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In Mèze, on the Etang de Thau, the sailboat Glazig, a Django 750 dating from 2003, now sails with a POD ePropulsion 3.0 powered by a 48 V lithium iron phosphate battery. Behind this conversion, there is above all a global reflection on safety, weight centering, drag under sail and autonomy in coastal navigation.
Why engine reliability is crucial on a light sailboat
On a sailboat less than 8 meters long, the engine is often regarded as an auxiliary. But in congested harbors or windless zones, its reliability quickly becomes a safety issue.
The Django 750 Glazig was originally equipped with an 8-hp Yamaha outboard. Its owner wanted to get rid of the classic constraints of an internal combustion engine: random starting, mechanical maintenance, noise and poor weight distribution at the rear of the boat. Several breakdowns on the way back to port accelerated this decision. Two collisions during maneuvers also served as a reminder that an auxiliary engine must be used immediately when it becomes indispensable.
Switching to an electric motor meets a number of concrete expectations: immediate availability of propulsion, elimination of vibrations and simplification of daily use. On a boat designed for local regattas, the gain in comfort is not the only argument. The centering of weights and the reduction of suspended masses on the transom also play a role in the boat's behavior under sail.
Choosing a compact POD to limit drag under sail
Installing electric propulsion on a sports yacht quickly raises the question of how far to accept a hydrodynamic penalty
Two solutions were considered for Glazig: a 3 kW ePropulsion POD or a more powerful 6 kW model. The sailing program, mainly regatta-oriented on the Etang de Thau, finally tipped the balance in favor of the smaller model. The POD's diameter, the space it takes up under the hull and the additional wetted surface became decisive factors.
The chosen motor is powered by a 5.4 kWh Powertech LFP battery weighing 39 kg. This lithium iron phosphate technology offers a number of advantages in yachting: thermal stability, long life and the ability to withstand repeated charging and discharging cycles. And on a lightweight sailboat weighing 1.9 tons, every kilogram counts. The choice of a compact POD limits the impact on performance under sail, while maintaining speeds close to 5 knots under motor.
Completely rethink on-board electrical architecture
An electric conversion involves much more than simply replacing a combustion engine with a battery. On Glazig, the entire energy system was redesigned during the boat's refit between 2022 and 2025. Wiring diagrams, equipment location, network separation and the manufacture of specific parts all required extensive design work.
The installation clearly distinguishes 220 V and 48 V circuits on one side of the boat, while the 12 V network remains separate on the starboard side. A 48 V to 12 V converter provides power for traditional equipment. The boat is also fitted with a 15 A shore charger and two 120 W solar panels combined with a 48 V-compatible MPPT regulator.
Some parts were developed using 3D printing with Atelier Bilbo in Balaruc-les-Bains. In particular, a special hydrodynamic sabot was designed to reduce the overall dimensions of the POD under the hull.
This approach illustrates a frequent development in electrical conversions: the motor becomes just one element in an overall energy system that needs to be considered from the outset.
Folding propeller, hydrogeneration, autonomy: the limits appear when cruising
The question of the propeller remains a sensitive one on fast sailboats. To reduce drag, Glazig initially used a two-blade folding propeller. However, experience soon showed its limitations: the mechanism became clogged, the blades did not open properly and there was a loss of driveability during maneuvers. The owner eventually reverted to a fixed propeller, judged to be more reliable on a day-to-day basis.
With the benefit of hindsight, another question arises: should we have opted for a hydrogen-powered solution from the outset?
On the Etang de Thau, current autonomy is more than sufficient. But future plans to sail to Corsica, Sardinia or the Balearics will totally change the energy equation. In mid-shore cruising, several days of calm before a gale can mean long hours of propulsion. The boat could therefore evolve with complementary electrical production: hydrogeneration or small 1 kW Honda generators. Solar power alone quickly becomes limited on a compact sailboat as needs increase.
Maneuverability remains a strong argument for marinas
Electric motors are often judged on their range. However, in ports, it's their progressiveness that's changing people's habits.
The Django 750 has two rudders and a propeller positioned far forward. This configuration could have led to fears of tricky maneuvers. Finally, the boat's behavior in port is one of the owner's most appreciated points. The engine's immediate torque makes it possible to turn in a tight radius while using only a fraction of the available power. Silence also transforms the perception of maneuvers. No more vibrations, no more idling noise, no more exhaust fumes in the cockpit.
And behind the comfort lies a simple idea: on a sailboat, the motor is rarely used, but when it's needed, it must start immediately. It's probably this criterion that explains the growing interest among yachtsmen in electric motors for small craft.
