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• Electric Inboard Motors

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Electric Inboard Boat Motors

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

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

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

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

EP-6 Electric Inboard

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

EP-12 Electric Inboard

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

EP-20 Electric Inboard

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

EP-40 Electric Inboard

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

EP-70 Electric Inboard

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

EP-100 Electric Inboard

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

EP-200 ELECTRIC INBOARD

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

Award-Winning Electric Motors

The Trusted Solution for Electric Boating

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

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

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

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

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

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

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

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OCEANVOLT sail drive motors

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

Sail Drive (SD)

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

system installation layout (example)

• Nominal Power
• Reduction Ratio
• Motor weight

Oceanvolt servoprop

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

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

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

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• March 17, 2021
• Posted by Sailing Barcelona

Installing electric drive propulsion

Currently electric drive propulsion is a hot topic for both cars and boats because electric drive propulsion is a clean and sustainable solution for the future.  For BarcelonaSail the conversion to electric drive propulsion presents particularly challenging questions, such as, maintenance, costs, drag, autonomy and additional holes in boat hull.

Electric Drive Options

Below we summarize the four options to convert an inboard diesel engine with an electric drive propulsion system:

S haft-drive:

Install an electric motor in the location of the diesel engine, shaft-drive solution. This is a complex installation and requires a specialist. Using the existing shaft and propeller is a problem for BarcelonaSail. The shaft is often the root cause of multiple problems, most import water entering near the stuffing box, and vibration as a result of shaft alignment issues.

• Water can enter the motor cabin and causing the electrical motor to operate in a moist environment affecting its lifetime.
• Vibration causes damage to electric motors in several ways. First, it can accelerate bearing failure by causing indentations on the bearing raceways at the ball or roller spacings. Secondly, it can loosen windings and cause mechanical damage to the insulation by fracturing, flaking or eroding of the material. Third, the excessive movement it causes can result in lead wires becoming brittle. Fourth, it can cause brush sparking at commutators or current collector rings.

S ail-drive:

Install a sail-drive system at the current propeller location. This option is often not possible because the space is simple not available. An electrical sail-drive system has an 80cm to 100 cm height. Secondly a sail-drive requires an opening in the hull of 30cm x 15cm. Obviously, a work that can only be done by specialists.  This option was indeed not possible for BarcelonaSail.

Sail drive: electric drive propulsion for sailboats

Pod-drive :

E lectric outboard :, conclusion by barcelonasail.

In conclusion we didn’t really like any of the four options presented to us. First of all is the fact that all inboard solutions cause more drag, because for regeneration requires a larger propeller. Minimizing the drag to the current situation is one of the criteria, see our earlier blog . Furthermore the installation is all inboard solutions is complex and requires making additional holes in the hull.

The Pod drive is BarcelonaSail’s favorite solution, no shaft, no vibration, no noise and a very small thru-hull. The disadvantage is that the whole unit (electrical motor included) is under the boat. In case something doesn’t work the boat needs to go out of the water.

The electric outboard is practical and easy in maintenance but not ideal at rough seas and not appealing.

As a result BarcelonaSail started to work on our own new electrical BLDC engine drive design . We expect it to be better and more affordable than the mentioned solutions in this blog.

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Electric Sailing Barcelona

• March 12, 2021

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• Systems & Propulsion

Electric and Hybrid Propulsion for Sailboats

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

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

Photos courtesy of Manufacturers

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Electric Drive Only

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

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

Electric Drive with Regeneration

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

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

Hybrid Electric Drive

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

Diesel-Electric Drive

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

Hype vs. Experience

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

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

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

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

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

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

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

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

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

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

Cost and Other Benefits

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

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

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

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

Conclusions

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

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

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

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

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

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

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

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

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

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

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Electric Pod Drive

Space-saving and efficient. popular with sailboats and small watercrafts.

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Introducing Pod Drives

ePropulsion pod drives are direc-drive and minimum maintenance electric motors for sailboats and small crafts. They’re space-saving and maximize your cabin space.You hear no noise onboard. 

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Build a pod drive system, choose your motor.

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* The standard charger of the E-Series battery is purchased separately. It’s a unified charger that works with E60 and E163. For fast charging, you could use two or more chargers in parallel connection.

E-Series Lithium Battery

We recommend you choosing ePropulsion original battery. 48V E-Series lithium iron phosphate battery is the perfect match for your Pod Drive.

Unit price is as low as $0.5 per watt-hour.

Incredible Range

Three Evo Controls

With three controllers available, you can always find a controller that well satisfies your needs.

Digital Display

Offers real-time monitoring of the power, remaining runtime, battery level, voltage, etc.

Electric Start

Press the button and you’re ready to go. Saves your trouble pulling the cord to start.

