RemigoOne Electric Outboard: Silent Tender Propulsion for Gulf Waters

It's worth being precise about what the RemigoOne actually is. It is not a tender. It is an electric outboard motor — a propulsion unit that mounts on the transom of a tender, dinghy, or small sailboat in place of a traditional petrol outboard. For superyacht operations, that means it's the thing that moves your existing tender between mothership, beach, and marina — just without the fuel, the fumes, or the noise.

What It Actually Is

The RemigoOne is a fully electric 3 HP equivalent outboard with the motor, battery, and electronics sealed into a single aluminium unibody. There are no external cables, no separate battery pack to wire in, and no fuel system. The integrated battery delivers roughly three to six hours of runtime depending on speed and load, with a full charge taking around four to six hours on a standard outlet. At just under 12 kg, it is light enough for one crew member to lift, mount, and stow without assistance — a real difference from wrestling a petrol outboard on and off a tender transom.

A stepless adjustable shaft means a single unit fits a range of transom heights, from inflatable tenders to small sailing dinghies, without needing different shaft-length models in inventory.

Why It Fits Gulf Operations

No servicing schedule. There's no engine oil, no spark plugs, no fuel system to clean, and no winterising procedure. Maintenance is limited to a freshwater rinse after use and periodic anode inspection — a meaningful reduction in tender upkeep for a vessel already managing main engine, generator, and HVAC service schedules.

Built for saltwater. Marine-grade aluminium construction with an IP67 rating and sacrificial anodes gives the unit genuine saltwater resilience, which matters for a tender running daily guest transfers in Gulf conditions.

Silent running. For evening transfers to a restaurant or a quiet anchorage, the absence of engine noise changes the guest experience noticeably — no two-stroke drone, no exhaust smell drifting back over the tender.

The RemigoOne is built for tenders, dinghies, and small sailboats up to roughly 7.6 metres and 1.5 tonnes — short-range propulsion for docking, beach runs, and dinghy work, not a replacement for a primary high-speed RIB tender. For vessels needing more thrust or running heavier loads, Remigo also offers the Neo variant with a boost mode; the standard RemigoOne is the right fit for lighter tenders where simplicity and weight matter most.

On a superyacht carrying multiple tenders, this distinction matters operationally. The primary RIB used for longer guest excursions or watersports towing still wants a conventional high-output engine. But the secondary tender or dinghy — used for crew runs to the marina office, quick provisioning trips, or short guest transfers in calm anchorages — is exactly where an electric outboard like the RemigoOne earns its place. It suits short, frequent, low-drama runs rather than long-range or high-speed work.

Fitting the RemigoOne to an existing tender does not require modifying the hull or the transom. The motor uses a two-part bracket system: a fixed bracket that stays permanently mounted on the tender's transom, and the motor itself, which clips in and out without tools. This separation is deliberate — the motor can be removed and stowed securely below or in a locker when the tender is craned aboard, while the bracket stays in place ready for the next use.

The stepless shaft adjustment covers the equivalent of short, long, and extra-long shaft lengths in a single unit, a practical advantage for a fleet of tenders with varying transom heights, or for charter operators who swap tenders between seasons. There is no need to stock multiple shaft-length variants as spares.

 

Mounting checklist for crew □      Confirm transom thickness falls within the bracket's mounting range □      Fit the bracket once, securely, and leave it in place □      Clip the motor in and confirm the locking mechanism is fully engaged before departure □      Adjust shaft depth for the tender's loaded waterline, not empty □      Stow the motor in a dry, ventilated locker when not in use

 

A full charge from a standard household outlet takes approximately four to six hours; on a 220V supply, that time is roughly halved. For a vessel already running shore power or generator-supplied AC circuits, this fits comfortably into an overnight charging routine — plug the motor in after the last guest run of the day, and it is ready again the following morning. The built-in battery management system prevents overcharging, so the motor can be left connected overnight without supervision.

In day-to-day use, runtime depends on speed and load: at a steady cruising pace the RemigoOne offers several hours of range, while running flat-out for short bursts reduces that significantly. For a charter vessel running frequent short transfers — crew to marina, guests to a nearby beach club, provisioning runs — this profile suits the actual usage pattern better than a single long-range outing would.

The comparison that matters for a vessel manager is not performance on paper but operational burden. A petrol outboard in Gulf conditions needs regular spark plug checks, periodic carburettor cleaning when fuel sits unused between charters, oil changes, and a fuel storage and handling protocol on board — all while contending with the smell of stored petrol in a tender locker that guests may walk past. The RemigoOne removes all of that. There is no fuel to store, decant, or dispose of; no carburettor to gum up during layup; no oil to track on a service schedule.

The trade-off is range and raw power. A petrol 3 HP outboard can run for as long as fuel is available, and refuelling takes minutes, not hours. For a vessel that needs all-day, unlimited-range tender operation, a petrol unit — or the higher-power Neo variant — may still be the more practical choice for the primary tender. The RemigoOne is best understood as the right specification for a specific use case, not a universal replacement for every outboard on board.

“It's not a new tender. It's a quieter, cleaner way to run the one you already have.” — Yacht IQ

 

The maintenance routine for an electric outboard looks almost nothing like the routine for a petrol equivalent, and that difference compounds over a charter season. There is no engine oil to change, no spark plug to replace, no fuel system to clean out, and no winterising procedure required before a layup period. The entire maintenance routine reduces to three habits: rinse the unit with fresh water after each use, particularly after saltwater exposure; periodically inspect and replace the sacrificial anodes as they wear; and store the motor in a cool, dry place with the battery maintained between roughly 50 and 80 percent charge during extended periods of disuse.

For a vessel's maintenance log, this means the tender propulsion line item shrinks from a recurring servicing task to an occasional inspection. Over a full Gulf charter season — with its associated heat, salt exposure, and frequent short tender runs — that reduction in crew workload is not a marginal convenience. It is one less system that can fail at the wrong moment, and one less item competing for crew attention during pre-charter preparation.

RemigoOne Available to Order Through Yacht IQ

The RemigoOne electric outboard is available to order through Yacht IQ in Dubai. Whether it is for your superyacht tender, a day boat, or a dinghy, our team can advise on the right setup for your vessel.

Visit https://theyachtsolutions.com/or speak to our team for advice.