torqeedo travel 1003 cs review

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Torqeedo Travel 1003 Electric Outboard: Banishing the Fumes

• By Webb Chiles
• Updated: January 8, 2013

Torqeedo Travel 1003

The joy of sailing. A finely balanced hull cutting through waves. Blue sky above. Salt spray sparkling across the bow. Warm breeze against skin. A delightful whiff of gasoline. Wait! Stop! And I did, upon noting the first sniff of gasoline that I’ve detected on any boat that I’ve owned, over a span of almost 40 years.

Gannet , the Moore 24 I bought in 2011, came with not one but two gasoline outboards. I thought I’d keep whichever was more reliable—until that first whiff. Moore 24s have open interiors with limited places to stow outboards and jerry jugs of gasoline below, and I keep my decks uncluttered. On a passage, I’d inevitably find myself sleeping next to the outboard and gasoline and oil. It wasn’t going to happen.

Although before I made my first circumnavigation in her, I sailed the engineless, 37-foot Egregious in and out of her slip in San Diego, having no engine on Gannet was not an option. Her then home, North Point Marina on Lake Michigan, near the Illinois/Wisconsin border, with 1,500 slips the biggest freshwater marina in the world, doesn’t permit “sailing, rowing, paddling, or sculling” inside the breakwater. Neither do many other marinas. You may have noticed that the world is falling apart. Perhaps that’s happening because it’s being run by powerboaters.

After some research, I ordered a German-made electric Torqeedo Travel 1003—and learned that it isn’t easy being green. Why? First, in this case, is cost, and second is range.

A Travel 1003 costs roughly $2,000, more than twice the price of a gas outboard of similar power, and has a range of 2 to 16 miles. The 2 miles is at full throttle, when the 520-watt-hour battery will be discharged in 30 minutes. The 16 miles is at low throttle, when the battery will last eight hours.

On the light and easily driven Gannet , I’ve found that at medium throttle, which provides a speed of 2.5 knots, the battery is good for about three hours and a distance of 7 miles. In practice, this means that in and out of the harbor twice leaves the battery close to needing to be recharged, a task that takes more than 23 hours. Even with a boat that sails well, this short range presents problems.

When coastal cruising, I want to be at the next harbor before dark, and I like to start early. Powering across smooth water at first light before the wind comes up has its charms. With the quiet but not completely silent Torqeedo—there’s a not unpleasant whirring sound—those charms aren’t much compromised. But not many miles are covered, either.

Torqeedo offers a possible solution: a solar panel that rolls up for storage and is said to provide unlimited range in bright sunlight. This panel costs $1,000. Nevertheless, I requested and received one for my 70th birthday. Being old has its compensations.

I knew the dimensions of the panel, but sometimes you have to see something to really understand. When the box arrived, I thought it big. When I opened it and unrolled the panel, Carol, my wife, immediately said, “There’s no place for that on Gannet .” And within the length of its connecting cord, there wasn’t. I sent the panel back.

I’m considering buying a second battery, for $700, that would more than double my range by allowing one battery to be used while the other is being partially recharged by the boat’s main electrical system with its own solar panels. This would also increase the cost of being green to about three times that of an equivalent 3-horsepower gas outboard.

Having said all this, I don’t regret my choice at all.

The good news begins just after I place the clever Moore 24 outboard bracket in its slot in the stern. The bracket is easy to insert and remove even while the boat is under way, and so is the three-part Torqeedo, which, at 31 pounds for the long-shaft version, weighs about the same as a comparable gas outboard. On the advice of a former Moore 24 owner, I bought the long-shaft version. He meant well, but this was a mistake. The short shaft would’ve worked, saved a pound, taken up less room below, and not required special manipulation to clear the water when the engine isn’t in use.

On our first venture into Lake Michigan with the Torqeedo, I found that even when the engine was locked in the raised position, the long shaft left the prop partially dragging in the water, undercutting sailing performance and creating far more noise than the engine does in use. The solution—to tilt the engine more and secure it with sail ties to the stern-pulpit stanchions—means that I have to remove the tiller arm and stow it below. Slightly awkward, but necessary.

With the shaft tightened to the outboard bracket by two plastic-handled bolts, the battery is slipped into its slot, lowered, then locked by inserting a plastic pin. Finally, the tiller arm is attached and two electric cables connected: one from the battery to the shaft, the other from the tiller arm to the battery.

I’m struck by three things in this process: how well the Torqeedo is engineered and designed, how easy it is to mount and assemble, and how clean the parts are. No grease. No oil. No scrubbing my hands before I touch anything else.

My only reservation about the quality of the Travel 1003 is that the electrical cable connectors are plastic rather than metal and raise a concern about eventual cross threading. Thus far, I haven’t had a problem, but I do think metal connectors would be better and more appropriate on what is a top-end product.

With the Travel 1003 assembled comes a great moment: instant, one-finger starting. Press a button on the tiller arm and the Torqeedo is on, although the only way you know that is by the tiller-arm display lighting up. No repeated pulling on a cord. No curses. No fiddling. Not even a sound. In fact, there’s wonder and doubt that the engine is on, relieved by twisting the tiller handle and seeing the big, two-bladed prop turn. Back to neutral and absolute silence.

The Travel 1003 has forward, reverse, and, for 2,050-pound Gannet , ample power and torque. I don’t know how fast it will drive the little boat, but I’ve had her at 6 knots in one brief burst.

I knew my speed from the remarkable tiller-arm display, with built-in GPS, that shows the percentage of remaining battery charge, remaining range at the current speed, speed over ground, and consumption in watts. Increasing rpm and observing the often-dramatic decrease in range is instructive. An alarm sounds when battery charge drops to 30 percent.

I’ve only approached setting off that alarm once, when haze and a wind shift caused me to come in a mile downwind of the breakwater entrance. Unfortunately, I lowered sails before I realized my mistake. Gannet dislikes being powered into chop, and I had to keep increasing rpm to make any headway. Lesson learned, I’ve subsequently been more careful on my returns to the marina, and I’ve added jib-furling gear so I can resume sailing without having to haul a jib back on deck.

Engines are necessary because people have made them necessary.

I don’t take exception to North Point Marina’s rules. More than 1,500 boats trying, on a busy weekend, to use one narrow, partially silted over entrance, with some of them short-tacking under sail in front of confused powerboaters, is certain chaos and probable disaster.

Harbors all over are now laid out with the expectation that vessels have engines. To clear in with officials in many ports requires tying to docks impossible to reach under sail. So an engine or a tow is needed for the last few hundred yards. And I need an engine for the .75-mile trip from my slip to beyond the maelstrom of powerboat wakes at the breakwater entrance.

For those distances, and for me, the Torqeedo Travel 1003 is excellent.

Webb Chiles has moved Gannet to San Diego to prepare her for his next voyage. Kindle editions of his books are available from Amazon.com .

To read another family’s account of using the Torqeedo, click here .

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Product Reviews

Torqeedo’s Travel 1003

Clean, quiet outboard power

From Issue   September 2015

Torqeedo’s outboards with ratings up to an equivalent of 8 hp are designed without anti-ventilation plates. The foil-sectioned shafts on all but the smallest outboard aid in keeping surface air from getting to the prop.

F or decades I resisted boating under power and took pride in getting where I wanted to go under my own steam or under sail. That changed when I had kids: they were too young to help with rowing, the summer winds are usually too light for getting anywhere by sailing, and the joy of hanging out with them meant more to me than manning the oars. I built a Caledonia yawl with them in mind and installed a motor well. I bought a small 2.5-hp Yamaha outboard—a four-stroke to avoid leaving behind a cloud of stinky blue smoke typical of two-stroke outboards—but it still had an environmental impact in both the fuel it consumed and the peace it disturbed. For the past 11 years, Torqeedo has worked to eliminate both with their electric motors. In 2010 I tried the smallest motor they produce, the Ultralight, on a kayak. The equivalent of a 1-hp motor, the Ultralight would drive the kayak at an impressive 4 ¼ knots and an exciting 5 ½ knots after I added a foil-shaped fairing to the tubular shaft.

The two Travel motors are the smallest of the Torqeedo outboards. The Travel 503 is rated as the equivalent of a 1.5-hp gas motor; the Travel 1003, the equivalent of a 3-hp. I tried the Travel 1003S (S for short shaft) on three different boats: the Caledonia yawl, a Whitehall, and an Escargot canal boat. Torqeedo lists the shaft length for the Travel 1003S at 62.5 cm (24 5/8″), a measurement from the bearing surface of the mounting bracket to the center of the prop. On gas outboards the shaft length is commonly measured to the anti-ventilation plate, not the propeller axis; the Travel 1003 has no anti-ventilation plate, but I measured 46.5 cm (18 ¼″) to where one would be. That’s roughly the maximum span between the bottom of the hull and the site for the mounting bracket. The shaft length for the Travel 1003L is listed as 75cm/29.5″.)

Disassembling the motor makes it much easier to stow out of the way when it’s not needed. The long pin locks the battery pack in place.

The Travel 1003 weighs 30 lbs, 7 lbs less than my Yamaha, and it separates into three pieces—the tiller and its computer just shy of 2 lbs, the battery at 12 lbs, and the lower unit about 16 lbs—making it a whole lot easier to move around, mount, and stow.

