Pacific Powerboat July August 2020

PACIFIC

WWW.POWERBOATMAGAZINE.CO.NZ

JULY / AUGUST 2020

T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S

WHEELIE GREAT

WHERE TO FROM HERE?

ASIS 8.4M AMPHIBIOUS

DAMAGED PROPELLERS Repair or Replace?

ALSO REVIEWED

BLUEFIN 525 CC SCORPION 195XS

THAT SINKING FEELING How to Abandon Ship

EXPLORER VIKING 420 JET RIB HIGHFIELD OCEAN MASTER 500 RIB

FIR

$10.00 INCL GST

SEALVER RIBS PRINCESS V60

JULY / AUGUST 2020

ASIS 8.4M AMPHIBIOUS I SEALVER RIBS I PRINCESS V60 I BLUEFIN 525 CC I SCORPION 195XS I EXPLORER VIKING 420 JET RIB I HIGHFIELD OCEAN MASTER 500 RIB

THE OUTBOARD FILES

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PowerboatMagazine.co.nz

STUNNING NEW TRISTRAM 821 OFFSHORE

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T H E A L L N E W M 5 5. T H E F U T U R E T O DAY. The Maritimo M55 fuses the latest advancements in nautical technology and design with the iconic features of Maritimo’s M-Series models of the past. Australian built, it’s sharpened exterior design, reimagined entertainment areas, and high performance reset the international standard for long-range cruising motor yachts. With an all new fully enclosed climate-controlled flybridge sky lounge it’s the future of flybridge motor design today.

COMING 2021. Enquire Now.

maritimo.com.au

C O N T E N T S ISSUE 54 HIGHFIELD OCEAN MASTER 500 RIB

Reviews

Regulars

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ASIS 8.4M AMPHIBIOUS

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The 54m Czyzewski trimaran concept is all about the “Wow!”.

How our cruising ground to a temporary halt.

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DESIGN FOCUS

LEADING COMMENT

PRINCESS V60

Welcome Back by Barry Thompson

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SCORPION 195XS

PUBLISHER’S COMMENT Well, what a mess that Autumn was!

by Doug Dukeson

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BLUEFIN 525 CC

GUEST COMMENT

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HIGHFIELD OCEAN MASTER 500 RIB

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Andrew George pays tribute to industry icon Bob Tait who passed away recently.

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SEEN & ADMIRED Princess V55 Riviera 64 SMY

SEALVER RIBS

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EXPLORER VIKING 420 JET RIB

NEWS

News, new products, boats and events.

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POWER ON

News and new products from the world of power.

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PACIFIC POWERBOAT MAGAZINE

CRUISING MATTERS

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STRAIGHT FROM THE GALLEY Derek the Chef prepares Chargrilled Spice Salmon.

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DUNCAN ON FISHING Increase your hook-up rate.

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EYE ON ELECTRONICS

Previews on some of the world’s latest gear.

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FLETCH’S TIPS

Aaron Fletcher shares his tips learned after years of getting it right and getting it wrong.

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WHAT IS THE QUESTION? Phil Gilbert looks at winch issues.

PACIFIC

JULY / AUGUST 2020

SEE PAGE 46

T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S

o a tt r b r o u o y o a b r r ollll u o y

THE OUTBOARD FILES

WHEELIE GREAT

WHERE TO FROM HERE?

ASIS 8.4M AMPHIBIOUS

At anchor and underway At anchor and underway THAT SINKING FEELING

DAMAGED PROPELLERS Repair or Replace?

ALSO REVIEWED

BLUEFIN 525 CC SCORPION 195XS

How to Abandon Ship

EXPLORER VIKING 420 JET RIB HIGHFIELD OCEAN MASTER 500 RIB

FIR

$10.00 INCL GST

SEALVER RIBS PRINCESS V60

JULY / AUGUST 2020

ASIS 8.4M AMPHIBIOUS

ASIS 8.4M AMPHIBIOUS I SEALVER RIBS I PRINCESS V60 I BLUEFIN 525 CC I SCORPION 195XS I EXPLORER VIKING 420 JET RIB I HIGHFIELD OCEAN MASTER 500 RIB

PACIFIC POWER BOAT ISSUE 54 COVER

r uc du c ee r ee d

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STUNNING NEW TRISTRAM 821 OFFSHORE

Anti Rolling Gyro Stabilizer

Features

-with over a decade of experience of creating stable situations on pleasure and commercial craft all over the world.

54

For Luxury Yachts, Trawlers and Sports Fishers

Motor Yacht Service Centre’s vessel management service has made owning a boat in New Zealand a trouble-free experience for its English based owners.

• Provides a comfortable setting for dining and entertaining.

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• Effective at trolling and at ‘zero’ speeds.

Sam Power, Technical Sales for Henley Engineering, looks at what the options are if you damage your propeller and offers some advice on propeller care.

• Improves fuel efficiency.

VESSEL MANAGEMENT

• Allow crew and guests to move around safely and enjoy themselves.

• Sleep in comfort at the dock or anchored out.

• Keeps your vessel steady when docking.

• Less maintenance means more time to fish.

PROPELLER – REPAIR OR REPLACE

• Easy to use, just flip a switch.

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There are over 3000 installed worldwide

THE SINKING FEELING

Aaron Fletcher, who has had personal experience when it comes to abandoning a vessel at sea, offers some advice on what to do if you are ever in the same lifethreatening situation.

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PEOPLE IN BUSINESS – BRETT ‘FLANO’ FLANAGAN

ARG 375T

ARG 250T

ARG 175T

ARG 50T

Boats to 60 Tons

Boats to 40 Tons

A passion for boating at a young age turned into a lifelong career that is still going strong for this Gold Coast based marine identity.

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ACROSS THE DITCH IN STYLE

Boats to 25 Tons

A world-wide search for the right boat ends with christening a Riviera 72 Sports Motor Yacht over the Tasman Sea.

Boats to 10 Tons

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THE OUTBOARD FILES – THE FUTURE

DB414

Danny Casey examines the current wave of success in the outboard market and offers some thoughts and opinion into future trends for the industry.

Motor Yacht Service Centre | Ph 09 416 1179 | Mob 027 2922 405 | glynis@motoryachtservicecentre.co.nz

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DESIGN FOCUS

54M CZYZEWSKI TRIMARAN

THE WOW FACTOR

The Czyzewski trimaran concept is all about the “Wow!” Some say Batman would be a sailor if he saw it, others dream of it flying across the oceans as if the captain is a Jedi knight aboard his starship. No matter what visions this unorthodox design lays before your eyes, you must admit, you’ve never seen anything quite like it.

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he yacht concept’s designer, Czyzewski Design, is a Polish prototyping and design service that used its computer-aided design prowess to produce the stunning renderings of maverick trimaran. The designer set out to create something new in the yacht category. And they succeeded.

The slim design coupled with a trimaran base is fashioned to produce a more stable position on the water. The trimaran’s eyepopping design of black and white is set in luxury with chrome and golden elements.

The main goal was to create something new in the category of motor yachts. The slim shape with two additional hulls makes the design stand out. In addition to the design itself, the designer wanted to create a luxurious look.

The 57m trimaran has a massive beam of 46m, displacement of 48,000kgs and camn carry 3600 litres of fuel, 1600 litres of water and will carry a crew of 35. www.czyzewski-design.com

PACIFIC POWERBOAT MAGAZINE

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EDITOR'S NOTE with Barry Thompson

PACIFIC

Welcome Back

PUBLISHER D&B Publishing Ltd EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 email: barry@boatmags.com CONTRIBUTORS Doug Dukeson, Freddy Foote, Bruce Duncan, Derek the Chef, Laurie Cranfield, Mike Rose, Phil Gilbert ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 email: doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 email: alex@boatmags.com

Firstly let me say I am sorry we were unable to publish a May-June issue, which traditionally is one of our biggest as it comes out pre the Hutchwilco New Zealand Boat Show, so is packed with the latest releases to be unveiled at the show.

However, my time in lockdown was not wasted and I managed to do a lot of work on our website, namely loading 100s of boat reviews and features. Right now, we have just short of 700 boat reviews online and access to them is 100% free.

PRODUCTION Design & Prepress: Annabelle Rose Design Mob: +64 (0)27 427 4559 email: design@annabellerose.co.nz Printer: PMP Limited WEBSITE Stealth Media Ltd Gustav Wentzel info@stealthmedialtd.co.nz +64 21 0201949 ACCOUNTS Soraja Thompson Tel: +64 (0)9 428 2086 email: accounts@boatmags.com CIRCULATION Gordon & Gotch Ltd SUBSCRIPTIONS Printed & Digital subs@boatmags.com Pacific PowerBoat is published bi-monthly January, March, May, July, September, November REGISTERED OFFICE 14 Glamis Ave, Manly, Whangaparaoa, Auckland, New Zealand. email: barry@boatmags.com www.powerboatmagazine.co.nz Postal Address: PO Box 132 Whangaparaoa, Auckland 0930, New Zealand.

All rights reserved. Reprinting in whole or part is expressly forbidden, except by written permission of the publisher.

Printed in New Zealand ISSN 2230-4134 (Printed) ISSN 2230-4142 (Online)

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B

ELIEVE ME, this has been a monumental task and it has taken myself and others countless hours to extracting images and words from old CD’s. As you can imagine 20 plus year old CDs can never be relied upon to function perfectly and we had our issues. But, in the end we managed to retrieve over 90% of the reviews from 1996 through to the present day, across all our titles. In fact, some reviews we just couldn’t recover and may look at scanning and digitising them later.

What we have now is New Zealand’s most comprehensive resource for powerboat reviews, from small tenders and tinnies to the biggest trailer boats and motor yachts.

You can access all the reviews and also hundreds of feature articles and videos by simply going to www.powerboatmagazine.co.nz Plus it is 100% FREE. So, if you are looking at a new or used powerboat from 4m to 35m, it’s highly likely that we have reviewed it.

During the early days of the lockdown I also decided to look back over the

PACIFIC POWERBOAT MAGAZINE

past 49 years I have been a marine journalist and see how things had changed in nearly 50 years. I have fortunately kept bound volumes of Sea Spray, Boating World and Powerboat so had great scource material. I admit when I started delving back into the 1970s I forgot a lot of sequence of events and if it had not been for the old mags I would have got quite confused. Mind you that’s fairly easy these day, but I did manage to pen some words about my life in the 1970s and 1980s. Plans are to publish them over a few issues and I am sure they will bring back memories for a lot of people who were part of the industry or involved with boat racing. Might make some good summer reading.

This issue is our first in the ‘new norm’ and you will see it is a lot smaller than usual but there is still plenty to read and still the most comprehensive powerboat magazine on both sides of the Tasman.

Happy reading and look forward to catching up with you on the water or at the Auckland Boat Show in October.

The legend begins

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Riviera Today - Open Flybridge 39 43 45

Riviera Today - Enclosed Flybridge 54 57

Riviera Today - Sport Yacht 4800 5400 6000

Riviera Today - SUV 395 445 505 545 575

Riviera Today - Sports Motor Yacht 64 68 72

Riviera Today - Belize Motor Yacht 54 66 Sedan and Daybridge

200216

Riviera today. Experience excellence, decades in the making.

In 2020 Riviera Australia celebrates 40 years of evolution. What a journey it’s been. Creating 5,600 luxury motor yachts over four decades.

Reaching for ever higher standards of excellence. Forever refining and improving our craft. From our early pioneering flybridges, to the extraordinary 20-model strong Rivera range of today. An exclusive selection of adventurers, entertainers and sports stars without peer.

Featuring head-turning styling. Exhilarating blue water performance. Timeless luxury with tomorrow’s technology. Experience practical, enduring and desirable from 39 to 72 feet. Come aboard Riviera 2020.

To find out more, contact your nearest Riviera dealer or visit RivieraAustralia.com

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PUBLISHERS NOTE with Doug Dukeson

Well, what A MESS that Autumn was!

To add ‘salt in the wound’ over the lockdown period, we were teased by the fantastic boating conditions, that we could only watch pass us by.

M PREMIER SHIPPING • Specialist Worldwide Shipping of Boats and Marine Equipment •

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www.oceanbridge.co.nz Members of: NZ Marine Export Group NZ Marine Industry Assn

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PACIFIC POWERBOAT MAGAZINE

OST CAME OUT OF THE VIRUS on the right side, with a few positives coming from it as well. Families spending some special undivided time together – getting back to the good old fashioned family values, with a few taking the opportunity to do a little maintenance on their boats, when and while they could if they had the equipment and parts they needed.

Well, it’s heads back up as we move forward. With boarders still closed, what better time to see your own country, or even better finish preparing your boat for the coming season. If you are all set, then you will be able to get out to chase some nice winter snapper.

We live in a glorious country with wonderful waterways, so what better way to chill out with family and friends.

Instead of a 2020 overseas holiday, this has been the opportunity to buy a new boat or upgrade your existing vessel, in return offering years of family adventures and memories. Boating offers many many years of healthy fun times with your crew, especially with the borders closed for however long it is to be.

Looking around the world, there seem to be good boat sales underway, despite the world press screaming recession.

Looking at reports from the USA, boat sales are on the increase. In some states, there is a boat buying frenzy, there is actually a concern about the lack of the supply of boats, due to production being shut down during Covid-19.

One retailer quoting- ‘The ‘family’ has recognised due to the pandemic, overseas vacations, boat cruises and many international destinations are simply out of the question - So, let’s go boating!”

When it comes to new boat buying, the last of the ‘good old days’ are now. Boats will never be cheaper and hey, what better way is there to bring your family and friends together than out on the water?

Happy Winter Boating Doug Dukeson Publisher

Power Power -- Performance Performance -- Style Style Power - Performance - Style

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GUEST COMMENT

Bob Tait Passes - A tribute by Andrew George

• ANTIFOULING • POLISHING • TOUCH-UPS • REPAINTS • PROPSPEED • MAST & BOOMS

The marine industry lost a highly valued member recently with the passing of Bob Tait after a long illness. Bob was a great supporter of our publications, Pacific PowerBoat and Alloy Boat magazines and was always active in getting the Tohatsu brand name to the fore. He was an outstanding advocate for the marine industry and will be sadly missed by all who knew him.

Long-time friend Andrew George fondly remembers him and offers this poignant tribute to a pure gentleman of the industry.

I

Blending quality marine products, craftsmanship and customer care.

HibiscusMarineCoatings.co.nz

Phone: 09 428 3906 DB227

Gulf Harbour Marina, Gulf Harbour, Auckland, NZ 12

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WAS ASKED BY EDITOR BARRY THOMPSON to write a tribute to Bob Tait who sadly passed away on the 13th of May 2020, surrounded by his family at his home in Wellington.

I joined Bob in 1986 as a sales representative for his company, Diversified Products, and worked alongside him for ten years. He was an incredible teacher, mentor and leader focused on providing quality marine products, backed by impeccable sales and service and his dedication to this mantra was always at the forefront of his work ethic.

He expected nothing less from his staff. Bob was a tenacious and tireless worker with an uncanny knack for spotting a product gap in the market before his other competitors and would search the globe to fill it before they did successfully. Together, we attended world boat shows in Chicago, Miami, China, Japan, the United Kingdom and Europe. I always remember that for Bob, it was a race to get around the many stalls, searching for the next new marine product to import into New Zealand.

These experiences (as a young lad) have stood me in good stead. In Bob’s eyes, it was not just about starting a job but more importantly, finishing it. At the end of each show day, of course, it was time for a beer and a catch up with mates and colleagues.

What fun we had. The Jazz Bar in Chicago was one of his favourites, and God only knows how many 4 a.m mornings we enjoyed there.

Bob loved people. He took a genuine interest in their lives and could converse on many subjects. Often a twenty-minute phone call ended up being an hour.

Diversified Products grew in size and in time, Bob took on the Tohatsu

PACIFIC POWERBOAT MAGAZINE

Outboard agency for New Zealand. It was about this time that Bob felt to give back to the New Zealand marine industry. To this end, he spent many years as the President of the New Zealand Marine Industry Association (NZMIA) and in keeping with his frenetic pace, worked diligently through the many issues this role entailed.

Bob was a man of mana, and the respect he gave and received was a testament to this. In particular, he was passionate about the Marine Apprentice training schemes. Bob long saw the importance of these programmes to ensure the standards for this diverse range of marine trades was upheld. There are many graduates of these programmes who can thank Bob for this. He was always looking for improvements and expansion on all fronts of the New Zealand marine industry, and in that sense, the industry will forever be indebted to Bob for his efforts.

It was not just the marine industry that Bob gifted his time. He was a Justice of the Peace, President of the Johnsonville workingman’s club and commodore of the Waikane Boating Club. Additionally he became a Life Member of the Marine Industry Association of NZ in 2009 and in 2014, was inducted into the Hutchwilco NZ Boatshow hall of fame.

It is astounding where Bob found the time to dedicate to these many essential roles. In my eyes, he achieved so much in his life and continued to be active until the time of his death.

I will miss our numerous chats, his wisdom and his friendship, and I send my love and support to Jill and the Tait family.

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SEEN

& ADMIRED

R I V I E R A 6 4 S P O R T S M O T O R YA C H T

THE ULTIMATE ESCAPE

The newest addition to Riviera’s internationally acclaimed Sports Motor Yacht collection, the 64 SMY, has just been launched.

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he 64 SMY has been designed equally for bluewater cruising and long-term liveability as much as for luxurious long-weekend escapes,” said Riviera owner Rodney Longhurst.

“It’s a proud moment for our dedicated team members who have shared this journey from the early planning stages to her launch where now she is really shining.

Powered by twin MAN V12 turbo diesels, each delivering 1550hp, the 64 SMY adopts the efficiencies and engineering precision of the V-drive system created for Riviera’s 68 and 72 SMY to deliver quiet, effortless and smooth acceleration to her top speed of more than 30 knots.

Behind her elegant lines is a luxury motor yacht that optimises onboard space with amenity and functionality that is enhanced

by Riviera’s renowned superior craftsmanship and finishes.

Versatility and practicality are evident from the moment you step aboard the Riviera 64 Sport Motor Yacht.

The cockpit leads up to the mezzanine level where to port is an L-shaped day lounge and Al fresco dining will be enjoyed in the L-shaped lounge area to starboard, which includes a dropleaf teak table.

The mezzanine can be enclosed with optional clears and serviced by air-conditioning ducts for maximum comfort in allweather conditions considerably extending the living area and creating another room.

Plush seating is provided on the port side of the saloon, with

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PACIFIC POWERBOAT MAGAZINE

the lounge also storing three director’s chairs to accompany the seating at the starboard-side dinette or for use in the al fresco mezzanine dining area.

The accommodation deck features four staterooms and three bathrooms. The VIP stateroom in the forepeak enjoys views from large hull side windows. Form and functionality combine seamlessly in the superb helm station, which has twin leather seats and central helm. There is a commanding view over the 64’s foredeck, with its versatile, innovative and easily accessed socialising area comprising a C-shaped lounge area and generous floor space.

The 64 SMY’s preview dates for Australia and New Zealand are: Gold Coast QLD 12th June to 14th June and 19th June to 21st June.

Port Stephens NSW 4th July to 5th July.

Sydney NSW 10th July to 12th July and 17th July to 19th July.

Auckland New Zealand 31st July to 2nd August.

RivieraAustralia.com

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& ADMIRED

TRISTRAM 821

SETTING NEW STANDARDS

The much anticipated world premiere of Tristram Marine’s new model ‘X’, has now been revealed to be the Tristram 821 Offshore.

S

ince this model’s inception, the brief has been ‘wide open seas’. Therefore size, range and performance immediately became the hero features of Tristram’s new 821 Offshore. This long-range blue water boat is set to change NZ’s GRP trailer boat industry with its highly sought after 8.77m LOA and 2.78m beam, broad shoulders, wide side decks, raised sheer and trademark aggressive but sleek ‘Tristram’ profile. In addition to the ever-popular diesel sterndrive powerplant option, Tristram has also released a twin outboard configuration with optional joystick piloting for 360-degree skipper control and Skyhook digital anchoring.

Crafted in-house with state-of-the-art CAD software, Tristram’s new 821 Offshore is within 0.025mm of accuracy port to starboard and bow to stern, with subtle mouldings that create an incredibly soft, dry and stable ride in even the most severe of New Zealand’s offshore weather conditions. Several unique features including two draining 3m underfloor rod lockers for in situ gear washing, 80L live bait tank and the option of built-in tuna tubes as well as large storage lockers under the bunks, seats and cockpit floor providing even the most discerning of game anglers the ultimate fishing weapon.

In conjunction with Simrad, the Tristram 821 Offshore exclusively offers a full glass helm, featuring a 100% digital information display. What begins as a black glass panel lights up to reveal a range of GPS, depth sounder, engine and on-board systems displays with just the turn of the key.

For more information visit www.tristram.co.nz or call Tristram Marine’s team on 07-849-5225 16

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NEWS

WORLD CLASS DESIGN

MARITIMO SET NEW BENCHMARK WITH M55

Maritimo, have taken a huge step forward in the design of their M-Series flybridge motor yachts, with the recently announced M55.

“THE NEW M55 long range cruising flybridge motor yacht fuses the latest advancements in motor yacht technology and design with all of the legacy features of the iconic M-Series models past,” said Maritimo Director of Design, Tom Barry-Cotter.

The new M55 hull is an advanced evolution of Maritimo’s longstanding experience in long range cruising design. The variable deadrise hull with deep keel, sharp bow entry and flattened progression aft has been focused on offshore cruising performance, comfort and stability.

As with all M-Series models, the foundations of the new M55’s hull design and engineering are centered on direct shaft drive technology. The

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hull design and engineering are based around a 9deg straight shaft drive system which maximises efficiency, reduces draft to an extremely practical 1.4m and neutrally locates weight distribution within the hull.

The direct shaft drives in the M55 will be powered by standard twin Volvo Penta D11-670MHP power units with an option of Volvo Penta D13-800MHP or Scania Di13-825MHP power units. The advancements in cruising efficiency are multiplied even further when combined with the M55’s 4550L fuel capacity, meaning the M55 will be capable of adventuring further than ever before.

The Maritimo M-Series flybridge motor yacht has long been renowned

PACIFIC POWERBOAT MAGAZINE

for its catering to a practical boating lifestyle. “The M55 flybridge motor yacht showcases the future of flybridge motor yacht design,” said Barry-Cotter.

The M55 has reimagined the idea of a practical deckspace with its new adventure deck lower cockpit design. The adventure deck creates an incredible watersports or adventure haven with practical proximity to the water. The adventure deck incorporates the option to be opened with electric actuators to unveil a fully lined 3.0m tender garage with 250kg davit for owners looking to conceal tenders away from the platform or forward deck. The adventure deck lower cockpit can also be integrated

with an optional 1.4m extended platform to create a mammoth deck space with endless practical applications.

One step up from the lower cockpit, is the upper cockpit alfresco deck space, with easy access to deep walkthrough side decks. The upper cockpit is fully sheltered by the extended flybridge headliner, providing complete cover for the alfresco area.

Maritimo’s iconic aft galley seamlessly connects the upper cockpit deck and the enormous saloon lounging area. Injecting light and air to the saloon and flybridge is the option of Maritimo’s unique two stage vista sliding windows which transform the areas into an indoor/outdoor escape.

Graciously veiling the walk around side decks are free flowing wing mouldings which integrate in with the flybridge design to induce more flybridge beam and living space, creating the most spacious flybridge for a motor yacht in the 50-60ft size category. The fully enclosed climate controlled flybridge sky lounge space incorporates a pair of distinct flybridge lounging areas, for cruising and relaxing, which can easily convert to additional sleeping berths if required.

Beyond the aft bifold doors is an immense flybridge deck space that can be optioned with further alfresco lounging with full hardtop coverage, opening skylights as well as the option for concealed roll down clears. Below deck the M55 offers three spacious staterooms and two ensuites, with full beam king master stateroom, offset queen forward stateroom and twin single starboard guest stateroom. The M55 is set to world premiere in early 2021. www.maritimo.com.au

"

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The M55 flybridge motor yacht showcases the future of flybridge motor yacht design.

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www.hellamarine.com PowerboatMagazine.co.nz Matt Watson Boat 2020.indd 1

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24-Mar-20 8:42:32 AM

NEWS

A N E X C L U S I V E B O AT S H O W

Grady-White Tairua Boat Show With the cancellation of Hutchwilco New Zealand Boats Show, Grady-White’s NZ dealer has taken the bold step of organising their own boat show.

Look for the hot new Brig RIBs.

Tairua Marina, the venue for the show.

The new 2020 Marlin 300 will be one of the more than ten Grady-Whites on display.

S

TUART ARNOLD, director of Grady-White New Zealand will be running an exclusive boat show from their base at the Tairua Marina over the weekend of 8th9th August 2020. What started as a promo just for the Grady-White brand seems to have gained momentum in the show starved industry.

“As the Hutchwilco Boat Show was cancelled until next year where we were hoping to preview the latest 2020 model boats from Grady-White, we are now having our own show where we can still do that and more”, says Stuart.

Grady-White will have on show the new 2020 model Grady-White 370 Express, 330 Express and Marlin 300, these boats fully equipped with the complete Yamaha Helm Master control system and a full electronics suite from ‘SIMRAD’ electronics.

They will also have another 8-9 model Grady-White models on display and boats doing sea trials throughout the show. These will include a Grady-White 370 Express, 330 Express, 228 Seafarer Walk Around, 208 Adventure Walk Around, Fisherman 236 Center Console and more.

