diesel electric hybrid yacht

FULL-RANGE HYBRID SYSTEMS FOR YACHTS

THE FUTURE IS ELECTRIC

E-motion is the only supplier of standardized hybrid propulsion systems that fit into the existing engine room of all serial production yachts from 40-250 feet..

Innovation Award Winner

We are the proud winner of the nmma innovation awards designated by discover boating® miami international boat show®, nmma and bwi., come visit our booth.

and check out how you can electrify your vessel!  

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OCT 30-NOV 3

MARCH 20-23

Advantages of our hybrid propulsion for yachts.

Significant savings on fuel consumption  

Drastically reduce main engine and variable speed generators running hours  

Savings on scheduled maintenance

Our hybrid yacht propulsion system is maintenance free. Only the dedicated water cooling pumps require service  

Higher resale value of your vessel

Improved Quality of Life on Board

Reduce environmental exhaust and water pollution  

Drastically reduce your vessels yearly CO2 emissions  

Mooring and swimming in a bay without any gas emissions and noise

Silent and zero-emission departure from mooring and cruise in medium-range  

Cabins are noise-free in Zero-Emission or Diesel-Electric Mode navigation  

Fishing and trolling in Zero-Emission Mode  

HYBRID YACHTS POWERED BY E-MOTION

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Stay up to date on all the latest news and events in the rapidly evolving world of hybrid and full electric yacht propulsion. as seen in:, boat  , international.

As seen on Public Television |  Viewpoint with Dennis Quaid

The Pioneers in Marine Propulsion: e-Motion Hybrid Systems

e-Motion stands out as the leader in hybrid propulsion technology. The parallel and serial hybrid options present a highly efficient solution for cutting fuel consumption and CO2 emissions while delivering unparalleled comfort through reduced onboard noise, vibration, and exhaust.

Parallel Hybrid with Integrated Electromagnetic Clutch + Serial Hybrid for Yachts/Vessels 40-250 ft

XQUISITE YACHTS - e-MOTION PARALLEL HYBRID- THE 60 SOLAR POWER

The e-Motion Parallel Hybrid - Full-Electric Navigation, Winner NMMA Award 2022

Parallel vs. Serial Hybrid for Yachts - What's the Difference?

e-Motion Hybrid Q&A

Wall Street - Interview Michele Maggi

HYBRID TYPES

The advantages, hybrid functionalities.

The world is going electric.

Interested in the electrification of your yacht download our brochure and get in touch today .

“While there have been serial and parallel hybrid systems in boats for years, I have not seen any manufacturer implement a large system with such graceful integration and ease of use for the end-user.”

Gary reich - judge of miami 2022 nmma awards.

OXE HYBRID 450

Introducing the OXE Hybrid 450, the world’s first diesel-electric hybrid outboard. Technology, available today, to transition demanding users into the future.

• Performance
• Sustainability & Efficiency
• OXE Hybrid 450

DIESEL-ELECTRIC HYBRID OUTBOARD

OXE Marine has a vision that drives everything we do; we want to make life at sea prosperous for people and planet. We are redefining the evolution of the diesel outboard, and are proud to unveil our latest outboard concept, the OXE Hybrid Outboard.

Sign up for our waiting list now.

450 horsepower of pure power. The (r)evolution continues. Our latest concept is a marriage of clean electric power and our robust and efficient OXE300.

The electric motor is strategically located under the cowling, connected to the drive-belt for seamless operation. Not only does this enhance performance, but it also allows the motor to serve as an alternator, providing the ability to charge the batteries while running in diesel mode. This advanced technology sets the OXE Hybrid 450 apart from the competition, offering a superior boating experience.

Harness the power of both worlds

Efficient and clean electricity meets robust and powerful diesel, in a merge previously unheard of in an outboard.

Discover the OXE Hybrid 450 , a new concept model based on OXE Marine's leading diesel outboard technology combined with an electric motor, utilizing readily available technology, presenting unbeatable speed and torque. The OXE Hybrid 450 offers all the benefits of an OXE Diesel outboard along with a fully electric propulsion system – providing full electric drive, increased fuel savings and additional range and power when needed.

Target Specifications 1

Electric Motor

Electric architecture: Axial Flux Motor

Electric motor: 150 hp, 400 volt, 124 Kw, 230Nm

Battery: Configuration Application Dependent

Technical Specifications

Diesel Engine

Engine type: Diesel Engine, L6. Block built by BMW.

Displacement: 3.0 L

Intake: Turbocharged, intercooled.

Torque: 680Nm at 1750 rpm

Power: 300 hp at 4200-4400 rpm

Fuel: Diesel EN 590, ASTM D 975 No.1 No.2. JIS KK2204, F54 & F75, biofuels HVO100 and B7

A concept in development

OXE Marine are developing the next outboard for demanding users. Still in a concept phase , the first prototype of the OXE Hybrid 450 was revealed at Miami Boat Show in 2023. More information on public release to come. 

1. Targeted figures. Subject to change. 

Configure your OXE outboard

With the OXE Configurator, you can easily select your desired power output, shaft length and other specifications to create the perfect outboard for your specific application.

Find a dealer

Need help finding an OXE dealer near you? Click below.

Hardy 42 Hybrid

Cockwells’ first customised hybrid diesel/electric Hardy.

Designer: Cockwells in collaboration with Andrew Wolstenholme

The first Hardy 42 to benefit from Cockwells’ technical expertise is also the first hybrid diesel/electric motor yacht that we have designed and launched in Cornish waters.  

Having inherited a Hardy 42 that was already in build when we acquired Hardy’s assets in 2020, it was our task to complete the craft for owners who planned to explore the inland waterways of Europe under electric power but wished to retain the renowned seakeeping capabilities of the original Hardy 42 for offshore passages.  