Set in the motor well of a Caledonia yawl, the Travel 1003 S reached a maximum speed of 5 knots. The orange pin on the bench locks the shaft when the boat’s rudder is used for steering. The orange tab on the tiller is a magnetic kill switch.

I used the Travel 1003 first on my Caledonia yawl, a 19′ 6″ x 6′ 2″ double-ender. With the motor at full throttle, the yawl peaked at 5.0 knots. My Yamaha logged a top speed of 5.8 knots. (I have an electric trolling motor rated at 40 lbs of thrust, but it falls so far short of the Travel 1003 that I don’t bother including it in these trials.)  A built-in computer with GPS shows the percentage of battery charge and the distance it will take you at the speed indicated. At full speed a full charge had a cruising range of 2.4 nm. At 4 knots that range increased to 6.3 nm, at 3 knots 9.5nm, and at 2 knots 15.6 nm. The speeds and ranges I recorded were consistent with Torqeedo’s data for the Travel 1003 .

Ranges predicted by the Travel 1003 for a full battery charge with three boats at various speeds

There is a slight lag in the response to the throttle, and the motor will ramp up to the selected speed rather than apply full power immediately. That keeps the boat from lurching about, and, I imagine, prolongs the life of the motor and the boat. Even with the lag and ramp-up, I was impressed with how quickly the Travel 1003 could bring the yawl from 5 knots at full speed ahead to a dead stop: just 3 seconds and less than two boat-lengths.

The Travel 1003 operates in reverse, and a latch keeps the shaft locked down to prevent the prop from climbing. The yawl made 3.5 knots with the Travel 1003 in reverse at full throttle. (The Yamaha does not have reverse but rotates through 360 degrees, as does the Travel 1003.) Releasing the latch allows the motor to kick up over obstructions while moving forward and to be raised to reduce the drag while rowing or sailing. A removable pin will lock the Travel 1003 facing straight ahead for steering with a boat’s rudder.

The Travel 1003 is quiet but not completely silent. It has a whine that rises in pitch and volume as the throttle gets cranked up, but even at its loudest it is neither an impediment to a conversation nor anywhere near as loud as my gas outboard. It doesn’t vibrate either, so there’s no rattling anywhere on the boat. Its relatively quiet operation at low-to-moderate speeds is great for dinner cruises. I’m used to gauging speed by the racket my gas motor makes when moving along at a good clip, but even at full throttle, the sound the Travel 1003 makes belies how fast the boat is moving; it’s more like sailing than motoring.

On my 14′ lapstrake Whitehall the Travel 1003 peaked at 5.5 knots. (I didn’t—and wouldn’t—try to mount the heavier Yamaha on the transom—there’s little buoyancy in the stern.) I also did trials with my son’s 19′ 6″ x 6′ Escargot canal boat , weighing over a half ton with gear and two of us aboard. It brought the canal boat up to 4.4 knots, just slightly slower than the Yamaha at 4.7 knots.

Torqueedo claims on its website that the Travel 1003 “can do everything a 3-hp petrol outboard can, plus it’s environmentally friendlier, quieter, lighter, and more convenient.” The latter half of that is certainly true, but I’d suggest the former isn’t a good comparison to make. According to the owner’s manual, my Yamaha has a maximum output of 2.5 horsepower or 1.8 kW at 5,500 rpm, while the Travel 1003 display reads 1,000 watts (1.0 kW) at full throttle with  maximum propeller speed listed by Torqeedo at 1,200 rpm. Going by the numbers gets murky. The Yamaha rating is for propeller-shaft horsepower, and the Torqeedo rating is for input power with propulsive power at 480 watts; static thrust is listed as 68 lbs, but that’s not calculated the same way as it is for trolling motors. Torqeedo offers some clarification on the terms and their equivalence with gas outboards, but my sea trials for top speed didn’t bear that out for the Travel 1003, even up against a 2.5-hp instead of a 3-hp gas outboard.

I haven’t made precise mileage calculations for my gas outboard, but one measurement I made on Google Earth for a passage on a full tank of gas (0.24 gallon) was 6 miles, running at about two-thirds throttle. That’s 25 miles per gallon. At a comparable speed the Travel 1003 will cover about the same distance. To extend the range of my gas outboard, I’ll carry two 2.5-gallon gas cans for a range of 125 miles. For the Travel 1003, an extra battery, at $650, brings the range to 16 miles. For charging away from home, Torqeedo offers a 50-watt solar charger for the Travel 1003, and it is possible to recharge its battery from an in-board 12-volt system. In my experience recharging was an overnight process, only slightly more than the 14 hours listed by Torqeedo; the latest models have cut that time  in half. While I don’t have to think much about my range with my gas outboard, the Travel 1003 would require some thoughtful planning to achieve the same range for an extended cruise. If your outings with the Travel 1003 aren’t pushing the limits of its range, you can use the energy for other purposes: its battery has a port you can use to charge electronic devices.

Christopher Cunningham is the editor of Small Boats Monthly.

Torqeedo  distributes its products through a network of dealers and offers the Travel 1003  for $1,999 with a two-year warrantee.

Thanks to reader Elliot Arons for suggesting this review.

A Cautionary Tale

When I tested the Travel 1003 on my Whitehall, I put thin plywood pads on the varnished transom to protect it from the motor’s mounting bracket and turned the screws down as tight as I could, knowing they wouldn’t leave their mark on the mahogany. The Whitehall isn’t meant to carry an outboard, let alone maintain trim with the weight of a motor and its operator well aft, so I sat as far forward as I could and still keep a hand on the motor’s tiller. I made a few runs, back and forth in a protected canal, some at full speed. On the last run, while at full power, the tiller slipped suddenly from between my fingers and the motor turned 90 degrees, pushing parallel to the transom. It then twisted almost to horizontal and then slipped off the transom. I lunged for it as it went overboard and got a hand on the tiller. The magnetic kill switch disengaged and the prop stopped turning. I thought I had averted disaster, but as the boat carried forward, the angle between the tiller and the motor opened up and they parted, just as they’re meant to do if you’re disassembling the pieces for transport or storage. The cable from the tiller didn’t have a connection strong enough to hold the battery and lower unit, and down they went. I was left holding the tiller, a bit stunned.

To recover the motor I needed to find it first, then snag it. The underwater video system and a hastily made grappling hook did the job.

I went home and made a grappling hook out of steel rod and connected it to my Harbor Freight underwater video camera. I was feeling hopeful about recovering the motor—it had gone down in a narrow stretch of water, and I had a pretty good idea of where it would have come to rest. Unfortunately, the water in the area was about 25′ deep and the light on the bottom was dim, so the video camera could show only a narrow swath of the sandy bottom. The next day I tried again, but it was too difficult to manage the boat and control the depth of the camera at the same time. I returned with my son Nate, and we were about to give up when he spotted the motor. It went in and out of the camera’s view, but after 20 minutes he got the hook on the power cable and brought the motor and battery up.

The Travel 1003 has an IP67 rating and is waterproof for 30 minutes at 1 meter, but not for two days at 25′. The red indicator light on the battery case blinked on a few times, and that was its last sign of life. I opened the case to get the water out of it and the damage to the batteries and the circuit board was evident.

I can’t fault the Travel 1003. I’m not sure what caused the sudden turn, but with the motor running at full power I should have had a firm grip on the tiller. The Travel 1003 can rotate 360 degrees and can be oriented parallel to the transom. My Yamaha is the same way and has, on two occasions, twisted its bracket a bit out of position when turned 90 degrees and gunned for tight maneuvering. Larger outboards may have stops to limit their steering range and lessen the chances of prying themselves off a transom. The plywood pads I used to protect my Whitehall’s transom may have lessened the Travel 1003’s grip, but if my calculation for the torque created—140 ft-lbs—is correct, it may have dislodged itself even without the pads.

Three precautions come to mind for small outboards that can rotate to 90 degrees on either side. A solidly anchored cleat along the edge of the transom where the motor is attached would serve as a stop for the clamps on the inboard side. Some commercially made pads for the inside face of the transom have a lip at the top meant to keep a loosened clamp from slipping off. (They require more time to get the motor in place; a couple of slots cut off-center alleviate that problem.) Secondly, a safety cable or chain can tether the motor to the boat. My Yamaha has a hole in the mounting bracket meant for a cable and includes a recommendation in the instruction manual to use it. The Travel 1003 has holes in the clamp screw handles that can serve as safety-cable attachment points; a note about using them as such would be a worthy addition to its user manual. Finally, hang on to the tiller.— CC

Epilogue (October 2, 2015)

While it was clear to me that an outboard capable of rotating through 360° has the potential to turn to 90°—parallel to the transom—and wrench itself out of position or tear itself off entirely, I didn’t understand what had caused the motor to turn in the first place. I found a likely explanation in the September/October issue of WoodenBoat magazine. That issue’s “Getting Started in Boats” feature is “A Small Outboard Motor Primer” by Jan Adkins. Jan describes “The Death Spiral,” a common accident in which the operator of an outboard skiff is thrown overboard by a sudden turn and often severely injured when the boat circles around. Here’s the cause of the spiral: “For any reason (inattention, slippery hands, a reflex to reach for something) the helmsperson’s steering hand leaves the outboard tiller/handle. Unequal resistance between the deep propeller blade and the shallow propeller blade exerts torque that twists the outboard to port. The small boat turns violently to starboard….”