Magnetic Kill Switch

Works as an emergency stop key for ePropulsion electric outboards. Keeps you safe on the boat.

Smooth Throttle Changing

Designed with excellent throttle response and clear throttle hand feel.

Adjustable Max Power Output

Adjustable full throttle power makes the ePropulsion electric boat motors kids-friendly and suitable for rental boats.

Safety Wristband

Easy-to-use and additional safety.

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Max connection up to 8 wristbands per motor

Safety wristband works with Evo Tiller and Evo top mount control only, not compatible with Evo side mount control or Evo dual control.

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Can I use E60 to power Pod Drive 6.0 Evo?

Yes, but parallel connection is required. To power one Pod Drive 6.0 Evo with E60, you need two E60 batteries in parallel.

• Officially, we recommend the E163 battery for Pod Drive 6.0 Evo.

Can I use third-party batteries to power Pod Drive 1.0 / 3.0 / 6.0 Evo?

• First, our original E-Series battery has the best unit price on the market, as low as $0.46 per WattHour.
• Second, the E-Series battery weighs 70% less than the lead-acid battery with equivalent usable capacity, and costs 50% in five-year use.
• Third, because of incompatible communication protocol, when powered by third-party batteries, the ePropulsion motor cannot access real-time battery status and apply the best operation strategy.
• Despite all these, if you still prefer third party lithium or lead-acid batteries. The nominal battery voltage should be 48V. The continuous discharge current should be over 25A for Pod Drive 1.0 Evo, 62.5A for Pod Drive 3.0 Evo and 125A for Pod Drive 6.0 Evo.

Can Pod Drive motor work for saltwater use?

Yes, they’re all designed for extensive use in the saltwater. We choose high-quality aluminum alloy as the base material, and apply hard anodizing coating and teflon coating on top of it. For more info, please check ePropulsion Blog:  How do we make an outboard corrosion-resistant?

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Hercules Electric Marine

Introducing Hercules Electric Marine.  We are a producer of an electric drive system that is revolutionary in its approach.  More horsepower, more efficiency, more control and more pleasure out of your boating experience.   

Hercules Signs Supply Agreement with Coach Marine Group

 Hercules Electric Marine signs agreement with  Coach Marine Group to supply electric propulsion systems for their Coach & Xcursion brand pontoons. Initial deliveries to start in 2023.

Get exactly the power you need!  Clean, Quiet and Easy!  Just unplug and play!

Available for all boat hull types

Hercules Electric Marine Featured Channel 4 WDIV in Detroit

Electric boats making waves....

Our founders, James Breyer and Julie Tolley were interviewed by WDIV Channel 4 here in Detroit discussing marine electrification as well as our electric propulsion system.  We took the reporter, Rod Meloni, and his crew out for a spin demonstrating our system. Electric boats are coming, powered by Hercules!

Why Electric?

We designed a system that is highly capable, offers superior performance to gas engines and can survive harsh environments.  An electric propulsion system offers numerous benefits over a gas engine including less maintenance and lower total cost of ownership.

Hercules Product Offerings

Manufacturer, re-power / new power.

Hercules Electric Marine is bringing advanced electric propulsion technology to the boating industry.  With our efficient design we offer boat builders design freedom as the Hercules e-Drive system seamlessly integrates into your existing configuration taking up significantly less space than traditional gas or diesel engines.   

 You can utilize our integrated e-Drive system or we can work together to create a custom solution that will fit your and your customer’s needs.  We are bringing quiet, clean, and powerful marine propulsion to recreational boating.   250hp equivalent, multiple battery options, and customization options to provide a superior boating experience.  The Hercules e-Drive system can give your customers a better experience than gas engines with no gas, no fumes, no maintenance, optimized performance, and all-day power.   

Contact us to find out more or set up a demonstration.  

If you are looking to Re-Power or get New Power for your boat our Hercules e-Drive system may be right for you. The Hercules e-Drive system is our proprietary technology platform designed to revolutionize recreational boating.  We can create a custom electric solution to fit your current or new boat.  Our advanced electric powertrain can be configured to fit almost any boat taking up a fraction of the space of a combustion motor.  The Hercules e-Drive system is more efficient, environmentally friendly, requires less maintenance and is more fun than gas outboards or inboards.  No more hauling gas cans to the dock or filling up at the marina. Just unplug and go!  

The Hercules e-Drive system utilizes powerful permanent magnet motors, all digital drive-by-wire controls, and up to 94kWh of battery storage for all day power. Hercules marine packages include state of the art on-board chargers to charge your craft using 110V, 220V outlets or auto industry fast chargers. This system also acts as a 12V battery to power all your stereos, marine electronics, and accessories all day long.  We even have integrated solar charging systems coming soon. 

