The new Mercury Marine ­joystick control for a single outboard puts throttle, shifting and steering control in the palm of your hand. Many captains will find that the joystick makes it easier to handle a single-engine boat in tight quarters. Full-lock steering response is realized with a quick turn of the joystick rather than with multiple turns of the wheel, and shifting from forward to reverse is just as quick. The joystick ­simplifies boathandling, matching the functionality of the Yamaha Helm Master EX single-engine system introduced in 2021.

We tested the single-engine joystick aboard a Highfield Sport 700 RIB powered by a ­Mercury Verado 250 outboard. A lightweight RIB is easily pushed around by wind and current, and thus is a perfect application for the joystick. The same could be said for a pontoon. Tilt the knob forward or back for forward or reverse thrust, and twist it left or right to steer the outboard. The bow of the vessel always follows the direction of the joystick rotation, whether forward or reverse thrust is selected. The joystick is proportional, which means that the farther from the center the joystick is moved, the more thrust is applied. The system is programmed to limit thrust through the joystick, which makes it less likely you’ll dial up too much thrust—we’ve all seen that ­happen around the dock.

Learning to use this control takes some practice. Experienced captains will instinctively reach for the wheel. But once you develop new muscle memory, control becomes instinctive. This joystick also offers some ­autopilot functions if the boat is rigged with a compatible MFD and a Mercury GPS/IMU. The single-engine joystick is compatible only with Mercury Verado and Sea Pro V-8, V-10 and V-12 engine models equipped with Mercury electric power steering. It can be retrofit, but our Merc rep suggests that the ideal time for installation is during a repower, when all the required components can be ordered together. Vessels equipped with electric steering can add the single-engine joystick for about $2,500, and autopilot for an ­additional $3,000. Note that these features are not mutually exclusive. If the vessel has electric steering, AutoPilot can be installed without the joystick, and vice versa.

Read Next: Mercury Joystick Piloting for Pontoons

SmartCraft OS Joystick Update Available

Mercury Marine recently released a SmartCraft software update that gives multiengine joystick piloting new capabilities. Closed-loop velocity control will automatically adjust throttle and steering if wind or current causes the boat to drift off course during joystick ­maneuvers, reducing unwanted fore-aft drifting by up to 74 percent. Speed-based joystick ­operation replaces the previous rpm-based system. The joystick input translates to ­actual speed over ground, and if the boat encounters a force such as a headwind or tailwind, the system will automatically increase or decrease throttle to maintain the captain’s desired speed. For V-12 engines, the software update enables slip control, which allows the transmission to slip up to 90 percent to reduce propeller rpm and more accurately control the boat’s movements. The software update is available for boats that currently have multiengine joystick piloting and next-gen digital throttle and shift controls. See a Mercury dealer for details.

The post Mercury Joystick Steering for Single-Engine Vessels appeared first on Boating Mag.

Mercury recently celebrated the debut of two new Avator electric outboards: the 75e and the 110e. Both are made for small-boat applications, with the 75e delivering 10 hp at the prop shaft and the 110e delivering 15 hp at the prop shaft. We had the opportunity to run them at an event in Charleston, South Carolina. I spent the most time running the 110e, Mercury’s biggest electric outboard to date offered in the Avator lineup. For this test, Mercury had the 110e mounted on a Sun Tracker Party Barge 18 pontoon. Here’s how it went.

First off, the name 110e derives from the fact that the motor delivers 11,000 watts of power at the prop shaft, which roughly translates to 15 hp (at 746 watts per hp, that’s 14.75 hp precisely). As you’d expect, a 15 hp engine is not going to send an 18-foot ­pontoon rocketing around the lake. But you can see this application working for people boating on lakes that have horsepower limits or allow the use of only electric power, or for those who lack a need for speed, those with limited access to fuel, and, finally, those with a desire to avoid ­ethanol issues and winterization.

The dry weight of the 110e is 124 pounds, and it has a small, sleek profile reminiscent of a Star Wars droid. The 110e can connect to up to four 5,400 Wh lithium-ion batteries that weigh 93 pounds apiece. Our Sun Tracker came equipped with a pair of batteries housed ­under the transom bench seat, combined with the 5400 Power Center—the unit responsible for integrating the batteries with the outboard and the helm, and also for charging. Mercury says that when both batteries are drained, they take about 10 hours to fully charge using the integrated 1 kW charger on a 120-volt AC shore-­power hookup. Opting for the 520 W portable charger saves space on the installation but ups the recharge time to 20 hours.

Taking control at the helm with one other person aboard, the first thing I noticed was how responsive it was in ­close-quarters handling. There is almost no lag time from the throttle, and the 110e provides ample low-end torque, which really came in handy when fighting a strong current while backing out of the slip and trying to maneuver through traffic at the marina. Once clear, I punched the throttle and noticed instantaneous acceleration. That said, we could not break plane and motored along at displacement speeds, topping out at around 13 mph running down-current. At wide-open throttle, Mercury estimates about an hour of run time; range and run time prove progressively longer the more you ease up on the throttle. I spent most of my test run at around 7 to 8 mph and saw the range hover around 15 to 16 miles, or about two hours.

Read Next: Mercury Avator 20e and 35e Electric Outboards

Range, speed and battery life are all easily accessible on the simple digital dash display at the helm, so you should never be surprised by a sudden lack of juice to get home. The 110e also proved remarkably quiet, so much so that without looking, I couldn’t tell that it was on while idling. Underway, I recorded 74 decibels at the helm at full throttle, but much of that was due to the wind and other ambient noise on the open pontoon platform.

The 110e is a great power option if you boat on electric-­only lakes or ones with strict speed limits. It’s also a ­no-brainer for tender duty—provided yours can handle, as well as fit, a 93-pound battery and rigging—because it will get you into shore and back to the marina. MSRP is $20,900, and you can learn more at mercurymarine.com.

