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VETUS, one of the first companies to offer an electric inboard motor for leisure boats, has unveiled the new E-LINE 22 kW as the highest powered motor in an extended electric propulsion model range. That E-LINE range now includes a total of seven motors. Three air-cooled models: the E-LINE Air 7kW and E-LINE Air 5kW with 24 or 48V architecture; and four liquid cooled models: the E-LINE 6kW, 8kW, 11kW and new 22kW. They also offer the E-POD 10kW Electric Propulsion System and a variety of bow thrusters including the RIMDRIVE RD125 and RD160 (the 125 and 160 refer to kilograms of thrust). Listen to this article as a podcast VETUS is one of the world’s largest sources for boat systems, with over 4,000 items available in their catalogue. The company operates a huge online store as well as having a worldwide network of hundreds of associated dealers and points of sale. First VETUS electric boat motor launched in 1982 They are known for numerous innovations designed to make life better for boaters, including the world’s first electric bow thruster for pleasure craft, introduced in 1982, and the original EP2200 electric inboard that was launched more than a quarter of a century ago, in 2000. The 22kW power of the new E-LINE is about equivalent to a 30 hp combustion motor, bringing all the advantages of an electric drive including instant acceleration, and torque of 130 Newton metres (96 ft lb).  Read: Canalboat installs VETUS electric propulsion system All motors in the E-LINE range have been designed for easy installation on almost any existing engine mounts or foundations.The supplied Swap & Go mounting brackets, with motor mounts specifically developed for electric propulsion motors, can easily be adjusted in height and set to angle the shaft to 0° or 8°. This makes repowering and connecting to an existing propeller shaft a simple task. The patented VETUS E-Drive motor controllers (MCVs), specially developed for electric boating, feature an integrated step-up battery charger capable of charging a 48V lead-acid battery bank using a 24V power supply. Another unique feature is active braking, which gives users natural and full control over the boat. E-LINE developed as modular system VETUS range management technologies enable boaters to get the most out of the battery bank and for sailing boats, the company’s Sailing Assist firmware smoothes the transition between sailing and electric propulsion to optimize energy efficiency. All components are part of the E-LINE’s modular design architecture that enables boaters to upgrade their system at any time with different options in control levers, shunt, and displays. The system uses the V-CAN modular digital CAN-bus communication system. One of the benefits of a VETUS electric motor is the company’s range of compatible products, including shafts, propellers, seats, and more. Fully customized configurations tailored to the specific requirements of different boats are possible and are supported by the VETUS worldwide E-dealer network of experienced technicians for advice on both new builds or repowering an existing boat. VETUS pod motors and rimdrive Another solution for boaters looking to go electric is the E-POD 10kW Propulsion System that opens up space in a boat by getting rid of the engine box and through-boat propeller shaft of an inboard configuration. The E-POD combines the motor, suspension, cooling, gearbox, clutch, propeller shaft and propeller into one complete system. The RIMDRIVE RD125 and RD160 integrate the propeller blades of an electric motor with the rotor (the rotating part of the motor), eliminating a central axis and allowing water to flow through. The motor stator (stationary part) forms a tunnel along with a protective ring around the propeller blades. That enhances the most distinguishing feature of the rimdrive, its exceptional silence during operation. The E-Line 22kW is available now for vessels up to 15 m (50 ft) or 20 ton and all VETUS boat equipment products come with a 3-year warranty. For more information visit the VETUS website. VETUS website The post New 22kW model added to expand VETUS electric boat motor options appeared first on Plugboats.