This not only provided us with the opportunity to build our first hybrid diesel/electric motor yacht – the Hardy 42 Hybrid. It also enabled us to demonstrate the complex engineering capabilities that we have gained through custom-building Duchy Motor Launches and state-of-the-art superyacht tenders .  

Further customisation of this particular craft included incorporating an Empirbus digital switching system to enable full control and monitoring of all the vessel’s systems via Raymarine displays in the wheelhouse and flybridge helm positions; a sophisticated fuel transfer system; modifications to the standard folding mast and helm console to ease transit beneath low-slung canal bridges, and the installation of an additional companionway between the aft deck and saloon.   Whether you require a traditional Hardy 42 or a highly-customised craft like the Hardy 42 Hybrid, we can create a Hardy that is uniquely yours.  

You can read more about the Hardy 42 Hybrid in Classic Boat magazine here .

Hardy motor yachts can be customised to match the clients’ precise requirements and this first Hardy 42 Hybrid to benefit from Cockwells’ expertise is no exception.”

DAVE COCKWELL – FOUNDER & MANAGING DIRECTOR OF COCKWELLS

Can we be of service?

Dave Cockwell

Founder & Managing Director

Respected globally in the boatbuilding industry, with an extensive portfolio of multi-million-pound projects behind him. Renowned for his problem-solving and innovative boatbuilding expertise whilst also keeping a firm eye on his traditional heritage.

May we introduce Hardy 45

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Volvo Penta and Groupe Beneteau Partner on Plug-in Hybrid Propulsion

• By Kevin Falvey
• June 5, 2023

Krossholmen, Sweden, June 5, 2023

Electric marine propulsion is not the future of recreational boating.

However, electrification aboard boats can provide a more sustainable boating experience, and also a boating experience that’s different, and enhanced, in a couple of ways, compared to the current status quo of combustion-only power. I saw proof of this while running a Groupe Beneteau Jeanneau NC 37 powered by Volvo Penta’s diesel hybrid electric system last week.

There’s little downside to combining the best aspects of electric motors and combustion engines, though cost is probably one factor. We’ll leave that aside for the moment, since I could not pry a dollar amount from either Volvo nor Beneteau. Both promised pricing soon.

It’s also relevant to state that neither Groupe Beneteau–the world’s largest boatbuilder, by the way-or Volvo Penta, maintains that electric or hybrid propulsion will suit every, “use case,“ which is corporate-speak for individual boaters. The basic mission is to create easier, more intuitive, more pleasant and accessible boat operation and ownership while simultaneously taking environmental and sustainability wins where feasible.

Finally, this system is not just about drives, and batteries and motors and engines and their physical installation aboard a boat. The ways in which the system integrates with a variety of control, navigation and monitoring technologies is also important (Perhaps even more important). As are several implications that can change some of the ways some of us go boating. The whole is larger than the sum of its parts.

How do I know all this?

For one thing, I was at boot Dusseldorf in January of this year, when this partnership was announced publicly .

Then, last week I joined a handful of marine journalists from around the world at the Volvo Penta Test Center, located in Krossholmen, Sweden (Itself part of the Gothenburg Archipelago—a bucket list boating destination). The invitation came from both Volvo Penta and Groupe Beneteau in order to see, run and experience a new diesel-electric hybrid propulsion system aboard a Groupe Beneteau Jeanneau NC 37. I spent hours at the helm, inspected the physical installation, and all the while had the engineering and tech staffs at my side, not to mention Volvo Penta President, Johan Inden, and Groupe Beneteau’s Design Vice-President of Power and Motoryacht Development, Erik Stromberg.

Plug-in Parallel Hybrid Diesel-Electric

The system installed in the NC 37 is a plug-in parallel hybrid system. There is a 60kW electric motor installed on each engine’s output shaft, between engine and drive. This adds nine-or 10-inches in length, compared to a standard sterndrive installation. The motor couples to the shaft on demand, hydraulically, and rotates, providing propulsion.

This motor runs off of—and can charge—a 67kW Li-On NMC battery bank that was divided into two places aboard the NC 37: beneath a hatch in the salon sole and, belowdecks, behind some furniture. Bright, orange-sheathed cabling houses the high voltage conductors. There is a separate 24-volt conventional battery bank for engine starting and marine electronics.

With the system as installed, the 15,000 lb. NC 37, can make 10 knots at WOT on electric (not for long, though) and offers three hours of running at 5 knots. The monitoring software displays easy to read data for things like battery state of charge-and the all-important range-on the Volvo Penta Glass Helm MFD. This is live data, so the captain knows at a glance how much time and distance she can run on electric.

The boat is quieter when running on electric. With the diesels, at 5 knots, I recorded 82 decibels (db-A). On electric, at 5 knots, I recorded 72 db-A.

Since sound levels are logarithmic, a 10-db-A difference is effectively a doubling of the perceived sound.

In practical terms, it’s much easier to carry on quiet conversation and just plain more pleasant to be in a quieter environment. This might payoff for boaters who regularly transit no-wake zones, who troll for fish or who simply enjoy slow cruising of an evening with family or friends.

Another positive about running on electric for slow speeds is that there is no fume smell. Anyone who has idled their boat knows that, more often than not, going slow means bringing aboard smelly, and possibly harmful, engine exhaust fumes. (See our article about the Station Wagon Effect). Going slow with electric, you experience no fumes to make your crew seasick. And, no risk of CO poisoning.

NC 37 Hybrid Driveline Data

Electric Boost

The, “electric boost,” mode Volvo Penta engineered into this system wowed me.