Check out our specs and contact us to see how Hercules Electric Marine can provide you with an electric powertrain without compromise and delivers exactly what you are looking for. 

Hercules Electric Marine Platform "Powered by Hercules"

Up to 250 HP marine propulsion with all digital controls and multiple battery options.

Hercules Electric Marine Approach

Powered by Hercules Electric Marine drive system.  Take a look.  We are coming early 2022.  Fun Electrification by Hercules.

Stay tuned for details of our electric boat options.

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YANMAR TO LAUNCH FIRST ELECTRIC PROPULSION PRODUCT TO U.S. MARKET AT NEWPORT INTERNATIONAL BOAT SHOW 2024

August 15, 2024

YANMAR Marine International (YMI) is set to launch its ‘plug and play’ E-Saildrive range to the global market at this year’s Newport International Boat Show (September 12-15), which is the marine engine innovators eagerly anticipated first step into electric propulsion. It is designed to give boaters a seamless transition to electric power by utilizing a straightforward installation platform.

The emissions-free saildrive is built on an integrated system with all the components on one ‘plug and play’ platform. It is fitted on existing footprints or as a drop-in replacement for combustion engines, making the switch to 100% electric boating easier and quicker. The E-Saildrive is offered in three models – the SDe7 kW, the SDe10 kW and the SDe15 kW.

The Electric Saildrive range is designed to the same high engineering standards as YANMAR’s combustion engines with full access to the same global support network.

The SDe15 kW saildrive will be shown at the YANMAR stand, Tent B, space B47. The YANMAR team will be available to provide information and answer questions on the E-Saildrive range.

Kevin Carlan, President of YANMAR Marine International Americas, said: “Our developers have developed an innovative, integrated system on a plug-and-play platform that simplifies the transition to electric propulsion for boaters. We are committed to a sustainability journey, and with the E-Saildrive solution, we aim to inspire boaters to join us in reducing our environmental impact, one step at a time.”

For further information or images, please contact the YANMAR team at McKenna Townsend by calling +44(0)1425 472330 or emailing [email protected]

About YANMAR Marine International

YANMAR Marine International (YMI) is driven to create innovative, environmentally responsible marine propulsion solutions through the exploration and progression of advanced technologies. With sustainability at its heart, the YMI mission is to meet the evolving needs of its customers as a trusted partner, supplying cutting-edge products and systems which enhance our customers’ experiences.

The sustainable solutions from YMI are built to help customers take the next step on their journey to minimize their CO2 footprint, while fulfilling their appetite for life-affirming adventure on the water and requirements for onboard comfort. YMI continues to grow its network of service centers worldwide, providing quick and reliable support in over 130 countries.

Based in the Netherlands, YMI is incorporated within YANMAR’s global operations. With its beginnings in Osaka, Japan in 1912, YANMAR is driven by its founding mission to benefit mankind and by a pioneering spirit for world-leading technology across seven business domains on land and at sea.

YANMAR has continued to expand its range of products, services, and expertise to deliver total solutions as an engine and equipment manufacturer, providing small and large engines, agricultural machinery and facilities, construction equipment, energy systems, marine engines, machine tools, and components.

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YANMAR’S extensive global service and parts network spans 130 countries and over 2100 locations.

We’re here to help and would love to hear from you. Contact us with inquiries, comments, and feedback.

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Current promotions: Bags for the Torqeedo Travel 903 and the ePropulsion Spirit 1.0 PLUS. Up to 14% discount on complete systems from Torqeedo Cruise.

<p>Saildrives for sailboats - 100% electric</p>

Availability

Manufacturer

rotations per minute (rpm)

Input power (kW)

Voltage (V)

WaterWorld 10.0s

upon request

WaterWorld 20.0s

Mitek Saildrive 15 HP

17.849,00 €

Mitek Saildrive 20 HP

21.399,00 €

Mitek Saildrive 30 HP

24.999,00 €

Mitek Saildrive 40 HP

26.999,00 €

Kräutler SDK 2,0 AC

Kräutler SDK 2,5 AC

Kräutler SDK 3,0 AC

Kräutler SDK 3,5 AC

Kräutler SDK 4,0 AC

Kräutler SDK 4,3 AC

Kräutler SDK 5,0 AC

Kräutler SDK 6,0 AC

Kräutler SDKH 8,0 AC

Kräutler SDKH 11,0 AC

Kräutler SDKH 15 AC

Kräutler SDKH 18,5 AC

Kräutler SDKH 20 AC

Kräutler SDKH 25 AC

Saildrives for sailboats from all manufacturers

Popular electric saildrives.

