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2024 Boat of the Year: HH44

• By Dave Reed
• December 18, 2023

On a cool late-October morning in Annapolis, Maryland, Sailing World ’s Boat of the Year judges stepped on board the gleaming red HH44 built by the Hudson Yacht Group in China. With them for the test sail was HH Catamarans president Seth Hynes and commissioning skipper Chris Bailet, who had tuned the rig and bent on the boat’s Dacron delivery sails. (The race sails were delayed in shipping.) It was their first time sailing the boat too, and like the judges, they were eager to see what it could do.

As the crew slipped dock lines and motored away in silence, the boat’s twin 10-kilowatt electric engines propelled the sleek catamaran through the mooring field in silence. If not for the sound of water gurgling from the transoms and the apparent wind blowing across the foredeck, the judges could barely tell they were underway.

The mainsail was then carefully hoisted inside the lazy jacks, and the halyard held firm with an innovative Karver KJ cone (a conical rope-holding device that acts like a restricter). They bore away and unfurled the non-overlapping jib, which snapped full, and the boat immediately accelerated. 

“Once we got going, it was 5, 6, 7 knots and then—boom—we’re right up to 10,” Stewart says. And with that they were laying tracks all over the Chesapeake Bay, making good pace on all points of sail, even without a reaching sail to deploy. (That too was stuck in transit.)

After two hours of straight-­lining, tacking, jibing, and enjoying the comforts of the interior in a 10- to 15-knot southerly and sharp Chesapeake chop, I extracted the judges from the boat and asked, “So?”

“Boat of the Year,” was veteran Boat of the Year judge Chuck Allen’s immediate response. “That thing is wicked.”

Greg Stewart and Mike Ingham confirmed with nods of approval and big grins. There was no need to debate any further: The HH44 had earned the first award of what will be more to come. This $2 million crossover catamaran is the performance sailor’s retirement race boat. [Editor’s note: The judges’ estimated price was based on an expected racing inventory and associated hardware, but according to HH Catamarans, the new 2024 pricing is as follows: The HH44-OC will start at $995K and is approximately $1.3m fully optioned with EcoDrive and sails). The HH44-SC will start at $1.45m and be approximately $1.6 million fully optioned with EcoDrive and sails.]

With a stated 37 of these 44-footers on order as of late October and a waiting list of three-plus years, HH44s will someday be scattered about in cruising grounds around the world, says Hynes. But it’s only a matter of time—and it will be sooner than later—before owners gather and give the racing thing a go.  

The HH44 is the smallest of the builder’s new lineage of hybrid-powered performance catamarans (there is a 52-footer in the works), so it is positioned as an entry point into big-cat sailing. This model does not require a professional captain or crew because simplicity and owner-operator considerations are prevalent throughout the boat, which is designed by young naval architect James Hakes, son of Paul Hakes, one of the company founders. Chinese entrepreneur Hudson Wang is the other “H” of HH Catamarans.

“It had a great groove upwind. The self-tacking jib was really easy to deal with, and for the mainsail it was just a few feet of ease on the mainsheet, adjust the powered traveler up to center, trim on and go.”

“James brought the hybrid idea with him, and Hudson was willing to take a risk and look at doing something kind of game-changing in the industry with our parallel-­hybrid approach,” Hynes says. Morrelli & Melvin was intimately involved in every performance aspect of the boat, from the appendages to the final hull profile.

“It’s a diesel engine with a shaft drive, and then independent of that is an electric motor with a belt to the shaft, so they’re really independent of each other,” Hynes explains.  

HH isn’t the first or only builder to use the system from Hybrid Marine, but Hake’s approach to the boat overall is inextricably linked to maximizing solar coverage, which means a clean roof and placing the helm stations down in the cockpit. To address the known challenges of cockpit steering in such catamarans, the steering wheels pivot inboard and outboard to allow for better forward visibility and communication with anyone on the foredeck dealing with sails, anchors or dock lines.

Placing the steering stations in the cockpit eliminates the tiered wedding-cake look of most big catamarans these days. More importantly, doing so allows them to lower the sail plan. “That allows for more sail area and less stress on the standing rigging,” Stewart says. “Plus, it looks so much better.”

There are 4,432 watts worth of solar panels piled onto the coach roof, which Hynes says has plenty of juice to get by off the grid, even in low-light conditions. “At full battery capacity, you can run the boat at full throttle using the two 10-kilowatt electric motors and get 7 knots of boatspeed for approximately two hours,” he says. “In light air, you can even keep your leeward electric motor running to build yourself some apparent wind. That’s what’s great about this system: You can sail quietly when no one else can sail at all.”

The port helm station is where a lot of the boathandling happens; there are powered halyard winches and a meticulous array of labeled jammers. Tails disappear into a deep trough forward of the pedestal. The wheels are sized just right, Stewart says. “Initially, I was steering from the weather wheel and I could see fine, and when I went to the leeward wheel, I could easily see the telltales. It had a great feel to the helm—light and responsive with no slop or tightness.”

In Allen’s sailing assessment of the HH44: “It had a great groove upwind. The self-tacking jib was really easy to deal with, and for the mainsail it was just a few feet of ease on the mainsheet, adjust the powered traveler up to center, trim on and go. There is some choreography to learn with the steering wheel, though. You have to move the wheel inboard to get better access to the sail and daggerboard controls during the tack. But once you’re done, you pop the wheel right back out to the outboard position. We didn’t have a screecher to really light it up downwind, but even with the Dacron jib and main, the boat took off. I was really impressed.”

One wish for Stewart would be a sliver of a coach roof window for quick sail-trim checks, but he understood the priority of using every inch of solar-panel coverage.

Not having a sail-trim window wasn’t an issue for Ingham, however. “Most of the time, you’ll trim it to your best guess, take a step outboard and up the stairs right next to the wheel, and check yourself on the trim. It’s all push buttons anyway, so you’re not having to reload a winch or anything like that every time you make an adjustment.”

Even as the morning’s fresh breeze abated, the boat continued to perform beyond expectations, Stewart says. “As we got down to 5 knots of wind, the boat was still quick through the tacks. We didn’t have to back the jib at all, and it sailed at good angles upwind. I was impressed with how well it tacked, and how well it tracked with only one daggerboard down.”

Stewart, a naval architect himself, also appreciated the boat’s modern styling and “sexy-looking profile,” especially the uncluttered interior. “It’s a nice departure from other similar-­size catamarans,” he says. “I like the styling—it caught my eye the very first time I saw the rendering. The transom angle and the reverse bow give it nice aesthetics and the buoyancy you need. The curved boards worked well and are integrated nicely on with the boat. Overall, it’s a great-looking package, and it would be a lot of fun to do some races on.”

“We will definitely end up racing in the Caribbean and doing some fun events for owners,” Bailet says. “The cool thing about this boat is you can take a smaller crew of friends and race competitively, and it isn’t going to cost you $50,000 in paid crew and housing. You can race this boat with three or four people, no problem. Doublehandling is pretty easy too, but if you really wanted to go banging around the buoys, with this boat it would be easy.”

• More: 2024 Boat of the Year , HH Catamarans , Print January 2024 , Sailboats
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The Maverick 440 Hybrid is powered by Oceanvolt.

Maverick 440 Hybrid

Maverick Yachts has teamed up with  Oceanvolt in order to offer the Maverick 440 Hybrid.

The Oceanvolt package offers distinct advantages for a cruising catamaran including

- Award-Winning Servoprop with Best-in-Class hydro-regeneration capabilities;

- Low voltage 48 V electric engine system for better safety and serviceability  

- Fit-for-purpose form factor in design for saving space and weight

- Low maintenance engine components & mounting solutions.

- Lithium-ion phosphate batteries for safety & reliability

Oceanvolt ServoProps

The  Maverick 440 Hybrid comes standard with 2 x award-winning Oceanvolt ServoProps. 

The Oceanvolt ServoProps offer the best hydro-regeneration capability for any system in this class in the world today.

The reason for the superior hydro-regeneration capability is due to the feathering propellers. 

Feathering props allow for the prop angle to rotate 180 degrees and effectively be facing forward when in Hydro-regeneration mode, this provides for maximum hydrogen regeneration capabilities that are much higher than a traditional prop rotating 'back-wards'.

Software controls the prop angle to maximize the charge to the battery bank taking into account the boat speed while sailing.

This is a game-changer as the feasibility of meaningful hydro-regeneration at lower boat speeds  creates opportunities for autonomous world cruising without reliance on fossil fuels.

With your sails and hydro-regeneration, you can conquer the globe. 

The Maverick 440 Hybrid is an electric sail drive sailing catamaran. The electric engines are powered by lithium-iron phosphate batteries. The batteries are charged through a number of sources, namely; solar power, wind generators (optional), hydro-regeneration while sailing, shore power, and diesel generator(s).

Our electric powertrain with multiple charging options and GenSet backup, with large diesel tanks, make for the best range of any electric 44ft production cruising catamaran in the world.

Electric Engines are 15kW Oceanvolt ServoProps.

Maverick  440 Hybrid 

3 & 4 Cabin layouts

Maverick 440 Hybrid - 3 Cabin

This has 2 x GenSet in the aft engine lockers, with access from the outside of the yacht.

Maverick 440 Hybrid - 3 Cabin

The 3-Cabin Hybrid comes with 2 x 11kW DC 48V GenSets. 

The GenSets are both mounted in the engine bays.

Two GenSets give the ability to motor on back-up diesel if required. Given the biggest in class long-range fuel tanks of the Maverick 440, this provides peace of mind.

Maverick 440 Hybrid - 4 Cabin layout

The 4-Cabin Hybrid comes with a 15kW DC 48V GenSet.

Maverick 440 Hybrid - 4 cabin

The Maverick catamaran's hull design allows it to track beautifully on one engine alone. With a powerful backup 15kW GenSet this provides an incredible range possible with long-range diesel fuel tanks. 

The GenSet is powerful enough to drive both electric motors at a lower rev range. 

Both motors are required for maneuvers such as anchoring and mooring, as these activites can be done in full-electric mode through power from the battery bank. 

Testimonial

Genko Ganev 

San Diego, California

"As a professional mechanical engineer, I am very particular about any construction process I am involved in, the quality of the materials and components used, all key ingredients for a high-quality product. Building a “live aboard” catamaran is twice more difficult than building a house in California. Our search for the right boat builder and the right live aboard custom-built catamaran took us over a year and I can confidently say: “We found the right one – Maverick Yachts in Cape Town, South Africa”. After two meetings with Rudi Pretorius at Maverick Yachts, we signed a contract, I quit my day job and relocated to Cape Town for six months while our catamaran was built. True custom-built catamaran, well thought out and build strong. As people say – “They don’t build them like that anymore”. We are extremely happy with our choice and the entire experience was better than expected."

