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In development · register your interest
Electric JetSki conversion kits — turning a used petrol PWC into a quiet one
The goal is simple: make electric jet PWCs emission-free, quiet, and reachable for riders who’d otherwise never look at one. A kit that turns the PWC you already own into an electric one — targeting 60 kph and 40 minutes. And because it carries about 20 kWh, half as much again as a Powerwall, we think it becomes something else on the 345 days a year you’re not riding: the Fun Powerwall, running your house.
Backed by the NSW Government
Electric JetSki development, backed by the NSW Government
EClass has been awarded a NSW Government MVP Ventures grant to continue developing the electric JetSki conversion kit and move it toward market. The programme backs NSW companies taking proven technology from prototype to a commercial product.
“The MVP Ventures grant will help us continue refining our electric JetSki conversion technology and move closer to bringing a viable zero-emissions alternative to market.”
Lynelle Johnson · Founder and Managing Director, EClass Outboards
Why electric
Electric changes where a JetSki is allowed to go
Jet PWCs have a noise problem, and it isn’t a matter of taste. Noise is why they’re restricted on waterways, kept away from residential foreshores, and unwelcome in a lot of places people would otherwise ride. Take the petrol engine out and you take the argument away with it.
Quiet
- No exhaust note, no two-stroke scream across the water
- The complaint that gets jet PWCs banned simply isn’t there
- Ride early, ride close to shore, ride where you’re currently not welcome
Zero emissions on the water
- No exhaust into the water you’re riding on
- No fuel to spill at the ramp or in the hull
- Access to waterways where petrol craft are restricted on environmental grounds
The sensible way in
- A Taiga Orca — the 3-seat electric PWC — lands here at about A$52,000–59,000 with a trailer
- The rest of the electric market runs to US$80,000
- A new Kawasaki Ultra is around $40,000 drive away on a trailer — and you haven’t paid for a drop of petrol yet
- We’re not building you a craft. You keep the hull, the pump and the trailer you already own — we change the one part that fails
The approach
Convert the PWC you have, don’t buy another
Same thinking as our outboard RePower kits, applied to personal watercraft. The hull is fine. The pump is fine. The steering is fine. It’s the engine that’s the problem — so that’s the only part we replace.
| What we’re building | |
|---|---|
| Product | Electric conversion kit for used petrol jet PWCs |
| Approach | Reuse the hull, pump and running gear — replace the petrol engine with an electric drive |
| Drive | High-performance electric drive system |
| Battery | Around 20 kWh NMC — NMC because on a JetSki every kilo counts, and it’s about 1.5× a Powerwall (see below) |
| Target run time | 40 minutes at 60 kph — longer at lower speeds [development target] |
| Target performance | 60 kph · 40 minutes |
| Motor | 40+ kW |
| Installation | Planned through marine service centres — professional fit, ongoing support |
| Status | In development · NSW MVP Ventures grant awarded |
| Origin | Designed, fabricated, assembled & tested in Kiama, NSW |
Why conversion beats a new build
A new electric JetSki means building a whole craft to replace one that still works. Conversion keeps the hull out of landfill, costs a fraction, and puts electric within reach of someone who’d otherwise buy another second-hand petrol PWC — which is where the emissions actually are.
We’ve done this before
EClass already converts petrol outboards to electric and has been doing it for years — reusing the casing, the leg and the gearbox. A JetSki is the same problem with a different housing.
The real problem
When the motor dies, the hull dies with it
A JetSki is three things: a hull, a pump, and an engine that will eventually destroy the value of both. Petrol PWC engines are big, complex and hard-worked — they live at high revs in salt water and need constant servicing just to stay alive. And when one finally lets go, throws a leg out of bed, drops a cylinder — the repair bill is more than the PWC is worth.
