Flux Marine co-founders Ben Sorkin, Daylin Frantin and Jon Lord say that they began developing an electric outboard ­motor in a garage. That’s a startup plan that worked out for Bill ­Harley and Arthur Davidson, and famously for Bill Hewlett and ­David Packard. It’s too early to tell if Flux ­Marine will scale similar heights of market success, but after 10 years of research and ­development and a claimed investment of $30 million, the founding trio has expanded to 50 employees, the garage has been replaced with a 40,000-square-foot manufacturing facility in Bristol, Rhode Island, and the sleek and sophisticated Flux ­Marine electric ­outboard is in production.

Sorkin started tinkering with electric power for small hydroplane boats while studying mechanical and aerospace ­engineering at Princeton ­University, from which he graduated in 2017. He spent time at Tesla and designing electric propulsion systems for the office of Naval Research before devoting his full attention to the startup.

“The idea behind Flux Marine was that there has to be a better, more-sustainable way to power a boat. We are not trying to do something so radically different that it alienates people,” Sorkin says. “We are trying to do something that evokes excitement and offers innovation but still makes you feel comfortable with what’s powering your boat.”

The Flux Marine outboard went into production in late 2024, and the company is currently providing an OEM propulsion system for the Scout 215 Dorado, the Scout 215 XSF and the Highfield Sport 660. The company also offers the Flux outboard paired with a 24-foot pontoon it sells directly.

Every component of the Flux Marine outboard was designed in-house, according to Sorkin, in an effort to optimize affordability, safety and performance. Sorkin reveals that the system underwent field testing aboard boats from 2022 to 2024, and recently survived 1,300 hours at wide-open throttle in a test tank, with no maintenance issues. The production motors and battery system are all assembled by Flux. A five-year standard warranty covers the Flux drivetrain and the battery pack that powers it.

The outboard is rated at 100 hp sustained and, for bursts of acceleration, 150 peak horsepower. It weighs about 325 pounds. ­Energy is provided by a modular system comprised of three 400-volt 28 kWh batteries, for a total of 84 kWh of storage. Each battery weighs 325 pounds, so the entire system weighs roughly 1,300 pounds. By comparison, it’s about 750 pounds for a 150 hp internal combustion motor, 37 gallons of gas in the Highfield 660, plus a starting and house battery. The charging port below a hatch in the cowl accepts a Level 1, Level 2 or Level 3 connection, so when trailered, it can be plugged into an EV-charging station.

Because it is always working under heavy load when pushing a boat—just as an internal combustion engine must—cooling the motor and inverter is a challenge for an electric motor. Flux was determined to design a cooling system that does not rely on seawater, and so created a system that circulates a glycol solution around the motor and inverter and through passages in the ­aluminum antiventilation plate, which acts as a heat exchanger. This completely closed system does not require maintenance or winterization. There is no need to flush the motor internally after use in salt water, but an exterior wash with fresh water would be advised, as with any outboard.

Read Next: The Differences Between Radial, Axial and Transverse Flux Motors

Another compelling design element of the Flux outboard is its midsection and lower unit. ­Because the outboard does not need an exhaust outlet or ­forward/reverse gears, the Flux team was able to reimagine transfer of power from the motor to the propeller. Flux drives the prop with a 4-inch-wide synchronous belt. The typical midsection is replaced with a “dual strut” ­design that surrounds the belt but is open in the center. This both reduces drag and improves water flow to the propeller.

The Flux outboard powered a 21-foot-10-inch Highfield 660 Sport—a RIB with an aluminum hull—for our short test runs in Michigan. The motor propelled this very light boat from zero to 30 mph in 8.1 seconds, en route to reaching a top speed of 31 mph. The boat heeled over on its inside tube and carved neat turns, and the prop stayed hooked up. The motor would tilt out of the water. Cruising at 21 mph, the display indicated a range of 32 miles while drawing 56 kW, or about 1.5 hours of use. The controls are smooth, and the motor is essentially silent.

This fits the use case of Steve Eddleston, owner of the historic 12-Metre racing yacht Weatherly, berthed in Newport, Rhode Island. Eddleston purchased a Flux-powered Highfield 660 as a tender to commute a 25-mile round trip by water from Bristol to Newport.

“I hate fumes and pollution,” Eddleston says. “This boat has the range I need, great stability and handling with the battery weight low and forward, and I can bump right up to Weatherly. I return to dock in the evening and plug into shore power, and it charges overnight. No gas dock. It’s ­harmonious with my life.”

The Flux-powered Highfield 660 has an MSRP of $110,000, compared with about $83,000 with a 150 hp gas outboard. It will be fun to see how far the young ­entrepreneurs at Flux can fly.

Speed, Efficiency, Operation

The post Flux Marine’s Electric Outboard Advances Propulsion Innovation appeared first on Boating Mag.

In 2016, Suzuki unveiled its new 2.9L inline four-cylinder DF200A outboard, which was lighter and more fuel efficient than its V-6 model that had been on the market since 2004. Confident that its engineers had invented a better ­mousetrap, Suzuki discontinued selling the 3.6L V-6 DF 200 in the US when the I-4 was introduced, but the V-6 was still offered in ­select overseas markets.

