yacht diesel preis

Average Yacht Prices | 40, 50, 60, 70, 100 feet + Helpful Examples

How much do yachts cost? Let’s look at yacht prices per size.

SELECT SIZE ⇩

Note: We will look at yachts that are a few years old. Very few people buy brand-new yachts as the price comes down a lot after only a few years.

How much is a small yacht? Let’s start at 40 feet length.

40 Foot Yacht Cost

A 40-foot yacht can be found used for around $200,000 and new models can cost as much as a million dollars. There are always lots of used yachts for sale around 40 feet in length, which makes them more attractive to first-time buyers.

Technically, a yacht begins at 23 feet. However, yachts that size will more often be referred to as boats.

A 40-foot yacht is a great option for looking for relative simplicity and plenty of comfort and capability. This size is great for day trips in the Caribbean dedicated to speed boating or simple cruising.

The size remains manageable, but the vessel can be updated with extra living spaces and amenities as desired, with a more affordable price than larger options.

The maintenance prices will remain lower as well.

Make sure you are considering the age of your yacht. Even if it is on the smaller end, it will be more expensive if it is new and custom-built to your wants.

Even if you think a 40-foot yacht is the cheapest option, these small factors make for a sliding price scale.

You might find that a smaller, new, custom yacht is more expensive than an older, simpler, larger yacht. One benefit of an older yacht is that it should have the improvements and equipment that make it comfortable to operate and will not have those additional costs.

For  sailboat prices specifically, check out this article .

Our Pick: Viking 42 Convertible: Cruise and Fish (2014)

Price: $895,000

• Cushioned seats
• Underwater lights
• Flybridge fiberglass hard-top
• Recent engine and service
• Joystick control
• Cockpit shade with poles, freezer, and step-up box
• Custom chairs
• Coach roof overhang to provide shade
• home theater setup
• Freshwater wash area
• Cockpit freezer and drink box
• Forward-facing viewing windows in deckhouse

Here’s a great example of a yacht with differing ages and year models. It has twin diesel engines, 600 hp each, and cruise at 35 mph (pretty fast!).

Yacht Price Examples for Three Other 40-50 Foot

• 42-foot Grand Banks 42 Classic; trawler-cruiser style yacht; twin diesel, 350 hp each, cruising speed is 13 mph. Price: $370,000 for 2004; $124,500 for 1986; older ones for less
• 45-foot Sea Ray 450 Sundancer or Sedan Bridge; single or twin diesel, about 1,000 hp total; cruising speed about 26 mph Price: $472,000 for 2012 twin-engine
• 41-foot Back Cove Downeast; single diesel 715 hp; cruising speed is 26 mph Price: $619,000 for 2016

50 Foot Yacht Cost

50-foot yachts are  normally owner-operated, so you wouldn’t need to pay for a crew. Now we are around the size of 2-bedroom yachts.

They can provide more living space giving the owner flexibility for more guests and making it a more permanent residential option. With more space comes the opportunity to install more amenities as well.

The biggest difference between the 40-foot vessel and the 50-foot is the accommodations.

Expect three-cabin layouts, which give plenty of space for rest. The opportunity to create guest rooms, owners’ suite, and entertainment spaces are better with these yachts.

Our Pick: Hatteras GT54 Convertible Sportfish

The price for the 2017 model of this used yacht starts at $2,249,000. 

This yacht is 53′ 10″ long and weighs 75,000 pounds! It has twin diesel engines, 1,300 hp each, cruising speed of 35 mph.

It has a 1200-gallon fuel capacity with three staterooms. It sleeps up to 6 people, so it is perfect for entertaining without being so large to the point where maintenance becomes very difficult. It is known for its great propulsion rates and is very smooth and agile.

It specializes as a fishing boat but allows plenty of room for guests. In addition to the three staterooms, it has a large salon deck, a spacious galley, and plenty of indoor and outdoor seating.

Yacht Price Examples for Two Other 50 Foot

• 51-foot Azimut Magellano 50; express cruiser; twin diesel engines, 425 hp each, cruising speed 16 mph Price: $670,760 for 2013
• 52-foot Carver C52 Command Bridge; twin diesel engines, 600 hp each; cruising speed 18- 26 mph Price: $1,149,000 for 2017; $1,750,00 for 2021 with bow thrusters, gyro-stabilizer

How much is a large yacht? Let’s  step up to 60 foot.

60 Foot Yacht Cost

Now we’re looking at 2-bedroom yacht prices. A yacht in this range approaches the upper end of the owner/operator criteria.

This means that owners need to decide whether they can handle this size yacht on their own or if they need to hire outside help from a crew.

