Pacific Powerboat November December 2021 by PowerBoat Magazine

pwc

MERCURY DEALER OF THE YE AR

GULFLAND

PA C IF IC

(NZ & AUSTRALIA)

BONUS 2022 PWC ANNUAL

MARINE

Mercury & MerCruiser Diamond Advan fied Workshop tage + Dealer MerCruiser . Mercury CertiCertified Works ho . MerCruiser Diesel Dealer Mercury

Dealer of year South Pacifi Australia,

New

Zealand and (The only New c the Zealand Comp any in history to ever receiv Mercury New e this award Zealand Deale ) Stabicraft Alloy r of the year Boats. Stabic 2017, 2018 CSB Hunts raft’s larges & 2019 man, Larson t dealer 2017 & Seaswirl and 2018 Fiberglass boats Mercu ry Inflatable

PERSONA

L WA T E R CRAFT 20 22 A N N UAL

HUGE STOCK

So get your orde SHORTAGES WOR LDWIDE… r in now, to avoid disappointment !

Your local aut Mercury Spe horised cialist

M A G A ZI N E

MERCURY POR LIGHTWEIGHT TABLES. AND BUIL T TO LAST .

Mercury’s Portab les range provide you can carry, the power that run horsepower optionsand depend on. With twelve ranging from these compact units punch well 2.5hp to 30hp, above their weight .

NEW V8 AND V6 MERCU RY 4 STROKES IN STOCK AND ON SPECIA L !!

YAM AH A SEA DO O KA WA SAK I

While stocks

last. Subject to availability at the time of purchase

Your local autho Mercury Speci rised alist

DB807

KA W AS

o.nz

YAMA , SEA DO HA

E-JETS

ARE COMING TH E ELE CTR RE VO LU TIO IC N

FISHING A PWC

from

Power boatM

agazin e.co.nz

155

CARBON CAT 20 I FOUNTAINE PAJOT 67 POWER I CROWNLINE 290CR I ISLAND GYPSY 400 TWIN CAB I EXPLORER BLUEWATER 610 RIB

CARBON CAT 20

CUTTING EDGE DESIGNERS

THURSTERS MAKING MANOEUVRING EASY INCL

KNOTS WITH EASE

LOMOCEAN

NOVEMBER/DECEMBER 2021 $10.00 GST

ndmarine.c

T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S W W W. P O W ER B OATMAGA ZI NE.CO.NZ

671 Whangapa raoa Road Phone: 09 , Whangapa 424 5556 raoa, North | Fax: 09 Auck 424 1948 | Email: craig land, New Zealand @gulfland marine.co. nz

www.gulfla

AKI

L ATES

NOVEMBER / DECEMBER 2021

YOUR NZ AUTH ORIS MERCURY SPEC ED IALIST

Also Reviewed

CROWNLINE 290CR ISLAND GYPSY 400 TWIN CAB FOUNTAINE PAJOT 67 POWER EXPLORER BLUEWATER 610 RIB ISLAND GYPSY 400 TWIN CAB

HYDROGEN THE POWER OF THE FUTURE?

THE RISK TAKERS CHARLIE STRANG

SURVIVING COVID-19 PowerboatMagazine.co.nz

BA L A NCE A ND BE AUT Y The all new S60 sedan motor yacht combines a stunningly balanced exterior profile, with an immensity of deck and interior spaces to cater for a vast range of entertaining, relaxation, or adventuring activities. Australian built, its powerful exterior form and reimagined entertainment areas reset the international standard for cruising sedan motor yachts. Coming 2022. maritimo.com.au

S60

C O N T E N T S ISSUE 62

Reviews 48

CARBON CAT 20

FOUNTAINE PAJOT 67 POWER

108

CROWNLINE 290CR

142

ISLAND GYPSY 400 TWIN CAB

EXPLORER BLUEWATER 610 RIB

Regulars 6

Glass Concept yacht from Lujac Desautel.

The dangers of going to sea.

DUNCAN ON FISHING

Your local authorised Mercury Specialist

Volvo’s fence engine.

GUEST COMMENT

Rod Jenden Managing Director – Wet & Forget NZ comments on antifouling, a necessary evil.

130

WHAT IS THE QUESTION?

Phil Gilbert looks at evolutions learning curve.

SEEN & ADMIRED

140

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

Saxdor 200 Sport Williams 345 Jet Tender

rine.co.nz

AKI

KA W AS

YAMA , SEA DO HA

E-JETS

ARE COMING THE ELECTRIC REVOLUTI ON

YAMAHA

– SEA DOO – KAWASAK PowerboatMagazine.co.

155

K N OT S W I T H E A S E

CARBON CAT 20

L OMO C EAN CUTTING EDGE DESIGNERS

THURSTERS MAKING MANOEUVRING EASY INCL

NOVEMBER/DECEMBER 2021 $10.00 GST

Also Reviewed

CROWNLINE 290CR ISLAND GYPSY 400 TWIN CAB FOUNTAINE PAJOT 67 POWER EXPLORER BLUEWATER 610 RIB ISLAND GYPSY 400 TWIN CAB

HYDRO GEN THE POWER OF THE FUTURE?

THE RISK TAKERS CHARLIE STRANG

SURVIVING COVID-19 PowerboatMagazine.co.nz

COVER

FLETCH’S TIPS

NEWS

www.gulflandma

ROGER’S RAMBLINGS

671 Whangaparaoa Road, Whangaparaoa, Phone: 09 424 5556 | Fax: 09 North Auckland, 424 1948 New Zealand | Email: craig@gulflandma rine.co.nz

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 WWW.P OWE RBOAT MAG AZ IN E .C O.N Z

YOUR NZ AUTHORISED MERCURY SPECIALIST

Blame it on Covid 19.

