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These innovative electric boat startups could become the ‘Teslas of water’

In many countries all over the world, motorboat cruising is a popular summer activity. However, not many people are aware of the environmental issues and the carbon footprint of motorboat cruising. Reportedly, the small leisure boats require as much fuel as a modern car would per mile, adding to the existing climate crisis . Given the rising gas, however, this summer cruising activity has become quite expensive.

Understanding the importance of resolving these challenges, the maritime players have opted for the electric route to revolutionise the industry. At a time when the auto industry is stirring to go electric , these Teslas of the sea are striving to keep the oceans free from combustion. These companies have also caught the attention of VC firms globally to fuel their growth.

X Shore (Sweden)

Founder/s: Konrad Bergstrom Founded year: 1996 Total funding: $73.7M

X Shore is a manufacturer of high-end electric crafts to revolutionise the maritime industry with the power of silence. It launched Eelex 8000, an electric boat with a 100% electric 225 kW motor and low-impact materials. With electric power, toxic fumes and disruptive noises vanish, and it produces a minimal carbon footprint during its lifetime compared to fossil fuel engines, which helps combat climate change.

Earlier this year, X Shore secured $50 million in capital in an oversubscribed funding round. New investors, including Peter Carlsson, founder, and CEO of Northvolt, along with existing owners, board members, and management participated in the round.

Candela (Sweden)

Founder/s: Gustav Hasselskog Founded year: 2014 Total funding: $31.1M

Yet another Swedish company transforming the electric boat industry is Candela . It is the world’s first electric hydrofoil maker. The company is looking to commercialise multiple types of boats that use hydrofoil technology, or computer-guided underwater wings. This is touted to require much less energy to propel the vessels.

Recently, the company came up with Candela C-8, its first electric boat with the range to travel between popular destinations on the Mediterranean coast and the great lakes of southern Europe. The Candela C-8 T-TOP version is made for fossil fuel-free travel in sunny climates.

Back in December 2021, Candela grabbed $27 million from investors led by EQT Ventures.

Arc Boats (US)

Founder/s: Mitchell Lee, Ryan Cook Founded year: 2021 Total funding: $37M

Headquartered in Los Angeles, Arc Boats is electrifying the world of boating, starting with high-performance watersport boats. While its initial focus is on the watersport boats, they also have an eye towards electrifying the watercraft industry. It blends modern aerospace design and manufacturing techniques with traditional marine craftsmanship.

By designing battery packs, powertrains, thermal control systems, and software in-house, it creates boats with a cohesive feel, optimal performance, and new features.

Late last year, the electric boat maker Arc Boats closed a $30 million Series A fundraising round led by Greg Reichow from Eclipse Ventures, who joined its board.

Navier (US)

Founder/s: Reo Baird, Sampriti Bhattacharyya Founded year: 2019 Total funding: $7.2M

Founded by two MIT alumni in San Francisco, Navier is focused on building a new type of watercraft that cuts running costs by 90%. The startup unveiled its flagship electric hydrofoil – Navier 27 (N27) last year and 15 vessels planned for the first year of production sold out. Navier is in plans to ramp up its vessel output to over 400 units by 2024.

Earlier this year, the electric hydrofoil watercraft startup secured $7.2 million in seed funding to help its founders in their quest to democratise waterways.

Pure Watercraft (US)

Founder/s: Andy Rebele Founded year: 2011 Total funding: $202M

Greater Seattle-based Pure Watercraft provides battery-electric propulsion systems for boats. Its systems protect the marine environment for future generations. It makes all-electric outboard motor systems dubbed Pure Outboard, that can be used as a drop-in replacement for boats that would use a 25 to 50 horsepower gas-powered motor.

The company has also partnered with major boat manufacturers to sell complete electric boats, including a pontoon barge, a fishing boat, and two rigid inflatable boats. As per the company, its electric systems require zero maintenance compared to gas engines, in addition to eliminating fossil fuel pollution.

Last year, General Motors took ownership of a 25% stake in Pure Watercraft by investing $150 million in the company.