Spanish solar electric boat manufacturer Lasai, who had the autonomous range of their 22GL model certified by Bureau Veritas this year, debuted their fourth model – the Lasai 32KS – at the Dusseldorf Boat Show (‘Boot’) January 17 – 25. “The reception has been amazing” said Lasai CEO Gari Telléría, “we even had one gentleman – who was looking all around the show for a fossil fuel boat – say ‘this is exactly what I have been looking for’. Who knows, I think we may have even convinced him to go electric!” Listen to this article as a podcast Bureau Veritas (BV) is a world leader in testing, inspection and certification services that analyzed the autonomy and electricity consumption of the Lasai 22 GL with a battery capacity of 58 kWh on July 9, 2025 and confirmed a Successful test (Report 28-48-A35-1-000007) registering an autonomy of 109.0 nautical miles (NM) (202 km / 125 mi) at an average speed of 5.97 knots (11.06 kph / 6.87 mph). The test took place over a time of 18.5 hours (5:30 am to midnight). A couple of comments: First, Plugboats applauds Lasai’s initiative in having a recognized impartial authority conduct tests, because the electric boat industry sometimes gets knocked – rightly or wrongly – for claims about autonomy. Verified range of 109 nautical miles Secondly, that is a great result. The average speed of 5.97 kts is about the same as the cruising speed of a recreational sailboat (6 – 8 kts), and calculated over 18 hours. When you think about how a boat is used in real life, people don’t usually just go at one speed, they go fast sometimes, slow sometimes, and sometimes just sit on the water. The Veritas test shows that someone could take the Lasai out for a slow cruise almost literally as long and as far as they would reasonably like, but more important, they could use the electric boat the way they use a fossil fuel boat with their friends and families. Enjoy the journey They can leave the dock and go at a faster pace quit a good distance to find a nice bay, swimming or fishing or scenic dining spot, then anchor for however long they like and easily get back home at the same speed as their outward trip. “We’re not about speed,” said CEO Telléría in an interview with Spanish website EFE, “although you do want it sometimes. We believe it’s very reasonable to also go slow, enjoy the journey without noise, fumes, or odours and be more careful with the environment and the planet’s sustainability.” Lasai was founded in 2021 and its first three models – the 22GL, 20GL and 20CR – have proven to be extremely popular dayboats, used both on inland waterways and for coastal outings. The new 32KS, which is 10-12 feet (3.0- 3.7m) longer, expands the company’s line up with a boat designed for comfortable overnight stays on board and longer journeys while maintaining the efficiency and convenience of Lasai’s proven solar-electric technology. Fully equipped interior cabin The first thing the designers and engineers did – for both propulsion and accommodations reason – was go to a catamaran design. The twin pontoons create less drag and water resistance and move through the water more efficiently than a large monohull. The span between the pontoon allows for a wide spacious helm and deck area (the beam 3 m / 10 ft) as well as a fully equipped interior cabin with en-suite head. The overall look both in and out is clean and sleek. Elegant lines and a refined silhouette stand up to closer inspection with attention having been paid to the finishing details. A draft of just under a half metre (19 in) allows easy access to bays and shallow areas. While it’s autonomy has not been certified, the company says the 32KS has a range of 80 NM (150 km / 92 mi) at 10 knots (18.5 kph / 11.5 mph). Top speed is 18 kts (33 khp / 21 mph). The propulsion system is two 50 kW electric pods (≈ 2 X 70 hp) fed by 120 kWh batteries and 1.3 kWp of solar panels. Solar energy is an important part of all Lasai boats. One of the company’s founders is Spanish entrepreneur José Galíndez, who started and later sold the highly successful renewable energy company Solarpack (now Zelestra). Lasai solar-electric: sustainable power boating The first two prototypes built were passenger water taxis that operated in the Port of Mahón (Menorca) and ran during their first 15 days of service totally on solar power, without plugging in to any charging infrastructure. The three original models were designed to be ‘energy neutral’, meaning that, in sunny conditions, running at 4.5 knots, the boat consumes the same amount of electricity it produces. Lasai is headquartered at the Automotive Intelligence Center, near Bilbao, and has strong ties to the local EV industry. CEO Gari Tellería was hired from the coach and bus manufacturer Irizar with a decade of experience as head of their e-mobility division. Lasai means ‘tranquility’ in Basque, which is expressed in their overall philosophy

