Sailboat goes electric

A number of people have said I should write to you about our experience converting our 1974 C&C 35 from the old Atomic 4 gasoline engine to an electric motor. A number of mechanics and sailors thought we were crazy as nobody seemed to know anyone else who had done the same. Would it have enough power? Wouldn't you run out of battery juice? Wouldn't it weigh too much? 

Well, after an attempt at repairing the old Atomic 4, and several attempts to learn the complexities of a gasoline engine system, we (by the way I should mention that "we" refers primarily to me, John Wilson, and my Dad, Ian Wilson as we've bought the boat together) gave up and made the decision to switch to electric. I should mention that this seems a little less crazy to me than perhaps most people as I live in a "eco" house that has grass growing on the roof (free air conditioner), solar panels covering the south side (earning me big profits on the Ontario MicroFIT program that pays 80.2 cents per kilowatt hour), a wind turbine, and some ten year old deep cycle batteries in the basement. We actually generate more electricity than we consume in the house and it seemed to me we ought to be able to make the switch to electric on the boat for the hour or two max that we ever use the motor going in and out of the dock.

So, after a quick google search we found Electric Yacht ( http://www.electricyacht.com ), run by Bill and Scott down in the Minnesota, in the United States. A run through their conversion stories and YouTube videos convinced me that we could do this. If a guy in Malaysia can order the system, get it hooked up and say it works well, then surely we could do this. So, we talked to a few boat mechanics, most of whom were less than interested, and then found Lorne at Genco who is young and eager to try to make this kind of new challenge work. So, we ordered the 10 kW brushless electric motor (sized by Bill and Scott based on some of the boats dimensions). The electric motor system, which we were assured is flexible enough to fit in the same location and mount where the Atomic was, came with everything we need including a monitor system (percent charge remaining, volts, amps, rpms etc), a throttle, power controller and the motor. The only other parts we needed to buy were some deep cycle batteries, heavy gauge wire and a charge controller for the deep cycle batteries. So, we all did some research and then went with the Odyssey batteries that Bill and Scott recommended combined with an Analytic charge controller that Lorne thought would suit our needs the best (military grade, sealed to prevent getting wet). The four large, rack mountable Odyssey batteries we ordered each cost about $700 and weighed in at about 130 pounds each. When all the new components, motor, and battery were combined we figure it weighs about the same as the Atomic 4 with a full tank of gas. All the new equipment including batteries would also fit nicely where the old motor and gas tank were removed retaining the same weight and balance in the boat.

Once everything had arrived Lorne followed the installation manual, and made a few calls to Bill and Scott, to get everything wired up, aligned and ready. Lorne had to design a solid wooden box system to hold the batteries in place. We cleaned out all of the old gasoline and oil gunk and painted the engine compartment white before putting the electric in. Finally the big day had arrived and we took her out (Initram is the name of our C&C sailboat) for a trial run. All systems worked flawlessly...better than expected. Simply push backward and she reverses out of her slip, quietly, with the simple hum of the electric motor. Out on the water in forward we take her slowly up to 2000 rpm. We get up to about 5 knots and all systems are looking great.

Around the Toronto Harbour we motor, enjoying the ability to talk to each other as we move around (so nice not to be yelling over the sound of the gasoline engine). At about 80% of the rpm max the Electric Yacht control monitor system says we've got about six hours of run time. At full throttle the system suggests we have about two hours of run time.

We've now been out many times and always seem to come back with essentially 100% charge remaining. For most of our sailing we take her out of the slip and once out in the harbour we put the sails up. Same thing coming back in so we had not really used much of the juice in the batteries on any outing. Finally, we decided to make a more substantial trip, going from Toronto to Port Credit. 

On this day we had some strong winds out of the north. We motored for about twenty minutes across the harbour to pick some people up. We then motored for another ten minutes in the harbour putting the sails up. Off to Port Credit we sailed. We enjoyed some good sailing speeds up to 9 knots while riding some big ten foot waves.





