hydro generator for yachts

Yachting Monthly

• Digital edition

Everything you need to know about hydrogenerators

• Sam Fortescue
• December 13, 2023

Design developments have made hydrogenerators the most efficient form of sustainable auxiliary energy for yachts. Sam Fortescue reviews the latest innovations

The potential of hydrogeneration has been well understood for decades, but it’s only over the past 15 years that the idea has started to become properly commercialised. In essence, it’s a very simple concept: the boat’s motion through the water turns an alternator which generates electricity to recharge the onboard batteries.

‘Every yachtsman owns a sophisticated wind energy machine in the form of the yacht itself,’ explains Peter Andersen of Eclectic Energy, which manufactures the Sail-Gen and Duogen hydrogeneration systems. ‘Hydrogeneration provides a simple way of converting a small part of the power harnessed by the yacht’s sails directly into electricity.’

Because water is a much denser medium than air, a small hydrogenerator fitted to the transom of a yacht can potentially produce a great deal more energy than if a larger wind turbine was fitted to it.

‘Kinetic energy increases proportionally to the cube of the velocity,’ adds Andersen. ‘That means producing 300 amp-hours per day or more is a realistic prospect while cruising at 7-8 knots with a hydrogenerator fitted. And it’s the reason why more and more boat owners are now opting for water generation, although it’s still not as popular as it should be.’

By contrast, a tradewind run with a wind turbine might yield just 80 amp-hours per day, because the apparent wind on a run is lighter. Good performance might see 40W output from 10 knots apparent. Similarly, solar panels only produce a fraction of their rated output for most of the day, so you’d need a large array to match the return of a modern hydrogenerator.

A blend of all three will, of course, give the best outcome for different conditions at anchor and under way – but on passage, it’s hard to beat the benefits of a good hydrogenerator.

Watt&Sea’s hydrogenerator is a flexible option

Speed v drag

The speed versus drag issue has always dogged hydrogeneration technology, mainly because hydrogenerators only put out meaningful energy once a boat reaches speeds of five knots or more. However, the increasing use of hydrogenerators on the international offshore racing circuit has started putting paid to most of those concerns, with all manufacturers now agreeing that the extra drag of the impeller in the water is negligible. It also becomes non-existent once the boat reaches hull speed.

The main issue for cruising sailors is the boat speed required to obtain meaningful energy from a hydrogenerator, which is mostly a question of the diameter and pitch of the impeller. Just as you need to ensure that an auxiliary propeller is matched to both the power of the engine and the speed of the hull, so the impeller on a hydrogenerator must be correctly sized for the speed of your boat under sail and desired power output.

The pitch also needs to be set to offer the optimum angle of attack for the boat’s likely range of speed through the water. That’s why leading manufacturers offer a choice of impeller, or at least an adjustable one.

Hydrogeneration is the most efficient form of sustainable auxiliary energy for yachts

The Watt&Sea is the most flexible in this respect. Its two models (300W and 600W maximum output) can be equipped with a 240mm diameter impeller or a 280mm unit. The difference in output is striking: at five knots boat speed, the smaller one produces 100W, while the larger one can manage 120W. Over the course of a day, that amounts to an extra 40 amp-hours on a 12V system.

The smaller impeller has a maximum boat speed of 11 knots, which will be enough for most cruising monohulls. Only sporty catamarans would need to consider the smaller 200mm impeller with its 13-knot top speed. Faster than that and you’d need to look at a race model with a variable pitch.

Charging performance

Apart from price, the factors differentiating the various brands on the market are their charging performance and mounting system.

Eclectic Energy is the only manufacturer whose generators rectify the current on board to produce a DC output that can be wired directly to the batteries. This has the benefit of simplicity, but requires beefier cables running all the way from the generator to the batteries.

The Duo Gen hydrogenerator from Eclectic Energy

Watt&Sea’s hydrogenerator puts out a three-phase, low-amperage alternating current that runs through a DC converter. The converter monitors the battery voltage to determine whether it is in the higher power absorption phase or the lighter float phase of charging. After that, an electromagnetic brake stops the impeller if it’s spinning too fast and becoming dangerous.

Swi-Tec’s charge controller funnels all the power from the generator into the batteries until they reach a predetermined voltage. At this point, the MPPT (Maximum Power Point Tracking) algorithm reduces the charge to nearly nothing, a buzzer sounds to alert the skipper and the impeller brakes itself automatically. It can then be changed to ‘freewheel’, allowing the propeller to rotate freely.

The Remoran is perhaps the most ambitious of all, with a charge controller that can automatically detect the system voltage and then apply a ‘smart charging algorithm’. It also interacts with a smartphone app via Bluetooth, allowing you to keep a close eye on its performance and power output.

A Sail Gen hydrogenerator mounted on a yacht’s transom

Mounting systems

While Watt&Sea supplies a pod-based system that can be permanently fitted under the hull, a removable transom fitting is still the most popular choice, allowing the unit to be removed and stowed when not in use. Alignment, though, will have a significant impact on a hydrogenerator’s performance, with the best results coming from a clean, clear flow of water. Manufacturers therefore recommend an offset mounting outside a direct line with the rudder.

There is a balance to be struck, however, as heeling can make one tack more productive than the other. On twin-rudder boats, a central mount works well.

Swi-Tec and Watt&Sea both offer an optional pivoting mount for fitting to a raked stern, while the Remoran has in-built pivoting as standard, using a spring-loaded knob to tab between different settings and offering a rake of up to 40 degrees. Watt&Sea also offers different leg lengths to suit different installations, while the Remoran Wave 3 has a telescopic leg that can be adjusted by over 30cm.

Watt&Sea unit with an optional pivot mounting for attaching to a raked stern

The Seagen and Duo-Gen take a very different approach to mounting, with a flexible yoke providing a single point of attachment. The alternator is attached at this end, while the impeller is at the end of a 1.6m tube which can be fastened out of the water in a vertical position when not in use. ‘It means the units are not rigidly attached to the yacht but are free to pivot,’ explains Eclectic Energy’s Peter Andersen. ‘This de-couples the impeller from the hull movement, reducing stress on the mounting.’

Main propeller regeneration

While a standalone transom-mounted unit is the most common type of hydrogenerator technology, there is another approach – using your main propeller to ‘regenerate’ electricity whilst under sail.

Oceanvolt’s HighPower ServoProp

Fully electric propulsion from the likes of Oceanvolt and Bell Marine has long had this capability built in, as do systems from Torqeedo and ePropulsion. But parallel hybrid systems are also available, where an electric motor is installed alongside the engine to both generate electricity and drive the boat electrically. Lynch Motors in Devon has been supplying its permanent magnet DC motors to the Vendée Globe boats for years, purely as a re-generator, and now produces the flexible Red Snapper motor for cruising yachts.

The only problem with a regeneration system is that the pitch required for the propeller to drive the boat efficiently through the water may not always be the same as the pitch for optimum regeneration. ‘The lift surface on a propeller is on the wrong side for efficient extraction of energy from the water,’ explains Eclectic Energy’s Andersen.

Manufacturers have tackled this in different ways. Oceanvolt has developed its ServoProp for saildrives, which electronically adjusts its pitch depending on speed and function. The latest incarnation allows total 360-degree blade mobility and faces forwards, which increases efficiency, albeit at greater risk of collision damage. At six knots, it produces an astounding 1kW of power.

Bruntons has another solution with the cleverly engineered Autoprop, which automatically pitches up to match the boat speed. Its Ecostar version of the prop can generate 200W at five knots and up to 1kW at 10 knots when connected to an electric motor.

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Hydrogenerators – on test

If you’re planning to go long-distance cruising you’ll most likely be looking to fit one or more forms of power generation to avoid running your propulsion engine.

Thanks to modern alternator designs that offer increased power at lower rpm, hydro-generators are becoming a worthwhile investment for yachtsmen who regularly sail long passages. Yes, they do create a slight drag on the yacht under way, but only around 0.25kt or so, which is unlikely to worry most long-distance cruisers.

How do they work?

A hydro-generator has an impeller (reverse prop) that rotates when towed behind a yacht. That rotation is applied to an alternator, which produces AC power that is rectified to produce a DC charge for your batteries, in a similar way to a shore-powered battery charger.

