Electric outboard motors are nothing new, after all the humble electric trolling motor has been around for decades, but in the past couple of years a new breed of more powerful units has emerged.

Capable of powering everything from a tender to a 50-knot sportsboat, the latest generation of motor are some of the best electric outboard motors we’ve seen and they will surely play a big role in the growing trend towards all-electric boats.

We’ve rounded up some of the best options available on the market right now to help you track down the right one for cutting down your boat’s carbon footprint.

Best electric outboard motors for your tender

Torqeedo Travel

Specs: Weight: 15.5kg | Power: 600W – 0.8hp | Battery: 500Wh | Range: 11nm 

Torqeedo has been making electric outboard motors for quite a while now, and their latest offering slots into the travel range of electric outboards between the 503 (1.5hp) and the 1103C (3hp).

All the usual Torqeedo refinements are present and correct. IP67 rated as totally waterproof, the 603 Travel has a magnetic kill cord and an onboard computer providing instant readouts of operating range at current RPM and battery-charge status displayed on the tiller arm.

You can link it to an Apple or Android app and gain even more information including a map-based range indicator.

Mercury Avator 7.5e

Specs: Weight: 27.1kg | Power: 750W – 1hp | Battery: 1kWh | Range: 34nm

Announced in early 2022 and launched less than a year later, the Mercury Avator 7.5e is the first electric unit from the world’s biggest builder of outboard engines.

The whole top plate hinges up to reveal the battery, which can be quickly removed from your electric boat or replaced for convenient charging.

It’s by no means the lightest electric outboard motor on the market, but its claimed range at 25% throttle is very impressive – we look forward to putting one to the test.

Not resting on its laurels, Mercury launched the Avator 20e and 35e this summer as well. These units are no bigger than the 7.5e, but need wiring in to an on-board battery bank.

Remigo One

Specs: Weight: 14.5kg (inc. bracket) | Power: 1kW – 3hp | Battery: 1,085 Wh | Range: 14nm

The idea behind the Remigo One electric outboard makes perfect sense; rather than mounting the battery on top of the shaft, like the engine on an old-school petrol outboard, the Slovenian company has integrated it into the shaft and shaped it like a rudder to minimise drag and maximise steering effect.

It is backed by a 2-year warranty and has a magnetic key/kill cord. There are some other neat ideas too. The rudder casing is waterproof to IP67 above the water and IP69 below the water so it will survive a dunking, and it’s held in place by a clamp mechanism that allows you to adjust the shaft length to suit your boat with the aid of an allen key.

The transom bracket is separate to the motor so you can leave the bracket attached to the boat and simply slot the motor on and off. The tiller also folds and locks parallel to the blade so you can use it as a perfectly balanced carry handle.

The Kicker is exceptionally light and surprisingly powerful

Thrustme Kicker

Specs: Weight: 4.4kg | Power: 1kW / 3hp | Battery: 259kWh | Range: 5nm

If it’s light weight and value that you prioritise over cruising range, then this Norwegian option is hard to beat.

Launched in 2021, the Kicker boasts enough range and grunt to get one person from ship to shore and back again in calm conditions, as editor Hugo proved in a week-long test.

The only downside is that the battery isn’t removable, which can make charging a little more difficult.

TEMO-1000

Specs: Weight: 15kg | Power: 1kW / 3hp | Battery: 740Wh | Range: Up to 1hr

A brand new option from France, the TEMO-1000 doesn’t look anything like a traditional outboard motor.

The design doesn’t have any rectangular box on top, just a rudder-shaped shaft with an electric motor at the bottom and a long slim battery that simply slides down into it, connecting automatically to your electric boat without having to plug wires into it.

The tiller arm does the same, meaning it disappears completely when not in use and yet it is never detached and therefore never mislaid.

Haswing Ultima 3

Specs: Weight: 16kg | Power: 1kW / 3hp | Battery: 1.03kWh | Range: 18nm

A top-of-the-range option from trolling motor stalwarts Haswing, the Ultimate 3 is suitable for boats up to 7m long.

The brushless DC motor produces 3hp (claimed to be equivalent to a 4hp petrol outboard motor), and it’s available in short and long shaft versions as well as the standard length.

Not only is the detachable battery unusually light at 5kg (lightest in class, according to the manufacturer), it also connects to the engine in a single simple operation without the need for connecting cables or other fiddly parts – no bad thing when you’re bobbing about in a tender!

ePropulsion Spirit 1.0 Plus

Specs: Weight: 19.3kg | Power: 1kW / 3hp | Battery: 1,276Wh | Range: 22nm

The original Spirit 1.0 has actually been in production for six years with over 10,000 units built. Featuring a 1,000W brushless motor, this electric outboard motor is claimed to be equivalent to a 3hp petrol engine, ideal for tender duties or small to medium sized dinghies.

This Plus version, launched in 2020, is the same weight, size and power – the big gain is where it’s needed most, run time. It has been achieved by upgrading the battery from 1,018Wh to 1,276Wh.

At the same time, the power cord has been upgraded for durability and reliability, and the voltage has been changed from 40.7V to 48V, making it compatible with an external 48V battery. The battery will even float if dropped overboard!

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Not so long ago the idea of a 300hp diesel outboard engine seemed an impossible dream but with both Cox and Oxe now offering just that, it’s clear that the technology is available and the demand exists.

Now, a third player is promising to disrupt the market all over again with its own distinctive take on a gutsy but fuel- efficient diesel outboard engine.

Developed and built by Caudwell Marine in the UK, the new 300hp turbodiesel outboard can trace its roots back to the original Caudwell Axis sterndrive first shown to journalists in 2009.

Clever as that concept was, it never took off, partly because it required boat builders to design a bespoke angled transom and engine bay, and partly because it was offered with a selection of converted car engines with little or no track record of marine use.

Reinventing the concept as an outboard engine that fits onto a standard transom solves the first issue while the adoption of a well-proven diesel powerhead with a marine pedigree solves the second.

Commercial operators are likely to be attracted by its lower running costs

There’s clearly more to it than that but the end result shares some of the core engineering benefits that made the original Axis drive such an interesting proposition.

Proven diesel power

The powerhead itself is a tried-and-tested 3.0-litre V6 turbo diesel built by VM Motori in Italy, originally for use in cars such as the Jeep Grand Cherokee and Maserati Levante, but also marinised and used by Mercury for its 270hp 3.0 TDI sterndrive.

Uprated to 300hp for this application, it uses a robust cast iron block with a high-pressure common rail injection system for improved efficiency and a dry sump oil recovery system for effective oil circulation regardless of orientation.

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Diesel outboard head-to-head test: Cox CXO 300hp vs Oxe 200hp

Although that 300hp power output is an important figure for outboard enthusiasts, it’s the engine’s strong torque characteristics and low fuel consumption that are likely to be its main selling points.

Caudwell is claiming a peak torque of 590Nm at 2,200rpm, almost twice as much as a typical 300hp petrol engine, suggesting strong mid-range acceleration, relaxed cruising at speed and the ability to power much heavier boats than would normally be the case. It’s yet to publish detailed fuel burn rates but it is expected to show savings of at least 30% over a comparable petrol engine.

Only the bottom section of the engine pivots when steering

Unusually, the powerhead is mounted at a 60° angle, with the driveshaft running down through the leg at the same angle, whereas almost all outboard engines, including the Cox CXO 300 diesel, use vertically mounted engine blocks with a driveshaft running straight down the leg to the transfer box (the Oxe is an anomaly as it uses a horizontal block with a belt- drive pulley system).

The Caudwell’s angled drive shaft feeds into a sophisticated twin-clutch gearbox from gearing specialist ZF that makes for exceptionally smooth transitions into and out of gear and even allows you to go from full ahead to full reverse (known as an emergency crash stop) without damaging the engine.

Cauldwell Axis-drive steering

However, the defining feature of the new Caudwell outboard is its patented Axis-Drive integrated steering system. A bit like Mercury’s 600hp V12, the main body of the engine stays fixed, leaving only the articulating lower leg to swing from side to side.

The difference with the Axis-Drive system is that it pivots around an angled joint so that it tilts the thrust downwards as it turns for a faster drive through the turn, and sharper, more agile handling.

The original Caudwell Axis-drive used a canted inboard engine linked to stainless steel sterndrives

The innovation continues all the way down to the drive unit, which features twin counter-rotating propellers for more efficient transfer of power to the water, meaning faster acceleration and turns as well as more cost-effective cruising. Currently, the only outboard engines to offer duo-prop drive are Mercury’s 600hp V12 and Suzuki’s flagship 300-350hp range.

Other stated benefits include easy access to the powerhead through a pair of large opening top hatches and a power trim and tilt mechanism contained within the main engine bracket for superior corrosion resistance and reliability.

The latter is likely to be a key battleground for Caudwell, not just because this is critical to any new engine builder’s success but also because the business case for buying a diesel outboard engine relies on the fuel and servicing savings accrued over a large number of engine hours.

A rendering of how the new Caudwell diesel outboards will look

Although Caudwell has not yet released pricing for its new engine, it is likely to be around two to three times the cost of a 300hp petrol outboard. That’s why in the short term it envisages the bulk of its customers being either commercial or military, where regular daily use will result in a quicker payback time.

The engines themselves will be assembled at a new manufacturing facility outside Kidderminster, with the first production units scheduled for delivery this summer. Caudwell claims to have completed over 19,000 hours of sea trials and 4,000 hours of laboratory testing to try and iron out any teething troubles.

Given that it’s wading into battle with two established players, it will need to hit the ground running but if it can deliver the spritely performance and handling of the original Axis drive, with the reliability and efficiency of a diesel outboard engine, it should prove to be a formidable combination.

Cauldwell Axis-drive diesel specifications

Size: 3.0 litre
Type: V6 turbo
Orientation: 60°
Max Power: 300hp
Max RPM: 4,200rpm
Max Torque: 590Nm
Weight: 380kg
Price: TBA

This article New Cauldwell outboard motor: Petrol performance & diesel reliability? appeared first on Motor Boat & Yachting.

Firstly, store it correctly; older 2-stroke outboard engines can usually be stored at just about any angle, provided the fuel is turned off and the breather is shut, but 4-strokes either need to be stored upright or laid down on the correct side to prevent oil running into the wrong parts of the motor.

Some (but not all) engines have special little lugs to rest on but if in doubt check the owner’s manual as it’s not always obvious. Modern engines like clean, fresh fuel. It sounds obvious but these days petrol contains up to 10% bio-ethanol, which has a shorter shelf life, so try to use Premium E5 rather than regular E10 when filling up.

My 20-year-old 4-stroke does not run reliably on E10 fuel as it gums up the carburettor. Above all don’t expect the fuel to last from one year to the next, as it will go stale over the winter and any fuel left in the engine’s filter, pump and injection system will slowly evaporate and leave behind contaminants, which can clog the system and make starting difficult.

The cure is very simple – before you finish for the season, turn the fuel off at the fuel cock and run the engine until it stops. I am pedantic about outboard maintenance, so I run it dry every time we use the engine, even if we intend to use it again tomorrow.

Plans change and tomorrow’s outing may not happen, leaving me with an engine that won’t start. I try to judge it so that I turn the fuel tap off as I arrive back at the boat and then leave it running at a fast idle until it stops.

Article continues below…

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How to winterise a boat: Top tips for putting your boat to bed for the off-season

If you are not going to use it for a few weeks, I also like to flush it through with fresh water. Most small outboards are raw water cooled, using sea water to cool the engine and the exhaust.

This means that the salt water, whilst providing cooling, is also slowly corroding your engine’s internals, so flushing it through with fresh water will help prevent this. You can either use muffs clamped over the water inlets attached to a hose or run it in a tank of fresh water.

Most marinas have one but I often take it home and use a garden bin. I like to let it run for a good 10 minutes so that the engine has time to warm through and flush out any salt deposits before turning off the fuel and letting it run dry.

If you are finished for the season it’s also worth draining any fuel from the tank. This can be quite tricky if it’s an integral tank so I try not to fill it too much and either run it dry, tip it out or use a syphon hose to pump it out. I don’t like leaving an engine in an unvented locker with fuel in it as petrol vapour is highly explosive.

Tender engines often run less than 20 hours a season, so barely enough to warrant a full service with an oil and impeller change but lack of use over a longer period can cause other issues, so I use two simple steps to extend its life.

First, when used at sea the engine’s air intake system is likely to ingest salt spray, so I like to add a touch of lubrication to stop further corrosion. Some people use fogging oil, which you spray in the air intake whilst it’s running, but you can achieve almost the same effect by removing the spark plug, adding 2ml of oil down the spark plug hole then pulling it over a couple of times with the starting cord to circulate it through the engine.

Now put the plug back in and cover the air intake with a plastic bag and a rubber band. This prevents damp winter air getting into the engine. Lastly, lubricate the swivel points with a grease gun.

First published in the November 2023 issue of MBY.

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This article Outboard maintenance: How to keep you tender engine in great shape appeared first on Motor Boat & Yachting.

After years of watching from the sidelines as Mercury, Yamaha and Suzuki fought for supremacy in the battle of the big outboard engines, Honda has finally joined the fray. The new Honda V8 outboard, BF350 is a state-of-the-art 350hp V8 engine boasting a raft of features designed to give it a technological edge over its competitors.

The starting point is a new 5-litre V8 block built solely for marine use. With the exception of a handful of racing car engines, this is the first V8 Honda has developed for sale and its most powerful outboard yet – its previous flagship only mustered 250hp.

Developing a true 350hp at 5500rpm measured at the propeller shaft (some manufacturers quote max power at the engine output, ignoring frictional losses incurred in the gearbox), it is designed for use on planing craft over 25ft. Honda is also keen to point out that it will do this while operating on regular 86 octane E10 unleaded fuel rather than premium high octane E5 unleaded.

Trim support automatically adjusts the engines’ trim angle to suit the boat’s speed

Honda V8 power

However, it’s the way it delivers that power as much as the number itself that is said to impress, in particular its “smooth response” and “exceptionally robust torque.” Much of that comes down to the engine’s high-tech breathing apparatus, including Honda’s VTEC (Variable Valve Timing & Lift Electronic Control) technology.

