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.

If you want to boat more safely at night, night-vision technology can help minimize your odds of getting off course or missing a hidden ­aid-to-navigation post or piece of flotsam. There are two basic technologies to open night eyes. Let’s see what those are.

As Far As the Eye Can See

Light is electromagnetic energy measured in nanometers. The human eye can see wavelengths between 380 nm, beginning at violet and bordering on ultraviolet, and 700 nm, which is red and bordering on invisible infrared. The shorter wavelengths of violet and blue range from 380 nm to about 500 nm. They are weaker and are the first to fade from human visibility in low light. From 500 nm to 600 nm—the end of blue to the beginning of red—the waves are longer and stronger, and are last to fade from visibility. Past 700 nm, the waves are long, strong and invisible. But you can feel them—they emit infrared heat.

Feeling the Heat

Optics such as those offered by X Vision and FLIR sense infrared light waves and can detect temperature differences of less than 1 degree. It is the IR devices’ sensitivity to minute temperature changes from one object to another that allows them to project highly detailed images on an IR sensor. 

Modern Night Vision

Newer night-vision technology such as the Sionyx Aurora Pro ($849, amazon.com) captures available light from 380 nm UV to nearly 1,100 nm infrared, amplifies it, and projects it onto a digital sensor rather than the old-school phosphorous-charged sensor that rendered the green imaging we see in war movies. The digital sensor yields an image that is closer to photographic and shockingly detailed with no apparent light, and it fills in a lack of color with infrared imaging. It can transmit near-real-time imaging to external displays via a micro HDMI cable or to a smart device via Wi-Fi. It doubles as a still or video camera in dark or daylight and stores images on a microSD card. Should you want to mount such a device, look for the standard 1/4-by-20-inch threaded tripod socket. 

Infrared Scopes

FLIR is the longest-running brand in marine infrared technology for mariners, but there are other companies in the market too, such as X Vision, which makes scopes and binoculars. I like the TB 300 binocular for its crisp IR image, its ability to change the color gradient for visual preferences, and for its 16x zoom. Image hotspots can be illuminated in contrasting colors for helpful detail at a glance. It can detect temperature differences of 0.05 degrees Fahrenheit. It has a detection range of 1,500 yards, with strong detail to 500 yards, rendering outstanding clarity with a 16x zoom. A laser range ­finder works to 1,500 yards and gives better situational awareness in the dark, when depth ­perception is weakest. ­Wi-FI ­connectivity allows ­displaying ­images on a smart device.

Read Next: Help for Boaters to See in the Dark

 Ship-Mounted Devices

Fixed-mounted devices are valued for their stability and hands-free use on larger vessels. On smaller vessels, chop jostles the camera, and unless it is optically stabilized, the image can jump around on the display. Sionyx’s Nightwave camera ($1,895, westmarine.com) can be mounted upright or upside down and the image flipped with the software. It isn’t stabilized per se, but its method of upsizing the image to a display softens the effect of the chop. In IR devices, be sure to choose one with image ­stabilization—an important but costly upgrade—or stick with the flexibility of handhelds.

Night-vision technology is widely available, and ­growing ­competition makes it more ­affordable every day.

The post Night-Vision Technology for Boaters appeared first on Boating Mag.

Humminbird Mega Live 2 and Xplore MFDs

Humminbird’s new Xplore displays feature Cross Touch control, improved waypoint management, Lakemaster and Coastmaster mapping, and a simpler user interface. A powerful quad-core processor and customizable side buttons allow anglers to quickly access critical features. Available in 9-, 10- and 12-inch models, Xplore offers seamless integration with the One-Boat Network for control of systems such as compatible Minn Kota trolling motors, as well as the new Humminbird Mega Live 2 forward-facing sonar system featuring improved clarity, target separation, stability and lure tracking. Mega Live 2 also features 15 color palettes to enhance fish detection. Xplore starts at $1,299.99; Mega Live starts at $1,499.99; humminbird​.johnsonoutdoors.com

