The MJM Yachts MJM4, an open-bow express cruiser, now has a twin Volvo Penta sterndrive diesel option. (It is also offered with twin 600 hp Mercury Verado V12 outboards or triple 300 Mercury outboards.)

The MJM4’s diesel option is a pair of 440 hp Volvo Penta D6s, which are 5.5-liter inline six-cylinder motors, matched to Volvo Penta’s DPI Advanced Drives. According to the engine manufacturer, this setup provides a similar boat-handling experience to the company’s IPS pod-drive system, but with a shallower draft. With the engines down, the MJM4’s draft is just 3 feet.

On the performance side, MJM reports the diesels get the MJM4 to a top-end speed of 39.3 knots at 3,600 rpm, while earning 0.9 nautical miles per gallon for a range of 277.6 nautical miles. Dial the motors back to 3,000 rpm and the average cruise speed is 28.3 knots with a 318.4-NM range. That equates to 1 NMPG. In fact, between 2,000 rpm and 3,200 rpm, the MJM4 consistently earns 1 NMPG or better.

For comparison, with the twin 600 hp Verado outboards, the MJM4’s reported top-end speed is 51-plus-knots at 6,400 rpm. At 5,000 rpm, average speed is 40 knots and at 4,000 rpm it’s about 31 knots.

Suffice it say, the MJM4 has admirable performance characteristics with either powerplant platform.

The yacht’s efficient propulsion system is supported by an equally efficient hull design and robust construction.

It starts with a modified, deep-V hull form with 19 degrees of transom deadrise. Combined with a fine entry, the MJM4 has wave-slicing ability as well as the ability to easily get on plane.

The yacht’s hull and deck are constructed via vacuum-infused and post-cured epoxy composite with stitched biaxial E-glass and closed-cell foam core, creating a strong, yet relatively lightweight structure. The yacht has a 17,730-pound displacement.

In terms of layout, the MJM4’s cockpit has a seat across the transom as well as a seat to port, forming an L-shaped layout. The enclosed helm is on a single level, and entering from the cockpit there are fridge and freezer drawers as well as a microwave/convection oven to port, set under a Corian countertop. There is also a sink and single-burner electric cooktop. The cabinets are cherrywood.

Across is L-shaped seating and foldout high-gloss table on a raised platform for casual meals with a view. Just forward is the two-seat helm station, which is outfitted with Garmin electronics and 24-inch Edson Destroyer wheel.

The bow lounge is accessed via the helm deck by opening the door to port and flipping up the window, which is supported by two beefy struts. In fact, all three of the MJM4’s forward windows lift up in the same manner to create an indoor-outdoor space. Slide open the helm deck’s side windows to port and starboard and the boat essentially feels like a center-console.

However, unlike many center-consoles, the MJM4 has accommodations belowdecks for overnight excursions and weekending. There is a 78-by-60-inch island berth with a Memory foam mattress forward. A second berth is aft for the kids. In between is the single head with Tecma toilet and shower. According to MJM, average headroom is 6’4” on centerline. The cabin sole is high-gloss teak-and-wenge, and the paneling and trim is cherrywood.

Take the next step: mjmyachts.com

Quick specifications:

• Length Overall: 46’8”
• Maximum Beam: 12’
• Displacement: 17,730 lbs.
• Fuel Capacity: 350 Gal (diesel); 475 Gal. (outboards)
• Freshwater Capacity: 90 Gal.
• Draft: 36” (engines down)

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Engineering efforts to electrify boat-propulsion systems took a sizable step in late November when ePropulsion announced an X Series of outboard engines.

The X Series includes the X12, X20 and X40, all of which are part of what company CEO Danny Tao calls “an intelligent and integrated platform” that boaters and boatbuilders can use to achieve a quieter, cleaner boating experience.

This series of engines is far from the first one that ePropulsion has produced since the company was founded in 2012. Its product range includes inboard and outboard electric motors, along with a pod-drive motor and a motor for standup paddleboards.

But the X Series is the most powerful version of an electric outboard that ePropulsion has produced to date, with its Spirit and Navy Evo models maxing out at 6 kW (equivalent to about 8 horsepower). Tom Watson, president of ePropulsion USA, said the X Series provides “incredible power.” The motors have a reported total powertrain efficiency of 88.2%. The X12 has 12-kW power, while the X20 generates 20 kW of power and the X40 delivers 40 kW of power (equivalent to almost 54 horsepower).

The research and development team at ePropulsion created an algorithm for X Series propellers, using more than 20 metrics to optimize hydrodynamic performance. The X Series also has frequency resonance isolation and vibration dampening technology, which should mean less vibration than aboard boats with comparable, traditional outboard engines.