Feedback from boaters and ­dealers, however, indicated that there was still demand for a 200 hp V-6 in North America by those who could benefit from the ­increased low-end torque and snappier throttle response that the 3.6L block produces. Suzuki’s competitors—Mercury, Yamaha and Honda—still offer V-6 200 models, and Mercury even offers a V-8 200 in its ProXS line that also includes a 300 hp version, using the same 4.2L powerhead. So, for 2025, Suzuki went back to the future and reintroduced updated versions of its 200, 225 and 250 hp motors.

Although most outboard ­engines don’t share a platform with cars, the automotive industry has gradually shifted its internal-combustion motors to ­more-fuel-efficient smaller ­displacement engines. As a result, the once-ubiquitous V-8s were usurped by V-6 engines, and then largely replaced by inline-4-­cylinder engines. But the missions for boats and cars are not the same. Although car engines need blasts of power to merge onto highways and to pass, many engines use ­turbocharging for an extra kick. Also, wheeled vehicles don’t have as much drag and usually stay within the lower range of rpm due to ­having a multispeed transmission.

Due to the drag of water, boats demand more from their engines, and their load is like that of a car constantly going up a steep hill. Unlike automobile powerplants, boat engines never coast. In rough seas, snappy acceleration and excellent torque are needed to stay on plane at lower speeds for safety. As the old saw goes, there’s no replacement for displacement. So, the “new” V-6 makes sense for certain applications. But inquiring minds wanted to see how each iteration of the Suzuki 200 performed with different loads. So we put both versions to the test on the transom of a Carolina Skiff 21 Ultra Elite. Here’s what we found.

Head-to-Head

For the test, Boating Editor-in-Chief Kevin Falvey, photographer/­videographer Michelle Gaylord and I converged on the Suzuki Marine Technical Center USA in Panama City, Florida, in December. Winter weather in the Panhandle can be a crapshoot, and we lucked out with bluebird skies, gentle winds, and temperatures in the low 70s. (A month later, Panama City was covered in 5 inches of snow, beating the record of 3 inches set in 1895.)

To reduce variables, we tested both engines on the same Carolina Skiff  21 Ultra Elite with identical payloads, which included topping off the 52-gallon fuel tank before each test. First, we ran a standard Boating Certified Test on both engines with two people aboard, totaling 434 pounds of buffet-loving human ballast. Gas weighs 6.1 pounds per gallon, which adds another 317 pounds. This Carolina Skiff model requires a 25-inch ­motor, so the first test was with ­Suzuki DF200A, an inline-4 cylinder outboard weighing 529 pounds. The boat is 20 feet, 9 ­inches long with an 8-foot beam, and has a dry weight of 2,636 pounds and a passenger capacity of 14 people (you can play musical chairs to determine who gets a seat). Our 200 hp test engines were at the top of the boat’s allowable limit.

For the second round of ­testing, we added 400 pounds of lead-filled bags strategically placed throughout the boat where people would usually be sitting. We also welcomed aboard the test ­center’s engine guru, general manager David Greenwood, who has been with Suzuki for nearly four decades, weighs 165 pounds, and is evidently a salad lover who believes in working out. We focused on cruising speeds, top end, and acceleration for these runs to see how the numbers would change under heavier load.

Tale of the Tape

In this corner, the younger 2.9L ­inline 4-cylinder DF200A comes in shaft lengths of 20 inches and 25 inches, weighing 518 pounds and 529 pounds, respectively, for the mechanical shift models. The digital shift option adds 2 pounds to each. The 200 hp I-4 is the most powerful engine in the 2.9L platform family that also includes 150 and 175 hp versions. The peak output of its ­alternator reaches 44 amps.

One aspect of this motor that separates it from all other 200 hp motors on the market is its ultra-low 2.5-to-1 gear ratio, which ­allows it to swing larger-diameter props, and so move more water. All other 200 outboards on the market have higher gear ratios that range from 1.85-to-1 (­Mercury FourStroke 200 V-6) to 2.0-to-1 (Honda V-6 BF200). For our test, the inline-4 DF200A used a ­15-by-21-inch three-blade stainless-steel Suzuki Watergrip prop, which is about the average diameter of a large pizza.

In the other corner is the ­updated version of the 200 hp V-6 engine, now called the DF200T. It comes in three different shaft lengths; the 20-inch model is popular for use on bass boats and weighs 582 pounds, and the 25-inch version, which we used for this test, weighs 606 pounds. The V-6 200 is the only Suzuki 200 offered in a 30-inch version, which weighs 626 pounds and is targeted for larger offshore boats. The DF200T is the least ­powerful in the 3.6L platform, which also features a 225 and 250 hp model. It features a 54-amp alternator, which is 10 more amps than the inline-4.

The DF200T has the second-lowest gear ratio in the industry for 200 hp outboards, with a 2.29-to-1 ratio. For our test, this motor swung a 15¼-by-19-inch three-blade stainless-steel Watergrip prop.

