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Catamaran With Motor? 8 Types Explained (For Beginners)

The catamaran’s design reduces the waves and wind’s effects, allowing the boat to travel farther and faster compared to monohulls of comparable sizes.

Table of Contents

However, the wind and waves are unpredictable, so catamarans use motors as either backup or the main propulsion based on their construction.

In this article, we provide all the answers concerning questions about the propulsion systems available to catamarans:

Do Catamarans Have Motors?

Catamarans, including power and sail types, have motors and other mechanized propulsion systems. Except for small cats used in coastal waters, most large catamarans come with different engine combinations even if they have sails.

Do Catamarans Have One or Two Motors?

Catamarans can have two engines because they have two hulls.

This makes them highly maneuverable while underway and makes handling in shallow and tight waters a breeze.

However, many large cats use only one engine. With two engines, you have more maneuverability over the boat, but one engine may increase the speed and fuel efficiency since it reduces weight.

One of the best combinations in a cat is to pair two engines with counter-rotating propellers. The level of control this configuration provides in the water, especially at the marina, is mind-blowing.

Whether you are backing up or mooring, you can adjust the two engines independently to achieve many of the things monohulls find difficult.

So, what propulsion systems are available to catamarans?

Whether you are looking to buy a power cat or sail cat, both feature engines. There is a wide range of power options for different uses based on your budget, preference, and craft design.

8 Types of Motors Used in Catamarans:

1) single outboard.

You will find this in small-sized catamarans of about 25 feet and below.

While single outboards cut cost and weigh less, they can be difficult to steer under power except when you use the motor to turn.

This is because the motor needs the water to flow over the rudders to turn the boat.

Except for owning a small catamaran, a single outboard is not the most efficient propulsion system for this watercraft.

2) Two Outboards

Like monohulls, you can use two outboards on a catamaran.

Smaller cats such as the Seawind 1000 and Gemini 32 can be fitted with two outboards for improved maneuverability in tight quarters and redundancy.

This setup is great for small cruising catamarans because it is far lighter than two large diesel engines, allowing you to store more essentials on the boat.

Catamarans may be faster than monohulls, but their speed decreases with the load they have to bear, so cat owners try to keep their boats as light as possible. Another benefit of this configuration is that two outboards are more affordable compared to diesel engines.

Plus, you can run on one engine if one dies on you while on the water.

However, this arrangement has some serious shortcomings.

Outboards are not the best means of propulsion on the open seas. Because of their inherent weakness, outboards don’t last long, and their reliability decreases with increased exposure to the harsh saltwater environment.

The design of outboards makes them less suitable for choppy waters.

While you can use outboards in twin configurations for catamarans, they perform best on smaller monohull watercraft.

3) Single Diesel

This is common in custom catamarans.

It comprises a single diesel engine in one hull, which reduces weight and makes it more affordable.

However, this configuration can make turning in tight quarters almost nightmarish except for highly skilled skippers.

The boat will turn easily to the side opposite the engine location. For example, the boat will turn with little starboard issues if the engine is in the port hull.

However, you may require several boat lengths to maneuver it to port.

For best results, plan your turns well in advance and do a lot of practice to perfect docking in tight quarters to avoid costly mistakes.

4) Single Diesel Engine with Retractable External Drive

This combination is popular with Prout catamarans, using a Sonic Drive-by Sillette.

It comprises a cockpit diesel engine paired with a steerable external motor.

The arrangement reduces weight and does not create drag when the drive leg is out of the water.

However, the reverse lock mechanism may not work sometimes. Also, the steering yoke and bellows may not work properly when you need them.

This setup is best for smaller boats where two engines’ thrust will be overkill, and they help to save cost and weight.

If your catamaran is on the heavier side, you want to go for something sturdier and more powerful.

A 32 feet Gemini catamaran will make an excellent candidate for this arrangement as the boat can use a single-engine with no problems.

5) Diesel with an Outboard

People who use this configuration do so to save cost and counterbalance the single diesel engine’s powerful thrust.

The auxiliary could be smaller petrol or electric-powered outboard motor.

When you are on the open seas, the diesel gives you enough propulsion during calm weather when you can’t use the sails. The outboard helps in shallow waters, although it is often useless on the high seas, especially during turbulent weather.

The smaller outboard also provides less turning power when it’s very windy than running two powerful diesel engines.

You save space, reduce weight, and keep a few extra thousands of dollars in your bank account.

