On July 13 of last summer, 18-year-old Harry Besley left Lyme Regis on the English Channel, aiming to be the first person to circumnavigate Britain in an all-electric boat.  He and a rotating crew of friends stopped at more than 45 locations in England, Wales, Northern Ireland, and Scotland before completing the clockwise round trip on August 14.  The team covered 1,708 nautical miles in Electra, a 21-foot Galaxy P7 aluminum-hull rigid inflatable boat (RIB) modified for electric propulsion and powered solely by a 90 kW (120 hp) Evoy Breeze outboard motor. The Evoy system consisted of two 63 kWh liquid-cooled, lithium batteries, a 6.6 kW AC charger, a DC fast charger, and a battery management system that could be remotely monitored. We caught up with Harry for some insights into his epic voyage. —Capt. John Page Williams

What prompted you to develop the Round Britain Electric RIB project?

“I’ve been on and around boats since I was three years old,” Harry explained. “I love sailing, water-skiing, and exploring along the [English] Channel in powerboats. I’ve also taken advantage of local courses in first-aid, lifesaving, and boating safety. For the past couple of years, I’ve thought a lot about circumnavigating Britain.”

“But I didn’t want to burn a lot of petrol making a trip like that,” he continued. “I wanted to show how powerboaters can reduce carbon emissions and promote clean boating. That goal is very important to me as a young person with much of my life on Earth ahead of me. I wanted to show that an electric boat can take this kind of extensive journey now, though I knew that planning for charging along the route would be a logistical challenge.”

Harry’s mother and project manager, Jaqui Besley, adds: “Right from the start, our intention was to help the marine industry move towards a more sustainable and environmentally friendly future, accelerating the change and encouraging industry investment. Our world-record attempt showcased some of the technologies which are leading the market in zero emission propulsion and helped develop knowledge, skills and infrastructure at the 40 locations we visited around the UK.”

This expedition required both training and logistic planning. How did you meet those challenges?

“The whole process took a couple of years,” Harry told us.  “It was a huge, all-over-Britain team effort. My mother is a deeply experienced project and business manager. Our stakeholders provided invaluable help in planning charging stops. Jim Thomas, a local geography teacher and retired Helm for the Lyme Regis Lifeboat Station for Royal National Lifeboat Institution, was a great help in developing my skills on the water. More than 50 sponsors helped us with everything from seamanship training, electrical systems, shock-absorbing seats, and foul-weather clothing to insurance, fire protection, and funding.”

Distance between marina-charging stops ranged from 35 to 50 nautical miles. Though the shore support crew carried a petrol backup generator in case charging wasn’t available in an outport, Harry never had to use it.

Where did you sleep?

“Mainly in a tent on the roof of the shore-support landrover. The crew had short naps on board Electra but I couldn’t! Only eight nights in a real bed on a 32-day trip. To work around weather, tides, and charging availability, we had to start some days well before sunrise. At least Electra’s deck was long enough for one of us to nap while we were underway.”

Read Next: Decoding the Horsepower Ratings of Electric Motors

Which sections of the trip were your favorites? Which sections challenged your seamanship the most?

“We loved the dolphins that showed up periodically to play in our wake, and the seals, and the puffins. The scenery varied, of course, but it was often stunningly beautiful. We had to navigate some serious waves, strong winds, and big tidal currents, but I enjoy it when the water is rough. Electra is a very able boat, especially with the weight of the batteries that allowed her simply to crush choppy seas. The instant torque of the Evoy electric motor made it easy to handle seas, and our suspension seats helped a lot. Our technical clothing—especially our dry suits—was crucial to both comfort and safety.

“The seas were especially rough on the run from the Isle of Man to Northern Ireland, but with such a capable rig, we weren’t worried. The scariest incident came in our attempt to round the southwest corner of Wales, from Milford Haven to Fishguard at night in rough seas, when the electronic display showing charge data cut out. We had to turn back. Otherwise, the trip wasn’t bad—except for the lack of sleep. Balancing daylight, tides, and proper charging availability was a constant challenge, and they didn’t always line up conveniently. Staying sharp when fatigued was not easy; we made some silly mistakes, like tying up the boat overnight with lines too short for the tides. Thank goodness none of those mistakes were too costly.

“All told, it was a great adventure, but the next time I do this, it’ll be in a boat with a cabin!”  [Get a feel for the trip by visiting Harry’s YouTube Channel at youtube.com/@RoundBritain_eRIB.]

What comes next for you?

“Well, I’m now on my gap year and having spent 3 to 4 months in the Mediterranean, I’m heading off to work in Australia. Then I’m back to London to go to university next year to study paramedic science. Maybe I’ll be able to combine boating with being a paramedic—who knows?”