This uses a single camshaft per cylinder bank to operate its 32 valves but with two distinct cam profiles. At low RPM a mild cam profile operates the intake valves for a broader, flatter torque curve and a smooth power delivery, while at high revs a more aggressive cam profile kicks in for freer breathing to help squeeze every last drop of power from each cylinder.

Article continues below…

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Assisting this is another of Honda’s trademarked technologies, known as BLAST (Boosted Low Speed Torque). Essentially, this is a clever bit of software programming that advances ignition timing and injector flow to create a more potent air/fuel mixture that boosts torque for more rapid acceleration.

Once up and running, lean burn control technology automatically adjusts this air-fuel mixture to match the speed and load in cruise mode (between 2,000 and 4,500rpm) so that it burns as little fuel as possible to maintain that speed.

The use of low-friction ion plating on the piston rings and “advanced plateau honing” of the cylinder bores also helps to increase fuel efficiency while at the same time reducing wear and engine noise.

Narrow angle V8 allows for a slim profile. Silver and white cowlings are available

However, it’s not just the engine technology that Honda has lavished attention on, the operating systems have also received a major upgrade as well. The most interesting of these is a new automatic trim system called Trim Support that adjusts the outboard leg’s trim setting according to the engine or boat speed.

Rather than being infinitely adjustable, this has three factory presets that can be customised by the user to suit their own boat and preferences, a little like a set of automatic trim tabs. This can easily be over-ridden by pressing the trim button up or down as usual.

Variable valve timing combines strong low-rev torque with top-end power

Auto trim and tilt

Less sophisticated but just as useful for many is the new Automatic Tilt mechanism – once the engine is switched off, two presses of the tilt switch will cause the engine to lift or lower the whole way up or down rather than having to keep your thumb on the button for the duration.

Lastly, a cruise control button allows boaters to maintain a given speed or RPM setting even when towing a wakeboarder, making tight turns or simply low-speed trolling while fishing.

Charging capacity has become another key battleground for big outboard engines due to the proliferation of power hungry electronics on big day boats such as air-conditioning, cooking facilities and gyro stabilisers. The BF350 kicks out a healthy 70A maximum and is NMEA 2000 certified so that all the engine data can be interfaced with navigation equipment from all the major suppliers. Multiple engine installations can also be linked to an Optimus 360 joystick controller for simpler one-handed berthing manoeuvres.

Naturally aspirated 5.0-litre V8 should ensure a very refined power delivery

Sleek looks

Last but by no means least is the engine’s sleek appearance. The block itself features a narrow angle 60° vee housed inside a slimline casing. Available in Honda’s traditional Aquamarine silver or Grand Prix white colours, with a black stern cover and chrome trim, it looks far more modern than its existing range of outboards.

Unfortunately, these slender looks flatter to deceive as the new BF350 tips the scales at 347kg (355kg including propeller), making it appreciably heavier than its two main 350hp rivals from Mercury and Suzuki (Yamaha doesn’t currently have a 350hp engine in its range).

Prices for the new BF350 start at £29,500 inc VAT and Honda says it will be backed by what it claims is an industry-leading “true five-year non-declining factory warranty.” This means it covers exactly the same things on the last day as it does on the first.
Whether this all adds up to a stronger package than its 350hp rivals remains to be seen, but in the meantime it’s good to have the originators of the four-stroke outboard engine back in the big league once again.

Honda V8 outboard specifications

Max power: 350hp
Max revs: 6000rpm
Displacement: 5-litre
Cylinders: V8
Weight: 355kg
Price: from £29,500 inc VAT
Contact: www.honda.co.uk

This article What makes the new Honda V8 outboard so special? appeared first on Motor Boat & Yachting.

The idea of an electric outboard may be nothing new but the RAD40 drive from British start-up RAD Propulsion appears to be far more than just a conventional outboard leg with an electric motor bolted on top.

Every single element of it has been designed from the ground up to maximise the benefits of electric power. The result is a brand new drive system that is not only much cleaner, quieter and more efficient than a petrol outboard engine but also smaller, lighter, cheaper to maintain and even more manoeuvrable.

In its current 40kW guise (equivalent to around 55hp) it’s powerful enough to propel everything from a 25-knot planing RIB to a 10-knot displacement craft but with a larger 160hp RAD120 as well as a portable tiller steered RAD2 already in development, it’s clear that RAD Propulsion has its eyes set on a much wider market.

British ingenuity

The company was founded by naval architecture graduates Richard Daltry and Dan Hook in 2018. Having already successfully built and sold a business making autonomous surface vessels (unmanned drones) for surveying the sea bed or to act as target vessels for naval training, they turned their attention to helping commercial and leisure boats transition to a greener future.

As self-confessed geeks, their vision was for a fully-integrated drive system that maximised the benefits of electrical power, rather than simply swapping the petrol engine for an electric motor.

Working with their development partners RS Electric Boats, they initially proposed a rim-drive motor with the propeller blades mounted on the inside of a revolving cylinder but while it proved very efficient at speeds up to 10 knots, the performance advantage of a more conventional hub drive propeller at higher speeds and the easier manufacturing processes associated with it eventually won out.

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So in 2021 they switched their attention to developing their first electric outboard motor, focussing on every aspect of its design to gain whatever efficiencies and benefits they could.

RAD40: A pancake design

That starts with the motor itself, which uses a 400V axial flux ‘pancake’ design that is not only lighter and more compact than the more common radial motors but also more efficient – a claimed efficiency rating of 96% compared to around 80% for a brushed motor or the mid 90s for a brushless one.

The result is an extremely compact head unit that barely protrudes above the transom, bringing obvious benefits to the boatbuilder and end user. It’s so small and light (less than 100kg) that RAD has been able to reposition the tilting bracket to the front of the unit rather than under the powerhead so that even when fully raised it doesn’t intrude on deck space.

Being so much lower and lighter it also reduces the centre of gravity for tidier handling, although the extra weight of the batteries will more than offset any savings over a petrol engine. The RAD40 also features a state of the art fly-by-wire steering system that is fully integrated into the drive unit with no exposed steering cables or rams.

Thanks to its ‘pancake’ motor the RAD40 head unit is incredibly compact and light

As well as being easier to fit with just a simple electrical relay running from the wheel to the drive unit (plus the two 400V cables and a 12V one), it’s also customisable with variable ratio, end stops, feedback and weighting to suit the size and style of boat.

But perhaps the biggest win is that only the lower part of the drive unit swivels (like Mercury’s new 600hp V12 outboard) allowing the thrust to be vectored through 180 degrees for unparalleled manoeuvrability at low speeds.

With a precise digital throttle control allowing propeller speeds down to 258rpm it should make berthing a doddle, especially when combined with a bow thruster.

Whine-free gears

With no need for a traditional forward and reverse gearbox, RAD has developed its own spiral-cut gears to transfer power from the short vertical shaft to the propeller, all but eliminating the distinctive whine associated with some electric outboard motors.

The lack of any exhaust gases and minimal excess heat has also enabled them to design a much slimmer more hydrodynamic leg with a closed-loop cooling system that relies on the front cavitation plate to act as a heat exchanger.

As well as reducing frictional losses, this means there is no impeller to replace and no corrosive salt water circulating inside the drive.

A two-hour fast charge will restore capacity

In fact, the entire unit is sealed with only a small Gore-Tex vent for pressure equalisation, meaning servicing is limited to changing the anodes once a year and very occasionally refreshing the coolant and gearbox oil.

The final part of the equation is a bespoke propeller with a slimmer torpedo-shaped hub rather than the hollow design of a petrol outboard needed to vent exhaust gases.

With a relatively wide 13in diameter and modestly pitched bronze blades, it is designed to match the almost flat torque characteristics of the motor for strong acceleration and efficiency rather than maximising performance at peak revs.

Other innovations include a wireless kill-cord system called RADtag, a digital throttle with a neutral safety detent and NMEA integration with existing navigation equipment.

Look out for our full test drive of the RAD40-equipped RS Pulse 63, coming soon

Pulse Power

When fitted to the latest RS Pulse 63 this allows for a top speed of 23 knots but also a range of up to 100nm at 5 knots from its 63kWh battery or any variation in between – a built-in display gives a real-time read out of remaining range as well as battery capacity.

Charging takes two hours using a fast charger or eight hours from a standard mains or shorepower socket. Although developed in conjunction with RS Electric Boats, the RAD40 will be available for other boatbuilders and re-engining projects. It shares the same bolt pattern as most petrol outboards and can fit any transom angle from 0-14 degrees.

Retail prices start at £28,000 for the engine with battery packages from £15,000 for a 20kWh rising to £30,000 for 60kWh.

First published in the October 2023 issue of MBY.

This article RAD40 electric outboard first look: British motor bursting with clever ideas appeared first on Motor Boat & Yachting.

The new Mercury Avator 35e and Avator 20e come hot on the heels of the Avator 7.5e, which was launched in January.

While the debut unit generated the equivalent thrust of a 1hp outboard, the new models are designed to be a viable alternative to a 5hp or 10hp outboard respectively.

This expansion signals the brand’s intent to become the world leader in the electric outboard motor market, with the first units due to ship before the end of the year.

Key features include transverse flux motor technology, full-colour display and an ambidextrous tiller handle.

As well as being significantly more powerful than the Avator 7.5e, the new models offer the ability to connect up to four 2.3kWh lithium-ion batteries to extend the range and runtime (which is particularly useful, given the 5-10hr charge time)

Avatar owners will now also get full access to the Mercury Marine app with its integrated SmartCraft Connect module.

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Offered with tiller or remote steering, both new Avator models are compatible with small aluminum fishing boats, micro skiffs, RIBs, tenders or small pontoon boats.

In addition to the environmental and economical benefits of ditching diesel, the Mercury Avator 35e is 60% quieter than a traditional 6hp outboard, Mercury claims.

Boaters can expect to pay $3,940 for the Mercury Avator 20e and $4,930 for the Mercury Avator 35e.

Mercury Avator 35e specifications

Weight (ex. battery): 41lbs / 18.6kg
Weight (inc. battery): 47lbs / 21.3kg
Battery: 2.3kWh lithium-ion
Charge time: 5hr (520W optional charger) / 10hr (230W standard charger)
Rated voltage: 48V
Battery waterproofing: IP67
Input power: 4.467Kw
Prop shaft power: 3.7Kw
Shaft length: 15-25in / 381-635mm
Steering: Tiller or remote
Price: $4,930

This article Mercury Avator 35e first look: US giant expands electric outboard range appeared first on Motor Boat & Yachting.

Rather than the conventional outboard engine profile (even electric outboards typically just swap the integrated fuel tank of a small outboard for an integrated battery in the same location), this is just a big long rudder with everything bar the tiller and propeller neatly integrated within, oblivating the need for external cables.

The ‘rudder’ is a long, slim, waterproof marine-grade aluminium casing that houses an integrated 1,085 Wh Li-Ion battery and smart battery management module.

It is clamped by a two-part mounting system that can be positioned at any height up or down the casing, allowing the shaft length to be anywhere between 15 and 30 inches, effectively making all of them a short shaft, extra long shaft or anywhere in-between depending on where you clamp it.

It has a multi-function tiller/handle that is used to steer and control the outboard when in use, but also doubles as a handy carrying handle when folded. At the base of the unit is a 1,000W brushless DC motor with 30kg of thrust (roughly equivalent to 3hp).

The idea behind the two-part mounting system is that you can clamp one part to the transom of the boat and the other to the outboard. This creates a very simple mounting system whereby one just slips onto the other which, given this is the bit where outboards occasionally get dropped into the oggin, never to be seen again, is a good thing.

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The fact it weighs just 12kg helps here too. Unusually, motor speed, and indeed the ability to shift between forward and reverse, is controlled by two buttons on the top of the rudder rather than by the tiller (normally via a twist grip) – as is traditional.

That may seem less ergonomically sound, but Remigo says it was “an outcome of many extensive tests with users” (using a custom-made boat steering simulator and test rides).

It certainly makes sense: tap the button toward the front of the unit to increase speed forward, tap the rear button to decrease speed until you reach zero, at which point continuing to tap will start the motor going slowly backwards and gradually increase speed as you keep tapping. Pressing both buttons together kills the motor at any speed (as does the magnetic kill cord).

It’s certainly preferable to forgetting which way to twist the throttle to speed up or slow down, which can be exciting when you’re in close proximity to other boats (yes, I’ve been there…).

Remigo says it should have about 14 miles of range at 3 knots on a typical tender (at maximum speed, about 5 knots, expect an hour of run time, so 5nm). A standard AC wall socket will recharge it in 6 hours.

Remigo One specifications

Weight: 12kg
Power: 1Kw
Battery: 1,085Wh
Top speed: 5 knots
Range: 14nm @ 3 knots*
Price: £2,185

*Our estimated range figures in the video assumed 50% power consumption at 50% of top speed. Remigo have clarified that the unit only uses 30% of power at 50% of top speed, hence the higher range figures quoted here.

This article Remigo One review: Small but powerful electric outboard tested appeared first on Motor Boat & Yachting.

Twenty years ago if you wanted a fast 30ft+ sportsboat then your choices were limited to basically which kind of inboard engine and outdrive combination you preferred.

Then we started seeing outboards, previously the go-to on smaller runabouts, RIBs and speedboats, start to appear on ever larger and faster vessels. Firstly it was all-American offshore center console boats, often with multiple outboards across the transom.

Then the kind of high performance racer that traditionally wouldn’t be seen afloat without a pair of high capacity petrol V8 inboards started turning up with a set of outboards powering them past 60 knots. Now we’re even seeing 40ft flybridge cruisers with outboard engines.

The reasons generally revolve around packaging (with the engine mounted directly above the drive leg, virtually none of it is actually inside the boat), reliability, accessibility (a crane and some tools is mostly all that’s required for an engine swap), lower servicing costs and choice (design a boat for an outboard and you can choose from any make that offers the correct horsepower).

Outboard manufacturers have responded keenly to the increased demand, bolstering their ranges with ever more powerful and glamorous offerings, and one of the latest, most powerful and most glamorous has just been launched by Mercury.

In fact it’s almost the most powerful outboard engine in the world. Since Seven Marine, builders of the awesome 627hp outboard was bought by Volvo Penta in 2017, only to inexplicably stop making outboards in 2021, only Mercury’s own 7.6 litre V12 600hp Verado beats it. But that’s a big heavy unit at over half a tonne, more suited to cruisers.