Shakespeare Comm-Light VHF Antenna

Here’s something truly new in VHF antennas—the Comm-Light illuminated CL-6 antenna from Shakespeare Marine. Lighting includes the full RGB spectrum and pulsating modes with adjustable patterns and speeds to give your boat a colorful flair and enhance the visibility of your vessel at night. It also includes multiple presets. Easy to install, the 6.5-foot, 6-decible antenna mounts on a standard ratchet mount (1-inch diameter—14 threads per inch) and includes a 15-foot RG-58 coax cable with a PL-259 connector. There’s also 25-foot 12-volt power cable for the lighting system, which is controlled via the Shakespeare Comm-Light mobile app. $269.99; shakespeare-marine.com

Koden Sirius 12 Stabilized Binoculars

Koden has entered the gyrostabilized binoculars market with the new Sirius 12 featuring electronic stabilization. These compact yet ruggedly built binoculars are manufactured in Japan using quality optics and internal electronic components. Powerful 12x magnification is ideal for spotting boats, dangerous obstacles, breaking fish, diving birds, weed lines and more. The Sirius 12’s built-in six-axis electronic gyro-sensor isolates the binoculars from the rocking and rolling motion of the boat. The IPX7-waterproof binoculars feature an easy-to-grip textured surface and an oil-repellent coating to protect the eyepiece and objective ­lenses. One AA alkaline battery provides 12 hours of operation. $699; si-tex.com/koden  

FLIR Ocean Scout Pro Scope

The Scout Pro handheld thermal-imaging scope provides a 500-meter detection range and a 32-degree field of view to enhance nighttime boating ­safety. A one-finger button controls zoom, brightness, standby and more. It records photos and videos, and integrates a wireless app to manage and transfer files. It sports an IP67 rating, and the battery lasts for six hours on a single charge. Viewing palettes include White Hot that displays warmer objects in white and cooler objects in black. A Grayscale palette creates images with realistic details. The Black Hot palette displays warmer objects as black and cooler objects as white. Sepia applies a golden hue to the White Hot palette for reduced eye fatigue. $2,395; flir.com

Siren 3 Connected Boat System

Siren Marine’s compact new Siren 3 Connected Boat security, monitoring, control and maintenance system is designed for small to midsize outboard-­powered boats, such as bay boats and flats skiffs. The Siren Connected Boat app allows boating anglers to monitor and control onboard systems from anywhere and at any time. Siren 3 supports up to six wireless sensors through SirenWave, a proprietary communication protocol that brings a fast, reliable and secure connection. It also features a new internal-­antenna design, which reduces the amount of space needed on smaller boats. It can connect to the NMEA 2000 network and the Yamaha CommandLink network through mechanical engines 300 hp and down. It will be available in spring 2025. Starting at $299; sirenmarine.com

Furuno TZTouch XL MFDs

Furuno’s new TZtouchXL series includes five sizes with unique new features. Boating anglers have the ability to purchase and download the new TZ Maps electronic charts for the areas and the data format they desire directly from the MFD with an internet connection. They can also make their own updates to charted objects. The charts include BathyVision with bottom-contour resolution three times more detailed than other bathymetric charts. When networked with a Furuno DRS radar, TZtouchXL MFDs offer Risk Visualizer, with a 360-degree representation of potential collision risks, and AI Avoidance Route that provides safe routing around those hazards. The 10-inch TZT10X and 13-inch TZT13X incorporate multitouch with Furuno’s RotoKey control knob and dedicated soft-touch keys. The all-glass 16-inch TZT16X, 22-inch TZT22X and 24-inch TZT24X boast super-wide touchscreen displays. $2,595 to $11,995; furunousa.com        

Garmin Marine Cameras

Garmin’s new GC 245 and GC 255 marine cameras features on-screen distance markers and guidance lines to provide enhanced visibility from the helm during low-speed maneuvers, such as docking in close quarters. Both full HD cameras deliver multiple views—including standard, wide-angle FishEye and overhead Bird’s Eye view—directly to a compatible Garmin multifunction display. Each utilizes digital zoom to take a closer look at a specific area of interest or pan around the field of view to focus on anything within sight. Rugged and weatherproof, these cameras have an IPX7 waterproof rating. $699.99 for the surface-mount GC 245, $999.99 for the flush-mount GC 255; garmin.com/marine.com