Early models towed an impeller on a long line behind the boat, which was attached to an alternator on board. But their trailing impellers were often bitten off by large fish and they frequently tangled up when fouled or if not retrieved correctly. Current devices have an impeller attached to a submersible leg – not unlike an outboard motor.

Modern, brushless alternators with magnets have reduced turning resistance and increased efficiency, enabling them to produce more power at lower revs. A hydro-generator is an effective way to provide constant electrical charge over a long distance. On a 40ft yacht one of these can produce around 200Ah of charge every 24 hours at 6kt, which is enough to run most electrical items on board.

They also require little maintenance, other than weed clearance and periodic checking of the electrical connections.

Swi-Tec Hydrocharger

First this HG produced a high current flow, although not stable as it fluctuated considerably between readings. Hence the charge levels in our results table are derived from a mean between lowest and highest reading for each speed. The control box is liable to overheating, as the fan appears to be prone to failure. Our test team felt the box was more complicated than necessary.

• Verdict 6/10

Watt & Sea

We tried the 600W model with the mid-range impeller as that was more compatible with the others on test. Although not as powerful as the Save Marine and Swi-TEC HGs at the lowest and highest speeds, at a typical cruising speed of between 5-6kt the output is strong and, importantly, stable.

We liked the ease of installation and straightforward operation, including the simple ‘plug-and-play’ charge controller.

• Verdict 7/10

The SailGen is easy to mount and, having the heavy alternator at the boat end, is light and easy to deploy and lift. The dive plane idea works well and, though its real-time output is less than others, being always kept at the correct depth means its charge level is far more consistent.

• Verdict 8/10

The output is a bit lower than SailGen’s, which itself is middle of the range in comparison with all the others, but having the 2-in-1 option of a wind generator could be a real bonus for those planning to make long passages then coastal cruise in windy areas such as the Trades.

Save Marine

We liked the lightness and ease of deployment of the Save device, especially the arm that kept the lines tidy and secure. We also thought the turbine design to be innovative, quiet and very efficient. Finally, we loved the idea of the remote monitoring on a smart device, especially as the charge controller is fully automatic so there are no switches to be flicked or audible alarms to listen out for.

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Reliable electricity

Hydrogenerator for sailboats

Hydrogenerator for sailboats. Keeps you powered during your sailing life!

Read on to find out how Remoran makes your life on-board easier.

Key Benefits

Power without the burn.

If you find yourself running your diesel motor or generator just to top up your batteries, Remoran Wave 3 is the solution for you.

With Remoran, sailing equals free energy. Up to 300 watts at 10 knots* means you'll arrive with batteries full! At the more typical speed of 6 knots* you will already receive 150 watts which is enough to help you avoid burning diesel to charge your batteries.

* Applies to the GS-variant. See below for details.

Unmatched convenience

Remoran Wave 3 requires no pampering. Just let it do it's job and enjoy sailing!

Using Remoran Wave 3 is a breeze. Just slot the outboard unit on the rail, connect the plug and you are ready to go. Remoran Charger 300W will fill your batteries while preventing overcharging. The outboard unit can stay in the water during your whole trip.

Remoran Wave 3 also works in parallel with solar panels and any other charging solutions without problems.

Works with other solutions

Remoran hydrogenerators work when solar and wind let you down.

Solar, wind and hydro are the main Green energy sources for sailors. All have their advantages and disadvantages. Remoran generates power whenever the boat moves, even at night or in cloudy weather unlike solar panels, and even when sailing with the wind, unlike wind turbines.

	Hydro	Solar	Wind
Works	When moving	When sunny	When windy
Doesn't work	Not moving	At night or overcast	No wind or running
Pros	Large power output	No moving parts	Large power output
Cons	Power output related to sailing speed	Requires lots of space	Noisy

-->

	Hydro	Solar	Wind
Sunny, protected anchorage	No	Yes	No
Storm anchorage	No	No	Yes
Sailing (Reaching and Beating)	Yes	Yes*	Yes
Sailing (Running)	Yes	Yes*	No
Night Sailing	Yes	No	Yes**
*As long as there is no shading from sails or sheets
**Unless running with no apparent wind

Suited for all sailboats

The Remoran Wave 3 starts generating electricity at 3 knots, making it suitable for smaller boats and lower speeds.

Optimized for speeds from 3 to 10 knots, even smaller boats will benefit from free energy. Skippers of quicker boats will appreciate our GD-variant with a maximum speed of 20 knots.

The rugged construction, tested both in lab and blue waters, ensures Remoran will handle all the stresses of sailing even at higher speeds.

Quiet operation

Remoran Wave 3's noiseless operation ensures you'll be sailing in comfort.

Quiet operation, together with our advanced Charger, make sure there will be no problems with overcharging, ensuring Remoran Wave 3 can be used during your entire trip.

There is no need to be constantly raising and lowering the generator. Set it and forget it! The quietness of Remoran Wave 3 makes sure you'll not be tempted to turn it off, allowing you to capture 100% of the power available!

• Innovative angle adjustment
• Telescopic blade
• Small but sturdy mounting rail
• Handle for lifting includes snap lock to rail
• Small form factor for easy storage
• 3-bladed turbine for all speeds
• Ergonomic handles

Telescopic design

For easy storage and proper fit for different boats

Angle adjustment

Up to 40 degrees of range, fits most transoms directly without adapters

Handle you Remoran with comfort

Technical details

Length of outboard unit	680 - 980 mm
Weight of outboard unit	7,5 kg
Maximum operation speed	12 or 20 knots
Output voltage	12V/24V (Automatic detection)
Compatible battery technologies	Pb, AGM, Lithium
Warranty	2 years

Sales package

The box contains all that is needed to install your new Remoran Wave 3.

In addition, you'll only need tools and battery cables (DC) of sufficient thickness. Please read the user manual for more details on installation.

• Hydrogenerator outboard unit with 2m cable and female connector
• Three-bladed turbine
• Mounting rail
• Remoran Charger 300W electronic charger
• Generator cable 2m with male connector
• Ferrite filter
• Mounting accessories kit
• User manual

Remoran Charger 300W

Our custom intelligent charger is designed to work perfectly together with our generator. The charger is an essential part of an optimally working Remoran Wave 3 installation. It is always included in our sales package.

• Converts 3-phase AC electricity from the generator to DC voltage suitable for batteries
• Automatic battery voltage detection (12V/24V)
• Smart charging with battery maintenance algorithm
• LED indicators for charging states and error reporting
• Collects information about the charging process viewable using our mobile app
• Bluetooth connection to your mobile device

Product variants

Remoran Wave 3 is offered in two variants, designed for different speed ranges. Please consult the table below.

--> --> -->

Variant name	Generator wiring	Optimal speed range	Maximum speed
Remoran Wave 3GS	star	3-10 knots	12 knots*
Remoran Wave 3GD	delta	5-15 knots	20 knots*
* Charger damage may occur at speeds greater than stated unless is fitted

Charging performance

These charts show the charging performance of both models of Remoran Wave 3.

Note that while the current graphs are different for 12 volt and 24 volt systems, the power output is still the same.

This chart shows expected power output at various speeds for both product variants.

Current @12V

This chart shows expected current output at various speeds when using 12 Volt batteries.

Current @24V

This chart shows expected current output at various speeds when using 24 Volt batteries.

Installation

The installation is easy and straight-forward, and can be summarized by the following picture and a few steps.

Please read the user manual available in our Downloads section for comprehensive installation instructions!

We also have an installation planning service to help you get started.

• Attach the mounting rail onto the transom using two bolts.
• Install the deck connector within reach (2m cable).
• Optional: Install the PR-01 protection relay (accessory) inside the boat.
• Install the Remoran Charger 300W inside the boat.
• Connect generator leads 1,2 and 3 to the charger.
• Connect battery cables to charger. Use the ferrite filter and a 40A circuit breaker (not included) on the red (+) lead.
• Attach the turbine to the generator.

Made in Finland

Remoran Wave 3 is designed and manufactured in Finland. The outboard units are assembled at our own factory in Salo, Finland, from marine-grade components manufactured according to our specifications by various contractors in Finland and China.

The Remoran Charger electronics boards have been designed by us in-house and are manufactured for us by a Finnish electronics manufacturer.

New 2024 Update

We here at Remoran want to provide you with the best product possible. We are constantly improving the product based on your feedback and experiences!