FISHING A PWC

last. Subject to availability at the time of purchase

L ATES

PUBLISHER’S COMMENT

MAG AZINE

from

While stocks

Derek the Chef prepares Pan Fried Blue Nose, with Lime & Coriander.

L WAT E R CRAFT 2022 A N N UAL

MERCURY PORTABLES. LIGHTWEIGHT

CARBON CAT 20 I FOUNTAINE PAJOT 67 POWER I CROWNLINE 290CR I ISLAND GYPSY 400 TWIN CAB I EXPLORER BLUEWATER 610 RIB

25 Years of change…or not.

PERSONA

Mercury’s Portables AND BUILT TO LAST. range provide you can carry, the power that run horsepower optionsand depend on. With twelve ranging from these compact units punch well 2.5hp to 30hp, above their weight.

NEW V8 AND V6 MERCURY

4 STROKES IN STOCK AND ON SPECIAL !!

STRAIGHT FROM THE GALLEY

LEADING COMMENT

PACIF IC

MARINE

Mercury & MerCruiser Diamond Advantage fied Workshop + Dealer. Mercury MerCruiser Certified Worksho Certi. MerCruiser

Diesel Dealer Mercury Dealer of year Australia, South Pacific New Zealand

(The only New and the Zealand Company in history to ever receive Mercury New this award) Zealand Dealer Stabicraft Alloy of the year 2017, 2018 CSB Huntsman, Boats. Stabicraft’s largest & 2019 Larson & Seaswirl dealer 2017 and 2018 Fiberglass boats Mercury Inflatable

HUGE STOCK

So get your order SHORTAGES WORLDWIDE… in now, to avoid disappointment

Your local authorised Mercury Specialist

NOVEMBER / DECEMBER 2021

pwc

MERCURY DEALER OF THE YEAR (NZ & AUSTRALIA)

GULFLAND

BONUS 2022 PWC ANNUAL

DB807

DESIGN FOCUS

The 45 knots, The Keys is the first Carbon Cat 20 SEE PAGE 48

News, new products, boats and events.

POWER ON

GULFLAND MARINE

Yanmar celebrates 50 years.

Mercury & MerCruiser Diamond Advantage + Dealer. Mercury Certified Workshop MerCruiser Certified Worksho . MerCruiser Diesel Dealer

Mercury Dealer of year Australia, New Zealand and the South Pacific

(The only New Zealand Company in history to ever receive this award)

2 02 2 A N N U A L

Mercury New Zealand Dealer of the year 2017, 2018 & 2019

MAGAZINE

Stabicraft Alloy Boats. Stabicraft’s largest dealer 2017 and 2018 CSB Huntsman, Larson & Seaswirl Fiberglass boats Mercury Inflatable

ELECTRONICS NEWS

HUGE STOCK SHORTAGES WORLDWIDE…

So get your order in now, to avoid disappointment !

All that’s new and innovative in electronics

Your local authorised Mercury Specialist

MERCURY PORTABLES. LIGHTWEIGHT AND BUILT TO LAST. Mercury’s Portables range provide the power that you can carry, run and depend on. With twelve horsepower options ranging from 2.5hp to 30hp, these compact units punch well above their weight.

In our annual roundup of what is happening in the PWC world we look at the new models for the coming season from Yamaha, Kawasaki and Sea Doo. Plus we have a feature on the growth of electric PWCs and we go fishing with Andrew Hill. NEW V8 AND V6 MERCURY 4 STROKES IN STOCK AND ON SPECIAL !!

CRUISING MATTERS

DB807

PACIFIC POWERBOAT MAGAZINE

KI KA WA SA SF

www.gulflandmarine.co.nz

671 Whangaparaoa Road, Whangaparaoa, North Auckland, New Zealand Phone: 09 424 5556 | Fax: 09 424 1948 | Email: craig@gulflandmarine.co.nz

YOUR NZ AUTHORISED MERCURY SPECIALIST

L ATE

Your local authorised Mercury Specialist

SEE PAGE 155 NOVEMBER / DECEMBER 2021

YA M A H A SEA DOO K AWA S A K I

While stocks last. Subject to availability at the time of purchase

Ponui Island Magic

P E R S O N A L WAT E R C R A F T

PWC ANNUAL

pwc

PACIFIC

MERCURY DEALER OF THE YEAR (NZ & AUSTRALIA)

M YA

M A H A, S E

E-JETS ARE COMING THE ELECTRIC R E VO LU T I O N

FISHING A PWC

from

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Features 56

Marine

MAKING MANOEUVERING EASY

Ron Czerniak takes a detailed look at the history of thrusters, how they work and how tomake the right choice when buying one.

SURVIVING COVID 19

HEAVY DUTY COMMERCIAL & RECREATIONAL ENGINES Commercial Use

Barry Thompson talks to the heads of Australia’s two major luxury motor yacht manufacturers, Rodney Longhurst owner of Riviera and Tom Barry-Cotter Chief Designer for Maritimo, about what they are doing to survive the Covid 19 crisis and their future plans.

ALL NEW

THE RISK TAKERS – CHARLIE STRANG

G7 Diesel Power: 300-350 hp | Torque: 1079 Nm

Danny Casey looks at four of the figureheads who helped turn the nascent boating business of yesteryear into the international marine industry of today. In Part One he profiles Charles Strang, the creator of the sterndrive and head honcho for OMC for many years.

WHITE WONDERS

L13 Diesel Power: 500-700 hp | Torque: 2275-2403 Nm

Giovanna Fasanelli profiles one of the most feared and the most fascinating creatures in the ocean, the Great White shark.

104

ARE YOU READY FOR SUMMER?

In the first in a series by Coastguard Education, we make sure you are prepared for the coming summer boating season.