Recon Trolling Motors From Lowrance and Simrad

New saltwater trolling motors from Lowrance and Simrad share the same model name—Recon—and possess the same design, including a brushless motor that operates on either 24 to 36 volts and produces 90 and 115 pounds of thrust, respectively. These manually deployed, electric-steered trolling motors boast a unique joystick remote called Freesteer. Incorporating a color LCD display, the remote is lightweight and wearable, providing 360 degrees of manual steering, as well as activation of automatic functions, including GPS-guided virtual anchoring.  system that holds boats within a 3-foot radius. Available in 54-, 60-, and 72-inch shaft lengths. Starting at $3,499; lowrance.com or simrad-yachting.com

The post Must-See Marine Electronics at the 2025 Miami Boat Show appeared first on Boating Mag.

There are a number of app-based boat security and monitoring products today from well-known brands such as Garmin, Gost, Siren Marine, and one newcomer, the Skyhawk Oversea.

Oversea is unique in that its components are all independently powered by internal, replaceable batteries. This eliminates the need for onboard battery power, and this greatly simplifies installation. In fact, the Skyhawk Oversea system is so unique that it won an Innovation Award from the National Marine Manufacturers Association at the 2024 Miami International Boat Show.

Consisting of a 4-by-4-inch waterproof Hub ($299) that communicates via high-power RF signals with even-more-compact waterproof sensors, Skyhawk allows you to customize a system based on what you wish to monitor. The sensor Hub itself contains GPS to enable you to check the location and track your boat remotely via 4G cellular (additional service required) and the free Oversea mobile app. You can also check the sensor readings with the app.

The system can be configured to send alerts via text and/or email if, for example, a boat battery sensor detects that voltage has fallen below a predetermined limit, if a bilge-water sensor is triggered, or if a motion sensor is tripped.

For this installation, we added two battery-voltage sensors, one bilge-water sensor and one motion sensor. With the $19.99 monthly cellular plan we selected, we could have up to six sensors, allowing for expansion in the future.

Skill Level: 1 of 5

Finish Time: Approx. 2 hours

Tools and Supplies

• Skyhawk Oversea Hub ($299; oversea.boats/shop)
• Skyhawk Oversea ­Sensors ($69 each, except for door-entry sensor, $29; ­oversea.boats/shop)
• Skyhawk Oversea cellular plan ($19.99 per month)
• Power drill and bit set
• Phillips screwdriver
• Marine silicone sealant
• Shop rags (to wipe away ­excess sealant)

Subscribe and Register

Before beginning the actual physical installation, take time to download and launch the free Oversea app on your cellphone or tablet. The Oversea app is available in the App Store (for iOS devices) and from Google Play (for Android devices). Use the app to establish an account for the Oversea service, set up your profile, and register each of the devices you have purchased by scanning the barcode on each item in your setup. No pairing or passcodes are required to undertake this step. Take care not to turn on any of the devices at this time. However, you can start to look for the best locations for each based on the function of the sensor.

Install the Hub

The Oversea Hub must be positioned on a horizontal surface in a cool, dry compartment that will not block GPS, cellular or RF transmissions. Orient the hub with the On button facing upward and the imprinted boat icon pointed forward, parallel with the centerline. We chose the inside of the fiberglass seat base, and attached the four nonskid adhesive pads to the underside of the hub, placed the silicone bracket over it, and used the two supplied stainless-steel screws to secure it. Press the power button (The three AA ­batteries in the hub have an expected life of one year, and might last as long as three.), then check the Oversea app to ensure that it connects to cellular and displays as one of your devices. You must do this before ­moving to Step No. 3.

Tip: The hub can receive GPS, as well as transmit and receive RF and cellular signals through fiberglass. Avoid mounting the hub or the sensors near metal such as marine batteries or engines, which can block connectivity.

Install the Sensors

Locate battery sensors next to the boat batteries in order to connect devices’ positive and negative leads to their respective batteries. The bilge-water sensor has an electronic water-­sensing switch and thermometer with a 4-foot wire that plugs into the sensor device, which should be mounted as high as possible in the bilge compartment. Mount the passive infrared motion sensor in a hidden spot aimed at the helm. There are two ways to mount sensors: 1) a built-in bracket for supplied stainless-steel fasteners; and 2) high-strength adhesive hook-and-loop fasteners. Both allow for easy removal to replace batteries when the time comes.