According to ePropulsion, the X Series models also can weigh 36 percent less than traditional motors. The design places electric steering, power trim/tilt, an electric control unit and the controller within a single assembly, simplifying installation and minimizing intrusions into onboard space.

Also part of the X Series is ePropulsion’s Smart System Architecture, or eSSA. It is designed to allow for simple system configuration while supporting the integration of renewable energy systems.

And, speaking of evolving technology, the X Series has a digital helm and smart throttles that provide instantaneous feedback. The team at ePropulsion says this setup “opens the door to advanced driving assistance systems that improve safety and redefine aquatic navigation.” Features include position hold, heading hold and 360 motions to make maneuvering easier for skippers at the helm.

The ePropulsion Connectivity Service lets boaters access real-time boat and system status with monitoring, reporting and tracking.

How long will the X40 hold up? It’s built to the IP67 waterproof standard with projections of a 5,000-hour minimum service life, according to ePropulsion.

Take the next step: head over to epropulsion.com

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It has been almost two decades since Volvo Penta premiered its IPS pod-drive system in 2005, leading to a revolution in powerboat design and operation. Joystick control became an option. So did larger guest spaces, with the IPS system needing less room. Today, IPS drives are nearly ubiquitous on spec sheets worldwide.

But that’s true only up to a certain size yacht: Just two years ago, when Italy’s Amer launched a new 120 flagship, it was heralded as the largest-ever yacht of its kind with IPS. And while 120 feet of length overall is big, these days, it’s considered a midrange yacht, not a super.

Now comes word from Volvo Penta that 2025 will bring an IPS professional platform for yachts starting at 82 feet and going past 180 feet length overall. The Volvo Penta IPS 40 is designed to produce speeds from 12 to 40 knots on displacement, semiplaning and planing vessels, with all parts of the system integrated, from the helm to the propeller.

In designing the new IPS system, Volvo Penta relied on data and feedback it has collected while delivering a reported 36,000 units of previous IPS systems. The professional platform will also be available for heavy-duty commercial applications, and will come with premium 24/7 customer service and global parts availability.

“Now an entirely new group of owners and marine professionals can benefit from the most fully integrated system on the market that really brings new levels of performance, efficiency and reliability,” says Johan Inden, president of Volvo Penta’s marine business. “We are eager to expand this platform to a whole new class of professional marine segments.”

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Mercury Marine, a division of Brunswick, has introduced the Avator 20e and 35e electric propulsion systems. The new models join the lineup next to the Avator 7.5e outboard, which was unveiled in January.

The company says it expects to debut two more electric-outboard products in the coming months, as well.

Mercury Marine says the Avator 20e and 35e have many of the same features as the 7.5e, including transverse flux motor technology, a full-color intuitive display and an ambidextrous tiller handle. The new models offer more power and the ability to connect multiple Avator batteries to extend range and run time, plus full access to the Mercury Marine app with the integrated SmartCraft Connect module.

The Avator 20e and 35e outboards generate 2200W and 3700W of power, respectively, at the propeller shaft. The 20e can produce acceleration that’s similar to a 5 hp FourStroke outboard, while the 35e generates acceleration that is comparable to a Mercury 9.9 hp FourStroke outboard.

These engines are intended for small vessels such as tenders, and are offered with tiller or remote steering.

Are the Avator 20e and 35e outboards available for purchase now? Yes, they went on the market in late August.

Take the next step: Go to mercurymarine.com/avator

The post Mercury Marine Launches Avator 20e, 35e Electric Outboards appeared first on Yachting.

Mercury is the first major manufacturer of marine internal-combustion engines to offer an electric outboard option. The Avator 7.5e delivers comparable performance metrics to Mercury’s time-tested 3.5 hp four-stroke gasoline engine, minus the locally emitted carbon dioxide. The Avator 7.5e is also the only outboard currently on the market with a transverse flux motor, a design that Andrew Przybyl, Mercury’s technical manager and engineer for the Avator line, says has high-torque-density characteristics. The Avator 7.5e comes with a 1 kilowatt-hour lithium-ion battery that nests inside the outboard’s flip-top cowl, and a color display with GPS that gives operators a wealth of real-time range information.

“One of the biggest challenges we had was setting up the overall architecture of the outboard,” Przybyl says. The solution involved auditioning different concepts and designs, and then choosing the right supporting technologies, including batteries, motor types and overall configurations. “In electrification, overall system efficiency is the name of the game,” he says. “The other aspect was sustainability. This outboard is highly recyclable.” Creating a recyclable design, Przybyl says, involved using componentry from nontraditional materials. “Sustainability is an important part of our culture,” Przybyl says.