However, the show will not just be about Grady-White, you can also expect to see boats from, Profile, Southern, Extreme, Stabicraft, Surtees, Brig, and Sealegs.

Plus there will also be some great stands from Yamaha NZ, withn their outboards, Waverunner Jetski’s and gear, electronics from Simrad and Garmin, plus Balex and Dockpro. The latest Shimano Tackle & Fishing and diving enthusiasts will have plenty to check out with fishing tackle and dive gear displays along with some great Gary Longley artwork. A full list of exhibitors will be released in July.

There will also be prize draws and drinks, beers and food available in the new Tairua and Pauanui Fishing Club in the main Tairua Marina building, and some great forums and talks by guest speakers, so please make a date and come along. It is totally free show with no entry fee.

For more information: Stuart Arnold, Tel: 0275-365346, info@gradywhite.co.nz

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By the numbers...

THE NUMBER OF DRIVERS THAT ARE ALIVE, WHO HAVE ATTEMPTED TO BEAK THE WORLD WATER SPEED RECORD. KEN WARBY, THE CURRENT HOLDER IS THE ONLY MAN STILL ALIVE, WITH ALL OTHER KILLED DURING THEIR SPEED RECORD ATTEMPTS.

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PACIFIC POWERBOAT MAGAZINE

Look for the latest from Sealegs.

Yamaha will have their latest Waverunner’s on display

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NEWS

A L L Y O U R B O AT I N G N E E D S

BRIN WILSON BOATS – THE ONE STOP SHOP One of New Zealand’s most established boat builders is now in its 68th year of business with a whole new appreciation of how they run the business in the future.

Jan Saull and Bruce Dickie

The Brin Wilson fully enclosed shed totals 1200 sqm of covered workshop.

“IT HAS BEEN VERY HARD FOR US, as we had a lot of work and just had to close the doors and go home, so when they announced we were going into Lockdown 3, and allowed back at work, I was really relieved”, says Jan. We are back in full swing now and the great team of craftsman I have behind me are busy catching up after the lockdown”, added Jan. Brin Wilson Boat Builders has a long and distinguished history spanning over 68 years with its beginnings in 1952. Brin Wilson was a distinguished yachtsman who was one of the first Kiwis to compete internationally and dedicated himself to his passion – designing and building yachts, many of which earned international acclaim whilst sailing. Competing in and winning races and regattas around the world.

In 1974, after Brins death, his sons Bob and Richard Wilson took over the family business, continuing his legacy of designing, building and repairing some of New Zealand’s most notable timber boats.

Nick Saull took over Brin Wilson Boats in April 2000 after serving his apprenticeship with the company, working closely with Bob and Richard until his untimely death in 2016, the

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company moving more into the refits and extensions, repairs and insurance work. His wife Jan Saull has continued on with running the company along with Bruce Dickie and a long serving and trusted team of tradesmen building on the company’s reputation of high quality craftsmanship. I certainly didn’t expect to celebrate 20 years of being at Brin Wilson in lockdown says Jan. “We offer a very diverse range of services to cater fort all aspects of the market, such as upgrading and restoration of current vessels from complete restoration projects to customised and specific detailed alterations”, says Jan. The company also offer a complete osmosis solution with a variety of specialty services from osmosis and gelcoat repairs to wooden hull planking, they also have the agency for Flexiteek which is an alternative for teak.

Brin Wilson Boats is one of the few boat builders that has the expertise and knowledge in repairing both traditional-built craft, and modern composite yachts. Additionally, Brin Wilson is recognised and has extensive administrative experience working with a wide variety of local and international

PACIFIC POWERBOAT MAGAZINE

insurance companies.

Since 1952, Brin Wilson Boats has built numerous vessels of different sizes and construction methods, and today, over 50 years since their first wooden boat was launched, they are still able to assist in all aspects of your project.

The Brin Wilson yard, conveniently located at Gulf Harbour Marina, consists of one fully enclosed shed totalling 1200 sq meters of covered work shop. This allows them to carry out refits, repairs and maintenance year-round with no weather interruptions. Also onsite are: engineers, riggers, painters, electronics, osmosis repairs, chandlery and upholsters, all with their own premises, making Gulf Harbour Marina a one stop shop for all your boating needs.

There are two travelifts - a high aspect 30 ton and a 100 ton - making haulouts easy and convenient.

Additionally, there is over 16,000 sq meters of sealed hard standing.

Rentable apartments within walking distance from the marina, along with restaurants, cafés and convenience shops make the Brin Wilson yard ideal for any size project. www.brinwilsonboats.co.nz

Tristram 821 Offshore Sterndrive & Twin Outboard - Cathedral Cove NZ

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Serious fishing machine from Purekraft Designed and built to be the ultimate trailerable fishing machine, the Purekraft 770 Custom Hardtop is also diesel powered.

T

HE PUREKRAFT 770 Custom Hardtop is one of the latest creations from the board of Hall Marine Design and incorporates a lot of their best ideas from a wide range of their offshore trailer boats. The first of the new design is powered by a single Hyundai S270 diesel sterndrive.

However, should a client prefer to go outboard powered, the 770 can be modified to suit.

Overall hull length is 7.7m, with a generous 2.6m beam, 500 litre fuel

capacity and 75 litres of freshwater.

Boat #1 is loaded with technology / systems such as a pair of Garmin 8412 MFD’s , radar, autopilot, triple transducers, Lewmar bow thruster, Zipwake trim tabs, Stressfree drum winch, Wet Sounds speakers, Fusion head unit and Hella lighting.

Other key features are a foredeck casting platform, curved one piece

windscreen, King & queen seat boxes with a cooker and storage drawers, plus a pull out lounger seat. The 770 will also be fitted with a pullout Waeco fridge/freezer and pull out 150L ice box.

Four tuna tubes (two per side) with folding lids and overboard drains and bait station with sink, storage drawer, bottle opener and lots of rod holders are just some of the serious fishing gear aboard. www.hallmarinedesign.com

PACHOUD LAUNCH NEW CHARTER CAT

Pachoud Yachts have just launched their new 26.2m catamaran superyacht, Rua Moana. Rua Moana will be operated as a charter yacht by Cruise New Zealand. Based in the Viaduct in Auckland, and possibly the South Pacific Islands for the winter season, Rua Moana is a very unique craft.

P

ACKED WITH FEATURES such as a concealed spa pool, and a large swim platform and beach club, Rua Moana is also a technical achievement in terms of efficiency and environmental friendliness, at a global level.

Hydrodynamically she is extremely efficient requiring a mere fraction of the horsepower usually required to push a boat of this volume, with systems onboard developed for energy efficiency. Rua Moana has also been built with a sustainable and cruelty free interior.

Exterior styling is by Andrew Ogilvie of Pachoud Yachts, with the interior design by Kit Carlier Design and Naval Architecture by LOMOcean.

Rua Moana has over 450sqm of floor and deck space, with generously proportioned outdoor areas, which include a submersible beach platform at the stern and a large spa pool on the foredeck. The upper deck provides

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a lofty area from which to take in the spectacular natural panorama afforded by 360 degree views.

The décor is streamlined and clutterfree, producing a feeling of light and space. Hard surfaces are smooth and sleek, and soft furnishings are lush and inviting. There are four guest cabins, each with a queen size bed and its own ensuite bathroom. A chefs galley, indoor and outdoor dining areas, main saloon, media room and wine lounge

PACIFIC POWERBOAT MAGAZINE

complete the main floor with a state of the art flying bridge and large outside deck located upstairs.

The hull design is extremely efficient enabling her to cruise at 18 - 20 knots with a top speed of 22 knots. Power is provided by a pair of 966hp MTU 8V2000 engines.

Look for a full review on Rua Moana in the next issue (Sept-Oct) of Pacific Powerboat. www.pachoud.co.nz

T H E A U C K L A N D B O AT S H O W I S O N !

NZ Dlstr/!Jutor: A!Jsolute Morine 09 273-9273 www.a!Jsolutemar/ne.co.nz

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The Auckland Boat Show is officially still on, but with a new format, new name and new dates!

The Marine Industry Association (MIA) made the announcement last week, much to the delight of the marine industry. The show, now running under the new name of Auckland Boat Show will take place on the 8th - 11th of October 2020!

The Boat Show is not only a major event for the marine industry nationwide, but also a valuable and important event for Auckland. NZ Marine are hosts to this show, and been waiting to see how the Covid-19 situation develops.

By changing the branding name of the show to “Auckland Boat Show” the MIA felt it better reflect the now wider and more diverse exhibitiors on display at the show.

Through industry demand, the show has grown over the last 22 years to incorporate more on land displays of trailer power boats and internal pavilion exhibits of marine equipment and service providers. As such there has been an increase of displays on land – so the MIA believe that this name change is a good reflection of exhibits on display across the board.

This subtle change, will provide wider branding opportunities for exhibitors. The logo will look the same and as will the branding colours and a key part of the show will continue to be boats on display and ready for sea trial on the water.

The new dates are timed to bring the show into daylight saving and the final week of school holidays. Also the show will be just two weeks prior to Labour weekend to ensure the industry motivates the boating public to get back into boating mode.

There is also a reduction in show entry ticket prices from $25 incl GST to $19.50 incl GST for the 2020 show.

One of the most significant changes is the move for the on land exhibitors to The Cloud, on Queens Wharf, while the on water display will stay in the Viaduct. www.auckland-boatshow.com

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By the numbers...

SINCE THE MID 1970S, WHEN THERE WERE AROUND 30 FIBREGLASS TRAILER BOAT BUILDERS IN NEW ZEALAND THE ACTIVE NUMBER NOW IS NOW LESS THAN 10.

+61 8 8382 5283 sales@stressfreemarine.com.au

DB440

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Year Warranty

www.stressfreemarine.com.au PowerboatMagazine.co.nz

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NEWS

APPRENTICESHIP PROGRAM

RIVIERA APPRENTICE GRADUATES MENTOR PROGRAM

Riviera continues its commitment to fostering excellence by encouraging its apprentice graduates to participate in a new initiative aimed at enhancing their skills and career pathways.

O

Engel 40 Litre Combi Fridge / Freezer Engel’s latest addition

This new model is a new combination Fridge and Freezer, with added features including the removable internal divider and thermostatically controlled fan.

The MT-V45F gives three versatile configurations; With built in battery monitor

Freezer 16 litres / Fridge 23 Litres

option 1

(total 39 Litres) option 2

Freezer 22Litres / Fridge 17 litres (total 39 Litres) option 3

Refrigerator Only

(Divider removed total 40 Litres)

Five-Year Warranty

This model also includes the user-friendly digital control with LED display, along with built in battery monitor. Supplied with both cords, the 12 volt cord that plugs straight into your vehicle’s cigarette socket and the 240 volt lead with three pin plug, (Auto switching).

For more information visit:

DB466

www.engelnewzealand.co.nz

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PACIFIC POWERBOAT MAGAZINE

VER A SIX-MONTH TERM, graduates of the Riviera apprenticeship program team up with a mentor at Riviera’s Coomera production facility as part of Study Gold Coast’s Kickstart program.

During the current CV-19 restrictions, graduates work with mentors either onsite observing social distancing requirements, or via electronic correspondence or mobile communications where available. The course director facilitates the program using a video link.

The Kickstart program is designed to further develop Riviera’s newest tradespeople and fast track their professional, commercial and business skills.

According to Adam Houlahan, Riviera’s Safety and Training Manager, the program paves the way for new tradespeople to advance their careers with continued learning.

“It keeps them on a path where they continue to challenge themselves, to keep growing and developing skills,” Mr Houlahan says.

“It is an investment in themselves and their future, whilst at the same time there is great personal pride that they are taking on projects that add value to our business.”

Through the program, each participant will work closely with their Riviera team mentor to work on a special project that aligns with their industry skills and capabilities.

It provides a tremendous opportunity for graduates to engage with the highly experienced Riviera team across multiple levels and includes vital interaction with key team leaders.

The Kickstart program gives Riviera’s newest tradespeople an insight into what it takes to be an outstanding Riviera team member and it accelerates their learning opportunities across the complete manufacturing process.

The program also reinforces the culture of excellence that supports every motor yacht that Riviera proudly creates, with more than half of the company’s annual production being exported to every continent of the world. rivieraaustralia.com

NEWS

Circa 24m

NEW BUILD CONTRACT

SECOND CIRCA 24M VESSEL BEGINS CONSTRUCTION

Circa have announced they have signed a new build contract with a European client for another of their 24m Expedition Motor Yachts.

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ASED ON THE EXISTING HULL FORM, with some external changes to the flying bridge area, the new vessel will have a slightly different accommodation layout, but is essentially a sister to the boat they are currently building. Work is already underway on this vessel, and she has a launch date of late 2021.

Circa Marine are also developing a smaller 20m boat to offer their customers. Based on a similar efficient hull form as it’s bigger sister, the potential of this vessel is huge offering safe, efficient ocean cruising, and is currently configured with two large cabins, and a spacious open saloon and galley area.

Circa Marine’s Peter Barnard says the company is excited to be having conversations with several parties who just love the idea of provisioning up a boat, and setting off for faraway places for extended periods, safe in the knowledge that they are protected by a strong, safe, efficient vessel,

The new Circa 20m by LoMocean Design.

with all the comfort and systems for extended offshore living.

“With the current favourable NZ dollar exchange rates to all the major currencies, having a boat built in NZ has never been a more attractive proposition, and Circa have the knowledge, experience, history and passion to design and build your dream boat” says Barnard. peter@circamarine.co.nz / www.circamarine.com

New Circa 20m Expedition Motor Yacht “A highly efficient hull form and driveline reduces the carbon footprint, and the vessel further minimizes its environmental impact, with around 90% of its construction materials being recyclable.”

Phone: +64 9 438 9522 Fax: +64 9 438 0790 245 Lower Port Road, PO Box 571, Whangarei, New Zealand. email: peter@circamarine.co.nz

www.circamarine

LUXURY CUSTOM ALUMINIUM BOAT BUILDERS DB456

A tradition of building quality New Zealand made boats

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SPORT FISHING VESSEL

Maritimo One: A Hit With Fish Boat Enthusiasts Maritimo’s specialist custom division, Maritimo One, has produced yet another specifically designed vessel for a game fishing enthusiast New Zealand based owner.

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HE S51 SEDAN MOTOR YACHT is the first of the offshore cruising single level entertainers to be fitted with a state of the art game tower as well as featuring a number of other specific custom modifications to the cockpit, setup for sport fishing.

“Maritimo One is experiencing an increase in demand from customers who have very specific ideas of what

they want in their vessels particularly from the sport fishing sector,” said Maritimo’s general manager operations, Phil Candler.

“Since the Maritimo One division launch last year we have produced a number of boats with specialized fish modifications, including a 72 foot enclosed flybridge to New Zealand, which has caused a wave of enquiry from the region”.

An M59 model, also with game tower and modifications to cockpit and transom, is the next vessel to come via the Maritimo One customisation division.

Common custom inclusions in specific fish boat setups to date include, fully

enclosed fish cockpit modifications with transom doors, reversing transoms, game chairs, game towers, live bait tanks, tuna tubes, outriggers, aft flybridge helms, and more.

“The owner of the latest Maritimo One S51 is a serious fishing fanatic and he knew exactly how he wanted to set up his new boat, which is the third Maritimo he has owned,” said Candler.

“The big benefit of the Maritimo One process is that owners like this can be heavily involved in the design and build process and get to spend a lot of one on one time with the factory representatives to ensure they get exactly what they want. www.maritimo.com.au

DB458

elite for a reason

Custom design sedan, mid-pilothouse and sportsfisher motor yachts

ScottLANE B U I L D E R S

B O A T

www.scottlaneboatbuilders.co.nz

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www.elitemarine.co.nz +64 (0) 9 530 8501 + 64 (0) 274 853235

PACIFIC POWERBOAT MAGAZINE

www.lloydstevensonyachts.co.nz

ALLOY BOAT SPECIALISTS SCORPION 610 HARDTOP - The best buying hardtop out, full length berths, good head height, fully lined cabin, VHF, fishfinder, complete on trailer with 90hp Mercury. Retail Retail $55,745 SPECIAL $49,950

NEW ZEALAND’S BEST VALUE HARDTOPS $49,950

$42,500

SCORPION 610HT The most affordable 6m hardtop on the market. Has a huge 1.9m long cabin and oodles of cockpit space for the entire family. Boat comes complete with a multi roller trailer, Mercury 90hp four stroke, VHF, lined cabin and HT, fully welded and sealed treadplate floor, twin Single pedestal seats, rod holders, rocket launcher, manual anchor, Unpainted.

Anchor winch not incl. Retail $55,950 Special Now $49,950

$78,000

BLUEFIN 600 FISHERMAN New 6 metre boat on trailer, including motor. A boat built to hunt. 5mm hull, treadplate floor, nice and stable, heaps of fishing room and big anchor hatch. Complete on trailer including 90hp Mercury four stroke outboard. Retail $47,250 Special Now $42,500

SCORPION 195XS An affordable inboard powered family-style recreational ski boat with plenty of options for fun on the water. Comes complete with MerCruiser inboard, trailer, Simrad GPS LOA 5.86m, Beam 2.25m Deadrise 21deg. 100lt fuel tank.

Std package starts at $61,500 with different stages of upgrades to the $78,000 premium package.

Mercury FourStrokes have long led the pack in clean, quiet, fuel-efficient power... > Ultimate Durability > Exclusive EFI technology > Available in 40-150hp

SAVE $$$ BUY DIRECT WE MAKE THE BOATS $34,950

SCORPION 470 CUDDY - unbeatable value, roomy boat, complete package incl fishfinder, VHF, deluxe canopy, helm upholstery, back seat upholstery, nav lights, switch panel, baitboard, Sportline trailer, 50hp Mercury four stroke, separate anchorwell. Retail $38,750 Special Now $34,950 paint extra

MORRINSVILLE Thames Street West, Morrinsville Phone: (07) 889 7193 • Fax: (07) 889 5405 Alan Solly: 021 595 151 • Benj: 021 241 535

Email: sportcraftboats@xtra.co.nz

$101,500

BLUEFIN 525 CENTRE CONSOLE The ultimate midsized centre console. with 5mm hull and sealed treadplate floor , this is one strong boat. This boat comes complete on trailer including 60hp Mercury CT four stroke, VHF, hydraulic steering, rod holders, bait Board, anchor.

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BLUEFIN 720 WEEKENDER Separate toilet and shower closet with hot and cold water included as standard.

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119 Hewletts Road, Mt Maunganui Phone: (07) 928 7193 Fax: (07) 928 7194 Peter: 027 271 6882 • Jamie: 021 795 597

Email: sales@sportcraftmarine.co.nz

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DB465

$34,950

NEWS

EVINRUDE DISCONTINUED

BRP TO DISCONTINUE EVINRUDE

BRP announced last week it has re-oriented its marine business and will discontinue production of Evinrude E-TEC and E-TEC G2 outboard engines.

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STATEMENT RELEASED by the company reads: ”We remain committed to our buy, build, transform marine strategy which has been underway since 2018 with the acquisition of Alumacraft and Manitou boat companies in the U.S., followed by the acquisition of Australian boat manufacturer Telwater in 2019.

“Our outboard engines business has been greatly impacted by COVID-19, obliging us to discontinue production of our outboard motors immediately.

This business segment had already been facing some challenges and the

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impact from the current context has forced our hand,” said José Boisjoli, President and CEO of BRP. “We will concentrate our efforts on new and innovative technologies and on the development of our boat companies, where we continue to see a lot of potential to transform the on-water experience for consumers,” he added.

Following our decision to discontinue E-TEC and E-TEC G2 outboard engines, we have signed an agreement with market leader Mercury Marine to support boat packages and continue to supply outboard engines to our boat brands.

We will continue to supply customers and our dealer network service parts and will honour our manufacturer limited warranties, plus offer select programs to manage inventory. These decisions will impact 650 employees globally.

By the numbers...

THE 600-FOOT-LONG REV WILL BECOME THE WORLD’S LARGEST PRIVATELY OWNED SUPERYACHT IN 2020. AZZAM, THE 590-FOOT-LONG SUPERYACHT HAS BEEN THE “WORLD’S LARGEST SUPERYACHT” SINCE IT WAS LAUNCHED BACK IN 2013.

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PACIFIC POWERBOAT MAGAZINE

T H E B A I T D E B AT E

IS ECOBAIT THE ULTIMATE BAIT?

Trim and Stabilisation Systems

NEW - The X-Series

Thirty years ago, John Baanders was tired of the one bite wonder, the humble pilchard.

He decided to do something about this but had limited success.

I

N 2000 HE HAD spoken with a major supplier of fish bait to the long line fishing industry and was told if he was able to come up with a successful reliable man made bait it had the potential to change the fishing industry. This got John thinking more seriously about the huge potential that was waiting to be fulfilled. Putting more effort into the project he soon realised he needed expert help.

After much investigation he commissioned a food ingredient expert. What was required was a gelatin that did not dissolve in water. This product did not exist and so a team of experts were commissioned in Europe. Two years later it arrived and within this gelatin were five disguise ingredients to hinder any reverse engineering.

Serious engineering began with many trial failures. Then a breakthrough occurred and upon testing on a 25-hook long line the bait caught five fish. This result encouraged John to go to trial on a commercial long line boat. The average catch rate on this boat was approximately 25%. Alternating their pilchard bait with this new bait, now called Ecobait, the catch rate rose to approximately 30% with more caught on Ecobait than pilchard, due to a biodegradable gauze in the bait preventing loss. Another trial run was done but this time the baits were not alternated. The result was just over 10% and a very unhappy skipper.

Back to the drawing board, it was now apparent that the previous success was due to pilchard juice leaking over the Ecobait while defrosting, giving Ecobait a better flavour.

Development continued, and to cut a long story short John has now developed a successful bait. John explains Ecobait has many benefits: being man made it leaves bait fish in the food chain for bigger fish, does not need to be frozen, no wastage (1Kg of bait makes 250 baits) and totally bio friendly.

Recently, John has further developed the bait, he can offer a ‘blank’ bait where an attractant is added later depending on what the fish are biting. Particularly exciting for the recreational fisherman.

John tells us that he is ready to retire. Ecobait Ltd is for sale.

A manufacturing plant will be inexpensive to set up and is hopeful manufacture will remain in NZ with Ecobait exported worldwide. For enquiries Ph John 021 102 8646. Also check out his video on YouTube “Hooked on Hauraki – Ecobait”.

• Available in 4 sizes for superior reliability in boats 25’ up to 60’.

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Durability by

continuous innovations since 2002 Distributed by Volpower NZ Limited For New Zealand & Pacific Islands Ph. 0800 865 769 or 09-2744305 www.volpower.co.nz PowerboatMagazine.co.nz

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NEWS

BIG IS BETTER

FIRST WHITEHAVEN 8000 UNDERWAY

Whitehaven Motor Yachts has announce the largest Whitehaven to date is under construction.

T

HE CUSTOM DESIGN and built Whitehaven 8000 is based on the iconic Finito and is the third boat in the range for the owners.

The new boat will be very similar to their last Whitehaven 75, Finito, in layout and appearance. While Finito functioned so well for their purposes the main reason for the change was to house a larger tender in the tender garage, as they do a lot of boating in remote areas of the Northern Territory.

The other changes are more subtle such as larger navigation screens and

upgraded night vision camera. They have tweaked the joinery and changed decor colours so the new boat has its own identity.

They said that while they enjoy the process and challenge of a new build, it can be stressful at times, but it is also very rewarding.

“We have chosen to build a Whitehaven again as they are a tough well-built boat which can be customised to suit the owner’s style of boating. Whitehaven are great to deal with and do their best to meet their

buyers wishes”, they commented.

As the new boat will arrive by ship on the Gold Coast via Brisbane, they will spend some time boating around the Broadwater and then possibly do a trip to Sydney, and then begin the long journey home to Darwin. Once in Darwin their journeys are unlimited, such as the Kimberley, Tiwi Islands, New Year Island, Port Essington, Wessel Islands etc etc. whitehavenmotoryachts.com.au

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DB377

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PACIFIC POWERBOAT MAGAZINE

NEWS

ONLINE STORE

MERCURY DEALER OF THE YEAR

CULE MARINE ONLINE STORE

GULFLAND MARINE WIN AGAIN

Cule Marine have just gone live with an online store and to celebrate are offering a 15% discount on all Sea-Dog chandlery during June.

“This is an exciting new adventure for us but one that we hope will complement our existing manufacturing work”, says Ursula Hanson. Over the lockdown the company reviewed their strategy and took the step to launch an online store to better serve their retail customers and broaden their offering to the marine sector.

Alongside Cule hatches, customers can now purchase Ceredi plastic hatches and Sea-Dog Line chandlery, with other products in the pipeline.

“Since purchasing the Cule brand in 2018 we have continued to invest in the business and explore ways we can better meet customer needs. As a result we now have greater manufacturing capability and improved production timeframes for Cule hatches. Selling online enables us to continue to improve our customer service with added convenience, increased product information and choice.” adds Hanson. www.culemarine.co.nz

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Winning the Mercury Dealer of year for Australia, New Zealand and the South Pacific award once is an achievement, but winning it three years in a row is outstanding. Hibiscus Coast, Auckland based Gulfland Marine once again took out the top award for 2019, to go along with their win in 2017 and 2018.