Read Next: Theft Prevention for Boat Trailers

Turn On the Sensors

Turn on each of the sensors by pressing the power button on each device once. A green blinking LED after a button press means the device is turning on. A red blinking LED after a button press means the device is turning off. A sensor that is working and connects with the Hub will blink green every 10 seconds. A yellow blinking LED shows that the last signal from the device was not processed correctly and it will try again to transmit the signal. A red blinking LED means the battery is running low (The two AA batteries in each sensor have an expected life of five years, and some might last 10 years.), and a blue blinking LED means the sensor is sending an RF signal. Confirm that each of the sensors is active in the Oversea app.

Tip: The power-up and connection process can last for 30 seconds or more, depending on network traffic. Do not press the button again too quickly.

Configure Limits and Alerts

The Skyhawk Oversea app enables boaters to create a certain level of customization and configuration. For example, on the homepage, known as “My Dock,” you can upload a photo of your boat, as well as your boat’s name. You can also name each sensor such as “Start Battery” or “House Battery” to simplify identification of the sensors. You can also set low-voltage thresholds for each battery, and enable alerts that will warn you via text and/or email if such limits are breached. Similarly, Oversea will alert you via the app if the bilge-water level triggers a sensor or if a ­motion sensor detects ­movement on board.

The post Installing a Skyhawk Oversea System to Protect Your Boat appeared first on Boating Mag.

Elon Musk has surrounded Earth with Starlink communications satellites, and that has boaters buzzing about the possibilities of staying in touch and accessing the internet anywhere. RoamSat helps fulfill that promise with compact, self-contained Starlink satellite receiver kits. RoamSat is a weather-resistant CNC-machined polyethylene box with internal LiFePO4 battery power that provides up to 10 hours of service on a single charge. It also features four vacuum-suction feet that allow boaters to secure the unit to a hardtop or other flat, smooth horizontal surface.

Designed to house a Starlink satellite receiver that you purchase separately, the housing weighs 22 pounds (22-by-13.5-by-3 inches) with room for a Starlink Gen2 Roam Dish or 27 pounds (25-by-16.5-by-3.25 inches) with room for a Gen3 Roam Dish. The great advantage is that you don’t need to drill any holes for installation or run cables or wires to the unit. To activate the system, turn on the power switch outside the RoamSat. With a clear view of the sky, multiple users can access the internet on their mobile devices or computers. It comes with a 110-/220-volt AC charger and can be used to both charge your internal battery and power the unit off AC voltage simultaneously. $2,695 without a dish or Starlink service plan; roamsat.com

The post Using RoamSat to Access the Internet While Boating appeared first on Boating Mag.

Axial flux? Transverse flux? What do these terms mean? Why do they matter? What is flux, anyway? Here’s a vocabulary primer for electric marine propulsion.

Radial Flux Motor

To visualize a radial flux motor, think of two iron cylinders. One is fitted with magnets set around its outside and an axle running through its center (the rotor). Surrounding this cylinder is a larger one (the stator). Inside the stator cylinder is a series of ridges wound with copper wire. The wires are connected to a switch—the commutator—that alternately changes the current direction.

The alternating current created by the ­commutator induces magnetic fields around the stator’s windings. These alternating pulses oscillate between south and north at 60 cycles per second (aka hertz). This force—the flux—acts at right angles to the rotor’s permanent magnets, forcing it to turn. Because the pulses come so quickly, the rotor turns at full power immediately, providing the instant torque and acceleration for which electric vehicles are known.

While relatively bulky and heavy because of the metal yokes around their stators and rotors, radial flux motors are easy to manufacture and require minimal maintenance over long service lives. Torqeedo manufactures radial flux marine motors.

Read Next: Consistent Rating Standards Needed for Electric Motors

Axial Flux Motor

Next, imagine an ­electric motor with a flat disk of nonferrous material serving as the stator. Set around its perimeter are a dozen half-inch-high stubs wound with wire. As before, alternating current feeds the windings. Facing the stator (like stacked pancakes) is another 6-inch disk—the rotor—with its permanent magnets fastened around its perimeter. The oscillating magnetic poles of the stator react with the poles in the rotor’s permanent magnets, attracting and repulsing them. The flux force created causes the rotor and its shaft to turn, but notice that its flux acts in parallel—axial—with the axis of the shaft.