Efficiency and Performance

By pressing the Easy Start button, the DF200A fired right up and settled into a 600 rpm smoke-free idle, registering a near-silent 56 decibels. Despite having only four cylinders, its vibration was nil, in contrast to the old two-stroke days when a start-up was announced with a cloud of smoke and an idling engine that shook like someone in the first stages of hypothermia. The first test we performed was to measure its acceleration. Then, starting at 1,000 rpm, we bumped up the throttle in 500 rpm increments while measuring speed, fuel burn, sound levels, and the angle at which the boat was running. We performed two runs in opposite directions to account for wind and current, then ­averaged the results. The only problem we encountered was that the boat would start porpoising at higher speeds, which was corrected using a little downforce deflection from the ­Lenco trim tabs.

Acceleration was smooth and linear, and the 21 Ultra Elite accelerated to 30 mph in a ­respectable 10.1 seconds. We also tested midrange acceleration from 25 to 40 mph, which took 9.7 seconds. The DF200A’s fuel economy was impressive, and at a slow-troll speed of 1,000 rpm, it sipped only 0.6 gallons an hour, which means it could theoretically putter along at 3.9 mph for nearly 87 hours on a full 52-gallon fuel load. Its best fuel economy was at 4,000 rpm, which pushed the Carolina Skiff to 25.5 mph. At this speed, it achieved an impressive 4.17 mpg, translating to a range of 195 miles. At 4,500 rpm, it reached 31 mph and came within a Visine squirt of fuel away from hitting 4 mpg (3.97). Trimming out the engine until just before the ­Watergrip propeller lost its grip saw a peak rpm of 6,150, which was 50 rpm over its published max rpm range. In other words, we ran it like we stole it. At its top speed of 45.9 mph, the Suzuki 200A burned only 18.7 gph, yielding 2.45 mpg.

Swapping Out Motors

After we tested the inline-4 DF200A, the Suzuki tech team—doing its best imitation of a NASCAR pit crew—switched the Carolina Skiff’s engine to the V-6 DF200T. First, they tilted the engine vertically, disconnected its battery cables, unplugged the main harness from the motor to the helm, and disconnected the fuel line and the sub-electrical lead. Suzuki engineers made the process easy by providing lifting hooks on the motor, so the crew used them to support the engine’s weight with a forklift and chain, then unbolted the motor from the boat and placed it on a stand. Installing the motor was the reverse of the removal procedure. The elapsed time was about 45 minutes.

Big Displacement Energy

Like the inline-4 model, the V-6 200 fired up quickly after a push of the keyless-start button, which wasn’t available in its earlier iteration, as was the easy-start feature. The bigger block was two decibels louder at idle—58 dB(A)—but that level was barely audible. The V-6 acceleration felt more muscular, and we recorded a zero-to-30 mph time of 8.5 seconds, 1.6 seconds faster than the I-4. The midrange acceleration test saw a time from 25 mph to 40 mph of 7.5 seconds, which was 2.2 seconds faster. The faster acceleration times illustrate the advantage of larger displacement. In simple terms, with greater room in the combustion chamber, more air and gas can be jammed in before the spark plug ignites it. But there’s no such thing as a free lunch in physics because burning more gas for improved acceleration reduces fuel economy, as the numbers revealed.

The best cruising speed for the ­V-6-powered Carolina Skiff was also at 4,000 rpm, pushing it to 26.5 mph and netting 3.34 mpg, which is 0.83 mpg less than the I-4. This mileage was about 20 percent worse, reducing the boat’s range by 39 miles. At wide-open throttle, the V-6 reached 46.6 mph at 6,000 rpm, which was 0.3 mph faster than the I-4, illustrating that 200 hp is 200 hp, no matter the displacement. The fuel burn at WOT was 20.3 gph, translating to 2.3 mpg—not too far off the 2.45 mph that the I-4 achieved.

Load ’Er Up!

With the 900 pounds of ballast loaded, the tank full, and Falvey, Greenwood and me on board, we headed off into the West Bay section of Robinson Bayou. The ­measured numbers can be found on the performance charts below.

Read Next: The Benefits of Digital Controls on Suzuki AP Outboards

In Conclusion

So, which Suzuki outboard is best? After crunching the numbers, it’s a split decision. Get the 2.9L I-4 DF200A if you want the best fuel economy available and have a boat that performs better with a lighter outboard. The 3.6L V-6 DF200T is ideal for those who have heavier boats or carry more payload and want better acceleration and ­throttle response.

Speed, Efficiency, Operation

Suzuki 2.9L Inline-4 DF200A

• Number of Cylinders: Inline-4
• Weight, Mechanical Shift: L 518 (20” shaft), X 529 (25” shaft), digital shift, add 2 lb.
• Displacement: 175.9 cu. in., 2,867cc
• Bore and Stroke: 97 mm x 97 mm
• Gear Ratio: 2.5:1
• Alternator Output: 44 amps
• Operating Range: 5,500-6,100 rpm
• Key Features: Suzuki’s DF200A Lean Burn system uses sensors and its onboard computer to adjust the air/fuel mixture to the optimal level based on real-time information regarding need. The I-4 AP model also features Selective Rotation, which can change the prop’s primary direction of rotation.