Power to weight ratio

The new 500R outboard by comparison starts at a svelte 326kg, and is fitted with a 4.6 litre V8 engine, boosted by a Mercury Racing supercharger. Connecting rods, rod bearings and pistons are strengthened to handle increased combustion pressure and a higher 6,600rpm redline.

It’s a set-up designed for high-performance applications where the power-to-weight ratio is critical. Indeed Mercury claims it ‘establishes a new benchmark for outboard power density’.

Mercury Racing has designed an all-new gearcase for the 500R outboard. R-Drive is available in two versions, both featuring a crescent shaped leading edge and long aspect torpedo hydrodynamically tuned for high speeds. The new 5.9in gearcase can house propellers up to 17in in diameter.

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The R-Drive Sport version is for faster boats. Mercury describes it as “optimised for ultra-high-speed surfacing applications, primarily high-performance catamarans and centre consoles capable of speeds beyond 100 mph”.

It features a longer skeg than the R-Drive version, which allows it to maintain steering control while operating in surface piercing mode at the high mounting positions needed for these hull designs.

The 500R outboard is available in four lengths – 20”, 25”, 30” and 35”. The 26in centre-to-centre mounting distance on multi-engine transoms “enables easy installations on new boats and repower applications. Tech includes Digital Throttle and Shift (DTS) with available Mercury Racing Digital Zero Effort controls.

Available in Phantom Black or Cold Fusion White, as standard they are finished with Mercury Racing graphics and Devil Eye Red trim. For anyone planning a custom paint application, the 500R outboard is also available in “ready for paint” in Phantom Black with no applied graphics or trim panel.

The Mercury V8 500R outboard is covered by a three-year limited factory warranty, but up to five additional years of Mercury Product Protection extended factory warranty is available in the UK.

Mercury V8 500R outboard specifications

Power: 500hp / 372KW
RPM (WOT): 6000-6600
Engine type: V8 (64 Degree) with 32-Valve Dual Overhead Cam (DOHC)
Displacement: 4.6L
Induction system: Supercharged with Charge Air Cooling and Electronic Boost Control
Fuel requirements: Unleaded Regular 89 Octane Minimum (R+M/2) or 95 RON
Charging: 115 amp / 1,449W
Throttle and shift: Digital Throttle & Shift (DTS)
Midsection: Advanced Racing Core (ARC)
Shaft lengths: 20”, 25”, 30”, & 35”
Gearcase: R-Drive, R-Drive Sport
Gearcase ratio: 1.60:1
Dry weight: 326 kg / 726lbs
Warranty: 3-year limited as standard, 5-year available

This article What makes Mercury Racing’s new V8 500R outboard engine so special? appeared first on Motor Boat & Yachting.

You might have heard of British Racing Green, and the reason for this expression is that many years ago motor racing teams painted their cars in colours specific to their country of origin.

For Britain, it was of course green, hence the term, Italians had bright red (which is why the colour is so synonymous with Ferrari), and Japan had white. And that piece of otherwise useless trivia explains why Honda, in finally deviating from the iconic metallic silver that has always been used for its outboards, has chosen this hue.

Honda says that its new Sporty White motors ‘exude power and performance, paying homage to Honda’s prestigious motor racing heritage’. So there you go.

But there’s a lot more to these new engines than a colour change. Available in 150hp, 200hp, 225hp and 250hp variants, all feature iST Technology, which is what Honda has chosen to call its electronic single lever throttle/shift control (the BF150 also has the option of Mechanical, a conventional cable operated analogue control).

Also common to all four is VTEC (Variable Valve Timing and Lift Electronic Control), BLAST (Boosted Low Speed Torque) System, and PGM-FI electronic fuel injection technology ‘enabling rapid acceleration and incomparable performance’.

Honda VTEC technology (available on all but the 200hp version, strangely) is not new, but it is effective. It uses separate camshaft profiles that are optimised for either low-end torque or high-end performance, and the engine computer selects between those camshafts as appropriate.

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The PGM-FI electronic fuel injection optimises BLAST and ECOmo, which balance the needs for performance or economy, prioritising as appropriate.

So when you want to accelerate harder, BLAST ensures immediate response thanks to PGM-FI increasing the air to fuel ratio. Honda says that fuel consumption does not increase significantly despite the impressive power output.

When you enter cruise mode, the engine automatically enters the ECOmo function, which reduces the petrol to air ratio for more fuel efficient cruising.

This article Honda Sporty White range brings iconic racing colour to their outboard offering appeared first on Motor Boat & Yachting.

Every time we think outboard engine design has reached its peak, someone finds a way to top it. First it was Yamaha’s monster 425hp V8, then Mercury trumped it with an outrageous 600hp 7.6-litre V12. Now it seems to have done it again with a slightly less powerful but arguably more exotic 400hp V10 outboard.

We should have seen it coming; having already launched a 175-225hp V6, 250-300hp V8 and 500-600hp V12, it was only a matter of time before Mercury plugged the gap with new 350hp and 400hp engines. But predictable as the new power outputs were, we still hadn’t predicted the V10 configuration.

It’s not just that no one has ever dared build a V10 outboard before, it’s the fact that few engine manufacturers in any sphere bother with such a rarefied configuration – other than a handful of racing cars and a smattering of high-powered Audis, BMWs, and Lamborghinis, V10s are rarer than hens’ teeth.

So why has Mercury gone down the V10 outboard route and what makes it so special?

Modular magic

The simple answer is modularity and the economies of scale that come with that. In essence the V6, V8 and V10 Verado engines all share the same modular design that starts with a narrow 64-degree angle between the two banks of cylinders.

This helps keep the powerhead slimmer than the typical 90-degree bank angle found in most automotive applications, meaning even these big V10s can be spaced just 26in apart in multi-engine installations. It also allows them to share many of the same components.

The V10 outboard has exactly the same bore and stroke measurements as its V6 and V8 siblings (92mm x 86mm) meaning they can all be built on the same production line and fitted with the same pistons.

If this sounds like a money-saving exercise, it also confers real benefits on the end user. The oversquare cylinder dimensions and large 5.7-litre capacity are said to deliver class-leading torque for exceptional hole-shot acceleration.

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As ever Mercury won’t give a precise torque figure but that big block displacement and impressive power-to-weight ratio (400hp:316kg) certainly bode well, while a wide rev range that extends up to 6,400rpm should suit everything from pilothouse craft to performance RIBs.

Arguably even more important than outright power is the new V10 outboard’s refinement and fuel efficiency. Until now the gap between the naturally aspirated 300hp V8 and 600hp V12 has been filled by a pair of the previous generation L6 2.6-litre straight six engines boosted to 350hp and 400hp by mechanically driven superchargers.

Effective as this was, it came at the expense of both additional mechanical noise and fuel consumption. The new V10 outboard, by contrast, is a naturally aspirated quad-cam engine that needs no extra help to deliver its power.

Naturally aspirated V10 is more fuel efficient than the current supercharged 400hp L6 engine

Mercury says the new V10 is up to 56% quieter than its rivals at wide open throttle, although an advanced sound control option still allows owners to dial up the sound for a throatier start-up and idle when they want neighbouring boats to take notice!

V10 outboard: Power and control

An all-new gearbox and large-diameter Revolution-X propeller with wider blades than normal are said to take full advantage of the new engine’s torque characteristics to maximise low speed steering control, acceleration and fuel efficiency, as well as long-term reliability.

It’s also compatible with Mercury’s new electric power steering system for multi-outboard installations, offering enhanced responsiveness and simplified rigging as well as joystick control.

New electric power steering system links to joystick control

The other big win is a new high output 150-amp alternator to feed power-hungry devices such as air-conditioning and gyro stabilisers as well as rapid charging for the house and starter batteries.

This can be upgraded to an optional 48V/12V alternator that pairs with Navico’s new lithium-ion Fathom e-Power system to eliminate the need for a separate on-board generator.

Speaking at the launch, Mercury’s vice president of product development and engineering, Tim Reid, said: “We challenged our engineers to improve acceleration and overall performance with the new V10 Verado outboards, while also making them quieter and lighter than competitors’ outboards in this horsepower range.

“Once again they exceeded expectations while also incorporating technologies that make boat operation and maintenance intuitively simple.”

Narrow angle V10 keeps the width down for twin or triple installations

V10 outboard servicing

Minor and major servicing intervals of 100 and 300 hours are the same as the current L6 engines while both the 350hp and 400hp V10 outboards are available in multiple shaft lengths.

Pricing for the UK has yet to be announced but expect deliveries to start some time this summer. In the meantime production of the L6 SC engines will continue until the new V10 outboards come on stream.

Mercury V10 outboard specifications

Power: 350hp & 400hp
Max rpm: 5800rpm – 6400rpm
Capacity: 5.7 litres
Cylinders: 10
Bore x stroke: 92mm x 86mm
Weight: 316kg
Alternator: 12V/150A, 48V/150A
Gear ratio: 2.08:1
Fuel: 87-octane unleaded
Shaft lengths: 20in, 25in, 30in, 35in
Servicing: Annually or every 100 hours

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This article V10 outboard: Mercury claims world first with new 400hp motor appeared first on Motor Boat & Yachting.

Until recently, if you wanted to buy an electric sportsboat your only option was to knock on the door of a handful of specialist electric boat manufacturers such as Candela, X-Shore, Rand or Vita.

For the price of a small apartment, they would sell you a purpose-built electric sportsboat. But what if you didn’t like the styling or the layout of the boat itself? What if you already knew the make and model you wanted and just wanted to swap the petrol engine for an electric outboard?

That’s where Evoy comes in. This Norwegian based start-up has been designing and building powerful electric motors for boats since 2019, initially for inboard craft but more recently for outboard powered ones too.

It launched its first off-the-shelf electric outboard, the 120hp Breeze, earlier this year, but at the 2022 Cannes Yachting Festival it unveiled something altogether more exciting – the prototype of an all-new 300hp electric outboard called the Evoy Storm.

Using many of the same components as its own proven 400hp inboard electric motor but detuned to fit inside the casing of a Mercury Verado L6 outboard, it is the closest thing yet to a bolt-on electric solution.

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Although currently still in development, the Evoy Storm is very much a working prototype that has already been fitted to a number of partner brands’ boats, including an Iguana amphibious craft.

But by far the most significant partnership is with Axopar. As one of the most popular and successful sportsboat manufacturers in the world, this prolific Finnish/Polish boat builder plans to make the Evoy a factory-fit option on its 25ft model.

In fact, so confident are both companies in the performance and reliability of their new offering that they even let us take it out for a short sea trial.

Thanks to the 300hp Evoy Storm electric outboard, this Axopar 25 delivers an astonishing 50 knots as well as a very refined and comfortable ride

Driving impressions

Having tested a number of other electric boats, including the foiling Candela C-8, X-Shore Eelex 8000 and Vita Lion, we were intrigued to see how well a production-built boat like the Axopar 25 adapted to battery power. The short answer is astonishingly well.

Despite a 450kg weight penalty over a fully fuelled petrol boat, and five passengers, we still recorded a top speed of over 50 knots – vastly quicker than any other electric boat we’ve tested and not far off the world speed record for a production electric boat of 57.7 knots (held by a Goldfish X9 powered by a 400hp Evoy inboard).

Of course at this speed, it will chomp through the two 63kWh Kreisel batteries at a rather alarming rate, but at a more modest (but still rapid) 26 knots it’s claimed to give a range of 25nm – much the same as most bespoke electric boats.

For context, we took it out for about 40 minutes of pretty hard use, including a number of flat-out acceleration and max speed runs and returned to harbour with 63% battery charge remaining.

In normal use, when much of the time you’ll be pottering in and out of harbour interspersed with a couple of faster hops along the coast to a favourite beach or anchorage, that should be enough for a typical day’s outing.

The boat comes fitted with a 22kW charger for overnight recharging from a standard marina shorepower cable. It can also be hooked up to a DC supercharger for a 0-80% boost in just 45 minutes.

The two main batteries sit low down in the hull, under all the control and charging systems seen here

But perhaps the most surprising thing about this electric Axopar is just how normal it feels. The absence of noise and vibration when you first cast off is a bit disconcerting, but once you apply some throttle, the gentle burble of water being churned up by the propeller proves strangely reassuring.

The throttle itself is made by Dometic while Evoy provides the integrated 10in or 16in screens, giving real-time readouts of power consumption, range and battery status.

The acceleration is similar to that of a petrol outboard, largely because the electric motor’s higher torque has been artificially limited to avoid overloading the gearbox. Once at planing speeds, the motor sounds uncannily like a petrol outboard, albeit a very refined one.

The dual screens display real-time readouts of power usage, range remaining and battery status

Obviously, there isn’t any intake or exhaust noise but instead of the high pitched whine which some electric boats make, this one has a deeper thrum, which we found less wearing.

We were also surprised at how well the Axopar hull coped with the extra weight. Thankfully, the batteries are long and flat enough to sit low down in the hull without adversely affecting the centre of gravity.

You need to be travelling at 25 knots for the hull steps to work their magic (it’s as efficient at 26 knots as it is at 20) but if anything, the extra weight makes it feel even more accomplished through the chop.

Evoy Storm: Our verdict

The anticipated price for this electric Axopar 25 is €185,000 (ex tax), which looks pretty good value given that the price of the motor alone is €74,900 plus another €69,800 for the batteries. It’s also cheaper than a Candela C-8 or X-Shore Eelex 8000.

Whether Axopar can maintain, or even reduce, that price once the Evoy Storm enters production in 2024 remains to be seen but on the basis of this first test drive, it could provide a huge boost to sales of electric boats.

Evoy Storm 300hp specifications

Power: 222kW/300hp
Torque: 550nm
Max revs: 5,800rpm
Weight: 270kg (+80kg accessories)
Batteries: 2 x 63kWh Kreisel
Starting price (ex. battery): €74,900
Price (inc. battery): €144,700

Evoy Storm 300hp performance

First published in the December 2022 issue of MBY.

This article Most powerful electric outboard? We test the 300hp Evoy Storm appeared first on Motor Boat & Yachting.

There’s a vaguely rectangular box on the top, a shaft going down with a propeller on it and a tiller arm sticking out to steer and control it.