	Some internal components were changed from stainless steel to anodized aluminum, to equalize galvanic potentials between parts.	Starting from S/N U22200085
	In parts that are constantly exposed to salt spray, special plastic bushings were fitted between aluminum parts and stainless steel fasteners. This protects the aluminum parts from localized galvanic corrosion, that could cause visual defects around fasteners.	Starting from S/N U22200100
	To further ensure the protection of submerged parts against galvanic corrosion, we added sacrificial aluminum anode to the product. The anode will protect the product from galvanic currents between different metals, alloys of metals and between different components of the alloys. Note that this cannot be retrofitted to old units by the user. Please ask for maintenance quote if interested.	Starting from S/N U22200120

Certifications

Remoran Wave 3 has received

• International Registered Community Design for it's unique innovative design in USA, EU, Norway, Canada, Switzerland and Australia.
• CE certification for Electrical/RF emissions.
• USA/CAN FCC/ICES certification Electrical/RF emissions.

Where to Buy

Remoran Wave 3 can be purchased from our webshop or from one of our distributors.

Watt&Sea Hydrogenerator

The principle is simple: using the speed of the boat to turn an immersed propeller and produce electricity.

Explore the watt&sea website or contact us to learn more.

In 2015 we became a dealer for Watt&Sea Hydrogenerators for Canada and the USA – and our customers elsewhere in the world. A green product that is very much in line with our high standard of quality and engineering, the Watt&Sea is, like the Hydrovane, of huge value to the offshore cruiser. I can’t wait to mount one on our Hydrovane! – Will Curry

HOT SEAT WITH WILl & RICHARD

10 Reasons to choose Watt&Sea

• High electric output – 24 Amps at 7.5 knots of boat speed
• Negligible drag because of leg and blade shape
• A source of free green power
• No need to run the engine to charge: saving in fuel consumption
• Completely quiet
• Lightweight
• Easy to install, especially with the Hydrovane bracket
• Maintenance-free
• Has a sleek design and look… just like the Hydrovane!
• Designed and manufactured by top racers and engineers in France

Mount the Watt&Sea on your Hydrovane

Install your Watt&Sea in the perfect position – attached onto the Hydrovane shaft.

This unique installation, exclusive to Hydrovane owners, means no extra holes in the transom and allows easy use and removal of the Watt&Sea.

See the Galleries section for photos.

GBP £	EURO €	USD $	CAD $
483	628	652	869

Watt&Sea Frequently Asked Questions

Which model, leg, and propeller size is best for me.

Please email Richard with your boat type, a photo of the transom, average cruising speed, and shipping location. He can provide further information, answer any questions, and send a complete quote.

How does the it integrate into my charging system?

The Watt&Sea comes standard with its own converter and MPPT charge controller to hook directly to your batteries or central bus. The system is plug-and-play and compatible with any existing infrastructure.

What type of batteries can it charge?

The system is compatible with any type of batteries including lead-acid, AGM, and Lithium. If needed, charging and float voltages can be manually set via the Bluetooth app.

What speed loss is to be expected?

Watt&Sea doesn’t have any specific data on the effective drag of the device, or about the speed loss it generates. All immersion and lifting trials at constant speed have not shown any substantial difference on the speedometer for a loaded cruising boat. Testimonials back this up.

Can I replace the propeller?

Yes, replacing the propeller is simple and only requires an allen wrench and an extractor screw.

How should I maintain the device?

Wash down the outside with fresh water from time to time.  The device does not require any specific maintenance.

What is the anti-corrosion treatment?

The aluminum parts are anodized, and coated with paint. They are also electrically insulated from the other metallic parts to prevent electrolytic corrosion.

How reliable is the system?

The Watt&Sea has been designed with the latest technology. All metal parts are made either in specially treated aluminum or in 316 stainless steel.

The generator housing is sealed with hi-tech ceramic-carbon gaskets. These gaskets have a lifetime of several thousands of hours and will painlessly support a circumnavigation.

The housing is filled with a lubricating oil and slightly pressured to prevent any water seepage.

In addition, the alternator is immersed in a resin that encapsulates electrical conductors. Should any dampness occur, the electric parts would not be damaged.

Overall, the system is impeccably designed and built – and is therefore highly reliable.

What power output can I expect?

The power generated increases exponentially as boat speed increases. At 5 knots, the output power is about 120W (or about 10A on a 12V battery) with the 280mm propeller. At 8 knots, the system produces 4 times more power, i.e. 480W (about 40A in 12V ). The output may differ depending on sea conditions.

Contact us to learn more! 

Watt&sea downloads.

ACTIVE STORM TRACKER Hurricane and Tropical Storm Information Learn more

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Create Power While Under Sail

Advertisement

Want to keep your sailboat's batteries charged without a generator or running the engine? A hydrogenerator might be the solution.

Modern hydrogenerators are lightweight and generate an impressive amount of battery charging power.

Sailors tend to use their engines far less than the average powerboater, and this creates an immediate problem of how to satisfy a boat's electrical needs. Lighting, electronics, refrigeration, and entertainment systems all require electricity to operate — all demands placed on the boat's battery bank. Solar panels, wind generators, and diesel generators have their place, but all have drawbacks.

I faced such a challenge many years ago on my first Atlantic crossing. We wondered how we were going to keep the batteries charged. By today's standards our electrical demands were modest, but we had no diesel generator. We calculated that we would need to run our main engine for two to three hours per day, a very inefficient and noisy way to charge the battery bank. Solar panels were rejected solely on cost, and there was no convenient place on the old ketch for a wind generator. Ultimately we settled for a "towed generator" — a small propeller at the end of a stiff line was trailed behind the boat, which turned a generator mounted on the back deck of the boat.

Watt and Sea's hydrogenerators are usually fastened on the transom. The lifting up and down is similar to a rudder blade's handling.

Modern iterations of the hydrogenerator are far more compact and easier to deploy. There are several manufacturers, but all use the same basic principle: they transform water flow energy into electricity using an alternator. Looking like a cross between a small outboard motor and a retractable rudder, modern systems are capable of putting out impressive amounts of power with minimum drag. In fact, all the boats in the last Vendée Globe race used hydrogenerators for producing all of their electrical energy needs. This made crucial weight savings by not requiring a heavy generator and the associated fuel tank.

Watt and Sea Hydrogenerator

In this video, you can watch one of the popular Watt and Sea units being towed behind a fairly modest sailboat. At 8 knots of boat speed in 14 knots of wind, the unit is putting out an impressive 16 amps of power. Price depends on which unit you choose, but expect to pay around $3,000 for a complete system.

• Watt and Sea
• Sail-Gen – Dedicated Water Generator
• Hydrogenerator Save Marine H240

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A marine surveyor and holder of RYA Yachtmaster Ocean certification, BoatUS Magazine contributing editor Mark Corke is one of our DIY gurus, creating easy-to-follow how-to articles and videos. Mark has built five boats himself (both power and sail), has been an experienced editor at several top boating magazines (including former associate editor of BoatUS Magazine), worked for the BBC, written four DIY books, skippered two round-the-world yachts, and holds the Guinness World Record for the fastest there-and-back crossing of the English Channel — in a kayak! He and his wife have a Grand Banks 32.

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Propulsion Systems for Monohull

The silence of an Oceanvolt electric propulsion is a skipper's dream.  Whether quietly maneuvering through a harbor or motor-sailing on low-wind days to create your own apparent wind, our electric solutions will enhance and extend your sailing enjoyment. 

Oceanvolt offers Hybrid or Electric systems as a power & propulsion option in partnership with many leading monohull boat builders - adding new partners continuously. We also offer repowering solutions for converting away from legacy diesel engines – removing the diesel engine, fuel tanks and exhaust system - cleaning up greasy, smelly engine compartments and freeing up both weight and space below deck.

Oceanvolt systems are scaled and configured to achieve maximum efficiency - taking into consideration boat length, beam and displacement as well as system weight and placement within the boat.  Range, beyond battery capacity, is extended through hydro generation while sailing above 6kn.  This can be complemented with either a portable AC generator or a DC generator (in larger boats or for long distance cruising).

All Oceanvolt systems are engineered to operate at 48 volts for passenger safety and ease of repair. Oceanvolt systems are extremely low maintenance and do not require winterizing (no annual engine maintenance/storage costs).