Aquila, a world leader in power catamarans with more than 1,000 boats now on the water, has announced the launch of their first sailing model, the Aquila 50. The new cat has a total upwind sail area of 156 m2 (≈1,700 sq ft) and a hybrid propulsion system with twin Torqeedo Deep Blue 50i electric motors, an 80kWh battery and auxiliary diesel generator. Listen to this article as a podcast Aquila was formed in 2012 when MarineMax, the world’s largest retailer of recreational boats and yachts, approached the Sino Eagle Group to build a boat for its new Vacations charter business. The new venture enlisted Lex Raas, former director of development at Beneteau, Leopard Catamarans and others, to oversee the project in collaboration with J&J Design Group and their development arm, Seaway. The Aquila 38 power cat was born and was so well received by charter clients that a decision was made to produce a similar design tailored for the needs and uses of private owners. It became the foundation for a lineup that now includes models ranging from 28 to 70 feet built in a 27-acre (110,000 m²) site that employs a skilled workforce of 510 artisan tradesmen and administrative staff. Aquila 50 Sail developed by sailing experts While Aquila is best known for their influence on the power catamaran market, the company is no stranger to wind power. Raas is a former Olympic windsurfer who has also crossed the Pacific under sail. His sons Jean and Alain are both high level executives at Aquila and have US National Sailing Team, Hobie Cat racing and ocean crossing experience on their resumés. In 2023 they floated the sailing catamaran idea and found sailing enthusiasts and experts throughout the company eager to bring it to life. They include Chief Designer Jure Zule, Chief Revenue Officer Nick Harvey and Global Service Manager Gareth Wood, all of whom are long time sailors and have been involved in creating, marketing and managing sailing yachts for some of the best known companies in the field. “This team brings decades of real life sailing experience to the drawing board” said Jean Raas. Frank Xiong, CEO of Sino Eagle Group, aded that “We’ve proven ourselves in power catamarans, and now we’re leveraging the deep sailing experience of our team to enter this market with purpose and precision.” Aquila design, precision construction Aquila is known in the power boat world for innovative design and exceptional quality and the new sailing catamarans follow that lead. Two of the most striking aspects of the Aquila 50 Sail are the distinct roof profile that slopes down to the bow area, where the Aquila 50 has an enclosed foredeck instead of the trampoline seen on many sailing cats. That turns the bow into a roomy, comfortable and usable social area with seating and sunpads. Panoramic windows surround the salon and galley area, accentuating the generous space and width a catamaran offers. There are layouts with 4, 5, or 6 cabins, each with private entrances, ensuite heads and walk-in showers. The massive Sino Eagle/Aquila shipyard is home to a precision manufacturing facility that specializes in building powercats that can handle the structural stresses of running at 70 knots. The sailing yacht uses the same construction technique, with one-piece molds to create hulls, decks, and bulkheads as complete components. Temperature and humidity are controlled during all molding processes to ensure consistent quality and vinylester resin infusion is used throughout for better structural properties than standard polyester resins. All of the upholstery, stainless steel components, electronics, and woodworking are manufactured on-site. Twin Torqeedo Deep Blue 50kWs with 80 kWh battery Recognizing that sailboat owners are different from power boat owners and appreciate their silence and clean air, Aquila worked with electric motor manufacturer Torqeedo to develop a proprietary Hybrid Ocean Drive system. There is a a Torqeedo Deep Blue 50 kW (≈ 70 hp) electric drive in each of the catamaran pontoons and they share the 80 KWh storage capacity of a Deep Blue LiFePo4 battery. The low RPMs of the electric drives allow precise, silent manoeuvering in harbours and anchorages and the system can also be used in open waters. To extend range there are two generator options: 32 or 40 kW. Project leader Raas says “Our hybrid system isn’t an afterthought—it has been integrated from day one. We designed the entire propulsion architecture to ensure seamless transitions and optimal performance in every scenario.”   As Nick Harvey of Aquila told Yachting News. “Hybrid is an integral part of the whole project and will be available from the very first hulls. It’s the direction the market is heading, and we want to lead the way”. In addition to the 50 Sail, two other sailing catamarans with electric/hybrid have already been announced by the shipyard – an Aquila 44 and an Aquila 63. The first opportunity to see the Aquila 50 Sail