Once we'd arrived in Port Credit (my first time sailing to a destination and my first time going to Port Credit), we were unlucky enough to have to surf in on those big breakers (or lucky depending on your perspective). The adrenaline was pumping as we rode a big one in and behind the break wall. Once fairly close to the wall, in the deeper part of the port I thought we were safe. Not on this day. The waves were still going up and down about six feet from top of the crest to the bottom of the wave. As we thought we were getting close to the public docks we were startled to realize we had become stuck on the bottom as we dropped down in the trough of a wave. As the next wave raised us up we were able to move again but this was not good. I immediately began to worry about the new motor and how the heck we were ever going to get out of this mess.

Reverse, someone said. Yes, don't fight it, let us back our way out of here. Full reverse on the new electric. Two thousand rpm...and nothing. Then a wave picked us up a bit and we started moving backwards. The next wave the same thing. Finally on the third wave I was able to have full control of the boat in reverse, full power. So I kept her on full throttle for about five minutes taking us back into the bigger waves wondering all the time, would she have enough power to keep us out of the break wall. She did and then some. We got tucked in behind Port Credit Marina break wall and finally I switched her back to full forward going to the right into the Port Credit Marina. We found an open slip and took about half an hour to catch our breath and come down from the thirty minute adrenaline rush.

Now it was time to get back on the horse and get back out into those big waves. We'd used a lot more power from the batteries than I had ever expected to. Still, the monitor still indicated we had about 90% remaining battery power. So, we put the nose back into the big waves and started motoring back into those waves. Would she have enough power to make way against those waves and the strong wind coming against us? She sure did. We made some good progress out into the lake and got the sails up going directly into those ten foot waves and a heavy 20+ knot wind. 

Approaching Toronto we decided to motor through the western gap and across the harbour instead of sailing for another hour or so to get to the eastern gap where the QCYC entrance is as the sun was starting to set. We motored through the western gap and across the harbour as the sun set at about 80% power, moving nicely at around 4 knots. We had about 69% battery remaining when we got back to the dock. We packed everything away and I plugged in the batteries so they'd be ready for another fun filled day of sailing. Electric motors for sailboats have arrived. Just think how much sense it makes. A gasoline engine has an electric motor, batteries for that starter electric motor, spark plugs, pumps, cooling systems, and who knows what else. With electrics, you are down to one of those basic systems...a large version of the gasolines electric starter motor. Talk about making things easier and simple to understand, never mind reliable. Add to that the ease of maintenance, ease of fueling (just plug her in), and ease of use. The more time we spend with the electric the more I have no doubt that this is the future of boating.

For more information about our electric motor conversion see: http://www.thesolarvillage.com/index.cfm?page=Electric%20Sailboat&tab=Travel

Initram is lightning fast and sails like a dream

This morning we were up early to watch the sun rise, say goodbye to Leigh (who is off to NY for work and a little fun), and then out to the Toronto Islands for some sailing. After a quick look at a bilge pump that is acting up we rigged up the boat faster than ever. With Dad (Ian M. Wilson) at the helm, we motored quietly with our electric motor out into Toronto Harbour. Claire and her friend Tiffany raised the main and then jib in a very gentle breeze. Then we made directly for the eastern gap at a slow, some would say glacial pace, under very slow wind speeds. Towards the south end of the channel we got some wind, made a quick tack around south-west and started our slow sail through the gap out onto the lake.

The sun was shining, it was fairly warm, with a gentle breeze as we chitty chatted our way out, complaining mildly about how slow we were going, with other sailboats motoring by us in a hurry. Not us. We mostly kept to our sails and even if we did use a bit of electricity to drive the motor nobody would have known as we were pretty much silent. Rounding the second green buoy we caught some decent wind and starting making good steady progress towards Port Credit off somewhere in the distance. What a sight. Hundreds of sailboat out on the lake racing, a gentle light blue sky and sun. Nobody on the nude beach...perhaps a tad cold for no clothing.

We passed a couple of other larger sailboats on our way out feeling pretty cheeky. Then lunch at 12:14 as our stomachs started growling. You could actually hear them as the airs were light and the boat sailing smoothe and quiet. We enjoyed our Turkey sandwhiches and salads, with lemonade and iced tea...perfec! A few pretzels for veggies, then some delcious Aero chocolate balls for desert. 