That seems perfectly logical until you consider that what’s actually in that rectangular bit of a conventional outboard is a petrol engine and a petrol tank.

But there’s no tank on an electric outboard. And there’s no petrol engine either. And isn’t that sticky out tiller arm thing a bit inconvenient when you’re not using it?

Clearly TEMO thought the same, which is why the TEMO-1000 looks like it’s from the future!

Due to be launched next year, priced at €2,850, the TEMO-1000 has no such rectangular box on top, just a rudder-shaped shaft with an electric motor at the bottom and a long slim battery that simply slides down into it, connecting automatically to your electric boat without having to plug wires into it.

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The tiller arm does the same, meaning it disappears completely when not in use and yet it is never detached and therefore never mislaid. It’s also finished in a satin blue because it turns out that outboards don’t need to be grey, black or white. Who knew?

There’s more. My tender is about as long as my boat is wide, so when it’s on the bathing platform, the outboard has to come off, otherwise it simply sticks out when tilted.

This one tilts to 90 degrees and then rotates as far as you want so that it rests in or across the tender when not in use, without having to detach it.

This also allows you to fit the motor while keeping it safely inside the boat before swivelling it into place. You can even alter the depth of the shaft in the run position, meaning it can be both long or short shaft, depending on how high you set it.

It’s 100% waterproof, it has a 1,000-watt motor (equivalent to about 3hp) and it’s capable of powering boats of up to about a tonne in weight. That makes it ideal for a tender with up to six people in it or a small low-speed motorboat of up to about 8m. Yet it weighs just 15kg including the 5kg battery.

TEMO reckons you’ll get about 45 minutes running at full power in electric boat mode. It then takes about 5.5 hours to fully recharge but of course it’s quick and easy to swap the battery for a fresh one.

This article TEMO-1000 first look: Is this the electric outboard of the future? appeared first on Motor Boat & Yachting.

The seemingly unstoppable rise in the popularity of outboard engines has caused a surge in recent innovations.

From new fuel types such as Cox diesel and Evoy electric outboards to fresh configurations like Mercury’s monster 600hp V12 and Mathwall’s hybrid Halfboard, everyone seems to be jumping on the outboard bandwagon.

Now Canadian engine builder Rotax is entering the fray too with an unusual new petrol outboard design featuring what it is calling Rotax Stealth Technology.

While that seems a bit of an exaggeration, the new design does have a much lower profile than a conventional outboard engine, allowing it to fit under the bathing platform of the boats it’s fitted to.

Not only does this keep the centre of gravity lower for better handling it also makes for a much cleaner appearance and leaves the bathing platform free of any obstructions for wakeboarding, fishing or simply lounging around at water level.

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It’s no coincidence therefore that the first three boats it is being fitted to are a Manitou pontoon boat where space is king, an Alumacraft Trophy aimed at tournament fishing and a watersports-friendly Quintrex Freestyler.

All three brands form part of the same BRP group that Rotax belongs to (as well as Seadoo and Evinrude) and were specifically designed around the new Rotax Stealth outboard to make the most of its unusual shape.

It’s not yet clear whether Rotax will make this engine available to third-party boatbuilders as well but for the moment at least it wants to focus production on its own craft.

The new Rotax Stealth outboard engine is barely visible on this Manitou pontoon boat

Rotax claims this new design allows it to have all the same benefits as a conventional outboard, such as low pricing, strong performance, ease of maintenance and built in trim, with a number of additional advantages such as being hidden out of sight, as well as quieter (due to the sound deadening effect of the bathing platform) and more fuel efficient (Rotax claims it is up to 20% more economical than a traditional outboard).

It’s not immediately apparent why it would be more fuel efficient than a modern four-stroke outboard, although with an all up weight of just 227kg (500lbs) including battery, steering and throttle cables it is marginally lighter than some (but not all) of its traditional outboard rivals.

Small is beautiful

The key to this new outboard’s svelte design are twofold. Firstly it uses a very compact three-cylinder direct injection two-stroke block instead of the physically bigger four cylinder four-stroke designs which most of its rivals use.

Unlike a conventional outboard the three-cylinder engine is mounted horizontally rather than vertically

Secondly, the engine block is mounted horizontally behind the driveshaft rather than vertically above it, keeping the overall height of the outboard to little more than the length of a single piston rotation.

This is reduced even further by submerging the bottom half of the engine under water so that only the top few inches protrude above the surface.

Because the outboard still needs to tilt up and down, the bathing platform has to be a little higher than would otherwise be the case but it’s still a far neater solution than having two tiny platforms either side of a traditional outboard engine and a big engine well that eats into cockpit space.

The bottom half of the Rotax Stealth outboard engine sits below the waterline at rest

In fact by mounting the whole engine behind the transom, every inch of the cockpit be used for accommodation.

Being a two-stroke engine, each of its three pistons delivers power every second stroke rather than every fourth, enabling it to generate as much power from its modest 1.9-litre capacity as bigger four-stroke rivals from Mercury, Yamaha, Honda et al.

It’s based on the same block as the former Evinrude G2 outboard engine and is available in either 115hp or 150hp versions but we wouldn’t be surprised to see higher power variants joining the range in the future.

The low cowling height allows for a full width bathing platform over it

Clean machine

Surprisingly, given that previous generation two-stroke engines had a reputation for being rather smoky, Rotax also says the new outboard is the cleanest combustion outboard engine in its class, quoting a 12% reduction in reportable emissions and a 98% reduction in carbon monoxide at idle thanks to an extremely precise direct injection oil system that helps minimise oil burn.

Other benefits include a comprehensive three-year warranty and extended service intervals – the first scheduled service is after 5 years or 500 hours.

Paul Klug, engineering project manager for the new engine, says the idea came out of a brainstorming session in April 2019: “The initial discussions were about where we can bring BRP’s boat offering in the future.

It’s an ideal solution for fishing and watersports

“We listen to our customers and create products that meet their needs. With our boat brands, we observed a major obstruction and loss of space in the stern caused by traditional outboard motors.

“We challenged ourselves to create sleeker, more distinctive and timeless designs. The new Rotax Outboard Engine, with the MAX Deck (bathing platform), allows continuous, seamless, holistic design from bow to stern, freeing up invaluable space for boaters and their families.”

We haven’t yet had a chance to sea trial the new engine but it will be interesting to see how it performs on the water. Previous generation two-stroke engines tended to be noisier and smokier than their four stroke counterparts but Evinrude’s G2 range managed to dispel that myth while keeping the positive aspects of strong torque, instant throttle response and good power to weight.

That said, the addition of an extra universal joint to transfer power from the engine’s horizontal output shaft, down a vertical leg and back out through the prop, adds complexity and friction.

The marinisation must also be suitably robust given that it sits below the waterline. Thankfully, Rotax already has extensive experience of designing small, powerful, reliable engines for its Seadoo PWCs while its former range of two-stroke Evinrude ETEC engines (production ceased last year) were very nearly as refined as their four-stroke rivals.

If this new engine combines the best of both with a few new tricks of its own, the Rotax Stealth outboard could be a real winner.

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This article Rotax Stealth first look: The outboard that doesn’t look like an outboard appeared first on Motor Boat & Yachting.

Available in 25 and 30hp FourStroke, 25hp SeaPro and 25hp ProKicker models with an electric or manual start, tiller or remote controls, manual or power trim, and propeller or jet propulsion, they are claimed to be the lightest and fastest 3-cylinder outboard engines in their class.

All are based around a 500cc four-stroke powerhead that features electronic fuel injection for precise fuel metering, improving efficiency and aiding performance.

Mercury Marine has also brought connectivity to this segment, both electric-start models in 25 and 30hp come as standard with Mercury SmartCraft digital technologies, allowing users to connect to “the most advanced digital gauges in the industry” and mobile devices through VesselView Mobile.

To make maintenance easier, a “no-spill oil-change system” features a drip tray under the oil filter to catch any drips, and water can be quickly drained from the fuel filter without tools. Prices are yet to be announced, but you can see all four new Mercury outboards at the 2022 Southampton Boat Show (Stand E069).

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Although only a teaser model at this stage, it is committed to launching an all-electric range of production outboards as early as this autumn with first deliveries due in 2023.

Neither the power of the motor nor capacity of the battery has yet been released, although it looks to be focussing on the lower end of the scale with a range of up to half
a dozen compact, lightweight portable electric outboard ideal for use on tenders, dinghies and river boats.

The handful of images released show a stylish looking engine with a tiller arm and twist throttle and an easy-read battery-status indicator on the control plate, plus what appear to be simple buttons for start-stop, forward and reverse.

The whole top plate hinges up to reveal the battery, which can be quickly removed from your electric boat or replaced for convenient charging.

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“Electrification is strategically important for us,” says Mercury Marine president Chris Drees. “And Avator provides a first look at how we intend to deliver on our commitment to being the industry leader in both internal combustion engine products and electric propulsion.”

Avator promises quiet, smooth, sustainable boating with zero direct emissions and minimal maintenance, and hopes to grab a slice of the electric outboard market currently dominated by Torqeedo and ePropulsion.

This article Mercury Marine to launch Avator electric outboard in 2023 appeared first on Motor Boat & Yachting.

The Haswing Ultima 3 electric outboard is suitable for boats up to 7m according to the manufacturer. The brushless DC motor produces 3hp (claimed to be equivalent to a 4hp petrol outboard), and it’s available in short and long shaft versions as well as the standard length.

Its detachable 30V, 1.03 kW 20.3AH LiPO battery charges in six hours on a mains charger and offers typical runtimes from three hours (on half throttle), up to 10 hours (on slow throttle).

Not only is the battery unusually light at 5kg (lightest in class, according to the manufacturer), it also connects to the engine in a single simple operation without the need for connecting cables or other fiddly parts – no bad thing when you’re bobbing about in a tender! Prices start from £1,570.

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Our sister title Yachting Monthly recently reviewed the Haswing Ultima 3 as part of its best electric outboard motor group test and electric boats expert Emrhys Barrell had this to say:

“The battery was the easiest of all in our test to fit and remove, just sliding down a set of grooves, with contacts in the bottom removing the need for any linking cables or wires, and an easy one-handed operation.

“The unit is well engineered, with stainless steel used throughout plus an anode as standard, making this suitable for use in salt water, and a spare anode and shear pin. The tiller/throttle hinges up and down for easy operation and storage. It has a streamlined aluminium leg, but rotates 360º.

“A magnetic kill cord is a useful safety feature, and there are 5 LEDs showing battery capacity remaining, but this is the only instrumentation, so there is no way of gauging how much power you are using. It also meant that with no exposed power cables, we could not measure intermediate power settings.”

Read the full electric outboard motors group test on yachtingmonthly.com

This article Haswing Motors Ultima 3 electric outboard motor: First look appeared first on Motor Boat & Yachting.

The only thing that might still put you off is the price (around double the cost of a petrol one) and weight (the same or a bit more).

However, this new Kicker electric outboard, from Norwegian brand Thrustme, challenges both those preconceptions.

Priced at £1,250 (inc. VAT) it is £400 cheaper than an ePropulsion Spirit 1.0 Plus and over £750 cheaper than a Torqeedo 1103C.

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But perhaps the bigger surprise is how little it weighs, just 4.4kg including the battery, compared to 19.3kg for the Spirit and 17.3kg for the Torqeedo.

It’s not an entirely fair comparison because although the Thrustme Kicker features a similarly powerful 1kW motor, its built-in battery is only rated at 259kWh compared to 915Wh for the Torqeedo and 1,276Wh for the ePropulsion so it won’t last as long at full power (30 minutes is the claim).

Sadly, it arrived too late for our recent group test of electric and petrol outboards but I did borrow one for a week over the summer to get a proper feel for what it can do.

Remote throttle control slots into velcro casing or charging slot by display

It is supplied in a very neat travel bag which holds the motor, charger, magnetic kill cord, a spare plastic propeller and a really clear, well illustrated instruction book.

It’s worth spending time studying this and adjusting the mount’s collar height so the shaft length is set at the ideal level for your transom. There’s also some important charging and storage information to help maximise its lifespan.

The motor itself is almost disconcertingly light, easily light enough to carry one-handed, and the plastic propeller looks so small that it’s hard to believe it will push anything other than a toy boat.

Small prop spins at higher speeds inside a protected tunnel

Do not be deceived, much like Candela’s new C-Pod, by revving faster it develops similar power to larger ones – a claimed 16kg of thrust in forward gear.

To make it that light, the transom bracket, tilt mechanism and steering collar are all made of ABS plastic rather than metal. They are plenty tough enough for the job but lack the more robust feel and smoother action of metal ones.

The tiller extension is made of lightweight aluminium tubing with a telescopic mechanism to adjust its length. Instead of a twist throttle, it has a remote speed controller, which you can wear round your wrist or tuck into a neoprene sleeve on the tiller.

There’s also a magnetic slot on the motor for recharging it. Three buttons select forward, reverse or stop with each press increasing power in six preset steps.

In calm conditions with little wind or tide and one person on board, the Thrustme Kicker did a remarkably good job of powering my 2.3m inflatable boat, touching 4 knots at full revs.

At half power it still managed to achieve a steady 2-3 knots in almost complete silence. On this setting you should get 90 minutes of running time, giving a range of 4-5nm.

On a longer trip round Poole Harbour I did find myself having to use full power to punch the tide on occasions but still managed to average 1.5 knots while covering 1.6nm in just over an hour with 35% battery power remaining.

It’s only when you need to cope with a headwind or tide and two or more people on board that power and range start to become an issue. It doesn’t feel like it has the grunt to match the Torqeedo or ePropulsion in these more challenging conditions.

For people like me, who only use a tender to get to and from their boat over a short distance, it’s an ideal solution. The Thrustme Kicker is incredibly light, compact and easy to use.

The only downside is that you need to take the whole motor home to recharge it rather than just the battery (unless you can recharge it in situ).

For those with bigger tenders needing to cover a longer distance with two or three people on board in tidal waters, you may be better off going for something with a bit more power.

Price: £1,250 (inc. VAT)
MBY rating: 4/5

First published in the December 2021 issue of MBY.

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This article Tried and tested: Thrustme Kicker electric outboard motor appeared first on Motor Boat & Yachting.

