raymarine autopilot hydraulic pump pricelist

The Raymarine Evolution EV-100 is a hydraulic autopilot that is so easy to install that it will revolutionize fishing boat autopiloting! Calibrating an autopilot has never been easier; with this autopilot you don"t have to do it at all!

The device makes use of Evolution AI steering algorithms that offer a new level of autopilot accuracy. Evolution AI is the product of Raymarine"s autopilot knowhow, FLIR Systems" versatile R&D experience and advanced aerospace steering technologies.

Autopilots in the Evolution range optimize a boat"s performance by perceiving their environment and calculating the necessary steering commands with lightning speed. This results in precise and reliable course keeping regardless of the boat"s speed or weather conditions.

• Simple setup
• No complicated calibration required
• No need for compass calibration
• Precise 9-axis sensor for measuring vessel position (heading, pitch, roll, and yaw)

• Easy to install
• No need for separate steering sensors
• EV Sensor Core can be mounted above or below decks
• Can be mounted upside down and away from the center line of the vessel
• Plug-and-play
• Completely waterproof casing, IPX6 standard

The EV-100 autopilot is installed in the cockpit of a wheel-steered vessel. The EV-100 system consists of a EV-1 sensor, ACU-100 control unit, drive unit and control head.

The EV1 Sensor Core is designed for mechanic and hydraulic Evolution autopilot systems.
Thanks to SeaTalk, power input and data connections are handled via a single cable connection. You can connect the EV-1 to the ACU (Actuator Control Unit) via SeaTalk(ng) or NMEA 2000.

The p70Rs autopilot control head is designed for motor boats and it has both button and rotary dial controls. The unit"s display offers excellent contrast, sharpness and brightness but does not use a lot of power thanks to an advanced LED backlight. Wide horizontal and vertical viewing angles make the display easy to read even when viewed at an angle. The p70Rs control head uses the LightHouse interface and it has a special directed installation feature that makes setting up and configuring the autopilot system quick and easy.

A 0.5 liter hydraulic pump (12 V) incorporates the boat"s steering system as part of the Raymarine autopilot system. This system is designed primarily for boats with an existing hydraulic steering system. The hydraulic pump contains a precision gear pump and a servo-controlled check valve.

The ACU, or Actuator Control Unit, offers sufficient drive power for the autopilot and also feeds electricity to the SeaTalk(ng) bus.

Package contents:
• Evolution EV1 sensor (with mounting accessories and mounting foot)
• ACU-100 actuator control unit (with 1 m SeaTalk forked cable and installation accessories)
• p70Rs control head (with sun screen, mounting accessories, forked SeaTalk cable and SeaTalk protective plug)
• Cabling kit (power cable, 5 m backbone cable, 0.4 m forked cable, 2 T-piece connectors, 5-way connector block, 2 terminators)
• Hydraulic pump 0.5 l/min for hydraulic cylinder ram sizes 50-110 cc (Compatible with BayStar, for example)

Hydraulic hoses must be purchased separately to fit the hydraulic steering system in use.

Engineered for simplicity, Evolution autopilots eliminate the need for complicated set up and calibration. Once Evolution is installed, getting started is as easy as switching the autopilot on.

Thanks to the intelligent EV sensor core, the autopilot automatically evolves and adapts to your vessel’s steering characteristics without any user adjustments.

The culmination of Raymarine’s 30 years of autopilot expertise, FLIR Systems research and development, and advanced aerospace guidance technology, Evolution AI™ control algorithms deliver a new level of accurate autopilot control.

This innovative breakthrough in autopilot intelligence enables Evolution autopilots to perceive their environment and then instantly calculate and evolve steering commands to maximise performance. The result is precise and confident course keeping, regardless of vessel speed or sea conditions.

At the centre of every Evolution system is the intelligent EV sensor core, a 9-axis sensor that monitors vessel motion in all three dimensions. The innovative EV sensor core combines advanced solid-state sensors with the Evolution autopilot processor into a single easy-to-install housing.

EV Sensor Core BenefitsPrecision monitoring of heading, pitch, roll, and yaw allowing the autopilot to evolve instantly as sea conditions and vessel dynamics change.

