We have an oceanvolt on our Bristol 35, truthfully we use it as if we did not have a motor, sailing in and out of harbors, waiting for weather windows, only motoring in flat seas, but that may not work for everyone.
This is timely for me. Thank you very much. My 65 + years in Alaskan waters (all seasons---that is winter, winter, winter, spring|summer|fall) have kept me from the all-electric drive. Too many two week northerlies with heavy icing conditions and as well anchor-draggings and wind switches in the middle of the night that had me having to run out into a large strait or sound. Then there was the time I was awakened at 0200 by all of the fresh water ice in one massive floe cutting loose from inside the bay during a howling SE and riding over my anchor line while crunching into the fiberglass hull. So even for inside waters of B.C.-Alaska there are times where you need the sustained power of a diesel for getting out of and staying out of a life-threatening jam. There are also places where the currents run much faster than the hull speed that you try to time your passage through but it doesn't always work out to plan. In summary, I agree.
Since it is the case that the most powerful motors are electric motors while also being instant on and instant torque, an electric system seems to be ideal for your situation especially coupled with a diesel generator to recharge your suitably sized battery bank as needed. In the North and its heavy winds I expect a couple of wind generators would be ideal in reducing your diesel generator capacity and your permanent fuel tank size. In such a system your biggest maintenance headache would be the diesel generator, fuel filter, and to a lesser degree those wind generators. :)
Some great points here but I would recommend a serial hybrid system for the majority of sailboats. The parallel system has its benefits but where you really want that is in a larger powerboat where going fast for over an hour is necessary. Two sailing catamarans one 54' the other 64' with serial hybrid systems from Torqeedo sailed from Cape Town to Antiqua. no issues.
A day when u can add on the bracket to mount an electric piggybacked to the diesel on existing setup. Independant of and as an alternative to , when conditions are right. Perhaps a sprocket for a belt/chain between the transmission and coupler ? and a reliable, simple clutch. My yanmar 2gm20's are 40 yrs old now and running nicely. A simple retrofit is the day I'm looking forward to. Maybe I'll learn to weld 😊. Nice video guys and I agree with your decision .
Torqeedo produces a really good series hybrid, but they only really market to boat builders and commercial operators, I think it’s also quite expensive but it ends up using HV BMW batteries which seem to work really well
Interesting. Going electric is both absolutely possible as well as not for everyone. Last winter I build and installed a full electric system into Aku Wama, my Pogo 8.50. After one full season and 3000 miles I am still very happy with it, it turned out much better than I expected. I should do a video about it :). But, my electric engine is truly as powerful (6 kW) as the diesel engine (10hp) it replaced, a Pogo sails very well so I rarely do need to motor longer stretches (but traversing the Kiel Canal was not a problem), and the boat, engine and batteries are all a lot smaller than a 45 ft cat.
Hoi Jessica, Bedankt voor de aanvulling op de vorige show van dit leuke koppel altijd interessant de discussie tussen een brandstof motor of elektrisch en de eerste interview van Hugo dat is ook een leuke show
Its a personal preference. My opinion is that with regen you can charge you batteries and go on motor silent. Engine is just running when batteries are low.
We’ve been discussing and think it’s great for sailing eg 50-100nm a day, no aircon on . But given we’re more likely to sail days on end 24/7 with multiple air conditioners and equipment on, we doubt it’ll work and that it’s worth the investment. Even though we’re looking at many kw of solar and regeneration.. the calculation so far seem off. Well discuss again before de finite order to build goes in. But so far I don’t see the point in financial terms at all. Given what we would spent in addition the financial part seems way off. Hence for that money we may redesign the hulls to sail more and motor less. And buy a diesel.
Can you explain your reasoning about electric being better suited for costal cruising than blue water sailing? I seems the opposite to me: one cannot afford to run out of power near the coast and one sails when on a passage, even if it means slowly when there is not much wind.