In my case, I had a loose grip on the tiller and the motor twisted itself off the transom rather than cause a sharp turn to starboard. Because the boat hadn’t turned violently and I had been looking over the bow at the time, I don’t have a clear memory of which way the motor had turned (and I had revarnished the transom of my Whitehall) but the slight scars that remained indicated that the motor had indeed twisted to port. (The Travel 1003’s propeller has a right-hand rotation—clockwise when viewed from astern—typical of outboards and would twist to port. A left-hand prop would cause a boat to turn to port.)

My Yamaha has a screw that increases the friction in the mount to lock the motor in position if I’m using a rudder to steer. If I’m steering with the motor I maintain a little friction so I can steer well but don’t have to “micromanage” the tiller. The Travel 1003 uses a pin to lock the motor for using a rudder to steer and without the pin the motor can rotate freely. Even though the Yamaha can be adjusted for turning friction, I’ll be much more careful with both motors when using them to steer.— CC

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Comments (10)

I have had Torqeedo Travel 1003 for several years. It has a strong battery and will push my Norseboat 17.5 for about 10 miles at 3.0 knots. As you say, it is not a good choice for extended multi-day trips where recharging may be difficult, but for a day trip or overnight it’s great.

Aside from the advantages you mention, there is no winterizing, spark plugs to foul, or fuel to spill. Best of all it starts with a twist of the throttle. I feel confident sending my kids or friends out without worrying about their ability to get a gas motor running.

The only drawback, as you point out, is the range, which I bet most of us never exceed anyway. The advantages are far more persuasive to me. If everyone was already using Torqeedos and the gas outboard was introduced as an alternative, I bet very few people would by one.

We have a 1003 that we use on our 28′ Stuart Knockabout which displaces 4,000 lbs. We have a removable side bracket made of very heavy stainless. We had 4-hp Yamaha 4-stroke on it for years and you you could go straight to full throttle. First time we tried that with the 1003, the incredible torque cracked the bracket! After we had it rewelded, we now accelerate slowly and never go to full throttle until the boat has some way on her. Full throttle is just shy of 5 knots and we usually run at 3 if the wind dies. Great motor! I only wish the tiller display was easier to read without glasses!

It should be noted that, unlike a gas motor, the Torqeedo must be removed when sailing. According to the manufacturer, it can not be freewheeled without damage to the motor. This is a pain, especially when one wants to go just a short distance before switching to sail. The motor must be taken off and stowed before sailing. I never worry about drag on my Caledonia, so I would rather leave the motor in the well, but it’s a no-go.

Question: Can the Torqeedo tilt up out of water if mounted on a transom?

Yes, the Torqeedo Travel can be tilted up out of the water just like any small outboard motor, so you can raise it for sailing, rowing, or coming ashore without having to remove it from the transom.

As a Torqeedo dealer and user on the Mississippi Gulf Coast, let me offer a clarification about the Travel 1003’s horsepower. The motor has a power consumption of 1000 watts at top speed, which is equal only to about 1 1/3 hp. While this keeps power consumption low, it also keeps the motor under 2 hp, which is useful for boats like the SolarSkiff that are designed following the US Coast Guard standards for watercraft with engines under 2 hp. However, Torqeedo claims a propulsive force equivalent to that of a 3 to 4 hp gas engine: its electric motor is more efficient at converting its 1000 watt input power into propulsive output power, hence the 3-4 hp “equivalency.” My wife and I had a chance to put this power claim to the test this summer. We crossed the Bay of St. Louis in a two-person SolarSkiff for a group picnic at some friends’ home across the Bay. Going over in the late morning, the winds were light. Coming back, however, the afternoon seabreeze predictably began to fill in and it wasn’t long before we were motoring back against 12-knot winds, gusting to 15, with whitecaps everywhere. The Torqeedo Travel 1003 had the power to keep us moving against the wind and waves with no problem: we can’t do that with a 55 lb-thrust trolling motor! While I can honestly say that 12-mph winds are about the top that I would plan to be out on the water in a small craft with a Torqeedo, it both had the power and the range we needed that day for the 6-1/2 mile round trip. I did take my Torqeedo battery charger in my dry bag, though, and plugged the battery in while we enjoyed lunch with our friends, just to make sure we had sufficient power for the return home.

The most I have run my battery down is to 20% of its maximum capacity, with the motor conveniently and automatically beeping reminder warnings when it hits 30%, 20%, and 10% capacity. With the new lithium-ion battery design, it fully recharged in only 5 hours. The 7-hour recharge with the new battery is for a recharge of a fully discharged battery, whether plug-in or solar.

Chris, Congrats on the outstanding, detailed piece on the Torqeedo and the performance comparison to your Yamaha. I believe the current Torqeedo is a breakthrough product. I broke a long-time promise to myself never to sell my 5-hp 2-stroke Johnson. But, at long last, its 46-lb weight had become too much; its occasional hard-starting caused by water in that miserable fuel known as ethanol had become discouraging, as had the endless pulls on the starter cord.

There is little to add to your piece but the following may also be of help to those considering purchase of a Torqeedo. In your photo of the disassembled motor, there is a small orange peg shown beside the larger orange rod used to secure the battery to the motor. Although I have not found mention of it in the owner’s manual, the orange peg is meant to be inserted through a hole in the motor’s top portion into a hole in the leg. It prevents the head from rotating so the motor can’t be turned as accidentally happened to you when you least needed it. This would be of most use in an application where the boat’s rudder is there to steer with. It would not be practical on the transom of a rowboat where rotating the motor is needed for steering.

Oddly, I recall reading an owner review of the Torqeedo in which he complained that the mounting screws loosened up and his motor fell off. For whatever reason, this may be something owners should check before every outing to ensure things are really, really tight. It was good of you to note there are holes in the clamp handles by which they may be secured to the boat. The owner’s manual should mention this aspect. In my own application on the transom of an inflatable, I have one of those locking devices that slides over the clamping screw handles and effectively prevents them from loosening in any threatening manner. I can imagine your experience was quite unnerving.

As a motor for an inflatable or dinghy to get one from dock to mooring and back, the Torqeedo is perfect. I have found that full-throttle operation for about 25-30 minutes takes the battery down to about 62% but recharging at home has the battery back to full charge in rather little time. When I had the chance to use the Torqeedo 1003 longshaft as a sailboat auxiliary, I found that it easily moved a 3100-lb keel daysailer when the wind died. Putting it on the side bracket was a relative pleasure because, when broken down into its three main components, weight is not an issue. (I have tied a line from the battery to the battery mount rod so the latter can’t be lost overboard.) About 15-20 minutes running at part throttle brought us back to the mooring. Again, recharging was quickly done at home. The key for such an application, as the Stuart Knockabout owner noted, is the motor’s torque. I believe an electric motor develops peak torque at 0 rpm and that is key to getting a boat moving and then keeping it going steadily. But speed should not be a priority.

After one season, about the only improvements I can think of would be larger numbers on the readout display, a less abrupt response to initial throttle input—new owners should practice gingerly when first starting out if in a slip—and a somewhat greater tilt angle to get the skeg completely out of the water. The absence of need to winterize, let alone worry about storing or discarding fuel, are obvious plusses.

The 1003 is about twice the $900 price listed by West Marine for a Mercury 3.5 hp. If one has the right application need, I’d say the Torqeedo is well worth it.

Thanks for your comments, Stan. The small steering fixing pin is mentioned in the Travel 1003 manual on pages 9, 15, and 26 (do a search for “pin”), but there isn’t an illustration that shows it clearly. The pin gets put in place before the battery and once the battery is locked with the large locking pin, the small pin is secured.

I have an Able , a Selway Fisher design, in which I have a permanently installed 6-hp Tohatsu outboard. The engine is mounted on the centerline in way of the keel and I leave it down (in neutral) when sailing. Being in the draft of the keel the drag seems to be minimal. I would like to replace this with a powerpod of some sort, faired into the keel. I was considering a Torqueedo 1003 which I would use the power head and the controller. I did note that the Torqueedo manual says not to leave the unit freewheeling in the water when sailing as there would be damage to the electronics of the system. I am assuming that this is because, when free wheeling, the motor becomes a generator, sending an electrical charge back into the system. If this is the case, would: A: diodes (to negate electrical feedback) solve this problem? B: A mechanical stop on the prop? C: A master switch to disconnect the power from the power head? I think that there are many of us out here looking for a way to modify existing trolling motors to power our small craft. Spending $6,000.00 on an Elco pod is out of reach for most of us. I belong to the TSCA here on Cape Cod and this is a topic of conversation quite frequently. Many freshwater reservoirs and lakes are off limits to gas engines, so this would open up sailing venues for a lot of us. I’d love some feedback on this.