When activated, the electric motors turn while the diesels are operating. This gets the boat on plane demonstrably faster than without the electric boost. Our independently-captured numbers showed that the NC 37 reached 30-mph in 17.8 seconds with electric boost compared to 26.7 seconds without it.

Putting the stopwatch aside, I could really feel the difference, not just as a function of time, but as a matter of responsiveness. Achieving plane quicker is a great thing. But, commanding acceleration proves helpful transiting an inlet, running in following seas and other scenarios. Plus, it’s fun!

A thought-provoking implication of electric boost was put forth by Volvo Penta’s Inden.

“With such great acceleration, and given the fact that many boaters hardly ever run at wide-open throttle, might some boaters choose lower-powered combustion engines for their hybrid system after they experience electric boost?“

Doing so, would, of course, lower the carbon footprint further, because smaller engines burn less fuel. Note that Inden stated this as a possibility only; a what-if scenario.

Still, proposing the sale of smaller, less powerful engines is not what I typically expect from a top marine engine executive.

Charging the 67-kW battery bank is handled several ways. There is a 20kW charger built-in and that boat owners will plug into when shore power is available. The connection will be a standard automotive EV connector. Adaptors that make these work with shore power cables can be readily purchased.

The Li-On battery bank can also be charged underway. The electric motors become alternators when charge mode is engaged. With this charging method, the batteries can be taken to 80-percent state of charge (SOC).

An interesting feature is the ability to charge while at anchor. In this mode, the engines rev to 1,500 rpm, turning the electric motors as chargers, and delivering 60kW in about an hour! That’s fast!

The battery bank can be taken to 100 SOC using this method. This capability provides self-sufficient confidence to the captain. Of course, you will have to be considerate of those sharing your anchorage before running your engines at 1,500 for an hour. And, the risk of CO poisoning would exist during the process—though diesel engines are much safer than gasoline engines in this regard. Still, take the same precautions you would were a genset in use.

Learn More: Carbon Monoxide Fact Sheet Fatal Fumes

Generator Replacement

Speaking of generators, the battery pack for a hybrid system such as the one being described here, can replace a generator for some boater’s usage. Doing so means no noise for your crew to endure and no noise to bother neighbor boaters. Also, boats without generators present less of a CO poisoning risk. If the battery pack is charged from shore power, there will be reduced pollution in the aquatic environment.

To find out if the battery pack will substitute for a genset for your use, you need to do two things: estimate the amp-hours ( Ah) required to use the appliances you’d run during a typical overnight or weekend.

Second, convert the kilowatt-hours (kWh) of the battery pack to Ah. To do so, first divide the kWh by volts. Then, multiply by 1000. Doing so for a 120-volt system, and using the 67kW battery bank aboard the NC 37 hybrid demo boat as an example, gives us 550 Ah. Let’s make 80-percent of that available, so we don’t draw the battery down completely and we have 445 Ah available.

Typical Appliances and the Amps Required to Run Them for One Hour on 120V AC

This means the Volvo Penta battery pack as installed in aboard the hybrid electric Groupe Beneteau Jeanneau NC 37 would allow running the suite of equipment listed for 13 hours. On the one hand, losses due to resistance, comprressor surge startups, and other realities will reduce that running time to some extent. On the other hand, it’s not likely that we’d need to run all those appliances constantly. Either way, a quiet, exhaust-free overnight or weekend can be experienced.

Electric DPS

The hybrid electric system integrates with DPS—Volvo Penta Dynamic Positioning System. DPS uses GPS and joystick maneuverability to provide the ability to keep the boat in one place at the touch of a button. This is usefuf while waiting on a drawbridge or lock, while queued up at the fuel dock and even in some fishing applications. Engage DPS and the drives turn independently, while the engines shift and accelerate independently, and the boat stays more or less in place using GPS to fix the location. It’s a station-keeping system and it works just fine.

But, I discovered that I prefer using DPS on electric rather than combustion. For one thing, the instant torque provided by electric motors means the system responds even quicker than it does with a combustion engine input. The boat seemed to stay in a tighter position and with the system making fewer corrections.

Secondly, DPS on electric it is much quieter than with combustion input. This is great for crew aboard the boat, but the benefit extends beyond that. Coming into, or leaving, a marina or anchorage late at night or early in the morning can be done with less chance of disturbing fellow boaters. While visiting pristine areas, quieter maneuvering is less likely to disturb wildlife or marine life and helps preserve the tranquility.

The Future of Boating

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

Stromberg cited Groupe Beneteau’s use of bio-sourced resin and recyclable materials in boatbuilding, a recycling plant in France to deal with boats at end-of-life, and seeking new propulsion solutions, like the Volvo Penta hybrid electric system, as all part of that commitment to, “expand accessibility through the creation of solutions in harmony with nature.”

Volvo Penta’s Johan Inden also spoke passionately with regard to accessibility and sustainability. His stated company’s commitment to lessen the impact on the environment while providing increased accessibility to boating and more convenient boating. (Volvo Penta uses the term, ”Easy Boating.”). He noted Volvo Penta’s extensive testing of this hybrid system in the extreme-yet sensitive- environment at Svalbard, at the Arctic Circle. He detailed all that has been required to bring this to the recreational boat buyer.

Notably, Volvo Penta just released a new version of its IPS propulsion system that comes standard with two engines per drive. While suited for large yachts, Volvo Penta iw laying the ground work for more universally useful drive systems capable of operating off of multiple inputs. He cited petroleum, electric and hydrogen as just some possible examples. That capability allows the boat owner/operator to select the input that best suits a given situation.