If you’re thinking of buying a boat this size, the cost may not be an issue, but understand that adding crew members adds substantial extra expenses! Crew salaries start at around $3K /mth for junior members and $10K for captains and experienced crew members.

This size is great for longer travels beyond day trips and adds more and more space for extra amenities. Hosting guests becomes easier.

Here are some examples:

Our Pick: Hatteras M60

The average base price for this model is around $2,995,000.

The Hatteras M60 is great for someone who wants the luxury of a larger yacht but still wants to be an owner-operator. The deck’s layout below and above is spacious, with a large salon and a full master suite. It can be customized to order with hardwood floors or specific carpeting and amenities like TVs, a bar, a full kitchen, etc. It is a motor yacht, meant for pleasure cruising.

It has twin diesel engines, 1135 hp each; cruising speed is 28 mph.

Yacht Price Examples for Two Other 60 Foot

• 64-foot Schaefer 640; express cruiser; twin diesel engines, 625 hp each; cruising speed 25 mph Price: $1,299,000 for 2017
• 60-foot Sunreef 62 Sailing Catamaran; twin diesel engines 110 hp each; cruising speed 10 mph Price: $990,000 for 2009

70 Foot Yacht Cost

We’re now looking at 3-bedroom yachts. Once you reach this size yacht, it is almost guaranteed you will need a crew to help operate it. A crewed yacht is very different from an owner-operated yacht.

This is just shy of the superyacht category, so if you settle on this size, know you are almost there!

As previously mentioned, as the yacht size gets larger, so do the number of factors that make the purchase more layered and complex.

When yachts reach this size, the interior layout begins to change more drastically. They often have a spacious main deck perfect for dining and entertaining guests, whereas below, the yacht would likely have four or more cabins and crew quarters.

With more rooms comes more cost and more opportunity to customize the space to make it your own.

Here are some great options for this size:

Our Pick: Hatteras GT70 Convertible Sportfish

The 2017 GT70 model runs around $4,500,000, but keep in mind the extra costs of maintenance, furnishing, and a cabin crew to help it run. It’s great for a long vacation and far-away destinations.

The GT70 convertible sportfish is known for its speed and agility, and high propulsion power. It has twin diesel engines, 1900 hp each; cruising speed over 30 mph.

It is 70′ 6″ with 2,140-gallon fuel capacity. The inside is lavish, with a galley, a huge salon, and five staterooms.

Yacht Price Examples for Two Other 70 Foot

• 75-foot Hatteras Motor Yacht; sport cruiser; twin diesel, 1800 hp each; cruising speed 28 mph. Price: $4,375,000 for 2017
• 74-foot Ocean Alexander Motoryacht; twin diesel, 1150 hp each; cruising speed 24 mph. Price: $1,895,000 for 2011

100 Foot Yacht Costs (and up):

You are officially in the superyacht range.

These yachts come in all styles and shapes, allowing for cruising along coastlines or focusing on watercraft and speed boating.

Since this is likely the peak size boat for practical use, you can expect a lot of additional costs for hiring a crew, maintenance, docking, as well as stocking your boat full of amenities. 

You’re likely to spend the bulk of your costs furnishing this size boat as bigger yachts typically are sold without furniture. The previous owner will want to hold on to designer furniture and other expensive interior.

Check out these great  examples of 100-foot yachts .

Our Pick: 143′ 04″ Virtus 44

This model cost around $20,189,000.

This mega yacht is anyone’s dream.

It is home to a fully integrated beach club with room for a pool deck, floor-to-ceiling windows in the main salon, a hot tub on the top deck, five staterooms, an 8-person crew, and room to sleep ten guests.

It has room for water toys and other gadgets, with a layout that keeps them purposefully hidden from the outside world. It has a 12-knot cruising speed and 16-knot max speed,

Other 100+ Feet Yachts Price Examples

• 98′ 5″ AB 100 Price: $8,843,260 for 2018
• 161′ 04″ Acico Nassima Price: $17,933,000 for 2012

How Much is Yacht Insurance?

Insurance on a yacht is around 1% of the purchase price per year. It can go higher if you have lots of expensive designer furniture. This can add up over the years. It’s often cheaper to insure a sailing yacht but the price range is still within the 0.7-1.3%.

What Other Expenses Do Yacht Owners Face?

Harbor fees is another expense for yacht owners. It’s also a yearly fee that varies but as a rule of thumb, you can expect to pay around $100 per foot per year, depending on how popular the marina is. You will also have to be on a waitlist if you want a good location.

How Much Does a Luxury Yacht Cost?

A super yacht fall under the category of “luxury yachts” or “mega-yachts”.