The post On Board With: Harry Besley appeared first on Boating Mag.

Overview

The new Electric Legacy, a collaboration between Lancer Craft and Elco, combines rich mahogany looks with 100 percent fiberglass construction, electric-power performance, and impressive run time and range from solid-state batteries. 

Engine

Compare the Legacy to Lancer Craft’s Elite model, which is built on the same hull and powered by a 365 hp 5.3L Ilmor V-8 gas engine. Estimates put gasoline cruising range at three to four times farther.

We tested the Legacy, the first with Elco’s EP-250 electric motor, an hour into its initial sea trial. Our top speed equaled 33.9 mph. (After some tweaks, Elco reports 35.7 mph.) Hole-shot tests made clear the EP-250’s quick acceleration. When the brushless, permanent magnet electric motor engages, the boat just goes. Power steering eases the Legacy effortlessly into turns, and the ­one-piece rimless windscreen leaves ­vision unobscured. While we never hit choppy water, the boat’s sharp entry, 14-degree deadrise, and narrow beam should all conspire to deliver a reasonable ride in chop.

Interior and Accessories

Lancer Craft imprints mahogany grain onto fiberglass to form the boat’s outer ­laminate. Crisp white seams mimic planked decks. Its deep-gloss woodgrain look mirrors the faux transoms now common on sport-fishing yachts—and for the same reason: to replace high-maintenance varnish with wash-and-wax convenience.

The boat’s classic lines are equally striking. Along the ample deck edge, glistening stainless-­steel highlights the sheerline as it rises from the bow, crests near the helm, and then flows into a graceful S-curve toward the stern. The aft deck slims to meet the tumblehome hullsides and raked transom, where those curves play in light, shadow, and watery reflections of wake and sky. Polished chrome bejewels the deck, and wide mahogany planks appear to flow from the deck edge to form the cockpit sides and dash, where the steering wheel is the only real, once-living wood aboard. Two rows of bench seats—their soft vinyl textured in diamond-weave stitching and accented with red and blue piping—accommodate six adults in luxury.

With the Electric Legacy, and in collaboration with Elco, Lancer Craft welcomes boat buyers seeking classic runabout style, modern convenience and  the latest electric technology.

How We Tested

• Motor: Elco EP-250 186 kW/250 hp
• Drive/Prop: Inboard/14″ x 16″ 3-blade bronze
• Gear Ratio:1.9:1 Battery Capacity: 96 kW Crew Weight: 450 lb.

High Points

• The Elco EP-250’s 1.9-to-1 reduction facilitates a larger prop that aids performance, acceleration and efficiency.
• Faux wood emulates rich, full-grained mahogany but doesn’t add weight, environmental impact or maintenance. 
• Besides woodgrain, Lancer Craft offers boats in a variety of gelcoat colors.

Low Point

• Electric propulsion is quiet, but our test boat requires some tweaking to mitigate the 103 decibels we recorded in one very narrow rpm range (4,500).

Toughest Competitor

The decidedly unclassic XShore 1 is a 21-foot-by-8-foot-6-inch runabout with a 125 kW motor ($168,000 well-equipped). Prefer gas IC power? Lancer Craft’s Elite runs $164,749 (base price with a 365 hp Ilmor inboard); shipping ($1,800) and trailer ($7,500) are extra. 

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Lancer Craft/Elco Electric Legacy appeared first on Boating Mag.

Here’s a completely new kind of boat. We’ve run electric watersports boats and we’ve run gas-powered watersports boats. We even once tested a watersports boat powered by a diesel engine. The Genesis Marine Technoolgies 24 is being billed as the first hybrid-powered wakesurf boat.

The drivetrain of the Genesis Marine Technologies 24 is certainly unique. Called the Trident Hybrid System, it consists of a battery pack, a race-bred electric motor, and a gasoline-powered auxiliary-power unit, referred to as the APU. Here’s the main thing about this system: Run it electrically or power it in hybrid mode with the APU. This provides this boat with the quiet and eco-friendliness of electric power, without the limited run time or range anxiety of pure electric vessels.

Genesis claims this boat is “designed by riders for riders,” and in talking with its team, we believe them. Rated for 16 people and a maximum horsepower of 530, it puts out 500 foot-pounds of maximum torque. It offers 4,500 pounds of ballast that is said to fill and drain in four minutes. The computer-developed Genesis Gen X Hull Design reportedly captures the essence of natural waves, producing a 4-foot high 20-foot long wakesurf wave, It comes standard with the Genesis Command Center, a 12-inch display that’s intuitive to use and controls all functions, including the exclusive Genesis Launch Control System. Service is handled via app-based telematics.