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Torqeedo Travel 1003 C

Torqeedo Travel 1003 C The Travel 1003 C is a new and uprated version of Torqeedo’s award-winning Travel 1003. This new electric outboard takes the concept of clean silent propulsion further, by offering extended range and runtime. Surprisingly it does not do this at the cost of extra bulk and weight, and like the 1003 it comes with an integrated lithium battery. Recent advances in lithium battery technology have enabled Torqeedo to produce a 915Wh battery, with a 73% increase in battery capacity compared to the battery on the standard Travel 1003, and with an almost identical weight. Both Torqeedo 1003 models offer the same wide-open throttle performance as a 3hp petrol outboard motor. However, due to the fact that electric engines produce maximum torque from zero to maximum RPM, the 1003 has the thrust equivalent of a 4hp motor across its mid-range power delivery. Running the 1003 at its mid-range sweet spot makes good sense, as at full power any electric motor quickly digests its battery’s reserves, compared to running at 75% of its maximum output. The Travel range is designed for tenders, dinghies and dayboats up to 1.5 tons, for which it has already proven very successful. With a total weight of just 14.9kg, including the integrated lithium battery, Torqeedo claim that the Travel 1003 C is the lightest and most efficient electric outboard in its class on the market. As standard, the Travel 1003 C comes with a GPS system, a digital read-out that displays power consumption, battery status and remaining range (displayed in either time or distance), and a convenient USB socket for charging a phone or powering a light while out on the water. The battery, though mounted on the powerhead, is easily removed or changed for a spare should you need it. However, at £749 for a second 915Wh battery I imagine most people will consider this option carefully. Users can download Torqeedo’s innovative free TorqTrac smartphone application for use with the new Travel 1003 C. When combined with Torqeedo’s Bluetooth TorqTrac adaptor, the TorqTrac app displays all motor information on a smartphone or similar device, and allows you to plan your trip in advance and share your position on a map with an estimated time of arrival. It also has a navigation facility that allows you to create waypoints, enabling you to pick your way out to your mooring on the darkest of nights. Torqeedo also offer a range of innovative accessories for their entire range of motors, including handy travel bags for the engine and battery, as well as a foldable solar panel for convenient and environmentally friendly charging on the go. The 1003 C is tiller-steered, with a four-step trim setting, and is waterproof to IP67 standard. The new Travel 1003 C is available for the 2017 boating season in a standard and long-shaft version, and is priced from £1,699 (inc. VAT).

Contact www.torqeedo.com

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Torqeedo Travel 1003

• Thread starter Brian Schwerdt
• Start date Jul 3, 2011
• Forums for All Owners
• Engines and Propulsion

Brian Schwerdt

After fighting with an unreliable mercury 4 for a couple of years (and I think ethanol might have finally done her in), I finally made the leap into the electric world and bought a Torqeedo Travel 1003 for my O'Day 22. I have tried to find some reviews on this motor, and have come up short so I thought I might share my own experiences. This motor draws up to about 1KW from its 520Wh 29.6V Lithium batteries (built in). Torqeedo claims that it is roughly equivalent to a 3HP gas outboard. There are a list of specs on Torqeedo's website, and the product works as advertised. My boat is about 2000lbs plus crew and I sail on a lake with little to no current. On a calm day, it will move my boat at about 2 knots drawing 200W, or about 5 knots drawing 1KW (the merc 4 could only push her about 1/2 knot faster). I am absolutely thrilled with this motor! The maintenance is next to nothing, it's infinitely more reliable than the old merc, and it's much quieter (although not as quiet as a true trolling motor) not to mention instant on/off. Overall, however, I would not make a blanket recommendation for this motor. If you are considering one, make sure that you are well aware of its limitations and how you intend to use it. For example, in my case I never fight current (doesn't really exist where I sail) or wind (if it's windy, I'm using the wind, not fighting it). What's more, being on a lake, I can only get so far from my marina. I would NOT take this as my only motor on open water. On the other hand, if you are like me and are in a lake with little to no current, and bought a sailboat to sail it, not to slowly motor around, then I highly recommend you consider this motor. It is well worth the price (and the lifetime cost may well be less than or at least on par with that of a small gasser).  

I have an electric motorcycle and have developed a nervous condition where I constantly worry that I might run out of juice far from home. Your lake looks longer than the range of the battery. Let us know if the same medical condition afflicts you too and so then you don't sail further than the battery will allow.  

Donalex said: I have an electric motorcycle and have developed a nervous condition where I constantly worry that I might run out of juice far from home. Your lake looks longer than the range of the battery. Let us know if the same medical condition afflicts you too and so then you don't sail further than the battery will allow. Click to expand

How long would it take to recharge with say 30 watts of solar panels?  

If the pack is at about 80% discharge, ya going to need say 400 Watt Hours to recharge it.. A 30 watt charger should return about 180 watt hours per day (yes sometimes it will make more..and sometimes less) so in rough numbers, it takes 2 days and 4-5 hours to recharge fully.  

kloudie1 said: If the pack is at about 80% discharge, ya going to need say 400 Watt Hours to recharge it.. A 30 watt charger should return about 180 watt hours per day (yes sometimes it will make more..and sometimes less) so in rough numbers, it takes 2 days and 4-5 hours to recharge fully. Click to expand

This is a rich mans motor. With a purchase price of $1700 and a price of $600-700 for a replacement battery you could buy a lot of rebuild kits for that old gas engine and a lot of ethanol free fuel. I agree that it may work in your closed environment, but I would be very reluctant to use this any place that your life may depend on one of these motors.  

Steve Dion said: This is a rich mans motor. With a purchase price of $1700 and a price of $600-700 for a replacement battery you could buy a lot of rebuild kits for that old gas engine and a lot of ethanol free fuel. I agree that it may work in your closed environment, but I would be very reluctant to use this any place that your life may depend on one of these motors. Click to expand

Brian, you could do a lot less expensive with one of the MinnKota transome mounts.. and a set of golf cart batts and a good charger..these are corrosion protected for salt water and should be really good in fresh water.. http://www.minnkotamotors.com/products/trolling_motors/saltwater_transom_mount/riptide_transom.aspx They also make an "electric outboard motor" that for about the same price as the Torqueedo, has some much nicer features.. Give their web site a look..  

kloudie1 said: Brian, you could do a lot less expensive with one of the MinnKota transome mounts.. and a set of golf cart batts and a good charger..these are corrosion protected for salt water and should be really good in fresh water.. http://www.minnkotamotors.com/products/trolling_motors/saltwater_transom_mount/riptide_transom.aspx They also make an "electric outboard motor" that for about the same price as the Torqueedo, has some much nicer features.. Give their web site a look.. Click to expand

Sorry, I missed the fact that you'd already bought one.. If you can get to the Practical Sailor magazine on line stuff, they did a pretty good evaluation of the Torqueedo a few months back.. I wish ya luck with the electrifying experience..  

Electric is a great option for inland small to mid size lakes. I once motored my old Mac 22 (no wind) for two hours across a lake with a 40 lb thrust trolling motor and a single deep cycle battery. It was a windless early morning and motoring was the only option. It wasn't fast but got the job done and total investment was maybe $200.  

After farting around with my gas outboard again all day to get it running, I'm about to put it up for sale and go electric. Since the torqeedo sounds pricey and easy to recharge on the boat I'll probably go with a 24 volt 80-100 lbs thrust trolling motor. Since I only need to run it for 20 minutes in and out of the lake marina, should work well for me. I figure I can sell my 9.9 Mercury for more than enough to buy a transom mount trolling motor, new batteries and an additional solar panel. And....no more stinky gas tanks on my sailboat!  

Fly_H23 said: After farting around with my gas outboard again all day to get it running, I'm about to put it up for sale and go electric. Since the torqeedo sounds pricey and easy to recharge on the boat I'll probably go with a 24 volt 80-100 lbs thrust trolling motor. Since I only need to run it for 20 minutes in and out of the lake marina, should work well for me. I figure I can sell my 9.9 Mercury for more than enough to buy a transom mount trolling motor, new batteries and an additional solar panel. And....no more stinky gas tanks on my sailboat! Click to expand

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• Boat Supply , Engines , INFLATABLE BOATS AND RIBS , Lab-boat, tests on board , MOTOR BOATS , SAILBOATS

ON TEST. TORQEEDO 1003: THE DEFINITIVE OUTBOARD

• August 21, 2017

Fortunately, the pool was very heavy and resistant, otherwise visitors would have realized, at their own expense, that the Torqeedo 1003 is not a toy but a real outboard with unexpected power and performances.

Torqeedo 1003: the test

The first test concerned its use and performance at full throttle.

While we stayed at anchor in Campomoro , I went shopping alone. Although the distance I had to cover was a little greater than half a mile, I had a lot of fun trying to make it plane (with little success), so the total distance covered was about 1.5 mile. With only me and no load on board, I reached a top speed of 5.2 knots . The throttle was up throughout the duration of the test (except for the moment when I approached to the jetty, of course) and, when I came back from the supermarket, the tender has a load of 60 kg. The average speed I reached was about 4.5 knots and the outboard showed no signs of “fatigue” during the test.

The battery quickly dropped from 76% to 18% , which is inevitable after such a “sporty” use of the outboard.