The rugged ACU (Actuator Control Unit) delivers reliable autopilot drive power and also provides power to the SeaTalkng bus. Choose the ACU that fits your steering system type:Supported Drives

The EV-1 is designed for Evolution mechanical and hydraulic autopilot systems. SeaTalkng networking enables a single cable connection for power and data to the Evolution ACU (actuator control unit) and extended SeaTalkng and NMEA2000 networks.

The new control heads are available in two control styles. The Raymarine p70s autopilot control head is a push-button operation controller designed primarily for sailboats, while the Raymarine p70Rs autopilot control head, with its combination of push-buttons and rotary control dial, is aimed at powered craft. Key features: 3.5” super bright oversized LCD for maximum visibility

The Type 1 Hydraulic Reversing Pump, is a component for Raymarine SmartPilot autopilot systems. Designed for boats with existing hydraulic steering systems, the Hydraulic Autopilot Pump interfaces with your vessel"s steering system to keep you on the right course.

Notes: In some systems with dual steering rams in parallel, cylinder capacity is the total of both rams. Rams in series only require single capacity valve. Hydraulic steering systems with steering rams over 500cc require our larger constant running pump used in conjunction with the relevant ACU - contact Raymarine for details. An authorized Raymarine dealer is best suited to installing a hydraulic autopilot system. Type 0.5 suitable for Volvo D4/D6 Sterndrive applications.

The Type 1 hydraulic reversing pump, 4.9-14cu.in. is a component for Raymarine SmartPilot™autopilot system.  Designed for boats with existing hydraulic steering systems.  To match the drive of your vessel, you need to know the size of the actual hydraulic cylinder RAM or RAMs that are mounted to the rudder on inboard engine boats or the RAM mounted to the drive on outboard engine boats.RAM capacity: 4.9 - 14 cu. in.

An autopilot is a mechanical, electrical, or hydraulic system used to guide a vessel without assistance from a human being. Most people understand an autopilot to refer specifically to aircraft, but self-steering gear for ships, boats,...

space craft and missiles is sometimes also called by this term. Autopilots work via entered waypoints, moving from one waypoint to another. The system uses a set of pumps to move the rudder or drives on a vessel. Autopilots are tricky to get right, so not something you want to do on your own.

Rugged and reliable, Autopilots are essential to safe navigation for long distances. Combined with GPS and RADAR, today"s Autopilots offer the very best, safest and secure way to travel on the water. We offer Autopilots from the very best manufacturers.

We’ve run the new Garmin GHP10, Raymarine S1000, Simrad AP12H, and Coursemaster CM80i marine autopilots through their paces aboard our 25′ Contender test boat.

A small boat autopilot is one piece of marine electronics we don’t know what we’d do without. It is simply a joy to have one of these electronic helmsman installed aboard our boat standing by at the ready to take the wheel at the push of a button.

Autopilots are the same way, once you have one installed this particular piece of marine electronics on your boat you won’t want to own a boat without one again.

Every autopilot listed above was tested aboard our 25′ center console Contender powered by a single 250 HP outboard. This boat is equipped with Seastar hydraulic steering and each autopilot was installed according to the autopilot manufacturers’ instructions. Normally we keep an autopilot installed on our boat for at least one year to complete a full evaluation.

Garmin sent us the Garmin GHP10 autopilot system for long-term testing aboard our 25′ single-engine Contender. This Garmin autopilot is designed for boats up to approximately 70 feet in length equipped with hydraulic steering.

Several components make up the GHP10 autopilot package; they include the Garmin GHC10 control unit, Course Computer unit (CCU), Electronic Control unit (ECU), Shadow Drive™ sensor, and a hydraulic pump.

Three hydraulic pumps, a 1.2 L, 2.0 L, and 2.1 L, are available for this system. The appropriate pump is selected based on your engine setup and steering system. We are testing with the 2.0 L pump.

In a growing trend, this autopilot is now one of several small-boat marine autopilots currently on the market that do not need a rudder interface unit to function properly. Owners with outboards who operate in saltwater will be especially happy Garmin decided to make sure this breakage-prone part was not part of this autopilot system.