Suzuki 3.6L V-6 DF200T

• Number of Cylinders: V-6
• Weight, Mechanical Shift Only: L: 582 (20” shaft), X: 606 (25” shaft), XX: 626 (30” shaft)
• Displacement: 220.5 cu. in., 3,614cc
• Bore and Stroke: 95 mm x 85 mm
• Gear Ratio: 2.29:1
• Alternator Output: 54 amps
• Operating Range: 5,500-6,000 rpm
• Key Features: The DF200T, like the I-4 model, has an offset drive shaft that moves the center of gravity farther forward for better balance. This design also enables a two-stage gear reduction to allow its gear ratio to be low to swing larger props. Variable Valve Timing on both models changes the valve timing to provide better low-end torque and top-end performance.

The post Suzuki V-6 vs. Inline-4 Outboard Test appeared first on Boating Mag.

Contender Boats is known for tournament sport-fishing boats, but the company describes its 24S center-console as “a great day-tripping boat” that fishes well but also serves families and divers. After several sea trials on the upper and lower Chesapeake Bay, we certainly agree. On those tests, we explored a common question: Should you power your boat with single or twin outboards? Read on to see what we found.

We tested two Contender 24S boats—one with a single Yamaha F300, the other with twin Yamaha F150s.  Both offered top speeds in the low 50s and efficient cruising speeds of 30 to 40 mph (3,500 to 4,500 rpm), yet the twins’ performance stood in stark contrast to the single. As expected, the weight of the twins planted the 24S’s 22.5-degree transom deadrise deep-V hull firmly in the water at all speeds and accelerated that boat to 30 mph, which was  slightly faster than the single, presumably because of the greater surface area of two propellers versus one. Their lift also caused them to run slightly flatter at high speeds. Despite the weight of the two engines, this Contender’s well-designed cockpit still self-bailed ­effectively with twins as the scuppers remained above the waterline. Nonetheless, we think the single was the hands-down winner for several reasons.

The weight difference between the two boats is around 500 pounds. This shows up clearly in the performance charts shown on the opposite page. First, the single-engine boat is ­faster at every rpm stage. The ­single rose onto plane at a lower rpm range (2,500 to 3,000 rpm), despite the lift from the twin ­propellers. ­Second, the single was significantly more fuel-­efficient, ­topping out at a remarkable 3.9 mpg versus 2.7 mpg for the twins at 3,500 rpm. Twin engines require twice as much rigging and maintenance as a single, and they take up more room on the ­transom’s dive platform. ­Finally, the twin-150 rig costs $23,499 more than the single 300 (retail base price $157,210 versus $133,711). Note also that the twin-engine boat would not plane with a single 150, even with the crew all the way up at the bow to help balance it. (The boat will likely do so with one of the optional twin 200s.) Rather than buying twins for get-home redundancy, an annual ­towing-service ­membership might serve many boaters. To me, Contender’s 24S is a great boat for a big estuary like the Chesapeake or for near-coastal work, say up to 25 miles offshore.

While the 24S shows its pure Contender fishing genes, it also offers a head in the console (5 feet, 7 inches of headroom) and seating ranging from U-shaped forward seats to transom jump seats. It’s family-friendly enough to take some kids ­bottomfishing, serve ­Saturday ­race-committee work for a yacht club, or join friends at a sandbar. The 300 hp outboard is plenty powerful for casual tow sports. There’s a lot of storage space, much of it dry, plus coolers. A couple could cruise the 24S along the coast and its rivers with a little attention to Airbnbs and waterside restaurants. It’s built like a tank—solid enough to be heirloom quality for multiple generations of a ­water-loving family.

Read Next: Sterndrive vs. Outboard

One criticism: Its fuel tank, at 130 gallons, seems large for the single-engine version; range at 3,500 rpm works out to 456 miles. While few boaters complain about too much fuel capacity, I’d guess that most people choosing the 24S wouldn’t run more than 100 miles per day, so an 85- to 90-gallon capacity seems more appropriate (range about 230 miles) to avoid wasted space or carrying an extra 330 pounds of dead weight (55 gallons of fuel). For twins, or a single 350 or 400, one might want the extra 55 gallons. That’s my opinion, as someone who would run 40 miles one way in it on occasion. Yours can differ, certainly.

So, as the only “Sport” model in Contender’s line, the 24S seems underrated, deserving of more attention for coastal folks who aren’t interested in hardcore blue water. Yes, as a semicustom builder, Contender can build sport ­features such as forward seating into larger models, but this boat seems to fit neatly into a widespread coastal niche where it fishes ably but also shows off its well-honed versatility.

How We Tested

• Single Engine: Single 300 hp Yamaha V-6 outboard
• Drive/Prop: Outboard/15.5″x 17″ Saltwater Series II 3-blade stainless steel
• Gear Ratio: 1.75:1 Fuel Load: 75 gal. Crew Weight: 380 lb.

How We Tested

• Twin Engines: Twin 150 hp Yamaha I-4 outboards
• Drive/Props: Outboard/13.75″x 19″ Reliance 3-blade stainless steel
• Gear Ratio: 2:1 Fuel Load: 40 gal. Crew Weight: 380 lb.

Contender 24S Specs

The post Single vs. Twin Outboards appeared first on Boating Mag.

Suzuki DF 200 V6 and Inline 4

Suzuki has its entire lineup on display at the Convention Center, as well as several opportunities for onwater demos at the Venetian Marina. Take note of Suzuki’s versatility in offering both and inline 4 and V6 version of its 200 hp outboards. Depending on how you operate your boat, one might be the best choice for you. Stay tuned for a full head-to-head evaluation in our April issue, and catch up on the inline 4, here.

Honda Revamps Its Lineup

Honda Marine announced advancements and improvements in its outboard lineup from 115hp up to its V6 250. This lineup will be available with Honda’s Intelligent Shift and Throttle (IST) steering, and feature an exterior makeover resembling its recently released v8 350. Look for Honda both in the Convention Center and in the water at the marina. Read about the Honda’s flagship V8 350, here.

Mercury Marine Joystick Control for Single-Engine Outboards

Joystick Piloting for Single-Engine Outboards with Thruster enables vessel control capabilities not possible in a traditional single-engine application, including 360-degree rotation of the vessel and sideways movement. It also supports a suite of integrated SmartCraft^® advanced controls previously not available for single-engine vessels. These include Skyhook (locked position and heading), Bowhook (locked position) and Drifthook (locked heading) digital anchoring to maintain position regardless of wind or current or heading, a major enhancement for anglers or when waiting for a drawbridge to open or fuel dock access.

Volvo Penta Twin FWD Drive

Volvo Penta’s FWD drive system revolutionized the ability of recreational boats to double as surf boats thanks to its forward facing propeller design. Now, with the Twin FWD system this technology is available for boats up to 38 feet. We had a chance to run and see this system up close on a Cobalt R33 Surf.

Yamaha XTO 450

Yamaha has several of its outboards on display at the show, led by its largest engine, the XTO 450 (read about it here). The XTO 450 is designed for big-boat applications to get you safely to the canyons and back.

The post Must-See Engines at the Miami International Boat Show appeared first on Boating Mag.

Mercury Racing debuted the 3.4-liter V-6 150R and 200R outboards, providing boaters ­who seek high-performance outboards with lighter weight and array of performance-oriented choices in things such as gear-case type, gear ratio, and other advancements not available with other ­outboard engines in this range.

The Mercury Racing 150R and 200R outboards made their debut at that 2024 Cannes Yachting Festival, in France, September 2024, to great acclaim. Prioritizing torque, the design of each ­delivers exceptional hole shot and acceleration without the weight of a V-8, according to Mercury Racing. Transient Spark Technology electronically adjusts ­ignition timing as needed, producing ­additional torque for faster hole shot and acceleration. At full throttle, the 150R develops up to 6,000 rpm, while the 200R tops out at 6,400 rpm.

For comparison, a look at ­Mercury Marine’s ProXS outboards helps showcase why these new Mercury Racing offerings will prove important for high-performance applications.

For example, the ProXS 150 displaces 3.0 liters and is an ­inline-four configuration, weighing 456 pounds, compared with the 150R’s 475 pounds (remember, it’s a V-6 displacing 3.4 liters). The ProXS 150 comes with a 2.08-to-1 gear ratio, while the 150R offers a higher 1.85-to-1 ratio, which is better optimized for speed in many situations. The gear cases of each offer water pickups on the nose cone, enabling operation at higher mounting levels, use with a jack plate, or simply at higher trim levels, all off which translate into higher speed. Both are available in 20- and 25-inch shaft lengths, and both offer counter-rotation at the 25-inch shaft length. The V-6 150R provides an 85-amp alternator, compared with the inline-four ProXS 150, which offers a 60-amp alternator.

Looking at the 200 hp power level, we see that the 4.6-liter V-8 ProXS 200 weighs in at 505 pounds, while the Mercury Racing 200R weighs in at a lighter 469 pounds. The ProXS 200 comes with a 1.75-to-1 ratio and either the big, rugged 5.4-inch gear case, or the Torque Master gear case for elevated-mounting height applications. The new Mercury Racing 200R, however, offers different gear-case choices, both with a 1.75-to-1 ratio.

Note that all weights given r­epresent the lightest version of each engine.

The Mercury Racing 200R with a Torque Master gear case proves ideal for heavier boats capable of reaching up to 85 mph. It features a heavy-duty 19-spline stainless-steel prop shaft and is designed to run partially ­surfaced to propel heavier tournament bass and multispecies fishing boats with maximum speed and control. For boats capable of speeds greater than 85 mph, the surface-piercing design of the Sport Master gear case features low-water pickups and a crescent leading edge to maximize efficiency and speed. The available cambered skeg counteracts prop torque on single-engine installations for improved performance and handling.

The Mercury Racing 200R is available in a 20-inch shaft length, and the ProXS 200 is available in 20- and 25-inch shaft lengths, and with counter-rotation in 25-inch. 

The Mercury Racing 150R makes a maximum wide-open throttle rpm of 6,000 and can run on 87-octane fuel. The Pro XS 150 also makes 6,000 rpm at WOT and can also run on regular gas. The 200R makes up to 6,400 rpm, while the ProXS 200 makes up to 6,200 rpm, and both can run on regular gasoline. The warranty is three years limited for all four of these engines.

“With the new 150R and 200R, we are bringing Mercury Racing DNA to our V-6 outboard range. When it comes to bottom-end torque, these engines are best-in-class,” says Jeff Broman, category director at Mercury Racing. “Add the many digital features provided by Mercury’s V-6 platform, and the competition cannot match them.”

Read Next: Mercury Racing 500R Outboard

The digital features Broman references include digital throttle and shift, which gives drivers precise, seamless engine control. Fuel economy also is optimized through built-in GPS-enabled features such as Mercury’s ­Active Trim, Adaptive Speed Control, and Advanced Range Optimization, which delivers precise fueling throughout the ­operating range. These features have been described in depth, and more information about each can be found at boatingmag​.com, mercurymarine.com, and ­mercuryracing.com.

Pricing for these outboards depends upon the version ­selected. The 150R ranges between $18,975 and $21,065. The 200R ranges from $22,550 to $26,950.  

These new Mercury Racing outboards should well please boaters seeking high performance. It’s notable that in the current era of powerboating, high-performance and other boating categories,  such as fishing and dayboating, often merge. Boat owners now often seek a higher level of performance to go along with a trophy catch, and thrilling one’s guests with an ­extra turn of speed often proves as ­desired as enjoying a sunset. For these reasons, we expect to see ­Mercury Racing’s 150R and 200R outboards powering a ­variety of craft. Look for our test ­coming soon.

The post Mercury Racing 150R and 200R Outboards appeared first on Boating Mag.

Axial flux? Transverse flux? What do these terms mean? Why do they matter? What is flux, anyway? Here’s a vocabulary primer for electric marine propulsion.

Radial Flux Motor

To visualize a radial flux motor, think of two iron cylinders. One is fitted with magnets set around its outside and an axle running through its center (the rotor). Surrounding this cylinder is a larger one (the stator). Inside the stator cylinder is a series of ridges wound with copper wire. The wires are connected to a switch—the commutator—that alternately changes the current direction.

The alternating current created by the ­commutator induces magnetic fields around the stator’s windings. These alternating pulses oscillate between south and north at 60 cycles per second (aka hertz). This force—the flux—acts at right angles to the rotor’s permanent magnets, forcing it to turn. Because the pulses come so quickly, the rotor turns at full power immediately, providing the instant torque and acceleration for which electric vehicles are known.

While relatively bulky and heavy because of the metal yokes around their stators and rotors, radial flux motors are easy to manufacture and require minimal maintenance over long service lives. Torqeedo manufactures radial flux marine motors.

Read Next: Consistent Rating Standards Needed for Electric Motors

Axial Flux Motor

Next, imagine an ­electric motor with a flat disk of nonferrous material serving as the stator. Set around its perimeter are a dozen half-inch-high stubs wound with wire. As before, alternating current feeds the windings. Facing the stator (like stacked pancakes) is another 6-inch disk—the rotor—with its permanent magnets fastened around its perimeter. The oscillating magnetic poles of the stator react with the poles in the rotor’s permanent magnets, attracting and repulsing them. The flux force created causes the rotor and its shaft to turn, but notice that its flux acts in parallel—axial—with the axis of the shaft.

The lack of a yoke and locating the magnets away from the central axis result in higher power-to-weight ratios than equivalent  radial flux motors. The EVOA E1 and Acel outboards use axial flux motors.

Transverse Flux Motor

A transverse flux ­motor runs on more-­complex three-dimensional paths of magnetic flux. Instead of copper wire wound around stator ridges, their coils run circumferentially, at right angles to the axis of rotation. The 3D flow of magnetic flux occurs ­a­xially through the stator, radially through the air gap between them, and circumferentially through the rotor. The rotor has multiple permanent magnets axially in a ring around the motor’s shaft. The stator arrangement involves laminated U-shaped structures securing a ring-shaped coil around the motor.

Transverse flux motors are even more complicated than axial flux motors. There’s still only one moving part—the ­rotor—but more magnets, wire, and structures to hold them precisely in intricate ­positions. Transverse flux motors offer the highest torque and power density. Mercury Marine’s Avator outboards are transverse flux motors.

The post The Differences Between Radial, Axial and Transverse Flux Motors appeared first on Boating Mag.

Mercury recently celebrated the debut of two new Avator electric outboards: the 75e and the 110e. Both are made for small-boat applications, with the 75e delivering 10 hp at the prop shaft and the 110e delivering 15 hp at the prop shaft. We had the opportunity to run them at an event in Charleston, South Carolina. I spent the most time running the 110e, Mercury’s biggest electric outboard to date offered in the Avator lineup. For this test, Mercury had the 110e mounted on a Sun Tracker Party Barge 18 pontoon. Here’s how it went.

First off, the name 110e derives from the fact that the motor delivers 11,000 watts of power at the prop shaft, which roughly translates to 15 hp (at 746 watts per hp, that’s 14.75 hp precisely). As you’d expect, a 15 hp engine is not going to send an 18-foot ­pontoon rocketing around the lake. But you can see this application working for people boating on lakes that have horsepower limits or allow the use of only electric power, or for those who lack a need for speed, those with limited access to fuel, and, finally, those with a desire to avoid ­ethanol issues and winterization.