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Mercury Marine, a division of Brunswick Corporation, recently introduced the all-new MerCruiser® T8200 Tow Sport inboard. The engine is built on Mercury’s successful 8.2L V8 big-block platform and includes Smart Tow® digital control systems to transform the biggest watersports boats into the ultimate adrenaline machines.

The T8200 joins the T6200 in the Tow Sport lineup, reinforcing Mercury’s commitment to providing marine propulsion solutions for all recreational boaters and activities.

“Watersports such as wake surfing continue to grow in popularity, with today’s boaters demanding bigger boats with more features and amenities,” said John Buelow, Mercury Marine president. “To deliver what boaters in this segment want and power a new generation of fun seekers, we created the T8200 Tow Sport inboard, backed by 50 years of engineering excellence that have made MerCruiser the legend it is today.”

Read Next: MerCruiser Bravo 4S Wakesurfing Sterndrive

The T8200 Tow Sport inboard will be available with Varatti Z2272, Z2373 and Z2474 wake boats to complement the existing T6200. Varatti Boats, a division of Floe International, Inc., occupies a 150,000 square foot facility in Cambridge, Minnesota. Varatti boats are available with Mercury Joystick Piloting for Inboards, delivering unparalleled control.

“As a longtime Mercury partner, we are thrilled to add the T8200 Tow Sport inboard as an option on all of our Varatti Z surf boats,” said Wayne Floe, CEO of Floe International. “MerCruiser is synonymous with quiet, powerful and efficient performance, and this new engine allows our customers to power larger vessels and enjoy all of their favorite watersports with ease and confidence.”

T8200 Tow Sport inboard features include:

High-Horsepower Performance

Available in 380hp and 430hp high output models, the T8200 is built on Mercury’s successful 8.2L V8 big-block engine platform and runs on 87-octane fuel. It can handle tow sport boats up to 26 feet long.

Class-Leading Torque

Tow sport performance is all about torque, and the T8200 generates more torque than any engine in its class. The torque enhances control of heavy tow sport boats loaded with gear, ballast and people, while helping to generate surfable wake at speeds down to 8 mph. The engine is paired with a 1.73:1 gear ratio transmission that’s optimized for tow sport performance.

SmartCraft Technology

The T8200 leverages Mercury Smart Tow and Surf Control technologies to combine speed, ballast and wake management on a VesselView display. Rather than having to coordinate multiple control systems, boaters get one fully integrated, easy-to-use system from Mercury that delivers a better experience for the driver and rider.

Engine Guardian

Boaters can stay out longer with confidence knowing that the Mercury Engine Guardian system is at work. The system monitors engine performance with more than 40 sensors to detect potential problems early. If necessary, Engine Guardian automatically adjusts engine functions to help get boaters home safely.

Corrosion Prevention

MerCruiser® Tow Sport inboards feature premium corrosion-preventive technologies to help keep equipment looking and performing at its peak. The inboards are backed with an industry-leading 4-year corrosion warranty. 

More information about the T8200 Tow Sport inboard can be found here.

About Mercury Marine

Headquartered in Fond du Lac, Wisconsin, Mercury Marine® is the world’s leading manufacturer of recreational marine propulsion engines. A division of Brunswick Corporation (NYSE: BC), Mercury provides engines, boats, services and parts for recreational, commercial and government marine applications. Mercury empowers boaters with products that are easy to use, extremely reliable and backed by the most dedicated customer support in the world. The company’s industry-leading brand portfolio includes Mercury outboard engines, Mercury MerCruiser® sterndrive and inboard packages, Mercury propellers, Mercury inflatable boats, Mercury SmartCraft® electronics, Land ‘N’ Sea marine parts distribution and Mercury and Quicksilver® parts and oils. More information is available at MercuryMarine.com.

About Varatti Boats

Headquarters in McGregor, Minnesota, Varatti Boats by Floe Craft is a division of Floe International, Inc. Floe International, established in 1983 operates just over 300,000 square feet of manufacturing of Boats, Trailers, Docks, Lifts and Accessories in McGregor, Hoyt Lakes, and Cambridge, Minnesota. Varatti is the vision of CEO Wayne Floe, with a goal of designing and engineering the highest performing multi-sport luxury towboat. The new Varatti Z-Series boats, represent a lifelong dedication to watersports and commitment to innovation and a passion for designing products that make life more rewarding and enjoyable for our customer. Our passion to invent a better way drives everything we do.

The post Mercury Marine Intros MerCruiser T8200 Tow Sport Inboard appeared first on Boating Mag.

Mercury Marine’s recent ­foray into the ­electric-outboard market began with the ­Avator 7.5e, but as promised, both a higher-powered ­Avator 20e and 35e have now joined the lineup. Offering ­power that Mercury claims is ­comparable to its 5 and 9.9 hp gasoline-­powered four-stroke ­outboards, motors are targeted at small aluminum fishing boats, skiffs,  inflatable tenders, and even the occasional pontoon. Like the 7.5e, the 20e and 35e feature the same sleek form factor, simple toolless battery connections, and lightweight portability. The new motors also offer the ­possibility of greatly ­extending range by pairing up to four 2,300 Wh battery packs. 

Unlike axial or radial flux motors, Avators use transverse flux technology, an industry first. Rather than wind copper wire around the stator teeth or pole, transverse flux motors position coils circumferentially around the axis of rotation to allow a three-dimensional flow of magnetic flux, axially through the stator, circumferentially through the rotor, and radially through the gaps in between. Advantages include increased low-speed torque and ­efficiency, maximizing battery life and range. Mercury says that the 20e, producing 2.2 kW of power at the prop shaft (comparable to just under 3 hp) delivers performance closer to its 5 hp gas four-stoke. The 35e, generating 3.7 kW of power (comparable to 5 hp), compares to the 9.9 hp gas model. Motors are touted as being quieter than its ­comparable ­internal-combustion counterparts. Reps note that the 35e is 63 percent quieter than a 6 hp four-stroke outboard at full throttle.

