Pacific PowerBoat Mar Apr 2023

PRESENCE AND POISE.

The all new S75 sedan motor yacht combines a synergy of balanced proportions, grace and purpose with an immensity of deck and interior spaces to cater for a vast range of entertaining, relaxation, or adventuring activities. Australian built, its powerful exterior form and grand luxurious interior reset the international standard for cruising sedan motor yachts. Step aboard at the Sanctuary Cove Boat Show. maritimo.com.au

56 INBOARD ELECTRIC PROPULSION

In the first two-part series Ron Czerniak looks at the rapid evolution of the Inboard Electric Boat Propulsion phenomena in recreational boating.

70

LOOKING BACK: TRU-JEN

Merv Sowden & Tony Rutledge chronicle the history of Tru-Jen, one of NZ’s first true unlimited hydroplanes and its journey to winning the Masport Cup.

84 BUYERS GUIDE TO TRAILER BOATS – PART ONE KIWI GRP

Plenty of choices from kiwi grp builders, from open runabouts to offshore hardtops.

100

COASTGUARD BOATING EDUCATION – INFLATABLE LIFEJACKETS

The new styles of inflatable life jackets bring comfort and function to a whole new level, meaning there is no excuse not to wear one.

110

COMPANY PROFILE: TENOB MARINE WHOLESALE

PPB talked to the owner and managing director of TENOB Marine Wholesale, Danny Bassi, about the business and how it has changed over the past 50 years.

120

TO V OR NOT TO V

When it comes to the deadrise at the transom, it’s all about how deep you go. We look at what constitutes a shallow, moderate or deep vee hull.

141

FAST CAT TO OZ

The delivery of the latest Voodoo XF60, Phoebe, to her new home in Sydney was an authentic ocean experience and an adventure of a lifetime for its crew of six.

THE RIVIERA FLEET IS HEADING TO SANCTUARY COVE AND TO THEIR ONLY AUSTRALIAN BOAT SHOW FOR 2023

Experience world premiere celebrations and the exclusive Riviera owners Festival of Boating

This is your invitation to enjoy Riviera today. Be inspired by a new world premiere motor yacht and the exceptional 11-yacht showcase from 39 to 78 feet. Riviera owners will enjoy exclusive access to a superb boating educational program and special events at the Festival of Boating held within the Riviera showcase. Step aboard at Sanctuary Cove International Boat Show May 25 to 28, 2023

Discover more at RivieraAustralia.com

SUMMER…

PUBLISHER

D&B Publishing Ltd

EDITORIAL

Barry Thompson, Editor

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Soraja

YEAH RIGHT

There is only one word to describe our summer in Auckland…crap. While it started well with idyllic weather leading up to Christmas and the New Year, and I got loads of time on the water fishing, it didn’t last. I started well with a week at Omaha using a Protector 330 with a pair of Mercury 450Rs on the transom. This is one big boat, and we had to tow it from Auckland to Omaha with the rear tubes deflated, as it is over width when inflated. That wasn’t an issue, but when we topped the fuel tank at Warkworth, the extra weight of having a full 600 litres put somewhat of a strain on the Ford Ranger. I never weighed it, but it would have gone well over the 3500kg max tow rating.

What surprised me was, being such a big boat, just how easy it was to launch at the wide Omaha ramp. Omaha has a huge ramp, but it can come back to bite you if you are not careful. If you know the ramp, you will appreciate that it is a tricky place to launch or, more importantly, to retrieve a boat when the current is raging past. Around mid-tide, it can pump past the ramp, and many a boatie has got it all wrong, especially when getting the boat back on the trailer.

The late Shane Kelly, one of this country’s most respected yachting journalists, had a beach house at Omaha, and he told me how he would take a few beers in the afternoon and sit by the ramp to watch the mayhem. When the tide is out, the end of the concrete ramp drops off into nowhere, so you have to be extra careful not to drop your wheels off the end. However, the sand on either side is really hard, allowing for multi-launchings, so there is no waiting like I often see at Gulf Harbour.

The Protector was on a triple axle DMW multi-roller trailer, and both launching on the ramp with a high tide and retrieving off the beach at dead low tide was not a problem. We were a little worried about retrieving the boat at low tide due to its size and even had plans to leave it moored and get it later when the tide was higher. Unconcerned, my three sons took charge; one backing the trailer down till two of the three wheels were well submerged, one waiting with the winch hook and the other driving the boat while a strong current from the incoming tide ripped past. To my surprise and a few local lads looking on, it all went smoothly and trouble free. On the first attempt, the boat was driven right up to the snubbing block, the hook was attached, and the Ranger dragged the boat out in 4W low. Very impressive. A lot of that was down to having the right trailer.

We got out three times fishing and family boating, and then that was about it. Back home in Manly the following week, due to the weather, I only took my McLay Fortress out once, and that was it. A weather bomb struck Auckland, and the boat stayed on the back lawn. Still, the summer isn’t over, and I plan to get more time out fishing, whether in my boat or someone else’s.

QUALITY LADDERS

LOOKING AT THE BRIGHT SIDE…

Thrown in with all the misery of the floods and cyclones, our mainstream media continues to sensationalise and uphold doom and negativity on weather disasters and the apparent approaching recession. I am sure there will be a downturn, but do we need it rubbed in our faces? They got it wrong early COVID times, and hopefully, the true extent of what they are forecasting does not eventuate. Talk about looking at the glass half empty. It keeps their viewers anxious, forcing them to continue to watch or listen to get their next instalment of gloom.

But there’s hope it won’t be as hard of a hit as the global financial crisis. We all have to remember that coming out of a booming 2021 and 2022, anything will feel recessionary.

This happens when house prices are sliding, Kiwis are preparing for a mortgage shock, and the cost of living crisis continues to stretch kiwi budgets. With the latest devastating Cyclone Gabrielle ravishing the country, the impact on fruit and vegetable prices will see them rise even more, plus they will be in short supply.

One economist said, “The economy’s been running too hot. We are boiling over and losing too much out of the sides. So, if we can turn the temperature down just a bit and get down to a simmer rather than a rolling boil, that’s the expectation of where the recession could lead.”

The hot market is certainly cooling off, and the times when many kiwis could make the call to buy a new boat by just adding it to their mortgage at a super low-interest rate are now slowing. Thus, there is a cooling of the two-year hot market we have been experiencing. This is life, and we have been through this economic cycle many times before.

Looking on the bright side - we still have some Kiwi boat builders with orders books full out to two years plus for some models. There are plenty of new models to be released on the market at the Auckland Boat Show in March, the Hutchwilco NZ Boat Show, and Sanctuary Cove International Boat Shows in May. We look forward to seeing these at the shows and publishing reviews on many of the new models. Expect to see some interesting new releases from local and overseas brands, trailerable and larger cruisers. We have a fully booked review programme for the following three issues, so getting everyone in will be a bit of a juggle. Better than being short of new releases.

If you visit the Auckland On Water Boat Show (Mar 23-26) or the Hutchwilco NZ Boat Show (May 18-21), make sure you call by our stand and say hello. We have some great subscription offers and prizes on offer.

THE PINNACLE OF PREMIUM.

Every element of the ‘Tristram Experience’ is premium, from a new models inception through to production, handover and after-sales service. The diverse range of Tristram Hardtops, Targa Tops and Cabriolets are designed and crafted by a talented team of innovators who live for the ocean - a team who continue to redefine trailer boating for thousands of proud Tristram owners. For more information visit www.tristram.co.nz

/ +64-7-849-5225

A FESTIVAL ON THE WATER RETURNS

After three years, the show must, and will, go on! We are excited to bring the Auckland Boat Show – A Festival On The Water - back to Auckland’s Viaduct and showcase our thriving local marine industry to the boating public.

The last few years has shown me how strong the marine industry is; in the support shown by members to each other, to myself and the team, and the total dedication they have given to their profession. We have seen new products launched, new boat models coming to New Zealand and incredible innovation from kiwis in order to not only get through the last few years, but come out with more to offer.

Holding the Auckland Boat Show in Jellicoe Harbour (previously the America’s Cup team bases) provides us with the perfect platform to grow the show on land and in the marina. This year you will see more boats on the water, and more products on display with over 500 brands at the show. From New Zealand’s own Legacy Marine, showcasing its New Zealand-designed and built 78 foot aluminium sportfisher, to King Design jet tenders and more amphibious boats than ever before, it’s the broadest range of on-water New Zealand innovation on display in a boat show.

The on-water boats are supported with 100 companies on land in marquees which face the bustling North Wharf area with equipment, services, electronics and tenders. For show visitors looking to refit, repair or re-power a recreational boat - or professional skippers seeking the latest discoveries that will power up their performance – this is the show to come to.

One of the factors that sets the Auckland Boat Show apart from many others is our sea trial area, which gives exhibiting companies the chance to let their vessels shine in their element on the water. Here, show visitors can take boats out on the harbour to see for themselves how they perform.

As a member-owned boat show, we are here to grow the industry and over the next few years we have exciting plans to evolve and expand the show. We continue to have the much-appreciated ongoing support of Tataki Auckland Unlimited, Eke Panuku Development and of course our show partners; Boating NZ –our official media partner, Viaduct Harbour, and we are thrilled to add Tenob Wholesale Marine and Ocean Media to our supporting partners.

I’m truly honoured to be a part of this marine family and am looking forward to seeing the industry at the show in March.

Your support of the New Zealand marine industry at the Auckland Boat Show has been much appreciated over its more than 20 years. Tickets are available online now and we can’t wait to see you there!

LEGACY MARINE: L70, L45 & L35

SEE THEM AT THE AUCKLAND ON WATER BOAT SHOW

Legacy Marine may be a fairly new name in the New Zealand Boat building industry, but the family behind it certainly aren’t. The Shaw family are the driving force of Legacy Marine who also own and operate the hugely successful and award-winning Extreme Boats in Whakatane.

Anatural progression driven by the love of spending time on the water led to a range of luxury aluminium motor yachts to be designed to travel further for longer than any trailer boat could.

For the first time Legacy Marine will be attending the Auckland On Water Boat Show with their flagship L70 on display along with the L35 and L45.

The L70 is a motor yacht that exceeded expectations in every way and is finished to a super yacht standard with interior fit out that has set a new level in the industry. Behind the beautiful finish, still lies a very practical and functional motor yacht with family fishing adventures and offshore exploration the main intentions. Twin V12

1900 HP MAN diesels can push Paragon along at 36 knots, and while trolling at 8.5 knots the 9,000 litres of fuel below deck can offer a 3,000 nautical mile range leaving opportunities endless.

The L35 was designed by well-known New Zealand based naval architects “LOMOcean” and is a luxury sport fisher. With accommodation comprising of four bunks in the forward cabin and a double berth below the saloon, this is a motor yacht ideal for taking family and friends away for a couple nights, or travelling to where the gamefish may be.

Also designed by LOMOcean, the L45 is a sedan cruiser and could be likened to a floating holiday home with comfort and space seldom found on a motor yacht of

this size. It is an entertainer’s delight with a huge saloon seamlessly opening out to the cockpit through an electric drop-down window and sliding door connecting those enjoying indoor comforts with those outside. Twin helm seats and a large “L” shaped settee on the port side offer plenty of comfort for those wishing to sit down and relax along with a large oak dining table that can be lowered to make another double berth if required. The downstairs spaces are generous and fully air-conditioned offering a full beam owners’ cabin with its own ensuite, and a second full beam guest cabin with a shared bathroom all finished to the highest of standards. LEGACYMARINE.CO.NZ

WORLD FIRST – SEALEGS ELECTRIC AMPHIBOUS TENDER

Sealegs International have again redefined the amphibious boating market with the release of their latest offering – the Sealegs 3.8-meter amphibious electric tender – Sealegs 3.8TE.

The 3.8TE will revolutionise the way our customers use and think about their tenders said Nicholas Glanfield Global Sales and Marketing Manager, ‘with ease of use and versatility - be it transferring from their main craft to a secluded beach or simple back to the ramp, the 3.8TE heralds a new era in flexible tendering’.

Conceived specifically with the larger format launch market in mind the 3.8TE is designed to fit into the lazarette of luxury motor yachts. Sealegs are already working with several large format launch /motor yacht manufactures and welcome other interested manufacturers to contact them to ensure the tender fits into their larger craft.

With its cutting-edge design, luxury finish and near silent motors the 3.8TE’s design features include a fold down console for further space saving coupled with plush seating for 5 adult. Powered by a 40HP Yamaha 4-stroke outboard provides plenty of power while remaining economical. Equipped with a number of clever features the 3.8TE makes for the ideal watercraft – from its spacious storage compartments, comfortable seating, and state-of-theart navigation and safety systems, this tender has everything needed for activities including effective taxiing to being used as a safe family tender. Given limited supply, coupled with an

existing order book Sealegs encourages interested parties to register quickly. With prices starting at $99,000 a new Sealegs electric tender can be secured with a $20,000 deposit. SEALEGS.COM

AUCKLAND ON WATER SHOW BIGGEST EVER

Tenders to Motoryachts

It has been three years since the last Auckland On Water Boat Show and the organisers promise something bigger than ever. The 2023 Auckland On Water Boat Show will see more boats on and off the water than in previous shows. There will be a vast array of trailer boats, RIBs, cruisers and luxury motor yachts from both local and international brands. Held at Jellicoe Harbour (previously the America’s Cup team base) from March 23-26, the show features over 100 indoor and on land exhibits as well as in excess of 112 boats on the water.

Tracey Cook, Events Manager for the show says, “One of the factors that sets the Auckland Boat Show apart from many others is our sea trial area, which gives exhibiting companies the chance to let their vessels shine in their element on the water. Six of the boats reviewed in this issue will be on display either in the water or on land. To read more check out the reviews inside.

Hours are Thurs - Sat 10am-6pm & Sunday 10am to 5pm. AUCKLAND-BOATSHOW.COM

JP RIBS craft bespoke vessels display exceptional performance coupled with a smooth, efficient ride. Fully customisable, they are handcrafted in New Zealand to combine world-leading performance with an individual approach.

Phil and Jonathan Edgar, and the team of experts they’ve brought together are manufacturing RIBs, that are breaking boundaries across every aspect of their design.

For example, JP RIBs Custom 800 designed with Jimmy Spithill is the perfect family

RIB. Based on a Haines Hunter 21 deg hull, the shell is of solid GRP construction infused over a female mould. The hull has a vinyl ester gelcoat finish and it is laminated with E-glass fabrics and mats with a vinylester resin system. The tubes are five chamber CE approved Hypalon.

The Custom 800 is 8.2m overall (including the tubes), with a hull length of 7.25m and a beam of 3.40m. Engine options are outboards, 250-400hp, which are fed by a 260 litre fuel tank. Depending on the engine size, speeds upwards of 50 knots are attainable. The layout features a large centre console and open bow area.

BESPOKE RIBS FROM JPRIBS

The larger 960 goes a step further with a forward cabin, toilet and cooking facilities making this vessel the perfect overnighter. Designed for the demand to have a vessel that protects you from the elements and couples with the JP style.

Built to accommodate the 600HP Mercury outboard, this is a one of a kind RIB. Overall length is 9.56m, with an inflated beam of 3.57m and a displacement of 3.1 tonne. Top speed with a single 600hp Mercury is around 45 knots. Like the Custom 800, the deep plumb bow, 23 deg hull is designed by Edoardo Anastasia and JP RIBS.

YANMAR ENTER THE NZ BOAT MARKET

After only being available in Japan, Yanmar Marine International Asia has introduced a new style of pleasure fishing boat to Oceania shore.

Yanmar, known as a reliable diesel engine maker, has until now only circulated their extensive range of boats in Japan. Equipped with 50 years of development that evolved to suit anglers in Japan, Yanmar pleasure craft will introduce the lineup from 7.5m (23 ft) to 12.4m (38ft) to serve Kiwi fishermen and family boating. As a maker of traditional fishing boats in the 1970s, Yanmar kept evolving from professional commercial fishing and widened its series to more family-friendly while retaining its core values as a fishing craft. Yanmar’s range features 17 models from 7m through 14m, in console, walkaround, cabin, flybridge, and sedan.

The centre console and walkaround design cater to seasonal and veteran fishermen to maximise space for fishing. At the same time, the cabin has enough space to offer weather protection and overnighting availability in some models.

Other features include a sail system to help stability while fishing offshore, a fin keel, and Yanmar diesel engine power options in shaft or multi-drive. Yanmar will bring a VF23AZ (7.5m) and VX30B (9.57m) to the Hutchwilco New Zealand Boats Show. Yanmar Marine International Asia are currently looking for local NZ distributor who are curious and looking for opportunity to expand their business.

Look for a full review of one of these interesting Japanese style fishing boats in a future issue of Pacific PowerBoat.

YANMAR.COM/GLOBAL/RECREATIONALMARINE/

E: contact_ymia@yanmar.com

Lionel Sands and John Street were both awarded “Honorary membership of NZ Marine”, in recognition of their outstanding service to the marine industry.

Lionel Sands has been a member of the NZ marine industry for literally his entire life and it’s hard to imagine anyone more suited to a career in the New Zealand marine industry. Lionel is a third generation boatbuilder; Lionel’s grandfather was a boatbuilder in UK and then under the guidance of his legendary father, “Sandy”, apprentice boat builder Lionel built his first boat, a 12ft Seacraft clinker dinghy.

In 1993 and ‘94, Lionel became president of the Boating Industries Association of NZ, now trading as NZ Marine.

John Street - accountant, ships’ chandler and supporter of all things maritime in the region - is widely regarded as the custodian of the Auckland waterfront.

In 1959 John joined his father at the long-established marine supply company A Foster & Co in the 1906 Fanshawe St building that began life on the waterfront.

As a proactive Boating Industries Association Executive member at the time of Muldoon’s 20 per cent boat tax in 1979, John was quick to marshal the industry and campaign against what was perceived as an unjust and potentially fatal impost on an industry just beginning to develop export markets. In 2002 John founded the Classic Yacht Charitable trust.

FATCAT EXPORT SUCCESS

The FatCat 4500 rotomoulded polymer catamaran has proven an international success for its builders.

The FatCat 4500 is a multi-purpose catamaran that’s easy to launch, versatile and robust. It’s incredibly stable, spacious, safe and made for adventure. Available in three variants, open, console and the soon to be released cabin, the FatCat 4500 was released at the 2022

Hutchwilco NZ Boat Show and has enjoyed considerable sales since.

Plus it is not only Kiwis that have appreciated the versatility of the rotomould Polymer Fatcat, a number of sales have been made into Australia, the UK and the USA. FatCatdirectorr, Blair Lewis says that he has been pleasantly surprised at the interest from overseas and has already set up international dealers.

“I see a lot of growth in the USA and even the UK, where there is virtually nothing quite like a FatCat, so that’s our point of difference”.

At 4.6m overall and a beam of 2.05m, the Fatcat 4500 has a light trailerable weight of around 700kgs. Power options are 40-60hp,

which returns a maximum speed of 25/31 mph.

There are two console models, a single centre console which offers a full walkaround design, with a double helm seat aft and a lot of fishing space. The new dual console features a centre walk-through with single seats either side. However, like the centre console version there is still loads of workable fishing space. The yet to be released cabin takes the FatCat from just being a fishing boat to more of a general purpose runabout suitable for families and fishermen alike.

Look for a full review in the May-Jun issue of Pacific PowerBoat.

FATCAT.NZ

NEW ANURA AMPHIBIOUS SYSTEM

Anura, an industry leader in amphibious technology, has announced the launch of its newest addition to its product line - the S15 Amphibious System.

S15 offers a new level of technology and user experience that had previously been unavailable to the smaller amphibious craft market. Incorporating a new, ground-up design solution which includes tech and features such as an advanced control system, big engine tech housed in a smaller engine and an all-new hydraulic control valve package.   S15 is a lightweight amphibious system that is perfect for those looking for a smaller recreational craft that can be homed in a garage for a lockand-leave lifestyle. Additionally, it is especially suitable for tenders as used on super yachts. This new amphibious system is the lightest available in the market and has been developed in response to a strong demand to integrate amphibious tech into smaller craft and tenders. Boating enthusiasts will have the opportunity to see S15 in action at the Auckland Boat Show in March 2023 on the new Stryda 500C.

“We are excited to unveil S15 at the Auckland Boat Show,” said a representative from Anura. “This new product is a testament to our commitment to meet market demands and provide new, innovative solutions for the marine industry. We are thrilled to have Stryda as our customer, and to showcase the S15 on their new 500C at the boat show.” The Auckland Boat Show will be held from March 23rd to March 26th, 2023, at Jellicoe Harbour, Auckland CBD. The Anura team will be on hand to showcase the new S15 Amphibious System and answer any questions about the technology and features.

ANURA.NZ

SURTEES CELEBRATE 30 YEARS

This year sees Whakatane based Surtees Boats celebrating their 30th year in business.

Surtees Boats was born in 1993 when Neil Surtees decided to design and build himself an aluminium boat to use for fishing off the rough coast of Whakatane. Something that could cross the gnarly bar and still give him a soft ride in chop, as well as stability at rest. When local people saw the finished product and the way it performed, they were so impressed they asked Neil to build a boat for them…

As the fishing public saw more and more boats the business continued to grow and now – 30 years later – anglers from all over the world recognise the high quality, stability, safety, and practical features of Surtees boats.

To celebrate the big 30 in 2023, Surtees Boats will dedicate their entire year to celebrating this incredible milestone with their customers! Every order in 2023 will be offered a special anniversary colour option. A very elegant and distinctive blacked out boat with a golden shimmer bow to stern, with high quality golden decals on

hull, cabin and bait station will give the anniversary builds an outstanding look! Every Anniversary Colour Package will also have a new serial number, starting from number 0001, to give this year another special feature as well as a golden badge on the transom to highlight that this boat was manufactured during the 30th year of building Surtees Boats.

Anniversary Package Boat orders taken in 2023 also will get a complimentary apparel set and will go in the draw to win a $10,000 rod & reel package for their new boat. SURTEESBOATS.COM

TOP CATCH MASTER CLASS AT HUTCHWILCO NZ BOAT SHOW

Several of New Zealand’s top fishing experts will feature at the Top Catch Master Class at this year’s Hutchwilco New Zealand Boat Show. Presenters already confirmed for the 2023 show, which is being held at the Auckland Showgrounds on May 18-21, include Dave Ahoia and Dallas Abel, Daniel Tiria, Scott Tindale, Mark Kitteridge, Laurie Pottinger and Bruce Duncan.

Dave Ahoia and Dallas Abel are from Legasea’s Kai Ika Project and were among the most popular of the presenters at the 2022 show. They will again, in their uniquely entertaining way, be demonstrating the quickest, cleanest and most efficient way to fillet the catch.

Daniel Tiria, another very popular 2022 presenter, will continue to demonstrate how to successfully master the skill of slow pitch jigging.

Multiple world-record holder, IGFA (International Game Fish Association) representative and head of Tindale Research, Scott Tindale, will share the latest results from their comprehensive satellite tagging programme and explain how understanding why and how fish move can great increase everyone’s fishing success. Long-time fishing journalist and the author of numerous books on the art of recreational fishing, Mark Kitteridge, will again focus on the best ways to target and catch snapper on lures, while kayak fishing guru Laurie Pottinger returns to share his tips on the best way to successful catch big fish from a kayak. Popular Hauraki Gulf fishing guru Bruce Duncan also returns, sharing his hard-earned advice on how to best target snapper during the winter months. The Top Catch Master Class presentations are free to attend and run throughout the show on the New Zealand Fishing News stage in The Rock Fishing Hall.

