HiBlade™ 48V — high-energy-density lithium with EIS

Quasar gives the builder what BMW kept: the glass, the data and the relationship. The intelligence lives in the vessel, not a vendor's cloud — the boat is the database, built on an open semantic model where every data point carries its own plain-language description (fleet.vessel.electrical_loads.AC.watermaker.power). Because each point describes itself, the AI needs almost no training: it answers by voice, interprets the cameras, optimises consumption and flags a failing circuit before it becomes a call-out. Many devices can be configured and re-engineered remotely, cutting installation and warranty costs long after handover; the tamper-proof log travels with the hull and lifts resale. The builder who owns the vessel's data owns the customer for the life of the boat.

Quasar's Digital Twin is created and populated with dated records during build and commissioning, then stays with the hull as a permanently connected asset — continuous feedback and predictive maintenance, with any sub-standard element caught before it costs the owner convenience or confidence. Because the record is complete and tamper-free, it can be handed to a surveyor at resale as documented evidence of how the vessel was built, run and maintained. Less depreciation, a stronger resale case, an asset that earns its value over its life — and a builder relationship that deepens for as long as the boat is on the water.

Safiery's BMG fits a diesel engine as primary or secondary alternator on the crankshaft pulley already there: up to 10 kW of highly efficient charging, and more than 5 kW even at idle, straight into the 48V lithium bank. That is bulk charging in the time it takes to motor out of the anchorage — then everything switches off and batteries and solar carry the night in silence. One integrated, DC-native unit replaces the genset, its fuel, its noise and its upkeep, and the boat runs cleaner, quieter and cheaper for the life of the hull.

Safiery applied NXP's automotive EIS chipset to marine lithium. The Quasar BMS reads each cell to 10 microohm resolution and flags a developing fault up to eight weeks ahead — protected by provisional patents AU 2026901047 and AU 2026907199, and engineered for the way boats actually store energy: many 48V batteries in a parallel bank, each individually watched. The system moves from detect-isolate-flood to monitor, predict, prevent: full performance and full design life from the battery, safety that keeps you aboard, and a tamper-proof health record that stands behind the warranty and travels with the boat at resale.

Safiery builds the vessel around a 48V lithium matrix and steps down to 24V and 12V for the legacy devices — navigation, lighting, pumps — through integrated bidirectional DC-DC. The result: dramatically less copper, far less waste heat, an inverter/charger that runs cooler and lasts longer, and headroom to absorb tomorrow's loads without rewiring the boat. The Scotty range — 12V/24V→48V, 48V→400V and 48V→48V, all bidirectional — also balances power between hulls on electric catamarans, where each hull carries storage beside its motor/generators, optimising hydrogeneration when the hulls produce different results.

Safiery's QUASAR glass is built on exactly the automotive architecture: frameless bonded tiles — the glass is the only edge you see — deployed identically at the helm, in the saloon or on a cabin wall. The computer sits in a cool machined enclosure a technician can actually reach; one rugged marine coax carries video, touch and power to every tile. Because the system is federated — each screen an independent node — a single failure never blacks out the bridge, and repair is a panel at a time, not a console. Every tile runs open QUASAR software over open protocols (Signal K, MQTT, Matter): the glass is a canvas the builder owns, not a proprietary plotter that owns the customer.

Safiery makes the same move buildings made: a single 48V point-of-load bus, an open framework (Matter), and an electrical sensor on every circuit. STAR controllers — already Matter-certified — sense current across solar, inverters, DC-DC, the BMG alternator and every DC and AC rail. Because every load is measured and named, the system learns each one's normal signature and flags the exception itself: a nav light drawing nothing when it should be lit, a pump cycling too often, a circuit trending toward failure — with load shedding per circuit and diagnostics run remotely, often before a fault becomes a call-out. The cost curve mirrors buildings: installed cost more than halving as field labour falls and intelligence rises.

Safiery's sail-by-wire replaces hydraulics with compact helm units about 60mm across — each simultaneously the wheel's position encoder and its feel motor — driving electric rudder actuators through a single safety-certified controller. Up to four helm stations run servo-synchronised, with TAKE HELM handing authority cleanly between them. The feel is measured, not invented: rudder load is sensed at the blade and replayed as resistive torque at the active wheel — real weather helm, real load building in a gust. Each hull's actuator, sensor, bus and battery feed is independent, and with all power lost the actuator back-drives so the emergency tiller still works. Steering runs on under 2kWh a day; the hardware is roughly 85% cheaper than incumbent hydraulic steer-by-wire — and once the certified wheel-to-rudder foundation exists, autopilot, auto-sailing and auto-docking are pure software. The investment is made once, in the wire.

QUASAR auto-docking fuses a 360° camera view of berth, piles and cleats with 77GHz automotive radar — a module carrying five distinct radar modes, from 200mm at the fender to 40m across the harbour, placing the dock to about 100mm in darkness, rain and glare. An electric catamaran is close to the ideal platform: twin widely-spaced shafts, fly-by-wire rudders and a bow thruster give control in every direction, so the boat crabs bodily sideways onto the berth. The safety architecture follows every QUASAR module: the AI proposes, certified deterministic control disposes, and a radar anti-collision watchdog wired straight to that controller involves no AI at all. The skipper picks the side by voice and holds a button for the whole manoeuvre — lift a finger and the boat is instantly manual. It trains on the skipper's own recorded dockings, berth by berth, the home marina becoming a remembered manoeuvre — riding entirely on hardware the boat already carries, because the actuation was paid for once, in the wire.

Both, with the boundary drawn on purpose. Quasar's hybrid-cloud architecture keeps the vessel fully self-reliant: the boat is the database, everything essential works offline — at anchor, offshore, mid-ocean — and private video never touches the cloud unless the owner chooses. When connectivity is there, the cloud earns its place, most of all during build, engineering and sea trial: live commissioning data streams ashore, so engineering that once happened on board, by hand, one boat at a time is done remotely, in parallel, informed by every other hull in the fleet — a realistic target of designing and engineering a vessel's systems in around a third of today's time. The wall gave control; the pure cloud gave scale; the deliberate hybrid gives both — privacy and self-reliance for the owner, engineering capacity multiplied for the builder.