Unlike the 7.5e’s ­swappable internal battery, both the 20e and 35e require external, 2,300 Wh lithium-ion batteries. ­Developed in partnership with the Navico Group’s Mastervolt brand, the IP67-rated (dustproof/­waterproof) batteries feature a tool-less, twist-lock power connection. A battery status button displays the current state of charge via four LED indicator lights. While the 20e can run on a single battery, the 35e requires two, linked through Mercury’s Power Center hub, to achieve full power. The Power Center can handle up to four individual batteries, linked in parallel, for ­maximum range. Battery space requirements with a power cable connected are 2 feet by 1 foot, 5 inches by 6 inches. Batteries can be stacked two high, as well as distributed throughout the boat to balance weight.

Battery life varies widely depending on power output and is decidedly nonlinear. High winds (20 to 25 mph) at Mercury’s Lake X test facility in Central Florida complicated our ability to capture best-case numbers on either motor. On a Mako Pro 13 Skiff outfitted with a 35e with 20-inch shaft, we noted a 3.8 mph speed at 500 watts with an accompanying run time of 9.2 hours and range of 34 miles, and 6.7 mph top speed with one-hour run time and 6-mile range at full 4,500 watts. An 11-foot Further Customs Laguna 330 paired with the 20e with 15-inch shaft produced a respectable 4.6 mph at 500 watts, resulting in run time and range of 4.6 hours and 21 miles. At 2,000 watts, speed increased to 5.8 mph, while run time dropped to 1.1 hours and range to 6 miles. As expected, torque was impressive. Vibration and noise were minimal, with the latter’s 66-decibel max more influenced by wind and hull slap.

Battery status—including charge percentage, ­estimated range and run time, speed, and current power—can all be monitored through ­Mercury’s full-color digital display. ­Integrated into the front of tiller models, nontiller units offer a choice of pedestal or flush-mounted remote displays. Mercury’s SmartCraft Connect Bluetooth module is pre-installed, allowing users to pull up similar data on the manufacturer’s smartphone app, including range estimates on a GPS map.

Read Next: Boat Test: 2024 Veer V13

There’s a lot of commonality between the larger motors and the 7.5e. Both models are available with either tiller or remote throttle controls. Tillers can be adjusted both horizontally and vertically to dial in a comfortable position. The direction of the throttle grip can also be ­reversed to accommodate right- or left-handed operators via display controls. The 41-pound drive unit is designed to be extremely portable and snaps in and out of a quick-release transom mounting bracket. The tiller can also be folded down to act as a carrying handle. A ratcheting trim system allows for easy adjustment to one of five preset trim angles with just one hand. Raise the motor fully to release. Shafts are available in 15-, 20- or 25-inch lengths on all three current models. Both the 20e and 35e share the same high-impact polymer 12.7-by-7-inch three-blade propeller. 

As to charging, Mercury currently offers a choice of 230W or 520W smart chargers. The former will fully charge a ­single depleted battery in approximately 10 hours; the latter do likewise in about 4.5. Use the Power Center to charge up to four batteries simultaneously.

The post Mercury Avator 20e and 35e Electric Outboards appeared first on Boating Mag.

Mercury Racing 500R

The latest and greatest offering from Mercury Racing is a supercharged behemoth. This 4.6-liter V-8 delivers serious torque, acceleration and speed for the large and sporty center consoles and outboard powered day and performance boats that need that extra oomph. Catch up on our review here.

Where: Bahia Mar Lavender Zone Slip 1012, Broward County Convention Center

Mercury V10 Verados

The V10 Verados in 350 and 400 hp offer excellent power options combined with
Mercury’s DTS digital steering to provide a smooth and seamless experience with major horsepower in single or multiple engine applications. See our review here.

Where: Bahia Mar Lavender Zone Booth 1012, Broward County Convention Center

Honda BF350

After a few years of maxing out with its 250 hp engine, the four-stroke pioneer has just come out with its largest engine to date, the all new BF350. Our full review is coming out in our January 2024 issue, but as one of the first to test it, we know the Honda 350 features a newly developed 5-liter-displacement block with a fully balanced, 60-degree offset crankshaft, built using the same alloy and strength specifications as the engine in the Acura NSX high-performance supercar, according to Honda. This eliminates the need for counter balancing the crankshaft and seamlessly integrates with the 60-degree V-8 powerhead design to minimize engine vibration and noise. Available in silver or white paint schemes, the Honda delivers its 350 prop-shaft horsepower using 86-octane gasoline (versus premium unleaded octane) at 5,500 rpm.

Where: Bahia Mar Engine Tent, Booth 1223

Suzuki DF200

Suzuki will have its full array of outboards on display, up to its DF350, but take a look at the DF200. Also note Suzuki’s industry leading Clean Ocean Initiative to help keep our waters clean and safe for boating.

Where: Bahia Mar Engine Tent Booth 1220, Convention Center Booth 2054

Volvo Penta Diesel-Electric Hybrid System

Volvo Penta is leading the way with its sterndrive, forward drive and pod technologies, and has also proven to be at the cutting edge of converting to electric power, as noted in its diesel-hybrid collaboration with Beneteau.

Check out everything Volvo Penta has to offer at the show.

Where: Bahia Mar Engine Tent Booth 1203

COX CXO300

COX continues to make diesel power a viable option in the outboard market, especially with its CXO300.