Oceanvolt Saildrive with ServoProps 

The Maverick 440 Hybrid is fitted as standard with

2 x 15kW Oceanvolt ServoProps.

This is the most light-weight and compact 15kW electric sail drive solution on the market today. The blue area is the electric motor and replaces the traditional 40hp diesel engine. This saves space and weight and provides more power & torque. Additional weight is added back to the yacht in the form of a strong Lithium-iron phosphate battery bank. The position of these batteries is more forward on the yacht leading to better weight distribution and trim angles.

On the 3-cabin version, 2 x GenSet's are placed in the engine bays which are lighter, more compact, and more silent than the traditional diesel engines also allowing for extra storage space.

On the 4-cabin version, one larger GenSet is located near the mast that allows for additional storage in the engine bay lockers aft.  

Lithium-iron-phosphate (LiFePO4)  batteries 

The Maverick 440 Hybrid comes standard with a total of 42kW lithium-iron phosphate MAIN battery bank.

- other size battery banks can be considered & installed upon request -

For redundancy and weight balancing reasons, this battery bank is split into 2 x 21kW 48 V battery banks.

Lithium-iron phosphate (LiFePO4)  batteries have many advantages  in a marine environment, including; 

The chemistry offers a longer cycle life than other lithium-ion approaches.

LiFePO4 batteries have a slower rate of capacity loss which means they retain their charge for longer.

They  have a very constant discharge voltage which allows the cell to deliver virtually full power throughout the discharge.

The use of phosphates is more environmentally friendly to source & recycle than some alternatives. 

LiFePO 4  batteries have good thermal & chemical stability which improves battery safety.

Easy to read Display

The Ocean Volts HMI (Human Machine Interface) is designed to be easy to use in all weather conditions.

During the day the bright & clear display provides the Captain with the essential information at the helm relating to the electric motors and battery systems.

In the night mode, the display is in red in order to preserve your night vision and be more relaxing on the eyes over extended periods.

Internally a more detailed display at the chart table provides a complete overview of battery monitoring systems as provided by Victron Energy. This includes information relating to the consumption of power by the electric engines, house systems, and also charge rates from all sources power like solar & hydro-regeneration. 

The backup Generator is set to automatically turn on to charge the batteries at pre-determined levels to make sure there is always adequate power in the battery bank.

Oceanvolt dual-engine control levers

All the power you need at your fingertips.

Oceanvolt engine controllers are smooth and easy to operate.

With electric motors unique characteristics to deliver a linear torque curve, offering full power from the start all the way through the rev range allows for sublime boat handling.

With two aft-mounted motors on either hull  360° degree turns pivoting on a point are possible. With skill and practice, you can edge the yacht sideways.

Switching from forward to reverse can be done faster than traditional diesel engines which provides better responsiveness and safety margin.

All of this is done in silence. 

Motor Controller

Each electric motor has its own dedicated engine controller. 

This controls the motor operation of inverting DC to 3-phase AC.

The end of range anxiety

The Maverick 440 Hybrid sailing comes standard with backup diesel GenSet(s) that can run the electric engines all day long with long-range full tanks.  

90% of use cases for motors are for short-haul maneuvers like anchoring or maneuvering.  Pure electric power is perfect for this due to the high levels of immediate torque.

There are times where you may require large amounts of power from your engines for sustained periods, such as when outrunning a storm, making your way up a river, or when crossing the doldrums in no wind. For these times it is good to have backup GenSet(s) linked to long-range fuel tanks to give you a lot of options & peace of mind.

LiFePO4 batte ries & electric motors offer greener alternative

Diesel has around 100 times the energy density of Lithium-Ion Phosphate (LiFePO4)  batteries.

LiFePO4 has 2'000 full discharge cycles, this can be up to 12'000 cycles.

Provided the method used to charge the batteries is from a green sustainable & renewable source Lithium-Ion Phosphate ( LiFePO4) can offer around 20 times or 2'000% improvement.

Consistently driving an electric engine that obtains its energy source from fossil fuels alone has a higher environmental impact than simply using a diesel engine. This has got to do with inefficiencies related to the principles of conservation of energy. It is more efficient to use the power of diesel to drive a piston than to use it to convert into electricity, store in a battery and then convert for usage by the electric engine, as at each step a small amount of energy is lost.

Therefore an important consideration for a greener tomorrow is to make sure that your charge your batteries with green sustainable & renewable energy sources whenever possible. Sources such as wind power, solar power, and hydro-power are environment-friendly and sustainable ways to recharge your batteries. These green energy sources can be created on and by your yacht and also obtained through shore power sourced from green energy providers.  

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The first HH44 was launched in 2023 and premiered at the Cannes International Yachting Festival.

This innovative design is the “baby” of the HH Catamarans range and has some interesting features such as her closed transoms, swing aft helms and a side boarding gate aft.

She’s a very pretty cat and will turn heads in the marina. This is HH’s first hybrid electric-powered catamaran although you can also opt for standard diesel power with shaft drives.

There are 2 versions, like much of the HH range. The Sports Cruising model: HH44-SC and the Ocean Cruising model: HH44-OC. The SC version is a “no-compromise-boat” with C-shaped carbon daggerboards, a carbon rig, a painted hull finish and 4,232 watts of solar with EcoDrive.

The OC saves you some money with the same hull, interior fit and finish quality as the sportier SC but with an aluminium mast, e-glass longeron, white gelcoat finish and mini-keels as standard.

Many of the ideas on this boat have been driven by a desire to maximise solar generation. There are 4,232W of peak solar on the cabin top alone with an option for more on the davits.

To maximise the solar, they have positioned the helms aft in a traditional sporty set-up. That way, there’s plenty of surface area up top to load on solar.

To help you stay protected in weather, these swing inboard, under the long coach-roof.

There are foldaway seats that tuck into the sides allowing you to either steer the boat from an outboard position with the wind in your hair and your sails’ tell-tales in full view.

Or swing the helms inboard and steer from the protected three-seat sofa on the aft beam.

To make it easy to board the boat in the marina, there is a side gate aft for when you come in along the dock.

The HH44 has been designed to sail. The whole idea behind this catamaran is to get sailing in light winds (you should match wind speed on a beam reach) and to maximise your SOG over a wide range of conditions.

So she has a self-tacking staysail, a solent, a fractional reacher and a furling gennaker. The boom is very low over the coach-roof which keeps the centre of effort from the mainsail low.

There is a traveller aft on the coach-roof to manage your mainsail shape. The HH44 points well into the wind (45 TWA) thanks to her C-shaped daggerboards which provide a bit of lift at speed.

All the lines come back to the helm, so she is set up for short-handed sailing.

Pros & Cons

Light construction.

Carbon and epoxy have been used to build as strong and stiff a yacht as possible while minimising the weight.

All of the lines run under the decks, so you have clear walkways around the boat. Stanchions are 900mm tall and a continuous, unbroken toe rail runs the length of the deck with all hull and deck joints fused and hidden.

Living Space

Moving inside, you’ll notice that the aft cockpit and salon forms one fully protected space with a large sofa on the aft beam and her closed transoms make this a safe family boat.

The angular cabin has two large, forward-facing windows that open fully from the the generously sized (187 sq ft or 17.4m2) salon. The standing height is over 2m (6’6”) high throughout.

One of the things that sets the HH44 apart from her competition is the quality of the finish on this semi-custom yacht.  She has foam core furniture and exceptional joinery throughout, and Bosch electric appliances as standard.

There are two options for a BBQ, one which replaces the aft sofa with a large LPG BBQ & Dive Tank station or you can mount an LPG Grill in the aft fishing rod holder, keeping the aft sofa. There is an outlet on the aft beam so you can run an electric BBQ.

In the salon, there is an L-shaped sofa with a table forward to starboard and a large nav station/workstation to port.

Tuck yourself into the U-shaped galley behind the nav station or pull out some cold ones from the fridge on the starboard side. The ventilation at anchor is excellent with those huge forward windows.

The starboard hull is the owner’s side and consists of the master cabin aft and a walk-in shower and head forward. The finish has an Italian feel to it and it is very light down here with a large window aft in the owner’s cabin.

This is a 44 foot performance cat, so there is not as much room down her as you’d find in a cruising cat, but she has ample space in the aft cabin and the storage is well organised.

HH offers three different forward cabin combinations. One is the standard layout with a single berth.

The second has a Pullman berth above the standard bed that folds away when not needed.

A third option does away with the beds and replaces them with a large work bench with shelves (for pantry storage or tools) and an extra Fridge/Freezer unit.

If you go for the option with the EcoDrive, the House Bank is powerful enough to run the A/C overnight without the need to run a generator. There is enough power to run the A/C in the master cabin for over three days.

EcoDrive, her Electric/Diesel Parallel Hybrid System The HH44 was designed from scratch to work with a parallel electric/diesel hybrid, with a minimum of 4,232W of peak solar array on the cabin top and hydro-regeneration while sailing.

EcoDrive gives you silent fume-free motoring at 7.5kts, fast torque for manoeuvring, and hydro-regeneration while sailing. Plus you have parallel, trusty diesel engines for safety.

A diesel engine is paired with a large electric motor, much like an alternator sits on a traditional diesel engine. A belt links the two units and a camshaft allows you to flip between the two power systems, giving you good redundancy. And remember, you have 2 of these systems on board!

The system is designed to offer from 1.5 to 3 hours of electric propulsion: more than enough time to exit the marina or anchorage and hoist the sails.

This boat has been designed to get sailing in light winds which ultimately is the key to an eco-friendly sailing yacht. And you will be recharging your batteries as you sail.

You can also fit the HH44 with traditional standalone diesel engines with shaft drives.

The HH44 is an innovative design that will appeal to sailors setting out across long distances who want to sail more and beat well to windward when needed. This yacht is in a different price league to something like an Aventura 37 of course, but there are two options here: the Sports Cruising and the Ocean Cruising models.

She’s a comfortable boat, although there is a trade-off on space down below particularly in the forward cabins.

With the EcoDrive option and a bow locker full of sails, you’ll be able to minimise your diesel usage on this boat while crossing oceans safely and quickly.

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REWRITE THE RULES

Designed for performance, monohull dynamics with multihull living space, the world’s most technically advanced hybrid ecospeeder, the ultima catamaran is a perfect blend of speed, stability and comfort.

DYNAMIC DESIGN 

A sleek and sporty hull, guarantees easy access to any marina.

ULTIMA’s advanced design reduces drag for enhanced performance and energy efficiency.

