FREE PWC 2017 ANNUAL
PACIFIC
pwc 2017 PAC IFIC PERSONAL
WAT E R C R AFT
MA GA ZIN E
BUYERS GUIDE
INSIDE
KAWASAKI REINTRODUCE THEIR STAND-U P
YAMAHA WAVE RU GP1800 NNER
LIGHT FASTE R MORE POWE
R
TRIXX & TREATS
FROM SEADOO
COOL PWC ’S
DARING TOWWW.BOATM AGS.COM BE DIFFERENT
JANUARY / FEBRUARY 2017
T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S W W W.B OAT MA G S. CO M
SEAFORCE 530 UTE
Whitehaven 7500 SPORTS YACHT
RAISING THE BAR
DICKEY SEMIFLY 32 CARVER C43 COUPE ELITE 15M TERMINATOR 755SF
WORLD POWERBOAT CHAMPS TOUGH TIME FOR KIWIS & AUSSIES FOUR FATEFUL FOUL UPS
WHITEHAVEN 7500 SY
SAFETY ESSENTIALS WHAT TO CARRY ON BOARD JANUARY/FEBRUARY 2017 $10.00 Inc GST
01
771 173 809004
BUYERS GUIDE TO BOWRIDERS
ALSO REVIEWED:
TERMINATOR 755SF SEAFORCE 530 UTE DICKEY SEMIFLY 32 CARVER C43 COUPE ELITE 15M MID-PILOTHOUSE
SEAFORCE 530 UTE
Offering you a highly efficient straight shaft drive and a beam-to-beam master cabin the Maritimo M54 marries luxury and performance without compromising either. Enjoy the luxurious apartment sized interior space with a full beam master and internal staircase to fully enclosed flybridge. Our low angle straight drive delivers a very comfortable cruise attitude for long range fuel efficiency and a motoryacht that handles rough seas with remarkable assurity. There’s so much more to a Maritimo.
maritimo.com.au
M54 THE MOTORYACHT THAT REDEFINES LUXURY MOTOR CRUISING
2017’s ULTIMATE BOATING EVENT 17-19 MARCH
For luxury motor yacht owners and aspiring owners, this is the ultimate boating event. Three days, two boat shows and an incredible wealth of experience that will inspire and educate your family to achieve the ultimate boating experience.
160524
Held at the home of Riviera and within the giant Gold Coast International Boat Show & Marine Expo, the Festival is a relaxed, fun-filled and very social three days for motor yacht enthusiasts.
TO DISCOVER MORE AND REGISTER VISIT FESTIVALOFBOATING.COM
THE 2017 FESTIVAL OF BOATING PROGRAM EDUCATIONAL WORKSHOPS: The under 25’s Skippers Club · Navigating at night · Knots, lines and hitches · Living the Riviera dream - the joys and rewards of extended cruising Understanding radar · Fishing clinic · Safety at sea · Ask an expert about your classic Riviera · Weather fundamentals · Advanced weather forecasting Fire training and emergency planning · Emergency protocols and procedures · First aid essentials · Safe towing, anchoring and rafting Radio communications – distress, marine assist, Safetrix and AWQ · Australian waters qualification · Local direction, IALA buoy age system and collision regulations · Traditional navigation 1 – passage planning · Traditional navigation 2 – positioning · Mastering the simplicity of CZone · Onboard power systems · Mastering the glass cockpit system · Preventative maintenance and discovering the professional tricks of the trade · Ladies skipper program – tender handling · Ladies skipper program - start-up, helm station and berthing · Skippers on water - start-up, helm station and berthing · Offshore seamanship · Experience pod drive propulsion with integrated joystick and glass cockpit navigation · Experience the Twin Disc express joystick system · Experience a Seakeeper gyro stabiliser at work · Riv kids skipper program · Understanding desalination · Know your generator · Troubleshooting and preventative maintenance for sanitation and air-conditioning systems · Guided factory tours – aboard the Riviera express · Getting the most out of your marine insurance cover · Understanding the science of anti-fouling · Interior décor and styling and much more
CONTENTS
62
REVIEWS 46 WHITEHAVEN 7500 SPORTS YACHT 62 TERMINATOR 755SF 72 LUANA – ELITE 15.2M MID PILOTHOUSE 86 CARVER C43 COUPE 98 SEAFORCE 530 UTE 110 DICKEY SEMIFLY 32 pwc 2017 PACIFIC
ISSUE 36
FREE PWC 2017 ANNUAL
PACIFIC
WAT E R C R AFT
MAGAZINE
BUYERS GUIDE
INSIDE
KAWASAKI REINTRODUCE THEIR STAND-UP
TRIXX & TREATS
FROM SEADOO
COVER
F E AT U R E S
PERSONAL
YAMAHA WAVE RUNNER GP1800
LIGHT FASTER MORE POWER
COOL PWC ’S
DARING TO BE
DIFFERENT
T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S W W W.B OAT MA G S.COM
See page 46
Whitehaven 7500 SPORTS YACHT
RAISING THE BAR
54 FOUR FATEFUL FOUL-UPS Danny Casey looks at some mechanical maladies from the past that raises the question…why?
68 KEY WEST 2016 WORLD POWERBOAT CHAMPS Kiwis and Aussie teams don’t run well but promise to be back in 2017.
78 AUSTRALIAN BIG BOAT BUILDERS BUSY The Australian cruiser and motor yacht boat building industry has had a remarkable comeback in recent years. Barry Thompson looks at why.
92 SAFETY ESSENTIALS Sam Jefferson offers some advice on what safety equipment to carry on board this summer.
WORLD POWERBOAT CHAMPS TOUGH TIME FOR KIWIS & AUSSIES FOUR FATEFUL FOUL UPS SAFETY ESSENTIALS WHAT TO CARRY ON BOARD JANUARY/FEBRUARY 2017 $10.00 Inc GST
01
104 COMPANY PROFILE – GURIT PPB talked to Sean Jeffery, Head of Sales Sth East East Asia/Oceania for Gurit about their products and future as core suppliers to the marine industry.
116 BUYERS GUIDE TO BOWRIDERS Although traditionally a boat to tow water toys, today’s new breed of bowriders are far more versatile and some even come with rod holders.
4 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
771173 809004
BUYERS GUIDE TO BOWRIDERS
ALSO REVIEWED:
TERMINATOR 755SF SEAFORCE 530 UTE DICKEY SEMIFLY 32 CARVER C43 COUPE ELITE 15M MID-PILOTHOUSE
SEAFORCE 530 UTE
126 CRUISE OF THE ENVOY Laurie and Diane Cranfield head to the Greek Peloponissos region as they continue their 2016 cruise around the Med.
130 YOU CAN’T ALWAYS RELY ON THE GPS John Curnow takes a look at the simple task of navigation and why electronics is not always the best way to go.
116
REGULARS 6 DESIGN FOCUS
36 POWER ON
Strand-Craft SC 199
The world’s most powerful outboard just got bigger – 627hp.
8 LEADING COMMENT Where have all the petrol sterndrives gone?
38 ELECTRONICS NEWS Hot new products from some of the world’s leading brands, such as Simrad, Lowrance, Raymarine & Fusion.
10 PUBLISHER’S COMMENT Summer’s here at last by Doug Dukeson
40 RACING NEWS
12 GUEST COMMENT Surviving the Canterbury earthquakes - Geoff Robinson, owner CSB Huntsman Boats.
14 SEEN & ADMIRED Powerplay 56 catamaran. Frewza F18 Hardtop
18 NEWS News. New products, boats and events.
Griffith Cup eludes Kiwis again. 2017 NZ Racing Calendar.
42 CRUISING MATTERS Staying stable at rest with stabilisers.
44 STRAIGHT FROM THE GALLEY Derek The Chef prepares Tua Tua, Cockle & Mussel Chowder.
pwc 2017
PACIFIC
BUYERS GUIDE
P E R S O N A L WAT E R C R A F T
MAGAZINE
KAWASAKI REINTRODUCE THEIR STAND-UP
YAMAHA WAVE RUNNER GP1800 LIGHT FASTER MORE POWER
TRIXX & TREATS
2017 PWC ANNUAL See page 141
FROM SEADOO
COOL PWC ’S WWW.BOATMAGS.COM 141
DARING TO BE DIFFERENT
WWW.BOAT M AGS.C O M 5
DESIGN FOCUS
SC 199
6 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
STRAND-CRAFT SERIES SUPER SPORT YACHTS The Ned Ship Group Strand-Craft Series of sport super yachts are something else. The new period for Super Sport Yachts that will be built by Ned Ship Group and designed by Gray Design include the three brand new yachts SC 133 (40m), SC 166 (50m) and SC 199 (60m). Each yacht is equipped with outstanding features that will push the boundaries of yacht development to new levels of exclusivity and speed for the motor yacht sector. Some key features depend on the models include the use of lightweight and strong materials such as carbon to achieve outstanding performance as well as far better fuel economy. Reliable engine packages from MTU with
KaMeWa Jets are used to achieve a high speed performance of up to 48kn. Extra garage space has a special launch system for your choice of supercar, such as the Porsche 918 hybrid or your Ferrari F12 or whatever car you wish to have on board. The 199 comes equipped with a retractable pool on the aft deck along with many other outstanding features. A range extender package is available to give a super yacht range of more than 2.000 nm. The Strand-Craft yachts are designed for high sporting and luxury use, amazing entertainment, high value lifestyle and last but not least a unique appearance wherever the yachts will be seen. The SC models have a unique feature never realised on a
yacht series before. The SC166 even has a hidden spa pool deck. Concealed beneath the carbon fibre inlaid fore deck is a sun deck equipped with a large spa pool, sporting a built-in bar to ensure that every party is well catered for. Access is through a vertically sliding glass door in the windscreen of the pilot house where there is ample seating for 8 guests. The pilot house itself opens up to the lounge to provide a smooth transition and connection between the driver and the main guest area and at the same time letting in light from the main windscreen to the spaces below.
WWW.BOATMAGS.COM 7
EDITOR’S NOTE
Barry Thompson
WHERE HAVE ALL THE STERNDRIVES GONE!
PUBLISHER D&B Publishing Ltd Trading as BoatMags.com EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 email: barry@boatmags.com CONTRIBUTORS Doug Dukeson, Freddy Foote Derek the Chef, Laurie Cranfield, Mike Rose ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 email: doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 email: alex@boatmags.com PRODUCTION Design & Prepress: Annabelle Rose Design Mob: +64 (0)27 427 4559 email: design@annabellerose.co.nz Printer: PMP Limited WEBSITE Momentum Marketing Carl Thompson Tel: +64 (0)21 762 275 email: carl@gomomentum.marketing ACCOUNTS Soraja Thompson Tel: +64 (0)9 428 2086 email: accounts@boatmags.com CIRCULATION Gordon & Gotch Ltd SUBSCRIPTIONS Printed & Digital subs@boatmags.com Pacific PowerBoat is published bi-monthly January, March, May, July, September, November REGISTERED OFFICE 14 Glamis Ave, Manly, Whangaparaoa, Auckland, New Zealand. email: barry@boatmags.com www.boatmags.com Postal Address: PO Box 132 Whangaparaoa, Auckland 0930, New Zealand. All rights reserved. Reprinting in whole or part is expressly forbidden, except by written permission of the publisher. Printed in New Zealand ISSN 2230-4134 (Printed) ISSN 2230-4142 (Online)
I
t has been over ten years since I last attended a Ft Lauderdale International Boat Show and while I wasn’t surprised at the magnitude of the show, I was struck by the proliferation of multi-outboard powered sports boats and the lack of petrol sterndrives. Ever since the big horsepower six cylinders 4 stroke outboard arrived on the market, things have changed. In New Zealand, we have gone down the diesel sterndrive and single or twin outboards track with our larger trailer boats. But then we are talking boats up to around 8m being ‘big’. In the US that’s ‘small’ and when you walk around the show, you are confronted with 10m-15m centre consoles powered by four or five of the biggest, meanest outboards on the market. Mercury Marine’s 400Rs were everywhere and interestingly painted in individual custom colours to match the boats. This was also very evident with all outboard brands, with a significant emphasis on white engines with coloured accents. ETEC Gen 2 engines were virtually absent from the show and while Yamaha, Honda and Suzuki had a showing, it was unquestionably Mercury dominant. However, there was one exception, 7 Marine, and while not huge in numbers, they certainly were the eye catchers. Last year they had the 575hp V8 outboard and for this year’s show had upped that to 627hp. Their display had a range of boats including the 627s and 557s - the most powerful outboards on the planet, in triple and quad installations. When I went by electric water taxi from the massive outdoor displays at Bahia Mar Marina and headed across to the Convention Centre to check out the trailer boats, I had expected to see a lot more petrol sterndrives. Not so. Again there was an abundance of outboards and while some of the production trailer brands offered sterndrive options, the majority on display were outboard.
8 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
I asked Mercury about numbers recently and they said that sterndrive sales have dropped over 70% from the highs of 10 years ago. The slack has indeed been taken up by the bigger 4S outboards and with petrol at around $US2 a gallon (3.8 litres), in the States, who cares how much fuel you burn! Out of interest, I was told that a quad set up of 400R Mercury engines would consume a total of around 100 US gph (378 lph) at wide open throttle. In America, it is all about horsepower and cost doesn’t seem to come into it. A Mercury 400R will set you back around $US40,000, whereas a Seven Marine 627 will give you little change from $US100,000! After the Ft Lauderdale Show, I headed down to Key West to the World Power Boat Championship, where not only was my son Travis driving the Maritimo entry in Superboat Unlimited, but also the Kiwi boys, Wayne Valder and Chris Hanley were running Pro Floors in the Superboat class. (See full article page 68 this issue). Between the racing, I got to look, no sorry drooled, over the poker run boats, about 100 in all and 100% off the scale when it comes to awesomeness. There were 10m to 18m cats and monohulls all finished in wild graphics, with brightly coloured stunning interiors and powered by anything from turbines, Mercruisers 1650s and 1550s to quad outboards. Yep, those 400R Mercs again. Some of the poker run boats topped 160 mph on the trip from Ft Lauderdale and Miami down to Key West, fastest than some of the race boats. Supporting the poker run boats was a mini-show, which featured the latest engine technology, performance parts, tow vehicles and of course a Lambo or two…or three! If there is one place you need to visit, then it’s Key West. It’s somewhat like New Orleans and is party central South Florida. If the Kiwis and Aussies are back next year for the world champs, I am going to be there.
A LONG TRUSTED NAME IN NEW ZEALAND BOATING
DB070
Buccaneer create superbly designed, exceptionally well-built and finished boats with a full fibreglass one-piece Hull Liner. With 19 boat designs across 5 different ranges, there’s a model to suit everyone – from an agile runabout to tow the sea biscuit, right through to the ultimate marlin vessel. See what Buccaneer’s experience has done for Kiwis to create their own magical moments on the water.
PUBLISHER’S NOTE
Doug Dukeson
SUMMER’S HERE AT LAST
A
s I sit at my desk writing this column on December 1st, it is official, the first day of summer – promisingly, a cloudless blue sky with not a breath of wind. Earlier this morning, I walked my dog around the local Queens chain of Whangaparaoa, looking out to the mirror smooth harbour, wondering where else in the world would I sooner be… well, this is apart from possibly being out on the mirror smooth water, with a fishing rod in my hand. Then, I remembered where I really should be, back at my desk writing this column and preparing the big summer issue of Pacific PowerBoat, which you are now reading. To be fair, I have already been out on the water recently, just last weekend, with a group of good friends, fishing the local HBC Raiders Fishing Competition. It was most enjoyable and some great fish were caught. This competition, in just its third year, is a fast growing local competition and is very social with some great prizes up for grabs. These fishing competitions are also a great opportunity to catch up with like minded boaties and fisher-people in your area while supporting a good local charity or cause. I strongly recommend joining in your local comps. 10 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
2016 has been a great year, with order books for most boat builders full, in fact, I am unaware of any manufacturer that could physically supply another boat this side of Christmas if sold today. In fact talking to many manufacturers some of the sold orders may not reach their owners this side of Christmas. One of the main problems here – particularly for the South Island manufacturers is the recent Kaikoura earthquake that cut off their supply of resources require for manufacturing. It now seems to be getting back to normal. But a little splutter in the already busy system, was not needed. Full order books are great news for the industry from the manufacturers, retailers right back to the teams selling and manufacturing components such as the windscreens, engines and trailers. Long may this continue so more Kiwis and Aussie boaties can get out on the water in their new boats to enjoy our piece of paradise down under. Happy boating, have a safe and enjoyable Christmas and New Year. Doug Dukeson
Power Performance Style
STRATA 820 CABIN
STRATA 900
DB158
STRATA 1120
Phone +64 9 838 9024 Mobile 021 969282 Web: www.smuggler.co.nz WWW.BOAT M AGS.C O M 11
G U E ST CO M M E N T: G E O F F R O B I N S O N
Owner & founder of Christchurch based CSB Huntsman Boats
MOTHER NATURE SHAKING UP OUR INDUSTRY
F
rom North Canterbury through to Hawkes Bay good old Mother Nature strikes again and picks the worst time to throw a curve ball at us all. The marine industry is currently thriving, and enjoying the busiest and most active season we have seen since the GFC hit us in September 2008. It is a refreshing change from the roller coaster ride we have had the past eight years. There are a consistent convoy of 18 wheelers bringing raw materials and goods to the North and South Island boat manufacturers, only to be passed by transporters going the other way delivering someone’s new pride and joy around the country. This is undoubtedly the busiest time of the year for everyone and the pressure to manufacture and supply really builds over the October to December quarter. Us Cantabrians can sympathise and relate to the stress, personal anguish and life changing effects earthquakes have on the affected people and regions. At the Huntsman factory, we used to have an excellent single level, solid and well-maintained factory, but now have a split-level floor plan, have gained 14 inches in the length of our building and we are closer to sea level. If we let go of our tool trolleys, they roll away into the abyss. We have learned to live with the aftershocks and the repercussions of our earthquake, as those on Kaikoura that are now dealing with the unrelenting upheaval of the normal life as they knew it, will soon learn to do. Twelve hours after the first event I was on the phone to suppliers researching alternative delivery options for raw materials and alternatives to normal road transport for deliveries of boats North of Christchurch. Only a few days later and we were already fighting new challenges and navigating new hurdles and closed doors to minimise the inevitable impact about to unleash on production. While the Christchurch horizon has changed as a result of buildings collapsing or being demolished, Kaikoura has the added pressure of their landscape changing, as roads are buried by rubble, hillsides fall into the ocean and the seabed becomes the new foreshore. For the marine industry, the moored boats have little depth of water underneath them, boat ramps are suspended meters above the water and until a few days ago much of the marine life had made a run for deeper and calmer seas. This will have a dramatic effect on boating and create new challenges over the upcoming holiday period as tens of thousands of holidaymakers who usually descend on the Marlborough Sounds choose not to take the alternative 7 ½ hour drive to the Sounds. Instead, they may look to explore alternative destinations South and West of Christchurch, adding pressure to the already congested rivers, lakes and waterways at this time. For Kaikoura however, there is “light at the end of the tunnel”! (excuse the pun), as contractors work through the nights to create alternative road access in and out of the town in time for the festive season. Once the dust settles and the repairs are underway, businesses will again thrive as the tourists descend on the town to see the effects for themselves and to explore new landscapes and new reefs, to check out the Dolphins and the Whales and the new playing grounds for the seals. I wish you all a very safe, happy and well-earned break over the coming holiday period and may the incredible community spirit and support displayed throughout the whole country over these demanding times continue through us all. May mummy nature deliver to us all, stable ground and a nice warm breeze, good fortune and calmer seas.
12 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
SEEN & ADMIRED
Powerplay 56
Spirited Player T
ownsville-based designer James Dewing has been creating innovative, goodlooking, ocean-capable catamarans for the past 15 years. His latest creation, Ayahausea (pronounced I-O-Wash Ka) is a distinctivelooking Powerplay 56 with triple oval portholes in each hull and pronounced spray chines, picked out in white under the hull’s blue topsides. A full displacement catamaran, powered by twin 435hp IPS 600s. These give a top speed of 28 knots (lightship) but, more importantly, allow Ayahausea to cruise fully laden at 20 knots in good conditions and at a more-thanrespectable 15 knots in two-metre seas. With a massive 6500-litre fuel tank, Ayahausea can, in favourable passagemaking conditions, safely cruise to Fiji at 20 knots, with a good reserve, burning 75-80 litres per hour. Ayahausea’s owner wanted a forward-facing stateroom, complete with super king bed, on the main level, a somewhat unusual request
given that accommodation in catamarans is traditionally placed in the hulls with main deck given over to the saloon, galley and entertainment areas. Befittingly for a boat likely to spend some time passagemaking, the galley is of the seagoing kind: U-shaped and able to be worked in a seaway. The starboard hull contains a two-berth “kids’ cabin”, with a further two berths in a foc’sle “cubbyhole” and a toilet-shower that serves both the cabins and acts as a day head. The port hull is home to the main guest cabin, complete with queen-sized island berth; a captain’s cabin, with double berth against the bulkhead; a head/shower serving both; and the ship’s laundry. Positioning the flybridge stairs where the middle of the saloon would traditionally be means these arrive at the front of the bridge, the stairwell occupying about two-thirds of this space. The arrangement has allowed James to position an aft-facing L-shaped
14 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
settee on starboard, creating what will no doubt become a favourite viewing spot both underway and at rest. The helm station sits immediately aft of the stairwell and commands great 360-degree views. This is thanks to a combination of the windscreen’s large curved glass panels and minimalist alloy mullions, and the open sides and back of the bridge. Because modern flybridges obviously double as major entertainment centres, there is plenty of additional seating and lounging areas with a U-shaped settee and table aft to port and free-standing deck chairs on starboard. For those keen to swim, snorkel or dive there are the twin boarding platforms (the starboard one has the re-boarding ladder). Ayahausea can cover more than 1500 nautical miles, at a ground-swallowing 21.5 knots, on a single tank — and that is while working the IPS drives at 2800rpm. james@powerplaycatamarans.com.au
azimutyachts.co.nz
AZIMUT YACHTS INTRODUCES YOU TO THE WORLD OF THE MAGELLANO COLLECTION. THE NEW ITALIAN LONG RANGE.
The dual-mode semi-displacement hull reduce the impact with the waves and provide a smooth cruising experience whilst large fuel tanks and optimal fuel consumption assure great autonomy for long voyages. On the outside, the powerful exterior design innovatively combines form and function; on the inside, a new, cozy, modern yet timeless style is born. The new Azimut crossover: a modern and Italian take on the traditional trawler.
MAGELLANO COLLECTION
|
A brand of AZIMUT BENETTI Group
43 - 43HT - 53 - 76
120 Beaumont Street, Auckland City 1010, New Zealand P:+64 (09) 377 6602 E:info@pinnaclemarine.co.nz
SEEN & ADMIRED
Frewza F18
PUTTING A LID ON IT I
nvercargill-based alloy boat builder, Frews Marine have built up an enviable reputation for quality boats and the F18 Hardtop is a perfect example. Utilising the same hull as the F18 Fisher, the F18 hardtop expands the overall usability of this well-proven hull. It is a genuine all-rounder that provides a load of deck space for fishing and diving, plus with the added protection of an enclosed hardtop. The 5.75m x 2.25m hull is constructed of 4mm and 3mm plate on an 18 deg deadrise design. 6mm toughened glass is used on the high profile windscreens. Forward are two single berths, which are also available with an infill should you plan to go overnighting. There’s storage under the berths and good sitting headroom. The
wheelhouse has twin cantilevered seat bases with swivelling buckets, although there are plenty of seating options available. Across the transom, you can have just about any arrangement, with a popular option being a starboard side locker and port side step through with live bait tank. Under the chequer plate sole is a 100-litre fuel tank so there is plenty of gas available for day cruising. Power options are outboard only, with 80hp -115hp suitable. www.frewzaboats.co.nz For a full review on the Frewza F18 Hardtop see Alloy Boat #10 (Feb 2017 release) or go to www.boatmags.com and check out the video.
16 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
UNSURPASSED ACCURACY FOR OFFSHORE PERFORMANCE THE
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WWW.BOAT M AGS.C O M 17
NEWS
MCLAY ADDS NEW HARDTOP MODELS Following on from the success of new model releases earlier this year, McLay Boats continues to surprise. The popular CrossXover series has a new addition, the 651 CrossXover, which is the largest yet. The very versatile CrossXover range has been a winner for this progressive South Island builder and now comprises five models; 561,581,601 all open cabin style and the 611 HT and now 651 HT hardtop. The big brother of the 611 CrossXover Hardtop, this brand new model shares all of the great features that has made the CrossXover’s the top selling range of boats for 2016. The big difference between the 611 and 651
is the longer wheelhouse, which is slightly longer than the 611. This allows you to fit the optional bulkheads with a door so that you can have a lockable cabin. The forward cuddy cabin remains the same size and the cockpit is still big and open with an emphasis on fishing. Like all models in the CrossXover series, the power options are single outboards. Powered by a single Mercury 200, the 651 CrossXover will top out at around 71 km/h @ 6000 rpm. McLay Boats have also added another model to their hardtop range with the release of the 701 Gen II Cruiser. This model is the smallest in the Gen 2 Cruiser range and joins the 751 and 801. While retaining much the same
18 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
style and layout of the two larger models, the 701 Gen 2 does it all in a slightly more compact version. These Gen2 Hardtops are built on a new hull that is wider at the waterline than previous models, giving even better stability, yet maintaining the excellent ride and handling McLay Boats are renowned for. The raised shear-line hull shape gives a whole new streamlined look combined with more internal space and loads of new features. The Gen II Cruiser range is aimed at both fisherman and family boaties who want that little bit extra in a boat. www.mclayboats.co.nz
FULLY CNC MACHINED PROPELLERS IN JUST 7 DAYS
- FULLY CNC MACHINED -PROVEN DESIGN -20” TO 32” DIAMETER -HIGH STRENGTH BRONZE
YAMAHA SUMMER OUTBOARD CASH BACK OFFER Yamaha has announced the launch of a new summer retail promotion, offering customers a cash back redemption on portable and mid-power four-stroke models in the range from 2.5 to 80 horsepower. This new promotion comes at a great time for customers who are looking to get on the water for the upcoming holiday season. The promotion will be available for outboards purchased between Thursday 1st December 2016 and Tuesday 28th February 2017. Cash back amounts as follows – For purchases of F2.5, F4, F5, F6, F8, F9.9 and FT9.9 receive $150 cash back. For purchases of F15, F20, F25, F30, F40 and FT25 receive $250 cash back. For purchases of F50, F60, F70, F80, FT60 receive $500 cash back. Terms and conditions apply. Ask your local authorised Yamaha dealer for details.
In stock propellers delivered within 7 days to most locations. Contact Q-Marine for more information.
POWER AND PROPULSION
5/7 Marken Place, Wairau Valley, Auckland.
www.q-marine.co.nz
PREMIER SHIPPING • Specialist Worldwide Shipping of Boats and Marine Equipment •
NEW PROPELLERS IN 7 DAYS Did you just crunch your propellers and need new ones asap? Q-Marine International can fully CNC machined propellers within seven days. Conquest Propellers are a well-proven design manufactured to the most exacting tolerances entirely by CNC. In most cases, the company says they can supply new propellers to you within seven days. The fully CNC machined propellers are manufactured in high strength NiBrAl, with some sizes also available in bronze and have a flat faced, mildly skewed blade profiles. Large stock numbers are available for immediate delivery. Q-Marine International Ltd, Ph: 09 448 5801 | E: info@q-marine.co.nz | www.q-marine.co.nz
Contact us for a quote: Sara Meyer, Trade Manager – Projects & Marine Phone: +64-9-9666573 Mobile: +64-21-658133 Email: saram@oceanbridge.co.nz
www.oceanbridge.co.nz Members of: NZ Marine Export Group NZ Marine Industry Assn
WWW.BOAT M AGS.C O M 19
NEWS
ROBUST SALES AT FLIBS The 57th annual Fort Lauderdale International Boat Show (FLIBS) wrapped up on November 7 with positive feedback from exhibitors about buyer enthusiasm for the products on display and the enhanced show experience. Attendance at the five-day show was up 5 percent compared to the 2015 event. Among all segments of boats on display, the largest increase was boated in water under 100 feet in length, which grew 2.9 percent over last year. In the superyacht sector, seven yachts larger than 60m were the biggest collection in this size category in the show’s history. In addition to offering boats for every budget, the 1,000 exhibitors from more than 30 countries presented all types of marine products and accessories, from high-tech electronics to marine art and personal water toys, in total valued at more than $4 billion. Maritimo had a large display at Fort Lauderdale and International Sales and Marketing Manager, Greg Haines, said sales were recorded across the range. “Our M64 cruising motor yacht was by far the most popular model in terms of interest and we have achieved sales of that vessel and also the M51 and M54,” he said. “The thing about this year in Fort Lauderdale was that the confidence among prospective buyers was very high despite the election result not being known at that stage. “We have sea trials scheduled on the M64 and the M70 and I am confident that more sales will result.”
Chris-Craft Commander 42 Released Chris-Craft has added the Commander 42 to its lineup for 2017. The Commander 42 marks Chris-Craft’s re-entrance into the cabin cruiser market through a range of New England Lobster-style open boats that dovetail perfectly with Chris-Craft’s classic design philosophy. With a modern interpretation of a historical lobster boat line, the Commander 42 embraces the brand’s timeless heritage and signature design. The Commander 42 has a distinctive hull design and will be powered by twin Volvo IPS 600 D6 435-HP engines. It has two cockpit areas for entertainment (one open aft, and one under a hardtop which can be fully enclosed with sliding doors), a large sunbed on the bow, a cockpit galley, sleeping below for five people, a head and separate shower, teak floors in the cockpit, wooden floors below deck, beautiful upholstery, and classic Chris-Craft design details throughout. Chris-Craft has plans to launch a Commander 36 and Commander 52 in 2017, bringing the Chris-Craft Commander range of open boats to three models, which will be sold exclusively on a global basis under the Chris-Craft brand name. www.sportsmarine.co.nz
AZIMUT CELEBRATE SUCCESS IN NEW ZEALAND Azimut Motor Yachts New Zealand proudly presented a weekend of yachting luxury and entertainment recently at the Royal NZ Yacht Squadron showcasing the NZ debut of the Azimut Magellano 66, 43 and Atlantis 34. The Saturday evening saw an exclusive invitation only premiere event, where guests were treated to Italian Wines and canapes, given the opportunity to try 20 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
new fragrances from Bulgari and were able to appreciate the fine lines of the Aston Martin and Lamborghini supercars on display courtesy of Independent Prestige. But perhaps most importantly, guests were able to view four recently landed motor yachts, direct from the Azimut shipyards in Italy where the attention to detail and the excellence of Italian Design was clearly evident. The Atlantis 34, is the companies stock demonstrator and available for sale. www.pinnaclemarine.co.nz
NEWS
TWO NEW ENGINES FROM YAMAHA Yamaha’s innovative new F25 is around 25% lighter, giving it a unique and unrivalled power-to-weight performance. Not only is the performance smoother and more impressive than ever, but there are many thoughtful For example, portability and storage are easier, thanks not only to the new lighter weight, but also to the comfortable new carryhandle design and the two conveniently placed resting pads. Maintenance is simple too. An easy access hose connector on the lower cowling allows you to flush salt and dirt from the waterways without starting the engine. The incredibly light weight is not the only technical advance feature on the exciting new F25. Easy starting, even under the harshest conditions, is assured by the new battery-less electronic fuel injection (EFI) system and a choice of electric, manual or electric/manual starting options are now available. The convenience of the new Electric Start option brings full compatibility with Yamaha’s advanced Digital Network System, which includes the availability of clear, stylish gauges that offer the driver a comprehensive selection of running data and engine performance information, as well as a more precise and relaxing level of control. Our multi-function tiller handle is another
attractive option for this engine. It has a forward-mounted shift control within easy reach of the driver and a large, strong tiller and throttle twist-grip, for very comfortable steering, handling and manoeuvring. The integral VTS (Variable Trolling Speed) system not only provides a lower than normal idle speed, but also means you can control your trolling speed in simple 50 rpm steps - ideal for fishing. This handy new advantage is standard on tiller handle models and an option on remote control models of the F25. Even lighter and more compact - that’s how Yamaha have made their latest-generation F90 faster and more powerful. Yamaha engineers have not only re-designed certain components to make this latest model even more compact, but at the same time, a significant weight saving has been achieved. The F90 not only delivers this higher level of performance, but does it even more smoothly and quietly, with ultra-low sound and vibration levels thanks to the re-design of the exhaust system, the addition of an intake silencer and the improved rigidity of the engine unit itself. Full compatibility with Yamaha’s unique
Digital Network System brings with it an impressive array of sophisticated control functions and options, including availability of a wide range of digital gauges, VTS (Variable Trolling Speed) control and the exclusive Y-COP immobilizer security system. A multi-function tiller handle is another attractive option for this engine. It has a forward-mounted shift control within easy reach of the driver and a large, strong tiller and throttle twist-grip, for very comfortable steering, handling and manoeuvring. www.yamaha-motor.co.nz
POWER RANGE
MY Contact our team today
44
The new MY 44 features an incredible design, abundance of space and extraordinary fuel efficiency.
NEW MODEL
See her first at the 2017 Sydney International Boat Show. Book your guided tour today.
MY 37 MY 44 MY 55
AUSTRALIA Phone +61 (0)7 5452 5164 info@multihullsolutions.com.au www.multihullsolutions.com.au ASIA Phone +66 (0) 76 238 117 info@multihullsolutions.asia www.multihullsolutions.asia
ASIA | PACIFIC WWW.BOAT M AGS.C O M 21
NEWS
Big Boat Boom at Maritimo In the world of Maritimo, it seems that big boats are all the go with 2016 seeing a significant lift in the number of sales of the company’s largest models. The flagship M70 cruising motor yacht, which was launched in December 2014, has remained a standout model for Maritimo and there have now been twelve sold to owners from the USA, Fiji, France and Singapore. The base price for the M70 is $AU3,037 million. The first S70 sedan motor yacht was developed specifically for a New Zealand based owner who undertook worldwide research before settling on the bespoke Maritimo S70. The S70 will be released in May next year with a base price of around $2,965 million. Maritimo’s International Sales and Marketing Manager, Greg Haines, said the number of large motor yachts the company had sold in 2016 has increased on the previous year. “The M70 cruising motor yacht has been one of our best models, but the new M64, released just before Sanctuary Cove this year, has also attracted a lot of interest and eight M64’s have now been sold,” he said. “The base price for the M64 is $2,592 million,” he said. “Overall Maritimo has had a very strong year
VOLVO PENTA EXPANDS INTERCEPTOR SYSTEM
and sales are up. “The larger boats in our model range are gaining a worldwide reputation for their overall volume, the luxuriousness of the finishes, their seaworthiness and their fuel efficiency. “We recently had an M64 travel from the Gold Coast to New Zealand under its own steam, on a journey involving 138 hours at sea and the boat never missed a beat. It is this sort of performance that is seeing the brand shine internationally.” He said Maritimo’s expanding international dealer partner network continues to grow and this was underpinning the overall success being enjoyed by the company. Maritimo’s Australasian Sales Manager, Ormonde Britton, said Australian sales are continuing to increase and product demand for the M & S series is continuing to expand. He said that the Australian market still represented more than 50 percent of the company’s overall business and Maritimo was proud of the fact that many of its Australian and New Zealand customers were multiple boat owners, sometimes on their third or fourth Maritimo. “Our Australian owners are very loyal to the brand and our research
Volvo Penta has created additional sized interceptor blades and further software options to expand the Interceptor System 300-1050. The modifications mean that the system now has greater functionality and is available for a wider range of boats.
22 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
shows that they love their Maritimo’s and the lifestyle that ownership provides,” he said. Maritimo’s General Manager – Operations, Phil Candler said: “Our factory is increasing production to meet the market demand and we currently have forward orders across the entire range.” “The S70 will be released at the Sanctuary Cove International Boat Show and the new S59 will be released at the Sydney International Boat Show in August. “ Maritimo also increased its focus group research initiatives to get ‘coal face’ comments and feedback on all aspects of the model range with a view to continually improving and upgrading the vessels on offer. “Our factory is in full production and as an example, we have three M59’s that have to be delivered before Christmas and the S70 has to be ready for Sanctuary Cove in May”. “We have an exciting year coming up in 2017 with the race team competing again in both in the Australian Championships and the World Championships in Key West, the ongoing expansion of the international dealer partner network, reconfiguring the Elandra range and working on exciting new Maritimo models,” he said.
Volvo Penta has added smaller interceptor blades, of 300mm and 450mm, to its range so that the new Interceptor System is available in six sizes, up to 1050mm. The extension of the range means that compact vessels with twin four-liter engines up to large boats can now use the system. The new smaller blades can also be fitted alongside larger sizes – for example, 450mm and 1050mm to equal 1500mm – to create an even greater number of sizing options. Marcus Pettersson, product development specialist for vehicle electronics at Volvo Penta, says: “The new blade sizes widens the range of boats that can use the Interceptor System, from smaller boats with twin four-liter engines to much larger boats. Up to four blades can be used in an installation, and can be combined as required for the boat. Each side, port or starboard, are treated as one unit and used together.” The Interceptor System is integrated into the Electronic Vessel Control (EVC) for ease of operation and monitoring. The automatic options work by using GPS, rudder angle, engine data, gyro sensor and an accelerometer (which measures the acceleration of movement). www.volpower.co.nz
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METAL DESIGNS SOLD Metal Designs (Auckland) Ltd is now under new ownership, with Bruce de Baugh deciding to hand up his welder and retire. The new owner of the business is Philip Barrack. The company is well known for their Commando boat brand and their work with commercial vessels, such as rubbish barges and pontoons. De Baugh says that he is confident the business will continue to be a success under the new ownership. “We have sought out a buyer who appreciates the business, understands how to operate it properly, recognises our good relationships with existing customers, and is keen and capable of developing its future potential”, he says. www.commandoboats.co.nz
NZ exporter wins USA award two years running
FAMILY BOATS EXPAND Family Boats, one of New Zealand’s largest boat yards has just got bigger. The Ti Rakau Rd, East Tamaki, Auckland premises has moved into the area left vacant with the departure of Auckland Marine Centre. AMC have moved to new premise just down the road and so the opportunity to take over the space next door was an obvious one for Family Boats. Family Boats are agents for an extensive range of new brands including Southern, Buccaneer, Four Winns, Gemini, AB. Brig and Yamaha outboards. Family Boats, 249 Ti Rakau Rd, East Tamaki, Auckland, Ph 09 2740511 | www.familyboats.co.nz
Oceanmax is a marine export company that is in major growth mode. Boosting their efforts and resources into the US market, their hard work has paid off once again, by winning big for the second time in a row, at US retailer West Marine’s annual Very Important Vendor (VIV) awards. For two years running, Oceanmax has received the much coveted ‘Best Port Supply Support’ award. Port Supply is the B2B arm of West Marine, supplying direct to the US boatyard market, with 55 sales reps supporting Propspeed in the market. This was awarded to Oceanmax to recognise their dedication over the past year. US-based West Marine are the world’s largest speciality retailer of boating supplies and accessories. Oceanmax supply Propspeed, the industry-leading foul release system, to both West Marine and its wholesale division, Port Supply (recently rebranded to West Marine Pro). “Winning the award two years running, from the world’s largest marine retailer, is a tremendous recognition of the dedication of our 3 US-based staff, and the support that our NZ office provides.” Clint Jones, Oceanmax Managing Director. www.propspeed.com
AUCKLAND MARINE CENTRE HAS MOVED
Auckland Marine are agents for Sea Boss boats.
Dealer principal Gary Hatton says the move to a bigger premises in mid-November, to the new site a kilometre up the road at 277 Ti Rakau Drive is an excellent move for the company. Auckland Marine Centre now occupy a site currently used as a car yard, adjacent to Sports Marine. Gary says the main advantage for them is a larger undercover showroom, along with
24 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
more yard and workshop space. As an accredited Mercury Marine service provider, Gary says the workshop area will reflect what customers expect in the way of service representing a modern, reputable brand. “The bigger area will allow us to display better not only the Mercury engines but our boat brands which include a mixture of fibreglass and alloy, namely Fi-Glass, Quintrex, Senator, Sea Boss and White Pointer” Gary says. www.aucklandmarine.co.nz
NEWS
Chaparral launches into 2017 - Chris Beattie
Chaparral Boats held a launch for a range of new boats for the Down Under market at Phillip Island, south-east of Melbourne, in early December. The focus of the launch was the high-end American company’s new range of Vortex jetboats and SunCoast outboardpowered bowriders. In total, there were six boats to sample, including the single-engined Vortex 203 VR and the 223 VRX twin-engined boat, while the SunCoast range of outboard-powered rigs included the conventional 210 bowrider, plus a versatile Ski and Fish variant. Rounding out the launch fleet were the 230 and 250 SunCoasts. The new Vortex jets were of particular interest, with power provided by BRP/SeaDoo-derived Rotax-engined jet units. The 203 was powered by a single Rotax 4-TEC unit, while the 223 boasted a twin-jet set-up. Based on my previous – albeit limited – experience of US-built jetboats, I was prepared for a rough ride given that they are normally designed for smooth inland waterways, but I was pleasantly surprised to discover that the new 20-degree deadrise Vortex hulls have been designed with the
possibility of rough water in mind. We were also given a demonstration of their wake surfing ability, with a local wake surfer managing to catch a few waves just a metre or two off the stern of the 223. The unique handling characteristics of the jets took a bit of getting used to, especially when docking, but once underway they certainly delivered in terms of performance and manoeuvrability. Of the SunCoast range, all, apart from the flagship 250, had Honda power, while the 250 sported a 300 Verado. As always, the Hondas impressed with their quiet, smooth running and solid mid-range performance. Again, as with the jetboats, the ride on all boats was superb, while there was much to like in terms of the layout and general amenity for a boatload of guests who want to make the absolute most of their time on the water. “Chaparral’s point of difference is a commitment to building ‘salt water tough’ boats, using better materials and construction techniques than their competitors,” said Chaparral Boats Australia, Scott O’Hare. “With the big shift around
the world from inboard stern drives to ultraefficient outboard power, and now even jet power; the versatility of the latest Chaparral designs definitely fits in with what seems to be a renewed connection to coastal boating. “The new Suncoast and Vortex ranges have been so well received around the world and no more so than in New Zealand, the biggest boating nation, per capita, on Earth. Kiwis are seeing Chaparral for what it is -- one of the world’s best sports boats -- and are already voting with their wallets.” Kiwi boaties were represented at the launch by Ian Brown, dealer principal of Wanaka Marine, who says he is keen to spread the Chaparral message. “The first stock boats have been ordered and are due to arrive before Christmas,” he said. “The NZ dollar is strong, enquiry is up and we are looking forward to presenting Chaparrals to our customers,” said Brown “With such a big choice, the biggest problem for many customers will be trying to figure out which model they want!” Wanaka Marine Ph +64 (0)3 443-9062 or chaparralaustralia.com.au.
it features smooth contours designed by Stefano Righini and the extensive use of carbon fibre, which translates into a significant reduction in weight and increased interior and exterior volumes, for the maximum comfort. For Azimut 66, this is the second acknowledgement received a matter of days since its presentation at the Cannes Boat Show. A few days later, in fact, the yacht was officially nominated for the European Powerboat of the Year Award 2017, competing against five other boats in the category over 45’. Both
the award and the nomination are a further demonstration of how highly this model is appreciated for its uniqueness and originality, after being given an extremely favourable reception by the market. Most importantly, they confirm the success of the strategy of making long term investments in research and development, in the implementation of production processes, and in the development of new products, totalling about Euro 100m in the three-year period 2016-2019. www.pinnaclemarine.co.nz
AZIMUT 66 WINS WORLD YACHT TROPHIES AWARD The award recognises the research and development investments made by Azimut Benetti Group in recent years, which continue to contribute to maintaining the shipyard’s position of leadership on world markets. Organised by French magazine Yachts France in the framework of the 2016 Cannes Yachting Festival, the World Yachts Trophies are considered among the most prestigious awards in the industry. For 2016 the Azimut 66 won the “Most Technologically Advanced Yacht” in the 50’ to 80’ range. Azimut 66, which made its debut at the Dusseldorf Boat Show last January 2016, is one of Azimut Yachts’ most popular models and packed with advanced technology. The new icon of the Flybridge Collection,
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NEWS
• Marina • Drystack • Boatyard 50 tonne travelift • Trades or DIY
PPB0914
Twin Disc the choice by Whitehaven
15 Westhaven Drive, Westhaven, Auckland, New Zealand
Phone: 09 374 4461 Fax: +64-9-374 4462 Email: info@pier21.co.nz / www.pier21.co.nz
26 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
The sublime custom-designed and built Whitehaven 7500 Sports Yacht, Finito, (See full review this issue) was designed as its owners’ “forever boat”, brimming with custom-made features and high-tech equipment, including full, state-of-the-art Twin Disc transmission and propulsion control systems. Working closely with Whitehaven founder, Keith Hanson, Ray and Denise were impressed with all the attributes of the Twin Disc systems. “Ray and Denise experienced the technology first hand at the 2016 Sanctuary Cove Boat Show on the Twin Disc demonstration boat,” said Keith. “We were all convinced by the Twin Disc QuickShift transmission, coupled with its EC300 propulsion. The Express Joysticks are a sheer joy to use and make docking and manoeuvering simple and user-friendly.” Finito uses the revolutionary new Twin Disc QuickShift transmission, designed to interface with the Twin Disc EC300 MGX Electronic Control System. Added to that, there are three Express Joystick System stations, one at the main helm, one each side in the cockpit. The Twin Disc Express Joystick System (EJS) revolutionises docking and slow speed manoeuvering of diesel-powered conventional driveline boats. With easy fingertip movements, owners control direction and speed, instantaneously. Working in tandem with the with Twin Disc Express Joystick System, Express Positioning maintains a vessel in a fixed position and heading at the touch of a button. A dedicated, highly accurate and reliable GPS receiver determines the vessel’s exact location and heading and the Twin Disc EC300JS controller commands the Twin Disc QuickShift transmissions and Twin Disc proportional hydraulic thrusters to smoothly and instantaneously maintain the precise station coordinates and heading. Trevor Tucker, Sales Manager, Northern Region, Queensland, NZ, South Pacific and PNG explains how it all fits together seamlessly in one great package. “The Twin Disc integrated system starts with QuickShift transmission for precise control of the propellers. Over the top of those gearboxes is the EC300 dual overhead station at the main helm. Then we added the Express Joystick system that puts you in complete control of the props and the proportional bow and stern thrusters, which ramp up and ramp down progressively depending on the movement of the Joystick. “On top of the Joystick system, we added the positioning system, which is where the magic comes in. You just push the button and the boat holds its position, like the ‘hand of God’ holding the boat in one place!” The hydraulic thrusters were supplied by Side Power as was the stabilisation system. In a first for the company globally, Twin Disc Pacific integrated its system with the Side Power hydraulic thruster system. “And it worked very well, in fact, it was perfect!” states Trevor. The fly-by-wire concept behind the EC300 makes the system easy to install on a new boat or retrofit. This highly sophisticated electronic platform can be easily taught your preferred operating settings, making hunting for a specific “sweet spot” a thing of the past. www.twindisc.com.
NEWS
PROTECTORS MAKE BIG SPLASH IN WA
The New Zealand designed and built Rayglass Protector range is now proving increasingly popular in Western Australia. Rayglass’s Perth Dealer, Alf Barbagollo, has just taken delivery of a new large shipment of the world-renowned RIBs, all of which had been pre-sold. These latest additions to the Western Australia pleasure boat fleet include versatile 9m and 11.5m centre consoles and 12.5m luxury Cabin SLs. “Our customers like the workmanship and quality of these Kiwi-made Rayglass Protectors,” says Barbagollo. “Our discerning clients especially love the way the Protectors
cope with our often-rugged waters, giving a soft, comfortable ride, regardless of the conditions. With their latest generation Verado outboards they are also perfect for fast, safe passages out to Rottnest Island and other outer island holiday destinations.” The Protectors success in Western Australia follows that on the country’s east coast, especially in Queensland where they are often used for fast cruising out to the Great Barrier Reef and for offshore fishing. “The Protectors’ ability to travel a fair way offshore quickly, safely and with a high degree of comfort has been a strong selling
point for us all over Australia,” says Rayglass CEO Dave Larsen. “So has their incredible versatility, the high quality of build, their good looks and a top class finish, both inside and out.” The Protectors high build quality and ability to travel quickly, safely and comfortably in virtually any conditions has also seen them successfully employed around the world: as patrol and rescue boats, as support vessels for international yacht racing teams, as fast pleasure cruisers and sports fishing boats, and as superyacht tenders. www.rayglass.co.nz
GENERATION 4 LED UNDERWATER LIGHTS
THRU-HULL SERIES
6
12
18
AQUALUMA.COM Designed and Manufactured in Australia
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NEWS
LUMITEC INNOVATIVE NEW LIGHT DESIGNS 12,000 lumens of measured output and housed in a heavy-duty aluminium casing this in the ultimate DC work light for the toughest of jobs. Lumitec has also expanded their best-selling underwater light range with the new full colour-RGB SeaBlaze Mini Spectrum that now offers nearly infinite colour options with a powerful 500 lumens of measured light output. Constructed from a robust anodised aluminium housing, these new underwater lights offer a series of user-selectable modes, come with an easy surface-mounting system that can be quickly and easily connected with just two wires and requires no external control boxes. The Lumitec Mirage range utilises the most efficient emitters that are commercially
available. The measured lumen output of these new lights is impressive. The profile of the Mirage range is among the slimmest in the industry. Lumitec has just released two new models in five new designs to the popular Mirage LED series. These include a round positionable light with a 33.5-degree angle of rotation as well as a series of stylish, European square glass finish designs with a choice of white, glass or polished trim options. There is also a new robust range of Pinnacle cockpit flood lights, designed with a durable aluminium housing that is completely water sealed. Available in a choice of colours being black, white, or chrome, these compact flood lights have a very powerful 1,000 lumens of measured light output. www.amwholesale.com.au
DB157
Australian Marine Wholesale (AMW) has just released eight new innovative special purpose marine Lumitec LED light designs to their already extensive interior, exterior and underwater marine ranges. The Maxillume range of floodlights has two new models, the h60 and h120, which have been engineered to incorporate the very latest advances in LED emitter technology with improved optics and cooling. The new h60 flood has an impressive output of more than 6,000 lumens, delivers twice the output of previous models, offers a series of new mounting options and comes with the Lumitec proven internal dimmer control. The new Maxillume h120 has been designed and engineered for tough-working applications having been tested to withstand vibration and shock. Delivering more than
2017 VR5 Cuddy (6.20m)
28 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
2017 Ciera 8 Cuddy (8.15m)
NEWS
HORIZON RELEASE FIRST LUXURY SPORTS YACHT Working closely with HMYA, Horizon has developed the first luxury sports yacht model the E56XO; based on the popular E56 motor yacht model, the new E56XO features a 4.8m beam, three spacious guest stateroom layout, and numerous alfresco entertaining areas that rival those found on larger yachts. While the E56XO has been designed to appeal to Australia’s clientele, she stays true to Horizon’s flexible nature as a luxury yacht builder and can be modified to satisfy other markets around the world. Hull one made her world debut at Australia’s Sanctuary Cove International Boat Show in May 2016. Horizon reduced the gunnel heights to ensure the E56XO had a lower profile and larger window lines, creating the desired sporty look but without compromise to the quality of design or interior volume. The outdoor entertaining areas on the forward deck and aft deck are unparalleled on a 17m yacht, with both sun pads and a built-in dinette. An aft deck transom wet bar and cabinet, a
customised feature for the E56XO, opens into a serving area, complete with a BBQ, sink, storage, 22” TV, and even a baitwell - this is truly an alfresco gathering area for family and friends to sip cocktails at happy hour, grill their fresh catch, or watch the sun sinking over the horizon. The E56XO features a fully-equipped aft galley and breakfast bar with an abundance of storage for all your culinary needs. Moving below deck, the E56XO provides three guest staterooms -- a mid-ship Master stateroom, forward VIP stateroom, and twin
guest stateroom - for complete comfort when on board. The Horizon E56XO can reach a top speed of 26 knots powered by twin CAT C12A 715HP engines; if the optional Volvo IPS 950 engines are utilised, she will reach a 32knot top speed. She is also equipped with the popular Yacht Controller wireless remote docking system for stress-free manoeuvring and docking, and the hull has been designed to accommodate Seakeeper gyro stabilisers if desired. www.hmya.com.au
In 1956 the Tohatsu tradition began by building reliable motors for Japanese commercial fishermen who needed an outboard motor that could run for days on end, no matter what the weather. The ocean-tested engineering that enabled Tohatsu motors to work under these demanding and often harsh conditions have given Tohatsu a reputation for reliability and toughness.
DB094
This has continued over the past 60 years, with Tohatsu’s commitment to introducing new products and technology into the market that evolves with the times and needs of their customers.
Phone: 04 237 7800 | email: sales@diversifiedproducts.co.nz
For more information on the full range of 2 Stroke and 4 Stroke Tohatsu engines visit our website: www.tohatsu.co.nz WWW.BOAT M AGS.C O M 29
NEWS
Trim and Stabilisation Systems
NEW - The X-Series
Game & Leisure Boats partners with Viking Yachts • Available in 4 sizes for superior reliability in boats 25’ up to 60’. • Powerful 50mm (2”) blades for world class motion control.
• Reliable performance with ultra-fast blade speed.
• Auto-Trim, Auto-List, Coordinated Turn and Active Ride Control.
FULL COMMERCIAL RANGE ALSO AVAILABLE
Graham McCloy and the team from leading big boat retailer Game & Leisure Boats, have announced that world renowned game boat manufacturer Viking Yachts has chosen Game & Leisure Boats as their dealer for Australia and the South Pacific. The legendary Viking range will offer the local game fishing market a leading range of serious game fishing boats from 37 to 92 feet. To coincide with the announcement, Game & Leisure Boats has secured their first Viking sale with a new model Viking 37 Billfish to arrive into PNG in mid-2017. The new Viking 37 is designed to emulate the historic Merritt and Rybovich day boats of a bygone era, the Viking 37 Billfish raises the bar on the memory of these classic vessels with sleek, contemporary styling and modern and more durable materials to offer better performance, easier maintenance and attractive overnight accommodation. Now an integral part of the Viking Yachts line up, the 37 Billfish is built to be a bluewater ready tournament contender that is equally at home fishing for dollies off the Gold Coast, marlin in PNG, or big pelagics anywhere in the South Pacific. “Viking Yachts are renowned for building some of the best game fishing boats in the world, and we’re extremely excited that we are the exclusive agents for this leading global game boat brand. Viking offers a great range of sports fishers from 37-52 feet, and an impressive selection of big boats up to 92 feet, ideally suited to Australia and the South Pacific,” said McCloy. Game & Leisure Boats on 07 5577 5811 | www.vikingyachts.com.
NEW NAVILED 360 POLE SERIES FROM HELLA Taking the popularity of the new NaviLED 360 Compact All Round / Anchor lamp Hella marine has released a pole mount range with fixed, fold down and plug-in base options. Using only the highest quality materials the NaviLED 360 Compact series is proven to withstand the harsh marine environment and drawing less than 1W offers exceptional power savings
Durability by
HUMPHREE®
continuous innovations since 2002 Distributed by Volpower NZ Limited For New Zealand & Pacific Islands Ph. 0800 865 769 or 09-2744305 www.volpower.co.nz 30 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
Each lamp is completely sealed (IP67) and manufactured using ultradurable acrylics that are extremely UV, impact and chemical resistant meaning they will not fade, yellow, become brittle or corrode, ensuring an ultra-long service life. Internationally approved the NaviLED series meets the requirements of COLREG, USCG, ABYC-16, RCD and WHEELMARK. Multivolt circuitry provides constant illumination and circuit protection from 9-33V DC, even under severe voltage fluctuations. Hella marine LED Lamps are designed and manufactured in New Zealand, supported by a 5-year warranty for complete peace of mind and available from leading marine distributors. www.hellamarine.com
GOLD COAST MARINE EXPO MOVES TO MARCH 2017 The first major event of the 2017 Australian boat show season will be staged in March right in the heart of the nation’s recreational boating industry capital on Queensland’s Gold Coast. The Gold Coast International Boat Show & Marine Expo sees the dates of the awardwinning Gold Coast International Marine Expo move forward to 17-19 March 2017. The Gold Coast International Boat Show & Marine Expo will be operated and managed with the support of the Boating Industry Association – Australia’s peak industry representative body, and held at the Gold Coast Marine Precinct at Coomera. Expo’s dedicated Event & Marketing Manager Emma Brown will lead the boat show management team to ensure a smooth transition to the 2017 March dates. “A stand-alone Gold Coast International Boat Show & Marine Expo means the Expo we all know and love will be able to continue to grow and build on its proven success -
2016 was our biggest show in six years,” said Mrs Brown. “The new March dates create further lead time for our exhibitors as existing boat owners can prepare for their coming summer – fresh in their minds are their considerations for repowering, replacing or upgrading their boat’s systems and accessories, or buying a new boat or yacht to further enhance their leisure time with their families next season. “For manufacturers, importers as well as accessories and service providers, the pre-winter campaign timing is a business imperative.” The Gold Coast International Marine Expo was created by marine industry leaders in the extremely tough economic times of 2011 to
help the boat industry get back on its feet. The event has today transformed the concept of a traditional boat show by engaging, educating and entertaining over 100,000 visitors, many of them new to the boating life. In 2015 Expo was named as Australia’s Best Exhibition at the Australian Event Awards – the same year it changed its dates from November to May. The 2016 Expo – this year a national finalist for the Best Exhibition Award – was the largest in the event’s six-year history. Application to exhibit for the 2017 Gold Coast International Boat Show & Marine Expo to be staged in March 2017 can be found on: www.gcmarineexpo.com.au
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NEWS
SUZUKI MARINE JOYSTICK SYSTEM Suzuki Marine Aust/NZ has released the Suzuki Precision Manoeuvring (SPM) joystick control system, offering its customers a seamless driving experience in any condition or at any speed. The SPM system provides fully integrated electronic throttle, shift, steering and joystick control for twin and triple-powered boats equipped with Suzuki’s high-performance 4-stroke outboard motors. SPM utilises the Suzuki Precision Control (SPC) drive-by-wire throttle and shift controls, combined with electronic power steering and joystick control systems and is available with DF150TG, DF175TG, DF200AP, DF250AP and DF300AP outboard models. The result is a consumer experience that allows for positive, seamless control, whether manoeuvring in close quarters or running at speed in challenging offshore conditions. “We are extremely excited about the release of Suzuki Precision Manoeuvring,” said Mr Sean Allen, National Marketing Manager Aust/NZ. While underway at higher speeds, an advanced electronic helm provides steering via a control module, with steering effort and number of turns lock-to-lock completely customisable based on user preference and driving style. At low speeds, the joystick can be engaged, providing integrated throttle, shift and steering control to manoeuvre the boat in practically any direction. www.suzukimarine.co.nz
DOCK PRO BUILDING BIGGEST SEAPEN YET A simple concept meticulously executed SeaPen is one of the market leaders in water level dry-docking. Shortly they will be delivering their most significant SeaPen yet, to go under the new Whitehaven 750. Based in Darwin, the owners of Finito have already had a 20m SeaPen, so are not unfamiliar with the system. The SeaPen suits all vessels - from a 5m bow rider to a 30m luxury cruising yacht and can be customised to suit most vessels and berthing situations. Many people are surprised to learn that DockPro has been installing SeaPens on large boats for many years. “We are looking forward to installing the SeaPen on Ray and Denise’s new Whitehaven 750, such a beautiful vessel, whose hull will stay clean and barnacle free giving them the best performance possible for Finito”, says Sandra Barber, Sales Manager for DockPro. This is one of the largest SeaPens that has been manufactured to date and is Ray and Denise’s second SeaPen having had a 20m SeaPen on their previous vessel. Every SeaPen is made in Australia at the factory located in the Gold Coast Marine Precinct in Coomera and is an Australian invention. www.dockpro.com.au
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www.seaforce.co.nz 32 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
NEWS
SUZUKI MARINE UNVEILS LATEST “BIG BLOCK” The Haines Group, distributors of Suzuki Marine outboards, has announced the release of its new high performance, 4-cylinder DF150AP/ DF175AP 4-stroke outboard motors. Repackaged with the latest refinements and innovations as seen in the DF200AP (released April 2015), the DF150AP and DF175AP offer the same lightweight and compact design while boasting the largest displacement in their respective classes (2,867cm3), for outstanding performance and power. Equipped with the same 2.9 litre “Big Block” in-line 4-cylinder DOHC engine, the new outboards also feature a higher 10.2:1 compression ratio generating more power to deliver exceptional acceleration and low-end torque. Suzuki’s Selective Rotation, a key feature of the AP models, means the motors can be configured for either regular or counterclockwise operation for vessels equipped with multiple engines. Options available with the DF150AP/DF175AP include the new Suzuki Precision Manoeuvring joystick system, which utilises Suzuki Precision Control to provide fully integrated electronic throttle, shift, steering and joystick control for a seamless driving experience and greater manoeuvrability, no matter the condition or speed. The DF150AP/DF175AP are available to order now in two colours – Pearl Nebular Black or Cool White and feature new 3D decals. www.suzukimarine.co.nz.
YAMAHA BACKING EMIRATES TEAM NZ With the 35th America’s Cup starting in earnest shortly, it is always interesting to see what support vessels the team use. Emirates Team New Zealand has again chosen Yamaha as the official supplier of outboard motors to the Emirates Team New Zealand chase boats. This collaboration has seen Yamaha supplying the team with engines since 1987. ETNZ have F350 and F300’s as well as the F175 and F60 amongst the team support vessels.
Comfort on board Air Conditioning Wide range of air-conditioning systems for super yachts, pleasure and commercial boats.
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BIG ANGRY FISH PARTNER WITH TRISTRAM MARINE Big Angry Fish TV and Tristram Marine have announced their new partnership for 2017 and beyond. The Big Angry Fish Team‘s genuine and fun approach to fishing, coupled with Tristram Marine’s passion for building the best GRP fishing boats in Australasia has resulted in a new fishing show combination that is sure to lure in viewers come mid-2017. Collaboration over the past year between the two companies has resulted in the Tristram 701 Offshore and 600 Inshore ‘Big Angry Fish Editions’, which have become filming boats for Seasons 6 & 7. Tristram’s Big Angry Fish Editions feature industry-leading fishing innovations in anticipation for what is set to be the ultimate in fishing show / trailer boat combinations. Milan and Nathan are now very excited to show New Zealand and Australia how versatile and practical fibreglass boats can be. Keep an eye out for the Big Angry Fish team as filming begins on their two new Tristrams throughout New Zealand, and enjoy content during the build up to Season 6 by following Tristram Marine and Big Angry Fish’s Instagram, YouTube & Facebook accounts, or visit www.tristram.co.nz/bigangryfish
For sale $985,000
NEW TO THE MARKET...
Princess 65-2000 Motor Launch • 20.5m (67 feet) • British built production boat • Planing hull • Beautiful condition • Regularly maintained • $200,000 spent in last 3 years on improvements & maintenance • Powered by twin MAN 1050 HP • 3.5m Highfield rib with 40HP Yamaha 4 stroke
For more info go to http://capraia.bolder.co.nz or contact owner, Graeme Rose Ph 021 338 031 or contact your preferred boat broker WWW.BOAT M AGS.C O M 35 WWW.BOATMAGS.COM 117
POWER ON
World’s Most Powerful Outboards The world’s most powerful outboard, the Seven Marine 557, just got bigger, with the engine now available at a staggering 627hp! Seven Marine was founded in 2010 by a team of proven innovators with decades of experience in the marine marketplace. Their one goal was on making the most powerful and technologically advanced, highestperforming outboard motors on the planet. There is no question that they have achieved what they set out to do….and more! Mind you they don’t come cheap and at around $US100,000 ($NZ142,000), we are not likely to see too many turn up on the transom’s of boats in NZ or OZ. In the US, they are very popular in a quad or triple rig set ups on large sportfishing centre cabin boats and it’s not uncommon to see as many as five across the transom. Why would you…..because you can! Headquartered in Germantown, Wisconson, Seven Marine’s company President Rick Davis’ accomplishments include innovations and industry firsts such as Mercury Optima, Mercury Verado and Cummins-MerCruiser Diesel Zeus inboard pod drive. SMALL BLOCK BASE The Seven Marine outboard starts with a fuel injected marinised 6.2L supercharged smallblock V8, managed by GM’s powerful MEFI 6 engine controller and runs on 89 octane fuel. Turn the key and the 557 ignites with a classic V8 growl. Dry chambers bark as the twin water pumps compel water through the dual exhaust in a cascading flow. The overboard acoustically attenuated exhaust then settles into a rich idle note with a
pleasing rumble. The 3.5” exhaust combined with traditional thru-hub outlets keeps running decibels to a minimum for comfortable cruising. While under the harshest operating conditions, jacketed stainless headers keep temperatures cool while minimising back pressure, boosting fuel economy and topend performance. An exhaust system that makes a statement – without overstating it. A high-performance engine deserves a high-performance cooling system. The 557 and new 627 are closed looped the most advanced, and first ever for an outboard motor. Keeping it cool, ethylene glycol continuously flows through the engine in a closed-loop. Seawater with its corrosive impurities is pumped by twin counter-rotating gear driven impellers, through engineered coolant and oil heat exchangers, never contacting internal engine components. FLY BY WIRE A ZF Marine transmission, with roots from inboard technologies, is designed exclusively for the 557 & 627. Fly-by-wire controls, wet disc clutches, and spiral bevel gears handle the shift providing smooth progressive transfer of power from the engine to the prop. Designed from the start with joystick operation in mind, the computer-controlled transmission can seamlessly shift thrust on command, significantly improving manoeuverability. Integrated troll control
36 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
allows a nearly infinite adjustment of forward trolling speeds enhancing bait presentation. A transmission in an outboard that offers more confidence and more control. Engineering the transfer of power from the industry’s first horizontal crankshaft outboard motor presented new design opportunities, such as the ability to change a variety of gear ratios for different applications with easy access to gear changes. Lightweight helical gears transfer the power quietly and for the first time, a quick-change gear system provides a targeted mix of speed, torque and fuel economy. From singles to quads, trolling to cruising, step bottoms, deep vees or cats, the 557/627 can be perfectly matched for virtually any vessel. Setups as unlimited as the variety of requirements impressive and unprecedented. NO CLUTCH SHIFTING There are no shifting clutches in the 557’s gearcase. With shifting moved into the ZF transmission, the twin-pinion gearcase is dedicated to VELOCITY. It is designed to do one job, and one job only – maximise hydrodynamic efficiency. A long slender torpedo creates less drag, twin pinions cut geartrain stress by half, a stainless steel rear bearing carrier improves prop shaft support, and a longer strut accommodates up to 18” diameter propellers. Dual adjustable water inlets even allow clean water pickup on stepbottom hulls. A serious spec for serious offshore boating.
The power of the 557 is harnessed and controlled by the versatile ZF Smart Command 5000 system. With the touch of a button throttle, shifting, and joystick control is seamlessly integrated. Manoeuvres are made with total confidence assisted by the refined feel and nimble response. At speed, a rigid tie bar maintains motor alignment for precise high-speed steering. The Seven Marine outboard pushes the performance envelope to new levels. Unmatched horsepower, unique geometries and groundbreaking technology provide entirely new options and capabilities to go faster, more efficiently. Technology, performance and art - in perfect harmony. www.sevenmarine.com
THE FACTS PROP SHAFT POWER ENGINE CONSTRUCT. ENGINE CONFIG. DISPLACEMENT BORE X STROKE COMPRESSION RATIO INDUCTION SYSTEM COOLING SYSTEM FUEL SYSTEM
557 & 627hp @ 5400 rpm All aluminum Horizontal 90 deg V8 6162cc 103.25 x 92mm 9.1:1 1.9L TVS supercharged & intercooled Closed loop Multi-Port Injection (MPI)
MAXIMUM SPEED STEERING LUBRICATION SYSTEM SHAFT LENGTH ROTATION DRY WEIGHT
5500 RPM Integrated hydraulic power steering Wet sump 20” to 35” in 1” increments CW, CCW, & Contra-rotating 1497 Kg
WWW.BOAT M AGS.C O M 37
ELECTRONIC NEWS
EVOLUTION TRACKIQ FROM RAYMARINE The new R4 update to Raymarine’s Evolution Autopilots delivers new levels of accuracy and response, making steering to a destination even easier, faster, and more efficient. Thanks to the addition of new, patented algorithms and Raymarine’s new Evolution TrackIQ technology, the Evolution’s clever 9-axis EV sensor core is able to measure true wind strength and direction even more accurately. Built to IPX6 and IPX7 waterproofing and submersion standards (and immune to magnetic interference), Evolution can literally be installed anywhere on board: above or below the waterline; and will work with any existing network infrastructure. Using solid state technology with 9-axis stabilisation to deliver dynamic accuracy (to within 2 degrees in all conditions!), Evolution boasts incredible performance. It delivers smoother, more progressive turn-in, assured performance at all speeds for all hull types and automatic optimal boat response in all sea states and weather conditions. www.raymarine.com/evolution.
LOWRANCE RELEASE NEW MFDS The new Lowrance HDS Carbon adds a highperformance dual core processor, multi-touch SolarMAX HD screen, dual channel CHIRP and Network Dual Sounder to the proven features that have made HDS multifunction displays the choice of anglers at all levels. The HDS Carbon series includes 12-, 9- and 7-inch models. Anglers in the market for a want-it-all integrated system need a processor that can smoothly drive the high-tech capabilities of HDS Carbon like StructureScan 3D with SideScan and DownScan Imaging, dual channel CHIRP sonar, StructureMap, Broadband Radar and SiriusXM Weather Chart Overlay.
MORE POWER FROM EXISTING SOLAR PANELS Boat owners can now get up to 30% more valuable charging power from their existing solar panels thanks to Victron Energy’s BlueSolar MPPT (Maximum Power Point Tracking) solar charge controllers. Victron’s ultrafast MPPT technology harvests more energy from the solar panels, are an incredible 98% efficient and use a sophisticated programmable battery charging algorithm to deliver more charging power to the batteries.The entire range can be used on 12V and 24V systems, with the system’s voltage automatically recognised by the controller. Some models can also be used in systems up to 48V. Combined with Victron’s Bluetooth LE Dongle and the free VictronConnect App, users can easily configure their BlueSolar MPPT controller and conveniently monitor their solar charging system on a smartphone or tablet. www.lusty-blundell.co.nz.
Lowrance SolarMAX HD display technology features high-definition views and clear visibility in all conditions with the widest available range of viewing angles. The new displays are engineered to withstand higher temperatures than conventional units, offering enhanced reliability in warmer climates. The secret behind the new SolarMAX HD displays comes from the implementation of the in-plane switching (IPS) screen. With exceptional colour accuracy and boosted high-definition reproduction, IPS screens are perfectly designed for viewing picture-like sonar images. HDS Carbon expands the Lowrance arsenal of sonar technology with dual channel CHIRP and Network Dual Sounder. In addition to integrated wireless connectivity that enables anglers to download software updates
and map purchases directly to the unit, HDS Carbon features Bluetooth control of multiple Power-Pole shallow water anchors and Bluetooth audio streaming from the SonicHub®2 marine entertainment system. HDS Carbon supports radar, SmartSteer control of Motorguide Xi5 trolling motors and Lowrance Outboard pilot, and full engine data integration through compatibility with Mercury VesselView Link. www.lowrance.com.
FUSION SOUND PANEL The new Fusion RV-FS402 Sound-Panel is a complete, shallow-mount 200 Watt dual speaker system, designed for simple and versatile installation. Encapsulated in a single enclosure, Sound-Panel incorporates dual 4-inch speakers, tweeters and a passive radiator all tuned for premium sound delivery. Available in black or white grilles, as well as four mounting optional accessory brackets, Sound-Panel is a versatile option for any size vessel and is engineered with IP65 environmental protection for superior durability even in the harshest of marine environments. www.fusionentertainment.com. 38 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
LOWRANCE NEW WIDESCREEN ELITE –TI
JL AUDIO NOW AVAILABLE THROUGH NAVICO Navico has announced its distribution agreement with JL Audio for Australia and New Zealand. JL Audio is an independent, privately-held U.S. company active in the home, mobile, power sports and marine audio markets. It focuses on delivering unique engineering audio to its customers around the world. To ensure long-term performance, all marine models are designed and built to exceed industry standards for salt-fog and UV exposure. In addition, all models are designed to operate in open-air boat environments delivering powerful, smooth sound that is several steps beyond common marine speakers. Navico will begin distribution of the MediaMaster 100; a full-featured, weatherproof marine source unit with its rugged, weatherproof chassis housing an ultra-bright, 3.5-inch full-colour LCD display, with separate Day and Night lighting themes to keep things easy-to-see at all times. An intuitive user interface with big, legible text and large backlit controls makes it easy to use, especially while in motion. Features include a digital AM/FM tuner, RDS (Radio Data System) display of extended FM program info where available, storage for up to 18 of your favourite channels for quick access and Bluetooth capability. www.jlaudiomarine.com.au or contact 1300 NAVICO.
NEW GARMIN GPSMAP MODELS ON THE WAY IN 2017 Further expanding the popular GPSMAP product range, the new touchscreen and keyed units are packed with industry-leading sonar and chartplotting features. The new units offer full-network compatibility for the Garmin Marine Network, which allows support for sharing sonar, maps, user data, radar, IP cameras and Panoptix all-seeing sonar across multiple units. There’s also NMEA 2000 and NMEA 0183 support for autopilots, digital switching, weather, VHF, AIS and other sensors. All 2017 GPSMAP models also feature builtin Quickdraw Contours software – an easy-touse tool allowing boaters to instantly create personalised HD maps with 30cm contours on any body of water. In the new GPSMAP touchscreen series, the compact 752xs (7” display) and 952xs (9” display) are equipped with 1kW traditional CHIRP sonar, CHIRP ClearVü scanning sonar for a near picture-quality view of what’s
The new Lowrance Elite-12 Ti and Elite-9 Ti touchscreen fishfinder/ chartplotters include the same features that have generated so much excitement about the EliteTi series — but on bigger 12- and 9-inch high-resolution, widescreen displays. Including premium features like an easy-to-use touchscreen interface, Bluetooth and wireless connectivity, proven Lowrance navigation technology and high-performance sonar – including CHIRP, Broadband Sounder and StructureScan HD with SideScan and DownScan Imaging. With integrated wireless connectivity,
the Elite-12 Ti and Elite-9 Ti operate directly through the GoFree Shop for downloads of mapping and software updates. Elite Ti also works seamlessly with the Insight Genesis map-creation service, which allows users to make custom, high-resolution contour maps from recorded sonar logs, with bottomhardness and vegetation overlays, as well as Insight Genesis Social Map community chart sharing. www.lowrance.com
SUPER-BRIGHT, ULTRA-COMPACT PIRANHA P12 Bluefin LED’s new Piranha P12 underwater lights are super bright, with an incredible 5500 fixture lumen output. They are ultra compact and very low profile, making them ideal for boats of all sizes. The new Piranha P12 lights are also extremely versatile. Owners can choose blue or white underwater lighting or a combination of both — and activate the light’s strobing function — using just a single toggle switch. With a built-in driver and needing just three mounting holes and a small cable entry hole, the P12 lights are incredibly quick and easy to install. The lights are available in single or dual colour (cobalt blue, sapphire blue, white or white/blue), operate on 12V or 24V, are suitable for transom or side of hull mounting and can be used both in and out of the water thanks to Bluefin LED’s clever Active Thermal Rollback Protection. www.lusty-blundell.co.nz.
beneath the boat, as well as support for Panoptix all-seeing sonar. Built-in wireless connectivity for Garmin mobile apps and VIRB action camera integration is also standard. A 10Hz GPS/GLONASS receiver delivers smooth on-screen navigation, while preloaded premium mapping features include Australia/ New Zealand BlueChart g2 HD charts. For those who prefer a keypad interface, the new GPSMAP 1022xsv and GPSMAP 1222xsv (10” and 12” displays respectively) deliver unequalled all-in-one solutions. Along with the same GPS and connectivity features as the GPSMAP touchscreen series, the 1022xsv and 1222xsv also offer built-in 1kW CHIRP sonar, CHIRP ClearVü and CHIRP SideVü scanning sonar, as well as support for Panoptix all-seeing sonar and other premium Garmin sonar modules. The GPSMAP 1022xsv and GPSMAP 1222xsv come preloaded with a worldwide basemap, with SD card slots to accept Garmin BlueChart g2 Vision HD charts. Along with adding 3D-views, underwater
views and aerial photos, BlueChart g2 Vision HD also adds Garmin Auto Guidance, which eliminates the hassle of entering different waypoints to create a route to your destination. All new models also offer integrated ANT support for use with the quatix 3 marine GPS smartwatch, Garmin Nautix in-view display, gWind Wireless 2 transducer, GNX Wind marine instrument and wireless remote controls. www.garmin.com/en-AU WWW.BOAT M AGS.C O M 39
RACING NEWS
AND THE CUP GOES TO… Text by Bob Carter
Grant Harrison has now won six EC Griffith Cups.
The hotly contested EC Griffith Cup remains on Aussie turf, despite the Kiwi contingent’s outstanding effort to wrest it back. The Holy Grail of powerboat racing, the EC Griffith Cup, has been retained by Australia, with GP1 pilot Grant Harrison claiming the 2016-17 trophy. The EC Griffith Cup, first contested in 1912, is the second-oldest motorsport event in the world still contested – the oldest being the Indy 500. Appeals over the result had followed the 2015-16 Griffith Cup (April 29 to May 1), with Troy Marland in Warlord confirmed the victor some months after crossing the finish line. The four-boat-strong Kiwi contingent that had contested it left their GP hydroplanes in Melbourne over the winter, determined to have another tilt at the trophy. In the spirit of competition, the Australian Power Boat Association decreed that the Griffith Cup could be run twice in one calendar year. The crème de la crème of powerboat racing descended once more upon Lake Mulwala, Yarrawonga, on November 12 to 13 for the ultimate transTasman showdown – proudly supported by Club Marine. With an entry of 11, the most likely contenders comprised four GP hydros from New Zealand, two GP hydros from Australia and a blown displacement craft from Tassie. Prone to prevailing winds chopping up the water, racing at Yarrawonga is challenging. This running of the Griffith Cup was windaffected, resulting in the event being staged
with three heats and a final, with the fastest six boats from the heats contesting the final. The heats generally went to plan. Kiwi Ken Lupton in Lucas Oil won Heat 1 from Warlord, while Grant Harrison in GP1 easily accounted for Chris Palmer in the big 21ft displacement Outlaw in Heat 3. Heat 2 was a different matter – Kiwi Jack Lupton blew his big-block 510 Chev to pieces, with a connecting rod exiting the block and taking a piston with it. Warwick Lupton took out the heat. Into the final, and Lucas Oil was on pole position, GP1 in two, then Annihilator Race Boats, Warlord, Steeler and Outlaw. With thousands of supercharged horsepower kicking water skyward, four boats held their lane and hit the first turn in unison – Lucas Oil, GP1, Annihilator and Warlord. Warlord took a wide line through the turn, taking Steeler and Outlaw out wide with him. With the wide arc around the first turn, their chances of victory vanished. Out in front, Grant Harrison, in GP1, was far from intimidated. GP1 hung right alongside Lucas Oil, matching the Kiwi for turning capability and outright speed. Up the back straight, through the top turn and back past the start finish line, GP1 was right alongside Lucas Oil and leaning heavily on his racing line. Over a 40-second lap, and at speeds approaching 280km/h, a lot happens very quickly. Lap two was a re-run of lap one. At this stage, it was a two-boat race and GP1 had drawn a two boat-length lead, but not enough for
40 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
Harrison to move over and take the racing line. As they powered through the pit turn for the second time, Lucas Oil was lost in the spray only to emerge on the back straight as a lame runner – the prop shaft had sheared behind the skeg, taking the prop with it. Harrison knew the Griffith Cup was his, provided he could extract another couple of laps from GP1. Warwick Lupton was running a distant second and Steeler was further back in third. Warlord was limping along out of contention and Chris Palmer in Outlaw wisely decided that there was nothing to be gained by bashing up his boat and equipment and had retired. With a long white rooster tail gleaming in the late afternoon sunlight, Grant Harrison powered GP1 across the finish line to take his sixth EC Griffith Cup.
Another EC Griffith Cup slips away from Warwick Lupton and his strong Kiwi team.
THUNDERCATS
OFFSHORE
RACE CALENDAR 2017
OFFSHORE www.nzoffshore.co.nz Jan 29 Feb 18 Mar 04 Mar 18 Apr 08 Apr 22 May 13
Taupo Rd 1 Beachlands Rd 2 Gisborne Rd 3 Marsden Cove Rd 4 Doubtless Bay Rd 5 Napier Rd 6 Whitianga Rd 7
THUNDERCATS www.thundercatracing.co.nz Jan 03 Jan 04 Jan 21 Jan 22 Feb 04 Feb 05 Feb 26 Mar 11
Matarangi Surf Cross Whangamata Surf Cross Mt Maunganui Surf Cross Matakana Is Long Haul Waipu Cove Long Haul Waipu Cove Surf Cross Waiuku Long Haul Ahipara Long Haul
SI MARATHON JET SPRINTS
SI MARATHON www.nzbmc.co.nz Apr 22 Apr 23 May 20 June 17 June 18 July 01 July 22 Aug 05
Cromwell Lake Dunstan Rd 1 Roxburgh Gorge Rd 2 Lake Te Anau Rd 3 Lake Benmore Rd 4 Lake Aviemore Rd 5 Oamaru Harbour Rd 6 Lake Waihola Rd 7 Invercargill Oreti River Rd 8
JET SPRINTS www.jetsprint.co.nz Feb 05 Feb 25 Mar 12 Apr 01 Apr 15
Meremere Waitara Hastings Wanganui (Night Round) Wanaka (Final)
SKI RACING
CIRCUIT
CIRCUIT www.nzpba.com Jan 14-15 Jan 28-29 Feb 4-5 Feb 11-12 Feb 18-19 Feb 28-29 Mar 4-5 Mar 11-12 Mar 18-19 Apr 1-2 Apr 15-16 Apr 29-30
Lake Maraetai NI GP Porirua NZPBA National Champs Final Round 1 Lake Forsyth SI Series Round 2 Lake Karapiro NI Mod VP, NI F1, AE Baker GP Lake Arapuni NI ModH, NI Junior, Des Geddes Lake Dunstan SI Series Round 3 Tauranga 92nd Masport Cup Whirokino NI FV, Gold Cup Whanganui NI Pro Stock, NI Clubman Lake Rotoiti (SI) SI Series Round 4 Lake Kaniere NZPBA National Champs Final Round Mangere N I F3, Mould Gold Cup, GP
SKI RACING www.skirace.co.nz Jan 7 Lake Rotoma Series 6 & 7 Jan 21 Lake Arapuni Series 8 & 9 Jan 22 Lake Arapuni/Karapiro Development Day Feb 03-04 Lake Karapiro AO Championship Feb 25 Blue Lake 100 Miler Feb 26 Blue Lake Development Day Mar 18 Puke Bridge Twin Rivers Apr 01-02 Mangakino National Championship Apr 22-23 Victoria (Aust) Trans Tasman WWW.BOAT M AGS.C O M 41
CRUISING MATTERS
By Laurie Cranfield
? e l b a t s u Are yo Stabilisers Explained
In former times boating around Auckland’s Hauraki Gulf, we owned several planing boats and never considered rolling to be an issue. However we realised very soon after buying our Nordhavn 46, Envoy, that full-displacement hulls are another matter, requiring stabilisation to provide acceptable levels of comfort and safety when cruising moderate distances in beam seas higher than about 1m. What follows isn’t a technical treatise but comments based on cruising thousands of miles using Envoy’s three stabilisation systems. Now some reader is bound to think “buy a catamaran and you won’t have a problem”, but we’ve met many folks who complain about their cat’s motion both under way and at rest. A web search shows many variations of stabilisers, but the mainstream systems fall into three basic types; passive, active and rotary (gyro). We have no experience with rotary stabilisers, but they’re reportedly highly effective in roll reduction both under way and at anchor with the advantages of having no protruding parts to cause speed-reducing drag or become fouled. They are able to be retrofitted either amidships or offset to one side, but have a significant investment cost. Envoy has both passive and active stabilisers providing effective stabilisation under way and at anchor.
PASSIVE Passive stabilisers consist of two poles each about 7m long mounted near amidships on the vessel’s beam, which are stored vertically and when in use lowered to be deployed out from the vessel’s side using a downhaul, topping lift and guy-wires to keep them in position. They are mostly made from aluminium or steel though less commonly using laminated timber. A large metal plate weighing about 25kg and shaped like a delta-winged aircraft, known as a “paravane”, “bird” (the term we use) or “fish” suspends from the end of the pole using a combination of chain and nylon line, the latter providing some spring to reduce shock loads. The front of the bird is weighted
to make it “fly” through the water in a nosedown position approximately five metres below the surface and the top of the bird has several chain attachment points to adjust the bird’s angle through the water. Due to the birds’ weight and awkward shape some form of winch is used to deploy and retrieve them (we use a light block and tackle) and with familiarity this takes about 15 minutes. The poles provide a distinctive fishing-boatlike appearance that won’t suit everybody but certainly creates a talking point. This system’s big advantages are effectiveness - reducing roll by about 70%, low initial and on going cost and reliability since there are no mechanical or moving parts - in the ten years we’ve owned Envoy no part of the system has needed replacement or maintenance. It’s disadvantages are that it slows your boat down by about 10%, there is some risk of the birds fouling flotsam or lines in the water (although ours never have) and the system cannot be rigged and de-rigged in shallow water or confined spaces. Another huge benefit of this system is by suspending a different type of metal plate the system provides highly effective stabilisation at anchor. Envoy’s plates, known as “flopper-stoppers”, are two pieces of stainless steel plate joined together with a hinge. When the boat rolls downward the hinge allows the plates to close together and drop rapidly and when the boat rolls up the hinge allows the plates to open and resist upward pressure. This system is extremely effective enabling us to anchor in places where roll or wakes would normally make it too uncomfortable.
AC TIVE Active stabilisers consist of a fin mounted below the waterline extending out each side of the hull using mostly hydraulics but in some systems electric motors to move them. Envoy has hydraulically driven fins with the hydraulic pump powered by vee-belts from the main engine crankshaft. A 12V DC pump provides a constant flow of sea water to cool the hydraulic fluid. An electronic motion detector signals the hydraulics to move the
42 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
fins like aircraft ailerons with adjustment available to suit differing sea conditions. The main advantages of this system are that it’s more effective than passive stabilisers providing 80-90% roll reduction, it deploys quickly with no physical effort required, it’s easily adjustable using the electronic control system and causes negligible speed reduction. However the initial and ongoing cost of active stabilisers is expensive and during ten years we’ve spent several thousands of dollars replacing seals, pumps, vee-belts, filters and hydraulic and electronic components. The fins can be fouled by flotsam or lines although this has only happened to us once in a marina. Although some active stabilisation systems can be used at anchor with an engine running to provide hydraulic or electrical power ours cannot, in any case we wouldn’t want an engine running overnight With both systems we’ve found it necessary to alter course when encountering closelyspaced, steep waves over three metres breaking directly on our beam. We’re pleased to have both systems aboard Envoy but if restricted to one would undoubtably select the passive system for extended cruising for its reliability and ability to use at anchor. A typical “paravane”, suspended from the end of a pole.
WWW.BOAT M AGS.C O M 43
S T R A I G H T F R O M T H E G A L L E Y with Derek the Chef
www.facebook.com/derekthechef
TUA TUA, COCKLE & MUSSEL CHOWDER TUA TUA There are two species of Tuatua in New Zealand, one found in the North Island, and the other in the South. Tuatua move up and down the beach (usually at night) when the tide is favourable, and burrow under the sand once the tide changes. They are usually harvested when there is a very low tide. People feel for the shellfish with their feet, only grasping them with their hands when they have located a group. Cockles Cockles live in harbours and estuaries in New Zealand. They live in the subtidal to intertidal zone, and when they are in the intertidal zone they live between the low tide mark and the mid tide mark. Cockles are unable to survive above the mid tide mark because of the increased exposure time. Cockles prefer to live in soft mud and fine sand, however they can be suffocated by extremely fine sand. For this reason, they mainly live in areas with a large grain size. The cockles bury 2 to 3 cm under the sand. Muscles Marine mussels are usually found clumping together on wave-washed rocks, each attached to the rock by its byssus. The clumping habit helps hold the mussels firm against the force of the waves. At low tide mussels in the middle of a clump will undergo less water loss because of water capture by the other mussels. Fish for your health: Shellfish provides an excellent source of Omega 3, an essential fatty acid which helps in lowering blood cholesterol and maintaining a healthy circulatory system. This is a great lunch or evening meal, I use all the fish frames I have saved up and frozen from my fishing especially for this purpose. I also like to use the heads and meat from
CHEFS TIP: I like to serve this with thick chunky fresh Ciabata or French bread, also if I have been using salmon or smoked fish then I also use the trimmings as this also adds to my chowder
around the Pectoral fin and gill plate. Fish stock may also be reduced right down to a jelly like substance then reconstituted as required by adding either white wine or water to it and bringing it to the boil. The Oyster sauce adds a deepness to the chowder as well as a different flavour. Don’t forget to check the seasoning and adjust accordingly, remembering you can add in but not take away. INGREDIENTS: 500g Mixed shellfish, Tua tua (6x) Cockle (6x) & 12x mussel (3x to stay in shell for garnish) 50g onion diced. 50g celery diced. 100g potato diced. 100g corn kernel 2 bay leaf 5g dried thyme 5g dried oregano 100g standard flour 100g butter 1L fish stock (chicken) 1 tbsp oyster sauce. 2 tbsp olive oil
METHOD In a thick-based pot melt the butter, add the flour and cook until crumbly. Bring the fish stock up to boil then turn down and allow to simmer Add the fish stock slowly until the chowder thickens and most is used up. Allow to simmer for 30 minutes. Stir continuously. Meanwhile dice the onion, celery and potato into even size cubes. Bring the oil up to temperature in a thickbased pot, add the onion and celery and cook until tender. Add the potato, corn kernels, thyme, and oregano and cook until fragrant. Deglaze the pan with a little of the stock or white wine. Add the stock mixture to the above and bring to simmer. Add shellfish and fish and cook until fish is just cooked then add the oyster sauce. Recheck seasoning and serve. My thanks to Oceanz Seafood Silverdale for the great Shellfish.
WHAT TO DRINK WITH YOUR CHOWDER: VAVASOUR 2015 PINOT GRIS The fruit for the 2015 Pinot Gris presents a combination of canopy and yield management ensured great concentration and flavour in the fruit. After whole bunch pressing, 10% of the juice was fermented in older French oak barriques using wild yeasts indigenous to the vineyard. While in oak, the lees were stirred regularly. The remaining 90% was fermented in stainless steel with a selected yeast strain, allowing us to retain the vibrant fruit avours of the variety. As a result, this wine has a lovely mix of freshness, richness and complexity. The cool weather of the Awatere Valley brings out the brilliant aromatics in Pinot Gris. Vavasour 2015 features aromas of quince, apples, pear, ginger and a hint of rose petal. The palate mirrors the bouquet with a rich, creamy texture and the hallmark minerality found in all of Vavasour white wines. 44 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
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WWW.BOAT M AGS.C O M 45 Sportcraft placed for Printing.indd 130
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Finito is the biggest Whitehaven built to date.
46 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
BOAT REVIEW
Whitehaven 7500 Sports Yacht
Raising the Bar
The finish, dĂŠcor and interior styling of the all new Whitehaven 7500 Sports Yacht has set precedents in design and engineering that other builders will see as a benchmark for achievement.
WWW.BOAT MAGS.C O M 47
BOAT REVIEW
Whitehaven 7500 Sports Yacht
Whitehaven Motor Yachts 7500 Sports Yacht is certainly an outstanding evolution of this popular style.
E
Looking forward into the saloon with the freestanding dining table and galley opposite.
The spacious galley.
A unique feature on the boat is the downstairs breakfast bar. 48 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
very boat builder likes to have repeat business. It shows they have fulfilled their client’s wish list and produced an outstanding product that they are proud to call their own and are happy to replicate. For Darwin based, Ray & Denise David while they loved their Whitehaven 6400 Sports Yacht, they have owned for a number of years, they had a desire for something bigger. Not only did it need to be capable of longer range cruising, it also needed to be big enough to carry a larger tender! While the 6400 SY formed the template for the new boat, the increased volume allowed for a different layout. “We had no hesitation in going back to Keith and the team at Whitehaven for our next vessel and the new boat certainly fulfils all our wishes, and then some”, says Ray. Finito was, like all Whitehaven Motor Yachts built by master craftsman at their yard in Taiwan and reflects the high quality workmanship that this yard has a reputation for. “We have built a number of boats with the yard now and I am more than pleased with everyone they have delivered. Even though they are getting bigger and more complex, the yard manages to produce each to an incredibly high standard every time and Finito is certainly testimony to that”, says Whitehaven’s Keith Hanson. While the Whitehaven boats are all built in Taiwan, most of the electrical installations are done in Australia and Keith adds that they source as much of the componentry and equipment as they can locally and then
The foredeck features a large lounging area.
Soft tone furnishings radiate a feeling of space and a summer ambience.
Triple Garmin MFD screens feature on the stitched leather fascia.
ship it all up to the factory to install. “Not only do we like to support the local distributors, if we have any service or warranty issues after the boat arrives, we can call on them to fix it”, says Keith. Finito continues the very recognised Whitehaven Motor Yachts styling, but comes with a somewhat daring interior. The request was for a traditional but ethnic look – different from the usual concepts that included large spaces for entertaining family and friends. It’s a simple style, not too elaborate, yet presents a new approach to saloon design. “The art of a good design is simplicity and that’s what we have tried to reflect in Finito,” says Keith. Dramatic windows surround the saloon and allow natural light to radiate through the main deck area and via the atrium to the accommodation companionway. There is not one area of the single level saloon, dining area, galley or helm that doesn’t have 360 deg views. The moment you press the button that automatically opens the rear sliding door, you can’t help but be in awe of the spaciousness that lies before you. The openness is perfectly matched by the luxurious summer-feeling interior, which features dark flooring, pale leathers and light fabrics accompanied by sand blasted and lime washed oak furniture. A perfect combination. To port aft is the extensive U shape galley with island counter. Beneath the Corian surface are the customary drawers and storage spaces, plus a convection
microwave and dish-drawer. While there is some overhead cabinetry, it is high enough so not to be obstructive when looking outside from the galley. So as to maintain this superior visual impact, the owners have relocated the full size fridge/ freezer elsewhere. This also allows for a large rear electric drop down window and massive indoor-outdoor servery. FREE STANDING While you might expect to see a built-in dining unit in a boat this size, not so in Finito. A free standing eight seating dining table and chairs takes up the area opposite the galley. It’s extremely practical and really accentuates the spaciousness of the saloon. It reminded me of the dining arrangement you would find in a small super yacht. The lack of built-in cabinetry and furniture is carried through to the forward areas, where Denise chose twin loungers and two tub chairs. Whilst they look like they may have been purchased from a high-end furniture store, they were in fact hand made by the boat yard specifically for Finito. Two custom made coffee tables come with storage drawers and shelves and like the rest of the furniture in the boat were hand crafted by the yard. There’s also a pop-up TV concealed in the forward port side storage cabinet. CRUISE NOT SPEED A trio of Garmin 7416 screens are spread across the wide helm facia, which is
serviced by a pair of full adjustable Besenzoni helm seats. The seats were stitched and covered with an Italian leather picked by Denise, which is duplicated for the spacious helm console. All controls, instruments and switches are easily at hand and there is ample space for just about every extra you want. Twin C18 ACERT Caterpillar engines power Finito to around 24 knots. However, when I enquired about some fuel/performance data, Keith pointed out that it wasn’t available as the owner was not that interested in top speed, but rather the economy at low to mid range cruising. My driving experience was confined to the shelter of the Broadwater and at 7 knots we recorded a total of just 20 lph (both) on the gauge, which computes to around a 2200 nm range. At 10 knots that dropped to about 1550 nm. “It’s not about top end speed, it’s more about how far I can cruise on the 10,000 litres we now carry”, says Ray. With plans are for trips from Darwin to the Kimberleys, Tiwi Islands (Bathurst & Melville) and even as far as the Bandar Islands in Indonesia, the requirement for good range is important. With full tanks and a moderate cruise speed, Finito is more than capable of going the distances required. When I arrived at Runaway Bay to board Finito, they had just finished topping up the 10,000 litre tanks full for the first time. Question was, how would the boat perform under maximum displacement WWW.BOAT M AGS.C O M 49
BOAT REVIEW
Whitehaven 7500 Sports Yacht
Okay, let’s party!
of around 60 tonnes? Keith and Ray both had a smile on their faces when Finito easily slipped up onto the plane with very little bow attitude and maintained a cruising speed that was only marginally less than when under half load. We got to see over 22 knots on the gps, so the extra weight made little difference to the overall performance of the obviously very slippery and efficient hull. If you are looking for a bit more top speed, then the Whitehaven 7500 is designed to handle much larger horsepower engines up to 2600hp per side. A pair of MTU 2000 Series V12 engines would give the 7500 a speed in excess of 36 knots. BREAKFAST ROOM A wide open atrium leads down via an open Oak tread stainless steel staircase, to the forward and mid section accommodation, where there are three cabins, including two staterooms and a custom designed breakfast room. While you could utilise the breakfast room space as a utility room or even a smaller fourth cabin, the owners of Finito wanted something a little different. “If I decide to get up early and make a coffee or a piece of toast in the morning, I don’t have to go upstairs to the saloon and it’s also proven a perfect place for our full size fridge/freezer units. They are out of the way, but still handy enough when on a long trip”, says Denise.
This area is also equipped with a washing machine/dryer and ironing board, so it’s very versatile and extremely practical. There are no cooking facilities, but it’s certainly an option. The three cabin layout is very similar to their previous Whitehaven 6400, but with more space. Each cabin has a TV with Foxtel, which includes 2000 movies and a superb sound system to listen in comfort to your favourite tracks. Executed in American Majelite panelling with Wenge accents, and Italian handcrafted leather bedheads, the interior typifies the timeless and sophisticated simplicity that the owners wanted to achieve. The sandblasted Oak gives an organic natural feel, while opposing grain panelling divines the doors. It is a very personalised décor, picked by the owners and it works incredibly well. Being a custom boat, the choice of décor is totally your decision. Storage spaces are plentiful throughout with hanging lockers, under bed drawers and shelfs. Another aspect of keeping the boat cool, are the blinds, which have sisalation in between the outer layers designed to keep the heat out and the coolness in the cabins. According to Denise, they work perfectly. Also the side ports are fixed, as she pointed out they have the aircon on most of the time anyway.
50 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
UNIQUE CABINS The two forward cabins are each unique, one with a king size double, the other with twin berths. Both have en-suite bathrooms, with the port side one doubling as the day head. Rain Cloud Corian surfaces feature concealed basins, with wave-pattern Versace tiles, glass doors and teak slatted soles in the shower stalls. Luxurious but not ostentatious. It is not surprising to find a full beam master in Finito as that’s very much the norm these days. The difference is there is a dressing room ensuite and shower behind the headboard of the ‘Australian’ kingside bed. The entryway is off to the port side where there’s also a vanity and storage drawers. A day bed and small office is built into the starboard side. Together with his and hers concealed basins set into the Corian vanity, there’s also a very large shower stall and wardrobe with full height mirror alongside. The same timbers and styling are carried right throughout accommodation spaces, maintaining a continuity throughout Finito. TOP END SET UP Finito is set up for boating in hit climates, so there is a big emphasis on keeping cool, both inside and on deck. With summer temperatures hovering around 40 deg, there is obviously a requirement for a good aircon system. Finito is fitted with
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BOAT REVIEW five separate Marine Air, air conditioning handlers and even the engine room has its own aircon. The windows around the saloon are all tinted and there is an extra large overhang above the cockpit for sun protection. This area can also be closed in with clears. It’s all about keeping cool and out of the harsh sun and excessive heat that is all part of boating around the top of Australia. Finito’s cockpit is set up for entertaining, with a servery area off the rear of the galley that comes with three bar stools, an icemaker, wine cooler and large bar fridge. There’s a built-in barbeque to starboard and a second set of Twin Disc EJS docking controls. A central transom settee serves as seating for eight around the Corian and teak table. Fishing is all done from the lower boarding deck, which has access both sides from the upper deck. A special feature is the lift up transom door that opens to a spacious tender garage. Alongside is the access to the air conditioned engine room. Anyone who has boated around the Top End will understand why RIB tenders are a no-no. Locals call then croc-fodder. Finito has an extra large dinghy garage and inside there’s a 4m fibreglass Haines Hunter tender. Hopefully tough enough to survive a croc attack. Will there be a bigger Finito? Not according to Ray, who says this is the biggest boat he can moor at the end of his section in Darwin. Interestingly, the Whitehaven 7500 sits on a Dock Pro sea pen berth, the largest the company has ever built. For those that don’t favour the saloon styling, the 7500 is also available as a fully enclosed flybridge model. This features much the same layout in the accommodation area, but with some changes aft to accept the internal staircase. Plus there is no lower helm station. According to Keith, there is a lot of interest in the flybridge model, especially form some Kiwi clients. While the enclosed flybridge model certainly increases the space and opportunities for the 7500, I personally like the sport yacht layout as it keeps your daytime and entertaining spaces all on one level. The Whitehaven Motor Yachts 7500 Sports Yacht is certainly an outstanding evolution of this popular style.
Whitehaven 7500 Sports Yacht The master stateroom has a bathroom hidden behind the headboard.
WHITEHAVEN 7500 SPORTS YACHT Boat Design Name Whitehaven 7500 Year Launched 2016 Builder Whitehaven Motor Yachts Interior Designer Whitehaven Motor Yachts LOA 23.5m Beam 5.9m Draft 1.6m Displ (Dry) 49 tonnes (light) Max Speed 24 knots (light ship mode) Construction GRP / Foam Core Fuel Cap 10,000 litres Water Cap 1000 litres Engines Make 2 x Caterpillar ACERT C18 @ 1136hp
Drive Train Shafts Engine Controls Twin Disc EJS Propellers ZF Generators 2 x Kohler 28kW Stabilisers Sidepower Vector Fins Thrusters Sidepower Hydraulic Watermaker Sealand Anchor Winch Muir 4000 Hydraulic MFD 3 x Garmin 7416 Base Price of Boat $AU4,800,000 Price As Tested $AU5,200,000 Contact Whitehaven Motor Yachts www.wmy.com.au
Behind the boot is a 4m GRP tender.
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HEROIC FAILURES: FOUR FATEFUL
FOUL-UPS
Behind every eventual success, there can be a litany of mistakes, cockups and false starts before the ultimate aim becomes a reality, and where all the efforts, hurdles and previous tribulations fade firmly into perspective as mere hiccups on the way to a glorious pinnacle. Danny Casey examines some examples – one human and three mechanical that definitely tested this theory to its limits. 54 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
DONALD’S DATE WITH DESTINY Coniston Water (then a Lancashire postal district, later Cumbria), January 4th, 1967 (pretty much 50 years ago exactly), just after 8.46am, and the following garbled, agitated words marked the stark end of an animated and anguished monologue coming over a radio intercom: “I can’t see much and the water’s very bad indeed. I can’t…get over the top. There’s a hell of a bloody row in here…I can’t see anything. I’ve got the bows out… I’m going! Ughhh…” The above words were the last ever spoken by Donald Campbell, – staccato, barked and terse – and can still be heard on any personal entertainment device, but they are all the more poignant if one clicks on the old Pathe newsreel that played (despite a TV in virtually every home) in British cinemas at the time. It is narrated solemnly and stirringly by a gentleman who had probably announced myriad defeats or victories in WW11, and who was probably (just like Campbell, in fact) a true son of what many believed had once been a glorious and magnificent empire. The harsh truth, though, was that despite all the pomp and circumstance, Donald Campbell was about as relevant in 1967 (amidst the Beatles, the Rolling Stones, Swinging London, Carnaby Street, free love and pirate radio stations) as the Betamax video tape and the steam engine are today. It wasn’t a bad premise, building an industry around oneself, in much the same way as the likes of Kanye West and Kim Kardashian
do today. Campbell’s industry was himself, and that industry’s aim was the setting and breaking of records. The fact that most of the records Donald broke were those already set by him should have indicated that there was more than a hint of self-sustaining, selfgratifying, pointless futility about his gungho, jingoistic endeavours. Despite having set a World Water Speed Record of 276.33 mph on Lake Dumbleyung, Western Australia on New Year’s Eve 1964 (a record which no one else was in any hurry to challenge), he was determined to lift it firmly beyond the grasp of anyone who might ever have the temerity to try. Therefore, on that crisp, still January morning, Bluebird K7 (“K7” being Lloyd’s rating registration for unlimited craft), equipped with a Bristol Orpheus jet engine, was towed out into the middle of a ripplefree, glass-smooth Coniston Water (only 8 kilometres long and less than 1 kilometre wide) to attempt a record in conditions which were pretty much ideal. Not so much lately, but up until a few years ago, there was probably as much fervid, unabated and morbid interest in Campbell’s crash as there had been in the Hindenburg disaster, the horrific Mercedes-Benz crash at Le Mans in 1955 (in which 88 spectators were killed), and the Zapruder film of the JFK assassination. Indeed the footage of The Coniston crash still jars and shocks today. However, leaving aside all the occult schmaltz about the whole enterprise being doomed because Donald, an immensely superstitious man, drew the “dead man’s hand” (the Ace and Queen of Spades) in a card game the night before the crash, the fact is that this was his now-or-never moment. He was virtually out of money and
was attempting to do over 300 mph in a boat that had been extensively modified, repowered, re-profiled, reconfigured then re-jigged aerodynamically and hydrodynamically far beyond the point of stability, predictability, reliability and safety. To establish a water speed record in Campbell’s day, two passes had to be run in both directions over the same measured stretch of water, and both runs could have no longer than a 40-minute interval between them. Campbell’s first run was excellent – very much textbook stuff – with the bow of the three-pointer well down and “kissing” the surface of the water in the proper hydroplane fashion. At the end of the first run through the timing traps, he had reached 297.6 mph. Many saloon bar admirals and pundits have opined that what Donald did next sealed his fate: he turned around and embarked upon the second leg without a) refuelling (which theoretically would have made Bluebird heavier and given her more stability to prevent pitch and yaw) or b) waiting for the wash from the first attempt to subside. As for the fuel-as-ballast theory…granted the Bristol engine was from a fighter jet, but what weight of fuel could it realistically have burned off in a run that didn’t even last 60 seconds? Secondly, anyone who has even driven a tinny with an outboard would know that if you rapidly turn around and directly follow the exact stretch of water along which you just travelled, your wake, because it is breaking either side of your path, will cause no issues whatsoever. Therefore, Donald did not meet his end because of either of these two supposedly “fundamental” errors – but something still went calamitously and horrendously awry. Over the years, many have studied enhanced and digitally remastered film of the Coniston crash. The key thing to keep in mind is that the boat, being a hydroplane, was unlike a catamaran, in that it did not blow a rush of air under the boat. For a catamaran, a bow-up attitude when fully trimmed out is good, as it “airs out” the boat and reduces the points of contact to the rear of the sponsons and the propeller. With a jet-driven hydroplane (i.e. no propeller), it is stern lift and the ability to ride on a small rear planing pad and rudder that is crucial, but the boat must sit bowdown to have stability and perform correctly on its three points of contact – the front sponsons and the rear pad. Towards the end of Campbell’s second run, ironically when he was virtually home and hosed, it can be seen (just – in a slowed-down film) that the starboard sponson lifts ever so slightly and then the bow section starts to climb on that side before the sponson starts to oscillate with momentum building fiercely. The pronounced “head nodding” and thumping can even be seen in the original film. More pedantic and obsessed observers also noted that the engine had, by that stage, “flamed out” and stopped, which WWW.BOAT M AGS.C O M 55
meant that, without any forward thrust at all, there was no chance of keeping the bow glued to the water. What happened then was inevitable – the boat took off, climbed precipitously and somersaulted. Many years later, the gruesome discovery of Campbell’s headless remains (found by the same crew who salvaged the wreck in 2001) seemed to indicate that the shattered plexiglass windscreen decapitated him. Whilst the above is true, no one knew until relatively recently why the sponson lifted and why the Orpheus engine flamed out. Campbell had had erratic-running problems with the engine all week (there was even water in it at one stage during the practice sessions), but in 2011 a British newspaper carried an informed piece stating that Bluebird had hit a duck during a practice run. The duck had damaged the underside of the port sponson, thereby giving the boat a propensity to lean over onto that side. Whilst this would go some way to explaining the up-and-down slapping of the bows and the lifting starboard sponson, it should also be borne in mind that this boat dated from the 1950s and had gone beyond the point of all improvement and refinement. In relation to the whole Donald Campbell phenomenon, not many know – because it only aired once and was never to my knowledge released on video/DVD – that, in 1988, the BBC made an excellent telemovie of the Coniston crash and the weeks leading up to it. Called Across the Lake, it starred Anthony Hopkins, just before his fame went stratospheric. Until recently, this could still be seen in its 90-minute entirety on YouTube. Hopkins’ portrayal of Campbell is magnificent, with the clipped, authoritarian, stentorian voice and the steely, withering gaze – coming across as a real domineering, dictatorial bastard, redolent of the British upper classes who were used to summoning minions and lackeys with assertive aplomb. The boat scenes are truly magnificent, too, with a full-size, floating replica of Bluebird K7, able to manoeuvre at low speeds. The highspeed footage was shot aboard a Stapley offshore racing catamaran with a mocked-up Bluebird cockpit, and the Orpheus jet orifice is seen with a spray of wash shooting aft. However, behind the portside circumference of the Orpheus orifice (and obviously not seen) is a 2.4 litre Mod VP Mercury! Seriously, though, as a means of complementing and consolidating everything that has ever been written about Campbell, I think that Across the Lake is a worthy and pretty accurate warts-and-all chronicle of one of the 20th century’s most dashing buccaneers – a fantastic and fearless yet flawed fatalist for whom there would be no place in today’s neutered, politically correct and anodyne world. A failure? In that he didn’t achieve what he ultimately set out to do…then quite possibly. Heroic? No doubt at all.