It’s definitely an option for outboard-powered yacht tenders where the owner wants to use the same fuel as the mothership.

Where: Bahia Mar Engine Tent, Booth 1211

Yamaha XTO 450

Yamaha boosted the power output of its V8 XTO 425 up to 450 hp, expanding its presence on ever-larger boats requiring multiple outboards as its power source. One of the benefits of the 450 is that the Yamaha XTO Offshore 450 boasts more charging power, featuring a three-phase, simultaneous charging system that produces up to 96 net amps per engine in neutral. This enables it to provide more power for high-demand devices, such as gyrostabilizers, air conditioning and sound systems. The charging system is so powerful that it can even eliminate the need for an onboard generator, according to Yamaha. See our full review here.

Where: Bahia Mar Engine Tent, booth 1207, Broward County Convention Center

The post Fort Lauderdale Boat Show 2023: Must-See Engines appeared first on Boating Mag.

Mercury Marine has been teasing its Avator electric outboard for more than a year, and the Avator 7.5e model made its public debut in January at the 2023 Consumer Electronics Show (CES). However, it will not be available for sale until later this year, likely packaged with the new Veer X13 compact fishing boat.

The first in a series of Avator electric motors Mercury will introduce in 2023, the Avator 7.5e is distinguished by its removable battery pack. Mercury says the Avator 7.5e generates 750 watts of power and offers performance equivalent to a Mercury 3.5 hp gas outboard. The 48-volt, 1 kWh lithium battery, designed with Brunswick partner Mastervolt, uses transverse flux technology. Mercury says the hydrodynamics and propeller design foster efficiency, and the outboard generates high torque with little effort to maximize battery life and range.

“The Avator 7.5e is much more than just an outboard,” says Tim Reid, Mercury Marine vice president of product development and engineering. “We created an entire propulsion system, fully integrated from the advanced controls, props and digital gauges to an all-new mobile app. Every aspect was designed with the same attention to quality, durability and reliability as all Mercury products. We’re confident the Avator 7.5e outboard will deliver a superior boating experience for boaters powering small vessels with electric propulsion.”

The Avator 7.5e comes in 15-, 20- and 25-inch lengths. The 15-inch model weighs 43 pounds without the battery, about 5 pounds more than Merc’s 3.5 hp FourStroke. The battery weighs about 15 pounds. The drive removes from the transom bracket at the steering pivot, so you could leave the bracket and tote away the rest of the motor, which then weighs just 37 pounds. This also makes installation easy; screw on the transom bracket, attach the drive, then drop in the battery.

The 7.5e model can only be powered by its built-in battery. Extending range requires carrying a second battery pack, which is also easy to change. Mercury is not able to estimate range due to all of the obvious factors that impact battery efficiency, including wind, current, load and ambient temperature. The battery must be removed from the outboard for charging. A 110W charger and a 230W charger—both of which plug into standard house current—are available. Charging times for a depleted battery is stated as 10 hours with the 130W charger and 4.5 hours at 230W. The onboard display offers a lot of information, including battery level as a percentage or on a scale, battery estimated time and distance, power output in kilowatts, vessel speed, a moving propeller indicator, and alerts and faults. The display can also be used to change throttle direction for hand preference, since shifting and throttle are controlled in the tiller handle grip. Maintenance is limited to checking a sacrificial anode, greasing the prop shaft, rinsing off salt, and maintaining battery state of charge.

Mercury is not ready to reveal pricing for the Avator 7.5e. At CES, Mercury also displayed Avator 20e and 35e models, which we assume will produce 2.0 kW and 3.5 kW of power if the naming nomenclature is consistent. If thrust stays consistent, that makes the 35e model equivalent to about 14 hp. The Avator 20e and 35e models use remote batteries.

Brunswick will release more information on Avator outboards at mercurymarine.com/avator throughout the coming year. Meanwhile, we’ll be testing the Avator on the water soon and reporting back to you. Stay tuned. 

The post Mercury Avator 7.5e Electric Outboard appeared first on Boating Mag.

Mercury Racing

The company known for building the fastest gasoline outboards on the planet will have plenty of power on display, including the flagship 450R. Sea trials will be available through reservation via its boat-building partners.

Location: Convention Center, Herald Plaza

mercuryracing.com

Yamaha

Everyone into outboards will want to check out the new 450 XTO, the latest generation in Yamaha’s V8 Offshore series, designed to power the giant center consoles that have become so popular. The new version not only upgrades horsepower, it also increases charging power to meet the electrical demands of today’s high-tech boats.

Location: Convention Center booth MB 2200, Herald Plaza, booth ST132, Yamaha Dock, Venetian Marina

yamahaoutboards.com

Oxe Marine

Oxe will be unveiling its latest diesel outboard, which it says will be a game-changer in the compression engine market.

Location: Convention Center booth MB209

oxemarine.com

Indmar

Indmar Marine Engines, which builds high-end gasoline inboards, is announcing a partnership with Roush Performance and Pavati Boats. The new Pavati will be powered by an Indmar 6.2L Raptor.

Location: Convention Center Booth MB2090

indmar.com

Suzuki

Suzuki will have their full array of outboards on display, including the flagship DF350, which has contra-rotating props to offer precise handling around the docks and in tight spaces.

Location: Convention Center booth MB1914, Herald Plaza booth HP319

suzukimarine.com

Volvo Penta

Volvo with have plenty to look at both at the booth and in the water, including its award-winning Assisted Docking Technology. Also see what’s going on with their innovations in sterndrive, diesel and electric power.

Location: Convention Center booth MB2414, Miami Yachting Center, Herald Plaza HP4A

volvopenta.com

Yanmar

The venerated diesel engine builder is announcing its first foray into electric at the Miami Boat Show. Though targeted at sail boats, the new E-Sail drive concept is worth checking out as it shows the future direction of marine propulsion.