And to expand upon the concept of accessibility, it means to make boating more available to more people. Quiet, joystick-operated marine propulsion, with touchscreen monitoring and integrated turning, trimming, course- , speed-, and position-keeping, all gives new boaters a leg up on the learning curve to operating a boat. For those of us with “old school” experience, these systems provide a layer of redundancy and increased convenience.

Hit a boat show, or make an appointment with either Beneteau or Volvo Penta, to see this hybrid electric system for yourself.

• More: Boats , electric motors , Engines , volvo penta

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Over 100 years after the first (successful) diesel-electric yacht, Southern Wind explain how hybrid marine power is taking a big step forward in a size range that allows better use of industrial developments in other sectors.

What will the next superyacht launched by Southern Wind Shipyard have in common with more than 400 New York City buses? Absolutely nothing, until you look in the engine room where you’ll find the same diesel-electric power and propulsion technology from BAE Systems. The  SW96#04 , due for delivery next summer, is Southern Wind’s first yacht with a hybrid drive, a major milestone for the shipyard. And their next diesel-electric project is already taking shape: the brand new  SW108 Hybrid  which has already been sold for delivery winter 2023. If the current level of interest from clients is sustained, Southern Wind expects to be building up to – two hybrid-powered yachts per year going forward.

It might seem strange to source a hybrid drive from the public transport industry rather than using a system designed from the outset specifically for marine use, but it actually makes a lot of sense. Most if not all of the commercial marine diesel-electric hybrid systems currently on the market are far too big for a 29-metre (96ft) sailing yacht and the leisure marine systems are much too small. The suppliers at both ends of the spectrum don’t see enough demand to upscale or downsize their existing products, so there’s a gap in the middle of the market from around 200 to 400kW (roughly 300 to 500hp). Or rather, there was a gap which BAE Systems has now filled, in partnership with Southern Wind.

There’s also the key issue of reliability. Diesel-electric marine propulsion has been around for more than a century, going all the way back to Jack Delmar-Morgan’s motor yacht Mansura in 1912, but none of the current marine-specific hybrid drives are anywhere near the maturity of BAE Systems’ technology, which has been deployed in more than 14,000 vehicles worldwide over the last 25 years. It’s proven beyond doubt to be extremely reliable with complete dual redundancy built in, and it’s backed up by a global support network of skilled technicians who already have years of repair, maintenance and troubleshooting experience.

BAE Systems’ hybrid expertise goes far beyond buses – it’s also the leading supplier in many aerospace and commercial applications, including ferries and offshore fishing vessels. It’s a smart move for Southern Wind to tap into this huge infrastructure and economy of scale.

What are the benefits of hybrid propulsion? Apart from the fuel economy gain of a system that always runs at peak efficiency – conservatively estimated between five and 30 per cent for a Southern Wind hybrid – and the resulting reduction in carbon footprint, there are four major advantages for a sailing boat and especially for a long-range ocean cruiser that needs to operate in complete autonomy for weeks or months at a time.

First, there’s the ability to regenerate power via the propeller and keep the yacht’s batteries charged for the whole duration of an ocean passage under sail, running the sailing systems and some hotel systems without using any fuel. ‘When you’re crossing the Pacific for example it means that you can arrive with full tanks in a remote area like the Marquesas or Tuamotus and start exploring the small archipelagos immediately, without first having to go and refuel,’ Micheli says.

Second, the hybrid system’s huge battery capacity enables a yacht to operate for periods of time in silent mode with zero emissions, under power and at anchor. There’s no need to run generators overnight in an anchorage, which improves the quality of life for people on other yachts nearby as well as for the owner and guests on board. Silent running also means zero pollution, less disturbance to wildlife and a better experience for guests in wilderness areas and conservation zones.

Third, a hybrid system powered by two relatively small generators instead of one big engine allows a large yacht to circumvent the stringent IMO Tier 3 regulations for all new marine diesel engines with a power output greater than 130kW (174hp). Exclusion zones for noncompliant vessels already exist in the US and are due to be enforced in the North Sea, with other areas expected to follow. The nitrogen oxide (NOx) reduction requirements of Tier 3 are a challenge for yacht builders, Micheli says, because the solutions that have been developed for commercial shipping such as selective catalytic reduction (SCR) are impractical for a sailing yacht with a 300-450hp auxiliary engine.

The fourth big benefit of hybrid drives is their longevity. In a conventional installation, a yacht’s gensets are typically replaced (or completely rebuilt) after 20,000 hours and the engine after about 25,000 hours. By contrast, as Southern Wind’s technical manager Yann Dabbadie explains, the BAE Systems HybridGen drive is rated for 52,000 hours of running.

Crews and owners aren’t very comfortable with the technology, Micheli says, because they don’t fully understand it Hybrid drives do require high-voltage power that is potentially lethal but in the Southern Wind/BAE HybridGen setup it’s safely confined to sealed units within the engine room. It doesn’t run all around the boat. ‘The architecture of the system is optimised for safety as well as weight, performance and reliability,’ Dabbadie says. ‘There are no loose terminals and all junction boxes are protected. Even if you accidentally opened a junction box, there is no way you can hurt yourself as the system will cut the high voltage automatically. The system is built to class requirements, it’s installed on ships already and we’re working closely with RINA.’

Another reason for the slow uptake of hybrid drives, especially for racing yachts and high-performance cruisers, is that they usually weigh more and take up more space than a conventional engine – but this one doesn’t. ‘It’s about a ton lighter than any of the other hybrid systems on the market,’ Dabbadie says. ‘The total weight depends on the battery capacity that the owner chooses to have but if you compare like for like it’s not much heavier than a normal diesel installation.’ It also occupies the same amount of space, and fits neatly into the existing engine rooms of most yachts that Southern Wind has built, so it’s a viable retrofit option for many owners.