Read Next: 2021 Boat of the Year: Ingenity Nautique GS22E

Some Key Points:

• The boat is said to produce a 4-foot wakesurfing wave that is 20-feet long.
• In Hybrid Mode, the company says you can surf  all day and the battery charges as you run.
• In Electric Mode the makers claim three hours of wakesurfing or one hour of wakeboarding before needing to run in hybrid mode, or recharge.

Genesis is offering two years of free maintenance to the first 100 buyers to reserve a build slot ($500) Price starts at $184,995. Deliveries commence spring 2025.

Specifications

The post Genesis Marine Technologies 24: Our First Impression appeared first on Boating Mag.

Electric watercraft have historically had poor range, lacked power, or been prohibitively expensive. By comparison, the Arc Sport’s battery design enables performance that blows gas boats out of the water — and does so at a competitive price. During the research and development (R&D) phase, engineers considered a variety of battery chemistries and configurations for the Arc Sport packs. The end result is a monstrous 226 kWh battery pack that’s intelligently integrated with the hull to deliver a ton of power without sacrificing range.

The Arc Sport’s motor has a rated output of 570 hp, enough to move a semi-truck — literally. Through propeller testing, integrated system testing, fault tolerance and longevity testing, Arc arrived at an integrated system delivering 500 hp to our riders. With snappy acceleration and thrilling holeshots, the Arc Sport’s performance is exciting for new and seasoned boaters alike.

Another key objective to balance was delivering an impressive wake — something that requires considerable power — without compromising range. Arc Boats is doing that in part with its choice of propeller size. At 18-19 inches, the propeller surpasses the industry standard of 13-16 inches. Opting for a larger propeller allows the Arc Sport to translate the motor’s power into the water more efficiently. That translates to a battery that provides enough range for a full day on the water.

Read Next: Arc Sport Electric Wake Boat Makes Debut

The Arc Sport’s large propeller also allows more of the electric motor’s instant torque to make its way into the water. The result? Acceleration gas boats can only ever dream of.

The Arc team approached R&D on the Arc Sport committed to creating a 100-percent electric-powered boat that delivers an unforgettable experience on the water. Arc is now exiting R&D and are physically revealing the full power of the Arc Sport to the world.

Get ready to experience the future of boating. 

Look for our test of Arc Boats coming soon!

You can learn more and reserve the Arc Sport now, or sign up to test drive an Arc Sport this summer.

The post Arc Boats Optimizes Electric Power appeared first on Boating Mag.

On October 26, 2023, a team of engineering students at Princeton University—Princeton Electric Speedboating—set a new world record of 114.20 mph for an electric-powered boat. The famed pro-outboard hydroplane Big Bird ran on Lake Townsend, outside Greensboro, North Carolina. 

Princeton Electric Speedboating made one pass clocking 111 mph and another at 117 mph for 114.20 mph. At the helm was veteran racer John Peeters, of Arlington, Washington, who holds over 60 records in multiple boat classes.

This record is one known as a “kilo record” because it is run on a 1-kilometer course.

Princeton Electric Speedboating beat the old record of 88.61 mph set by team Jaguar Vector in 2018, with Peter Dredge, of Great Britain, another multiple world-record holder at the helm.

According to the Princeton University Engineering News, the record-breaking boat is outboard-powered and equipped with a three-phase, 200 hp electric motor designed by the Princeton team and built in coordination with Flux ­Marine of Rhode Island.

Big Bird will be familiar to racing fans as the vessel, built by legend Ed Karelsen, which won many races powered by gas engines. Big Bird was designed for an outboard up to 1,100 cc. Now, the canopied race boat features a permanent magnet AC motor weighing just 65 pounds. Power is from a 24 kWh 400-volt battery pack. It is said to produce in excess of 200 hp.

Princeton Electric Speedboating team captain ­Andrew Robbins, of ­Michigan, grew up around powerboats and boat racing, according to ­published reports. Big Bird was in storage nearby to his hometown.

Princeton Electric Speedboating is a student-run team made up of 44 undergraduate and graduate students, and represents most engineering disciplines as well as members studying economics and physics. The students conducted much of the engineering, design, and fabrication of the boat and of the engine that propelled it to the record-setting run.

Princeton Electric Speedboating was founded in 2020, according the Princeton Engineering News, when junior Nathan Yates read an open invitation for participants in the Promoting Electric Propulsion competition. Yates, a freestyle sprinter on the men’s swim team, said the requirements were simple. “The boat had to be all-electric and look like it wouldn’t be a health hazard,” he said in an interview.