Those attending the 2023 Hutchwilco New Zealand Boat Show will also have the chance to win the most valuable must-be-won prize ever offered at a boat show: a Surtees/Yamaha Grand Prize package valued at over $300,000. Consisting of a Surtees’ Limited Edition 30th Anniversary enclosed cabin 7.5-metre 750 Game Fisher, a latest technology Yamaha F250 V6 DES Offshore series outboard on a GFAB trailer. Tickets to New Zealand largest, longest-running and most popular boat show are available now at boatshow.co.nz All tickets bought on-line automatically go into a separate draw to win a fully kitted out powered Viking Profish Reload kayak package, worth over $8000. All on-line tickets also come with a second, bonus entry into the draw for the Surtees/Yamaha Grand Prize, effectively doubling the chances of winning this incredible package.

Thanks to the latest “scan and win” ticket technology being introduced by new show organisers XPO, visitors will also be able to simply register their ticket online or onsite at the numerous iPad registration areas, before scanning their ticket at all 8EIGHTof the show’s scanning booths.

BOATSHOW.CO.NZ

LEECH 1025 POWER CAT

Launch just prior to Xmas was this new Leech 1025 powercat. The Dan Leech designed1 025 uses the well proven Leech semi displacement power catamaran hull form. The powercat was built for an Auckland owner by Allspec Marine in Nelson, from composites.

Features include full standing head room throughout, a queen size berth forward, head and shower forward, quarter berths in the port and starboard hulls, large galley in the saloon and large U-shaped settee with a table that can form a double berth. The forward end of the settee doubles as a twin helm seat with a rotating back rest. The cockpit has a side door for easy access from the marina berth, a good size aft boarding platform, fishing rod locker, good under floor storage and built-in seating.

The aft cabin bulkhead has an opening window behind the galley and a sliding door that opens the saloon to the cockpit to give great indoor / outdoor flow. The hardtop roof extends aft over the cockpit for sun and rain protection.

Powered by twin 115hp 4 stroke Honda outboards the cat returns a low fuel consumption at cruising rpm.

LEECHBOATS.COM

THE FC 700HT THE FC 700HT

FC Boats is excited to have the opportunity to showcase their latest 7 metre hardtop amphibious craft at the Auckland Boat Show Located on the water, patrons will have the chance to meet the team, experience the boat up close and personal, as well as a lucky few will be able to head out for a water test on board the FC 700HTA See you there!

FATCAT 4500

WORLD PREMIERE OF ILIAD 53S AT SCIBS

ILIAD Catamarans will stage the global premiere of its new  ILIAD 53S at the 2023 SCIBS from 25 – 28 May.

The new ILIAD 53S (16.35m) is set to be a major drawcard for visitors to the event with the first model already sold and the sales team enjoying an extremely strong level of enquiry. Signalling a departure from the flybridge design that distinguishes its current models, the ILIAD 50, 62 and 75, the new 53S features a sporty sedan silhouette making it ideal for unrestricted cruising throughout the world’s waterways.

The ILIAD 53S has outstanding interior living space, including a huge forward lounge, helm station and dining for 6-8 people, and the entire area is bathed in natural light courtesy of a large skylight that is included as standard.

The motor yacht on display at Sanctuary Cove is powered by 440hp engines delivering a top speed of 24 knots, and cruising long range at low speeds will afford more than 3,000 nautical miles. Engine options from 400-550ph are also available.

ILIADCATAMARANS.COM

KIWI GAINS IMCI ACCREDITED

Greg Marsden, has recently been accredited as an Affiliated Inspector with the IMCI (International Marine Certification Institute).

FATCAT 4000

P: +64 (09) 424 0004 M: 021 1142 444 or e: info@fatcat.nz

Unit 9/623 Whangaparaoa Road, Stanmore Bay, Auckland www.fatcat.nz

Greg Marsden a recognised MNZ surveyor and owner / operator of Marsden Marine Services Ltd, has recently been accredited as an Affiliated Inspector with the IMCI (International Marine Certification Institute). This allows Greg to inspect and accredit boats and boat components for CE certification for export to the European community and CA for the UK. Greg is the only one with this accreditation in NZ

The core business of IMCI is the CE (EU) and CA (UK) – is the certification of watercraft and their components according to the Recreational Craft Directive of the European Union to the standards required by the International Standards Organisation (ISO).   Greg is currently the only accredited RCD (Design & Construction) Affiliated Inspector in New Zealand. enquiries@mmservices.co.nz

TESORO BEING RELEASED AT SCIBS

Built in Spainand being sold in Australia through The Yacht Sales Co, the Tesoro Yachts range consists of six models from the T-38 (11.78m) to the T-55 (17m). The T-40 is available in both outboard or stern drive, with the first model to arrive in Australia sporting twin outboards.

The T-40 features an exterior design and interior with plenty of refined details from other models in the range. On the exterior we find a really comfortable swim platform that in the case of the outboard engine version surrounds the engines getting an enjoyable area integrating the engines on its design and functionality. Massive spaces on each solarium offer plenty of comfort features and high corridors to walk around the deck. The

Cullinan T-Top with sturdy roof pillars integrated into the bulwarks makes a single solid piece with the hull. Enjoy an extreme space on the deck and unique stability The centre console Tesoro T-40 is built in composites and has a maximum outboard power option of twin 900hp. If you prefer an inboard your choice is Volvo Penta sterndrive diesel from D4 300HP until D6 440HP.

YACHTSALESCO.COM

Construction of this high speed, long range 34m (112 ft) Carbon Fibre Sportsfisher is well underway. Many people may know Yachting Developments as the builders of the highly successful 38m (128ft) Sportsfisher Lanakai. The 100 strong skilled team at Yachting Developments are now busy building yet another impressive carbon fibre Sportsfisher.

This time from the design board of Warwick Yacht Design, construction of this high speed, long range 34m (112 ft) Carbon Fibre Sportsfisher is well underway. The vessel is designed to make long range international passages on her own bottom, with

YDL BUILDING 34M SPORTFISHER

this in mind she carries 24,000 litres fuel and has the ability to refuel/bunker while still at sea. The V16 MTU engines were built to order for this special project, with each engine developing 2,000hp. This will enable a comfortable cruising speed in excess of 20 knots.

As with any well-designed superyacht, the exterior styling is in proportion, making it difficult to give a true appreciation of her physical size, as a hint, the foredeck is home to a Smuggler amphibious 7m RIB. The RIB is lifted via a large hydraulic crane, the supporting structure under the crane has been reinforced with carbon fibre to take the high load when launching and retrieving such a large tender. The interior layout is open plan, with accommodation for up to 10 guests in four cabins, in addition there is also dedicated crew

accommodation aft of the main engine room. The deck layout features a large mezzanine cockpit above the fighting cockpit, this provides an elevated outdoor vantage point for guests to watch the action up close yet out of harms way.

The fully enclosed air conditioned flybridge provides excellent visibility through 25mm thick laminated toughened window glass, state of the art stabilizers and mega size vertical interceptor trim tabs provide a comfortable ride and efficient trim while at sea. The vessel is built to survey and features multiple watertight compartments, twin generators, twin water makers, salted ice makers, fresh water ice makers, large catch chillers and a live bait tank that could be mistaken for a small swimming pool.

YACHTINGDEVELOPMENTS.CO.NZ

SIDESHIFT ST320 DUAL

Sideshift’s ST230-Dual is the first stern thruster system that mounts to multi-engine setups using outboard or outdrive power. Continuing the innovation of Sideshift’s patented stern thruster system for single-engine outboards/outdrives, Sideshift has now released a dual-thruster model capable of serving boats up to 12m with multi-engine set-ups.

The new ST230-Dual attaches to the cavitation plates of twin or triple outboard/outdrive motors, providing a complete docking control in any situation.

The unique mounting position creates zero drag as the thrusters ride above water when the boat is on plane, and the units can be easily installed in-water in only a few hours.

The powerful, water-cooled 12V motors and heavy-duty 8” aluminum propellers provide instant lateral thrust for stress-docking in

any situation. Saltwater proven, the thrusters are anode protected and finished in acrylic enamel paint over epoxy primer to prevent corrosion.This solution is especially helpful for boats that don’t have a bow thruster, but also integrates with all existing factory bow thrusters using Sideshift’s dash-mounted dual-joystick and wireless keyfob control.

NZ: Kevin 0211549496

kevluvs2fish@hotmail.com

SIDESHIFT.COM

New D4 & D6 propulsion packages

Introducing a new generation of our D4 and D6 propulsion packages, from 150–480 hp. After having spent years refining and developing the proven platform ever further, this complete system delivers new exciting features – from helm to propeller. All to offer you a more powerful and reliable experience.

Introducing a new generation of our D4 and D6 propulsion packages, from 150–480 hp. After having spent years refining and developing the proven platform ever further, this complete system delivers new exciting features – from helm to propeller. All to offer you a more powerful and reliable experience.

Learn more at: www.volvopenta.com

Learn more at: www.volvopenta.com

SUPERIOR TO WASH AND WAXES, USES AN ACRYLIONIC FORMULA, DESIGNED FOR USE WITH SALT-ATTACK MIXER Cleans and protects your boat and vehicle, removes stubborn road grime.

CLEANS GLASS & CLEARS

Leaves a streak free finish, also removes black streaks. STAINLESS AND ALLOY Cleans, shines and protects.

Leaves behind a harder-than-wax protection and shine which is analytically tested to protect and delay the speed of UV damage.

TANK ROLLS OUT FOR DOUBLE DUTY

A compact coastal cruiser and a fast, efficient charter vessel, TANK is the custom-built boat of her owners’ dreams. After 11 months in construction at Noosa Marine, the Roger Hill-designed 13.9-metre (46-feet) monohull motor yacht known as TANK blitzed her sea trials and has been delivered to her ecstatic owners.

Looking imposing as she left the shed on the first day of summer, coincidentally, the coldest start to the season ever, TANK was trucked to Lawrie’s Boat Services marina at Mooloolaba to be lifted into the water. On her first day of sea trials she achieved a top speed of 47 knots. TANK is powered by twin Mercury V12 600hp Verado outboards and will now be used around the Sunshine Coast

until March, when she will relocate to Hamilton Island.

The 1,900 Litre fuel capacity will provide approximately 700 nautical miles of range at a cruising speed of 25 knots, and 500 nautical miles at 40 knots. TANK also boasts a shallow draft of just 600cm, so TANK can approach the beach wherever she roams.

POWERCATSNZ.COM

CABINET CONSIDERING MANDATORY WEARING OF LIFEJACKETS

A remit through Maritime NZ is now at Cabinet that calls for a change in the rules in respect of life jacket wearing on boats under 6m. The remit that cabinet is considering is for all persons on a recreational boat that is less than 6m in length and is underway must be wearing a personal flotation device.

Anew maritime law making life jackets mandatory for children on small boats may have to wait until after summer to be introduced. National MP Simon Watts is calling on cross-party support for his Bill to fast-track a law change that authorities say will save lives. More than 160 people have drowned off a vessel in the last decade.

“Of those individuals [who] drowned they had a life jacket on board but didn’t use it, 59 of those didn’t have a life jacket available,” Watts said.

He has a Bill in the Members’ ballot to make wearing life jackets mandatory for under-15s on boats under 6m. Watts wants the Bill to be put in place before the summer season is over but needs crossparty support.

“I think that will make a significant difference to save lives in this country,” he said.

Throughout the year Water Safety New Zealand has asked the Government to consider a national standard. Associate Transport Minister Kieran McAnulty said “there is a paper under active consideration at a Cabinet-level”.

But there is no timeline with New Zealand currently having 17 separate regional bylaws for wearing life jackets.

“For a lot of people - especially on boats six metres or less - they don’t wear life jackets a lot of the time and that is really kind of one of our big pushes for people to wear life jackets on all vessels,” harbour master navigation safety officer John Kent said.

“Harbour masters around the country would be in support of a national rule mandating life jacket use on all vessels, it would be the single best thing we could do to save lives,” Kent said.

WEBASTO TELESCOPIC SHADE 2500

The versatile new Telescopic Shade 2500 from Webasto, is an industry-leading accessory to provide boaters relief from the sun. whether they’re relaxing in the bay or running out to the reef. Its patent-pending design focuses on easy installation on a T-top, arch or other overhead structure, where the electrically-powered sunshade retracts discretely to be barely visible

Available in fabric widths customisable up to 2500mm, the Webasto Telescopic Shade is built for the marine environment. Stainless steel tubing and castings are exceptionally robust and polished to a high gloss to provide a premium appearance. The entire assembly is so well- engineered for stability, the shade can remain fully extended while the boat is underway in moderate conditions.

QUICK BALDER BL2 WINDLASS

The Telescopic Shade 2500 features quickdrying Dickson (Glen Raven) Infinity fabric that resists fading, tears and UV rays, and is easy to clean. Standard colours are Noir black, Carbon dark grey, Gris medium grey and Pierre light grey, with additional options available. Installing the Telescopic Shade 2500 is accomplished in a few easy steps. The base tubes and single 12V DC drive motor with adjustable end positions

are mounted to the boat’s overhead structure with the adjustable brackets. Stainless steel gas springs have an extra oil chamber for consistent fabric tension for each position while cross beams self-adjust to minimize stress on the system.

WEBASTO.COM

Occasionally a product is released that is so logical and sensible that it becomes a game-changer. The new Balder BL2 windlass by Quick Spa is one of those.

Acommon issue with small boats is finding practical space to mount a winch. Then there is the desire of manufacturers to create smooth, pleasing lines and the known issue of requiring vertical fall for hands-free winches. Combined they can create many compromises in installation and performance.

The Balder BL2 by Quick is designed to be mounted on a bulkhead below decks, typically in an anchor well. Doing so means the winch can be mounted on the centreline of the boat, often an issue for small boats, the unit is kept away from direct contact with waves, the rope/chain can fall vertically, and all the smooth lines of the design are retained. Plus, there is nothing to stub your toes on!

The Quick Balder BL2 is available in six motor options, 600w, 900w and 1200w, giving working loads between 200kg and 420kg. Each option can be ordered as either 12v or 24v.

This is a completely hands-free and free-fall winch designed for vessels between 6 and 14 metres. Each is supplied with an embedded chain counter sensor, chain guide device, pressure lever and free-fall system. Also included is Quick’s legendary performance and after-sales service.

TENOB.CO.NZ

STABICRAFT OPEN US FACILITY

Difficulty and expense of exporting to the US in a post-Covid world cited for move to USA by Stabicraft.

Stabicraft has completed transition of a 1500sqm leased facility in the US state of Washington to begin building boats to meet North American demand. The company’s operation in Invercargill, New Zealand, will continue to produce the popular brand of aluminium boats as it focuses on manufacturing and growth in the US.

“We see considerable growth opportunity in the USA. We have been successful in growing our sales there, but the reality is our production capacity here in Invercargill is constrained in terms of [shortage of] skilled labour,” CEO David Glen told stuffnz.com STABICRAFT.CO

RACING ROUNDUP

RAYMOND HART WINS MASPORT CUP

Raymond Hart became the 98th winner of the Masport Cup after an eventuful two day meeting at Lake Karapiro. With one of the strongest GP fleets ever assembled, it looked like being a hard fought heat by heat battle to just get to the final. However, a 360 deg flip in the first heart by Steve Preece took out the first GP boat. As spectacular as the flip was, the boat landed right side up. Steve suffered no injuries although the boat received some structural damage and didn’t race for the rest of the weekend.

Then as each heat was run more GP boats dropped out with mechanical issues and until the final when there were just three left standing. While David Alexander took the final heat win and Hart second, Hart had enough point to take NZ’s most prestigious trophy.

EXPRESSO ENGINEERS DOMINATES

The third round of the New Zealand Offshore Power Boat Series was held at Gisborne with some reasonably turbulent sea conditions. However, it was again to prove a decisive victory for the Expresso Engineers team who won both races. This follows their recent wins at Taupo and puts them well ahead in the Drivers Championship.

With Cyclone Gabrielle pending the small number of competitors were lucky to be able to run the event and those that made the trip to Gisborne were not disappointed, with the Bayleys Thunder in the Bay event provided some exciting action.

Heading out towards the top mark the boats were encountering 2m swells, which made it exciting for the larger cats. There was a hardfought battle in the Superboat 600 class between Expresso Engineers and Langslow Engineering, both from Auckland. Espresso were the winners of both races but only by a few seconds. Rainbow Haulage from Auckland was third in the Superboat 600 class.

In the Sports 80mph class, with Wild Child, had a comfortable win over Bonbon.

In the 400 class, Doric from Auckland won as the only boat to finish in that class.

In the Sports 70mph class, Supersonic of Auckland was first, Hypersonic of Hamilton second and Nikita from Auckland third.

RACE DATES

SOUTH ISLAND

MARATHON SERIES

ROUND 1: 15-16 April

Dunstan/ Roxburgh

ROUND 2: 13 May

Te Anau

ROUND 3: 3-4 June

Twin Lakes

ROUND 4: 24 June

Waihola

ROUND 5: 14-15 July

Tekapo/Timaru

2023 OFFSHORE

SUPERBOAT CHAMPIONSHIP

ROUND 1: 25-26 Feb

Wyndham Harbour (VIC)

ROUND 2: 18-19 Mar

Corio Bay ,Geelong (VIC)

ROUND 3: 24-25 Jun

Hervey Bay (QLD)

ROUND 4: 14-15 Oct

Lake Macquarie (NSW)

SUPERBOAT.COM.AU

NZ OFFSHORE

ROUND 7/8: 25 Feb

Taipa

ROUND 9/10: 26 Mar

Marsden Cove

STAFFWANTED

SCIBS BOOKINGS STRONG

Yachting Developments is the largest Sportsfisher and Superyacht builder in New Zealand.

We build amazing, big, carbon fibre boats like the 128ft/38.9m Sportsfisher LANAKAI.

Due to growth we are seeking to employ cabinet makers, plumbers, furniture makers, engineers, boat builders, composite laminators, marine and industrial Electricians, apprentices.

So if you like boats, this could be your chance to join the Superyacht industry.

Please email your CV to Janicer@yachtingdevelopments.co.nz or txt your details to BARRY on 021 782274 www.yachtingdevelopments.co.nz

ALL NEW PRINCESS Y95

The Y95 is set to redefine the market for large flybridge motor yachts.

The flagship of the Y Class range – the all-new 29m, Y95, has been crafted with an emphasis on performance and inspired styling. With the latest hull form and an efficient wave-piercing bow, she will provide class-leading seakeeping, reaching speeds up to 24 knots.

With a spacious garage and transformer bathing platform and the option of a beach club, your maximum enjoyment of time on the water is assured. Her evolved exterior styling features the longest and most expansive hull windows ever installed on a Princess yacht, whilst her spacious indoor and outdoor living spaces are comparable to those of larger craft.

Configurable layout options throughout and a new interior design language await, to assist with defining your vision. Her main deck features a full beam master stateroom with skylights and is complemented by a further four well appointed en suite guest cabins. Her generous crew accommodation includes an en suite captain’s cabin with double bed.

sales@sportsmarine.com

Sanctuary Cove International Boat Show (SCIBS) 2023 has had an exceptional response to the opening of exhibitor applications.

Sanctuary Cove International Boat Show (SCIBS) 2023 has had an exceptional response to the opening of exhibitor applications with 80% of show space already booked and organisers anticipating the event to be sold-out well in advance.

In just the first week of exhibitor applications, SCIBS 2023 doubled the applications received for the previous year, setting the stage for a blockbuster year when the Show returns from 25-28 May 2023.

Presented by Mulpha Events, SCIBS 2023 will again feature a showstopping line-up of exhibitors across everything from superyachts and trailer boats to the latest marine gadgets and must-have technology, as well as a raft of exciting new launches.

Among the premium brands taking prime position on the water for the 34th annual SCIBS event are Axopar, Grand Banks, Horizon, Maritimo, Multihull Solutions, Ocean Alexander, Palm Beach, Princess, Riviera, Short Marine and Sundance Marine.

Taking their place in the Pavilion, showcasing the latest in marine gear, gadgets and high-tech innovations are industry leading brands including Akzonobel, Boating & RV, Club Marine, Dometic, Garmin, Navico, Quality Marine Clothing, Raymarine, Stella and Vetus-Maxwell.

SANCTUARYCOVEBOATSHOW.COM.AU

RELiON OUTLAW 1072S PORTABLE POWER STATION

RELiON Battery has released their next generation portable power source, the Outlaw 1072s. Developed with the safest and longest lasting lithium iron phosphate (LiFePo4) chemistry, the Outlaw is powerful enough to run or charge essential electronics anywhere.

With a sleek lightweight design and fresh features, the next generation Outlaw 1072s enables adventures of any kind. From laptops and lights to TVs and refrigerators, the Outlaw can power small to medium devices and appliances. The inherently safe LiFePO4 technology delivers seven times longer lifespan compared to other lithium options on the market with 3500 cycles. The portable power solution offers high battery capacity with 1000 watts continuous and 2000 watts peak. Additionally, it can be charged at home or on the go with either an AC wall charger or in the sun with 12-25V/160W max solar input charging.

Designed for a variety of applications, the Outlaw features two AC outlets, three USB-A, two USB-C, two barrel jacks at 12V, 12V car port plug, and an EC5 30amp DC port. The internal Battery Management System (BMS) and UL1642 certified internal cells provide several layers of protection against things like under voltage, over voltage, over current and short circuits. Other features include a built-in LCD screen displaying voltage, watts in/out and remaining run time, as well as a pure sine wave inverter to power sensitive devices. RELIONBATTERY.COM

YAMAHA EXPANDS OUTBOARD LINEUP

Yamaha Marine has launched into 2023 with the announcement of exciting new models. Increasing on a commitment to fully integrated powerplants, Yamaha has announced new F150, F175 and F200 models featuring innovative integrated steering and sleek new design.

Yamaha also adds to the powerful XTO Offshore line-up with the addition of a new 450hp model to complement the existing XTO 425. The XTO 450 delivers new features to round out one of the most comprehensive high horsepower offshore powerplants ever built by Yamaha.

Yamaha’s new inline four cylinder high horsepower outboards are based around the existing 2.7L (F150 mechanical) and 2.8L (F150, F175 and F200) platforms in the current engine line up. These engine platforms cemented Yamaha’s reputation for creating high-quality, reliable and durable outboards in this category while also setting new standards in power, performance and economy in four-cylinder outboard design.

To take these engines to the next level Yamaha has added two options of innovative integrated steering. Yamaha skippers now have the choice of either complete digital control with integrated electro-hydraulic steering or the more traditional hydraulic steering, which is now completely integrated within a sealed cylinder on the transom bracket. The integrated digital electro-hydraulic steering utilises an electric helm connected electronically to the steering control unit within the engine. The F150 and F200 models fitted with integrated digital electro-hydraulic steering can be easily connected to all the features of Yamaha’s Helm Master EX system. Yamaha has matched these new integrated steering system with two options of throttle and shift control, Mechanical or Digital Electronic, to create the most compressive line-up of engines ever offered in this category.