The world’s largest private vessel belongs to the Prime Minister of the United Arab Emirates, Khalifa bin Zayed Al Nahyan’s Azzam. It is 590 feet long and costs $600 million to build!

It is outliers like these that increase the price average for yacht owners, perhaps scaring potential owners when they start their research.

As a luxury yacht price guide, however, we need to look at averages.

Currently, the average superyacht costs $275 million. This does not even account for maintenance costs, either.

Superyachts are large and luxurious, needing a professional crew to help them run. They are designed to emphasize comfort, speed, and longer expeditions – depending on the yacht builders.

They might have:

• swimming pools,
• water toys,
• diving and fishing poles,
• fully furnished rooms,
• helicopter landing pads,
• and smaller support vessels

Just to name a few amenities. They are truly the epitome of the elite.

What Size Boat is Considered a Yacht?

The normal yacht length starts at around 23 feet, and can extend hundreds of feet.  If the boat meets 23 feet, it can be considered a yacht.

A boat does not need luxury features to be considered a yacht.

It can be minimal and stripped of the “extra” stuff to fall into the yacht category, so long as it meets the size and length criteria.

11 Things to Consider Before You Purchase

When making this purchase, the yacht size you buy needs to reflect what you hope to get out of the vessel.

Some important questions to ask yourself before you buy are:

• What does your perfect day on the water look like?
• How long will your average day on the water be?
• Will it be more boating/watercraft focused or long cruise focused?
• Will you use the yacht for fishing?
• Will you be on the yacht every day of the week or just on weekends?
• How many people do you hope to fit on the yacht?
• Do you plan to stay on the yacht overnight?
• Where will you dock the yacht?
• How much boating experience do you have?
• How fast do you want the yacht to go?
• How important is it to have extra amenities like furnished rooms, water toys, electronics, etc.?

These questions will guide you to understand the size you really need and will be able to realistically maintain versus what your most ideal yacht would look like.

When Do You Need a Full-Time Crew?

At length over 50 or 60 feet, you may need a full-time captain or crew. 

A full-time crew person will be needed to keep all the varnished woodwork looking good and all the little things maintained.

Sometimes, you must be honest with yourself about what you want and what you actually need. Be self-aware about your abilities (or lack thereof) in taking care of a specific size yacht.

If you don’t know much about boats and navigation, you will need more help to use your vessel.

Hopefully, this comprehensive guide gives you a good starting point as you begin your yacht price research process.

Important Things to Consider As Well

Although there are many factors to consider when understanding a yacht’s prices, it is an exciting purchase nonetheless and should be enjoyed as much as possible.

At the end of your research, you’ll be the owner of a beautiful yacht you can use for leisure, cruising, sports craft, fishing, or all of the above.

Although this article is a good starting point, we would also recommend getting in touch with a  yacht broker who can help you find your best fit , model, year, and the price is given your personal budget. 

They are great sources of knowledge in addition to personal research.

Make sure you are as patient as possible in this process to make sure you are covering all your bases, but most importantly, enjoy the process!

Here’s How Much Yachts Cost on Average:

Yachts start around $300,000 for smaller 40-foot models and can go as high as several hundred million dollars for superyachts.

These are the main contributing factors to the price of a yacht:

• The size of the yacht
• The age of the yacht
• The brand and  type of yacht

In general, the larger the yacht is, the more important the quality of the build becomes.

Also, potential owners need to understand the cruising speed and propulsion of different yachts.

The yacht type is also broken down into two categories:

• Mediterranean Style Open style expresses yacht with maximum space for sun, little-to-no shade on the deck.
• Hard-top express Semi-enclosed or fully-enclosed space on deck for the operator
• Flybridge yachts

An express yacht is often referred to interchangeably as an  express cruiser  or  sports cruiser .

It has a single deck above the hull with a living space below.

They are much sleeker, too.

A flybridge yacht is often referred to as a sedan bridge or sport bridge, and it is typically used for fishing. It has additional space above the main deck.

Since the flybridge area has more space on the second deck, the main deck is normally made up of enclosed spaces and rooms.

It can have an open-air layout but can also have a hard-top.

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The 10 Most Common Diesel Engine Issues and Fixes: Part 1

• By Lenny Rudow
• November 18, 2021

Modern diesel inboard engines are shockingly reliable, but anything mechanical can and will have problems. And every yacht owner should know about the 10 most common diesel-engine issues and their fixes. Troubleshooting many of these problems with a modern diesel engine will often be as simple as glancing at the error code flashing at the helm, but it’s still important that you know what’s going on with those iron beasts lurking belowdecks. And naturally, there’s a lot of information that needs to be addressed. We’ve broken down our top 10 list into a series, and in part one we’ll take a close look at the first five most common diesel-engine issues.