So a perfectly good hull, a perfectly good pump and a perfectly good trailer all become landfill because of one part. That’s the part we replace.
| The petrol engine | An EClass kit | |
|---|---|---|
| Complexity | Big, complex, high-revving, and doing it in salt water | An electric motor, a controller and a battery. Far fewer moving parts |
| Servicing | Constant — oil, plugs, impellers, flushing, winterising, and a bill every season | Almost none. Nothing to fog, nothing to drain, nothing to go stale |
| When it fails | Repair costs more than the PWC is worth. So nobody repairs it | There’s far less to fail — and the hull was never the problem anyway |
| What happens to the hull | Worthless. A good hull, scrapped over one dead engine | Back on the water. Same hull, same pump, same trailer — electric |
These are kits, not jet PWCs. We’re not asking you to buy a new craft — we’re not building one. We make the kit that turns the PWC you already own, or the dead one on the trailer at the back of the shed, into an electric one. Fitted by a marine technician, not by us.
Hire fleets & licence schools
Where an electric JetSki stops being nice and starts being obvious
A private PWC gets ridden fifteen days a year. A hire PWC gets ridden six hours a day, every day of the season — which is where the fuel bill, the servicing bill and the noise complaints all live. If you run PWCs for a living, the sums aren’t close.
| One PWC, one season | Petrol | Electric, off the grid | Electric, off your solar |
|---|---|---|---|
| 600 engine hours (6 h/day × 100 days) | 12,000 L | 12,000 kWh | 12,000 kWh |
| Fuel / power bill | $25,200 | $3,840 | ≈ $0 |
| Saving vs petrol, per PWC, per year | — | $21,360 | $25,200 |
| A six-PWC fleet | — | $128,160/yr | $151,200/yr |
The kit pays for itself in about two years — and then it just keeps paying. On grid power that’s roughly 2.2 years per PWC; charging off your own roof, about 1.8. After that the fuel line on your P&L is a rounding error. Assumes a petrol PWC burning about 20 L/h at hire duty, petrol at $2.10, grid at 32c, and 20 kW average draw electric. Your season and your tariff will differ — the direction won’t.
Hire operators
- Fuel is your biggest variable cost and it disappears
- No fuel storage on site — no tanks, no bunding, no compliance headache on a public beach
- No noise complaints, so longer operating hours and closer to shore
- Servicing drops to almost nothing between seasons
PWC licence & training schools
- Training is low-speed work — 2–3 hours per charge at drill and manoeuvring pace, not 40 minutes
- Quiet enough that an instructor can actually be heard
- No choke, no priming, no flooding — with a nervous learner on the throttle
- Nothing to explain about fuel before you can start the lesson
Minimal maintenance
- No oil, no plugs, no winterising, no season-opening rebuild
- Far fewer moving parts to wear out under hire abuse
- Nothing to go stale in a tank over the off-season
- Bluetooth monitoring across the fleet — see every PWC’s charge and health from the office
The honest catch: charging a hire fleet needs planning. Forty minutes of riding is one hire session — but on the 1.2 kW charger it takes about 11 hours to put back the 60% we normally use (100% down to 40%). A 3.3 kW charger brings that down to about 4 hours for the same 60%, and a 2.2 kW charger to about 6 hours. Neither needs three-phase — both run on 240 V — but each needs its own outlet installed by an electrician: 20 A for the 3.3 kW charger, 15 A for the 2.2 kW. To rotate a PWC straight back out, the answer is a second pack per PWC and a swap. Talk to us early and we’ll size it with you.
Where this goes next
The Fun Powerwall
Here’s the thing about a JetSki. It gets ridden maybe fifteen or twenty days a year. The other three hundred and forty-five it sits in the garage being the most expensive ornament you own.
But this one has about 20 kWh of lithium-ion in it — half as much again as a Powerwall. So for the 345 days you’re not riding — why shouldn’t it run the house?
| A home battery | The Fun Powerwall | |
|---|---|---|
| Capacity | Powerwall 3 — 13.5 kWh | Around 20 kWh — about 1.5 Powerwalls. Enough to run an average home (about 17 kWh a day) for more than a day |
| What it does all week | Sits on the garage wall. Charges. Discharges. That’s it. | Sits on the trailer. Charges off your roof. Powers the house through the evening peak |
| What it does on Saturday | Sits on the garage wall | Comes to the beach with you |
| What it costs | About $13,500 installed, to do exactly one job | You were buying the JetSki anyway. The house battery is what it does with the other 345 days |
The battery is idle 95% of its life. That’s the whole argument. Charge it off the roof through the day, run the house off it through the evening peak, and you’re avoiding grid power at about 32c a kWh instead of exporting it for 7c — call it $1,100–1,400 a year in a normal household. Same sum a home battery does, except this one also does Saturday. Assumes about 18 kWh cycled, 250–300 days a year; your tariff will differ.