“It’s a team effort,” says director, Craig Lewis, who attributes a lot of the success to his dedicated team of professionals, both in the sales area and service department.

Gulfland Marine is also Stabicraft’s largest dealer both in New Zealand and overseas and has been selling the brand for over 20 years. They are also agents for Larson, Seaswirl and CSB Huntsman Boats. Recently added to the portfolio was the ASIS range of amphibious boats.

(See full review in this issue). www.gulflandmarine.co.nz

By the numbers...

THE WORLD UNLIMITED WATER SPEED RECORD IS THE OFFICIALLY RECOGNISED FASTEST SPEED ACHIEVED BY A WATER-BORNE VEHICLE. THE CURRENT RECORD IS 511 KM/H (318 MPH), ACHIEVED BY AUSTRALIAN KEN WARBY IN THE SPIRIT OF AUSTRALIA IN 1978.

MORE CHOICE. MORE RANGE. MORE FREEDOM.

ILIAD 50 | ILIAD 60 | ILIAD 70 | ILIAD 90

AUSTRALIA +61 (0) 7 5452 5164

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info@multihullsolutions.com.au

NEW ZEALAND: +64 (0) 9 432 7032

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info@multihullsolutions.co.nz

www.multihullsolutions.com.au

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www.multihullsolutions.co.nz

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NEWS

ALL CARBON SPORTS FISHER

Kiwi Build Signs New 18m Sport Fisher Auckland based Lloyd Stevenson Boatbuilders have announced the signing of a contract for an exciting all carbon sports fisher for a Kiwi owner.

L

LOYD STEVENSON BOATBUILDERS have announced their latest custom project, an 18m high-speed, full-carbon sport-fisher from Dennis Harjamaa of Artnautica Yacht Design.

The Artnautica 60 is a combination of light weight and extremely efficient hull dynamics. This combined with Volvo Penta’s latest generation D11 IPS 800s results in a boat capable of both 30+ knot speed, and long passage-making of 1200+ nm at hull-

speed of 10 knots.

The designer says, “This boat is all about efficiency, seakeeping, and performance."

Three key decisions were made at the outset: The use of Volvo’s IPS2 propulsion system, to go with a lowprofile shape and to avoid weight where possible. The IPS system frees up the volume under the pilothouse instead of being an engine room.

“A large open cockpit makes a great game-fishing platform, and the cabins

are generous and filled with light. We chose LSB for this project due to their proven experience of creating hightech custom composite boats here in Auckland”.

Comfortable open-ocean sports fishing, and spacious inshore familycruising were the goals of the owner, an experienced Auckland boatie. The Artnautica 60 is due for launch early 2022.

Lloyd Stevenson Boatbuilders: Luke Hill, 021382552, luke@lsb.co.nz

Winter

Antifoul Special Do you need an antifoul NOW - but unsure if you will need to have your vessel washed again, before heading away this coming season?

THEN THIS OFFER IS FOR YOU! The Offer: All antifouls completed in July and August, will receive a 50% discount on a lift, wash and immediate return in December, so you are ready to head off for your summer adventures !!!

T&Cs: The lift, wash and immediate return will be take place on Saturday 12th December 2020. The lift, hold and wash cannot be transferred to another vessel or another date.

HMC007

• ANTIFOULING • POLISHING • TOUCH-UPS • REPAINTS • PROPSPEED • MAST & BOOMS

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Blending quality marine products, craftsmanship and customer care. |

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PACIFIC POWERBOAT MAGAZINE

For more information phone: 09 428 3906

HibiscusMarineCoatings.co.nz Gulf Harbour Marina, Gulf Harbour, Auckland, NZ

NEWS

OUTBOARD PROPULSION

Back Cove Goes Outboard Sydney based E Marine Motor Yachts has announced the arrival of the new Back Cove 34O, the first ever Back Cove outboard.

Unveiled by Maine, USA builder Back Cove Yachts in late 2018, the 34O was met by unprecedented demand in the USA and features an entirely new hull designed specifically for outboard propulsion.

Powerful outboard motors incorporating the latest technology are driving demand for larger outboard powered boats. Back Cove Yachts design team have carefully considered this and created a vessel that capitalises on the benefits of these new technologies yet retains the desirable attributes that make her

627

unmistakably a Back Cove.

Highly regarded for their elegant simplicity and timeless beauty, Back Cove Yachts have been imported and distributed in Australia and New Zealand by E Marine since 2006. The new 34O represents a great addition to the range and includes standard features such as a diesel generator, air conditioning and a bow thruster.

Exceptional build quality utilising the finest materials ensure they will make a lasting impression and stand the test of time. www.emarine.com.au

By the numbers...

THE WORLD’S LARGEST OUTBOARD ENGINE, A 627-HORSEPOWER OUTBOARD MOTOR

BY SEVEN MARINE, DEBUTED AT THE 2015 MIAMI INTERNATIONAL BOAT SHOW.

Motivate your customers with a close up view of America’s Cup new technology on the water in action. Holder of the POWERBOAT MAGAZINE, diesel speed record at 45.6 Knots. *Designed by Nic De Waal this 16.5m composite foiling powercat is powered by a pair of 750hp scania diesel through surface drives.

Beautifully appointed and an amazing economical performer all for NZ$980,000

Prime marina berth at Westhaven also for sale for this powercat

DB455

Phone Dave 021 920 472 for further details and a test run or email at dave@takapunabeach.co.nz

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POWER ON

NEW DUOPROP SUZUKI 300 Suzuki Marine New Zealand has released a new DF300B, the world’s first four-stroke outboard of 300 horsepower with a dual three-blade/ three-blade propeller. The new engine is set up for incredible acceleration, increased performance and outstanding fuel efficiency.

S

UZUKI ENGINEERS

set out to build a compact, lightweight outboard that combines the high power required, alongside exceptional operating efficiencies.

Additionally, they set themselves the goal of making the DF300B run on low octane 91 RON fuel. This, when combined with Suzuki reliability, makes the outboard ideally suited for a wide variety of large boats in New Zealand, whether used for commercial or leisure.

The revolutionary contra-rotating threeblade/three-blade propeller design provides more grip underwater and increased performance.

Because contra-rotating propellers distribute the engine’s torque evenly over two propellers, the torque per propeller decreases and gear diameter can be reduced allowing the design of a smaller, and far more hydrodynamic, gear case.

The gear ratio is 2.29.1. The propeller blade geometry has also been optimised to work in the configuration resulting in incredible grip and acceleration across the range.

The new Suzuki BF300B incorporates a dual water inlet which is designed to cool the engine with minimal friction loss, using a combination of a small water pump and dynamic water pressure. The DF300B has water inlets on the tip of the gear case, which helps with water suction even when there is dynamic pressure caused by the movement of the gear case through the water.

An added benefit is exceptional stability, achieved because each propeller rotates in a different direction,

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balancing the turn. The ultimate Suzuki outboard is always aiming to be lighter and more powerful. The new, V6, DOHC 24-valve DF300B features Suzuki’s proven 4.4 litre displacement block giving tremendous torque and making it the largest displacement V6 on the market today. Plus, with a compression ratio of 10.5:1 the DF300B also delivers impressive fuel economy and reliability.

To provide the power and cooling needed, a dual injector system uses two smaller injectors giving immense precision, improved atomisation and increased fuel efficiency.

The direct intake system and dual louver system provides a flow of cooler, drier air directly into the engine. This revolutionary approach ensures a direct flow of air whilst eliminating water intake, even in the face of the most severe on-water testing.

The Dual Louver System incorporates a double shield of blades, each one designed in a dog-leg shape. This system helps remove water from the air and prevents water to be taken into the cowl. As a result, intake air is free of moisture and kept close to ambient temperature.

With the higher compression ratio, more is being asked of the piston than ever before. Not only does the surface have to withstand greater forces, but the connecting rod and hardware do

PACIFIC POWERBOAT MAGAZINE

too.

To help the piston withstand the added lateral pressure, the change to shot peening from the standard surface treatment was conducted. Shot peening creates fine dimples on the surface that evenly distribute the pressure created during combustion.

The first DF300B has been fitted recently by North Shore Suzuki dealer, Bretts Marine and from all reports it has proven to be an outstanding engine, performing better than expected.

The DF300B weighs in at 330-339 kg and joins the DF325A and DF350A in Suzuki’s dual propeller engine line up. www.marine.suzuki.co.nz

The Best Just Got Better.

The new NSS evo3S - delivering unprecedented levels of functionality and on board control for a variety of sportfishing and powerboating activities.

From a built-in GPS receiver and high performance echo sounder, and support for HALO dome and open array radars, to an industry-leading range of Simrad autopilot systems, all your on water activities are covered.

High Resolution, High Bright, SolarMAX ™ IPS displays with ultra-wide viewing angles.

Built in high-performance echosounder with 1kW CHIRP.

Premium network modules for the ultimate offshore performance - Halo Dome and Open Array Radars, and S5100 Sportfishing Echosounder.

Direct audio, autopilot and engine connection and control.

www.simrad-yachting.com PowerboatMagazine.co.nz

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C R U I S I N G M AT T E R S with Laurie Cranfield

How cruising activity ground to a temporary halt For the first time in our history we’ve gone through a period where pleasure boating and fishing were banned by law, not only in Australia and New Zealand but in many countries across the globe.

H

OW QUICKLY SITUATIONS CHANGE - PP B’s last print issue

completed by early February contains no mention of the terms we didn’t know then, but have become all too familiar now – coronavirus, covid-19, social distancing, bubbles and lock-down. In the early stages of this crisis unfolding we all watched television news in amazement as parts of China went into total lock-down and thought that could never happen here.

Some humorists among us even joked that if lock-down ever applied here we could all go boating, but sadly that was not to be the case except for the few who disregarded the rules.

The first affects on boating we noticed developing were overseas when international borders were closed to travel and these closures also applying to pleasure boaters. By mid-March France and Greece had placed complete bans on all movements of private boats and closed harbours and marinas except to ferries. There were reports of some liveaboard cruisers in Central America and South East Asia being asked to leave their current locations either by officials or by local residents and having great difficulty finding alternative safe havens.

The crew of one yacht in Greece who entered a closed harbour were branded ”pirates” and fined 5,000 Euros.

Those antipodeans with boats located overseas had to quickly change their cruise plans and start cancelling their overseas travel. There was no point in travelling to your boat if you could neither use it nor stay aboard and before much longer air travel became virtually impossible anyway.

This exact situation applied to the very disappointed Queenslanders who bought our boat, Envoy, based in Greece and who will now probably have 38

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to contain their excitement and wait until next year for their maiden cruise.

In another understandable but disappointing blow for the boating community and industry the Hutchwilco New Zealand Boat Show was indefinitely postponed for the first time in its more than 60 year history as our own government acted, firstly asking people aged over 70 to stay home and then putting New Zealand into total lock-down from 27 March.

At first many people thought this situation might provide an ideal time to go boating and fishing. Indeed it was many days before this was fully clarified, although on 24 March Coastguard sent an email message to their members which partly read: “We have had a lot of calls and messages from the public asking if they’re able to go out on the water during the lock-down period; our answer is no”.

They went on to say they didn’t want to put their volunteers at risk from the virus while assisting the inevitable few boaties who would encounter problems while cruising and this is a position which is hard to dispute.

We were aboard our own boat, Rapport, in Coromandel Harbour when the lockdown was announced and decided to head home to comply. A strong north-westerly had built a boisterous chop in the Firth of Thames, so we set out when the wind dropped early on the last morning before the lockdown. Arriving back at our marina we found a holiday atmosphere prevailing with many boat owners busy loading supplies and intent on heading out before the lock-down started. Several of them commented to us that they didn’t know if this was allowed or not.

One person said because he’d already loaded his boat with supplies he “had

PACIFIC POWERBOAT MAGAZINE

to go”. Another says that his and other families intended to “group isolate” in their boats on the water.

To be fair to those who went out, at first the position was not completely clear although the Marlborough the harbour master declared that boating was not permitted during the lock-down and that patrols would ensure this was adhered to.

Then insurance companies started advising their clients that boats out on the water during lock-down would not be covered, a fact which no doubt may have deterred some from venturing out.

It took a few days after the lock-down had commenced before the situation was further clarified on television news and fishing and boating were specifically advised as non-permitted activities.

Marinas either shut their gates or actively discouraged owners from visiting their boats in the marina during lock-down and marine contractors had to wait until Level 2 to return to working on boats.

Thankfully by mid-May we moved to Level 2 and boating was allowed again during a period when we had a last couple of weeks of near-summer weather. Marine contractors were then able to go aboard boats with their clients and get back to work again.

Here’s hoping the pandemic has been beaten and our lives return to near normality, but what normal will be is an unknown.

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FIND OUT MORE AT PRINCESSYACHTS.COM

STRAIGHT FROM THE GALLEY

with Derek the Chef, derekthechef@clear.net.nz

Chargrilled Spice Salmon Salmon is an oily fish with a rich content of protein and omega-3 fatty acids. New Zealand has some of the best farmed salmon in the world and is available year round. Salmon is the common name for several species of rayfinned fish in the family Salmonidae, which includes trout. The term salmon comes from the Latin salmo, which means “to leap”.

INGREDIENTS •

4x Salmon Steaks or fillets (Pin Boned) Skin on Slashed 2-3 times

•

¼ cup pineapple juices

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2x Tbsp freshly squeezed Lemons

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2x Tbsp Soft Brown sugar

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2x Tsp Chilli Powder

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¾ Tsp Ground Cumin

•

½ Tsp Sea salt

•

1x Tsp NYC peppercorn (substitute Cracked pepper)

•

¼ Tsp Ground cinnamon

•

1x carrot cut into ribbons, (use Potato peeler)

•

1x Lebanese Cucumber cut into ribbons, (use Potato peeler)

•

Capers (well washed to garnish)

•

Lemon Cut in ½ and Grilled to Garnish

y o j n E with

METHOD 1. Combine pineapple Juice, Lemon Juice, and Salmon in a zip lock or plastic bag seal and Marinate in the fridge for up to an hour turning occasionally.

2. Combine the sugar, chilli powder, cumin, salt, cinnamon, peppercorn’s together.

3. Remove the salmon from the fridge, Drain and discard the marinade.

4. Brush each fillet with melted Cocavo Chilli & lime then rub with the dry spice mixture.

5. Preheat the grill and cook for 2-3 minutes each side. Note if leaving the skin, season with salt, then on hold down on the grill with a spatula for 1 minute or two to crispen.

6. Serve over the ribbon salad with Capers and lemon slices to garnish.

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LAWSON DRY HILLS RESERVE CHARDONNAY 2018 Pronounced lemon citrus notes are interlaced with rich, smoky oak aromas. The palate is rich with citrus and peach fruit characters and is balanced with a fine acidity. Barrelaging on lees has contributed brioche, vanilla and smoky mocha notes as well as a weighty texture and delicious, long finish. Best cellared for three to six years.

LOA: BEAM: DRAFT: POWER:

18m 5.6m 1.27m 2 x VP D11 IPS 800 625hp each

Artnautica 60 Lloyd Stevenson Boatbuilders are proud to announce their latest custom project, an 18m high-speed, full-carbon sport-fisher from Dennis Harjamaa of Artnautica Yacht Design.

“This boat is all about efficiency, seakeeping, and performance. Three key decisions were made at the outset: The use of Volvo’s IPS2 propulsion system, to go with a low-profile shape and to avoid weight where possible.

The IPS system frees up the volume under the pilothouse instead of being an engine room.

This space is then used for tankage, storage and mechanical equipment needed to be self-sustaining for long periods. A large open

cockpit makes a great game-fishing platform, and the cabins are generous and filled with light. We chose LSB for this project due to their proven experience of creating high-tech custom composite boats here in Auckland”.

Dennis Harjamaa Comfortable open-ocean sports fishing, and spacious inshore family-cruising were the goals of the owner, an experienced Auckland boatie. “It’s a perfect project for LSB; we are experienced in this kind of quality light-weight construction and the custom nature of the build is our strength. Luke Hill, Lloyd Stevenson Boatbuilders.

DB457

For further information or queries please contact Luke Hill, 021382552, luke@lsb.co.nz

FISHING

with Bruce Duncan (aka Captain Swish)

INCREASE YOUR HOOK UP RATE

In New Zealand, we recreational fishers are quick to blame the commercial sector for damaging the fishery, but let’s be honest and look at ourselves before we start chucking rocks.

O

n an average day, let’s say there are just fifty boats out fishing with only two people on board. That’s one hundred hooks in the water. I would bet my last bottle of rum that everyone on average will catch at least one undersized fish. Now, what are the chances the one hundred fish released survive? From my lifetime of over 60 years fishing, most will die, no matter how fast they swim away. They are in a state of shock. This is why shags can

catch them and even then if they have been held in the gut or the gills when released, a high percentage will not survive the week. Now let’s look at this over a year, that’s a minimum of 36500 fish that will not get to breed!

Even a big snapper has a soft, pliable rig cage and any pressure on the ribs and gut area when removing the hook, will damage their internal organs.

Despite swimming off fast, they are now in a state of shock. Many times I have carefully released 30 cm snappers

Good size snapper is easy to hold by the top of the hook

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caught in shallow water only to have a shag turn up over an hour later and catch them. Never have I seen a shag catch snapper that hasn’t been released.

The two most significant issues are hook size and how to release a fish. If we are at all serious about preserving the New Zealand fishery for future generations and not just giving it lip service, we must change our ways now.

No matter what you do or how hard you try we will always catch undersize snapper, but simple things like the way you rig a bait and hook size, will result in a far greater hookup rate and minimise the chances of damaging small fish.

How many times have you gut hooked a fish or have it fall off after a few winds of the reel? The barb of the hook must be well exposed from the bait for a solid hook up, remember snapper smash up spiky hard shell kina, mussels, and pipis, so have solid, tough jaws and don’t know what a hook is.

With the barb well exposed from the top of the bait and not out the side means when you strike the hook its pulled directly up and into the jaw of the fish.

I have either 7/0 or 8 /0 hooks in my fishing gear for several reasons. It makes rigging baits easier and is big enough to allow you to hold the fish by the top of the hook. This makes the removal of the hook quick and easy, putting less stress on the fish.

The key to a consistent solid hook up rate is to understand the correct rigging. The presentation of your bait is absolutely critical to getting a fish to first take the bait, for the hook to penetrate the jaw and stay there until the fish is landed.

Fish I am going to keep, I hold in the top of the hook then by the gills so not to let them bang on the bait board before being iked. Fish to be released are first held by the top of the hook, then laid in a damp towel upside down, with your thumb and forefinger below their eyes. Upside down, they stop kicking, with no pressure to the fragile gut cavity. By rotating the hook, it now comes free. Never toss a fish back as the impact of them hitting the water can cause shock and Big hooks mostly lip internal damage. hook small fish The harshest lesson I gave a couple of mates many years ago was to catch 16 fish in quick succession [Limit in New Zealand was 20 per person back then] before they even had their first bite. The reason was obvious to me when I told them to wind several different baits. in their baits. Using whole fresh piper [ the best bait of all] both their baits were Soft mushy baits are hard to rig and untouched apart from the gut cavity, with all the fine ribcage bones exposed. won’t stay on the hook. Always defrost This was not as a result of small fish eating the gut out, as the fine bones would oily baits such as pilchard’s, mullet and be broken, but rather that of crabs feeding. Having explained this to them, bonito very slowly, leaving in direct sun I also pointed out that each of their baits was rigged in such a way that they or worst of all tossed in a bucket of water were now bent in a semi-circle, making them spin in the current. As soon as I causes the cell structure to break down showed them how to rig a bait to present it in a natural way, they both instantly too quickly, turning the flesh mushy. hooked up on fish.

By taking some bait out of the freezer it may be a fishing hot spot. but if you don’t rig your bait correctly you could be the night before and wrapping it wasting your time. It’s amazing how fisahing tips tightly in newspaper lets it thaw slowly In winter I start off using smaller half baits as snapper are less aggressive until overnight in a controlled environment. the burly trail kicks in. By fishing with two rods at once with different baits, I get Quality bait will look as if it has just been to see if they have a preference of one or another. caught, firm and easy to rig the moment New Zealand Snapper particularly in winter can be very fussy slow eaters and you have the anchor down. The balance can go off one bait in an instant for no reason, always cover your bases with of the bait needed for the day I also wrap up tightly in newspaper then by the time the first lot is used this will have With the barb exposed thawed out and ready to use. facing up ensures a Never waste old bait, any unused bait I solid hook up have at the end of a day’s fishing rather than refreeze [it will only be mushy when defrosted] chop it up into small chunks and freeze down in a small block. Berley is mostly just a fine mist, and it’s the scent that attracts fish. When you add one of these blocks as it thaws out, it releases chunks of ground bait back in the burley trail which fires the fish into a feeding frenzy.

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ELECTRONIC NEWS

OLAS GUARDIAN OFFERS NEW LEVEL OF SAFETY The ACR OLAS Guardian is a new wireless engine kill switch and man overboard alarm system that provides a new level of affordable safety.

The ACR OLAS Guardian will stop the engines within two seconds of a person, or pet, going overboard. It will also trigger a loud 85db alarm, alerting everyone onboard of the emergency, or, if boating alone, reducing the chances of a serious accident from an unmanned, uncontrolled vessel.

Wirelessly connecting up to 15 family members via wearable ACR OLAS transmitters, the ACR OLAS Guardian allows the skipper and crew to move freely around the boat without the constraint of a physical wired kill cord.

The engine will cut out within an instant of an OLAS Tag or Float-On light

losing connection, either because of a man overboard (MOB) situation or via separation by distance. After five seconds, the kill switch is deactivated, enabling the engine to be restarted.

Quick and easy to install, the compact Guardian device connects to a vessel’s 12/24v power supply and existing kill switch using the supplied connectors.

The Guardian will automatically connect to any switched on OLAS transmitting devices within 2-meter range once the vessel is boarded and power switched on. A pause mode allows the user to leave the boat with the engine idling.

The ACR OLAS Guardian is easily operated via the ACR OLAS mobile app, which, in the case of a MOB incident, provides an easy to read directional screen showing where the alarm was triggered and advising on

the correct mayday call. The App also allows the users to customize which crew transmitters will trigger engine cut-off and which will only trigger the audio/visual alarms.

Used in place of or alongside an existing kill cord switch, the ACR OLAS Guardian provides coverage for vessels up to 50 feet, or up to 80 feet with the use of the ACR OLAS Extender. www.hutchwilco.co.nz

THE WORLD’S MOST COMPACT FLOAT-FREE EPIRB

Ocean Signal has developed the world’s most compact Category 1 (auto-deploy) Emergency Position Indicating Rescue Beacon – the SafeSea EPIRB1 Pro. The new EPIRB1 Pro features a ground-breaking 30% reduction in size compared to other EPIRBs, a huge 10-year battery life and a retail price that makes it one of the most affordable EPIRBs on the market.

Providing an essential link to emergency services for both recreational and commercial vessels, the Ocean Signal beacon complies with IMO regulations that require an automatic release housing to be provided for mandatory fitted EPIRBs. The SafeSea EPIRB1 Pro is designed to release automatically from the Category 1 Auto Deploy Bracket once submerged in water and float free from a sinking vessel. When floating on the surface, it will then transmit the boat’s distress message to alert rescue authorities.

Weighing 422g (14.9oz), the EPIRB1 Pro measures just 178mm (h) by 89mm (w) by 100mm (d) and is supplied with the automatic deployment bracket (Category 1), or ‘float-free’.

The SafeSea EPIRB1 Pro operates on the three Cospas-Sarsat satellite systems including the new MEOSAR, ensuring they will offer the near instantaneous signal detection and transmission enabled by the global MEOSAR satellites and upgraded ground-station components. Using the next-gen network, anyone activating an EPIRB1 Pro can expect their beacon to be located within 100 meters (328 feet), 95% of the time, within 5 minutes of the distress signal. The new EPIRB1 Pro incorporates a state-of-the-art 66 channel GPS receiver for faster location and improved accuracy.

Operating within a temperature range of -20oC and +55oC and waterproof up to 10 meters, the Ocean Signal EPIRB will transmit for 48 hours to keep rescue services updated for longer. www.oceansignal.com 44

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C-MAP LAUNCH C-MAP REVEAL

Perfect for diving and fishing enthusiasts, C-MAP Reveal brings ultra-high resolution bathymetric data of the sea floor.

With C-MAP Reveal you can view the sea floor in a completely new light and clearly identify sea floor structure, along with reefs and ledges to find the best fishing and diving spots. C-MAP Reveal will take your charts to the next level.

The C-MAP Reveal charts include all the same data available on their popular Max-N+ charts including traditional navigation data, high resolution bathymetric coastal data, satellite imagery data and Genesis layer data.

Four charts are available in Australia and a single chart for New Zealand, ranging in price from $399 Compatible with Lowrance Gen2 models and above, Lowrance Elite Ti2, Simrad NSSevo2 and above, Simrad GO, Simrad NSO evo2 and above, B&G Vulcan, B&G Zeus2 and above, B&G Zeus2 Glass Helm and above. www.c-map.com

s n o i t c Se w o N g Sellin ons i al sect n a c n 0 No 320,00 $ * m fro

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Create the Hopper lifestyle for your family and start living the dream. *Prices vary within developments

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09 427 0015

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WHEELIE GOOD A S I S 8 .4 R I B

Being amphibious, we were able to access Beehive Island at low tide.