Yacht owners and crews are also quite often sceptical about the availability of technical support and troubleshooting services when they’re anchored off a remote island or sailing in mid-ocean, thousands of miles from land. Once again Southern Wind has a solution, drawn this time from the offshore power industry. Crews receive training from BAE Systems as part of the yacht’s sea trials and a headset with a camera and virtual reality visor could possibly be supplied for remote assistance. A low-bandwidth satcom link is all that’s needed to provide expert guidance and to troubleshoot any problems remotely. For servicing or maintenance work in far-flung parts of the world, a local technician can be sent from the nearest service centre.

All of this, however, is just one part of a wider drive towards more sustainable yachting at Southern Wind. The efficiency gains of a new, remarkably efficient air conditioning system are expected to be even more significant for a yacht in typical charter usage than the benefits delivered by the HybridGen propulsion system. And that’s just the start of a new direction for this innovative shipyard.

• Hybrid marine power
• Southern Wind

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Hybrid power is seen as one of the most exciting innovations in the yachting world, with more superyacht owners demanding their vessels leave a smaller carbon footprint.

It is somewhat disputed quite how long hybrid superyachts have been around. Some would argue that Royal Huisman’s Etheral was the first superyacht to pioneer the use of hybrid technology when she launched in 2008. Others would say that hybrid power in fact arrived seven years later in the form of Feadships’s Savannah, featured below.

What can be agreed is that the hybrid superyacht is here to stay, and since both  Etheral  and  Savannah hit the water, numerous luxury shipbuilders have followed suit. But what actually is a hybrid superyacht? Bjorn Moonen of Ghost Yachts offers a straightforward explanation in Superyacht News. He said: “A hybrid yacht is basically a yacht that can be propelled by two different energy sources. Most commonly these are a combination of diesel and electric propulsion systems”.  As in cars, this system is infinitely greener thanks to the reduction in fossil fuel usage.

As well as hybrid power, these forward-thinking owners and their engineering teams often incorporate the very latest green technology into their designs – such as solar power and wastewater recycling system – limiting their impact that one step further. At Elite Traveler we have shortlisted some of the very best hybrid superyachts on the water today.

[See also: Meet the Elite Traveler Eco Superyacht by Heesen]

Amare II can can reach speeds of 17.2 knots / ©Dick Holthuis

Builder: Heesen Year of build: 2020 LOA: 164ft Number of guests: 12 Number of crew: 9

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Delivered in June 2020, Amare II is one of the newest hybrid superyachts to hit the water. Custom built by Dutch shipyard Heesen, her sea trials were completed during the height of lockdown which Heesen described as “challenging” but her delivery date was kept on track so she could enjoy her first summer cruising the Mediterranean in 2020. 

Thanks to her lightweight aluminum Fast Displacement Hull, which was devised by naval architects Van Oossanen and engineered by Heesen’s in-house team of experts , she offers the luxury of silent cruising coupled with frugal fuel consumption. In diesel mode, Amare II can reach speeds of 17.2 knots while in silent mode she can travel at 10.2 knots. 

[See also: Twenty for 20: Innovative Yachts of the 21st Century]  

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Her sleek exterior lines are courtesy of Omega architects who also penned Heesen’s first hybrid superyacht Home. Her interiors are yet to be seen publicly but are said to feature soft pastel tones by Monégasque studio Sabrina Monte-Carlo and fine furnishings by the Italian designer Cristiano Gatto.

Artefact set sail on her maiden voyage in 2020 / ©Francisco Martinez

Builder: Nobiskrug Year of build: 2020 LOA: 262.5ft Number of guests: 12 Number of crew: 24

This hi-tech head-turner built by German shipyard Nobiskrug also took her maiden voyage in 2020. Nobiskrug states that the goal in her design and build   was to demonstrate that “ beautiful man-made objects can complement and celebrate the natural environment with minimal impact.” Have her builders and designers achieved what they set out to?

The facts speak for themselves. Artefact has some of the lowest emissions of any superyacht and is one of the only ones to meet the International Maritime Organization’s Tier III emissions regulations. Utilizing the very latest green technology she features solar panels and a battery storage system that enable the vessel to reduce the use of its combustible engines, as well as a wastewater recycling system and a silent hybrid propulsion system that can hold position without dropping anchor to protect the sensitive seafloor.

It’s not just Artefact’s green credentials  that are changing the game but also her avant-garde exterior design by naval architect Gregory C Marshall. Her multilevel glass wall and quirky curved windows are like nothing ever before her. 

Black Pearl 

Oceanco say that Black Pearl capable of crossing the Atlantic without using any fuel / ©Tom Van Oossanen

Builder: Oceanco Year of build: 2018 LOA: 350ft Number of guests: 12 Number of crew: unknown

Oceanco’s Black Pearl is the world’s largest sailing yacht ( Sailing Yacht A below is larger but is a sail-assisted yacht) and is estimated to have cost in excess of $200m. The distinct vessel has achieved worldwide fame in the yachting world thanks to her innovative design and eco-credentials which have set a new industry standard.

Capable of crossing the Atlantic without using any fuel, Black Pearl is powered by a hybrid propulsion system that Oceanco designed in collaboration with consultancy BMT Nigel Gee. Of course, her other power source comes in the form of her towering 230ft DynaRig carbon masts which were designed by Dykstra Naval Architects and house 31,215 sq ft of sales. Harnessing wind propulsion couldn’t be easier as her sales can be set at the touch of a button in just seven minutes allowing for a much greener mode of travel than your average motor yacht. 