In this case, too, the outboard showed no signs of fatigue. Fuel consumption was perfectly in line with the previous test and justified by the extreme use of the engine.

The third, and funniest, test concerned the full-load range of the outboard, on the same route but at night.

With a 78% initial charge, we embarked 6 passengers on board (more than 420 kg ).

With the tubes well immerged in the water, we sailed at about 2.5 knots and, at the end of the test, the residual charge was still 54%. In other words, we could have covered the same distance four times and sailed 3.5 miles in total . Not bad for a load test.

Please find out the Torqeedo 1003’s performances registered during out test day.

Torqeedo 1003 – Performances

The following data were collected on August 18th in Santa Giulia, Corsica.

Test conditions: ESE 8/10 kn wind, flat sea with some little waves provoked by transiting vessels.

Data were collected by the Torqeedo 1003 implemented GPS device and verified with Navionics App on Iphone 7.

Tender used: Selva 270 VIB with pneumatic keel. Weight: 27 kg Two passengers on board. Total weight: 155 kg.

Torqeedo 1003 with 530Wh battery. Overall weight: 13.5 Kg Initial charge: 72%

Conclusions

The Torqeedo 1003 is a very reliable high-quality product. It represents a good alternative to the numerous 2-3 HP outboards available on the market.

After all, yachtsmen enjoying a more extensive use of tenders and outboards, will inevitably choose 4-,5-,6-hp models, preferably with separated fuel tank, more suitable for long-range excursions.

The Torqeedo 1003 has a really good range : about 5-6 miles with a 530 Wh battery and in normal cruising conditions. This means that we can charge our outboard every 2-3 days even if it’s more comfortable to take the battery on board at night and charge it with a small inverter: this way, the battery will be always at full capacity.

Furthermore, a new 915 Wh battery is available on the market. It weights just half a kilo more but doubles the range of our outboard.

Technical Specification (Manufacturer’s Table)

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Torqeedo Travel 1003-CS

• Editor's Choice - Top 50 boat gadgets

It’s good to know that even Sir David Attenborough and his team on the miraculous Blue Planet II keep up to date with MBY’s hallowed pages! The award winning TV crew set off around the world on their filming excursions to the most remote and extreme corners of the planet and often used Torqeedo outboards during river and ocean filming – a range that MBY has long been championing.

Though we may not be deftly filming pink river dolphins, jaguars or elusive jungle animals from the water’s edge, Torqeedo’s electric outboards are just as useful for mere recreational boat owners and offer easy, almost silent cruising and cheap running costs.

Owners of electric engines never have to wrestle with heavy, often unreliable, pull-start petrol outboards. An environmentally sound choice of outboard – Torqeedo engines will not leak fuel or emissions into the water either.

The electric outboards are easy to lift, stow and carry, run almost silently and improved battery technology means they boast longer range and are now even more appealing to the boating fraternity – not least Sir Attenborough.

The latest version has the equivalent of 3hp and a new longer-lasting removable battery and has been met with high praise from MBY towers. Designed for tenders, dinghies and day boats up to 1.5 tons, the Travel 1003 CS boasts a 915 Wh battery and total weight is around 15kg.

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A green light for the MBY Cool 50, Torqeedo’s clean, quiet and effortlessness operation plus its environmental credentials is the kind of envelope-pushing invention we love to celebrate.

Like the entire Travel family, the Travel 1003 CS comes with an on-board computer and GPS showing power consumption, battery status and remaining range (time or distance). A USB socket can charge users’ phones and the TorqTrac app displays position, remaining range and estimated time of arrival on a paired smartphone and allows users to plan their passages in advance.

www.torqeedo.com

Price: £1,699

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Torqeedo Travel 1003 Electric Outboard Motor: 2017 Review

The Torqeedo Travel 1003 is a traditional small-tender motor in that its fuel is incorporated into the motor as a removable battery. The Torqeedo electric outboard motor’s nomenclature hints at the marine engine’s power, generating 1000W of thrust, close to a 3hp petrol outboard.

Aimed at tenders and day sailors up to 1500kg, the Torqeedo Travel 1003 uses an 11in plastic two-blade propeller, with options for high thrust or speed.

Torqeedo Travel 1003 electric outboard

Our review boat was an Aquapro RIB weighing about 55kg. This, with the truly portable Torqeedo Travel 1003 electric outboard motor, represents a typical yacht tender, what we expect to the most popular of the range.

The Torqeedo Travel 1003 battery is 520Wh – not bad for a unit weighing only 4.5kg. Carrying a spare is an option and the swap-over process is as easy as pulling a locking pin and lifting the battery out.

Like the most other Toprqeedo electric engines, the motor is in the torpedo with a 5:1 reduction, and charging is by USB or wall adapter. Being smaller, with less capacity, it’s quicker to charge; a few hours will get it near full, though seven hours are needed for a full charge.

The excellent TorqTrac app was optioned into our review boat package. This is an additional system that has to be added to the off-the-shelf package and plugs between the battery and the tiller; in my opinion it should be integrated from the factory.

We arrived at the water’s edge without expectation of range and were more than impressed with a projected 42km range at a steady 4.2kt cruise, a speed that felt appropriate for shore to vessel work. This range is down to throttle position – we used a quarter to a third, no more. At full twist we nudged 11km/h but that dragged the expected range below 20km.

Torqeedo electric outboard motor price

What is the Torqeedo electric outboard motor price? $3000 (a touch above) for the Torqeedo Travel 1003, excluding the TorqTrac interface. The cost is around three times that of a 3hp petrol two-stroke or twice that of a portable Yamaha or Mercury 4hp four-stroke. However, savings go beyond not buying petrol into servicing and time saved not visiting servos. Moderate to light users are unlikely to gain back the outlay over the life of the engine but you can charge the 1003 Torqeedo battery at home, in the car by USB, or on board via solar, wind or your main engine, giving more flexibility than petrol – and if your main is diesel, you don’t have to carry two fuels.

Charging a Torqeedo Travel 1003

For all Torqeedo batteries, charging options vary from USB to a Torqeedo-supplied solar kit but the most popular will be to plug in at home. Precaution labels on the batteries note they require a cool, ventilated area to allow heat to dissipate, so nothing overly concerning.

A major advantage of harnessing electric energy over liquid fuel is the opportunity not to rely on local fuels in remote regions. It’s not uncommon to buy fuel in glass jars and bottles in some parts of the world; negating the risk of bad fuel by way of recharging on board is a real boon for the systems.

The lasting impression of the Torqeedo Travel 1003 electric outboard motor is the ease of use being a fully integrated unit, complete with battery. No longer do you need to carry a fuel tank or deal with topping up your under-cowl tank out at sea. The eco-cred is a massive selling point as is the option to charge when long-distance cruising. The feeling I took away from the Torqeedo Travel 1003 electric boat motor is that it does a fine job of its remit. Although outright an expensive alternative to petrol, the value in knowing you are reducing pollution and the ease of use should make it a serious choice for those that can afford one.

Torqeedo Travel 1003 electric outboard price: $3080

Price as tested, incl. battery

TYPE Direct-drive electric outboard

WEIGHT 13.4kg

PROPELLER 11in plastic two-blade

MORE INFORAMTION

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• General Discussion

Torqeedo Travel 1003 S/L Setup & Operating experiences

• Thread starter baz
• Start date May 21, 2010

Well-known member

• May 21, 2010

I just called Torqeedo Service line at 815-444-8806 to discuss the issue of the missing rubber flap cap for the battery charge-socket. The service technician was very informative and explained that the rubber flip cap is no longer needed because the charging port is itself water proof and protects the battery from water. The company found that if they installed the rubber flip cap it would render the port to be not waterproof any longer and would not protect the battery from water seepage. So they decided to not install it. The Operations Manual is in error. The only concern is that dirt, sand or other material might lodge inside the port and suggested finding a rubber cap to slip over the port if customer found that to be a problem. For me, I'll simply lay a small piece of duck tape over the port until I find a more appropriate covering. The service person said there's no need to register the product -- just keep the dated invoice as proof of purchase for any warranty work.  

KTP":22o5p5jv said: ...snip... I then connected it to a 12V battery and charged it back up to 100%....so cool that you can directly charge it from a normal battery. It must have a wide input range DC-DC converter inside the battery casing (along with the gps and whatever else they put in there). ...snip... Click to expand...

• May 23, 2010

• May 30, 2010

Bruce Moore

• May 31, 2010

Love to see the sea-trial Barry, but the file is not available.  

Bruce Moore":1osdz7rz said: Love to see the sea-trial Barry, but the file is not available. Click to expand...

Nice job Barry. Looks like a great solution and installation. Love the clean and quiet qualities. Breaks down nicely. Cheers  

Hey Bruce: If you d/l the latest Charts&Tides application on your iPad you will note that ActiveCaptain has added the black T marker. Tapping on it will produce the local Tide info for that location -- a great addition. I showed the App to my son yesterday and he was amazed with it all. It (the iPad) can sit angled up on the navigator's desk/sill and allow the navigator to see almost everything displayed on the Garmin screen -- as well as all the other things the iPad does so well.  