Marine Diesel Engine Overheating Under Load

When a marine diesel engine is overheating under load but not at idle, there’s a good chance that the cause isn’t the one most commonly related to marine engines overheating: blockage at the raw-water intakes and/or strainers. If that were the problem, the engine would probably be overheating whether it was under load or not. Partial blockage is still a possibility, however, so step one in the troubleshooting process is to check out the intakes and strainers, and clean them if necessary. The next culprits are water pumps, their impellers, and supporting systems such as drive belts. Note that if you check the pump impeller and any pieces or parts are missing, replacing the impeller alone may not completely resolve the issue. You also have to locate and remove the bits and pieces of that old impeller or they may continue to clog up the works.

There are plenty of other potential problems like scaled-up heat exchangers or clogged hoses that you may need to check out. Most, however, will likely cause overheating at all speeds. If your problem is related specifically to operation under load, look at the other issues here and you’ll likely find the fix. If not, it’s time to call a pro.

How to Clean a Marine Diesel Engine

Diesels like living in a clean environment and leaving them caked in contaminants can cause numerous problems. Cleaning one, however, can be a challenge. Steam cleaning is an excellent option, but requires specific equipment that most of us don’t own. The next best method of cleaning a diesel is to first remove chunks or caked-on grease with a rag, then use biodegradable or citrus-based degreaser to completely clean off the outer surfaces. Difficult spots can be scrubbed with a toothbrush or similar soft-bristle brush to loosen up the crud.

Marine Diesel Engine Starting Problems

When your yacht’s engine won’t turn over, the first step is to ensure that the battery switches are turned on and the throttles are in neutral. Then verify that the batteries have juice. If they do, you more than likely have a bad solenoid or a bad starter.

If the engine cranks fine but won’t start, the cause is probably either fuel or air related. That means the first step is checking and cleaning filters—any and all of them. If there aren’t any problems there, you could be dealing with contaminated fuel.

Marine Diesel Engines White Smoke

White smoke is generally caused by unburned fuel. A bit upon start-up when the engine is cold isn’t abnormal, but it should disappear quickly. If not, there’s a good chance you have an injector problem. Piston ring blow-by, worn valve seats, a blown head gasket, or a cracked cylinder head are also possibilities. In all of these cases, finding a DIY fix isn’t in the cards and bringing in a professional is in order.

Charge Air Cooler Marine Diesel Engine Problems

Problems with the charge air cooler can be tough to notice because they commonly take place slowly over time, but the net result is a general loss of power and efficiency. This can occur because the thin metal fins grow dirty on the air side and/or have scaling on the water side. If fins on the air side are visibly dirty, they can be blasted clean with compressed air or gently sprayed with water (be careful not to use enough pressure to bend the thin metal). But a complete cleaning for either side requires a chemical bath, which should only be attempted by a professional.

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Marine diesel engines: Understanding your yacht’s power plant

• Will Bruton
• January 2, 2020

In 2018, there were more than 1,300 lifeboat call-outs in the UK attributed to mechanical issues. Will Bruton explains why getting to grips with your diesel engine is still crucial

Photo: Tor Johnson

When Rudolf Diesel unveiled his engine to the world in 1892, it was nothing short of a revelation. Today we reserve our excitement for batteries and electric power , the miracle of the combustion cycle having been almost forgotten. Once a degree of reliability is reached, our attention wanes… until it goes wrong.

Sitting at the heart of even the most advanced hybrid yachts is a diesel engine, albeit one driving a generator to produce electricity. Despite the rapid growth of electric technology and ‘clean’ energy across yachting, the marine diesel engine will have a role to play for many years to come as a source of battery charging.

Despite this, its basic workings remain a mystery to many. But as I found out after spending four days in a workshop looking just at marine diesel engines, a little knowledge goes a long way.

The UK Sailing Academy runs the Maritime and Coastguard Agency Approved Engine Course (AEC) regularly. Its purpose-built workshop has several marine diesel engines, generators and outboards. The four-day AEC course costs £740. Photo: Will Bruton

Common problems

Lyndsay Rufford has been a marine engineer for over 30 years. Watching him work on the Oyster 575 I am getting ready to sail down to the Canary Islands is an education. Far from the grimy operation of local car garage, Lyndsay could be described as borderline clinical in how he works.

Every tool he will need is set out ready in order; the engine room is brightly lit by a series of carefully positioned floodlights and the interior surrounding it covered in protective materials. Nothing left to chance.

A veteran of Oyster’s World Rally pit stops, he has found himself parachuted into some of the world’s most far-flung cruising grounds to problem solve. But what can owners do to help themselves?