Read Next: On Board With: Andrew Robbins

The electric speed record has been attempted several times in recent years as business, academia and the racing community have converged on this rapidly evolving segment of marine propulsion. Between Jaguar’s 88 mph run in 2018 and Princeton Electric Speedboating’s current 114 mph world record this past fall, other record attempts have been chased by electric-powered boats. Specifically, at the 2023 Lake of the Ozarks shootout, an S2 catamaran­—piloted by noted ­racer, race rigger and boatbuilder Shaun Torrente, of Shaun Torrente Racing, powered by a Vision Marine Electric Outboard—was unofficially clocked at 116 mph. And Boating has reported on the University of Pittsburgh’s electric boat team, Pittsburgh Electric ­Propulsion, several times.

So, hail and ­congratulations to the record-breakers, Princeton Electric Speedboating. And kudos to all those chasing records and advancing the technology of marine ­propulsion.

The post A New Electric-Powered-Boat Speed Record appeared first on Boating Mag.

Imagining an electric ­pontoon boat, you might think of a couple of hours of sedate cruising followed by lengthy charge periods. Hyper Electric Marine sinks that image with a luxury pontoon offering comfort, acceleration, speed, quiet running, and economy.

Fitted with a full-size Tesla battery incorporated into the center pontoon of the boat and a Tesla high-performance electric motor that’s ­cleverly housed inside the shell of what was a traditional gasoline outboard, the Hyper Electric’s system produces power on par with a 370 hp outboard. Equipped with the stock outboard’s 1.75-to-1 gear ratio spinning a Mercury 15-inch-pitch Enertia three-blade stainless-steel ­propeller, and well-loaded with six full-bodied men, we reached a top speed of 44.5 mph at 10,800 rpm. Hyper Electric notes that with a lighter load, it has reached 50-plus mph speeds in this boat. Notably, our test boat was fitted with the Hydrofin Super Ride XL, a hydrofoil system for ­pontoon boats. It retails for $2,995 and was installed by Hydrofin ­installation professionals.

Acceleration proved brisk. We planed in 3 seconds flat, and went from zero to 30 mph in just 8.7 seconds. Below 30 mph, motor noise is nil; it’s mostly wind and water noise. Over 8,000 rpm (about 29 mph), it makes a distinct whine that’s entirely different than a gasoline outboard. At full throttle, my decibel meter registered just 86 dB(A), far lower than the typical outboard, which is usually well into the 90-plus range. Average range at cruise speeds is just over 40 miles on a full charge.

Hyper Electric builds its electric outboard using the shell (midsection, cowl and gear case) from existing outboards. As such, the weight as converted is competitive with four-stroke ­internal-combustion ­outboards. With a 25-inch shaft length, weight is 500 pounds. The 400-volt ^­three-phase induction ­motor is the same one used in a Tesla Model S. The gear case is standard outboard fare, and the propeller shaft accepts existing props. Counter-­rotation is available. A proprietary ­digital management system ­offers a custom D-Logic display and controller. The ­10.1-inch touchscreen shows all ­system parameters, plus it controls lights, audio and other ­accessories.

Read Next: Things to Consider When Repowering With Electric Motors

The Tesla battery is incorporated into the structure of the pontoon, with all wiring and connections to the outboard engineered and installed with precision. It’s a very clean ­layout, with easy access for technicians should the need arise. The battery adds further rigidity to the deck. Hyper Electric claims that this hull has more torsional rigidity and less side-to-side ­flexing than other non-electric-­powered ’toons.

The outboard and tritoon pontoon boat with battery come as a package, which carries a retail price of $165,000 with the charging system. Hyper Electric also offers inboard and sterndrive systems for repower. For more information, visit hyperelectricmarine.com.

Pricing and Specs

The post Hyper Electric Marine’s Electric-Outboard Pontoon Boat appeared first on Boating Mag.

Los Angeles based manufacturer Arc turned boater’s heads a few years ago when it came onto the scene and announced the Arc One, an all-electric, luxury cruiser with sleek looks and a slew of unique features. Arc was founded by former Tesla and SpaceX employees, and it now employs many others from those tech-forward realms. Their mission has been to bring forward-thinking and radical development to the boating world. Today, Arc is taking things one step (ok, a lot of steps) further with the announcement of the Arc Sport, an electric wake-making machine designed to keep riders stoked and waterways emissions-free.