Black Pearl’s interiors remain somewhat of a mystery but according to the Italian design studio Nuvolari Lenard who were responsible, the design embraces Louis XVI style (imagine elaborate wood carvings, opulent fabrics and gold touches) as well as some art deco influences. 

[See also: Step Inside the Black Pearl Yacht]

Bravo Eugenia

Bravo Eugenia uses around 30% less fuel consumption than her competitors / ©Francisco Martinez

Builder: Oceanco Year of build: 2018 LOA: 357ft Number of guests: 14 Number of crew: 30

Dallas Cowboys owner Jerry Jones’ Bravo Eugenia superyacht was the first Oceanco vessel to utilize an innovative LIFE design approach which was created with the input of Lateral Naval Architects. LIFE, which stands for lengthened, innovative, fuel-efficient and eco-friendly, harnesses intelligent naval architecture with these four principles in mind to achieve a harmonious balance between weight, power, technology and luxury living space. 

By boosting Bravo Eugenia’s waterline length, engineers were able to reduce the overall need for propulsion power and could therefore install smaller engines. In fact,   while most similar-sized superyachts would demand a two-level engine room, Bravo Eugenia ’s occupies just one, freeing up over 1,000 sq ft of living space (or more rooms for the vessel’s toy and tender collection). 

The team also refined her hybrid propulsion system to give significantly better fuel efficiency – around 30% less fuel consumption than her competitors.

Home is Heesen’s first hybrid propulsion yacht / ©Jeff Brown

Builder: Heesen Year of build: 2017 LOA: 163.3ft Number of guests: 12 Number of crew: 9

Heesen’s first hybrid superyacht was also the first to benefit from Van Oossanen Naval Architects’ li ghtweight aluminum Fast Displacement Hull. Her innovative eco-credentials and cutting-edge design caused quite the stir in the industry; so much so that Home scooped three awards at the prestigious Monaco Yacht Show in 2017 as well as a World Super Award and a Boat International Design Award in 2018.

Able to seamlessly shift between her diesel engine to electric, Home offers a more efficient voyage with reduced vibration and noise making for a more comfortable cruise. 

Available to charter from Burgess from $245,000 per week , Home’s Cristiano-Gatto-designed interiors are the epitome of relaxed luxury. The outdoors is invited in through floor-to-ceiling glass windows which flood her beach-club-style VIP cabin and living areas with natural light.  

Sailing Yacht A

Sailing Yacht A’s exterior and interior were designed by Philippe Starck / ©I.Puiatti

Builder:  Nobiskrug Year of build: 2017 LOA:  468.5ft Number of guests: 14 Number of crew: 35

At an enormous 468.5ft, Sailing Yacht A is the largest sail-assisted yacht in the world. Her lustrous futuristic exterior perfectly complements the forward-thinking engineering that powers this groundbreaking vessel.  Sporting a hybrid diesel-electric propulsion system and advanced navigation technology Sailing Yacht A is reported to have cost in excess of $400 million. 

Her mainmast towers designed by Dykstra Naval Architects – responsible for Black Pearls’ and The Maltese Falcon’s masts – are the largest carbon masts in the world and stand 328ft above the waterline, taller than London’s Big Ben. 

The striking hybrid superyacht’s interior and exterior were designed by the renowned Phillippe Starck and feature near-invisible windows enabling her streamlined appearance. This eight-deck superyacht is said to host a plethora of incredible amenities including a glass observation pod, a helipad, huge swimming pool and a submarine. 

Savannah was built by Dutch shipyard Feadship/ ©Feadship

Builder: Feadship Year of build: 2015 LOA: 273.1 ft  Number of guests: 12 Number of crew: 26

The multi-award-winning Savannah is widely regarded as the world’s first hybrid superyacht. Combining a single diesel engine with a pioneering electro-mechanical propulsion platform and streamlined hull, she is a true innovator. 

Built by Dutch shipyard Feadship, both her metallic exterior and sophisticated interior were designed by Paris-based Cristina Gherardi Design. The main aft deck has the effect of almost emerging from the water’s edge, with steps and platforms leading to a spacious beach club and living area. An outdoor 33ft pool, underwater lounge and a library are just some of the amenities that can be enjoyed onboard by those who wish to charter her, with a week-long charter costing approximately $1.2 million.

[See also: Style and Sustainability: The New Sunreed 80 Eco Catamaran]

Emma Al-Mousawi

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Propulsion Systems for Monohull

The silence of an Oceanvolt electric propulsion is a skipper's dream.  Whether quietly maneuvering through a harbor or motor-sailing on low-wind days to create your own apparent wind, our electric solutions will enhance and extend your sailing enjoyment. 

Oceanvolt offers Hybrid or Electric systems as a power & propulsion option in partnership with many leading monohull boat builders - adding new partners continuously. We also offer repowering solutions for converting away from legacy diesel engines – removing the diesel engine, fuel tanks and exhaust system - cleaning up greasy, smelly engine compartments and freeing up both weight and space below deck.

Oceanvolt systems are scaled and configured to achieve maximum efficiency - taking into consideration boat length, beam and displacement as well as system weight and placement within the boat.  Range, beyond battery capacity, is extended through hydro generation while sailing above 6kn.  This can be complemented with either a portable AC generator or a DC generator (in larger boats or for long distance cruising).

All Oceanvolt systems are engineered to operate at 48 volts for passenger safety and ease of repair. Oceanvolt systems are extremely low maintenance and do not require winterizing (no annual engine maintenance/storage costs).

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Hardy 42 Hybrid yacht tour: This sturdy liveaboard cruiser has a diesel-electric heart

• Electric boats
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At this year's Southampton Boat Show, Motor Boat & Yachting editor Hugo Andreae took the chance to look inside the Hardy 42 Hybrid, the first model to be finished under the yard's new ownership.