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Watt & Sea Hydro Generator Review

‘Wattsson’, a Watt & Sea 600 watt hydro generator , has become part of the Isbjorn  (our Swan 48) family. He joins ‘R2-D2’, our autopilot, as simultaneously our most and least favourite pieces of gear on the boat.

We sail Isbjorn  10,000 miles a year, and Wattsson happily hums along, day and night, providing all of our electrical needs at sea and then some. However, it’s taken a full year and nearly $10,000 to finally work out the kinks, but I still think he is worth it…to us. Here’s why, and why he might not be worth it to you.

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• Cruising Boat Electrical System Design, Part 3—Specifying Optimal Battery Bank Size
• Balancing Battery Bank and Solar Array Size
• The Danger of Voltage Drops From High Current (Amp) Loads
• Should Your Boat’s DC Electrical System Be 12 or 24 Volt?—Part 1
• Should Your Boat’s DC Electrical System Be 12 or 24 Volt?—Part 2
• Battery Bank Separation and Cross-Charging Best Practices
• Choosing & Installing Battery Switches
• Cross-Bank Battery Charging—Splitters and Relays
• Cross-Bank Battery Charging—DC/DC Chargers
• 10 Tips To Install An Alternator
• Stupid Alternator Regulators Get Smarter…Finally
• WakeSpeed WS500—Best Alternator Regulator for Lead Acid¹ and Lithium Batteries
• Smart Chargers Are Not That Smart
• Replacing Diesel-Generated Electricity With Renewables, Part 1—Loads and Options
• Replacing Diesel-Generated Electricity With Renewables, Part 2—Case Studies
• Efficient Generator-Based Electrical Systems For Yachts
• Battery Bank Size and Generator Run Time, A Case Study
• A Simple Way to Decide Between Lithium or Lead-Acid Batteries for a Cruising Boat
• Eight Steps to Get Ready For Lithium Batteries
• Why Lithium Battery Load Dumps Matter
• 8 Tips To Prevent Lithium Battery Black Outs
• Building a Seamanlike Lithium Battery System
• Lithium Batteries Buyer’s Guide—BMS Requirements
• Lithium Batteries Buyer’s Guide—Balancing and Monitoring
• Lithium Batteries Buyer’s Guide—Current (Amps) Requirements and Optimal Voltage
• Lithium Battery Buyer’s Guide—Fusing
• Lithium Buyer’s Guide—Budget: High End System
• Lithium Buyer’s Guide—Budget: Economy Options
• 10 Reasons Why Hybrid Lithium Lead-Acid Systems are a Bad Idea
• 11 Steps To Better Lead Acid Battery Life
• How Hard Can We Charge Our Lead-Acid Batteries?
• How Lead Acid Batteries Get Wrecked and What To Do About It
• Equalizing Batteries, The Reality
• Renewable Power
• Wind Generators
• Solar Power
• Watt & Sea Hydrogenerator Buyer’s Guide—Cost Performance
• Battery Monitors, Part 1—Which Type Is Right For You?
• Battery Monitors, Part 2—Recommended Unit
• Battery Monitors, Part 3—Calibration and Use
• Battery Containment—Part 1

For about half the cost of the Watt and Sea you can buy a Duo- Gen from Eclectic Energy in the UK. It produces 6-8 amps at 5-7 knots in water mode and is a useful wind generator at anchor

I sailed across the Atlantic on a Saga 43 fitted with a DuoGen – it worked so poorly that the owner replaced it with a W&S for the return voyage. A case of the classic trying to do two things well and ended up doing both things poorly. If you’ve had luck with yours that’s great. I’m only speaking from my own experience, and the DuoGen can’t hold a candle to the W&S, especially on output.

There are other options too. Ampair makes a towable generator for a few hundred bucks, and I may be missing some others. Yves Gelinas made his own homemade towable generator in the early 1980s when he sailed around the world solo on his engineless Alberg 30 ‘Jean-du-Sud.’

We have crossed the Pacific from Canada and made several trips from New Zealand to the Islands and Duogen has been very good. Less output than the WS but still sufficient to power everything in conjunction with our solar panels.

Hi Ted, happy to hear that, good on you!

Thanks for the honest review of the Wattsson,s real life capabilities and shortcomings. Many reviews fail to look at the full picture for a host of reasons.

Thanks Dave, appreciate the compliments!

a very thorough and fair review of the Watt and Sea. Having used a couple (on a Boreal 47 and a 55) I’d add a few comments.

The standard bracket is the weak spot. The custom bracket Boreal fabricate is massive and works well, although the vertical pin needs to be lubricated to keep it quiet and easy to remove. If W & S have now come up with a custom bracket, then that has to be a good thing.

I’ve experienced that rumbling and vibration from the unit and put it down to bearings (worryingly), and I’ve heard complaints of the same from other users – there has to be some way to identify what the problem is and for W & S to cure it, as it is (in my view) too frequent an issue for comfort.

As an aside, anyone considering one for these units alongside a servo pendulum vane gear where the auxiliary rudder swings from side to side will have their work cut out to come up with a solution to stop the rudder and the W & S prop possibly meeting with disastrous results! They move around far more than I had expected. It is just possible to set up the Windpilot Pacific on a Boreal and the W & S to work at the same time – but it’s close. The vane gear can be angled slightly to make the necessary clearance without compromising the efficiency of the gear, but if a fix has to be made by altering the bracket of the W & S, then as you’ve identified, the work will need to be done to a very high standard indeed.

And I totally agree with your summation – a great thing to have on a long distance voyaging boat, but not for coastal cruising. Best wishes Colin

There’s two kinds of ‘rumbling’ I’ve experienced – the first, and less concerning, is when the batteries are fully topped up and the W&S is essentially ‘freewheeling.’ It’s an ominous noise, but according to everyone I’ve spoken to, unavoidable and not bad for the unit. So when we get to fully topped batteries, we either take up the W&S, or more likely, just run the watermaker a bunch to use the electricity! Problem solved.

The second was what I describe on our last day offshore en route to Horta. It was a terrible vibration, and the batteries were NOT fully topped up, so it was different. It was still putting out amps, but obviously something was wrong. I’m sending that one back to W&S, it’s still under warranty, so I’ll report back if I get an answer from them what it was all about.

I bought a tow generator from Hamilton Ferris while in New Zealand in 1994. I sailed SEA BEAR ( 39 ft steel cutter) singlehanded to Rio de Janiro, via Drake’s Passage, on my way to Maine. I only Started the engine once a week to be sure it would still run. The tow generator provided all the power I needed ( lights, radar, radio, no fridge) and I only towed it a few hours a day. Still have it and use it on passages. Simple and pretty inexpensive.

That’s great Peter! I’m envious of your small and simple boat – I miss our Arcturus a lot, especially when dealing with this expensive stuff! But alas, I need a bigger boat to run the business, and need a watermaker to keep the crew going, and subsequently need a way to make power! Good on you for keeping it simple!

Hi We bought the 300W short leg version for our 31ft boat. The size of the propeller and unit is dependent on the boat one has. The 600W unit would have been nonsense for our boat since we never reach enough speed to use the upper 300W. The choice of propeller size and unit wattage should be made based on average passage speed. There are output curves on the W&S homepage. We had to mount our unit eccentric on the starboard side to keep it away from the wind vane. Initially I regretted buying the short leg unit because the propeller sometimes breaks the surface on starboard tack. This turned out to be an advantage when we came into sea areas with much seaweed because the propeller rids itself of seaweed when breaking the surface (most of the time). For anybody buying two units I’d recommend to buy two units with short legs and mount them on both sides of the transom. Mount them removable with a plug. If any unit fails the good one can be moved to the lee side. This would be the perfect solution for me that also leaves space for the windvane. The stress on the mounting will be considerably less for the short leg unit too. (I find the mounting on the picture still does not look very solid.) The W&S-regulator doubles as a MPPT solar regulator. I bought 300W of portable solar panels that I use at anchor (en.sunware.solar/produkte/module_textil_tx). This is enough for our energy needs including refrigeration and watermaking. Portable panels are superior to fixed mounted ones since they can be moved around on deck and out of the shadows. This is even more important in the arctic where solar panels need to be angled towards the sun to be effective. Unlike almost everybody else we do not have a windgenerator and never missed it. W&S have a good service and they are one of few French companies that deliver a comprehensible manual in languages other than French (most others seem to use google translate or worse).