The dry weight of the 110e is 124 pounds, and it has a small, sleek profile reminiscent of a Star Wars droid. The 110e can connect to up to four 5,400 Wh lithium-ion batteries that weigh 93 pounds apiece. Our Sun Tracker came equipped with a pair of batteries housed ­under the transom bench seat, combined with the 5400 Power Center—the unit responsible for integrating the batteries with the outboard and the helm, and also for charging. Mercury says that when both batteries are drained, they take about 10 hours to fully charge using the integrated 1 kW charger on a 120-volt AC shore-­power hookup. Opting for the 520 W portable charger saves space on the installation but ups the recharge time to 20 hours.

Taking control at the helm with one other person aboard, the first thing I noticed was how responsive it was in ­close-quarters handling. There is almost no lag time from the throttle, and the 110e provides ample low-end torque, which really came in handy when fighting a strong current while backing out of the slip and trying to maneuver through traffic at the marina. Once clear, I punched the throttle and noticed instantaneous acceleration. That said, we could not break plane and motored along at displacement speeds, topping out at around 13 mph running down-current. At wide-open throttle, Mercury estimates about an hour of run time; range and run time prove progressively longer the more you ease up on the throttle. I spent most of my test run at around 7 to 8 mph and saw the range hover around 15 to 16 miles, or about two hours.

Read Next: Mercury Avator 20e and 35e Electric Outboards

Range, speed and battery life are all easily accessible on the simple digital dash display at the helm, so you should never be surprised by a sudden lack of juice to get home. The 110e also proved remarkably quiet, so much so that without looking, I couldn’t tell that it was on while idling. Underway, I recorded 74 decibels at the helm at full throttle, but much of that was due to the wind and other ambient noise on the open pontoon platform.

The 110e is a great power option if you boat on electric-­only lakes or ones with strict speed limits. It’s also a ­no-brainer for tender duty—provided yours can handle, as well as fit, a 93-pound battery and rigging—because it will get you into shore and back to the marina. MSRP is $20,900, and you can learn more at mercurymarine.com.

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Read Next: Must-See Marine Electronics at the Fort Lauderdale Boat Show

Mercury Racing 150R

The new 150R, as well as the 200R, are V6 engines designed to deliver exceptional hole shot and acceleration without the weight of a V8. Transient Spark Technology electronically adjusts ignition timing as needed, producing additional torque for faster hole shot and acceleration. At full throttle, the 150R develops up to 6000 RPM, while the 200R tops out at 6400 rpm. Read more here.

Where: Convention Center 2012; Bahia Mar 2055

Volvo Penta Twin FWD Drive

Volvo Penta’s FWD drive system revolutionized the ability of recreational boats to double as surf boats thanks to its forward facing propeller design. Now, with the Twin FWD system this technology is available for boats up to 38 feet. When combined with Volvo Penta’s Joystick Wakesurfing, it’s a system to help everyone catch waves.

Where: Bahia Mar 1203

Honda BF350

The BF350 [https://marine.honda.com/outboards/models/highpower/bf350]  is Honda’s largest outboard to date, a V8 with a newly developed 5-liter-­displacement block with a ­fully balanced, 60-degree offset crankshaft, built using the same alloy and strength specifications as the engine in the Acura NSX high-performance supercar, according to Honda. Read more about it here.

Where: Convention Center 1223

Suzuki Stealth Outboards

Suzuki offers eight outboard models with its unique black matte finish that looks super cool on the water while still providing quiet, efficient and powerful performance. Read more here.

Where: Convention Center C39

Trolling Motors

You’re going to want to keep up with the latest in trolling motor technology with Garmin and Minn Kota. We have a full write-up online here.

These new trolling motors can up your fishing game tremendously.

Where: On several boats at the Bahia Mar and Convention Center

Yamaha XTO 450

Yamaha has several of its outboards on display at the show, led by its largest engine, the XTO 450 (read about it here). The XTO 450 is designed for big-boat applications to get you safely to the canyons and back.

Where: Bahia Mar 1207, 2029

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Methods for measuring and reporting horsepower of electric outboards are debated within the industry. Trolling-motor makers such as Minn Kota, Lowrance, Garmin and Rhodan report the power of their motors in terms of input voltage and thrust in pounds. That’s long been the standard, and it allows fishermen to readily compare performance using these values.

But with an electric-motor system used as primary propulsion, the industry is still struggling to agree on a standard by which boaters can make informed purchasing ­decisions. For internal-combustion engines, the standard is to rate power at the prop shaft of an outboard or sterndrive. Inboard power ratings are measured at the output flange of the shaft coupling (shp) or at the flywheel, called brake horsepower (bhp). In these cases, a buyer can compare different engines using the same rating scheme.

Some electric-motor makers, such as Torqeedo, suggest that electric horsepower is a function of input voltage, losses to friction in the motor, and power of the prop to push a vessel forward. The latter attempts to measure horsepower using the actual force applied by the prop, among other factors. But what if you choose a different prop, such as one of several options Mercury offers on its ­Avatar motors? We’ll debate this question in the future.