Just noticed this. The problem is that one sometimes needs to motor for multiple days in seas, and sometimes waves larger than 2m. The Oceanvolt system could barely get the Vision444 to 3.5kts against the wind in medium seas and consumed more diesel with the 18kWh generator than two 40hp diesels @2000 rpm (which is not the cruising speed but one needs to slow the boat down to 5.5kts to reduce the pounding). If one is coastal sailing, one can always pull over to harbor when there is no wind or you need to move nose to wind, in the ocean you don't have that choice.
I agree, on the coast when you get into trouble you better have the power to get out of trouble, and if you need that power for 2 or 3 hours small electric system won`t cut it.
Serial systems make more sense and are more efficient, that's why most freight across America is moved by locomotives with serial diesel electric drives. The only advantage of a parallel system is redundancy in the drive system but on a catamaran you already have two motors which is redundancy, do you really need 4? The only issue now is someone making large enough motors for your desires.
Most of the electric and hybrid packages marketed today are for getting in and out of docks and harbors. They are substantially undersized. Motors on sailboats must be sized for the worse conditions and long durations. That is why the sucessful electric boats are large and can accommodate 100-120 kw emotors and 200-300 kw battery banks per motor. A lot of weight and a lot of money. After the initial start up of a big electric motor you can "motorsail" for 10-30 hours drawing about 15-30 kw per hour. I prefer an electric electric motor in bad conditions because torque is instant while diesel torque is wot.I have also have lost my diesel too many times in bad seaways because of overheating or contaminated fuel. Two 7.5 kw generators will extend your range substantially.
I'm with Peter and Kiki on this. One diesel powering two electric motors and then decoupling to be purely electric when entering and exiting anchorages/marinas, would be my pick. There's a lot of "massaging the data" going on with electric systems but the reality is that they are slow, underpowered and their range is garbage, for the capital outlay of buying the latest shiny thing.
In comparison nissan cars one engine but doesn't drive the wheels , just charges a battery bank . But still only 42 miles a gallon , why not just a efficient engine Cut out battery and motors , they don't ad up on the green issue .
@@markleeson3453 be that as it may without something being done to tackle the issue, the harm is going to be significant, real, and devastating for us all.
@@Saturnius I spent most of my life on your side of the issue, but a look at how the Earth is coming out of a long-term deep freeze and just following its natural progression of cycles has me believing global warming is baked in the cake and human effects infinitesimal compared to the larger forces at work. You may disagree, but I'm doing what I can to adapt to what I think are inevitable changes---changes that follow a long-established pattern.
@@davidwarnes5158 hybrid in theory are the best right you have infinite power with a diesel genny and electric has the instant torque. The fastest production cars are going this route now along with trains have been forever.
I've gone back and forth over this question myself, and I still think the serial hybrid system is the best way to go in the long run for a catamaran. That is assuming they can get the kinks worked out. But for me the selling point isn't "being green" or efficiency at all. It's that a serial hybrid system on a cat will have 2 fewer Deisel engines (one DC genset vs two Yanmars and an AC genset) to maintain. That's a lot of time I'm not tightening belts, changing oil, or replacing impellers. And that is immensely attractive to me.
Both options definitely have their own up and downsides. So what works for one, might not work for the other. Just sharing the experiences of some, hoping that it will help others. Thanks for watching 👍
I believed the serial system was best too, but there is a lot more loss than I thought when using the motors with the DC genset. I now believe parallel (both motors connected to the props) is the way to go. Also, with the new high power alternator technology available now, you don't need a genset with two diesels.
After being on sail yachts and sailing alot of miles , cats mono, hybrid, the 2 things you will get rid of is the most efficient all round part of most yachts , Generators break down and more problematic, solar won't keep you off a lee shaw , regen great when moving in smooth seas,
The manufacturer only offered a single (too small) propeller choice. Given the torque an electric motor has, it should handle a bigger prop, but one also has to consider the saildrive that you are mounting it on. Theirs was visible smaller than the saildrive on the diesels we ended up installing. I doubt it could take the additional load from 14 to 16-1/2 that the prop a 45ft cat requires, that a 33% increase in area to push (radius squared).