Evoy (Norway)

Founder/s: Leif Stavostrand, Gunnar Stavostrand Founded year: $5.8M Total funding: 2018

Evoy designs, develops and delivers a series of powerful electric outboard and inboard motor systems ranging from 120 hp to 400 hp continuous. Its propulsion systems are equipped with an electric motor, a programmable management system, marine-grade battery packs, and an advanced touchscreen control board.

Evoy’s vision is to make boating irresistible, thereby accelerating the transition to electric boats and ensuring a significant contribution to reduce global emissions. A few months back, the e-marine company announced €7.3 million for the development, research, and expand markets for their high-performance electric inboard and outboard systems.

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Electric boats

Electric watercraft, this powerful electric boat from ex-spacex engineers is the latest e-watersports startup.

Arc’s founders may have started with rockets, but now they’re getting their feet wet with high-power electric boats. And a new funding commitment from a former Tesla exec means that their high-performance Arc One electric boats may soon be gracing a waterfront near you.

Arc is fairly new to the electric boating industry, at just nine months young. But the company has already been motoring around thanks to a successful seed round of funding and has performed testing (including water-skiing runs, apparently) on the startup’s first prototype boat.

Now Arc is floating even higher thanks to a new $30 million Series A funding round led by former Tesla executive Greg Reichow. Also contributing were the rest of Arc’s existing investors, including participation from Andreessen Horowitz, Lowercarbon Capital, and Abstract Ventures.

Greg held stints as Tesla’s Vice President of Operations and Vice President of Production before moving into venture capital.

As Arc explained, Greg’s experience in bringing EV products to market is exactly what the young startup was looking for:

“Prior to joining Eclipse, Greg led much of Tesla’s early manufacturing, supply chain, and automation efforts. His wealth of experience making the difficult transition from R&D to full-scale production will help Arc accelerate its production ramp over the coming year. We’re thrilled to welcome him and the rest of the team at Eclipse aboard.”

The 24-foot (7.3 meter) Arc One is shaping up to become an impressive electric boat, if the team can make good on their production promises.

With a 475 hp (354 kW) motor, the aluminum-hulled Arc One is said to reach a top speed of 40 mph (34.8 knots).

It also packs in a massive 200 kWh custom-designed battery split into two large modules. That’s enough energy storage to offer a claimed runtime of three to five hours. Though with that much battery on board, I shudder to think what the sticker shock is going to look like on an electric boat like this.

Yet with enough room on board for 10 people, perhaps it will be worth going in on it with a few friends.

Electrek’s Take

I’m all about getting my electric watersports action on, whether it’s in a several hundred thousand dollar electric hydrofoil boat or just living out my Baywatch fantasies on a several thousand dollar electric bodyboard.

The electric watersports industry isn’t exactly overflowing with options, so it’s great to see new companies bobbing up. And with this level of backing and support, Arc appears to be on the right course.

Ever since heading to Stockholm to test out Candela’s electric hydrofoil boats , I can’t help but feel like the answer to getting better range out of electric boats is to lift them out of the water. But Arc’s method of just shoving a heaping pile of batteries in there is likely to be effective as well.

For now, I think Arc is a company worth keeping my eye on. The renders look great, but if I can see one of their boats in the flesh at some point and take a test spin on it, then I’ll have a better idea of whether or not it will be time to start searching under the couch cushions for spare change.

Until then, take a gander at the last electric boat I tested out in my ride video below!

FTC: We use income earning auto affiliate links. More.

Micah Toll is a personal electric vehicle enthusiast, battery nerd, and author of the Amazon #1 bestselling books DIY Lithium Batteries , DIY Solar Power,   The Ultimate DIY Ebike Guide  and The Electric Bike Manifesto .

The e-bikes that make up Micah’s current daily drivers are the $999 Lectric XP 2.0 , the $1,095 Ride1Up Roadster V2 , the $1,199 Rad Power Bikes RadMission , and the $3,299 Priority Current . But it’s a pretty evolving list these days.

You can send Micah tips at [email protected], or find him on Twitter , Instagram , or TikTok .