B O AT R E V I E W

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TEXT BY BARRY THOMPSON

Seating layouts, canopies and tube colours are all optional.

Kiwis lead the world in amphibious boat technology and one of the latest amphibious boat brands to arrive in the country, sporting local design and built, Orion’ legs’ is the ASIS 8.4m Amphibious RIB.

B

uilt in the UAE, the ASIS brand is well established in the military and professional market, but it is only recently that the company has expanded into the recreational sector.

The range extends from 2.8m- 6m tiller steer RIBs to centre console RIBs from 6m to 9.5m, plus four amphibious RIB models from 7.1m to 9.8m, running the Kiwi designed and manufactured Orion amphibious drive system.

Although only new to New Zealand, ASIS is a world leader in the manufacturing of RIBs for the military, professional and leisure sector, and are sold in over 80 countries worldwide. The ethos stamp of ASIS Boats says it all: Design, Safety, Performance, Quality and Innovation.

Their boats come with European CE approval, NMMA and ABYC. They also have approvals from different maritime authorities including USCG Sub-Chapter T, SOLAS. Auckland based, Gulfland Marine landed their first ASIS well in time for a release at the 2020 Hutchwilco New Zealand Boat Show, but that never happened with the cancellation due to the Covid-19 situation.

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A S I S 8 .4 R I B

Left: The full console allows for plenty of space to mount everything.

Below: The ASIS 8.4 is a big boat with excellent capabilities. We ran 36 knots with a Mercury 225 Verado.

Bottom There is plenty of storage space up forward.

Gulfland’s Craig Lewis said he looked at all the amphibious models when making his first purchase, and while he feels in time the 7.1m will be the biggest seller, he chose the 8.4m version which was the middle option. At 9.8m, the largest of the trio is a huge boat that also came with an equally huge price tag.

When you talk to Craig about buying an ASIS, he says you start with a blank canvas, and it’s all about ticking the boxes, from the style and colour of tubes, to the console, seating and canopies. The base boat starts at around $NZ348,000 and then goes up from there. Our boat was very highly speced and had a retail of $NZ454,830, which included a custom-made alloy trailer from Whangarei based, Custom Alloy Marine.

“I looked around for a really high quality trailer and the team at CAM certainly delivered that”, says Craig.

The fully braked tandem trailer was specifically designed for the amphibious system, with a host of strategically placed rollers and was an effortless task driving the boat both on and off. Craig added that while not everyone will want a trailer, it’s a necessity if you plan to move the boat to different destinations.

Craig says he chose the 8.4m model as his first foray into the ASIS brand as it was the ideal size to show people a boat loaded with extras. His second model on the way from the factory is a 7.1m version that comes with a retail starting price of $NZ262,500 with a Mercury 150 4S and no trailer.

SOFT OR HARD

When you buy and ASIS, one of the first options is if you want an aluminium or fibreglass hull. The fibreglass hull is handlaid with the ASIS, concave “Reverse-Chine design.” The aluminium hulls provide strength, durability and corrosion resistance. ASIS Boats uses CNC design and cutting to achieve outstanding quality and consistency of all aluminium components.

The second thing to consider is not just the colour of the Hypalon 1650 Dtex tubes, but also do you want the conventional air-filled tubes or foam-filled. The air tubes consist of 5 to 7 non-connected air chambers (depending on the size of the RIB), making the tubes safe and reliable giving the extra performance and comfort expected from a RIB. 48

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Foam Tube is mainly a choice procured by the military & professional users. They might find themselves in very harsh environments and hostile situations and do not want to lose on the extra manoeuvrability and performance that a tube gives. Also, they don’t deflate when peppered by an AK47!

In our case, we had the fibreglass hull with air-filled Hypalon tubes, although with an extra layer of carbon fabric for strength and wearability. They also come standard with a rope lanyard down the outside of the tubes.

“From my point of view, I find the attention to detail on the boat is right up at the top end, and that really impressed me when I first set eyes on the boats.

“I have always maintained if I am going to stand behind what I sell, be it a boat or motor, it has to be a quality product, so I had no hesitation in bringing the ASIS brand into our line up”, says Craig.

CUSTOM LAYOUT

We don’t all like the same layouts when it comes to seating, and your ASIS can be configured with just about any option. Bucket seats, leaning posts, benches, jockey seats, shock mitigating and much more are available.

Our 8.4m was fitted with a pair of jockey seats mounted on fibreglass bases and a full-width aft bench seat. Further seating forward saw a bench seat ahead of the console and a long U shape forward lounger. Storage is available under the aft and forward lounge seats, with the space inside the large console reserved for the Honda petrol generator and electronics that power the Orion system. A programmable logic control system is installed to ensure continuous monitoring of all amphibious functions and maintaining the optimal performance of the craft.

Another option is the anchoring system, where you can have a

Orion is the only amphibious brand offering a fourwheel system.

drum winch with a through-hull arrangement or an auto capstan on the solid fibreglass foredeck. Again that’s your choice.

There is also a wide range and styles of consoles available, with our 8.4m fitted with the widest one available. Notably, it was still an easy step-through from the aft cockpit to the bow section, and you don’t have to stand on the tubes. The wider console allows for plenty of space to mount electronics, gauges, nav equipment, JL Audio stereo and all the necessary switches. There was also the digital display and controls for the Orion amphibious system and an area big enough for a flush mount 12” MFD. Craig says he waits till a boat has an owner before fitting any electronics, especially the MFD as people often favour different brands and sizes.

We all like some weather protection, even with a centre console, so like everything else on the ASIS 8.4m, there are loads of choices.

You can choose from a wide variety of shading options, from fixed or folding T-tops, removable Bimini tops to extended canopies.

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A S I S 8 .4 R I B On land, you have continuous running time with the Orion system and a max speed of 9 kmh.

No wet feet when we launched at Manly Beach.

Drop some clears off the solid alloy bimini supports, and you can get even better weather protection. I was impressed with the support structure, which is sturdy and robust. The same goes for the rear arch which on our boat was deck-out with a serious pair of speakers, spotlights, wakeboard tow hook and a couple of rod holders.

LEGGING IT

The ASIS 8.4m uses the Orion S25 system which is available in both threewheel and four-wheel versions, (as on the ASIS 8.4m) and has full time allwheel-drive and ABS braking. The S25 is built to handle the harsh saltwater environment, with all alloy parts hard anodised and synthetic, corrosion proof hydraulic hoses.

The S25 uses an air cooled 40hp Briggs & Stratton EFI petrol engine for power, with the fuel scoured from the main fuel tank for the boat. No separate tank is required. At 420kg, the four-wheel drive S25 is the lightest amphibious system on the market.

The Orion S25 has an on-land speed of 9 km/h, with continuous run time and will accept a maximum drive incline of 19%, which is the equivalent of a 10 deg slope depending on the terrain. It can operate on a wide variety of surfaces.

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POWER ON The ASIS 8.4m is available with a single or twin outboards as low as 150hp to a rated max of 350hp.

It’s a hull that will certainly surprise you as to just how much horsepower it can take. We ran from Manly beach to Beehive Island, just south of Kawau Island and back in relatively choppy water with a 1/2m swell, and the boat ran at 27 knots without any vices. It has the feel of a stiff, stable boat underfoot, with no bangs, no rattles and no hull noise.

Underfloor is all filled with foam buoyancy which along with the tubes acts as a great sound deadener.

ASIS 8.4 RIB

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A S I S 8 .4 R I B

BEEHIVE ISLAND

Beehive Island is a little island to the south-west of Kawau Island. It looks like it could be tropical with the white sand surrounding it at high tide. It has many stunning views and moods depending on the time of day. At high tide, you don’t see the reef below it, at low tide, there is a reasonable shelf exposed.

Beehive Island is a neat place to stop by and explore, with the best access from the north side.

The space inside the large console stows the Honda petrol generator and electronics that power the Orion system.

Boat Design Name ASIS 8.4m Year Launched 2020 / New Zealand Builder ASIS Boats Price as Tested $NZ454,830 (*Incl trailer) LOA 8.8m Beam 2.55m Weight 1450 kg Deadrise Tube Diameter 0.45m Fuel Capacity 454 litres Power Type Outboard Only Max Horsepower 350hp Test Power Mercury Verado 225 Propeller 18 Inertia Max Speed 36 knots Construction Fibreglass Boat Supplied by Gulfland Marine Ph 09-424 5556 | www.gulflandmarine.co.nz

FUEL & PERFORMANCE RPM Knots 1000 4.0 1500 6.0 2000 7.0 2500 11.0 3000 13.0 3500 16.5 4000 19.0 4500 27.5 5000 31.0 5500 36.0

SUMMARY

Amphibious boats, no matter what brand, are ideal for those that still want to go boating off the beach and don’t want a trailer and a big SUV to tow it. The ASIS 8.4m is unquestionably well-built and robust, taking its heritage from ASIS building military and professional boats for many years. The ASIS amphibious range goes that extra step and mates performance, handling and design with luxury finish and presentation.

Speed rounded off the nearest 0.5 knot

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Given the underwater shape and deep deadrise, I am confident it would perform exceptionally in the rough. At around 2500kgs with a single engine, it is not a light boat, and that certainly helps in maintaining a soft dry ride.

I wasn’t very impressed with the jockey seats, and while they are great if you intend to drive a lot of the time standing, they don’t offer the comfort of a conventional bolster seat. However, that’s your choice when you tick the options box. The screen does provide excellent wind protection, and as for spray, I don’t know as we took none aboard.

As this was Gulfland’s demonstrator, they decided to drop on a very well used Mercury Verado 225 for the review, with the plan to put a brand-new engine on for the new owner. We recorded 36 knots first time out and pulled 5500 rpm. Given some time with the setup and prop selection, I am sure that could be increased 2-3 knots without any problem.

The ideal engine would be something in the 250-300hp range.

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Come and join us for our ASIS Sea Trial Day at Gulf Harbour Boat Ramp Saturday 25th July 9am to 2pm.

Call to register your time.

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ULTIMATE LIFESTYLE For Nick and Jane Baker living in England and running a boat in New Zealand could be fraught with problems, but thanks to Motor Yacht Service Centre, their Kiwi boating experiences have been virtually trouble-free.

W

hen the couple brought their two-year-old Grand Banks 41 Europa from Hong Kong in 2012, it had done just 67 hours and had been used 100% as a day boat. “When we got the boat not one of the cabins had been slept in, and there were more hours on the generator than the engine,” says Nick.

Right from the start, the plan was to ship the boat to New Zealand and cruise the Malborough Sounds and Abel Tasman area for a couple of summers. However,

when the boat (renamed Anne) was shipped to Auckland, Nick and his wife decided to spent a summer in the Hauraki Gulf and then motor on down to the Sounds the following season.

“Here we are eight years later, and I still have not got to the Sounds. I am still in awe of the Gulf, Great Barrier Island, Bay of Islands and the Mercury Islands.

We spend 4-5 months every year and follow a similar route that we never tire of. Every day is different and a new boating experience”.

Even now with over 1000 hours on the pair of MerCruiser Cummins 425hp/Zeus engines, Anne is as good as the day she was launched.

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Living in Northern England means they are half a world away from their boat when back home so looking after their little ship is an important consideration.

“We needed someone to maintain and service it when we are not in the country, and we also wanted to know that when we stepped off the plane and arrived at the marina, the boat was 100% turn-key ready”, says Nick.

The boat is regularly slipped and any maintenance carried out before the Baker’s arrive back in New Zealand.

This is where Motor Yacht Service Centre stepped in and for the past eight years have looked after the boat as part of their vessel management programme. Even now with over 1000 hours on the pair of MerCruiser Cummins 425hp/Zeus engines, Anne is as good as the day she was launched.

“Whether its marine engine servicing, shipwright services, marine electronics installation or even general maintenance work, we have everything covered”, says Motor Yachts Service Centre’s, Dean Ryder.

“The longer we stay here, the more I appreciate how important it is to have someone looking after the boat.

I especially like the fact that Dean has a regular service plan, so things are fixed or replaced as need be, and we don’t have any issues once we start our cruising holiday”, added Nick.

“Whether its marine engine servicing, shipwright services, marine electronics installation or even general maintenance work, we have everything covered”

Motor Yachts Service Centre’s, Dean Ryder offers a full vessel management service.

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Every detail of the boat is kept up to pristine condition.

Nick and Jane Baker may live in England and run their boat in New Zealand, but through MYSC they have peace of mind.

"We spend 4-5 months every year and follow a similar route that we never tire of. Every day is different and a new boating experience."

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Dean and wife Glynis add that they treat the boat as if it was their own and not only regularly wash it and open it up to get fresh air inside, but also give it a run to make sure all the systems are working as they should.

“The boat is on a marina right in front of our yard, so I regularly check the lines, shore power, covers, etc., especially when I know there is a storm front coming in. It gives peace of mind to Nick who knows that he doesn‘t have to worry if the marina is pounded by a cyclone, at least his boat is being looked after 24/7”, added Dean.

Nick remarked that people told him he was mad buying a boat and living 12000 miles away, but he is so happy with the service that Dean and his team have provided that he doesn’t have to worry about the boat when he is back home on his arable farm in East Yorkshire.

“As soon as I have booked my flights to come back down around November, I let Dean know, and he puts into action a plan to make sure every aspect of the boat is 100%, right down to milk in the fridge and a bottle of South Otago Pinot Noir on the table”!

“Through our vessel management package, we look after a number of local boats for owners who don’t live in Auckland and offer much the same service as we do to Nick. We believe if your vessel is up to date with its service you will be able to enjoy boating more without having the hassles of small things needing a repair. This, in the end, will help your boat retain its value by keeping all aspects of your vessel in like new condition’, says Dean.

Nick says he and his wife still plan to take the boat to the Sounds one day but hasn’t yet finished with exploring the Gulf, Great Barrier, Mercury Islands and the Bay of Islands.

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CALL +64 9 416 1179 OR +64 274 725 242 MOTORYACHTSERVICECENTRE.CO.NZ PowerboatMagazine.co.nz

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ENGLISH ROSE PRINCESS V60

B O AT R E V I E W The V60 fills the gap between the V55 and V65.

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The dynamic yet agile look, combines great performance and sea-keeping ability.

The Princess V60 has been described as having a dynamic yet agile look, combined with great performance and sea-keeping ability. Barry Thompson spent a morning on Auckland Harbour savouring the delights of this English masterpiece.

I

VIEW THE VIDEO AT

agazine.co.nz

www.powerboatm

t wasn’t so many years ago that finding a sports performance sedan was quite difficult as just about everything built was a flybridge. It was often remarked by dedicated flybridge owners that not having a flybridge was like having half a boat. Well, times have changed, and today there are arguably as many if not more sports performance sedans offered by the world’s leading brands, than flybridge. One of those companies is the UK based, Princess Yachts, which recently underwent a dealership and distribution change in New Zealand and Australia.

While Princess Yachts have been available on both sides of the ditch for many years, it is only recently that under new distributors, that the brand is again getting some traction. New Zealand and Fiji are now represented by Sports Marine Ltd, trading as Princess Yachts New Zealand & Fiji and Australia by industry icon Greg Haines, who markets this popular English brand under Princess Yachts Australia.

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PRINCESS V60

Clockwise: The interior is meticulously presented.

The Explorer tender was an easy launch from the tender garage.

The luxurious helm makes you feel like you are in the Gold Lounge at the movies.

Up to six guests can be comfortably accommodated in three cabins.

The full-width master suite is located amidships..

It has been some years since I have been aboard a Princess and back in the day, they were extremely popular, especially around the Gold Coast. I can remember attending a Princess function at Coomera about 15 years ago, and a scan of the car park was like looking into a luxury car yard. The boats, like the cars were expensive and Princess was favourite brand of the chic set, especially when it came to sports performance yachts. Not the sort of boat you own because you are seriously into fishing, but one that lends itself to an evening of canapes, Moet (Princess, is part of the luxury giant LVMH (Louis Vuitton Moët Hennesy) and when in Aussie, a bucket of prawns.

A Princess V60 is the first boat to be marketed in New Zealand

by Sports Marine and right from its release it attracted considerable interest. Scott Williamson, Managing Director of Sports Marine, arranged for my videographer and myself to meet at the Viaduct Basin, shortly after he was due to return from a sea trial with a potential client.

“Were they keen?” I asked Scott. “Yes, but they felt it was a bit small, and I have quoted them the larger V65”.

Speaking to Scott a few weeks after we ran the boat he confirmed that a new 2020 F55 had recently arrived and that a V65 had been sold and was due in early 2021. It seems the

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Not the sort of boat you own because you are seriously into fishing, but one that lends itself to an evening of canapes and Moet, and when in Aussie, a bucket of prawns.

market was always in New Zealand it just needed someone to kick it back into gear.

“Since we have had both the V60 and F55 on display in Auckland they have attracted a lot of interest, and I am confident both will soon find owners”, said Scott. He added that the reaction to the layouts, finishes, and the whole concept of both boats had been a significant plus with local buyers, along with the high value the brand already has amongst those that know their boats.

“There are a number of Princess Yachts in New Zealand already, and that has been a help, so we are not coming in with an unknown brand to the market”. added Scott.

Princess Yachts unveiled the Princess V60 in 2018 and is one of six yachts from 12.98m to 24.5m in the Princess V Class (series).

Princess of Plymouth, England offers a total of twenty-three models from 9.1m to 30.5m in seven classes.

With the new V60 Princess Yachts filled the big gap between the V50 and the V65. The deep-cut, dynamic V hull of the 60 combined with the two Volvo Penta D-13 1000 V8 diesel engines, which can accelerate the V60 to 32-34 knots, (36-38 knots with a pair of MAN 1200s), enables sporty driving. At 2000 rpm, the V60/Volvo package cruises at 23.1 knots, using 223 lph/9.65nmpl and gives a range of just over 300nm. This luxurious motor yacht is just as suitable for fast journeys as it is for comfortable cruising along the coast.

Right from the start, I knew I was going to love driving the V60.

It just felt right behind the luxurious helm, which makes you feel like you are in the Gold Lounge at the movies. Everything from the two Raymarine screens to all the controls and switches for everything is perfectly positioned and easy to operate.

Visibility is excellent, and when you open the massive glass sunroof, you have all the natural air and sunlight you need.

OUTSIDE LIVING

Like a lot today’s sport performance sedans, Princess has made the best use of the deck and outside spaces, with lounging areas both fore and aft. On the foredeck, is a reclining area and a U-shaped seating area. The squabs can be adjusted from flat to reclining, plus there is another wide sun lounge below the windscreen.

Walk down to the transom, and there is another big lounging area above the dinghy garage and crew cabin. Yes, even a boat, this size can have a crew cabin, and while it is small, it is cosy enough and perfect as a space for unexpected overnight guests or the kids. Even has a shower and head along with a single berth.

The V60 cockpit is spacious and ready to entertain. There is a central transom seating area with fold-out teak table and a wet bar that includes an outdoor grill to port. Opposite is a separate set of docking controls and either side of the central settee is access to a hydraulic rise/fall platform aft.

DESIGNED TO IMPRESS

Sliding doors and fully opening windows separate the cockpit from the spacious saloon, 10 which like every aspect of the boat is designed to impress.

The interior as you would expect from a builder of Princess’s reputation is meticulously done. Forward on the main deck is a sumptuous lounger, with low profile window lines that give you uninterrupted views outside. Opposite is the double seat helm.

The aft galley is designed for conviviality and has an open dining area that can be extended towards the cockpit. The kitchen is fully equipped and offers plenty of storage space in addition to large servery spaces. A large U-shaped sofa, including a table for dining, completes the living area on the main deck.

COMFORT IN THE CABINS

Below deck, the large hull windows and the bright, elegant interior create a pleasant living atmosphere. Up to six guests can be comfortably accommodated below deck in the V60’s three spacious double cabins. The large forward cabin has a king-size double bed, with easy access either side and long hull windows with open ports providing plenty of light. There is also separate access to a bathroom with separate shower cubicle and plenty of storage space.

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PRINCESS V60 The aft galley is designed for conviviality.

Princess has made great use of the deck and outside spaces.

Sliding doors and fully opening windows separate the cockpit from the spacious saloon.

The full-width master suite with a large king-size double bed, comfortable seating and a large wardrobe is located on the midship and offers an en-suite bathroom with shower cubicle. Again I loved the massive hull windows with vented ports. The third cabin has two single beds, which slide together to form another double, and also shares the bathroom with the forward cabin.Â

ONE OF THE BEST

While there are plenty of choices when it comes to a boat in the Princess V60 style, I would have to say this has to be one of the best I have been aboard. I would sum the Princess V60 up by describing it as stylish and elegant without being too complicated. A sports performance boat that delivers in every respect.

Boat Design Name Princess V60 Year Launched 2020 Builder Princess Yachts LOA 18.92m Beam 4.87m Disp 29182 kgs Max Speed 32-34 knots Construction GRP Fuel Cap 3250 litres Water Cap 603 litres Engine Make 2 x Volvo Penta D13-1000 Drive Train Shaft Generator Onan Thrusters Side Power Tabs Bennett Anchor Winch Lewmar MFD Raymarine Autopilot Raymarine Rise & Fall Platform In House Priced From POA Contact NZ & Fiji: www.sportsmarine.co.nz Aust: www.princessyachts.com.au

FUEL & PERFORMANCE DATA

RPM Knots L/h L/NM Range(NM) 1000 7.7 39 5.06 578 1100 8.6 47 5.47 535 1200 9.1 65 7.14 410 1300 10.2 78 7.65 383 1400 12.1 100 8.26 354 1500 13.7 111 8.10 361 1600 15.9 138 8.68 337 1700 17.2 157 9.13 320 1800 19.1 178 9.32 314 1900 21.4 202 9.44 310 2000 23.1 223 9.65 303 2100 26.5 268 10.11 289 2200 29.5 300 10.17 288 2450 32.7 366 11.19 261 Range is calculated on 90% of the fuel capacity.

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PROPE LLER S – REPAIR OR REPL ACE

Before

Before and after of prop with damaged blades after running over a very solid object.

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Propellers

Repair or Replace

Sam Power, Technical Sales for Henley Engineering, looks at what the options are if you damage your propeller and offers some advice on propeller care.

After P

ROPELLERS are a vital component of the marine driveline and the key ingredient when converting an engines output torque into forward thrust.

The importance of correct sizing and blade condition should not be underestimated for driveline efficiency and engine health.

When looking at a propeller there are three basic aspects relating to prop performance; diameter, pitch and number of blades – these are usually expressed

in the following format of imperial measurements; 11” X 15” 3B. This example would describe a propeller of 3 blades with 11” outside diameter and a theoretical pitch of 15”, meaning; if placed into a solid (block of jelly for example) and turned one full rotation - it would move forward 15”. This does not happen in the real-world application because of slip factor when operating in a liquid and trying to push a heavy hull, hence, “theoretical” pitch.

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PROPE LLER S – REPAIR OR REPL ACE

Before

After

It’s hard to believe that this is the same propeller.

Propeller sizing, manufacture and repair have come a long way in the past 20 years, to the point that there is almost no “guess work” involved. Companies such as Henley Engineering now work with long proven mathematical calculations, Prop CAD software, decades of sea trial data and the latest MRI propeller scanning equipment which provides detailed reports before and after the adjustments or repairs have been made.

This isn’t to say that the sizing strike rate is 100%, considering all the factors involved in a propeller calc and the importance of accurate input data.

However, by utilising this knowledge and technology you greatly increase your chances of maximising performance and efficiency while avoiding additional haul outs, blade adjustments and fuel costs. These are the potentially very costly hidden dangers of incorrect propeller sizing/ repair that can often sting boat owners who have been lured in with a hugely discounted price. The well-known proverb “the poor man pays twice” often applies in propeller world (sometimes thrice!).

rope, ramp or logs can and do occur.

So, what to do when the unexpected happens and you’re left with a nasty vibration?

Firstly, do not attempt to straighten the propeller yourself; it may look better, but it is very unlikely the blade will be within the required tolerances.

More importantly, when using incorrect equipment and techniques you run the risk of cracking a blade and or further damaging other driveline components.

Significant bends are carefully straightened with heat applied within a strict temperate range.

The propeller should be removed and sent in for repair assessment. In our workshop this process can include; clean off, MRI Prop Scan, visual assessment and NDT dye penetrant crack testing. In cases of serious impact damage, the shaft and half coupling should also be properly assessed for damage as even the slightest bent shaft or coupling register runout can cause vibration and subsequently, damage to other driveline components.

WATCH OUT FOR THE BUMPS

In our current throw-away society, many boat owners are quite receptive when presented with the option of propeller replacement, when, in most cases (especially for bronze propellers) this should be a very last resort and often is not necessary. Propellers are

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an expensive part of your vessel that should have been custom designed and manufactured to suit. If looked after properly and protected from galvanic corrosion, they can, in some pleasure craft applications, be in use for over half a century! This is evident in commercial applications where a propeller may have more than 10 significant repairs over many thousands of running hours that the casual or even serious all year round boatie could never hope to come close to logging.

We are often asked about the availability of second-hand propeller options – the reality is there are not many and it often means compromise or a long financial cluster! You will need to match; blade area, blade number, rotation, pitch, diameter, hub diameter, bore diameter, keyway, taper length and angle. These are all carefully considered when designing a custom-built propeller. You have a better chance with outboard or sterndrives but still the options are few and far between.