OPTIMIZED HULL DESIGN 

Sustainable yachting, green power boost.

Sunreef Yachts Eco catamarans are the future of sustainable yachting.

Sunreef Yachts’ award-winning solar power system, custom-engineered battery banks and hi–tech hybrid propulsion give the ULTIMA an unrivaled green power boost for a clean cruising experience filled with pure thrill.

SOLAR POWER REINVENTED

Energy-saving air conditioning, custom—tailored batteries, water management, hi-tech hybrid propulsion, cruising in comfort, the interiors of the ultima models offer an infinite variety of bespoke decors and customisable layouts, ultima range.

Dynamic design

SUNREEF 44 ULTIMA

Sunreef 55 ultima, sunreef 66 ultima, sunreef 77 ultima, sunreef 88 ultima, when it’s time to play, ultima opens her bulwark platforms to unlock new levels of fun with a fleet of electric toys and a walkaround ocean lounge., experience sunreef ultima, rewrite the rules of luxury yachting with a range of sleek super catamarans, engineered to deliver the ultimate blend of speed, sustainability and comfort..

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How hybrid sailing yachts finally became a feasible option

• May 17, 2019

They’ve been a long time coming, but marine hybrid propulsion systems are finally a working reality, as Sam Fortescue reports

The Bootswerft Heinrich-built 13m Yamila uses an Oceanvolt electric motor rather than a diesel engine. Photo: Peter Minder

Every sailor is familiar with the wet cough of the diesel engine, and the acrid smell of its exhaust. For some it’s the sign that an adventure is starting, for others it is the reassurance that all is well on board the boat. The traditional engine is perhaps your boat’s most important safety feature, but its days may be numbered.

The electric sailing revolution is coming – and though adoption in the marine sector is proving much slower than in the automotive world ashore, progress is being made.

The market is still relatively small. Clear market leader Torqeedo had sales of €25m last year, most of which was in ferries and compact outboards. It also offers a range of saildrive and pod drive motors for yachts displacing from 2 to 50 tonnes, or roughly 20-60ft LOA.

But sailors have been slow on the uptake, and for one good reason: if you’re planning to cross an ocean or take on tough conditions offshore, you rely on your engine to help you outrun danger or motor through the doldrums – sometimes for days at a time.

Oceanvolt AXC series is a modular shaft drive system (10kW to 40kW) that will fit in place of a tradition diesel engine

Even with the current crop of advanced lithium-ion boat batteries , the range of an electric system is measured in tens of miles, not hundreds. So a 35ft monohull with 10kWh of lithium battery (four units weighing 96kg in total) would have a range of just 24 nautical miles at 3.8 knots, or less than 16 nautical miles at full throttle.

Taking into account the incredible wastage of combustion engines, which dissipate more energy as heat and noise than they provide in propulsion, diesel is still ten times more energy dense than batteries.

Full-carbon luxury daysailer Yamila uses an Oceanvolt SD8 8kW electric saildrive system. Photo: Tobias Stoerkle

“When you look at bluewater cruisers, of course you will have a diesel,” says Torqeedo’s founder and CEO, Dr Christoph Ballin. “And it’s right that not many coastal sailors opt for pure electric.”

But that doesn’t mean that electric has no interest for cruising sailors – far from it. The more common route for ‘normal’ sailors will be to combine diesel and electric in a hybrid sailing system.

Under this model, the engine is replaced by an electric motor, hooked up to a bank of lithium batteries. This can be charged via hydrogeneration – when the speed under sail turns the propeller and puts charge back into the batteries – and solar or wind. But when extended periods under power are required a standalone DC generator, which can be installed anywhere on board, supplies the electricity.

This is the set-up recommended by Finland’s Oceanvolt, which has focused on the cruising sailing market with a range of shaft and sail drive motors from 3.7kW to 15kW (roughly 10hp to 45hp in diesel engine terms).

“In the case of the round-the-world cruiser, we recommend a hybrid system with a backup genset to support continuous drive when/if needed,” says Oceanvolt CEO Markus Mustelin. “A regenerating prop, which spins while sailing and recharges the batteries (sacrificing 0.2-0.4 of a knot, depending on the boat and conditions) makes it possible to be almost independent of the genset and use it only for backup.”

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The electric propulsion pioneer Torqeedo won the largest marine equipment prize of the year today (15 November) – for the…

This system has the advantage that the generator is only needed on longer passages, so the boat still manoeuvres silently in and out of ports and anchorages.

And a well-designed, correctly sized generator is much more efficient at turning diesel into electricity than an engine not originally designed for the job. Some sailors opt for an in-line hybrid system, like those offered by Hybrid-Marine, which bolts onto the existing diesel.

These are easier to retrofit, with many of the same characteristics as the full hybrid system, but there’s the disadvantage of still having an engine boxed away somewhere near the middle of the boat.

Electro magnetism

Until now, most business has been done through retrofitting existing yachts. But an increasing number of yacht builders are looking to include electric propulsion as original equipment. The world’s third largest boatbuilder, Hanse Yachts , is perhaps the most advanced – offering its entry-level Hanse 315 with an electric rudder-drive option.

The system takes up less space than the standard diesel, is much quieter and vibration- and emissions-free. But Hanse admits take up has been disappointing.

The technology has found more interest among lake sailors. Innovative young German brand Bente has been fitting Torqeedo motors to its successful 24ft model, originally designed for Germany’s ‘Green Lakes’.

Closer to home, dinghy specialist RS Sailing has decided to fit a retractable electric drive to its new RS21 keelboat. Already christened the ‘invisible gennaker’, the system is based on Torqeedo’s Travel 1003 outboard motor.

Bigger race boats have also been attracted by the lure of low-weight propulsion. Just look at Malizia , an IMOCA 60 being prepared for the 2020 Vendée Globe with a lightweight Torqeedo system.

“Emissions-free round the world under race conditions, while simultaneously producing your own energy, is a thoroughly inspirational concept,” said Malizia skipper Boris Herrmann.

Electric has also been successful at the luxury end of the market, where lithium-ion batteries account for a smaller share of the boat’s overall cost. A 50ft Privilege 5 catamaran and a carbon fibre Gunboat 60 have both been retrofitted with Torqeedo kit, while Oceanvolt appears on a Swan 57 and an all-carbon Agile 42.

Overview of the Torqeedo Deep Blue propulsion system installed in the Gunboat Moonwave

The Gunboat Moonwave has two 25kW Deep Blue saildrives both capable of regenerating under sail. There is still a generator on board to extend battery range offshore, but “they no longer use the generator – it’s just for emergency,” says Torqeedo’s Ballin.

Spirit Yachts is also designing electric propulsion into its Spirit 111  flagship, due for launch this summer. With four big 40kW lithium batteries aboard and a 100kW motor, the yacht will be able to operate silently for hours, although it also has 100kW of diesel generator capacity.

“The real focus is not the propulsion,” explains Spirit director Nigel Stuart, “but that everything works in harmony, from galley equipment and hot water to heating, air conditioning, hydraulics etc.” The British yard is also building a 65-footer using Oceanvolt hybrid technology and a new 44-footer that is pure electric.

With racing on one hand and high-end cruisers on the other, there is something of a gap in the middle. By Torqeedo’s own admission, the cruising sailor hasn’t been a big focus of the electric revolution, but all that is about to change. “We started a bit late with sailing,” Ballin admits, “but in the next five to eight years it will be addressed big time.”

Fully integrated electric drive system will power the new 111ft Spirit Yachts flagship

What does that really mean? Well, in the first instance, it means system integration. If that doesn’t sound revolutionary, then imagine a set-up on board where solar panels, hydrogenerators, batteries, generators and motors all worked seamlessly together to keep the yacht supplied with ample power around the clock. “That’s what people are willing to pay for: plenty of energy with heating or air-con through the night,” says Ballin.

The future of hybrid sailing

In the near future, Torqeedo is planning a new range-extending DC generator specifically for hybrid sailing boats. Its existing unit is built by WhisperPower and provides 25kW, which is too much power for boats using the pod drive system.

The genset will be designed to operate at optimum revolutions, while clever DC to DC conversion decouples the battery voltage from the charging voltage, for much greater efficiency.

With boats, just as with cars, the breakthrough that will make all the difference is around battery capacity. Until range under electric power can match that of diesel, there will be many sceptics. And that isn’t likely to happen for a decade or more, according to Ballin.

“Theoretically, they’ve tested batteries in labs that are ten times more efficient than lithium,” he explains. “And if that comes through, then gasoline is done. But we are trying to combine long-term vision with short-term mindset.”

In the meantime, the prevalent technology is based on lithium-manganese-cobalt, and a process of steady development is making this 5-8% better each year. For example, BMW has just announced its next generation i3 battery, used by Torqeedo’s Deep Blue system, will be able to hold 40kWh of power – an increase of 33% for the same size, weight and nearly the same cost.

Torqeedo Cruise 2.0 FP Pod Drive is suitable for small yachts up to 4 tonnes – a folding prop can also be fitted

The other area of development is around the propeller. Most cruising systems use a folding or feathering prop designed for diesel engines. But Torqeedo’s own research shows that the consistently high torque of an electric motor is best utilised by props with variable pitch.

And yet it is Oceanvolt that has addressed this issue specifically for electric motors with its Servo Prop system, which it claims to be 30% more efficient ahead, 100% better astern and 300% more efficient in regeneration mode.

Oceanvolt says that this prop can pump around 500W into the batteries at just 5 knots – the average pace of a 30ft monohull. At 6 knots that rises to around 800W, and at a very manageable 7 knots for a larger ocean cruiser you get 1.2kW.

“A new technology can rarely compete in price with an established one in its initial growth phase,” says Mustelin. “However, we have passed this and today electric systems are offered at a quite competitive price. When you add to that the fact the electric system is almost service free, the total cost of ownership is turning in favour of electric.”

So, you may not hear them approach, but expect to see more and more electric-powered boats on the water as the revolution continues.

A question of torque

A key part of the viability of electric propulsion rests on the notion that a smaller motor can achieve the same work as a bigger diesel. There are two elements to this. First, a diesel engine is not an efficient converter of chemical energy into thrust, creating a lot of heat and noise in the process. Second, the torque characteristics of electric are much better than diesel.

Mustelin says that Oceanvolt’s 10kW motor “easily outperforms” a 30hp diesel. “Typically, maximum boat speed will be somewhat lower (0.5kt-1.0kt) than with a comparable diesel engine, but at the same time the boat will maintain the speed better in heavy seas and headwind due to higher torque. Manoeuvrability is much better in confined marina spaces.”