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The Excitement of Running a P1 Offshore Race Boat

• By Charles Plueddeman
• November 16, 2023

In this age of 70 mph pontoons , 90 mph center-consoles and 150 mph sport cats, it’s pretty easy to experience eye-popping velocity on the water. So, there you are, the wind flapping your cheeks as you hold that throttle to the stop, one watering eye on the speedo as you bump the trim hoping to squeeze out the last bit of speed it will take to be the first boat to the poker-run card pickup. Maybe you even imagine that’s Reggie Fountain , Steve Curtis or Shaun Torrente at the helm of the boat you are pursuing, and instead of a king of hearts, there’s a big trophy waiting at the finish line. Well, dream on, Speed Racer. You’re going fast, but you are not racing, and your production-built motorboat is no race boat.

Steve Curtis throttles a real race boat. The Victory catamaran Huski Chocolate carried Curtis and drivers Travis Pastrana and Brit Lilly to the 2022 UIM Class 1 championship in the Powerboat P1 Offshore series. Last summer, we met Curtis and this boat, now rechristened Huski Ice Spritz, at the Mercury Racing Midwest Challenge in Sheboygan, Wisconsin, the fourth event on the five-race 2023 P1 schedule. The boat is owned by SVEA Racing Inc., based in Stuart, Florida, regarded as the benchmark in professionalism and experience in Class 1 and led by technical director Gary Stray, director of operations Scott Colton and crew chief Patrick Cleaveland.

Curtis, a 59-year-old Englishman and the son of Cougar Powerboats founder and racing catamaran innovator Clive Curtis, claimed his first Class 1 world championship in 1985 in Key West when he was 21 years old. In his career, Curtis has throttled more than 20 world champions. Who would be better to show us under the cowl of a Class 1 race boat than the acknowledged master of throttling racing cats?

Class 1 is the premier category of international offshore powerboat racing. A P1 Offshore event can include a number of classes, but only the Class 1 Championship is sanctioned by the UIM (Union Internationale Motonautique), the world governing body for all ­powerboating activities. Basic rules for Class 1 dictate a minimum boat length overall of 12 meters (about 39 feet) and a minimum weight of 5,400 kilograms (just over 11,900 pounds). There have been seven boats in the Class 1 field in 2023, ranging in length from the 43-foot Skater Monster Energy/MCON to the 51-foot Mystic dfYoung. The Huski Ice Spritz/SVEA Victory is 47 feet length overall, with a running surface of 41.5 feet, according to Curtis, and a 12-foot beam. Curtis explains that the bigger boats often have an advantage in rough conditions, but the smaller boats can be nimbler in a current on flatter water in a tight, multiturn closed course—the 5-mile course at Sheboygan had 10 turns.

“Courses have become smaller to make the event more spectator-­friendly,” Curtis says. “We used to run 40-mile laps and 200-mile races.”

The age of the Class 1 fleet is also surprising. Huski Ice Spritz/SVEA was built in 2007 by the Victory team in Dubai to a ­Michael Peters design.

“The boat has been rebuilt and repowered a number of times,” Curtis says. “I believe it was originally powered by Lamborghini V-12 engines. The boat has been crashed and repaired. The entire deck has been replaced, and the running surface adjusted as the engine package has changed.”

Carbon, Of Course

The overall theme of a race boat is that every element is functional, and this is the key difference between Huski Ice Spritz and your go-fast rig. Speed and safety are all that matter. The hull and deck are laid up with a combination of carbon fiber and Kevlar composite, with foam coring of various density. Bulkheads are carbon fiber, molded in a combination of triangulation and U-channel shape, and bonded within the hull. Each sponson has a pair of steps that are about 1.5 inches deep and a single strake. The tunnel between the sponsons is designed to trap and compress air, which lifts the boat at speed. The tunnel is about 33 inches deep at the bow but only 22 inches deep at the transom.

A V-hull boat could run in Class 1, but the catamaran offers a significant advantage, according to Randy Scism, who helped establish the Victory team as a force in offshore racing before returning to the United States in 1998 to start performance boatbuilder Marine Technologies Inc.