6) Twin Diesel Engines

For larger catamarans, especially cruising types capable of transatlantic and transpacific voyages, the standard propulsion comes from two large diesel engines.

Each engine is housed in one hull, providing exceptional longevity, fuel economy, and incredible amounts of horsepower to help you through the rough seas in the shortest time possible.

This combination is excellent for redundancy, even though most catamarans can run efficiently on one engine most of the time.

The downside of having two diesel engines is weight, cost, and maintenance.

Diesel engines, compelling models that produce upwards of 40-45 horsepower, can set you back by tens of thousands of dollars. But they will deliver over 8000 hours of work-life easily.

In terms of reliability, durability, longevity, and performance, nothing trumps diesel engines in the marine industry.

Diesel engines are safer to operate as they do not have the same explosion and fire danger as petrol or gas engines. They are easier to maintain and simpler to operate.

Plus, they are the most mature propulsion system in the seafaring world.

However, diesel engines are also heavier and will take up more hull space.

That means less space to store your gear, but it’s a worthy sacrifice considering the capabilities diesel engines offer your boat. Diesel boats not only drive your propeller but can also provide the energy to run every electrical system on board, including navigational equipment, cooking, air conditioning, entertainment, among others.

7) Hydraulic Propulsion

Some catamarans use hydraulic propulsion systems, although these are not popular.

Hydraulic systems are better suited to terrestrial applications as they are prone to many problems that can complicate matters for you while underway:

• One , hydraulics generate additional heat, which makes them inefficient.
• Second , they can be uncomfortably noisy, making socialization difficult and defeating the whole purpose of leaving city life’s buzz.
• Third , hydraulic systems are prone to leakages, which increase their running cost and harm the environment.

These factors make hydraulics less efficient compared to diesel and petrol engines.

8) Electric Hybrid Systems

This propulsion system comprises a diesel engine and an electric motor.

The main issue with this configuration is the complexity of the systems and their overall lower efficiency.

Other Propulsion Systems:

As technology advances, sailors and marine engineering experts continue to find new and better ways to improve seafaring while reducing the planet’s carbon footprint.

This has led to solar, wind turbine, water, and pure electric motor propulsion systems.

For example, the Solarwave Sailor 64 is a solar hybrid-powered catamaran with an installed capacity to generate 15KW, enough to power everything on board the boat.

Solar and electric systems are silent and clean. However, they are insanely expensive and not as reliable as diesel and petrol engines. Also, they require banks of batteries, which add a lot of weight to the cat.

Final Words

Catamarans may look out of place, but many of these vessels offer more flexibility regarding power options.

You can choose from outboards, inboard diesel engines, and even go for the newer electric or solar-powered models.

However, the diesel engine remains the best power system available today for catamarans and other boats.

For reliable performance and mind-blowing thrust capabilities, experienced sailors depend on the time-tested diesel engine.

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Semi-custom Catamarans

About falcon boats, with decades of experience in composite design, tooling, manufacturing, and naval architecture, the falcon team in 2019 decided it was time to build and brand our own line of unique power semi-custom catamarans..

VACUUM INFUSION BENEFITS: Controlling costs during the build process without compromising the integrity, utilizing state-of-the-art composites, infusing the build of each hull, deck, and components throughout the entire build.  A significantly stronger assembly versus heavy hand lamination.

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Excitement, Performance, & Comfort comes standard.

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2023 Boat Buyers Guide: Catamarans

• By Karl Anderson
• December 27, 2022

The popularity of the multihull (aka catamaran or cat) fishing boats has never been greater, as more and more boatbuilders enter this growing segment of the market. The inherent stability of the catamaran design rolls less with the seas, making fishing offshore less tiresome and more comfortable. Available from 20 to 48 feet, catamarans typically offer a large fishing platform with generous storage and fishing amenities. They are available in a wide variety of deck layouts, including center-consoles, dual-consoles, and even pilothouse and express variants.

Big Picture

The large deck area of a catamaran enables many large underdeck storage lockers and insulated fish boxes in the sponsons. This gives anglers ample room for gear and the day’s catch. The catamaran’s stability, fishability, and smooth ride in rough seas make it attractive to anglers as well as day-cruisers. A center-console version adds 360 degrees of angler access to the rail. With the dual-console design, generous seating behind a beam-to-beam windshield makes for a great family fishing-friendly setup.

