Victron's latest marine products for an electric boat (2026)

Victron's catalogue moves fast, and the parts that matter for an electric boat have all seen a refresh in the last couple of years. If you've run the configurator and have a target power, a pack size in kWh, a DC current figure, and a charge-time estimate, the natural next question is: which actual Victron boxes do those numbers turn into?

This guide takes each output the configurator produces and maps it to the current-generation Victron product you'd spec against it. It's deliberately built around the spec sheet rather than the marketing brochure — the goal is for every number on your output to land on a real part with the right rating.

→ Run the configurator first so you have your power, kWh, DC current, and charge-time figures to size against →

How the configurator output maps to Victron's lineup

Here's the quick lookup. The rest of the guide expands each row.

A couple of these deserve a caveat up front. Victron's BMS-and-battery ecosystem (Lynx Smart BMS NG + Victron Lithium Smart/NG batteries) is excellent for house banks and lighter propulsion duty, but a large dedicated propulsion pack is often built from prismatic cells with a third-party BMS (REC, Batrium, Orion BMS). Victron's chargers, MPPTs, and monitoring still run the show in that case — only the BMS changes. The guide flags where that fork happens.

Lynx Smart BMS NG — the battery and current backbone

The Lynx Smart BMS NG is the next-generation version of Victron's busbar-integrated BMS, and it's the part most directly sized by your configurator's DC current figure. It clips into the Lynx busbar system, combines a contactor, pre-charge, fusing position, and battery monitor in one module, and publishes charge/discharge current limits to the GX device over VE.Can so every charger and inverter on the system respects the battery's limits via DVCC.

It comes in 500 A and 1000 A continuous ratings. That's the number to line up against the configurator:

• Take your DC continuous current at the bus voltage. A 15 kW system at 48 V nominal draws roughly 310 A continuous — already past the 500 A unit's comfortable margin once you add peak headroom, so you're either at 1000 A or you move to a higher bus voltage.
• The same 15 kW at a higher voltage roughly halves the current, which is exactly why the 48 V vs 96 V choice matters so much for what BMS and busbar you can actually buy.

The "NG" generation adds faster CAN comms, a cleaner commissioning flow in VictronConnect, and tighter integration with the newer Lithium NG batteries. If your configurator output puts you above ~20 kW continuous, this is the point where you should be reading the DC-current row as the hard constraint and letting it drive your voltage decision — see DC current vs phase current explained.

Where the fork happens: the Lynx Smart BMS NG controls Victron Lithium Smart/NG batteries. A custom prismatic propulsion bank uses its own BMS; you'd still keep the Lynx busbar and Cerbo for distribution and monitoring, but the charge/discharge control comes from the third-party BMS over CAN. See the electric boat BMS guide.

Quattro-II and MultiPlus-II — shore charging and AC

Your configurator's charge-time estimate is only as good as the charger amps behind it. Victron's current inverter/chargers are the MultiPlus-II (single AC input) and the Quattro-II (dual AC input, e.g. shore + generator with automatic transfer), both available across the 48 V range from 3000 VA up to 15000 VA.

Work backwards from the configurator:

• Charge power needed ≈ pack kWh ÷ target charge hours, then divide by bus voltage to get charger amps.
• A 24 kWh pack you want charged in ~4 hours needs ~6 kW of charge power → about 125 A at 48 V → a MultiPlus-II 48/5000 (70 A) is short; you'd parallel two, or step up to a larger unit.
• The Quattro-II earns its place when you have both shore power and a generator and want seamless transfer — common on cruising boats doing long passages.

Above about 20 kW of inverter/charger capacity you're into stacking multiple units, and often into a three-phase array. Victron's three-phase story is its own topic — see the single vs three-phase Victron guide and the step-by-step three-phase configuration walkthrough.

Multi RS Solar and SmartSolar MPPT RS — the solar input

If your range plan leans on solar, the configurator's solar contribution maps onto Victron's high-voltage RS line. The Multi RS Solar 48/6000 combines a 48 V inverter/charger with a high-voltage MPPT in one box, and the SmartSolar MPPT RS 450/100 is the standalone high-voltage controller. Both accept PV string voltages well above the battery voltage, which keeps array wiring thin on a boat where cable runs are awkward.

For sizing, the configurator tells you how many kWh per day you're trying to replace; the solar charging guide turns that into panel watts and realistic marine yield. The RS-series MPPT is simply the box that gets you there at 48 V without parallel-stringing everything.

Orion XS and Orion-Tr Smart — the 12 V house feed

Almost every electric boat still has a 12 V house and electronics bus, and the cleanest way to feed it is a DC-DC converter off the propulsion bank rather than a separate battery you have to charge independently. The Orion XS 12/12-50 is Victron's newest DC-DC — notable for ~98% efficiency and a much smaller footprint — but as the name says it's a 12→12 unit.

For an electric boat the relevant part is usually the Orion-Tr Smart 48/12 (isolated), which steps your 48 V propulsion bank down to a stable 12 V house feed. This is also how you keep the Cerbo GX alive without wiring it to a flooded start battery that flattens over winter. Size it to your 12 V continuous house load plus a margin; the configurator doesn't size your house loads, so add this from your own 12 V inventory.

Cerbo GX MK2 and SmartShunt — monitoring and SoC

The Cerbo GX MK2 is the controller that makes the whole system behave as one — coordinating the inverter array, MPPTs, BMS, and shunt so they respect a single set of limits, and pushing telemetry to the VRM portal and a GX Touch screen at the helm. If you're choosing between the original and the MK2, we cover that in detail in Cerbo GX vs Cerbo GX MK2.

The SmartShunt (500 A / 1000 A / 2000 A) is what turns your configurator's Ah figure into a live state-of-charge gauge. Pick the shunt rating above your DC peak current — a 15 kW 48 V boat peaking past 350 A wants the 1000 A shunt — and it reports SoC, consumed Ah, and time-to-empty straight to the Cerbo and your phone. This is the part that closes the loop between the kWh you specced and the runtime you actually see on the water.

Worked example: a 40 ft sailboat spec turned into Victron parts

Say the configurator gives you a 40 ft cruiser at 18 kW continuous, 48 V bus, a 24 kWh / ~480 Ah pack, ~310 A DC continuous, and a 4-hour shore-charge target. The Victron bill of materials reads:

Every line traces back to a configurator number. That's the whole point — the spec sheet should make the shopping list obvious.

Caveats

Victron revises ratings, model names, and availability regularly, and regional model numbers differ. Treat the part numbers here as a starting point and confirm current continuous ratings, charge currents, and CAN-bus compatibility against the latest Victron datasheets before you buy — especially the BMS current rating against your peak DC figure, which is the spec that most often gets under-sized.

For the surrounding selection logic — chargers, inverters, and MPPTs across multiple brands — see selecting chargers and inverters for an electric boat.