The Arc Sport is a 23-footer that, like the Arc One, boasts clean looks and a ton of technology. The heart (and guts) of the Arc Sport is a 226 kWh battery pack, designed and built in-house, which provides the power for a 570hp motor, along with an advertised 5-6 hours of usage time. For comparison’s sake, Ingenity’s Nautique electric GS22e (which won Boating Magazine’s coveted Boat of the Year award in 2021) uses a 124 kWh pack with 2-3 hours of run time.

While the Arc One was unique with its aluminum construction, the Arc Sport is all fiberglass. This helps reduce the weight some, while also allowing for more streamlined manufacturing, as Arc plan to take the Sport to mass market. With all that battery power, the listed dry weight of the Arc Sport is 6,900 pounds. About 3,000 of those pounds are from the batteries, which have been strategically placed in the transom of the boat to help with enhancing the wakes and waves. With ballast (around 2,100 pounds), the Arc Sport clocks in at 9,000 pounds. The Arc Sport will utilize transom-mounted plates and custom software to shape all that displaced water into endless waves for wakesurfing fun.

For a tower, the Arc team leaned on its engineering and design background to create a unit that not only matches the boat, but is highly functional. Featuring a rigid hard top, with storage above and below for a variety of boards, the tower can auto-retract with the push of a button, allowing the tow point to be adjusted to any height (or allowing the hard top to provide more protection from the elements). The Arc Sport’s high gunwales and deep floor allow for the tower’s telescoping action as a portion of the tower lowers into the boat’s frame. The higher gunwales also help provide space for ample storage underneath all the seating areas.

When it comes to features, the Arc Sport is being built and offered with a lot of bells and whistles in the starting MSRP, including both bow and stern thrusters, which will be controlled via a helm-mounted rotating puck device. JL Audio speakers throughout the boat will keep everybody entertained with powerful tunes, and three cameras offer both fun and functionality. The transom-mounted camera can be set up to record your wakesurfing session, then immediately transfer it to your mobile device for uploading. Arc also offers regular over-the-air (OTA) updates for the Sport’s software, which ensures top-level performance at all times. The integrated telematics also offer remote monitoring, from both Arc HQ and the user via a forthcoming Arc app.

With an advertised starting price of $258,000, the Arc Sport is positioning itself to offer a ton of performance at a price lower than many other similarly equipped watersports boats. Should its performance and listed capabilities live up to its good looks and price, it will definitely make serious waves for both buyers and the competition. Of course, the proof is in the pudding, so stay tuned to Boating Magazine as we’ll have a full test of the Arc Sport in the coming months!

The post Arc Sport Electric Wake Boat Makes Debut 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.

De-What? Yes, like the land vehicle industry, the marine industry is getting serious—very serious—about decarbonization—reducing carbon dioxide (CO₂) emissions from our boats’ powerplants. Towards that end, the International Council of Marine Industry Associations commissioned a first-of-its-kind study with Ricardo plc, a leading global engineering consulting firm. It found there is not one simple solution. “The boating industry is unlike any other transportation sector and a variety of technology solutions must be considered, from sustainable liquid marine fuels to electric propulsion and hydrogen and hybrid power systems,” said Darren Vaux, ICOMIA President.

You can check out the Propelling Our Future program on the web.

Yes, recreational boating is a small part of the worldwide problem, but that’s no excuse to duck a global effort for our own benefit. BOATING Magazine has long been concerned about the future of our sport.  Everything we do on the water depends on clean air and water in a healthy ecosystem. We boaters now must think about beginning the processes of both adapting current vessels and choosing new ones that fit this brave new low-carbon world. 

The National Marine Manufacturers Association represents 1,249 manufacturers and service providers in the nearly $60-Billion boating industry. The NMMA is working to “get ahead of the curve” because its members recognize that while there is ultimately great value in making this transition, it will be a long, challenging process to re-orient the industry. It will pay to develop solutions voluntarily before they become government regulations. 

There are 12 million boats in the current U.S. recreational fleet, with an annual turnover of only 2%.  Fiberglass boats last a long time (this correspondent’s Boston Whaler Montauk 17 is thirty years old and going strong), and so do most of our powerplants (okay, my skiff has a new outboard). We need realistic solutions now to reduce emissions from our existing boats while the industry develops carbon-neutral boats and engines for the future. Besides benefitting the environent can also benefit boater’s budgets.

Low-Tech, Money-Saving Hacks for Us Boaters Right Now

The first thing boaters can do is optimize the efficiency of existing vessels. Think through how you and your family use your boat. How many hours a day are you actually underway? What speed and power do you need for a satisfactory day? At the simplest level, find ways to burn less fuel and reduce exhaust emissions. Eliminate unnecessary weight, make sure the bottom is clean, have your propeller repaired if its blades are nicked or bent, and run a speed/fuel consumption profile on your own boat like the ones we publish in BOATING’s Certified Tests. Then operate your boat at her most efficient speeds for the conditions you encounter. For any day on the water, plan ahead for the most efficient route and don’t run further than you need to. The effects of these seemingly small changes add up. And, the more boaters that operate this way amplifies the benefits exponentially.   