Yes, it's a nice incremental improvement. I don't want to hijack you Torqeedo thread, as I look forward to your ongoing discoveries. But, there are also black C markers which show currents. Nice. Cheers  

• Jun 1, 2010

baz":9o6kiwco said: FYI... After I had received confirmation from Torqeedo service help desk that there was no use for a cap for the battery charging socket there was a follow up enquiry they had for me. They asked... "If you turn around your tiller and look at the bottom side of it, you should see two plastic plates holding the tiller handle in place. What color do they have and how many do you see? Are there two plates on top of each other, so in total four?" I have no clue about why there's a question about the color of the plastic plates, but I do have a total of four (4) plastic plates as shown below. I've sent these photos back to the Torqeedo help desk person and await their response. The first picture shows the underneath of the tiller arm and the two stacked white plastic plates held by two screws. The second picture shows quite clearly that there are two white plates at each location stacked on top of each other. I'm suspecting the need for TWO plates at each location is for added strength -- but I could be wrong about that. ...photo images were snipped... Click to expand...

• Jun 8, 2010

I took out my Montgomery 17 sailboat with the Torqeedo 1003 Saturday. We had such great wind that I barely used it...we raised the sails in the Port of Everett channel just a few hundred yards from the launch ramps. It seemed to work fine, at full power it pushed us at close to 5 kts which is about what the 2.5hp gas outboard does. It wouldn't run very long like this though...maybe 20 minutes. At a more reasonable 400 watts input it pushed us at 3 kts into wind. I hooked it via a 12V lighter plug while we were sailing and after an hour it had recharged from 91% to 100%. I am having a maybe big problem though. I noticed the motor is twisting in relation to the tiller arm (I am not talking about the normal way you would rotate the motor/prop using the tiller). I assumed out on the water that it was just the two allen screws at the top of the Torqeedo needed tightning but after calling Torqeedo and having them suggest the same thing I tried it and the motor still twists in relation to the tiller arm just as bad. I am waiting for the tech support guy to call back so I can get a resolution. I am afraid the connecting shaft is twisting down near the motor or perhaps there is another clamp to tighten inside the aluminum fairing around the shaft?  

KTP":2z68irb7 said: snip... I am having a maybe big problem though. I noticed the motor is twisting in relation to the tiller arm (I am not talking about the normal way you would rotate the motor/prop using the tiller). I assumed out on the water that it was just the two allen screws at the top of the Torqeedo needed tightning but after calling Torqeedo and having them suggest the same thing I tried it and the motor still twists in relation to the tiller arm just as bad. I am waiting for the tech support guy to call back so I can get a resolution. I am afraid the connecting shaft is twisting down near the motor or perhaps there is another clamp to tighten inside the aluminum fairing around the shaft? Click to expand...

• Jun 14, 2010

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Torqeedo 603S vs 1003CS

• Thread starter AlexKT7
• Start date 8 Mar 2021

I am considering getting Torqeedo and looking at 603S vs 1003CS models. This is only for use with an INFLATABLE TENDER. Does 2HP vs 3HP make a big difference? Don't want to pay an extra £200 for something that is not going to make big difference. Does anyone have an opinion on this? thanks  

Well-known member

There's a big difference in the batteries. The 603 only has a 500Wh battery; the 1103 has a 915Wh battery. So the 1103 will have a much better range. Go for the 1103.  

pvb said: There's a big difference in the batteries. The 603 only has a 500Wh battery; the 1103 has a 915Wh battery. So the 1103 will have a much better range. Go for the 1103. Click to expand...

RupertW said: In practical terms I’m not sure that will make any difference. Our 1003 was bought when it just had a 500wh battery and we have only once had any range anxiety in 8 years and that was 2 trips in the same day across a mile of choppy bay pushing 4 people in a very heavy 3m rib. So I have not yet considered seriously upgraded to the bigger battery. The issue was the charge time between the trips. Click to expand...

pvb said: Your usage may not be in any way similar to the OP's intended usage. My 2014 1003 also has the 520Wh battery, but if I were buying today I'd certainly spend a few quid more to get the bigger battery. Click to expand...

RupertW said: Just £200 more quid isn’t much I agree and I would probably do the same but couldn’t justify on logic unless there is a lot of trips against a current on a long distance each day before it gets recharged from the domestic battery bank. Click to expand...

Arthur Beale Ltd are offering a good price on the 1103 today. Electric Outboards A few weeks ago they had a sale and were offering 20% off. It might be worth a haggle. I believe I read somewhere that they are also offering 20% off to Cruising Association members. In which case it would be worth joining the CA as the discount would exceed the membership fee. And you get all the benefits of CA membership.  

I don’t care what it is but, when you go electric, get the biggest battery you can  

Active member

The 1003 is getting discontinued. Go for the 1103CS . Super silent dorect drive and bigger battery.  

AlexKT7 said: I am considering getting Torqeedo and looking at 603S vs 1003CS models. This is only for use with an INFLATABLE TENDER. Does 2HP vs 3HP make a big difference? Don't want to pay an extra £200 for something that is not going to make big difference. Does anyone have an opinion on this? thanks Click to expand...

If you decide to go for the bigger battery, think about an e-propulsion instead of a torqeedo. Works just as well, has a larger battery and a bit cheaper.  

Aeolus said: If you decide to go for the bigger battery, think about an e-propulsion instead of a torqeedo. Works just as well, has a larger battery and a bit cheaper. Click to expand...

• 10 Mar 2021

AlexKT7 said: this is a very good suggestion indeed. Have found one here Epropulsion Spirit PLUS 1kW electric outboard from Nestaway . any other places I should check out? thanks Click to expand...

Ps. Can I just add, I believe Nestaway deals in e-proplution and Torqeedo so the advice you get will be unbiased  

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New quiet Torqeedo Travel 1103 C

Torqeedo has launched a new version in the 1000 series electrical outboard - this time with direct drive and a LOT less noise

Torqeedo has launched a new version in the 1000 series electrical outboard – this time with direct drive and a LOT less noise

As competition is heating up – Torqeedo has done some re-designing of the Torqeedo Travel. The new electric outboard engine now has direct drive and Torqeedo has done away with the gearbox.

I personally salute the decision. The older Torqeedo Travels are good ‘n all but honestly – much too noisy. And the offending noise comes from the gearbox.

The new Torqeedo Travel 1103 C promise a sound level of 33dB – which is very respectable compared to the 503 and 1003 series. Torqeedo do not publish noise figures on their older models (Guess why…..)

Unfortunately there is no upgrade path for existing owners. Many owners where I boat have changed from Torqeedo to e-Propulsion Spirit just due to the noise level from the engine. So an affordable upgrade path for existing users would be a very welcome addition.

The move to direct drive has also increased the output by 10% says Torqeedo. The 1103 C looks almost identical to the 503/1003 series and you can only tell the difference is by looking at the bulb by the propeller. The bulb has grown.

The Torqeedo Travel 1103 C has also gained a few pounds – but I would live with that if the engine is less noisy. As the battery is the same 915W battery as the 1003 C all the extra weight is in the motor and leg it seems. The new 1103 C spins slightly faster and uses a different propeller due to the extra power available. But it is still classified as a 3HP Outboard replacement.

The Torqeedo Travel 1103 C has a list price of about GBP 1850,- The “older” 1003 C cost GBP 1699,- For comparison the e-Propulsion Spirit has a list price of around GBP 1550,-

I think the 1103 C is what the 503 & 1003 should have been. An Electric outboard motor with little noise. If you are buying a new Electric outboard now – there is now only the choice between the Spirit and 1103 C.

I would not buy the older 503 / 1003 models if given the choice now. The noise from the gearbox is just too infuriating.

Now I have to figure out how I get m y 1003 shifted for a more silent electrical engine.

More information here: Torqeedo Blog

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TORQEEDO Elektro - Außenborder TRAVEL 1103 / Kurzschaft + Transporttaschenset

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TORQEEDO Elektro - Außenborder TRAVEL 1103 / Langschaft + Transporttaschenset

Der Torqeedo TRAVEL 1103 CL wird mit über 1100 Watt Eingangsleistung angeboten und ist in der Vortriebsleistung mit einem 3PS Benzin - Außenborder vergleichbar. Dank Bordcomputer mit GPS-basierter Berechnung der verbleibenden Reichweite haben Sie immer ein Reiseführer...

TORQEEDO Elektro - Außenborder TRAVEL 1103 / 3 PS / 915 Wh / Kurzschaft

Der Torqeedo TRAVEL 1103 CS wird mit über 1100 Watt Eingangsleistung angeboten und ist in der Vortriebsleistung mit einem 3PS Benzin - Außenborder vergleichbar. Dank Bordcomputer mit GPS-basierter Berechnung der verbleibenden Reichweite haben Sie immer ein Reiseführer...

