Sanlorenzo is heading full force into the electric power realm. Starting this year, it’s offering each of its fiberglass planing megayachts and metal displacement yachts with either hybrid or diesel-electric propulsion. They’ll also have a distinctive model name, E Motion, to distinguish them from their traditional sisterships.
To be clear, Sanlorenzo isn’t eliminating twin-diesel propulsion. Rather, it’s adding hybrid and diesel-electric choices to its models. Sanlorenzo created E Motion for a few reasons. Technological advances make it more efficient and widely applicable. Abundant proof exists of lower emissions and higher fuel efficiency, for example, plus lower sound and vibration levels. Sanlorenzo also believes it’s the way of the future. In fact, at a press conference this week, it presented independent market research from IDTechEx. IDTechEx reports that recreational boats are the largest and fastest-growing electric marine market in terms of sales. It further estimates that the market for hybrid and fully electric boats and ships (excluding military vessels) will rise to exceed $20 billion globally in 2027.
Sanlorenzo has already proven the E Motion concept in its lineup. In 2015, it launched an SL106 with diesel-electric propulsion (below). The shipyard says she consumes a maximum of 13 gph (10 lph) at up to 10 knots. In addition, it claims, battery power alone can power her hotel load at anchor for six hours.
Sanlorenzo is using both hybrid and diesel-electric propulsion throughout its lineup. The fiberglass planing yachts will feature hybrid power. Here, propulsion comes primarily from diesel engines, with electric motors operating, on demand, on the shafts. Auxiliary variable-speed gensets and/or batteries feed those electric motors. The idea is to tap the different power sources to get the best performance and comfort as well as lowest fuel consumption. At high speed, for example, the diesels operate solo, though your captain could use the electric motors, too, for a power boost.
The displacement metal yachts, meanwhile, will employ diesel-electric. Here, the propeller turns thanks to an electric motor fed by the variable-speed genset, the battery bank, or both. Unlike hybrid, it requires no permanent mechanical connections between the power source and the propellers. In addition, in most cases, auxiliary gensets aren’t necessarily, either.
The first official Sanlorenzo E Motion models debut this year. Expect to see an SL86 E Motion launch in May, with a second unit launching in December. Sanlorenzo expects a few key advantages. Her full hotel load should operate overnight (eight to nine hours) at anchor without using an auxiliary variable-speed genset. Additionally, she should be five to six decibels quieter at 10 knots. Equally important, a power-management system will react in real time to the megayacht’s requirements. It will weigh things like the speed, hotel load, and even shore power if connected. This, of course, will positively impact fuel consumption.
As for the E Motion displacement megayachts, look for the 500EXP E Motion (at top) to debut in 2020. She’ll have azimuthing pod props, proven to be more maneuverable and have little to no vibration. Advantages extend beyond performance efficiency, too. The 500EXP will gain 199 square feet (18.5 square meters) of space aft. Sanlorenzo plans to use it for an “art gallery” engine room. A central walkway, flanked by glass panels, will let guests see into the engine compartments. Sanlorenzo further plans an internal stairway from the saloon to the beach club.
All Sanlorenzo megayachts, through to the 62 Steel, will see at least one E Motion on the water by 2021. The builder isn’t stopping there, however. It’s partnered with Avon to offer the eJET Range of all-electric tenders. They run on 80-hp Torqueedo engines. Avon reports a top end of 26 knots and 90 minutes of continual operation under normal use.
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