The first Garmin GHP10 component we installed was the pump. As recommended we found a spot on the deck below our helm station to mount the brawny well-constructed unit.

We had to build a NMEA 2000 backbone to connect the control head to our GPS. We used wiring supplied with the autopilot and powered the backbone from our main electronics bus bar. In our opinion, this was easy and straightforward.

We found component installation easy and straightforward. If you can do a little planning and layout, drill a few holes, make basic wire connections, and use a wrench on some hydraulic hoses you can do this install.

Before you can start using the autopilot you’ll need to follow another menu to do the initial at-sea setup. We followed it step by step through various throttle settings and turns with no problem. Total time was about 10 minutes.

In heading hold with the pilot engaged. The desired course is the yellow bug and the boat heading is the blue triangle. You change the desired heading with the softkeys below arrows. The red standby key disengages the autopilot.

When you’re clear you return to your original course and in a few seconds the autopilot takes control again automatically. We found it to be a very nice feature.

Several weeks later, at the request of a reader, we did some additional slow speed testing with the Garmin GHP10. Normally our Contender idles along at about 3.5 knots, at this speed the autopilot held heading rock steady in the calm test conditions.

Next we added some drag with by throwing several 5-gallon buckets that were tied to transom into the water. This slowed us to about 1.9 knots, still the autopilot held steady on course.

Finally, we went into a channel with a bit of current, kept the buckets deployed, and trimmed the engine up several degrees?all this got the GPS speed down to 1.0 knot. Still the autopilot held the heading steady under the relatively calm conditions.

Once the wiring was complete we tried to couple the autopilot to the GPS, however we were unable to do so initially because the software in our 5212 needed to be updated from version 2.5 to the latest version 4.6.

Garmin sent us a card, which once inserted, allowed us to accomplish the software update in under 10 minutes. With the GPS units updated, and after turning everything off then back on again, the GPS and autopilot were talking.

Once engaged in GPS steering mode the autopilot tracked a course to the waypoint. We noticed that as we ran the boat drifted off-course up to several hundred feet. The off-course distance was indicated both on the 5212 display and on the GHC10 controller.

As the boat approached within several hundred feet of the waypoint position the autopilot would turn toward the waypoint ending up passing within 10 feet of the coordinates. This happened on several passes.

Garmin suggested we redo the north setting (part of the Garmin GHP10 setup procedure) since when it was originally accomplished the GPS unit and autopilot were not communicating. We will do this soon and report back here on the results.

After more consultation with Garmin representatives it was determined that the autopilot software needed another update. With the navigation system using software version 4.6 and the autopilot using version 2.2 the 5212 would report a cross-track error to the right while the autopilot reported the same amount of error except to the left. This caused the navigational issues we noted.

Now with the autopilot running the latest software available, version 2.4, all the navigation issues with staying on course have been solved. We tried running routes with multiple turns, changing speeds, and starting out pointed in the opposite direction; nothing seemed to phase the system. Right now things are running smoothly with rock solid course tracking.

We just returned from a 620 nautical mile round trip to the Bahamas and had to report on the outstanding performance of the Garmin GHP10 autopilot. We had the unit on and following a track or route for most of the trip and found it held the boat right on course even in heavy chop and big following seas. Our crew was impressed and very happy they didn’t have to steer manually for hours a day.

The Garmin folks hinted that future software updates will have more advanced algorithms that will allow the autopilot to start a turn in a route before the vessel arrives at the turn point and more closely follow the track line. We look forward to trying this one.

Operation of the Simrad AP12H is fairly simple. With the unit turned on, the Stby/Auto LED will blink, indicating the autopilot is ready to go to work.

Pressing the Stby/Auto button engages the autopilot in a course-hold mode and turns the LED on steady. Whatever course you’re steering when you select the Stby/Auto button is the course the autopilot will hold.

We found the default gain setting of five to work well for us over a wide range of operating conditions. In seas less than 3 feet, the autopilot tracks a straight course nicely, both in the navigation mode and the course-hold mode. Occasionally gain adjustments are needed as conditions change.