About half way to Port Credit we decided to head back for port just before passing some more larger sailing boats...didn't want to embarass them. So, we did a quick tack right around and started heading east back to the islands. Half way back Claire Wilson took the helm with confidence and a subtle smile on her face. Up ahead was a beautiful forty footer under full sail making progress in the same direction as us. Hmmm, a race perhaps? Claire and crew, despite making any trimming of any sails started making good progress at making up the distance. As we neatly passed the larger vessel you could see the other helm looking in disbelief, up and down his sails, then back at us...how could Initram that young girl at helm be zipping past? Claire maintained a stern face, looking ahead mainly, not wanting to gloat, as we passed and then made more and more progress. Wow, Claire, you are doing great! A smile...yes, yes, she was.

Right into the eastern gap Claire maintained helm. Just before the turn in as John took helm, we made a perfect running jibe and under a beam reach zipped through the channel, lowered sails and were at the dock in no time. Ian M. Wilson took helm for the final docking procedure which was done to perfection. We even remember to put down the bumpers (no....actually they are "fenders"...so why can't I remember that?). 

A perfect day of sailing the likes of which I've been dreaming of for years. Get out and sail it is pure wonderous freedom.

How to convert your sailboat from gas/diesel to electric

Sailing is a beautiful way to travel. It is fast, quiet, and fun. If you are like me there is a great feeling when you are able to turn off the motor (which is typically very noisy) and start sailing. Naturally the idea of a quiet motor that doesn't need to be filled up with fuel would be appealing to any sailor, at least in our dreams. So, does the option of a switch to an electric motor offer this dream up as reality?

First, let me explain that at first blush you might ask why even consider this option since I could find no other example of anyone in this area doing something like making a switch to electric motor for their sailboat? Surely, if it was such a reasonable idea somebody else would be doing it. Secondly, if there are no others doing it then surely it must not be a very good idea? And yet, it may be the case that nobody has tried it because the answer to the first question has prevented anyone feeling comfortable enough to move forward to try it to verify whether it is a good idea or not.



In my own case I've been using renewable energy (solar PV and wind turbines) to generate electricity at my house for the past ten years. In fact, we have no furnace, no gas/oil bill, and only use renewable energy sources for all our needs in the house (for all the details see http://www.naturallifenetwork.com/wilson.cfm). So, given my own personal experience, achieving this objective with our forty year old 35 foot C&C sailboat seemed like a reasonable possibility.

With a few mouse clicks and a google search I found Electric Yacht (http://www.electricyacht.com/).  After reviewing a few of their conversion stories and youtube web videos I was convinced we could make this work on our boat. In addition, since our forty year old Atomic 4 gasoline engine was in need of some expensive repairs and a steep learning curve for us novice sailors, the switch to electric would make the task of managing the maintenance and up-keep of the motor much easier. Of course, it has always been clear that there would be limitations in switching to electric. The battery system and their cost would be limiting factor on how far we would be able to travel using the motor. I could see very little chance that it would match the distance a full tank of gas would allow. However, I also understood that 90% of the time we would be using the motor primarily to get on and off the dock. Still, in an emergency and during longer passages we'd need to be sure we understood the limitations of the batteries ability to deliver power, for instance in a storm. Also, the question of sufficient power was also a concern, although the choice of electric motor (larger or smaller) could largely alleviate this concern...although with the connection that a larger motor, drawing more power, would affect run time limitations with the battery.

Working to determine the best solution for our boat we came up with the selection of a 10 kW (roughly 17 hp) electric motor as a reasonable replacement for the Atomic 4 for our particular needs. Of course we could have selected the 20 kW motor for additional power. For batteries, we ended up selecting four high quality Odyssey AGM deep cycle batteries. Although lithium ion batteries are an option that may provide substantially more storage and far less weight, their cost is currently two to three times that of AGM. As electric cars enter the mainstream we can expect the lithium batteries to become the cost, weight, and storage option of choice.