When dealing with experienced prop technicians the repairability of bronze, aluminium and SS propellers is very high and people are often surprised at what can be repaired to an as new condition (both in terms of performance and appearance). All propellers should be repeaired to international ISO 484/2 standards.

These standards refer to blade pitch, cross section tolerance (measured with MRI Prop Scan technology) and surface finish. Blade balance is also an important factor but accounts for significantly less of the experienced vibration than blade pitch tolerance. You should ALWAYS request a copy of the before and after Prop Scan reports as this provides proof that the repair was carried out to the correct tolerances and gives an accurate record of the pitch measurement (which can vary up to 2” fro the stamped size depending on the manufacturer).

PROP REPAIRABILITY The main factors affecting a propellers repairability are; galvanic corrosion/

electrolysis, volume of blade material and of course the extent of the damage to begin with.

Galvanic corrosion occurs when dissimilar metals are placed in salt water, with the least noble becoming the sacrificial anode and more noble the protected cathode. It is the silent killer in the propeller world and can cause thousands of dollars in damage in a matter of weeks. A common cause of propeller corrosion is failing shaft bonding straps. The carbon brush type, if not properly cleaned and maintained can develop a film, which breaks the

circuit and isolates the driveline from the zinc.

So, what’s the big deal? - Bronze affected by galvanic corrosion becomes very brittle and prone to cracking, it is also difficult to weld to as the corroded parent material now differs in composition from the original material specification. Because insurance policies do not cover galvanic corrosion, even the slightest bent blade from impact can render the propeller a write off at the expense of the owner. Understandably this news is not often well received.

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Servicing the Marine Industry since 1917 Henley Engineering specialises in the design, manufacture & repair of all Marine Propulsion equipment.

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PROPE LLER S – REPAIR OR REPL ACE

COMBATING GALVANIC CORROSION

How do we combat galvanic corrosion?

Shaft and transom mounted anodes are the best solution as they can be easily checked, replaced and it is obvious to see if they are working. Threaded bullet anodes mounted aft of the propeller are preferred to the clamp style as they do not disrupt waterflow to the propeller. If shaft straps must be used, then ensure they are always bonded correctly and carefully maintained as per the manufacturer’s instructions. Your propeller should be regularly checked for any pitting or discolouration.

Propellers are manufactured in 3 different blade materials; bronze (generally larger moored vessels), stainless and aluminium (smaller trailer boats).

Bronze propellers are primarily custom made to order in either NAB (nickel aluminium bronze) or MAG (manganese bronze). Most older propellers are MAG with the preferred and superior casting material today being NAB for its higher tensile strength and corrosion resistant properties. A bronze propeller in as new condition can be re pitched up to 3”.

Cracks, bends and even missing blade tips can be repaired depending on blade thickness and material condition.

Stainless propellers are mostly reserved for outboards and sterndrives for which they are mass produced. So, the availability of sizes off the shelf is very good. Stainless steel is more difficult to repair than bronze but the high cost of replacement makes it worthwhile in most cases, especially for duo props.

The blades are more difficult to adjust and usually 2” re pitch is maximum.

They are also more prone to cracking and sub-par crack repairs are common.

Alloy outboard propellers can be repaired but in some cases are reasonably inexpensive to replace.

It may look munted, but it is totally repairable.

Welding over the crack and grinding back is not good enough as it results in a very thin and weak repair. Because of the higher operating speeds, it is especially important that the blades are repaired to within the correct ISO tolerances to ensure smooth running and prevent gearbox damage.

Aluminium propellers are only suited to lower horsepower outboard and sterndrive applications because of the softer material. They are not suitable for higher speed applications and the blades must be thicker than stainless steel. These are the cheapest option available (approx. ½ the cost of stainless steel) so are often not worth repairing unless they are duo props. If looking at repair it is worth checking the rubber hub insert as if this is damaged or has spun then complete propeller replacement is the best option.

to the drive shaft or if not available then to a matching mandrel to obtain a 100% blued contact fit. This is a very important part of the build process, as it is the friction of the two tapers that locks the shaft and propeller together - not the key, which is just a backup.

Some propellers and shafts run without keys.

Because of this it is very important to never grease or apply anti-seize to any driveline tapers, if a propeller or half coupling is difficult to remove it is usually a good sign indicating good taper contact. When tightening the prop nut care must be taken not to bend the blade tips, to lock the propeller in position use a wooden block either to the hull or ground which is seated as close to the blade root as possible – not at the tip. Finally, and most importantly – check your anodes!

For a copy of Henley Engineering’s propeller fitting instructions or more info on propeller repair visit, www.henleyengineering.co.nz.

THE RIGHT FIT

Propeller fitment is the final piece of the propeller repair puzzle. For outboard propellers; ensure the spline is clean then reapply an even coat of marine grease. Slide the thrust washer over the spline, then slide the propeller over the spline, washer, nut and finally either folding tab washer or split pin depending on the requirement. Always carefully check the tab washer or split pin if you are planning on reusing the old one as failure can result in a lost propeller!

With larger bronze propellers running on a shaft taper it is important to check the fit before installation. All new Henley propellers are lapped, ideally

Broken tips can be replaced.

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PACIFIC POWERBOAT MAGAZINE

Templates are made before the broken blade is repaired.

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The sunpad is also the engine cover.

B O AT R E V I E W

A Mercruiser V6 250 pushes the Scorpion 195XS to around 45 knots.

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PACIFIC POWERBOAT MAGAZINE

SER

RIOUS FUN SCORPION 195XS

The Scorpion 195XS is a dedicated tow boat that brings back some fun to the family ski boat market.

I

TEXT & IMAGES BY BARRY THOMPSON

f you are looking for an affordable inboard powered family-style recreational ski boat, then you are probably going to need to look at offshore brands. Unfortunately, that market has all but been deserted by local Kiwi production grp builders and those that are more family runabouts which you can ski behind. If you are a serious rider, then there is always the likes of inboard ski/wake boats from brands such as Malibu, Nautique and Mastercraft, but that is a whole different market and one that is a lot more expensive. While there is a wide choice of family-style inboard ski boats from US manufacturers, thanks to Jamie Black of Mt Maunganui based Sportcraft Marine, there is now a more local choice, with the Scorpion brand now added to the mix.

To be fair, the Scorpion is not a new boat; in fact, it has been around since 2000 when it was released by the Australian builder Savage, as the 195. It was the first fibreglass boat for this hugely

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SCORPION 195XS

"...an all round fun ski boat."

successfully alloy boat builder, and it proved an instant success.

In the first year, over 80 were sold, and the Aussies loved them.

Well, things changed over the years, and Savage was sold to rival, Quintrex, and the fibreglass side of the business ceased.

In 2019, Jamie sourced the bowriders, had six boats built and although there was a Scorpion 195XS – the new name for the Savage 195- at the 2019 Hutchwilco NZ Boat Show, it has not been until now that the first finished boat has been available.

“When we got the first boat delivered from the factory it was still set up for a 200hp Mercruiser 4.3, which had since been replaced by the 200hp-250hp Mercruiser 2.5 V6, so the first thing was to get the bigger engine package to fit in the same engine space”, says Jamie.

This wasn’t an easy job as the top of the new engine encroached on the engine lid, so some alterations were needed to make it fit. It seems to have worked well, and there is still plenty of storage space on either side of the engine. The V6 4.5-litre engine package offers both Alpha and Bravo legs in the 250hp model, but only the Alpha 1 in 200hp.

The Mercruiser Bravo 3 leg was a perfect match for this the boat as it provided exceptional power from a holeshot and there was no propeller feedback when underway. The dual counterrotating propellers, give you excellent steering control, both at speed and when idling into the ramp. The extra blade on the propellers indeed showed when taking the Scorpion 195XS onto the plane at a lower speed, plus there was minimal bow rise.

Mercury says the Bravo 3 in a single application, such as our Scorpion 195XS is good up to about 56 knots, so we were well within the range at our max speed of 48 knots. Our Smartcraft said we were burning 75 lph @ 5200 rpm. Dropping back to 4000 rpm, the pace slowed to 38 knots and the fuel was back to a conservative 39 lph.

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PACIFIC POWERBOAT MAGAZINE

The whole engine and drive package makes the Scorpion 195XS fun to drive, and for a novice boatie, you are not going to get into too much trouble…even at speed. At mid-range on the choppy Tauranga Harbour, it offered a comfortable dry ride.

Jamie was quick to show me the benefits also, of DTS, which is perfect for a small ski boat like the Scorpion 195XS. So what you ask is DTS? Simple, it stands for digital throttle and shift. SmartCraft technology is the backbone of DTS, which delivers precise control and total vessel

Above: As all-around fun ski boat, the Scorpion 195XS is an excellent example.

Below: Forward seating is twin swiveling buckets.

Right top: Now that’s what you call a serious wake tower.

Right bottom: Ideal for a couple of kids or to flick a soft bait from.

integration. However, it is the Smart Tow option that works so well for the Scorpion 195XS. It takes the guesswork out of pulling skiers, tubers, and wakeboarders, by allowing you to create a custom launch profile for each rider. There are up to five different settings, so once you have logged in a particular rider, you simply punch the throttle and go. The DTS system will automatically run the boat to your pre-determined criteria. Your rider will enjoy a perfect launch speed and towing speed every time.

While we didn’t tow anyone, I could certainly appreciate the benefits of having DTS with the Smart Tow package.

PLENTY OF SEATING

The layout is typical of most bowriders, with forward seating for a couple of adults, but underway this is usually the domain of the kids. There is storage under the squabs, a removable tonneau cover and a small anchor locker in the forepeak.

There is a compromise when you put a sterndrive in a boat this size as you eliminate a lot of cockpit space. However, what the gain is, is in seating, with the Scorpion 195XS providing five dedicated spaces. Okay so no room to fish, but then this isn’t a boat you own to go fishing. Although the front open bow makes it great to fly fish and soft bait from if you need a fishing fix. .

Forward are twin fully adjustable bolstered bucket sets and across the transom a bench seat for three. I liked the fact I could sit low behind the screen or using the bolster get up high enough to look over it when I wanted better vision.

Another plus is the large aft lounger, which is essentially the upholstered engine cover. It also works well as a staging platform when you are putting on your skis or board. The swim platform is all part of the deck mould so is an integral component in the stiffness and strength of the boat.

There is storage on the forward passenger side with a lockable glove box which is also where the Fusion stereo head is mounted. Another small aspect I liked was the proliferation of large cupholders, eight in all. More storage is available inside trays and in a deep wet locker under the cockpit sole.

The dash was fitted out with the latest Simrad GO7 linked into the Mercury Smartcraft system. Everything is close at hand, and there is even an adjustable steering wheel to help make your driving position more comfortable. There is also rocker switches for the blower, nav lights, bilge and horn.

The forward-facing Reborn wake tower is a serious piece of kit and not only comes with a pair of wakeboard racks, but also a rear-view mirror, lightbars and a quad set of marine speakers. This certainly makes a statement and lets anyone on the water know you are serious about your water sports.

SUMMARY

The Scorpion 195XS is available in three configurations. The standard package ($61500) has a soft fold-down bimini top, Mercruiser 4.5 litre 200hp/ Alpha 1 drive and a single axle trailer. Then there is the Wake Pack, which adds a Fusion stereo and speakers, wake tower and ski mirror for $65500 or the top of the GS195XS which comes with a Mercruiser 250 with DTS and Bravo 3 leg, plus more speakers, front-facing lightbar, a pair of wakeboard racks, a tandem trailer and a price of $78,000.

If the Scorpion 195XS is a little too big for your needs, then Sportcraft Marine also offers a smaller Scorpion 175XS which comes with the same engine and drive package plus all the options for $73,000. As all-around fun ski boats, the Scorpion 195XS and 175XS are excellent options and worth looking at.

Boat Design Name SCORPION 195XS Year Launched 2020 Builder Sportscraft Boats Price as Tested $78,000 Priced From $61,000 LOA 5.86m Beam 2.25m Deadrise 21 deg Trailerable weight 1500 kg (approx) Height on Trailer 1.9m (Less wake tower) Power Type Sterndrive Only Max Horsepower 250hp Test Power Mercruiser V6 250 DTSDrive Mercruiser Bravo 3 Propeller 24” pitch Max Speed 44.5 knots Construction GRP Fuel Capacity 100 litres Boat Supplied by Sportcraft Marine | Ph 07 928 7193 | sportcraftboats@clear.net.nz | www.sportcraftboats.co.nz

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73

HOW TO ABANDON SHIP

THE

SINKING FEELING

Aaron Fletcher, who has had a personal experience when it comes to abandoning a vessel at sea, offers some advice on what to do if you are ever in the same life-threatening situation.

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TEXT BY AARON FLETCHER & PHOTOS BY SCOTT GRAHAM

Author, Aaron Fletcher, (Left) has had a personal experience when it comes to abandoning a vessel at sea.

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HOW TO ABANDON SHIP

It is amazing how fast a boat fills with water when there is a massive hole in the hull.

BEFORE YOU GO OUT:

A

BANDONING YOUR VESSEL, no matter what size is something we all never want to think about. Still, sometimes as the skipper, you might be faced with the only option of abandoning ship, to save your family and in my situation, your own life. This is precisely what happened to me, and in this article, I share my very personal experience and hope you can learn something from it.

Firstly and most importantly is to have your gear prepared and check the condition of your safety equipment. You will be surprised how quickly lifejackets, flares, lights & fire extinguishers degrade when stored in a salty and wet environment. Check them regularly and if old or in doubt about their condition toss them out and replace.

My advice is also to make them aware of where the equipment is and discuss some ‘what if’ scenarios. It’s all very well yelling emergency instructions to someone, but if they don’t know where the safety gear is or how to use it, it may cost lives.

Chance favours the prepared: By preparing for these types of emergencies ahead of time, you are better able to handle situations should an emergency present itself. If you plan on being on the water, it makes sense to be prepared for when something goes wrong on the water. Let’s look over some of the ways that you can be prepared when you are faced with the only option of abandoning your vessel at sea.

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Tell someone of your expected whereabouts and set up a prearranged call back time. Call the Coastguard and file a Trip Report (TR), which advises them of your travel movements. If you do go missing, then at least Coastguard will have some idea of your location.

Remember the TR should include vessel name and type of vessel, departure and destination points when you intend to arrive at your destination as well as the number of people aboard. You can access the details from the Coastguard website on this URL: https://www.coastguard.nz/boating-safely/communications/ One of the worst fears we face as a boater is losing our beloved possession, while we all hope it never happens, we must be prepared and have a crew plan ready in case it does.

You will also be surprised that a large number of NZ boaties fail to do a TR (Trip Report) with Coastguard or tell someone their travel whereabouts. This makes it difficult for the rescue teams to locate you as they will have limited information. A TR will provide the Coastguard with essential details like the name and size of the vessel, the number of people on board and destination. This information will be what the rescuers will use to get underway.

When you decide to abandon ship, you need to be aware of the risk you are putting yourself and your crew into. The procedure is easy to practice and make sure you talk through the plan with your crew and even do a simulation of the actions that need to be taken to successfully abandon your vessel.

If you don’t have a liferaft an inflatable is the next best thing.

PACIFIC POWERBOAT MAGAZINE

ABANDON SHIP I’ve listed sixteen steps you should action and the order of events based on my experience, however, you can move them around or remove some of the actions depending on your requirements. Please note: as a survivor of a sinking vessel, I have created the best order to follow. Take note of the time it takes to complete each action, go through the list with your crew, so everyone knows what to do when things go pear-shaped.

1. Make a decision, inform everyone you are preparing to abandon the vessel.

7. Collect all items you will need into a ships bag on deck.

2. Put on your lifejackets

8. Launch the life-raft or dinghy on the leeward side of the vessel. This is so it doesn’t get caught in the ropes or rigging.

3. Note your location, either via a GPS or do a quick scan of the horizon, something like we are 22 km east of Kawau Island, depth of 45m etc.

4. Place an emergency call on your VHF (Ch16). You should already know what to say here from the Coastguard emergency sticker which should be near your radio location. Keep repeating until the radio operator confirms that your mayday has been received 5. Activate your EPIRB or PLB. 6. Start organising your crew, assign them tasks: get the life raft or dinghy ready for launching, grab flares, spare lift-jackets, water bottles etc. Keep everyone calm and focused.

9. Launch the life-raft or dinghy and tie it to the sinking vessel.

10. If you don’t have a lift-raft or dinghy, use anything that will float to hold on to.

11. Do a check of the vessel status, make sure you do not abandon ship prematurely.

12. Check that everyone is safely off, and if you are the skipper, be the last one to leave once you have completed a final headcount, only if it’s safe - don’t be a hero.

13. Stay as close to the sinking vessel as possible. If it starts to sink or rollover, cut the mooring rope. Also careful of loose items breaking off the vessel as it sinks. In some cases, things will break off and float up at speed; the impact on people in the water can be fatal.

14. If you are unable to get in a liferaft or don’t have one, get everyone into the water and keep them together (tied if necessary) or holding arms.

15. Collect as much floating debris around you as possible – bright objects like fish boxes or chilly bins are easier to spot from a distance – and they float.

16. Fire off a flare. If you have a laser flare use that as well, don’t exhaust your supplies of flares, only use when you are sure they will be seen.

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77

HOW TO ABANDON SHIP

Bigger boat have the space for a liferaft and make your chances of survival even greater.

Being a wooden boat, this vessel stayed afloat and was successfully towed to shore, repaired and was eventually back on the water.

OTHER THINGS TO CONSIDER:

A Hutchwilco gear bag is a great piece of kit to carry on any boat.

Never abandon your ship prematurely, this is the last resort action you as a skipper can take. Remember you are leaving a secure safe environment (your vessel) and launching into a hazardous one that will expose you to the elements, so be prepared with clothing.

CREATE A GRAB BAG. Use Google and search on “abandon vessel grab bag contents”, this will help you get started. The limitation here is key when creating your grab bag, as you must consider where will you store it aboard, the room it will take up, its weight, and your ability to grab it quickly. You won’t need one for short coastal trips, if you have to abandon your vessel, plan to jump in the dinghy with at least the VHF and cell phone in a dry storage bag, PFDs, flares, waterproof flashlight, and your ships log (if you have one).

If you are travelling offshore, consider the actions highlighted below to improve your safety and give you greater peace of mind.

All crew members should have basic medical training. You can sign-up for one-day classes in CPR and first aid from St. Johns, be mindful some of these classes are geared toward urban environments where emergency services are expected to arrive within 20 minutes. In a marine environment, this is not the case so I would recommend attending the NZ Coastguard Coastal Medic or Offshore Medic training courses Longer distances and ocean voyages.

All your crew should take an Advanced Sea Survival course from Coastguard NZ. This training is significantly more expensive and will be spread over 2-3 days. The classes focus specifically on survival at sea tactics because you may need to be your own medic.

SHIP PAPERWORK If you are cruising offshore, you should also have all your documentation in order and easily accessible is key to a quick or unplanned departure, I recommend keeping the following documents at hand in a dry bag:

Back-up GPS tracking & communications equipment Emergency Position Indicating Radio Beacons (EPIRB) have dropped dramatically in price and should be an essential item on everyone’s vessel.

They are a sound investment and a significant piece of mind to have available. I recommend a handheld VHF radio or a waterproof mobile phone (stored in a zip lock bag). These are so inexpensive that it makes sense to have one even in something simple as an inflatable or kayak.

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SHIPS LOG

CREDIT CARDS

VESSEL DOCUMENTATION

MEDICAL NEEDS

INSURANCE

CREW INFORMATION

IMMIGRATION PERMITS

ENTRY DOCUMENTS FOR FOREIGN COUNTRIES.

PASSPORTS

I hope you never have to use any of the equipment and procedures I have mentioned, but if you do, you should at least be aware of what the necessary procedures and steps are. Your life may depend on it.

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79

PEOPLE IN BUSINESS

Brett Flanagan – Newport Motor Yachts

STILL WATERS RUN DEEP

Brett Flanagan, or “Flano” to everybody who knows him, is uncomfortable talking about himself. But get him started on the joys of boating and what makes the perfect boat and he doesn’t draw breath.

“I’ve always loved the process of creating something beautiful and special, be it with my houses or my passion, boats.

That’s what excites me; the drive I get from the positive responses from my clients makes me want to always look to create something better each time we finish a new boat project.”

A panel beater by trade, Flano found his way into boat building through his dad.

Growing up in Newport on Sydney’s northern beaches, Flano and his brother, Grant spent much of their time on Pittwater aboard the plywood boat their dad had bought them, trapping yabbies, sailing and water skiing. It was an idyllic life in many ways, and fostered Flano’s life-long love of the water.

“After leaving school at 15 and floundering for a week scratching my head on what I wanted to do with my

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life, dad, who owned a car dealership, simply said ‘You’re going to be a panel beater and you start at Sundell Motors Holden with Maurice Bilton, your new boss tomorrow at 8am. Don’t be late!’

I started my apprenticeship the next day.”

Flano met and married his first wife whose father was in the motorcycle helmet and tyre industry. He worked for him for the next 12 years.

“Then the opportunity arose to move to Helensvale on the Gold Coast in the late 80s,” recounts Flano. “It was completely undeveloped in those days.

There was a lot of opportunity and we jumped at the chance.”

The alliance with the now ex-father-inlaw fell through. Unemployed and with a young family to support, Flano was highly motivated to find work quickly.

PACIFIC POWERBOAT MAGAZINE

BOATS & BOATING

“I always liked boats so I thought I would get a job selling them. Boating was booming on the Gold Coast.

Dealerships and boats seemed to be popping up everywhere; Brisbane Road, Runaway Bay Marina, Marina Mirage, Southport Yacht Club, and Horizon Shores, which was then known as McLaren Marine Village.

“The boating industry was thriving. I thought I could get in on the ground floor and work my way up. The first year, I actually spent the full 365 days straight earning a living and trying to learn all about boats and boating. I must have done it well enough because I ended up taking over the brokerage business at Horizon Shores, selling mainly bay cruisers and trailer boats.

“That was a great experience and foundation. I worked with a lot of different people. It’s where I met one of my best mates, Peter Hill. Pete and I worked together for the next 29 years where Pete managed my businesses.”

In the late 80s, the appetite for boats and the value of those boats rose. Over the next 22 years Flano sold more than 2,500 boats of all shapes, sizes and brands.

The boats increased in size and specification. While working for McLaren Lovett Marine at Marina Mirage, Flano tried his hand at custombuilding a vessel to suit a client’s personal requirements. Based on the Roberts 30 Flybridge, he branded it the “Gold Coast 30”.

“That was my first taste of building and it

Boating has been in the blood since Flano was a youngster.

gave me a real insight into what people wanted and the actual difficulties that can arise in manufacturing a boat. I loved the challenge then and still do today.”

In 1990 came the offer to take over the role of Sales Manager selling brokerage boats at Princess Street Marina (which also had the Bertram franchise at the time), in Newport, so Flano relocated his family back to his home turf, Sydney’s northern beaches.

features that people wanted on a motor yacht, I applied that to second-hand boats,” Flano recounts.

“I purchased the boats, carried out the refurbishments at a slipway in HK and then brought the boats back to a hungry market at home. Eventually, the pool of suitable boats dried up, so I looked at building my own.”

After a stint there, Flano teamed up with industry icons Lee Dillon and Bill Barry-Cotter at Riviera in 1990. That relationship lasted a few golden years, during which time Flano sold many boats.” It was a great period of learning and success,” he said succinctly.

During this time he also intermittently travelled to Hong Kong to source boats for resale into Australia, as well as joining forces with good mate Kevin Hurley to bring the first Horizon Motor Yachts into Australia. This was his first foray into the big boat market, an experience that increased his expertise and international network.

“I picked up a lot of feedback from customers over the years,” observes Flano of that time. “People told me their boats weren’t quite perfect and I took notes.”

The move to Sydney proved short lived, and when the opportunity arose to take over the Horizon Shores boat brokerage, Flano moved back to the GC. “I had cut my sales teeth at that place and knew what a gold mine it was and the potential it had to grow. It’s situated halfway between the Gold Coast and Brisbane, so a great catchment for both markets. I thought to myself, the golden rings only pass over your head a few times in life; you need to know when to jump and grab them! And that’s exactly what I did.

“Given what I had picked up about the

In 2009, the Integrity brand was born. Flano teamed up with Peter Hill with the vision of making cruising more accessible and affordable for everybody; from entry level boaties, yachties looking to get into something more manageable and the budget conscious Baby Boomer market.

“With those same five attributes in mind, we designed the kind of boat we would like ourselves. I signed the contract with the factory for the first five boats under the Integrity brand, then the GFC hit. So, I made the bold decision to drop brokerage boats, our daily bread and butter, from our business and concentrate on the new range. This turned out to be an excellent decision, as we sailed through the downturn and ordered more and more boats each year.

“Integrity boats were designed for the Australian taste and conditions,” he continues. “They were a single engine, displacement-style boat that were cheap to run and had low maintenance costs. Back then, the Integrity range was designed to be sturdy, stable coastal cruiser.”

By 2011, then based at the epicentre of boating, Sanctuary Cove, the business was up to hull number 21 in the 350 Flybridge model and had added the new sedan range to the line-up from 10m to 13m. After nine years of success and 90 new boats delivered to an expanding boating family, loyal to the

INTEGRITY IS BORN

‘Don’t ever buy anything you can’t pay for upfront – that way, nobody can take it away from you!’ classic design and laid-back lifestyle it offered, the business was sold in 2017.