Looking Further, to 2035

In the longer term, remember that powering a boat through and over the water is very different from rolling a motor vehicle down a paved roadway.  A marine engine in gear is always under load against a much denser medium than air.  Even if it gets to coast a short distance down the face of a wave, there’s another coming to push against it.  Though electric motors are inherently more efficient than internal combustion, energy storage aboard becomes a crucial element in any long-distance trip, but current battery technology is an order of magnitude lower in energy density than petroleum-based fuels.  ICOMIA’s Ricardo report compares the storage volume and weight of a petroleum fuel tank in a standard powerboat with the volume and weight required for equivalent range and performance with the same boat running a battery-electric or hydrogen-fueled power system.  On that basis, the two alternatives come out way behind.  Progress is coming fast, but right now, there are applications where electricity and hydrogen are not appropriate or present only a partial solution. 

Another wild card is the fact that most of us run our recreational boats only intermittently, averaging just 35-50 engine hours per year.  Even with greater efficiency in electric propulsion systems, their higher initial cost makes them poor choices for such sporadic use.

Two interesting possibilities are “drop-in” carbon-reducing fuels and fully carbon-neutral fuels  that come from renewable sources and can serve our boats’ engines now. Ricardo’s analysis highlights the opportunity to reduce greenhouse gas emissions from boats already in operation, with minimal or no modifications to refueling infrastructure.  What are we talking about?

“Drop-In” Fuels

For the first time, thanks to ICOMIA and the Ricardo report, we have an outline of where the industry might go over the next eleven years. “Now we have data and a timeline to drive specific advocacy for sustainable, boating-appropriate liquid marine fuels, along with the outlines of longer-term strategies with other power systems,” explained Jeff Wasil, veteran outboard industry engineer and current NMMA Senior Director, Environment, Health and Safety Compliance. “Commissioning the study by Ricardo,” he continued, “gives ICOMIA and NMMA the global scientific credibility to promote effective solutions vigorously to policy makers and the fuels industry.”

Carbon reducing fuels for “spark ignition” (gas) engines, include conventional gasoline mixed with additives derived from non-fossil sources, such as renewable biofuels made from plant waste.  The “feedstocks” for such fuels could be corn stalks, scrap wood fiber, used cooking oil, food waste, or even spent grain from industrial distillation. Current examples of such blended fuels for gas engines include PurFuel 93, which includes 12.5% biobutanol, and VPRacing’s patented EcoGen90, whose 10% non-alcohol additive also comes from renewable sources.  We at BOATING have run biobutanol-enhanced fuel in our own Mercury-powered boats, aboard Yamaha-powered boats, and EcoGen in a Suzuki test boat. We found both to be solid choices for now.

But wait a minute. Fuel from “renewable sources” does not automatically reduce carbon dioxide emissions. To make net progress in emission reductions, it’s necessary to consider the fuel’s “life cycle”. How much energy went into growing the feedstocks? What energy refined it? How did it get to your local fuel pump?  Calculating the life cycle of a “sustainable fuel” is complex but necessary. The U.S. Department of Energy has developed an analysis tool known as Greenhouse Gases Regulated Emissions and Energy Use Transportation (GREET).  It’s available for partners from automakers and oil companies to our friends at NMMA. The website shows the kind of information incorporated in a life cycle calculation. Remember that such calculations must include de-carbonizing industrial facilities, reducing waste, conserving water, and recycling materials.  All contribute to overall efficiency.

We do well to adopt those blended, non-ethanol, NMMA-approved fuels as soon as they become available, but our climate needs more.  In compression-ignition (diesel) engines, Neste offers a Hydrotreated Vegetable Oil (HVO) fuel made from 100% sustainably sourced renewable raw materials such as used cooking oil and animal fat from food industry waste.  This is not a conventional biodiesel.  It involves a full chemical “cracking” (reformulating) industrial process, driven by renewable solar and wind energy. OXE Marine says that running its diesel outboards on HVO fuel can reduce CO2 by 95.8% compared to outboards running conventional gasoline.