Location: Convention Center Booth MB1514

yanmar.com

Mercury Marine

Check out the full range of Mercury power, from the Avator 7.5e electric outboard to the Mercury 600 Verado that features an independently-moving lower unit.

Location: Convention Center Booth MB 1700, Herald Plaza MercDU2, Venetian Marina

mercurymarine.com

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What’s bigger than a kayak, smaller than a technical skiff, and fits in the bed of your pick-up truck? Why it’s the new Veer X13, the first model from a new boat brand just revealed by Brunswick Boat Group. The boat debuted today in Las Vegas at the Consumer Electronics Show alongside the Mercury Avator 7.5e electric outboard motor. Both the Veer brand and the Avator outboard have been teased for some time, with the Avator highlighted on the Mercury Marine website, and the plan to introduce a new boat brand aimed at “younger and more diverse consumers” presented to Brunswick investors two years ago. In 2023, both Veer and Avator will reach consumers.

The Veer X will be sold with the Avator 7.5e outboard, but apparently not right away. The boat will be available this spring only with a Mercury FourStroke 9.9 internal combustion outboard. The electric Avator will not be ready for sale until later in 2023. The 13-foot Veer X13 will have a base price of $11,995 with the Mercury 9.9 and a galvanized trailer. The X13 is the first of several Veer models expected to debut in the next year or two, each designed to make boat ownership as accessible as possible. There will be a Veer dealer network, but Brunswick also implies that customers will be able to order a Veer online. The company declined to offer details on how the boats will be retailed. We expect Veer models to also appear in Brunswick-owned Freedom Boat Club rental fleets.

Veer to Change Course

The Veer X13 was engineered by the angling experts at Lund Boats, also a Brunswick brand. The boat is rotomolded in one piece in durable polyethylene with its internal cavity filled with rigid foam. Beam is 48 inches, specifically to fit between the wheel wells of your F-150, which in theory would facilitate transport to water where no launch ramp is available. The boat weighs 382 pounds without power, so you are not going to pick it up and toss it into a truck bed, and a support beyond the tailgate will be required. Boat and motor on its trailer weighs just 835 pounds, an easy tow behind just about any vehicle that can mount a hitch. Boat capacity is two passengers and 550 pounds, and Brunswick claims draft at rest is only 6.3 inches.

Veer X13 Specifications

The skipper sits on a padded bench seat at the transom. A 3-gallon fuel tank fits below the seat space, which is open fore and aft for ventilation. When the boat is powered by an electric outboard, remote battery packs will stow below the foredeck hatch. There are two stowage compartments in the sole at the skipper’s feet, with room for a medium-size cooler forward. All horizontal surfaces are covered with soft Marine Mat material, including the forward casting deck. The footwell is above water level and drains through the transom. Criss-cross elastic cords on the foredeck appear intended to secure light gear like a net. The boat will only be sold with a rope-start outboard, so there’s no battery and no lights. Rails along the cockpit gunwales accept Lund SportTrak accessories, including a Quik-Clip rod holder, a tool caddy and drink holder. Other options include a shallow-water anchor and a standing bar, intended to offer support while running the boat standing with a tiller extension or when moving around the deck. The standing bar secures with two clevis pins and is easy to remove.

We’ve walked around the Veer X13 and the boat appears to be well finished. The polyethylene material backed with foam should be very resistant to dock rash and beaching on a rocky shoreline. Freeboard is minimal, so the Veer seems best-suited to angling and gunkholing inshore and on protected lakes and rivers. Brunswick has not offered any performance data. We can’t wait to run this boat to see how it performs.

Mercury Goes Electric

The Avator 7.5e is the first in a series of Avator electric motors Mercury will introduce in 2023. This is the motor we’ve seen on the Mercury website, distinguished by its removable battery pack, which can be carried away from the boat for charging. Mercury says the Avator 7.5e generates 750 watts of power and offers performance equivalent to the Mercury 3.5hp FourStroke outboard. The 48-volt, 1 kWh lithium battery was designed with Brunswick partner Mastervolt. Using transverse flux technology, Mercury says the motor generates high torque with little effort to maximize battery life and range, and hydrodynamics and propeller design are focused on efficiency.

“The Avator 7.5e is much more than just an outboard,” said Tim Reid, Mercury Marine vice president of product development and engineering. “We created an entire propulsion system, fully integrated from the advanced controls, props and digital gauges to an all-new mobile app. Every aspect was designed with the same attention to quality, durability and reliability as all Mercury products. We’re confident the Avator 7.5e outboard will deliver a superior boating experience for boaters interested in powering small vessels with electric propulsion.”

The Avator 7.5e will be available in 15-, 20- and 25-inch lengths, and the 15-inch models weighs 43 pounds without the battery, about 5 pounds more than a Mercury 3.5hp FourStroke outboard. The battery itself weighs some 15 pounds. The drive element can be removed from the transom bracket at the steering pivot, so you could leave the bracket on the boat and tote away the rest of the motor, which then weighs just 37 pounds. This also makes it very easy to install the motor – screw on the transom bracket first, then attach the drive, and finally drop in the battery.

The 7.5e model may only be powered by its built-in battery, so extending range will require carrying a second battery pack, which is as easy to change as the battery on your cordless drill – Veer intends to package the Avator 7.5e-powered X13 with two batteries. Mercury is not able to estimate range due to all of the obvious factors affecting small boat efficiency, including wind and current, boat size and load, and also ambient temperature, which will impact battery efficiency. The battery must be removed from the outboard for charging. Two charging options will be available – a 110W charger and a 230W charger – both of which plug into standard house current. Charging times for a depleted battery is stated as 10 hours with 130W charger and 4.5 hours using the 230W charger. A display on the motor offers a lot of information, including battery level as a percentage or on a scale, battery estimated time and distance to empty, power output in kW, vessel speed, a moving propeller indicator and alerts/faults. The display can also be used to change throttle direction for hand preference, as shifting and throttle is accomplished in the tiller handle grip. Maintenance is limited to checking a sacrificial anode, greasing the propshaft, rinsing off salt and maintaining battery state of charge.