You’d think Brett and his wife Brenda would head off on their boat and enjoy retirement with the extended family of kids and grandkids, but no.

Now a proud granddad of five, Flano sought out a new style of boat for fussfree and family-friendly outings on the Broadwater, sourcing the most versatile and high-quality product he could find from world’s number one selling ‘deck boat’, Hurricane, boasting over 22,000 produced each year in the US. Working with his brother, Grant, and son-in-law, Paul Atallah, Flano introduced the next wave of pontoon boats to Australia. The tri-hulled, moulded fibreglass vessels are limousine quality, durable and easily maintained. “Better still,” says Flano, “they handle like a sport boat, so you can cruise or ski behind them at a top speed of about 28 knots.”

ISLAND GYPSY REBORN

Not content to dabble in the industry he has known and loved for 30+ years, Flano has embarked on the next phase in his boating odyssey: designing and overseeing construction of semicustom vessels, under the re-booted ‘Island Gypsy’ marque with his longtime friend and fellow marine industry veteran, Allan Francis.

“It just made sense,” he says of the leap of faith into his new venture.

“Island Gypsy is an Australian icon,” says Flano. “I grew up with these boats in Pittwater and on the Hawkesbury River. My parents use to hire them from Cottage Point in the school holidays.

They are the ‘Queen of the seas’ in my eyes, and I could not let this brand disappear. It’s part of our boating heritage.

“Both Allan and I were born and bred on Pittwater. The Francis family can PowerboatMagazine.co.nz

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In 2009, the Integrity brand was born. Flano teamed up with Peter Hill with the vision of making cruising more accessible and affordable for everybody.

proudly claim four generations in the boating industry, and they are extremely highly regarded as engineering gurus.

Together, we purchased the rights to the name and are now building the reincarnation of the quintessential ‘down east’ style cruiser, upgraded with advanced engineering and unique ‘Python Drive’ technology, which delivers close to silent cruising.”

The ‘Newport’ range has been designed to be a planing performance motor yacht, and the ‘Classic” range is more along the timeless lines of the traditional Island Gypsy flybridge design, with a modern twist.

“I lived at Newport Beach for most of my life. Allan is still there, as are my children. So, that’s significant to us. We see this as a beautiful legacy for our families to carry on into the future.”

Each Island Gypsy is constructed to a meticulous spec at the purpose-built factory in Guangzhou, not far from the original Island Gypsy facility and under the watchful eye of many of the original management and craftspeople.

“We are semi-custom builders,” he states. “We want our clients to have input into every aspect of their build.

Together, we will build their dream boat. They can have as little or as much involvement as they wish, visiting the factory and experiencing the build, learning the process of construction techniques and choosing layouts to suit their needs.

Fundamental to the design of the new brand is the single engine setup, guaranteeing owners ease of maintenance and reliability. However, the new range of Island Gypsy Motor Yachts has also been designed for clients 82

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who prefer twin engine installations.

“Our Newport Range is a planing hull design which is tunnelled and also includes water ballast tanks for stability at rest. This is a fantastic design concept and greater point of difference to the standard planing hull boats. All our boats are manufactured in vynlester resins, which significantly reduces the chance of osmosis. We’re very proud of them.”

“Allan and I have introduced stringent systems into our boats which bring maintenance issues down to a bare minimum. We have put in place service outlets around the east coast totally under our guidelines to take care of owners if anything unexpected happens. We’re on call 24/7 ensuring our clients are totally supported. That’s our promise to our clients.”

Reflecting on close to four decades in the boating business, Flano is grateful and still inspired.

“I have been lucky with a few very good mentors over the years and people who believed in me. My father steered me The Newport 460, by Island Gypsy, is one of Flano’s latest ventures’

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and offered me great advice whenever I needed it. His advice and belief in me kept me focused in whatever I have done. Keith Francis, Don and Vern McLaren were extremely influential in my life as well. These people helped shape me and guided me to achieve most of the milestones in my life to date.

“Number one rule, and something I live by daily, is Keith Francis’s advice for surviving in business: ‘Don’t ever buy anything you can’t pay for upfront – that way, nobody can take it away from you!’ It might seem old-fashioned in this day and age of ready credit, but I live every day by this rule and I have passed it on to my children.

“The other piece of advice I still rely on to this day is ‘Always leave something in the deal for the next guy’. In other words, be fair, be honest and don’t burn bridges. And from Donny, ‘Don’t stick your head above the crowds as somebody is bound to try and knock it off!’”

Now, as the hard yakka gets underway on this next phase in Brett Flanagan’s career – the boat shows, the refinements on first vessels, spreading the word, overseeing the build – there’s no doubt he is in his element.

“My main priority is customer service.

It’s what I have built my entire career on. I learnt early on from my father that unless you give people 110 percent attention and proper service, you will be just ‘Joe Average’ like so many others. I am proud to say I remain in contact with many of my clients from 30 years ago. We’re friends. That’s such a privilege to be able to say.”

Boaties chasing the dream of the ideal cruising craft for many years of boating pleasure can be assured of one thing: “You become part our family is the best way to explain it. We will always have your back.”

INTRODUCING THE ISLAND GYPSY

NEWPORT 460 NEWPORT 460 INTRODUCING THE ISLAND GYPSY

Queensland Head Office: Sanctuary Cove Boat Sales Brett Flanagan: 0414 997 654 | info@newportmotoryachts.com.au

INTROD UCING THE ISLAND GYPSY w w w . i s l a n d g y p s y b o a t s . c o m . a uÂ

DB263

NEWPORT 460

NSW Distributor: Francis Marine Services Tel: 0405 344 169 info@newportmotoryachts.com.au

Melbourne Distributor: Melbourne Boat Sales Tel: 0418 390 490 lee@melbourneboatsales.com.au

NSW Distributor (Pittwater): Sirsi Marine Newport Tel: 0405 722 127 info@newportmotoryachts.com.au

Brett Thailand Distributor: MDW Marine Phone: +66 (0) 87 827 6152 Allan sales@mdwmarine.com Brett

French Distributor: Swanta-yachting VOF Tel.+31 6 27890535 swanta-yachting@online.nl

Flanagan: 0414 997 654

Francis: 0404 493 015 Flanagan: 0414 997 654

Allan Francis: 0404 493 015

ROBUST & PRACTICAL BLUEFIN 525 CENTRE CONSOLE

B O AT R E V I E W

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The Bluefin 525 Centre Console is a very practical, easy to use boat with a simple layout.

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TEXT & IMAGES BY BARRY THOMPSON

Grab rails around the bow are standard.

Following the success of the Bluefin 620 Centre Console, Bluefin has now added the 525 Centre Console, to their range. Essentially a smaller version of the 620, the 525 Centre Console is still a big open fishing platform that is built on a well-proven formula used by the builders now for several years. Barry Thompson went to Tauranga to check out the first of the new model.

Bluefin Boats are built by Sportcraft Boats, from their factory in Mt Maunganui and sold through both the Mt Maunganui and Morrinsville Sportcraft Marine shops. They offer an extensive range of models, from open runabouts to large hardtops, which include four standard models in the centre console range. However, being an aluminium boat, every hull, no matter what size is available with a centre console. “We had several clients who told us they liked the 620 Centre Console, but it was just too big for what they wanted, and our 470 Centre Console was too small, so it was a logical step to offer something inbetween�, said Sportcraft Boats, Jamie Black.

He added that while the 525 centre Console is shorter than the 620 Centre Console (5.25m v

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BLUEFIN 525 CENTRE CONSOLE

Clockwise:

It’s a full bodied boat that provides plenty of fishing space.

The Mercury 60CT gave us a top speed of 28 knots.

You have size and style options when it comes to the centre console.

How you configure the transom is up to you.

6.20m), the 2.30m beam remains the same. It has a significant volume boat for its size and offers a massive fishing space from the bow to the transom. The overall package price also comes down by about $5000 for the smaller model.

“We also kept the hull sections the same, with a wide gullwing design with a heavier 5mm bottom, with 3mm swaged sides and a relatively high freeboard. The wide gunnels have also been retained, so apart from being a bit shorter, you are getting everything the 620 Centre Console has but in a more compact package”, says Jamie.

The 5mm bottom, supported by a solid stringer and grid system under the cheque plate sole, certainly helps to give the boat a robust and solid feel. I ran the boat in a 15-18 knot gusting Tauranga Harbour, and I found I could drive it at around 20-25 knots without any unpleasant bumps or hull noises. The boat certainly feels stiff, and there was no movement anywhere from the vast open cockpit. Apart from the centre console, and a small forward bow step, there are no other fixed structures.

Now with hydraulic steering as standard, it is a straightforward boat to drive, especially with the 60hp. You do have the option of going bigger horse power with 75hp, 80hp and even 90hp outboards available, but if you are going to use the boat for sheltered inshore fishing, I reckon the 60 CT is enough. I was generally surprised at the excellent performance of the 60hp CT on the 525 Centre Console.

Power options are outboard only with our rig running a Mercury 60hp 4S with Command Thrust. While we didn’t have a speedo or any fuel data gauges, I did see 28 knots (32.2 mph) on the GPS on my phone. I would estimate that at WOT, the 60hp would burn upwards of a 20-litre tote tank an hour, but bring that rpm back to around 4500 rpm and the fuel usage would drop to about 13 lph @ 24 knots.

The Command Thrust or Bigfoot model is designed for pushing heavier weights at lower speeds, so the lower gears mean that the motor doesn’t work as hard down low in its torque band, but you need significantly more rpms to achieve the same “speed” as a 60 horse that is “non-bigfoot”. The bigfoot produces 40% more torque than the non-bigfoot at WOT, so if you are planning to carry heavy loads in this boat, such as in a commercial situation, the advantages of having 86

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PACIFIC POWERBOAT MAGAZINE

Command Thrust is obvious.

Jamie says they can fit an underfloor tank if a customer requests it, but they find a couple of 25-litre tote tanks under the aft deck is more than enough for most people’s average day on the water.

There is space to increase those to a pair of 45-litre tanks.

Seating is a large fishbin with a squab, which for most of my time aboard, we had in the bow and as I did all my driving standing. I found the box seat a little low, and if I were to add a seat option, I would go for a couple of swivelling pedestals. If you need more seating, than you can add a bench seat aft.

BASIC LAYOUT

SUMMARY

The overall layout of the Bluefin 525 Cuddy Cabin is simple yet practical with places dedicated for all your fishing gear. The centrepiece is the console which while reasonably wide still provides easy access to and from the bow. Jamie points out that customised consoles are available and as the console is only bolted to the sole, you can also change its position.

The standard unit has a mid-shelf which in our boat housed the battery, and a wide flat facia for the binnacle-mounted controls, steering and VHF. If you plan on fitting a fish finder/depth sounder,

The hull is the same as the 525 Cuddy that we featured a few years ago, but it has taken until now to see a centre console version. The Bluefin 525 Centre Console is a very practical, easy to use boat with a simple layout, that is an easy clean after a good day’s fishing. The standard package includes everything you need and then you can add some extras. At around 900kgs tow weight it also an easy boat to tow on an unbraked single axle trailer. It is a big volume boat that can have 3-4 rods working at once, without infringing into each others space and comes standard with hydraulic steering.

"...very practical, easy to use boat with a simple layout, that is an easy clean after a good day’s fishing." you have the choice of flush or bracket mount. A nice feature is the large flat screen is hinged so when towing or storage this can be dropped to lower either drag or height. With the screen dropped, the overall height on the trailer is only 1.9m Rod storage is in wide side trays and rod racks for the longer rods, but if you add a hard or soft bimini, there is also the addition of a rocket launcher. Four gunnel rod holders come with the boat.

How you configure the transom is your choice. While our boat had a flush aft deck with full-width storage tray under and central boat board, you can add features such as a live bait tank and transom cut-outs for access to the boarding platform. You leave it open or add a transom door. A drop down folding ladder is standard. There is a generous size bilge pump in the sump to handle any water that comes aboard.

At the other end, there is a small step to assist you when anchoring and an open anchor well. There is space for a small drum winch, or if you prefer, there is room on the foredeck for a capstan. Grab rails around the bow are standard.

Boat Design Name Bluefin 525 Centre Console Year Launched 2020 / New Zealand Builder Sportscraft Boats Price as Tested $34950 LOA 5.50m Beam 2.30m Deadrise 17 deg Trailerable weight 820 kg Height on Trailer 1.9m Power Type Outboard Only Max Horsepower 90hp Test Power Mercury 60CT Propeller Spitfire X7 13” Max Speed 28 knots Construction 5mm/3mm Aluminium Fuel Capacity Tote Tanks Boat Supplied by Sportcraft Marine | Ph 07 928 7193 | sportcraftboats@clear.net.nz | www.sportcraftboats.co.nz PowerboatMagazine.co.nz

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A MAIDEN VOYAGE ON THE TASMAN SEA

ACROSS THE DITCH IN STYLE

IT SEEMS TO BE THE case that the weight of a purchasing decision is relative to the size of a vessel being purchased. Knowledge, decisiveness and forethought are essential elements to ensure full gratification. Joe Pengelly tells us how he came to the decision to acquire Riviera’s largest, grandest, most spectacular motor yacht yet, the 72 Sports Motor Yacht, and how, with full confidence, he crossed the Tasman Sea on its maiden voyage.

In 1777, the naturalist William Anderson joined Captain James Cook’s third voyage of exploration aboard Resolution.

Wrote Anderson of the South Sea: “I cannot help indulging a reflection here on the dangerous situation we are constantly in from those foggs [sic], notwithstanding I have been almost in every perilous circumstance that can attend a discovering voyage…In the night and with these foggs [sic] who can discern the danger soon enough to avoid it!”

Strictly speaking, one does not ‘cruise’

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PACIFIC POWERBOAT MAGAZINE

Our Vibe on the home run, rounding North Cape.

A world-wide search for the right boat ends with christening a Riviera 72 Sports Motor Yacht over the Tasman Sea.

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A MAIDEN VOYAGE ON THE TASMAN SEA The crew enjoying the beauty of Lord Howe Island.

the Tasman Sea, even today. Yet aboard an 72-foot ultra-luxury motor yacht, a passage over the ‘ditch’ is far less fearsome and far more enjoyable than Anderson could ever have imagined.

Especially on Our Vibe, Joe and Cheryl Pengelly’s new and highly customised Riviera 72 Sports Motor Yacht. The New Zealand-based Brits went on a year-long global search for their dreamboat before they ended up back where they’d begun, with a Riviera.

“This is our seventh boat, our last being a Riviera 61 Flybridge Series II,” says Joe. “I travelled everywhere, including boatyards in Taiwan and factories in the UK looking at any boat from 90 to 115 feet. It became apparent that Cheryl was nervous about having anything larger than 100 feet. And then Dean called.”

HIGHEST SPEC

Dean Horgan, Riviera’s dealer principal at R Marine Flagship in Auckland, suggested Joe and Cheryl pop over to the Sanctuary Cove Boat Show to view the latest 72 Sports Motor Yacht.

“It has to be the highest specced

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Riviera on the market today and has a lot of advantages over the bigger boats, which appealed to us both.

The engineering was very pleasing, it had all the latest technology, and great living spaces: alfresco areas between the galley and the transom, the foredeck living area, and a huge flybridge with a day bed rear deck and an aft helm.”

For Cheryl, a key criterion was to be able to run the boat alone with Joe, having crew only for passages. “I was a bit worried about being able to handle a boat especially as we get older. So, I was sold on the EJS joystick control – it’s so easy to manoeuvre. We had two extra stations fitted in the cockpit – port and starboard – so that coming alongside and tying up is easy with just the two of us. It’s a dream, even compared to the 61,” says Cheryl.

According to Dean, Joe’s research, combined with a marine engineering background and eight years in the merchant navy, helped him to take the significant decision to sign up then and there at the boat show. “Joe was very knowledgeable and decisive. He knew what he wanted and we worked together on a lot of customisation. It

PACIFIC POWERBOAT MAGAZINE

goes to show what can be achieved with passion and forethought.”

Know-how aside, it takes confidence and a certain joie de vivre to take on the Tasman with a luxury motor yacht fresh from the factory.

“It was a big decision to take a new boat and sail across the Tasman,” admits Joe. “I put a lot of effort into having it debugged.”

Cheryl with friend Tina for Tina’s maiden voyage as a deputy ‘galley rat’.

As part of their preparations, the Pengelly’s did a four-day cruise north from the Gold Coast to clock 70 engine hours before attempting the Tasman.

“I wanted to make sure I was comfortable, so one day we ran the boat in 40 knots of weather. I was blown away with the handling and it gave me all the confidence to go ahead with the trip.”

PLANING IS EVERYTHING

Having made prior passages through the Pacific on their first Riviera, Cheryl agrees planning is everything. “You absolutely have to be organised taking long passages. We flew in a week early

More than just whizzing across the Tasman, the crew took 12 days to fish their way to NZ.

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A MAIDEN VOYAGE ON THE TASMAN SEA and fully prepped the boat including forward cooking meals for the freezer.

It’s best to make it as easy on yourself as you can.”

Our Vibe left the Gold Coast on 16 November with a crew of seven including Dean who doubled as a qualified skipper. Their navigational strategy went beyond a straight passage. Instead, they planned a 12day fishing expedition that timed dawn arrivals at nature’s hot spots.

“It was designed to be more than just a passage whizzing across the Tasman.

We left the Gold Coast to Middleton Reef first, arranging to arrive a 6am.

We did a hot lap before cruising to fish Elizabeth Reef and from there an overnight steam to Lord Howe Island arriving early in the morning again,” says Joe. Here they refuelled. For Joe, one of the key decision-making factors was the increased fuel capacity of the latest 72 Sports Motor Yacht. Joe elected to have long-range tanks totalling 10,500 litres.

“Actually, the boat performed beyond my expectation. Its fuel efficiency is remarkable. For example, the Riviera 61 at 8.5 knots burned over 40 litres an hour; the Riviera 72 at 8 knots burns around 25 litres an hour. So, it’s almost 50 per cent less, which is unbelievable.

That’s the combination of the new hull design and the increased waterline length. Also, the MAN engines, it’s a much more modern engine.

“We covered 1,700 nautical miles in the trip, including three-and-a-half days of fishing and used around 10,000 litres. We could have made it across the Tasman without refuelling, but did anyway for insurance purposes.”

Joe, who was raised in a Cornish fishing village, says extending the waterline length works to increase efficiency. “It’s naval architecture. On entry, the hull is finer, sharper in the bow. It slices through the water and is a much smoother ride. As you come aft, she has shaft tunnels that also seem to improve efficiency.”

In fact, the Riviera hull has been designed in partnership with Dutch naval architects, Mulder Design, and has been extensively tank-tested for offshore performance.

“It’s the best Riviera hull ever made to date,” attests Joe. 92

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Arriving at Elizabeth Reef.

'And wherever we go, we’ve got plenty of space on the boat for the five grandkids.'

BALL’S PYRAMID

Southwest of Lord Howe, Our Vibe cut another lap around Ball’s Pyramid, named after the British commander who reported discovering it in 1788. A volcanic remnant, the rocky structure juts sharply out of the ocean 562 metres high, making it the tallest volcanic stack on earth. “A wonder of the world,” says Cheryl.

The high point of the trip though came another 450 nautical miles southeast of Lord Howe at the legendary Wanganella Banks: a series

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of underwater pinnacles spread over a 100 nautical mile area.

“The banks come up out of the ocean from about 2,000 metres to about 100 metres from the surface so there’s a huge upwelling of food and a great concentration of pelagic species. We landed three yellow-fin tuna, and busted off two monster ones,” says Joe. More than just whizzing across the Tasman, the crew took 12 days to fish their way to NZ. Cheryl’s baked lasagnes remained

A Tasman Sea crossing couldn’t be more comfortable or safe than on a Riviera 72 Sports Motor Yacht.

in the freezer on these days. “We didn’t have any particularly bad weather but we did have three-anda-half-meter beam seas around the Wanganellas. Still we could enclose the alfresco areas with clears so we were completely weatherproof and comfy. We had all our meals out there,” says Cheryl.

A key customisation Joe insisted on was constructing Our Vibe with fin stabilisation. “The handling of the boat with the fins was just superior and even in that sea there were no

real rolling issues. It’s an electricallydriven fin system produced by Humphrey – all computer-controlled in conjunction with trim tabs. The factory also accommodated me by including Furuno Electronics.”

Their last stop was Three Kings Islands just northwest of Cape Reinga, New Zealand. They landed a kingfish, two hapuka (grouper) and lost one to a giant mako shark.

“It left the head of the fish dangling on the line. It was frightening, over 15 feet long. Of all our fishing days, this one

was the most full-on.”

Today back in their homeport of Auckland, Joe says they’ll be off again to the Wanganella’s in sometime soon, perhaps on the way to New Caledonia.

Cheryl is bemused. “That’s the first I’ve heard of that. I thought we were going to Norfolk Island!”

Joe laughs. “As long as we have our health our plan is keep cruising offshore once a year. And wherever we go, we’ve got plenty of space on the boat for the five grandkids our two children have kindly produced.”

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THE OUTBOARD FILES

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PACIFIC POWERBOAT MAGAZINE

THE OUTBOARD FILES: SPOTLIGHT ON THE

FUTURE W

e are experiencing what could almost be described as a renaissance period for outboard motors, in terms of technology, model variants and power output – with particularly exciting offerings in the mid-high horsepower segment. From the relative doldrums of a decade ago, when sales flagged and where a jumbled mix of different technologies was offered in a scattergun attempt to comply with international emissions regulations, there is now focus, cohesion and confidence as all manufacturers resolutely commit to a lean, clean, green future. Danny Casey examines the current wave of success and offers some thoughts and opinion into future trends for the industry.

DECADES OF DEVELOPMENT Over the last five or six decades, it is remarkable to think that we have seen 2-stroke outboards that initially required thick, treacly fuel/oil mixtures of 16:1 (10:1 if one were the proud possessor of a British Seagull!), progressively dropping, as firstly oils then manufacturing processes, tolerances and metallurgy all became progressively better, to 25:1, 33:1, then 50:1. The late 1970s even saw the introduction of a 100:1 fuel/oil mixture by Yamaha and the early 1980s saw no need for oil and fuel premixing at all with the introduction of oil injection on 2-stroke outboards

by Suzuki.

We have seen old spluttering, sneezing OMC motors with adjustable high- and low-speed carburettor jetting, then fixed high speed jets, followed by fixed jets for both carburettor circuits. After that, we had rudimentary, analogue, indirect fuel injection on 2-strokes, followed by digital fuel injection, then directly-injected lean-emission 2-strokes. These were followed by a variety of carburetted and fuel-injected 4-strokes. Today, we even have 4-strokes with direct fuel injection. We have gone from puny, unreliable ignition systems using contact breaker

points, through to capacitor-discharge types and latterly ultra- powerful, solid-state, fully electronic and computercontrolled ignition systems. Furthermore, one can now buy a light, compact, portable 4-stroke outboard (manual start) with electronic fuel injection which doesn’t even require a battery to power either the ignition or the fuel-delivery system.

In addition to the above, there are now also options in both the diesel and electric segments, topping off a whole gamut of technology that now closely mirrors the automotive world.

It is to be applauded that the marine industry, despite its minuscule size and relatively paltry volumes in comparison with the automotive and power equipment industries, has more than held its own in relation to making the whole enduser experience as clean, conscientious and user-friendly as possible – and at no insignificant cost.

Despite this being written during the bizarre, darkly surreal, soul-destroying days of enforced isolation necessitated by Covid-19 (where all rational economic modelling, forecasts and projections presently count for nothing), it should be noted that, not withstanding, sales of all models of all outboard brands have never been stronger. And this is even with a pronounced and unprecedented worldwide shortage of high-horsepower outboards during 2018 and most of 2019. This shortage, totally due to most manufacturers’ inability to keep up with surging demand (mainly from boat builders who were deserting the sterndrive sector in hordes), held up boat production worldwide, even causing one North American manufacturer to enter Chapter 11 bankruptcy because they were apparently unable to obtain engines for presold boats.

THE MACRO VIEW Perhaps the best way to deliver a piece like this so that it is cogent, logical and interesting (and doesn’t insult the reader’s intelligence or bore him/her rigid) is to divide our journey into segments: a glance at the industry overall, then a look at the mainstream petrol segment, followed by the relatively new diesel and electric sectors. We can finish with the usual (and hopefully not-too-hackneyed) “crystal ball”type pontifications and projections. So, let’s do that, then…

THE INDUSTRY INTERNATIONALLY I previously alluded to outboard motor volumes in an earlier piece, and although reluctant to revisit old ground, I believe a recap is needed on the scale and volume of the industry. Global demand for outboard motors in 2019 was PowerboatMagazine.co.nz

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THE OUTBOARD FILES

close to 850,000 units. Not an overly huge industry, then, as that figure is for all brands, especially when one considers that someone like Mazda – considered a small-midsize automobile manufacturer – produces about 1.5 million vehicles per annum. However, between the mainstream outboard manufacturers, there is theoretically more than enough business for everyone.