THE JOHNSON/ EVINRUDE V8 OUTBOARD: A BIBULOUS BEHEMOTH As one who has previously written about the defunct and much lamented Outboard Marine Corporation in quite a heartfelt and sentimental manner in previous pieces (with one of those articles devoted solely to the company), you would be right to conclude that I have always had a soft spot for pretty much anything OMC ever made – good, bad or mediocre. That is not to say, though, that I am blind to some of OMC’s more embarrassing, ill-timed and ill-sorted errors of judgement. Such a faux pas would undoubtedly be the V8 outboard, introduced to an intrigued public in 1985. What was OMC’s reasoning? Why did they make it? What segment were they targeting? What boats could accommodate it? And why, in an era when development of conventional 2-strokes was pretty much at its zenith (and when larger displacement, more powerful versions of then-current V6s would have sated most boaters’ power needs) did they elect to produce a tall, bulky and unwieldy V8? OMC’s focus at that time (the early-mid 1980s) was on a new, “modular” series of engines – common bore and stroke (using the same piston) in a 90-degree V-configuration with four, six and eight cylinders. This new family of motors was to be loop scavenged
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and would eventually totally replace the old cross flow V4s and V6s (although there was product overlap with both types of V4s for several years). So, in 1985, came the all-new 1.8 litre V4 (120/140hp). The V4 was the base model, and the pinnacle of the series in 1985, the V8 (essentially two V4s “stacked” together) was initially known as the 275hp or the 3.6 GT (Johnson) or 3.6 XP (Evinrude). At that stage, there was no nominal horsepower rating on the GT/XP engines, although they later carried a 300hp rating (well…on the decals at least). Interestingly, the new 200/225hp V6 2.7 litre loopers (halfway between the 1.8 litre V4s and the 3.6 litre V8s) did not appear until 1986. Now, it seemed, OMC had finally secured the bragging rights in the horsepower war, not to mention that they had conceived an entire family of engines that could pretty much be machined with the same tooling. Despite all the fanfare and jubilation, though, one important, long-standing OMC characteristic had been glaringly ignored: atrocious fuel economy. OMC engines were always notorious for “liking a good drink”, so one would have thought that a key aspect of the design brief would have been to address, drastically and proactively, the erstwhile dreadful fuel consumption. However, no. The new V4s had even worse mid-top end fuel consumption than the venerable cross flow motors and, what was worse, being loopers (with flat-topped pistons rather than the deflector-top types in the cross flows), their idling characteristics were markedly substandard. If the new V4 was a lame effort, then the V8, with double the number of cylinders and carburettors (nobody made a pleasure-use fuel-injected 2-stroke at that time) was twice as bad. To me at least, the V8 never seemed
to make sense from the word go, for several reasons. Firstly, the original model, the 3.6 litre (1985 to 1988), had a bore of 88.9mm and a stroke of 72.6mm, making it a very “oversquare” engine (bore considerably larger than the stroke – theoretically making it a good “sprinter” which, in reality, proved not to be the case at all). Secondly, the revised model, now a 4.0 litre (1989 – 1993), saw the stroke left unchanged at 72.6mm but the bore increased to 93.6mm. This was even more oversquare, and the stroke was now even shorter in relation to the width of the bore. Nevertheless, it did deliver an efficacious result in terms of mid-high range performance and allowed for a wider, more usable RPM range. Because of the wider bore, though, the cylinder area became larger, which meant that a greater volume of air (and fuel) could then be swept in for combustion. Therein was the bete noire, the Achilles tendon of the OMC V8 – its brutal, remorseless and untrammelled fuel consumption. In relation to this horrendous fuel burn, the third damning factor was the fuel delivery system: four double-barrel carburettors. I have heard several key OMC insiders from those days admit that, even from the factory, the V8 motors never ran properly. The carbs and throttle linkages proved inordinately difficult to adjust and synchronise – plus the carb bodies and
linkages were plastic, so there was distortion and “stretch” that never affected the old cross flows with the cast-alloy carb bodies and metal linkages. It has been posited that not one single V8 engine (other than the factory race motors, many of which had EFI) was ever cleanly and crisply on song. One simply cannot imagine the prodigious,
unquenchable thirst of these engines. Forty to fifty years ago, there used to be an old, very rough, rule-of-thumb formula of one US gallon (3.785 litres) per hour per 10hp at wide-open throttle in relation to a 2-stroke – but the V8 OMCs rendered that archaic formula irrelevant and obsolete. Their fuel consumption was at least one IMPERIAL gallon (4.546 litres) per hour per 10hp – so, in today’s metric terminology, the 300hp version would shamelessly and effortlessly burn close to 140 litres per hour at full throttle. Another factor, decidedly irregular and “oddball”, was the actual length (as opposed to the nominal 20” long or 25” extra-long) of the centre section. The long shaft was actually 23” and the extra-long shaft 28”, so the motors had to be mounted either high on the transom (higher than the amount of travel in the vertical boltholes would allow) or on a setback bracket. This made for an inordinately tall outboard, a high centre of gravity and some badly balanced and highly unwieldy boats. There was also the issue of an unusually quirky and “high” lower unit gear ratio of 17:30 (1.76:1) - never seen on an OMC before or after. All OMC’s V6s had always used the trusted, time-proven 14:26 (1.86:1) lower unit – an almost perfect gear ratio for a large outboard in that it was neither too high nor too low and allowed good take-off/acceleration while still able to spin a
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relatively large-pitch propeller. Possibly the V8 had to utilise such a relatively high gear ratio because it had so much power that even high-pitch props would not prevent the RPM rising and the motor self-destructing. Who knows? However, if this were the aim, it was far from successful because the numbers of self-destructing, “grenading” OMC V8s were legion – the alarming recurrence of repetitious mechanical carnage on many of these engines defied comprehension. There is no way the factory could ever have accurately calculated or accrued the projected warranty expenditure on this product – I personally contend that, whilst not the final straw, this product contributed massively to OMC’s eventual slide into oblivion. All told, these were still awesome, striking and magnificent looking engines - and don’t forget that they were about as rare as an SLS AMG Benz is today. To behold one throttling up from idle in a pall of blue smoke would bring a thronged boat ramp to a hushed and reverential standstill. For all their myriad foibles and faults, they had a couple of excellent touches – one aesthetic (yet highly effective) and one clever and invaluable. The former was an above-water exhaust (a huge gutter-sized snout above the cavitation plate on the GT and XP versions, and the latter a crankcase-mounted hydraulic steering reservoir which fed a ram on the motor thrutube. It is surprising that this innovative (for the time) creature comfort never developed further, as it gave an indication that there had at least been a touch of finesse, creativity and ingenuity in some aspect of the V8 project. I have always yearned achingly for an OMC V8, specifically the “King Kong” Formula 1 race version with the short midsection and clubfoot lower unit. Not to ever use it – Good God, no, but to have its exterior polished and gleaming and adorning a display stand beside an antique desk in my huge, oak-panelled, book-filled study (when I am eventually able to afford a house that can accommodate an antique desk and a huge, oak-panelled, book-lined study). I would have the cowl hinged so it lifted to reveal no power unit (which probably detonated ages ago) but a voluminous and superbly stocked cocktail cabinet. What a fantastic, pleasurable and redeeming use for a product that originally gave much pain, angst and little pleasure. So let us drink to that.
THE MERCURY 650XS: LOUD BUT (MORE OR LESS) LEGAL
Four to five decades ago, before the Japanese rewrote the rules and dragged the entire outboard industry by its bootlaces to new levels of refinement and excellence, there were really only two camps (the marine equivalent of Ford vs GM) for those who were true outboard aficionados: OMC and Mercury. My previous jottings will leave you in no doubt as to my affiliation, but while I never had, at that time, a lot of affection or passion for Mercury, I had much admiration and respect for the product. When I wrote my recent OMC treatise for this publication, Barry, the editor, enquired if I might be interested in giving Mercury the same sort of treatment, but I had no option other than to decline. Firstly, I lacked deep knowledge of, and personal involvement with, the product, and I feel that both these factors are necessary if one is to chronicle anything with fervour, passion and authority. I also think that, to hook the reader, one needs to be somewhat subjectively opinionated rather than dispassionately objective and clinical. Besides, the story of Mercury Marine and the dynamic, autocratic, polarising man who founded it, Elmer Carl Kiekhaefer, has already been e x c e l l e n t l y, masterfully and diligently chronicled by Jeffrey Rodengen in his superb opus, Iron Fist. The book is probably still available from Amazon, but I actually bought my copy directly from Rob Sheets when he worked at Mercury in Dandenong in the late 1990s and I cannot think of twenty bucks better spent. There is, therefore, little point in a prosaic, hackneyed journeyman like me even attempting to follow in the footsteps of Rodengen, a Pulitzer Prize-winning journalist. I have instead elected to throw the spotlight on what I believe to be one of Mercury’s strangest, quirkiest and most unusual (not to mention noisiest) “consumer” product offerings: the 650 XS of the mid-1970s. When it came to performance, Mercury had always been like the HSV or FPV of the outboard world, with a high-performance version of their outboards to suit most racing categories. The XS series of 1975 – 1977 was ostensibly a consumer product in three offerings, with retro-style cowling decals redolent of the old halcyon “red band” days of 1969. There was the 1500XS
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(a mildly tweaked version of the legendary inline six-cylinder 150hp “tower of power”); the 850XS (a 90hp version of the venerable inline four-cylinder 85hp), and the 650XS (supposedly rated at 90hp and based on the three-cylinder “clamshell” cowling 65hp). The first two engines were not widely different from standard specification, other than being short 15” shafts designed to run at high transom settings on conventional 20” long shaft boats. They didn’t have a greatly increased RPM range and they still used the standard 50:1 fuel/oil ratio of the era. The 650XS, by comparison, was relatively wild. It ran to over 7,000RPM; had no internal exhaust tube (hence it was very loud); used three massive carburettors from the old TIIX (Twister); needed an electric fuel pump (as distinct from the standard crankcasemounted diaphragm type) to deliver fuel to the carbs, and required a 17:1 fuel/oil ratio (three times more oil than its larger siblings). While classed a “short shaft” engine, it used the long shaft centre section from the standard motor with the transom bracket mounted further down the leg. I seem to remember these as having limitedproduction sandcast blocks (due to the texture and roughness of the unpainted castings) as opposed to the normal, painted and smoother diecast blocks on the standard motors, but some Mercury pedants on several of the US high-performance forums have argued about this in the past. I, however, am going to stick my neck out and go with sandcast because my memory, whilst not the infallible steel trap it once was, is still fairly good. I never understood how Mercury could sell the 650XS as a “consumer” motor through its regular dealers, as it was anything but. Nor could I ever figure out how it was able to run legally in the European T850 (monohull) and SE/Formula 4 (catamaran) classes. These classes were for ostensibly stock showroom motors (albeit modified very slightly internally), but the XS had no exhaust megaphone and had an external, protruding front cover (sitting proud of the clamshell) that gave only token shielding to the orifices of the three massive carburettors (whereas the standard 650 was a twin-carb motor). Due to the front cover that didn’t sit flush, the carbs would almost certainly have been
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able to pull in extra ambient air. The other engine in the standard racing classes, the 3-cylinder OMC looper, had standard carbs (other than with minimum jetting revisions) and used a standard engine cowling with no additional air inlets whatever. A token concession to being “standard” was that the 650XS was still a full-gearshift (F-N-R) motor because it used the 14:23 (1.64:1) lower unit from the consumer twin-carb 650.
“I think the 650XS was an interesting concept, but it answered a question it would have been better not to ask.” While the 650XS did well in the standard T850 monohull class (mainly because the torque of its OMC competitor caused many of the narrow hulls of the time to chine-walk alarmingly and often eject the driver – yours truly having had regular first-hand experience of this!), it never produced overly spectacular results in the 850 cc tunnel-boat class. It had excellent top-end speed and good straightline performance but the useful power band was far too narrow, came on song too late, and an OMC would regularly “out-drag” it away from the turn buoys. Mercury has never been known for taking a back seat in relation to performance, but the 650XS was far from its finest hour. Furthermore, the “Open” class (Formula 3) version – the 650X/700X (with completely different engine porting and the Speedmaster racing lower unit) – was not particularly dazzling, either, as it was beaten to the World Championship several times in the 1970s by the RS Johnsons and CC Evinrudes of Renato Molinari, John Hill and Lars Strom. I think the 650XS was an interesting concept, but it answered a question it would have been better not to ask: does anybody want to cheat blatantly without censure? It was a pointless but contentious premise, in my opinion, as this “standard” motor was wholly unfit for leisure boating. Imagine trying to rig one on a centre console, rig up an electric fuel-delivery pump and then mix fuel and oil at a smoke-billowing and haze-inducing ratio of 17:1. However, back to my oak-panelled study again: I want one of these as well, not as a cabinet for beverages, but polished up and shining like iridescent black marble in an alcove with a spotlight rippling the accents of its cowling decals.
SUZUKI’S FIRST V6: DARING BUT DEFICIENT Despite my pronounced, profound and pathetic predilection for all things OMC, whose products we sold in our dealership back in Ireland, I never actually worked for the company itself. When I was young, I always dreamt – at the expense of my schoolwork and educational trajectory – of working for an outboard company. Eventually I did (well, subsequently three of them, in fact!), and although I have superb and indelible memories from all of them, the one that makes me smile most is the one at whose headquarters I worked in Hamamatsu, Japan: Suzuki Motor Corporation. I lived in Japan for almost three years in the earlymid 1990s, and was a service instructor, a technical writer and a service representative at Suzuki’s world headquarters at Takatsuka. Until recently (probably the start of this century), Suzuki never had the profile in this part of the world that it had in, say, Northern Europe. Suzuki motors, particularly the DT55/65, DT75/85 and V4 DT100, were immensely popular with the RIB manufacturers – durable, strong, innovative 2-strokes (they invented oil injection and were the first to bring reliable fuel injection and twin-plug cylinder heads to mainstream outboards). Unfortunately, there were several cosmetic/aesthetic issues in relation to how some models were presented, one being an electrolysis/corrosion problem (more an issue with the paint primer and the use of carbon gaskets rather than the alloys used). Another issue was Suzuki’s stubbornness in sticking with an old-style (although powerful and effective) clamp bracket-mounted power trim pump on certain models, instead
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of adopting the more modern between-theclamp brackets type. Additionally, the shape and styling (backward-raked centre sections and sharp creases/angles on the cowlings plus decals that didn’t like sunlight) of many of the motors made them look ancient – despite having leading-edge technology. In late 1985, Suzuki made a huge fanfare about its all-new offerings for the 1986 model year: the DT150/DT200 – engines that would at last catapult the Japanese into the high-HP segment, which was virtually owned by the Americans. On paper, these engines looked exceptionally good. They were 2.7 litre, 60-degree, loop-charged V6s (OMC was still using the bulkier 90-degree crossflow blocks). A unique facet of these motors was that the exhaust was expelled down the outside of each bank of cylinders, rather than down through the middle of the vee. Suzuki claimed that this gave more scope to tune and optimise the flow of exhaust, as there was no restriction encountered in having to route the exhaust through the traditional, cramped “turtle back” normally located between the cylinder banks in a vee-configuration engine. Additionally (and also quite cleverly), the cylinder barrels were detachable, so should there ever be, for example, severe mechanical carnage in one cylinder, that bank of three cylinders could be removed and a new one slid on, rather than having to purchase an entire block. The adoption of both of the above characteristics showed innovation and creativity, but it also displayed a solid grasp of expediency and pragmatism – in that Suzuki was able to manufacture the engines on the same dies and machinery as the inline motors, without incurring the expense of specially tooling up for the new V6 motors. This type of parsimonious, pragmatic and cost-effective practice has always been a key Suzuki philosophy, and is why, for example, they can probably build a compact car at cheaper cost than any other Japanese manufacturer. The new engines had IC (analogue integrated circuit but later Microlink digital) ignition with electronic advance/retard and no stator rings or rods and bushes to stiffen or seize. Fuel delivery in the early years was by two Mikuni BV40-32 carburetors; the PTT system was an integral part of the transom bracket and the lower unit (always a Suzuki strong point) had a smooth, positive desmodromic shift system. All good so far, you would think…but no. Far from it. Anybody who had even a passing familiarity with V6 2-stroke Suzukis may possibly remember that the external design of the cylinder heads changed completely after only the first year on the market (1986). Beginning with the 1987 model, the cylinder heads had large rubber hoses clamped to the bottom of the thermostat housings, which ran directly downwards to a casing above the exhaust chamber. The first-year model, by comparison, had had conventional, hoseless heads. The reason for this was that
the first engines had a massive overcooling problem – the water pump (another Suzuki strength) sent far too much water around the heads and the motors could never get up to a proper, effective and thermally efficient working temperature. This also resulted in many instances of “cold seizure”, whereby a rapidly expanding piston progressively “nipped up” in a stone cold bore. The on-thefly hose fix went a huge way to curing both the temperature and cold-seizure conditions, however, because the hoses “dumped” all excess water straight down into the exhaust. The classic paradox: simple but smart.
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It must be said, though, that Suzuki never, ever completely cured the cold-seizure problem on those early engines, as they firstly went to smaller-diameter pistons (to allow greater but more controlled expansion) and then, in 1988, a 3-ring piston (one additional ring) to give better heat transfer to the cylinder wall. Fuel consumption was always a huge issue, too, in that a lot of it had to be poured in to “drench” and deaden an auto-acceleration problem that happened in the low-mid RPM range. The detachable cylinder assemblies were not without problems, either, as the sandwich plates behind the outside-mounted exhaust covers (same as on a conventional inline outboard) used to leak and let water into the cylinders. The same for the cylinder heads, which had detachable water jackets and were not one-piece. However, although that very first V6 Suzuki (the 1986 “VG” model only) was a failure on an embarrassing scale, the entire debacle gave me a huge insight into how an engine company can proactively think on the hoof, instigate rapid fixes in the field and review, revise and remanufacture components in a frenzied, rapid, reactionary yet effective manner. The 1986 model may have been spectacularly unfit for purpose, but every iteration of it thereafter got better and better. In all honestly, however, none of the carbureted V6 Suzukis ever set a class benchmark for excellence, but by the early to mid-1990s, when they progressively went to reliable, efficient fuel injection (first Nippondenso and latterly sequential Kokusan), boron composite cylinders and one-piece water jackets and cylinder heads (no more water leakage), these engines were really as fine a 2-stroke V6 outboard as anything on the market. I remember running one of the last sequential-fuel-injection 200s (probably a 1998 model) on a RIB between Northern Ireland and the Mull of Kintyre in Scotland, and there was another identical boat with a 200hp Mercury Optimax on it. The Suzuki was smoother, accelerated better, was every bit as fast at the top end and, over the entire trip, even posted a lower median fuel consumption. The lesson to be learned here is that just because something is initially produced in an impetuous, desultory and ill-developed fashion, only a very torpid, indifferent and fatalistic manufacturer would allow such a situation to continue. It is possible that without the trials and tribulations associated with fixing the flawed V6 Suzuki of 1986, that manufacturer would not be the paradigm of technology and innovation it is today. However, no. Warm, fuzzy feelings aside, I will not be seeking out an early V6 Suzuki for display in that oak-panelled, book-lined study.
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“The 1986 model may have been spectacularly unfit for purpose, but every iteration of it thereafter got better and better.”
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WWW.BOAT M AGS.C O M 61
16/11/12 8:40 AM
BOAT REVIEW
Terminator 755 SF
Judgement Day
A Yamaha 150hp 4S will push the Terminator to 34 knots. 62 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
Anyone who attended the recent Auckland On Water Boat Show would no doubt have wandered through the Sealegs stand and would have noticed the first all fibreglass (GRP) model for the company. Resisting the urge to use Schwarzenegger puns (well maybe a few), Freddy Foote checks out the Terminator 755 SF. By Freddy Foote
WWW.BOAT M AGS.C O M 63
BOAT REVIEW
Terminator 755 SF
The new Terminator 755 SF, Sealegs first foray into the GRP cabin boat market.
T
he Terminator 755 SF was developed by Terminator Boats in conjunction with its parent company Brazen Composites, in Malaysia. Sealegs are partnering the Malaysian company and supplying them with ‘System 60’ which is the wheels and hydraulics package that is Sealegs or what they call the Amphibious Enablement System (AES). Brazen Composites doing the R&D work to couple the ‘System 60’ to one of it’s current model moulds. This latest addition to the expanding amphibious product range demonstrates the on-going efforts and success of the Sealegs AES Strategy previously seen in craft released by Stabicraft Marine and ASIS Boats in Dubai. Sealegs says they plan to continue the strategy of developing amphibious craft through offering amphibious systems to global boat manufacturers to widen their product range and reach of customers. Brazen Composites and its subsidiary Terminator Boats, have a long history in building composite craft. The Terminator 755 is the first 100% fibreglass model released with Sealegs that does not feature the Hypalon or aluminium pontoons previously seen in the rest of the Sealegs range. “With every new partner we appoint under the AES strategy, our systems and processes improve to better accommodate the needs of a wider range of boat manufactures,” says Sealegs CEO, David McKee Wright.
“The Terminator 755 demonstrates the ability to leverage the expertise of alternative boat manufacturers, as we benefitted from the skills of our partner, Brazen Composites, to release the allfiberglass boat. A skillset where Sealegs has limited experience.” “By leveraging the efficient manufacturing base in Malaysia, and the lower cost manufacturing process of fibreglass, we have been able to introduce an introductory price that is better than any other in the Sealegs range,” adds McKee Wright.
64 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
FOR KIWI BOATIES By all accounts, the arrival of the new Terminator SF has been driven by customer demand for a fibreglass cabin boat, with a healthy cockpit and the ability to traverse onto land. This model we tested was the prototype and has been sold. Sealegs also confirming they have sold a further three. The layout is fairly traditional for a cabin boat. There is a large forward cabin with an upholstered vee berth, complete with infill, side shelf storage as well as space under the berths. The helm is neat and tidy and is a one piece mould that continues over to the
More storage is available in the volumous forward cabin.
The 22hp Honda which provides power to the Sealegs hydraulics.
Boaties will love the open cockpit layout.
The power pack for the Sealegs isn’t too obtrusive into the cockpit.
port side. Mounted into the dash is a Lowrance HDS 9” MFD, while below is the steering wheel, engine instruments and the controls for the Sealegs system. To the right is the throttle for the outboard, as well as the speed control for the Sealegs behind that. A large curved windscreen keeps you well protected from the wind, and there’s a grab rail for the port side passenger, plus side shelf storage. Seating was made up of some rather high-backed single pedestal seats which contain shock mitigating foam. These I’m told are being ditched on future boats in favour of a more traditional king/queen style seating arrangement, that will provide more storage or pedestal seats if requested. The cockpit is open and spacious and is finished with Ultralon throughout. This a extremely tough, soft to walk on and gives the boat a stylish look. Alternatively, you can specify real Teak. Deep side shelves run the length of both sides of the cockpit and are finished with two-rod holders in each coaming. In the centre of the transom sits the Honda power pack, which can be accessed by lifting up the hatch above. Either side are steps that provide access to the transom area. Though I felt this space could have been better utilised by adding port corner seats. No dive ladder in the port corners as this would be impacted by the rear wheels, so an over the side boarding ladder can be specified. I’LL BE BACK Talking with the Sealegs sales team during our test day, I was quite surprised to find out that only around 5% of Sealegs craft sold are specified with a trailer. “Many of our customers own coastal property where they have their own access to the water or are not far from the water. Most just like to load up the boat in their front yard or shed, drive it down to the water WWW.BOAT M AGS.C O M 65
BOAT REVIEW
Terminator 755 SF
The Sealegs system has been intergrated into the Terminator hull.
Not too dissimilar to a regular trailerboat, just with a few extra controls.
and off they go for the day,” says Sealegs Marketing Manager, Peter Small. What about taking the boat in for a service you may ask? Sealegs offer a pickup and drop-off service for the boats which sees the boat transported on a Sealegs specific trailer. The Sealegs ‘System 60’, is the same on every Sealegs craft, with all the functionality the same as well. The system sees powerful motorised wheels, one at the front and two at the rear giving the Terminator 755 a variable speed of 0-7km/ h (forward and reverse). Power is a 22hp Honda driven hydraulic power pack. When you drive the boat into the water, the wheels are quickly retracted into the ‘Up’ position and are completely out of the water. The boat is then driven and used as normal. When approaching land, the Sealegs wheels are lowered into the ‘Down’ position while still moving in the water. I’ve driven a number of Sealegs boats
in the past, and once you get your head around all the procedures, and knowing when to engage your outboard motor and disengage your wheels, it’s a piece of cake. Our test boat was powered by a Yamaha 150hp 4S outboard and it performed well. Any Sealegs craft isn’t a light boat, with a lot of extra weight distributed throughout the boat. The forward wheel and hydraulics, the Honda engine aft, and the two rear wheels aft for example. This one, being made of Fibreglass will be slightly heavier than a similar sized aluminium constructed boat. LET OFF SOME STEAM We achieved a top speed of 34.0 knots @ 5400rpm, using 62lph and achieved a cruise speed of 21 knots at 4000rpm using 25.3lph. If you wanted a little more performance, then the hull can certainly handle it, and it can be fitted with outboards up to 200hp. On our test day in the waters off Browns
Bay on Auckland’s North Shore, we experienced some reasonably choppy conditions, and the boat performed well. The Terminator hull feels solid in the water and punched through the chop quite easily. It responded to trim well, and the engine had enough power with a full load of fuel and three of us onboard. The driving position at the helm wasn’t the most comfortable. The seats are too close to the helm itself, and because the Sealegs controls are fitted just to the right of the steering wheel, the helming position is off centre by about 200mm. However, this is easily remedied with a change to the helm seat such as the new king/queen’s which will be standard in future models. Overall, the boating public asked and Sealegs delivered, and with four boats sold since the prototype arrived on our shores in late September, it certainly proves that they got what they wanted.
TERMINATOR 755 SF Price as tested $NZ185,357 Type Cabin Boat Construction GRP LOA 7.55m (wheels up) Beam 2.25m Deadrise 20 degree Dry weight 1730kg Test Power 150hp Yamaha 4S Propeller 17” Reliance Power options Outboard Only HP Range 150-200hp Fuel capacity 170L
Notable Standard Items Yamaha 150hp 4S Notable Options Ultralon finish, Lowrance MFD Contact Sealegs International, Ph 0064 9 414 5542 www.sealegs.com
Performance Figures // 150HP YAMAHA 4S RPM 1000 1500 2000 2500 3000 3500 4000 4500 5000 5400
Knots 4.0 5.3 6.1 7.4 9.3 14.5 21.0 26.0 30.0 34.0
L/H 3.4 5.3 7.1 12.9 16.7 24.5 25.3 34.5 46.0 62.0
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WORLD POWER BOAT CHAMPS
Kiwis & Aussies
STRUGGLE at Key West By Barry Thompson
Maritimo ran 148mph on the straights and second highest lap average of 113.26mph.
68 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
Kiwi entry Pro Floors finished third in race one but flipped in the final.
If you wanted to win offshore powerboat races in the 1970s, you needed a big monohull and no one did them better than Jim Mackay. Until the advent of the catamaran, his boats proved the benchmark and surprisingly almost all survive to this day.
They say that racing in the world offshore powerboat championship at Key West, Florida, is the hardest, most frustrating and also the most rewarding offshore powerboat racing event in the world. To be the best you have to win Key West! Having now been to my first Key West World Championship I can agree 100%. When my son Travis told me he was going to drive the Maritimo entry in the Key West World Championship, I knew I had to be there. It’s a place I had always wanted to visit and while many Kiwi and Aussie teams have raced at Key West over the years, I had never quite managed to get there. Well, 2016 changed all that. The 36th Key West World Championship, run by Superboat International attracted not only 40 of America’s most competitive offshore boats, but also two overseas entrants. Kiwis Wayne Valder and Chris Hanley ran a leased 38 MTI and competed under the Pro Floors banner in the Superboat class, while Travis Thompson and Ross Willaton ran their Australian entry, Maritimo in Superboat Unlimited. Both teams were to find out that Key West takes no prisoners! You may have the best machinery, the biggest budget and even turn up to the pits in a new Lambo, but that means nothing when the flag drops. It’s who’s at the end after three races with the most points that matter, and that’s often not the fastest, but the most consistent boat on the circuit.
PRO FLOORS DOING IT HARD Day one saw the Pro Floors team a little off the pace and in the light to moderate water were still coming to grips with their new boat. The previous and only race in the boat was in Clearwater, Florida a few weeks before, when the team found the boat had steering issues. This was rectified before the worlds to improve the cornering of the boat. Competition in this class is extremely fierce, with eight other season hardened boat crews all aiming for the coveted world title. Pro Floors came home a very creditable 3rd with an average speed for the 42mile race of 93.92 mph. Considering this was less than 1 mph slower than the race winner, Performance Boat Centre, their 2016 Superboat world championship was off to a great start. All boats (36ft-46ft cats only) in the Superboat Class are powered by twin 510 cuin naturally aspirated engines, running a single 4brl carb and pumping out around 750hp. Mercruiser SSM V1 are the only drive systems allowed. Top speeds are around 130 mph. WWW.BOAT M AGS.C O M 69
WORLD POWER BOAT CHAMPS
Wake Effects, a 48 MTI powered by twin 1650hp Mercruisers, took out the 2016 World Superboat Unlimited title.
Maritimo leads out Geico in heat one at the start. Travis Thompson was competing in his first world championship as the driver of Maritimo.
The Doug Wright designed FJ Propellers was unbeatable in Superboat Stock taking all three heats.
In race two the Kiwis made a few changes, but the extremely calm sea state didn’t help and they could manage no better than 5th place. Average speed was up to 99.36mph, with the winner, WHM Motorsports clocking an average of 100.68 mph. Still close but not close enough. For the third and final race, Pro Floors was out of the overall contention, but the Kiwi’s were determined to put on a strong showing in the light to moderate seas. The fleet of seven boats was bunched together as they rounded the first turn buoy when all hell let loose. Pro Floors was right in the middle of the leading pack when they ‘dropped into a hole’, spun sideways and flipped. WHM Motorsports, unable to avoid the upturned Pro Floors ran straight over the hull, hurtling them into the air, before landed sideways, but right way up. With only superficial damage, they were able to carry on and finish the race. Fortunately, both Wayne and Chris emerged from the boat through the safety hatch in the hull, with the only injuries being to their pride. It wasn’t until the boat was put back on the trailer that the damage to the hull from the collision was clearly evident. After the race week, the boat was taken back to its home base in Orlando, Florida, where it was to be stripped completely before hull repairs were made and a total re-rigging of the boat carried out. The final place in the world championship was 5th, with race one winner Performance Boat Centre taking the overall world Superboat Championship Despite a somewhat disastrous end to their US campaign, the Pro Floors team are already looking to run the entire US circuit next season in the same boat. 70 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
MARITIMO MUSCLE For the Maritimo team, the Superboat Unlimited Class presented a bigger challenge as they had not tested the boat before shipping it to the US from Australia. Running their well proven and race hardened Tencara 44 for the first time only the day before the first race, with the new engine package was a big ask. Not only had the engines not been run, apart from on the dyno, driver Travis Thompson had never even been behind the wheel. Despite this, the team showed they had the mettle to do the business and that they potentially had the right package to win the world championship. But offshore racing is a cruel sport as the Maritimo team found out after race one. In the first race, they didn’t quite have the prop and gear ratio combination right and could only manage fourth at an average 103.94 mph. This was well off the pace the winner, Miss Geico, with an average of close to 110 mph. The Aussie entrant looked good but it just didn’t have the speed out of the corners to stay with the leaders. For race two the gear ratios and props were changed and in the calmer water, the Aussie boat showed it had the potential to win. Running 148 mph down the straights, they hung onto the transom of the estimated 4000 hp powered CMS, a 52 ft MTI in a solid second place, only to suddenly stop when a blower belt pulley let go and the carbon fibre blower belt shredded itself on one of the twin supercharged 580cui engines. Interestingly Maritimo’s best lap speed was 113.26 mph, just a little behind CMS’s 114.15 mph. Engine builder Kurt Davies had a
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replacement engine in place the following day, with all hopes on the final race on Sunday. The gear ratio/prop combination was right and left unchanged for the final. When the flag dropped Maritimo went into the same position behind CMS as race two and looked strong. In lap two, with Travis and Rosco intent on keeping the CMS boat as close as they could, disaster struck again. This time it was a hydraulic steering hose that burst and with no steering Maritimo suddenly spun out in the corner and almost went over. Luckily it didn’t, but for the Australian entrant, the race was over. Final placing was a very disappointing 5th overall for the race and 6th for the championship. Ironically CMS also had issues soon after, with one of their engines going into ‘limp mode’, leaving Wake Effects, a 48 ft MTI taking the lead and winning the final race and also the 2016 World Superboat Unlimited title. All going well, Maritimo could have won the 2016 World Championship with the boat/engine combination they had, but unfortunately lacked the reliability when it counted. Already Maritimo are planning their return next year and according to Kurt, they are looking at two boats, the current #15 to have another shot at the title in Superboat Unlimited and a brand new boat for the Superboat class. There’s also talk of changing the twin superchargers on the engines for twin turbochargers, which will increase the power out of the turns.
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WWW.BOAT M AGS.C O M 71
BOAT REVIEW
Elite 15.2m Traditional Mid-Pilothouse
While Luana is, at present, very much a one-off, it might not remain that way for very long.
72 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
Luana Almost-leisurely
The latest offering from Bill Upfold redefines a classic style and proves leisurely doesn’t always mean sedate. Luana is a very modern take on traditional bridgedecker WWW.BOAT M AGS.C O M 73
BOAT REVIEW
Elite 15.2m Traditional Mid-Pilothouse
Luana’s cockpit is relatively small by modern standards but perfectly suited to the type of boating.
W
hen Lloyd Stevenson Boatbuilders has a boat under construction, Lloyd has a special Friday afternoon ritual. He takes a photo of the vessel under construction, writes a report on the progress they have made that week and forecasts what will happen in the following week. Then he emails it to the owners. “This not only keeps them up to date with the build, it also means they end up with a full written and photographic record of the process.” From all accounts, these weekly reports are eagerly awaited and the phone lines burn hot if, for any reason, they do not arrive as expected. That weekly interaction is typical of the way Lloyd and designer Bill Upfold interact with their clients. The pair has now created 21 Elite cruisers together and although there are some similarities between them (the quality of the build for example or, occasionally, the same hull formation) they are all distinctly individual. All are highly customised and very deliberately designed and built for their particular owners. This is reflected in the length of time the owners hang onto their boats: an average of over 10 years. The owners of the pair’s latest collaboration, Luana, are a perfect illustration. They spent almost five
years looking for a suitable boat before, in frustration, settling on a reasonably generic 12 to 13-metre displacement cruiser. A short while later they saw Maeve, the 16-metre Elite Mid Pilothouse that Lloyd had built for himself. They found a lot to like but really wanted an aft cabin and only needed to do 10 knots. Immediately understanding what they were after, and knowing that there was nothing like it on the market, Bill offered to do some concept drawings which the owners accepted and the rest, as they say, is history. In early September, Luana was launched.
While there was no argument about the single engine, there were apparently robust discussions about both the number of cabins and the shape of the hull, or more accurately, about the speeds a particular shape of hull would allow Luana to do. It appears Bill and Lloyd lost the one about the cabins but squeaked a victory about the displacement. Their argument was that a third cabin was considerably more “mainstream” for this size and style of vessel and would greatly increase the ease and price of resale. The owners’ riposte was that they cared little about resale and most definitely wanted just two cabins.
DEFINITELY NOT ORDINARY While Bill and Lloyd insist that every vessel they launch is unique, I cannot remember one that stood out as so distinctly different as this one. My first thought – and one that still persists — is that Bill Upfold has created a very clever, modern version of a traditional bridgedecker. Of course, there are glaring differences: the bridgedeckers of old had raised aft and fore sections with a low saloon in the middle; Luana’s saloon might be in the middle but it is higher that both the aft and fore cabins. Nevertheless, while sitting in the relatively small cockpit, with one’s back to the main cabin, the feeling remains. And it is further enhanced by the fact Luana has just the one engine, only two cabins (in a 50-footer!) and a (relatively) round bilge.
SURPRISINGLY QUICK Although the owners originally wanted a boat capable of just 10 knots, Bill gradually made them see that a semi-displacement hull would better suit the type of coastal cruising they were keen to do. The extra speed could also prove to be a bonus if they needed to get somewhere in a hurry, for example to outrun approaching bad weather. As a result, Luana boasts a round bilge forward, apart from the spray rail, developing into a hard chine over the aft third of the hull. Hardening the chine in this way prevents the stern from “squatting” and, as the fuel chart illustrates, improves efficiency, especially at displacement and slow planing speeds. An aft pocket allows the shaft to run at a
74 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
There is also incredible attention to detail everywhere.
It is a cleverlydesigned little galley, with a number of interesting features.
Luana’s bridge layout has a number of very individual touches.
shallow 7 degrees, further improving efficiency. The design enables the single 500hp Cummins diesel engine to propel the 19.2-tonne craft through the water at comfortable cruising speeds of 10.5 knots (at 1800rpm) or 11.3 knots (at 2000rpm). Should a faster cruise be required, 2200rpm will deliver 13 knots and 2400rpm, 14.9 knots. Flatout, at 2610rpm, and fully laden with fuel and water, Luana’s top speed is an impressive 17 knots. Luana’s owners say they intend to cruise almost exclusively around New Zealand’s north-eastern coast. However, the boat seems so perfectly suited to extended cruising and passagemaking that one should not be surprised to see her sail into the Marlbourgh Sounds, the southern fjords or one of the tropical islands. Range will certainly not be a problem. Even after setting aside 10% of her 2900-litre fuel capacity for safety, Luana (whose name, aptly, is Hawaiian for “Enjoy pleasant surroundings, live in comfort and ease.”) can cover almost 1000 nautical miles at 9.6 knots (1600rpm). Drop just 200 revs, to 9.1 knots and the range extends to 1500nm. Pull her back to 1000rpm and she will still achieve 6.8 knots (faster than most cruising yachts and in a straight line) and be able to travel almost 3000 nautical miles. EASY LIVING Luana’s cockpit is relatively small by modern standards but perfectly suited to the type of boating favoured by her owners. There is a moulded
L-shaped seat on starboard, served by a folding table. There is a freezer and stowage below and the seat squabs, when not in use, are kept in their own locker in the forward bulkhead. On port, there is a small sink and access stairs up to both the bridge and the side decks. Gas bottles are safely kept in their own locker on the boarding platform, there are slots for the barbecue in the transom and rod holders in the twin stainless steel pushpits on the quarters. The full width master cabin lies on the other side of that bulkhead and there is a large electric opening window between the two, allowing the owners to lie on their island king berth and, if they wish, enjoy the view over the stern. Although the main walkway from the cockpit runs through the middle of the master cabin, this is not as intrusive as it sounds. The berth, stowage lockers and dressing table are on the starboard side of the walkway while the fully-featured en suite is over on port. The décor features blonded oak timberwork and flooring, deep nylon carpeting, cedar-lined lockers and an attractive mottled green, granite en suite top. Privacy is attained in a rather novel way with swing doors on either side of the walkway (set into the bulkheads to look like cupboard doors) completely enclosing the stern section of the boat. Immediately on the other side of these doors is the pantry (a roll-top-style door can be pressed into service when the swing door is closed) and the C-Zone control cabinet.
Although the main walkway from the cockpit runs through the middle of the master cabin, it is not intrusive.
The forward guest cabin has a raised berth with good vision outside.
WWW.BOAT M AGS.C O M 75
BOAT REVIEW
UPPER GALLEY In a traditional bridgedecker the galley would usually be down where Luana’s master cabin, walkway and pantry are so a change was required to the typical Elite mid-pilothouse layout. The galley, complete with its domestic fridge, oven, two-burner hob, microwave and specialist stowage now occupies the aft section of what has previously been part of the saloon. It is a cleverly-designed little galley, too, with a number of unique touches: an appliance locker with its own roll-top door; a raised shelf above a corner of the granite benchtop, complete with its own little drawer; a lazy-Susan arrangement for easy access to items stored in an otherwise awkward corner cupboard. Diagonally opposite is the lounge area with a L-shaped settee and a coffee table that can both rise and pivot in towards the seats if required. A TV, connected to the satellite dish, lives in its hidden locker along the starboard bulkhead. There is a frosted glass panel under the forward screen to allow light in to brighten the forward cabin and a glasses locker, grog locker and bar fridge well positioned alongside the companionway to the bridge, handy to both. The space adjacent to the forward companionway has been cleverly used, too, creating another handy stowage area. Luana’s owners were very particular about the design of their guest cabin and wanted something more innovative than the traditional island berth set against the forward bulkhead. In typical fashion, Bill was up to the task: setting the berth against the angled port side of the hull, the en suite into the focsle and access to the engine room through a dogged door in the aft bulkhead. The result is a raised berth with good
Elite 15.2m Traditional Mid-Pilothouse
vision outside, a relatively compact en suite with a delightfully spacious shower and loads of practical stowage. And perhaps best of all, there is huge separation between the two cabins! STUNNING BRIDGE Although Luana’s bridge layout is fairly typical for an Elite mid-pilothouse (station centre-forward, settees on both sides, an aft deck), there are a number of very individual touches. The most striking, if not the most obvious, is the apparentlylaminated Approaches to Auckland chart under the hinged leather helm seat. This is, frankly, a work of art and actually involved getting the chart digitally printed, gluing it onto a base board, spraying it with multiple coats of lacquer to create a mirror finish and then buffing and polishing it to within an inch of its life. The starboard settee also hinges open, this time revealing a large, secure rod locker. In a drawer under the helm seat lives a Yacht Controller, a powerful remote controlling the engine and bow and stern thruster, allowing the owners to manoeuvre their boat remotely from anywhere on board (or even while standing on the dock). The helm is a smart and tidy affair dominated by the Furuno glass bridge displays and there are wipers on all forward facing windows. Big sliding glass doors give access onto a surprisingly large aft deck created by the protective overhang to the cockpit. Although unused at present (the tender and crane are situated on the foredeck) it could easily be converted into a large sundeck. There is a little basin and faucet here and easy access down to both the cockpit and the foredeck. This latter contains its share of surprises, too. The anchor (with its built-in snub and integral anchor chain wash) has been
hidden away in its own locker (meaning one less item on which to stub toes); there is mood lighting and box coamings on each side house handy inward-facing lockers (great for lines or bow hooks) and contain mushroom vents to ensure good airflow below even in heavy downpours. SPECIAL VESSEL Luana is a very special vessel and not just for its fast semi-displacement hull, its slightly unusual layout and its numerous innovations. There is also incredible attention to detail everywhere. For example, the signwriting has been picked out in Palladium leaf; the cap rails are actually timber, coated in stylish metallic paint; the saloon blinds can open either up or down and there is a similar versatility with the lighting. However, while Luana is, at present, very much a one-off, it might not remain that way for very long. Both Bill and Lloyd believe that Luana-like cruisers could have a very wide appeal, especially with an ageing population and increasing numbers of sailboat owners looking for a more power-oriented boating future. Bill deserves the last word: “I’d love to do an 18m version.”
Plenty of space in the cockpit for entertaining.
ELITE 15.2M SEMI-DISPLACEMENT MPH Year Launched 2016 Designer Elite Marine Design Ltd Interior Designer Vicki Mc Cauley (Pacific Interiors) Builder Lloyd Stevenson Boat Builders LOA 15.2m LOH 15.2m Beam 5m Draf 1.15m Displacement (full) 19200kg Max Speed 17kt Construction Epoxy/wood composite Fuel Capacity 2900L
Water Capacity 800L Engines Make/HP Gearboxes Twin Disc 5075a Drive Train Shaft Generator Onan x2 Air Conditioning Cruise Air Watermake Sea Recovery Thrusters Maxpower Anchor Winch Lofrans MFD Furuno Radar Furuno Base Price of Boat POA
Performance Figures // CUMMINS QSC 500 RPM Fuel (knots) L/NM Range/NM 800 1000 1200 1400 1600 1800 2000 2200 2400 2610
3.5 6.4 10 15.7 25.8 37 50.5 64.5 81.5 96
6 6.8 8.3 9.1 9.6 10.5 11.3 13 14.9 17
0.58 0.94 1.20 1.73 2.69 3.52 4.47 4.96 5.47 5.65
4474.3 2773.1 2166.3 1512.8 971.2 740.7 584.0 526.0 477.2 462.2
Range is based on 2610L allowing for 10% reserve of total fuel of 2900L
Contact Elite Marine Design, info@elitemarine.co.nz Lloyd Stevenson Boat Builders, info@lsb.co.nz
6.1m RIB
6.1m D-Tube
7.1m RIB
Terminator 755
7.7m Wide
7.7m Cabin
Stabi 2100 ST
Interceptor 9000
With a Sealegs Amphibious craft, you’ll spend more of your free time on the water. Sealegs craft can be launched and operated by one person, easier, safer and drier - with no need for a boat ramp. Over 1100 owners in 51 countries around the world agree that Sealegs amphibious craft will get you on the water, having more fun and without the effort. Call us now on 0800 SEALEGS to find out about Sealegs stock available for Summer delivery. info@sealegs.com
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Š 2002-2016 Sealegs International Ltd. The Sealegs logo and Sealegs wordmark are registered Trademarks of Sealegs. The Sealegs amphibious craft is a registered design. The Sealegs amphibious system is patented. All drawings, photographs, text and 3D renders are copyright of Sealegs. All rights reserved. Sealegs protects its trademarks, patents, copyright, designs and IP rights vigorously.
AUSTRALIAN BOAT BUILDERS
RETURN OF AUSTRALIAN
BOAT BUILDING Text by Barry Thompson
Riviera 57 Enclosed Flybridge
The Australian cruiser and motor yacht boat building industry has had a remarkable comeback in recent years and while both the local and export markets are not back to the levels of pre-GFC, they are certainly healthy. According to figures issued by the Australian marine industry approximately 32,450 boats were sold in Australia in 2015. Since 2010 the market has shown moderate growth of around 2% to 2.5%, year on year with 2014 almost doubling to 4%. While figures are not available for the 2016 year, it is estimated that growth has remained at a similar level. There is optimism in the Australian marine market based on a number of key factors. There is an ageing population with more time and disposable income, a weakening dollar, which relates to more exports, less imports, economic stability and low cost of finance.
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AUSTRALIAN BOAT BUILDERS CRUISER BUILDERS BUSY The development of the sector (power boats over 10m) has taken two distinctive paths; Australian boats built in Australia and Australian owned companies building in Asia. Market leaders, by a considerable margin is Riviera Australia, a Queensland based builder that in its best days made a staggering 400 plus boats over 10m annually. After some years in the hands of receivers, this iconic Australian brand was brought by a private investor in 2012 and has been dramatically turned around. Now building around 100 boats annually, of which a large number are exported, Riviera is again recognised as a major player in the global market. While all the Riviera models are produced in their Gold Coast factory, their bespoke Belize range is manufactured in Taiwan. Built on the same street in Coomera, Gold Coast, as Riviera Australia, Maritimo has grown to become a firm number 2 as far as annual boat sales and it’s growing. Owned by Bill Barry-Cotter, the man that started Riviera, the company is making aggressive moves into the US, where the majority of their models are exported. Recently they acquired the relatively new, Elandra Yachts and have absorbed this very custom sports yacht into their model mix. Steber International, Australia’s oldest ‘big boat’ builder, is still producing boats from their NSW factory, although they are now predominantly for the commercial market. Melbourne based Caribbean Boats is another long-standing player in Australian boat building, with more than 50 years experience. Their range of flybridge cruisers retains the very classic contemporary Australian sportfishing style which is one of the reasons the brand is still so popular, especially in Australia and New Zealand. While now owned by the Malaysian based, Grand Banks Yachts, Palm Beach Motor Yachts is still building some their models in Australia., from their North Sydney based factory. However, there are some Australian owned brands that are enjoying considerable success in the local market, with boats built in Asia. Brands such as Clipper Motor Yachts and Integrity Motor Yachts both contract to Chinese yards, while Whitehaven has their boats made in Taiwan. IBI talked to some of the leading brands about their current status and plans going forward.
STEPHEN MILNE RIVIERA AUSTRALIA “Right now Riviera is in a very positive position with the strongest forward orders we have had for eight years”, says Stephen Milne, Brand & Communications Director at Riviera Australia.
Riviera is the largest and most awarded luxury motor yacht building company in Australia and a major force in the global marine industry. Today, the company builds luxury yachts from 36 to 77 feet in length across five distinctive model lines: Flybridge, SUV, Sport Yacht, Sports Motor Yacht and the more traditional Belize range of Sedan and Daybridge motor yachts. In March 2012, when Rodney Longhurst acquired the Riviera business outright from the receivers, manufacturing volume was at an all time low. Production was less than 25 boats a year, staff levels were under 200 and most of the factory was moth-balled. However, under his guidance and along with industry stalwart and past Riviera CEO, Wes Moxey, the Riviera brand entered a rebuilding phase with new model designs and upgrades and the introduction of the new SUV and Sport Motor Yacht series. Currently, Riviera is building around 100 boats annually, from 500 staff, of which 50 are apprentices and Milne says that that will grow as the market dictates. Most of the factory has also reopened. When you look at the Riviera line up today, the average size boat the company builds is around 52 to 54 feet and that is a mix across all model series and styles. “Globally the market is growing for us and we are continuing to export 55% of our annual production from our Coomera, Gold Coast facility’, says Milne. He remarks that there is keen interest right across the range and even their new Sport Motor Yacht series, which is currently still in development, has some 8 deposits for the 68ft and 72ft models. Launch date is set for
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the Riviera Festival in May 2017. “Each model series is currently experiencing strong sales and you can’t say one is more popular than the other, they are all doing equally well given that they appeal to very separate boating pursuits.”, says Milne. Export markets are also showing improvement for Riviera. While the Americas are unquestionably the key market for the brand, Europe and Asia are also positive. While Milne says there is a shortage of skilled staff, in all facets of the boat building process, Riviera are fortunate that they are attracting a lot of past employees back into the business. “This gives us a returning knowledge and considerable skill base that is so vital to the on-going success of the Riviera brand”, says Milne. “The greatest strength of Riviera is the loyalty and strength of our yacht owners around the world. Through out the GFC we maintained constant yacht sales and as the market has recovered that loyalty and commitment has been exceptional. Our owners have certainly been a driving force in our road to recovery and helping to make Riviera a strong global brand again”, says Milne. Riviera’s philosophy under Rodney Longhurst is to never to be the biggest manufacturer but to build the best possible yachts we can and continue to give the market and their current owners (over 5200 to date) exciting new models to consider whilst ensuring that Riviera and its dealers deliver the ultimate boating experience. Milne says that right now the company is building their best boats in 36 years. With an accent on superior design and technology with the highest standards of quality, finish and appointments, Riviera is well poised to remain as a serious brand on the global market for many years to come.
GREG HAINES MARITIMO AUSTRALIA “Export is growing, Australian sales are good and we are in the best position we have ever been in since the GFC”, says Greg Haines, International Sales & Marketing
New Models. Same Integrity.
NEW INTEGRITY 320 EXPRESS
INTEGRITY 340 SEDAN
INTEGRITY 380 SEDAN
INTEGRITY 380 FLYBRIDGE
INTEGRITY 440 SEDAN
NEW INTEGRITY 440 FLYBRIDGE
NEW INTEGRITY 490 GRAND SEDAN
NEW INTEGRITY 490 RAISED PILOT HOUSE
NEW INTEGRITY 530 GRAND SEDAN
Introducing the new models with the style you have come to expect from Australia’s most admired displacement motor yacht brand. Call us today and find out why Integrity Motor Yachts are the most admired displacement motor yacht on the market today. Arrange an inspection of the soon to arrive 490 Pilot House Grand Sedan, the 2017 380 Sedan featuring an all new layout, and the sporty 320 Express.
For more information visit www.integrityboats.com.au.
320 EXPRESS
340 SEDAN
380 SEDAN
380 FLYBRIDGE
440 SEDAN
440 FLYBRIDGE
490 GRANDSEDAN
490 SEDAN
530 GRANDSEDAN
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AUSTRALIAN BOAT BUILDERS grow the business as the market demands. Production is the same level as pre GFC, although Haines would not indicate what that number was, he did admit they were solidly in number two spot behind their strongest competitor, Riviera. “We plan to increase our staff numbers by 20% - 30% over the next 12 months and also take on more apprentices.”. Maritimo was founded in 2002 by Bill BarryCotter after two private equity firms bought out of his stake in Riviera for a reported $180 million. The first model, the Maritimo 52 Sky Lounge was launched just before the 2007 Sanctuary Cove Boat Show. Maritimo operate from two facilities in the Gold Coast, with moulding and manufacturing at Coomera and final fit out, service and R&D at Hope island.
Manager, Maritimo Australia. “Over the past twelve months we have seen a significant increase in the market, particularly overseas. Markets in South East Asia and New Zealand are showing potential with numerous sales achieved recently”, says Haines. He adds that the continuous growth in Europe and the Americas has been welcome and the company now boasts 48 dealers in eighteen countries worldwide and that dealer network growing constantly. Compared to some competitors in their segment, especially in the US some models are up to $1m cheaper, helped also by a favourable exchange rate. Haines adds that there has been a surge in sales of their larger models, particularly the M64 and M70. In the past twelve months Maritimo have released the new M51, revised the M54 and released the M64. In the sedan range they released the S51 and revised the S54. Coming in the next few months, and to be released at next year’s Miami International Boat Show, are the M59 and S59. Haines says that Maritimo’s growth can
be attributed to constant research and development and work with a team of designers both in house and externally. The company have also embarked on extensive customer focus groups. Maritimo are more than prepared to work with clients for custom built interiors, something than is not readily available with most production builders. “We will consider anything, but there are restrictions and we try to work as close as we can to achieve what an owner wants”. Haines points out that there has been a lot of innovation in the past four years for the brand. All the boats now have full beam masters and when they replaced the hugely popular M48 (108 built) with the new M50, the master cabin was 285% larger. “We have now sold more M50s in the same time frame as the M48”. Maritimo recently purchased the locally made Elandra range of boats and we are in the initial stages of redeveloping the range, with the first release of the new Elandra 58 at the 2017 Sydney Boat Show. Haines says that they currently have a full order book for 2017 and will continue to
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BRETT THURLEY CLIPPER MOTOR YACHTS “Clipper Motor Yachts will be the most visible and diverse as it has ever been in 2017”, says Brett Thurley, CEO of Clipper Motor Yachts. Based in the Gold Coast City Marina, Queensland, Clipper Motor Yachts has undergone somewhat of a revival in recent years, with an aggressive marketing campaign, new model releases and a model range that has been adapted to suit the changing market. Since 2003 the company has built over 100 boats for the Australian and New Zealand market and right now forward orders are strong into 2017. Thurley says, however, that market continues to be inconsistent, with patches of robust sales and quiet times, so their focus is to find new products and niches to grow their market share and increase sales. For the past 6-8 months, Clipper Motor Yachts focus has been on the design of new products for release throughout 2017. “Next year will be a huge year for us as we roll out new models through the Clipper range in
both the flybridge and sedan niches”, says Thurley. Thurley adds, there is a noticeable move towards larger sedan cruisers and that’s an area they are certainly keen to pursue. New models in the Hudson Bay sedan range, will include 54ft and 64ft models, as well as 35ft and 39ft models. Release dates are scheduled for Sanctuary Cove and Sydney International boat shows. “A strategy going forward is that we will be bringing more stock models into the market, rather than using 3D renderings and brochures. We have full confidence we have the model mix and layouts right, so it’s important that potential owners can see it, touch it and experience it right here on the Gold Coast,” adds Thurley. Another significant change to the branding of the Clipper range is the boats and interiors are now drawn by an Italian design house, Facheris Design, with an emphasis on creating a signature contemporary look to all the models. The Clipper Motor Yachts brand, which Thurley’s company builds in China, comprises three separate ranges; Explorer (Pilothouse), Cordova (Flybridge) and Hudson Bay (Sedan Cruiser). Currently, the brand is only available in Australia and New Zealand.
KEITH HANSON WHITEHAVEN MOTOR YACHTS “2016 has been an improving year for us and that’s probably because we now have more product in the market right throughout Australia”, says Ryan Hanson, Production Director of Gold Coast based Whitehaven Motor Yachts. Formed in 2012, Whitehaven Motor Yachts is one of the new ’start up’ boat building businesses in Australia and with eight boats sold, is gaining some serious brand recognition. While the hulls and finishing are all done at New Ocean Yachts yard in Taiwan, the brand is 100% Australian owned, with New Ocean Yachts initially engaged in 2013 to design the Whitehaven 6000 Series and create the wholly owned moulds. “We had a good relationship with the New Ocean yard before introducing our Whitehaven brand, so it seemed only logical to have our boats built there. The levels of customisation afforded during design and
build, along with the quality and finish is outstanding and we are also able to offer our boats at a very competitive price”, says Hanson. He points out that one of the key reasons for the success of the brand is that the boats are targeted towards clients that want a boat that perfectly suits their boating lifestyle, so the high levels of customisation offered make Whitehaven such an attractive proposition. Team that with exceptional build quality and superior seakeeping performance, means our boats have hit a niche for boat owners looking for something a bit different to the other brands on the market. Currently, the range consists of sedan, sports yacht, sunbridge and flybridge models from 60ft through to over 100ft. Of the eight
boats sold to Australia, the biggest and also the latest launching is the Whitehaven 7500 Sports Yacht. Delivered in November 2016, the 7500 Sports Yacht is destined for a Darwin-based client. “The interest right now is undoubtedly in our bigger boats and that’s something I see growing in 2017, especially with our larger Sports Yacht Series,” adds Hanson. We’ll soon be releasing details of an exciting series of new models that will meet the needs of the broader boating market whilst offering all the benefits of building an owning a Whitehaven Motor Yacht. Whitehaven Motor Yachts is very much a custom boat builder, with a lot of latitudes available for owners when it comes to layout and final finish. However, all models are also offered in a base design, but open to specifications by the owner. While to date all Whitehaven sales have been in Australia, there is also a considerable amount of interest from New Zealand and plans are in place to launch the brand into the US in 2017.
BRETT FLANAGAN INTEGRITY MOTOR YACHTS “We hit the ground running in 2009, just before GFC and have been on a roll ever since”, says Brett Flanagan, Managing Director of Integrity Motor Yachts. Based in Sanctuary Cove on the Gold Coast, Queensland, Integrity Motor Yachts is another Australian owned boat brand that utilises an established yard in China to build their boats. Every boat sold into the local market has been carefully chosen and designed to suit the discerning Australian and Kiwi clients, making them specific for the region. The range features a broad collection of sedan, flybridge and pilothouse motor yachts from 32ft to 60ft, single engined, in displacement or semi-displacement hull forms. Production is around ten boats annually. “Our brand has experienced considerable growth, and we are now the biggest selling brand of displacement type vessels in Australia and now have over 70 boats sold into the local market. I work in close collaboration with the Integrity factory team from design to construction, ensuring all Integrity Yachts have complete Australian compliances and meet all Australian standards”, says Flanagan. While Australia is certainly Integrity’s biggest market, New Zealand is also strong and the brand is growing in Thailand. Flanagan says that he is now looking at the US and it’s a market he hopes to get seriously into over the next few years. “I’ve done a lot of research into the US market and I feel confident that our brand would do well there in certain areas”. Since those early models, there have been significant changes not only to hull designs but also layouts and appointments. “We listen to our customers and with over 70 boats now on the water we get a lot of good feedback which we can carry through to new models”. 2017 will see some new models, including the 530 Grand Sedan, which should make its world debut at SCIBS 2017.
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AUSTRALIAN BOAT BUILDERS
ALAN STEBER STEBER INTERNATIONAL “We are extremely busy, with new commercial, recreational and charter boats as well as refit and R&D, so right now it’s all good”, says Alan Steber, Managing Director of Steber International. Steber International has been building boats from Taree, on the mid-North Coast of New South Wales for over 70 years and is currently the busiest Australian boat manufacturer specialising in GRP commercial vessels. They build boats for fishing, charter, patrol, sea rescue, medical support, surveillance and general boating use from 28ft to 65ft. “This year we will do 10-12 new builds and as many refits, so our facility is very busy and I certainly see a healthy future for us in both the leisure and commercial sectors”, says Steber. While charter boats, commercial fishing, water police and defence boats are now the mainstay of Steber International, there are also some very customised recreational boats in the mix. “We have plenty of orders in hand for 2017 and amongst them are several recreational pleasure boats, including a very personalised Steber 38, that we see as a boat that will keep our brand to the forefront of the pleasure boat market:” adds Steber. Exports are an extremely lucrative business for the company with commercial boats sent to such diverse places at The Seychelles, Mauritius, Fiji, PNG and Vanuatu. The most popular model is the Steber 38.
Engel 40 Litre Combi Fridge / Freezer Engel’s latest addition
This new model is a new combination Fridge and Freezer, with added features including the removable internal divider and thermostatically controlled fan. The MT45FCP gives three versatile configurations;
PROP SPEED
option 1
Freezer 16 litres / Fridge 23 Litres (total 39 Litres) option 2
Non toxic foul release coating
Freezer 22Litres / Fridge 17 litres (total 39 Litres) option 3
Reduces marine growth on propellers and metal running gear
Refrigerator Only (Divider removed total 40 Litres)
Improves speed and fuel efficiency Three-Year Warranty
Incredibly effective with a long service life
This model also includes the user-friendly digital control with LED display, along with built in battery monitor. Supplied with both cords, the 12 volt cord that plugs straight into your vehicle’s cigarette socket and the 240 volt lead with three pin plug, (Auto switching).
MORE SPEED LESS FUEL For more information or to view case studies, find your local distributor, or submit a query, visit
84 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
For more information visit:
PPB0714
www.propspeed.com
www.engelnewzealand.co.nz
MARK RICHARDS PALM BEACH MOTOR YACHTS “Palm Beach Motor Yachts has never been busier and we have at least two years of orders ahead of us”, says Mark Richards, CEO of Grand Banks Yachts, the new owners of this iconic Australian brand. Not strictly an Australian company anymore, Palm Beach Motor Yachts are still built from their established factory just north of Sydney, NSW. In 2014 Grand Banks Yachts Limited acquire a 100%-stake in Palm Beach Motor Yacht Co Pty Ltd of Australia. Upon
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customers”, says Richards. Richard’s points out that he made a decision early on not to get too big and that’s one of the main driving factors that got the company through the GFC. The last 6-7 years have been the turning point and annual growth has been impressive. Today the company build 7-8 boats a year from the Sydney factory and while plans are to retain the production at a similar level in Australia, Richards says that there are looking to ramp up new boat builds for Palm Beach from the Grand Banks plant in Malaysia. Apart from the 65, which is only built in Malaysia), all models are constructed in both factories.
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completion of the acquisition, Palm Beach founder Mark Richards - one of Australia’s most successful yachtsmen in recent times was appointed CEO of the enlarged group. Palm Beach designs and builds five different highly customised models ranging from 45 to 65 feet which are mostly sold in the United States, although both Australia and New Zealand remain as important markets. “Every model is selling, from the smallest to the largest in the range and right now we have ten 65s on order, which stems from a lot of our smaller boat owners moving up to larger models. It’s not something that has happened overnight and is the result of a 20-year relationship with our loyal
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BOAT REVIEW
Carver C43 Coupe
The C43 is the second coupe that Carver has unveiled in the last couple of years. 86 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
WATCH VIDEO ONLINE AT BOATMAGS.COM
Retro styling and large windows are just two highlights of the Carver C43. One of a trio of Coupes in the Carver range, the C43 is all about design innovation.
Design Innovation Text by boattest.com & Barry Thompson.
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BOAT REVIEW
Carver C43 Coupe
One level living is a real feature of the C43.
T The C43’s helm design looks efficient and comfortable
The master stateroom is in the boat’s bow.
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he second coupe that Carver has unveiled in the last couple of years, the C43 continues the design theme the manufacturer started with the C37 in 2014. However the twins have just become triplets, with the launching of the all-new C52 at the Ft Lauderdale Boat Show in November 2017. One of the first things you notice about the boat when you step aboard is that there are no blurred lines between outdoor and indoor spaces. The C43 Coupe boasts a broad, single-level saloon with over 2m of headroom, which becomes part of a seamless indoor/outdoor living space when the glass cockpit doors are open. The C43’s helm design looks efficient and comfortable with side-by-side seating for the captain and a friend. There’s an angled footrest and the forward third of the seats fold up so the captain has a choice of driving positions. The joystick and trim tab controls are to port with the engine controls and key switches to starboard. A raised panel at eye level contains the engine display and has room for optional navigational equipment such as a Raymarine E120 chartplotter. Large windows and narrow mullions provide for a minimally obstructed view. Across from the helm to port, a doublewide lounge faces forward so the passengers can enjoy the scenery as well. The helm lounge and portside seat both have large lockers in
The galley takes up most of the port side of the saloon.
the base, which is a plus because a boat can never have enough storage. Overhead is a retractable sunroof, that offers both shade and extra sun into the saloon and helm area. Abaft the helm, to starboard, the U-shaped lounge and ottoman offer comfortable seating for the family and friends around a high-low table that converts to an extra sleeping spot with a filler cushion. There is storage in the lounge’s base. With the sunroof open a person snoozing in this area could sleep under the stars. For evening illumination there are eight LED lights in the overhead and an entertainment centre includes a 32” LED television CD/DVD player and AM/FM stereo. Directly across from the saloon lounge, the C43’s galley is efficiently laid out along the port side. Vinyl plank flooring means anything dropped can be easily wiped up. Again, thanks to the large side windows, the chef will have plenty of light beaming into the galley and a great view of the surroundings. After sunset, five LED lights illuminate the area and there’s a GFI protected outlet in the galley. The appliance list includes a Novacool refrigerator, convection/microwave oven and a two-burner cooktop. There’s also a full-size stainless-steel sink set into a solid surface countertop.
GENEROUS ACCOMMODATION You descend a few steps between the helm and navigator’s lounge and enter the C43’s master stateroom in the boat’s bow. There are small nightstands on each side of the island queen berth plus good storage space in eye-level compartments on each side and in dual hanging lockers. A deck hatch overhead and side windows let in ample natural light. Twin single berths that convert to a full-size sleeping area provide versatile accommodations in the C43’s guest quarters. The berths are positioned fore and aft in the cabin, which is on the starboard side of the boat. There is a single hanging locker, with illumination and a mirror and eye-level storage. A long hull side window provides natural light. Because there are only two staterooms on the boat, each one has its own de facto private head compartment. The master head is en suite in the stateroom, while occupants of the guest cabin have to leave the quarters to enter the day head. The master head has a separate stand-up stall shower with an exhaust fan plus a Raritan electric toilet. In both heads, two windows open to let in fresh air and light. In the day head, the shower is a pull-up with a curtain.
The guest/day head has a handheld shower with curtain.
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BOAT REVIEW
Carver C43 Coupe
Twin single berths that convert to a full-size sleeping area in the s guest quarters
THE GREAT OUTDOORS For those who like to relax in the fresh air, the C43’s cockpit has an L-shaped lounge to port with a single seat to starboard. There are storage lockers on each side of the cockpit with additional space beneath the lounge cushions. Engine compartment access is via a hinged cockpit floor hatch with a gas cylinder strut. To starboard, a stainless-steel gate opens to a pair of steps that lead down to the swim platform. There is a telescopic boarding ladder installed in the recessed area of the swim platform. Carver builds the C43 with hand laid fiberglass and infused epoxy resin using the vacuum infusion process for strength and lightness. The hull bottom beneath the waterline is bead blasted to create a better bonding surface for anti-fouling paint. Fiberglass stringers are used throughout the boat and bulkheads are cut from wood or high-pressure laminates depending on the application. The cabin top structure is supported with integral aluminum trusses. POWER AND PERFORMANCE The C43 is only available with V-drive diesels from Cummins, either a pair of the QSB-6.7/380hp or you can upsize to the 480hp version of the same engine.
There is an optional retractable sun shade to cover the cockpit.
Performance and fuel efficiency are excellent, especially with the smaller 380hp engines, with a top speed of 32.6 knots and a total fuel consumption of 185.5 lph or 5.7 lpnm. Based on 90% of the fuel capacity you would have a range of around 200nm. We found the most optimal cruise was around 2300-2500 rpm, which really increases the distance and decreases the fuel use. If you are into leisurely mooching around the bay then drop the speed back to around 7.5 knots and the fuel efficiency increases dramatically to less than 13 lph and the range to 650nm plus. Each engine is equipped with a Hydralift muffler and underwater exhaust port. The engines link to four-blade Nibral propellers with Aquamet 1 ¾” diameter stainless steel propeller shafts with selfaligning Tides marine SureSeal shaft logs. The C43 comes standard with Teleflex Seastar steering and Bennett trim tabs. Without pods you might expect the dockside manoeuvring might be in question. Not so. Well that’s assuming you order the optional bow thruster. Couple this to either the joystick-enabled Carver Docking System, which integrates control of the marine gears with bow and stern thrusters, or Cummins own Inboard Joystick System, which does the
same thing but with Cummins-supplied components and it’s a breeze! Another advantage of pods has been the ability to get more useable accommodation space, something that is equally possible with the V-drive configuration. However Carver have chosen to use that space for extra storage The space is massive, although some of it is taken up with a single air handler on the starboard side. This is a place you might like to add a wine cooler, washer/dryer or maybe a dive compressor. There is a big list of options available for the C43, from generators to icemakers. It’s up to you how you want to equipe your boat. OBSERVATIONS For many fans of Carver’s well-known practicality, the styling of the C43 and the other boats in the new series is a welcome upgrade. With the cockpit, saloon, galley and helm all on one level, the boat is laid out well for entertaining and cruising and the large windows and sunroof enhance the open feel. The minimal number of steps on board will appeal to an aging baby-boomer crowd. The availability of joystick controls with inboard engines will also make the boat attractive to a skipper who is comfortable with this type of propulsion system.
CARVER C43 Year Launched 2016 Builder Carver Interior Designer Carver LOA: 12.8m Beam 4.21m Draft 1.09m Displ (Dry) 10954 kg Max Speed 33 knots + Construction GRP Fuel Cap 1295 litres Water Cap 495 litres Engines Make 2 x Cummins QSB 6.7 @ 380hp
Drive Train Shafts Propellers 4 ld Nibral Generator Kohler 7KW Thruster Vetus Anchor Winch Prince Underwater Lights Aqualuma MFD Raymarine 12” Ent System Rockford Base Price of Boat $NZ793,000 Price As Tested $NZ899,000
Performance Figures // 2 X CUMMINS QSB 480HP RPM
Knots
L/H
L / NM
Range (NM)
1000 1500 2000 2500 3000 3500
7.4 9.8 15.2 22.4 29.3 32.6
12.8 37.5 70.8 102 146.3 185.5
1.8 3.9 4.7 4.6 5.0 5.7
650 300 240 250 230 200
Contact Sports Marine, Auckland: Ph 09 274 4029, Christhcurch: Ph 03 3799208, Sydney: Ph: 02 9938 6018, www.sportsmarine.com
IN STOCK NOW, READY FOR IMMEDIATE DELIVERY
CALL SCOTT ON 021 SEA RAY [732 729]
BOSTON WHALER 285 CONQUEST “The Unsinkable Legend”
Aboard the 285 Conquest, anything is possible. Comfort-minded features and amenities enable active day cruises, serious saltwater fishing runs and impromptu overnighting with equal aplomb. Design details throughout maximize helm visibility, walkaround space, seating comfort and more. When not entertaining a crowd in the generous cockpit, head offshore to chase the big fish. • 2017 Model • Twin Mercury 250HP Verado FourStroke Outboards • Full Side Glass Hardtop • Raymarine Electronics Package • 220V Electrical System • Retractable Sun Shade
IN STOCK NOW, READY FOR IMMEDIATE DELIVERY
SEA RAY 280 SLX The SLX 280 delivers a higher level of excellence that you’ll see and feel. Upscale styling and a gorgeously sculpted hull make an instant impression while slicing through the water. Craftsmanship is apparent down to the last stitch. Cutting-edge technology makes a statement at every turn, thanks to innovations like Dynamic Display and Quiet Ride™, featuring Tuned Transom®. Captain and passengers alike are treated to smooth, responsive performance and ample amenities, like the optional wetbar, to extend day into evening.
DB160
FACTORY 5-YEAR WARRANTY • MerCruiser 6.2L 350HP Bravo III • Full Solid Hull Colour - Black • Dynamic Display - Touchscreen • Blue LED Lighting Package • Electric Power Tower • Refrigerator, 12V • Enclosed Toilet w/Macerator • Stainless Steel Windscreen Frame & LED Lights • Teak Flooring on Swim Platform • Electric Windlass CALL SCOTT ON 021 SEA RAY [732 729]
www.sportsmarine.co.nz 279 Ti Rakau Drive East Tamaki Auckland (09) 274 9918 507 Moorhouse Avenue Waltham Christchurch (03) 379 9208
A basic safety kit to carry on board. 92 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
SAFETY AT SEA PREPARATION IS THE KEY
Going out boating is all about having fun and the good news is that, in addition to being a very enjoyable pursuit, it is also a pretty safe one. Sam Jefferson explains how. WWW.BOAT M AGS.C O M 93
outboard, mooring warps and fenders, throwing line, water, navigation lights, horn. VHF radio (fixed or hand-held), knife and tide tables. KILL CORD Most powerboats have an engine cut-out device called a kill cord. One end is attached near the throttle and other around the helmsman’s leg. If the helmsman falls out of the boat, the engine automatically cuts out. Runaway powerboats have caused serious injury and death. Test your kill cord to ensure it works. Spare kill cords should be carried so the boat can be re-started and driven back to the person in the water. Attach the cord around your leg or buoyancy aid - not to your wrist (except on a PWC). This enables you to keep your hands free.
It’s important that kids lifejackets fit correctly. Lifejackets float, kids don’t.
As with any pastime however, you need to take a few precautions before heading out on the water. Just as you should always buckle up your seatbelt when you get in your car, there are a number of simple steps you need to take to ensure that you are safe at sea. RYA practical courses are an excellent way to pick up a few safety tips but in the meantime these pointers, taken from Paul Glatzel’s RYA Powerboat Handbook, will help you out. PERSONAL EQUIPMENT: With our harsh New Zealand sun ensure you take adequate sun protection, including sun block, long sleeved shirt and hat. If you get wet you’ll quickly feel cold due to wind chill, exacerbated by the speed of the boat, so you’ll need to take wet weather gear, gloves and a beanie. Children get cold very quickly, so plan your trips accordingly. Other personal kit can include water; high
energy snacks; spare warm clothing; suitable footwear; sunglasses and your life jacket. EQUIPMENT The equipment you carry onboard will depend on the size of boat and intended area of use. It is important that both you and the crew know how to operate all safety equipment. Ensure the equipment is stored in dry accessible places and consider marking lockers containing important items so that everything can be found easily. BASIC EQUIPMENT: Anchor with warp (rope) and chain, radar reflector, kill cord and a spare, tool kit and engine spares, compass, mobile phone (in a water-tight bag), flares, fire extinguisher(s), a fire blanket, lifejackets or buoyancy aids, bilge pump or bailer, charts, watch or clock, first-aid kit, GPS, hull repair kit (e.g. wooden bungs) or tube repair kit, paddles or auxiliary
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A kill switch is essential, especially if you are boating alone.
LIFEJACKETS AND BUOYANCY AIDS It’s best to check your lifejackets conform to the NZ standard; rated for various functions and boating activity: 401 – for use in open waters, designed to turn an unconscious wearer face-up. 402 – for inshore waters, should prevent the wearer from tipping forward in the water, but will not necessarily hold your mouth clear of the water. 403 – buoyancy vest with minimal floatation, fitted with retro-reflective tape, designed to help you keep afloat 405 – similar to 403 but without reflective tape, designed for a specific activity like waterskiing The most common (type 401) lifejackets are gas inflation models. They are comfortable to wear and easy to store. Inflation is by a small gas canister and is activated manually by pulling a toggle, or automatically when
submerged in water. Inflatable lifejackets are good all round performers and often the most comfortable to wear as a precautionary measure. Fitting crotch-straps to a lifejacket (if correctly worn) ensures when a person is in the water the lifejacket fits properly and doesn’t ride up round their ears or over their head. Regularly check your lifejacket to ensure it will work when needed, checks include: • Ensure it hasn’t been activated, particularly if others may have used the lifejacket since you last did – are the ‘green’ indicators intact? • Is the gas cylinder screwed in tight and unused? You can un-screw it to check • Check the light if fitted The manufacturer will supply you with detailed maintenance procedures, however other safety checks could include: • Is there abrasion damage to the inflatable chamber? • Check gas cylinder for signs of corrosion. • Is the trigger mechanism and cylinder in date? At least annually, consider a full service by a service agent/manufacturer.
Having some simple first aid knowledge can be very handy in an emergency.
take into account the kind of weather your boat can handle and the experience of your crew. Where to go is governed by many factors, but make sure you choose an area suitable for your boating needs and level of experience. If you are trailering a boat, check if a launch site a few miles further on may provide easier and safer launching and more sheltered sea conditions. Whether you are new to boating or a very qualified and experienced boater, as a
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SAFETY AND PLANNING Before you even launch or leave the dock, there are a number of things you need to plan ahead for: Check the marine weather forecast and
skipper you have a legal responsibility for the safety and well being of your crew and to other water users. You also need to ensure they enjoy themselves too! As skipper it is essential that you take responsibility for planning places to go that are that are realistic for the boat and crew. In addition to this, you need to brief your crew on the safety equipment aboard and what you require from them in an emergency.
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DB135
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WWW.BOAT M AGS.C O M 95
Having a briefing with the crew is a good idea.
SKIPPER’S SAFETY BRIEFING ‘ Once ready to go afloat, give your crew a safety briefing covering the following: • Use of lifejackets. • Location and use of flares. • Use of VHF - how to send a Mayday message. • Location of first aid kit. • Location and use of fire extinguishers. • Engine starting procedures and killcord use - so that they can get back to you if you go overboard • What the plan for the day is including the anticipated conditions Communicate with your crew will keep them informed and involved! This will help them enjoy the experience more, but will only be achieved if they know what they are supposed to do.
DB137
SUMMONING ASSISTANCE If a problem arises, you should know what action to take and how to deal with it. Your first consideration is: are you, the crew or boat in immediate danger? If yes, call for assistance immediately. The most common methods for raising the alarm where there is grave and imminent danger are: • A VHF radio Mayday call. • Flares. • Arm signals • Dial 111 on your mobile phone. If the problem is less serious, for example your engine has stopped working, or you’ve run out of fuel, you may well just flag down another boat or call Coastguard by VHF or a mobile phone to arrange for a tow.
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VHF RADIO VHF is usually your best form of communication in an emergency. By making a distress call on Channel 16 you’ll get an immediate response from Maritime Radio or Coastguard and be heard by other boats in the area. If your predicament is less serious than a Mayday situation – but still urgent, you make a Pan Pan call. This indicates you urgently require assistance but there is no immediate danger to life. It is an offence to use a VHF radio without a licence – except in an emergency. Anyone can make a distress call in an emergency but it’s
best to attend a Coastguard VHF course – and learn how to use the radio properly. Mobile phone We all have one – so take it with you, but always make sure it’s in a watertight bag. Dedicated dry bags are best but even a cheap and simple zip-lock bag could save your life. Just bear in mind that mobile phone coverage at sea is not perfect and a text message is often the best way to get through.
Hutchwilco Limited is a proudly New Zealand owned and operated manufacturer and distributor of quality Marine Safety Equipment, Recreational and Performance Water Sports Products and Boating Accessories. Hutchwilco has been in the marine business since 1894 and are New Zealand’s leading marine safety equipment distributor of:
Excerpts taken from “RYA Powerboat Handbook” ($49.90) by Paul Glatzel, available from Trans Pacific Marine 0800 422 427 sales@ transpacific.co.nz Practical boating courses are available from RYA Training Centres throughout New Zealand, administered by Coastguard Boating Education: Contact 0800 40 80 90 or www.cbes.org.nz
DB141
A VHF is the best form of communication at sea
| Inflatable Life Jackets | Life Jackets | Buoyancy Vests | EPIRBS | First Aid Kits | Flares | Survival Suits | Rescue Equipemnt | Harnesses | Liferafts | PLB’S
The RYA Powerboat Handbook is a good read. WWW.BOAT M AGS.C O M 97
The 530 Ute is the world’s first all grp pontoon boat. 98 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
BOAT REVIEW
Seaforce 530 Ute
Practical Boating There’s no doubt that one of the most popular forms of vehicle on the road today are twin cab utes. People, like me buy them, (Isuzu D-Max) for their versatility, practicality and the amount of useable space they provide. Well according to Ric Lawrence, they were the same parameters that he set when he designed the Seaforce 530 Ute.
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wanted a fishing boat that offered more protection than a centre console, and more fishing area than a full cabin boat provides, hence the cuddy cabin”, says Ric. Apparently, other people thought the same, as the boat was awarded the 2008 GRP Fishing Boat under 6m award at the Hutchwilco New Zealand Boat Show. 30 years ago, the first boat the company built was called a Seaforce Ute and Ric felt that it had proven such a good concept, which when it came to upgrading the hull, it seemed only right that the name should carry on. In 2008 he released the 530 Mate, the world’s first true fibreglass pontoon cabin boat and a year later came the 530 Ute, a boat based on the same hull but with a cuddy cabin design. The hull of the Seaforce 530 Series (Ute, Mate & Skipa) is unique as no other grp manufacturers are producing pontoon style hulls. With the obvious success of alloy pontoon boats over recent years, Ric said he knew he had to join them, something that had never before been successfully tried in fibreglass. “We took the existing Seaforce Utility hull and severely WWW.BOAT M AGS.C O M 99
BOAT REVIEW
Seaforce 530 Ute
A big open cockpit that lends itself to fishing.
modified it with the result of both a wider and longer (350mm on the waterline) hull, which with the pontoon shape provides a massive improvement in stability and weight carrying capabilities. It also assists in the ride and makes for a very dry boat”, says Ric. “After the immediate success of the 530 Mate, I was getting asked by clients for something the same but with a shorter cuddy cabin and even for a centre console,” said Ric. While he admits it was a very complex and challenging job making the master plugs, production is now very straightforward. The hull is foam filled to the gunnels, providing a ring of confidence and is CPC Compliant for level floatation. There is no timber in the boat, with a full fibreglass stringer system under the cockpit sole, an inner liner and even an all fibreglass transom. Seaforce uses isophthalic resins throughout and polyethene foam. Nothing to rot in future years! There is 60% more foam in the 530 Ute pontoon model than was in the previous conventional 530 Ute. While the same hull is used for all there 530 models, the decks are what determines the difference. The Mate is a full cabin version,
The cuddy cabin is great for stowing gear.
the Ute is the cuddy and the latest model, the Skipa is the centre console model. FISHING LAYOUT Being a boat that is indeed gone to be used predominantly for fishing, the simple, uncluttered layout reflects that. Firstly the side coamings are at a moderate height for fishing, not too low and not too high. They have wide flat surfaces which are ideal to sit on when waiting for the fish to bite. Standard in the 530 Ute is six-rod holders, three either side and they are not just cheap plastic ones. One thing that is noticeable about Seaforce boats is they don’t skimp on the fittings, so what you get is quality. Full-length side pockets under the coamings allow for 2m plus rods and there is also provision for a large underfloor wet locker. A 70-litre fuel tank is standard and foam fills the rest of the underfloor cavities. The cuddy is designed as a place to stow gear and comes with three side trays. However, if you are going to want to keep gear in this area, you’ll need to go for the option stainless floor rail to stop everything sliding back into the cockpit. You can also add a squab if you want
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somewhere for the kids to go. The foredeck access hatch is positioned so you can open it from the cockpit, so you don’t need to stoop inside. This then easily falls back against the windscreen. The Seaforce 530 Ute has an extra large and deep anchor locker, so you have the option of a drum winch, deck capstan, or as in the case of our test boat, nothing at all. Interestingly the boat comes prewired for winches or capstans. Nice touch by Seaforce. NEW SIMRAD GO9 For the test, we had the very first Simrad GO9 chart plotter navigation display that I have come across. Behind a super-bright, multi-touch widescreen display lies a built-in GPS receiver, GoFree Wi-Fi, and NMEA 2000 connectivity. It is designed to bring up all the engine data, connect with smartphones and tablets and control your onboard sound system. However, while it is certainly a great unit and no doubt it works beautifully, we couldn’t get any fuel data to record. To be fair, this was because it was the first time the boat had been in the water and we had not done any programming. The best thing about having a unit like
Designer and builder Ric Lawrence
Wide side trays take over 2m rods.
The moulded seat base is one of many seating options.
The transom has twin steps which can convert to seats.
the Simrad GO9 is you don’t need any instruments as they are all built into the system. Now that part I was able to read. The boat was also fitted with the latest GME VHF. The seat bases in the test boat were twin moulded units with sliding bucket seats. Ric pointed out that he sells the 530 with a variety of seating options, from nothing at all to full back to backs. Ric likes to
The deep anchor locker will take drum or capstan winches.
leave that to the owner. There is space in the aft deck area for twin batteries in a separate raised locker, with moulded steps either side. These can be filled in with seat cushions if required. Standard is a saltwater washdown, 12-volt accessory plug (ideal for electric reels) and the choice of what you do for a bait station and the cutting board is up to you. There is a broad range of options available from Seaforce.
SEAFORCE 530 UTE Priced from $NZ36,000 (90hp 2Stroke) Price as tested $NZ44,475 Type Cuddy Construction LOA 5.65m Beam 2.30m Deadrise 17 deg Trailerable Wght 1000 kg (est) Test Power Honda 90 4S Propeller 17” 3bld Alloy Power options Outboard only HP Range 60-115hp Fuel capacity 70 litres Contact Seaforce Marine, 22 Mexted Place, Hamilton Ph (07) 856 3336, E: info@seaforcemarine.co.nz www.seaforce.co.nz
Performance Figures // HONDA 90 RPM MPH 1000 5.0 1500 6.0 2000 7.5 2500 8.5 3000 11.5 3500 22.0 4000 26.5 4500 29.5 5000 33.0 5500 36.0 5800 40.0 Speeds are rounded off to the nearest .5 mph.
PLENTY OF POWER The test boat was powered by a Honda 90hp, with the option being 80-115hp. We recorded a top speed of 40 mph, which I felt was more than enough for the boat. It’s a very stable platform and on a calm Auckland Harbour, it performed without any vices. With two of us sitting on the gunnel the boat remained impressively stable. Coming home after a few hours on the water I sat the boat on 4500 rpm @ 29 mph and while we couldn’t get a fuel reading, I would estimate that we wouldn’t have been using much more than 25 lph. At 5800 rpm that would increase to around 35 lph. Still very economical boating. You can see and feel the pontoon shape working as the water is sprayed level and flat. The Seaforce 530 Ute is a very practical and efficient fishing boat for inshore boating. There is a huge amount of useable space, right through to the bow area. It’s an easy clean with the hose and brush when you get back. The Ute has been the most popular model in the 530 series and it’s certainly easy to see why. If the 530 Ute doesn’t quite do it for you, then Seaforce are well underway with a new 7m version, due for a late 2017 release.
If you are looking for a serious tow vehicle, not a toy, you need to check out the Isuzu D-MAX. It all started back in 1963 with the ISUZU Wasp. Now almost 50 years later, the all new D-MAX defines this latest era in utes. With purposeful styling, superior comfort and safety and our most efficient diesel engine ever, the all new ISUZU D-MAX impresses. Whether you’re hauling a big load, powering through the work week, cruising on the weekend or heading off road, this is one ute you can depend on.
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X A D-M S
U O I R SE G
N I L L PU
R E POW ING
W RAT O T G K 3,500
www.isuzuutes.co.nz WWW.BOAT MA GS.C O M 103
Looking after the Asia Pacific region for Gurit is (left to right); Tony Stanton - Engineering Manager Asia Pacific, Phil Davenport - Site Manager and Sean Jeffery - Head of Sales Asia Pacific.
104 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
COMPANY PROFILE: GURIT
GETTING TO THE CORE PPB TALKED TO PHIL DAVENPORT, SITE MANAGER AND SEAN JEFFERY, HEAD OF SALES SOUTH EAST ASIA/OCEANIA FOR GURIT, ABOUT THE BUSINESS, THEIR PRODUCTS AND THEIR FUTURE IN THE MARINE MARKET.
Extensive Gurit engineering was undertaken to reduce the weight of the Cheoy Lee Bravo 72 by 2300kg (15%).
Having made its name in the high-end race boat market over 30 years ago; Gurit now supplies composite materials to the full spectrum of marine projects worldwide. Production boats to custom one off builds, tenders and skiffs to superyachts, transoceanic cruisers to high performance race boats, all benefitting from Gurit’s complete composite solution. The Auckland-based arm of Gurit is housed in a purpose-built 1650 sqm building that accommodates Gurit’s southern hemisphere-based structural engineers, B3 SmartPac designers, administrative and sales staff and warehouse and production teams. From this facility, the 30 plus team led by Phil Davenport manages its activities in the Asia-Pacific region, with additional sales and technical representatives in Australia, SE Asia and China.
Globally, the group has production sites and offices in Switzerland, Germany, Hungary, Italy, Poland, Spain, the UK, Canada, the USA, Ecuador, Brazil, New Zealand, India and China. Gurit’s Auckland office began its journey as High Modulus. Originally started by the late Bob Rimmer in the 1970s, High Modulus, focused on the importing and distribution of composite materials such as carbon fibre and Kevlar, and grew to become a world leader in composite engineering with heavy involvement in many America’s Cup challengers. Upon Bob’s passing, composite engineers, Brian Jones and Richard Downs-Honey took over the business, each regarded as an authority within the industry. With the company rapidly expanding in New Zealand and overseas, Gurit saw an opportunity to
enter the New Zealand market with a team of talented engineers and gain access to High Modulus’s innovative B3 SmartPac system, purchasing the business in 2009. Already owning a complementary business, SP Systems, the decision was made to merge the two together, forming SP High Modulus, later being rebranded in 2013 under the group name, Gurit. Gurit on the other hand was founded in 1835 by Georg Philipp Heberlein in Wattwil/ Switzerland. Originally called Heberlein, the business specialised as a textile finisher and printer, later becoming a pioneer in synthetic fibres and textile machines. Upon the founding of its synthetic foam factories in Richterswil, Switzerland in 1929, the manufacture of synthetic materials became a core competency and Heberlein was rebranded as Gurit to reflect this. Gurit has WWW.BOAT MA GS.C O M 105
COMPANY PROFILE: GURIT
B3 SmartPac panels are all automated with CNC machines to the finest tolerances (above & below).
Materials are tested in house to breaking point.
continued to grow organically and through business acquisitions within the composites industry. Listed on SIX, Swiss Exchange, Gurit is truly a worldwide leader within the composite industry, uniquely positioned to serve global growth markets. B 3 SMARTPAC Developed by High Modulus in the mid90s, B³ SmartPac is a versatile construction solution that helps builders manufacture composite components more efficiently and cost-effectively than ever before. While in the early days everything was cut by hand, today it is all automated with CNC machines to the finest tolerances. B³ SmartPac comprises all the reinforcement and core materials required for the job, precut to the exact shape and size to fit the mould. “Gurit B3 SmartPac’s offer customers faster and simpler building processes through reduced setup and labour costs while ensuring high-quality construction of their composite part”, says Sean. He adds that under the Gurit ownership the B3 SmartPac business has boomed globally and is one of the fastest growing sectors of the Auckland-based business, with an emphasis on the Asia/Pacific market. Interestingly, one of the biggest markets in New Zealand for B3 SmartPac’s is the production GRP trailer boat manufacturers. B3 SmartPac’s are now also manufactured by Gurit from their Canadian operation for the European and US market. HI-PANELS “Hi-Panels are the next step in SmartPac, where we take what used to be dry cut core material and replace with large laminated panels, via the process of resin infusion. We then cut out the kitset shape on the CNC
router and supply a complete set of flat panels”, says Sean. This removes the need for a builder to laminate their panels and depending on how long the panels are, they have the ability to bend, much the same as a plywood panel. Hi-Panels are epoxy infused composite panels, which can be made from a variety of Gurit’s core materials, with glass and/ or carbon skins, and are either structurally engineered by the company’s in-house team or manufactured to the customer’s specification. They are ideal for one-off custom designs and can be delivered as finished panels, with maximum dimensions of 9m x 2m, or can be cut to shape.
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COMPOSITE ENGINEERING A specialist field that was one of the strengths of High Modulus, composite engineering is still a hugely important role played by the company and has been essential in the growth of SmartPac and HiPanel systems. In Auckland, there are eight engineers for the Asia/Pacific market with many more employed by Gurit worldwide in other sectors. “We are very much involved in not only marine but also commercial and our engineers are very busy. We are active right around the Asia/Pacific region with a variety of projects in places such as China, Australia, Thailand, Malaysia and New Zealand”, says Phil. Gurit provides an appropriate level of
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COMPANY PROFILE: GURIT
In New Zealand B3 SmartPac’s are used by most of the leading production GRP trailer boat manufacturers.
involvement to suit the project needs & budget, ranging from basic advice & design sketches, through to concept studies to full engineering design, 3D CAD, finite element analysis & construction drawings. In addition to the main structural design they also design masts & spars, bowsprits & features such as retractable propulsion systems. Another area of involvement is in the growing yacht refit market where Gurit offers initial assessments, on-site support as well as off-site design and analysis. “This is a growing area for Gurit and it’s something we are certainly actively involved within this part of the world, as well as on a global scale”, added Sean.
MATERIALS When Gurit took over High Modulus they were a major supplier of materials such as Kevlar and carbon and that has not changed. Today, however, they also manufacture their own products, including, a range of sandwich panels which are suited to use in high-performance boats, be it sailing or power, as the panels offer a combination of high shear strength with low density, high elongation, high-temperature resistance and low resin uptake. Gurit’s Corecell range has been designed with the marine market in mind, providing incredible toughness and high elongation properties in an extremely lightweight
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package. “It is the perfect choice whether your application is slamming areas such as in the forward area of a Volvo ocean racer, or the superstructure of a Grand Banks”, says Sean. Gurit also produces their own PVC, a closed cell, cross-linked foam that provides a substantial strength to weight ratio for all composite applications. Gurit PVC has outstanding chemical resistance, negligible water absorption, and excellent thermal insulation capabilities. It is compatible with most common resin systems including epoxy, polyester and vinylester. Manufactured in Gurit’s China and Canada factories, G-PET on the other hand is used
Gurit produce their own structural foam
Stimson 56 yacht utilising Gurit Hi-Panel for the entire build
extensively in wind turbine blades, civil and marine structures and is available in sheet, grooved or perforated forms, or kit cut to customers’ desired shapes. It is a highly adaptable, recyclable, thermoplastic foam that is seeing strong demand with a growing use of low cost composite materials. Gurit’s Auckland factory is set up as a one-stop-shop. They offer a range of materials available to the local market, such as Kevlar, carbon, E-Glass, vacuum bag consumables and sandwich panels. Used in conjunction with their engineering expertise Gurit offers the ability to take basic plans, engineer them and provide the builder with everything needed right through to the gelcoat or painting stages. WWW.BOAT MA GS.C O M 109
A single Volvo D6-370 gives a top speed of over 31 knots. 110 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
BOAT REVIEW
Dickey Semifly 32
Fishing &Family If there is one common theme that comes from Dickey Semifly owners, it’s that their boating is all about fishing and family. Barry Thompson went to check out the latest Semifly 32 from this very pro-active Napier builder and came away hugely impressed.
T
he Semifly 32 is one of four boats in the Dickey Semifly family, which also includes the Semifly 28, 40 and 45. All four are based on a very similar hull design that is unquestionably one of the secrets of the success of the Dickey Semifly range. Designed by Jason Dickey, the all alloy boats feature a unique construction system, that the website says presents an incredibly strong and stiff hull, which thanks to its robust construction, is virtually flex free and offers no jarring - even when throwing the boat around in an offshore swell. Well, you can write what you like in a brochure, but it’s not until you experience it for yourself that you know what a boat is really like. When I went to Napier to review the Dickey Semifly 32, Jason had already told me that unless we got some reasonable choppy water, I wouldn’t be able to fully understand the outstanding ride and handling attributes of the boat. Well, nature favoured him and our test day saw upwards of 25 knots, 1m plus swells and whitecaps out off the port. Perfect conditions according to Jason for me to ‘experience’ a Dickey Semifly. He was right and I was impressed! “Everything goes fine when the water is calm, but what we have is a hull design that works even better in rough WWW.BOAT MA GS.C O M 111
BOAT REVIEW
Dickey Semifly 32
The Dickey Semifly all feature the distinctive plumb bow.
water and you need to run the boat in adverse seas to appreciate the difference of a Dickey boat”, said Jason. We left the marina with a beam sea and ran at 24 knots @ 3000 rpm, using 2.2 lpnm. Helped by the long straight waterline, the bow attitude in the following sea was perfect with only a little tab and drive trim. Running at 20 knots was very impressive and the hull was still silent with zero slapping! The plumb bow shape means there is plenty of buoyancy to keep the bow up, in a following sea, so you don’t experience any bow steering. When we stopped in the 1m slop offshore, the boat sat reasonable stable. Not a bad fishing platform and if you are into game fishing, then you will love the Semifly 32. At 8 knots, towing some lures in the following sea, the boat cruises along beautifully offering a very comfortable ride. What I noticed straight away, was that even with the rear door and windows open, we could still talk normally inside. Close the back up completely and it was exceptionally quiet inside. There was also NO hull noise. No slapping. No banging. I was surprised and Jason explained to me that this was why he wanted me to test the boat in the rougher water. “It’s all about the structure”, explained Jason. The space frame construction, combining full-length girders and transverse frames, gives an incredibly stiff hull with no reverberation anywhere. The running surface is constructed of 6mm plate on an 18 deg deadrise hull.
One particular aspect of the construction is the boat has sealed air gaps between the interior spaces and the hull. These not only eliminate any condensation but also act as sound deadening. There is no solid foam anywhere in the hull. “We also have a very low C of G and that does a lot for the way the boat rides, handles and sits at rest”, says Jason. However not only does the hull design and construction tick all the boxes, but it’s also extremely versatile. It’s a boat that has a broad scope of uses, from weekend and family cruising to serious fishing. It’s
112 PACIFIC POWERBOAT NOVEMBER / DECEMBER 2016
a boat you can go away for the weekend with 5-6 fishing mates or the grandkids the next weekend. At just under 11m LOA (transom to bow), it’s a boat that has a lot of useable volume, enhanced by the full plumb bow shape and 3.3m beam. CAMBERED DECK The Semifly 32 is a single engine installation with the Volvo Penta D6-370 now the power of choice. Top speed with this engine package is around 30 knots. The engine is mounted below the deck level and although Jason has been asked
The galley is more than adequate for this size boat.
The aft cabin features a large king size berth.
The guest cabin has four single berths in an upper and lower arrangement.
a number of times, he doesn’t offer an outboard option. The cockpit features a cambered deck and large scuppers, so any water that does come aboard is quickly expelled. Down either side in the coamings are rod and cup holders, tackle boxes and side pockets. The centre of the transom on Double Jack has a built-in bait station with foldout bait boards, twin tuna tubes, a rubbish bin and storage. While most Semifly 32s have this incorporated, if you are not into fishing, this can be replaced with a transom seat or nothing at all. What you do is entirely
your choice. There is a removable transom door that leads onto a teak covered boarding platform, complete with a central stainless steel D rail. This also cleverly folds down to double as an extra large boarding step. Again, you can have the boat without a platform, which is a popular option for those into game fishing. Access forward has been helped with dedicated steps either side of the wheelhouse to the wide side decks and strategically placed handholds on the cabin top.
SLEEPS SIX While a lot of small cruisers of this size struggle to provide two reasonable cabins for four people, the Semifly 32 boasts accommodation for six in two full-size cabins. Forward, there is a guest cabin with four single berths in an upper and lower arrangement. The lower two can be converted to a double with slide-in infills, making this a great boat for overnighting with two couples. The four berths add the versatility of bunks for four fishing mates or young kids, while the athwartships aft cabin under the wheelhouse sole, caters for another couple. With no solid bulkhead and door, there is an excellent open plan feel about the forward area, plus there is a privacy curtain provided. Fixed port lights and a deck hatch add extra light and ventilation to the cabin. The two cabins are fully lined with soft fabrics and composite joinery with plenty of storage spaces in draws and lockers. The rear cabin also features a corner seat and while there is a shortage of headroom above the berth, there’s almost 2m headroom in the changing area. The doors are all finished in Italian Poplar ply veneers, with the light timbers helping to accentuate the spaciousness of the décor. Both cabins share the one bathroom, which has a separate shower with glass door, electric flush toilet and raised bowl on a Corian bench top. SAME BUT DIFFERENT In 2008 Dickey Boats sold their first Semifly 32, which coincidentally was also the first boat the company sold. Now eight years and eight Semifly 32s later, things have not changed a lot. Apart from some refinements and upgrades in equipment, especially the electronics, the latest Semifly 32, Double Jack, is very much identical to boat number one. While very much a semi-production boat, that can be customised, every Semifly 32 built to date is very similar in layout. “We seemed to have got it right with the layout and the design of the hull and most clients have been more than happy to stay with the same arrangement, albeit with some changes in the cockpit area to suit their particular requirements”, says Jason. From that first Semifly 32, the rest of the Semifly range has been developed, with all utilising the same hull design, structural engineering and styling. The wheelhouse is divided into three parts; helm, galley and dinette areas. 6mm toughened glass windows allow excellent WWW.BOAT MA GS.C O M 113
BOAT REVIEW
visibility from the helm and settee. The helm station features the usual full array of instruments and switches, with a pair of Garmin 12” screens centre stage. Alongside the screens is the CZone display, as well as all the tabs, trim, anchoring, etc. easily at hand. All set in upholstered leather to match the seat, the helm display has undergone some changes in recent years as the need for instruments has been taken over by MFD screens. No matter what the sea conditions this is a boat you can comfortably drive seated. Aft of the helm is the galley, with a two
Dickey Semifly 32
burner hob and sink unit with glass tops, set unto the Corian benchtop and a gourmet oven beneath. There’s storage in soft close drawers as well as in overhead lockers, plus a 65-litre Isotherm fridge/ freezer under the settee opposite. The large U-shape settee is big enough to seat 5-6 around the Corian table. There’s no storage under as this space is taken by the aft cabin below. What I liked was the easy, relaxed seating the settee provided when underway. With the bifold windows and door open to the cockpit, the interior and exterior spaces assimilate as one. Wheelhouse and cockpit simply
The cockpit features a cambered deck and large scuppers, so any water that does come aboard is quickly expelled.
become one big friendly area. Dickey Boats have carved out an enviable reputation in 8 years for their meticulous attention to detail, both in the design and engineering aspects as well as the décor and finish of their boats. While the trailer boat range has certainly been active for the company in recent years, it is the Semifly launches that I see giving the company a global profile. The Semifly 32 is a great product that deserves to be exposed to overseas markets, something that Jason and wife Tristin Dickey are planning for 2017.
There is a head/ shower to starboard shared by both cabins.
The outdoor and indoor areas merge as one huge space.
DICKEY SEMIFLY 32 Year Launched 2016 Builder Dickey Boats Designer Jason Dickey LOA 10.60m Beam 3.30m Deadrise 18 deg Displ (Dry) 4900 kg (dry) Max Speed 30 knots Construction Aluminium 6mm/4mm Fuel Cap 550 litres Water Cap 50 litres Engines Make Volvo D6-370hp Drive Train Duoprop Engine Controls Volvo Penta Batteries Lifeline
Propellers G3 Thrusters Sidepower SE60 Trim Tabs QL Anchor Winch Lewmar CPX3 Anchor Rocna Lighting Hella Underwater Lights Ocean LED MFD 2 x Garmin 12” Autopilot Garmin GHP20 AIS Garmin 300 Monitoring CZONE Heater Eberspacher D4 4kw Airtronic Ent System Fusion Base Price of Boat POA Contact Dickey Boats, Ph +64 6 834 1310 www.dickeyboats.com
Performance Figures // VOLVO D6-370HP RPM Knots L/H L / NM 1000 5.5 3.73 720 1500 8. 9.29 410 2000 10.4 23.04 210 2200 12.5 28.65 210 2400 15.0 35.1 200 2600 18.0 41.58 200 2800 21.3 44.45 230 3000 24.3 51.51 220 3200 26.5 58.82 210 3400 29.0 68.49 200 3500 31.3 72.72 200 L/NM is calculated to two significant figures and rounded up. The range is calculated to two significant figures and rounded down. To allow for adverse conditions, the range is calculated on 90% of the fuel capacity.
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WWW.BOAT MA GS.C O M 115
BUYERS GUIDE TO
Bowriders
OPEN AL
116 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
LL HOURS Freddy Foote takes a look at what’s available in the bowrider market from both local and imported manufacturers.
When you think of a bowrider, you immediately think of compact stern drive powered craft from manufacturers such as Bayliner and Sea Ray from the US. But a lot has changed, we found around 15 different brands available here in New Zealand, with around a quarter of those manufactured locally in Australasia. Also gone are the days of bowriders only being around the 5.0m to 7.0m range. A number of manufacturers now offer much larger models from 8.0m to 11.0m in length. What is interesting to note, is the large numbers of manufacturers particularly in North America now offering many of their models in an outboard configuration. Bowriders have traditionally been the domain of sterndrive-powered models, but with the advent of more efficiently four-stroke outboard technology, outboard powered models are becoming the norm. While brands such as Bayliner and Sea Ray are still very much at the forefront when it comes to family type bowriders, they now have some serious competition from the likes of Four Winns, Chaparral, Cobalt, Regal and Glastron to name but a few. All of those mentioned are also available through distributors in New Zealand or Australia. Locally the bowrider builders are nowhere near as prolific, although while the 5m-6m-cabin boat accounts for the vast percentage of trailer boat sales, there are some, such as Tristram, Smuggler, Buccaneer and Rae Line. WWW.BOAT MA GS.C O M 117
BUYERS GUIDE TO
Bowriders DON’T BURY THE BOW In very simple terms a bowrider is a runabout style boat with no foredeck. Fun deck or sport deck boats have a slightly different bow shape configuration, being more blunt in profile and designed as seriously good fun day boats with loads of entertaining space. Now some would have you believe that without a foredeck you can only use a bow rider in calm smooth waters and you could never ever take it off shore. What a load of baloney! To be fair some bow riders, especially some of the smaller US built ones have drooping forward gunnel lines, which really gives them the impression they are about to dive under the water! While this can happen, it’s not the norm and generally speaking they are very safe in light to moderate seas. There are occasions when you have been forced to come home after a day’s boating in steep nasty seas in a bow rider and if you drive the boat for the conditions you shouldn’t have a problem. A good security feature to have is a bow cover which when clipped in place acts as a false deck and will keep all the spray out of the boat. Also don’t have people sitting forward if you are driving back in rough water. For a start it’s not the most comfortable place to sit anyway, but more importantly it can add a lot of unnecessary weight to the forward area of the boat and that’s not going to help you trim the bow up if you are coming home in a following sea.
others of the larger variety even offer toilets and showers. Common to most is a rocket launch/bimini arch, which can house a few rods, be a place to run the wakeboard rope from or as a support for the foldout bimini top. If it’s strategically placed it shouldn’t get in the way of your rods when fishing. There are some very big bowriders now available from US manufacturers such as Chaparral, Four Winns and Sea Ray. Monterey has an 11.3m 378 SE model where above deck you’ll find a vast, wide open layout with a large cockpit and bow seating areas, as well as L-lounge with sun-island seating making short or extended cruises just short of a fantasy. Below deck, a luxuriously appointed cabin awaits you with generous accommodations, making overnight entertaining and relaxation everything you could ever desire. There are dozens of bow riders and deck boats available in the 5m – 6m range and still plenty even bigger. It all depends on what you want. Power options are like any other trailer boat, outboards or sterndrives, although unless you are looking at something over about 8m, diesel engine packages are not really an option So what’s available on the local market. We found over 200 models from 15 manufacturers of boats between 4.93m and 11.3m.
GREAT TO FISH FROM One thing I like about the bowrider concept is it’s great fishing ability. They provide a much bigger fishing platform than a conventional runabout or cabin boat, with the area ahead of the screen a very usable fishing space. This has really come into its own with the advent of softbait fishing. We often fish with two in the stern and a third person forward and it works just fine. To be fair, most bowriders are not set up or really designed for fishing, but some such the Buccaneer, Tristram and some of the American branded models are set up with fishing in mind. The more conventional use is one of family boating where one weekend your towing a water toy or wakeboarder and the next weekend your cruising out to a nice beach for a family picnic. Fishing is often just a natural by-product of owning a boat and in this part of the world; if it floats we tend to take it fishing!
SIZE OPTIONS A bow rider utilises all the available space and if it’s well designed in the layout there is copious places to stow gear. Some even include fish bins and live bait tanks, while
BAYLINER A brand from the US which is known the world over. Bayliner has 13 bowrider models ranging in size from 4.93m through to 7.77m. Like other US based manufacturers there is a shift to now offering more models in an outboard configuration, something we didn’t see 10-years ago. Bayliner offers a very broad range of features and options across the whole range, including wakeboard towers, engine options, live bait tanks, electric trolling motors and of course plenty of storage coming as standard. www.bayliner.com
118 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
BOSTON WHALER Boston Whaler has three bowrider models in what they call their Vantage range. There is the 7.51m 230 Vantage, 8.61m 270 Vantage and the 10.21m 320 Vantage. All available in an outboard configuration this multifunctional family of boats offers the space and capabilities for the active user. The Boston Whaler’s are built for fishing, and boast sizeable cockpits; various amenities and options make Vantage ideal for offshore cruising, fishing and watersports. www.sportsmarine.co.nz
BUCCANEER
CAMPION
Buccaneer have two bowrider models in their line up, the 565 Esprite XL and the 650 Esprite XL. The 650 is the new version of their popular 635 DC model which was released in 1996. The 650 is equally at home as a day fishing boat as it is to a water sports craft. The transom houses a fresh water sink unit to starboard and a bait tank to port. The bait tank can be fully plumbed in if you require a live bait system or left as a bait storage. A wide variety of options are available including wakeboard towers. www.buccaneer.co.nz
Canadian manufacturer Campion has a range of 21 bowrider models available in a variety of layouts and configurations, with many of the hulls available with either a sterndrive or outboard power plant. There is the Allante model range as well as the slightly more sporty Chase line-up. Features include premium grade snap-in carpet, portable coolers, ski lockers, sun pads, bucket seats with flip up bolsters. Optional extras on a variety of models include wakeboard towers, stereo upgrades and LED lighting packages. www.sportsmarine.co.nz
Signature Cruisers, Petrol or Diesel 27-33ft
Suncoast Sport & SkiFish outboard deck boats 21-25ft
Ssx premium bowriders & surf boats 22-34ft
H2o Sport & SkiFish entry level 18-21ft
Vortex Vr & VRX performance jet boats 20-24ft
Sunesta & Xtreme performance deck boats 22-28ft
NZ 03 443 9062 / 0272 292 877 Wanaka-Otago-Southern Lakes NZ
AUST 03 9397 6977 Chaparral Australia
CHRIS-CRAFT If you’re looking for the ultimate luxury bowrider, then you can’t go much better than Chris-Craft. The US builder has a compact range of bowriders from 6.45m through to 10.4m with either a sterndrive or outboard power. The Chris-Craft range follow classic American styling and feature U-shaped loungers in the bow pit and handfinished teak throughout, generous seating and provides storage for all the toys that come aboard for fun on the water. www.sportsmarine.co.nz
Which Chaparral are you? www.chaparralboats.com WWW.BOAT MA GS.C O M 119
BUYERS GUIDE TO
Bowriders
CHAPARRAL Chaparral Boats like other US manufacturers offers a truly extensive range of bowrider models in a variety of configurations and levels of specification. With models ranging in size from 5.59m to 10.21m there are boats such as the Sunesta range which is tailored around entertaining and watersports, to the Ski & Fish H20 models which let you have it all; fishing, watersports and cruising. Features include large casting platforms, abundant storage, and flexible seating cockpit design. Options include snap-in carpet, a bow walk-thru door, fish finder, upgraded dash and a swim platform. www.wanakamarine.co.nz
GLASTRON
COBALT
FOUR WINNS
One of the more prolific bowrider manufacturers in the US, Cobalt offer 23 models from 5.89m through to 10.59m. All but one model, the 25SC, are stern drive optioned only and each different designation is designed for a specific aspect of boating, from family cruising to towing water toys. The appointment of a new distributor in Queensland, Cobalt Australia, sees a move to expand this exciting range through Australia and New Zealand. www.cobaltboats.com
Four Winns have a huge range of bowrider models, over 40 through five different model ranges. The Horizon series starts from 5.46m and goes right through to 10.7m. Its open-bow sport platform marries serious craftsmanship with playful adventure. From there, there is the sportier RS Series & Signature Series ranges which are based on the same hull as the Horizon but have brighter and more dynamic finishes. Four Winns offer an immense range of options and configurations as well as a large number of models available in an outboard configuration. www.fourwinns.com
120 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
Another huge range of models available from US manufacturer Glastron. There are 23 different models available from 5.44m through to 7.83m. Glastron offers three different model options all largely based on the same hull. Worth noting is the four model GTSF range. The GTSF (5.4m-7.01m) models give you get the best of both worlds; a sporty Bowrider and a well-equipped fishing boat that includes a livewell, trolling motor, rod storage and fishing seats. Plus, everything you need for your favorite watersports is right at your disposal. www.glastron.com
HAINES SIGNATURE Haines Signature offers three bowrider models, the 535BR, 580BR and 600BR. With one of the best performing hulls on the market, the Haines Signature bow riders have been very popular on both sides of the Tasman. Ideal for those who want a boat for watersports, there are a variety of extra options available such as cockpit tables, pedestal bucket seats, carpet, ice boxes, sun loungers and the hulls are more than capable of handling a variety of Suzuki outboard motors. www.signatureboats.com
MONTEREY Monterey has an impressive range with 25 different bowrider models ranging from 5.64m through to a very large 11.3m model! The Monterey has something to suits everyone’s requirements but worthy to mention is the two Blackfin models, the 6.0m 197BF and the 6.3m 217BF. The Blackfin models are an all rounder and are ideal for wakeboarding, skiing, swimming diving and fishing and can be customized with a sleek black powder coated wakeboard tower. Standard features include a swim platform with a telescoping recessed ladder, and optional stainless steel ski-tow pylon. They are also available with an optional fishing package, which includes a GPS fish finder; live well with LED light, bow filler fishing platform, and stainless steel rod holders. www.pinnaclemarine.co.nz
Shock Absorbing Flat Fenders
Boat protection with brand presence Custom routered fenders with your brand* Ultralon boat fenders offer excellent shock absorption when docking or tying boat to boat. Made from hard wearing EVA foam with a non-marking PE outer, fenders won’t puncture or deflate. The flat design prevents them from rolling or riding up and makes them easier to stow. Multiple fenders can be fastened together for longer or wider protection. Ť )HQGHUV DYDLODEOH LQ ZKLWH RU JUH\ ĹQLVK Ť $YDLODEOH SODLQ RU FXVWRP &1& URXWHUHG ZLWK \RXU EUDQG Ť $OVR GRXEOH DV D NQHH SDG RU VHDW FXVKLRQ
* Conditions apply
6,=(6 60$// [ [ PP Ť 0(',80 [ [ PP Ť /$5*( [ [ PP Ť (;75$ /$5*( [ [ PP
For more information: New Zealand +64 3 389 4325 sales@ultralon.co.nz Australia +61 2 4340 0433 info@ultralon.com.au
www.ultralonfoam.com WWW.BOAT MA GS.C O M 121
BUYERS GUIDE TO
Bowriders REGAL 23 Bow rider models come from US builder Regal ranging in size from 6.0m through to 8.6m in length. While most manufacturers are leaning towards offering more boats with outboards, Regal only offer two models in an outboard configuration. A high level of detail is applied to each Regal and are position as some of the more luxuriously appointed boats on the market. Enclosed heads are available on some of the bigger models and water sports and entertainment appointments a main design feature of the various ranges. www.integritymarine.co.nz
RAE LINE Built in Kaiapoi, north of Christchurch, Rae Line offer three bowrider models, the 180 Ex and Sport, which come in sterndrive configurations, and the 185 OB which comes as an outboard version only. The two 180 models can be powered by the 4.3L Mercruiser sterndrive from 190-220hp options, while the 185 OB model can be powered by 150-200hp outboards. Across the range, seating configurations are fairly open and optional. You can opt for a single helm seat and king/ queen seats opposite, or have two pedestals or two king/queens. www.raeline.com
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FUSION STEREO ACTIVE PORTABLE WATERSPORTS STEREO The world’s first purpose-built portable watersports stereo. With built-in Bluetooth audio streaming, AM/FM radio and USB audio playback, Stereoactive is packed with features. The Puck locking mechanism securely fixes Stereoactive in place, even in the event of capsizing. In the unlikely event that it does become detached from the Puck mount, both Stereoactive and Activesafe float, keeping the stereo and valuables safe from the depths below. Stereoactive is capable of streaming audio via Bluetooth from any popular music service such as Pandora or Spotify, from a compatible A2DP Bluetooth enabled device or playing music with the built-in AM/FM tuner. The unit also contains a waterproof cavity designed to provide secure housing for a low profile USB for MP3 playback, while keeping the flash drive waterproof and IPx7 safe With a long-life battery, Stereoactive will keep the music playing for up to 20 hours and the type-A USB port also provides playback and charging for Apple iPhone lightening connector products and Android AOA devices.
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BOW & STERN THRUSTER BOATS 24’ to 70’ No Tunnel No Propeller No Noise
SEA RAY Sea Ray has a very broad range of bow riders. From the sporty smaller models around 5.94m in length, to the much larger cruiser style bow riders which can measure as large as 10.5m. Another manufacturer to embrace outboard technology, nearly every model comes in with the option of either a sterndrive or outboard power configuration. Options are endless, with a very wide variety of appointments and layout configurations available. www. sportsmarine.co.nz
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IT’S THE WORLD’S MOST SILENT THRUSTER SYSTEM
SMUGGLER Smuggler Marine have one bowrider model in their range, the Bowrider 570. Designed by Scott Robson, the boat has excellent rough water performance and can be easily powered from as little as 90hp, yet can handle up to 150hp outboards. It features wrap around forward seating, and pedestal seating in the main cockpit area. It is available with a wide range of optional extras such as wash down hoses, a live bait tank, bait boards, ski poles and many other features to make it a versatile family boat. www.smuggler.co.nz
25% smaller pump unit, 25% less weight, 10% more power Plug & play (electrical connections) composite pumphead & parts
TRISTRAM
p. +64 9 448 5900 f. +64 9 448 5911 e. info@sopac.co.nz
www.sopac.co.nz DB156
Tristram Marine call their bowrider range ‘Cabriolet’s and there are three models, the 600, 640 and 690. The Tristram Cabriolet range have cleverly designed interiors and feature double back-to-back seats, rear passenger seats and seating for four or more adults in the bow, meaning two families of four can venture out for a day in comfort. Tristram Marine offer a variety of features such as extra rod holder, live bait tanks, and wakeboard towers making them a very versatile craft. All three models are available in an outboard configuration only. www.tristramboats.com
41c William Pickering Dr | Albany, Auckland
WWW.BOAT MA GS.C O M 123
BUYERS GUIDE TO
Bowriders MODEL
LENGTH
BEAM(M) POWER
BAYLINER 160 Bowrider Element E5 170 Bowrider 175 Bowrider 180 Bowrider Element E6q 190 Deck Boat 195 Deck Boat VR5 Bowrider 210 Deck Boat 215 Deck Boat VR6 Bowrider Element XR7
4.93m 4.98m 5.33m 5.33m 5.49m 5.49m 5.66m 5.66m 6.20m 6.27m 6.27m 6.82m 7.77m
2.18m 2.13m 2.11m 2.11m 2.29m 2.13m 2.46m 2.46m 2.55m 2.59m 2.59m 2.55m 2.59m
OB OB OB SD OB OB OB SD SD OB SD SD OB
BOSTON WHALER 230 Vantage 270 Vantage 320 Vantage
7.51m 8.61m 10.21m
2.59m 2.74m 3.15m
OB OB OB
BUCCANEER 565 Esprite XL Bowrider 5.91m 650 Esprite XL Bowrider 6.76m
2.29m 2.42m
OB OB
CAMPION Allante 485 OB Allante 505 OB Allante 535i Allante 535 OB Allante 545i Allante 545 OB Allante 595i BR Allante 595 OB BR Allante 645i BR Allante 705i BR Chase 480 OB BR Chase 500 OB Chase 530i Chase 530 OB Chase 550i Chase 550 OB Chase 580 OB Chase 600i BR Chase 600 OB BR Chase 650i BR Chase 700i BR
4.90m 5.05m 6.02m 6.02m 6.10m 5.49m 6.58m 6.10m 7.69m 7.92m 4.90m 5.05m 6.02m 6.02m 6.10m 5.49m 6.32m 6.58m 6.10m 7.69m 7.92m
1.98m 2.01m 2.34m 2.34m 2.34m 2.34m 2.49m 2.49m 2.59m 2.59m 1.98m 2.01m 2.34m 2.34m 2.34m 2.34m 2.34m 2.49m 2.49m 2.59m 2.59m
OB OB SD OB SD OB SD OB SD SD OB OB SD OB SD OB OB SD OB SD SD
CHAPARRAL 216SSi 226SSi 246SSi 224 Sunesta 244 Sunesta 264 Sunesta 284 Sunesta 227SSX 257SSXSE 257SSX 277SSX 287SSX 307SSX 337SSX 210 Suncoast 210SF Suncoast 230 Suncoast 250 Suncoast 203VR Vortex 203VRX Vortex 223VR Vortex 223VRX Vortex 243VR Vortex 243VRX Vortex 18 Sport H20 18 Ski & Fish H20 19 Sport H20 19 Ski & Sport H20 21 Sport H20 21 Fish & Ski H20
6.55m 6.86m 7.47m 6.81m 7.42m 8.03m 8.64m 7.01m 7.77m 7.77m 8.38m 8.79m 9.30m 10.21m 6.35m 6.35m 6.96m 7.57m 6.17m 6.17m 6.78m 6.78m 7.39m 7.39m 5.59m 5.59m 5.89m 5.89m 6.40m 6.40m
2.54m 2.59m 2.59m 2.59m 2.59m 2.59m 2.74m 2.59m 2.59m 2.59m 2.74m 2.74m 2.90m 3.05m 2.59m 2.59m 2.59m 2.59m 2.44m 2.44m 2.59m 2.59m 2.59m 2.59m 2.29m 2.29m 2.29m 2.29m 2.54m 2.54m
SD SD SD SD SD SD SD SD SD SD SD SD SD SD OB OB OB OB SD SD SD SD SD SD SD SD SD SD SD SD
CHRIS-CRAFT Carina 21 Launch 22 Launch 25 Launch 28 Launch 32 Calypso 26 Calypso 30
6.45m 7.14m 8.13m 9.0m 10.4m 8.08m TBA
2.41m 2.52m 2.6m 3.0m 3.1m 2.64m TBA
SD SD SD SD SD OB OB
MODEL
LENGTH
BEAM(M) POWER
COBALT 200 S 220 S CS 3 R3 R5 R7 R 30 R 35 A 25 A 28 24 SD 26 SD 25 SC 200 Swss 220 Swss R 3 Swss R 5 Swss R 7 Swss 24 SDwss 26 SDwss R 3 WSS Surf R 5 WSS Surf R 7 WSS Surf
5.89m 6.50m 7.21m 7.26m 7.82m 8.38m 9.35m 10.59m 7.77m 8.68m 7.47m 7.97m 7.54m 5.89m 6.50m 7.26m 7.82m 8.38m 7.47m 7.97m 7.26m 7.82m 8.38m
2.54m 2.59m 2.59m 2.59m 2.59m 2.59m 2.90m 3.23m 2.59m 2.59m 2.59m 2.59m 2.59m 2.54m 2.54m 2.59m 2.59m 2.59m 2.59m 2.59m 2.59m 2.59m 2.59m
SD SD SD SD SD SD SD SD SD SD SD SD OB SD SD SD SD SD SD SD SD SD SD
FOUR WINNS Horizon F190 H180 H1800B H190 H200 H210 H230 H260 H290 H350 H180 SS H180B SS H190 SS H200 SS H210 SS H230 SS H260 SS HD220 SS HD2200BSS HD240 SS HD2400BSS HD270 SS HD2700BSS H180 RS H1800B RS H190 RS H200 RS H210 RS H230 RS H260 RS HD220 RS HD2200BRS HD240 RS HD2400BRS HD270 RS HD2700BRS HD220 HD2200B HD240 HD2400B HD270 HD2700B
5.79m 6.00m 5.46m 6.30m 6.63m 6.58m 7.19m 8.00m 9.16m 10.70m 6.00m 5.46m 6.30m 6.63m 6.58m 7.19m 8.00m 6.76m 6.73m 7.44m 7.41m 8.08m 8.04m 6.00m 5.46m 6.30m 6.63m 6.58m 7.19m 8.00m 6.76m 6.73m 7.44m 7.41m 8.08m 8.04m 6.76m 6.73m 7.44m 7.41m 8.08m 8.04m
2.41m 2.31m 2.31m 2.41m 2.50m 2.55m 2.55m 2.55m 2.87m 3.30m 2.31m 2.31m 2.41m 2.50m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.31m 2.31m 2.41m 2.50m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m 2.55m
SD SD OB SD SD SD SD SD SD SD SD OB SD SD SD SD SD SD OB SD OB SD OB SD OB SD SD SD SD SD SD OB SD OB SD OB SD OB SD OB SD OB
GLASTRON GT180 GT185 GT187 GT200 GT205 GT207 GT225 GT240 GT245 GTX185 GTS180 GTS185 GTS187 GTS200 GTS205 GTS207 GTS225 GTS240 GTS245 GTSF180 GTSF185 GTSF200 GTSF205
5.44m 5.95m 5.94m 6.20m 7.01m 6.55m 7.22m 7.32m 7.83m 5.49m 5.44m 5.95m 5.94m 6.20m 7.01m 6.55m 7.22m 7.32m 7.83m 5.44m 5.95m 6.20m 7.01m
2.26m 2.26m 2.26m 2.44m 2.44m 2.44m 2.54m 2.54m 2.54m 2.26m 2.26m 2.26m 2.26m 2.44m 2.44m 2.44m 2.54m 2.54m 2.54m 2.26m 2.26m 2.44m 2.44m
OB SD SD OB SD SD SD OB SD SD OB SD SD OB SD SD SD OB SD OB SD OB SD
MODEL
LENGTH
BEAM(M) POWER
HAINES SIGNATURE 535BR 5.35m 580BR 5.80m 600BR 6.25m
2.20m 2.32m 2.43m
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MONTEREY 186MS 196MFS 196MS 204FS 204FSX 224FS 224FSC 224FSX 244FS 244FSX 264FS 264FSX 197BF 217BF 218SS 238SS 258SS 278SS 278SSC 298SS 328SS 378SE M4 M6
5.64m 5.9m 5.9m 6.6m 6.6m 6.9m 6.9m 6.9m 7.32m 7.32m 8.1m 8.1m 6.0m 6.3m 6.6m 7.01m 7.56m 8.1m 8.1m 8.8m 9.7m 11.3m 7.04m 7.9m
2.3m 2.3m 2.3m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.7m 2.9m 3.4m 2.5m 2.5m
SD SD SD SD SD SD SD SD SD SD SD SD OB OB SD SD SD SD SD SD SD SD SD SD
RAE LINE 180 EX 180 Sport 185 OB
5.49m 5.49m 5.49m
2.29m 2.29m 2.29m
SD SD OB
REGAL 1900 ES 1900 ESX 2000 ES 2000 ESX 2100 2100 RX 2100 RX Surf 2300 2300 RX 2300 RX Surf 2500 2500 RX 2700 ES 2800 29 OBX 3200 22 FasDeck 22 FasDeck ESX 23 OBX 24 FasDeck 24 FasDeck RX 27 FasDeck 27 FasDeck RX
6.0m 6.0m 6.1m 6.1m 6.4m 6.4m 6.4m 7.3m 7.3m 7.3m 8.0m 8.0m 8.7m 8.6m 8.6m 9.8m 6.79m 6.79m 7.1m 7.4m 7.4m 8.3m 8.3m
2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.7m 2.7m 3.2m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m 2.5m
SD SD SD SD SD SD SD SD SD SD SD SD SD SD OB SD SD SD OB SD SD SD SD
SEA RAY SPX 190 SPX 190 OB SPX 210 SPX 210 OB Sport 190 SLX 230 SLX 250 SLX 280 SLX 310 SLX 310 OB SLX 350 SLX 350 OB SDX 220 SDX 220 OB SDX 240 SDX 240 OB SDX 270 SDX 270 OB SDX 290 SDX 290 OB
5.94m 6.60m 6.55m 7.23m 5.99m 7.00m 7.77m 8.69m 9.60m 9.60m 10.5m 10.5m 6.85m 6.85m 7.46m 7.46m 8.30m 8.30m 8.90m 8.90m
2.54m 2.54m 2.6m 2.59m 2.21m 2.59m 2.59m 2.74m 3.10m 3.10m 3.20m 3.20m 2.56m 2.56m 2.59m 2.59m 2.59m 2.59m 2.74m 2.74m
SD OB SD OB SD SD SD SD SD OB SD OB SD OB SD OB SD OB SD OB
SMUGGLER Bowrider 570
5.70m
2.24m
OB
TRISTRAM 600 Cabriolet 640 Cabriolet 690 Cabriolet
6.0m 6.40m 6.90m
2.40m 2.42m 2.48m
OB OB OB
VOYAGE OF THE ENVOY - PART 37
ENVOY CRUISES THE GREEK PELOPONISSOS REGION Text & photos by Laurie & Diane Cranfield
Avemolana is a gorgeous place to anchor.
Our Kiwi friends Kevin and Diane O’Sullivan join us at Kalamata Marina in southern Greece for their fourth visit to Envoy. They’ve owned sailing yachts in Auckland for many years and Kevin has been active in many other boating activities ranging from a long association with Auckland Coastguard (former President and current Patron), to boating education and writing books on knots. Before leaving Kalamata we visit the Port Police to add Kevin and Diane to our Crew List, a procedure required whenever new crew join a boat cruising in Greek waters.
THE MANI REGION The central of three peninsulas forming the Peloponnisos is called the Mani and the local Maniote people are isolated, independent and hardy, claiming direct descendancy from the legendary Spartans. Historically Maniotes were notorious pirates
operating from the region’s many hidden cave-riddled coves and fought viscious clan wars conducted from fortified castlelike houses, many of which are still used as hotels or holiday homes. In fact it’s from the Maniotes that our words mania and maniac derive. After an enjoyable overnight 60 mile passage from Koroni dawn sees us arriving at Porto Kaiyo, a quaint sleepy hamlet with several tavernas lining the shore, reasonable shelter for visiting cruisers and strangely, a monument to former pirates overlooking the bay. While cruising destinations don’t always live up to expectations our next stop, Yithion, surpasses them when we anchor behind a causeway linking the mainland to the tiny island of Nisos Kranai, mentioned in Homer’s Iliad as the place where Paris and Helen of Troy spent their first passionate night together after eloping. Once the principal port of the Spartans, Yithion has
been inhabited since ancient times. Now it’s a small bustling town and although the waterfront is lined with tavernas it’s not a tourist destination but an interesting place to explore, re-supply and observe how locals live and work. Here Kevin and Diane continue their travels to Athens and we stay on for a few days to soak up more atmosphere. While taking our dinghy into Yithion’s wellprotected harbour to collect fresh water we meet a Dutch cruising couple, Marcel and Leena and it turns out they own a property in Kerikeri so we have plenty to talk about. Next day we return to the harbour and find an elderly American man having real problems berthing his nine metre sportsstyle motorboat during a strong beam wind. His teary wife is in semi-shock as their anchor has fouled and they can’t free it. Their boat is very close to our Dutch friends so I take Marcel out in our dinghy to see if we can
VOYAGE OF THE ENVOY - PART 37 Looking down on stunning Kapasali harbour.
Our generous superette owner.
Impressive Monemvasia Island.
Surely the Kapasali wharf wasn’t intended for boats of this size.
assist. Marcel dons a face mask and pulls himself six metres down the anchor chain to the murky seabed below freeing their anchor on his third dive while I use the dinghy to ease the chain’s load. We feel sorry for the extremely grateful American couple, but it’s obvious from their next berthing attempts that they’re destined for future problems as they get their angles of approach all wrong, don’t put out enough anchor chain and maneuver at excessive speed. We cruise south-east to a large bay called Ormos Xilis offering good shelter from a rising northerly and no sooner anchor off a small village called Plitra at the head of the bay when the wind turns south gusting 25 knots sending small whitecapped waves rolling in to our anchorage. Envoy is well secure at anchor and reasonably comfortable bow-on to the seas, so with the forecast still northerly we stay on. Sure enough within a couple of hours the wind turns right around and the sea quickly calms again. We often find over here that during the couple of hours before sunset the wind does some strange things, blowing quite strongly onshore and later settling offshore. Early next morning I take our dinghy to a fishing boat jetty to find some fresh water and here meet Alexander, who lived in Sydney for 40 years before moving back to this sleepy village to retire. He now does casual commercial fishing and with time for
both of us being no issue we shake hands and enjoy a long chat about life in general. Later I find water from an ancient dripping pipe, attach a suitable hose connection from my selection and replenish our water supplies. When Diane and I go ashore together to explore Plitra we find it’s virtually deserted, but have coffee at Jimmy’s Taverna where we meet Jimmy, a Canadian, who tells us that about 250,000 Greeks live in Canada. After an interesting chat we ask for our bill but Jimmy won’t accept payment saying the coffee is free - another typical day cruising in Greece where little is planned and often the unexpected happens.
ENVOY AT KITHERA ISLAND Next stop is the island of Nisos Elafonisos in a superb deserted bay with sparkling clear waters and just a few holiday apartments set back from the stunning beach. Here we dinghy ashore to enjoy swimming off the golden sandy beach and late afternoon sunbathing with cheese, olives and cold shandy. From here it’s only about 10 miles to Kithera, one of Greece’s most unspoiled islands lying off the south-eastern coast of Peloponnisos. Its main port is Kapsali at the southern tip of the island; a beautiful bay to anchor in surrounded by rugged cliffs and overlooked by a stunning hilltop fortress. It’s exposed
128 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
to the south and subject to some residual swell, but our flopper-stoppers do their job in reducing its effect. Ashore the seafront is lined with small tavernas and old rustic buildings mostly painted with traditional whitewash contrasted with blue shutters. Being early in the season it’s still peaceful with only four other boats anchoring here during our several day stop. Most visiting boats want to moor stern-to the small jetty. Why I don’t know as it’s much nicer anchored out in the bay. We see some very large planing motor vessels in the 20-30 metre range, all of course with about four to six crew clad in smart uniforms and find it amusing to watch them manoever with difficulty in the confines of the bay with its area for swimmers cordoned off with buoys. As we explore the village we hear many Aussie accents; many Greeks emigrated and some are now back here enjoying holidays. We take a taxi up the steep winding road to the fortress and chora (hilltop village) for some exploration and stunning views and later shop at a small superette where we find the owner to be extremely generous. It’s a hot day so he gives us free bottles of cold water, provides various cheeses for us to taste, gives me a free cold beer and then to top it all slashes a healthy discount off the bill. My ears are slightly sore from constant exposure to seawater so we visit Kithera’s
Kevin demonstrating his splicing skills.
Shipwreck off Kithera Island.
small local hospital finding it very modern and seemingly wellequipped. It’s under-staffed but the doctor and nurse we meet are very courteous and helpful, providing free treatment though we have to pay for medications. We move on to anchor off the thoroughly delightful village of Avemolana. The anchorage is sheltered from the consistent northerly winds and free from swell, although there are wakes from fishing boats moving in and out of their harbour all hours of day often passing unnecessarily close-by and causing uncomfortable wakes. This is very common throughout the Med. Ashore is a rocky cove where locals swim in crystal clear water and the whole scene is overlooked by several atmospheric tavernas where we later enjoy a cold beer. There’s no respite from the northerly wind and after two nights at Avemolana we move on in 20 knot headwinds and seas up to two metres high to Neapolis on the mainland. Unfortunately Envoy’s pitching motion tosses our herb garden overboard from the transom where it had safely sat for hundreds of miles. Diane had spent a bit of time getting these mint, oregano and thyme plants into great shape so we’re a bit sad about this. Just outside Dhiakofti is the dramatic wreck of the cargo ship Nordland and as author Rod Heikell says it looks like her skipper deliberately attempted to perch her atop the islet. Neapolis is on the eastern side of a large bay nearly four miles across called Ormos Vatika. As we approach land in late afternoon the seas gradually reduce until they diminish into wavelets and we anchor in a relatively flat sea. Half an hour later though the wind changes to the south and a fetch kicks in until sunset when the wind reverts to its forecast north and all turns peaceful for the night. Next day first priority is to replace our herb garden and from three different shops we find a planter, soil and all three herbs. Now the planter is secured to the transom so it can’t fall overboard. At this stage we’ve had northerly winds over 20 knot for several days and they’re forecast to continue. In fact this is the “Meltemi” wind, notorious throughout the Aegean Sea that we’re now bordering and often keeping cruising boats holed up in safe anchorages for a week or longer; not what we need when we soon have a 60 mile open sea crossing to Milos Island. We decide to position ourselves at Monemvasia, the closest mainland anchorage to Milos, so we can make the crossing when the weather allows. WWW.BOAT MA GS.C O M 129
VOYAGE OF THE ENVOY - PART 37
Envoy anchored off Yithion.
THE ENCHANTING VILLAGE OF MONEMVASIA Monemvasia is a particularly interesting and romantic medieval town located on a steep fortified island rising dramatically from the sea and connected by a causeway to the village of Yefira on the mainland. Local inhabitants first moved to the natural rock fortress in the 6th century to resist raids by pirates and by the 13th century Monemvasia was an important Byzantine commercial and cultural centre housing about 40,000 people before being taken over by the Turks. Several churches built here in the 12th century are still used, although became mosques during the long period of Turkish occupation. Now many formerly ruined houses along the narrow cobbled lanes have been rebuilt as holiday homes, boutique hotels, tavernas and shops while still retaining their former charm and character. We anchor off some ruins along the causeway and use long lines to secure our stern to the shore. It’s rare to moor stern-to shore in New Zealand although it is seen around Great
Barrier Island’s Port Fitzroy. Our first time mooring stern-to this season brings to mind some of the pros and cons of this system: -Your stern is kept pointing to shore and bow to sea so that if there’s any swell you minimise rolling motion and only have to contend with more comfortable pitching. -With your stern moored securely to shore its very safe in strong winds coming over the stern and with your anchor laid well out (typically 50 metres of chain deployed) in deeper water your bow is unlikely to move (anchors don’t easily drag uphill into shallower water). -You can moor stern-to shore in a tighter spot than you can anchor in and more boats can fit into a given area as you don’t need to allow room for boats to swing during wind shifts. However the disadvantages are: -Lines to the shore can allow rodents to come aboard and we always deploy rodent guards on our lines to prevent this. -It’s not so easy to leave in a hurry, especially at night, as stern lines need to be retrieved.
130 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
-If the wind increases strongly on the beam it can place a lot of pressure on stern lines and ground tackle. Boats are known to break inadequate lines or drag anchors sideways. -Other vessels sometimes anchor closeby across your anchor chain or moor right next to you stern-to the shore. -At anchor the boat swings to the wind so the cockpit is always sheltered unlike mooring stern-to shore. If an emergency arises while moored sternto, such as ground tackle dragging sideways, it’s generally best to let your stern lines go allowing your boat to swing to the wind and reducing strain on your ground tackle. Your stern lines can then be retrieved later when your boat is free from danger. After spending two nights moored this way we conclude we’d not be in a hurry to do this again without special reasons. PMB’s next issue sees Envoy cruise across the Aegean Sea to mysterious Santorini Island. Access more detailed and current information from Envoy’s blog: www.envoyinthemed.blogspot.com
WWW.BOAT MA GS.C O M 131
Salvage of the wreck well underway.
Removed piece by piece – USS Guardian.
132 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
LESS DIVIDING, MORE PAPER &
NO ROCKS USS Guardian on the clearly identifiable bricks with lovely blue waters behind.
John Curnow takes a look at the simple task of navigation and why electronics is not always the best way to go.
In an article I wrote over 12 months ago ‘Paper Ruler & Dividers’ some readers may have missed the overall thrust, and did not review the example of the time, which was the VO65 known as Team Vestas Wind. Subsequent to that, the mighty US Navy is going back to teaching celestial navigation at Annapolis after a 20-year hiatus. So please pay attention now, because also in the intervening time, much more has come to light about the USS Guardian, an Avengerclass mine countermeasures ship (MCM–5). She ran herself up on the Tubbataha Reefs in the Philippine Islands. OK. ‘She’ had nothing
to do with that. Rather, the officer in charge told the navigator to trust the electronics because they were newer and updated. By the way, please note that he, and everyone in the ship’s crew above him were relieved of duty. Here’s the thing in a nutshell. The ship’s electronic charts misplaced the reef by an incredible eight nautical miles. Remember, that’s the horizon at sea level!!! Yet on the ship’s back-up paper charts, evidence of this clear and distinct barrier was absolutely crystal. Just take another look at the pics now…
What was the result? One wreck that had to be cut up and then hauled away. OK, she was laid down in 1985, but as a minesweeper, she no doubt still had years of service left in her. Also, the US Government also had to dip into the coffers and pay damages to their Filipino counterpart. So what do we learn? Well firstly, this is not like driving a car, or for that matter flying commercial aircraft. With cars, the roads are set in concrete and bitumen. Yes they build new ones, and there are trees and bridges overhead, but things don’t come up from the bottom that often to ruin your day. Sinkholes WWW.BOAT MA GS.C O M 133
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are not that common and bomb craters mean you should possibly look at moving and drive something more suitable, such as a tank! Before we digress too far, your car can still put you in a place you are clearly not, but street signs, kerbs, traffic lights and all will keep you organised in the main. At sea, GPS and digital navigation can be accurate, assuming the fixes from the satellites are accurate, and the end user is using the Latitude and Longitude generated to pinpoint their position on a paper chart. One notes here the ‘toaster’ example from 1991. Satellite Navigation in those days used one, and at best two satellites to give you a fix. If they were oblique, which was very often, the data supplied could only really be used as a test for your DR skills or make you do better sightings of any landmarks nearby. Equally, one of the main points to consider is who generated your charts in the first place? If it was not the Hydrographer, then taken with a grain of salt is about all they are good for. Also, updates can be over two months behind and then there is blind faith. One experienced navigator put a new chip into his approved system, and then promptly
134 PACIFIC POWERBOAT NOVEMBER / DECEMBER 2016
Waves pound the USS Guardian.
Cast away your worries
GER145309
put the boat on the bricks, which were a full two nm away from where the chartplotter said they should be. No one was injured, thankfully, but the point is this was meant to be the best and most up to date, yet just like our USN friends, he paid the ultimate price. Please read the chart suppliers’ disclaimers. They do release the manufacturer from any liability surrounding the accuracy of the positions generated. Importantly, these days now that at least six sats generate your position, all manufacturers will have you within a fender’s diameter of each other. The scary part is just where all the bricks and lumpy bits have gone. They can scatter on the digital chart just like a bunch of cats. So we come back to education. Many boaters go to sea with only digital navigation. The next part is that many do so with little knowledge or understanding of how to fully operate their plotters properly. This includes the correct magnification to ensure that they don’t hit known obstacles. Once again we cite Team Vestas Wind who freely admitted that was their error on the Cargados Carajos Shoals in the Indian Ocean. So the soothsayers are now claiming we have just the one example. Well another mariner came out of a Queensland harbour, put the boat on auto-pilot to match his plot on the digi chart. Alas, he cut a corner where a finger of the reef came out, and tore the bottom off the boat. By zooming in he would have avoided the embarrassing call to the insurer. So yes, paper should not just be around in the event of loss of power. If you have no depth sounder as well, a series of plots will also let you see about tide and improve your DR exponentially. Nothing can
www.hqhh.de 06/2016
The state of the props and rudders illustrate how the USS Guardian hit the reef at speed.
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WWW.BOAT MA GS.C O M 135
replace the Notices to Mariners and paper updates, so it is not just for when you are going somewhere new, prudence demands you have it for where you are now. Should you become incapacitated, who will call the authorities and tell them where you are? Now before someone says, Luddite, this is not an anti-digital piece. It is merely about correct and proper use, and the complete removal of blind faith by saying there are limitations, so know them! Digital is not always accurate and there are misgivings with the technology, such as source and updates, your use of it, correct magnification, as well as the reliability of the sats themselves, your power on board, and any cartography mistakes inherent in the source files. Please check the notes on the top of a paper chart, for they are the gold you must pan for. Now a piece this short cannot cover off everything, but we do ask that you consider additional education, putting your head out the companionway, Pilot Guides, NTMs, books and if you are insured with someone like Pantaenius Sail and Motor Yacht Insurance, then ask a lot of questions, because years of nautical miles, a deep pool of knowledge and an impressive set of contacts count for a lot. Cover with the crew that know boats, is both sensible and prudent. Hopefully we have shown that being less divisive, using more paper and not hitting the bricks is more than worthwhile. www.pantaenius.com.au
USS Guardian getting smashed by waves over Tubbataha Reefs.
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140 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
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pwc
PACIFIC
P E R S O N A L WAT E R C R A F T
2017 BUYERS GUIDE
MAGAZINE
KAWASAKI REINTRODUCE THEIR STAND-UP
YAMAHA WAVE RUNNER GP1800 LIGHT FASTER MORE POWER
TRIXX & TREATS
FROM SEADOO
COOL PWC ’S WWW.BOAT MA GS.C O M 141
DARING TO BE DIFFERENT
PACIFIC PWC 2017 ANNUAL
CONTENTS 144 147
HAPPENINGS
148
RETURN OF THE STAND-UP
154 160 166
pwc
PACIFIC
P E R S O N A L WAT E R C R A F T
PUBLISHER D&B Publishing Ltd Trading as BoatMags.com
MAGAZINE
EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 barry@boatmags.com
News and new products from the world of PWCs.
2017 BUYERS GUIDE The latest releases with all the specs from the big three Yamaha, Sea Doo & Kawasaki..
Kawasaki, the company that first introduced the stand-up has announced the return of the SX-R.
TRIXX OR TREAT
Sea Doo has invented a new way to have fun on the water.
YAMAHA BRING BACK THE GP1800 For 2017 Yamaha has added a new EX Series as well as reincarnating the legendary GP1800.
TEN COOL PWC ALTERNATIVES
Another take on Personal Water Craft, while not been PWCs as we know them, they are pretty cool.
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ISSN 2382-0993 (Printed) ISSN 2382-1000 (Online)
WWW.BOAT MA GS.C O M 143
A S I S E E I T
BY DOUG DUKESON
PWC’S PUMPING AGAIN….. It is little wonder PWC’s are back in fashion. Such universal craft in so many ways. Gone are the days of the noisy hoons screaming up and down the beach, annoying neighbours and other beach goers. Now the average age of PWC owners has increased significantly, losing the cowboy element to a significant degree. There are many reasons more mature aged people are looking at PWCs as an option. One is the easy storage options as houses and yards get smaller, or loads of adrenaline filled fun times, easily enjoyed with the whole family at the beach towing tubes water skiers. There is also the growing PWC fishing trend, easily to clean, easy to manage on one’s own, easy to tow with most family cars, no need for a truck to tow these babies, as well as economical to run and now reasonable quiet to complete the package. In fact, I have just gone through the process of researching and choosing a PWC model to meet mine and my family’s boating needs for the coming season. With so many models, from two-seaters to three seaters, different horsepower choices, various features and options and of course, the pricing to throw into the equation, it was not an easy decision. Having purchased a Sea Doo two seasons ago (GTR 215), I decided to look into the Yamaha camp this time up (Kawasaki will obviously on my shopping list next time up ) Even looking at the Yamaha Waverunner selection had my head whirling. So I had to be sensible about this and look at what I needed - which was a unit that could tow the family on tubes and wakeboards and get me out for a quick fish, have a reasonable fuel range and storage capacity. Driving an Isuzu D-MAX, the towing weight aspect did not come into the equation and in fact, I had to ensure I had something on the trailer with some height, to ensure I remembered it was on the back. So with my budget, negotiated and set with the ‘financial controller’, it was time to go shopping. What could I get for my $$$? With eleven Yamaha models to choose from, there is a craft to suit everyone. After working it all out on a spreadsheet, I managed I came down to three on my three seater shortlist…
144 PACIFIC PWC 2017
EX Deluxe: Budget and sensibility pushed me towards this model, which is also light, nimble and well priced. VX Deluxe: Comfort and storage with a large fuel capacity and at a reasonable priced are features of the VX Deluxe. VXR: This is all about excitement and adrenalin, plus the bonus of great storage, fuel capacity and plenty of power, but a little more expensive than the other two. All shortlisted models came with tow hooks and Yamaha’s RIDE technology, offering reverse and traction control, which was on my must list for ease of collection of crashed wakeboarders and tubers. It then came down to bang for the buck, something I looked carefully at. The three skis could all do the job, but the petrol head in me finally pulled me across to the VXR (1812cc / 4 cylinder / 4 stroke) – the fasted naturally aspirated PWC in the world. It was not just the power that won me over, the VXR comes with a generous 70-litre fuel capacity and 93 litres of storage. To be fair so did the EX Deluxe, but the EX Deluxe and VX Deluxe are powered by Yamaha’s new TR1 engine (1049cc / 3 cylinder/ 4 stroke). A great engine, but I felt I just might need the extra torque of the larger engine when towing 3 – 4 large teenagers on a tube, and OK, I admit it, I’m a petrol head. There where a couple of other nice little features like the security of the low RPM Transmitter, to allow newer riders experience the beast without all the horsepower at their finger tips. This decision did come at a cost, being a slightly more expensive unit than the VX Deluxe ($4,000). Hmmm, a little smooshing with the financial controller required here, with much justification and smiles to get the extra spend across the line!!! The whole family seem happy with the decision and we look forward to many hours out on our beautiful waterways this season. As stated in Yamaha’s current WaveRunner advert, in NZ alone we have 14,000km of coastline, over 180,000km of rivers and 3,820 lakes. See New Zealand like never before and what better way than on a PWC. Happy adventures
N E W S
YAMAHA JETSPORTS SERVICE CENTRE OPENS IN AUCKLAND Auckland Yamaha PWC owners now have a new dedicated shop catering for all sales and service of Yamaha Waverunners. Alongside the hugely popular Family Boats, the new Yamaha Jetsports Service Centre has everything for the Waverunner owner at 7C Trugood Drive, East Tamaki. The purpose-built facility and Yamaha certified technicians offer the highest level of workmanship possible to keep your investment running and in excellent condition. They are the only specialist Yamaha WaveRunner dealer in Auckland and have a full range of genuine Yamaha WaveRunner parts. Yamaha Jetsports Service Centre, Sean Ph 274 2424, service@yamahajetsports.co.nz
ULTIMATE FISHING ACCESSORY FROM SHORELINE TUBBIES The Shoreline Tubby is the ultimate accessory for your PWC. Specifically designed for those searching for more storage and stability, the Shoreline Tubbies transform your craft into the ultimate stable fishing platform. Multiple rod holders, cutting boards and even a built in live bait tank all at your finger tips Do you need more room for the tent, BBQ and extra fuel or are you after the extra stability and confidence to take an extra passenger on board, the Shoreline Tubby drastically enhances stability and storage. They are available to fit Yamaha, Sea Doo and Kawasaki jet skis and are an easy retro fit. The tubbies aresecured with an over-centre toggle latch system and L pin locking mechanism. This means they are securely fastened but also very easy to remove when not required. The bottom surface of the Tubby’s sit only slightly lower than the craft’s bond rail, which means they only make contact with the water when stationary or at very low trawling speeds. The advantage of this design means no loss of performance and turning agility when traveling at high speeds. shorelineyamaha.com.au
RIDE FOR MELANOMA 2017 The 2017 Yamaha Melanoma New Zealand Ski-NZ ‘Max’ will be an adrenaline packed adventure on personal watercraft travelling via some of the most amazing coastline and scenery that New Zealand has to offer. If you are an adrenaline junkie or explorer then this is 2017’s must do event. (4th-18th March). Raise funds for Melanoma New Zealand and ride with the Yamaha Ski-nZ ‘Max” from Invercargill via Stewart Island to Akaroa up the East Coast then Wellington to
Auckland up the West Coast. Invercargill to Akaroa is open to allcomers. Entry on the Wellington to Auckland sector which is longer, rougher, meaner and tougher is subject to approval of event
organisers. New Zealand has the highest incidence rate of melanoma in the world. Help Melanoma New Zealand to support people with melanoma and raise awareness. Event Director Jeremy Burfoot, E: Burfoot@xtra.co.nz, Ph: 021 213 2056 WWW.BOAT MA GS.C O M 145
N E W S
KIWI WINS TWO WORLD TITLES Young Kiwi rider Tayne Lemon recently showed just how good he is with wins in the recent 2016 quakysense World Finals. Held at Lake Havasu, Tayne took out two world titles, taking top spot in both the AM Lites class and PRO/AM Lites class. Both are for stock skis, other than handling parts, with Tayne riding a 2016 Yamaha Waverunner Superjet. He has been to the world finals twice before (2013 & 2015) with his best finishers being runner up in the Lites and Open classes. The two world titles backed up a top local season with wins at the PWC Nationals in both Lites and Stock. He also took out the sought after NZ Rider of the Year award and was winner of sickest trick at the Yamaha festival of free ride. For more on Tayne you can follow him on facebook Tayne Lemon Racing or www.taynelemon.com
146 PACIFIC PWC 2017
2016 PWC BUYERS GUIDE Model
HP Engine Displ Aspiration Storage Fuel Weight Persons
Yamaha do not publish horsepower
YAMAHA GP 1800 FX Cruiser SVHO FX SVHO EX EX Deluxe VXR FX Cruiser HO FX HO VX Limited VX Deluxe Superjet
4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 2-Stroke
1812 1812 1812 1049 1049 1812 1812 1812 1049 1049 701
SC SC SC NA NA NA NA NA NA NA NA
93.2L 125.5L 125.5L 30L 30L 93.2L 125.5L 125.5L 93.2L 93.2L NONE
70L 70L 70L 52L 52L 70L 70L 70L 70L 70L 18L
349kg 397kg 397kg 280kg 280kg 348kg 377kg 376kg 303kg 303kg 139kg
3 3 3 3 3 3 3 3 3 3 1
SEA DOO GTX Limited 300 GTX Limited 260 RXP-X 300 RXT-X 300 GTR 215 Wake Pro 215 Wake 155 GTX 155 GTI Limited 155 GTI SE 155 GTI 130 GTS 130 Spark Trixx
300 260 300 300 215 215 155 155 155 155 130 130 60
4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke 4-Stroke
1630 1503 1630 1630 1503 1503 1503 1503 1503 1503 1503 1503 899
SC SC SC SC SC NA NA NA NA NA NA NA NA
162 L 63 L 116 L 162 L 116 L 162 L 116 L 116L 116L 116 L 116 L 116 L 1.6 L
60L 70L 60 L 60 L 60 L 60 L 60 L 162 L 60L 60 L 60 L 60 L 30 L
412 kg 471 kg 386 kg 415 kg 363 kg 406 kg 363 kg 399 kg 272 kg 359 kg 359 kg 355 kg 184 kg
3 3 3 3 3 3 3 3 3 3 3 3 2/3
KAWASAKI Ultra 310LX Ultra 310R Ultra 310X SE Ultra 310X Ultra LX 160 Ultra STX-15F SX-R
310 310 310 310 160 160 160
4-Stroke 4-Stroke 4-Stroke
1498 1498 1498
SC SC SC
212L 212L 212L
78L 78L 78L
487kg 475kg 477kg
3 3 3
4-Stroke 4-Stroke 4-Stroke 4-Stroke
1498 1498 1498 1498
SC NA NA NA
212L 200L 89L
78L 78L 62L 23L
477kg 423kg 383kg 250kg
3 3 3 1
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E H T F O N R U T RE
P U D N A T S
148 PACIFIC PWC 2017
K A W A S A K I , T H E C O M PA N Y W H O F I R S T I N T R O D U C E D T H E S TA N D U P J E T S K I 4 3 Y E A R S A G O , H A S J U S T ANNOUNCED THE RETURN OF THE JETSKI SX-R. Surprisingly, very little was needed to make the new SX-R a reality, particularly as it uses many off-ofthe-shelf parts. Take the engine for example: Directly lifted from the STX-15F, the new SX-R is powered by same digitally fuel injected 1498cc four-stroke, four-cylinder engine already in use for the past 13 years. Even its 60mm throttle body employs a mechanical throttle cable – no flyby-wire here. The oil collector/separator and composite resin-type intake manifold
(taken from the supercharged 310X), are existing factory bits too. The waterbox though, is a narrowed piece that runs inside of the tray’s left rail. Once inspired by the Ninja ZX-14R, the tried-and-true 1.5-liter weighs a spine-snapping 208-pounds when fully dressed, and accounts for much of the 2017 SX-R’s (unconfirmed) 550-pound heft. Inside information had it that hopes of the new 998-pound, 1,000cc fourcylinder, four-stroke from the new
Ninja H2 could be re-engineered in time to meet the tight timeline imposed by Japan. Unfortunately, the SX-R was destined to be revealed at the 2016 IJSBA World Finals, and the new engine simply wouldn’t be ready in time. Nevertheless, the new SX-R produces a blistering naturally-aspirated 160-horsepower, exactly double that of the previous SX-R, making it “the quickest and most agile personal watercraft in Kawasaki’s lineup,” not to mention the fastest factory-built
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PWC to date with an unconfirmed top speed of 63mph. Propulsion is handled by a direct drive axial-flow jet pump driving an oval-edge, stainless steel, three-blade 148mm impeller for powerful acceleration. The intake grate is based off of the Jet Ski 800 SX-R model design but the length was increased to provide more efficient water intake. The steering nozzle has a 102mm nozzle length and 87mm nozzle diameter to provider the rider with smooth, easy operation. The 2017 SX-R was birthed in a surprisingly short amount of time. According to sources inside Kawasaki, the new SX-R is in some degree, based off of a prototype first developed by trusted Kawasaki standup designers Minoru Kanamori and Craig “Fuzzy” Boyd nearly a decade ago. stating, “one day the Japanese pulled [the prototype] off of the rack, crated it up and shipped it off to Japan.” Once there, a hull manufacturer was tapped to create 150 PACIFIC PWC 2017
a hull that could handle the weight and power, as well as be easy to ride, yet “capable of carving through a competition buoy course.” Designed to accommodate the bigger four-stroke engine, the hull measures 106 inches long by 30 inches wide, greatly increasing the footprint on the water. Aft mounted sponsons contribute to the performance of the ride. The V-shape hull was designed using data collected from Kawasaki watercraft racing activities to provide the best platform for cornering. The hull also is more buoyant, sitting higher
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on the water line than Kawasaki’s previous stand-up models. Photos reveal a ski that rides high on the water on a deeply-straked hull that displays far more STX-15F family resemblance than that of the outgoing SX-R. Shapers even incorporated Kawasaki Splash Deflector (KSD) tiers into the nose to cut down on bow spray, akin to the Ultra. Due to its bulk, the SX-R not only features moulded-in “tubbies” but near full-sized runabout rear sponsons. The tray has been modified somewhat, with a 5-deg downward slope, angling the rider forward towards the bars. Soft, rounded edges at the tray’s opening and deck fins have the same Hydro-Turf traction padding on the inside as the tray’s floor, making for softer, easier reboarding too. Fuel capacity has been increased from 4.5 to 6-gallons, as the new engine is significantly 152 PACIFIC PWC 2017
more thirsty. Another carryover is the in-tank fuel pump and the voltage regulator being shared with Kawasaki’s Teryx SxS. According to Kawasaki, “the engine is mounted as low and aft as possible to help the hull penetrate swells and waves with less shock to the rider.” For newcomers to riding a standup, this level of stability, comfort and ability to soak up bumps and chop will be welcome. Although the large Jaguar-esque front fender flares bespeak that of a larger runabout, the Ebony/ Jet White and iconic “Kawasaki Green” livery shouts “JetSki” from the rooftops. The final direct “parts shelf” carryover is the use of the same handle pole as the JetSki SX-R 800, but with what Kawasaki calls “additional reinforcements.” The handle pole chin pad incorporates amber and red fuel and engine warning lights (respectively) to “inform the rider when the vehicle is
low on fuel or if there is a problem with the engine,” although there is no actual analog fuel gauge. The SX-R employs a pair of anticorrosion motocross-style handlebars and a slim handlebar pad. In the tray, there is a keyed magnetic ignition switch allowing the rider to check the fuel warning light when turned to the “ON” position. It also serves as a handy theft deterrent. Believe it or not, the 2017 SX-R also features non-waterproof storage located under the handle pole, attached to the hood. The rubberised netting is large enough to store a tow rope, GoPro camera, emergency flares, or other items. Unfortunately the SX-R won’t be able until early next year, so until that time, we will have to wait and see if the resurrected 2017 Kawasaki SX-R JetSki is the returning king of jet skiing, or the emperor’s new clothes.
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S E A - D O O I N V E N T S A N E W W AY T O H AV E F U N O N T H E W AT E R . B Y C H R I S B E AT T I E
Trix tre 154 PACIFIC PWC 2017
xx & eats WWW.BOAT MA GS.C O M 155
JUST WHEN YOU THOUGHT THEY COULDN’T COME UP WITH ANYTHING NEW IN THE WORLD O F P E R S O N A L W AT E R C R A F T, T H E Y … W E L L , S E A - D O O AT L E A S T, D O E S . The location was Tampa, on Florida’s Gulf of Mexico coast. The sun was shining, the water was glistening and the 2017 model Sea-Doos were parked on the beach and ready for action. The night before we had been briefed on the new line-up, focusing on the innovative Canadian company’s latest take on waterborne fun. Introduced in 2014, the Sea-Doo Rec Lite Spark range was intended to provide a cheap entry point into the PWC sector and has proven to be one of the company’s major success stories. Launched with a sub-$8000 base price, the Spark has introduced a lot of people to the Sea-Doo brand – and for 2017 there’s a new model to add even more appeal to the range. In Sea-Doo’s own colourful words, the 2017 Sea-Doo Spark TRIXX “not only changes the game, it helps invent new ones.” Utilising the same lightweight Polytec hull as the rest of the Spark line-up, the 160kg TRIXX has a trick or two – pardon the pun – up its sleeve in the form of a new jet nozzle that allows it to perform ‘tail stands’, the onwater equivalent of a motorcycle ‘wheelie’. The nozzle has twice the working arc of the 156 PACIFIC PWC 2017
standard Spark unit, which, when set in the full up position, allows the rider to stand the TRIXX on its rear. Aiding the effort is an adjustable handlebar and moulded footrests at the rear so that the rider can use their weight and the throttle to lift the TRIXX and maintain the tail stand indefinitely. In the hands of first-time TRIXX-sters the new Spark proved entertaining – especially for shore-bound observers, as riders initially found new and innovative ways to catapult themselves into the water, myself included. But within a few minutes, just about everyone was showing off, popping tail stands and generally coming to grips with the fun-focused new power-ski. As I became more familiar with the TRIXX, it was relatively easy to keep the tail stand going, using the throttle and handlebar leverage and even doing turns while keeping the nose pointed to the sky. It certainly adds a new and novel dimension to the PWC stunt repertoire. Powering the TRIXX is the uprated Rotax 900 HO ACE three-cylinder, four-stroke engine capable of around 80km/h in Sport mode, while the base Spark engine remains the 900 ACE, which can propel the rest of the range to around 65km/h. Both engines employ
Sea-Doo’s exclusive Closed-Loop Cooling System for improved longevity and ease of maintenance. While the TRIXX comes standard with SeaDoo’s excellent iBR braking and reversing system, plus the Extended Range Variable Trim System (VTS), buyers can option-up their standard Sparks with iBR, a Convenience Package that includes a front storage bin, a reboarding step and an anti-theft Digitally Encoded Security System. Buyers can also specify whether they want two- or three-up configurations. There is also an expanded range of Spark accessories available, including a Tow Pro package, Chill Shade and Side Protectors. What the TRIXX – and the Spark range as a whole – lack in outright power and speed, they make up for with their nimble handling and sheer ‘fun factor’. With their lightweight and responsive hull, they can be thrown around with a level of ease that makes them ideal for PWC novices. Indeed, I’m told by the Sea-Doo people that since the Spark was launched, it has “re-energised” the PWC sector, with more than 50 per cent of buyers being first-timers, which has to be a good thing. For the more athletic, I’m confident we’ll see
WWW.BOAT MA GS.C O M 157
a whole new catalogue of manoeuvres added to the TRIXX bag of tricks over coming months. Spark recommended retail pricing ranges from $7599 for the base Spark 2up 60 to the range-topping TRIXX 2up 90 at $10,099. In other new developments for the 2017 range, Sea-Doo says its versatile GTS and GTI family-focused models are now the lightest and most fuel-efficient of any full-size PWCs on the market, with new weight-reducing Polytec hulls powered by the 900 HO ACE engine. Fuel savings of up to 30 per cent are quoted. And speaking of engines, the company unveiled a new Rotax 1500 HO ACE engine. The 1500 HO ACE offers more mid-range performance, produces 15 more horsepower than the previous generation and is optimised for regular ULP. A new low-maintenance supercharger provides the extra oomph for the new engine, which powers the GTR-X 230, GTR 230, WAKE PRO 230 and GTX Limited 230 models. The GTR-X 230 also extends the brand’s
X-package offering to a new model and includes the exclusive Ergolock system, with scalloped flanks that allow riders to hang on with less effort in tighter turns. Based on my experience with the TRIXX, I’m predicting we’ll be seeing a lot of them entertaining beachgoers this summer. My only concern would be that riders will need to be acutely aware of their surroundings, especially on more crowded waterways, where swimmers are nearby. With PWCs already vulnerable to bad press, it’s important to ensure that riders behave responsibly near other water users, especially for the young or inexperienced. Meanwhile, the 2017 models will be arriving at Sea-Doo dealers from October. Recommended pricing ranges from the base GTI 90 at $12,999 to $23,799 for the performance-focused RXT 300X. For a complete view of the 2017 Sea-Doo watercraft line-up, go to sea-doo.com.
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160 PACIFIC 160 PACIFICPOWERBOAT PWC 2017JANUARY / FEBRUARY 2017
2017
T S E T A L R E N N U R E V A W P U E N I L
YA M A H A H A S I N T R O D U C E D I T S 2 0 1 7 WAV E R U N N E R L I N E T H AT I N C L U D E S T H E EXCITING NEW EX SERIES, AS WELL AS A NEW R E I N C A R N AT I O N O F YA M A H A’ S L E G E N D A RY G P RACING SERIES, THE GP1800. WWW.BOAT MA GS.C O M 161
AHA YAM017 2 UP LINE
The EX Series are an affordable entry-level model that is certain to go head-to-head with Sea-Doo’s Spark. Until now, Yamaha had resisted entry into the so-called “Rec Lite” category, that smaller, more affordable niche practically defined by the Spark. Instead, the brand continued to make a good argument for the existing V1 series, noting the perennial best-selling design (this was the VX line until just recently) competed quite well on price given most Spark consumers optioned up to a bigger engine and three-passenger capacity. For 2017, however, the company has made the bold move to retire the popular V1 design and allow the recently refashioned VX move to a more midrange positioning. That leaves the door open for the all-new EX platform, a three-model series that is lighter, shorter, and more affordable than any three-passenger craft the brand has ever produced. The design brief was straightforward: Blend all the advanced technology, superior performance and handling, exclusive innovations and sheer reliability for which WaveRunners are renowned the world over. But in a genuinely more affordable 3-seater package. The EX models are powered by Yamaha’s TR1, 3-cylinder marine engine, introduced last year, although tweaks have been made to the exhaust manifold, muffler, and powertrain. Despite its punchy torque and impressive power, this plucky motor is 40% smaller, 20% lighter, and provides better fuel economy than the previous 4-cylinder Yamaha MR-1 engine. What’s more, its 50L fuel tank is nearly double the capacity of competitive models in this category. Yamaha claims the engine is 14% more fuel-efficient than the Spark, and with the larger fuel capacity, offers 47% better range. Notably, it also produces 100 hp, which gives a top speed of around 50 mph, while displaying impressive acceleration and midrange power. 162 PACIFIC PWC 2017
The EX DeLuxe features Yamaha’s unique and exclusive RiDE system, with the industry’s first dual handlebar throttle levers that deliver new levels of precision and control, whether you’re moving forwards, in reverse - or just having fun carving some turns. RiDE could not be more intuitive. The right handlebar lever is forward. The left is reverse. At speed, the left handlebar lever will also slow you down. Release both right and left levers and the watercraft is in neutral. No shifting. No gears. The only thing to think about is how much fun it is to RiDE. The RiDE system is now a standard feature on all WaveRunner models, except the EX and SuperJet.
The Legends Returns Over many years, Yamaha’s GP models - the GP1200 and GP1300R - forged an unbeatable reputation among serious racers the world over. This heritage is now exploited and re-born in the shape of a brand new highperformance model, the GP 1800. The answer to any performance enthusiast’s prayer, it’s a great-looking, super-powerful machine with a strong, agile hull and the ability to respond to the rider’s every command precisely and predictably. Born out of Yamaha’s race heritage, the GP1800 is designed for closed-course racing and experienced high-performance
THE EX MODELS ARE POWERED BY YAMAHA’S TR-1, 3-CYLINDER MARINE ENGINE.
enthusiasts. It is the quickest, fastest, most precise handling WaveRunner that Yamaha has ever designed. To be fair, the GP1800 is not radically new, but a combination and tweaking of existing parts. The hull/deck combo is mostly borrowed from the sporty VXR, meaning you’ll get that craft’s defined hull strakes, soft bow chines and race-proven keel. Below the saddle resides the potent 1.8-liter Super Vortex High Output (SVHO) featured in the (now departed) FZR. The engine offers the most torque of any Yamaha offering. That power comes into play once you look more closely at the materials list. Yamaha fabricated the GP hull and deck from the second generation of its proprietary NanoXcel hull material, meaning the combo has dropped significant weight. At 769 pounds, the GP1800R weighs in a full ten kgs less than the FZR it replaces, while upping horsepower. Returning for 2017 is the FX Series that combines impressive performance levels with ultimate luxury. This line-up includes the FX SVHO, FX Cruiser SVHO, FX HO and FX Cruiser HO. Completing Yamaha New Zealand’s line-up for 2017 is the feature rich but value-packed VX Series, the raceperformance VXR, and of course the famous Yamaha SuperJet. www.yamaha-motor.co.nz
RETURNING FOR 2017 IS THE FX SERIES THAT COMBINES IMPRESSIVE PERFORMANCE LEVELS WITH ULTIMATE LUXURY.
THE LEGENDARY SUPERJET STAND UP HAS IMPRESSIVE POWER AND ACCELERATION FROM A RACE-BRED 2-STROKE ENGINE.
WWW.BOAT MA GS.C O M 163
THE GP1800R WEIGHS IN A FULL 10 KGS LESS THAN THE FZR IT REPLACES, WHILE UPPING HORSEPOWER.
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THE ALL-NEW YAMAHA WAVERUNNER FX CRUISER HO With 14,000km of coastline, over 180,000km of rivers, and 3,820 lakes, there’s more to the land of the long white cloud than land. And all you need to unlock it is the all-new Yamaha Waverunner FX Cruiser HO. Take your seat, explore what’s on your doorstep in comfort and style, and see New Zealand like never before.
SAME PLANET. DIFFERENT WORLD. /YamahaMarineNZ
yamaha-motor.co.nz
10
COOLEST ALTERNATIVE PWCS
01
STRAND CRAFT V8 WET ROD LUXURY JET SKI
Image by Stand Craft USA 166 PACIFIC 166 PACIFICPOWERBOAT PWC 2017JANUARY / FEBRUARY 2017
This cool watercraft is crafted to appear like a miniature yacht. It screams opulence. It is definitely not an ordinary jet ski. Its 5.7 liter V8 engine cranks out 300 hp. It reaches a top speed of 65 mph. The aesthetics of this jet ski are similar to those of a Rolls Royce.
W H AT I S A P W C ? W E A L L K N O W I T S TA N D S F O R P E R S O N A L WAT E R C R A F T O R J E T S K I S A S T H E Y A R E A L S O K N O W N , A N D W E A S S O C I AT E T H E M W I T H B R A N D S S U C H A S YA M A H A , S E A D O O A N D K AWA S A K I . H O W E V E R I F Y O U TA K E T H E P W C A N A C R O N Y M A S T E P F U R T H E R , T H E N M AY B E W E S H O U L D C O N S I D E R O T H E R F O R M S O F P E R S O N A L WAT E R C R A F T T H AT W H I L E B E I N G R E M O V E D F R O M W H AT W E S E E A S A P W C , A R E C O O L WAY S T O C R U I S E O N T H E WAT E R . S O M E G O U N D E R AND SOME EVEN TRANSFORM TO LAND VEHICLES, BUT ONE T H I N G F O R S U R E T H E Y A R E A L L V E RY C O O L ! Y O U M I G H T B E SURPRIZED TO KNOW THERE ARE PLENTY OF CUSTOM DESIGNS AVA I L A B L E I F Y O U H AV E T H E M O N E Y. W E L O O K AT T E N O F T H E C O O L E S T P W C A LT E R N AT I V E S I N T H E W O R L D .
02 GIBBS QUADSKI XL This high-speed amphibian is offered by Gibbs Sports, a brand that is well-known for its engineering inventiveness. Powered by BMW K1300cc 4-stroke in-line four cylinder engine, Gibbs Quadski is first highspeed sports amphibian.
03 SILVEIRA GREEN SAMBA XRS
This lightweight watercraft is powered by electricity. With this jet ski, you can reach a top speed of 65 mph. There is no noise and no pollution. It is powered by a series of onboard batteries and is made of carbon-fibre.
WWW.BOAT MA GS.C O M 167
04 SEABREACHER DOLPHIN JET SKI
Named Seabreacher, the manual enclosed Dolphin jet ski is manufactured by Innespace. This recreational boat comes on a trailer which you can tow with any light weight SUV. On the surface it can reach speeds of 40 mph and underwater 20 mph.
05 FOILJET MR1 HYDROFOIL This cool personal watercraft concept offers the best features of a jet ski and a motocross bike. It has two hydrofoils and a silent, energy efficient electric motor. The 15 kW electric motor is housed at the end of the rear beam..
06 EXO ELECTRIC JET SKI
This sleek and eco-friendly jet ski concept is powered by electricity. You can choose between 3.5 kWh motor, 4.5 kWh motor and 7 kWh motor. Its aerodynamic low profile design has won the admiration of many experts in the industry.
07
SEABOB CAYAGO UNDERWATER JET SKI This cool underwater jet ski can propel you through water at speeds of up to 9 mph. Its onboard computer display shows you water temperature, power usage, depth and speed. It is set to a maximum depth of 2.5 meters.
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08 SEA-DOO 150 SPEEDSTER
Four people can travel in this jet ski comfortably. It is powered by a Rotax supercharged 255 hp engine. This watercraft can reach 30 mph from zero in just 5.6 seconds. It can reach a top speed of 58.3 mph.
09 QUADROFOIL PWC
10
This eco-friendly jet ski debuted at the 2012 Internautica exhibition in Slovenia. This light (150 kg) watercraft uses hydrofoil technology. Powered by 3.7 kW electric motor, this jet ski reaches a top speed of 40 kmph.
ALUMASKI ALUMINUM JET SKI
This robust jet ski comes with a onepiece quarter-inch-thick aluminum hull, which enables it to handle shallow waterways. Three people can comfortably travel in this watercraft.
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WWW.BOAT MA GS.C O M 169
Built Tough! 9m PROTECTOR World Famous
We trust our brand - They trust our brand
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- Perhaps you should too.
www.protectorribs.com www.protectorboats.co.nz 170 PACIFIC POWERBOAT JANUARY / FEBRUARY 2017
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GET UP TO
*
ON YAMAHA 2.5–80HP FOUR-STROKE OUTBOARDS.
YAMAHA SUMMER OUTBOARD CASHBACK OFFER With 14,000km of coastline, over 180,000km of rivers, and 3,820 lakes, there’s more to the land of the long white cloud than land. This summer getting out there on the water is easier than ever with up to $500 cashback on selected Yamaha four stroke outboards. Visit your local dealer for more information.
SAME PLANET. DIFFERENT WORLD. yamaha-motor.co.nz
*Offer valid on retail engine purchases made between Thursday 1 December 2016 and midnight Tuesday 28 February 2017. For purchases of F2.5B, F4, F5L, F6, F8, F9.9 and FT9.9 receive $150 cashback. For purchases of F15, F20, F25, F30, F40, FT25 receive $250 cashback. For purchases of F5, F60, F70, F80, T60 receive $500 cashback. Cashback redemption subject to warranty registration. Claims to be completed and received no later than Friday 31 March 2017. This offer cannot be used in conjunction with any other Yamaha offer. Ask your local authorised Yamaha dealer for details.
P29/25476/PPM
/YamahaMarineNZ