Product Manager for Mercury’s engine portfolio across some 83 countries, Robert Eckstein is a man with a good many views on the need for even greater innovation and sustainability in the boating world. In this exclusive interview, he tells HMS about his work and how it’s shaping his thinking …

Tell us, Robert, about your early career and how you came to be involved with the marine market. 

I grew up on the south coast of England, on the Hamble River. Sailing and messing around on boats was very much part of my life as a boy and I started racing dinghies at a young age. I soon realised I was quite good at sailing, and as a youngster, that was all I really wanted to do. By the age of 15 I had started offshore racing on 30ft sailing boats across the Channel, sometimes voyaging even further. I got to sail with some of the best around and acquired quite a few respectable results in the process. One of my first ‘jobs’, though, was undertaking yacht deliveries after regattas. It was a lot of fun and I got to sail on some pretty cool boats too! However, I soon realised that aside from the adventure, it wasn’t going to make me enough money to settle down or provide a long-term opportunity. I therefore decided to first get some qualifications under my belt and began to study engineering.

Although I had always dreamed of doing a circumnavigation-of-the-globe race, when the offer finally came to sail aboard a Whitbread 60 in the 93/94 edition of the Whitbread Race, I still needed to complete my engineering studies. As difficult as it was, I prioritised my studies over this opportunity because I knew I would never finish my engineering course if I went off sailing the world on the pro-sailing scene. But since then, I’ve worked at several large companies with, I have to say, the brightest and best. In so doing, I’ve learnt a huge amount and developed my knowledge and abilities as a result. Nevertheless, boating remains my passion and hobby.

Over the last few years, I’ve raced a Melges 20 on the Italian circuit, and I’ve raced my own Cork 1720 on Lake Maggiore for the past 20 years. I also run a Zodiac RIB with a Mercury 40hp, which I use as a tender. I just love being close to the water and using my boats as often as possible. But last year, while looking for my next ‘challenge’, I took up an opportunity to work with Mercury Marine. It’s a role that demands many skills, and it really draws upon my technical abilities too, which I love. In fact, my previous experiences in R&D and product development have never proved more valuable than they do right now. Plus, I’m now part of a team that includes some of the most exceptionally talented individuals I’ve ever had the pleasure of working alongside.  

What particular aspects of your work are you most passionate about and where have your key interests taken you?

My greatest passion revolves around time spent on the water, and the fact that my profession enables me to help others to achieve the same is very satisfying. One day I might be supporting the Luna Rossa Prada Pirelli team as they prepare for the America’s Cup; the next, I could be solving a certification issue for a boating enthusiast in Oman! But I love the challenges and rewards relating to Mercury Marine’s new product development. It’s a creative role and it takes in the business of defining future market needs, particularly in the area of engines, of course, But it also includes developing strategies that lead to their successful route to market.

Goldfish 46 Bullet RIBs fitted with Mercury Verado 600hp 7.6L V12, Dual installation.

Can you provide some further insight regarding your professional role at Mercury in relation to alternative power systems, including electric power? 

As Product Manager for EMEA [Europe, Middle East and Africa], my role covers all of our propulsion products, from out-and-out race engines, such as our 1100hp QC4, to our mainline products, which also take in electric outboards, like the new Avator 7.5e. As such, my work involves helping our engineers with their product specification choices, including the application of those new technologies in the marketplace. Once finalised, this knowledge is then communicated throughout the Mercury network. This year we’ve launched three new electric Avator outboards and will likely be launching more in due course. New models such as these all have to be supported with training events and interactions with boatbuilders, as well as presentations at boat shows and media events. Since electric propulsion is quite new for Mercury, listening to feedback from our end users and boatbuilders is also an essential aspect of my job. It allows us to refine and improve so we can deliver even better solutions in future.   

In your view, can e-power provide the ultimate solution for the sub-50ft marine market? If so, what’s your forecast? 

Today, Mercury’s ‘sweet spot’ centres around low-voltage and correspondingly low-power electric propulsion. Aside from achieving a considerable measure of business success in this area, at the same time, we are also learning a great deal about this new market segment. In like manner, we’re meeting new users, including customers we wouldn’t necessarily meet at the likes of a boat show. Younger customers in particular are looking for more sustainable ways to enjoy the water. A key message I hear from many people experiencing the Avator technology for the first time is how quiet these outboards are. It’s a new experience for many to be travelling at 7 knots with only the sound of water. Low voltage may be where we are at present, but in time, it’s foreseeable that there’s the potential to be powering much larger vessels, including sizeable yachts and even ferries. Such markets will develop over time and will grow as battery costs come down and performance improvements are made. Of course, much will depend on a broader ‘ecosystem’ [charging infrastructure] to enable expansion and wider use. But at Mercury, we have advanced development already underway to provide commercially ready product, as well as the necessary supporting ecosystems in targeted applications. We expect this current development to fully mature over the next few years, but in the meantime, we shall continue to push on with our electric and ICE products to ensure they deliver at every stage of that evolution.  