Live bait is one of the most popular types of fishing in virtually every coastal zone. To do it successfully requires optimal water capacity and proper flow. The minimum size of the outflow water plumbing should be twice the size of the inflow. The plumbing should have a drain at the bottom to shed scales at the end of the day, as well as a drain at the top of the well to adjust capacity and allow overflow. Above-deck transom-mounted wells should fully flood to the lids when running to keep baits from getting beat up. 

Tip: A sump box with multiple pumps in case a pump fails is the best setup for first-rate livewells. Conveniently located inflow and outflow valves make it easy to optimize the flow without tiring your bait from swimming too much in the well. 

Rod Storage

Having enough rod holders is essential to be successful for opportunity fishing. Look for vertical rod storage along the console and across the back of the T-top. Many models also have rod holders along the outboard transom wall. Having plenty of gunwale rod holders for drift- and kite-fishing is helpful. 

Tip: Placing adjustable swivel rod holders by Gemlux makes deep-dropping, lure-fishing and drifting even easier because they allow your rods to face the direction the baits are fishing, yet they can be swiveled back to keep rods from sticking out of the boat while running and docking. 

Manufacturers often offer multiple choices for horsepower, but whatever the choice, the engines must come in pairs. For example, you might order twin outboards (one for each sponson) or four outboards (two for each sponson), but single- or triple-outboard configurations are not common on a cat. Optimal selection should be made based on user load, weight of the boat, ride comfort , performance desires, and best case for resale. It’s a rare day when you can run wide open, but having more horsepower gives better torque at slower speeds and thus better control. Running larger engines slower gives better fuel efficiency too.

Tip: When possible, choose the highest horsepower offered because it typically leads to a better resale value with a shorter sales cycle. 

Power steering from engine manufacturer Optimus or SeaStar is essential with the higher horsepower required for larger boats, and it makes installing and operating the upper station in a tower far more practical and comfortable.

With the power demands of electronics, livewell pumps, stereo amps and more, it is wise to have at least two house batteries, and for larger boats, a third or fourth with a multibank charger for dockside. Each engine should have its own dedicated battery as well. 

Electronics

Typically choosing the largest screen or multiple screens that will fit on the console is best-case scenario for ease of use, ergonomics, and visibility. VHF radios, stereo controller, and equipment switches for lighting, pumps, and accessories should all be integrated with greatest visibility and ease of operator reach. 

A Tale of Two Hulls 

A catamaran rides on pair of hulls, or sponsons, each thinner and sharper than  that of a similarly sized monohull boat. The narrow sponsons of the cat tend to slice easily through water to deliver a smooth ride, even in rough seas. At the same time, with the sponsons positioned out to the sides of the boat, cats tend to roll less, thus providing great stability to enhance crew comfort, security and safety. However, cats tend to corner more flatly than a monohull, and some hulls (but not all) tend to lean outward versus inward during a turn.

Experts Say

Newer designs such as Invincible’s Morelli and Melvin-designed semi-asymmetrical sponsons eliminate some of the negatives of the cat design, such as “sneezing,” where water sprays out the front of the boat when hitting a wave. They’ve also controlled the uncomfortable “outboard lean” ­sensation common in older designs when in a turn. Once transitioned to a ­catamaran, many become true believers and preach the benefits of the design.

Editor Says: Saltwater fishing cats not only offer superb stability and smooth ride, but some also display exceptional speed and range. I recall one trip out of Key West, Florida, aboard an Invincible 40 Cat with four 350 hp outboards to the Dry Tortugas. It was a 60-mile run, and we made it there in 70 minutes. We caught more fish than our arms could bear, and then dashed back to Key West, arriving in time for cocktail hour on the same day. -Jim Hendricks, Staff Editor, Boating and Fishing Group

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PROA HULL DESIGN

The advantages of proa hull design.

Setting out with the goal of building the most efficient boats we could, our founder Larry Graf and his designers sought to create earth-friendly cruisers that would inspire a new generation of boaters. And because Larry and his team played a hands-on role in developing some of the world’s best catamarans, they had an idea of what a boat could be in terms of comfort, stability, and fuel economy.

When one looks at catamarans vs. monohulls, the starting point is clear. The many advantages catamarans exhibit when compared with monohulls are an excellent starting point. Catamarans offer a stable ride with predictable hull movement. The seakeeping is excellent, even in rough conditions. Another advantage the design provides: incredible onboard space. The space of a catamaran is often comparable to that of a monohull that is 25 percent longer. Catamarans also have been proven to provide efficient operation.

A Different Kind of Catamaran

The concept was formed, and extensive testing was done to both prove and refine the design until the hull form we have today was established and then patented.