Anglers, sailors and small boat owners now have another silent, clean propulsion option in the lightweight Spirit 2 electric outboard featuring the largest integrated battery of any e-outboard in the under 5kW class. ePropulsion’s original Spirit 1 debuted at the Metstrade industry show in 2015 as the first brushless, direct-drive electric outboard motor on the market. One decade later the company chose the same exhibition to launch the Spirit 2 as the fourth generation of their extensive lineup. Listen to this article as a podcast More power, Sport Mode, bigger battery The Spirit 1 is still an extremely popular option for many boaters, but the Spirit 2 takes things to the next level. The power is doubled to 2 kW and can be further pumped up temporarily with a new Sport Mode that provides 3 kW for short periods. The company did extensive testing with the Spirit 2 using a 140 pound, 11.5-foot aluminum boat – 65 kg / 3.5m) with one person and one Spirit battery on board. On calm lake water the results show a top speed of 11 knots  (12.5 mph / 20kph) using Sport Mode. At full power of 2kW, a single charge of the 1.5 kW quick connect LiFePo4 battery delivers around 54 minutes of cruising, extending to 1 hour 48 minutes at half power and up to 3 hours at quarter power, depending on conditions. POWER (W) SPEED (KNOTS/MPH/KPH) RUNTIME** (HH:MM) RANGE (NM/MI/KM) 500 4.0 / 4.6 / 7.4 3:00 11.3 / 13 / 21 1000 5.2 / 6.0 / 9.6 1:48 8.3 / 9.6 / 15.4 2000 9.5 / 10.9 / 17.5 0:54 7 / 8.1 / 13 3000 Sport Mode  11.3 / 13.0 / 21.0 Sport Mode can last up to 1 minute Motor and battery lighter than similar FF outboards The Spirit 2 electric outboard has been designed to meet the needs of a wide variety of boats and uses – from day sailing to fishing to tender duty – with a focus on combining practicality, simplicity and convenience. The motor and battery together weigh just over 45 pounds (20.6 kilograms), about evenly split between the two components. That is less than the weight of three leading combustion outboards of similar power for just the motor alone – without a tank or any fuel: the Mercury 5 HP Model 5MH weighs in at 55 lb (25 kg), and the Honda BF5 and Yamaha F6 Portable both weigh 60 lb (27.2 kg). Handy features to transport the lightweight Spirit 2 include a detachable clamp and foldable tiller. For greater comfort, control, and overall usability, the length of the tiller and its full-colour display can be quickly adjusted.  The Spirit 2 also has shallow-water trimming, a 90-degree tilt function, kill switch with pigtail line, and an integrated steering lock that secures the motor when the boat’s rudder is being used. ePropulsion’s advanced hydrogeneration technology is another valuable feature. It can generate electricity while the boat is moving under sail power between 3 and 16 knots and at 10 knots can produce up to 380 watts of power to extend battery life on longer trips. A 45w USB-C output keeps things like fish finders and lights powered and an optional battery inverter accessory transforms the battery into a portable power station for off-grid use. The system is fully compatible with ePropulsion’s 48V platform and E Series batteries, and it supports solar charging as well as integration with third-party energy systems, including Victron Energy. Spirit 2 ‘vision for the electric future’  “The Spirit 2 embodies our vision for the future of electric boating,” said Danny Tao, Co-founder and CEO of ePropulsion, “where power and portability go hand in hand. We’ve taken everything users appreciate about the original Spirit and advanced it to create a solution that delivers more power and intelligent control, all with greater portability.” Since launching the first Spirit a decade ago, ePropulsion has made itself one of the leaders in electric propulsion, due in no small part to its commitment to thoughtful engineering that serves the needs and wants of all kinds of boat owners, both leisure and commercial. Their portfolio of 1 – 6kW outboard engines and pods across the Spirit and Navy ranges has earned a reputation among leisure boat owners for quality, quietness and low maintenance. In 2023 the X-Series of larger outboards was introduced, with power ratings of 12, 20 and 40 kW and in 2024 the company went in the opposite power direction with the launch of the rudder-style .5 kW eLite electric outboard. For boatbuilders and OEMS the company develped the H-Series of  60-250kW electric inboard motors for vessels between 60 to 100’ (18-30m) and displacement of up to 200 tons. That in turn led to the I-Series of smaller inboards (10-40kW) that make ePropulsion technology and features available to smaller boats. All motors are supported with the ePropulsion Smart System Architecture (eSSA) and IoT connectivity service. Spirit 2 will be available worldwide through authorized ePropulsion dealers starting in spring 2026. ePropulsion website  Check ePropulsio