Read Next: Marine Alternative Fuels Test

For spark-ignition (gas) engines, Highly Innovative Fuels (HIF Global) produces electricity-based fuels, or “eFuels”, at a pilot plant in southern Chile, with a production plant under construction in Matagorda, Texas and more in planning stages.  If produced using low carbon electricity sources, eFuels are clean, carbon-neutral gasoline substitutes produced from renewable, green hydrogen and carbon dioxide taken from the atmosphere. These drop-in fuels have the same chemical properties as fossil-based fuels, so we can use them now with no engine modifications. They also can be transported the same ways as conventional fossil-based fuels and supplied by current gas stations and marinas. 

Developing Carbon-Reducing Boats

In many ways, the marine power challenge for 2024-2035 is similar to what the infant auto industry faced at the end of the nineteenth century and beginning of the twentieth, experimenting with internal combustion, steam, and electricity for powering land vehicles and boats. 

For your own needs, look closely at the running times and distances for your days on the water in your current boat. You may be surprised to find you don’t need as much range as you thought.  No one is trying to say that electric power is suitable for long runs to fish in blue water.  If, however, you spend most of your time in near-coastal or inland waters, you may find a hybrid diesel-electric or hybrid gas-electric power system makes sense. (If you’re an angler with a bow-mount electric motor, you already have a hybrid system. How much can you use the electric to move around in no-wake zones as well as on your fishing grounds?) 

Volvo Penta has always been known for innovation, so it’s no surprise to find they’re on the cutting edge in a game-changing, integrated diesel-electric hybrid partnership with Beneteau. BOATING’s Editor, Kevin Falvey, described it well in a recent feature. Beyond that partnership, the company’s new IPS Professional Platform features a powerful larger marine drive, the IPS 40. Volvo engineers have designed this drive for dual power input that can employ different combinations of energy sources. The platform can use combustion engines running on renewable fuels, fully electric motors, fuel cell, hydrogen, or hybrid systems. 

Another power package is the 450-hp Oxe diesel-hybrid outboard motor introduced at last year’s Consumer Electronics Show.  Oxe Marine is running field tests of the Hybrid 450 on a Nimbus T11. The electric motor is strategically located under the cowling, connected to the drive-belt for seamless operation. Not only does this enhance performance, but it also allows the motor to serve as an alternator, providing the ability to charge the batteries while running in diesel mode.

Developing Carbon-Neutral Boats

There are now fully electric boats with a range of 35-60 nautical miles at speeds around 20 knots, with reserve for running at low speeds and full charging capability overnight. That’s enough daily range for some boaters. While we all dream of long voyages, for most of us, that 30-45 minute trip to a reef, a sandbar, a destination marina, or a favorite restaurant is why we have a day cruiser, a family boat, or an inshore fishboat that can troll silently with precise low-speed control. The most experienced electric marine power company in North America (founded in 1890) is Elco, which offers both inboard and outboard systems. Germany’s twenty-year-old Torqeedo also offers both. Newer companies offering inboards include Ingenity, a subsidiary of Correct Craft (23’ EL Luxury pontoon boat, 27’ Hacker-Craft runabout, and 24’ Super Air Nautique GS22e watersports rig). Others offering outboard power up to 300-horsepower include Vision/Four Winns H2e, ePropulsion, Evoy, Flux/Highfield, and Mercury Avator/Veer. 

The new electric vessels are expensive to buy, but the lower “fuel” and maintenance costs of electric power can even that out for some users.  Sweden’s Candela, for example, claims its new 28’ C-8 is much cheaper to run than an equivalent gas-powered boat.  The company says recharging its 45kWh battery is 95% less expensive than gas for the same distance.  That model also made its debut at the 2023 Consumer Electronics Show.  Its retractable hydrofoils and C-POD motor with contra-rotating propellers have far fewer moving parts than any four-stroke diesel or gas engine, require no oil changes, and do not need service for 3,000 hours.

The Candela C-8 is a good example of another valuable trend: developing more efficient hull forms.  When “flying” on hydrofoils at 22 knots, the C-8 draws 25 kW from the battery, whereas a conventional 28-foot electric boat would use more than 100 kW. The C-8 actually planes at around 14 knots as a stepped, semi-V hull, but at 16 knots, it rises onto its foils. There, a computer-controlled system adjusts the foils instantly to suit speed and sea conditions. Six sensors paint a 3D picture of the waves ahead and feed information to electric actuators, which control the angle of the foiling wing. 

Riding on the foils greatly improves efficiency while enhancing the ride and handling in seas up to 4’. A typical planing hull runs with a 4:1 lift-to-drag ratio, whereas Candela claims its actively stabilized C-8 has a 20:1 lift advantage. That benefit shows clearly in the C-8’s wake.  On a short sea trial last fall, we were amazed at how tiny it became when the hull lifted onto the foils. The C-8’s lightweight modern materials also reduce drag and cavitation. So does the C-Pod drive system, specifically developed for this boat.  Combining electric power with computer-controlled hydrofoils is definitely revolutionary. 