The new F150, F175 and F200 are due to begin hitting New Zealand shores from April.

New XTO Offshore XF450 Yamaha

Yamaha has also announced the release of a new 450hp, XTO 450 model to complement the existing XTO 425. The new XTO Offshore features the same 5.6L, direct injected V8 engine and the long list of features as the original XTO 425. This engine delivers big torque and thrust to push big offshore boats. Along with an additional 25 hp the new XTO 450 delivers new features such as more charging power to help meet the extreme electrical demands of today’s larger boats. The Yamaha XTO Offshore 450 features a three-phase, simultaneous charging system that delivers an incredible amount of net amps at lower rpm, for where it’s needed most.

Using Phase Angle Control (PAC) componentry and a super-strong magnetic field, XTO Offshore 450 models produce up to 96 net amps per engine in neutral. YAMAHA-MOTOR.CO.NZ

CHANGES TO ENGINE RULES

A summary of the recently introduced engine rules for New Zealand commercial vessels and recreational boats

This year, new rules were introduced for engines over 130kW (174.3hp) on boats. The rules are part of New Zealand’s commitment to MARPOL Annex VI, an international agreement that aims to reduce air pollution from ships. The ‘Part 199’ marine protection rules apply to New Zealand commercial vessels and recreational boats. In general, engines installed before 19 May 2005 that have not been majorly modified, or engines used solely for emergency purposes or on boats that operate only in lakes or rivers, do not need to adhere to these rules. Please visit maritimenz.govt.nz/airpollution to find out whether your boat needs to comply. The key rules that affect commercial or recreational vessels are the rules for engines over 130kW. The engine rules reduce the emissions of nitrogen oxides which are harmful to both people and the environment.

What this means is that engines over 130kW installed between 19 May 2005 and 1 January 2023 need to meet emissions limits and have the required documentation by 30 June 2032. Engines over 130kW installed before 19 May 2005 are not required to meet emissions limits or have documentation for these engines.

Engines over 130kW installed on or after 1 January 2023 need to meet emissions limits and have the required documentation for these engines from the date of install. These rules apply regardless of the size of the vessel or boat the engine is installed on.

Essentially if you have a pre 2005 outboard or sterndrive you don’t need any documentation but from mid 2005 to this year you do. That gives you none years to be compliant and it will be up to the engine suppliers to provide the necessary documentation. If you want to understand more got to the government website or check with you local engine retailer.

maritimenz.govt.nz/content/

recreational/environment/documents/ environmental-rules-for-recreationalboats.pdf

NEW FROM LOWRANCE

Lowrance has rolled out its next generation of fishing electronics for 2023. The new HDS PRO chartplotter/ fishfinder, highest resolution ActiveTarget 2 Live Sonar and, ultra high-definition Active Imaging HD provide anglers the complete package of the latest fishfinding technology that has helped them find and catch more fish for over half a century.

HDS PRO forms the heart of the Ultimate Fishing System, offering full networking and bow-to-stern boat control spanning trolling motors, autopilots, engines, radar, communications, and connectivity and control of PowerPole shallow water anchors. The new HDS PRO introduces two new chart overlays for ActiveTarget Scout mode and Ghost 360, as well as a new 10-inch display, an angler favourite, with a new form factor and aspect ratio, delivering a better screen in a new package.

ActiveTarget 2 is the newest update to the award-winning ActiveTarget live sonar that was unveiled in 2020 and quickly became a mainstay for the world’s best anglers and professionals of Major League Fishing. Active Target 2 provides higherresolution views of fish movement and structure and enables anglers to quickly recognize if lures and techniques are working in real-time allowing them to make adjustments to get fish to strike. It delivers a smoother and more consistent image across the entire range, with full live-action picture in Forward, Down and Scout views. Additionally, HDS PRO allows for the use of two systems at the same time giving even more views simultaneously with 180 View, Scout Wide View and Forward and Scout split screen view. Active Imaging HD rounds out the suite of products with the clearest images of fish and structure from Lowrance CHIRP sonar, SideScan and DownScan Imaging. Additionally, a new FishReveal SideScan view is now available with a new S3100 Sonar Module, in addition to the already popular DownScan Fish reveal view, helping anglers easily identify fish targets to the sides and beneath the boat.

In Australia and New Zealand, customers can find great fishing spots with Enhanced Embedded charts from the detail of C-MAP inland and coastal charts built into HDS PRO displays. Enhanced Embedded charts help anglers find ledges, drop-offs, and ditches – then help navigate there with precision. Additionally, the new overlay options will give anglers a completely new view with ActiveTarget Scout Mode or Ghost 360 modes directly overlayed on the chart screens. The HDS PRO fishfinder is available in 9-inch, all new 10-inch, 12-inch and 16-inch display sizes.

LOWRANCE.COM

WORLD’S LONGEST-RANGE ELECTRIC BOAT

Deliveries of the foiling Candela C-8 powered by Polestar will start in 2024.

Swedish electric boat manufacturer Candela has unveiled the results of its first model emerging from the battery collaboration formed with electric car brand Polestar in August last year – the Candela C-8 ‘powered by Polestar’. Candela C-8 Polestar powered uses a similar battery and charging technology to the Polestar electric fastback.

The Candela C-8 will use the same 69kWh battery pack and DC charging technology as the Polestar 2 and has an expected range of up to 57Nm (65 US miles) on one charge at a cruising speed of 22kt (25mph). The range is said to be two to three times longer than what conventional electric speedboats can achieve at high speed and compares favourably with how internal combustion engine powerboats are used.

“This collaboration means that C-8 can travel to destinations previously only reachable by combustion engine boats. The Candela C-8 powered by Polestar marks a significant breakthrough for electrification at sea,” says Gustav Hasselskog, Candela CEO and founder. The secret to the long range lies in Candela’s hydrofoil technology. Flying above the waves on computer-guided underwater wings that greatly reduce water friction, the C-8 is said to use 80% less energy than conventional boats at high speed. Its highly efficient pod motor, Candela C-POD, outputs 75kW/100hp for takeoff. Once foilborne, the C-8 flies efficiently, drawing only around 23 kW/30hp continuously from its Polestar battery pack – whereas a similar-sized conventional boat would use around 120kW/160hp.

The supply of battery and charging systems to a third party, a first for Polestar as an EV manufacturer, marks the start of a broader intended partnership between Polestar and Candela. “Sharing our know-how on batteries and vehicle engineering with Candela will help us reach our shared goal of transitioning to a future where all forms of transport are sustainable,” says Thomas Ingenlath, Polestar CEO. All ordered Candela C-8s will be equipped with Polestar batteries. Deliveries will start in 2024.

CANDELA.COM

TORRENT BAY COCKLE PASTA

Torrent Bay cockles come from a region of the same name in Abel Tasman National Park. Cockles are taken by recreational fishers, generally using hand digging. The catch limit is currently 150 cockles per person per day. Relatively large cockles (i.e., shell length 30 mm) are generally preferred.

Prep time: 10 mins

Cook time: 15 mins

INGREDIENTS:

500 gram fresh cockles

250 gram pasta (fettuccine or spaghetti)

2x tbsp Cocavo Garlic Oil (substitute olive oil)

2x cloves garlic

2 x red chilli seeds removed (substitute chilli flakes)

½ cup white wine

1x med tomato diced

Parsley

Freshly ground black pepper

Cocavo smoked salt to taste

Sliced spring onion to garnish along with the balance of the chopped parsley

METHOD:

1. Bring a pot of salted water to a boil. Add pasta, stirring occasionally, to prevent it from sticking together. Cook until al dente. Drain pasta into a colander.

2. Meanwhile, in a large sauté pan heat the Cocavo Garlic Oil over medium heat. When it’s hot, add garlic and red chili pepper.

3. Reduce heat to medium low and sauté until fragrant. Be careful not to burn the garlic.

4. Add the cockles / clams and wine and increase the heat to medium. Quickly cover and steam for 5 minutes or until all the clams have opened.

5. Discard the clams that didn’t open. Finely chop the parsley and add some of it, along with the diced tomato then season with pepper. Transfer the cockles to a plate.

6. Taste the sauce and season with pepper and salt (clams are already salty so you probably don’t need to add too much salt).

7. Add the pasta and toss until pasta is coated with the sauce.

8. Remove from the heat and place pasta on a serving plate and put clams on top. Sprinkle some parsley and serve immediately.

CocklessuppliedbyOceanEatsofSilverdale

Enjoy with INVIVO SAUVIGNON BLANC 2022

Invivo Sauvignon Blanc 2022 is a 14th vintage of Sauvignon Blanc –previously awarded World’s Best Sauvignon Blanc Trophy (IWSC Asia), and consistently awarded 90+ points, this wine is vibrant aromas of limes and ripe rockmelon with a hint of Feijoa. The palate is round and full with wonderully balanced acidity and a moreish finish.

SUMMER HOLIDAYS... WHEN?

Many boaties, having flipped the coin to decide whether to go North, with its requirements, or out to the Barrier/Coromandel area with its forbidden zones, waited until Boxing Day or later to poke their noses out and make the passage to the chosen destination. The weather gods played ball until about the 29th, then all hell broke loose.

An intense low brought Easterly quarter winds of significant strength combined with lots of rain, turning the entire East Coast into a washing machine, with a 3-5m ground swell closing down all the playgrounds for boats big or small. I am informed shelter was at a premium. Forestry Bay at Gt Barrier was reportedly absolutely standing room only, as was Orokawa Bay/ Assassination Cove in the BoI. Those with a prime spot dared not move to re-provision or empty the tanks, as their spot was snaffled even as they turned away. All chain auto winches on many craft makes the old trick of dumping all the ground tackle in the dinghy, and leaving that to guard your ‘spot’, too hard now and still would not guarantee sole rights on your return. Everyone hunkered down until about the 6th Jan 2023, when a couple of days of relatively pleasant weather allowed an undignified retreat to home ports for many. Others found places to leave their boat until the weather came right vowing to return to complete the holiday. The diehards, thinking the worst was done ventured out to resume social activities.

Then along came Ex T Cyclone Hale which was not as bad as the recent depression but still stopped all play for a few more days. Since then it has been nothing but 15-20kt Easterly winds and lots of rain.

All boaties know there are only so many card games to play, movies to watch and books to read before boredom sets in. Tired and scratchy eyed from nights of anchor watch means the resultant knee jerk actions often result in imprudent decisions. Rafting up with a mate on one anchor for a ‘session’ in breezy conditions means that 9 times out of 10, you will drag back onto a well snugged down craft or two behind you. Sods maritime law says this will happen just on dark, when the steaks are sizzling on the BBQ and the top off the bottle has vanished. Good boating etiquette then requires you dismount and relocate. The ‘she’ll

be right’ comment does not lie well with those impelled to move as a consequence. Tiredness, alcohol and boredom make good bedfellows with aggression and verbosity during these moments!

Those stuck on land are not immune to these pressures. The normal plethora of small fisher craft passing by my viewing platform reduced to a trickle. Filling in time at the fishing club, the whole placed came to a standstill to watch some seriously deluded soul, in the middle of the worst winds, launch his 5m RIB, and having finally got it pointing in the right direction, vanish around the end finger, never to be seen

again. He wasn’t even wearing a PFD. Another casual observation that quickly became an irritant was the noise of bow and stern thrusters. It seems that many skippers cannot steer a boat any more. One approaches a berth, corner or passage and leans on the thruster levers until the craft has changed direction. One Australian manufactured twin engine craft came in to Marsden Cove for fuel, seemingly without once touching the gears or helm for directional assistance. His rudders must have been just off line, as he had to constantly lean on the bow thruster to straighten up whilst traversing the passageway. What would happen if the breaker tripped? Having smugly decried thrusters in my earlier days, once I got one I appreciated what a good toy they were, but they are an aid, not the means. Basic hydro physics relates that once the boat is moving, the water in the tunnel is pressurised by the water passing down the hull, thus significantly reducing their effectiveness. They work best standing still. The usual holiday gremlins struck too. Sunday evening 6.00pm I watched MC Coastguard race out with pumps being prepared, and later escorting a large Hatteras in for an emergency haulout. Turned out a shaft seal had let go, and the resultant influx was too much for the boats pumps..! I watched one more venerable craft enter its berth gingerly, then back straight out, across the fairway and into a pole on the other side. Much dancing, yelling and upstairs/downstairs movement and the craft was finally reinserted in its berth. Turns out the controls had slipped and stuck her in reverse, when the skipper put the brakes on. Sods law!!

As I write this Auckland is flooded. It’s been a good year to be a fish!

Mother Nature certainly fooled us all this season. A pretty average weather pattern in early December, and then it magically turned into a near perfect few days after Xmas, with light breezes, clear skies and hot… damn hot!

SOUP IN THE TANK

After a picture-perfect picnic in Abel Tasman, it was time to head back to Nelson. I turned my Franklin 925 toward open water and eased the throttle forward. Nothing happened.

Alittle more throttle… the revs dropped. The engine was starving for fuel. I shut it off before it stopped so I wouldn’t have to bleed the engine, because I don’t know how to bleed beyond the secondary filter. Yes, I know I should know.

The yachtie in me was desperate to bellow: “Hoist the mainsail!” It’s worked on my other boats.

In hindsight, I should have checked the primary filter. Instead, I swore a lot. I had just swapped from the starboard fuel tank to the port tank, so I assumed I’d done something wrong. I double-checked the valves in the fuel lines and restarted the engine. It reluctantly started and let me nurse it back to cruising revs. We got home safely.

Well, my crew did. I was a wreck. The afternoon sea breeze had built the waves to the roughest I’d experienced in the boat and I had a severe case of new boat nerves. It was a major shock that owning a launch is a lot different from owning a yacht. I was totally dependent on an internal combustion engine that had suddenly proved vulnerable.

It didn’t help that the fuel gauges had started flickering madly. On my yacht, I’d had a 40-litre tank with a sight gauge that never lied. Now, I didn’t know if the flickering reflected the rough sea or that the fuel gauges hadn’t been telling the truth. I did know that if we ran out of fuel it would be my fault.

Because I was worried about fuel reserves, I didn’t want to go fast, which meant I went too slow and the following sea occasionally caught up and took us on a ride. On a yacht, surfing is fun: the helmsman gives the rudder a good shake, the trimmers call for action and someone watches the speed log for a new record.

On a launch, you get a reprimand on your report card.

Sometimes, the boat heeled over a few degrees. That doesn’t bother me at all – on a yacht. On a launch, my launch: get me out of here. My crew were relaxed because they were in half-metre seas, whereas I was in two-metre seas. It’s a phenomenon of new boat nerves.

Back in the marina, I canvassed opinions on why the engine had nearly stalled. ‘Diesel bug,’ came an early suggestion. I had discounted diesel bug because the problem had righted itself. I was pretty sure diesel bug didn’t give second chances.

I shone a torch at the glass bowl beneath the primary filter. There was black stuff. I removed the filter and it was clogged with black mucus: diesel bug. Further research suggests it was confined to the port tank and was there when I bought the boat. It had flourished because I had left the boat with tanks only partially full for several weeks, without diesel additive. Condensation had introduced water into the fuel tank. The diesel floats on top of the water and the diesel bug grows in the interface between them. I knew all that and have no excuses.

The likely scenario is that, during our picnic, passing wakes had rocked the boat and stirred up the diesel bug. It had clogged the primary filter, but cleared sufficiently to get us home.

In theory, the solution is easy: pump out the fuel tanks – since they were nearly empty anyway, clean them thoroughly, refuel, add diesel fuel additive to inhibit the growth of

the diesel bug, and change the primary and secondary filters. Check and repeat with the primary filter if necessary. Living diesel bug is black; dead bug is white.

In practice, the above process was a freaking major and I expect to stink of diesel until 2025. If I’d been smart, I would have photographed the fuel gauges at 20-litre intervals as I filled my tanks from empty, but that brilliant idea didn’t occur to me until later. But I do know that when the fuel gauge says half-full, it’s a lot less, due to the shape of the tank.

Overall, I am glad it happened because that spinach soup in my tank would have caused problems eventually and the circumstances could have been a lot worse.

And I learned a lot. Like how to access my tanks and pump them out; how to change the secondary filter, which is not as easy as changing the primary; and how to bleed the fuel system to that point.

From now on, I’ll treat the tanks as though diesel bug is always present so hopefully it won’t be. Like my Dad always said: ‘If you have a good defence system, you don’t need it,’ although I don’t think he was talking about diesel bug.

BACK TO ITS ROOTS

The 46 Sport Motor Yacht reinvents the open flybridge boat market for Riviera and, in many ways, brings the brand back to its roots.

However, almost 6000 boats and over 40 years later, a lot has been learned from how the boats are built, from the engineering and design to the friendlier and more accommodating layouts. While the 46 SMY goes back to the essence of Riviera, it marries together all the latest design, construction, engineering and electronic technology.

What Riviera has managed to design into the 46 SMY is everything you would expect to find in larger motor yachts but at a more compact level. Yet there is no indication that space is an issue. There is a feeling of openness from the cockpit and alfresco deck to the accommodation areas, saloon and flybridge.

I was impressed when I first saw the 46 SMY coming

into Runaway Bay Marina. While externally, I saw a smaller version of the 50 SMY, that's about where the similarities ended. The 46 SMY is its own boat, and while it is based on the same hull as the 465 SUV and shares the same cockpit, alfresco deck and cabin layout, the rest is all new.

This is the first Riviera flybridge in over a decade to have an aft helm and an internal staircase. It is their latest expression of the open flybridge style. This has allowed the flybridge to become another independent multi-useable space. With the aft helm, the area forward has been transformed as both a place to entertain or as overflow accommodation. The large loungers can convert to another couple of berths, which means you can sleep up to eleven.

And this in a boat of fewer than 15m. The new helm features a pair of Garmin 16" MFDs, flanked by an array of pushbutton switches, controls for everything from the Muir anchor to the spotlight and the Volvo Penta Dock Assist. Like all new Rivieras, the boat comes fitted with the Siren Marine remote security monitoring, control and alert system. The owner of boat #1 upgraded the standard helm seats for a pair of multi-adjustable Pomponette chairs. Opposite the helm is a wet bar and

fridge, plus extra storage.

If you are into serious fishing, then the aft helm allows the skipper to keep an eye on everything happening in the cockpit, so when the action starts, he can manoeuvre the boat accordingly without leaving the comfort of the helm chair.

Riviera sees the 46 SMY as a boat that will re-energise the flybridge market. Riviera has been growing and improving its enclosed flybridge range for many years, and the Sport Motor Yacht series

is proof of that. But not everyone wants or needs an enclosed flybridge, so the 46 SMY is Riviera's answer to those that still like the feeling of fresh air and a breeze while driving. If you want protection from the weather, you zip up the Isinglass screens and close the entire flybridge off from the elements. The flybridge is fully air-conditioned, so can set the temperature to suit.

Such is the size of the alfresco deck, it adds about another third more space to the saloon.

This is the first Riviera flybridge in over a decade to have an aft helm and an internal staircase.

AN OUTDOOR EXPERIENCE

From the rise and fall boarding platform to the enormous glass door leading into the galley and lower saloon, the 46 SMY layout is identical to the 465 SUV. The lower cockpit features all the usual storage lockers and a massive central wet bin. With future servicing in mind, Riviera has included inspection hatches directly above the IPS drives. Engine room access is via a large hatch in the alfresco deck. There is two door access to the platform, which can also be configured with stainless staple rails. This opens up the split areas into one and is excellent if you are into your fishing. Add a bait board and rod holders to the staples, and you have an ideal fishing platform. This also doubles as the tender or PWC storage space.

Dividing the lower deck from the alfresco deck is a bbq and servery area to port and top load fridge and icemaker to starboard. There is a natural feeling of connectivity in the outdoor spaces. From the kids on the platform diving into the water, to the chef preparing prawns on the barbie and quests having drinks on the alfresco deck, it all blends seamlessly into one.

Such is the size of the alfresco deck, it adds about another third more space to the saloon.

Loungers on both sides can be converted to extra berths with a drop-down table and infill to port providing a full size double.

Wide side decks with handy safety rails lead to the foredeck and sunpad. Like all new boats from Riviera, the foredeck area has been transformed from somewhere to stow the tender into a very useable and fun space.

For 42 years, Stephen Milne, Brand & Marketing Director for Riviera, has watched the brand's evolution since the first Riviera 38 launched in 1981.  He says, "The 46 SMY typifies what Riviera is all about, from the wide walkaround side decks, easy access to the tender, open flybridge, al fresco deck, and aft galley. Plus, the ease of boating through innovative systems is making boating with Riviera easier and more emjoyable".

NEW LAYOUT

The interior of 46 SMY #1 is satin Walnut, although you have options for gloss and other timbers. Fabrics are also the owner's choice.

The saloon of the 46 SMY is all new with a double lounge forward, starboard side aft galley and internal staircase to the flybridge. The port side lounge converts to yet another double berth thanks to the drop-down dining table, plus there is yet another complete berth opposite if you need it. This is a boat you need if you plan to have many friends staying overnight. Two couples plus five or six kids, no problem for the 46 SMY.

High profile windows radiate natural light into the saloon, and the loungers are at a perfect height to look at what is happening outside.

The aft galley features a composite bench top, large servery spaces and the usual amenities and appliances required to feed the hungry and possibly large crew. A small detail, but the two-pack painted cabinetry above the galley is a subtle break from all the Walnut and offers contemporary elegance. It blends into the area rather than being imposing. Riviera has included a dedicated rod locker to make the best use of available space above the galley.

The staircase to the flybridge is the same concept as on the larger Sport Motor Yachts, with floating treads on a stainless frame. In the 465 SUV, this space was taken up by a bar area.

THREE CABINS

The three cabin, two bathroom layout of the 46 SMY has is a forward master with an island berth, his and hers wardrobes and an extra large en-suite.

You can choose the starboard guest cabin of two singles or another double berth. To port, the cabin has a double berth plus plenty of storage. The two guest cabins shared the second en-suite, doubling as the day head.

Imposing. That is how I describe the massive and stylish hull windows, which radiate copious light into

the three cabins. Gone are the days of one or two small hull ports. Like most of their contemporaries, Riviera sees the benefit of having sizeable stylish hull windows, which not only stamps a signature on the brand but also helps eliminate those old, dark, uninviting cabins.

ON THE WATER

I always enjoy boating on the Broadwater, although it does take a keen eye ahead and one on the screen to weave your way around the many sandbars. The big Garmin screen made the transit from Runaway Bay to the Entrance and beyond too easy. Interestingly I was last out on these same waters a few months back, running the Riviera 465 SUV. The handling, ride and attitude of the flybridge boat were very similar. Positive, responsive and agile. The extra height of the flybridge had a limited effect on how the boat responded. The boat's ride attitude and how it runs through the water can be very much predetermined by leaving the Seakeeper 6 gyro and the Volvo Penta interceptors to do their work.

The 46 SMY ran out to around 35 knots in the low swells off Surfers Paradise. This showed a fuel burn of 286 lph for the twin 725hp Volvo Penta D11 IPS950s. The best cruise was at 2300 rpm @ 29 knots with a fuel burn of 224 lph. Based on 90% of the available fuel, that gives you around a 300nm range. The IPS D11 950s are an upgrade from the 600hp D8 IPS800s.

The saloon of the 46 SMY is all new with a lounge forward, aft galley and internal staircase.

The forward master has an island berth, his and hers wardrobes and an extra large en-suite.

Sizeable stylish hull windows, really open up this guest cabin.

To port, the cabin has a double berth plus plenty of storage.

From the platform to the alfresco deck, everything blends seamlessly into one.

SUMMARY

Essentially, the 46 SMY is the flybridge version of the 465 SUV. Fish, cruise, party or whatever, the Riviera 46 SMY offers it all in a neat liveaboard package. This is a superb social boat as well as a family boat. Riviera has done an excellent job blending modern contemporary with traditional materials, and the result is visually easy on the eye. It is an exceptional example of what 42 years of evolution can create.

PERFORMANCE DATA : 2 X VOLVO PENTA IPS950

SPECIFICATIONS

Boat Design Riviera 46 Sport Motor Yacht

Year Launched 2022

Style Flybridge

Builder Riviera Yachts

Designer Riviera Yachts

LOA 15.90m

LOH 14.30m

Beam 4.76mm

Draft 1.30m

Displacement (Dry) 21920 kgs

Max Speed 34.5 knots

Construction GRP Composite

Fuel Cap 2500 litres

Water Cap 500 litres

Engines Make 2 x Volvo Penta IPS950

Drive Train IPS

Generator Onan

Air Con Dometic

Watermaker Bluewater Interceptors Volvo Penta

Electrically Operated

Telescopic Shade 2500

The all new Telescopic Shading system by Webasto is ideal for use above the cockpit or rear deck. operated with the touch of a button this smart, straight forward design can be customized to widths up to 2500mm and a range of colours ensuring a perfect match with the styling of your boat.

Features:

Fully retractable

Customisable widths up to 2500mm

Easily retrofitted or integrated by your boat builder

Self adjusting within 5mm

Marine-grade stainless steel tubing

High quality eco-friendly shade fabric Can be used in tandem with Webasto's wide range of GRP & glass marine sunroofs

+61 (0)2 8536 4800 svc-info@webasto.com

Webasto Thermo & Comfort Australia

ELECTRIC

THE CURRENT STATUS OF BOATS

In the first of a two part series we look at the rapid evolution of the Inboard Electric Boat Propulsion phenomena in the recreational boating (and to a degree; commercial) marine industry both here in New Zealand and overseas. In part one we will delve into the background of this phenomena and in part two we will look more closely at Kiwi companies who are at the forefront of this technology.

First off, let’s address the two big elephants in the room when it comes to discussing electric propulsion, whether land based (electric vehicles) or water based (electric boats), which is the theme of this article.

These two elephants are “Range Anxiety” and “Fuel Filling”. I have been following electric vehicle development over the past decade, and ever since I picked up the book by Ashlee Vance about Elon Musk, I discovered that whoever you talk to, the first two issues of concern (our two elephants in the room) are “how far can I go on a full charge” and “where do I fill up when my fuel (batteries) get low?”

By the end of this article, those two elephants of concern will be reduced in size to a couple of wee mice in the room. Elephants dealt with, let’s move on.

But, before launching into this story, I thought to myself; “What do most people really even know about electric powered vehicles, never mind electric powered boats?” Therefore I’m going to start with some basics, believing that unless one understands the terminology, one cannot appreciate the product and what that product can and cannot do. I guess a bit like trying to explain philosophy to you in Greek when you only understand English.

The Terminology. Think of it this way. If you were to discuss a fossil fuel vehicle with just about anyone who has a car, they would probably grasp what you are telling them if you stated that your vehicle has a 2.0 litre, 4 cylinder engine, producing 160 horsepower, has 175 lb.ft of torque, can accelerate from 0 – 60 mph in 10 seconds, has an average fuel consumption of 8 litres/100 kilometres and full tank of fuel may get you from Auckland to Wellington without refueling.

Now, as the following terms will pop up from time to time, you may want to refer back to them as you read this article.

Energy is a measure of how much work it takes to do something. In the metric system it is measured in kilowatt hours (kWh). In the Imperial system in BTUs and otherwise.

Torque is the angular equivalent of force. In the metric system it is measured in newton metres (N.m). In the Imperial system in pound feet (lb.ft) and is a measure of how much a force acting on an object causes that object to rotate.

Thrust, that which makes your boat go, is a force (usually a push), measured in newtons (N) or pounds (lb). 4.45 newtons (0.453775 kilograms force (kgf)) of thrust equals 1 pound of thrust. Or, if you wish, 1 kilogram of force (kgf) = 2.21 pounds of force (Ibf) Power is the rate at which work is done (or how much energy gets used how quickly). In the metric system it is measured in kilowatts (kW). In the Imperial system in horsepower (HP).

It is important to understand the difference between a kW (a measure of power) and a kWh (a measure of energy). Kilowatthours measure energy (e.g. how much charge is in a battery) and kilowatt measures power (how quickly the energy [charge] in the battery can be used). Since we’re talking about electrical inboards, its better that we use kW and kWh since these quantities are most commonly used throughout the electrical world.

So, if you’ve got a long way to go you need plenty of Energy (kWh or BTUs). But, if you want to go fast you need plenty of Power (kW or HP).

Horsepower, torque, speed, power, fuel consumption – what do all these really mean? Then there is the confusion between Imperial measurement and metric measurement. E.g. miles per gallon (mpg) versus litres per 100 kilometres. Or describing power in horsepower versus kilowatts. Arrrgh!

BATTERIESFUEL

An electric powered boat is very similar. If you know your boat has 100 kWh of available energy in its batteries and you use 2kW at 10 knots; on a full battery you can run for 50 hours or 500 nm (assuming 100% efficiency).

But life is never that simple, right? True, but on the other hand, it isn’t that complicated either.

With an electric boat, our fuel source comes from batteries. The number of electric motoring hours depends on your battery bank combined with any additionally generated capacity (from solar, wind, genset or other sources).

When shopping for a battery, there are four main categories: Flooded lead acid: The most affordable are 6V deep cycle batteries, often used for electric golf carts, with a typical capacity of 200-250Ah. They are economical and are built for deep discharges. They need to be mounted upright and receive regular addition of distilled water. They also emit hydrogen gas when recharging. Not the most desirable marine option!

AGM batteries: are fully sealed, maintenance-free, handle high recharging current and can be mounted in any position. Relatively inexpensive, but won’t provide the “grunt” and capacity of Lithium-Ion batteries. Once again, not ideal for an electric powered boat.

Gel cells: are sealed, maintenance free, with a long lifespan allowing a large number of charging and discharging cycles. They are excellent as a service battery for medium and large systems. Lithium type batteries in general, are top quality but most expensive, with highly advanced technology. They have a high energy density and are perfect for deep cycling applications. There’s also loads of types pf Lithium batteries: LiPO4, NMC, LTO etc etc. Each is quite different from the others. Compared to traditional lead-acid batteries, Lithium type batteries offer savings of up to 70 % in volume and weight, while the number of charging cycles is three or more times as large. Therefore, most commonly used for inboard electrically propelled boats.

CHARGING METHODS

Charging inboard motor boat propulsion batteries is, by and large, similar to charging electric vehicle batteries. However, the big difference is that the marine charging infrastructure is not yet as available as it is for land based electric vehicles; but we will get to that. Needless to say, batteries need to be charged as they get near empty, just as your current diesel engine fuel tank will need to be re-filled after a day out on the water. But more on that later as well. What we really want to talk about is where the marine industry is as of today in terms of the practical viability of inboard electric boat propulsion for recreational and/or commercial use.

As I started to research this article I was amazed to discover how far the marine industry has come in such a short time in regards to actual electric boats already in day to day use, as well as being equally astounded by the plethora of new developments happening right now both locally and internationally. The tsunami of development all over the world necessitates a two part article.

Therefore, for this first part, we will focus on what is happening right here in New Zealand using a handful of Kiwi companies to illustrate that, within a very short time, we will likely see as many inboard electric propulsion boats out on the water as we currently see land based electric vehicles out on our roads. But before discussing some of the aforementioned companies, first a quick tutorial on the three main categories of electric boat options; not surprisingly, options similar to land based electric vehicles (EV’s).

Hybrid boats combine the benefits of diesel engines and electric motors. Capable of operating in a range of cruising modes, they can generally shift between electric and diesel mode.

Plug-in hybrid boats have both an internal combustion engine and a battery. While the hybrid boat’s battery and engine are connected, the plug-in hybrid’s systems operate separately and the batteries can be charged up at a marina (for example) after time out on the water.

BEB (Battery Electric Boat) – my own acronym, is a pure battery electric boat. Whereas a BEV in land based terms is a pure battery electric vehicle. These boats/vehicles are powered by rechargeable battery packs, with no secondary source of power. These boats/cars plug into an electricity source to recharge. These distinctions are important when it comes to discussing electric boats and sometimes exact comparisons between boats and cars is not that straight forward, as we will learn.

Earthling ( EV ) Ltd

,

owned by John McGettigan, a passionate eco-warrior, who has understandably, pursued his interest in electric boat propulsion over the past two decades, forming strong relationships with

Earthling E-40 is a hybrid power catamaran, with large slow moving propellers driven by state of the art e-systems.

cutting edge European EV producers. The recently launched Earthling E-40 is a hybrid power catamaran which strives to offer a different experience, with large (unconventional), slow moving propellers driven by state of the art e-systems propelling highly efficient hulls. The E-40 is only the start, and will be part of a large family, with worldwide service and support from WhisperPower’s Piccolo DC range of compact marine generators, combining the latest diesel engine technology with a new way of producing electrical power on board. The E40 will be a class boat with all builds identical, the only client options will be colour schemes and furnishings. The boat will include current innovations and, for the future, PectoFoil and Synfuel innovations are under development. Propulsion is provided by the safe, easily serviceable 48VDC motors from German start up Molabo, GmbH which reflect a huge technology leap in marine propulsion.

EV Maritime is currently building Auckland Transport’s first two electric fast-ferries, currently under construction at McMullen and Wing and due to be completed by mid-2024. is a design, engineering and technology company based in Auckland New Zealand. Michael Eaglin’s leadership of EV Maritime draws on over 25-years of marine industry experience and a personal passion for sustainability. The vessels are the first of the “EVM200” standardised 24m carbon composite catamarans, each with a fully loaded service speed of up to 25 knots and a capacity for up to 200 passengers seated inside. The vessels have been pro-actively developed by EV Maritime in compliance with Det Norske Veritas (DNV) classification for a global market applicability. The EVM200’s will be powered by over 1200 kWh of NMC lithium ion batteries for long range, running quad Hamilton Jet propulsion with Danfoss Editron permanent magnet electric motors and an extensive Programmable Logic Controller (PLC)-based integrated alarms, monitoring and control vessel management system with real-time ship-shore data transfer. The first two Auckland vessels will operate from downtown Auckland Harbour and are likely initially to service Hobsonville and/or Half Moon Bay.

Naut Ltd ( McKay ) ) is a recently formed marine electric propulsion subsidiary company of McKay, based in Whangarei, New Zealand, established with the express purpose of primarily supplying retrofitted inboard recreational and commercial vessels in the 6 – 12m range. The Naut team have developed an electric propulsion system that can be sized to meet potential customer needs and works with any drive line: stern drive, shaft or jet (not to mention the Naut Electric Outboard, which is also available).

The first Naut inboard electric power vessel was the 25 year old Ramco trailer boat, Beachcomber. A 7m aluminium power boat that was originally powered by a Ford V8 5.0 motor and which is still fitted with the original, refurbished OMC stern leg. The vessel represents another big step in Naut’s product development as the production team get closer to the delivery and production of fully electric propulsion products chiefly for the recreational marine sector.

‘Beachcomber’ comfortably reaches planing speed, with a top speed of 28 knots with a 150hp electric system.. The battery and propulsion system, comprising mainly ‘off the shelf’ componentry. The boat will accommodate overnight charging, from a standard home power point.

MCLAY 481 FORTRESS

Not content to develop the aforementioned market in electric trailer boats, Naut has also signed an agreement with Shotover Jets for Naut to undertake a feasibility study to build a new fleet of electric jet boats. The initial scope of work will be for Shotover Jet’s fleet; however, the company is looking to convert all their jet fleet to electric, including Huka Falls Jet and Dart River Adventures. McKay already has an established reputation in the design and co-manufacturing of 'BEB' vessels and last year they were instrumental in successfully launching the Wellington Electric Boat Building Company's (WEBBCo.) fully battery electric ferry, "Ika Rere", which now daily plys the Wellington harbour, supplying a regular service between Queen's Wharf and Days Bay. I was recently fortunate to be able to take one of these daily trips and was, to say the least, impressed. More on this vessel will be discussed in part 2 of this series._____________________

ZeroJet , yet another innovative New Zealand marine company, whose aim is to remove the need for ICE (Internal Combustion Engine) motors on new boats under 6m. With the launch of its 14 kW ZJ20 electric jet system Zerojet has gained traction in the international marine industry. Now, having successfully integrated its system into the OC Tender range, the production of these lightweight and versatile electric power boats is well underway.

The ZeroJet OC Tender package offers superior manoeuvrability and enables these small craft to reach speeds of over 20 knots, offering fun, convenience and a greener solution than fossil fuel boats. Partnering with several international boat builder, ZeroJet can tailor its system to meet the individual needs of each vessel, ultimately providing a turnkey OEM solution to other boat builders.

Torqeedo , although not a Kiwi manufacturer, it is mentioned here simply because of the fact that they are an international company at the forefront of electric boat propulsion, both outboard and inboard and are strongly represented here in New Zealand through their distributor, Power Equipment, located on Auckland’s North Shore.

While Torqeedo is well known for their electric outboard motors, what is not so well known by many boating end users, is the fact that they are also at the vanguard of the design, manufacture and supply of inboard electric motors such as the Deep Blue system. With up to 100 kW the high-RPM version easily powers planing boats, while the low-RPM version is ideal for large yachts and other displacement vessels.

A fully integrated high-performance system for propulsion and energy management. More powerful motors and batteries open up new possibilities.

Sealence DeepSpeed

is a truly innovative system. Auckland based JP Marine, the distributor for the Italian Sealence fully electric drive systems, have begun to fit to a unique 40 foot custom design boat with two Sealence drives.

JP Ribs are also involved with the implementation of an electric charging station marina in conjunction with the Queenstown City Council.

The Sealence DeepSpeed is a completely new marine jet propulsion unit with unprecedented performance in terms of more thrust at any speed, better efficiency and is extremely silent. In addition, it is a unique inboard/outboard system that brings substantial advantages in terms of installation and safety. It is both full-electric and hybrid. DeepSpeed is modular and the powertrain can be easily conjured to provide a bespoke system suited the customer’s specific needs. ________________

E - -Propulsion recently

introduced the I-Series of environmental-friendly electric inboard motors packed with innovative technology, smart features and human operation design. Underpinned by the highly integrated and modular ePropulsion Smart System Architecture (eSSA) and the IoT connectivity service, these motors provides users with an easy-to-use, intelligent, safe and reliable experience unlike any other. A compact design that integrates five functional modules of motor, gearbox, motor controller, system control unit and cooling system into a very small space. There are three models in the range. The 10 kW I-10, the 20 kW I-20 and the 40 kW I-40. The first is air cooled and the latter two are water cooled with an option to be air cooled if necessary. In addition, E-Propulsion offer their H-100 (100 kW) electric inboard motor, engineered for larger sailing boats and motor vessels between 18-30m with a full displacement up to 200 tons. _______________________

Vetus-Maxwell

are household names for just about any Kiwi involved in boating. Graham Maxwell Cundy founded Maxwell in New Zealand over 50 years ago and the company, even though purchased by the well-known Dutch marine company, Vetus, over a decade ago, still has their head offices and manufacturing facility in Auckland. Recently Vetus introduced their range of E-Line range of electric inboard motors. Suitable as both a re-power solution and for new builds, the compact and efficient 48V E-LINE packages enable silent, environmentally friendly cruising with exceptional manoeuvring capabilities.

The E-LINE features Vetus’s Active Electronic Braking, guaranteeing full control without the requirement of a gearbox and clutch. The high torque of the electric motor is used to change the direction of rotation quickly and actively, enabling the boat to be stopped within one boat length if necessary.

Remember those two elephants in the room? I think you will now agree, after reading this article, that they have been reduced to wee mice and, like land based electric vehicles, anxiety over range and charging your electric boat, if not already a thing of the past, will be soon. The future truly is here now. In Part Two we look a little deeper at what is happening in the inboard electric market.

ED

- -TEC

/ Q- - Speed

is a collaboration between New Zealander, Leigh Michau, founder of Q-Speed and German, Michael Jost of start-up company eD-TEC. Between them and their ‘Believer Team’, they have designed and developed a system to offer an electric drive solution to the boating industry for vessels from small day boats and tenders to performance cruisers up to 30m.

“It is not just an electric inboard – it is complete plug and play, end to end technology stack (see image). There are lots of electric motors for boats on the market but not that many complete solutions and none that go as far as we do.”, says Leigh.

The eD-QDrive is based on an ultra-efficient mounting solution, simple plug-and-play drive interface and integrated technology backbone that extends from surface-drive propeller through the AI Box and battery bank to the helm interface.

The first eD-QDrive will debut in an 8.6 metre RIB with a range of 70 nautical miles at 30 knots. This system offers 100kW continuous power, which can be boosted to 200kW for a limited time, via a high C-rate battery bank scalable from 80 to 320kWh. A Cloud data analysis and a software-driven business model will allow for constant system updates and instant system upgrades. __

This new diesel-powered Tristram 821 Offshore features an array of advancements and technology to inspire aspiring Tristram owners with some serious inspiration for their new machines.

Kingsley Fink, GM of Tristram Marine, says it is all about the detail. Nothing is missed, and nothing is left to chance. "We have not only reinvented the art of luxury trailer boat building, but we have also taken it to a new level".

He adds that when building and fitting out Team Tristram, they desired to create the perfect boat. Team Tristram is the company's boat, so it goes without saying that it would be at the pinnacle of presentation, style and appointments. If there was ever a boat that had the right to be called the Rolls-Royce on water, it is the Tristram. The 821 Offshore and, more significantly, Team Tristram is impeccable in every aspect and faultless to the core.

Having reviewed most of the Tristram models over the years, the quality is no surprise to me. Every attribute of the boat, from the bowsprit to the underwater lights, pars excellence. And, yet, despite the unrivalled quality and high level of finish, Team Tristram is more than a magnificent boat for entertaining. It is designed primarily to go serious fishing. However, you don't have to have built in tuna tubes, game poles, electric reel connections, or tackle drawers, as the 821 is available with a more family cruiser-based layout. Team Tristram was launched late in 2022 and is based in Whitianga. Over the summer, or what there was of it, the Fink family have taken the boat to fish the depths of Cuvier, enjoy days diving The Aldermens, lunch at Peachgrove Bay, host snorkelling trips to TeWhanganui-A-Hei Marine Reserve, and tour Cathedral Cove's idyllic surrounds to create unforgettable memories with friends and family. Unquestionably a genuine all-around Kiwi boat.

All about the DETAIL

"Adventure

HISTORY

They used to say you don't own a Tristram, you only borrow it, and during the early growing years of the brand, that was very true. Tristram founder, designer and master creator Lance Fink knew where every one of his boats was, and woe betide you if you let it fall into neglect. However, as the Tristram name grew throughout the country, and so to the sales, it became harder to follow the path of every boat. However, now that all sales are made directly from their Hamilton factory, keeping in contact with the owners is much easier and vital to the brand's success.

"Our owners are like family, and we keep in touch as much as we can as this allows us to gain ideas for future development",

says Kingsley. Four years ago, Lance took a step back and left the business's day-to-day operations to his two sons, Tristram (CFO) and Kingsley (GM). Lance, however, is still heavily involved as a sounding board and continues to mentor his two sons, albeit with much less of the frantic pace of the past, from his second home in Whitianga.

The Tristram 821 Offshore, conceived in 2020, was an entirely new design for the company. Unlike some manufacturers that modify an existing model, the 821 was designed by Tristram Marine, using Computer Aided Design (CAD) with foam plugs made for the hull, deck, superstructure and all the various moulds. Kingsley explained that the CAD system's accuracies are within 0.0025mm.

"It was the first time we had designed a new craft over 2.5 metres, with the beam taken from 2.50m to 2.78m, which presented a few design challenges, especially regarding the floatation of the hull. With the extra beam, the boat wanted to float higher, but after designing over 30 varied hull designs, we were able to get it perfect and not until then did we start crafting the plug on the CNC Router," says Kingsley. He added that this allowed them to learn the hull's variables with different chine designs, deadrise, weight, etc. Valuable information that can only be sourced from designing by CAD. The 821 hull is as perfect as you can get for a boat of its dimensions.

"We wanted to achieve the best possible

and sports fishing are now cemented in Tristram Marine's ethos. Another in-credible demonstration of this has recently been created, further revealing the company's world-class team's insatiable appetite to venture beyond".

stability with variable weight distribution, given the beam and deadrise and CAD allowed us to do that with so much accuracy".

POWER

The 821 is available in twin or single outboards up to 600hp or, as in the case of Team Tristram, diesel sterndrive.

Team Tristram is powered by the Mercury diesel 270hp V6 Turbocharged with DTS and Mercruiser Bravo 3 drive.

Maximum speed with the 270hp diesel is around 35 knots, but if you go for the outboard version, you can expect 53-56 knots. Based on 90% of the 400 litres of fuel, Team Tristram has a range of 270 nm @ 3000 rpm, using 28.5 lph / 1.30 lpnm and a speed of 22 knots. As this boat will be used a lot for trolling, it is crucial to have a good range at low speeds. Team Tristram can cover over 400nm @ 7.6 knots, using less than one litre per nautical mile.

The 821 hull has extra wide downturned chines, with a 21deg vee at the transom. Thanks to a deep keel, the boat tracks perfectly and goes precisely where you point it. It holds its bow up nicely in a steep following sea, and you don't have any wavering or issues with broaching. Trim tabs are built into the hull, so there is

no obtrusion off the transom. When you offer two power types, there will be some variances in the transom design. The usual method is two different transom moulds. However, not so Tristram Marine. Tristram has two deck moulds. Kingsley explains that they didn't want to see any joining lines between the transom moulding and the coamings.

A very clever feature is that the inboard engine is fitted under the live bait tank, so the intrusion into the cockpit is the same whether you have inboard or outboard power. With the inboard arrangement, there is the bonus of a double seat. But with the outboard version, the live bait tank is moved forward over the seat to allow enough room to trim the engines. This means that the footprint on the cockpit sole remains the same. Very clever.

Another example of detailing that sets Tristram apart from many of its competitors is the design of the underfloor gutter system around all the hatches. Hidden out of sight, the cockpit is quickly drained through a series of channels. Draining the cockpit is critical if backing up hard on a fish in choppy water. A deep sump and bilge pump take care of the flow very quickly.