The Avator 7.5e will be available for sale later in 2023. Mercury is not ready to reveal pricing. At CES Mercury also displayed Avator 20e and 35e models, which we assume will produce 2.0 kW and 3.5 kW of power if the naming nomenclature is consistent. If thrust stays consistent, that makes the 35e model equivalent to about 14 horsepower. The Avator 20e and 35e models will require a remote battery, and since there’s a battery compartment on the Veer X13, we expect one of these more-powerful electric motors will be offered for the Veer X13.

Brunswick will release more information on Veer Boats at veerboats.com and Avator outboards at mercurymarine.com/avator throughout the coming year.

The post Veer: A New Affordable Boat Brand is Launched appeared first on Boating Mag.

The first question we asked about Mercury’s V-10 Verado outboards is why a V-10? The answer proved straightforward. By maintaining the 64-degree cylinder angle of the V-8 Verado 250/300 hp motors, Mercury can offer a 350/400 hp V-10 that maintains standard 26-inch multi-engine transom spacing. This eases rigging new boats and repowers. A V-8 with the same 5.7-liter displacement would need to be wider; for example, the 60-degree, 5.6-liter V-8 Yamaha XTO 425 requires 28.5-inch spacing.

Merc’s V-10 models herald the retirement of the 19-year-old supercharged 2.6-liter Verado inline-six platform. Mercury now believes that displacement, not supercharging, proves superior for making effective outboard power. The performance we experienced aboard a variety of boats during a press preview verified that axiom. The torque curve feels fat and flat; these motors pull hard through the entire rpm range. This athletic feeling stands in contrast to that of the 2.6-liter 400 hp models, which require 400 more rpm to make peak power as torque tails off in the upper rpm range.

With a 25-inch shaft, the V-10 Verado weighs 709 pounds dry. That’s 27 pounds more than the 2.6-liter Verado, but 18 pounds less than a Suzuki DF350, and 243 pounds lighter than Yamaha’s  425 XTO.

The V-10 powerhead shares its basic architecture with V-8 Verado models, including bore, stroke, quad-cam and four-valve cylinder heads, and computer-controlled spark advance and fuel calibration to enhance power and range. The Mercury Advanced Midsection isolates the powerhead from the boat. Digital controls, auto trim and power steering are standard. Adaptive Speed Control maintains engine rpm as load changes, when climbing swells, for example. The motors are compatible with all of the Mercury SmartCraft technologies, VesselView displays and the VesselView Mobile app. The dipstick and oil fill are located under the clever Top Cowl service door. The motor makes full power on 87-octane fuel. We’ve seen all of these features on the V-8 Verados, but here’s what’s exclusive to the V-10s.

Gear Case and Props

An all-new 6.4-inch-diameter gear case and Revolution X propellers were designed specifically for powering large, heavy boats. An inch larger than the gear case on previous Verado models, the new design accommodates a 2.08-to-1 gear ratio, 19 percent lower than the 1.75-to-1 ratio of the 300 hp V-8 Verado. Bigger gears are stronger, of course, as is a stout 1.5-inch-diameter prop shaft. Revolution X props will range from 18- to 33-inch pitch, each with a specific diameter up to about 17 inches. Tim Reid, Mercury vice president of product development and engineering, says extensive use of computational fluid dynamics refined the shape of the gear case to maximize lift and reduce drag. While the larger case will create more drag, Mercury says the lift it generates “dries out the hull” and offsets the gear-case drag. Builders are also rigging the V-10 one mounting hole higher (0.75 inch) than the 2.6-liter motors, and fast boats can run this gear case at a semi-surfacing height. Mercury says the V-10 has been tested at more than 90 mph.

The 2.08-to-1 ratio amplifies torque to four-blade Revolution X props that offer 35 to 50 percent more blade area than props for the 2.6-liter Verado 400 model, according to Merc. Blade area provides the thrust to push heavy boats on plane with authority and hold them there at lower speeds, with outstanding steering response at low speeds. Propeller speed is reduced, which improves prop efficiency. The expanded pitch range of the Revolution X line ensures that fast boats can find plenty of speed. The props use a new rubber-cushioned Flo-Torq X modular hub that fits a slight taper in the prop shaft, improving prop stability.

Revolution X props also sport eight vent holes in the hub, one on the suction side, and—this is the new feature—another on the pressure side of each blade. In reverse, exhaust vents through the new holes so that the prop is working in clean water while the exhaust passes below the boat. Mercury says this greatly improves thrust and steering in reverse, especially on boats equipped with JPO (Joystick Piloting for Outboards).

Charging

A new alternator delivers 150 amps of charging power at just 1,500 rpm, more than twice that of 2.6-liter Verados and 30 percent more than the Verado V-8s. For comparison, Yamaha’s XTO 425 puts out 100 amps, while the Suzuki DF350 creates 54 amps. Mercury and a partner  have also developed a new 48-volt alternator to charge the latest Navico Fathom e-Power lithium-battery-based auxiliary power system that serves as a replacement for an onboard generator.

Read Next: Mercury Introduces V12 600hp Outboard

Electric Power Steering

The electric power-steering system mounts on the motor bracket. Electric steering will become available as an option for Verado V-8 and V-10 models beginning in February. By midsummer, electric steering will be standard on all JPO-equipped boats and optional on all non-joystick V-8 or V-10 Verado-powered boats. The enhanced response and precision of electric steering is most notable in low-speed JPO maneuvers and much easier to rig than an electrohydraulic system. Motors with electric steering will not reach dealers for retail sale until late 2023, so the pricing is not yet available.