I have heard these complaints and they seem valid, but I can't squate this with the Windelo boats that seem to use the BellMarine system with the generator backup quite successfully (maybe theyre not telling the truth?). Achieving 8 knots on the large Windelo boats does not seem to be an issue.
I know of at least one hybrid electric Windelo who left on an around the world trip last year and pulled out both electric engines and changed for diesel as the system was not performing according to his needs.
@@mattclark6482 the windelo 50 & 54 uses 20 kw motors = 27 hp, way to insuffisant to move the boat w wind and waves, they should have use two 30kw motors that would help, but it will require bigger generators, bigger batteries... less range, the hh 52 as two 38 hp diesel beta, and it s nice to have the electric incase of a diesel failiure
PS There isn’t a battery made or is going to be available for the foreseeable Future, that can even get close to the Energy Density of Gasoline, Let alone Diesel Fuel.That a very basic Fact that people need to get their Heads around. That is why my Next New Boat, an Island Packet IP 439 comes as standard with an 80 horsepower Yanmar Diesel, and to guarantee proper Battery Care, it is also going to have a 6 kwh Diesel Generator which will not have very much use, though to keep it happy, it will be run regularly. Bob. 👍⛵️✨✨✨❤️
We will have soon an monohull OVNI 430, aluminum boat , 24 kW Ocean Volt electrical motor, a 19in propeller, 2 x 24 Volts LiFe Po4 batteries ( if one set fails, the other one can work, a 11 kW genset that can provide automatically electricity to the motor if we have problem with the batteries and 940W solar panels. All the boaters with an hybrid system are very happy and will never return to a big diesel engine, noisy et smelly. But silence has a price and it is still costly. In 2035, diesel motoring boat construction will stop in Europe. Be prepared
I am not sure what info you guys have or had … I do not think that 2 15kw SP ocean volt would not be enough! And bell marine sucks, the Reg. Don’t work! And no, HH doesn’t use Bell Marine electric at all!
Follow the logic of Toyota and a hybrid is the ultimate as a large battery has a huge expense and all your eggs in one basket. I want to be able to motor out of the way of a freighter a fishing boat or a storm if my rigging let’s go or,,,,got hit by lighting and fried the electrical systems. How green are batteries ? You can buy a replacement battery , just the cells, for a Prius that are better than the originals for cooling for around 2500 usd. eBay has complete battery packs for under 4000. Automotive systems are amazing for the safety of replacements. You have no choice and must cut the power coming out of the battery pack in order to remove it. Incased in metal has a cooling fan with a filter built in temp sensors and will be bolted in place. Bingo . These batteries would easily fit under your bed . If you aren’t sure just watch a RUclips video of how to change a Prius battery. Using components from the automotive world is possible but not for everyone. The advantage of supply and universality are a no brainer. The safety factor as automotive products are designed for impacts roll overs and basically accidents. A Prius battery pack weighs 90 lbs and would basically fit in a large suitcase. So have two of them with some solar and power the whole boat and a separate starting battery for the engine. Thanks for the video peace on earth and ocean.
Do not buy a giant catamaran if you wish to convert to electric! Learn from so many who get huge boats. They think they need this but if you are serious and you have experience you know better. The software is not the problem!!!
People go PARALLEL hybrid because of redundacy of systems. Diesel dies then eltectric takes over or vice versa. That's the big argument. But comes the question of weight. 2 systems = weight of 2 systems. You double everything. Can anybody tell me how people can build performance carbon boats including such a design which does not care of the weight? This makes no sense at all as performance means control of the weight. I do not get either those same people as they say they will never use the diesel engine, or just in some rare situations as the recharge of the batteries is needed. This being said, they will use 99% of the time an electric motor which is not a true main electric motor, since it just an additional motor added to an existing thermal engine system, and in order to charge the batteries, they will use a diesel engine which is not a true dedicated generator...Reliable technology is there. A true electric engine combined to a true generator. SERIAL hybrid makes sense and seems to be a smarter approach!