READY FOR FISHING

With fishing in mind, Team Tristram is loaded. The full beam boarding platform features high profile wrap-around rails and non-slip SeaDek flooring, which extends the external area into a safe fishing environment. There is a telescopic drop-down ladder recessed into the platform, a pair of tuna tubes on the back of the 70-litre live bait tank and below a couple of underwater lights to bring up those squid at night. There is twin access to the cockpit with a storage bin built into each step. The cockpit sole has three extra large lockers, which can be used for rod storage, fish bins or as wet lockers. Team Tristram has one dedicated just to lockable rod storage. There is enough length for 8' 8" stick bait rods and large reels such as 50 Wide Golds.

Wide side trays provided space for the tag pole, gaff, and net. Deep toe kicks and padded coamings mean you can utilise the foot space right to the edge. There is also a couple of built-in tackle drawers. The dash is adorned with a Fusion Signature Series entertainment system, including subwoofers, a Simrad Komodo glass dash with 3D StructureScan transducer, Simrad Autopilot, and Simrad HALO 24" radar. Team Tristram also has Ocean Blue game poles, a rocket launcher, a cray pot hauler, and the electric bowmounted Minn Kota.

UNDERCOVER

From the seat modules through to the bow, the layout of Team Tristram is very much the same as other 821s. To port is a double seat arrangement with reversible backrests on both. Under the aft seat is a pull-out sink and cooker, plus a Dometic Coolice 70-litre cooler box.

Following the family cruiser mode, you can convert the twin seats into a dining area with a separate table and, with another infill, transform the space into an adult length berth. Again, very intelligent use of space. Storage is plentiful, and there is even space for a 36-volt/100amp-hour battery for the Minn Kota. As an overnighter, the Tristram 821 offers it all; head, shower, cooker and accommodation. Forward in the lockable cabin is an electric head under the rear of the starboard side squab. Privacy is available by locking the sliding cabin door. The two 2.3m squabs can be transformed into a large double with an infill. As the boat is over-width you can actually sleep widthways. There is also a bunk option across the forward bulkhead, which is great for kids or somewhere to stow your gear. Cabin windows and an overhead hatch offer plenty of light. Storage trays on either side and under the squabs handle a lot of extra gear. Foam under the bunks adds extra sound deadening to the cabin.

Fishing or cruising

Team Tristram offers it all.

ULTIMATE FUSION

Team Tristram is built from an impeccable heritage and puts a new perspective on trailer boat luxury. You don't have to have all the options, but why not. If you spend large on a big trailer boat, then I would tick all the boxes. Designed by CAD and hand crafted by the talented team at Tristram Boats, Team Tristram epitomises what this brand is all about. If you desire to own an outstanding example of Kiwi trailer boat craftsmanship with a performance to match, I say it's well worth the wait to have one built by the team of memory creators at Tristram Marine

Both a family cruiser and a sportsfisher, Team Tristram is the ultimate all-rounder.

PERFORMANCE DATA : MERCRUISER 270HP DIESEL

SPECIFICATIONS

Design Name Tristram 821 Offshore Price POA

Year Launched 2022

Builder Tristram Marine

Designer Tristram Marine

LOA 8.77mm

Beam 2.78m

Deadrise 21 deg

Trailerable Wght 3500kg

Max Speed 35 knots

Construction Fibreglass

Fuel Cap 400 litres

Water Cap 100 litres

Engine Mercruiser 3.0L V6 270hp Diesel

Drive Train: Mercruiser Bravo 3

Propeller Mercruiser 24P

Trim Tabs Lectrotab

Lighting Hella Lighting

MFD 2 x Simrad 12”

Windlass Maxwell

Ent System Fusion

Underwater Lights Hella

Flooring SeaDek

Contact

THE STORY OF TRU-JEN

No major speedboat trophy has ever been won easily and without doubt the Masport Cup would be the most difficult to win in New Zealand. The origin of the Masport Cup dates back to 1925 when Messrs Mason and Porter Ltd donated the Trophy to The New Zealand Power Boat Association as an annual trophy for the New Zealand Speed Boat Championship.

Sometimes the race would appear to be an anticlimax after the buildup of publicity before the event. However, nothing that happens on race day can give any indication of the hours, weeks, months and sometimes even years of work that have gone into the craft competing. Harry Rutledge and Bill Ruffell’s 3½ ton Allison powered unlimited hydroplane Tru-Jen, was one such craft.

Susan Leigh II, later renamed Tru-Jen was

built in Blenheim in the South Island of New Zealand in 1958 with the mission of winning the 1959 Masport Cup and taking it from Len Southward’s Redhead back to their club in Marlborough. Masport Cup day in 1959 was a double disaster for Susan Leigh II and Redhead when both boats went to the bottom of Picton Harbour, watched by a crowd of 14,000 spectators. The cause of the sinking was the same for both boats – a broken

propeller blade. Redhead never raced again but when Susan Leigh II was raised she was renamed Tru-Jen after the wives of the coowners, Trudy Ruffell and Jen Rutledge. After 10 long years of frustration and bad luck, the dogged perseverance of the Tru-Jen crew was finally rewarded by Harry’s memorable runaway victory in the 1968 Masport Cup on the Tamaki Estuary at Flat Rock in Auckland. The critics were staggered by the ease of the win against the

then fastest boats in New Zealand on a very tight course totally unsuited to a 9.1m (30 ft) unlimited hydroplane. The main reason for Tru-Jen’s extraordinary performance that day was a new propeller made by Nadler and Biddle Ltd of Nelson, which had only been tested the day before the race.

ALLISON V -1710

Harry and Bill bought the first Susan Leigh from Don McLeod and Syd Williams of Auckland in 1956 mainly for the Allison engine and gearbox and also to get some experience in racing against Redhead. The boat was capable of about 90 mph but above that speed it was virtually uncontrollable. After racing Susan Leigh behind Redhead for a couple of seasons Bill and Harry decided that it was time for a better hull capable of using the maximum power available from the Allison V-1710.

The Allison Division of General Motors Corporation in Indianapolis built these engines. At peak production during World War II, 1000 V-1710’s were made every month. The Manufacturer most identified with the V-1710 was Lockheed who built the P38 Lightning. During the early war years the V-1710 was also put to work in the first 500 North American P-51 Mustangs. After the war there was a large surplus of V-1710’s and they could be purchased very cheaply.

The V-1710 is a supercharged liquid cooled V12 with a bore of 5 ½ inches

and a stroke of 6 inches giving a capacity of 1710 cu in (28 litres).

A study of the Altitude Performance Chart for the V-1710-81 reveals a takeoff rating of 1200hp at 3000rpm for a boost of 52 in hg. It is interesting to note that during the 1968 Masport Cup, TruJen’s Allison reached 3800rpm at a boost pressure of 76 in hg corresponding to a power output of well over 2000hp on the chart. At these revs Tru-Jen was estimated to be travelling at over 200 km/h (125 mph) on the course. The deafening thunder of an Allison operating well beyond its war emergency rating was an experience not likely to be forgotten by spectators.

The huge power output of the Allison was matched by an equally huge consumption of 130-octane aviation fuel of the order of 13.6 litres (3 gpm). Harry and Bill were very thankful that BP sponsored their fuel and oil costs in the latter years of their racing.

The Allison was a massive engine to work on with four valves and two spark plugs per cylinder. Even the carburettor was a highly specialised instrument that required the expert attention of New Zealand’s National Airline Corporation workshops periodically. Changing the 24 spark plugs, some of them in the most inaccessible places, was a major task and checking the magneto timing required considerable expertise. Fortunately the Allison’s were usually very reliable and only required routine servicing. The engine that won the Masport

Cup eventually put a rod through the crankcase- understandable in view of the punishment it had taken.

The original engine in Tru-Jen was completely ruined by saltwater when the boat sank in Picton in 1959. Another engine partly submerged during a launching mishap and had to be rewired. A third engine blew its supercharger when the impeller bearing failed and a fourth engine‘s supercharger was also destroyed by an explosion when the mixture control accidentally vibrated to the full lean position. At the end of Harry and Bill’s racing career in 1970 the supply of Allison’s was beginning to dry up.

THE GEARBOX

The gearbox in Tru-Jen came from the first Susan Leigh and Mr Bates of Morrinsville built it in 1947 at a cost of £740.00. It had three beautifully machined herringbone gears, 5” wide giving a step up ratio of 3 to 1. The centre gear was an idler gear that gave sufficient distance from the engine crankshaft to the propeller shaft to enable the shaft to run beneath the engine with the gearbox mounted in front of the engine.

One of the major problems with the gearbox was to find bearings capable of withstanding the high loads combined with the very high rpm of the output shaft – up to 11,400 rpm. With over 2000 hp being transmitted through the gears the gearbox not surprisingly

become quite hot through the race. Another problem with the gearbox was that it weighed ½ ton. Harry spent a whole day and night turning excess metal from the gears and eventually removed about 1 cwt.

THE BUILDING OF SUSAN LEIGH II

Ted Jones of USA who at the time was one of the world’s leading designers of unlimited hydroplanes designed the hull. It was similar to Hawaii Kia III the current world record holder for propeller driven craft, which had achieved 314;33 km/h (195.32 mph). The main difference between them was the cockpit and engine layout.

Harry and Bill opted for the cab over configuration with the cockpit in the front of the engine. This allowed the driver greater visibility and a smoother ride. Furthermore the driver was not deafened or cooked by the engine. There was also considerably less danger in the event of fire, explosion or propeller shaft failure.

When Tru-Jen was built the cab-over configuration was quite new to thunder boats.

Thriftway Too was the first cabover in 1957 and Tru-Jen was the second in 1958. Tru-Jen was also the first true 3-point thunder boat to be built outside of the USA.

The hull was 9.1m (30ft) long and 3.65m (12ft) wide at its widest point tapering to 1.09m (3ft 6in) at the stern. The sponsons are the self-draining type (wet sponson) and are bolted to the main hull with 50 bolts per side.

The cockpit was built to accommodate the driver and two passengers, one on either side of the driver. On the rear of Tru-Jen is a WWII P51 Mustang tail fin and was offset slightly to help counteract the torque that the Allison developed. The tail fin gave the boat an aircraft-like silhouette.

The Ted Jones plans for the hull were obtained from R S (Jack) Nicholson of the Royal New Zealand Air Force based in Ohakea.

He raced a small hydroplane and was very keen to see a true unlimited hydroplane built in New Zealand. On the plan there was no information on how to set up the boat for engine position, balance point, rudder or propeller. These problems all had to be solved by Harry and Bill.

Construction of the bare hull was started early in 1958 by Harry.

The first job was to laminate the two 9m long by 35cm (14-inch) deep engine bearers

from imported Oregon using 9 litres of “Norstick” epoxy glue in the process. A further 32 litres of glue were used during the hull construction. The highest quality plywood was used and the tunnel bottom and sponsons were double skinned. Altogether 20,000 galvanized sprigs and 1000 woodscrews were used in the timberwork.

Some extra strength was built into the hull for safety reasons. At about this time several thunder boats in the USA had bad accidents where hulls completely disintegrated and Harry did not want their boat to do the same. Because of the extra hull strength and the weight of the gearbox Tru-Jen was heavier than most of her contemporaries. The Unlimited hydros in the USA also developed considerably more horsepower than Tru-Jen and used the latest state-of –the-art propeller designs. Tru-Jen

now is and christened her Susan Leigh II with the traditional bottle of champagne on the bow.

After being towed under the bridge into the open water, her engine was started and she cruised down to the harbour at low speed. During her first run, which took 20 minutes her speed increased progressively to about 145 km/h (90 mph) with no problems.

On her second run she was estimated to have reached about 170 km/h (105 mph). After one more run she was taken out of the water and Harry and Bill were two very satisfied men. Their hours of work had been rewarded by near perfect behaviour and performance with no major problems apart from the boat being slightly light in the stern. Hopes were running high for a good performance against Redhead.

The shingle was added for balance was then removed and blocks of lead to the same weight were bolted in place. At this stage everything seemed perfect and it looked as if Susan Leigh II had every chance of beating Redhead.

1959 GRIFFITH CUP

was therefore not expected to perform in the 180-190 mph bracket but it was hoped that speeds of 100-110 mph would be easily attainable on the course regardless of water conditions.

INITIAL TRIALS OF SUSAN LEIGH II

After more than a year of hard work Susan Leigh II was ready for her first trial runs 3 weeks before the Griffith and Masport Cup races to be held in Picton on Easter weekend of 1959.

It was decided as there were no cranes available to lift Tru-Jen into the water as they did in the USA it would be easier to transport Susan Leigh II on a flat trailer and to back her into the water as they did with the smaller boats. Every time Susan Leigh II was transported she needed a special over width permit from the Transport Department.

Jen Rutledge and Trudy Ruffell launched her in the old lagoon at Picton close to where the Cook Straight Ferry Terminal

The 1959 Griffith Cup was contested at Picton on Easter weekend between Susan Leigh II and Redhead. In typical sporting fashion Len Southward had agreed to race at Picton rather than Wellington. There was widespread publicity leading up to the event and hopes ran high that the brand new local boat would dethrone Redhead which had remained unbeaten from 1948 to 1958.

As well as the big boat from Marlborough, Redhead was also up against the much smaller but very fast hydroplane Mystic Miss driven by Frank Gatland of Auckland, which was entered in the Masport Cup to be held on the same day. The Ferrari V-12 powered hydro at that time held the Australasian water speed record of 116.8 mph.

All races in New Zealand at the time were ran in a clockwise direction and 14,000 people were crammed in Picton that day to see the battle of the two giants and the very fast and beautifully prepared Mystic Miss. The first big race on the programme was the Griffith Cup and before the start Harry and Len had a gentleman’s agreement to stay together for the first few laps before beginning the race in earnest.

When the pole boat flag was dropped Susan Leigh II and Redhead growled around the course side by side for 2 laps at about 140

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km/h (85 mph) with both Allison’s cruising comfortably at well under 3000rpm. At the end of the second lap Harry and Len unleashed full power and with her roostertail up Susan Leigh II edged past Redhead.

Just before the inner harbour turn there was a sickening crunch from Susan Leigh II and she glided to a stop as Redhead went past. In dismay the Marlborough supporters watched Harry and Bill’s pride and joy sink in 10m of water. Redhead cruised the remaining laps to retain the Griffith Cup. Later in the day, during running of the Masport Cup, Redhead disappeared dramatically in a cloud of spray after an exciting duel with Mystic Miss. An inspection after both boats had been salvaged from the bottom of the sea showed that both boats had broken propeller blades. The resulting out of balance force of the remaining blade rotating at 9000rpm was sufficient to break the strut and twist the propeller shaft into an S bend.

The bottom of Susan Leigh II was so strong that only a small hole about 30cm long was punched through. The 76mm diameter main shaft in the gearbox was twisted 20 deg when the Allison stalled. Redhead never raced again and is now on display at Southwards Museum. On the other hand Harry and Bill were just beginning and they had the heartbreaking and expensive task of rebuilding their labour of love for the next Masport Cup.

In the hope that a change of name would bring them better luck, Susan Leigh II was renamed Tru-Jen after Trudy Ruffell and Jen Rutledge, the wives of the co-owners. When they got the boat back to the workshop Harry and Bill began to realise just how much work was ahead of them. Harry had a work accident that slowed the work on Tru-Jen. The Allison engine and all wiring and instrumentation were ruined by the salt water and would need replacement. The gearbox would have to be completely rebuilt with a new main shaft. The propeller shaft and struts required replacement and the hull damage needed repairing. Finally, a new and stronger propeller would have to be made.

1960 MASPORT CUP

In this race Tru-Jen, Mystic Miss and an Australian boat, Jag were the main contenders. Bill drove a good race considering it was his first, but Tru-Jen did not reach anything like full revs due to a

gearbox bearing failure during the race. Mystic Miss won with Jag 2nd and Tru-Jen not too far behind in 3rd. After this race Harry and Bill decided to move the engine and gearbox back 35cm and remove the 91 kgs (200lbs) of lead in the stern. With Harry incapacitated work dragged on slowly but early in 1961 the boat was ready for another trial run to see if it was good enough to go North for the 1961 Masport Cup. During a high speed test run the fuel mixture control accidentally cut to lean resulting in an explosion that blew the entire back off the motor.

Motors were getting scarce by now and it was some time before one could be found. Another year went by before the new motor was in and Tru-Jen was ready for more trials at Picton.

Jack with his midget 12ft hydroplane Excuse Me Too that was powered by a 1000cc V4 engine built by Jack from two 1947 500cc

Triumph Speed Twin motorcycle engines. At that time Tru-Jen and Excuse Me Too were the largest and smallest inboard hydroplanes in New Zealand.

The 1965 race was again to be held at Lake Rotoiti and this posed some problems for Harry and Bill. Between Blenheim and the lake were six bridges all too narrow for TruJen’s 3.65m beam. In their inimitable style Harry and Bill overcame this by running one wheel of the trailer on thick planks and so tipping the boat enough to enable one sponson to clear the side of the bridge. It took them 2 days to make the 75-mile trip. Their efforts were well worthwhile. After an exciting duel with Jock Appleton’s Elray, Tru-Jen won when Elray broke a rudder shaft with a half a lap to go.

Tru-Jen got away to a slow start but closed the gap during the race forcing Jock Appleton to keep up a hair-raising pace on the rough water that had the spectators on their toes. In those days Jock used to strap himself into his hydro so he would not been thrown out. This was Tru-Jen’s first victory and it had taken 6 years to achieve. Autobeat driven by George Butler was second with Slipray II third.

By this time the launching ramp had disappeared due to the development of the Picton Ferry Terminal. An attempt to launch Tru-Jen on the temporary ramp resulted in one wheel of the trailer sinking and Tru-Jen partly filling with water and all instrument and electrical gear were once again ruined.

The Tru-Jen crew was used to setbacks by now but on the brighter side Harry had now recovered from his work accident, and he decided to drive Tru-Jen again. On the next trial run at Picton in late 1964 yet another gearbox bearing failed and it was back to the workshop again only three weeks before the Pelorus Jack Cup.

1965-1967 PELORUS JACK CUP

In January 1965 the Marlborough Power Boat Club decided to attract the top North Island boats to race against Tru-Jen by offering big prize money for the Pelorus Jack Cup. The year before, the 1964 Pelorus Jack Cup had been won by Harry’s brother

In 1966 Tru-Jen won again easily and the following morning Harry became the first South Islander to earn a 100mph Gold Badge. Two months after the 1966 Pelorus Jack Cup Harry and Bill had more speed trials on Picton Harbour but a super charger impeller bearing failed. No more motors were available and they were left with a new but lower powered Allison donated by Dr Buckner of Picton. This motor was tried out 1 week before the 1967 race. The carburettor was given trouble and it was rushed to N.A.C. in Christchurch for testing and repair. It got lost en-route and eventually turned up just 24 hours before the race. The new motor ran perfectly and Harry drove to another easy victory with Gold Mist 2nd and Manta 3rd. The next morning Bill did 178 km/h (110.7 mph) on the measured kilometre to earn his 100 mph Gold Badge.

1967 RECORD RUN

Tru-Jen was by now performing so well that Harry and Bill decided to attempt the New Zealand water speed record, which was currently held by Mystic Miss at 200.55

km/h (124.62 mph).

In their first attempt a water hose inside the boat burst and Harry averaged 191.5 km/h (119 mph) with the boat half full of water. Finally on the 18th of March 1967, Bill Ruffell took Tru-Jen through the measured kilometre for a record breaking average of 203.96 km/h (126.74 mph). The run out of the harbour was quite slow because of the limited run up. On the return run Bill took Tru-Jen out of sight down Queen Charlotte Sound before turning around for the run back in.

On the return run Bill kept his foot hard down and Tru-Jen wound up to an estimated 225 km/h (140 mph), so fast that a low flying Cessna with a photographer on board on board could not keep up. The roostertail from Tru-Jen was 30m high and a ¼ mile long and individual propeller blade marks can easily be seen in the photo. The propeller used on the record run was made by Nadler and Biddle of Nelson and had more pitch and less blade area than the prop used for racing.

1968-1970 MASPORT CUPS

With the New Zealand water speed record behind them Harry and Bill decided that they should enter the 1968 Masport Cup, which was to held in Auckland. Tru-Jen was taken to Rotoiti for the 1968 Pelorus Jack Cup. By this time all races in New Zealand had been changed to run in an anti-clockwise direction. In a practice run the propeller was badly bent and Harry and Bill were left with an old and inferior one, which they knew, would be useless against

their fast opponents. And so it proved, Tru-Jen came in 3rd, well behind the winner Elray III.

In the meantime Tony Shuttleworth of Nadler and Biddle was doing some frantic work in Nelson to make a new propeller in time for the Masport Cup race. Tru-Jen was taken straight to Nelson after the Pelorus Jack Cup and shipped to Auckland. Harry left early for Auckland to take charge of the boat. Bill collected the new propeller and started off by car but was taken seriously ill on the journey and was rushed to hospital. In hearing of their plight, Len Southward came to the rescue, picked up the propeller and some other gear and got it to Auckland in time for Harry to have a practice run the day before the big race. The new prop was the best ever and gave the 3500 kg boat a new lease of life. Harry was quite confident that he could take the Masport Cup back to Marlborough.

The starters for the 1968 Masport Cup included six boats that all had been officially timed at over 161 km/h (100 mph). They were Tru-Jen, Air New Zealand (ex Elray), Elray III, Autobeat, Slipray II and Gold Mist. Also entered was another South Island Boat Miss Print III an impressive flat bottom craft, which had been timed at just less than 160 km/h.

From the pole boat start Miss Print III showed tremendous acceleration from the inside lane and rounded the top buoy first closely followed by Harry in Tru-Jen who had started in the outside lane. Harry put his foot down hard coming out of the first turn and flew past Miss Print III on the one mile straight. At the end of the first

lap Tru-Jen had already opened up a lead of 400 metres. This was by far the best performance seen by Tru-Jen and even Harry was surprised at how quickly he had taken control of the race. In previous races Tru-Jen had always appeared to be glued to the water but that day she was completely airborne on occasions. She looked and sounded like a true Gold Cup hydroplane with the characteristic long low roostertail and the thunderous bellow from the Allison being pushed to its limited.

The spectators were treated to one of the most exciting displays of high-powered speedboat racing ever seen in New Zealand. The bank was a natural grandstand and every time Tru-Jen thundered past only 30 yards out, the ground vibrated. Although Tru-Jen won easily and cruised the last few laps of the 7-lap race there was an exciting duel for 2nd and 3rd place between Miss Print III, Air New Zealand and Elray III. Miss Print III managed to hold on to 2nd for a couple of laps until Elray III then Air New Zealand finally got past. Autobeat was the only boat not to finish. The following day Tru-Jen had another easy win in the Moult Gold Cup with Air New Zealand 2nd and Elray III 3rd. After this outstanding performance the critics of Tru-Jen were finally silenced and when Harry returned to Blenheim with the Masport Cup he was given a Mayoral Reception.

The 1969 Masport Cup was held at Picton and Tru-Jen once again burned off the opposition soon after the start. Air New Zealand put in a brief challenge after Harry had eased off but she retired soon after

leaving Bill Paterson’s spectacular Allison powered flat bottom Aquanaut to fill 2nd and Bill Stokes in VooDoo IV coming in 3rd.

At this stage Harry and Bill decided to retire from racing having achieved most of their ambitions with Tru-Jen. At the age of 66 Harry found climbing around on hands and knees while working on Tru-Jen quite hard. Tru-Jen did one or two more races with Tim Rutledge as the driver and after a couple of false sales, Bob Alexandra from Hamilton bought it.