In 14 month of fulltime cruising we never started the engine for charging and on our first Atlantic crossing we did not start the engine at all.

We also experienced the rumbling sound that Colin mentions. A technician from W&S replaced our generator unit witch solved the problem – for about 5 days. Thereafter we just left it. It does not impair energy production. The technician said he wanted our old unit to find out what causes the sound.

Never ever angle the pendulum rudder on your Windpilot!!! Peter from Windpilot told me this is a big mistake. Doing so produces to much stress on the mechanics and will damage the system (I did it and it broke my windvane). Windpilot produces different extensions for the mounting. Buy one that is long enough to keep the pendulum rudder vertical and away form the Hydrogenerator.

Good point about the 300W unit for slower boats that would never get the added 300W out of it anyway. I’m still not sure it’s worth the expense, but if you’ve had luck with it, that’s excellent. I have no comment on the wind pilot, as I have no experience with that particular gear.

I also have similar good things to say about W&S and their manuals and service, for the most part.

I have purchased a 300 watt unit for my boat and have been thinking about the mounting requirements. My understanding of the situation is that the center of the propeller should be a minimum of 12″ below the waterline. More precisely, wouldn’t that be the dynamic waterline? The waterline when our boat is sailing at 5 knots or greater?

If that is the case, it makes little difference how high your transom is from the water at the dock because when sailing it will be very near the water.

Yes, get the unit as low in the water as you can. You make a good point about the sailing waterline, but there’s a few caveats. 1). We have ours mounted centerline – when we’re going hard to windward, and heeling 20-30º, it’s barely in the water. Yes, the waterline down on the low side stretches aft, but centerline it’s still high, and remember, the W&S will be angled AWAY, the same amount the boat is heeled. 2). In light airs going downwind, and with any swell, the prop often comes out of the water completely as the stern rises under a wave. No harm, but you’re losing some precious amps! 3). Finally, we had ours mounted such that it sits the requisite 12″ underwater even at the dock – that’ll only help when the boat digs in when she starts sailing.

Andy, I have puzzled over these issues for some time. Our solution (to date) was to go for a larger bank: six L-16 6 VDC in series-parallel for a total of 1575 Ah capacity, of which I consider one-third conservatively useable. And it’s right under the mast, which is nice, beneath rebuilt saloon steps.

We have four 135 W solar panels, a 300 W wind generator and will sport a pair of 90-110 A alternators. The idea, like yours, is to make amps while we can and “go quiet” electrically where we can’t. If I’m motoring anyway, I’ll take the output happily, but, like you and Mia, that’s not the goal, nor would we have a diesel genset to that end. Our windvane installation, as has been pointed out, likely precludes this generator, but it’s an excellent review that made me at least think about it for a minute!

Good on your Marc! Probably not worth the expense or maintenance in your case, you sound like you’ve already figured it out.

Hi Marc Can you point me to a web address for your batteries. I assume from the description of your house bank that the individual 6 volt batteries are 525 Ah each. I’d be interested to follow up on size and weight. Thanks in advance, Bill Attwood

I can give you the blog post I made on the topic, which features the spec sheets: https://alchemy2009.blogspot.ca/2016/05/getting-lead-in-part-1.html

They are sold by Crown primarily for electric forklifts and sweepers, but also are popular with the off-grid crowd. They aren’t easy to source; not rare, but you have to be specific as the 430 Ah ones are far more common. They weigh about 125 pounds each: I shifted them as detailed here: https://alchemy2009.blogspot.ca/2016/07/getting-lead-in-part-2.html

I was in contact with an off-grid homesteader named “Handy Bob”, who was kind enough to give me a lot of good advice on the care and feeding of lead-acid batteries of this capacity: https://handybobsolar.wordpress.com/

Certainly, my successful baptism into off-the-dock electrics has been greatly enhanced by the experience of off-grid renewable tech and installation/monitoring techniques. For sailors going this route, those sorts of resources are invaluable.

Hi Marc Many thanks, and I look forward to following up your tip about off-grid homesteaders. Yours aye Bill

You didn’t mention any performance penalty. There must be some drag associated with that unit.

Hi Greg, Good point. I’ve never bothered to test it. I don’t notice any drop in performance at all, which is in line with what W&S promotes, and what others have said. The racing version has hydraulically adjustable pitch on the propellor blades to optimize output v. drag, but not the cruising version. And anyway, it hardly matters even if it’s costing us half a knot (which I KNOW it’s not). The power it produces is well worth whatever very minor penalty there is in boatspeed.

We gained half a know with our Gori folder on our sloop and our feathering Variprop on our cutter. I would give some or all of that back to never have a generator or to “need” to run the engine for charging over propulsion. But that’s me. Everything’s a trade-off and most people can jog faster than the average cruiser in average conditions can sail…over a mile course, at least!

Interesting article appeared in my morning email. Practical Sailor reviews towed generators: https://www.practical-sailor.com/blog/Towed-Water-Generators-Are-They-Worth-It-11090-1.html?ET=practicalsailor:e35590:1991072a:&st=email&s=p_Waypoints082417

I agree on most of Andys article. However the crucial point is for sure the bracket – I also figured out that the hinges are too weak for the loads which are act on the watt and sea – especially when sailing upwind in big waves. I also replaced my bracket in Cape Town by a carbon fiber one and replaced the hinges with stainless ones. Done so far about 20 K miles offshore with this power plant and I am completely satisfied so far. I using it on a Luffe 45 you can find some pictures under http://www.lifgun.com

I have just realized that there is a new version called pod 600 that is to be installed below the hull, aft of the keel. As I have a large opening transom on my Beneteau Oceanis 48 I am thinking about the pros and cons of such a solution.

I like the „out of the way“ feature of such a setup, it has a shorter shaft and thus less force on it, is always under water, less in danger of debris behind the keel. But it needs additional holes in the hull, is not easily reachable for maintainance, always on or blocked (with increased drag?) by an off-switch/relay.

Any experience or suggestions on this type of solution?

Thanks and best regards, Klaus

BTW, here‘s the link to the Watt and Sea website showing the pod 600: https://www.wattandsea.com/en/products/cruising-hydrogenerators/pod-600

I don’t have any experience with these generators so this is speculation, but speculation based on a lot of offshore miles.

That said, given the reliability problems with these generators I would not consider this option because of the difficulty of service, which you, quite rightly, highlight.

As to alternatives, I think I would consider a small generator instead, perhaps something like this: http://fischerpanda.com/fischer-panda-dc-agtpm5000/

An advantage being that it could also be used at anchor.

thank you for your feedback! I tend to agree that it is potentially a not so reliable solution.

On the other hand I am quite satisfied with my decision NOT not to have a combustion engine generator on board. Another piece that burns fossil fuel, is noisy and needs engine service regularly.

Nearly 600 Wp of solar at the davits work well in tandem with 1,100 Ah of service batteries, so far for all situations except when running multi-day on auto-pilot + watermaker like we did for the Atlantic crossing. This type of energy need is what I am looking to solve with a Watt & Sea hydro generator.

So I will keep investigating how to best fix the 600 watt long shaft version to my boats transom.

I have no personal experience with the Watt&Sea but I did want to share a general thought on energy production. One of the things that happened with early off-grid solar systems is that people focused too much on the worst case situation and ended up with huge arrays that were far larger ($ and carbon footprint) than needed for the vast majority of the time. Many of these systems were replacing generators and and it turns out to be not a bad idea to size for the vast majority of the time and either lessen loads occasionally or turn that generator on.

If you are doing what Andy does where he makes a living by sailing tons of miles, then I think a combination of solar, wind and hydro that covers nearly all needs is an excellent idea. However, if you are someone who mostly coastal cruises and every 5 years does an offshore passage over 4 days where your solar doesn’t keep up, I would argue you should at least consider using the main engine occasionally. While the engines’ efficiency is very low at this sort of task, your overall system efficiency is likely higher over the course of owning the boat thanks to not carrying the other generation sources around all the time when not needed. You can also do things to boost the efficiency such as trying to match charging time to slow sailing periods when a little speed boost wouldn’t be bad and also trying to only run the engine when the batteries are low so you can get full alternator output and let the solar top it up (assuming lead acid batteries). The drawbacks of going this way is that you do burn a bit of extra fuel which you hopefully have the capacity for and you lose some redundancy.

I have no idea what your particular usage profile is but just wanted to throw this into the conversation as people can become fixated on covering 100% of needs without using the main engine as opposed to using it to charge maybe 5 times a year. With our 140W tilting panel and MPPT controller, we almost never have to start the engine just for the purpose of charging and when we do, I don’t sweat the maybe 3 hours a year we do it.

Hi Klause and Eric,

Funny, I was just in the car thinking about your situation and was ready to comment as soon as I got back to the office with exactly the same recommendation as Eric made: run the main engine and don’t worry about it.

That said, Eric has done a better job of explaining the reasoning than I would have, although I do have some thoughts on the same vein here: https://www.morganscloud.com/2016/07/19/battery-replacement-resisting-the-seduction-of-perfection/

One added suggestion: You may want to make sure you have a good alternator and a regulator that’s programmed well. See these posts: https://www.morganscloud.com/2013/11/06/10-tips-to-buy-and-install-a-liveaboards-alternator/ https://www.morganscloud.com/2020/07/04/stupid-alternator-regulators-get-smarter-finally/

There two upgrades will cost a fraction of what a Watt and Sea will and will, for most usage profiles, be far more useful.

Hi Eric, John,

great thoughts to work with, thanks a lot!

On my sailing profile, I plan to cross the Atlantic two more times before I hope to start a long term voyage that might include crossing the South Pacific, all during the next few years. Becoming a live aboard is what I am working on. 😉

So far I have used the main engine to top up the batteries when solar has not been sufficient or loads have been high like with autopilot and watermaker loads over sustained periods of time. For that reason I have installed a Sterling AB1280 regulator that keeps the amps coming from the alternator and offers a 3-phase charging cycle on the batteries end of things. ( https://sterling-power.com/collections/alternator-to-battery-chargers/products/alternator-to-battery-chargers-up-to-130a ). I know some people think that this product is not a good idea for a few reasons. On the other hand I know of a trusted 30-year-in-business service technician that has personally installed and serviced dozens (or even hundreds) of those setups without experiencing or knowing of a single failure/issue.

Burning fuel for charging purposes adds up on the fuel consumption side quite fast and leaves less reserve capacity fuel for motoring if weather conditions ask for. My next leg will be from Caribbean via Azores back to Europe where having full fuel tanks might increase options navigating the weather situations. In my opinion this increases safety. Would you agree?

I looked into the costs of installing a larger alternator with programmable regulator and it is not far off the cost of installing a Watt & Sea hydro gen (total about EUR 4,000). The currently installed alternator on my Yanmar 75hp engine has only about 1000 hours of usage, most of it in low load situations and without the Sterling regulator setup. Should be good for another 1000+ hours without touching the system, I would guess.

All that said led me to the conclusion that going with a hydro gen installation seems to be a great solution as it increases safety, one by adding redundancy and two by increasing the range I can go by fuel if weather conditions ask for. Increased self sufficiency and ability to drive a large fridge/freezer are additional soft/convenience factors.

Andy, how are you “lashing” the unit in the down position? I share your concerns and dislike for the rather small, point-loading pin, but haven’t arrived at an effective alternative to keep the unit firmly seated in the v-notch over time without placing the pin.

Hi Jonathan,

I’ll try to dig up a photo, as I think it’s impossible to describe here. But in short, it worked great – once lashed down when the boat is stopped, it doesn’t come undone at all. I’m going to make it simpler next season too, this was sort of temporary to see if it worked or not, but it most definitely does.

If you send me the photo I will add it to the post.

I installed the larger Watt and Sea unit in Vancouver before we left. On the way down the coast to San Diego I honestly thought it wasn’t working. We had it checked by a professional in San Diego and they assured me it was working fine. We changed the prop to the larger one that would be better at lower speeds. They showed me the chart where it says 5 knots and up for good charge. Below that little power. Sail faster they said. Down the coast to Puerto Vallarta we did get some power output now that I knew how to check it. Flashing lights under the unit in the rear compartment. Impossible to see but I could get a video of it. It was working. We left for the big passage to Tahiti. As usual 2 hours on the engine in the evening to get 95% + charge. I later discovered that and hour in the morning and an hour at 6.00pm did a better job of charging. In the year I passed over the Equator we had a low wind year. We had reckoned on 23 days to the Marqueses. It took us 27. No mater. We enjoyed the sail even though it was a bit slow. We mostly made 3 to 4 knots bursting up to 6 + during the Squalls which fortunately were not too often. Scary as they were! I have an Island Packet 40 foot. The only sail we did manage 6 knots average was from Hawaii to Vancouver when we had frequent storms and relatively high winds. Very uncomfortable. We are a power hungry boat. Auto Pilot. Older fridge that doesn’t have the insulation that modern ones have. SSB radio that we operated for at least an hour every night, very power hungry to broadcast. Lights. Multiple computers and phones Many batteries to re-charge. etc. Would I install the Watt and Sea again? Yes, probably as when it does work its great. It’s a love hate thing. It is vulnerable to damage in harbour and around other boats. You have to get it set down properly before heading out to sea. Trying to pull it down against the water flow when going forward is very hard. The French system of lowering it is poor. It really needs a bolt to hold it in place when fully down. Would two devices work better on the same boat. Not really. You need a faster boat.

Thanks for a great field report, always the best information. Really highlights the difference we so often see between claims and reality.

Sorry to be late to this party.

We had a Sail-Gen, Eclectic Energy’s hydro-only version of their DuoGen, on our last boat and we have a Watt&Sea 600 on our current boat. The Watt&Sea is considerably smaller, lighter, and less cumbersome than the Sail-Gen with the result that it is much easier to mount, lower and raise, store and move about on deck with. And its electrical performance is a bit better. (The DuoGen is a permanent fixture so not all of these points are relevant.)

The Watt&Sea’s gudgeons are bolted to pintle brackets which, in turn, are bolted to an aluminium plate. The plate drops into a slot welded on the vertical transom and is held in place with a couple of retaining bolts. The same welded slot also features in the sail locker which makes securing the device when stored very straight forward. All credit to Allures Yachting for a well thought through and well executed design.

We have done over 11,000 NM with the Watt&Sea actually in the water (with two stints of over 2,000 NM where the device was never lifted) and have had very few problems.

The first was the pointed end of the 5mm retaining pin that Watt&Sea provides getting bent while trying to remove it without the boat being almost at a stop. I now use a 6mm SeaSure big head drop nose pin where the drop nose part stops the pin from working its way out. It is concerning to read about the failure of the plastic cap (through which the retaining pin slots) on Andy’s first unit and I’d be very interested to know more about his lash-down mechanism (comment of Nov 14, 2017).

The second was elongation of the holes in the gudgeons at around 5,000 NM. I had these bushed out and use Tef-Gel as a barrier and lubricant. They look good as new after 6,000 NM.

The third is that the Watt&Sea doesn’t work when you are in a field of sargassum weed as we were for four days on our 2021 crossing from Lanzarote to Grenada! Which brings me to the Watt&Sea pod, the permanently hull-mounted version of the generator. In our experience it is essential that you can get to the generator to remove weed, either by lifting the generator clear of the water or using a gaff hook. With the pod, a fouled unit would be out of action until the end of the passage unless someone is willing to go under the boat to sort things out.

But the pod manual (section 5.2) does contain the solution to the rumbling that occurs when the batteries approach fully charged. When I asked Watt&Sea about the problem, they said to raise the generator, a somewhat impractical solution given the need to slow the boat to almost a complete stop (to both raise and lower it) and the difficulty of removing the retaining pin in big seas.

When I also pointed out that this solution wouldn’t work with the pod, Watt&Sea came back with the correct solution which is to short together all three of the generator’s phase wires (which has the effect of stopping generation), implemented using a 3-pole relay. For 12v systems, Watt&Sea supply a Finder 62.83.9.12.0000. Ours is enabled using a 2-pole switch, the second pole being used to activate a flashing red LED which serves to remind me to reenable the Watt&Sea when the sun goes down.

In a lithium battery system, the relay could be activated by the BMS to prevent overcharging of the batteries. Although in that situation, if you have a lead acid sub-system dedicated to the navigation lights and essential instruments, it would be an option to have the Watt&Sea power only that sub-system so avoiding the lithium overcharging problem.

On a any passage that involves being at sea over night, the Watt&sea gets deployed.

Allan sv Stravaig

Thanks very much for the real world report filled with useful information. I’m sure others looking at water generation will find your experience invaluable.

The big take away for me is that we need a system that can be easily raised and lowered underway before water generation can be considered really user friendly. Any thought on alternatives to fill that need? I see plenty of photos of W$S units kicked up, but don’t know anything more about the issues with that.

The reason you see these units kicked up is that the leg needs to be lifted before going astern otherwise bad things can happen to the leg and mountings. After entering a marina or harbour, not only do we lift the leg (using a 4:1 attached to the arch), we also move the entire unit to the foredeck where it is tied to the granny bars temporarily, out of harm’s away; it is easy to do this on flat water.

I’ve just visited the W&S site (my these guys have been busy – several new products including a wind generator) and the design of all of the retractable models involves a swinging leg akin to the rudder on a typical dinghy where, in my experience, getting the thing down and keeping it down was always a challenge. With the Watt&Sea, if you use a retaining pin to keep the unit down (as we do), you need to get quite close to the water to insert it and remove it which is why I’m curious to know more about Andy’s lashing technique.

One possible solution would be to swap the swinging leg for a leg that goes up and down based on the screw jack based mechanism used to lift and drop the keel on trailerable sports boats. But coming up with a design that works with all transom shapes is probably why W&S hasn’t gone there. Perhaps I’ll drop them a line to see if this is in the pipeline.

Yes, I get why we need the unit to kick up, it’s the how that I have been thinking about. It seems to me that really good mounting with reliable retrieval that stays down when you want it to is still something standing in the way, particularly since I totally agree with you that the pods are not a good idea.

I like your idea of a screw jack. I also seem to remember that Boreal cracked the problem, but I may be wrong about that. Will check with Colin the next time we chat.

The W&S is top of mind for me at the moment since I have been thinking a lot about the electrical system for the A40 and this seems a good option for many owners rather than festooning the boat with an unseamanlike huge solar array.

On passage, the W&S complements solar providing three benefits: meeting the increased load (instruments and autopilot), backup when the sun doesn’t shine, keeping the batteries topped up overnight so minimising DoD and possibly extending their life. The first point means you only need to size the solar for being at anchor.

On a related point, not all solar panels are created equal. From day one, the best I’ve seen from the arch-mounted rigid solar panels fitted by the boatyard during build is 57% of their rated output (and after four years, there’s no significant change in that figure so no obvious deterioration). With the boatyard fitted solar not meeting our needs I added a couple of semi-flexible SunPower Maxeon panels on the bimini (not great I know). Much to my surprise, they do deliver to specification and on occasions exceed it (and I know of others with the same experience). For a given surface area, they deliver almost twice what the boatyard fitted panels deliver. So the plan now is to return to a more seamanlike config by ditching the semi-flexibles and replacing the rigid panels with high efficiency ones while writing off the costs to experience and learning.

Yes, to me the main reason for a W&S is to feed the autopilot. A40 owners who stick with a vane gear probably won’t need it.

That’s a good point on panel quality, although more of a difference than I was aware of. Have you compared the two on an area basis? I ask because I’m wondering if at least part of the difference could be Maxeon being more conservative in their output claims.

Oops, sorry, just reread your comment and and picked up that you have already covered that…”read more carefully, John”.

Good plan on getting rid of the bimini panels

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The Save Marine hydrogenerator is a new generation product who encompass some technological innovations patented and leads to several advantages.

The Save Marine Offer is composed of a complete pack comprising:

-           a embedded system of tilt adjustment adaptable to the high majority of sailboats

-           an adaptable and tilting control arm (easy manipulations)

-           embedded tips and pulleys system to ease the launching and rise up of H240

-           an automatic rising system in case of choc with an OFNI

• A home plate  for a discreet fixing of H240 on the boat transom
• A  configurable regulator box
• A pass-hull, with all the cables and connectors
• A monitoring software to real time production monitoring
• A bag for transportation and storage, marine quality

Mecanical and electrical data

Mechanical data sheet

Electrical characteristics of the Save Marine H240 hydrogenerator

Voltage at the output of the regulator : 12 or 24 volts (configurable in the regulator during installation)

Type of batteries : majority of batteries technology are compatible with our solution (lead open, lead closed, lead calcium, AGM, lithium-ion).

The regulator can adapt the production and optimize the batteries charging in function of her capacity (Ah).

Examples of needs couvered by the Save Marine H24 0 Hydrogenerator

Coastal navigation 

The average daily electrical needs are equal to 1100Wh or 90 Ah (with 12V batteries)

• 5 hours of navigation at 7 knots permit at the Save Marine hydrogenerator to cover 100% of the electrical needs
• 8 hours of navigation at 5 knots permit at the Save Marine hydrogenerator to cover 80% of the needs = the totality of the power supply to the refrigerator.

Offshore navigation

The average daily electrical needs are equal to 2900Wh or 245 Ah (with 12V batteries)

• 5 hours of navigation at 7 knots permit at the Save Marine hydrogenerator to cover one third of the electrical needs , for example, more than the refrigerator and water pression post.

The Save Marine hydrogenerator is therefore an optimal solution than can be completed with others solutions of electrical production (as photovoltaic panels).

Documentation

• Hydrogenerator Save Marine H240 for cruising sail boat
• Advantages of Save Marine hydrogenerator during navigation
• Awards obtained for the hydrogenerator Save Marine
• Testimonies of our clients about hydrogenerator Save Marine H240

Where you can find the H240 ?

You want to discover the H240, to obtain additional information, talk with a pro, see specific adaptations to your sailboat, indicate us the home port of your boat ...

©2017 SAVE INNOVATIONS

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RACING Aluminium Hydrogenerator

• Racing Aluminium
• Technical specifications sheet

Output Curves

The Racing Aluminium hydrogenerator is designed for high or very high speed sailing boats.

It is equipped with a controlled pitch propeller, functionning electronically with an hydraulic pump. The propeller pitch is setting automatically depending on the boat speed, ensuring a minimal drag and an optimal energy output. This model is functional for a speed range from 5 to 30 knots (Multihulls, Class40, Imoca…)

The Racing Aluminium hydrogenerator has satisfied the energy needs for 95 % of the 2020 Vendée Globe fleet.

Reference : PK-610-600-PV

Suggested retail price : 8 690 € ( excl VAT)

Pack composition

Hydrogenerator	Nominal power 600 W
Converter	Max output power 600 W 12 Vcc or 24 Vcc autodetected 48 Vcc in option Input for solar panel 7,5-50 Vcc / 14 Amps
Hydraulic box	Led indication for pressure Pump with brushless engine
Holding bracket	Anodized aluminium black flanges With cam cleat Locking pin Thermo-coated aluminium leg 610 mm Variable pitch composite propeller 200 mm
Other accessories supplied :	1 low friction ring with its splicing rope 2 stainless steel forks to be fastened on the transom 1 bag with connectors 2 pre-assembled plugs and their cables 1 quick couple hydraulic

Technical characteristics

Output at 10 knots	24 Amps in 12 Vcc (300 W) with the maximum adjustment 3,5 Amps in 12 Vcc (40 W) with the minimum adjustment
Maximum using speed :	30 knots with the minimum adjustment
Compatible batteries	Lead battery Lithium Other : contact us

Dimensions and weight

Hydrogenerator	8,6 kg
Converter	1,5 kg
Hydraulic box	1.0 kg
Three-phases cable	4 meters length
Pre-assembled plugs with their cable	1 meter length

Watt Speed in knots

Variable pitch propeller

The automatically controlled pitch propeller allows to use the hydrogenerator in a large range of speeds from 5 to 30 knots with a minimal drag.

One press on a switch-on and the pump allows the blades to move to the feathered position. The drag and efforts are reduced, facilitating immersion operation, even at high speeds.

For specific performances, we can design custom blades.

RACING Hydrogenerators accessories

Accessories

Customization

After-Sale Service

Racing Carbon

New Oceanvolt ServoProp most powerful hydrogeneration on the market

The patented and award winning Oceanvolt ServoProp saildrive now offers the most powerful hydrogeneration of any electric motor on the market with the new HighPower ServoProp 25.