While the Avator 7.5e is intended for use aboard smaller boats, Mercury plans to release the bigger Avator 20e and 35e outboards later this year. All three of these electric motors will employ similar architecture, displays and companion apps.

Charge and Go

The Mercury Marine Avator 7.5e can run for 60 minutes at full throttle off a charged-up 1 kilowatt-hour battery, or for as long as 2.8 hours at 75  percent throttle (or 6.2 hours at 50 percent throttle, or 19.4 hours at 25 percent throttle). Users can also change out batteries in seconds.

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Mercury Racing has introduced the Mercury Racing V8 500R outboard, which the company says it created “for no-compromise owners of the fastest luxury sport boats.”

Stuart Halley, Mercury Racing general manager, stated in a press release: “Capable of delivering more than 500 horsepower in a wide range of conditions and weighing as little as 720 pounds, the 500R establishes a new benchmark for outboard power density. This motor offers incredible mid-range punch and pulls with unrelenting authority all the way to wide-open throttle. This is the most exciting production outboard to ever emerge from the Mercury Racing shop.”

The 500R has more than 500 eager horsepower, which is 50 more horsepower plus 10 percent higher torque than the 450R model. Its 4.6-liter, 64-degree, V8 FourStroke powerhead is boosted by a Mercury Racing supercharger. The engine is designed to perform on pump fuel with a minimum 89-octane (95 RON) rating.

Also on the 500R are upgraded component designs in the powerhead, cooling system, midsection and steering system. A new, 5.9-inch diameter gearcase, available in R-Drive and R-Drive Sport configurations, transfers the power to the water.

What lengths are available for the Mercury Racing 500R? It can be ordered at 20 inches, 25 inches, 30 inches or 35 inches for single- or multi-engine applications.

Take the next step: go to mercuryracing.com

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Cummins has signed a memorandum of understanding with Leclanché to create a range of hybrid, battery-only and fuel-cell-package projects for marine and rail applications. These products will utilize a variety of power sources, such as engines, hydrogen fuel cells, battery packs and racks.

The memorandum is part of Cummins’ broader Destination Zero strategy, a plan to reach net zero emissions across its products by 2050.

Recently, the company launched Accelera by Cummins, rebranding its New Power segment, to bring zero-emissions solutions to markets even faster.

“Combining efforts with Leclanché enables us to provide a broader range of solutions to reach our goals and help our customers accelerate their decarbonization journeys,” Gbile Adewunmi, executive director of industrial markets in power systems segment at Cummins, stated in a press release.

How will this partnership work? Cummins and Leclanché plan to work together on installation, training, commissioning, warranty and after-sales support.

Take the next step: go to cummins.com

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Back in 2018, Mercury Marine thrilled boaters with the introduction of its V-6 and V-8 outboard engines, the result of the largest new-product development program in the company’s nearly 80-year history.

Now, the brand is adding the marine industry’s first V-10 outboard to its offerings. This Verado engine is available in 350 hp or 400 hp. It’s a 5.7-liter design that is compatible with Mercury SmartCraft technology. It also can be ordered with an optional dual-mode 48-volt/12-volt alternator to pair with Navico Group’s Fathom e-power system, an integrated lithium-ion auxiliary power management setup that lets boaters eliminate an onboard generator.

“They are powerful, smooth and quiet,” Chris Drees, president of Mercury Marine, said when introducing the V-10 Verado outboards. “They have many of the same fuel-efficiency-enhancing features that are synonymous with our high-horsepower lineup. They also deliver the same kind of premium boating experience that has made Verado outboards legendary.”

The company says it expects the V-10s to become a popular choice with owners of larger saltwater center-consoles, freshwater fishing boats that have single-engine setups, pontoon boats and smaller center-consoles. Each engine reportedly weighs 695 pounds and has the same 26-inch mount spacing as Mercury V-8 outboards, which means the V-10 is compatible with current boat designs. In addition, the V-10s are designed with multi-engine use or repowering in mind.

According to Mercury Marine, the new engines include the outboard industry’s first V-10 naturally aspirated powerhead. It uses 5.7-liter displacement and a quad-cam design to improve speed and acceleration. A 150-amp alternator is also part of the design and is intended to charge onboard batteries quickly while  supporting the boat’s electrical system.

Also part of the V-10 design is a new hydrodynamic gear case and a new Revolution X propeller. Mercury Marine says the larger diameter and wider blades on the prop, combined with the deep ratio of the gear case, result in better handling and acceleration, and in high efficiency from low speed to wide-open throttle. Advanced Range Optimization is part of the package, as is Adaptive Speed Control, which maintains engine rpm despite changes in load or conditions. That means boaters climbing large swells should have an easier time.