114

H10 Diesel Power: 380-410 hp | Torque: 1667 Nm

Recreational Use

COMPANY PROFILE – LOMOCEAN LOMOcean Marine (formerly Craig Loomes Design) offer custom boat designs tailored to the specific requirements of each client. PPB talks to Directors, Craig Loomes and Andre Moltschaniwskyj about the company’s achievements and future goals.

124

BE CAREFUL WHAT YOU DREAM FOR

Rodney Russ spent five years working with a Chinese shipyard building MV Strannik, an ocean capable expedition yacht/passagemaker. He recounts the persistence and tenacity he had to go through to make his dream come true.

132

HYDROGEN POWER BECOMING A REALITY

S270 V6 Diesel Power: 270 hp | Torque: 565 Nm

R200 Series Diesel Power: 200 hp | Torque: 440 Nm Call us today on 0800 498 632 or visit us at hyundaimarine.co.nz

Is hydrogen the future power source for the marine industry? We look at some of the latest examples of hydrogen powered motor yachts. PowerboatMagazine.co.nz

DESIGN FOCUS

GLASS CONCEPT YACHT

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

The student Lujac Desautel has devised a prototype glass-walled boat that offers all kinds of comforts and 360-degree views. In addition, this luxury yacht made of glass has a Lego-like construction. “Glass is an evolution of this idea in an architectural form, and the ingredients create an ever-changing experience with the ocean, much like the ocean itself is everchanging.”says Desautel. The middle layer’s glass walls extrude beyond the beam of the hull, offering a 360-degree view of the water. The 54-foot-tall skyscraper of a structure also features an elevator, numerous living spaces, a children’s playroom with enormous Lego-shaped furniture and indoor pools.

You can see all sorts of quirks in boat designs, but you’ve never imagined seeing a yacht concept made of glass. Lujac Desautel, an architecture student at the California University of the Arts, designed this prototype based on the glass structures of skyscrapers, an incredible model that earned him a nomination for ‘Young Designer of the Year’, from Boat International Media, and What it explains is a reconsideration of the linear design and sculptural forms of traditional yachts. lujacdesutel.com

PowerboatMagazine.co.nz

EDITOR'S NOTE with Barry Thompson

PACIFIC

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, Aaron Fletcher ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 email: doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 email: alex@boatmags.com PRODUCTION Design & Prepress: Annabelle Rose Design Mob: +64 (0)27 427 4559 email: design@annabellerose.co.nz Printer: OVATO 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 ARE Distribution SUBSCRIPTIONS Printed & Digital subs@boatmags.com Pacific PowerBoat is published bi-monthly January, March, May, July, September, November

Peter Knight Snr, one of the founders of the NZGP Hydroplane Drivers Club some 37 years ago, passed away at 91 years old. Peter Knight was well known for hydroplane racing, firstly in the smaller class of 3 litre with Bel Air, 6-litre Godfather, Gone Heavy and then The Boss. Peter Knight was the first New Zealander to race in Valleyfield along with his son Peter Knight Jnr. The first year they were donated the Canadian Trophy, which is competed annually for at the NZ Powerboat National Championships. Peter was to win the Masport Cup some 11 times in its 97 years history before he retired. He kept his interest in the sport and campaigned The Boss with several different drivers Selwyn Coker, J Michael Kelly, and Raymond Hart. Peter bought a lot of sponsorship to the GP club over the years and put the GP Club on the map in its early days. Peter also had several trips to Australia to bring the EC Griffith Cup to NZ. Peter was the Patron of the NZGP Hydroplane Drivers Club, being involved heavily in the sport for more than 55 years. Peter Knight is one of the NZGP Hydroplane Drivers Club founders, which started 36 years ago. A true legend in the sport of Grand Prix Hydroplane Racing has passed and will undoubtedly be missed by all who knew him. Peter died peacefully at Park Lane Retirement Village on Thursday, August 26, 2021, aged 91 years.

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

NOVEMBER / DECEMBER 2021

S WE HEAD OUT OF OUR 25TH YEAR OF PUBLISHING PACIFIC POWERBOAT MAGAZINE, I thought it would be appropriate to comment on how trailer boats have (or have not) changed over the past 2 1/2 decades. While technology has rolled on at a massive rate, essentially the basis of all our trailer boats today are not a whole different than they were. Yes, they are more stylish, and have layouts that are better conceived for the end user, but you might be surprised to learn that some of those models from 1996 are still available new today. Boats, unlike cars don’t get totally taken off the market. While you can still buy a BMW M3 or Golf GTI, they are nothing, both technically and visually, like their namesakes from the past. They just retain the same badge. Boats however tend to be given ‘facelifts’, but essentially what’s under the water stays much the same. Making new moulds is an expensive business so manufacturers tend to get as much life out of each hull mould as they can. Altering a mould is also an expensive exercise, so often they will use the same hull but give the model a new lease of life with an ungraded deck and cabin styling. Now there is nothing wrong with that, and it makes perfect sense, as there are many hulls from the 1990s that are the equal in ride and handling as the latest offerings today. Construction methods have changed and boats are a built a stronger and lighter with new materials, and engines are more powerful. Take for example the Smuggler 6.3, first launched in the mid 1980’s as the Reefrunner and later build under various model names by different owners, until Dave and Pauline Pringle brought the moulds in 2002. Prior to their ownership the hull remained unchanged with the unequalled 27.5 deg ultra deep vee making this the best riding trailer boat in the country. However, when the Pringles took charge of the Smuggler brand they could see that with a few hull changes and a new deck and layout the Smuggler 6.3 would be even better. “We knew we had a great boat, but it was tired and need a freshen up. At the same time we wanted to modernise the boat and make some subtle changes to the hull, without deviating from the integrity of the design.” says Dave. So was born the Smuggler Stealth range with extended transom and pontoon side pods. The rough water performance was a jump up and the stability, especially at rest improved. Overall, I would have to say that the boat still has no equal when it comes to real rough water handling and that’s from a hull that was first conceived close to 40 years ago.

PETER KNIGHT SNR - THE BOSS – PASSES

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.

‘25 YEARS OF CHANGE… OR NOT

PACIFIC POWERBOAT MAGAZINE

The Riviera 645 Classic Saloon shown

AUSTRALIA’S WORLD CLASS COLLECTION OF LUXURY MOTOR YACHTS 210354

xhilarating blue-water performance has always been a part of the Riviera heritage. Over 40 years of constant refinement, a timeless contemporary design is evident across the entire 24-model collection from 39 to 78 feet. Sweeping lines of grace and beauty, luxurious staterooms bathed in natural light, the finest fabrics, leather and handcrafted joinery of exotic timbers. These are the qualities that make every Riviera a world class luxury motor yacht. Engineering excellence in harmony with state-of-the-art electronics create the ultimate boating experience that is uniquely Riviera. Easy operation creates enjoyable adventures entertaining family and friends on the world’s great waterways. Discover more at RivieraAustralia.com

PUBLISHERS NOTE with Doug Dukeson

BLAME IT ON COVID 19 As we head into the 2021/22 boating season, I feel very positive about the worldwide marine industry, with news headlines broadcast across the world of record-level sales being made everywhere.

DB214

N THE LOCAL FRONT, despite the July Sydney Boat Show and the October Auckland On Water Boat Show being cancelled, manufacturers of boats, engines and products are all struggling to keep up with the demand for their products. This week, I heard of several deposits being taken for 2024 boat deliveries! In these incredible sales times, there has to be a strain on supply through demand. Then add the ‘Covid Factor’ with supply factories closed or running at reduced hours, thus creating a slowdown in raw materials. This flows on to stalled or slowed manufactured components, which delayed finished products available for sale at the retail level. Add in the extra demand through disposable income that would have otherwise been spent on overseas holidays, which is now being retained and spent domestically. It seems that all that money has been redirected to new homes, renovations, new cars or, in our case, boats and marine accessories. A very testing time for all indeed. It certainly has been a case of ‘feast or famine over the last ten years. A healthy problem to have but very frustrating at the same time. It is such a shame that during these times of potential ‘sales feasting’ (to make up for all the hard times), the supply of products has hamstrung our industry. So when you call into your marine retailer next time, have a little empathy and appreciate that the lack of stock is not their fault or the manufacturers. Another dilemma to blame on COVID. Enjoy the start of what we hope is a great boating summer – see you out there

👍

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

r uc du c ee r ee d

o a tt r b r u yyo o a b ro r ollll ou At anchor and underway At anchor and underway

GUEST COMMENT Rod Jenden, Managing Director Wet & Forget NZ

ANTIFOULING: A necessary evil We are blessed in NZ with our magnificent marine recreational playgrounds.

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

For Luxury Yachts, Trawlers and Sports Fishers • Allow crew and guests to move around safely and enjoy themselves. • Provides a comfortable setting for dining and entertaining. • Sleep in comfort at the dock or anchored out. • Keeps your vessel steady when docking. • Effective at trolling and at ‘zero’ speeds. • Less maintenance means more time to fish. • Easy to use, just flip a switch. • Improves fuel efficiency.

There are over 3000 installed worldwide

ARG 375T

ARG 250T

ARG 175T

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Boats to 60 Tons

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Motor Yacht Service Centre | Ph 09 416 1179 | Mob 027 2922 405 | glynis@motoryachtservicecentre.co.nz DB414

www.motoryachtservicecentre.co.nz

NOVEMBER / DECEMBER 2021

ROM THAT FIRST DINGHY or P Class yacht and then the transition to your first runabout, and then maybe you were lucky enough to get a 6m yacht or powerboat so you could sleep over in a sheltered bay. BUT! Then came the fun of keeping the bottom clean. The earliest techniques against hull fouling go back over 2000 years. Wooden hulls were sheathed with lead and believe it or not, copper. In 1758 H.M.S. Alarm, a 32-gun frigate, was sheathed with thin copper for protection. My first experience with marine growth was my boatbuilding apprenticeship at the yard of Percy Vos Ltd. Every week, lots of trawlers and private launches or yachts would be slipped, and guess who got to climb around underneath with scrubbing brushes and a hose? You got it! All the younger apprentices with skinned shins, knuckles bleeding, and covered in marine growth and antifoul while crawling in and around the huge cradles. Skip forward 30 years and I was busy with our business of contracting and paint manufacturing. Afterwork it was tradition to have a beer with the boys and on one particular night, the head chemist, who was also a keen yachty, floated the idea of making our own antifouling. Lots of suck it and see technology led to the first trials. We wanted a product that was not too hard to stop build up on the hull, but not too soft so that it came off - even if touched when swimming. This would allow us to give the hull a light scrub or waterblast a couple of times a year to refresh the surface and expose the cuprous oxide and other actives. This was effectively like repainting the hull by exposing the fresh working ingredients. It also allowed one of the keen crew to dive and give the hull a wipe prior to the next club race, without removing any paint. The original product had no name but as mates and associates started to change to the product, we had reports coming back that their yachts seemed quicker in their club racing. Plus, guys with launches said that at idle, they were getting through the water a tad quicker. Momentum built….. then we got the letter from regulatory authorities, apparently spurred on by Epiglass. In our enthusiasm, we hadn’t registered the product, mainly because it was initially for our own use. We were at war!! And that’s where the name came from. A war on marine fouling of our hulls and at war with Epiglass. It was obvious. ‘War Paint’ was born! The performance stats kept coming from customers. In 1992, two Australian maxis gave great feedback. The first one, Amazon, stated that under power, she was ½ knot faster and was not sticking as much as previously in light airs. The second maxi with a similar story was Brindibella. Today, owners continue to report back with similar stories.

PACIFIC POWERBOAT MAGAZINE

SEEN

& ADMIRED

SAXDOR 200 PRO SPORT

SAXDOR YACHTS APPOINT KIWI DISTRIBUTOR

Progressive New Zealand boat importers, Sports Marine has been appointed the local distributor for the Finnish, Saxdor Yachts.

he Saxdor 200 has been described as sturdy, angular Finnish construction from Polish production with flexible equipment options based on a modular concept and very sporty driving characteristics. One of the nine model range, the Saxdor 200 Pro Sport will be the first model to be landed in through Sports Marine. “We are excited to introduce this new brand to the Kiwi market and see great potential throughout the range”, says Sports Marines. Scott Williamson. He adds, “Saxdor is very different from other brands we represent in New Zealand and takes us into a new boating market”. Sports Marine are New Zealand distributors for such leading brands as Chris Craft, Sea Ray, Princess, Paragon and Nimbus.

NOVEMBER / DECEMBER 2021

Williamson says that their initial order has been somewhat restricted by global demand for the brand, so it was a matter of starting with what was available and then building from there. “I have already had some enquiry for the larger models, especially the 320, which we hope to have in the country sometime in late 2022”, says Williamson. While the 200 Sport is the smallest in the range, it comes packed full of features not often found in a boat of this size. The Saxdor 200 Sport is a 5.94m outboard-powered personal watercraft that proves affordable boating doesn’t mean compromising quality, seakeeping, versatility performance or sexy styling. The entry-level boat with a 100hp engine is capable of 34 knots, while the largest 175hp outboard motor will achieve a top speed of over 45 knots.

PACIFIC POWERBOAT MAGAZINE

Saxdor Yachts has employed the vast experience of J&J Design to create the design and tooling in its bid to make an entry-level craft that is light (approximately 700kg), easy to trail, cheap to run and fun and easy to drive. The twin-stepped, sharp entry hull promises to be efficient, smoothriding and quick to accelerate no matter which engine option has been selected. The standard boat comes with a triple jockey seat and an open deck, but customers can customise the design to their requirements. Options include a T-top, twin 7in or 9in multi-function displays on the helm console, an uprated stereo system with T-top mounted speakers and a canvas that attaches to the opening bow hatch for the ability to use the boat overnight. An alternative seating arrangement includes side-by-side jockey seats with a twin bench aft. www.sportsmarine.co.nz

PowerboatMagazine.co.nz

SEEN

& ADMIRED

WILLIAMS SPORT JET 345

THIS TENDER PACKS A PUNCH Recently available in New Zealand through Sports Marine, the Williams Jet Tenders are amongst the world’s most popular jet RIBs.

he Williams SportJet 345 is a compact yacht tender that packs a real punch and is a fun machine to drive. distinctly light, yet sports a real punch. Powered by a lightweight and fiery 90hp BRP Rotax Ace 903 engine, the Williams SportJet 345 tender hits a racy 40 knots and when performing slow manoeuvres gives you the assurance of pinpoint control. Ideal for medium sized yachts spanning 16m and over, the 3.45m-long yacht tender’s sleek sports hull offers superb stability. A multi-purpose inflatable rib, you will have pleasure making full use of – whether it’s zipping off with a water skier in tow or exploring white sandy beaches and coves. Space-saving functionality and supreme comfort are integral to the ingenious design. The yacht tender comfortably accommodates a group of up to four passengers, across the stern, helm and bow, on plush well-upholstered seats. At the back, facing the stern, passengers can adjust the backrest to free up more room. Plus, for added comfort, relax their feet on the foldable foot rest, as they watch the boat dynamically cut through the surf. When conceiving their yacht tenders, Williams thought of the best equipment that will enhance your trips. Add useful accessories such as a Chartplotter, LED deck lights and underwater lights, bathing platform, teak footwells and more. What’s more, you have the flexibility to style the tubing and the interior with your pick of fabrics, colours and finishes. www.sportsmarine.co.nz 16

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

25% LESS FUEL

3x LONGER LIFE

479 LB.FT TORQUE

Go further. Go diesel. Scan the QR code for more info

Auckland 131 Westhaven Drive (09) 274 9918 Christchurch 507 Moorhouse Avenue (03) 379 9208 www.sportsmarine.co.nz

PowerboatMagazine.co.nz

OFFICIAL DISTRIBUTOR

NEWS

EXCITING DESIGN

ELITE MARINE DESIGN BUSY WITH NEW PROJECTS Weber Marine in Gulf Harbour is in the final stages of an Elite 18m Sport fisher powered by twin MAN i6 800.

Elite 26m expedition

Elite 14m sedan

NCE COMPLETED IN EARLY OCTOBER, the Weber team move straight onto an Elite 16m Mid pilothouse with twin 600hp D8 Volvo Penta. This vessel will be set up for sportfishing and cruising. Also to start in conjunction is an Elite 14m Sports Sedan. This design features a split-level cockpit to cater to fishing, diving and entertaining, and a full-width master stateroom. Lloyd Stevenson’s have an 18m under construction in their yard. With the hull already completed, a team is currently working on the superstructure. To be powered with MAN i6 800’s. LSB has also just completed quotation for a 16m Mid pilothouse with twin Scania engines. Both vessels are for repeat clients. Out for quotation is another Elite 14m sedan featuring a tender garage and full width master stateroom. These features have been achieved by close collaboration with the clients and clever use of space. Cummins engines have been selected for this design. Allan Tongs boat builders have recently launched boat three of the Elite AT 43 production boats. The company now has six more on order with various power plants and internal layouts. Early in the design phase is a 26m expedition-style motor yacht for an experienced boating family to cruise and enjoy more remote areas of the New Zealand coast and Pacific Islands. More details will be released on this exciting design soon. www.elitemarine.co.nz

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

Elite 18m Sportfisher

NEWS

AWARD WINNER

RIVIERA AWARDED AT PREMIER OF QUEENSLAND EXPORT AWARDS 2021 Australia’s luxury motor yacht builder Riviera has been honoured for outstanding international success in manufacturing at the Premier of Queensland Export Awards 2021, the state’s most prestigious industry awards.

HE CATEGORY RECOGNISES and acknowledges the growing popularity of Riviera motor yachts which are acclaimed globally for their innovative design, premium luxury, superior engineering and performance. Riviera exports more than 60 % of the 120 motor yachts it builds each year from the company’s state-of-the-art Gold Coast facility. The motor yachts are designed and built by a specialist team of more than 850 master craftspeople on site at the largest facility of its kind in the southern hemisphere. This latest government award exemplifies what has been a year of stellar achievements for Riviera, including the company’s largest shipment ever to the United States which is currently under way. The shipment, comprising seven luxury motor yachts valued at more than $20 million, will land in the US on October 20 with five of the motor yachts destined for the Fort Lauderdale International Boat Show. Riviera will present its largest international showcase of 2021 at Fort Lauderdale with 10 yachts on display. “On behalf of our exceptional team at Riviera, we are delighted to have been honoured in this year’s Queensland Exporter of the Year Awards,” said Riviera owner Rodney Longhurst. “We are fiercely proud to be an Australian company, creating motor yachts that are today truly world-class in terms of their design, technology,

performance and luxury finishes. “2021 has been a year of challenges and achievement for Riviera and this award is recognition of the magnificent work by our team to create and deliver the outstanding Riviera motor yachts of today, the best we have ever built.” Riviera has a 38-year history of exporting motor yachts to the world, starting with the first shipment to the United States in 1983 and followed by the first shipment to Europe a year later. The company, which was founded in 1980, has built more than 5,750 motor yachts over the past 41 years with many of these motor yachts now cruising the Mediterranean, Pacific, Caribbean and the Great Lakes and coastal waters of North and South America.

The Riviera range spans 39 to 78 feet with 24 models from six distinctive Riviera model collections. This year, Riviera announced a new flagship of the fleet, the 78 Motor Yacht, the first of which is currently being built in preparation for her world premiere in early 2022. Riviera was among 36 Queensland companies selected as a finalist from 160 entries received for this year’s Premier of Queensland Export Awards. As a winner of one of 13 award categories, Riviera is now a finalist for the Australian Export & Investment Awards, held by Austrade on November 25. www.rivieraaustralia.com

PowerboatMagazine.co.nz

NEWS

L U X U R Y AT S P E E D

HIGH-PERFORMANCE PRODUCTS

TYPHOON 19 HAS THE WOW FACTOR Designed to wow, the Typhoon 19 (T19) from the Kit Carlier Design studio is an asymmetric vee, wave-piercing super cat.

HIS LARGE-VOLUME POWER CAT provides spaces typically found on a larger superyacht and is ideal for owners seeking a vessel with longrange capabilities and luxury at speed. The design is available in sedan, and flybridge configurations, with both forward and aft raked screen options. The lightweight structure and assistance of a foil allow the T19 to reach a top speed of 32knts and a cruising speed of 27knts. Powered with twin 750hp diesels and coupled to Hamilton jets, the T19 has a range of 1200nm at cruising speed. Inside the vessel, the main deck features a large galley with all the

appliances you would expect in a large residential kitchen. The aft saloon adjacent to the galley provides a social area that flows out into the aft entertaining space. A large forward dining room-come-saloon offers impressive views while also featuring the hidden 85” TV, providing a hub for relaxation next to the helm. Three luxurious cabins, all with ensuites, sleep six, including a huge full-beam master cabin with a private lounge. The T19’s exterior features a carbon transformer platform to enable easy launching of a large 7m tender from the aft end. Passengers will also enjoy the large beach club space and the

AKZONOBEL ONE UP AND TOPLAC PLUS

both an undercoat and primer into one coating. The unique formulation protects multiple substrates and helps enhance the finish of International’s 1-part finishes. The new silicone alkyd premium gloss topcoat, Toplac Plus, is suitable for all substrates above the waterline, stays glossy for longer and is available in a wide range of colours in response to customer demand. Toplac Plus can be applied using a brush or roller, and because of the new product’s superior flow and levelling, tipping by brush is no longer required to obtain a perfect finish. This makes Toplac Plus quicker and easier to use, and suitable for Do-It-Yourself boaters and professionals. Yacht owners wanting Toplac’s industry-

AkzoNobel Yacht Coatings has introduced a new, easier to apply topside system with two new products in its highperformance International range.

ne UP is a new versatile undercoat and primer that offers boaters a faster application time by combining the benefits of

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

ability to load toys, supplies, and guests onto a marina or wharf. A large boot houses water equipment and the capacity to accommodate two motocross bikes. The upper aft cockpit dining area provides a sheltered, practical space with eight-plus seating and great visibility aft. The flybridge also offers plenty of seating, a wet bar and a large helm. The aft deck provides further water toy storage for everything from sailing dinghies to a secondary tender, plus the feature of a davit for launching. Kit Carlier Design: kit@kitcarlierdesign.com

leading high performance coating will have 24 bright colours to choose from with the new Toplac Plus. In addition, UV filters keep those colours glossier for longer. Ten colours will be available at launch, with a further 14 colours from October onward. www.international-yachtpaint.com

SwiftMarine AakronXpres

WORLD’S WORLD’S LEADING LEADING MANUFACTURER MANUFACTURER OF ALUMINIUM OF ALUMINIUM HULLED RIBS & HULLED RIBS & TENDERS TENDERS

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WORLD’S LEADING MANUFACTURER OF ALUMINIUM HULLED RIBS & TENDERS

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AUSTRALIA QUEENSLAND AUSTRALIA

NEW ZEALAND

VICTORIA NEW ZEALANDWESTERN AUSTRALIA Aakron Xpress Swift Marine Neptune Marine Sundance Marine RIB Worx Aakron Xpress Swift Marine www.aakronxpress.co.nz www.swiftmarine.com.au 07 3290 6370 1300e l55 / hi ghfi d b00 o a89 t sp a ci fi c 08 9430 7007 www.aakronxpress.co.nz +64 9 427 4613 www.swiftmarine.com.au +61 7 5594 6266

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DB816

Lejen Marine 02 9979 4533

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HI GHFI ELDBOAT S.C O M PowerboatMagazine.co.nz

ALLOY KITSETS

NEWS

GENTLEMAN’S CRUISER

For the home builder or engineer

RSV 652 HT

RSV 732 WA

ALL NEW HARBOUR CLASSIC 40 RSV 752 HT

Whitehaven Motor Yachts has launched their new layout in their Harbour Classic 40 model.

RSV 383 SF

Alloy craft available as pre-cut kits. Talk to us about our range of mono-hull or cat designs available to the D.I.Y enthusiasts

Tel 64 021 320 874 • scott@robsondesign.co.nz

www.robsondesign.co.nz

DB823

HIS EVER-POPULAR gentleman’s cruiser has all the classic styling of previous models with significant changes to her internal layouts and appointments. The Harbour Classic 40 concept was first launched onto the Australian market in 2018, evolving the long tradition of glamorous day boats on Sydney Harbour. “The 2022 model is a progression and has two fully enclosed cabins for privacy and comfort. The galley is now in the main saloon, and the cockpit sports a wet bar and BBQ cooking area. We have maintained the clean, retro lines as well as a spacious and inviting cockpit for the perfect day on the harbour,” explained Bruce Scott, Managing Director of Whitehaven Motor Yachts. A single Volvo D6 480hp powers this 12.9-metre motor yacht. This Harbour Classic 40 will be finished in Jaguar E-Type Racing Grey, completing the gentlemen’s cruiser look. Starting from AUD$795,000, the next Harbour Classic 40 could arrive to its new owner as early as Sydney International Boat Show 2022. www.whitehavenmotoryachts.com.au

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

NEWS

GREEN FLAG

MERCURY RACING DEVELOPING ELECTRIC OUTBOARD Mercury Racing has announced its intention to develop an electric powertrain in partnership with the E1 Series powerboat racing championship. The UIM backed E1 Series is expected to take its first green flag in early 2023. Victory Marine will manufacture the boats in the UAE. Mercury Marine becomes the official propulsion and propeller partner of the E1 Series, which is expected

to field twelve teams racing on a closed, technical course. The E1 Series has unveiled the first full-size model of the electric RaceBird powerboat that the pilots will race with in the world’s first electric powerboat championship. Only one year from the series launch, the unveiling of the full-scale model marks a significant milestone for the championship as the E1 Series moves closer to putting the RaceBird on the water and the start of prototype testing early next year. Mercury Racing will work closely together with SeaBird Technologies and Victory Marine to support the development of the outboard motor for the RaceBird. Navico is coming on board as a partner to provide specialist navigation and marine electronics for the RaceBirds and support craft at race events, integrating Simrad’s

latest technology into the cockpits and C-MAP’s digital cartography and mapping technology for teams and race management. The RaceBird features an electric outboard motor, enclosed safety canopy and hydrofoil technology. The boats will be powered by a 35kWh battery from Kreisel and a motor with 150kW peak power output, with a projected top speed of 58 mph.

MY4.S | MY5 | MY6| Power 67

AUSTRALIA: Call +61 (0) 7 5452 5164 or email info@multihullsolutions.com.au multihullsolutions.com.au NEW ZEALAND: Call +64 (0) 9 217 0600 or email info@multihullsolutions.co.nz multihullsolutions.nz

INCORPORATING

PowerboatMagazine.co.nz

NEWS

NEW MODELS

Global reveal for Maritimo S60 Australian luxury motor yacht manufacturer Maritimo, has unveiled its sixth new model in 2021, with the global reveal of the all new S60 Sedan Motor Yacht.

HE S60 SEDAN MOTOR YACHT is slated for its official global launch in mid-2022, and will join the S51, S55, and S70 as the latest addition to the highly acclaimed Maritimo S-Series lineage. Maritimo’s immense new model development strategy continues up the model lineage in catering for the current global demand for larger vessels, says Maritimo Design Director, Tom Barry-Cotter. Barry-Cotter said the S60’s new 18.53m LOA hull design further advances the 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, he added. The S60 also caters for the option of Volvo Penta or CAT

Power units up to 1000MHP or Scania 1150MHP power units. The S60 Sedan motor yacht inherits the latest sweeping contours, and strikingly balanced exterior form, made synonymous with the Maritimo S-Series. The Maritimo S-Series sedan motor yacht has long been renowned for catering to a practical single level boating lifestyle. Socialising and entertaining flow seamlessly inside and outside from the upper cockpit to saloon on a singular level. The result is a stunningly balanced exterior profile, with an immensity of cockpit deck, and adventure deck space with the ability to cater to a vast range of entertaining, relaxation, or adventuring activities. The upper cockpit offers up to three separate lounges including a standard ‘U’ Shape dining lounge area aft to

comfortably dine six guests. The upper cockpit is central to the galley, side decks and adventure deck, deep walkthrough side decks then lay the pathway to the forward deck where those on board are secured by generous height bulwarks and bow rail through to the forward anchor well. The open atrium companionway design invites more natural light down to the lower accommodation, providing an open airiness for the companionway laundry which can be optioned with either combination washer/dryer or separate washing machine and dryer. The three stateroom, two ensuite layout is designed to maximise every inch of the internal hull volume provided by the 5.2m beam. The Maritimo S60 Sedan Motor Yacht Global Launch is set for mid-2022. www.maritimo.com.au