We caught up with Martin Philip of RIB Unlimited at the Cannes Yachting Festival to see their ultra efficient RIB matched up with a Falocn electric outboard from EPTechnologies. You can listen to the podcast or read the transcript below. You can listen to the podcast here or on any of the services below. The transcription below has been lightly edited for the written word. Martin Philip: Welcome to the Cannes Yachting Festival 2025. Basically what you see here in front of me is a combination of two of the most sustainable and advanced technologies that we have here at the fair I represent the boat RIB Unlimited, an independent boat manufacturer. In this case, we’ve partnered with EPTechnologies. They’ve developed a new outboard, one of the lightest electric outboards there is on the market, with a lower unit that can rotate 360 degrees. They also have a very advanced battery pack with a very good energy density. So the power weight ratio in this boat is world class. Plugboats: This is a new project that you’re doing with EPTechnologies. Most of your rigid inflatable boats ribs have fossil fuel propulsion. What makes the RIBS Unlimited rib different? MP: We have a pretty strong racing heritage, and we build super energy efficient ribs that are ultra light. We actually make a boat more energy efficient than anyone else in the market. We are celebrating 30 years this year, and we were the first RIB manufacturer to ever break the 100 knot speed barrier in 1999 PB: Wow! That’s impressive. What’s the secret? MP: Well, first of all, it’s hydrodynamic design. We really want to lift the boat out of the water maximally so we reduce the wet surface. The second factor is we are extreme when it comes to weight savings, and by building an ultra light boat then of course it’s much easier to lift the boat out of the water. In terms of how we build the boat, we use vacuum infused vinyl polyester and very advanced GRP PB: Excuse me, just for a second. Martin, for the listeners, GRP is another term for fibreglass. MP: The difference is also how we construct the boat, how we actually distribute the forces that do occur. Because no one will ever be able to win against the sea. The sea is so powerful, so in our case, we try to not go through the waves, so we go on top of the waves. PB: We’re seeing a lot of ribs with electric propulsion recently. I’m just wondering, is that, because ribs are intrinsically better for electric? MP: If you build a rib correctly, I would say it’s a fantastic platform for electrification. If you look at the number of approved passengers per boat weight unit, the as a construction type, the beauty of a rib is that we have a huge shock absorber around us, and that’s really the benefit of having a tube. When we are on plane, the tube does not touch the water, but functions as a massive shock absorber. Ultra efficient RIB has racing hull design PB: And the hull underneath? MP: We actually have a pretty sharp V in the boat, but we also have a keel that goes along the hull all the entire way up to the boat. The hull comes from a pure racing boat hull called Hydrostep 696, or designed by the Swedish naval architect Michael Lundblod., who is also a boat racing driver with a lot of experience in this field, PB: That’s a great tour of what makes your boats different. Martin, thank you. Now here at Cannes you’ve got a very specific boat with an EPTechnologies Falcon outboard MP: Yes, with our eight meter model that you see in front of us here, you can see that it’s a very, very simple configured boat. We shave off the weight of the batteries when we build the boat. PB: So what does it weigh now? MP: The boat itself – fibreglass, and the tube – weigh in at only 420 kilograms. So the GRP components together with the tube: 420 kilos. PB: So you’re all set up for electric propulsion. What attracted you to EPTechnologies? MP: What impressed us with EP technologies is their dedication to both battery technology development and motors. It’s actually a pretty large company today that is operating with a profit – something that is quite impressive these day. They do everything in house, service requirements are minimal, and it is high speed charging compatible. Read more about development of the Falcon outboard PB: And how powerful is the Falcon outboard? MP: We have 130 kilowatts continuous power here, peak power could go up over 200, depending on the battery configuration. So it’s a beast. PB: And the battery? MP: 90 kiloWatthours PB: This all sounds amazing. I assume you’ve had the RIB out and done some tests. MP: There have been independent tests, several of them, actually. One came out yesterday, and yeah, I would summarize it as a tribute to what we have been working on for a very long time. This boat, with over 500 kilos of battery, planed at 12 knots, and we can go north of 50, if we want to, but that’s not real

