat Kit Eliminate noxious diesel fumes and the cost of filling up at the pump and enjoy your sailboat to the fullest with this DIY electric conversion Kit. The 18kW kit features a liquid cooled Motenergy motor, paired with a Sevcon Gen4 controller to produce a whopping 18kW continuous at 72v! Customers have used this system in boats up to 25K pound ... Sailboat Electric Outboard Motors Recent improvements in electric outboards provide a welcome alternative to combustion engines. Originally designed as trolling motors for fishing boats, electric outboards are becoming popular for sailboat owners who want clean instant power with less noise and no exhaust fumes. We strive to provide accurate information about the equipment and ... Electric Sailboat Motors 48 Volt Electric Boat Motors [/fusion_text][fusion_woo_shortcodes] QuietTorque™ 10.0 Electric Motor $ 4,995.00; QuietTorque™ 5.0DD Electric Motor $ 5,495.00; QuietTorque™ 20.0 Electric Motor $ 9,995.00; QuietTorque™ 15.0 LC Electric Motor $ 9,995.00; QuietTorque™ 30.0 LC Electric Motor Electric Inboard Boat Motors Electric inboard boat motors from Elco Motor Yachts are suitable for new boats, or as an upgrade to existing vessels. Our electric inboard boat motor conversion kits can turn a noisy gas-powered boat into a serene pleasure boat for quiet enjoyment of nature's beauty. Our electric inboard boat motors, ranging from 6HP to a robust 200HP, are a ... Electric sailboat conversion: How my Parker Super Seal went zero-emissions Economically, going electric has been a great decision. It costs around half the annual cost of before, and is so much less damaging to the planet. Electric sailboat liveaboards. Our three weeks away were an absolute joy - silent eco sailing and silent motor-sailing in the many days of calm we experienced this summer. Marine Kit Features. Unlike almost all other sailboat motor systems, the Grin Drive is an outrunner motor that requires no gear reduction to the propeller shaft. It is already optimized to give maximum efficiency as a directly coupled motor. Super Light Weight: Our 5kW motor is just 4kg (9lb), while the 8kW model is 6kg (13lb). Electric Boat Motor Conversions I want to repower a 25 ft cabin cruiser with electric motor. The boat has a deep vee hull and weighs roughly 3 tons. I only want enough power to cruise at displacement speed. ... Looking for an Electric boat kit for a 1985 Thompson 24 ft Current motor 5.0 L Mercruser with alpha drive duel control (cabin fly bridge) So, about 145 KW Electric and ... Electric Boat Motors and Controllers The company is has two locations at Mariners Cove Marina, Shop 4, Main Beach, Gold Coast, Queensland 4217 and Marina Village, 39B The Promenade, Sanctuary Cove, Queensland 4212. More at duffydownunder.com.au. About the Duffy Electric Boat Company. Duffy Electric Boats, America's largest electric boat motor manufacturer, has been in. EP-200 Electric Inboard Grand total $ 68,995.00. Add to cart. SKU: EP-200 Category: Electric Inboard Motors Tag: Inboards. Description. Discover the strength of Elco's EP-200 electric inboard, a 200-hp electric inboard boat motor that makes converting a diesel-powered vessel easier with its plug-and-play design. The EP-200 electric inboard powers boats up to ... 10KW Brushless Sailboat Kit Reviews. The 10KW Brushless Kit features a Motenergy brushless motor and a 48V 450 Amp Curtis AC-F4A Controller that can produce up to 10KW continuous, often used to replace 30hp combustion engines! This system is best for boats up to 12,000 pounds displacement. All our systems have reverse on-the-fly and contactor disable features. EV Conversion of 30' Sailboat Inboard EV Conversion of 30' Sailboat Inboard. Hello everyone. Just joined the forum, and spending some time reading thru. I am about to buy a 30' sailboat with an ultimate goal to replace the dead inboard diesel motor with an Electric Motor using the existing drive shaft, a bank of batteries and solar panels mounted to the deck. 14KW Liquid Cooled Sailboat Kit 72v Eliminate noxious diesel fumes and the cost of filling up at the pump with this electric conversion Kit. Enjoy your sailboat to the fullest, with a silent drive and truly fresh air. Motor output for this system is 14kW continuous for a 72v battery pack. Customers have used this system in boats with 25K pound displacement. 12kW Brushless Sailboat Kit Eliminate noxious diesel fumes and the cost of filling up at the pump and enjoy your sailboat to the fullest with this DIY electric conversion Kit. The 12kW kit features a liquid cooled Motenergy motor, paired with a Sevcon Gen4 controller to produce a whopping 12kW continuous at 48v! Customers have used this system in boats up to 15K pound ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht