Maintenance of your autopilot ram: The workshop recommendations

The diagnosis is simple: your autopilot is your best crewmate. But its "brain" (the controller) is useless without its "muscle" (the ram).

Whether hydraulic (Lecomble & Schmitt, Hypro) or electro-mechanical (Raymarine Type 1/2, Jefa), the autopilot ram is a wear part subjected to extreme stress. It absorbs tons of thrust with every wave. Yet, it is often the most neglected component during winter lay-up.

Here is the checklist from our technicians to avoid ending up at the helm in the middle of the Bay of Biscay.

1. The nemesis: Salt on the rod

This is the leading cause of hydraulic leaks. The ram is often installed in a stern locker or sail locker—humid, salty environments. If salt crystallizes on the rod (the chrome-plated piston that extends and retracts), these crystals act like sandpaper on the seals (lip seals) with every movement.

• The expert move: Rinse the rod with fresh water regularly. Wipe it with a clean cloth.

• Do not: Do not grease the rod with thick grease that will attract dust and salt. Use a dry PTFE (Teflon) spray or a lightly oiled cloth—nothing more.

2. Hunting for mechanical "play" (rod ends and fastenings)

An autopilot that "chatters" or overconsumes is often a poorly secured autopilot. The ram is connected to the rudder quadrant and the boat’s chassis via rod ends (rose joints). Over time, these rod ends develop play.

• The test: Disengage the autopilot. Grab the ram body firmly and shake it laterally and vertically.

• The verdict: If you feel a "clack-clack," the rod end is worn or the fastening bolt is loose.

• ⚠️ Danger: Even 1 mm of play can lead to violent shocks in rough seas, potentially ripping the mount clean off (we’ve seen it too often). Tighten or replace the rod ends immediately.

3. Hydraulics: The oil color doesn’t lie

If you have a hydraulic ram, check the reservoir (whether integrated or remote).

• Level: Ensure it is between the min and max marks. A drop in level always indicates a leak. Run a paper towel under the fittings to locate the seepage.

• Color: The oil should be clear and transparent.

  • Black oil? The seals are breaking down.

  • "Mayonnaise" oil? Water has entered the system.

  • Action: In both cases, a complete bleed and seal replacement are required.

4. The blind spot: Motor brushes

This is the "dumb" failure that often strikes after 3 000–4 000 hours of sailing. The electric motor driving the pump or worm gear has brushes. When worn, the motor starts to misfire, then stops completely.

• Skysat advice: If your power unit is over 10 years old or has done a circumnavigation, disassemble the electric motor to inspect brush length. A lot of black dust inside? It’s time to replace them (maintenance kit available).

5. Clutch and belt (mechanical rams)

On electro-mechanical rams (e.g., Raymarine), power is often transmitted via an internal belt.

• If you hear the motor running but the rudder doesn’t move (or slips) under heavy load, don’t blame the controller: it’s usually the belt that’s loose or the clutch that’s worn.

💬 Final word

A ram doesn’t warn you before it fails—unless you know how to listen. A new noise, a squeak, or an oil stain are warning signals.

Unsure about your ram’s condition before the season? Don’t take the risk. Remove it and send it to our workshop. We perform a full bench test (pressure, sealing, electrical consumption) to validate its reliability.

Sizing: the 1 000 N per ton rule

To estimate the minimum thrust force required for your autopilot ram, start with your boat’s full-load displacement (total weight: crew, water, fuel, onboard equipment) and apply the following industry rule:

• Standard coastal cruising: 1 000 N per ton of displacement at full load.
• Offshore racing / rough seas: increase to 1 500 N per ton to handle heavy rudder loads in big swells.
• Safety margin: choose the next size up if you’re at the upper limit of a category.

Raymarine types and Lecomble & Schmitt equivalents chart

Here are the three main benchmarks for the pleasure-craft segment, with L&S equivalents and useful strokes. Sources: Raymarine Pilot Selection Guide 2026 and Lecomble & Schmitt distributor 2026.

Note: Brands Hypro and Jefa offer alternative hydraulic rams in the 15-30 m segment, worth considering for heavy-displacement cruising sailboats with loaded rudders.

5 signs of an undersized ram

If you notice one or more of these symptoms, your ram is working beyond its comfort zone. First, verify the sizing before replacing the autopilot controller.

1. Ram overheating: after 30 minutes of piloting at 15 knots, the ram is too hot to touch. Normal in heavy weather under load; abnormal in standard cruising.
2. Unusual motor noise: continuous humming, high-pitched whine under load. The DC motor is being pushed beyond spec.
3. Degraded response time: the autopilot takes visibly over half a second to react to a helm command. The lag is felt at the tiller.
4. Abnormal power draw: the autopilot draws 6-8 A on average over 24 h where the datasheet specifies 2-3 A. A shunt measurement confirms the diagnosis.
5. Rudder overlap: the boat oscillates on either side of course instead of holding a steady line, especially downwind. The autopilot anticipates poorly and corrects too late.

Field maintenance

Quick reminders from the Skysat workshop:

• Visual inspection at every haul-out: sealing, corrosion on fastenings, rod end play.
• Grease axles and clevis with marine grease (e.g., Mobilgrease), 1–2 times per season.
• Check tightening of the rudder quadrant and clevis rod end with a torque wrench (manufacturer specs).
• Test maximum rudder angle in dry dock, freed sector: must reach 30–35° on each side without binding or clunking.
• Diagnose unusual noises: remove the rod end, inspect bronze bushings, replace preventively every 500 hours of autopilot use.

Skysat distributes Raymarine and Lecomble & Schmitt. This article reflects our experience installing and servicing autopilots on sailboats from 8 to 22 m since 2002.