Hydrogeneration – also referred to as regeneration or regen – is the unique ability of electric motors to generate electricity and recharge the battery as the boat moves through the water. Not all electric motors have this capability, those that do are used on sailboats – the hydrogeneration happens when the boat is sailing under wind power.

Oceanvolt is recognized as one of the leaders and pioneers in hydrogenerating motors, with their  original ServoProp innovation winning the DAME Design Awards at METSTRADE in 2016. The Oceanvolt ServoProp has since been adopted by hundreds of high profile yachts around the world.

Two and a half times hydrogeneration power

The big innovation of the ServoProp is in their propellers. Their combination of controllable pitch with the ability to rotate 360 degrees enable ultimate efficiency in both propulsion and electricity generation. This gives a significant advantage over traditional folding prop setups.

As you can see from the chart, the new HighPower ServoProp 25 can generate 5kW of power at a speed of 10 knots – which is two and a half times the amount generated by the ServoProp 15 kW motor at the same speed. The company says future remote software updates are expected to increase the yield and efficiency of the regeneration. (The third line on the chart is the generation ability of the Oceanvolt SD15 which has a 15kW motor but with standard folding propellers.)

First electric propulsion X-Yacht powered by Oceanvolt

This regen feature is activated from the Oceanvolt display in the cockpit. With the touch of a button the system switches to regeneration mode, displaying the generated power, RPM and time remaining until the batteries are fully charged.

Compact, lightweight

Saildrives are traditionally mounted with the propeller facing backwards because they have to allow space for folding propellers and large diesel engines. The compact electric HPSP has the flexibility to be installed with the propeller facing forwards or backwards. Oceanvolt recommends mounting the leg (lower unit) of the HPSP with the propeller forward to achieve maximum efficiency of both hydrogeneration and propulsion.

Compared to a fossil fuel combustion motor, the HPSP has other benefits beyond the lack of carbon emissions and noxious fumes. The motor controller, propeller blade control, and complete liquid cooling are built into the Oceanvolt unit so it can be installed with only a few cables to connect.

There are no exhaust or fuel systems to install or accommodate and overall risk, drag and failure points are reduced because there is no need for additional seawater inlets or outlets.

First deliveries Q4 /2023

The nominal power of the HPSP is 25 kW, with peak power of 30kW for periods up to 15 minutes. Oceanvolt says the ICE equivalent is 75 horsepower, but the electric motor provides superior instant torque and with nearly 5000 newton static thrust in both forward and reverse, it makes for excellent control of the boat even in harsh conditions.

All Oceanvolt systems are safe 48 Volts, including their modular AXC inboard motors and SD saildrives with standard props.

The company recently completed an oversubscribed crowdfunding round of €1.46M and noted at the time that the HighPower ServoProp would be an investment priority, along with expanding the dealer network.

Deliveries for the HSPS-25 start in the fourth quarter of 2023. The motor is suitable as a propulsion motor for boats up to 70 ft in length and weighing up to 25 tons. It can also be used as a hydrogenerator alone in substantially larger vessels. The first vessel to feature the HPSP will be the X-Yachts Xc 47 launching in 2024.

Peak power	30 kW (15 min)
Nominal power	25 kW
Equivalent HP	75 HP
Propeller diameter	23 inches / .58m
Weight (motor, saildrive and propeller)	190 kg /
Unit dimensions (incl. motor and saildrive)	H: 1101 mm /43.3″ • W: 400 / 15.75″ mm • D: 853 mm / 33.6″
Boat Length	up to 21 m (70 ft)
Boat Weight	up to 25 000 kg (27.5 US Tons)
Cooling	Liquid

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Sail-Gen hydro generators

• Power & Charge , Hydro & Wind Generators

£ 2,531.74 Ex VAT

• 12 & 24V models
• Generates approximately 230 amp-hours per day at 6 knots (12V model)
• Low drag design
• Robust corrosion-resistant construction throughout

Output Voltage

• Choose an option 12V 24V 48V

Impeller Type

• Choose an option Standard High Speed

Optional Extras

• 12V Regulator (With Dump loads) 339.3 £
• 24V Regulator (With Dump loads) 339.3 £

— OR —

• Description

Producing electricity on passage is a major consideration for the cruising yachtsman. With on-board refrigeration, autopilot, radar and other electrical equipment, power consumption when underway can be 200 amp-hours per day or more. The Sail-Gen generates electricity as you sail and is easily capable of matching or exceeding the average yacht’s power requirements.

The Sail-Gen comprises a rigid welded aluminium frame with a carbon fibre driveshaft and cast alloy alternator housing and water impeller. The Sail-Gen is easy to install, compact in size, reliable and efficient in operation.

• The Sail-Gen generates approximately 230 amp-hours per day at 6 knots, rising to 500 amp- hours at 8 knots
• Low drag design results in minimal loss of boat speed
• The Sail-Gen utilises Eclectic Energy’s proven ‘dive plane’ technology, which controls the impeller operating depth and adjusts for the sea state
• The Sail-Gen features an active dive plane making deployment and recovery easier and safer
• Robust corrosion-resistant construction throughout, with no vulnerable gearbox or submerged electrical parts as found in other water generators
• High-speed water impeller option for performance yachts & multi-hulls
• Flexible mount options are available

Eclectic Energy

Related products

DuoGen-3 hydro/wind generators

(From £ 4,083.90 Inc. VAT)

(From £ 2,058.00 Inc. VAT)

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Dear Readers

• Inside Practical Sailor

Towed Water Generators: Are They Worth It?

Jonathan Neeves

A few years ago, I noticed that 2 of the 10 cruising boats I saw docked in Bergen, Norway, had towed water generators, making me wonder whether the Scandinavians have had better luck with these devices than we have. In the October 2017 issue of Practical Sailor, offshore gurus John Neal and Amanda Swan Neal of Mahina Tiare Expeditions share their experience with these systems.

It has been a long time since Practical Sailor tested towed water generators, and the number of choices remains extremely limited. The last towed water generator we reviewed was the Hamilton-Ferris towed water generator . And the last long-term test was of the Aqua4Aeroben made by LVM in the United Kingdom.

The units I saw in Bergen looked like they were the Aquair 100 made by the British manufacturer Ampair. In our article on Choosing a Wind Generator , we mention Ampair, and we describe its wind generator in greater detail our marine wind generator test (available only to subscribers). We have not yet had a chance to test the Aquair 100, but it operates in a similar way to the Hamilton Ferris unit. Both tow a small impeller that looks-and this is one of the problems-like a big fishing lure with propeller blades. As the impeller spins, it turns the generator fixed to the boats stern. Old-timers may remember how much the fish seemed to like those pricey impellers for the Walker Knot Log , even though they were painted black.

One thing I noticed in Bergen was that one of the towed water generators had what looked to be a homemade impeller, and it is quite probable that the original one was lost. This is one of several problems with towed water generators; they get tangled, fouled in weed, snagged, and lost-sometimes eaten by big fish or sharks. I suppose one reason there might be more of these units here in the north country is the waters don’t have as many surface-feeding pelagic species as we have in warmer climates.

Towing isn’t the only option, though. While I was in South Africa a few years ago, I spoke with the local representative for Duogen to try to arrange a test of this product, a combination wind and water generator. At the time, the company was fairly early in the product development, and I was not impressed with the fabrication. One thing I did like was the apparent ease (the key word is apparent, because I did not try this at sea) with which the Duogen deployed: It is suspended over the stern like an electric outboard. In its water-gen mode, it looked very similar to the Watt & Sea hydrogenerators that Practical Sailor contributor Dan Dickison examined during the Velux 5 Ocean Race. These are now available in a cruising version , but they are expensive units, and again we have not tested them.

All of these products have another problem in that they add drag underway. Some owners report speed losses of a quarter- to a half-knot. This isn’t a big deal if they can help keep the ships systems running on a long passage of the kind that John and Amanda routinely tackle on their offshore training sails aboard their Hallberg Rassy 46, Mahina Tiare III .

Call me a skeptic, but when I look at the prices for hydrogenerators and consider how much time they will actually be delivering power to the boat, I think there are much better ways to spend my money. If an efficient and convenient dual-purpose generator comes on the market, I may change my tune. But right now, I think solar, then wind still reign in the world of ship-board alternative energy.

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