Revolution X underwater, PVS holes gas distribution.

Do you think that in time, other systems – such as hydrogen, for example – have the potential to take up first position in spearheading the pursuit of greener, more sustainable marine power?  

Mercury Marine, as well as many of our customers and end users, take sustainability very seriously. In turn, we strive to deliver products that are dedicated to achieving that laudable aim. It’s good that there are so many people and entities who are exploring and developing sustainable alternatives. It’s hard to predict the future, but what I can say is that Mercury will always be at the forefront of new technology. Hydrogen is an alternative that we are already evaluating, but the energy density and storage of compressed gaseous hydrogen presents real challenges over conventional liquid hydrocarbon fuels. The infrastructure to produce and distribute clean hydrogen in a recreational marine environment also needs to be better defined if it is to become a real option. It’s also one of the big challenges we face in terms of electric propulsion. For example, Amsterdam City Council wants to go fully electric; it’s a city complex that possesses around 3,000 boats within its ring, plus another 15,000 boats if you include the IJ river. Yet, throughout this water network, at present, there are only seven charging stations!

Avator 7.5e electric outboard

Fitting the portable battery on the Mercury Avator 7.5e outboard.

Beyond electrification, we believe that alternative fuels, including eFuels, have the potential to play a role in reducing carbon emissions from the core boat fleet, particularly in higher-power applications. We therefore continue to explore alternative fuel technologies and their corresponding ecosystems. Electrification and alternative fuels, along with continued improvements in emissions from our existing propulsion portfolio, will be important parts of our approach to sustainability and carbon reduction, both of which are covered in our annual sustainability report. 

Viewing live data on the Avator App.

Sustainable liquid hydrocarbon fuels are certainly an attractive option when considering their potential for reducing the lifetime CO2 footprint of the propulsion system. However, with regard to sustainability, I believe it’s also worthwhile mentioning the hard work Mercury have put into developing engines with lower emissions and reduced fuel consumption. An example is our Active Trim system, an intuitive, hands-free system that continually adjusts engine trim based on changes in boat speed – all with a view to improving performance, fuel economy and ease of operation.

In terms of e-power, do you think boatbuilders need to take a more ‘holistic’ approach to designing craft for the e-power market?  

It’s hard to speak for others specifically. At Mercury, we manufacture engines based on customer need and have designed and manufactured both petrol and diesel engines for many years now. But as electric propulsion becomes more widespread, especially in Europe, we will most definitely have insightful conversations with our builders to ensure they have the right power for their customer applications. As you can imagine, we work with a wide spectrum of boatbuilders, some of whom have very specific market segments and applications with respect to electric propulsion. But we respond by defining their range and power requirements and then offering guidance as to what system or engine model type (or types) is going to service their needs best.

Nevertheless, I do see that much work still needs to be done regarding the use of more sustainable building materials, specially designed e-powered hull forms, lightweight components and so forth, along with a better understanding of how a boat should be designed internally if it’s intended for e-power use. A more sustainable future shouldn’t just rest on the shoulders of the engine makers alone. Each element of a boat’s manufacture has a vital part to play in achieving the end goal. Furthermore, if sustainability is going to work, it has to be ergonomically sound, and aesthetically pleasing too, if it’s going to have commercial merit and attract customer interest.

So, in the light of this, could you elaborate further on your views regarding hydrodynamics, alternative composites and the internal design of e-powered craft?

For sure. A large part of the challenge in implementing e-power is related to the weight of the batteries required. This has a substantial impact on hull design, particularly in the case of displacement vessels. For our part, though, Mercury/Brunswick are pursing multiple options at present for improving the hydrodynamic performance of their own boat brands. These include, but are not limited to, reducing weight and creating more efficient hull forms, as well as advancing propeller design – the latter being a technology that Mercury, in particular, are famous for. However, we do see barriers with respect to fully foiling vessels. The practical application of such is complex, and therefore it’s our view that this technology, in relation to the mass market at least, will be limited to the implementation of ‘foil assist’. But the latter, though more conservative than full foiling, still has the potential to make big contributions toward improving range and reducing energy consumption.

Twin 7.6L V12 600hp Verado’s fitted to a Zar Imagine 130

Looking ahead, in what areas do you think the industry is getting it right, and where could it do better? Are there any areas where it could be ‘striking its blows’ better?

Obviously there are many areas where the industry can improve. None of us can rest on our laurels. In my view, a company’s survival will be down to its ability to innovate and create. This is where the future lies – in the embracing and application of new and ever-evolving technologies. The next generation of boat owners will demand this of us as designers, engineers and manufacturers. So, by doing our best to remain at the forefront of technology, investing in it and being determined to anticipate the market and the environment’s needs, we will, I believe, ‘strike our blows’ effectively – both now and on into the future.