Every now and then we stumble across a boat that feels more than the sum of its parts, and the Hardy 42 Hybrid is one of them.

The 42 has been around in previous guises for quite a while now but the combination of a new yard, Falmouth-based Cockwells (builders of the Duchy range of gentleman’s launches), and a commissioning owner with exceptional foresight has resulted in the best iteration yet.

As the name suggests the 42 Hybrid is a diesel-electric hybrid that genuinely seems to offer the best of both worlds. Its single diesel 440hp Yanmar engine can deliver a top speed of 16 knots from its comfortable semi-displacement hull form, and a range of 600nm at 12-14 knots.

Article continues below…

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This makes for effortless passage-making, even in conditions that might challenge faster planing boats, but once you arrive at your destination you can switch into electric boat mode for near-silent cruising at 4-5 knots for 2-3 hours.

The owner of this boat plans to cruise the waterways of Europe, making it the perfect craft for crossing the English Channel or the North Sea under diesel power before letting electric take over once into the more protected inland waters where speed is limited anyway.

Once the batteries drop to 20%, a diesel generator automatically kicks in which drives the electric motor directly using far less diesel than the main engine and/or recharges the batteries in just 45 minutes.

It even adds a useful degree of redundancy so that if one of the motors fails, the other can operate independently and, unlike a twin diesel set-up, you no longer have to worry about dirty fuel stopping both engines.

As well as its clever drivetrain, this latest generation Hardy is awash with useful cruising features. There are more access hatches and storage lockers than we can recall seeing on any other sub-45ft boat, meaning you can get to every void to fix any issues or stow extra cruising gear.

The build quality of the hull and wooden interior is solid, and the two cabins at opposite ends of the boat ensure excellent privacy and space. An extra set of doors from the aft cockpit into the saloon is a useful improvement, while a folding radar arch, flybridge helm station and windscreen allow it to sneak under the 3.5m air draught limit for the European canal system.

The hybrid system pushes the price up to £954,000 for this fully specced boat but that doesn’t seem out of kilter for a no-compromise, fit-for-purpose cruising ship like this.

Hardy 42 Hybrid specifications

LOA: 45ft 9in (14m) Beam: 14ft 1in (4.3m) Engines: Single 440hp Yanmar diesel/20kW electric motor Top speed: 16 knots Starting price: £954,000 (inc. VAT)

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FIND YOUR HYBRID SOLUTION THAT MEETS YOUR INDIVIDUAL NEEDS

Hybrid systems for yachts, take your leisure to the next level with quiet, clean and intelligent solutions..

Make the most of your yachting experience with an mtu Hybrid PropulsionPack. Not only does hybrid power reduce on-board noise levels, emissions and vibrations, it also improves efficiency, dynamics and comfort. The components for onboard power and propulsion are modular and scalable. Each hybrid system can be individually designed to meet your requirements.

Enjoy the benefits of silent but highly efficient electric propulsion, exhaust emission-free anchoring – no smell, no smoke, no noise –, emission-free maneuvering in harbor areas, and an all-round environmentally friendly system.

Great maneuverability, E-power assisted propulsion

Comfortable

Silent, vibration-free operation

Meeting the newest emission regulations

Optimized maintenance and operation costs

Discover the mtu Hybrid PropulsionPack

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Combining full performance with eco-friendly sustainability: ​Hybrid propulsion opens up a new generation of yachting experience

Discover the future for yacht propulsion in our use case - as  flexible and sustainable as never before, with the same power

Use case Yacht hybrid propulsion

Hybrid  solutions  are  among  the  keystones  of  a  sustainable  future. The power of a diesel engine, which allows top speeds, is combined with the sustainable, emission-and vibration-free comfort of an electric drive. The highlight, in addition to fuel and cost savings, is that with a hybrid system, yacht owners can explore waters previously off-limits to diesel drives with a clear conscience. The following use case shows you what such a journey might look like. Learn more in the use case about:

• How comfort and sustainability are strengthened by a hybrid system
• What flexibility hybrid systems allow on board
• How hybrid propulsion systems enable journeys into unique waters

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Propulsion : Electric, hybrid or diesel? The advantages and disadvantages on yachts

Alexander Worms

 ·  01.08.2023

As is so often the case, it all depends: The question of the ideal propulsion concept for a sailing yacht is not easy to answer. Logically, because a large, heavy blue water yacht, possibly even a long keel, is not a daysailer on an inland lake. And in the spectrum between these two extremes lies the yacht's own utilisation profile and therefore also the perfect propulsion concept to match.

The drive systems at a glance

On the one hand, there is the classic diesel, which works reliably these days if it is well maintained, but is noisy and emits exhaust fumes. On the other hand, the all-electric drive, super quiet, odourless and emission-free, at least directly on board, which in turn causes problems with the charging infrastructure in the ports.

The hybrid drive lies in the middle between these two poles. It has an electric motor and battery bank as a source of propulsion and also has the option of generating electricity on board from an energy source. In the simplest case, this is a diesel generator, but a fuel cell is also conceivable.

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There are currently three systems to choose from - purely electric, hybrid and diesel. Apart from the sails, of course, which - at least according to the name - should be the main propulsion of a sailing yacht. But what makes the concepts different? And what advantages and disadvantages do they have?

The advantages and disadvantages of the drive types

Of course, in addition to the hard facts on the subject of propulsion on board, there are a whole host of opinions, because some people like their electric car and want to motor silently even on the water, while others find the sonorous hum of the diesel soothing.

Some see a negative impact on the environment in the extraction of raw materials for the batteries, others in the burning of fossil fuels. But what do the various drive systems have to offer beyond ideological considerations?