With the introduction of the Verado V-10, Mercury has completed the transformation of its large outboard offering. We  look forward to getting more experience with this motor in future boat tests.

Specs

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There’s little question that the gasoline-fueled outboard engine currently ranks as the most popular power choice for for large center-consoles, whether used as hardcore fishing boats, spacious multipurpose dayboats or tenders for large yachts. It’s certainly true that outboards represent some of the most advanced marine propulsion available. They run quietly and virtually smoke-free. They deliver outstanding power for their weight, along with low drag and trimmable thrust, all of which contributes to their great efficiency. But do these attributes and others make outboards the best choice?

Not according to Volvo Penta. The longtime manufacturer of marine engines debuted its diesel Aquamatic system to challenge the outboard’s ascendancy. Partnering with Sōlace Boats, Volvo Penta installed the first pair of diesel Aquamatics in Sōlace’s 415 CS, a 41-foot center-console. It’s long established that diesel engines offer great efficiency, reliability and durability. The Aquamatic drives also offer low drag and trimmable thrust to rival that of outboards. And the diesel Aquamatic system delivers other benefits too.

To better understand how these two marine engine choices perform powering a large center-console, and to discover if Volvo Penta’s diesel Aquamatic system can challenge outboards, we ran two Sōlace 41-footers to the Bahamas. We put over 600 sea miles on each boat over the course of four days. One boat, the Sōlace 41 CS, featured four Mercury Verado 400 outboards, and the other, a 415 CS, boasted twin Volvo Penta Aquamatic diesels. We ran in open ocean, crossing the Gulf Stream in rough conditions. We also beached the boats in quiet water. In between, we fished, snorkeled, cruised, took the boats to dinner and various marinas, and more, putting the two propulsion choices in as much a real-world comparison as possible. What did we find out? Will Volvo Penta’s Aquamatic displace the outboard as the power of choice for center-consoles? Read on to learn what we discovered during this extensive test.

Seakeeping

We headed offshore from the Florida coast into the teeth of a stiff headwind that generated 4- to 6-foot seas right on our nose. Both Sōlace models handled the waves safely and with confidence. But our test team agreed that the Aquamatic-powered 415 CS made easier work of it. Unlike its outboard-powered counterpart with the engine weight aft, the D6 diesel engines turn the Aquamatic drives using jack shafts, which allows installing the engines several feet forward of the transom, under the cockpit sole. Moving the center of gravity largely results in the 415 CS running more level and with less pitching. Both boats could maintain the same speed, but the Aquamatic boat could do so while delivering more crew comfort.

We also discovered that the outboard-powered boat offered more bow trim for those times when one wants to optimize the ride for running in a following sea or trying to maximize speed.

We record minimum planing speed when testing offshore boats. This is because the ability to slow down while retaining the maneuverability and dynamic stability provided by planing allows for better control and more comfort in rough conditions than going so slow as to operate in displacement mode (aka trolling speeds). The ability to hold plane at lower speed is better. We test minimum planing speed with full negative drive trim and the trim tabs fully deployed.

In our test, the Volvo Penta Aquamatic provided the Sōlace 415 CS with a minimum planing speed of 15 mph with minimal bow rise. The Mercury Marine outboards powering the Sōlace 41 CS provided a minimum planing speed of 17.6 mph with somewhat higher bow rise. Both are excellent numbers.

Top Speed and Acceleration

We loaded both boats to the hilt with people, gear, camera equipment and provisions for a week in the islands. Speed with lighter, typical loads will be significantly faster. The Aquamatic-powered 415 CS hit 50.6 mph at wide-open throttle. Accelerating to 30 mph took 12.2 seconds. Each Aquamatic turns a stainless-steel H8 Duoprop propset (Volvo Penta does not reveal Duoprop prop pitch) consisting of two contra-rotating propellers spinning through a 1.69-to-1 reduction. So, this Aquamatic propulsion package spins four propellers in two in-line pairs.

The outboard-powered Sōlace 41 CS hit 62.7 mph at wide-open throttle. Accelerating to 30 mph took 14.5 seconds. Each of the four outboards spins a 14.6-by-21-inch four-blade prop through a 1.75-to-1 reduction. That’s four individual propellers for this outboard-propulsion package.

Exhilarating describes the outboard-powered boat’s top speed, a result of more power and more available bow trim. Surprising describes our initial reaction regarding the superior acceleration of the boat powered by the Volvo Penta diesel Aquamatic. We attribute this off-the-line performance to the D6’s high torque at low rpm and the Duoprop’s ability to transmit that diesel torque to the water better than conventional props. Finally, the reduced drag of two versus four gear cases helped.

Fuel Economy and Range

Because the power and torque characteristics of gas and diesel engines, as well as inboards and outboards, vary, it is helpful to make efficiency comparisons using boat speed as well as rpm. At 25 mph, the outboard boat netted 0.53 mpg, and the Aquamatic boat netted 1.13 mpg. At 30 mpg, the gas boat netted 0.6 mpg and the diesel boat 1.28 mpg. At 40 mph, we recorded 0.63 mpg and 1.2 mpg, respectively. 

Note that the outboard-powered 41 CS carries 525 gallons of fuel, and the 415 CS carries 445 gallons. Also note that each D6 engine with an Aquamatic drive weighs about 1,760 pounds dry, whereas each Mercury 400 Verado weighs in at 670 pounds dry.

Also note that an outboard’s power rating describes prop-shaft power, and an inboard’s power rating describes crankshaft power. Each Volvo Penta D6 Aquamatic delivers 422 hp at the prop.