Though Candela’s numbers speak for themselves, they are just a beginning. Innovation in marine power and energy systems are accelerating at warp speed. This process will be fun to watch. 

Conclusion

Clean air and water. They are big parts of why we go boating.  The marine industry has a long track record of recognizing that fact. It’s a big part of the revolution in clean, quiet, smooth, and efficient engines—both gas and diesel—that we have seen come to market over the last twenty-five years.  But the effort has extended to all facets of recreational boating, from further engine refinement and cleaner boat construction to coatings like bottom paint, maintenance products, and marina management. 

It’s admirable that companies such as Groupe Beneteau and Volvo Penta have taken a forward-looking approach to product development. With respect to the environment, Groupe Beneteau’s Erik Stromberg, noted his company’s commitment to sustainability, stating, “It’s not just something we have to do. We want to do it.”

The post Propelling Our Future: Decarbonization of Boating appeared first on Boating Mag.

Overview

Clever wolves have long worn sheep’s clothing, and ­Candela’s all-electric foiling C-8 follows this tradition. From afar, the boat looks relatively normal—save, perhaps, for its open transom and the seat belts that cross its three sculpted helm seats. However, closer examination reveals a glimpse of a hydrofoil wing protruding from below the hull’s midship, plus bow strakes and hull steps for ­conventional running.

The C-8 leverages two ­hydrofoils. One set extends outward from the motor box and is trimmed by a dedicated actuator. The amidships-fitted C-Foil employs two vertically mounted carbon-fiber struts that are attached to actuators on their inboard ends, while their outboard ends attach to a 9-foot horizontal hydrofoil. The boat employs sensors that measure its ride height, rate of turn, acceleration, and ­position; this data is fed into Candela’s UAV-inspired flight-control system, which adjusts (via the actuators) the C-Foil’s angle of attack and twist 100 times per second.

Takeoffs are so smooth, ­stable, and subtle that the absence of slap—not an ­adrenaline rush—is the only tell that the hull’s undercarriage is drying off. Speed too is redefined as distant objects quickly draw close, sans hull vibration.

Motors and Battery

Candela likes building things in-house, and this includes the 50-kilowatt C-Pod that powers the C-8. This quiet and ultra-efficient electric motor is potted inside a narrow, torpedo-shaped housing that’s fitted to the rudder’s outboard end. A set of contra-­rotating propellers, which are spun by dedicated inline motors and powered by the boat’s ­Polestar-built 69 kWh ­lithium-­ion battery, are fitted to the C-Pod’s aft end.

The C-8 delivers 65.6 miles of range at 25 mph, plus 3.5 ­additional miles in a 5 mph “limp-home” mode. The boat lifts off at 18 mph. Candela claims that its Polestar-­built ­battery charges from 10 ­percent to 80 percent in 35 minutes when connected to 135 kW of DC juice on its 400-volt fast charger. It takes 6.5 hours to charge from zero percent to 100 percent on 11 kW of AC power from a 220-volt charger.

Seeing as weight is lift’s nemesis, the C-8’s cabin and cockpit accommodations are minimal to help it lift on the foils, but, come liftoff, you ­realize that these are worthy trade-offs.

Read Next: Things to Consider When Repowering With Electric Motors

How We Tested

• Engine: Candela 50-kilowatt C-Pod
• Props: Candela-built contra-rotating propellers
• Battery Capacity: Polestar 69-kilowatt-hour lithium-ion battery with DC fast charging Water on Board: 0 gal. Crew Weight: 550 lb.

High Points

• The transition from displacement mode to foiling mode is smooth and subtle.
• Driving is fun and intuitive; riding is a pleasure.
• Foiling eliminates hull slap, and the efficient, submerged C-Pod generates almost no noise.
• Crossing other vessels’ wakes feels like running a hot knife through butter.

Low Points

• The boat’s computer will allow you to go no faster than 31 mph (top speed), even though the boat can physically foil faster.
• The flight-control system automatically moderates speed if you attempt a rate of turn exceeding 12 degrees. This, of course, is to prevent the C-Foil from aerating and stalling.

Toughest Competitor

Navier recently released its N30, which is also available in three configurations, and which employs two 90 kW motors to deliver 86 miles of range at 23 mph. Top speed is 35 mph. Pricing starts at $375,000.

Pricing and Specs

Speed, Running Time, Range

The post Boat Test: 2024 Candela C-8 Open Daycruiser appeared first on Boating Mag.