The first thing to sort is your driving position. At speed, the relationship between the wheel and throttles becomes crucial and it’s imperative, especially in smaller boats, to keep control of them even when being bounced about.

Your seating position is vital too: you need to be stable but relaxed so that you don’t accidentally move the controls. Lastly, the single most important item is the kill cord, this needs to be attached as soon as the engine is running.

When speeding up, the actions required are similar in any sea direction. What does differ is how you trim the engine and any trim tabs fitted to the boat.

The first step is to have a good look round to ensure it’s clear, then with the helm straight, the engine trim in the fully down position and the tabs up, engage ahead at tick over.

Now progressively push the throttle forward so that the boat starts to increase speed. As the bow rises, add more throttle until you are fully planing.

You don’t need to go that fast – many craft will plane at 15-16 knots. I find 20 knots a safe, sensible speed to practise at. When at a steady planing speed, trim the engine up slightly, usually for around two seconds – you will hear it, see it on the trim gauge and the tachometer will show the revs rise a small amount and the speed increase.

This is because lifting the bow means there is less boat in the water and therefore less drag. If you are running into the waves, you may want to reduce the trim to keep the bow down so that the sharper forward part of the hull is cutting through the chop rather than slamming into the waves with the flatter aft section.

If you have trim tabs fitted these can also be lowered to raise the stern and push the bow down even more. An easy way to remember this is: upwind, bow down.

Article continues below…

VIDEO - How To: Helm in a beam sea

In our latest How To guide we demonstrate how to trim your boat if you are travelling in a beam

VIDEO: How to - Head to windward

In our latest boat handling video, Jon Mendez shows how best to trim the boat when you head to windward

Conversely when going downwind, you want the bow up and out of the water so you don’t stuff it into the back of the next wave as you overtake the previous one.

Trim the engine up and lift the tabs; don’t lift it too high, though, as this may cause the boat to porpoise. This time, the phrase to remember is: downwind, bow up.

To slow down, check there are no boats coming up fast behind you then trim the engine back down as you bring the throttle back towards tick over.

Keep it progressive, though – if you slow too quickly your stern wave may catch you up and flood the transom. Once the stern wave has dissipated, go back into neutral.

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This article How to throttle and trim an outboard engined boat appeared first on Motor Boat & Yachting.

The last service on my 362hp Mercedes Benz SL400 (not a marque noted for parsimonious running costs) came to £537.72.

That included loaning me another Mercedes car and cleaning the vehicle inside and out. The last service on my 260hp boat engine and drive cost £1,711.30, and I didn’t get another boat to use or the valet.

‘Ah, but it’s a boat, see’, is an excuse that might hold more water if it weren’t for the fact that a full service on a 300hp Mercury Verado outboard engine costs £360.

Add in better packaging, the ability to tilt the entire unit clear of the water and no diesel bug fears and the surge in sales of outboard powered boats is no mystery. They’re fast too – properly fast.

Axopar 37

Built: 2018
Price: £189,950

The Axopar range has enjoyed phenomenal success for such a relatively young brand. Its very first model, the Axopar 28, was launched less than eight years ago at the Helsinki Boat Show in 2014 but is now a ubiquitous sight in almost every marina in Europe.

The larger Axopar 37 launched a year later, sharing the same brand values of practicality, seakeeping, accessible performance and competitive pricing. Although both models have now been replaced with updated MkII versions, the originals are still as desirable as ever and remain a sought after buy on the secondhand market.

Interior

There were three distinct versions of the Axopar 37 at launch. The T-Top was an open boat with (as the name suggests) a short T-shaped hardtop providing shade and something to hang the canopy from.

The Sun-Top version actually gets a longer hardtop, but an opening section lets the sun shine in. And then there is this, the Cabin which, you’ve guessed it, has a cabin.

In fact they all get a cabin below deck, complete with double berth and a couple of seats, one with a sea toilet beneath it. The Cabin in the name refers to the enclosed deck-level wheelhouse with sliding doors either side.

Inside you’ll find the helm position with a dinette behind, giving all-weather comfort for skipper and crew.

The Sun-Top, Cabin and T-Top versions all have forward cabins with a double berth

Exterior

On the outside, there’s a sunpad up front over that forward cabin, and back aft a wet bar directly behind the wheelhouse and ahead of three seats across the transom.

In fact there was a further choice here, as an alternative version featured a raised sunpad back aft instead, with a further sleeping cabin beneath it but no wet bar. However, this boat has more outside space and storage.

Performance

Twin 200hp outboards were the base motors, and they’re good for 40 knots apparently. However most went out with the twin 300hp upgrade that this boat has.

A pair of Mercury Verados, they’ll gift the boat 47 knots if our test of a similar boat in Mallorca is anything to go by.

Seakeeping

The twin- stepped high performance hull proves more than a match for both the power and the resultant speed. At 41 knots in choppy conditions, we reported it was so smooth it felt like it was doing half that speed.

Axopar 37 specifications

LOA 36ft 9in (111.2m)
Beam 10ft 10in (3.3m)
Draught 2ft 9in (0.8m)
Displacement 3.4 tonnes
Fuel capacity 770 litres
Engines Twin Mercury Verado 300hp outboard engines
Location Essex
Contact Boats.co.uk

Article continues below…

XO 270 used boat guide: Aluminium hull makes this Scandi cruiser super-tough

Regal 42 FXO first look: Inside the world's first outboard-powered flybridge

Botnia Targa 25.1 GT

Built: 2019
Price: £179,000

Any doubts about the take-up of outboard engine power are quickly vanquished by this boat. Few manufacturers are more traditional than Botnia.

No slaves to fashion, the Finnish company has simply turned out ever more honed versions of a basic design that dates back to its 25 model of 1984, the first Botnia Targa ever put into production.

Like the original Land Rover, there is no styling as such, the look is simply a product of functional design.

Interior

The interior is classic Botnia – an upright wheelhouse with a reverse sheer windscreen and lashings of teak. Access, as ever, is via twin sliding doors and the wheelhouse doubles as a living space, complete with drop-down dining table and a tiny galley alongside the helm.

Lift the centre section of the bench seat aft, and you’ll find a small cabin with two single beds that burrow forward beneath the wheelhouse.

Access to the small twin sleeping cabin is through a lifting section of the bench seat

Exterior

The boat has a walk-around layout with a bow cockpit ahead of the wheelhouse and deeply bulwarked side decks leading aft. It’s only when you reach the stern that two big outboard engines ring the changes, meaning the full-width bathing platform is no more, leaving just a small area either side of the outboards.

The other big change is beneath the aft deck. Lift the floor and you’ll find batteries, switches and lots of room for things like paddleboards, which you’d struggle to stow on the inboard version.

Performance

Performance with the outboards is both instantaneous and strong. We recorded a 44-knot top end when we tested it with a pair of 200hp Mercurys, but equally impressive was the 10 seconds it took to reach 30 knots.

Botnia’s trademark teak finish gives the interior a smart, sturdy look

Seakeeping

Botnia didn’t just slap on a pair of outboards and proclaim the job done – the hull was remodelled to suit the Mercury powerplants.

Like all Botnias, the exaggerated flare of the bow does a great job of throwing spray wide, and even in big seas, high speed landings are rattle-free and confident.

Botnia Targa 25.1 GT specification

LOA 27ft 5in (8.4m)
Beam 9ft 5in (2.9m)
Draught 3ft 6in (1.1m)
Displacement 3.5 tonnes
Fuel capacity 420 litres
Engines Twin Mercury 200hp outboard engines
Location Poole
Contact Wessex Marine

Galia 700SD

Built: 2019
Price: £79,995

Galeon seem to have come from nowhere. A decade ago we’d barely heard of them, today the Polish company sports a 28-strong range of inboard boats spanning 30ft to 80ft, and a completely separate range of 11 Galia sportsboats that stretch from 15ft through to 25ft.

In fact the company has been building boats since 1982 and employs over 1,000 people. It’s fair to say that we’ve heard of them now!

Interior

What drives Galeon products is innovation, and that philosophy extends into the smaller Galia range. The interior of the 700SD is pretty conventional, with a U-shaped dinette that converts to a double berth and a sea toilet built into a cabinet, but the way that the backrests double as infill cushions is pretty neat. Oak woodwork provides a classy finish.

The backrests double as infill cushions for the convertible berth/dinette

Exterior

It’s when you step up into the cockpit that the innovation shifts up a gear. The foredeck is completely flat, making this a great sundeck with cushions that spread right across it.

But lift those cushions and you’ll find a recessed track that allows the bimini top to disappear completely, and in the centre is a deck socket that allows one of the pedestal seats from the cockpit to slot in to create a fishing platform.

Back in the cockpit there’s an L-shaped seating area around a table and a small wet bar with a fridge and single-burner hob. Twin bucket seats at the helm swivel so the helmsmen can join the party when at rest.

Performance

The base 200hp Mercury provides close to 40 knots. By fitting a Mercury 350hp Verado you’ll turn this boat into an absolute flying machine! With this set up you should reckon on a 45-knot top end and a 40-knot cruise if you’re brave enough.

The helm seats swivel to face the cockpit table and benches when at anchor

Seakeeping

A 7m hull is likely to give agile handling but might struggle in big seas. It should be a fun machine and a great watersports tool.

Galia 700SD specification

LOA 23ft 0in (7.0m)
Beam 8ft 3in (2.5m)
Draught 1ft 10in (0.6m)
Displacement 2.1 tonnes
Fuel capacity 300 litres
Engine Mercury Verado 350hp outboard engine
Location Greenock
Contact Approved Boats

XO 270 Cabin

Built: 2015
Price: £92,500

Launched in 2013, the XO 270 was the third and, at the time, largest model in the Finnish yard’s range, and like its smaller siblings, its USP is a metal hull.

Built from military-grade aluminium, it’s designed for strength and durability, and it’s very much a product of Finland’s ‘no nonsense’ approach to boat building.

Interior

Available only as a wheelhouse boat, the XO 270 has a vertical wrap-around windscreen with mullions so thin that the roof almost appears to float above it.

Stretching out virtually to the edges of the hull, it creates a spacious practical interior with a dinette to one side and a helm to the other.

A galley unit behind the helm is a useful option, the small heads ahead of the dinette arguably even more helpful.

The dinette will convert to a double berth, and in fact there is a third ‘pipe berth’ just ahead of the helm that disappears forward beneath the bow cockpit seating.

XO also offered a “Front cabin” version of this boat, in which the bow cockpit is infilled with a foredeck, creating a cosy forward cabin beneath it.

A dinette and galley behind the helm make this a viable compact cruiser/weekender

Exterior

The bow cockpit is accessed via an opening door, making this an easy and safe boat to crew. But perhaps of more interest is back aft.

The inboard version gets a small fold down seat facing the sliding aft cabin door and then a raised deck over the inboard engine.

Opting for the outboard version loses the requirement to house an engine here, thus increasing the size of this aft seating area considerably.

Performance

There’s another advantage to speccing outboard power – it creates space for a twin-engine installation. That gives the benefits of emergency redundancy of course, but it also gives the potential for more power.

Inboard diesel options were typically Volvo Penta D4 300hp or D6 370hp, with similar sized options from Yanmar. This boat has two 250hp Mercury outboards, giving an incredible 45 knots from its combined 500hp!

The wraparound windows and thin mullions give exceptional visibility for an enclosed boat

Seakeeping

The deep-Vee and unstepped hull allows more trim, useful in large following seas.We’ve driven several of them and always been impressed.

XO 270 Cabin specifications

LOA 27ft 6in (8.6m)
Beam 8ft 6in (2.6m)
Draught 3ft 1in (0.9m)
Displacement 2.8 tonnes
Fuel capacity 340 litres
Engines Twin Mercury Verado 250hp outboard engines
Location Poole
Contact Wessex Marine

First published in the December 2021 issue of MBY.

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This article Best outboard boat: 4 of the best secondhand options on the market appeared first on Motor Boat & Yachting.

Choosing an outboard engine for your tender used to be as simple as going to your nearest dealer and picking up whatever 2.5hp engine they had in stock.

It barely mattered what brand it was, they were all much of a muchness. Now, however, things have got a bit more complicated – in a good way.

First you’ve got to decide whether you are going to stick with petrol or go electric. Then there’s the question of who offers the best combination of power, range, weight, build quality, refinement, ease of use and, of course, price.

Article continues below…

VIDEO: Six of the best 5hp outboard engines tested

We have put six 5hp outboard engines to the test to find out which one offers the best performance, practicality

VIDEO: Six of the best 10hp outboard engines in group test

Fitting a 10hp outboard to your tender can transform a functional boat into a pocket rocket. In this video we

You could go round and round in circles for hours trying to decide what was right for you. So that’s exactly what we did, on your behalf, by assembling all the main players at the Royal Lymington Yacht Club along with one of F-RIBs brilliant little 2.75m folding mini-RIBs to test them on and work out which were the lightest, fastest, most user-friendly engines for your tender.

Honda, Suzuki, Yamaha and Selva all provided petrol engines of 2.3-2.5hp for the test while Torqeedo and ePropulsion represented the electric outboard alternatives.

The only major engine manufacturer which couldn’t supply a test engine was the Mercury group, which includes the Mercury, Tohatsu and Mariner brands.

UK Importer Barrus had hoped to deliver one on the day but delays in shipping and a run on existing stock meant they simply couldn’t get one to us in time. Hopefully we’ll be able to catch up with one at a later date.

In the meantime, here is what we learned from our group test of 6 of the best small outboard motors.

Ribbed rests show which side the engine needs to be laid down

Honda BF2.3 outboard motor

It’s a bit of an exaggeration to say that the BF2.5 has been around since Noah’s time but it sometimes seems that way. The reason it’s been around so long is because it continues to sell well.

So well in fact, that S.A.L Marine in Lymington, who supplied the test engine and represent both Honda and Suzuki, reckon they sell ten Honda BF2.3s for every one Suzuki DF2.5.

S.A.L puts this down to the little Honda’s light weight (13.6kg), compact dimensions and the brand’s reputation for reliability.

Air cooling keeps things light and simple at the expense of noise

It’s commendably simple air-cooled single-cylinder 57cc four-stroke engine should certainly be less prone to overheating from a blocked water intake or failed impeller than its water-cooled rivals and with no salt water circulating through the power head there’s less risk of corrosion or frost damage too.