You can easily find the right type of engine and model for your boat in the categories. "What electric sail drives are available for my boat" - Here you will find almost all manufacturers and models available on the market for maritime applications.

You are not sure which e-saildrive is the most suitable? Give us a call! We have a selection of 16 different e-drives from 3 manufacturers on offer for you.

Special features of electric saildrive motors

E-Saildrives are available in different performance ranges. You will find all variants from 2 kW up to 28 kW (40 HP) power in our shop. Depending on your requirements, you will need about 1-2 kW power per tonne in displacement mode boat weight, depending on the water, hull, and current.

The control of your Saildrive is possible via a remote control or via a fixed throttle in combination with a steering wheel on board. The motor is rigid or optionally rotatable. Normally the motor provides thrust and the steering works via a rudder. The electric motor is mounted inside the boat and the shaft with propeller is underwater. There is only a small passage through the hull to the motor and the batteries. The Electric-Saildrives are powered by an external battery which is connected to the electric drive. Here we recommend modern lithium batteries or AGM batteries for maritime applications, depending on the application. In addition, you will need a charger and solar cells for recharging are available as an option.

Differences of the individual Saildrives - What do I have to pay attention to?

The selection criteria vary depending on the boat and application. One of the most important criteria for us is the volume. There are outboards with gears that generate a high-frequency hum. These are significantly quieter than combustion engines, but still relatively loud. The electric Saildrive offers some advantages over combustion engines or other engine types.

Electric Saildrives are absolutely silent, there is really nothing to hear. We find quietness on your boat should not be disturbed by anything. We, therefore, recommend in good conscience a sail drive motor for your sailboat. You can also find the information with the individual products or you can filter according to them.

There are also differences between leisure and commercial use. Torqeedo's models have the best prerequisites for leisure use with an unbeatable price-performance ratio.

If you use your boat as a hirer or in the industry for commercial purposes, we recommend specially designed engines from the premium segment. The same applies if the demands on the sailing time per year are very high. The motors from Kräutler are ideally suited for this.

Very interesting are additional options like a metal propeller, a foldable propeller, or the possibility to recharge the batteries during sailing thanks to recuperation. Please contact us for an individual and detailed consultation.

Electric Saildrives - Which manufacturers are there?

Most boat owners know Torqeedo with the orange logo. Torqeedo comes from Starnberger See in Germany. Torqeedo is market leader in the field of electric boat drives and has already delivered more than 100,000 electric motors all over the world. The saildrives from Torqeedo have between 2 kW and 10 kW of power.

The absolute hit in the area of saildrives for motorboats is the company Kräutler. The Käutler family business has been manufacturing electric drive units for boats and ships since 1971. The traditional Austrian company produces high-quality electric motors in standard solutions or special special solutions for commercial shipping.

Advantages and disadvantages of electric saildrives

On the one hand, electric saildrives have the conventional advantages of an electric motor. The electric drives for sailboats are quiet, clean, and very efficient. Also, the motors have much better handling, maneuverability, and more thrust in the lower speed range. E-boat engines are also cheaper to maintain, safer than combustion engines and also environmentally friendly.

Saildrives can only be mounted on the boat with technical skills. Furthermore, the drives are located inside the boat in the hull. This is both an advantage and a disadvantage. On the one hand, you have less space in the interior, but less water resistance. This means that you can reach higher speeds and need less power when sailing. They are rigidly built-in and unlike outboards, there is no danger of theft. The engine can easily be wintered in the boat.

In any case, you have the advantage of a flawless appearance without any visible motor on your boat. Moreover, the maneuverability is excellent. On the one hand, there is a small disadvantage in terms of the cost of installation. But don't worry: we will be happy to assist you with installation or put you in touch with a specialist.

Installation of an e-saildrive on foundation

Saildrives are particularly common on small to medium-sized sailing boats. The advantage of sail drive motors is that the maneuverability is very good. Besides the rigid sail drives, there are also rotatable sail drives for boats without rudder.

The components of the electric motor are installed in a housing, which is located inside the boat. The assembly is more complex than with an outboard and should usually be carried out by an expert. The boat should also be lifted out of the water, which may require a crane.

The base is laminated to the hull and existing bases can usually be reused if an electric sail drive is purchased. The holes in the hull must be well sealed. Existing foundations can be reused, for example, there are mounting plates for Volvo foundations, Yanmar foundations, Yamaha foundations, or other foundations.

The effort is a little bit higher than with a pod motor because only a few smaller holes are needed for mounting on the fuselage and a larger one for the cable feed-through.

It is important to fit the new electric motor exactly. The assembly is also occasionally carried out by private hands. If you have 2 left hands like us, just let us know. We will find you a boat builder in your area free of charge, obtain cost estimates, and organize the assembly.

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