“A comparable V-hull boat will be 20 to 30 mph slower at top speed,” says Scism, who designed the 48-foot MTI Class 1 cat ­XInsurance/Good Boy ­Vodka. “In some conditions, it might corner better, but it could never make up the difference in total lap time. The air cushion under a cat can carry 30 to 35 percent of the boat’s weight, so the bottom is not even touching small waves and chop.”

Builders seek to produce a boat that is significantly below the class minimum-weight specification. This allows each team to make weight using lead ballast—water ballast is not allowed—that can be positioned right on the stringers to keep the center of gravity as low as possible to enhance handling and help trim the boat. Weight, either lead bars or bags of lead shot, can be placed aft to lift the bow in calm conditions or forward to hold the bow down in rough water. Fuel tanks are located directly on the boat’s center of balance so that balance does not change as fuel is consumed. At race venues, a crane fitted with a scale lifts the Class 1 boats from the trailer to the water; this way, each boat is weighed every time it goes in and comes out of the water to prevent cheating.

At Class 1 speeds, aerodynamics becomes critical. The boats literally fly over the water, and the deck is flush with the top of each sponson. The enclosed cockpit is a teardrop blister, hatch latches and cleats are carefully recessed and faired, and air intake is accomplished with low-drag NACA ducts. When conditions are ideal, these huge boats appear to levitate with a grace that belies the brutal thrust required to reach speeds that can exceed 160 mph on the open ocean.

Prescribed Power

There are no surprises below the engine hatches of a Class 1 boat. Since P1 led a revival of the class in 2019, the Mercury Racing 1100 Competition engine has been standard power, a spec engine for the class. The 9.0-liter V-8 engine features Mercury Racing QC4 quad-valve cylinder heads and is boosted by twin turbochargers. Power output is 1,100 hp and 1,100 lb.-ft. of torque per engine on 93-octane pump gasoline. Each big V-8 turns 6,000 to 6,500 rpm. The transmission is the stout model designed for the Mercury Racing 1750 engine with a stronger input shaft and ­internal components.

“Before the switch to the Merc 1100, we were running engines making 1,850 to 2,000 hp at 7,500 rpm,” Curtis says, “and top speeds pushed 190 mph. Those engines needed a rebuild after each race.”

The point of a specified engine for the class is to reduce cost and ensure power parity among teams with unequal resources. With that in mind, the engines are tightly controlled. Teams are not allowed to make any adjustments or modifications to the engines. With the exception of the valve covers, the engines are sealed with special fasteners. At the beginning of each race weekend, the Mercury Racing support team delivers propulsion control modules (PCM) to each team. The PCM units are painted bright ­yellow so they are easy to identify. ­Mercury ­Racing also installs a data logger on each engine.

“After every practice and ­every race, we download the data to make sure it makes sense and that nobody has tweaked on the engines and turned the power up,” says Steve Wynveen, Mercury Racing manager of development engineering. “The idea of Class 1 now is that winning is dependent on driving and boat setup, not on who has the most money to throw at an engine.”

The expectation is that if teams don’t abuse these engines by constantly banging into the rev limiter, each can last the season with just basic maintenance. Teams will put between two and three hours of run time on the engines at each race weekend. Teams are free to install their own PCM for testing between races.

The Huski Ice Spritz/SVEA team engineered a number of quick-disconnect fittings that allow it to remove an engine in about 20 minutes, according to Curtis. This team pulls its engines after each race for maintenance and inspects the bilge and engine mounts below the engines. Typical maintenance includes an oil and filter change, checking the valve lash and adjusting with shims, a compression and leak-down test, checking the turbocharger ­waste-gate adjustment, and ­torquing all fasteners and clamps.