AFTER RACING

Bob had never put Tru-Jen back on the water and it languished for many years in a temporary shed. The roof was several old large farm water tanks cut in half and made in such a way that covered Tru-Jen completely. Tru-Jen was dry, but the deck needed replacement as the ply used did not look like marine ply and had passed its use-by date. A group of us that had been competing at a radio control scale hydroplane regatta at Hamilton had arrived at Bob's farm. While we were there an Australian turned up with the intention of buying some of the old race cars (That's where Bob's value was).

Bob returned to us after pointing the Australian to the sheds and asked if we were interested in buying Tru-Jen as everything has to go. We said we would get back to him. About two weeks later he rang me and said if we were not interested in buying Tru-Jen he would burn the boat.

I rang around a few guys that were there and scraped together enough money to buy her and save Tru-Jen from a fiery grave. Tru-Jen stayed in my basement for about ten years, but nothing was done to her as we had no money. Our main goal was to save her from being destroyed and to keep her out of the weather.

With a young family and a new business, I asked the others that were involved to see what they wanted to do. No one had any money. It was best to move Tru-Jen on to someone that had the finance to restore her.

About 1997, I had a phone call from the Australian who had a friend interested in restoring Tru-Jen. As I could not find anyone interested in NZ, I offered him the boat for free as long as he kept me updated on the progress of the rebuild. A month later he organised a team of boat movers to come and take Tru-Jen away. Tru-Jen had removable sponsons and everything fitted into a 40ft container. It went to Sydney and I believe the Australian business was hit hard by the recession at that time and his business was sold on with Tru-Jen. I was very disappointed that Tru-Jen was not restored but at least we did our bit to save her. The people that bought the business sold Tru-Jen I believe to a member of the NSW Speedboat Club. If anyone knows where it is now I would love to hear from them.

OWNER'S CHOICE

The E Series is Horizon Yachts’ most popular Series, with four models from 23m to 30m, in both open and enclosed bridge styles. Barry Thompson got a chance to look over the first of the new generation E75s to arrive in Auckland.

The E75 is available with an open flybridge or a fully enclosed sky lounge.

The owner of the Horizon E75, Bellagio, says two overriding factors steered him towards the Horizon E75. Firstly, the price point offered great value for money, and he could customise the interior to suit what they wanted.

The owner started his life of boating in the 1990s with a vintage Mariner 31 and was soon hooked. Over the next ten years, he owned a variety of larger cruisers and then, in 2000 placed an order for a new Riviera 48. This was the first Riviera 48 sold to Tasmania, and it served him and his family well. “We enjoyed the build process, but there were not a lot of custom opportunities, so I decided that my next boat should have the ability to be customised.

That turned out to be Blackjack, a Kiwi-built Salthouse 68, which he says at that point was the best boat he had ever owned. “We loved that boat and used it extensively for game fishing and cruising for 15 years. Around 2018, the Horizon adventure started with the purchase of a new E75. This would become the first of four Horizons and the first to be given a personalised touch. Soon to follow was a Horizon FD80, followed by a pre-owned Horizon E73, which was then replaced in late 2023 by the current E75. Bellagio is the 80th E75 to be built with #81 just delivered to another Australian client in early February.

TOTAL CUSTOM

“We virtually started with a clean sheet of paper and worked with the design team at Horizon Yachts, who interpreted everything we wanted and how we wanted the layout configured”, The ability to visit the factory while the boat was being built got interrupted by Covid-19, so every facet of the design and fit out process was done via a computer link. The owners first saw Bellagio when it arrived on the Gold Coast in October 2022. After attending the Horizon Rendezvous at Airlie in Queensland, the boat returned to the Gold Coast and was then driven across to Auckland.

While Bellagio is a boat designed more for cruising and relaxing, by no means has the fishing ability been taken away. The extra-large rise/fall platform offers a great fishing platform while doubling up as secondary tender storage.

“My fishing has not been compromised. We dragged lures and caught plenty of Spanish Mackerel while on our shake-down cruise from the Gold Coast to Airlie Beach and back. While the weather has put a hold on some of our plans in New Zealand, I am keen to get out there to both bottom fish and troll lures, especially around Great Barrier Island”, he added. On the el-fresco deck, Bellagio features a central lounger with a table, access to both sides of the beach club, and a high/low platform. An auto extended sunshade adds extra shade or weather protection for those fishing on the platform. Another custom asset on Bellagio is a 32” Furuno MFD screen facing aft, so you can keep an eye on the fish and structure activity below.

Away from the fishing, there is a large lounging area on the foredeck, ideal for those evening cocktails.

The Horizon E75 motor yacht is an evolution in the design of the E73. With a stylish exterior that follows the successful lines of the E88 motor yacht, the E75’s interior features increased volume and numerous entertaining areas. It also gives an owner plenty of opportunities for a custom fit out.

OPEN OR CLOSED

The E75 is available with an open flybridge or a fully enclosed sky lounge. If you have a boat of this size and plan to use it in Kiwi climates, the sky lounge is the only option. On the upper deck, the enclosed sky lounge comprises the bridge with twin helm chairs, an L-shaped sofa with a Hi/Lo table which converts to another berth and a dedicated workstation specified by the owner.

A trio of 24” Furuno screens dominated the dash, with all controls and system displays below in easy reach.  Another individual choice was for full-width glass sliding doors between the flybridge and the aft upper deck. This opens the space and, like downstairs marries the two areas into one. The upper deck has the Williams 345 jet tender stowage and an ADC crane for easy launching and retrieving. When the tender isn’t there, it is a great lounging area. A bar and BBQ with fixed barstools are in the centre of the deck and is complete with a teppanyaki plate. While the E75 comes standard with twin Caterpillar C18 ACERT @1136hp, the owner went for a pair of MAN V6 @1200hp. They are lighter than the Cats, have a smaller engine room footprint, and have marginally more power. Maximum speed when first launched was 20.5 knots. The best cruise is around 14 knots @ 1800 rpm, which returns around 240 lph. At 80% load, the speed is just over 16 knots with a fuel burn of approximately 380 lph. Using 90% of the 7120-litre fuel capacity, the cruising range at 14 knots is around 500nm.

SALOON

The first E75 that the owners had had an aft galley and quite a different saloon layout. With Bellagio, the galley has been moved to the forward upper part of the saloon. This has left the saloon’s rear with a more usable entertainment space. The sight lines from the transom to the forward screens of the saloon are unimpeded, adding a feeling of space to the interior.  A sliding glass door accesses the large main saloon, finished in satin walnut woodworking with light Amtico flooring. There is a large L-shaped sofa to starboard, with an entertainment console opposite. A point of difference between Bellagio and previous E75s is the rear staircase from the saloon to the engine room, and the beach club has been enclosed.  Bellagio is only the second E75 to have the beach club design. It blends with the Hi/Lo swim platform to create an inviting exterior space at the water’s edge. This large space has been fitted with a galley, seating and dining area with television and a day-head to provide the owner and guests with every amenity desired during a day on the water. The owners have also stamped their style on the design with custom wood battening in the saloon’s centre panel of the AV cabinet. This has been repeated as a relief for the aft cocktail bar, another custom feature by the owner and in the accommodation companionway as well as down in the beach club. A hopper windows and windows buffet blend the cockpit area with the saloon. Like all counter surfaces in Bellagio, the standard Corian has been changed to Cambria Quartz. A classy touch that adds sophistication to the texture of the boat.

The country kitchen and dining area are forward in the saloon.

The sky lounge comprises twin helm chairs, an L-shaped sofa and a dedicated workstation specified by the owner.

The rear lounge is all about entertaining.

On the el-fresco deck, Bellagio features a central lounger with a table, access to both sides of the beach club, and a high/low platform.

Bellagio is only the second E75 to have the beach club design.

The owner specified a three-stateroom layout, with a full beam master stateroom aft.

SPECIFICATIONS

Design Name Horizon E75

Boat Name Bellagio

Price POA

Year Launched 2022

Builder Horizon Yacht

LOA 23.24m

LWL 19.59m

Beam 5.64m

Displ (Half Load) 53.24 tonne (dry)

Max Speed 20.5 knots

Construction Composite

Fuel Cap 7120 litres

Water Cap 1500 litres

Engines Make 2 x MAN v6 @1200hp

Gearbox ZF 665A

Drive Train Shaft

Generator 2 x Onan 22.5kW

Thrusters ABT Traclink

Trim Tabs Hydrotab HT

Air Con Marine Air

Lighting Hella

MFD 3 x Furuno WinMate 24”

Autopilot Furuno

Watermaker Stella

Underwater Lights Aqualuma

Decking Flexiteek

Awning Helioscreen

Windlass Maxwell VWC 3500C

Ent System Bose & Sonos

Contact Horizon Yachts Australia

Ph +64 7 55779009

sales@horizonyachtaus.com

HORIZONYACHTAUS.COM

As with every Horizon build, storage has been considered throughout, with stowage options fitted into the freestanding and built-in furniture. The beach club is equipped with a full height fishing rod locker and tackle storage. The galley and country kitchen are slightly elevated from the main saloon but is designed to maintain the open plan feel. A centre island with a Cambria Quartz stone surface and three stools are a feature of the galley area, equipped with both Miele and Fisher & Paykel appliances. Forward is the large U-shape dining area, which fills the space below the forward screens. A floating staircase to port accesses the enclosed sky lounge above, while another stairway forward and to port accesses the guest accommodations on the lower deck. While a port side bulwark door is standard, the owners chose to add another one to the starboard side. This allows a lovely cross wind through the galley when desired and provides greater access outside and to the foredeck entertainment area.

THREE CABINS

On the lower deck, the owner specified a three-stateroom layout, with a forward VIP, a smaller guest cabin to starboard and a full beam master stateroom aft. The guests share an ensuite fitted with a Cambria Quartz vanity top, sunken bowl and a large shower cubicle. Hanging lockers and storage is plentiful in both cabins. All three cabins have Queen or King size berths, but there is an option for two singles in the guest cabin. Again, owner’s choice.

The large stateroom has storage cabinetry on both sides, and again either can be replaced with a vanity or loungers. A generous ensuite, with a recessed double sink and an extralarge shower, break the void between the accommodation and service areas. To port is a walk-in wardrobe. The owner quickly pointed out the drop own 65” TV at the end of the bed. It has the Bose Lifestyle surround sound to complement it. Just like being in a theatre from the comfort of your bed.

BRILLIANT

PERFORMANCE DATA : 2 X MAN V6 @1200HP

I have had the privilege of visiting the Horizon Yachts yards in Kaohsiung, Taiwan, on numerous occasions and reviewing several of their models. I am always impressed with the diversity of boats the company produces. Through the years, Horizon has grown its model range to encompass yachts from 18-40m and delivers around 40 plus new builds per year.

“We have it right with our second E75 and wouldn’t change anything. However, will this be my last Horizon? Probably not. I have one more new build in front of me, and if I can convince Horizon, it will be like nothing the factory has built before,” says the owner.

Bellagio is a stunning vessel in every aspect. Fishing, cruising, or simply drinking cocktails at sunset, the Horizon E75 is perfect for any occasion.

PLENTY OF CHOICES FROM KIWI GRP BUILDERS

In part one of a series on trailer boats (including amphibious models) available in New Zealand, we will be looking at what Kiwis can buy from both local and imported brands in fibreglass, aluminium, RIB and plastic.

There are around 100 different models of production fibreglass boats built in New Zealand, offered by 16 Kiwi manufacturers, ranging from 4.3m to 9.25m. These comprise open runabouts, hardtops, cabin and cuddy cabins, centre consoles and ski boats. Regarding models, Buccaneer Boats has the most extensive offerings, with 19 (including their Billfisher series). Haines Hunter, Fi Glass, Huntsman, Tristram and Smuggler all list around 8-11 models. Many brands, such as Rayglass, Rae Line, Seaforce and Challenger, offer 4-6 models, and others, such as Admiral, Elliott, and Saronic with only one or two.  Interestingly back 50 years, when the New Zealand trailer boat market was still finding its way, there was around the same number of fibreglass boats offered by 30 builders. Of those 30 builders, just two, Fi Glass and Seacraft/Haines Hunter, are still actively building boats today. The biggest and most prestigious trailer boats in the early 1970s were the Clipper 24 and the Cresta Craft V26.

The Clipper 24 was the most expensive trailer boat on the market and came with a $20000 plus price tag for a boat, motor, and trailer package. However, the biggest selling were cabin and cuddy cabins boats in the 5m to 6.0m range. A Fi Glass Viscount, considered one of the best boats of its size, would set you back just under $5000 for the deluxe model, and Fi Glass were building one a day. There were no hardtops, but a lot of open runabouts, ski boats, and aluminium was very much in its infancy.

According to recent NZ Marine stats, there is an estimated 212000 trailer boats in New Zealand, which is 14% of the 1.54 million boats in the country. For 2022 it is estimated that 650 fibreglass trailer boats were built by local manufacturers. Six builders, Fi Glass, Rayglass, Tristram, Buccaneer, Haines Hunter and Huntsman, produce over 95% of them. We look at the Kiwi brands and what they are offering for 2023.

ADMIRAL

Admiral Boats have two vessels in the trailer boat market, their 10m Sports Cruiser and 9m Gamefisher. These are both significant boats and @ 3m wide and 5 Tonnes will need a significant tow vehicle, the likes of a 2500 Ram/Silverado or small truck. Both boats have customisable options throughout, from cabin and saloon layouts to cockpit set-ups and engine options.

BARCHETTA

Barchetta is not one of the better-known brands, but it has undoubtedly made an impact in its home town of Timaru. Built by Fairview Fibreglass Ltd, better known for its Stealth 605 highperformance powercat, the Barchetta range of runabouts and cabin boats represents a new market approach. There are two model sizes, the 502 and the 552, with options of runabout or cabin.

fabulous sightlines and expansive glass give you incredible views. Offering superior space with four cabins and three living areas, carbon fibre construction, and centreline helm station. The new DE MEY 60 is truly out of this world.

BUCCANEER

Hamilton based Buccaneer Pleasure Boats have been around since the early 1980s and have built an impressive number of boats. They are one of the innovators in the local fibreglass boat building scene, with boats such as the Billfisher range and the El Dorado offering something different for the fishermen. The El Dorado is the only full walkaround centre cabin fibreglass boat built in New Zealand and has proven a popular boat since first released. The 605 and the 635 Exess cabins have been extremely popular

for many years. If you are looking for a more versatile open boat, then the Esprite XL dual console bowriders are a great option. With an impressive 19 boat range, they offer boats from 4.53m to 7.71m in a runabout, bowrider, full and cuddy cabin and walkaround. All boats are built to CPC standards and are available through a nationwide dealer network.

CHALLENGER

Challenger, another Waikato based manufacturer, offers a four boat lineup in hardtop and cabin. There are two cabin models, the 550 SE and 595SE and two hardtops, the stylish 650HT and the 720HT. They are unique as there are no strakes on the hulls. Established in 1994, Challenger has recently been reborn with many upgrades and changes from previous models.

ELLIOT

Traditional a name associated with sailing yachts, Elliot Marine offers one powerboat design, the EVO 660. Designed by Greg Elliot, the EVO660 boat features an efficient low drag hull form that keeps fuel consumption down. The unique central pod arrangement enables the EVO 660 to be more functional. An electric hardtop allows you to raise the roof whether you prefer to stand up to drive or want shelter from the weather. It can be lowered or raised in minutes with the press of a button.

FI GLASS

No trailer boat company is more established than Christchurch based Fi-Glass Boats. Fi-Glass Products Ltd was formed in 1958 to use new fibreglass technology in manufacturing washtubs and shower trays. However, with the expertise gained from these humble beginnings came the first Fi-Glass boat, the 3.5m Fisherman. Fi-Glass boats are recognised for being purely wholesome Kiwi boats with an accent on quality, practical layouts and excellent value. Under the leadership today of Griff Simpson, son of founder the late Frank Simpson, Fi-Glass is unquestionably one of the leading brands in the market. The volume of boats produced in 2022 was twice that of many of its competitors. It could be augured that Fi-Glass is the largest fibreglass boat builder by volume in Australasia today. The range comprises everything from the centre console 4.75m Ski Angler through to the 6.40m Warrior cabin and hardtop. The Warrior and the smaller 5.80m Lightning are amongst the most popular boats of their size in the country. There is a rumour that a new flagship model is to be released soon. Fi-Glass has long used it's original names and the boat that was bigger than the Warrior was always the Viscount. When Fi-Glass released the Viscount in 1972, the first fully moulded cabin boat in New Zealand, they set a new benchmark for trailer boats and it became a massive seller for the company..... there are still many loyal Viscount owners in New Zealand who enjoy boating in them still.

HAINES HUNTER

Haines Hunter have been building boats in New Zealand for over 75 years. That amounts to literally thousands of boats, with at least four generations of kiwis coming along for the ride. Over that time Haines have built many iconic models, from the V17, V198 to the SF535 and SP725. More recently they launched two new models, the SF635 Sport Fisher, and SP635 Sport Pursuit. Designed and built from the ground up, they take Haines to a whole new level in comfort, and style. Even as one of the most recognised brands in the country, Haines Hunter continues to innovate and excite, offering eleven models in either soft top or hard top, from 5.22m to 7.50m. The company has a big market in the larger hardtops with the 725 range, the 635, and 660 hardtops. Whether it’s fishing, skiing, wake boarding or just chilling with the family, a Haines Hunter adapts to just about any family activity on water.

HUNTSMAN

Huntsman Boats was founded in 1992 and has been proudly New Zealand made ever since. Huntsman initially produced the legendary Stingray Ski boats and then moved to a range of family boats, including the 525 Executive, 525 Sport and La Plata. These boats proved to be extremely popular and Huntsman soon moved to full time production of fibreglass powerboats.

The 525 Executive and Sport models paved the way for other hull designs, such as the highly successful Dorado which is still an iconic boat in its class today. The eight boat lineup has now progressed to a full suite of boats, ranging in size from 5m to 7.5 m and catering to a wide range of boating enthusiasts.

Currently, the 6.5m Centurion is proving their biggest seller, in both hardtop and cabin. This same hull platform will be used in the future for a sterndrive option as well as different deck layouts such as cabin and maybe even a bowrider.

PHANTOM

If you are in the market for a seriously competitive ski/race boat, look no further than the Phantom F2. Handmade in carbon fibre by Nic de Mey Yachts, the F2 is a favourite in the ski racing fraternity and has also found a following in offshore. A Phantom F2 will be competing in the 2023 NZ Offshore powerboat series. Power options vary from a single outboard (200hp450hp) to a Mercury Racing 1350hp sterndrive.

A 200hp outboard is good for around 75 mph, and a 435hp will see speeds over 100 mph. The F2 is one of the few ski/ race production boats built in New Zealand.

RAYGLASS

Since 1985, Rayglass Boats has been recognised as a leading manufacturer of high-quality, award-winning power boats. Their Legend range features four models, from the 6.7m, Legend 220 to the popular 8.80m Legend 2800. Currently, their biggest-selling model is the multi award winning Legend 2500. At 7.7m, this full hardtop is available in sterndrive or outboard and runs the same unsinkable hull design of all Rayglass built boats. If you are seriously into fishing and want a big trailer boat, the 2800 is built for purpose. It is also available with multi outboard options or sterndrive power. The considerable cockpit makes this the go-to boat for many keen Kiwi fishermen.

RAE LINE

Rae Line was established in 1992 as a fibreglass and Gelcoat repair shop. Since its humble beginnings, Rae Line has set out to redefine American-style GRP sports boats for the New Zealand and Australian markets. Rae Line currently produces five models which are specifically designed and built for our unique boating style and waterways. Their extremely popular 18ft hull provides its owners with the best day out on the water.

Being extremely manageable, versatile and customisable, all at an attractive price, it is not hard to see why this is one of the best 18ft boatsThe Top of the range at present is the 205 OB which represents the best in premium bowriders that offers sharp, sleek lines, a class-leading beam and internal width, and an exceptionally well-performing hull.

SEAFORCE

A claim to fame for this Hamilton based brand is they produce the only ‘pontoon’ fibreglass boat in the country. In 2008 they released the 530 Mate which went on to win the Hellman International Innovation Award at the New Zealand Boat Show that year. In 2015 the Pontoon 530 Skipa was released and the company is currently developing a range of pontoon designs with a 7m due for release later this year. The range from 4.3m to 7.25m includes a 4.3m runabout, two cabin boats and a centre console based on a 5.30m hull and 5.85m and soon to be released 7.25m cabins.

SMUGGLER

While Smuggler Marine has an enviable reputation for RIBS, especially amphibious RIBs, they have for a long time had a range of trailer boats, some of which previously went under the Bonito brand. Smuggler has seen a steady market for their smaller 570 in its three variants; bowrider, the multi-award winning Multisport and the Sting cabin.

When it comes to hardtops, Smuggler has two models to pick from in their Stealth Series, the Stealth 720 and the Stealth 695. The rough water ability and handling are unrivalled based on the ultra deep vee Smuggler hull, which is used for many larger Smuggler Strata tenders.

SARONIC

The Saronic SixFour is the only dedicated trailerable wake surf boat built in New Zealand and has attracted a cult following in a few years. Roughly based on the wake boats from the USA, Kiwi company Saronic Boats has successfully broken into this hugely specialised market with some success. New Zealand designed and made, Saronic boats are purpose-built to the highest calibre to deliver the ultimate wakeboarding, surfing or skating experience. Powered by Indmar Raptor series inboard engines, the Saronic SixFour come complete with just about everything on the usual option list as part of the standard package. It is an official tow boat for Wake NZ.

STEALTH

Check out the Stealth range of powercats and monohulls if you want something different. The company have three models in their stable, the 650 Powercat, the only trailerable fibreglass powercat on the market, the 598 Stepped V and the 628 Mono. All are designed by Scott Robson with performance in mind. They are used on the SI marathon racing circuit and by those with a penchant for skiing and towing water toys.

‘Helping our clients bring

dreams to life by building truly exceptional boats.’

TRISTRAM

No one can deny that the Tristram range of powerboats can justify being labelled the Rolls Royce of boating. The style, the finish and the build quality are exceptional. What the Mason Clipper was to the trailer boat market in the 1970s, the Tristram is today. There are fifteen models in their prestigious line-up ranging from 6.0m to 9.25m LOA with single outboard, twin outboard and diesel sterndrive variants available, comprising of three Cabriolet bowriders, six Targa Top cabins and six Hardtops. Australasia’s current favourite in the Tristram range is the mighty 821 Offshore, boasting a 2.78m beam for serious bluewater experiences.

FINNISH FLYER

Founded in 2019, Saxdor Yachts are one of the fastest-growing brands in Europe. Their latest 320 GTC is an outstanding example of this Finnish boatbuilder's commitment to cutting-edge technology and providing boats to owners who want to drive.

Saxdor produced six models from the Saxdor 200, which I reviewed in 2022, through to the all new and soon to be released Saxdor 400. They all follow that traditional Scandinavian style that differs from any boats built in New Zealand or Australia. The three models in the 320 range are very distinctive, and while sharing the same hull, plus a near identical forward lounger and rear cockpit seating, that's where the similarities end. The C on the 320 GTC stands for cabin, the R on the 320 GTR designates a full open runabout with a mid-cabin and the O on the 320 GTO for open, but it does include a hardtop. While the GTO & GTR are full mid-cabin walkarounds, the GTC has a full beam wheelhouse with narrow side decks and recessed rooftop handholds. The internal beam of the wheelhouse is certainly maximised.