True with a mono-hull, but without daggerboards, you won't be able to make way upwind on a Cat. IMHO On any live aboard sailboat you will need a motor. Because you'll need to go directly into wind, manuever in a tight marina, recover when your anchor is dragging, or keep off a lee shore. Sure, man sailed without motors for centuries, but a lot more boats sank back then too.
2:06 sorry, but no. Diesel engines are most efficient (highest torque/lowest consumption) at low RPMs, around 1700-1800 rpm. Typical optimal range of any ICE is hardly ever in use in typical application, but can absolutely be taken advantage of by generators or serial hybrids. 2:10 also no, as pretty much every new hybrid model nowadays uses serial generation. You cherry pick Prius as an example, meanwhile both Nissan and Mazda use serial hybrid in all their new hybrid models. 2:45 you don’t have to be underpowered, there’s no reason why you can’t have a generator powerful enough to drive powerful electric engine. It’s true, though, that it appears that marine manufacturers charge arm and leg for their more powerful engines, which is ridiculous considering how cheap automotive engines are. And there’s hardly any difference between them!
![VISION 444 - OWNERS REVIEW + FULL BOATTOUR [+ SAILING OFFSHORE WITH DIABETES]](http://i.ytimg.com/vi/31KXyqh7BKQ/mqdefault.jpg)
We have an oceanvolt on our Bristol 35, truthfully we use it as if we did not have a motor, sailing in and out of harbors, waiting for weather windows, only motoring in flat seas, but that may not work for everyone.
This is timely for me. Thank you very much. My 65 + years in Alaskan waters (all seasons---that is winter, winter, winter, spring|summer|fall) have kept me from the all-electric drive. Too many two week northerlies with heavy icing conditions and as well anchor-draggings and wind switches in the middle of the night that had me having to run out into a large strait or sound. Then there was the time I was awakened at 0200 by all of the fresh water ice in one massive floe cutting loose from inside the bay during a howling SE and riding over my anchor line while crunching into the fiberglass hull.
So even for inside waters of B.C.-Alaska there are times where you need the sustained power of a diesel for getting out of and staying out of a life-threatening jam. There are also places where the currents run much faster than the hull speed that you try to time your passage through but it doesn't always work out to plan.
In summary, I agree.
Since it is the case that the most powerful motors are electric motors while also being instant on and instant torque, an electric system seems to be ideal for your situation especially coupled with a diesel generator to recharge your suitably sized battery bank as needed. In the North and its heavy winds I expect a couple of wind generators would be ideal in reducing your diesel generator capacity and your permanent fuel tank size. In such a system your biggest maintenance headache would be the diesel generator, fuel filter, and to a lesser degree those wind generators. :)
Some great points here but I would recommend a serial hybrid system for the majority of sailboats. The parallel system has its benefits but where you really want that is in a larger powerboat where going fast for over an hour is necessary. Two sailing catamarans one 54' the other 64' with serial hybrid systems from Torqeedo sailed from Cape Town to Antiqua. no issues.
A day when u can add on the bracket to mount an electric piggybacked to the diesel on existing setup. Independant of and as an alternative to , when conditions are right. Perhaps a sprocket for a belt/chain between the transmission and coupler ? and a reliable, simple clutch. My yanmar 2gm20's are 40 yrs old now and running nicely. A simple retrofit is the day I'm looking forward to. Maybe I'll learn to weld 😊. Nice video guys and I agree with your decision .
Torqeedo produces a really good series hybrid, but they only really market to boat builders and commercial operators, I think it’s also quite expensive but it ends up using HV BMW batteries which seem to work really well
The best realistic look at hybrids.
I also think the people asking for a parallel hybrid are using the same logic blackberry users used to argue against switching to an iphone.