Six of the boats in this Class 1 fleet use surface drives based on a BPM model to put power to the water. The Italian drive only articulates in the vertical plane, which provides a limited range of trim, generally less than 15 degrees or, according to Curtis, about 1.5 inches at the propeller. The prop is located about 58 inches abaft the transom. A drop box located on the exterior of the transom allows teams to quickly change gear ratios to best match engine torque to the prevailing conditions. Curtis explains that on today’s short courses, ­acceleration out of turns is often more important than top speed. Teams using a surface drive are limited to three prop sets but have unlimited gear ratios. Steering is accomplished by a center-mounted rudder—a knife-sharp polished stainless Italian Flexitab model on Huski Ice Spritz—and teams can change rudders based on water conditions.

A sterndrive is also permitted in Class 1, but if the sterndrive can steer, the boat is not allowed to use a rudder. The MTI XInsurance/Good Boy Vodka boat is rigged with modified Mercury Racing M6 sterndrives. Trim is retained, but the skegs are cut off and steering is locked. The boat is equipped with a rudder. Teams running sterndrives are allowed an unlimited number of propellers.

“The problem with trying to steer these boats with the sterndrives is that when you turn the drive, one prop is pushed into water and the other into the air coming through the tunnel,” Scism says. “The prop in the air loses thrust. You want to keep both props centered behind the sponsons. I prefer to use the M6 drives for the added trim authority. That drive is plenty rugged for these engines.”

Read Next: How to Boat Safely at Any Speed

Curtis throttles with his right hand gripping a pair of Mercury Zero Effort controls topped with red plastic knobs molded to the shape of his hand. To his left is a fixed, molded grip with radio/intercom control buttons, trim control, and a button to change the screen display. Curtis can communicate with his team using VHF and UHF radios, and a cellular connection. Below is a pair of Mercury ignition keys, which we were surprised to see.

“When we went to the standard Merc 1100 engines, we wanted to retain the entire stock wiring harness to prevent any sort of tampering,” Curtis says. “So, there are the keys, just like on your fishing boat. It was the ­easiest solution.”

Facing Curtis are a pair of Livorsi turbocharger boost gauges, a Livorsi trim indicator, and a multifunction display usually showing tachometers. In the center of the dash is a Garmin MFD split between navigation and a rearview camera. The driver sits before a quick-release steering wheel with a lap counter on top of the dash, which will also display a yellow-and-red flag signal from race control.

I wish I could describe the ­sensation of driving Huski Ice Spritz at speed while looking through the slit of a windscreen. But as it turns out, there is not enough liability coverage or legal cover to ever make that happen. Scism says MTI will build you a new 48 Race model to Class 1 specs, with a price tag of $2.2 million to $2.4 million with power. A $500,000 budget will cover a bare-bones Class 1 team for a season, Curtis says, with a well-financed team spending more than $1.5 million. SVEA Racing Inc. brings a crew of 10 to each race with a 70-foot race trailer, a tilting boat trailer and its Kenworth hauler, and a world-champion throttleman. They are not going to a poker run.

Safety First

When Steve Curtis won his first Class 1 championship, he was standing in an open cockpit. “There was very little concern for safety in those boats,” Curtis says. “If you stuffed the boat, it was very likely you’d be killed.”

Today the driver and throttle work in an enclosed cockpit that is all business. This is not your pleasure boat—there is no Alcantara upholstery, no bass-pumping audio system, and no LED-illuminated drink holders. Cockpit entry is through a hatch secured with four sliding bolts like a bank vault. In Huski Ice Spritz, Curtis throttles from the port seat, and the driver is at the wheel to starboard. Deep bucket seats have 2 inches of suspension travel, and the crew is strapped securely in place. “During a race, it can actually get rather violent in here,” Curtis says. “It’s not very noisy, but there is a lot of vibration, even in smooth water, because the boat is so rigid. We can feel pretty beat up after a race.”

A cage of carbon channels surrounds the cockpit, which Curtis says is backed by a very thick bulkhead. Crush zones around the cockpit are designed to absorb energy on impact. The interior is raw and black, with no thought of cosmetics. The forward portion of the cockpit structure is formed by a ¾-inch-thick polycarbonate shield modeled after a fighter-jet canopy. The clear portion is minimized for further crew protection. There’s an emergency escape hatch in the floor for egress if the boat flips. The driver and throttle have a 10-minute emergency air supply.

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