Article continues below…

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“My job has become more and more technical over the years, as layers of complication like turbos and electronic engine management systems have been added to achieve efficiency legislation targets,” explains Rufford.

“Diagnosis of most problems hasn’t changed that much though, and owners can tell quite a lot about what might be going wrong with a little knowledge of the first principles of how the marine diesel engine works. With a diagnosis, you can make decisions.” Peering over his shoulder, I am reminded of how little I really know.

Simon Brown is just one of an increasing number of yachtsmen running a boat with two marine diesel engines and many complex systems on board. His Oyster 56 Britican has thrown him some curveballs over five years of ownership, but he now feels he has got to grips with even the more complex maintenance. He documents the challenges on his vlog Sailing Britican .

UKSA engine instructor Ray Charles explains the workings of an outboard motor. Photo: Will Bruton

Before leaving on his circumnavigation, Brown undertook a diesel engine course, but it is along the way that he says he’s learned the most. “There has been some very steep learning. In a consistent Force 8, the generator out of action, the alternator too, with no way to charge, in a big sea, with my wife and young daughter on board…

“The most frustrating thing we have dealt with, though, was one of the engine hoses giving up quite early on, covering the engine in water. This caused it to short out and, much more alarmingly, take up the habit of starting on its own randomly.

“That was a lesson in pre-emptive maintenance. If a part, particularly a hose, looks worn, replace it. Looking back, we have got so much better at that.” Brown now confidently takes on 200-hour servicing of the engine and generator, but when it gets more complicated he will bring in an engineer and closely follow what they are doing to expand his knowledge of marine diesel engines at the same time.

Listing every component as it is removed helps ensure nothing gets lost. Photo: Will Bruton

“Now we use professional engineers to learn more ourselves, taking care to choose carefully who we bring on board. Recently we had the injectors serviced on the main engine, I watched, then serviced the ones on the generator myself. You are paying for all that knowledge, so make the most of it and get to know your engine better at the same time. The hourly rate is the same.”

Fuel problems are high on the list of concerns for those bunkering far from marinas and reliable supplies. “You learn quickly that what goes in has to be good otherwise it can cause a world of problems,” explains Brown. “If it looks even vaguely dodgy, I now take a sample of about a litre and leave it to stand for around 15 minutes. One we recently took had roughly 10% water in it!”

Paul Bennet, owner of the Compass Maritime Group, has seen numerous examples of marine diesel engine training getting crews out of trouble over the course of his career and says it’s mostly about diagnosis.

Rocker cover removed and valve gear exposed. Photo: Will Bruton

“One memorable incident was a yacht off Cannes with engine trouble. As soon as the engineer on board identified an eggy-smelling fuel, it flagged that they might have a diesel bug. Further investigation confirmed this and the engineer was able to bypass the fuel filtration system with treated spare fuel and get the yacht into port. Nothing that complicated but without that knowledge the yacht was going nowhere.

“Other issues can be more pre-emptively tackled. For example, if you know your engine reasonably well, you know roughly how hot the parts run at. An overheating gearbox is something you can pick up on by doing regular checks, and fix by simply cleaning the gearbox oil cooler. Again, this is all about getting involved in the engine room early on and having that baseline of knowledge to help you diagnose what is going wrong.”

Getting to grips

For many aspiring professional yacht engineers, the MCA Approved Engine Course (AEC) will be the first time they strip an engine down to its component parts. The United Kingdom Sailing Academy (UKSA) runs the four-day course, and is increasingly seeing leisure sailors signing up to learn more about their yacht’s workings.

Those joining my course include Stephen Rishworth, about to sail his Discovery 55 around the world with his partner, as well as an aspiring superyacht engineer, a wind farm boat skipper and resort watersports manager. All were on the course to imbibe as much information as possible.

Our instructor, Ray Charles, ran patrol boats for the MoD Police and has over 30 years’ experience in engines. The course schedule is packed, information coming thick and fast. On the first day we were presented with two fully assembled marine diesel engines, by the next we have split into two groups to strip them down to their components, swapped engines and put them back together with the aid of the other team’s notes.

Using feeler gauges to determine gap widths down to a tenth of a millimetre. Photo: Will Bruton

Again, everything is rather more organised than you might expect, with every component carefully labelled so a job can be handed over half way through. While not so relevant to the average yachtsman working alone, if tired, it’s a practice that obviously helps prevent mistakes.

As someone with a fair amount of experience finding my way through problems on board, the course gave me a window into the world of the professional engineer. Ray is of the old guard. We are (gently) chastised for things dropped ‘into the bilge’, knowing that if we were on a boat, not in a workshop, they would likely be a nightmare to get back.