Unlike the other petrol engines, it uses a twist-and-go centrifugal clutch rather than a manual gear lever. It’s also the only engine to boast a six-year warranty instead of the usual five years.

But that’s where the good news stops because in use the BF2.3 feels rather basic. The transom clamps are sliding metal rods, the pull-out choke and petrol switch are flimsy plastic affairs and the skinny tiller arm feels rather slender compared to the chunkier Yamaha and more sophisticated Torqeedo.

To keep the weight down everything has been kept as slender as possible

It has to be laid down on one side to prevent oiling up but at least it has raised supports to show which side to place it and prevent scratches on the cowling.

It works well enough and started on the first pull but it was the slowest of the petrol engines on test (5.1 knots solo and 4.4 knots with two) and the noisiest at 106db flat out. Without the damping effect of a water-cooling jacket, it makes a distinctive putt-putting noise at idle that rises to a raucous crescendo at full throttle.

The twist-and-go clutch is a mixed blessing, it saves fiddling around going into and out of gear but means you don’t get any drive or steering at idle, making subtle docking manoeuvres surprisingly tricky.

A centrifugal clutch means there’s no need for a gear lever

We can see the appeal of having something so simple, reliable and lightweight and could live with the average performance and rather basic appearance but we’re not sure we could put up with that noise for any length of time.

Unless you’re a die-hard Honda fan we think there are better options.

Honda BF2.3 outboard motor specifications

Power: 2.3hp
Weight: 13.6kg
Capacity: 57cc
Tank: 1.1 litres
Top speed: 5.1 knots (solo) / 4.4 knots (2 up)
Noise: 83db (idle) / 108db (max)
Warranty: 6 years
Price: £720
MBY rating: 3/5

Buy it now on eBay

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The kill switch and throttle cable are integrated into the throttle arm for a neater look

Yamaha 2.5hp outboard motor

The Yamaha 2.5 is at the opposite end of the scale to the Honda, literally. It’s the heaviest of the petrol engines at 17.0kg and the largest too.

The upside of this is that everything about it feels chunkier, better engineered and more robust, from minor switchgear like the fuel tap and choke to the major controls like the transom clamps, gear lever and throttle arm.

It also has a larger capacity single-cylinder engine of 72cc compared to 57cc for the Honda and 68cc for the Suzuki so it should have more torque as well, although none of the manufacturers quote a figure for this.

Powerful, well-built and smooth running, the Yamaha was our pick of the petrol engines despite its extra weight

To cope with the extra weight, Yamaha has added a soft grip carrying handle to the back of the engine but there’s no escaping the fact that you can feel those extra 3.5kg, especially when lifting the engine onto the transom.

On the plus side you can lie it flat on both sides or even on its back without oil flowing into the cylinder. This makes it easier to store and all but rules out the chance of it being laid down incorrectly and ruining your day.

It has a 5-year warranty as standard and in common with the Suzuki and Selva is water-cooled.

Unlike its petrol rivals the Yamaha can be laid down on either side

Out on the water it started on the second pull and had a smooth, quiet idle (73db) that sounded far more refined and sophisticated than the noisy Honda, an advantage that became even more pronounced further up the rev range (91db).

This was by some margin the quietest and smoothest of all the petrol engines as well as the fastest.

With just one person on board it actually had enough grunt to get the little F-Rib up on the plane and scooting along at 9.5 knots, although with two people that dropped to a still useful 4.6 knots.

Transom clamps are widely spaced with large plastic handles

It has a slightly smaller fuel tank of 0.9 litres than either the Honda (1.1l) or Suzuki (1l) but we can’t see that making a meaningful difference to many people.

It does carry a bit of a price premium over its petrol counterparts at £760 but in terms of build quality, engineering, performance and above all, refinement, we reckon it justifies it.

Unless low weight is your number one priority this would be our top choice of the petrol engines.

Yamaha 2.5hp outboard motor specifications

Power: 2.5hp
Weight: 17.0kg
Capacity: 72cc
Tank: 0.9 litres
Top speed: 9.5 knots / 4.6 knots (2 up)
Noise: 73db (idle) / 91db (max)
Warranty: 5 years
Price: £760
MBY rating: 5/5

Buy it now on eBay

BF2.5 is a good compromise being easy to start, light to carry and smooth running

Suzuki BF2.5 outboard motor

Suzuki has pulled off quite a coup with its BF2.5 because although it’s a water-cooled 68cc single-cylinder four-stroke engine it actually weighs less than the smaller 57cc air-cooled Honda (13.5kg vs 13.6kg).

Not that anyone’s going to notice the extra 100g but they certainly will appreciate the 3.5kg saving over the Yamaha. They’ve had to be pretty canny with those weight savings though and it does show in places.

The transom clamps are the thinnest, fiddliest and least comfortable of the group, being little more than sliding metal pins which could easily snag a stray sleeve or trouser leg. The throttle arm is also thinner than the Yamaha’s with a separate sleeved cable rather than the Yamaha’s neater, integrated one.

Like the Honda it can only be laid down on one side to avoid oil leaking into the cylinder but somewhat counter-intuitively it needs to be throttle-side down rather than up.

There is a small rest at the back of the cowling but not on the throttle-arm itself so you’ll have to be careful on concrete quays to avoid scratching it and we can’t help feeling the chances of putting it the wrong way up are higher because of it.

Water cooling makes for quieter running than the Honda

As with all the petrol engines it has an offset throttle-arm on the port side of the engine to create more room for the operator to sit and steer from the starboard side of the boat but for some reason the latch to unhook the engine from its raised position is tucked away underneath the port side of the cowling, making it unusually hard to locate and use from the natural seated position.

It’s a nice light pull-start that fired up first time and there’s an easily visible tell-tale to show that the cooling mechanism is working.

The idle is commendably smooth and quiet, if not quite as refined as the Yamaha, and it remains usefully quieter than the Honda all the way through its rev range up to a maximum sound reading of 95db.

It doesn’t feel quite as punchy as the Yamaha under way, failing to get the F-RIB planing with one person on board, but did come close to matching it two-up with an average speed of 4.5 knots.

If you crave the quieter running of a water-cooled engine but without the weight of the Yamaha, then the Suzuki BF2.5 is a good compromise.

Suzuki BF2.5 outboard motor specifications

Power: 2.5hp
Weight: 13.5kg
Capacity: 68cc
Tank: 1.0 litres
Top speed: 5.8 knots (solo) / 4.5 knots (2 up)
Noise: 76db (idle) / 95db (max)
Warranty: 5 years
Price: £685
MBY rating: 4/5

Buy it now on eBay

Punchy Selva managed to get the F-RIB planing but did vibrate at speed

Selva Guppy 2.5hp outboard motor

Italian company Selva may not have the brand recognition of the big three Japanese players but it boasts a full range of outboard engines from 2.5hp to 300hp, the same five-year warranty as most of them and a very competitive pricing structure.

At the time of writing the entry-level 2.5hp Guppy cost just £579 inc VAT – more than £100 cheaper than any of its Japanese rivals.

And its technical specifications look pretty convincing too; its water-cooled 87cc four-stroke single cylinder engine has the largest capacity of them all yet it weighs the same 13.5kg as the featherweight Suzuki.

Despite its parent company’s Italian heritage, this model is actually built in China, helping to explain that ultra-competitive pricing. It doesn’t look or feel as sturdy as the Yamaha but that’s hardly surprising given the weight differential.

It’s closer to the Honda and Suzuki in that respect, with some elements such as the plastic moulded transom clamps actually being easier to use than either of them, while other parts, such as the rather flimsy metal support that locks the engine in the raised position, fall below par.

87cc single cylinder engine is the biggest of the group and delivers strong performance

Like the Suzuki this is tucked away on the port side of the engine, making it hard to find when sitting to starboard. Another characteristic it shares with the DF2.5 is that it can only be laid throttle-side down, meaning it rests on the throttle arm when not in use.

On the water it was the only other engine to get the F-RIB up on the plane and skimming along at a maximum speed of 8 knots with just the helmsperson on board. Even when we added a second person it managed a gutsy 5 knots.

However, that big capacity cylinder meant it required a heftier pull to start it than any of the others and it was notably noisier than all bar the raucous little Honda, especially toward the upper reaches of its rev range when you could also feel it vibrating through the throttle arm.

In summary the engine block didn’t feel as slick or well-engineered as either the Yamaha or Suzuki, although in terms of bang for buck it was up there with the best of them.

Whether that has any impact on long-term reliability or durability is hard to say but that five-year warranty should provide peace of mind.

Selva Guppy 2.5hp outboard motor specifications

Power: 2.5hp
Weight: 13.5kg
Capacity: 87cc
Tank: 0.9 litres
Speed: 8.0 knots (solo) / 5.0 knots (2 up)
Noise: 82db (idle) / 105db (max)
Warranty: 5 years
Price: £579
MBY rating: 3/5

Buy it now on swmarinestore.com

Progress is wonderfully serene while built-in GPS gives a real-time readout of remaining range

Torqeedo Travel 1103C electric outboard motor

German company Torqeedo was the first to spot the potential for a cleaner, quieter electric alternative to the petrol outboard in 2005 and has built up a strong following since.

The entry-level Travel 603C model is equivalent to a 2hp petrol engine and costs £1,499, but we chose to test the 1103C costing £2,109. This is powered by a 1.1kW electric motor equivalent to a 3hp petrol motor with a 915Wh lithium ion battery.

Although it weighs almost as much as the Yamaha when assembled (17kg), it breaks down into three parts making it much easier to lift onto the tender’s transom as well as store. And of course there’s no risk of petrol or oil spills.

The main shaft and motor weighs 11kg, while the battery accounts for most of the rest. An optional Travel bag (£199) provides extra protection for long-term storage.

Throttle arm detaches along with the battery and motor for easier stowage and carrying

It’s a beautifully designed motor that is stylish, well built and beautifully engineered. Assembly is a little bit fiddlier than the ePropulsion Spirit and requires more care as although it’s waterproof, the battery on this model won’t float and at £829 a pop, replacements aren’t cheap.

A built-in GPS gives speed over ground but also real time range as well as current draw and battery percentage so you know exactly how far you can go at any given pace.

On the water it’s a joy to use with no pull cord, choke, stale petrol or oiled up carburettors to worry about. You just clip the magnetic kill cord onto the top of the throttle arm, press the on button, twist the throttle and away you go.

There is no gear lever or idle speed, it just sits silently at rest waiting for you to apply some throttle. The lack of noise and vibration is a revelation, especially under way when the only sound you’ll hear is water passing the hull.

915Wh battery gives a claimed 4.6nm at half throttle but doesn’t float

It makes exploring creeks and rivers so much more enjoyable. Its top speed of 4.7 knots solo and 4.2 knots two-up was a little shy of the petrol engines but not enough to make a big difference, while a claimed range of 18nm at half throttle (around 3 knots) or 4.6nm at full throttle is more than enough for most needs.

Unlike the petrol motors it also has a reverse gear, simply by twisting the throttle the other way. It is more than double the cost of a petrol motor but for cleanliness, refinement, ease of use and sheer enjoyment we reckon it’s worth it.

Whether it can justify the £369 premium over the ePropulsion is harder to say.

Torqeedo Travel 1103C electric outboard motor specification

Power: 1.1kW/3hp
Weight: 17.3kg
Battery: 915Wh
Speed: 4.7 knots (solo) / 4.2 knots (2 up)
Noise: Silent (idle) / 80db (max)
Warranty: 2 years
Price: £2,019
MBY rating: 5/5

Buy it now on eBay

Long tiller arm intrudes on space but still a joy to use after noisy petrol rivals

ePropulsion Spirit 1.0 Plus electric outboard motor

Chinese company ePropulsion is the new electric kid on the block and clearly has its sights set on Torqeedo. The Spirit 1.0 Plus has a slightly less powerful 1.0kW motor but a longer lasting 1,276Wh battery that floats if dropped overboard.

It’s a bit heavier than the Torqeedo at 19.3kg, but most of that extra weight is in the removable battery, with the motor and shaft weighing a comparable 10.6kg.

Unlike the Torqeedo, the throttle arm is permanently attached to the shaft but folds down parallel to it for storage. Charging takes 8.5 hours using the standard 240v charger or 3.5 hours with the optional fast charger. Solar and 12v DC chargers are also extras, as is a travel bag.

Assembly is a little bit quicker and easier than the Torqeedo. The throttle arm folds up, the battery locks into place using a sprung handle and there is only one threaded power cord to connect.

It lacks the Torqeedo’s built-in GPS so displays range as remaining cruising time at your current speed as well as battery level.

It’s not quite as useful for working out whether you’ve got enough charge to reach a specific place but most tender journeys are short enough not to need this. Besides, the bigger battery means you will have a longer range anyway; ePropulsion claims 22nm at around 3.5 knots.

1,276Wh battery floats and has a claimed range of 22nm at 3.5 knots

On the water it’s slightly less powerful electric motor means it can’t quite match the pace of the Torqeedo let alone the petrol engines (4.3 knots solo, 4.1 knots two up) but the difference is small enough for it not to be a deal breaker.

However, it is just as quiet and user-friendly as the Torqeedo with a similar magnetic kill cord and shaped throttle that allows you to instinctively feel how far you’ve twisted it.

The larger, slower revolving plastic propellers of these electric motors give excellent low speed control and a proper reverse without having to swing the motor through 180 degrees.

They also have centrally mounted (rather than offset) throttle arms meaning you can sit comfortably on either side, although the ePropulsion’s longer arm does sometimes get in the way on a small tender.

From a subjective point of view we don’t think it looks quite as stylish or neatly-finished as the Torqeedo but it’s three-year warranty is longer than Torqeedo’s two-year offering, and it’s £369 cheaper at £1,650.

ePropulsion Spirit 1.0 Plus electric outboard motor specifications

Power: 1.0kW
Weight: 19.3kg
Battery: 1,276Wh
Speed: 4.3 knots (solo) / 4.1 knots (2 up)
Noise: Silent (idle) / 80db (max)
Warranty: 3 years
Price: £1,650
MBY rating: 5/5

Buy it now from promarinestore.co.uk

All of the engines were tested for size, weight, performance, ease of use and refinement under way

Conclusions: Which is the best small outboard motor for my boat?