Interesting. Going electric is both absolutely possible as well as not for everyone. Last winter I build and installed a full electric system into Aku Wama, my Pogo 8.50. After one full season and 3000 miles I am still very happy with it, it turned out much better than I expected. I should do a video about it :). But, my electric engine is truly as powerful (6 kW) as the diesel engine (10hp) it replaced, a Pogo sails very well so I rarely do need to motor longer stretches (but traversing the Kiel Canal was not a problem), and the boat, engine and batteries are all a lot smaller than a 45 ft cat.
Sounds like a great setup you have there! Definitely worth watching if you make a video of it
Yes electric can work, Sailing Uma has proven that. It just wasn't going to serve our needs.
Hoi Jessica, Bedankt voor de aanvulling op de vorige show van dit leuke koppel altijd interessant de discussie tussen een brandstof motor of elektrisch en de eerste interview van Hugo dat is ook een leuke show
Its a personal preference. My opinion is that with regen you can charge you batteries and go on motor silent. Engine is just running when batteries are low.
We’ve been discussing and think it’s great for sailing eg 50-100nm a day, no aircon on . But given we’re more likely to sail days on end 24/7 with multiple air conditioners and equipment on, we doubt it’ll work and that it’s worth the investment. Even though we’re looking at many kw of solar and regeneration.. the calculation so far seem off.
Well discuss again before de finite order to build goes in. But so far I don’t see the point in financial terms at all. Given what we would spent in addition the financial part seems way off. Hence for that money we may redesign the hulls to sail more and motor less. And buy a diesel.
Thanks for sharing..!
Can you explain your reasoning about electric being better suited for costal cruising than blue water sailing? I seems the opposite to me: one cannot afford to run out of power near the coast and one sails when on a passage, even if it means slowly when there is not much wind.
Just noticed this. The problem is that one sometimes needs to motor for multiple days in seas, and sometimes waves larger than 2m. The Oceanvolt system could barely get the Vision444 to 3.5kts against the wind in medium seas and consumed more diesel with the 18kWh generator than two 40hp diesels @2000 rpm (which is not the cruising speed but one needs to slow the boat down to 5.5kts to reduce the pounding). If one is coastal sailing, one can always pull over to harbor when there is no wind or you need to move nose to wind, in the ocean you don't have that choice.
I agree, on the coast when you get into trouble you better have the power to get out of trouble, and if you need that power for 2 or 3 hours small electric system won`t cut it.
Great video
Silent Yachts has apparently figured out serial hybrids.
Hope all is well. We are having some hiccups with our OceanVolt. I hope all is going well with yours? SV Pumpkin
Serial systems make more sense and are more efficient, that's why most freight across America is moved by locomotives with serial diesel electric drives. The only advantage of a parallel system is redundancy in the drive system but on a catamaran you already have two motors which is redundancy, do you really need 4? The only issue now is someone making large enough motors for your desires.
The industrial complex that has to be in place for manufacturing and services in general... there's no green option for boat owners..
Most of the electric and hybrid packages marketed today are for getting in and out of docks and harbors. They are substantially undersized. Motors on sailboats must be sized for the worse conditions and long durations. That is why the sucessful electric boats are large and can accommodate 100-120 kw emotors and 200-300 kw battery banks per motor. A lot of weight and a lot of money. After the initial start up of a big electric motor you can "motorsail" for 10-30 hours drawing about 15-30 kw per hour. I prefer an electric electric motor in bad conditions because torque is instant while diesel torque is wot.I have also have lost my diesel too many times in bad seaways because of overheating or contaminated fuel. Two 7.5 kw generators will extend your range substantially.
I'm with Peter and Kiki on this. One diesel powering two electric motors and then decoupling to be purely electric when entering and exiting anchorages/marinas, would be my pick. There's a lot of "massaging the data" going on with electric systems but the reality is that they are slow, underpowered and their range is garbage, for the capital outlay of buying the latest shiny thing.
In comparison nissan cars one engine but doesn't drive the wheels , just charges a battery bank . But still only 42 miles a gallon , why not just a efficient engine
Cut out battery and motors , they don't ad up on the green issue .