That’s because combustion engines only reach peak power (and maximum torque) over a small range of speeds. Torque is a measure of turning power – at the propeller in the case of a boat.

A diesel engine develops optimum torque between 1,800-2,000rpm, while electric motors deliver it from 0 to around 2,000rpm. This allows electric motors to use higher efficiency propellers that are slimmer and more steeply pitched.

Engine-driven: The ‘alternator on steroids’

It has taken years of development and over $10m of funding, but renowned boat systems expert Nigel Calder has helped design an alternator so powerful that it eliminates the need for a generator on board.

Mounted on the engine, on the second alternator position, the Integrel can produce five to ten times more power. Sitting behind the system is at least 10kWh of lead acid batteries (lithium is also an option), and Victron chargers and inverters.

“If you crank the engine it’ll charge the batteries; if you’re running with the engine in neutral, it’ll know it’s in standalone generator mode and switch to that algorithm,” explains Calder. “It will likely be cheaper than a generator installation, and eliminates the issue of the through-hulls, the cooling circuits, the long running hours, the maintenance.”

The system allows you to run all sorts of creature comforts on board that would normally require a generator: from hot water on-demand to coffee makers and freezers. “We honestly believe that this system is going to supplant generators on almost all boats that currently have, or would like to have, a generator,” adds Calder.

With the engine in gear and at low revs, tests show how the Integrel can produce some 2kW of power without increasing fuel consumption or reducing speed – simply utilising the engine’s wasted capacity. This means it will work with the yacht’s existing engine – no need to overspec – and it has already been successfully installed on a new Southerly 480, a Malo 46 and a similar-sized Hallberg-Rassy.

Case study: Dufour 382 Alcyone

Built by Dufour in 2016, Alcyone was immediately retrofitted professionally with Oceanvolt’s SD15 saildrive motor, supplied by a 14kWh lithium battery bank. Owners Michael Melling and Diana Kolpak also specced an 8kWh DC generator for range extension. The fit out cost €30,600 for the motor and battery system, plus an additional €13,744 for the generator, and installation costs were around €8,000.

They charter the boat out near Vancouver, for exploring Desolation Sound and the surrounding area where silent, clean propulsion is a selling point. “Nothing spoils the joy of sailing – or a secluded anchorage – more than the noise and smell of diesel engines,” they explained. “Installing an Oceanvolt system in our new boat has freed us from that. It’s the way of the future.”

Charter manager Merion Martin said the conversion has also been popular with charter customers, adding: “The main advantage of the system is that it consistently uses around 40% less fuel than a standard diesel engine over the course of a week’s charter. But understanding the power management system takes a bit of getting used to, and the many components involved in the system can make troubleshooting a challenge.”

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Vcat44 – a hybrid, fast and modular sailing catamaran.

The VCAT44 from vcatamaran is not only another fast cruising catamaran. The VCAT 44 is a boat that distinguishes from most of the markets choices. The VCAT 44 will not only be fast, but at the same time quiet. It will not only accommodate their guests, but offer comfort in a designed shell. The difference is made by a holistic concept. Propulsion will be Diesel-Electric: centered, quiet, eco friendly. Recuperation, regeneration will allow an average use without any generator noise, but with the amenities of modern life. All sailing can be done single handed.   vcatamaran  has put together, what todays technics and hydronamics deliver: Living in comfort and eco friendly; and sailing will be on the fast side!

We are very happy! VCAT44, #1  is under construction now! The production is at the new Corthinx yard in Split/ Hr

Subscribe now and get early access to more images and updates on the development progress.

Hybrid propulsion delivers many advantages. Most important for us is to center the weight of Generator and Batteries in the center of gravity of the ship. Combined with other heavy items, that are also housed around the mast bulkhead, we will have no moving dynamics against the waves. For the true sailor the VCAT44 will be a fully electric driven ship. When sailing, the recuperation mode will restore enough energy, to motor to a bay or harbor and stay there for three days without needing the genset. At your anchorage you can enjoy all amenities, you expect from a modern owners ship. Cook with induction, use fridge and freezer without the noise of a generator. This adds another unique quality to the VCAT44: no noise at anchor. If you need the security of engine support, you can rely on 100 hours motor driven propulsion. The generator will give you a range of 600nm with the Oceanvolt electric drives! And using the sails, you can create your own apparent wind, which will give you a range, many times longer than 600 miles.

We wanted the VCAT44 to become a very fast cruiser. The VCAT44 R will only have an empty weight under 7000 kg, and the VCAT44 GT will weigh under 7500 kg. High sailing speeds can be achieved only when the boat weight is low. Also the sail area can be smaller and more convenient for a short handed sailing and still deliver the speed you are looking for. The sweet spot of the VCAT44 will be between 5 and 15 kts true wind. The owner will be able to reach windspeed with no effort. A experienced crew can sail faster than 20 kts. Electric winches give comfort for deck handling, but the drag forces are low enough to handle the VCAT44 without them. The modular interior allows the VCAT44 to be a club racer and a owners ship at the same time!

You can customize the VCAT44 to your needs. We created a simple, rigid, modular interior system for the 2 m middle sections of each hull. This will allow you to set up different layouts in less than two hours. You can combine: cabinet 120 cm high, cabinet full hight, dressing table/ desk, berth 75 x 200 cm. If you combine two full hight cabinets with a dressing table, the hull will represent a perfect owners cabin. Or you choose four 120cm high cabinets and put a berth on top as a reserve bed for the grandchildren. Or you change to two berths as a bunk for the two or thee races you are doing with friends during the year. You will have the arguments on your side, once wanting to sell the catamaran.

VCAT44 Interior

The vcatamaran team, francois perus.

Francois Perus Naval Architect

He has been sailing in brittany since he was a child. He has a degree from Ensta Bretagne as naval engineer and a master degree in Paris La Villette architecture school in boat design. Sub contract work for well known naval designers followed. He designed and built the Pandora 8.50 sailing catamaran, and then designed for boatyards such as Corsair Marine and Slyder Yachts. The first two boat he designed for these two shipyards were nominated as boat of year in Europe and the Pulse 600 for Corsair since received other awards in Europe and in the US. Francois has a deep understanding for the latest hydronamics for multihulls.

Jonas Hertwig

Jonas Hertwig Yacht Designer

He has a Bachelors Degree in Product Design from the Netherlands and then worked in Stuttgart / Germany and Barcelona / Spain as a Product Designer. He then studied Yacht Design at Politecnico Milano  for a Master Degree. Jonas now works in Fano / Italy as a Yacht Designer, where he founded his own design studio. Currently he is working with various international clients in the Design Field in with an emphasis on yacht design.

Jan Setzermann

Jan Setzermann Founder

Jan started sailing in the British Channel since boyhood. Sailing many different multihulls in the last 30 years, including some of the latest types have built up experience to know, what a Catamaran should be like.

He has an extensive background in project management and his technical background is versatile. He has searched many years to put together the best team to develop this first catamaran of the new founded company ‚vcatamaran‘.

Christopher Speth

Christopher Speth Technical Designer

Working as a technical Designer in various Fields for the last 35 Years Christopher’s experience is not only limited to his main Qualification in designing the technical and electrical systems for Vcatamaran, being responsible for the production of several industrial projects also helps us in realizing and engineering our boat. The start of his sailing experience in the late 1960´s and living abord for some Years helps finding technical solutions that will be convincingly in the day to day use

VCAT44 Specs and Layout

*including: Sails, Dinghy, Spares, 2 Anchors with chain … ready to sail

Production Progress

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New on the Docks: Leopard 46

• By Cruising World Staff
• September 18, 2024

Leopard Catamarans has unveiled the Leopard 46 sailing cat.

“The Leopard 46 is a testament to Leopard Catamarans and Robertson and Caine’s commitment to engineering excellence and elevated onboard living,” Franck Bauguil, global sales manager at Leopard Catamarans, stated in a press release. “We have meticulously designed and built a vessel that not only delivers exceptional performance but also provides an unparalleled level of luxury and comfort.”

The Leopard 46 has an exterior design inspired by powercats. Its wraparound coachroof windows allow for panoramic views and lots of natural light inside. The companionway sliding door fully retracts abaft the helm station, connecting the saloon and cockpit as a single area for relaxation and entertainment.

Other key features include a hybrid electric drive option and integrated solar panels, both of which have the potential to make cruising more sustainable and efficient.

Leopard allows owners to personalize the 46 by ordering one of several layouts. Options include three staterooms plus a utility room; or four- and five-stateroom variations. Owners also can choose the configuration of tables and furniture in the saloon and cockpit.

There’s an optional performance-sail package, as well as an optional lifting tender platform.

Where to see the Leopard 46: The boat is expected to be at the Annapolis Sailboat Show in October, where it will be a nominee for Cruising World ’s 2025 Boat of the Year. It will also be available for charter through The Moorings and Sunsail.

Where to learn more: Click over to leopardcatamarans.com

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Point Your Compass Due South, Bitter End Yacht Club Reopens October 23rd.

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This is a new catamaran announced for late 2022 that manages to reconcile a very “performance” vision of cruising (all-carbon construction, a sleek sail plan with a 62’ / 19 m mast, and deep daggerboards) with a hybrid propulsion system.

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Published 05/08/2021

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• NEW : Our Second-Hand catamarans
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ELECTRIC HYBRID DRIVE SYSTEM For silent ecological sailing

Windelo catamarans travel silently even when under power, thanks to their electric hybrid drive system . Enjoy the sound of the waves and wind while not disturbing the wildlife as you set sail from your dream anchorage to a new destination. With our electric catamarans , no more exhaust fumes and vibrations – sailing is now a really pleasurable clean, environmentally-friendly experience .

The Windelo catamarans are fitted with two 20kW electric motors from Bellemarine . With an electric propulsion, there’s no need to warm up the electric motor. You have full power from the moment you switch it on.

Motor: A reliable high-performance electric hybrid drive system

Electric motor with a good cruising range.

• At 6 knots, the Windelo 50 has a range of nearly 4 hours and roughly 22.7nm per day with an 1120Ah battery bank.
• At 7 knots, the Windelo 50 has a range of nearly 2 hours and 17 minutes and roughly 15.47nm per day with an 1120Ah battery bank.

When the energy consumed is not compensated by renewable energies , the 18kW backup 500L diesel generator(s) start(s) up to supply the electric motors and recharge the batteries . The generator is in the aft engine bays and communicates with the Boat Management System . It starts up automatically when the batteries are low and/or when the power required is greater than the power the batteries can supply. So, the full cruising range of our catamarans on the motor is 1100 nautical miles . The generator can also be started manually by the skipper in 2 different modes:

• Cruising range mode : for example, the skipper wishes to start his generator to increase his cruising range when there is no wind.
• Recharge mode : the skipper starts his generator, which automatically switches off when the batteries are fully charged.