While electric-horsepower reporting is still in ­industrywide flux, electric propulsion also brings a new dynamic to ­boatbuilding. Boats to be electrified have to carry heavy batteries. Vessels for electrification must have hull designs and ­operator expectations that do not include sustained maximum speed and long range—at least for the near future.

A vessel’s center of gravity is another piece of the puzzle. A properly placed CoG for a petroleum-fueled vessel can be easily misbalanced with heavier electric power. And there is a trick to it with petrol as well.

When fuel burns down, the boat weighs less, but does the CoG remain the same? To keep it as close as possible, the fuel tank should be balanced over the lateral and longitudinal centers of gravity. But many fuel tanks, especially on pontoons, are at the stern of the vessel. When electric power is consumed, the batteries remain the same weight, so the CoG does not change.

Read Next: Decoding the Horsepower Ratings of Electric Motors

Ultimately, boatbuilders will need to rethink boat design and construction to optimize electric power. It is the same challenge that carmakers have. Tesla didn’t just replace internal-combustion powerplants with electric; it built a new car designed to perform ­specifically with electric power. Boatbuilders must either find boats best suited to electric or design new ones.

For example, Candela’s C-8 Polestar employs lighter-weight materials and ­hydrofoils to lift the vessel clear of the ­water at speed, reducing drag and increasing speed and power efficiency from dual electric motors.

Aluminum boats—fishing vessels, in particular—are suited to electric for inshore or lake fishing because they are light and because many anglers accept modest planing speeds of 20 mph or trolling speeds of 2 to 5 mph, and can make do with a shorter cruising range.

Pontoons might be a prime existing candidate for electric power. Many are at their best tooling along at 10 to 15 mph—right in the wheelhouse for many electric’s efficiency profile—and they have the buoyancy to carry heavy batteries.

Inflatables and RIBs are already popular choices for electric propulsion because of their light weight. Ultimately, ­however, a consistent standard for ­rating and comparing power is essential to this growing segment of the boating market.

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EVOA’s new E1 outboard is rated for 200 hp at the prop, delivering instant full-torque hole shot of an axial-flux electric ­motor into a powerhead less than half the weight of a comparable four-stroke gas outboard. EVOA’s team of engineers and technicians has designed complete, integrated power systems with motors, drives, batteries, throttle, dash, and ­telematics for ­boatbuilders. ­Cooling ­systems are also available, ­including for salt ­water, as well as DC fast charging and Level 2 240-volt AC rapid ­charging.

EVOA’s E1 axial-flux motors come from its partnership with YASA, a wholly owned subsidiary of Mercedes-Benz. YASA motors powered a Drive eO PP03 high-performance automobile to win the Pike’s Peak International Hill Climb in 2015 and 2016, the first EV to do so outright. Rolls-Royce broke the world speed record for an ­all-electric flight with YASA ­motors in the Spirit of Innovation at 345.4 mph. Jaguar’s Vector V20E set an electric water-speed record in 2018. Other notable YASA applications include the Ferrari 296 GTB sports car and the Curtiss 1 Bike.

These are high-performance designs tested at maximum stress points. Using this groundbreaking technology, EVOA builds boating-performance solutions into its patented propulsion system. At 62 pounds, for 100 hp and 96 percent efficiency, the axial-flux motors are smaller and more powerful than anything seen before. The reduction in mass, while introducing equal amounts of torque, has been the heart of these achievements. The size and versatility of these motors allow EVOA to scale them to a boat buyer’s intended needs. With the ability to stack the motors along a shaft, the power request is progressive. EVOA can independently control the output of each, using the company’s proprietary Ecoflux software. With 800-volt architecture, the horsepower ranges are scalable from 100 to 600.

Read Next: Things to Consider When Repowering With Electric Motors

Fortescue WAE (formally Williams Racing/WAE) has ­partnered to produce EVOA’s E1 battery packs. WAE has been at the forefront of EV innovation, with batteries that can hold energy density of 210 kWh/kg. WAE is a supplier of Formula E, LMDh, and Extreme E ­series batteries. EVOA ­customizes WAE/E1 packs to handle the ­waterproofing and impact-­resistant maritime demands of high-performance watersports, utilizing the same properties as the automotive-racing packs. This fall, WAE will begin building these 34.5 to 90 kWh packs for EVOA in Detroit. EVOA can connect them in banks ­ranging from 44 to 207 kWh.

The EVOA motor system can connect with any marine drive system simply by changing the mounting orientation. Without having to alter any fundamental properties, the E1 System can power conventional inboards, V-drives, and sterndrives, as well as the new outboards and a groundbreaking jet drive that the company will introduce at the IBEX Show from October 1 to 3. Current EVOA-powered production vessels include the 420 hp sterndrive, 133 kWh Launch 25GTe from Chris-Craft, and the 440 hp, 550-pound-feet torque 155 kWh Supra EV550 from Skier’s Choice. Field-­testing by the EVOA team indicates that for average watersports use, the Supra EV 550 offers around three hours’ runtime on a single charge—plenty for many boaters’ needs. For manufacturers, EVOA can assemble the drives on a custom basis for prototypes or on the assembly line. They stand ready to train technicians for partner boatbuilders, whether for pontoons, wakeboats, ­tenders or performance boats.

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