The first boats were single-engine diesels, with all propulsion confined to the larger starboard hull. This hull has the appendages including a keel, prop, and rudder. The hull forms are hydrodynamically designed so that power on one side creates straight tracking when the rudder is centered. If it were not for this, and rudder was needed to make the boat track straight, the constant rudder movement would create additional drag. The proa hull form works efficiently with both inboard and outboard power. Performance and stability remain unmatched whether powered by a single diesel or two gas outboards.

The shape of the tunnels from fore to aft is also precisely crafted. The forward section is designed to cut through wave tops, when in extreme conditions, creating a slight amount of lift as the vessel enters the wave with no slapping. The water funnels back into the tunnel flowing evenly and exiting at the stern. This tunnel design keeps water flowing and reduces wave impact much better than the tunnels of other catamarans.

The wider starboard hull provides more space for the accommodations, and also makes it easier to access and manage the engine and machinery. The proa hull on the portside is 35 percent narrower, but its actual drag is reduced by approximately 50 percent due to fluid dynamics. A hull that is a little thinner maintains the buoyancy required to keep the boat running true but requires a lot less energy to move through the water. This makes a big difference in efficiency.

Our patented proa design for inboards uses just one engine, one shaft, one prop, one rudder, and one keel—half the typical engine appendage drag of a twin-engine design. The hulls are shaped to compensate for the engine torque. Since both fluid-dynamic and engine-torque forces are proportional to speed, the boat runs straight at every speed. Even better, the single-engine design saves dramatically on machinery weight, which in turn, saves on the required structural-component sizes and fuel needs, and their corresponding weight. This reduces the boat’s weight by around 44 percent. Less weight also equals much less drag. Thanks to solid engineering principles and innovation, our boats strike the perfect balance for the environment: comfortable and efficient.

A second round of innovation was conducted on the outboard-powered boats. Originally the second engine was to allow for a trolling motor, but testing and further refinement led to the two-engine configuration. By thinking even further outside the box, we created an asymmetrical installation that has not been seen previously: one 200-horsepower Yamaha on the larger hull, matched to a 70-horsepower outboard on the smaller hull. With the option to run on both engines or on the single larger outboard, or even just on the smaller outboard, we are able to see the advantages in efficiency.

Patent No. US 8,109,221 B2

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Catamaran Single Engine One Hull

Discussion in ' Multihulls ' started by Boatguy30 , Jul 20, 2012 .

Boatguy30 Senior Member

Does anyone have any practical experience with a catamaran having one engine on one hull? I realize this works fine offshore as many cats only run one engine whilst on passage. I'm concerned about handling mainly when cruising the intercoastal/ passing other boats, etc. I'm building a 34' Wood Vardo and thinking either a pod/sled mounted outboard or maybe 2 small single cylinder diesels. None are currently made so would be second-hand 1GM10 or BMW D7 I recently did a repower on a Searunner 34 and have the 12hp Westerbeke 12C. That engine is 225 lbs so not too heavy, but don't want two engines that weight. Hence the thoughts about the single engine and possible a electric drive on the other hull of some sort for maneuvering if necessary. Any thoughts appreciated. I ran this idea by Richard a while back and he prefers the outboard.  

Mr Efficiency Senior Member

Handling ? Needless to say, having the one engine on the corner of the boat will turn a lot more readily one way, than the other. Obviously you must also lose a little headway by having to have the line of thrust askew a little to keep running in a straight line.  

Frosty Previous Member

There was/ is a cat been built that claims to have uneven hulls to run on one engine --it has been discussed on these pages. My cat will not run one engine. I would not dream of manouverng close without both or even leave the dock with only one. I would not be able to take it out. A sailing cat might be different.  

Windvang Yacht Designer

Farymann has a 7HP single cylinder diesel, also available in saildrive version  

Steve W Senior Member

I used to own a Macgregor 36 cat with a single 9.9 yamaha on the stbd transom,for the most part it was fine but i had no remotes so i had to operate it from standing on the motor bracket and steering with the tiller bar in front of me when manouvering,also i kept the boat on a mooring and rarely went into marinas so we sailed on/off the mooring mostly. The advantage of an outboard on one transom is that it can be steered,the advantage to the single inboard would be that the prop would be ahead of the rudder. Two 9.9s at about 100lbs apiece would be a better bet i think. Steve.  