Some dark arts of the engineer are also demonstrated, like how to make an emergency gasket out of a paper chart. “The paper is the perfect thicknesses,” explains Ray. The result is surprisingly impressive.

Diesels Afloat by Pat Manley is a comprehensive guide to maintaining, troubleshooting and repairing marine diesel engines (published by Fernhurst Books)

And while precision measurements are taken with micrometers and feeler gauges, there’s a down-to-earth understanding that many of us are learning these skills to get us home rather than onto the career ladder of the professional marine engineer.

By the end of the course we have also covered gearboxes, fuel systems, and outboard motors . There’s no shortcut to mastery of the marine diesel engine, but an understanding of first principles that, with manuals at hand, is seriously empowering.

Modern yachts have numerous ways of getting help remotely, but the fundamental understanding of how the engine actually works makes it possible to diagnose problems more quickly and, if necessary, make the ‘get you home’ fix that might just save the day.

First published in the December 2019 edition of Yachting World.

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Rudolf Diesel

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RUDOLF DIESEL yacht NOT for charter*

27.47m  /  90'1 | schless-werft | 1959 / 2003.

Owner & Guests

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Special Features:

• 1,800nm range
• Sleeps 10 overnight

The 27.47m/90'1" classic yacht 'Rudolf Diesel' (ex. Drakkar) was built by Schless-Werft at their Wesel shipyard. She was last refitted in 2003.

Guest Accommodation

Rudolf Diesel has been designed to comfortably accommodate up to 10 guests in 5 suites.

Range & Performance

Powered by twin diesel Deutz (BF 6 M 1913) engines, she comfortably cruises at 11 knots, reaches a maximum speed of 12 knots with a range of up to 1,800 nautical miles from her 10,600 litre fuel tanks at 10 knots. Her water tanks store around 1,500 Litres of fresh water.

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Motor yacht Rudolf Diesel is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Rudolf Diesel Yacht Owner, Captain or marketing company

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Specification

M/Y Rudolf Diesel

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Steckbrief für keine Angabe OE 32

Abmessungen

Dieser äußerst robuste GFK Klassiker mit einem einmaligen Seeverhalten wird in einem unverbastelten Originalzustand angeboten. Der Zustand vom Rumpf / Gelcoat / Deck und Innnenausbau ist weit besser, als es das Alter vermuten lässt. Der Bukh DV 24 Motor ist 2012 komplett überholt worden und seit dem ca. 250 Bh gelaufen. Fakten: Konstrukteur: Olle Enderlein Werft: Uli Lembke Sonderborg DK Baujahr Rumpf: 1990 Innenausbau: 1990 - 1994 Erstwasserung: 1994 Länge: 9,89 m Breite: 3,20 m Tiefgang: 1,50 m Gewicht: ca. 6000 kg Alurigg von Selden mit Einsalingmast topgetakelt aus 1996 Wanten und Stagen überdimensioniert in 8mm Rollanlage von Furlex ca. 2010 nachgerüstet Sebstwendefockschiene 2020 nachgerüstet Enkes 26 Schotwinschen Andersen Reffwinsch für die Vorsegelrollanlge 3 Andersen Fallwinschen am Mast Mast mit Fockfall Spifall Großfall Dirk Reservefall möglich Motor: Bukh DV 24 ( 2014 komplett überholt mit danach ca. 250 Bh) Dreiflügelfestpropeller Tanks: Diesel ca. 90 l Wasser ca. 120 l Manuelle Ankerwinsch mit ca. 30 m Kettenvorlauf und 15 kg CQR Anker Navigation: Kompass Echolot Log Temperaturanzeige Lowrance 7" Plotter von 2021 GPS altes Funkgerät Uhr Barometer Pinnenpilot Positionslichter am Mast Dreifarbenlaterne am Top Segel: durchgelattetes Großsegel mit Lazybag und Jacks neuwertige Selbstwendefock Genua 1 alle Segel von Frogsails in Schleswig Komfort Neue Sprayhood alte Sprayhood Kuchenbude in gutem Zustand Pantry mit 3 Flammen Gasherd und Backofen Warmwasserboiler Heizlüfter Unter Deck klassische Aufteilung mit Pantry an Backbord geräumige Hundekoje an Steuerbord Naviecke an Steuerbord zahlreiche Schapps und Schubladen Salon mit U-Sofa an Backbord und Längskoje an Steuerbord See-WC und Waschbecken zwischen Salon und der Vorschiffsdoppelkoje Stehhöhe von 182 cm nach vorne hin abnehmend Kojenlängen 200 cm Innenausbau in Mahagonie Geschirr Besteck Bordwerkzeug diverse Ersatzteile Sicherheit Neue Bergeschlaufe mit Schwimmleine Heckanker MOB Taste am Plotter Deckstrahler am Mast Sonstiges Festmacherleinen diverse Ersatzleinen Fender Schotleinen Großschot diverse Persenninge Die Yacht wird segelfertig nach einer Probefahrt im Wasser übergeben. Das Hallenwinterlager und der straßenzugelassene Trailer können gegen Aufpreis übernommen werden.