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Produktbeschreibung

Mit dem Torqeedo TRAVEL 1103 lässt sich die Welt zu Wasser erkunden

Das spricht für den TRAVEL 1103:

• Mit seiner integrierten Lithium Batterie und seiner überragenden Effizienz ist der TRAVEL die Alternative zu einem kleinen Benzin - Außenborder
• kann das, was ein 3 PS Benzin - Außenborder kann, ist aber umweltfreundlicher, leiser, leichter und komfortabler
• vollständig wasserdicht (IP 67)
• Bordcomputer mit GPS-basierter Berechnung der verbleibenden Reichweite
• solar aufladbar - auch während der Fahrt
• lässt sich zum Transport und für die platzsparende Einlagerung leicht zerlegen, der Außenborder allein wiegt nur 11,3 kg
• eine saubere Sache: ganz gleich, wie und wo Sie Ihren Torqeedo TRAVEL aufbewahren - kein Risiko, dass etwas ausläuft, kein Benzin-Geruch

Reichweite, Geschwindigkeit & Laufzeit

* Abhängig von Bootstyp, Beladung, Propeller und Umweltbedingungen, Angaben zu Geschwindigkeiten und Reichweiten ohne Gewähr

Informationen zu Reichweite und Geschwindigkeit

In Verdrängungsfahrt auf dem Wasser steigt die erforderliche Leistung mit der dritten Potenz über die Geschwindigkeit. Das bedeutet: möchte man seine Geschwindigkeit auf dem Wasser zu verdoppeln, benötigt man die achtfache Leistung. Im Gegenzug bedeutet es natürlich auch, dass man bereits mit einer geringen Reduktion der Geschwindigkeit die erzielbare Reichweite erheblich verlängern kann. Schon die Verringerung der Geschwindigkeit z.B. um einen halben Knoten hat eine erhebliche Auswirkung auf die verbleibende Reichweite. Da das Kopfrechnen mit der dritten Potenz nicht komfortabel ist, berechnet der Bordcomputer des Travel ständig die verbleibende Reichweite. Er verknüpft dazu die Verbrauchsdaten des Motors mit dem Ladestand der Batterien und mit der Geschwindigkeit über Grund aus dem GPS. So haben können Sie die verbleibende Reichweite in Echtzeit vom Display des Travel ablesen. Mit der Smartphone App TorqTrac können Sie die verbleibende Reichweite sogar auf einer Karte auf Ihrem Handy erkennen.

Technische Daten & Vergleichstabelle

* Torqeedo Standschubangaben beruhen auf Messungen entsprechend weltweit gültiger ISO-Richtlinien. Standschubangaben von Angelmotoren werden typischerweise abweichend gemessen und kommen deshalb zu höheren Werten. Um Torqeedo Standschübe mit konventionellen Angelmotoren zu vergleichen, können zirka 50% auf die Torqeedo Standschubangabe addiert werden.

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• Torqeedo Travel 1103 
• Akku 915 Wh
• Transporttaschenset

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yachthouse decorado

BARRA SUL • BALNEÁRIO CAMBORIÚ

CONCEITO ÚNICO, DESIGN SURPREENDENTE, EM UM DOS DESTINOS MAIS DESEJADOS DO PAÍS.

Preencha o formulário e receba informações exclusivas, ao enviar este formulário, você estará aceitando receber ligações, ofertas e criativos referentes ao edifício yacht house, conforme as regras propostas em nossa política de privacidade. fique tranquilo, nós não enviaremos spam., até 03 vagas de garagem, 04 suítes (sendo 01 master), 2 apartamentos por andar, 10.000 m² de área de lazer, o empreendimento, inspirado no luxuoso universo náutico, a pasqualotto apresenta o yachthouse by pininfarina, em balneário camboriú, santa catarina. empreendimento planejado para contemplar a paixão pelo mar aliada à sofisticação e qualidade já aplicadas pela construtora. um conceito singular por ser construído junto a marina tedesco, na barra sul, com vista magnífica para o mar, o verde da mata atlântica e o rio camboriú..

INFRAESTRUTURA COMPLETA E PAISAGENS DE TIRAR O FÔLEGO.

Um lugar de potencial incomparável. esta região privilegiada é um paraíso para quem quer viver o melhor da vida. a facilidade de se locomover, seja por terra, mar ou ar, fazem do litoral norte de santa catarina, um lugar singular propício para o lazer e para os negócios..

Dois apartamentos por andar de 265m² área privativa , com uma testada de frente para o mar com 20m tendo o mesmo tamanho de profundidade, que oferecerá vista panorâmica, de um lado para o mar e de outro para mata e marina, Hall de entrada privativo, com 2 elevadores exclusivos para cada apto, dando sensação de 1 apto por andar, possuem plantas inteligentes, sendo plantas quadradas, o que traz melhor distribuição dos cômodos, com área de circulação de menos de 6m². Pé direito é de 3,24 de laje a laje e 2,60m livre;

Cada apartamento conta com:

• Living, com vista mar (52,58m²);
• Espaço gourmet vista para mata e marina (13,00m²);
• Cozinha semi integrada (17,00m²);
• Lavabo (2,51m²);
• Área de serviço (7,68m²);
• Área técnica (3,17m²);
• Dependência de empregada com banheiro (7,55m²);
• 4 suítes, sendo 1 master (26,15m²) entregue com banheira de hidromassagem, uma semi master (25,04m²) e duas convencionais (14,50m² e 13,63m²).

Assista o vídeo ▶

Fotos do decorado, localizado em uma das áreas mais nobres de balneário camboriú.

A  Pasqualotto&GT  desde 2012 é uma empresa com foco em desenvolver grandes empreendimentos verticais (com mais de 50 andares) em áreas nobres do litoral catarinense. A concepção da altura se deu em virtude da vista. Tendo em mente que as pessoas que vem ao litoral desejam ver o mar e ter privacidade dentro das unidades.

O primeiro empreendimento é o mais conhecido hoje nacionalmente.  YACHTHOUSE  com design assinado pela Pininfarina, localizado na Marina de Balneário Camboriú, somada à estrutura da cidade, deu suporte para o desenvolvimento de um empreendimento atemporal. Com  81  andares, está sendo construído em um local nobre da cidade, e o mesmo com o passar do tempo tenderá a se tornar cada vez mais desejado, transformando o empreendimento em um meio social importante e de grande valor.

A empresa conta com mais dois projetos de sucesso, o Vitra by Pininfarina, localizado no centro de Balneário Camboriú, foi reconhecido na América e na Europa como ícone da arquitetura internacional. E localizado no coração da cidade, o La Città by Pininfarina nosso pré lançamento vem para somar com sua grandeza e diferenciais que oferece esse empreendimento.

Conheça mais sobre nossos projetos, o nosso objetivo é que você seja o maior beneficiado!

YACHT HOUSE | PASQUALOTTO&GT © 2022. Todos os direitos reservados.

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YACHTHOUSE by Pininfarina – Paradise in the sky Balneário Camboriú, Brazil

Overlooking a beach in southern Brazil, there’s a new paradise high in the sky. The tallest twin towers in Brazil, serviced by Schindler 7000 elevators, deliver stunning views, and a new level of luxury.

Project Stakeholders

• Client: Pasqualotto&GT
• Investor: Pasqualotto&GT
• Developer/Architect: Pininfarina

Challenges and client brief

• Planning and building Brazil’s tallest twin-towers
• Frequent changes in project and schedule
• Luxury residences demanded the finest in tech

Schindler solutions

• Advised client from A-Z, leveraging Schindler TREX project management system
• State-of-the-art elevators, delivering speed and comfort
• Installed innovations including Schindler PORT, Schindler Lobby Vision

Project highlights

New heights together.

Standing on the beach in Brazil’s coastal city of Balneário Camboriú, it’s hard to miss the YACHTHOUSE by Pininfarina. Tall buildings are nothing new here – there are so many along the beachfront that the city has earnt the nickname "the Brazilian Dubai." But the YACHTHOUSE by Pininfarina towers head and shoulders above its neighbors. At 281 meters tall, the twin skyscrapers, with 81 floors each and 264 apartments in total, are the tallest twin towers in Brazil.

Building a pair of skyscrapers this tall was a first for both our local team in Brazil and the project’s developer, Pasqualotto. Not only were we breaking new ground together, but we were also breaking records together.

This is where our global expertise came into play. To help guide the project, we used Schindler Top Range Excellence (TREX), our large project management system. Schindler TREX is specifically designed to guide large projects​ through their entire life cycle from tender to handover. It provides a systematic approach to navigate the various stages of a large project and support its final delivery, ensuring the project is completed on time and to the highest quality – exceeding customer expectations by doing things right the first time.

TREX was essential for YACHTHOUSE by Pininfarina, because it is a first for us in Brazil, and a first for our client," says Marcello de Christan, our General Manager for Southern Brazil.

0 to 81 in less than a minute 

YACHTHOUSE by Pininfarina features our top-of-the-line Schindler 7000 elevators – perfect to meet our customer’s needs for the best in vertical transportation. The result is the fastest residential elevators in Brazil, traveling at up to six meters per second, whisking residents from the ground level up to the 81st floor in just 45 seconds. 

All the elevators at the YACHTHOUSE by Pininfarina are equipped with Schindler PORT Technology, our destination control system, which enables early calling and access control within the building. The outcome: waiting times reduced to a minimum, combined with maximum efficiency and security.

The elevator system is not only fast – it also runs with minimal downtime. This is thanks to Schindler Lobby Vision, our supervisory monitoring system that provides real-time updates on operating performance, meaning small issues don’t become big problems. 