In the sample calculations for the comparison, we have assumed a yacht weighing 4.5 tonnes. The boat should be able to motor for around 50 miles. This is of course a lot for a boat with an electric drive, but it may well be necessary on holiday. A passage of the NOK is also possible. If the personal desired electric range is shorter, prices and weights will of course change in favour of the electric drive.

The electric drive

For the electric motor in our example, this means that it must have an output of 10 kW. "We calculate around 2.5 kW per tonne for ships at sea. This gives you enough reserves when you're up against the wind and waves," explains Marcel Schwarzenberg-Unruh from Fischer Panda. In addition to generators, the Paderborn-based company has also been supplying electric motors to power boats for decades. "We have just equipped a Vindö 40 with a system. The motor draws 5 kW from the batteries at a cruising speed of 5 knots. Interestingly, at three knots, it's only 800 watts," continues the expert. If you factor in a 15 per cent reserve, the battery bank in this case, at 5 knots, must be 57.5 kWh. That's heavy and expensive. As I said, if you can live with less range, you save money and weight.

E-drive: range means weight

In our example, the kilowatt hour of battery capacity still costs around 1,000 euros. That is undoubtedly a lot. "The batteries are certified and tested and therefore safe. Of course, you can also get a kilowatt hour on the open market for 200 euros. The battery management systems are often not included or are of dubious quality. In our experience, insurance companies then find it difficult to cover this," says Schwarzenberg-Unruh. A quick look on the Internet quickly reveals that 300 to 400 euros for 100 ampere hours at 12 volts is quite common. However, it should be noted that not all batteries can supply enough power for a drive, some cannot be connected in parallel or in series or only work within a certain temperature range.

If you don't want to go through all these considerations, you buy a package customised to the motor and ultimately pay for it. For this reason, the batteries recommended by Fischer Panda were used in the example calculation. The system is then six times more expensive than a comparable diesel drive. You have to want that. "We can actually see that many customers either have to have such a system because combustion engines are not permitted on their home turf, or simply want it. They then have an electric car and a particularly energy-efficient house. The boat must not lag behind," says Schwarzenberg-Unruh. Because of the large battery bank required in our example, the entire system also weighs around twice as much as the diesel plus tank. Of course, the well-known advantages of the electric motor, such as freedom from maintenance, quietness and the absence of exhaust fumes on board, should also be mentioned. On top of that: The electric motor makes manoeuvring much easier.

The hybrid drive

A hybrid system combines these advantages of an electric drive with the long range of a diesel. The idea is simple: if you need more range than the battery capacity can provide, an on-board power source helps to generate it. This means that in the vast majority of cases, the vehicle can be driven purely electrically. The power generator only comes into play if you need more range and therefore more power. This could be a fuel cell, although these on-board systems are still under development. The question of storage and the truly climate-neutral production of the hydrogen required is also still open. A dream of the future on yachts. The usual solution is a diesel generator. This also produces exhaust gases, but can run at an optimum speed, and because it does not have to transmit thrust to a drive, but only requires a cable with electricity, it can be very well encapsulated. This makes it quiet and prevents vibrations.

What remains: Exhaust fumes and maintenance. By the way: If the generator is operated with e-fuels, it can be climate-neutral.

E-FUELS: A real alternative to diesel?

If the generator is appropriately dimensioned, it can ensure complete drive self-sufficiency. How often it is used then depends on the size of the battery bank: the larger it is, the less often the diesel will have to help out. However, such a configuration requires a lot of space. This is because a tank is needed in addition to the batteries, and the generator itself must also be accommodated somewhere, in addition to the electric motor. The system is therefore particularly heavy and, depending on the size of the battery, it can also be more expensive than a purely electric drive. On the other hand, it offers a great deal of self-sufficiency and independence from the charging infrastructure on land.

The diesel drive

The diesel engine also offers this. Filling stations are available. It is also inexpensive and relatively light. If the home territory does not impose any restrictions on its usability and ecological considerations are not paramount, then it is still a good alternative. What remains, however: Exhaust fumes, the maintenance required and the noise level under engine.

Spoilt for choice

So what should you do when it comes to buying a new yacht or the end of the life of the diesel engine on board? The individual points need to be assessed individually. Peace and quiet on board versus range anxiety. Costs versus ecological conscience. The installation situation on the ship and weight versus freedom from maintenance and reliability. Before making a decision, it is important to ask yourself exactly what you expect from a drive system and then obtain appropriate quotations. Nobody can take the subsequent decision away from you, it just depends.

Sample calculations for electric, hybrid and diesel

The comparison charts are based on a number of assumptions. If you do not recognise yourself and your way of boating, you can still use the comparison as a guide for your own considerations. We have assumed a displacement of 4.5 tonnes, which is normal for a 30-foot boat. The yacht should be able to travel 50 nautical miles at a cruising speed of 5 knots purely electrically. With this in mind, Fischer Panda has created a fully electric and a hybrid drive concept and specified prices and weights. The prices may of course vary for other providers, but the weight will remain similar. For the weight of the tank, we assumed 120 litres of diesel plus tank and filler neck, as this is a standard size. In addition, the tank is available when converting an existing boat. The range is based on an electrified Vindö 40, which requires around 5 kilowatts of power consumption from the engine at a speed of 5 knots. These values may vary for other yachts. In addition, 15 per cent reserve in the battery and tank have been taken into account. The diesel requires 3 litres per hour at 5 knots. This is also an assumption.

More articles on the topic of e-drive:

• Drive: What you should look out for when manoeuvring with an electric motor in the harbour
• Propulsion: Which shipyards offer electric motors? The market overview

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