Vehicle-to-home isn’t a switch we flick — it needs a bidirectional inverter and compliant switchgear (AS/NZS 4777), and that’s part of what we’re working through. We’re telling you where this is heading, not selling it to you today.
Where it’s up to
Electric JetSki conversion — where it’s up to
We’d rather tell you where it honestly is than promise a date we can’t hold.
Electric JetSki conversion — the questions we get
What is an EClass electric JetSki conversion kit?
A kit that converts a used petrol JetSki into an electric personal watercraft, reusing the existing hull and running gear. It applies the same approach EClass already uses to convert petrol outboards to electric — reuse what works, replace what burns fuel.
How much will an electric JetSki conversion cost?
We’re not publishing a price until it’s finalised — but here’s the context. A Taiga Orca, the 3-seat electric PWC, lands in Australia at about A$52,000–59,000 with a trailer, and the rest of the electric market runs to US$80,000. A new Kawasaki Ultra is around $40,000 drive away on a trailer — and you haven’t paid for a drop of petrol yet. Our kit uses the hull, the pump and the trailer you already own, which is where the saving comes from — and it’s why this makes most sense if you’ve already got a PWC, especially one with a dead motor. Register your interest and you’ll get the number when it’s real.
How fast will it go, and for how long?
We’re targeting 60 kph and 40 minutes, from about 20 kWh of NMC battery and a 40+ kW motor. Longer at lower speeds — a JetSki is a planing hull, so the last few kph cost far more than the first.
When will the conversion kit be available?
It’s in development. Initial prototypes were built and tested in 2021–2022, and EClass has been awarded a NSW Government MVP Ventures grant to continue refining the technology and move it toward market. Register your interest to be told first.
Who will install it?
The plan is to make kits available through marine service centres, so installation is professional and there’s ongoing service support behind it.
Are you selling electric jet PWCs, or kits?
Kits. We don’t build jet PWCs and we’re not asking you to buy one. We make the conversion kit that turns the PWC you already own — or a dead one with a good hull — into an electric one, fitted by a marine technician.
My JetSki’s engine is dead. Is the PWC worth converting?
That’s exactly the case we’re building for. A blown PWC engine usually costs more to repair than the PWC is worth, so a perfectly good hull, pump and trailer get scrapped over one part. If the hull is sound, the kit gives it another life.
Does this stack up for a hire fleet or a licence school?
It’s the strongest case we have. A hire PWC does about 600 engine hours a season — roughly 12,000 litres of petrol, about $25,200. The same duty electric is about $3,840 off the grid, or near enough nothing off your own solar. That’s a 2.2 year payback per PWC, plus no fuel storage on site, no noise complaints, and almost no servicing. Licence and training schools do even better, because training is low-speed work — 2–3 hours per charge rather than 40 minutes. The one thing to plan is charging: a 3.3 kW charger (20 A, 240 V outlet) puts the day’s 60% back in about 4 hours and a 2.2 kW charger (15 A, 240 V) in about 6 — both need an electrician to install the outlet — and to rotate a PWC straight back out you want a spare pack to swap in.
Can an electric JetSki really power my house?
That’s where we’re heading. The pack is bigger than a Powerwall, and a JetSki is idle about 345 days a year — so it can charge off your solar and run the house through the evening peak, then come to the beach on Saturday. It needs a bidirectional inverter and compliant switchgear (AS/NZS 4777), and that’s part of what we’re working through. We call it the Fun Powerwall.
Why convert rather than buy a new electric JetSki?
Conversion extends the life of a craft that already exists, reduces waste, and costs far less than a new build. The hull, the pump and the steering are all still good — it’s the engine that’s the problem.
Register your interest
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