In terms of volume, Yamaha is the world leader in the manufacture and sale of outboards, followed by (but no assumptions on market position to be offered or inferred!) Tohatsu, Suzuki and Mercury. Bear in mind, though, that a significant part of Tohatsu’s production volume has also come from engines sold on an OEM, rebranding basis to both Mercury (for Mercury's 4-strokes up to 30 hp and, until quite recently, 2-strokes up to 50 hp), and BRP (Evinrude 4-strokes up to 15 hp).

The remaining two, very much runnersup in terms of volume, are Honda (surprising, as Honda is the world’s largest manufacturer of engines in general) and, until very recently - the end of May, in fact - BRP. As this is written, the shock announcement has literally just come from BRP that they are “repurposing” their outboard plants and exiting the industry. Although BRP’s E-Tec product was sophisticated, technologically advanced, innovative and strikingly presented, I was always of the opinion that the brand would never gain any 96

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significant market share. While it is true that, due to the nature, intensity and completeness of the 2-stroke DI combustion process, the emission of harmful NOx (Nitrogen Oxide) gases was in fact lower than on competitors’ 4-strokes, that simply wasn’t enough to make buyers embrace the product.

Interestingly, BRP had placed the evocative and much-revered “Johnson” name on somewhat of a sabbatical for several years, and I really believe that they could still have been relative and viable in the outboard industry had they dusted off the Johnson name for an all-new range of Rotax-based 4-strokes. However, as this is the second time in twenty years that one of the old OMC brands has shut up shop, I honestly can’t see a revitalisation of either brand anytime soon – or maybe ever again.

Of the 850,00 outboards sold worldwide in 2019, just over 300,000 (over 35%) of those were in North America – and of those 300,000 + outboards, more than 50% were in the 150 hp category and above.

The market in Europe in 2019 was for over 260,000 units, although the horsepower trend is the inverse of the US, with over 50% of the market being for engines up to 100 hp. Outboard sales for the “rest of the world” in 2019 were in the region of 275,000, and the combined ANZ total from that rest-of-the-world number was about 45,000 units.

An important point to bear in mind,

PACIFIC POWERBOAT MAGAZINE

particularly in relation to the current industry abandonment of gasoline sterndrives, which are at barely 20% of the sales volume of a decade ago (and which will probably never, ever recover), is that outboard companies like Yamaha, Mercury and Suzuki, who are manufacturing higher-horsepower motors than ever before, will almost certainly be able to sell every extra unit they have the capacity to make, as erstwhile sterndrive stalwarts such as Sea Ray, Regal, Campion, Cobalt and Monterey switch resolutely and definitively to outboard power.

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PETROL PERFORMING POWERFULLY

There is little doubt that of the five remaining major outboard manufacturers, three of them (Yamaha, Mercury and Suzuki) are on top of their respective games in terms of technology, product offerings, excellence and reliability. It is now possible to buy an outboard motor from 2.3 to 450 hp with no gaps in the horsepower segments in between, although two of the five brands are relatively weak in higher-horsepower offerings.

These two ancillary players are Honda (whose range currently stops with their 3.6 litre 250 hp and is unlikely to grow unless and until Honda produces an automotive block in excess of that capacity which the Marine Division can “borrow”), and Tohatsu. However, Tohatsu, having recently introduced its own in-house MFS115A 115 hp 4-stroke motor at Dussdeldorf in January, could prove to be a real revelation. These two brands will almost certainly continue to be supporting players in the current climate. A couple of exceptions to my theory would perhaps be in the European RIB, Cap Camarat-type walkarounds and “peche-promenade” fishing boat segments, and maybe even in the ANZ region with manufacturers of midsize alloy boats, where there is excellent potential for the likes of Honda and Tohatsu to supply engines up to 100-115 hp (categories in which they are relatively strong), as the larger players struggle with demand for highhorsepower units.

As for high-horsepower outboards, I would have seriously staked my reputation (such as it is!) a decade ago on 350 hp being the absolute usable maximum of where outboard horsepower ratings would go. After all, there must be a threshold, one would think, where a really large boat needs a) the heft of two diesels under the cockpit for low-down weight, balance, good seakeeping, packaging and aesthetics, b) large propellers (in both diameter and pitch) able to really churn and “grab” water then push, lift and carry the hull of the boat in the way the designer intended, c) the ability to have a hotwater supply (for cooking or stay-aboard ablutions) by means of a heat exchanger incorporated on the engine, and d) 98

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no risk of a fiery conflagration from hundreds of litres of gasoline stored in the bilges! But I must concede that I seem to have been wrong, as even manufacturers of “Picnic”-type launches and Maine-style “downeaster” boats are now embracing large outboards with a fervour.

To this end, I would be prepared to speculate that the likes of the Yamaha 425 XTO and the Mercury 450 V8 (currently assembled by Mercury Racing but almost inevitably set for mainstream production) could be the opening gambits in the highhorsepower war, with eventual outputs of 500 hp from each of these engines not inconceivable. Mercury has indeed been a revelation with the verve, confidence and rapidity with which it has introduced an entirely new, clean-sheet range of 4-stroke V6s and V8s. But you still won’t be able – due to an outboard’s raw-water cooling system – to draw off water to make a cup of tea or have a shower!

I don’t know that Suzuki will go any larger than their current DF350A, as that engine is in a particular “sweet spot” for high-horsepower outboards, and I’d nearly bet that the combined worldwide numbers for all outboards larger than that (including Seven Marine’s 527-627 hp units) wouldn’t even come close to the total number

PACIFIC POWERBOAT MAGAZINE

of all different-brand 350 hp units currently sold. However, Suzuki has shown that it can make - entirely from scratch, and without appropriating automotive blocks - what it needs to make, and with the building of a new testing and development centre in Panama City, Florida, the company is obviously deadly serious about partnering with many boat brands with whom they may previously had fleeting or nascent relationships.

I have written on at least a couple of occasions that, in terms of the outboard industry, Honda has always, sadly, managed to “snatch defeat from the jaws of victory”, and I currently see no reason to amend this view. The engines produced by this company – the original forerunner in 4-strokes, don’t forget – are worthy, smooth, superbly engineered and magnificently presented. But their larger offerings are slow, heavy, bulky and do not perform as well as their competitors. Also, they have yet to adopt the use of electronic fuel injection in their compact-midrange (15-30 hp), which everyone else now does. This is strange, as Honda has doubtlessly been making batteryless fuel injection systems for years for motocross bikes. I expressed an opinion before – but an opinion is all it is – that it would not be surprising

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to see Honda’s outboard product line eventually becoming the property of Tohatsu (to whom Honda currently supplies OEM product). Honda’s previous passionate ethos of creating cars with free-revving, naturally-aspirated engines has been supplanted by their current policy of now building rather frenzied, frenetic, small-displacement engines requiring turbocharging to achieve power – totally unsuitable for donor power units for marine engines. Add to this Honda’s new-found fervour for the aviation industry with the creation of their business jet, and one can surmise that the outboard segment is an adjunct or distraction at best. A real shame, this, because Honda was so successful in the 4-stroke outboard segment in the late 1990s (in fact, the start-up and tooling costs on the first BF75/90 were amortised in less than one year) that they could have led decisively while the others struggled to even devise a response.

Tohatsu, the oldest Japanese outboard manufacturer, is undoubtedly “the little engine that could”, and I cannot see how their trajectory will be anything but solidly upward. They have a superb small-horsepower range (most of which is also sold by both Evinrude and Mercury), and two magnificent, lightweight midsize models in the MFS50A and MFS60A. Their lightweight new MFS115A prototype, shown at Dusseldorf, and from which there will be 75/90/100 hp derivatives, will pad out their range and, leaving aside the Honda-supplied engines, I wouldn’t bet against Tohatsu being able to develop and manufacture an in-house high-horsepower outboard.

To round off an overview of petrol outboards, we need only mention in passing Selva of Italy (most of whose 4-strokes are rebranded Yamahas anyway and unavailable in this region), Parsun and the other Chinese brands (most of which are blatant, slavish, unashamed copies of Yamaha’s back catalogue), and the quirky, expensive, bespoke and powerful outboards from 7 Marine, now part of Volvo Penta and assembled at Volvo Penta’s plant in Lexington, Tennessee.

It is worth highlighting the 7 Marine outboards, which come in 527, 577 and 627 hp variants and are the result of using a closed-loop, water-cooled GM LSA V8 engine of 6.2 litres mounted horizontally (unlike the vertical orientation on a conventional outboard) on a bed plate. The engine drives through a complex ZF Marine wet disc transmission to a large, sterndrive-sized lower unit available in either single or dual-propeller configuration. Be mindful that we are talking here about an outboard motor with a price tag well into six figures, so any impact on the boating arena in this region will be minimal. Furthermore, I cannot see why Volvo Penta would buy a controlling interest in this enterprise, which presently depends on the purchase of expensive, fully-assembled high-output engines from GM (on which the original cylinder heads and camshafts are then changed at the 7 Marine factory), if they didn’t have plans to develop the concept and increase the product line. The marinization of the bought-in GM engine, and the relatively small number of potential sales, must mean that, at current production volumes, amortisation and recouping of set-up and production costs will be well into the future. Surely it would not be a stretch of the imagination to believe that, in its own time, Volvo will almost certainly start producing large diesel outboards – for which they can use their own engines. This is pure speculation, but there may possibly be something – whether it be a licensing, copyright or patent

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issue – that is preventing Volvo Penta from producing high-horsepower diesel outboards in this Tennessee plant at present. But whatever issues exist, they will not exist forever.

DABBLING WITH DIESEL

Logically and ideally, there is no better fuel for a marine engine than diesel, in terms of a) energy produced, b) engine thermal efficiency (over 40% compared with 30% in a 4-stroke petrol engine and under 10% in an old carburetted 2-stroke, c) economy, d) availability in remote locations and e) low fire risk.

Also, if one needs an engine to work hard for many hours, the compressionignition characteristics, relatively low engine speeds (although the RPM levels of modern diesels are starting to creep up into old-time petrol territory) and low-down torque are all huge diesel pluses.

There have been some unbreakable, epoch-making inboard marine diesels over the decades, but the concept had never filtered down successfully into the area of outboards unless one counts the magnificent Yanmar D27/36/40 hp 3-cylinder diesels – no longer available new but still hugely sought after, with associated premium pricing, in developing nations not yet saddled with strict emissions regulations. A couple of Ruggerini outboards – 15 and 25 hp (on Selva centre sections) – were available some years ago in Europe, but refinement was neither a priority nor a feature.

So why has no one – especially one of the major outboard manufacturers – offered such a unique, fit-for-purpose product with a guaranteed customer base? I’m guessing the reasons would be cost of tooling, low volumes and protracted return on investment.

In relation to timely and potentially viable diesel outboards, however, there have been three, maybe four (if one includes a somewhat left-of-field curio 100

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which we shall examine later), new products that have piqued the interest.

The first example is the Neander DTorque 111 (“111” is the torque developed in Nm), manufactured by Neander GmbH in Kiel, Germany but distributed globally by Yanmar Marine as a de facto Yanmar product. The 50 hp Neander unit looks relatively mainstream and in fact the graphics, at a distance, are redolent of the later Mariner outboards! The power unit is mounted on a centre section and lower unit supplied by Selva in Italy (who also does the castings for Yanmar’s ZT370 sterndrive and sail-drive). The common-rail power unit incorporates a complex but effective, and excellently balanced, system of twin counterrotating crankshafts. At 175 kg, the 50 hp DTorque is far from light but if, as has been mooted, the manufacturers are eventually able to raise the output to 70 hp without increasing either size or weight, then new market opportunities are assured.

At present, the DTorque seems to be tentatively yet creatively pitched in the lucrative superyacht tender market, where there is a desire for commonality of fuel on board with no need to have designated storage for gasoline, which is obviously much more flammable (although many superyachts also carry personal watercraft, but nobody yet makes a diesel-powered PWC!). As an aside, however, in any brochure and magazine tests I have seen, the motor has always been on small, light RIBs, sitting far too low in the water at rest with the static water level up to the bottom of the lower pan – not a good look! While this engine does have immense potential, particularly if or when they increase the output without adding weight, it is very

PACIFIC POWERBOAT MAGAZINE

expensive – currently about $1,000 per horsepower in Australia – and will, for the foreseeable future, be limited to commercial users and the rich.

Another relative diesel newcomer is the Swedish-built OXE, available in 125-300 hp outputs – derivatives up to 200 hp use an Opel (now PSA) 2-litre engine, but the forthcoming new flagship 300 hp variant will have a BMW power unit. Like Volvo-Penta’s 7 Marine outboard, the OXE also has an automotive-sourced power unit mounted horizontally on a bed plate, with (like the 7 Marine engine) a closed-loop cooling system and with the transmission (on which the gear ratios can be changed) mounted under the power unit on the back of the leg.

The fully-shifting transmission then transfers the power to the lower unit (a drive unit only, not a gearbox) by means of a wide, heavy-duty ceramic belt (like one would see driving a supercharger etc.).

The concept of a belt-driven propeller shaft is, in theory, quite good, as it does away with the usual cluster of meshed, spiral-bevel gears in a conventional outboard lower unit. With the massive low-down, “churning” torque of a diesel, a gear set is always the potential Achilles heel, as too much time operating at peak power can cause catastrophic failure – just ask anyone who ever coupled a diesel to a sterndrive unit originally designed for a petrol engine!

I can’t think of any leisure user, except a rich one, who would currently buy an OXE but, high price notwithstanding, it is a suitable solution for commercial operators, water taxi operators, military and police. At 350 kg for the 4-cylinder models, it’s certainly not light (a borderline power-to-weight ratio for a 200 hp but poor for the 125 hp variant) but, on the types of heavy commercial boat to which it will be fitted, the weight issue would not be insurmountable.

Yet another new diesel outboard whose arrival is keenly awaited is the CXO 300, a 300 hp unit by Cox Powertrain in the UK. This engine has had a long and intensive gestation period – over a decade, in fact - and its introduction had been deferred because the manufacturer wanted all potential bugs ironed out before full production commenced. Despite

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THE OUTBOARD FILES having a diesel power unit, Cox’s CXO 300 avails of some established outboard thinking in that it utilises rawwater cooling (i.e. cooled by the water in which the engine is being operated) and a conventional, gear-shifting lower unit with spiral/bevel gears.

The power unit, a 4.4 litre V8 with a 60-degree angle (not an ideal angle for eradicating second-order vibration in a V8 – just ask Yamaha about the F350A!) is reputedly a proprietary, clean-sheet design. However, I happened to see someone, on some obscure forum or other, noting that the bore and stroke were the same as in the Land Rover/ Range Rover V8 and asking if this meant that JLR supplied the block.

Who knows? But even if it were a Land Rover diesel engine, that would be no bad thing.

This unit is listed as weighing in at a heavy(ish) 380 kg for the 25” XL shaft version, but again, and as per the OXE, the weight will not be a huge factor on the types of boats to which the engine will be fitted. Interestingly, there is a choice of two gear ratios from the factory and the engine will also be available with a 35” shaft (which is another size up from the current industry-standard 30” UL). This is an excellent idea, as it will keep the power unit well up out of the water and allow for higher aft freeboard on the boat. If the lower unit can cope with the torque and effectively convert it to thrust, this engine should find its way onto many police, patrol and rescue boats - but pricing will certainly restrict it to those segments.

To round off our diesel review, the left-of-field curio to which I alluded earlier is from Hyundai SeaSall and could, I suppose, be loosely classed as an “outboard” of sorts. It is called the S30-OB and is an external, transommounted, pod-enclosed power unit built around the durable, ultra-reliable 3.0 litre V6 diesel that has been on the market for well over a decade in marine form (for sterndrive, shaft or jet applications) in an output of 270 PS. This is a reasonably good concept, albeit not particularly appealing in terms of aesthetics and packaging. It is a fully self-contained power unit in a box (or pod) that is both ventilated and water-resistant. The engine sits atop a V-drive transmission which attaches to an outboard-type throughhub propeller by means of a propeller 102

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shaft. What appears to be a facsimile of a conventional outboard case is attached to the bottom of the pod, but the lower unit is fixed in the straightahead position and steering is by rudder. The rudder is conventionally secured to the bottom of the pod by means of a pintle above and a horizontal bracket below.

The S30-OB has an integrated hydraulic steering system and, in a nod to its targeted commercial market, also incorporates hydraulics to run winches and pot haulers etc. As such, there is, I feel, a definite niche for this unusual “outboard” – well, outboard propulsion unit, anyway. Drawbacks are its weight of 625 kg (a lot to be hanging off a transom with the “pendulum” weight of the power unit much farther back than with a normal outboard) and the fact that it mounts on the transom with plates and braces which do not in any way resemble the standard industry mounting-bolt pattern.

Not a bad effort from Hyundai, though, but one feels that they should have milked their existing relationship with Mercury (whose sterndrives they already use) and bought in an outboard centre section and lower unit on which they could have mounted the engine. Or better still, Hyundai could have designed a whole “pure” outboard concept from scratch - after all, it is the one Korean company ably equipped with the nous, technology and capability to so do

THE ENERGY OF ELECTRIC

The subject of electric outboards had, until recently, been virgin and, quite honestly, contemptuously disregarded territory by me. I didn’t, and still don’t, have much interest in “motors” that make a sterile, anodyne whirr over “engines” that make evocative, exploding combustion noises. But it’s an ignorant man that won’t move with

PACIFIC POWERBOAT MAGAZINE

the times, and this was starkly brought home to me some weeks ago when a power product dealer informed me that his supplier (a household name in that sector) estimated that, within four years, over 75% of the garden equipment they supply will have migrated to battery power. To say I was stunned would be an understatement.

A key factor in the current fervour surrounding battery-powered machinery of all types is the gargantuan improvement in battery technology in the last decade. Lithiumion cells are the reason, and compared with the old-style (and still very popular) Absorbent Glass Mat (AGM) batteries, a lithium-ion battery will hold a high, constant, unvarying level of power for much longer. Anybody who has ever operated even a simple flashlight or an older battery drill will know that the power or potency of the battery starts to drop right away and, with each period of use, the bulb will progressively dim or the drill will rotate noticeably slower. But with a lithium-ion battery, there will be no pronounced drop-off in performance until the battery charge has depleted by 85%. It is therefore logical that a battery of this type would be eminently suitable for supplying tractive or motive power.

A company one would never have associated with the virtually-silent world of electric marine propulsion is the long-standing, respected German diesel engine company, Deutz. Anyone who has used construction machinery or industrial equipment will possibly have experienced the power, durability and reliability of a Deutz engine – many of which were (and still are) air cooled. But Deutz (like its compatriot, Volkswagen) sees immense potential in electrification, and their purchase, last year, of Torqeedo in Friedrichshafen confirms this.

Leaving aside the might and foresight of Deutz, the advent and greater availability of lithium-ion

batteries almost certainly means there will be massive growth in the number of like-minded companies creating electric versions of internal combustion-powered products. Were I a manufacture of petrol-powered outboards, I wouldn’t – yet – be overly worried about the current rush towards electrification, but there is little doubt that the likes of the Torqeedo motors will eventually start to capture sales in the light portable (2-15 hp) outboard segment. Just think about this (even though it pains me greatly to say it!): if I were the owner or buyer of a large, expensive boat for which I needed a tender, and if I needed an outboard to run only from the beach or jetty to the boat, then electric would be a logical, intelligent and conscientious choice. Not to mention quiet and light.

The limited need for an outboard by the owner means there is no need to store petrol aboard the mother vessel in a lazarette or locker, and there is no need to worry about how to stow a small 4-stroke safely without oil entering the cylinder (although, to be honest, all small 4-strokes can now be lain down in any of three different positions – front, right- and left-hand side). I believe – predict, actually - that once Torqeedo starts encountering competitors and the price of battery outboards subsequently undergoes a downward correction, then every single one of the major gasoline outboard manufacturers will eventually see an inexorable encroachment into their portable segment.

There can be little doubt that Torqeedo will indeed soon have competition, possibly from worthy entities like Minn Kota, MotorGuide and even Garmin – all experienced in the manufacture of trolling motors, so how hard would it be for them to adapt to producing relatively simple transom-mount motors?

Let’s face it… if an owner spends as long priming the fuel bulb, flicking on the choke, fastening the kill cord and pulling the starter cord as the time taken for the actual trip between the shore and a moored boat, then why would he pick an internal combustion outboard? Likewise, if one has the money to buy a new flybridge cruiser, a launch or a trawler yacht while still wishing to espouse and propagate an environmental conscience, then a portable electric outboard for the tender makes a statement.

I do believe, however, that unless

battery technology advances even more rapidly and innovatively, the future for larger portable, midsize and high-horsepower gasoline outboards is secure for years to come. Granted there have been several experiments in Europe, particularly by a Norwegian company called Evoy, which is experimenting with an E-TEC engine exterior casing (presumably with an electric motor installed instead of the original gasoline power unit) coupled to a bank of batteries in a speciallyadapted Zodiac Milpro boat, and this unit has been rated at the equivalent of 150 hp. Innovative stuff to be sure, but one wonders what boat builder currently has the time, inclination or resources to design a vessel around a huge bank of batteries. Plus, would the boat float properly? How would it handle? How would its buoyancy be affected? Would it be deader, and lower, in the water?

But rest assured of one thing: we can resist all we want (like the way the blacksmiths held out when the horseless carriage arrived or the way we’ve all futilely tried to resist Skype and Zoom meetings), but it certainly won’t only be my mate the power product retailer who will soon be selling mostly electricallypowered machinery. The ICE (internal combustion engine) may be far from dead, but it has a silent, stalking, lurking adversary.

THE WRAP-UP

Despite the seeping but inexorable encroachment of diesel and battery technology, the petrol outboard as we now know it will be around for decades to come. Let’s face it: petrol is still, per litre, one of the cheapest substances sold today – and if anyone can tell me that a modern fuel-injected 4-stroke

is not a gargantuan and cathartic improvement over the old smokebelching old 2-strokes we were still using at the start of this century (and which some of us are still using today!), then I’d have to ask that person what he or she was smoking.

One thing I didn’t touch on in the main text - and the reality of it is now starting to bite - is the banning of the sale of all conventional 2-stroke outboards in Australia (and, by default, New Zealand as well, as many of the importers are the same entities) from this July. For many on a budget, purchasing a new 4-stroke is out of the question, and I predict a healthy satellite or sub-industry for the reconditioning and retail of late-model 2-strokes. In fact, one dealer on Sydney’s Northern Beaches told me that he had a huge level of enquiry from commuters (those who live on the nearby islands and who only use a dinghy to catch the bus on the mainland) for good, clean 15 and 25 hp 2-stroke motors. So, as a sub-species and now somewhat estranged member of the gasoline outboard family, the 2-stroke may, paradoxically, undergo something of a brief renaissance too.

I’d have to say, though, that in all the years (decades, actually) that I have been involved with marine engines and outboards especially, the current technology trends are positive and indicative of some innovative, far-sighted vision and creativity.

Power outputs will continue to rise; noise levels and fuel consumption will continue to fall; operational convenience and driveability will improve, and the choice of types, variants and fuel will become greater.

There’s some good news for everyone there, I reckon.

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DB443

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FLETCH’S TIPS Aaron Fletcher has years of experience as a Commercial Skipper and later as a marine educator within the local community. Every issue Fletch shares his tips learned after years of getting it right and getting it wrong.

TIP #031

BOAT DEHUMIDIFIER

TIP #030

CARABINER KNOT

TIP #029

AERIAL BOUNCE

Josh Hedley was sick of seeing his VHF aerials bouncing around while he was towing his boat (putting scratches on the gelcoat), he recommends fitting a pair of 3M Command Cord Bundlers to the roof, these will clip the aerials nice and tight preventing them from getting damaged. “they have never let go yet and our poor boat does lots of km on the trailer”.

Another nifty little setup is to tie a stainless carabiner on the end of a couple of ropes and keep them in a handy location. They are perfect for little people to clip things on (or those who can’t tie knots) to secure things to. e.g. berley bags, cray pots, mussel hooks, kayaks, paddle boards, children.

TIP #032

During the winter months your boat can become magnet for mold and mildew, and can caused the interior to smell and damage the squabs. A recommendation from Brendon is to place a Dehumidifier in the main cabin and have it set on a 24hr cycle. Another great tip is to install a garden hose from the catch tank for the water to drain out the rear bung, keeps you boat nice and dry and ready for spring fishing.

FILLER O-RINGS

Every year check your water and fuel filler caps, specifically inspect the O-rings, these will perish after a period of time and allow sea water in ingress, you can pick up replacements from most marine stores, keep a spare set in your tool box.

Specialist manufacturers of: Quality Boat Trailers, Parts & Accessories, WOF & Braking Systems

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PACIFIC POWERBOAT MAGAZINE

DMW Custom MAG Wheels -

Standard on every DMW Trailer DB301

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12 Karewa Place, Te Rapa Hamilton Ph 07 849 4721 | Email: greg@dmwtrailers.co.nz

If you have any ideas or tips you want to share, please email fletch@boatmags.com – all published tips will receive a free online subscription to Pacific PowerBoat and Alloy Boat magazines.

TIP #033

CLEANING THE CLEARS

This one is from Paul Miller, he recommends a bucket of water with a dash of white vinegar is the best formula for cleaning boat windows and clears, doesn’t leave water marks. Professional yacht crews have used the water/vinegar mix with a squeegee and chamois on super yachts for years, works really well.

Also, the secret to have a well-maintained boat, is a good cleaning crew.

5 TIP

#035

TIP #034

COCKROACH CREW

During the Covid-19 lockdown, I put my full storage cover on my Rayglass, found out later this was an ideal place for Cockroaches (warm & dry).

Once lockdown was lifted, couldn’t wait to get back out on the water however an infestation of Roaches had the same idea, so while underway, the Roaches started crawling out from every opening (not so funny).

Recommendation from one of my fishing mates (Brendon), is to lay a couple of sticky bug traps around the deck and dashboard when you store your boat for the winter. Another hack is to let off a bug bomb inside under the boat cover, the spray will put a coating on all the surface areas inside, remove the squabs and fishing rods first. Don’t forget to give the surfaces a quick wipe down to remove the spray residue when you get the boat ready in spring.

NO HORN

If your boats horn sounds bad or doesn’t work, spray a generous amount of WD40 or CRC can get it working again in no time. The air horn diaphragms can get coated with salt residue, which will prevent them from vibrating. Give them a generous spray and soak will get everything working again.

Are you buying a preloved boat in Australia?

We specialise in pre inspections!

Travis Thompson, Thompson Marine Services PTY Ltd | Ph +61 447951758 | E: travis@ thompsonmarineservices.com PowerboatMagazine.co.nz

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PHIL GILBERT ANSWERS...

T

WIND UP OR WIND DOWN…

HE BALMY DAYS VANISH, and evolve in to an endless trail of fronts and lows, with windy nights and windier days meaning the crew, the dog and even yourself, have had enough. You concoct a mental check list of items that must be addressed on your return.

You recall the shortened shore power cable needs fixing. You noticed the certification sticker had disappeared when the cable let go, and know this must be redone, or the marina will unplug you. You recall you must pay that excellent fridgy who did a temporary fix and re-gas on the recalcitrant freezer system, even though he was away on holiday too. A more permanent fix is needed, and perhaps the investigation of converting to an electric fridge system, as everyone says these cause less issue. The fine patina of barnacles on the bottom of the RIB will need scraping off, and the boat will need to be lifted again to remove the extremely tight wrap of remaining string around the prop shaft, from that forgotten burley bag. Hopefully it hasn’t damaged the bearing? You think about buying a hooker dive buddy, given the huffing and puffing after that early morning swim to cut the bag free, then theorize that maybe making sure things are right is cheaper... but this is easier said than done.

You take careful note of the impending weather, as it is important to have a good trip home. You had noticed your better half researching motorhomes on the web during one of the many wet, stuck indoors days of late, and don’t want to give her any further reason or encouragement along that path. A rough and wet trip home might just push her over the edge. In saying that, you have listened to those who have gone over to the dark side... stating it’s just like boating only you don’t drag at night or do anchor watch. The

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argument for and against has filled a few social evenings, whilst sharing the confinement of the best sheltered bay with all the other boats. It is difficult to legitimise your argument that all those campers seem to go to the same place and group like lemmings, as you gaze out your window to make sure your boat is in the same spot you put it. Was the boat behind you that close before?

He must have dragged forward!

One benefit of these messy days is the dog has learnt to do his thing on the piece of green grass you laid out and weighed down on the boarding platform. He is so proud he does it

again, and again!! Soon the duckboard looks like a minefield and owing to his rather inconsistent boating diet these offerings are rather hard to pick up with your doggy bags. Squirting with the deck wash hose leads to a veritable smattering, and a proper wash with soapy solutions is demanded by the crew before visitors and aquatic sports are welcome on the offended area.

Fortunately, the mooted day for the return to port is perfect. Flat calm, minimal breeze and even the tide is going the right way. Those judicious short hops down the coast were inspired brilliance, you surmise as you fire up the motors. 4 hours of stooging should see you back in the berth with plenty of time for a good clean up, and home in time for most of the washing to hit the machine. An ominous grinding noise and a decided lack of upward movement in the anchor

PACIFIC POWERBOAT MAGAZINE

chain brings the first twinge of anxiety but you reason it is probably the chain jumping the chain wheel as you saunter forward to fix this. Sadly, the chain is sitting snugly, and the snub has not jammed in the fairlead. Standing on the deck switch, there is another graunch, a bang, and then suddenly the chain starts free falling at speed. Fearing for your delicate digits you watch another 25m of chain cascade over the bow before the rate slows to a point where you are brave enough to reach in and flick the chain dog, bringing things to a noisy halt. You abstractly note that every head in the bay is looking your way… except those of your crew which are gazing at distant points!

You know what it is ... something has jammed and the sheer pin has let go. The winch is now puckerooed. Even the silly little winch handle they give for just such occasions is useless to you. Rationalising there is only (!) 40 or so metres out, you start hauling by hand. That gentle zephyr of breeze promptly rises to 10kts from ahead, and the tide accelerates to 5kts, and is no longer on your side.

An intensive 3 week training regimen of excessive food, lager and wines, coupled with minimal physical exercise quickly manifests itself into a heart pounding, red faced sweaty nausea.

You pointedly suggest the mate might drive the boat forward a bit to help.

Complying, they don’t take it out of gear fast enough and you lose 8 hard won metres as the boat overruns the chain, before you can twitch it off.

The debrief is short and results in a withdrawal of labour.

Fortunately two burly young men from that noisy yacht last night, volunteer to help and 40 hard minutes later the Rocna (they do dig in!) breaks free from the glutinous mud and is hauled aboard.

So much for the perfect ending!

Can you feel the Force, Luke?

PA G E 1 1 2

RI B SP

P A C I F I C

EC IA L

Sweet Ride

HIGHFIELD OM500

Practical Fun

WHAT’S HOT IN THE RIB MARKET

EXPLORER VIKING 420 JET

PA G E 1 1 8

Viva La France

SEAVLER RIBS

PA G E 1 2 2

Manufacturers of Infatable boats from 2.1m to 6.0m.

Quality Repairs – Retubing – Custom Builds.

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DB401

1487A State Highway 17, Dairy Flat, Auckland.

Ph: 021 570 505 | e: info@seafarerinflatables.co.nz | www.seafarerinflatables.co.nz |

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BOAT REVIEW | Highfield OM500

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SWEET RIDE Richard Milner reviews his second Highfield RIB and by all accounts loved it.

O

nce again, I had the privilege of testing a Highfield Boats manufactured RIB. Now it’s probably a good time to get the preconceived experiences out of the way. Having spent a great deal of time on 5m inflatables from various brands and used them for yacht club events, coaching, diving, towing the biscuit around and getting easily from A-B it’s fair to say I’ve got a bit of a feel for them… or do I. From experience, the 5m rigid inflatable boat is often a bit of a lemon as it’s such a compromise. Small enough to tow and berth in tricky spots, large enough that it’s not just a tender. They usually come with an oversize console making them cramped, overloaded with seats and often sports that small tube design, to maximise what little space there is. This often results in a wet boat. So, I went into this boat test significantly underwhelmed. I had a sense of well it will be what it will be.

typical Hauraki Gulf 30kt NorEaster. It was not rough or windy but still, and beautifully calm. Bad boat testing conditions really.

Awfully bad. Well, in my true fashion I found a ferry wake which I’ll explain more about that later.

Loading the RIB with my usual pleather of camera equipment and wet kit. I never go out without a good jacket and jersey, especially on a small boat, but that can come with issues as where do you store everything so it will remain dry. Inflatables of this size usually have a storage compartment in the console that shares with batteries, cables and electronics often with little space for storage. The Highfield OM500 RIB having been carefully designed for recreation and commercial use has four good sized and well laid out storage compartments and plenty of space for my gear. I am confident there is enough storage for 3-4 peoples gear and of course the tackle box.

STRONG PRESENCE

TRULY SENSATIONAL

From the ramp, the Highfield OM500 had a presence and looked like a much larger inflatable boat. I did ask as I climbed aboard to be sure. It had a look about it that it meant business and had a pleasantly well laid out helm and seating arrangement. What stood out was its 100hp Suzuki engine. By all accounts, I was in for a treat – and a treat it was.

The team at Aakron Express – the New Zealand dealer for Highfield inflatable boats will tell you they were disappointed at the weather. The previous test I conducted on the 6m model was on a picturesque glassy day, and this time I really wanted a

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Heading out, we again selected the playground towards Rangi Light, and initially I went with Jonathon from Aakron on the larger 6m camera boat. This gave a prime opportunity to watch the OM500 RIB perform and perform it did. It struck me immediately the sharp 24deg deadrise bow and how it sat level in the water and cut through everything. The tubes effortlessly cushioned the ride.

Sure it was calm, but as we moved around the harbour, our wake soon took effect. The Highfield OM500 RIB was shaping up to be a genuinely sensational mid-sized inflatable. I could not wait to get my hands on it.

Text & Images Richard Milner

'The Highfield OM500 RIB was shaping up to be a genuinely sensational mid-sized inflatable.'

A mirror smooth Auckland Harbour was our test playground.

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BOAT REVIEW | Highfield OM500 The Highfield OM500 is a well thought out design with plenty of space,

In the Lee of Rangi Light, we swapped over, and I took the OM500 solo. With a full 90L tank of gas, camera gear and my larger self, the boat sat beautifully in the water at rest. As I moved around the boat, it did not rock or become unstable, demonstrating the tubes do assist with balance at rest.

The layout was also perfect. Highfield has elected to design their console in a Z shape, maximising legroom, and console space but not taking up a considerable box section of the boat. This is a stroke of genius on a mid-sized inflatable. The helm bolster is also another neat feature. Its not just a stainless tube with a cushion, but it is well utilised for storage and is a great place to put the tackle box or the soft baits. My only gripe here is that it’s designed only for facing forwards towards the helm. A pool noodle along the back would be an excellent addition.

The seating forward has two seats; one in front of the helm that lifts for more well thought out storage and a cushioned seat in the bow. Not the best spot when underway but at rest makes for a comfortable viewing position.

Aft, towards the engine, is a well-sized area large enough for four dive tanks, a large fishbin or water toys. Over the outboard is a hoop giving the OM500 RIB a sporty but functional look. There is no dedicated place for the bait board, but with a couple of Railblaza Starports on the tubes, that is easily fixed. This OM500 was fitted with two-rod holders in the aft area.

The helm was well appointed with a Lowrance Elite MFD, Fusion stereo, speakers, and Highfield OEM switches. There was plenty of real estate for larger MFD or other devices. The screen had a handle all the way around, however, at 1.9m tall the top of the handle was right in my eye-line when standing.

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QUICK & AGILE

Getting down to business, the Highfield OM500 RIB launched out of the hole like a rocket and sat comfortably on the plane at 4000rpm, running at about 40km/hr and using 10.2litres/hr. The boat with its alloy 4mm hull was agile, with exceptional rigidity.

You felt planted in the water, and the boat did not wallow around.

It sat flat with three quarter down trim and answered well to trim changes. The centre placed fuel tank with a certainly assists with the boat’s centre of gravity.

It was a pleasure to operate with a light helm and if you were not careful at higher rpm in the turns, would easily throw you out.

The aggressive planning strake moves water away from the boat while keeping the boat firmly in place. It was effortless to operate and easy to handle.

Finding a ferry wake allowed me to evaluate its seagoing performance. It was a foregone conclusion that the Highfield OM500 RIB would cut through the wake with ease offering a smooth entry and dry exit. Beam on the Highfield OM500 RIB is wide enough to sit nicely in the trough and yet still be easily manoeuvrable. In a following sea, the Highfield OM500 has plenty of performance. However, it’s worth noting with the low transom it would not be too difficult to get into trouble if you were not careful. Indeed, if you reverse hard the transom digs in and floods.

Not to worry, as the self-draining floor with scuppers to take the water away.

The Suzuki 100 was quiet and enjoyable to operate. At WOT the throttle did tend to back off which was annoying as those that know me well, know I am guilty of mostly having two speeds, Nothing and you guessed it. At the you guessed it end, the OM500

The 100hp Suzuki was a good match.

The forward console seats lifts to reveal more storage.

The cushioned bow locker also houses the fuel filler complete with drain hole.

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BOAT REVIEW | Highfield OM500 Highfield has elected to design their console in a Z shape, maximising legroom, and console space.

A dedicated bow step with an anchor roller is a nice touch.

C

M

Y

CM

MY

Boat Design Name Highfield OM 500 Year Launched 2020 / New Zealand Builder Highfield Boats Price as Tested $43,000 LOA 5.00m Internal Length 4.16m Beam 2.28m Deadrise 24 deg Construction ORCA Hypalon or Valmex PVC tube with aluminum hull Weight (boat only) 441 kg Power Type Outboard Only Max Horsepower 100hp Test Power Suzuki 100 Propeller 20� Max Speed 38 knots Fuel Capacity 90 litre Trailer Aakron Express Single Axle Boat Supplied by Aakron Express, Ph 09 427 4613 | sales@aakronxpress.co.nz | www.aakronexprewss.co.nz

FUEL & PERFORMANCE DATA RPM Knots L/h 1000 3.8 1.3 1500 5.0 2.2 2000 6.5 3.1 2500 10.2 4.8 3000 12.3 6.7 3500 18.5 8.3 4000 21.3 10.2 4500 25.3 13 5000 28.6 19.2 5500 32.3 25.5 6000 34.9 32.9 6300 38 33 Range is calculated on 90% of the fuel capacity.

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L/NM Range(NM) 0.350 230 0.440 180 0.480 160 0.480 160 0.550 140 0.450 180 0.480 160 0.520 150 0.680 110 0.790 100 0.950 85 0.87 9

There is plenty of real estate for large MFDs.

performed at 72km/hr burning 33L/hr. Not too bad at all.

Back at the ramp, the boat was easy to drive on the Aakron Express multi roller trailer, and before I knew it, our boating was done.

GREAT BOAT I had indeed been given an example of modern technology meet modern boating with the Highfield OM500. It is a well thought out design with plenty of space, yet it’s small enough to handle on your own or with a young family. It has plenty of get up and go and yet handles safely and without effort. Its soft riding and dry. I am certainly excited to see how kiwis will use this boat in the coming years. If I were in the market for another mid-sized inflatable, I would be hard-pressed to look in any other direction.

CY

CMY

K

WORLD’S LEADING MANUFACTURER OF ALUMINIUM HULLED RIBS & TENDERS

www.highfieldboats.com

AUSTRALIA

NEW ZEALAND

Swift Marine

Aakron Xpress

www.swiftmarine.com.au

www.aakronxpress.co.nz

+61 7 5594 6266

+64 9 427 4613

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BOAT REVIEW | Sealver RIBS

2

VIVA LA FRANCE Romantic in style, innovative in design, the range of Sealver RIB Wave Boats have it all.

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T

here is something to be said about the French. They are not afraid to be different. No matter if it’s something so iconically French such as the Effiel Tower or the Citreon L15 there are a romantic mystic and unmistakable French flair about the way they design things. They dare to be different, and when it comes to boating, they never stop pushing the boundaries on style and innovation.

Located in France in Landes, Sealver is a company that has taken the PWC propulsion concept to a whole new level. They have seamlessly connected traditional boating with the modern Personal Watercraft (PWC) in a very stylish and practical way. Founded in 2009, the company offers a wide range of GRP and RIB hulls from 4.44m through to 7.40m that provide a whole new dimension as to how we go boating.

Late last year I got to review the Sealver Waveboat 656, one of three models based on a fibreglass hull design and was impressed with the concept. While they are not unique when it comes to matching PWC’s into purpose-built hulls, they have certainly taken it to another level.

Kerry & Corey Radford, the MD’s of Rad Marine, the New Zealand importers of Sealver boats, mentioned to me at the time he was

also offering a range of semi-rigid boats or RIBS that were also designed around this new principle. They start with the Backpacker range, which includes two models. First, there is the WB-575 which has an overall length of 5.75m, a beam of 2.45m and weight of 250kg. The WB-575 is designed to carry eight people, can be powered with a PWC from 90-300hp and has a maximum speed of 50 knots.

The WB-626 has virtually the same layout, but is 6.26m x 2.50m and weighs 250kgs. It is rated for ten people, and while the horsepower rating is the same as the WB-575, its top speed is slightly less at 45 knots. Both hulls are based on fibreglass hulls wrapped with Hypalon tubes with multiple buoyancy chambers.

They’re also three models in the very stylish Hevo range; Z6 (5.70m), Z7 (6.60m) and the Z8 (7.40m). All have a similar layout with large spaces on board with an impressive sunbathing area.

The finish and style are typical as you expect for a small superyacht tender, but with the added value of a PWC power plant. Power options are 110hp to 300hp, so they are ideally suited to the most potent PWCs. All three Hevo models are available with outboard power, which is offered under the Hybris brand. The possibility of choosing PWC or outboard power is achieved thanks to an exclusive system allowing to change the propulsion cell of the boat easily.

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BOAT REVIEW | Sealver RIBS

THE CONCEPT

Simply put, the Sealver Wave Boat transforms two boats into one.

The ‘boat’ acts as the doner and the PWC as the power. Join the two together, and you have Sealver Wave Boat. This means you can head out to your favourite beach, anchor the ‘boat’, detach the PWC and start having fun.

The Wave Boat is not brand specific and will accept just about any brand of PWC, thanks to a unique and versatile locking system.

So even if you change your brand or size of PWC, you don’t have to change the boat. I explained the attachment process when I did the review on the WB-656, and that is the same for the semi-rigid series.

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The attachment process takes a matter of seconds, and once you’re out on the water, you can detach the jet ski if desired. Locked together the Wave Boat and the PWC function as one running unit. The compatibility kit consists of a front unit attached to the front portion of the Wave Boat’s guide and precisely contours and accept the front of the PWC’s hull.

There is also side rails that bolt to both sides of the boat’s hull.

This cradles the side of the PWC on either side of the hull/deck bond lines. Some of the side rails utilise a two-piece system that goes above and below the bond line, and other side rails have a one-piece setup with a groove that the side of the PWC locks into

depending on the make and model of PWC that you will be using.

The front unit and side units are bolted to the Wave Boat. These bolts are easily removable, allowing you to bolt up a new compatibility kit to change PWC models on the same Wave Boat platform. Since the retractable boat buckle system is not modelspecific, it is a one-size-fits-all system To attach to your PWC, once it is driven or moved into the boat, you pull on the retractable strap and buckle it to the existing rear tie-down eyelets on your PWC. I tried it, and it is indeed swift and easy.Â

The boat buckle system is made out of high-quality stainless material for reliability and corrosion protection. The front unit and side rails of the compatibility system are made from a high-density mould which gives precise alignment and rigidity.

Sealver range of Waveboats offers the comfort and pleasure of a sporty designed boat, which stands out from any other boat currently on the market. The ability to be able to detach your jetski in a few seconds is as unique as it is practical. Driving a Sealver is like driving a sports car with handlebars! www.radmarine.co.nz

RAD Marine is proud to be the exclusive New Zealand distributor for Sealver Wave Boats.

The Sealver wave boat range transforms your jet ski into an incredibly manoeuvrable, high performance power boat.

The boats are fitted with a compatibility kit which makes switching between jet ski models or brands effortless.

The patented system allows the PWC and wave boat to become one unit and will satisfy the boating needs of your entire family.

NEW ZEALAND’S FIRST JET SKI POWERED BOATS

DB460

For more information phone Corey 021 756 631 or visit our website: www.radmarine.co.nz

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BOAT REVIEW | Explorer Viking 420

3

PRACTICAL FUN Jet tenders have been around for many years, and there are one or two European based brands that dominate the market.

However, Kiwi manufacturer, Explorer Boats are doing their best to change that.

Barry Thompson checked out the company’s Viking 420 JetRIB to see how it compares to the overseas competition.

Power is transmitted through a 155mm jet pump which gives the Viking 420 JetRIB a top speed with two up of around 30 knots.

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W

hen I first experienced a jet tender from Explorer Boats a few years ago, I was impressed with the concept and could see that the company was on the right track.

With the growing number of bigger production motor yachts, especially those with boat garages, the jet tender just made sense.

The size was, and still is an issue when you are looking for a tender to stow inside a 16-20m cruiser, so it is a delicate balance of packaging the power plant, seating and console into a restricted space.

Once you have that mastered, then it’s a question of finish and presentation. In most cases, these small RIBs are part of the compliment of multi-million dollar boats, and the owners demand the highest standards, even from the tender.

For Explorer, their first move into that market was somewhat tenuous with quality and power issues deterring some potential buyers. However, when Andy Lamont purchased the company a couple of years ago, he wanted to change that. The first move was to take away the diesel option, which was fraught with issues. He also choose to go with a brand of petrol 4 stroke engine that was common throughout the world, so servicing and parts were not a problem. For this, he went with the Yamaha TRI, the same engine as in 100s of thousand’s of PWCs. He says that although it’s still very much in the development stages, an electric version of the 280 and 300 Jet tenders is on the drawing board.

“I think that if we can sort out the right engine/battery package, an electric jet RIB will have worldwide appeal, especially in the superyacht sector. But for now, we are 100% committed to developing and improving our existing Jet RIB petrol range”, says Andy.

There are two Explorer Jet Rib Series comprising four models.

The 320 and 340 Panther Jet Tender with a low profile to fit into tender garages and the 3.8m and 4.2m Viking JetRIB Series are pitched at the recreational market. Two previous Panther models, the 285 and 300 are undergoing redevelopment and are currently unavailable. All current models run the same Yamaha TR1 / 125hp (estimated) powerplant.

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BOAT REVIEW | Explorer Viking 420 The ideal tender or sport boat for family fun.

LOOKING SHARP

The first impression of the Viking 420 et RIB is that the overall finish and presentation has vastly improved with a lot more attention to detail. Andy says he is very conscious, especially with the jet tender range in putting a product out there that will be taken seriously and be equal or better of any competitive brands. “That is one of the main reasons we are redeveloping our two smaller jet tender models as we need to be on the top of our game if we are serious about breaking into the international jet tender market�, says Andy.

A recent sale of a Viking 420 JetRIB to a client upgrading from an older 380 was a good start, and the comments from overseas have been more than favourable. Andy points out that for now, the New Zealand and Australian market are his prime focus, and from all accounts, the orders are coming in.

The Viking 420 JetRIB is the second Explorer jet I have reviewed under the new ownership, and it is pleasing to see the improvements and updates in the brand in such a short time. They were always a great boat, but they have just got a lot better.

The 420 JetRIB is the largest of the Explorer jet boats at 4.20m and features a full fibreglass composite hull and Orca Hypalon tubes. Standard, the Viking 420 JetRIB comes with Orca 828, with our boat upgraded with Hypalon Carbon, that gives a carbon textured look. The tubes are glued to the grp hull, and it all comes with a 5-year warranty. The GRP hull is fitted with a full fibreglass underfloor section and inner liner.

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The seat in front of the console is optional.

PLENTY OF SEATING

The only difference with the smaller 380 JetRIB and the 420 JetRIB is there is less forward area, but from the console back it is the same layout. In the forepeak is an anchor locker- no space for a drum winch – with a cushioned top. There is extra seating available with an optional bin seat, which also provides some further storage.

Alongside the console is a small side seat, which I found was an ideal place to sit if you have only one passenger and want to keep the boat balanced. Currently, there is only a single console option which allows the top to be hinged for easy access to the wiring behind the dash. With no shortage of storage space within the console and side seat, you have loads of places to keep your gear dry. A new console is in design which will provide more dash space for electronics.

With limited available space, Explorer has done an excellent job of incorporating the engine box and driver’s seat. There’s even a shallow locker under the seat for items such as your car keys, cellphone and sunnies. The engine box is hinged to allow easy access to the engine.

LITTLE ROCKETSHIP

Power is transmitted through a 155mm jet pump which gives the Viking 420 JetRIB a top speed with two up of around 30 knots. Punch the throttle, and it leaps onto the plane, so be careful to tell your passengers and always wear the kill switch.

It will effortlessly pull a single skier from a standing start and is a great machine to tow water toys. I did find a little ‘loose’ spot about ½ throttle, but the boat quickly settles as it accelerates to maximum rpm. Andy says they will be making a few alterations to the forward strakes which should eliminate this small issue.

The 4-stroke, 3 cylinder, 12 valve engine, displaces 1049cc and revs to 8000 rpm.

It is dry sumped and runs a fuel management EFI system. The engine responds with a crisp, powerful feel off the bottom end and continues to accelerate strongly throughout the power band.

Of course, I had to throw the boat into the obligatory ‘jet spin’ at full speed. Awesome feeling and 100% dry on board.

While the first Viking 420 JetRIB was seen at the 2019 Hutchwilco NZ Boat Show, it wasn’t until the end of the year that a finished boat was ready for the water. Explorer has certainly come out with a winner both in finish and performance. Certainly a fun, safe family boat whether you use it as a tender or sport boat.

Specialists in Rigid Hull Inflatables & Jet Tenders Leading Design & Performance

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The engine cover doubles as the helm seat.

Boat Design Name Viking 420 Jet RIB Year Launched : 2020 / New Zealand Builder Explorer Boats Price as Tested $NZ47,000 LOA 4.20m Beam 1.98m Deadrise 5 deg Construction Fibreglass hull / Hypalon Orca Tubes Weight: (boat only) 365 kg Trailerable Wgt 550 kg Power Type: amaha TR1 / Jet Max Horsepower 125 hp Max Speed 30 knots Fuel Capacity 50 litre Flooring U-Deck Trailer Hoskings Boat Supplied by Explorer Boats, Ph +64 9 412 2040 | andy@explorerboats.co.nz | www.explorerboats.co.nz

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