SALES MANAGER

Windelo is a new conception brand of innovative catamarans. Ecology is at the heart of the company with the ambition to significantly reduce the environmental impact of our boats. A range of 44 to 60 foot catamarans offering sailors the opportunity to sail with pleasure and safety on eco-friendly boats.

In full development, we are hiring a sales manager:

JOB AND MISSIONS: Managed by the director of the company, and in connection with our various services and partners, you are a key player in the launch of this new brand.

Real project manager: 1. You co-build the Windelo sales and services office, 2. You recruit, train, and drive progressively a team of passionate experts, 3. You develop and innovate in the strategy of selling Windelo boats in Europe, 4. You recruit and lead a global network of sales partners, 5. You co-build and animate the company’s service strategy: port mapping places; insurance and financing; training; owner’s manual etc.

YOUR PROFIL 1. Passionate about sailing, you practice regularly, 2. Your sense of service and customer leads you to satisfy your customers every day, 3. You are enthusiastic and motivated to work in a start-up, 4. You have 2 to 5 years’ experience in the sale of boats, 5. Bilingual French – English, you also speak a third language: German, Italian, or Spanish.

EVOLUTIVE JOB Director of sales

AVAILABILITY / PLACE OF WORK 1st Quarter 2019 / Occitanie Region, Canet en Roussillon FRANCE

TYPE OF CONTRACT AND REMUNERATION Permanent contract / fixed to be defined according to experience + variable.

If you are a passionate of sailing and this challenge to participate in the development of a company in full creation arouses your enthusiasm, welcome to send your application by e-mail to:  contact@windelo-catamaran.com

RESPONSABLE DES VENTES

Windelo consiste en la création d’une nouvelle marque de catamarans innovants. L’écologie est au coeur de l’entreprise avec pour ambition de réduire fortement l’impact environnemental de nos bateaux. Une gamme de catamarans de 44 à 60 pieds offrant aux marins la possibilité de naviguer avec plaisir et sécurité sur des bateaux éco responsables.

En plein développement, nous recrutons un(e) responsable des ventes

POSTE ET MISSIONS

Managé(e) par le directeur de l’entreprise, et en lien avec nos différents services et partenaires, vous êtes un acteur clefs du lancement de cette nouvelle marque. Véritable chef de projet :

1. Vous co-construisez le bureau des ventes et des services de Windelo, 2. Vous recrutez, formez, et animez progressivement une équipe d’experts passionnés, 3. Vous développez et innovez dans la stratégie de vente des bateaux Windelo en Europe, 4. Vous recrutez et animez un réseau mondial de partenaires de vente, 5. Vous co-construisez et animez la stratégie de service de l’entreprise : mapping des places de port ; assurance et financement ; formation ; entretien ; manuel du propriétaire etc.

VOTRE PROFIL 1. Passionné(e) de nautisme, vous naviguez régulièrement, 2. Votre sens du service et du client vous anime pour satisfaire vos clients au quotidien, 3. Vous êtes enthousiaste et motivé(e) à l’idée de travailler en équipe dans une « start-up », 4. Vous disposez de 2 à 5 ans d’expérience dans la vente de bateaux de plaisance, 5. Bilingue français – anglais, vous maitrisez également une troisième langue : allemand, italien, ou espagnol.

POSTE EVOLUTIF Directeur des ventes

DISPONIBILITÉ / LIEU DE TRAVAIL 1ier Trimestre 2019 / Région Occitanie, Canet en Roussillon FRANCE

TYPE DE CONTRAT ET REMUNERATION CDI Cadre / Fixe à définir selon expérience + variable.

Si vous êtes un(e) passionné(e) de l’univers du nautisme et que ce challenge de participer au développement d’une entreprise en pleine création suscite votre enthousiasme, merci d’adresser votre candidature par e-mail à : contact@windelo-catamaran.com

As part of the creation of new types of catamaran made in Occitanie, an audacious choice of ecological innovation has been selected in partnership with the Materials Center of « Mines d’Alès » (C2MA – IMT MINES ALES) (Gard, France). It’s a question of combining ecological performance in terms of minimizing the environmental footprint and structural resistance, and this, in a global approach of circular economy on all parts of the boat. To do this, and in connection with the IMT MINES ALES, Windelo has relied on the use of secondary raw materials, competitive  virgin petroleum-based materials, that fully comply with the specifications in terms of mechanical performance. This is a real first step to the development of a 2.0 fleet ships fully integrated into the challenges and ecological challenges of the 21st century.

Associated with an ecological approach of circular economy integrating a not insignificant part of competitive secondary raw materials from virgin materials, the architectural design and the resistance of materials on the new Windelo catamarans are mechanically tested in the Materials Center of « Mines d’Alès » (C2MA – IMT MINES ALES) (Gard, France) in connection with the architects and designers of the project. The design of the ship, and in particular the hulls and bows, go through a search for efficient structuring and arranging of materials composing it, combined with a mechanically optimized geometrical assembly. To this end, specific test developments, such as the study of distortion of the structure and of the panels constituating the hull of the ship, are studied by digital image correlation techniques coupled with standardized strength tests.

Founder of Catana

“The cruising program for this new boat raises the question of the antagonism between the search for performance under sail and the pleasure of navigation, and the development of pleasant living spaces. The originality of the answer is provided here in the arrangement of the cockpit bringing together the helm and maneuvers to the center of the boat and in the arrangement of living space that occupies the rear of the nacelle.

Just behind the mast the outer cockpit offers two helm stations protected from the wind and spray, a beautiful view of the sails and bows, and allows to have all the maneuvers on hand while limiting the needs to circulate on the bridge. Out of navigation, the cockpit can be more widely protected from the outside and open to the rear space.

Fully opened behind this cockpit, we have not developed two living spaces duplicating one inside the other but a single large space which is ajustable. We have focused our efforts on the geometry of the material and visual limits of this space and on the opening kinematics of the bays. Once opened, they “disappear” to transform the interior into an exterior. The generosity of these openings also allows to modulate the ventilation of this space by playing on a wide range of opening on its four sides

This work on the modularity and the disappearance of limits is found at the extreme rear of the nacelle, with an articulated platform to the davits transforming it into a floor when anchored, and in the rear cabins, whose wide turning porthole eliminates the angle between side plating and back side. The cabin space is therefore generous despite the relative narrowness of the hulls.

All these choices allow us to combine a contained hold of the nacelle, pledge control of the weight estimate, to a generous living space, with a central part given to navigation and maneuvering. The slenderness of the forward spikes, the significant free height under the platform, and the attention paid to the centering of the masses, complete the marine qualities expected for an offshore navigation program.

The other originality of the project brought by this new construction site is in the approach of “eco-design” on materials and construction. Strongly limiting the use of molds, the latter brings a greater margin of freedom in the variations and evolutions of the boats thus conceived. ”

Christophe Barreau et Frédéric Neuman

Architects and Naval Engineers

Who could know if it is the father or the son who is the most  passionate? It doesn’t matter. The important thing  is to write an innovative project within a family culture, for today and for generations to come. Hand over the guiding light, this is Olivier Kauffmann’s will. “At first I wanted to make my own boat, for me and my family; go on trip around the world living on a  efficient and pleasant catamaran. I dreamed of a new quality of space. Today, the dream has matured, and I want to share it with the great family of sailors. »

Windelo is the desire to expose us to something new, innovative, powerful, bigger than oneself. To seek innovations on materials, techniques of industrialization and uses to impulse a new economic reality. “We want to be part of this transformation related to the respect of our environment, it is for us, essential to work in this respect of men and nature. Men are at the heart of the project with the desire to recruit and form a passionate team, surrounded by experts recognized as the best in their field.

And the innovation doesn’t stop here, because the constructive process makes it possible to envisage fast evolutions from one boat to another while remaining well priced. An ambitious and respectful project ; Welcome to the Windelo adventure.

Dans le cadre de la confection de nouveaux types de catamaran made in Occitanie, un choix audacieux d’innovation écologique a été retenu en partenariat avec le Centre des Matériaux des Mines d’Alès (C2MA – IMT MINES ALES) (Gard). Il s’agit à la fois d’allier performance écologique en termes de minimisation de l’empreinte environnementale et résistance des structures, et ce, dans une démarche globale d’économie circulaire sur l’ensemble des parties du bateau. Pour ce faire, et en lien avec l’IMT MINES ALES, Windelo a misé sur l’utilisation de matières premières secondaires, compétitives des matériaux pétrosourcés vierges, et parfaitement conformes au cahier des charges sur le plan des performances mécaniques. C’est un réel premier pas vers l’élaboration d’une flotte de navires 2.0 s’intégrant complètement dans les enjeux et défis écologiques du XXIème siècle.

Associées à une démarche écologique d’économie circulaire intégrant une part non négligeable de matières premières secondaires concurrentielles des matières vierges, l’architecture de conception et la résistance des matériaux des nouveaux catamarans de Windelo sont éprouvées par des tests mécaniques réalisés au Centre des Matériaux des Mines d’Alès (C2MA – IMT MINES ALES) (Gard) en lien avec les architectes et designers du projet. La conception du navire, et en particulier les bordées et étraves, passe par une recherche de structuration performante de l’agencement des matériaux le composant, combinée à une géométrie d’assemblage optimisée sur le plan mécanique. Pour ce faire, des développements d’essais spécifiques, comme l’étude de la déformation de la structure des panneaux constituant la coque du navire, sont étudiés par des techniques de corrélation d’image numériques couplés à des essais de résistance mécanique normalisés.

La rencontre avec Olivier et Gautier a été une agréable surprise pour moi, dès l’exposé de leur projet, j’ai vu réunis tous les ingrédients d’une réussite, l’expérience de gestion d’entreprises mais avec une modestie rassurante, le souci de former une équipe des meilleurs experts (sourire) et une réelle écoute de leurs avis. Au fil des rencontres, les discussions ont ravivé mes souvenirs de la création puis du développement de Catana. Les mêmes motivations, la même recherche de perfection, la même audace teintée de modestie que nous avions au départ du projet. Windelo est centrée sur le produit ; une ligne de catamarans performants construits avec les techniques les plus modernes. Je n’en avais pas conscience à l’époque mais je crois que le succès d’un bon bateau vient de cette passion pour la mer avec la volonté de marier confort sécurité et performance. Je retrouve ici cette passion, et aujourd’hui ce qui a fini de me conquérir c’est le souci de préservation de la nature, tant dans les matériaux choisis que dans les méthodes de production.