We could make a case for buying any of these engines as different boat owners have different priorities. For some, simplicity and reliability will outweigh everything, while for others storage space, ease of use or refinement will be key.

However, unless budget is your number one priority then it’s hard to ignore the appeal of the latest generation of electric outboard motors. Other than a slight reduction in outright performance they trump the petrol motors in almost every regard. They are cleaner, quieter, easier to lift and store, and require no effort to start.

They give better low-speed manoeuvrability, require less maintenance and are likely to be more reliable as a result. With their slower-turning plastic propellers and lack of petrol vapours and toxic emissions, they are arguably safer too.

Unless you regularly make round trips of 15nm or more in your tender, the range issue is also something of a red herring as most of the time you will be able to charge the battery overnight at home or on the boat.

Choosing between the Torqeedo and the ePropulsion is largely a matter of personal preference but we reckon the ePropulsion has the edge with regards to value for money and its more powerful floating battery.

If you’d prefer to stick with a petrol outboard motor then our top pick would be the Yamaha 2.5hp. It’s a bit heavier and pricier than the competition but it feels sturdier and better engineered too. It also delivered the best performance on test as well as being the smoothest and quietest of the petrol engines.

The Suzuki sneaks into second place as the best compromise between lightness, ease of use, performance and refinement, with Honda and Selva sharing third place depending on whether price and performance or simplicity, brand reputation and length of warranty are more important to you.

Small outboard motor specifications at a glance

First published in the October 2021 issue of MBY.

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This article Best small outboard motors: Electric vs petrol in head-to-head group test appeared first on Motor Boat & Yachting.

Casting off on a biting cold February day in Ipswich is probably not what Alberto Mancini had in mind when he designed the Fairline F33.

This outboard-powered version of Fairline’s achingly handsome sportsboat is more likely to be found charging between the Balearics islands, swivelling heads as it goes. But if it can prove itself in the brown suburbs of the North Sea then it’s off to a good start.

Most of this boat is identical to the inboard model launched in 2019. There is the same deck layout, a wet bar with sink, grill, cooling and storage space and a driver-focused helm that sits well below the rakish side screens that rise and fall so attractively from the topsides.

Article continues below…

Fairline F-Line 33 sea trial: Breathtaking handling shines through on test

Galeon 325 GTO yacht tour: Inside an ultra-luxurious £350k outboard sportsboat

Below decks there is an open-plan dinette that converts into a double bed with another double berth amidships. Finished to Fairline’s usual high standard, the sleeping space is probably a little too cosy for weeks on board but perfect for when day trips melt into long, lazy weekends.

The big news here is what’s going on at the stern because gone is the optional folding transom and in its place are a pair of Mercury’s 350hp Verado outboards. There are twin 300s and 400s on the price list as well but the 350s are a well-proven engine and should suit the Fairline F33 well.

There is a total weight saving of around 400kg over the 430hp inboard petrols that we tested in 2019. The mini beach club transom-come-platform may be sacrificed to make space for the outboards but, as an option, you can have a hi-lo platform that surrounds the outboards and will drop into the water for swimming but also rise up to meet the quayside when moored stern-to.

This J&J hull really is a triumph, no matter what’s forcing it through the water

This elevation also creates space for the outboards to be lifted clear of the water for work in shallower depths. Alas, the boat we tested didn’t have this option and made do with more basic split platforms jutting out either side of the motors.

Despite serving up 700hp on tap, these Verados make very little fuss when you turn the key and soon settle into an idle so quiet you can barely tell if they’re running. With a twin rig on the back and bow thruster in place, the Fairline F33 Outboard proved easy enough to guide through the lock gates of Ipswich Marina and on to the Orwell.

At speed, it’s the refinement of the Verados that really stands out. The inboards offer a more visceral experience, with the 6.2-litre blocks thrumming away beneath the deck, but bury the throttles on this version and you are suddenly covering ground at a joyously swift rate. On a choppy afternoon, we topped out 45 knots with two people on board and full fluids.

The Fairline F33 Outboard topped out at 45 knots on test

The hull has lost none of its ride comfort or tenacity in the transition from inboards to outboards, either. There isn’t quite as much heel or grip compared to the super-slippery sterndrive legs but it’s still an absolute hoot in the turns and so composed during landings.

From the figures we’ve gathered, there doesn’t seem to be much difference in terms of efficiency between the inboard and outboard petrols, with very little to separate their fuel
burn and range at equivalent speeds.

Adding outboards to the F33 was a no-brainer for Fairline. The consumer demand for them is so high across the market that the tail is beginning to wag the dog, with manufacturers designing boats with outboards in mind.

Update: The Farline F33 Outboard is due to go on display at the 2022 Southampton Boat Show.

This article Fairline F33 Outboard review: Trendy update adds further refinement appeared first on Motor Boat & Yachting.

Electric outboard engines are nothing new. Anglers have been using them for years to troll silently along lakes and rivers. More recently the latest generation of Torqeedo and ePropulsion electric outboards have become the engines of choice for boat owners in search of a quieter, cleaner, more reliable source of power for their inflatable tenders.

But as the main source of power for a proper RIB or sportsboat? Not so much. Even Torqeedo’s most powerful Deep Blue 50, which is said to be equivalent to an 80hp petrol engine due to its superior torque and efficiency, only serves up 44hp at the propshaft.

Now, however, a Canadian company says it has developed the world’s most powerful production electric outboard engine with a claimed 180hp on tap. Powered by a 60kWh battery pack with a cruising range of 70 miles at 20mph (17.4 knots), it looks like being a genuine alternative to the 150-200hp petrol outboard engines that power the vast majority of 18-25ft sportsboats and RIBs.

Perhaps understandably, the snappily named E-Motion 180 hasn’t been developed by one of the big American or Japanese manufacturers that dominate the market for petrol outboard engines but by a relative minnow called Vision Marine Technologies based in Montreal, Quebec, Canada.

The company started out in 1995 as a manufacturer of modestly powered electric launches and runabaouts before fellow entrepreneurs and boat enthusiasts Alex Mongeon and Patrick Bobby took control in 2014 and switched focus towards the development of a much more powerful electric outboard.

The gamble appears to have paid off with investors falling over themselves to snap up the first $27.6 million worth of shares offered to the public in December 2020, money which is now being used to set up a production line for the first batch of engines.

It’s not hard to see where all this excitement is coming from, given the explosive growth in sales of electric cars and the surge in popularity of outboard-powered boats, but what do we know about the engine itself?

E-Motion 180: Electrifying

Technical details are still relatively thin on the ground. The heart of the unit is a 650V 110kW (148hp) electric motor packaged in a stylish but fairly conventional looking outboard housing.

A steel shaft takes power down the leg and through a 90° bevel gear, just as it would with a petrol engine. Despite the bright orange colour of the propeller suggesting it may be constructed from some form of carbon composite, the production units will be offered with a range of changeable alloy or stainless steel propellers.

Steering is taken care of by an off the shelf Seastar system. The package includes a full set of throttle controls and gauges but there is no mention of who makes these and we haven’t yet seen any images of what they look like.

Article continues below…

Torqeedo 1103C electric outboard: Quick trial reveals this compact motor’s potential

ePropulsion Spirit 1.0 Plus: Is this electric outboard a worthy Torqeedo rival?

The outboard engine itself weighs around 180kg, compared to 216kg for a 200hp V6 Mercury Verado, but that relatively modest saving pales into comparison next to the 400kg weight of the 60kWh battery pack.

Admittedly, a fair chunk of that will be offset by the lack of fuel tank and starter batteries, but unlike a petrol boat, the battery pack’s weight stays constant whether full or close to empty.

Speed and range will obviously depend on the size and weight of the boat it’s fitted to, but Vision Marine Technologies claims it should be good for up to 40mph (35 knots) on a typical 20ft sportsboat, and can cope with most planing boats from 18-26ft.

The disguised prototype is already undergoing sea trials on one of Vision Marine’s retro launches

Thanks to an impressive peak torque of 350Nm acceleration should be strong, enabling it to swing a larger propeller than its petrol counterparts for increased efficiency at cruising speeds. None of the main petrol outboard manufacturers publish torque figures for their engines but we’d estimate around 240Nm for a naturally aspirated 200hp petrol engine.

Although Vision Marine will build the motors in-house, it claims to be ‘battery agnostic’ when it comes to the suppliers of its Lithium-Ion powerpacks.

That said, it does plan to sell the E-Motion 180 as a complete package that includes the motor, a 60kWh battery, an inboard charger, and all the throttle and steering hardware needed to fit it to a boat.

Counting the cost

Charging is via a standard 220V shorepower connector and takes around 12 hours. Battery life is quoted as 10,000 hours, more than enough to cover the 50 hours use most boat owners clock up each year, and the whole package is covered by a two-year warranty.

Rather more off-putting is the price. The engine itself is priced at a competitive $26,995 but the complete package, with battery and charger, is a rather less appealing $78,990. However, to focus purely on the purchase price is to miss the point.

Instead, Vision Marine would rather you look at the lifetime running costs. With a full recharge costing as little as £5 and minimal servicing requirements, it claims a 90% reduction in running costs. You also get to enjoy near silent cruising, fumeless operation and zero emissions at the point of use.

The battery gives an estimated range of 70nm at 20mph

Sea trials of the E-Motion 180 are already underway with first deliveries slated for the end of the year and $300 deposits being taken online for a space in the queue.

At the moment the company only has capacity to build around 300 engines annually but with 329,000 outboards sold in the US each year, the potential is huge. And its ambitions don’t stop there – it already has plans to develop 250hp and 300hp versions.

Whether the production version of the E-Motion 180 lives up to the performance and range being claimed for it remains to be seen, as does the willingness of a boat market still hooked on petrol outboards to accept the limited range/speed of an electric one. However, the fact there now appears to be a clean, bolt-on alternative can only be a good thing.

E-Motion 180 specification

Power: 110kW (equivalent to 180hp)
Torque: 350Nm
Weight: 188kg (588kg inc battery)
Boat size: 18-26ft
Battery: 60kWh
Estimated range: 70 miles at 20mph (17.4 knots)
Charger: 220V
Price: $78,990 (inc. battery and charger)

First published in the September 2021 issue of MBY.

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This article E-Motion 180: World’s most powerful electric outboard takes aim at petrol rivals appeared first on Motor Boat & Yachting.

British company Cox Powertrain’s first engine fired up more than ten years ago and set the UK-based company on its path to revolutionise the diesel outboard market.

We have followed the company’s progress keenly and, back in early 2019, editor Hugo was the first journalist in the world to test the CXO 300hp prototype fitted to a Tornado RIB on a lake.

Now, Cox’s production facility in Shoreham-by-Sea is fully up and running and, thanks to the vision of German Axopar dealer Patric Polch, we have the opportunity to test the engine on a boat that we know very well indeed, the Axopar 37.

Article continues below…

Review: Neander Dtorque diesel outboard

The new Neander Dtorque motor promises super-low fuel consumption, ‘little more than 10-12 litres per hour at full throttle,’ in

Diesel outboard head-to-head test: Cox CXO 300hp vs Oxe 200hp

I have probably done more sea miles in an Axopar 37 than any other boat I have tested, and know the boat intimately, which would hopefully make comparisons with the petrol outboards that are usually fitted to this boat all the more pertinent.

Though I know the boat very well, this would be the first experience I’d ever had of not just the Cox but any diesel outboard, except for the odd crude commercial unit I’d come across on my travels.

The sheer size of the units is what most stands out upon seeing them in the flesh. The familiar Axopar Cross-Cabin shape is punctuated at its aft end by the somewhat less familiar cowlings of the 300hp, 4.4-litre V8 diesels.

Though they are large on the transom, with the lids off it’s clear what a brilliant job Cox has done with packaging these engines.

The motor – developed from scratch for this purpose – has a vertical driveshaft that connects to a 90-degree transfer case built to manage all that lovely torque produced by the twin turbos that are tucked neatly down each side of the engine.

It certainly fills the transom more than the usual V8 Mercury petrol would but it’s a nice-looking unit that suited the all-white Axopar test vessel down to the ground.

Read our full review of the Cox CXO 300hp diesel outboard in the September issue of MBY, which is out now

This article Cox CXO 300hp tested: Is this diesel outboard the real deal? appeared first on Motor Boat & Yachting.

Its range of outboard engines that span 2.5hp-300hp has been bolstered by a new 200hp Selva SEI WHALE XSR model.

Fitted with a 2,785cc four-cylinder 16V engine and electronic controls, Selva says that it has worked with an Italian engine-tuning company to remap the outboard’s ECU.

It’s the XSR remap which alters ignition and fuel injection timing and duration to create the “Sport” feel.

Article continues below…

VIDEO: Suzuki 200hp outboard engine tested

The new four-cyclinder 200hp outboard from Suzuki has been given the Hugo Andreae treatment. Watch this video to hear his

Does size matter? 350hp vs 300hp outboard in head-to-head test

Selva says that it makes a noticeable difference to throttle response – more like the feel of a 2-stroke than a standard 4-stroke, apparently.

Compared to the existing 200hp SEI WHALE, the XSR offers improved out-of-the-hole acceleration, mid-range torque, a sharper throttle response and lower fuel consumption.

Its V6 outboards (225hp and 250hp) now include a customised Selva DLC-Plus TFT 4.3in screen, which lets the operator monitor a variety of engine and sensor parameters.

The display shows engine data, with up to four additional sensors, allowing users to create their own screen configuration.

Both motors are based around a 4,169cc 24V DOHC V6 engine. All three are also available with clockwise or counter-clockwise propellers, making them ideal for twin engine installations.

Prices for outboards in the 2021 Selva range start from £18,959.

This article Selva outboards introduces new 200hp model for 2021 season appeared first on Motor Boat & Yachting.

For the last few years Mercury and Yamaha have been slugging it out for the title of the world’s most powerful production outboard engine, creeping up in stages from 400hp to 425hp and finally 450hp.

In 2021 Mercury knocked Yamaha clean out of the ring with a punch so big it’s hard to see anyone bothering to challenge them. The US engine builder’s monster 7.6-litre V12 outboard engine delivers a staggering 600hp and easily takes the title of world’s most powerful outboard engine.