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Yachting Monthly

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Electric yacht: What are the options for going electric?

• Will Bruton
• July 17, 2020

The options for having an electric yacht or a hybrid-electric yacht are growing in popularity; we outline the current options for those making the switch

The Arcona 380Z is a standard production yacht that has been adapted for electric propulsion. Note the increased solar panel surface area with soft panels bonded to the sails. Credit: Jukka Pakainen

A modern electric yacht can come in all shapes and sizes, from the latest high-tech speed boats with recently developed high-performance electric engines, to a traditional tender with an electric outboard on the back. Increasingly yachts are going electric too as electric engines become increasingly capable of propelling boats weighing several tonnes, and with the rigging for sails, at a reasonable speed for an acceptable length of time. 

Since the invention of the marinised engine , there has never been the capacity to store enough fuel to cover significant distances in boats that are smaller than a tanker, with fuel capacity always being the limiting factor. As such the best way to cover long distances on a boat fit for a small number of passengers was, and remains, wind power. 

For all the many green attributes that using the power of wind offers, there is no escaping that for most, fossil fuels still represent some part of sailing – whether that be a diesel engine to motor in light winds, onto and off a mooring , or to generate power for onboard electronic systems. Even a small tender used to go from ship-to-shore is often fitted with an outboard motor.

Recent advances in electric power, however, have started to make electric propulsion a reasonable alternative to fossil fuel power. Range will always be an issue but that has long been true of a traditional diesel engine. Improvements in lithuim-ion battery performance is, and likely will continue to, increase range every year. 

Spirit Yachts 44e – the ‘e’ stands for electric

Additionally electric power and batteries offer the bonus of being able to be recharged via solar panels , a wind turbine or hydroelectric power – via a hydrogenerator mounted on the stern of a boat sailing. 

At first glance the electric yacht market could appear in its infancy, but like every revolution, the will of the people is driving forward technology that only a few years ago was seen as the stuff of fantasy.

The market has responded to demand, and battery and motor technology has come on leaps and bounds, driven in part by the rapid development of electric cars.

It may not be commonplace yet, but electric yachting is here, even available ‘off the shelf’, so is it time to get onboard?

The Spirit 111 is a bold hybrid yacht, promising 30 miles motoring under electric power alone. Credit: Ian Roman/Waterline Media

A cutting edge electric yacht

Like Formula One, it’s the cutting edge of electric yachting that trickles down into mainstream production in no time at all.

For Spirit Yachts, a builder defined by a unique blend of traditional and state-of-the-art, electric yachting has been driven by demanding clients that want their yachts to be at the cutting edge.

Spirit Yachts have now produced a number of projects aimed at the all electric luxury yacht market including the Spirit 44e electric yacht and a recent project, the Spirit 111, had all the hallmarks of a superyacht project and the team had to earn their keep delivering to brief.

Managing Director Nigel Stuart explained how it works.

‘The 111 combines several cutting-edge technologies to deliver a something that’s never really been done before. A lithium-ion powered electric drive system can be charged by hydrogenation and also two high-wattage diesel generators.

‘Each generator is 22kw, meaning they can pack a lot of power into the system in a short period of time, they don’t need to run for long to fully recharge.

‘The prop is both a means of drive and power generation, so no separate hydrogenerator is needed. She will be capable of motoring under electric alone for more than 30 miles.

‘When you take on a project that’s electric, it makes you think hard about efficiency so the air conditioning, water heaters and everything in the galley has also been carefully selected to use less power.

‘For her owner there is very little compromise and some major advantages.’

Whilst it’s a long way from the average cruising yacht, the trickle-down effect of projects like the Spirit 111 can’t be underestimated.

Calypso , a Contessa 32, was the yard’s first foray into electric-powered yachts. Credit: Jeremy Rogers

Traditional electric yacht

Jeremy Rogers’ yard in Lymington is the birthplace of the iconic Contessa designs and a veritable temple to long keeled , traditional craft.

Less well known is the yard’s interest in electric auxiliary engines, something they have been involved in for more than 10 years.

Their first project, the refit of a Contessa 32 called Calypso, was an experiment by the Rogers family to see what was possible.

‘ Calypso was a test bed in the technology’s infancy,’ explains Kit Rogers of this early electric boat.