The lack of a yoke and locating the magnets away from the central axis result in higher power-to-weight ratios than equivalent  radial flux motors. The EVOA E1 and Acel outboards use axial flux motors.

Transverse Flux Motor

A transverse flux ­motor runs on more-­complex three-dimensional paths of magnetic flux. Instead of copper wire wound around stator ridges, their coils run circumferentially, at right angles to the axis of rotation. The 3D flow of magnetic flux occurs ­a­xially through the stator, radially through the air gap between them, and circumferentially through the rotor. The rotor has multiple permanent magnets axially in a ring around the motor’s shaft. The stator arrangement involves laminated U-shaped structures securing a ring-shaped coil around the motor.

Transverse flux motors are even more complicated than axial flux motors. There’s still only one moving part—the ­rotor—but more magnets, wire, and structures to hold them precisely in intricate ­positions. Transverse flux motors offer the highest torque and power density. Mercury Marine’s Avator outboards are transverse flux motors.

The post The Differences Between Radial, Axial and Transverse Flux Motors appeared first on Boating Mag.

In September 1983, Capt. Joe Frohnhoefer Jr. purchased a 24-foot Privateer Chesapeake, painted it bright yellow, and launched the first Sea Tow operation, which assisted stranded boaters on the waters of eastern Long Island.

Since then, those yellow Sea Tow boats, along with red TowBoatUS counterparts, have become virtual lifelines for boaters who need assistance but aren’t yet in distress. Combined, they’ve assisted millions of disabled boats over the years, freeing up US Coast Guard resources for emergency-response and interdiction duties.

It turns out that one 13-month period coinciding with that first Sea Tow boat, now four decades ago, also marked milestones for cellular telephones, EPIRBs, GPS, and even the Coast Guard’s rescue swimmer program, which are cornerstones today of boating safety.

 “It all comes down to the distinctive yellow boat showing up to help boaters. That hasn’t changed,” says Capt. Joseph Frohnhoefer III, Sea Tow’s CEO since his father passed away in 2015. “But the technology and the data we derive helps us do that better.”

Here’s a look at how technology has changed for both boaters in trouble and their rescuers.

VHF and Cellular Communication

Early Sea Tow operators installed tall radio masts ashore to receive VHF calls from disabled boaters, while the Coast Guard relayed radio messages from even farther—30 miles or more offshore. Radio over Internet Protocol, beginning in 2005, allowed Sea Tow’s ­far-­reaching VHF shore stations to connect remotely to captains’ ­cellphones, but radio still ruled.

It was also in 1983, ­coincidentally, when the first portable cellular phone, Motorola’s DynaTAC 8000x, came to market. Over time, boaters began to call their local Sea Tow operator directly. “The turning point was around 2003, when cellular ­became ­predominant,” ­Frohnhoefer says. This was the same year that Sea Tow launched its continuously staffed nationwide call center, which now fields more than half of Sea Tow’s ­assistance calls. (­TowBoatUS inaugurated its fleet of red boats in 1987, along with its first 24/7 call center.)

While cellular is more familiar to most boaters, Frohnhoefer stresses that calling on VHF Channel 16 is still the quickest way to reach the closest Sea Tow boat. It’s also preferred when calling the Coast Guard, even though, since 2001, the Federal Trade Commission’s Enhanced 911 program streamlined Coast Guard transfers from 911 dispatchers and required latitude and ­longitude for most 911 ­mobile-phone calls.

EPIRB and PLB ­Satellite Rescue

Up through summer 1982, EPIRBs were detected only by aircraft flying overhead, and this provided rough position estimations at best. In October 1982, the first satellite-received EPIRB signal sent rescuers directly to the capsized ­60-foot sailboat Gonzo, 350 miles off Nantucket. By 1984, satellites covered the globe. In 1987, newer 406 mHz EPIRBs and smaller PLBs added beacon-owner information and refined ­positioning capabilities. ­Beginning in 1997, integrated GPS receivers broadcast precise, near-­instant beacon location.