The 12th annual MEBC – Monaco Energy Boat Challenge – took place July 2 – 6 and was another shining success in showcasing the rapid advance of non fossil-fuel propulsion – where it is at now and what lies ahead for the future. The MEBC is unique in that it brings together university students, commercial electric boat manufacturers and the larger yachting industry with races, demonstrations, technical presentations, a job fair, mentoring program and round table discussions. In the university segment alone over 1,000 students participated, coming from 42 institutions in 20 countries. Listen to this article as a podcast There are four classes of racing at the Challenge. The Energy Class and AI Class are only open to university teams, the SeaLab Class includes entries from both university teams and commercial ventures and the Open Sea Class is reserved for boats available for sale. Boundaries were pushed in every class, a number of records were broken, and at the same time the racing was taking place on the water, there were two conferences being held indoors at the host Yacht Club de Monaco: one on advanced yachting and another on hydrogen and alternative fuels. Energy Class The Energy Class is the heart of the MEBC. Each of the university teams takes a one-design catamaran hull provided by the YCM and adds their own propulsion, steering and controls. There are regulations about weight and other criteria, but the main regulation is that the boats cannot use any fossil fuel. Each university has a section reserved for them in ‘the paddocks’ along the quayside of the club, and in each of those there are students from as far away as South Africa, Indonesia and India frantically doing final prep on boats they have been working on for the past 12 months. The intense concentration of students tweaking motor, battery, solar and control systems is interrupted every few minutes by one of the teams dollying their boat along the quay to the launching ramp, another breaking out in a celebratory song or yet another team moaning in disappointment at the failure of a key element not working as planned. After being certified by the MEBC Technical Committee, the boats compete in four different races: Speed, Slalom, Endurance and Championship – each of which requires different capabilities. The Speed race is a flat out time trial held along the coastline outside the harbour of the Club. The Slalom is also a timed event, in the same stretch of water, so it requires speed combined with manoeuvrability. In the Endurance event the boats try to complete as many one kilometre (≈ .75 mi) laps as they are able to in three hours. The Championship Races are a knockout competition held within the tight confines of the Yacht Club harbour which takes the speed and steering of slalom to a whole other level as the pilots weave around multiple markers as fast as they can and then make a mad dash to the finish line. You would think it would be difficult to build a boat that does well in all events. For instance a more powerful motor for the Speed event would also be heavier, so might be a bit of a drawback in the Slalom and Championship – and also might burn up the batteries quickly in the Endurance Race. However, the University of Bologna Argonauts Team – UniBoAT – managed to build a boat that did it all. They came in first in the Speed event (tied with Italian compatriots Università di Genova), first in Slalom, first in Endurance and put on a masterful display in the Championship races, beating all comers by a healthy margin in each race. This is the fourth year in a row that UniBoAT has won the Energy Class, and their story now goes beyond the MEBC and is a great demonstration of the advances that come out of the Challenge. After their victory in 2023 – and in their quest for continual improvement – the team wanted a more powerful and efficient motor. But instead of buying one off the shelf they decided to design their own in-house. Led by Professor Nicolò Cavina, the UofB students put together a terrific 15 kiloWatt (≈ 20 hp) electric outboard and have now founded a company, Competr, to manufacture and market their patented product. Two things make the Competr stand out. One, it uses a contra-rotating propeller, which is actually two propellers spinning in different directions at the same time on the same shaft. This creates much less turbulence than a one-propeller motor and increases efficiency by as much as 16%. The other distinctive aspect is that the motor is a tractor motor – the propellers face toward the bow of the boat and pull it through the water rather than pushing it from behind. Because it was developed for the restrictions of the Energy Challenge, the motor also had to be lightweight and comes in at just 22 kg (≈48.5 lb). The proof of the Competr came not just in this year’s Energy Class, but also in the SeaLab Class. (More on that in a minute.) Another team in Energy Class that built a contra-rota