@@davidwarnes5158 'climate change' or 'going green' are new catch-phrases by politicians to replace the old phrase 'new taxes'
@@markleeson3453 be that as it may without something being done to tackle the issue, the harm is going to be significant, real, and devastating for us all.
@@Saturnius I spent most of my life on your side of the issue, but a look at how the Earth is coming out of a long-term deep freeze and just following its natural progression of cycles has me believing global warming is baked in the cake and human effects infinitesimal compared to the larger forces at work. You may disagree, but I'm doing what I can to adapt to what I think are inevitable changes---changes that follow a long-established pattern.
@@davidwarnes5158 hybrid in theory are the best right you have infinite power with a diesel genny and electric has the instant torque. The fastest production cars are going this route now along with trains have been forever.
for bluewater sailing I would always stick to simple diesel engines. Super reliable and prooven concept. Put as much solar panels as you can though.
I've gone back and forth over this question myself, and I still think the serial hybrid system is the best way to go in the long run for a catamaran. That is assuming they can get the kinks worked out. But for me the selling point isn't "being green" or efficiency at all. It's that a serial hybrid system on a cat will have 2 fewer Deisel engines (one DC genset vs two Yanmars and an AC genset) to maintain. That's a lot of time I'm not tightening belts, changing oil, or replacing impellers. And that is immensely attractive to me.
Both options definitely have their own up and downsides. So what works for one, might not work for the other. Just sharing the experiences of some, hoping that it will help others. Thanks for watching 👍
I believed the serial system was best too, but there is a lot more loss than I thought when using the motors with the DC genset. I now believe parallel (both motors connected to the props) is the way to go. Also, with the new high power alternator technology available now, you don't need a genset with two diesels.
After being on sail yachts and sailing alot of miles , cats mono, hybrid, the 2 things you will get rid of is the most efficient all round part of most yachts ,
Generators break down and more problematic, solar won't keep you off a lee shaw , regen great when moving in smooth seas,
Please bare with me, but can you just use put on a bigger propeller?
The manufacturer only offered a single (too small) propeller choice. Given the torque an electric motor has, it should handle a bigger prop, but one also has to consider the saildrive that you are mounting it on. Theirs was visible smaller than the saildrive on the diesels we ended up installing. I doubt it could take the additional load from 14 to 16-1/2 that the prop a 45ft cat requires, that a 33% increase in area to push (radius squared).
@@lazylightning6070 Thank you. I guess we're not there yet. Godspeed to you both
I have heard these complaints and they seem valid, but I can't squate this with the Windelo boats that seem to use the BellMarine system with the generator backup quite successfully (maybe theyre not telling the truth?). Achieving 8 knots on the large Windelo boats does not seem to be an issue.
I know of at least one hybrid electric Windelo who left on an around the world trip last year and pulled out both electric engines and changed for diesel as the system was not performing according to his needs.
@@BoatlifeisbestHmmm, interesting, good to know
@@mattclark6482 the windelo 50 & 54 uses 20 kw motors = 27 hp, way to insuffisant to move the boat w wind and waves, they should have use two 30kw motors that would help, but it will require bigger generators, bigger batteries... less range, the hh 52 as two 38 hp diesel beta, and it s nice to have the electric incase of a diesel failiure
PS There isn’t a battery made or is going to be available for the foreseeable Future, that can even get close to the Energy Density of Gasoline, Let alone Diesel Fuel.That a very basic Fact that people need to get their Heads around. That is why my Next New Boat, an Island Packet IP 439 comes as standard with an 80 horsepower Yanmar Diesel, and to guarantee proper Battery Care, it is also going to have a 6 kwh Diesel Generator which will not have very much use, though to keep it happy, it will be run regularly. Bob. 👍⛵️✨✨✨❤️
We will have soon an monohull OVNI 430, aluminum boat , 24 kW Ocean Volt electrical motor, a 19in propeller, 2 x 24 Volts LiFe Po4 batteries ( if one set fails, the other one can work, a 11 kW genset that can provide automatically electricity to the motor if we have problem with the batteries and 940W solar panels. All the boaters with an hybrid system are very happy and will never return to a big diesel engine, noisy et smelly. But silence has a price and it is still costly. In 2035, diesel motoring boat construction will stop in Europe. Be prepared
I am not sure what info you guys have or had …
I do not think that 2 15kw SP ocean volt would not be enough!