The arrow buttons are active in all modes and serve as a ‘dodge’ feature. This lets you maneuver around an obstacle close ahead without disconnecting the autopilot. One caution, we tested the dodge function at various gain settings and found the turns to be quite aggressive at high-gain settings. At our preferred gain setting of five, a dodge turn is smooth and effective.

About 18 months into our evaluation, the autopilot failed to engage when selected. After conferring with Simrad support, we were able to diagnose the problem as a failed linear feedback unit. It’s a long cylindrical part that attaches to the hydraulic steering cylinder on the engine. Our guess is that the constant exposure to salt water led to an early demise. We don’t think this should have happened in such a short time and in our opinion, this part needs to be reengineered for a longer service life.

Our warranty claim for the new feedback unit did not go well. Once we confirmed the problem, Simrad asked us for the autopilot serial number to determine if it was still under warranty. The company said it was not and advised us a replacement part would cost almost $400. This seemed expensive for a single piece of a $1,400 autopilot system. So once we got over the shock of the repair cost, we began to research the situation and discovered that our unit should still be within the 2-year warranty based on our purchase date.

Another big issue with the Simrad AP12H is a noisy hydraulic pump. We installed the Simrad autopilot’s pump about 18 inches below our helm station and through-bolted it to the center console’s aft bulkhead. That puts it about shin high to the driver and totally contained inside the center console location that made accessing and connecting to the existing steering lines easy.

At slow speeds, the pump is loud enough to interfere with conversation and always draws comments from passengers. Even at cruising speed, the pump can be heard.

Simrad’s Phil Roberts explained why the pump is so loud. “The pump noise is related to how it pumps. This one is a piston type. We do not manufacture it. Our other autopilots use meshing gears which tend to be quieter” says Mr. Roberts.

The Simrad AP12H Autopilot performed well over the course of two years, but the noisy pump is a definite drawback. We were also disappointed in the early failure of the feedback unit and complex warranty procedure.

When we bought the Simrad AP12H, it was the least expensive autopilot we could find. Today it remains an inexpensive small boat autopilot priced around $1,400 at a variety of online marine electronics retailers.

Raymarine loaned us the Raymarine S1000 autopilot for long-term testing aboard our 25′ single-engine Contender. This Raymarine autopilot is designed for boats up to 25′ long equipped with hydraulic steering so our Contender fit the bill perfectly.

Three components make up the S1000 autopilot package, the wireless Raymarine S100 controller, the course computer, and the hydraulic pump. There is no rudder interface unit or rate gyro required for operation of this autopilot system.

Operating the Raymarine S1000 is simple. First, power is switched on to the course computer and pump, then a press of the standby pushbutton on the S100 controller turns it on and establishes the wireless connection the course computer. The system runs through an initialization process and checks for a minimum boat speed of at least three knots.

The right or left arrow buttons produce course changes as needed. A single press will change the selected course by one degree. Holding an arrow key down will cause the autopilot to execute a controlled turn in the direction selected.

Navigating to a waypoint or along a route is the most useful aspect of any autopilot’s operation. The S1000 accomplishes this task through its Track mode. Navigational information is provided to the autopilot via a hardwired NMEA 0183 link to the Garmin 5212 navigation system.

With the autopilot on and in standby, our standard procedure for initiating Track mode was to turn on course, select Pilot, wait for the autopilot to display an acceptance message, then hit the Pilot pushbutton again to complete engagement. The S1000 autopilot does a very good job of tracking a course to a waypoint using this technique both in calm and rough seas.

After over 18-months of service aboard our test boat this Raymarine autopilot is operating like it was still new. The only thing we have had to do is change the pair of AAA batteries that supply power for the Raymarine S100 controller. We have had no mechanical problems with any system component. This Raymarine autopilot carries a two-year warranty.

The S1000 is an inexpensive utilitarian autopilot that does a very good job handling steering duties. It will track a course or go to a single waypoint or steer the heading of your choice. In our opinion, this autopilot is a great asset for any small boat helmsman.

Coursemaster Hydrive loaned us the Coursemaster CM80i autopilot for a year-long review as part of our continuing program of testing and rating small boat marine autopilots.