It became apparent the minute we arrived at Abaco Harbor Resort that the Volvo Penta Aquamatic-powered 415 CS offered much more range than the Mercury Verado-powered 41 CS. The 415 CS still possessed plenty of fuel after making the 215-mile run from Palm Beach to Abaco. The gas-powered 41 CS, while not running on fumes upon arrival, needed to fuel up during our stay so as to have enough fuel to safely conduct our tests over a couple of days and head back over the same 215 miles.

Noise Levels

You can view the accompanying performance charts for noise-level comparisons at various rpm and boat speeds. Simply put, each boat produced between 86 and 88 dB(A) at speeds between 25 and 40 mph, our nominally selected cruising range. At slow and no-wake speeds, the gasoline Verado-powered boat proved much quieter than the diesel Aquamatic, posting 65 dB(A) compared to 70 dB(A).

Docking

Both Volvo Penta and Mercury offer joystick systems for slow-speed, close-quarters operation of the boats they power. The Volvo Penta Joystick, integral with the Electronic Vessel Control (EVC) system, and Mercury Joystick Piloting for Outboard (JPO) system both enabled easier, controlled docking of our respective test boats. While there are some differences in features, both systems worked well in gusty, tidal Bahamian winter conditions.

Corrosion Resistance

The Mercury outboards tilt completely clear of the water. Additionally, the outboards are made from a corrosion-resistant aluminum alloy, bonded to control the electrical potential, and feature a multistep coating process called MerCathode. Their successful operation in salt water is long-proven.

“These are not your daddy’s marine engines,” Volvo Penta’s Arjen Steegstra states. The Aquamatic drives are made from a special alloy, bonded to control electrical potential and fitted with sacrificial anodes. The stainless-steel propsets are isolated to prevent corrosion, and a special coating protects the drive. Furthermore, an impressed current anti-corrosion system, the same one that has protected Volvo Penta IPS for years, thwarts the ravages on water-stored boats.

The D6 diesel engines are freshwater-cooled, made from a corrosion-resistant alloy, protected by sacrificial anodes and specially painted. Volvo Penta D6 diesel engines boast a long history of saltwater service.

Serviceability

Both propulsion systems offer excellent electronic monitoring of engine functions and maintenance, with fuel contamination, oil levels and more easy to see via touchscreen MFDs without leaving the helm. 

Access to the Verados from within the boat, or if out on the water, requires climbing over the transom. At the dock, you can step directly aboard the 41 CS’s aft platform.

Aboard the 415 CS, access to the Volvo Penta engines is easy from within the boat. The hatch (lounge) opens electrically with a switch or the provided key fob. Access to belts (via the stowage area in front of the engine box), filters, sticks, strainers and more proved easy to lay our hands on.

Effect on Layout

From the console forward, both of these Sōlace boats are the same, offering private overnight accommodations for a couple, and a comfortable head and shower belowdecks. A large multipurpose bow cockpit forward combines seating with stowage, and functionality for fishing, anchoring or docking is as good as can be found aboard boats of this type. It is aft where the layout—and perhaps the intended buyer—changes.

With four outboards mounted on the transom, the cockpit of the 41 CS affords a tremendous 83-square-foot unobstructed cockpit. Highlights include twin livewells in the aft corners, and a huge transom fish box to complement those in the aft cockpit sole and the bow space. There is mezzanine seating atop the tackle station/entertainment center, with its stowage, sink and optional grill. There’s hideaway bench seating for three at the transom, and with the huge cockpit and stowage space below the sole—which swallowed provisions for six for a week, plus spares and safety gear—the 41 CS boasts plenty of room to stow folding chairs and beanbags. The solid transom aft provides great security for fighting a fish in rough seas, or simply moving around the aft part of the boat while underway. Water access for crew or hauling aboard a big fish is through a generous portside door with a hidden ladder. This is a fishing cockpit that can also entertain.

The Aquamatic-powered 415 CS sports twin D6 diesel engines installed in the cockpit, leaving two broad walkways to a transom that is wide-open for water access or easy dockside boarding and entertaining. The actual engine box is a plush convertible lounge that allows guests to recline, sit facing forward or aft, or lie completely prone. Unobstructed cockpit space is smaller than that aboard the 41 CS—about half the size between the entertainment center and the base of the lounge. You must add in the walkways, though, because they provide another 24 or so square feet of usable space on both sides of the lounge; we had no trouble working rods in the aft corner’s rod holders while trolling. We will say that the doors that close off each walkway on the 415 CS are less secure compared to the solid bulwark found aboard the 41 CS. Excepting the transom livewells and fish box, the fishing accoutrements are the same. The in-sole stowage is smaller, but still plenty big. In short, this is a multiuse cockpit optimized for entertaining and ease of water access that can fish too.

Read Next: New Solace 41 Equipped With Volvo Aquamatic System

Conclusion

We set out to discover whether Volvo Penta’s diesel Aquamatic system could challenge gasoline-fueled outboards as power for a large center-console. We ran two boats as nearly identical as possible, each with different power, and covered 600 miles of ocean over four days while pursuing a wide range of activities. Our take?

We’ll leave aside yacht owners who might prefer an Aquamatic-powered vessel as a tender for its use of diesel fuel. Also, a Sōlace powered by Mercury’s V-12 600 outboards was not available, but we will look for an opportunity to run that boat soon. Certainly, outboards prove a better choice for those seeking the fastest boat, or the boat with the most stowage. But for boaters seeking maximum range, improved rough-water capability, or maximum access to the water for a variety of activities, a boat powered by Volvo Penta’s Aquamatic diesel system should absolutely make their short list to sea-trial. Pass the conch.

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