Jetboy Senior Member

Could put a small electric trolling motor on the other side for use around the marina. Should be easy to use with a simple fwd or reverse for the times you need it. I would think it would be much more manageable to have a single motor on a cat with dagger boards especially if you can pull the one on the side w/o the engine.  

rasorinc Senior Member

You could design a short third sponson for the center rear of the cat to direct water to a single outboard engine, then you have no manuvering problems. A kicker engine then could be placed on either of the oudside sponsons. That is my plan for the Glen-L BearCat.  

Dryfeet Junior Member

I've long considered this concept but have been unable to really decide whether I'd really, really do that. My 41' cat handles pretty well on one engine with a bit of planning. I've had no problem getting on a mooring with one engine but a slip or dock would be a touch nerve wracking. Even with two engines, I find that I would really be better able to use a bow thruster in many cases instead. I'd recommend a single engine and a single bow thruster if you didn't want a second main engine. There are a few pretty neat, small, retractable ones out that might do the job quite well. I also find that I really like the reduncancy of a second engine. I'm less concerned about a failure, or hitting something when I know I have another one around. Re-sale is another issue. I know, I know, you'll never resell it or you don't care (that was my thought anyway) but the cold, hard reality is that it will severely impact your ability to sell when you have something that is way out of the 'norm' and when (not if) you ever decide to sell, your market will be very, very small.  

cavalier mk2 Senior Member

It would seem to me that any one could install a second motor later for those worried about a boat outside of convention. (its going to be your boat isn't it?) Other options- one engine 2 props with hydraulic drive, or diesel electric with the one engine powering 2 electrics. The battery bank can be in the hull opposite the engine to balance the weight.  

The beauty of the single engine in one hull is that you can counter it in the other with batteries or a generator. Believe me, I think it's a potentially great way to go. Personally, I wouldn't mess with the complication and expense of the diesel-electric or worse yet, hydraulic single engine/two props hassle. I believe the OP is trying to save money because he has a single engine available to him. The only caveat I'm really making is that if one decides on a single engine installation in only one hull, then a bow thruster would be a reasonable solution for close quarters maneuvering.  

Its not the weight --its the torque from the thrust of one engine. You wanna go round in circles? Of course not so you need loads of rudder to make it go in a straight line, all this rudder causes drag. This gets to a point where it is more economical to run 2 engines and keep rudders straight.  

I think this guy Evan Gatehouse with the Woods Meander has one engine. He actually wrote an article about installing the single engine, but no mention of the handling. I have sent him an email via the woods forum. The head will be aft in the port hull so a later second engine would need to be further aft and possibly a saildrive. There's no chance I will do a hydraulic drive. I have the suitable diesel engine (need to go over it a bit) and just was at a jumble and picked up a 14" by 10" martec prop which seem about right for $20. I suppose the thing to do is chuck it in there and see how she goes. A 1" shaft won't need to big a hole. I guess the only real decision is whether to offset the shaft, but probably best not to based on resale considerations. Will be about 6 months until I would fit the engine, but had an interested buyer for the engine at the moment. I'm sure I can sell it just as well in 6 months. Any first hand experiences still greatly appreciated. Cheers, Jeff sailingcatamarans.blogspot.com  

I've moved cats with a yawl boat on one side tide up, having the power on one side works fine. Based on that and the reports of others I'd keep the shaft straight. You shouldn't need much rudder. Hydraulics have fallen out of favor though they are fairly straight forward. The deal breaker for me is the loss of power efficiency. i like the diesel electric approach, solar cells can always charge things up over time if you run out of fuel but you should be sailing anyway...... cost is an issue. I'd do as Richard suggested and use the outboard, the Yamaha high thrust is very reliable and thrifty.  

catsketcher Senior Member

On my mother's twin diesel C10 we often used only one engine. It was far more fuel efficient to up the revs slightly on one than to run two. My mate does this too. You only notice any torque when starting and stopping. I seriously thought about this for my cat. A similar cat has this setup and the owner hasn't changed if after 20 years so he can't hate it that much. My mate with twin diesels doesn't like them. Heavy, smelly, barnacles on the props, vibrate heaps and noisy, constant drag even with folding props. A single outboard can work well on a pivoting mount. That's what I have on my 38ft cat. It looks as though you have a prop. I hope its folding. If you put a fixed on a multi you may as well get a mono as the thing won't sail. The price for two folding props is more than the cost of a new 4 stroke outboard. Easy choice for me. cheers Phil  

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buzzman Senior Member

A 1975 built Crowther Spindrift 47 based at RMYC Newport NSW has a single Perkins 4-cyl, mounted on the bridgedeck abaft the rear cabin bulkhead. Takes a up a bit of space in the cockpit but gets the helm up nice and high..! However it drives two high-pressure hydraulic motors, one per hull, which take up minimal space.... The long term owner claims exceptional fuel economy compared to cats with twin donks.....so this might be an avenue worth pursuing. The boat is called Te Arawa, so those in the know will know who I mean and anyone curious could soon ring RMYC and leave a message.... ...or ask for more details and I'll forward requests.  