In 1982 and 1983, three tragedies claiming 374 lives spurred two enormous benefits for boating safety. Shortly after a commercial airliner was shot down for unknowingly entering Soviet airspace, President Ronald Reagan in September 1983 authorized civilian use of GPS, which was intended initially for military use. (The first civilian GPS receiver, Magellan’s NAV 1000, came to market in 1988, offering only intermittent satellite positions; GPS wasn’t fully functional until 1993.)

Another commercial airliner crash, this one into the frozen Potomac River near the US Capitol, and a 605-foot ship that sank just 30 miles offshore in the Chesapeake Bay, made it clear to the Feds that the Coast Guard needed rescuers trained to deploy into the water. Congress finally authorized funds for Coast Guard helicopter rescue swimmers, who have saved more than 100,000 souls since records were digitized in 2002.

Electronic Charts and Auto Routing

Navigation displays have been helping boaters stay off sandbars since the first chart plotter, Datamarine’s Chartlink, which first came out in 1985—two years after Capt. Joe’s first Sea Tow boat. Now plotters streamline requests for help. 

“When we put in a [member’s] position, we see where they are on the chart screen,” Frohnhoefer says, and thanks to automatic-route-planning advancements over the past 10 years, plotters can quickly generate a towboat’s travel time. Sea Tow’s Digital Dispatch System, first launched in 2016, integrates information from a stranded boat’s first phone call with the member and boat details accessed at the dispatch center, and then relays this information directly to the responding captain, and even generates a reassuring text ­message with the towboat’s ETA back to the stranded boater.

Smartphones

Sea Tow’s smartphone app, launched in 2012, brings automation aboard stranded boats. One button ­initiates a phone call to the dispatch center. The app displays numerical latitude and longitude as well as a Google Maps pin marker on the user’s smartphone, and boaters can choose, if they wish, to share that ­position via text message with the responding Sea Tow vessel, or anyone else.

The TowBoatUS app, available since 2011, includes weather and tide information, and also ties into BoatUS membership and Geico insurance accounts.

Other apps are equally helpful. “I’m amazed at how often our captains use ­Google Earth to identify shoaling and find safer ways to get to boaters stranded off the main ­channel,” ­Frohnhoefer says. ­Navionics’ app becomes a great backup (or primary) chart plotter. ­MarineTraffic and AIS allow disabled boaters to identify ­nearby ­commercial ships. A ­cellular internet connection brings times for tides and sunset, weather, and even entertainment while ­awaiting a tow.

Read Next: The Boat Choices of TowBoatUS Captains

Better Boats

Forty years of technological ­advancements also might eliminate the need for a tow. Once-common engine issues such as fuel-pump vapor lock or a flooded carburetor are all but unheard of now. Radian IoT, one of Sea Tow’s preferred vessel tracking and monitoring systems, highlights how vessel monitoring can send preemptive alerts if batteries, bilge pumps, or even engine-room temperatures seem amiss. 

While technology might streamline response, Sea Tow’s core benefit remains exactly as it was in 1983. “[It’s comforting to know] that if something goes wrong, you can always call Sea Tow,” Frohnhoefer says—exactly as his father envisioned more than 40 years ago. “Be prepared to be out on the water longer than you planned. At the end of the day, you don’t want to be out of food, out of water, and then all of a sudden, find out that the boat doesn’t start.”

The post The Evolution of Marine Rescue Technology appeared first on Boating Mag.

The 2024 ICAST fishing trade show in Orlando, Florida, delivered big news for boating anglers. Both Lowrance and Simrad debuted bow-mounted, electric-steer brushless trolling motors designed for salt water, representing the first trolling motors from either brand engineered for ocean fishing.

These motors join a host of recently introduced new ­models from other brands—including Garmin, Minn Kota and Power-­Pole—featuring GPS guidance, rugged marine-grade construction, sophisticated technology, and advanced system integration. 

The new saltwater trolling ­motors from Lowrance and Simrad share the same model name—Recon—and possess the same design, including a brushless motor that operates on ­either 24 or 36 volts, producing 90 and 115 pounds of thrust, respectively. By the way, the ­Simrad ­version of Recon represents the first trolling motor ever from this long-established brand.

Read Next: What Are the Best Trolling Motor Batteries for Your Needs?