Four components make up the standard Coursemaster CM80i autopilot system: the control/display head, junction box, hydraulic pump/drive, and a fluxgate compass. Another optional component, which was included with our test system, is a rate gyro.

Another benefit of not needing a rudder interface unit is the adaptability of the pilot. Though it was designed primarily for hydraulically steered outboard powered boats between 18 and 32 feet, it can be used on boats equipped with stern drives, straight inboards, or even sailboats.

Operating the CM80i is easy. Once power is supplied to the system by pressing the Stby button, a self-test is performed. When complete, the display window in the control head will read ‘Stby,’ the current course is shown in a large type size, and the selected course is displayed in smaller size. Pressing the Pilot button once engages the autopilot in a course-hold mode and changes the annunciation to read ‘Pilot’. The selected course becomes whatever your current course was when you hit the button.

Press the right or left arrow buttons to change course without disconnecting the autopilot. A single press will change the selected course by one degree. Holding an arrow key down will change course in 10-degree increments continuously. All course changes selected will be displayed as they are entered to allow the operator to accurately monitor turn progress.

Navigating to waypoints or along routes is a very useful aspect in any autopilot’s operation and the CM80i accomplishes this task through its Auto-Navigation mode. On our test boat, the GPS receiver was coupled to the autopilot. This allowed us to use and test the navigation feature thoroughly and completely.

Our standard procedure for initiating Navigation mode was to turn on course, select Pilot (course-hold) mode, then hold the Pilot button for two beeps until ‘Nav’ is annunciated on the control head’s display window. The autopilot did very well holding a course to a waypoint using this technique both in calm and rough seas.

Unlike some other autopilots, the Coursemaster CM80i does not have multi-level gain control; instead the unit has a normal or rough water mode of operation. We’ve found the normal mode worked well on our Contender under all conditions.

After 1-year of operation aboard our test boat the Coursemaster CM80i autopilot has proven to be totally reliable. We have had no mechanical problems with any system component.

The Coursemaster CM80i is a no-frills marine autopilot that does a good job handling steering duties. It will track a course or go to a waypoint. Both of these tasks are performed well. Two additional upsides we’ve found with this system are extremely quiet operation and its lack of rudder-interface hardware.

This autopilot is significantly more expensive than other autopilots we’ve tested. We’ve found it on the web priced at $2995. It carries a 1-year warranty.

The EV-100 Power autopilot system consists of the revolutionary EV-sensor core, the fully-sealed and compact ACU-100, a P70R control interface, and Raymarine’s new highly efficient 0.5 litre hydraulic pump.

Perfect for vessels with single outboard engines and hydraulic steering, install the entire system above or below decks as required, and benefit from world-leading autopilot performance at a truly head-turning price.

The EV-1 is designed for Evolution mechanical and hydraulic autopilot systems. SeaTalkng networking enables a single cable connection for power and data to the Evolution ACU (actuator control unit) and extended SeaTalkng and NMEA2000 networks.

Specifically designed to complement Raymarine’s unique wheel-drive and tiller-drive applications, the ACU-100 provides a powerful and secure interface between steering systems and the revolutionary EV-1 course computer and 9-axis sensor.

The p70 autopilot control head is a push-button operation controller designed primarily for sailboats. Advanced LED backlighting offers low power consumption and delivers vibrant colour and contrast. Wide horizontal and vertical viewing angles ensure the display can be seen clearly from acute positions. The p70 control head also features the LightHouse user interface and a start-up wizard to help you configure the pilot quickly and easily.

The 0.5ltr Hydraulic Pump is intended to operate the boat’s steering mechanism as part of a Raymarine autopilot system. It is primarily designed for use on boats with an existing hydraulic steering system. Alternatively, you can use this pump on a boat with mechanical steering in conjunction with a secondary steering ram.

Boats with traditional hydraulic steering systems will use an Evolution autopilot driven by a hydraulic pump. The pump connects to the boat"s hydraulic steering lines and allow the autopilot to steer the boat by controlling the flow of fluid through the boat"s steering system. The hydraulic pump is controlled by the Evolution autopilot Actuator Control Unit (ACU.)