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Where did Uffa Fox sail Shearwater Catamaran 990?

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The Planing Power Catamaran: A Different Kind Of Cat

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Planing powercats deliver the high speeds dayboaters and weekend anglers crave — but without so much pounding in choppy seas.

The air cushion ­created between the two hulls dramatically reduces wave impact at running speeds. (Photo: World Cat)

Powercats are different beasts than sailing cats, and the powercats you're most likely to see on your local waters are those in the 20- to 40-foot range (like my 22-foot Glacier Bay). Unlike the big cruising powercats, which are more like cat trawlers with top ends maybe a little over 20 mph, smaller cats have planing hulls that perform much like today's modern powerboats.

Depending on the engine package, there are a few cats that top out in the lower 30s, lots in the lower 40s, some in the 50s, and a few that break 70 or even 80 mph.

While a similar length monohull may have a 40-mph cruising speed in a 2-foot chop, the monohull captain will pull back the throttles and cruise at 30 to avoid being beaten up. The cat guy, on the other hand, may be able to keep on doing 40 thanks to the smoother ride. But having two hulls underfoot does create some interesting similarities in how these different types of boats react to input from the helm. So you'll see a few of the tips here mirror those used for sailing or cruising catamarans. Whatever type of cat you may be captaining, remember the following:

• Center the wheel and use only the throttles to control the boat. Powercats have their engines exceptionally widely spaced apart, and are far more responsive than monohulls when steered via throttles. Generally speaking, turning the steering wheel will only serve to reduce the effectiveness of working the throttles. This, of course, is assuming you have two engines. There are a few rare cats with one engine.
• At identical rpm, the engine in forward will create more thrust than the engine in reverse. So even if the throttles are set evenly when opposed, the boat will likely slide forward a bit as opposed to spinning in its own length. As a result, when attempting to speed up the maneuver it's usually best to favor giving the reversed engine extra oomph as opposed to the one in forward (assuming you don't want to move forward while turning the boat).
• Check the speed and direction of the wind before docking , and remember that some cats, particularly those with low draft, can be blown around more easily than many monohulls as there may be less hull below the waterline.
• When docking in a new slip for the first time with lines that haven't been preset, bear in mind that once you're docked, securing the boat can be difficult in some situations because few powercats have centered cleats. Most will have a single cleat on either side, in some cases obstructed by a bow rail and/or pulpit, which can make crossing lines difficult.
• Never shut those engines down until all the lines are secured . Again, remember that many cats can get blown out of kilter faster than the average monohull, and if you don't have lines preset, it may take a moment to figure out how to best secure them. Many a captain has done a perfect docking job and then shut off the engines, only for a gust of wind to push the boat right back out of the slip before the lines can be tied. Keep those engines running until the boat is 100% secure so you can apply power, if necessary, to maintain position.

Why Two Hulls?

Like all boats, catamarans come with distinct advantages (smooth ride, draft), and areas of compromise (docking, turning). Regardless of design aesthetics, the first question is usually: Why two hulls?

Mike Myers, vice president of product development for World Cat explains: "Catamaran hulls experience little to no drag or resistance to get on plane, resulting in greater fuel economy. They have a steady rise in speed and fuel burn with little to no spikes in fuel consumption."Planing powercats have a unique trait — which many cat lovers consider the top advantage over monohulls — the impact-absorbing cushion of air created by a compression tunnel between hulls.

And when it comes to beam, catamarans' parallel hulls create reliable stability, which helps to avoid heeling and capsizing, and greatly reduces the vessel roll at rest and at trolling speeds.

"Many boats are primarily designed around comfort for the captain. This usually means anyone at the front or sides of the boat takes most of the jostling,"Myers says. "The catamaran-style hull delivers ride comfort, smoothness, load distribution, and stability."That stability draws anglers to powercats of typically 20 to 40 feet; and cruisers to sailing cats 40 to 60 feet and beyond.