Sustainability is a key part of all our projects. By utilising both Schindler PORT technology and Schindler Lobby Vision, we can ensure that the elevators at the YACHTHOUSE by Pininfarina run as efficiently as possible. This helps us to keep energy consumption and maintenance costs down, while helping the environment.

Life at the top

Of the 22 Schindler elevators that serve the luxury residences, four of them are devoted to the ultra-luxury “quadriplex” penthouses. With only four penthouses, two in each building, that means each one has its own dedicated elevator. 

But the idea to provide the penthouses with their own elevator systems was not part of the original plan. In fact, it was proposed relatively late in the project. Such a challenge might sound daunting, but our team took it in their stride. The key task was how to fit the elevator pit into a building that was already nearly complete. We managed it by economizing the pit size and using a steel plate for its base instead of the usual, much-thicker concrete.

Flexibility is a key part to any project. Over the course of construction, all projects get tweaked, and challenges arise, but being willing to adapt to new circumstances and being able to adapt to them are two different things. 

Phased construction and multi-team collaboration

"We were able to absorb these changes through phased construction and teamwork," says Anderson Rugero, our Project Manager for YACHTHOUSE by Pininfarina.

Phased construction meant we had four teams working simultaneously on-site. Two teams on each building – one starting from the ground level, and another starting at the 30th floor. To ensure optimal safety for everyone on-site, crash decks were installed between the teams.

Our phased approach allowed other teams to start working on their parts of the building earlier and to continue working around our installations. This helped to keep the project ticking over. But with so many teams working in unison, we needed a large storage area on-site for all the materials.

Pasqualotto, the project’s developer, not only provided a large enough storage area, complete with special loading doors and security cameras, but also helped us design a system to organize delivered materials so that they could be easily identified and delivered to the correct floor. 

Teamwork makes the dream work

"You have to put yourself in the other person’s shoes, to understand and anticipate their needs, with your common goal in mind – project completion," says Anderson.

It was this understanding and the commitment to cross collaborations on-site that allowed us to keep the project on schedule and complete it on time.

As the Brazilian great Pele once said: "Success depends on your whole team working as a single unit."

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Apartamento no Edifício Yachthouse By Pininfarina - Pronto para morar - Apartamento no Ed. Yachthouse by Pininfarina na Barra Sul em Balneário Camboriú - #1.139

Balneário Camboriú - Centro

4 dormitórios (4 suítes)

5 banheiros

Alto Padrão - Mobiliado

261, 00 m² de área privativa

355, 00 m² de área total

R$ 10.991.715, 33

Os preços, disponibilidades e condições de pagamento poderão ser alterados sem prévia comunicação.

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Apartamento no Edifício Yachthouse By Pininfarina em Balneário Camboriú - Pasqualotto

Apartamento no Edifício  Yachthouse By Pininfarina em Balneário Camboriú, mobiliado, decorado e equipado, com vista para o mar, 261m2, 4 suítes, 3 vagas, amplo living, cozinha americana, área de serviço e dependência de empregada.

Inspirado no luxuoso universo náutico, a Pasqualotto apresenta o Yachthouse by Pininfarina, em Balneário Camboriú, Santa Catarina. Empreendimento planejado para contemplar a paixão pelo mar aliada à sofisticação e qualidade já aplicadas pela construtora. Um conceito singular por ser construído junto a Marina Tedesco, na Barra Sul, com vista magnífica para o mar, o verde da Mata Atlântica e o Rio Camboriú. INFRAESTRUTURA COMPLETA E PAISAGENS DE TIRAR O FÔLEGO. Um lugar de potencial incomparável. Esta região privilegiada é um paraíso para quem quer viver o melhor da vida. A facilidade de se locomover, seja por terra, mar ou ar, fazem do litoral norte de Santa Catarina, um lugar singular propício para o lazer e para os negócios.

O apartamento:

• 4 suítes sendo 01 Master com hidromassagem
• Espaço Gourmet
• Living para 3 ambientes
• 05 Elevadores por torre alta performace
• Área de serviço
• Dependência de empregada com banheiro
• 3 vagas de garagem por apartamento

O condomínio:

• Fachada com pele de vidro
• Apartamento para zelador
• Hall de entrada com lounge mobiliado e climatizado
• Entrada de serviço e banhistas
• Sistema de segurança interno
• Box de praia individual
• Guarita de segurança
• 22 Elevadores no total; sendo 8 sociais e 2 serviço
• Área para funcionários do condomínio, vestiários, cozinha, depósitos.
• Espaço para funcionário e administrador do condomínio
• Gerador próprio de energia para áreas comuns e elevadores

Área de lazer:

• Quadra poliesportiva
• 03 Playgrounds
• Espaço Criança
• 2 Brinquedotecas
• Salão de Festas Infantil
• Home Cinema
• 02 Salão de Festas
• Boate com bar
• 2 Sala de Jogos
• Piscina Adulto com SPA e bar molhado
• Praça de Fogo
• Bar Panorâmico
• Piscina Baby
• Piscina infantil
• Piscina Família com SPA
• Piscina Jovens
• Terraço descoberto com gazebo
• Sala de Massagem
• Piscina Adulto e
• infantil aquecidas com
• área de descanso
• Sala alongamento
• Deck com Spa (Feminino e masculino)
• 02 Saunas Úmidas
• 02 Saunas Secas
• Espaço de Beleza
• Banho Turco

Características do Imóvel

• Ar Condicionado
• Internet / WiFi
• Vista Livre
• Móveis Planejados
• Fechadura Eletrônica
• Vista Panorâmica
• Área de Serviço
• Dependência de Empregada
• Estar Íntimo
• Sala de Estar
• Sala de Jantar
• Sala para 2 Ambientes
• Cozinha Americana
• Sacada Integrada
• Hidromassagem
• Sacada Técnica
• Entrada de Serviço

Características do Empreendimento

• Sala de Jogos
• Salão de Festas
• Quadra Esportiva
• Espaço Fitness
• Portaria 24h
• Brinquedoteca
• Quiosque Externo
• Piscina Infantil
• Câmeras de Segurança
• Pìscina Térmica
• Entrada para Banhistas
• Box de Praia
• Hall Decorado e Mobiliado
• Infra para Veículos Elétricos
• Estar Social

Mais informações sobre este imóvel

  Ao enviar você está aceitando a política de privacidade .

Guilherme Pilger

 (47) 9.8903-0127

  CRECI 39.724-F

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Vladimir Bukovsky 1942-2019

Judgment in Moscow

“The movers and shakers of today have little interest in digging for the truth. Who knows what one may come up with? You may start out with the communists, and end up with yourself.”

Bukovsky's book Judgment in Moscow was released May 14, 2019.

Hardcover, paperback and e-book versions available.

Amazon: Hardcover , Paperback , and Kindle

Baen: DRM-free e-book

Barnes & Noble: Nook

UK sales: Kindle and Paperback

Australia: Kindle and Paperback

Canada: Kindle and Paperback

Review copies / interview requests

Email:  [email protected]    , twitter:  @bukovskycenter    , facebook:  bukovsky center, released may 14, 2019.

Foreword by Edward Lucas

Afterword by David Satter

“ The most important work to appear for decades on the Soviet empire and its aftermath. ”

“The movers and shakers of today have little interest in digging for the truth. Who knows what one may come up with? You may start out with the Communists and end up with yourself.” —Vladimir Bukovsky

Bukovsky's judgment in moscow , called "stunning" by richard pipes and "a massive and major contribution" by robert conquest, has been published for the first time in english. margaret thatcher gave a grant to support the writing of the book, and the initial publication in russia was paid for by aleksander solzhenitsyn. the book has an introduction by edward lucas and an afterword by david satter. after the collapse of the soviet union, legendary soviet dissident vladimir bukovsky had the opportunity to steal thousands of classified documents from the soviet archives. judgment in moscow is about the secrets exposed by those documents. it reveals the inner workings of the soviet regime and the complicity of many in the west with that regime., judgment in moscow was an international bestseller published in nine languages, but has only now been published in english for the first time. it was previously at random house, but bukovsky refused to rewrite parts of the book which accused prominent westerners of behind-the-scenes dealings with the soviets. in this edition, the author quotes correspondence with his editor, who says, "i don't disagree, but i simply can't publish a book that accuses americans like cyrus vance and francis ford coppola of unpatriotic -- or even treacherous -- behavior." “vladimir bukovsky uses the kremlin's own documents to show how the soviet union provided a false face to the world and how soviet leaders used western leaders as dupes or willing actors. judgment in moscow provides the written nuremberg trial the soviets never got when the ussr fell.” — anne applebaum , author of gulag: a history (pulitzer prize) “an essential warning of the dangers of collaborating with authoritarian regimes.” — garry kasparov , former world chess champion and author of winter is coming “the most important work to appear for decades on the soviet empire and its aftermath.” — edward lucas , former senior editor of the the economist , from the introduction., reviews & interviews.

“ An essential warning of the dangers of collaborating with authoritarian regimes. ”

“ A fascinating work which demolishes a few more myths prevalent in the West about the Soviet Union and the Cold War… stunning. ”

“ A massive and major contribution. ”

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