All have open bows in different variants, but while the GTO & GTR offers easy access on either side of the console via wide bulwarks, the GTC has only slim side decks. However, GTC has that covered with a port side forward wheelhouse door. The Saxdor 320 GTC changes the game of movement on board with its unique concept of a full beam wheelhouse, yet still incorporates easy access to the open bow.

Following the massive successes of the 320 GTO and GTR, in 2022, Saxdor released the 320 GTC, which

has expanded their market considerably. Hardtop or wheelhouse boats are hugely popular in New Zealand and other places where hot sunny, cloudless days are not always guaranteed. Kiwis like a bit of protection, and while the 320 GTO isn't totally open to the elements due to a large T-top, it's the fully enclosed cabin model GTC that I feel will find more appeal with local buyers.

The GTO, GTR and GTC are very different to what you would ever find being offered by a Kiwi or Australian manufacturer and follow that distinctive Scandinavian design. A blend of practicality, grandeur and form sets boats like the Saxdor apart.

It's something different with elegance and character that makes you want to take a second look.

The Saxdor 320 is well finished and appointed but is also built to a price. However, even when you add many options, it still comes in at under $500,000, which is very good value. You get a lot of boat for the money, and it is less expensive than similar boats of this size and style. The base boat of the GTO, complete with a single Mercury 300 Verado, is around $316,000 Our review boat was on the market for $499,596. The GTR powered by a single Mercury 300 is approximately $297,000, and the GTO with the same power is $302,000. Prices vary on the options, exchange rates and power you choose.

With the cockpit sides dropped down, there is a massive increase in space.

The forward cabin is surprisingly large.

The saloon is all about light and visibility.

COCKPIT

The cockpit in the 320 GTC is not overly large, with the space taken up with a triple aft bench seat, complete with a reversible backrest and teak table. The forward facing edge of the table folds out of the way when not being used and adds another third more table surface when opened. Add some loose chairs, and you have a dining area for 4-6 people. The split table can be lowered to transform the space into a sun lounger. While it may seem tight in the cockpit, that's easily fixed. With the push of a button, decks drop down either side to transform the usable cockpit space by over 30%. Still not something we see from Kiwi builders but a feature that is becoming increasingly common on boats from Europe.

WHEELHOUSE

The 320 GTC features an all-weather wheelhouse with a sliding aft door separating the internal and external spaces. The internal beam provides enough room for a trio of forward bucket seats while allowing wide access between the twin helm and the passenger seats.

To port, hidden below a countertop, is a wet bar and sink with a diesel or electric hob option. A compact galley but certainly adequate for a boat this size. You have the option of a couple of fridge/freezers, plus there is plenty of storage throughout the wheelhouse.  Opposite is the fold-out teak dinette table and rear lounge. The forward helm seats swivel, so you have a generous dining area inside with seating for four. Another feature is the table drops down to form the base for a second double berth. Another first for Saxdor is the optional floating floor which brings another level of silence to the wheelhouse.

HELM

The twin helm seats have bolsters, so you can be seated or standing to drive. The large dash allows twin glass screens and plenty of space for all the system controls. The 320 GTC comes with Mercury DTS controls and Smartcraft. At easy reach beside the engine throttles are the toggles for the auto trim tabs and the bow thruster.  You have a couple of drink holders with LED lighting so that you can find them at night, and a Fusion sound system keeps the party going.

The standard package comes with massive side windows, but if you prefer more ventilation, there is the option of sliding side windows. The boat comes standard with an extra-large soft sliding sunroof, so you are spoiled for choice regarding fresh air. Close it all off, and you have a Webasto diesel heater to keep you warm.

To port is the door that gives access to the foredeck area via a wide bulwark finished with Flexiteak flooring. This is another very inviting area on the 320 GTC with a huge sunpad taking pride of place. While the anchor locker is easily accessible, with the auto system, all that hard work can be done from the helm. The tackle hawsepipe is below the deckline, where a specially designed anchor launching and retrieval system ensures the tackle doesn't knock against the inverted bow.

CABIN

The forward cabin is surprisingly large, with a forward berth, an ergonomic mattress base, a head compartment, a raised bowl and ample storage.

The head can be closed off with a folding door for total privacy. If you need to use a shower, then one is provided in the cockpit. Two big Lewmar hatches and a pair of fixed roof panels supply plenty of natural light. The hatches can be equipped with a sunshade and a mosquito net, and you can still open the deck hatches when the foredeck squabs are in place.

PERFORMANCE

The Saxdor 320 GTC is based on a performanceoriented hull design, featuring a sharp vertical entry and a twin-stepped hull. The Saxdor 320 GTC has three Mercury engine options from 300 hp to 600 hp. You can choose either the one-engine option or the twin-engine option, 2 x 225 hp or 2 x 300 hp. Our test rig was powered by a pair of Mercury Verado 225s, which recorded a top speed of 40 knots, with the best cruise around 28 knots. Twin Mercury 300HP V8 Verado outboards, increase the top speed to 50 knots and a pair of 350HP Verados will jump that to 55 knots.

This clever arrangement shows foredeck and cabin access.

The large dash allows twin glass screens.

COOL AS

Having been exposed to several of these Scandinavian style boats, I am warming to them. In the previous issue of PPM, I reviewed a Paragon 31, another brand from Nimbus. That already had a Kiwi owner before it arrived in the country and followed a smaller Paragon 25, which I also reviewed. This type of boat is not for everyone and will probably always be on the fringe for Kiwi buyers. But it shouldn't be. The 320 GTC is practical and efficient, offering all you need for a relaxing weekend. Saxdor is one company prepared to be different, and the 320 GTC is undoubtedly that. Will Kiwis warm to it? Only time will tell.

SPECIFICATIONS

Boat Design Saxdor 320 GTC

Year Launched 2023

Style Hardtop Cabin

Priced From $NZ316,000

Price as Tested $NZ499,596

Builder Saxdor Yachts

LOA 10.28m

Beam 3.19m

Construction GRP

Fuel Capacity 428 litres

Water Capacity 117 litres

Engine 2 x Mercury Verado 225

Max Power 700 hp

MFD 2 x Simrad 12

Bow Thruster Sleipner SE50

Winch Quick BL2

Trim Tabs U Flex

Flooring Flexiteek

Heating Webasto

Hob Wallas

Stereo Fusion Class Cat.C

Contact SPORTSMARINE.CO.NZ

THE NEXT GENERATION OF DECKING

After years of development, we have now launched the next generation of decking, Flexiteek 2G, enabling us to supply decks that are lighter in weight and don’t have the problems associated with other synthetic decking because it doesn’t get as hot.

Find out more by scanning the QR code or visit the website

Inflatable lifejackets come in many colours, styles and brands.

Inflatable Life Jackets

COMFORT & FUNCTION

Lifejackets to boats are like seat belts to cars. Everyone should wear one. But unfortunately, they don’t. The new styles of inflatable life jackets bring comfort and function to a whole new level meaning there is no excuse not to wear one!

It’s the Law

In New Zealand, you must carry a correctly sized, serviceable life jacket / PFD for each person on board a pleasure boat. This is a legal requirement, and this rule applies to all vessels, including tenders and larger craft. Some bylaws go further than maritime rules, making the wearing of lifejackets compulsory for all on board small craft.

Designs Over Time

When it comes to wearing a lifejacket it’s not just about how effective and efficient it is, but it’s also about how comfortable it is to wear. The design of life jackets has come a long way from the ill-fitting, uncomfortable, bulky ones we had to wear in the 60s and 70s. Some of today’s new breed of, form fitting lifejackets are so comfortable and stylish they are somewhat of a fashion statement, that you may never want to take off. Well maybe that’s a bit of an exaggeration, but they are a whole lot better than what we all wore 20-30 years ago.

If you were boating in the 60s and 70s, you would remember the kapok jackets with the soft fabric straps. They worked, but they were not something that we all wanted to wear unless we had to. However, perhaps the most exciting ‘new’ development in lifejacket designs was the inflatable life jacket, something that we now take for granted and accounts for the bulk of all lifejacket sales in New Zealand and probably the world.

The Inflatable Lifejacket

The Inflatable jacket never really got much traction in the recreational boat market until around the late 1980s. In 1998 Hutchwilco, New Zealand’s leading marine safety equipment manufacturer, joined the inflatable boat market with the 150N and the 170N, a design of inflatable jackets that until now has remained unchanged. Hutchwilco’s latest release is the 150N Super Comfort Series, a multi fit (one size fits all adults) lifejacket designed to be so comfortable you will forget that you have it on. Just like a life jacket should be! There

are many other brands, such as Sospenders, Stormy Seas, Mustang, RFD, Baltic. Kappa and Spinlock and they all have a great range of lifejackets to choose from.

How Do They Work

There are a number of different ways a lifejacket can inflate depending on the type of lifejacket you have.

Dissolvable Bobbin - This type of lifejacket has an automatic inflation that relies mostly on a dissolvable bobbin with a spring/ pin arrangement. The water dissolves the bobbin and the spring powered pin punches the CO2 canister for inflation.

Hydrostatic Release - This self-triggering inflation device responds to water pressure when submerged and incorporates an actuator known as a ‘hydrostatic release’. Regardless of whether manually or automatically triggered, a pin punctures the cartridge/canister and the CO2 gas escapes into the sealed air chamber inflating the lifejacket.

Pill Activated Inflation - A pill-activated inflation device is a small pill that dissolves

on water contact and is considered one of the safest options, as it also works in shallow waters where a hydrostatic activator can fail.

Look After Your Lifejacket

Lifejackets need to be looked after and maintained especially considering the marine environment that they are used and stored in. Many people forget to look after their jackets and this is one of the reasons that EVERY automatic lifejacket has a manual cord and an oral tube. Many manufacturers have a C02 cylinder

that does not fully inflate the air bladder, so the oral tube allows you to top up the bladder.

If you have never activated it, then chances are it might still be okay, but the biggest problem is the gas cylinder will not inflate when you need it to. This can be caused by excessive corrosion and rust around the cylinder. The cylinder can only be used once so check that the green or red clip is in place and that the cylinder does not have a hole pierced in the top. If it does, replace it. New cylinders are not expensive.

If you want to make sure the inflatable bladders don’t have a leak, then use the oral inflator and blow them up and check them 24 hours later to see if there is any loss of pressure. If the bladders re deflated, then take the jacket to a recognised service centre and have it professionally repaired.

So which do you choose?

It really depends on what boating you are doing and the likelihood of falling in the water. You may want an inflatable life jacket

with a harness if you are working on deck, sailing offshore or just simply wish to stay attached to your vessel because you are single-handed or are in rough weather. An automatic is supposed to inflate on contact with the water - and it takes green water, not just spray, to make it inflate. An automatic inflation type V could save your life if you were knocked unconscious while going overboard. An automatic inflatable could also inflate inconveniently if you plunge through a wave while on the bow or any other time you get water dumped on you.

The manual inflatable requires you to be conscious and aware of what you are doing to pull the release for the cylinder. This is the most reliable of the two inflatables and requires less servicing.

Whatever you choose, an inflatable life jacket which was once an expensive addition to your boating safety equipment is now considered normal kit to have aboard and can cost no more than $NZ100. They have redefined how we wear and use life jackets and should be standard aboard every boat. Just remember to get your kids to leave them in the boat when they jump off at the beach. They may find them so comfortable that they will forget they have them on!

LOCKED & LOADED

The Finseeker 260DC is unequivocally pitched at the serious fisherman, but it is also designed to attract the family cruising buyer. However, no matter your bent, this boat has, Let's Go Fishing written all over it. Okay, being Kiwis, we will also tow water toys, dive and go family cruising, but that aside, this is still a no holds-bared fishing boat.

Finseeker is built in the USA by Crownline Boats as their fishing orientated series. These comprise a range of four centre consoles, from 6.25m to 6.93m and two dual console hardtops. The dual console models are essentially the same boat, but one is 31cm (12.2") longer than the other. The smaller of the two, the 260 DC is 7.87m LOA, while the 280 DC is 8.18m.

If you are looking at keeping the 260 DC in a marina on a dry berth, the overall length, including the engines up, is around 9.0m, so it will easily fit into a 10m marina. Both hulls share the 2.86m beam and have the same floor plan and specs, with the 280 DC being 191 kgs heavier.

The stepped hull is based on 22 deg at the transom starting with the angle of entry of 39 deg at the bow. All Finseekers feature a 7.5 deg

downturn chines, contributing to a dry ride.

I liked the fact the 260 DC comes standard with a generous 644 litre fuel tank to feed the pair of Mercury 300hp Verados. Standard power is a pair of 200hp Mercury Verado outboards. The twin 300s returned a top speed of 49 knots, which saw a fuel burn of 182 lph. Best cruise was around 4000 rpm, which produces a fuel burn of 81 lph and a speed of 30 knots. As this boat will undoubtedly be used for trolling gamefish, your troll speed around 8 knots means you are using around 30 lph.

That gives you around 150nm at trolling speed which should give you plenty, including the run out and back to your favourite offshore hunting ground. The 260 DC comes standard with DTS, joystick steering, and twin MFD touch screens.

50 knots on a reasonable calm Auckland harbour.

MULTI-PURPOSE

When Crownline first conceived the idea of the 260 DC and 280 DC (Dual console) models, they wanted to blend two mediums, family boating and serious fishing. To achieve this, they needed to incorporate safety, comfort, performance, entertainment and convenience with the needs of hardcore fishing. The 260 DC has achieved that and more. The boat has distinctive features, which sets the brand apart from its competitors.

Often with twin outboards, the access area forward to the transom is unusable due to the recessed engine well with control and steering cables. However, Crownline has overcome that with a multi-use transom storage locker door that drops down to give a solid flat walking surface from side to side. It also extends your fishing area. There is a wide transom door to starboard, complete with a fold away door. The rear locker is the perfect place to stow your fenders. There's also a handheld shower, stereo remote and shore power outlet. All of which come standard on the 260 DC.

In keeping with the blending of the cruising family boating and serious fishing modes, the rear of the cockpit incorporates a drop-down bench seat, complete with a soft backrest. This folds back out of the way when you want maximum cockpit space for fishing. But that's not all. A similar hideaway bench seat to port gives you seating for eight in the cockpit when you need it.

The two forward side modules have a deep storage locker to starboard under a double size rear facing seat, with a small wet bar/galley to port. The galley has a pocket fridge, optional two burner hob and sink unit. There is a no galley option if you choose the Mega Fish Package. This adds a second bait station and includes a 121-litre live bait well, cutting board and additional drawers for the tackle.

Overhead the 260 DC comes with a fully enclosed hardtop with a Sureshade bimini extension extending to the cockpit's rear. The flat roof features a single hatch and is perfect for stowing paddleboards or a light inflatable tender. A powder-coated alloy frame acts as

the main support structure for the hardtop. The massive forward screens are split by a central door which gives access to the open bow area and provides ventilation into the enclosed wheelhouse area. When the forward doors are closed, you still have a cutout vent above so you can still have airflow without being blasted by the wind. I liked the way the folding door tucked away into a recess and was out of the way when open.

The dual helm style includes large flip-up seats and a neat fold-out footrest, allowing you to set it at a height to suit you. To starboard is the feature-packed helm. Twin 12" Garmin MFDs on our boat were optional, and you have several choices regarding the electronics package. The dash is fitted with a bank of push button aluminium switches, DTS, a joystick and Lenco trim tab controls. Overhead are four Wetsound speakers. To port is the surprisingly large head compartment, complete with a granite vanity, electric head and raised bowl. There is enough space to stand up and change your clothes after a swim or if you need to

change for a party on another boat. Plenty of privacy, and very functional. Crownline has made the best use of all the space aboard and even includes a dedicated rubbish bin drawer and someone where to keep items such as your car keys, sun cream and cellphones. There are massive storage areas under the bow section squabs, plus an infill to turn the area into a big sunpad. A drop-in table completes the space for entertaining. I also liked it because you could easily soft bait from here, so it opens up the fishing aspects of the boat even more. The enclosed anchor locker has a through-hull feed, with the auto anchor below the deck and a clear flat foredeck which includes cupholders.

FISHING READY

The Finseeker 260 DC is supplied ready for action. You just need to bring along your tackle and bait. The transom features a 98-litre live bait well complete with LED lighting, plus aeration and recycle systems. When you close the lid, the live well is pressurised, which

The galley module can be optioned as a fishing station.

You have several choices regarding the electronics package.

Massive storage under the helm seat module.

Dedicated tackle drawers are standard.

PERFORMANCE DATA : 2 X MERCURY 300

keeps the water steady, and the fish don't bounce around when you're underway. Happy fish, happy live bait.

The coamings come with padded facings, so you have something soft to brace against if you are stand-up fishing. Once you have your fish aboard, there are two deep underfloor self-draining fish bins, complete with LED lighting, in the rear of the cockpit and a 360 litre bin built under the starboard seating module. The side-hinged lid makes it easy to load a big fish in and is also perfect for keeping your drinks and food cool or maybe your bait and some dry ice.

Lightbars flood light into the cockpit when fishing at night and help when backing up into your marina. The boat also comes with LED lighting around the cockpit and interior and underwater lights. One of the most popular options on the boat for those into their fishing is the twin outriggers which mount on the cabin roof and are fully adjustable from the inside. There are dual tackle storage drawers under the helm and passenger seats, plus another deep storage locker between. If you are into diving, then this is the perfect wet locker for your gear.

VERSATILE COMBO

This is the second Finseeker I have reviewed, and while the 260 DC and the 280 DC are almost clones, that extra length makes the distinction between the two. Both offer the versatility that Crownline wanted to achieve, and with the Finseeker 260 DC, it is plain to see and works well. Although this boat is more akin to the serious fisherman, it offers enough to be suitable as a combo cruiser-fisher.

SPECIFICATIONS

Boat Design Finseeker 260 DC

Year Launched 2022

Priced As Tested $499,990

Builder Crownline Boats

LOA 7.87m

Beam 2.86m

Deadrise (Transom) 22 deg

Max Speed 50 knots

Construction Fibreglass

Fuel Capacity 644 litres

Water Capacity 40 litres

Engine 2 x Mercury 300

Propellers Revolution 20" 3bld

Max Power 700 hp

MFD 2 x Garmin 12”

Trim Tabs Lenco

Sound System Wetsounds Contact EUROCITYMARINE.CO.NZ

AN INDUSTRY ICON

Tenob is an Auckland-based company that has been a manufacturer and distributor of quality marine fittings and accessories since 1973. PPB talked to owner and managing director Danny Bassi about the business and how it has changed over the past 50 years.

Tenob was founded in 1973 by Ted Nobbs (hence the company name ‘Tenob’), to manufacture chain driven trailer boat winches and outboard auxillary rise and fall brackets. These quickly became famous products. It is estimated that over 60,000 Tenob stainless steel adjustable auxiliary outboard motor brackets have been sold in the past 50 years.

During the 90s, the company was acquired

by Stewart Mathiesen, who ran a very successful and respected marine business. In 2014 the company was sold to Danny Bassi, who was the owner of Marine Direct Limited, another long established and highly regarded marine distributor.

“As Marine Direct was strictly OEM and wholesale, joining forces with Tenob, which also had a strong foothold in retail, made perfect sense. The synergy between the two I felt was the perfect acquisition to propel

my business forward”, says Danny. There was also a manufacturing component with the purchase of Tenob. Danny also points out that the purpose was to own the products that Tenob produced rather than being solely a distributor. In 2015 the subsequent acquisition for Danny was Cule Hatches. Kiwi designed and made, Cule Hatches had a solid following, especially in the strong trailer boat market and was another perfect fit in the Tenob lineup.

“However, while it was a great product, we had to take on the manufacturing as well, and trying and absorb that into our Harris Rd facility didn’t work. So on review the decision was made to sell Cule Hatches to continue operations on one site which allowed us to focus on existing and new distribution” says Danny.

With Tenob onboard, everything was moved to the Marine Direct facility in Harris Road, East Tamaki. However,

within three years, it was apparent that the business needed a larger premises due to the substantial growth.

In 2017 they moved around the corner to a much larger warehouse and offices in Ti Rakau Drive, where Tenob Wholesale operates today.

For nearly a decade, Danny and Taniya, the current owners, have created a true marine icon that is respected by customers and international suppliers. The company has

grown exponentially under their guidance, and they have built a strong team and resilient business with plenty of future potential and growth.

EXPANDING PRODUCT LINES

Tenob Marine initially dealt exclusively with trade customers in New Zealand and through RW Marine, who are the

“Exceptional customer service through communication, integrity and reliability whilst striving for excellence in our knowledge and by providing leading quality marine products to offer the best to our customers.”

DANNY BASSI , MANAGING DIRECTOR

Australian distributor for Tenob products. The company has grown substantially over the years, from a range of products best suited to the trailer powerboat market to one with products for boats of any size. When Danny acquired the business, Tenob had around 1000 product items. Today it is 4000 and growing with 2300 of those as actively stocked items.

In the early years, the company’s flagship was the “Rise and Fall” auxiliary outboard motor bracket. While it is still a constant seller, the company has diversified into a vast range of products and international brands. Currently, Tenob is the distributor for over 40 brands. Amongst them is Quick, Perko, Shurflo, Roca, Springfield, Temo, Glendinning, HyDrive, Scepter and Bennett, to name but a few. The Tenob branded products, such as the rise & fall bracket, bungs, winch ropes, boat hooks, bailers and fuel fillers, are still a mainstay of the company and big business with OEMs (Original Equipment Manufacturers).

To future-proof the business, the company launched a whole new business-to-business website in 2022 which made wholesale ordering online a breeze.

This year we will be launching a new Tenob website. “Our new retail website

will allow anyone to have access to product information and allow purchase online”, says Taniya.

“We have a solid and loyal trade customer base, and we will ensure they are not disadvantaged by online ordering by the public”, she added.

Most leading marine retail outlets carry a range of Tenob products, from gaffs to bungs, cleats to fenders. When it comes to boat accessories, Tenob has it all. Danny says he is always looking for new products to add to the range, with a couple of the more recent being TEMO electric outboards and DS18 stereo systems.

SERVICE & BACK UP

Danny points out that his customers are the most crucial part of the business’s success and are treated with the utmost respect.

“We try to make sure that we have a high stock inventory, so there is minimal wait for our customers, and if we don’t, and they need it in a hurry, then we will go through hoops to get it from our supplier and into their hands as quickly as possible”, he added.

Tenob has built an enviable reputation for supply, with minimal delay, and that is

something that Danny says is paramount to the ongoing success of Tenob. The company covers the entire spectrum from a simple Tenob bung to a sophisticated electronic control system.

Despite Covid 19 having a severe effect on supply to New Zealand, Danny says that through good forward planning, they do not have an issue with the supply of products from his international brands. “We have an excellent system that keeps our stock levels sufficient to service the market, and we are proactive in making sure we have enough stock of particular lines in constant demand,” he added.

Since taking over ownership of Tenob, the company turnover has quadrupled, and if Danny has his way, that’s only the start. He says he has big future plans that will include some further acquisitions to help grow the business.