— Rich Armstrong

Taming The Cat

When it comes to handling powercats in open waters, the most important thing to remember is that all boats are different. Just as you wouldn't lump the handling characteristics of all monohulls together, the same goes for powercats. But many have a few common traits to consider.

• Some powercats have relatively low buoyancy in the bow compared to monohulls, as many have very narrow hull entries . As a result, in some cases, idling into a sea can allow waves to break over the bow. Gaining some headway so the bow rises a bit and packs air into the tunnel can alleviate the issue.
• Some planing powercats will run smoother at faster speeds than slower speeds, as they compress air in the tunnel between the two hulls. In these cases, speeding up may actually provide a more comfortable ride in some sea states as compared to slowing down. Depending on your boat, its tunnel may result in other differences from the monohull that you may be familiar with. Learning about these will improve you experience.
• Some powercats display a "snap roll,"which is a very fast righting motion that can rock the boat uncomfortably, especially when drifting in a beam sea. In these cases, people who may want to drift often (such as anglers) will sometimes deploy a drift sock off the bow to reduce rocking and rolling.

Photo: World Cat

• In general, powercats are often more weight-sensitive than monohulls, especially when the bow is loaded down . It's always best to be aware of how you're loading your boat, and if the tunnel is slapping or the bow is digging into waves, consider shifting weight aft.
• Some powercats, particularly older models, lean out in a turn rather than banking in. There's no way to eliminate this phenomenon (although trimming up an outboard engine when initiating a turn may reduce it a bit), so it's important to give passengers a warning to hold on before making any aggressive maneuvers.
• "Sneezing,"or blowing a puff of mist out the front of the tunnel that the boat then runs through (getting everyone aboard damp), is a phenomenon associated with some powercats. In many cases, trimming the bow up a bit will significantly reduce or even eliminate sneezing.

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Lenny Rudow

New Boats, Fishing & Electronics Editor, BoatUS Magazine

Top tech writer and accomplished sports fisherman, BoatUS Magazine Contributing Editor Lenny Rudow has written seven practical boating books, won 30 awards from Boating Writers International — many for his marine electronics articles – and two for excellence from the Outdoor Writers Association of America. He judges the NMMA Innovation Awards, and is Angler in Chief at FishTalk, his own Chesapeake-based publication. A great teacher and inspirational writer, Lenny hosts many of BoatUS Magazine’s very-popular how-to videos, which can be found on the BoatUS YouTube channel, or at BoatUS.com

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2020 AmeraCat Gen II

Offshore center console catamaran.

AmeraCat took the original 27′ Gen 1 back to the drawing board in 2014 and changed things up a bit to make our fishing cat faster, smoother and more fuel efficient. We added higher gunnels, more displacement and managed to give our Center Console Catamaran even more space by increasing the beam to 9′. The 27′ Gen II is perfect for any recreational or commercial use and can be fully customized to meet any needs. With great handling from this center console fishing catamaran, you will not only have the softer ride but docking the 27′ Gen II is a breeze. All AmeraCat boats are made to order in our factory in South Florida so any customization is available. We believe that your boat should be built your way! If you are interested in getting more information or scheduling a sea trial on one of our Center Console Fishing Catamarans, use the Contact Us page or call us anytime. Below are a few images of the Gen II that give examples of the most popular options that other AmeraCat owners chose.

Specifications:

• Aprox. Dry Hull Weight-3340 lbs
• LOA- 27′ 2”
• Max HP- 600hp
• Fuel Gallons- 150/160 gallons
• Hull Draft- 14′
• STD Livewell Capacity: 50 Gal
• STD Fishbox Capacity: Approx. 300 Quarts
• Freeboard AFT:
• Freeboard Bow:
• Trailering Height: 

The 27′ Gen II is our most popular center console model. It’s designed perfectly for offshore fishing, diving or a nice cruise on the water with the family. The 27′ Gen II is lightweight, roomy, extremely stable in rough seas and it’s the perfect fit for law enforcement, government or any other commercial use. With many different options to choose from such as gunnel mount rod holders, dive ladder, outriggers, downriggers or even a few extra cup holders, you can customize an AmeraCat to fit your every need.

With a max horsepower of 500, you have a wide variety of twin engines to choose from that will get you to the fishing grounds fast, safe and most importantly, DRY. The 27′ Gen II can comfortably fish up to 6 anglers with plenty of room for tackle, live bait, fish boxes and coolers. Just like all the models in the AmeraCat lineup, the 27′ Gen II is an offshore fishing catamaran that is built with NO WOOD and cuts through the waves like a knife.