A few things that make electric motors more interesting than you might think for longer journeys with a sailboat. While underway sailing a fixed prop will turn the electric motor making it a generator that will charge your batteries while you sail from port to port. In addition, as in our case, by adding some solar panels (and wind turbine), as well as a backup biodiesel generator, it is quite easy to create a system with run times the equivalent, if not superior, to pure gas/diesel options.

So, then, how much does it cost? Well,  our 10 kW brushless electric motor kit (includes controller, throttle, motor, and mounting brackets) from Electric Yacht was US$4,995 plus shipping (from the US). The 4 large Odyssey 1800 rack mountable AGM batteries were about  CAN$3,300. An Analytics charge controller was about CAN$2,200. Finally, the installation, done by Lorne Spence from Genco was approximately $3,400 (roughly 40 hours). So, it certainly is more than a new gas or diesel engine. However, we have essentially zero fuel costs for the life the motor and we expect fewer maintenance costs as electrics tend to be very reliable.

As for how the system performs in the real world...for that you'll have to read earlier blog entries and keep an eye out for future updates. In a word...the system works beautifully. She is quiet, powerful, and has enough run time and then some for all of our needs thus far (trips across Toronto Harbour and back, and we think enough to do a couple hours at 3-4 knots). Hope this helps get you thinking about an electric as viable alternative if you are thinking of replacing your aging gas/diesel engine on your sailboat. If you have question I'd be happy to try to answer them. Just send me a note at wilsonjd9@hotmail.com.



For a fellow sailors view of the experience with our electric powered sailboat check out his excellent blog: Ian Hoar - Wind and Sail.

Electric motor and setting sail for the open waters

Yesterday we rigged up Initram for an afternoon sail to watch the QCYC regatta. It was a perfect day for a run with the new Electric Yacht electric motor on a beautiful sailing day. Leigh and I were joined by Kim who we did our basic sailing course with. The skies were pretty clear. We had a good 10-15 knots of wind. Lots of boats were heading out. So, after BBQed burgers for lunch we set sail.

The electric seems to be running more and more smoothly. As we go by the QCYC dinghy garage Steve yells over "turn on your motor" as we silently glide by with our electric doing about half speed. Out into the Toronto Harbour and we swing out wide to put the boat into the wind to raise the sails. Up she goes without a hitch as you'll see in the video clip I've added to this blog entry.



Out through the eastern gap and what a sight. Thousands of sailboats sailing around off in the distant for the regatta and fun. The channel is busy but we sail through confidently with the electric motor at the ready. Our boat seems to make very good way as we pass several boats sailing alongside us on the way out. We confidently move ahead of the old tourist boat jammed packed with tourists.

Out on the open lake we enjoy the view and some great sailing in good winds. We each took turns at the helm and various crew positions. We are finally sailing as we've been dreaming of doing for months and years. What a wonderful feeling of freedom. Where should we go now...Nova Scotia, New York, Tahiti, or Kuala Lumpur? The world beckons.

On our speedy sail back to the club docks we take the sails down with a minimum of fuss. The jib lines somehow break free at the clew. Somehow the locking pin has allowed the lock to come undone. Hard to imagine how. In any case, we grab the sail, pull it down and plan to fold it up when we get to dock. The main sail comes down okay except once again the topping lift clip comes unclipped and is saved by the figure eight knot in the end as it catches on the pulley system. Again, not a problem, I simply reach up and reset the clip properly and we bring the main sail down.

Now we race in with five or six other sailboats to the clubhouse. On our starboard side just behind us a fellow sailor coming in to dock yells out "you've got a problem, there is no water coming out of your exhaust". I think for a couple seconds. Ahh, yes, if we had the old gasoline engine you would expect water to be coming out of the exhaust as the water is used to cool the engine down. I yell back "we're electric". A strange look from our fellow sailor.

What a wonderful day of sailing. Thanks to our friend Kim for sharing this wonderful day with us and many more to come.