The V-10 Verados will also be compatible with a Mercury electric steering system for multi-outboard vessels that is expected to start shipping this month.

“We challenged our engineers to improve acceleration and overall performance with the new V-10 Verado outboards while also making them quieter and lighter than competitors’ outboards in this horsepower range,” said Tim Reid, Mercury Marine vice president of product development and engineering. “Once again, they exceeded expectations.”

Investing in the Future

Creating new engines like this V-10 outboard, and then bringing those products to consumers in a safe and reliable way, is neither cheap nor easy. That’s why Mercury Marine has invested heavily in research and development for quite some time now. Since 2008, the company has invested $2 billion on that front, including expanding its manufacturing footprint to more than 3 million square feet. 

The post Mercury Marine Introduces V-10 Outboard appeared first on Yachting.

Mercury Marine, a division of Brunswick Corp., has introduced the marine industry’s first V-10 outboard.

The V-10 Verado is a 5.7-liter engine that comes in 350 and 400 horsepower. According to the manufacturer, the V-10 runs 45 percent quieter than competing outboards at cruise speed.

These new outboards are compatible with Mercury SmartCraft technology and are available with an optional dual-mode 48-volt/12-volt alternator to pair with Navico Group’s Fathom e-power system. It’s a lithium-ion auxiliary power-management setup that lets boaters eliminate the need for an onboard generator.

“The all-new Mercury V-10 Verado outboards are exactly what boaters have been asking for in a 350- and 400-horsepower platform,” Chris Drees, Mercury Marine’s president, stated in a press release. “They are powerful, smooth and quiet. They have many of the same fuel efficiency-enhancing features that are synonymous with our high-horsepower lineup.”

Each of the new engines weighs 695 pounds and has the same 26-inch mount spacing as the company’s V-8 outboards. That means compatibility with current boat designs.

Will these V-10 Verados also be compatible with Mercury’s forthcoming electric steering system? Yes. That steering system for multi-outboard boats is scheduled to start shipping in February 2023.

Take the next step: click over to mercurymarine.com

The post A V-10 Outboard? appeared first on Yachting.

When someone’s shopping for brokerage boats with outboard motors, one thing they’ll hear over and over is that they should check engine compression before making any purchases. But, what is a compression test in the first place? What do the results mean? And, just what does it tell potential boat owners?

A compression check measures how much pressure is built up by the motion of the pistons in each individual cylinder. As a piston goes up and down inside the cylinder, the piston rings create a seal against the cylinder wall. At the top of the piston’s upstroke, fuel and air are compressed before ignition via the spark plug. With age and use, the engine’s internal parts can wear and over time their compression abilities degrade. The compression test is a great way to find out if a cylinder is damaged and is losing compression, without having to open the engine up and look inside.

If you’re worried that learning how to check compression for your outboard will be difficult, it’s actually very simple. That said, it’s best done with two people, so one can turn the key and crank the engine while the other person operates the gauge. Otherwise, if you’re alone you’ll have to go back and forth from the helm to the motor over and over again. When performing a compression test, some pros recommend warming up the engine first, but some others don’t. Same goes for advancing the throttle versus leaving it in the neutral position. In any case, neither step is critical to getting informative results.

The first step is to remove the engine’s cowl and then all of the spark plugs. Next, screw the end of the compression gauge (they’re inexpensive and readily available in most auto parts stores, though you may need to purchase an adaptor to fit different threads) into the first cylinder. Crank the engine for about five seconds so it turns at least five times, then look at the gauge and record the psi reading. After you’ve written the results down, remove the gauge and screw it into the next cylinder. Repeat the process until you’ve recorded the compression readings for all the cylinders.

Note that the engine won’t be able to fire up because the spark plugs have been removed. However, on many outboard models fuel will still be injected into the cylinder. So, a compression test should never be performed near an open flame or while smoking.

Read More: Yacht Maintenance

Okay: now you have a set of numbers written down, but just what do they mean? It would be nice if we could say they should be between “X” and “Y” psi, but different outboard sizes, makes and models will produce different results. The critical thing to look for is variation in the readings. All of the cylinders should show a psi within about 10 percent of each other. A lot of variation in the readings indicates that one or more of the cylinders has a problem, and therefore, running the engine could be a risky proposition.

Deviations in compression can be caused by a number or problems, but all of them are significant. A cylinder could be scored, the rings could be worn, or one of them could be broken (in which case there’s a good chance you also have a scored cylinder), or there could be a carbon buildup causing the rings to stick. If two adjacent cylinders show low compression, there’s a strong possibility the head gasket is bad between those two cylinders. In any of these cases, however, the bottom line is the same: significant repair bills will likely be in the future. And if you ignore the problem and continue using the engine, catastrophic damage could be the end result.

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