Danny says that as they start their 50th year on the back of a hugely busy 2022, he greatly appreciates his loyal staff and customers for their contribution to Tenob’s success. Now, after half a century, the company can confidently claim to be an icon of the Kiwi marine industry.

TENOB.CO.NZ

TOP: Boat shows have always been an important part of the company’s marketing..

ABOVE: Danny stands in his showroom that represents over 40 brands.

DUPLICITY

What do a Kiwi superyacht owner and a franchise owner for one of New Zealand’s most recognised house brands have in common? They both have an infinity for quality, style and perfection in their business ventures and their ‘toys’. They are also both owners of a Dickey 36 Semifly.

In 2017 I reviewed Sassy, which the owner purchased as a tender for his superyacht. It is an impressive boat and since then, the Napier-based builders, Dickey Boats have had a complete order book. The 36 is one of five models in the Semifly range, from 28 to 45ft. Vamos is the latest Dickey 36 to be launched, and like all before it, the finish is to an exceptionally high standard.

“My wife and I looked at just about everything on the market in this size range, both imports and local, but as soon as we visited the factory in Napier and talked to Jason Dickey and his team, we knew this was the boat we wanted”, says the owner of Vamos.

After some discussions regarding layout, colours and engine choice, the boat was ordered, and 18 months later, the keys were handed over in December 2022. Vamos is the latest Dickey 36 launched, with a more in build or on order. Due to business and other commitments prior to Christmas, the owners of Vamos had very little chance to use the boat, and when they did, the weather was against them. However, the time we have had on the water has just reinforced that we made the right decision», says the owner.

SAME BUT DIFFERENT

While a lot of the new Vamos is the same as Sassy, there are some quite significant changes. So it was time to relook at this much sought after model. Although the review is based around Vamos, I have included some references to Sassy where applicable. Vamos is the 11th Dickey 36, with #12 launched in January and there are a few more in build. The owner of Vamos, like the owner

of Sassy, is an experienced boatie, and this was certainly not his first venture on the water. He is a typical Kiwi, who started with small trailer boats, and his boats got bigger and bigger over the years. While waiting for the delivery of Vamos, he made the best use of his Boston Whaler 285 Conquest, which was sold when the Dickey 36 finally arrived. Visually, the two Dickey Semifly 36s are very similar at a glance but with significant differences on inspection. Vamos is finished in dark green with stark white top. Sassy is a very dark blue with a cream super-structure. Vamos has a full width aft boarding platform, whereas Sassy has a flush transom and game poles.

The cockpits of both boats are similar but with changes around the transom area. Being customised builds the layout choice is up to each owner, and while Sassy is very much highly speced for fishing, Vamos is more of a crossover fisher with cruising comforts.

In the centre of the transom on both boats are a bait station with a live bait tank and storage lockers on either side. While Sassy has a large foldable ladder fitted to the port side due to no boarding platform, that space on Vamos is taken up with a transom gate. Dickey will add built-in seating and a cockpit table if you prefer more seating and don’t require the bait station option. The retractable Sureshade bimini was specifically requested by the owner and custom fitted to Vamos.

The cockpit layout includes plenty of side tray storage for rods, gaff, tag pole and a dive flag. The cambered deck has been designed to not only be able to fit the engine under but also means any water that does enter the cockpit is expelled to the

sides and runs straight back into large scuppers. Teak is an option, but both boats are finished inside and out with Flexiteek. Lighter and cheaper, plus it looks almost like the real deal.

When you need to access the foredeck, Dickey has made it easier with cockpit steps on either side, wide side decks and well placed handrails on the cabin top.

DARK & LIGHT

Being a semi-custom boat, as an owner you not only have the choice of fabrics but, in some areas, to change the layout. Interestingly the configuration of both Vamos and Sassy saloon areas are much the same. However, while Sassy is dark with a rich mix of doublestitched Tasman Antique Oak leather and darker timbers, Vamos is a light, bright and uses soft marine vinyl. Cabinetry is all high density plastic laminate. Two distinct colour and fabric options that reflect the owner’s diversity of choice. Both blend into their particular environment, and while not over the top in style, they are tasteful, practical and not flashy. With the rear windows and door open, the saloon and cockpit merge almost as one. Another difference

between the boats is that while Sassy has a port side folding window to the cockpit, Vamos has a lift up hopper window. The useable seating space on the forward cockpit lounge has increased when the window is open. It’s small details like this that differentiate the two boats.

Once inside, you can see that both owners enjoy entertaining and appreciate their comforts. To port is a large U shape settee/dinette with a central table. It is fixed in Sassy, and Vamos can be dropped down to form another berth.

The starboard side features an aft galley, complete with Corian surface, oven, electric stovetop and ample storage. There’s a small fridge opposite under the dinette settee, with the freezer back in the cockpit. The saloon side windows are fixed, so any extra ventilation comes via a pair of roof hatches. Air con or an Eberspacher heater are optional.

The dash has been customised for both owners, with Sassy displaying a single 22» Simrad MFD and Vamos a pair of Garmin GPS Map 12». Either way, there is still ample space left to show your entertainment, safety and navigation equipment, such as Fusion sound system, Simrad autopilot, CZone

display, ICOM VHF and controls for the Sidepower bow thruster and Zipwake tabs.

TWO CABINS - ONE HEAD

The most significant difference between the two boats is the accommodation area forward.

Vamos has one large double berth to starboard with a small settee opposite. The owners of Vamos were specific about maximising the headroom and light is the forward area, including an upsized overhead hatch. The forward cabin in Sassy has two upper berths and a starboard lower that transforms from a single into a double thanks to a slide-out base.

The second cabin runs athwartships under the saloon. Cosy and comfortable with plenty of storage in a hanging locker, separate bins, and even a small settee. Sassy’s accommodation offers flexibility for two couples, or mum and dad and a few kids, or the owner and four fishing mates.

Both cabins share the same head shower space, with its large walk in shower cubicle, raised bowl on a Corian surface and electric flush head. Clean, well vented, practical and with surprising space.

ALL ABOUT THE BUILD

The Dickey 36 is built on aspace frame construction that gives an incredibly stiff hull with no reverberation anywhere. The boat has a very low CofG that does a lot to the way the boat rides, trims and handles in any sea. I found that the Dickey 36 didn’t need a lot of trim and had a low transition onto the plane. The plumb bow shape means there is plenty of buoyancy to keep the bow up in a following sea. Zipwakes add an extra degree of trim.

SINGLE ENGINE

Regarding the power source, both boats run a single Volvo Penta D6. However, they are very different engines. While Sassy has a D6-400 with a DPH drive, Vamos is powered by a D6-440 with a DPI drive. This engine was released in 2019, a year after Sassy was launched. The DPI is the newest Duoprop drive with electronic steering and a clutch pack, which makes it much smoother than the more clunky DPH. While the engines are based on the same in-line six-cylinder D6 5.5-litre block, over 75% of new components are found in the 440.

Sassy’s saloon is traditional and classy.

Vamos has a double berth forward while Sassy had three singles.

Vamos is the latest Dickey 36 to be launched.

Teak is an option, but both boats are finished inside and out with Flexiteek.

Both cabins share the same head shower space, with its large walk in shower cubicle.

So what is the speed variance? Sassy has a top speed of 28 knots and Vamos 31 knots. When it comes to fuel consumption at maximum rpm, Sassy burned 80 lph / 2.6 lpnm @ a maximum of 3569 rpm. The range is 340 nm based on a 10% reserve of the 1000 litre fuel capacity. At the same rpm, Vamos is faster at 33 knots and uses 88 lph / 2.7 lpnm for a range of 300nm with a smaller 800-litre fuel tank. When Sassy was first in the water with a light load and clean bottom, it did record 31 knots. While the D6-400/ DPH is still available, owners would likely choose the new generation D6-440/DPI. Dickey makes engine access very easy, with almost the entire cockpit sole lifting on an electro/hydraulic ram.

POWER MANAGEMENT

One of the most significant differences between Sassy and Vamos is the change from AGM to Lithium house batteries. The engines run two alternators, one for the house batteries, the other for the start batteries. The Lithium batteries have greatly improved the available power aboard and the overall useability of the boat. The stand-alone Mastervolt Power management system has resulted in a lot more available power for a lot longer. This has also seen Dickey move away from gas appliances with the extra power available through the Lithium Ian batteries, seen a change to an electric convection microwave, induction cooktop and bbq. There is no gas aboard.

Lithium Ion batteries also have a high energy density, offering savings of up to 70 % in volume and weight compared to traditional lead-acid batteries.

OUTSTANDING

Vamos joins a select fleet of Dickey boats and is another outstanding example of the brand. I doubt you could build an alloy boat any better. Dickey Boats are continually evolving so every new boat that comes out of the factory is slightly different and reflects the latest marine systems and technology available.

The Dickey 36 has the seakeeping pedigree to match its eye-catching looks, coupled with a meticulous finish and presentation. Vamos, like Sassy, is faultless in every respect.

SPECIFICATIONS

Design Name Dickey Semifly 36

Boat Name Vamos

Price POA

Year Launched 2022

Builde Dickey Boats

Designer Dickey Boats

LOA 11.95m

LOH 11.25m

Beam 3.46m

Deadrise 18 deg

Displ (Dry) 6100 kg (dry)

Max Speed 30 knots /33 knots

Construction Aluminium 6mm/4mm

Fuel Cap 800 litres

Water Cap 200 litres

Engines Make Volvo Penta D6-440

Drive Train DPI

Thrusters Sidepower SE60

Trim Tabs ZipWake 450

Lighting Hella

MFD 2 x Garmin GPSMap 12

Management C-Zone

Windlass Lewmar VX2

Ent System Fusion

Underwater Lights Bluefin P3

Flooring: Flexiteek

Contact DICKEYBOATS.COM

PERFORMANCE DATA : VOLVO PENTA D6-440

Note: Range is calculated on 90% of the fuel capacity

HOW DEEP DO YOU GO?

You’ve probably read “Its deep-V hull has a smooth, dry ride” a thousand times over in brochures and marketing materials. The biggest problem with this marketingtalk isn’t that this boat or that one isn’t particularly smooth nor very dry. No boat is perfectly so, and we have to look at these traits comparatively.

So, what exactly makes a hull a deep-V? Part of the reason why so many builders and brokers get away with selling everything from dinghies to dreadnaughts as deep-V boats is because most consumers don’t have a good handle on basic hull design. What’s worse is that while the term “deep-V” seems self-explanatory, it’s not. Contrary to what those marketing folks may say, most boats are not deepVs, nor should they be. It’s ok to have a boat that is a modified-V or even a shallow-V, depending on the intended use and body of water where the boat will be used. Deep-Vs can roll at rest and lean over when underway. Flatter bottom boats are generally more stable at rest, and more likely to need less tab when running.

When describing just how much V-shape there is in a hull, which is called its “deadrise,” the most telling figure is found at the transom of the boat and is called “transom deadrise.” The greatest deadrise you will find there is 27-degrees, as in the case of the Smuggler Stealth and the Highfield 700 Series RIBs. But that is not often found. They are the deepest of the deep-Vs.

21 to 25-Degrees

Many more boats are designed with a 24-degree deadrise at the transom. Still, more are built with a transom deadrise angle of 21 or 22-deg. It is generally recognised that all boats from 21 to 25-degrees are deep-Vs. Bear in mind that deep hulls are generally harder to push. So, they are not as fuel-efficient and take more horsepower at certain speeds. At high speeds, if they are light, they may rise and reduce wetted surface to some degree, thus mitigating drag. They are also more trim-sensitive. From 21-degrees down to 17-degrees are modified-Vs, but all of this is simply arbitrary dividing lines. Below 17-degrees at the transom, the boat is getting flatter at the stern, which is just fine and is desirable in many applications. Many consumers think that the best boat to have is a deep-V, but that may or may not be true. It depends on the application.

Deep 'V' Bottom

When describing just how much V-shape there is in a hull, which is called its “deadrise,” the most telling figure is found at the transom of the boat and is called “transom deadrise.”

HULL BASICS

Why should you care about all of this? Because the next time you’re shopping for a boat, you want to make sure you pick the best one for your purposes. A good understanding of the boat’s hull design will play a huge roll in just how satisfied you ultimately are. So, here’s a quick run-down on basic hull designs, and the deadrise you’ll find in each.

Flat Bottom Boats

Flat bottom boats are incredibly stable, have low draft and excellent weight-bearing characteristics. They also plane easily and usually require less power than similarlysized boats with V-hulls. It’s something you will find with a lot of the small alloy dinghies.

However, a flat bottom is not going to ride very smoothly. Flat bottoms provide about the bumpiest, wettest ride on the water.

Semi-V or Modified-V

Smaller trailerable cabin runabout boats from 5m to 6.5m fall into this category. A semi-V hull is one with some V in the hull, but not enough to qualify as a deep-V. Most range between 17 and 20-degrees of deadrise measured at the transom, though there are some boats out there with less deadrise which could still accurately be called semi-Vs.

These are middle-of-the-road hulls. They aren’t the smoothest nor are they the bumpiest. They aren’t the driest nor are they the wettest. They aren’t the most stable nor are they the least stable. They are almost always more fuel-efficient than the deep-V

hulls and they are more comfortable than boats with a deadrise angle at the transom from say 16-degrees to 10-degrees. By focusing on the in-between, semi-V hulls are generally designed for certain bodies of water or certain boat types and sizes. They may be a compromise, but they may also be the best hull shape for the application. Their builders think they are.

Variable-Degree Deadrise

Most boats today have a variable deadrise hull. A variable-degree deadrise hull is one that has different deadrise angles in different sections of the hull. As an example, they may have a deadrise of as much as 60-degrees deadrise at the forefoot to easily cut through waves and not pound. Amidships, the deadrise will warp from the steep deadrise at the bow to an intermediate

What You Get

Looking

Dimensions:

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angle in the sections amidships. The angle of deadrise in this area is the most important in most boats. The builders rarely give out what the angles are here because this is the place of the secret sauce. It is here that most small planing hulls break the waves and ride when going fast. Typically, deadrise here is between 45 and 30-degrees, depending on the boat.

The aft sections of the boat are flatter to be more efficient, give the boat a better planing surface with more lift, and to dampen the

roll inherent in the forward steep V angles. However, all variable-degree deadrise hulls are not created equally, and some perform much better or worse than others. To make matters more complex, some will perform better or worse when fully-loaded versus when they’re run light. The weight distribution of people and gear can also have a big impact on how smooth the boat may or may not be, particularly when it affects running angle.

Variable-degree deadrise hulls have different amounts of deadrise from bow to stern.

Summary

When shopping for boats, consumers should ask the sales people the deadrise angles for the bow, amidships sections and at the transom for any boat being seriously considered. Then, they should consider the sea, lake or river conditions where they will be boating, and finally the kind of boating they will be doing. Any one of the hull shapes might be best for the intended application.

When buying a boat, a good understanding of the boat’s hull design is crucial.

HITTING THE UPPER NORTH ISLAND

In my previous tips I was all excited at the prospect of a long hot summer out on the Hauraki Gulf, however nature has put an end on that with back-to-back ocean storms. With the addition of Cyclone Gabrielle hitting NZ mid-February and causing chaos let’s hope March will provide better weather conditions for boating.

HIDDEN RUBBISH AREAS

Remember to annually check all the hidden areas that are behind squabs and under floorboards. These areas are great for rubbish to accumulate over time. This flotsam can jam up bilge pumps and block drain holes causing water to collect and creating extremely smelly odour. I did this recently and found an area filled with old cable ties and fish scales, simple 5-minute job to clean these areas out and make sure the drain holes are clear.

BOAT RAMP ETIQUETTE

I’ve mentioned this before but here’s a gentle reminder, please use your common sense when launching your boat at a public ramp. On many recent occasions I have witnessed the frustration caused by inexperienced boaties causing unnecessary problems and delays by not being aware of other people using the facilities. Always prep your boat before you are ready to reverse down the ramp. Too many boaties get their boat in the water and then start to remove covers, engine locks and attach lines. This should always be done before you reverse down the ramp, remember we all share the same boat ramp and if you need any help or advice, you can always ask one of your fellow boat owners for assistance. Pro Tip: make sure you use your handbrake as this will prevent you also launching your tow vehicle.

QUESTIONABLE WIRING

If you are having any issues with gauges always check the wiring first, in this instance someone (previous owner) had used the earth from the fuel gauge for the navigation lights, the result was every time you switched them on the fuel level would suddenly register low fuel.

HAZARDS AFTER A STORM

During Cyclone Gabrielle, many coastal regions experienced many debris getting dumped on beaches, mostly made up of large trees and branches. A significant proportion of debris also ends up floating just below the sea surface. Take extra care during the next few months cruising close to shore, as these rogue chunks will nicely remove a stern leg or lower section of an outboard or puncture your hull in a high-speed collision.

Debris on Torbay beach, North shore, Auckland - 13th Feb 2023

EFFECTIVE CLEANER

A cheap and effective method to clean mouldy areas is to use White Vinegar mixed 50% with water. Use a spray bottle to generously cover affected areas and leave it on for 1 hour to make sure it fully saturates the mould, then scrub with a teaspoon of Backing Soda. Also make sure you give it a good long rinse with clean water afterwards.

As we are unable to get out on the water it’s a good time to check for mould. The summer humidity will increase mould growth in areas that don’t get enough ventilation.

Pro Tip: avoid spraying white vinegar any alloy parts as this will make them dull and tarnish.

HIGH CLASS

Big trailerable RIBs have been a mainstay of the boating market for many years. The useability and practicality of the RIB are what make them so popular. One company that has run with the RIB concept is Highfield Boats.

The Highfield Sport 700 has an internal beam of close to 1.5m and a length of 5m, so there is plenty of real estate to use.

Highfield, a French-Chinese company, says they are the largest manufacturer in the world of alloy RIBs, and with 43 models spread over five styles, producing around 10,000 boats a year, it is easy to see why.

Highfield has been developing their luxury Sport range for over nine years and now offers sixteen models from 3.0m to 9m. The 2023 700 Sport is one

of their newest models and has several differences over the previous Sport 700. However, the same efficient, high-performance powder-coated alloy hull with Hypalon tubes has stayed the same. This gives the boat unrivalled performance and handling, especially in adverse sea conditions. The new model comes with an improved deluxe luxury fit-out.

HANDLING & PERFORMANCE

Few production boats on the market can boast such a deep vee hull. In fact, at 26 deg, I call it ultra-deep vee. That's offshore race boat territory. This significantly affects how the boat performs in the rougher water, and when you run the Highfield Sport 700, it is very apparent. This boat eats the rough water and is built to take the conditions. It feels solid and stiff, and there is little noise from the hull when underway. Certainly no 'tinnie' slap. It just feels right. Now you may have some concerns about stability at rest due to the extra deep vee. Well, don't. Due to the rear sections of the tubes sitting on the water at rest, that issue is non-existent.

The reverse chines on the hull, the tubes' wide down turned edge around the rubbing strip, and the steep fine bow entry makes the boat particularly dry. Considering there is no hardtop or wrap-around screen to hide behind, that's an important consideration. While the Highfield Sport 700 is rated from single outboards as low as 115hp through to a maximum of 250hp, the Yamaha F200 we had on the test boat was a perfect marriage. Flat out on the Broadwater, I saw 41 knots on the GPS, which is plenty for a boat like this. Fuel burn was around 75 lph, and the range was a reasonable 150 nm. Slip the throttle back to 4500rpm, the fuel drops to a very acceptable 35.8 lph and the range jumps to around 225nm. Plus, you are still cruising along at 30 knots.

MULTI TASKING

Centre console RIBs are a design classification all to themselves and are by far the most popular style when it comes to RIBS in the 5-10m range, regardless of brand. Highfield's Sport range comprises eight centre consoles, each following a similar design trend, albeit the layout is determined by the internal area available of each model.

The Sport 700 has an internal beam of close to 1.5m and a length of 5m, so there is plenty of real estate to use. To best utilise the space, the console is wide enough to allow room on either side to transit to and from the bow. The forward section features a V shape settee with a large storage locker under. Gas struts take the effort out of opening the large hatch. With a squab

infill, you can transform the entire forward area into one big sunpad. However, if you are more interested in fishing than improving your tan, with the squabs removed, this transforms into an ideal casting platform. The soft squabs are replaced with brushed EVA teak flooring.

A centre seat is fitted to the front of the console, which hinges up for access to extra storage space. It is also ideally placed when you have the removable table in place.

There is a separate anchor locker with flush mounted fairlead, recessed lights and a drop-down cleat on the short foredeck. You will appreciate that small detail when using the foredeck as a boarding platform—no more stubbed toes.

The forward section features a V shape settee with a large storage locker under.

The console forward seat, hinges up for access to extra storage space.

Diamond-stitched upholstery on all the squabs adds a classy touch.

While our boat was fitted with a single Garmin Echomap Ultra, there is enough space on the console for a pair of 12" MFD screens.

There is a separate anchor locker with flush mounted fairlead, recessed lights and a dropdown cleat on the short foredeck.

SPECIFICATIONS

Boat Design Name Highfield Sport 700

Year Launched 2022

Price as Tested $AUD161,215 Builder Highfield Boats

6.99m

Beam (External) 2.93m

Beam (Internal) 1.70m

Deadrise (Transom) 26 deg

Tube Diameter 565mm

Trailerable Weight 500 kg (approx.)

Max Speed 41 knots

Construction Aluminium/Hypalon

Fuel Capacity 285 litres

Water Capacity 40 litres

Engine Yamaha 200

Max Power 250hp

Flooring EVA

MFD Garmin Echomap Ultra

Contact HIGHFIELDBOATS.COM.AU NZ AAKRONXPRESS.CO.NZ

PERFORMANCE DATA : HIGHFIELD SPORT 700

Note: Fuel range is based on 10% reserve.

While our boat was fitted with a single Garmin Echomap Ultra, there is enough space on the console for a pair of 12" MFD screens. Also included was a Fusion head unit, Yamaha Command link display, and ICOM VHF. I liked the position of the footrest and the fact that I could move the helm seat to suit my driving position. Seated or standing, you have the choice. Both are good, with the perspex screen affording plenty of wind protection. There was no bimini on our boat, but it is an option.

There is dedicated seating for five in the self-draining cockpit, with a pair of forward bucket seats and a fullwidth aft bench seat.

The aft seat hinges up for access to the technical space and extra storage. The Sport 700 has a fold-up table mounted on the helm seat console. Drink holders are plentiful. I was impressed with the diamond-stitched upholstery on all the squabs, internal LED convenience

lighting and the EVA teak flooring. It gives a classy yet sporty look to the whole boat.

The aft deck features a pair of storage lockers and a robust powder-coated alloy tow mount, complete with a stern-mounted light. On either side of the outboard are small boarding steps with a drop-down stainless ladder to port. All Highfield Sport RIBs have davit lifting eyes, and they also come standard with a heavy duty rubbing strip and keel guard for all around protection.

The 2023 Highfield Sport 700 is a perfect example of how versatile RIBs can be. It is equally at home being used as a tender, towing water toys or simply as a day boat with the family. It's reasonably light on the trailer to tow and has fantastic on-water performance. Plus, it is well-finished and appointed, with an impressive list of standard features. Certainly a premium RIB in its class.