Electric motor performs well in high winds

Now that we've run the electric motor through a number of trials it turned out that it was time to see how things performed in rough weather and high winds. Braving gusts up to 30 knots, with steady winds in the 20 knot range we began our sail in lighter winds earlier in the day. Reversing out of our slip on this windy day meant thinking about the last time we had winds coming in hard from the north. In preparation I had told the crew, Scott and Paul, that we may need to turn south rather than north as the bow might get swung around to the south before we could make any headway and get any steerage. As you may recall this is what happened when we had a mishap with our dinghy motor attached. I've learned you want to try and work with the wind especially when it is blowing hard.

So, with a our boat out into the QCYC lagoon and the bow quickly being blown to the south I decided we'd loop around south with the wind, do a U-turn and then head out into Toronto Harbour. This monoveure worked well and we began to head for the high winds out in the harbour. The electric motor provided good steady thrust as the wind began to hit us harder and harder rounding the corner out into open waters. With the extra winds I maintained extra speed to ensure we had good steerage and momentum goind directly into the wind.

With all of this being a new system I wondered if we'd have enough power to drive into the wind so we could raise our sails without being driven in reverse by the waves and wind. To my pleasant surprise we made good progress forward and were able to raise the sails with ease despite the two to three foot waves and heavy winds. I took some care to keep us moving directly into the wind as would be expected. All went well. I kept the motor ready as we sailed for the eastern gap to head out onto Lake Ontario. At one point the wind completely died for a minute or so. I ran the electric for that time to keep steerage and progress especially as I knew the wind would come back hard as we passed the southern edge of the gap. It did start moving very vast  once we passed the southern end of the gap. Off we went at full steam. We got her up to about 8 knots sailing. It was a great steady hard wind with some really exciting gusts that got us really heeled over.

After sailing out on the lake we made our way back into the harbour to drop Paul off city side. This was another first for me and the electric motor. We lowered the sails in even heavier winds...apparently getting up to the 30-40 knots either during or shortly after we brought down our sails. The main sails topping lift that is clipped onto the end of the boom popped off as we lowered the main sail. Fortunately the figure eight knot caught on the pulley that attached to the topping lifts line and it only fell a foot or so. Still, we got the main sail down okay and repaired that problem at dock. With the electric going about 80% we powered towards the city in the heavy winds and waves. Fortunately the city buildings provided some shelter from the winds out of the north as we neared the public dock behind the Westin Harbour Castle Hotel. With fine control I pulled up to the dock, used heavy reverse to bring us to a full stop, Paul jumped off and up onto the main land, and off Scott and I went back to QCYC to pack up for the day. All went very well and the Electric Yachts motor felt very sure and steady in these rough conditions.

Electric Yacht, electric motor, trial run

The smiles on our faces says it all. Lorne has done a wonderful job of completing the electric motor installation with the help of Electric Yacht who have supplied the motor, controller, and monitoring system. With the final throttle mechanism supplied by Electric Yachts installed and the monitor screen installed where the old ignition system controls were we were ready to head out for our first trial run.

Up and down Toronto Harbour we go at 4-5 knots, keeping pace with the other sailboats motoring out for race night. She handles beautifully and easily coming out of the slip. The throttle mechanism is responsive and easy to use. For our trial run I pull the release on the throttle and ease it back in reverse. Ian (Dad) and Lorne release the dock lines and off we go. Once we are out of the slip moving nicely backwards with full steerage I make the switch to forward. I first slow reverse and it then clicks into neutral. The boat is silent as we continue moving backwards. I then pull the release and easy the throttle forward. She responds quickly and powerfully forward with great steerage. We pull quickly out of the QCYC docks and out into the Toronto Harbour at a medium speed.

As a part of our trial run Lorne is checking the sounds and vibrations below in the motor room, reviewing the RPM/Volts/Amps/Hours Remaining/Charge Level as we go. All looks good. We make 4-5 knots at full power. Lorne thinks we will do better once we change the propellor (it is currently a small retractable one that is not correctly sized to give us optimal power nor charge when under sail). Quite astonishingly we are talking and discussing the wonderful experience without having to shout and yell above the engine noise. There is a whirring noise from the electric but it is certainly nowhere near as noisy as a gas or diesel engine...something we will no doubt now take for granted.

