This setting is recommended by a Finnish company. But when long periods of operation are required, electricity is provided by a self-contained DC generator that can be installed anywhere on board. They can be charged by hydro-generation (where sailing turns the propeller and creates power for the batteries) or by the sun and wind. With this approach traditional engine replaced by an electric motor connected to a lithium battery. In the most optimal way for the modern sailor there will be a combination of diesel and electricity in a hybrid propulsion system. "And it's okay that few sailors choose an all-electric motor."īut this does not mean that electric motors are not of interest to yachtsmen - this is far from the case. “If you look at the cruisers sailing the high seas, you will certainly see diesel,” says the founder and CEO. Thus, a 35-foot monohall with a 10 kW lithium battery (four units totaling 96 kg) has only 24 nautical miles in reserve at 3.8 knots or less than 16 nautical miles on full throttle.ĭespite the incredible inefficiency of internal combustion engines, which dissipate more energy in the form of heat and noise than driving, diesel is still ten times more energy intensive than batteries.Īvon Marine and Torqeedo launch the eJET 450 electrodes However, yachtsmen are in no hurry to purchase new products, and there is a good reason for that: if you plan to cross the ocean and you may face difficult conditions on the water, you rely on your engine to help you avoid danger or fight your way through hopelessness - and sometimes these conditions last for several days.Įven with the current crop of advanced lithium-ion batteries electric system power reserve measured in tens of miles, not hundreds.
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