Le programme de grande croisière auquel se destine ce nouveau bateau pose la question de l’antagonisme entre d’une part la recherche de performances sous voiles et du plaisir de navigation, et d’autre part l’aménagement d’espaces de vie agréables et généreux. L’originalité de la réponse apportée ici réside dans la disposition du cockpit rassemblant poste de barre et manœuvres au centre du bateau et dans le traitement de l’espace de vie qui occupe l’arrière de la nacelle. Juste en arrière du mât le cockpit extérieur offre deux postes de barre protégés du vent et des embruns, une belle vue sur les voiles et sur les étraves, et permet d’avoir l’ensemble des manœuvres à portée de main tout en limitant les besoins de circuler sur le pont. Hors navigation, le cockpit peut être plus largement protégé de l’extérieur et s’ouvrir sur l’espace arrière. De plein pied en arrière de ce cockpit, nous n’avons pas aménagé deux espaces de vie dupliqués l’un à l’intérieur et l’autre à l’extérieur mais un seul grand espace dont le degré d’ouverture est très largement modulable. Nous avons porté notre effort sur la géométrie des limites matérielles et visuelles de cet espace et sur les cinématiques d’ouverture des baies. Une fois ouvertes elles « disparaissent » pour transformer l’intérieur en extérieur. La générosité des ouvrants permet également de moduler la ventilation de cet espace en jouant sur une large gamme d’ouverture sur ses quatre côtés Ce travail sur la modularité et sur la disparition des limites se retrouve à l’extrême arrière de la nacelle, avec une plateforme articulée aux bossoirs se transformant en plancher au mouillage, et dans les cabines arrières dont le large hublot tournant fait « sauter » l’angle entre bordé latéral et face arrière. L’espace de cabine est donc généreux malgré la relative étroitesse des coques. L’ensemble de ces choix nous permet de conjuguer une emprise contenue de la nacelle, gage de maîtrise du devis de poids, à un espace à vivre généreux, avec une place centrale accordée à la navigation et aux manœuvres. L’élancement des pointes avant, l’importante hauteur libre sous nacelle, et l’attention portée au centrage des masses, complètent les qualités marines attendues pour un programme de navigation hauturière. L’autre originalité du projet apportée par ce nouveau chantier se trouve dans l’approche d’« éco-conception » portant sur les matériaux et le mode constructif. Limitant fortement le recours aux moules ce dernier apporte une plus grande marge de liberté dans les déclinaisons et évolutions des bateaux ainsi conçus.

Qui sait lequel du père ou du fils est le plus passionné ? Peu importe. L’important ici est d’écrire un projet innovant au sein d’une culture familiale, pour aujourd’hui et les générations à venir. Passer le flambeau, le relais ; c’est la volonté d’Olivier Kauffmann. « Au début je voulais me faire mon propre bateau, pour ma famille et moi ; partir faire un tour du monde sur un catamaran performant et plaisant à vivre. Je rêvais à une qualité d’espace inédite. Aujourd’hui, l’envie a mûrit, et je tiens à le partager avec la grande famille des marins ».

Windelo c’est l’envie de s’exposer à quelque chose de nouveau, d’innovant, de performant, de plus grand que soi. Aller chercher des innovations sur des matériaux, des techniques d’industrialisation, des usages et impulser une nouvelle réalité économique. « Nous voulons faire partie de cette transformation liée au respect de notre environnement, c’est pour nous indispensable d’œuvrer dans ce respect des hommes et de la nature. Les hommes sont au cœur du projet avec la volonté de recruter et former une équipe de passionnés, entourés d’experts reconnus comme les meilleurs dans leur domaine ».

Et l’innovation ne s’arrête pas là, car le process constructif permet d’envisager des évolutions rapides d’un bateau à un autre tout en restant bien placé en prix. Projet ambitieux et respectueux, bienvenu(e) dans l’aventure Windelo.

54’ Ocean Renegade R5 - A Unique Solar Hybrid Electric Sailing Catamaran

54’ Ocean Renegade R5 Catamaran

A Unique Solar Hybrid Electric Sailing Catamaran

If you cross the pond and head south to a place feared by mariners for as long as the Cape of Good Hope has been mapped, you will find Ashley Dee. He is a yacht builder with a vision for the future and a zeal for fast sailing catamarans. He has constructed some of the most advanced carbon re-enforced, electrically propelled sailing catamarans on the market and he has expanded his build capability to satisfy the American market. Ashley led the construction the 2020 54’ Ocean Renegade R5 Catamaran named ‘Oxygen’ and with the assistance from Nova Luxe, the boat arrived in St. Petersburg, FL in October from Cape Town, South Africa. Alternating between thrill and relaxation with a sport-minded, hybrid sailboat. The Ocean Renegade series is as keen on seizing the winds as it is cruising independently while you entertain. The vessel is tightly engineered to fit all of the comforts of a live-aboard boat, but when you’re behind the helm, sails like a race boat. And like the rest of the NOVALUXE fleet, the Ocean Renegade series features emission free solar/electric technology that preserves places worth going, and gets you there without the need to stop for diesel. Local Captain Scott MacGregor with Redbeard Boatworks has had the pleasure to pilot this unique vessel on a number of charters around Tampa Bay “The boat is very responsive due to it being lightweight. It is a wonderful sailing vessel which smoothly slides through the water at almost wind speed,” says Captain MacGreggor. “The setup of the sailboat lends itself nicely to the operation with the center wheel that articulates so you can see the sails as well as the ease of the controls of the running rigging due to its location. The all electric engines make motoring quiet, quite a change from a diesel engine vibrating through the boat with the exhaust gases.” “The sail plan with the code 0 really helps move the boat along. It will sail very close to the wind and will reach back to about 120-130 degrees wonderfully. The self tacking jib makes tacking easy as well.” “In all, it is a well thought out platform and a very performance first catamaran sailboat. Long distance cruising aboard this vessel is easy and with the electrical systems the fuel dock you would not need to be a stop along the way!” To say that Oxygen is a well equipped boat would be a huge understatement. Launched at the end of 2020, she is the yard's third electric catamaran and without a doubt the most capable. Equipped with the Torqeedo Deep Blue system, the gold standard in electric yacht propulsion, and for good reason. This catamaran was built in epoxy eglass with extensive carbon reinforcing and construction, including the entire coachroof and all spars.

She has the galley and salon volume of a much larger yacht and with her twin forward sailing cockpit doors together with her large aft cockpit doors, she possesses amazing flow and energy as one moves fore and aft. Amazing views of what’s ahead and below from the overhanging unstayed carbon longeron down the center of her bow. Move aft via her secure sailing handling cockpit, all the way back to her huge "dock-like" stern scoops to enter the warm Florida waters.

Under sail she is a pleasure to manage from her secure sailing cockpit with the electric line driver and primaries making her capable of push button sail trimming of the Jib-sheet, main-sheet, and traveler at the same time, from one position. She can also be sporty and rewards an eager crew with a deck gear plan and extended longeron that is able to fly dual headsails. This is especially useful in light air.

The 54’ Ocean Renegade R5 Catamaran, Oxygen is an incredible yacht and available now, ready to cruise, with beautiful finishings and extensive cruising equipment.

https://www.youtube.com/watch?v=tSlqITUqauQ&authuser=0

For more information about the Ocean Renegade R5 Catamaran available through Tampa Yacht Sales contact Chris Crane (813) 563-2128 for more information.

Have a questions? Let us know!

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• Antares Hybrid Details
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• Antares Design Concepts
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Build Your Antares

Our standards are high, and everything is standard…, hybrid marine propulsion, 120v or 240v power, dual 12v & 24v dc system, international shore power, all electric appliances, 40 kw of victron lithium, 6 kva victron inverters, 2,100 watts solar, harken and spinlock, uk sailmakers, b&g electronics, 43 gph (163 lph) watermaker, jefa steering, 3-zone cruiseair, standard equipment list, construction.

The hull and deck are constructed of Isophathalic acid resin and tri-axial knitted fiberglass fabric. The skinning layer is 100% vinylester on the exterior, and polyester on the interior. Above the water line, the hulls and deck are cored with Corecell foam , except for hardware attachment points. All coring is vacuum bagged to ensure 100% adhesion. Below the water line, hulls are solid fiberglass. There are 2 forward watertight compartments, one inside each bow locker, as well as 4 watertight bulkheads, 2 forward and 2 aft. Standard fin keels have a sacrificial section allowing for substantial damage to keels without affecting hull integrity. The hull is treated with Interprotect 2000 epoxy barrier coat and Self Polishing Copolymer Antifouling. Hull colour is white.

Full Suit of Sails

All sails are designed by UK Sailmakers and are performance cruising sails.

• Fully battened (vertical battens for optional in-mast furling)
• 2:1 main halyard with a headboard block and shackle
• Harken sliding luff car system for Mainsail
• Single line reefing for 2 reef points
• Sunbrella canvas sail cover
• Genoa tracks with adjustable fairleads
• Genoa sheets

Furling Screecher

• Seldén Code X furling lead to the cockpit
• Bowsprit mounted on front crossbeam
• 2:1 auxiliary halyard
• Screecher sheets lead aft to fairlead blocks

Mast and Rigging

• Deck stepped anodized aluminum Seldén Mast, double diamond stay configuration
• Rigid Seldén Rodkicker
• 2 Seldén In-boom single line reefs leading to the cockpit
• Running rigging lead through the under-deck raceway to stopper equipped cockpit winch pedestals
• All halyards have low-stretch polymer cores with wear-resistant polyester covers
• 4 folding mast steps, two on each side (not available on the in-mast furling system)
• Conduit in the mast for all electrical wiring
• The mast is outfitted with steaming light/deck light, spreader lights, LED anchor and tri-light
• 1 forestay, 2 Dyform wire cap shrouds
• All stays have swaged terminals & open-body turnbuckles
• Anti-chaff sail rollers
• 2 x Selden Shroud covers

Deck Fittings & Equipment

• 2 x Harken 50.2 STEA powered winches, 1 centrally mounted sheet winch at the helm, and 1 halyard winch mounted on the aft pedestal
• 2 x Harken 46.2 STA manual self-tailing Genoa sheet winches with 2 winch handles
• Double helm seat with reversible backrest, covered in white polyethylene with additional storage under the helm seat. Comes with moveable step stool
• NEW Cockpit seating arranged around expandable starboard table, expandable on both sides for more flexibility in seating arrangements
• Premium cockpit upholstery
• NEW 12/24-volt electrical panel
• Full cockpit enclosure
• Stainless Steel grab rail mounted on cockpit ceiling
• Cockpit speakers
• Davit system suitable for dinghies up to 12’ (3.7m) in length
• NEW Electric BBQ

