ABYC certified
To ABYC E-10 and E-11 — tinned cable, correct overcurrent protection, restraint and ventilation.
Vibration, salt air and no one to call offshore make a boat the hardest place to wire. We design and install Victron DC and AC systems for commercial vessels and yachts — built to ABYC standards with tinned marine cable and UL listed distribution.
Designed and wired to American Boat & Yacht Council standards by an ABYC-certified technician — Victron systems, lithium repowers and helm integration, done to code.
To ABYC E-10 and E-11 — tinned cable, correct overcurrent protection, restraint and ventilation.
MultiPlus-II, Quattro, Cerbo GX, Lynx distribution, Orion XS, SmartShunt and SmartSolar MPPT.
Lead-acid to LiFePO₄ — BMS integration, alternator protection and correct charge control.
Cerbo GX onto your NMEA 2000 helm display, VRM remote monitoring, and Node-RED logic.
Whether the vessel earns its keep or takes the family out on weekends, the wiring behind the panel is held to the same practice.
Workboats, charter and tour operators, research and survey vessels, fishing boats, and tenders. Uptime is revenue, so the priority is a system that keeps running and that a crew can diagnose without a specialist onboard.
Sail and power, coastal cruisers and liveaboards. The goal is a quiet boat — air conditioning, induction cooking, and a full night at anchor without the generator running or the neighbours complaining.
ABYC publishes the U.S. safety standards for boat electrical systems. Surveyors reference them and insurers ask about them — here's how we wire to them on every job.
Stranded, tinned marine copper sized for voltage drop — bare copper wicks salt and corrodes out of sight.
Fusing within inches of the bank, not at the far end of the run — and ignition-protected gear in fuel spaces.
Marine-rated crimp terminals sealed with adhesive-lined heat shrink. Solder turns a vibrating wire into a break point.
Banks strapped down and protected, with the BMS wired into every charge source and cold-weather charge limits set.
Properly mounted inverter/charger and a galvanic isolator or isolation transformer, so stray current can't eat your running gear.
ABYC colour codes, every circuit labelled, and an as-built wiring schedule so the next person can read the boat.
The cheapest part of any marine electrical job is the wire and the terminals. It is also the part that fails first when someone economises. We do not.
Tinned, finely stranded, marine-grade boat cable — UL 1426 listed and built for a wet, vibrating, salt-laden environment. Correct gauge for the load and the run length, sized for voltage drop rather than just ampacity.
Plus Ancor heat-shrink terminals, adhesive-lined shrink, chafe protection and cable clamps from the same range.
AC and DC distribution panels, busbars, fuse blocks, battery switches, and ANL/MRBF/Class-T fusing. UL listed components, with ignition-protected parts specified wherever the space calls for them.
Circuit-by-circuit breakers and engraved labels, so every load is identified and individually protected.
MultiPlus-II and Quattro inverter/chargers, Cerbo GX and GX Touch, Lynx distribution, Orion XS DC-DC, SmartShunt, SmartSolar MPPT, and Victron isolation transformers — one ecosystem that actually talks to itself.
We are a Victron integration specialist first; the marine work is that expertise applied to a hull.
Battery data belongs at the helm, not buried in a phone app you have to go find. A Cerbo GX bridges the whole Victron system onto your NMEA 2000 backbone, so state of charge and AC status sit on the same screen as depth, speed and chart.
The GX device is the translator. Everything Victron — inverter/charger, MPPT controllers, SmartShunt, tank and temperature senders — reports to the Cerbo over VE.Bus, VE.Direct and VE.Can. The Cerbo then publishes that data onto NMEA 2000 through a single drop cable into your existing backbone.
A typical install puts these right on your chartplotter:
Exact fields vary by display. GX Touch and VRM show the full picture.
NMEA 2000 is an open standard — these are the displays we integrate with most:
Some displays can also run Victron's app — we'll tell you which suits yours.
The Cerbo sends everything to Victron's VRM portal, so alerts reach your phone:
Check the boat from the dock or the office. Node-RED logic →
Victron's February 2026 GX firmware landed squarely in the marine column. We build these in on new installs and retrofit them to systems already aboard.
Deck lights, pumps and the water heater — viewed and operated straight from the chartplotter you already use.
A low bank, lost shore power or an inverter fault now shows up as an alert at the helm — not buried in an app.
With a Lynx Smart BMS NG, the GX shows every battery down to per-cell voltage and temperature — the difference between a diagnosis and a guess.
Plus electric-propulsion gauges, Shelly & EmpirBus switching, new tank sensors and Node-RED virtual switches — see Victron's Venus OS 3.70 release notes. Ask about updating your system →
We take on the whole electrical scope or the part of it you need, and we are just as willing to survey what is already aboard and tell you honestly what should stay.
Moving off lead-acid properly — LiFePO₄ bank, BMS integration, alternator protection, charge-source configuration, and the low-temperature charging rules that people skip and then regret.
MultiPlus-II or Quattro installation, transfer switching, shore-power inlets and cordage, galvanic isolation or an isolation transformer, and a panel that handles the dock you actually tie up to.
Replacing tired panels and mystery wiring with Blue Sea distribution, correct fusing, proper busbars, and a labelled, documented layout that a surveyor can follow.
Solar on hardtops and biminis, high-output alternator and DC-DC charging, and Victron MPPT controllers — coordinated so every source charges the bank the way the BMS expects.
Cerbo GX, SmartShunt, tank and temperature senders, NMEA 2000 bridging to the helm, VRM enrollment, and custom Node-RED logic where the boat needs it.
An honest look at an existing system against ABYC practice — what is unsafe, what is merely untidy, and what is fine as it is. You get a written punch list, prioritised.
Vessel type and length, what you run at anchor, how you charge today, and what is frustrating you about the current system. That is enough for us to come back with a realistic approach and a budget range.
Based in Seattle and working throughout the Puget Sound and Salish Sea.