These manually deployed, electric-steered trolling motors boast a unique joystick remote called Freesteer. Incorporating a color LCD display, the remote is lightweight and wearable, providing 360 degrees of manual steering, as well as activation of automatic functions. 

With the Lowrance version of Recon, the remote can be combined with a wireless foot pedal with a programmable keypad and seamless integration with Lowrance multifunction displays via an NMEA 2000 network. The Simrad version also grants full integration with a Simrad MFD display via NMEA 2000. 

The new trolling motors also feature a GPS-guided virtual ­anchoring system that holds boats within a 3-foot radius. A unique jogging function ­allows anglers to execute ­diagonal moves in eight directions. There’s also the option to move virtual anchor positions in almost any direction. The carbon-fiber-­infused shafts carry lifetime ­warranties, while the motor ­carries a three-year warranty. 

The Recon motors integrate ­sonar technology and are available with a sonar nose-cone option. The new models are available in 54-, 60-, and 72-inch shaft lengths, and start at $3,499. To learn more, visit lowrance.com or simrad-yachting.com.

The post Recon Trolling Motors From Simrad and Lowrance 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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Methods for measuring and reporting horsepower of electric outboards are debated within the industry. Trolling-motor makers such as Minn Kota, Lowrance, Garmin and Rhodan report the power of their motors in terms of input voltage and thrust in pounds. That’s long been the standard, and it allows fishermen to readily compare performance using these values.

But with an electric-motor system used as primary propulsion, the industry is still struggling to agree on a standard by which boaters can make informed purchasing ­decisions. For internal-combustion engines, the standard is to rate power at the prop shaft of an outboard or sterndrive. Inboard power ratings are measured at the output flange of the shaft coupling (shp) or at the flywheel, called brake horsepower (bhp). In these cases, a buyer can compare different engines using the same rating scheme.

Some electric-motor makers, such as Torqeedo, suggest that electric horsepower is a function of input voltage, losses to friction in the motor, and power of the prop to push a vessel forward. The latter attempts to measure horsepower using the actual force applied by the prop, among other factors. But what if you choose a different prop, such as one of several options Mercury offers on its ­Avatar motors? We’ll debate this question in the future.

While electric-horsepower reporting is still in ­industrywide flux, electric propulsion also brings a new dynamic to ­boatbuilding. Boats to be electrified have to carry heavy batteries. Vessels for electrification must have hull designs and ­operator expectations that do not include sustained maximum speed and long range—at least for the near future.

A vessel’s center of gravity is another piece of the puzzle. A properly placed CoG for a petroleum-fueled vessel can be easily misbalanced with heavier electric power. And there is a trick to it with petrol as well.

When fuel burns down, the boat weighs less, but does the CoG remain the same? To keep it as close as possible, the fuel tank should be balanced over the lateral and longitudinal centers of gravity. But many fuel tanks, especially on pontoons, are at the stern of the vessel. When electric power is consumed, the batteries remain the same weight, so the CoG does not change.

Read Next: Decoding the Horsepower Ratings of Electric Motors

Ultimately, boatbuilders will need to rethink boat design and construction to optimize electric power. It is the same challenge that carmakers have. Tesla didn’t just replace internal-combustion powerplants with electric; it built a new car designed to perform ­specifically with electric power. Boatbuilders must either find boats best suited to electric or design new ones.

For example, Candela’s C-8 Polestar employs lighter-weight materials and ­hydrofoils to lift the vessel clear of the ­water at speed, reducing drag and increasing speed and power efficiency from dual electric motors.

Aluminum boats—fishing vessels, in particular—are suited to electric for inshore or lake fishing because they are light and because many anglers accept modest planing speeds of 20 mph or trolling speeds of 2 to 5 mph, and can make do with a shorter cruising range.

Pontoons might be a prime existing candidate for electric power. Many are at their best tooling along at 10 to 15 mph—right in the wheelhouse for many electric’s efficiency profile—and they have the buoyancy to carry heavy batteries.

Inflatables and RIBs are already popular choices for electric propulsion because of their light weight. Ultimately, ­however, a consistent standard for ­rating and comparing power is essential to this growing segment of the boating market.

The post Consistent Rating Standards Needed for Electric Motors appeared first on Boating Mag.