Marine Electronics Specialists in the UK: South East

Navigation, radar, autopilot, AIS and electrical system installation and fault finding.

Marine electronics: the install is the product

Last updated 25 August 2026

Modern boat electronics are a network, not a set of gadgets. A typical UK cruiser now runs a multifunction display, GPS, AIS transceiver, VHF DSC with a masthead antenna, depth and speed transducers, wind instruments, autopilot with rudder feedback and compass, radar, and increasingly a lithium battery bank with solar and a smart charger, all talking over NMEA 2000, with an Ethernet backbone for radar and chart data.

That is why the installer matters more than the brand. The faults that plague boat electronics are almost never dead units: they are backbone terminations missing, power taken from an already-loaded circuit, a transducer sited in turbulent water behind a keel, a mast cable with a corroded splice, VHF coax with water tracking down it, an autopilot with unsealed hydraulic connections, or an interference problem where a charger and a VHF share a route. All of those are workmanship.

There is a regulatory and safety layer too. VHF and AIS require a Ship Radio Licence and a properly programmed MMSI, and DSC only works if the radio is registered and correctly linked to a GPS position. EPIRB and PLB registration with the UK's beacon registry is a legal requirement. And lithium battery installations need appropriate BMS, protection and charging profiles, and insurers now ask direct questions.

How to choose a marine electronics installer

Manufacturer approval and warranty

Approved dealers for Raymarine, Garmin, B&G, Simrad or Furuno can register warranties, get firmware and diagnostic support and handle failed units directly. Non-approved installs can leave you arguing about warranty when a display dies.

NMEA 2000 network competence

Ask how they build a backbone: correct terminators at both ends, a single power injection point, drop-cable length limits, and a device list they hand over. Sloppy networks produce intermittent faults nobody can trace afterwards.

Ability to do the physical work properly

Transducer siting, through-hull fitting, mast and radar bracket installation and cable runs are boatbuilding jobs. Confirm they will do them rather than sub-out the drilling and sealing to whoever is available.

Power and battery system knowledge

For lithium conversions, solar, alternator upgrades or inverters, ask about BMS choice, charge profiles, fusing and cable sizing. This is where bad installs become a fire risk, and where your insurer will look after one.

Documentation and handover

You want an as-fitted wiring diagram, device list, network layout and a walk-through of the calibration: autopilot, compass, wind offsets, depth offset. Without it, the next installer starts from scratch at your expense.

Licensing and registration support

A good installer programmes the MMSI, checks DSC position input, tests the VHF and antenna, and points you at Ship Radio Licence and beacon registration. Unprogrammed DSC radios are alarmingly common.

What UK waters demand of your electronics

British cruising sets the specification. Traffic in the Dover Strait and the Solent makes AIS and radar near-essential rather than optional; the strong tidal streams of the Channel, the Bristol Channel and the Pentland Firth mean a chartplotter with accurate tidal data and a reliable log matters far more than in tideless waters; and drying East Coast and Bristol Channel banks make a properly calibrated depth offset a real safety item.

Weather and season shape the install list too. Radar earns its keep in Channel and North Sea fog, and heating, dehumidification and shore-power management matter for boats used through a UK winter. Most electronics work is done in winter lay-up, when the mast is down for antenna and cable runs and the boat is dry enough to open up the headlining.

Frequently asked

How much does a new chartplotter and instrument install cost?

Hardware for a 9in multifunction display, depth and speed transducer and a wind pack typically runs £2,000 to £4,000, with installation labour usually one to three days at £60 to £90 an hour. Adding radar, autopilot or an AIS transceiver moves the total well beyond that.

Do I need a licence for VHF and AIS?

Yes. A UK vessel needs an Ofcom Ship Radio Licence, the operator needs an SRC certificate to transmit, and the MMSI must be correctly programmed and registered for DSC and AIS to identify you properly.

Can I mix brands on one network?

On NMEA 2000, largely yes: sensors and displays from different makers generally interoperate. Radar, sonar and camera feeds usually run on a proprietary Ethernet layer and must match the display brand, so plan the backbone before buying.

Is a lithium battery conversion safe?

Properly specified, yes, and it is now common. It needs a suitable BMS, correct fusing and cable sizing, a compatible charger and alternator regulation, and documentation. Tell your insurer, as some ask about lithium installations at renewal.

Why does my depth reading drop out under way?

Nearly always transducer siting: turbulent or aerated water over the face, often from being placed too close to a keel, strake or another through-hull. Relocation fixes it far more often than a new transducer does.

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