And bell marine sucks, the Reg. Don’t work!
And no, HH doesn’t use Bell Marine electric at all!
I wouldn't buy an Oceanvolt system simply because they are outrageously expensive.
Follow the logic of Toyota and a hybrid is the ultimate as a large battery has a huge expense and all your eggs in one basket. I want to be able to motor out of the way of a freighter a fishing boat or a storm if my rigging let’s go or,,,,got hit by lighting and fried the electrical systems. How green are batteries ? You can buy a replacement battery , just the cells, for a Prius that are better than the originals for cooling for around 2500 usd. eBay has complete battery packs for under 4000. Automotive systems are amazing for the safety of replacements. You have no choice and must cut the power coming out of the battery pack in order to remove it. Incased in metal has a cooling fan with a filter built in temp sensors and will be bolted in place. Bingo . These batteries would easily fit under your bed . If you aren’t sure just watch a RUclips video of how to change a Prius battery. Using components from the automotive world is possible but not for everyone. The advantage of supply and universality are a no brainer. The safety factor as automotive products are designed for impacts roll overs and basically accidents. A Prius battery pack weighs 90 lbs and would basically fit in a large suitcase. So have two of them with some solar and power the whole boat and a separate starting battery for the engine. Thanks for the video peace on earth and ocean.
Boats wait for hydrogen,it's on it's way
Do not buy a giant catamaran if you wish to convert to electric! Learn from so many who get huge boats. They think they need this but if you are serious and you have experience you know better. The software is not the problem!!!
People go PARALLEL hybrid because of redundacy of systems. Diesel dies then eltectric takes over or vice versa. That's the big argument. But comes the question of weight. 2 systems = weight of 2 systems. You double everything. Can anybody tell me how people can build performance carbon boats including such a design which does not care of the weight? This makes no sense at all as performance means control of the weight. I do not get either those same people as they say they will never use the diesel engine, or just in some rare situations as the recharge of the batteries is needed. This being said, they will use 99% of the time an electric motor which is not a true main electric motor, since it just an additional motor added to an existing thermal engine system, and in order to charge the batteries, they will use a diesel engine which is not a true dedicated generator...Reliable technology is there. A true electric engine combined to a true generator. SERIAL hybrid makes sense and seems to be a smarter approach!
more weight w those 2 electric motors yes but you delete the generator that would bean even swapp on weight, and you have two generators w hybrid
It's a sailboat? What is this discussion about. Use the sails
True with a mono-hull, but without daggerboards, you won't be able to make way upwind on a Cat. IMHO On any live aboard sailboat you will need a motor. Because you'll need to go directly into wind, manuever in a tight marina, recover when your anchor is dragging, or keep off a lee shore. Sure, man sailed without motors for centuries, but a lot more boats sank back then too.
@@lazylightning6070 check out How to sail oceans you tube channel
more boats sink in modern times than ancient times @@lazylightning6070
And when the wind drops to zero??
😂😂😂😂 wow, that’s a smooth brain comment
2:06 sorry, but no. Diesel engines are most efficient (highest torque/lowest consumption) at low RPMs, around 1700-1800 rpm. Typical optimal range of any ICE is hardly ever in use in typical application, but can absolutely be taken advantage of by generators or serial hybrids.
2:10 also no, as pretty much every new hybrid model nowadays uses serial generation. You cherry pick Prius as an example, meanwhile both Nissan and Mazda use serial hybrid in all their new hybrid models.
2:45 you don’t have to be underpowered, there’s no reason why you can’t have a generator powerful enough to drive powerful electric engine. It’s true, though, that it appears that marine manufacturers charge arm and leg for their more powerful engines, which is ridiculous considering how cheap automotive engines are. And there’s hardly any difference between them!