You will not only be amazed at the amount of room and storage you get with the Gen 2, but with upgrades like outriggers, an aluminum T-top, and anything else you can imagine, this catamaran can be fully stocked for an unbelievable price. At AmeraCat we offer the most affordable offshore fishing catamarans on the market.

Ready to get in touch with us to schedule demo ride of the 27′ Gen II? Use our Build A Boat form to get a general quote and let us know what custom upgrades you want for your new Fishing Catamaran. We can also be reached during normal business hours by phone at (772) 359-3641 or 24/7 via email at [email protected] . We look forward to hearing from you!

With AmeraCat, you are always dealing directly with the manufacturer not a dealer. This allows you to get factory direct pricing and not to mention, no one can answer questions like the creator! Having all the options you want added during the initial construction of the boat allows you to save money, time and the hassle of having to take your new boat to the shop just to have accessories installed.

Not located in our area? We also offer delivery of your brand new center console fishing catamaran at a reasonable rate. We also take trade-in of your existing boat, and we give you the highest possible amount with your trade-in towards your new AmeraCat*

The 27′ Gen II not the right size boat for you? Check out some of the other center console fishing catamarans we offer.

• 25′ Single Engine AmeraCat

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• Aprox. Dry Hull Weight- 2860 lbs
• LOA- 25′ 5”
• Beam- 8′ 6"
• Max HP- 350hp
• Fuel Gallons- 85 gallons
• Hull Draft- 15'
• STD Livewell Capacity: 45 Gal
• STD Fishbox Capacity: 200 Quarts
• Hull Draft- 14'
• Aprox. Dry Hull Weight- 4850 lbs
• LOA- 31′ 0”
• Beam- 9′ 10"
• Max HP- 800hp
• Fuel Gallons- 265 gallons
• STD Livewell Capacity: 60 Gal
• STD Fishbox Capacity: Approx 400 Quarts

Caught on an AmeraCat!

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Tomahawk single-engine cat range to launch at Sanctuary Cove show

Blue diamond marine will reveal the tomahawk range of trailerable catamarans using a single outboard engine.

A former 18-foot skiff world champion will use the 2024 Sanctuary Cove International Boat Show to launch a revolutionary trailerable powered catamaran range that is optimised to use a single outboard engine.

NSW-based alloy boat specialist Blue Diamond Marine will launch the Tomahawk, an asymmetric-hulled, reverse-bowed powered catamaran range that will come in centre console, T-top, cuddy cabin, hardtop and bowrider layouts.

The range will start with the 4.0-metre Tomahawk 495, featuring 50hp to 90hp outboard engines; the Tomahawk 550 rated between 80hp to 130hp; and the flagship 7.5-metre 620, rated between 115hp to 150hp.

Blue Diamond Marine already builds 7.0-metre, 10.0-metre, 12.0-metre and 14.0-metre commercial catamarans, as well as a 12.0-metre glass-bottomed boat.

The Tomahawk will cost from about $110,000 sitting on an aluminium trailer, with fully customisable options available.

The people behind the venture are former world-class sailor and custom boat builder Scott Ramsden, and marine design engineer Austin Kell. Ramsden says the asymmetrical hull design of the Tomahawk was reimagined to minimise tunnel disturbance, a reason why twin-hulled boats have struggled to work with just a single engine.

“We’ve produced an asymmetrical hull instead of a symmetrical hull, with a single engine, and designed a water deflector mechanism that is placed in the middle of the tunnel to ensure optimum clean water flow to the props, eliminating any cavitation issues,” Ramsden says.

“The result is a catamaran with increased width and comfort but lots of stability, and less emissions, maintenance and expense. 

“It’s a very smooth ride with a quality, not a tinny, feel and we anticipate it will revolutionise the trailer boat market.”

Images of one of the boats, a Tomahawk 620 centre console with deep walkaround decks, show a wave-piercing bow design with hard chines running aft right from the stem. The tunnel is quite wide, and appears to have a deep vee bottom aft.

The bow of the boat is squared off internally with what looks like storage lockers behind SOPAC doors built into it, and side pockets running aft.

The cockpit features two large coaming doors that make it easy to pull a gamefish onboard. The transom is set lower than the coamings, with a protective cage built over the outboard engine with a tow point.

The centre console has a wide two-seat leaning post and a large flat dash protected behind a wide windscreen.

The 2024 Sanctuary Cove International Boat Show runs from May 23-26.

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