The new Mercury monster 7.6-litre V12

To 50-something year-old sportsboat owners brought up on a diet of spluttering two-stroke oil-burners struggling to make more than 60hp, it seems an utterly outlandish proposition and yet Mercury is fully expecting to sell thousands of them, mostly as twins, triple or even quad installations.

The world, it seems, cannot get enough of big outboard-engined day boats and cruisers – and it’s not just the US builders – everyone from Windy to Wally is building them. So what are the secrets behind Mercury’s new 600hp V12 and how has it managed to outsmart the opposition.

How do you create the world’s the most powerful production outboard?

The starting point for building the most powerful outboard engine, is an all-new narrow angle V12 block with the same 60 degree angle between its banks as the smaller V8 and V6 ranges.

Naturally aspirated with quad cams, 4-valves per cylinder and indirect injection, the emphasis is on smoothness and refinement as much as maximum power. As well as the inherent natural balance of a V12 configuration, every effort has been made to reduce unwanted noise and vibrations.

Article continues below…

World's most powerful outboard makes UK debut

Yamaha's 350hp V8 four-stroke makes UK debut and Suzuki announce 5-year warranty.

Yamaha 425hp outboard: Most powerful V8 set-up tested

A key part of that is a revolutionary new design that means the whole top section of the motor remains fixed at 90 degrees to the transom with only the slim swivelling lower gear case taking care of steering. This has a number of advantages; first, there is no need for any external steering rams, it’s all taken care of internally with only a digital fly-by-wire link to the helm.

The relatively narrow gearcase can swivel through 45 degrees

Second, the relatively narrow gearcase can swivel through 45 degrees compared to the 30 degrees which most outboards are restricted to. This makes for better manoeuvrability, especially at slow speeds where the joystick can make full use of the steering angles to vector the thrust in opposite directions when moving the boat sideways.

Third, with no need to leave big clearances between the engines you can fit more of them onto the same transom or leave the extra room free for bigger swim platforms. Fourth, the engineers and designers only have to worry about the engine’s drag through the air and water in one fixed position rather than when angled off to the side. And last but not least it enables a more rigid mounting position for greater smoothness and refinement.

By keeping the pivot position quite low and some distance from the transom this doesn’t compromise its ability to tilt, it can still lift the propeller clear of the water and its intrusion into the boat is barely any longer than the V8’s.

Two-speed gearbox

The other big innovation is a two-speed automatic gearbox (first gear is around 20% lower than second) which enables better acceleration onto the plane, even on big heavy boats, without compromising quiet, fuel-efficient high speed cruising.

This is all taken care of by the engine control management system based on throttle and engine speed and is said to be so smooth that you’d be hard pressed to notice it shifting. Helping this is a hydraulic wet clutch design that allows a degree of slip for super slick movements in and out of gear and synchronised gear shifting for multiple installations that ensures all the engines change gear at exactly the same time.

Putting all this power into the water is a counter-rotating twin propeller set up designed for maximum bite on the water rather than all out speed. Mercury says despite the V12 being produced as the most powerful production outboard in the world, it has been optimised for maximum speeds of up to 80mph (70 knots) so it’s no slouch but nor is it aimed at the 100mph plus brigade that its single-prop Mercury Racing products appeal to.

That’s because the main market for the V12 is likely to be large, luxurious sportscruisers of 40ft or more rather than smaller, more focussed performance boats where power to weight is key. The V12 weighs a formidable 544kg giving it a power to weight ratio of 1.1hp per kg whereas the smaller, lighter 450hp supercharged V8 has 1.44hp per kg.

The reason they are expecting the V12 to sell so well on these larger craft is not just the extra speed and refinement of a V12 petrol engine compared to a noisier inboard diesel but because of the room it frees us on board. The engineroom on a 50ft cruiser typically occupies a third of the boat’s overall length, valuable full beam space at the back of the boat that could be used for extra accommodation instead.

Fuel for thought

The V12 is a deliberately under stressed engine with maximum power delivered anywhere from 5600-6400rpm depending on propeller and boat set-up. So confident is Mercury in its reliability that minor service intervals are every 200 hours (double that of its smaller siblings) and thanks to a new top opening access hatch these can be carried out with the boat still in the water.

Major service intervals requiring a lift out are every 1,000 hours or five years. Low internal friction combined with the latest lean burn technology and that two speed gearbox means the engine rarely has to work hard once the boat is on the plane. The icing on the cake is a brand new digital throttle with an integrated digital display for key engine data and push button access to new features like active trim control.

This article Most powerful outboard? Mercury's 600hp V12 monster appeared first on Motor Boat & Yachting.

Marine waste is a growing environmental issue with a huge amount of discarded plastic flowing into the oceans each year.

The waste then breaks down into micro-plastics in the ocean’s ecosystem, significantly impacting marine life.

A large outboard is constantly pumping large quantities of seawater through the engine to cool the oil and cylinders before returning it to the ocean.

Article continues below…

Suzuki launches first 115hp and 140hp drive by wire outboard engines

Does size matter? 350hp vs 300hp outboard in head-to-head test

Suzuki has now developed a filtering device, which collects the micro-plastic waste from the water whenever the engine is running.

It can easily be installed to the return hose with no other modifications needed and does not affect performance since it only filters water that has already been used to cool the engine.

Suzuki plans to introduce the device as optional from 2021 and incorporate it as a standard feature on all its engines in the future, but the price has yet to be confirmed.

This article Suzuki tackles micro-plastics with world-first outboard filtering device appeared first on Motor Boat & Yachting.

Traditionally, mid-size outboard engines have been controlled by cables that physically push the throttle and gear shift actuators as you move the lever (usually by means of encased steel cables).

With drive-by-wire technology, often referred to as fly-by-wire, the throttle and shift controls send electronic signals down wires that then instruct the electronics at the engine end to do your bidding.

It’s a system commonly used on powerful inboard engines and increasingly on top of the range outboard engines of 200hp or more. However, this is the first time it has filtered down to more modest outboard engines of less than 150hp.

Article continues below…

Suzuki DF300B: New 300hp outboard launched for larger boat market

Sharrow MX-1: This toroidal boat propeller could be top of the props

The advantages are two-fold. Firstly drive-by-wire makes for far easier rigging by the manufacturers, who only have to route wires rather than plotting a cable run that will bind if bent too tightly around a corner or curve. But perhaps more importantly for the end user, the result is precise and super-smooth throttle and gear shift controls.

Important though these new changes are, there are a raft of other improvements. An upgraded compression ratio of 10.6:1 helps these new 2.0 litre displacement outboards achieve better top speed and acceleration by improving thermal efficiency. Fuel efficiency has also been increased compared to Suzuki’s existing DF115A and DF140A models.

Suzuki says that factory testing has demonstrated as much as 5%–7% better fuel efficiency for the DF140BG across mid-range to high-end cruising speeds. The new DF115BG has demonstrated up to 5% –6% better fuel efficiency at cruising speed.

A 40 A alternator on both models delivers improved output and battery charging performance at low idle speeds — ideal for craft with lots of electronics.

And a redesigned cowling incorporates a new air intake structure with improved water separation and a silencer/resonator system to attenuate engine sounds and provide a more pleasant boating experience at all engine speeds.

Suzuki has also made it possible to replace the oil filter simply by removing the upper engine cover, making routine servicing easier. A new oil-spill catcher surrounding the oil filter mount allows you to change the filter without making a mess. Suzuki has also added an easy-access Water Detection Fuel Filter to help protect the engine against contaminated fuel.

They are available in 508mm (L) and 635mm (X) shaft lengths and will be available to order at the end of this year. Prices for the new engines have yet to be announced.

First published in the November 2020 issue of Motor Boat & Yachting.

This article Suzuki launches first 115hp and 140hp drive by wire outboard engines appeared first on Motor Boat & Yachting.

The original Spirit 1.0 has actually been in production for four years with over 10,000 units built. Featuring a 1,000W brushless motor, this electric outboard is claimed to be equivalent to a 3hp petrol engine, ideal for tender duties or small to medium sized dinghies.

This new Plus version is the same weight, size and power – the big gain is where it’s needed most, run time. It has been achieved by upgrading the battery from 1,018Wh to 1,276Wh.

At the same time, the power cord has been upgraded for durability and reliability, and the voltage has been changed from 40.7V to 48V, making it compatible with an external 48V battery. The battery will even float if dropped overboard!

The results are interesting. At full throttle (the least flattering figure for any electric motor) ePropulsion claims a run time of 75 minutes – impressive, but also a very strong showing against a 3.5hp petrol outboard with an integral fuel tank.

ePropulsion reckons its motor will run for 50% longer – scotching the usual argument against electric outboards that the range doesn’t compare well with petrol equivalents.

At half speed the Spirit 1.0 Plus can cruise for five continuous hours, around 22 miles, and at trolling speed, 10 hours of run time is great for fishing.

Better yet, add an E-Series LiFePO4 battery to extend the full-throttle run time to two hours with the E40 battery model, four hours with the E80 and nine hours with the new E175.

All the usual electric outboard benefits remain – no pull-starting required, no petrol to store, no servicing, and near-silent running.

Prices start from £1,600.

This article ePropulsion Spirit 1.0 Plus: Is this electric outboard a worthy Torqeedo rival? appeared first on Motor Boat & Yachting.

Our man Nick has done his fair share of boat tours over the years, but every now and then he gets to test some pretty nifty boating gear too.

In this video, he takes delivery of a brand new Torqeedo 1103C electric outboard motor and then attaches it to his Excel Ventura 260 inflatable tender for a quick test.

As you’ll see, the Torqeedo 1103C is very easy to set up and can pack down into a small space for storage or transportation.

Although they are much pricier than their diesel counterparts, there are a lot of advantages to having an electric outboard, not least the option to charge the batteries via solar power.

With an equivalent power output of 3hp, the Torqeedo 1103C is not exactly the punchiest outboard motor on the market, but the smile it puts on Nick’s face tells its own story!

Specification

Shaft length: 0.625-0.75m (2’1”-2’6”)
Power: 915Wh (3hp)
Weight: 17.7kg (39lbs)
Warranty: 2 years
RRP: £1,869 (inc. VAT)

This article Torqeedo 1103C electric outboard: Quick trial reveals this compact motor’s potential appeared first on Motor Boat & Yachting.

Seven years after we launched Motor Boat & Yachting’s campaign to get boat and engine builders to develop a safer, more user-friendly kill cord, Mercury has become the first major engine manufacturer to respond to the challenge with its own factory fitted solution.

Called 1st Mate, it is a variation on the wireless kill cord idea pioneered by Coast Key and now offered by a number of other companies such as the OLAS Guardian and Fell MOB+ systems.

However, as well as Mercury 1st Mate being the only factory-fit option from a major engine builder, it also claims to offer a number of technical advantages over its aftermarket competitors.

The 1st Mate system comprises wearable fobs, a vessel hub and a linked smartphone app

In a bid to make this technology the new normal, it will also be offered as a retrofit device for other makes and models of engine.

Captain’s mate

So how does 1st Mate work and why does it differ from existing wireless kill cord systems? The first thing to know is that it consists of three main components: wearable fobs that the captain and/or crew clip to their clothing or wear on their wrist; a vessel hub that is fitted behind the helm console and links into its NMEA circuitry; and an app that you download to your smartphone.

Together they enable a greater degree of functionality and connectivity than a more basic wireless kill cord as well as a faster and more robust connection.

Article continues below…

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The primary kill cord function operates in much the same way as a conventional one, except that the fobs use a short-range wireless link to the hub rather than a physical cord. The moment this connection is lost, by the wearer falling into the water or moving too far away from the boat, the MOB alert is triggered.

Two different kinds of fob are available: a crew fob which sounds the alert and marks the spot where they fell overboard; and a captain’s fob that also kills the engines and stops the boat.

Where it differs from some of the other wireless devices is that instead of a simple Bluetooth connection, it uses WiMEA technology (Wireless Marine Electronics Algorithm).

Information is relayed to the app and then sent on to emergency contacts if there’s nobody left on board to cancel it

This operates across several frequency channels and uses a 4G antenna for a more secure link that claims to reduce the risk of interference from other electronics or physical objects that could block the signal and inadvertently kill the engine(s). It also gives a faster response time of just 0.8sec from the moment the signal is lost to the moment the engine is stopped.

Because it is linked to the boat’s NMEA network of navigation equipment it can also display alerts on any connected chartplotter or MFD and take advantage of all the information they supply.

This enables it to give an exact GPS location of where the wearer fell overboard, prompt remaining crew members how to get back to that spot and log other information such as the time, speed, heading, temperature and acceleration at the time of the accident.

The main hub can be installed out of sight

All of this is also relayed on the app to any connected smartphones and after a countdown delay (giving anyone left on board a chance to cancel the alert) sent in the form of a distress message to the user’s preset emergency contacts.

Anti-theft

The other big advantage is that it also acts as an effective anti-theft device. Mercury engines fitted with SmartCraft technology can’t be started without an unlock command first being sent from either the captain’s fob or their associated app.

The beauty of being able to do this via an app is that the owner can lock or unlock the engines even when they are hundreds of miles away, giving access to engineers or friends who may need temporary use of the boat, and then virtually locking it again afterwards.

You can unlock the engines using the fob or your phone app

If the engines are removed from the boat, they will also require a virtual handshake from the system before restarting. The fob’s batteries have an estimated life of 100 hours before they are likely to need changing but because the hub is linked into the boat’s Canbus system, the engines can still be started if the fob’s battery gives out.

Plug and play connections make it easy for DIY or dealer installation, while over-the-air software updates and diagnostics are possible via the app. However, some owners might be wary of the system’s blackbox style recorder, which monitors up to nine different parameters such as speed, acceleration, location and heading and automatically relays them to Mercury via the app in the event of an accident.

Despite Mercury’s confidence in its new system, it is still supplying all its outboard engines with a physical kill cord and advising that 1st Mate is used in addition to this rather than as a replacement for it. Nor is it fitting 1st Mate as standard to any of its engines, preferring instead to market it as an optional extra.

A single engine kit with one captain’s fob is currently priced at €599 inc VAT with additional passenger fobs for €80 each. The system can handle up to six Mercury engines and eight fobs.

First published in the August 2020 edition of Motor Boat & Yachting.

This article Mercury 1st mate: US outboard giant launches wireless killcord system appeared first on Motor Boat & Yachting.