‘Inevitably, we didn’t get it all right, but we learned a lot about the dos and don’ts of electric yachting. The end result was a hybrid. The more we did, the more interesting the project became.

‘It’s not just the obvious, silent peaceful propulsion; it’s also the things you take for granted about a cruising boat. For example, no gas, we didn’t need it because we had electric power.

The yard has also worked on an electric folkboat conversion for a foreign customer.

‘The client, first and foremost, loves to sail. He sees the electric as an auxiliary option, along with the rowing and is excited to own a boat that’s quietly different.

‘He’s looking for a more connected experience and an electric boat helps him achieve it. When you’ve been motoring in and out of marinas under chugging diesel engines for years, the electric motor is something of a revelation.

Arcona has installed solar sails on its latest 380Z electric yacht

Off-the-shelf electric yacht

Perhaps the biggest indication of the future of the electric boat is the willingness of production and semi-production builders to pin their flags to the mast and embrace it.

One of the first was Hanse, who developed a version of their 315 utilising a Torquedo electric pod system.

Providing around the same amount of power as a 10 horsepower diesel, a 4.4kWh lithium ion battery pack powers the system.

Arcona, Dufour, Elan and Delphia also have electric boat models and are each taking their own direction on entering the market.

Arcona’s 380Z (the ‘Z’ stands for ‘zero emission’) fully electric boat has solar panel covered sails, capitalising on the large surface area to top up batteries under sail.

In the multihull market, there is even more scope for solar, wind and hydrogenation due to the horizontal surface area available for solar charging.

What are the options for an electric yacht?

Pure electric.

Purely electric systems can be broadly divided into two categories, high and low voltage.

The latter is the simplest option in terms of how it works and requires less specialist knowledge to install.

Kit Rogers installed a 48v Ocean Volt system in his latest project and remarked on the experience.

‘The advantage of the low voltage system is its inherent lack of complexity. Whilst we’ve coupled it with lithium ion battery technology, it can also be wired up to conventional lead acid batteries. There are pros and cons to both. What surprises everyone is the size, it’s a tiny motor and is surrounded by lots of space where the engine would normally sit.’

High voltage systems are more advanced, and utilising lithium-ion technology, their capacity is improving year on year.

For larger yachts this is generally seen as a better option.

A partnership between BMW and Torqueedo has led to the development of the Deep Blue 315v high voltage battery.

Effectively the same unit as found in the BMWi3 electric cars now often seen on the high street, the system produces a lot of power and is being used on the Spirit 111 project as well as catamarans.

Electric hybrid

One big barrier to entry exists for most potential electric yacht buyers – range.

Even the most advanced set-ups are limited to a maximum of a few hours motoring at cruising speed.

‘The electric motors excel at two things in particular,’ explained Kit Rogers.

‘The first is as auxiliary power for getting in and out of marinas. The second is engaged at low power to very efficiently motor-sail in light airs. If you want to do more than that, at present, you need to add a way of packing in the charge into the battery quickly whilst at sea; which means a generator’ .

As with electric cars and as enthusiasm builds for the technology, a hybrid option, pairing a generator with an electric drive system, is already proving popular and is probably the most practical option for those planning to cruise any distance.

Using a large generator, charge can be quickly put into the system when needed.

Once under sail, the yacht’s propeller becomes a hydro generator, meaning that diesel power is not needed day-to-day.

Solar can also be used to add additional charging capacity.

‘When a fully integrated electric hybrid system is incorporated into a cruising yacht from the outset, its possibilities really become clear,’ explains John Arnold, UK manager at Torqeedo.

‘Sailing for days on end with no engine noise is entirely possible. There are other less obvious benefits too. Electric drives have no long rotating shaft, so can be used as pod drives as well, meaning the boat is far more manoeuvrable than even a yacht equipped with bow and stern thrusters.’

Spirit Yachts 44e

How much does it cost to convert a yacht to electric power?

The technology exists, but anyone seriously considering going electric will want to crunch the numbers.

In the case of taking out a traditional inboard diesel and replacing it with an electric system, it’s relatively easy to work this out.

However, unless you include an auxiliary generator, you will be limited to battery range alone.

For this reason, we’ve done a like for like comparison for a 35ft yacht engine refit, including the cost of a generator to make the system a practical hybrid.

Unsurprisingly, at the moment, there’s a big difference in cost, but at between three to six times the cost, it is gradually coming into the realms of possibility, and prices should continue to drop as technology develops and evolves.

Ocean Volt SD10 Motor system (including batteries, charger and 6kw generator): £30,825.16

Beta Marine Beta 20hp Marine Diesel: £4,100

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