Dinghy & Outboard Package

• 11ft (3.4m) dinghy with bench seat and with ‘V’ shaped floor.
• Yamaha 15 hp, 2-stroke, manual start outboard engine
• FRP hardtop
• Glass windshield with windshield wiper
• 2 hatches to view mainsail
• LED cockpit lights on a dimmer switch

Anchoring System

• Primary anchor 150’ x 10mm (46m x 10mm) high test chain, 150’ x 5/8” (46m x 16mm) anchor rode attached to 1 Rocna anchor 33kg
• Quick Rider 1400 electric windlass
• Integrated bridle system

Deck Hardware

• Spinlock Rope clutches, 8 aft (7 on furling mast option), 3 at forward winch (4 on Jib option)
• Mooring Cleat (12” – 30.5cm) with 2 fairleads leading from inboard and outboard on each bow
• Double mooring Cleat (12”- 30.5cm) with single fairlead amidships on each hull
• Mooring Cleat (12”- 30.5cm) with single fairlead on each stern
• Mooring Cleat (12”- 30.5cm) with single fairlead on each transom
• Stanchions (6) 30” (76cm) -high with double lifelines per side
• Gates with pelican hooks at stern and transom
• Toe-rail is clear anodized T section, mounted on external flange of both deck and hull Fasteners are on 5” (12.7cm) centers

Windows/Ports

• Complete wrap-around tinted polycarbonate Plexiglas in the salon
• Portlights including mosquito screens
• 24-inch (61cm) Bomar portlights include 2 per port stateroom, 2 in the guest stateroom, 2 in the wardrobe. Also 1 per head.
• Portlights in both heads fitted with Oceanair Cabinshades
• All 8 hull ports shall be trimmed with cherry wood on the interior of the hull. The 2 hull ports in heads to be excluded
• Oceanair Cabinshade on aft cabin windows white with blackout option
• Hatches including mosquito screens and Oceanair privacy blinds
• Bomar hatches include 1 over the galley, 2 over the saloon, 1 over port forward cabin, 1 over the master head, 1 in aft master cabin, 1 in the port guest
• All hatches include Oceanair blinds
• 2 Goïot emergency exits in aft cabins
• 2 New forward-facing hatches that open on salon

Deck Lockers

• Starboard forward locker with steps attached to outboard wall provide generator access
• Center forward locker with access through 20” x 20”  (51cm x 51cm) hatch with a stainless steel ladder. Contains ship service batteries in a fiberglass enclosure. Access to halyards & tunnel under bridge-deck
• Cockpit lazarette with double door entry gives access to refrigeration compressors & steering components
• Twin rope lockers with Starboard dividers creating 4 rope compartments.
• Transom Lockers with access to the shaft steering system

Chain Plates

Stainless steel through-bolted chain plates into primary reinforcements.

Aluminum compression member that supports the forestay, wire bridle, and tie-down for the trampoline. Net is woven and sewn Vinyl-dipped Dacron material for excellent comfort and durability.

• The full engine instrumentation panel includes push-button engine start and individual gauges for engine temperature, water temperature, oil pressure, and tachometer/hour meter
• NEW Hybrid Marine 40 HP Yanmar Parallel hybrid system, shaft drive (1 . 25” – 3.18cm shafts) located midships in a sound shielded compartment
• Dual Racor fuel filters
• Twin 75-gallon (284-liter) diesel tanks mounted midships below water-line with 2 fuel deck inlets
• 3-Zone Cruisair air conditioning/heat (2 x 8,000 BTU, 1 x 18,000 BTU)
• 30” (76 cm) stainless steel destroyer-type leather-wrapped wheel
• Jefa shaft drive system
• Skegged rudders
• Rudders linked by a tiller bar
• UHMW Polyethylene bearings
• Accommodation for emergency steering through transom stairs/emergency tiller
• 2 independent 60-gallon (227-liter) water tanks installed amidships below the water-line with 2 freshwater deck inlets located in the anchor locker. Ability to designate draw from either port/starboard tank. The water system is pressurized by a water pump, flow rate of 4.5 gal/min (17 l/min). A tank monitoring system is installed on the tanks
• 2 quiet flush electric heads & house size toilet seats. 2 x 30-gallon (114-liter) holding tanks located adjacent to the heads. A “Y” valve is installed to select a pump-out deck outlet or overboard discharge. A tank monitoring system is installed on the tanks
• 2 x 5.28-gallon (20-liter) hot water tanks, one in each hull, combination electric/engine heat
• 1500-gph (5,678-lph) bilge pump installed amidships in 2 hulls and 1 in starboard forward generator locker
• Freshwater hot & cold handheld shower is located adjacent to port transom stairs
• Fresh and seawater washdown outlets located in the anchor locker
• 43 GPH (163 LPH) watermaker installed in starboard aft transom locker
• Protection enclosure around fridge and freezer and compressors
• Manual fresh water pump mounted for galley sink

Electronics

• B&G Zeus2 12” (30.5cm) touch screen chart plotter / multifunction display
• Broadband 4G Radar
• GoFree WiFi Module
• 2 x B&G Triton color multi-data instrument displays at the helm station. 1 x B/G Triton multi-data instrument display at the nav station.
• B&G Triton Pilot autopilot with RC 42 Fluxgate compass. Includes 1 x Triton autopilot controller at Helm station.
• ICOM 504 VHF radio/loud hailer & remote control Mic
• B&G NAIS-400 AIS Transceiver / NSPL-400 AIS Splitter
• NEW   40 kW Victron Lithium batteries in an enclosed fiberglass cabinet in a center foredeck locker
• 3 X Group 12V for engines and Genset
• Victron Blue Power Panel VE Net monitoring system

Solar Panels

NEW 2,100 watts of solar  with Victron Bluesolar regulator as required for solar panels

Victron Inverter

NEW 2 X Victron MultiPlus 3000-watt power inverter and battery charger located under the main settee with a control panel at the main distribution panel

Shore Power

NEW 2 shore power inlets c/w shore power cords for 120v and 240v shore power

NEW Dual 12V/24V

• 24, 5 – 15 amp circuit breakers located on the distribution panel with Ammeter/Voltmeters on panel
• 12V outlets located 1 at the helm, 1 at the nav station, 2 at the galley.
• USB outlets located 1 at the nav station, 1 at each cabin

NEW Dual 110/220V AC Option

• All AC circuits have breakers as required (main, 5 std., spare). The ammeter is on the electrical panel
• 110V outlet located 1 at entertainment area, 1 at the nav station, 1 at each cabin, 1 at each head, 3 at the galley, 1 at Washer/Dryer.
• Emergency safety panel
• Automatic transfer switch
• Ground-fault protection for all energy sources
• Automatic Ground connection
• Additional (2) power meters for shore power and generator to verify voltage/Freq/current.

All lights to be premium LED

• Saloon – 6 overhead lights. 2 reading lights mounted on the forward bulkhead. 4 courtesy lights in the saloon step
• Saloon ceiling light with 4 led lights on a dimmer
• Galley – 4 overhead lights and 3 counter lights mounted under outboard shelves. 1 under counter fluorescent over stovetop. 3 courtesy lights in the access step faces.
• Master Cabin – 2 overhead lights and 2 reading lights. 4 overhead in the dressing area, 3 courtesy lights in access steps
• Master Head – 5 overhead lights
• Port Head – 2 overhead lights with switch
• Port Forward Cabin – 2 overhead lights with switch, 2 reading lights
• Guest Cabin – 2 overhead lights, 2 reading lights
• Cockpit – overhead lights mounted on the hardtop. Courtesy lights mounted on each transom step and companion well steps

Entertainment System

• Premium amplifier & receiver with 2 interior speakers and subwoofer and 2 exterior cockpit speakers
• Flat-panel 32” (81cm) widescreen LCD HDTV in the salon
• Flat-panel 20-22” (51cm – 56cm) HDTV mounted in the master cabin
• Fusion iPod docking station stereo (latest models will be installed)
• Fusion MS-NRX200 stereo remote at helm

Accommodation

• L-shaped settee on a raised platform with a panoramic view, storage below. A triangular table on a manually adjustable pedestal with vertical and horizontal adjustment.
• Pass-through to the galley. Handrails beside wide stairway leading into each hull. Faux-leather upholstery. High-quality synthetic teak flooring throughout. 2 x 12v fans installed above the seating area
• The navigation station faces forward with a drawer for instrument storage and access for computer cables. Pedestal mounted navigation chair on swivel
• Entertainment center: cupboards with shelves below, 3 door cabinet for entertainment equipment.
• Washer/dryer installed in the cabinet
• The sliding door joining the saloon and cockpit is 38” (97cm) wide with a Phantom screen door
• Solid surface countertops in-salon and fridge/freezer
• Solid surface countertops on the inboard and outboard side of the galley. A flush-mounted double stainless sinks with fixtures and stainless backsplash. 15 cupboards and 5 drawers in a cherry veneer finish.  An oven flush-mount.
• NEW Electric oven and cooktop.
• A Convection microwave.
• Cherry finished the exterior on the fridge/freezer unit. The fridge has 7-ft3 (213-cm3) capacity, 3 shelves.
• The chest freezer has 4-ft3 (122-cm3) capacity and 3 starboard/stainless baskets. The fridge/freezer are cooled by compressors. Independent thermostats for each.

Master Cabin

Queen-size berth with foam mattress 60” W x 80” L x 6” D (152cm x 203cm x 15cm). Bedside table with 2 drawers, 4 storage drawers under berths. 13 cupboards in cabin and dressing area with spacious 5-foot high cupboards with full double doors. The cabin has a cushioned dressing seat over the escape hatch. The cabin is independently climate controlled. Overhead hatch with Oceanair blind/screen. 1 x 12v fan installed at foot of bed.

Master Head

The shower is a spacious one-piece fiberglass module enclosed with a Plexiglas door. Includes moulded shelf, handheld shower with an adjustable mount. Shower sump on the independent circuit. Quiet flush electric head with a house-size toilet seat. Stainless sink with fixtures with storage below and solid surface countertop. Medicine cabinet with deep shelving on the inside of the door. Soap/toothbrush holder, towel hook & mirror on the door.

Port Aft Cabin

Queen-size berth 60” W x 80” L x 6” D (152cm x 203cm x 15cm). 2 drawers under the berth, 6 cupboards on the outboard wall, hanging locker with depth to accommodate hangers. The cabin has a cushioned dressing seat over the escape hatch. The cabin is independently climate controlled. 1 12v fan installed at the head of the bed.