After a forty five minute cruise we are still with 95% charge. The monitor on the port side near the helm is amazing. It constantly updates us with the critical "hours" remaining so that we can determine how far we can go under the current battery state. Of course the number fluctuates as we increase and decrease speed. By slowing down we significantly increase the hours we can run the electric motor. Of course the slower speeds means we'll make less distance. The quick calculations we do then is to say how many knots are we doing and then with the battery monitor telling us remaining hours on the batteries we can determine how far we can go. We think the optimal speed with the current prop which needs to be changed is about 3-4 knots. We should be able to get around 3 hours of run time with our 4 AGM batteries with the current setup at that say 3 knots speed. That should take us around Toronto Island for instance.

All and all a great trial run. What a thrill to have worked through all the details and have this wonderful system working. Lorne from Genco as well as Bill and Scott from Electric Yacht have done a fantastic job. Actual hours to install the electric motor system, batteries and electronics looks to be about two or three days. According to Lorne installing the new electric motor system was far easier than rewiring the 40 year old boat.

Well, now it is time to go sailing. See you out on the lake this weekend folks...we'll be the quiet boat motoring out of QCYC. Thanks again to Lorne, Bill and Scott. Great work and a wonderful project. Well done. This is the future!

Batteries installed

Dad has done a beautiful job of painting the engine mount and engine room to get rid of the old gasoline and oil smells and grime. It smells like a new home with a fresh coat of paint. Now we are ready to start mounting the batteries and electric motor.  It might not look like it in this picture but relatively speaking we've gained a fair bit of space with the removal of the old Atomic 4 gasoline engine and the fuel tank. Removal of both of these takes out about five hundred pounds. The batteries and new electric motor combined get us back to about the same weight. If we could afford Lithium batteries we'd be much lighter than the gasoline engine/fuel tank combo. In future no doubt Lithium batteries will be more affordable as the electric cars start deploying them around the world and large scale distribution and R&D kick in to develop this technology even further. For now we'll stick with the old lead acid AGM batteries.

The week before last Lorne and I spent the afternoon wedging the new Odyssey lead acid AGM deep cycle batteries into place on a custom platform Lorne has designed. Lorne has built and secured a base with edges to hold the batteries in approximately the same location as the old fuel tank. This will ensure that batteries are equally distributed in the centre of the boat and near where that same weight was for the old gas tank/Atomic four engine. The Odyssey PC1800-FT are a beautiful industrial, sealed battery system, designed to be rack mounted if need be. The positive and negative leads are on the front face of the batteries for easy connection in series (see earlier blog entry with diagrams of configuration) to get to 48 volts.

Although one person can lift and move these batteries, they are 130 pounds each, it is much easier and more reasonable with two people. So, Lorne and I got it down to quite a system of sliding the batteries through the side panels, lifting them in place from the top, and then inching them over the rails in the box designed to keep each battery in place. Each one fit like a glove. These batteries are sealed and are very sturdy. They can be placed in any orientation. In our case they sit as though ready for a rack. Once all the wiring is place Lorne will put a cap of plywood, like the base, on the top and secure with steel rods.

Next week, we do the electric motor installation and we should be ready to rock and roll with our electric motor system. It'll be interesting to see how far we can go on a full charge and at varying rates of speed. Next spring we'll switch the propellor to fixed blades (our current prop has retractable blades, good for racing, but not so useful for recharging our batteries). Things are looking good.

One other thing we did was to remove the red propellor shaft coupling device that was used for the Atomic 4. The red circular plate has been on the shaft for 40 year and so did not want to leave. Lorne said we needed a prop remover. So, off I went to the QCYC shed where Andy said we might find one. Sure enough, there it was in the back, behind some stuff. Incredibly the old fused connector finally gave way as Lorne and I used an extender and a bit of elbow grease to get the old thing moving. For the new connector we've found that the prop shaft is a slight bit smaller than the connector so we'll need a rubber filler band to fill the gap to make it secure. We are ready for the electric motor!

Stay tuned.