Port Forward Berth

The double berth measures 52” W x 76” L x 6” D (132cm x 193cm x 15cm). Integrated wooden steps provide access to the berth. A large storage compartment incorporated into the forward-facing wall. 1 x 12v fan installed at foot of bed.

Port Forward Head

The shower is a spacious one-piece fiberglass module enclosed with a Plexiglas door. Includes moulded shelf, handheld shower with an adjustable mount. Shower sump on the independent circuit. Quiet flush electric toilet with house-size seat. Solid surface countertop. Cabinets over the sink with shelves, 1 cabinet below the sink. Hand-held integrated shower.

Customize Your Antares

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• › Hybrid Drives

Deep Blue Hybrid

Deep blue is a fully integrated propulsion and energy management system, industrially engineered and customizable with modular components. the result is exceptional performance, compliance with international safety standards, and highly intuitive operability.

• Relaxation: no noise from the motor and only a little noise from the generator
• Environmental protection: use renewable forms of energy
• Independence: adequate energy on board, less need to head for a marina
• Convenience: simple joystick docking
• Simplicity: only one type of fuel – and less of it required

System Overview of the Hybrid Drive System

System Components

High-capacity lithium battery technology.

Lithium-based batteries are the technology of choice for electric mobility applications. They store significantly more energy than all other batteries, they maintain a high current, they do not lose their charging capacity, they supply power reliably, and have no memory effect. They also have a much longer useful life than lead-based batteries.

The benefits for customers:

• High energy density

• Lower costs

• Long service life

• Highest quality and safety standards

Dimensions and preliminary specifications

Click here to learn more about battery technology

Economical auxiliary power

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setting.

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo, providing long-range motoring and efficient backup power for serial hybrid systems. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setttings.

Technical Data

Typical application areas

Perfect for ...

• Torqeedo Deep Blue Hybrid drives with shaft power from 25 to 100 kW (equivalent to 40 – 160 HP)

• Sailing yachts, ferries, water taxis, etc., with hull lengths from 40 to 110 feet (12 – 33 m)

Highly flexible thanks to four operating modes

The Deep Blue Advanced Energy Management System offers four ways of conveniently operating the hybrid system automatically:

Electrical drive power, on-board power and charging power of the highest standard

The Advanced Hybrid Control System for the Torqeedo Deep Blue Hybrid system controls the generator to optimum effect (single or twin installations). It provides a reliable supply of electricity for 360V DC boat drive systems as well as all other 110/230V AC and 24V DC power supply systems on board:

Hybrid and charging power for the Torqeedo Deep Blue system

• AC on-board power supply for galley, air conditioning, water maker and other electrical consumers on board (hotel loads)

• Low-voltage DC power for lighting, radio, navigation, winches, etc.

Always in control

Deep Blue Hybrid offers intuitive operation presented on the multifunctional display, providing a complete overview of the entire system and access to all control functions.

The software keeps an eye on everything and prevents errors like deep-discharging batteries. An easy-to-understand graphical user interface is available as either multihull or monohull and delivers complete, up-tothe- minute system visualisation.

Premium throttles

We’ve come to expect an intuitive way to operate our technical devices. We expect detailed information, nicely displayed and clearly arranged. We expect that the objects we use are both beautiful and functional.

This is what spurred us to create the new Torqeedo throttle family and improved user interface for Deep Blue.

Our premium throttles offer the right solution for every application, whether for sailboats or on motorboats – ergonomic, strong and functional. All premium throttles come with Bluetooth built in for simple integration of Torqeedo’s TorqTrac smartphone app.

Hybrid Drive System and Integrated Energy Management

Hybrid drive system.

Powerful and silent electric drive systems allow manoeuvring and sailing at hull speed.

High-performance batteries adapted from the automotive industry enable prolonged motor-cruising for up to 50+ nautical miles without use of a generator. Solar power generated on board and hydro-generated energy – the propeller rotates while boat is under sail – provide additional propulsion. Besides, the integrated generator provides sufficient energy to cover long distances, if required.

The slowly rotating electric drives allow precise maneuvering and in combination with joystick docking makes putting out to sea and berthing as easy as pie.

Integrated energy management

The integrated management system of Deep Blue Hybrid makes it possible to use available power in any way you wish – for the powerful high-voltage drive system, for the 24 V on-board power supply or to operate equipment with 230 V AC current. Deep Blue Hybrid is designed in such a way that energy is always available where it's needed.

The combination of energy generated from renewable sources and by the generator means that there is always sufficient power available. However, the generator does not need to run for as long.

Clean and safe electricity can be used for all equipment and so it is no longer necessary to have propane or petrol on board. A tender can also be run electrically and can be charged from the Deep Blue Hybrid on-board power system.

Professional Safety

Professional safety for your sailing yacht.

Particular attention should be paid to standards compliance and safety during the development of a hybrid drive system. During the years spent on developing the Deep Blue Hybrid system we followed safety concepts that, for example, are standard in the automotive industry – but which previously could not be found in powerful electric drive systems for electric sailing yachts.

In addition, electrical drive systems for electric sailing yachts pose special challenges that are not relevant for other industries. In this respect, it is not enough to just follow the standard of other industries for high-voltage boat drives. As we are used to setting new standards, we have done so with regard to safety. Below you will find a number of examples of the Deep Blue Hybrid's unique safety concept.

Isolation monitor: constantly monitors that the voltage from all 360 V components is completely isolated from the boat – not just for individual system components but for all of them. If damage is detected, e.g. to the cable insulation, the system will issue an alert. In the event of dangerous insulation failure, the system will be shut down.

All components are waterproof: Components that were not specifically developed for boats are not always waterproof. All the components of a high-power system on a boat must be waterproof to guarantee safe operation. That is why all of our components are waterproofed.

Automotive industry-level battery safety: The first lithium batteries for the marine industry with the advanced quality standards of the automotive sector are the result of Torqeedo's collaboration with established battery manufacturers. Integrating a battery into a drive system and the associated safety concept alone requires considerable effort that can only be achieved by working together with the battery manufacturer.

Battery venting: In the unlikely event that the redundant safety mechanisms of the battery fail, the battery cells can reduce their temperature and pressure via a pressure valve. While batteries are installed in electric cars in such a way that they can discharge battery gases directly onto the road, on electric boats the gases must be channelled safely off the vessel. We developed the first safe venting system for boats for the Deep Blue System.

Battery damping: All components on fast and seagoing boats are subject to constant high levels of shock that exceed shock levels on the road – in some cases over 12 g of acceleration force. The same holds true when trailering the boat. Since batteries and battery electronics are not designed for these constant impacts, they need their own damping system on boats (in addition to the damping mechanisms within the battery). Torqeedo is the only company in the world that provides this for maritime use.

Benefits for Boatbuilders

Custom-built solutions are often pursued in order to meet a user's requirements. These individual hybrid projects raise a number of difficulties:

• High-end components do not exist for the custom project. High-tech safe lithium batteries, for example, require an intensive design-in process in close cooperation with the battery manufacturer's research and development department. However, reputable high-voltage battery manufacturers do not supply their batteries for custom solutions that they are not familiar with and that have not been coordinated with them in detail.
• Creating an integrated hybrid system requires a comprehensive research and development project accompanied by many person-years in the field of development running to the tune of several million euros. These efforts are not undertaken for custom projects, leading to lower reliability and a lack of complex but important safety features (such as pilot lines).
• The system integrator has the statutory duty to ensure that the hybrid system complies with all the relevant and mandatory standards such as the Machinery Directive and the EMC Directive. Custom hybrid systems do not generally meet these standards. Since a boatbuilder is responsible for ensuring that the entire boat complies with standards, the installation of custom-built hybrid systems constitutes a serious risk for boatbuilders.

Unlike custom-built hybrid systems, DEEP BLUE HYBRID addresses the requirements of environmentally aware customers, offering a turnkey solution that guarantees compliance with the relevant norms and standards.

• DEEP BLUE HYBRID was created in an extensive research and development project involving a large number of mechanical and electrical engineers over several years. The components were carefully selected and coordinated with an overall system. Essential inspections and certifications were performed at system level.
• High-end components such as hybrid batteries from the automotive industry were integrated into the system.
• Torqeedo assumes responsibility for the functionality and compliance with relevant standards for the whole system.
• DEEP BLUE HYBRID was developed on the basis of modular components. It allows flexibility and scalability without affecting system integration and reliability.
• DEEP BLUE HYBRID for electric ferrys, electric sailing yachts, electric catamarans & electric water taxis.

If we have awakened your interest in our products we would be pleased to send you more detailed information. Simply enter your details in the contact form below and we will get in touch with shortly.

Woman killed in horror shark attack while sailing on catamaran near Canary Islands

The 30 year old woman, from Germany, was pronounced dead in a Spanish Air Force helicopter as she was being evacuated to a hospital in Gran Canaria

• 22:13, 17 SEP 2024

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A woman tragically lost her life after a shark attack on a catamaran, despite being rushed to a hospital in the Canary Islands. The 30 year old German national was airlifted to a Gran Canaria hospital by a Spanish Air Force helicopter but sadly succumbed to her injuries.

She was officially pronounced dead upon arrival at Doctor Negrin Hospital in Las Palmas last night. It's reported that the shark bit off her leg while she was aboard a catamaran in international waters, some 278 miles south-west of Gran Canaria's airport and approximately 110 miles east of Dakhla city in the disputed territory of Western Sahara, currently under Moroccan occupation.

The vessel she was crewing has been identified as the British-flagged Dalliance Chichester, which had departed from the Spanish holiday island on September 14. Spanish Coastguards reportedly informed their Moroccan counterparts and UK coastguards due to the origin of the catamaran.

However, local reports suggest that Moroccan authorities declined to transfer the injured woman to Rabat for emergency medical treatment. The unnamed woman was pronounced dead just after 11pm yesterday following a cardiac arrest in the Spanish military helicopter.

The shark attack is believed to have occurred around 4pm the same day. This incident follows a series of shark sightings in June that led to the closure of several Spanish resorts, with one resort forced to shut down mere hours after local officials had given tourists the all-clear to return, reports the Mirror .

Bathers were swiftly ordered out of the water at Melenara Beach on Gran Canaria's east coast after a police drone spotted a hammerhead shark off the beach.

The neighbouring Salinetas beach was next to follow suit, with Playa de San Agustin not far behind, as lifeguards raised a red flag just two hours later when a tourist snapped a photo of the unmistakable fin of a shark protruding from the water.

One of the shark sightings was reportedly made by a tourist near a sea-facing restaurant named Balcon de San Augustin.

Red Cross officials later confirmed they had also seen it.

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