COASTDESIGN/NSR PASSAGEMAKER WELL UNDERWAY

and is widely recognised as a specialist in aluminium construction methods. An amalgamation with NSR Alloy Solutions resulted in a one-stop design/build/repair facility in Opua, Bay of Islands. NSR has an entire build facility and can complete all engineering, hydraulic, electrical,

plumbing and vessel fit-out. Catamaran design/build projects undertaken have included 15m and 18m luxury private high speed displacement vessels and commercial vessels, both planing and displacement. sales@sparsandrigging.com arwalker@coastdesign.co.nz

Currently under construction at NSR Alloy Solutions in Opua, Bay of Islands, is an OpenOcean 65 Offshore Passage Maker. Due to be launched around the end of the year, it is a fully featured high-end vessel with many fully automated systems allowing shorthanded operation. Construction is an alloy hull and deck with a composite superstructure. After 30 years in the marine design industry, Coast Design has developed a solid reputation in the catamaran design field

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

SPORTSMAN HARDTOP 591 XL PACKAGE.

571 SPORTSMAN

HARDTOP

SPORTSMAN 571

MULTI AWARD WINNING BRAND

SPORTSMAN HT591

SPORTSMAN 521 Go to our website for specifications and pricing or get down to your local dealer

w w w.mclayboats.co.nz MCLAY BOATS ARE AVAILABLE FROM DEALERSHIPS NATIONWIDE: WHANGAREI: Warren Hay Marine, ph 09 430 2666. AUCKLAND: Fish City, Albany, ph 09 476 4282. HAMILTON: Fish City, Frankton, ph 07 846 6675. WHAKATANE: Oceansports Marine Ltd, ph 07 308 4241. WELLINGTON: Boat City, ph 04 298 5931. MOTUEKA: Bays Boating, ph 03 528 5200. CHRISTCHURCH: Powerboat Centre, ph 03 389 1146. DUNEDIN: McLay Boats Milton, ph 03 417 8135. INVERCARGILL Marine South ph 03 218 2700 DB360

SPORTSMAN 551

PREMIER SHIPPING

NEWS

READY TO GO

TECH

• Specialist Worldwide Shipping of Boats and Marine Equipment •

20M POWER CAT READY TO COMPLETE

DB734

With waiting times up to two years and more, Auckland based Catamarans International has a 20m luxury long-range cruiser under construction that could be completed by mid 2022.

Contact us for a quote: Nigel Black, Trade Manager – Projects and Marine P: +64 9488 5836 M: +64 21 909 703 E: nigelb@oceanbridge.co.nz

w w w. o c e a n b r i d g e . c o . n z

Members of: NZ Marine Export Group NZ Marine Industry Assn

It is currently in the weathertight stage and because the interior fit-out is in the early stages, there is plenty of scope for owner input. A highlight of the proposed layout includes a full-beam master cabin with king-size bed, office space, ensuite and walk-in wardrobe. There are options for three further cabins, one with bunks if required. The vessel has long range cruise capabilities with the Pacific Islands and Australia easily achievable. Projected speed range is 18-22 knots cruise with a top speed of 26-28 knots depending on completed weight and engine size chosen. This is an opportunity to purchase a top quality vessel with a reduced build time, allowing for extensive owner input Battery Town Marine are the experts in all things electrical, including offered at a significantly reduced cost. supply, fitting and service of batteries, navigation systems, entertainment Contact Glynn Kemp,thermal glynn@catsinter.com systems, lighting, inverters and chargers, imaging cameras and more. The result? Your boat, fitted right, fully charged and ready to go. www.catamaransinternational.com

MORE POWER TO YOUR BOAT BATTERIES

NAVIGATION & ENTERTAINMENT SYSTEMS

INVERTERS & CHARGERS

EWOF

ALL MARINE ELECTRONICS

BATTERY TOWN MARINE - ELECTRONIC SPECIALISTS

0800 962 288 I batterytownmarine.co.nz POWER TO YOU.

Built on the successful battery town network established in 1999, battery town marine is a new marketing channel managed by HCB Technologies.

B Cule hatches are proudly made in NZ so we can customise to your needs and supply any parts. Easy online purchasing backed by friendly local customer service and a manufacturers warranty. Check out our new website to buy direct or get in touch to discuss your next project.

Buy direct culemarine.co.nz or call 09 835 9706 26

NOVEMBER / DECEMBER 2021

ATTERY TOWN MARINE is a new marketing channel managed by HCB Technologies to promote the marine electrical industry in New Zealand. Battery Town Marine has been established to service all recreational, commercial and industrial marine environments. Dedicated marine electrical solutions include supply, fitment and service of all batteries, plus battery support and installation. Battery Town Marine will also supply and install everything from navigation and entertainment systems, lighting, inverters and chargers, to thermal imaging cameras and switchgear. Any wiring that needs to be carried out in a boat, BTM has the people and equipment to handle most jobs. Battery brands supplied by BTM include Endurant, Varta, Lifeline, Bosch, Optima, and Remco. www.hcb.co.nz

PACIFIC POWERBOAT MAGAZINE

L&B OWNERS

CROSSING THE DITCH

SMUGGLER BOUND FOR PERTH Smuggler Marine has exported another inflatable RIB to Perth for an Australian buyer - a 780 Super Sport model.

RDERED DIRECT FROM THE FACTORY in Auckland, New Zealand, this 780 Super Sport model comes with a raft of options and extra’s and is powered by a Mercury 300hp V8 Verado, propelling the 7.5m RIB to a top speed of 54 knots. “Smuggler Marine has always been at the forefront of the RIB market in New Zealand and over the years has built up an enviable reputation for quality and innovation with our Strata range,” says Smuggler Marine Managing Director, David Pringle. The Smuggler Marine order book is bursting with RIB orders destined for Australia, New Zealand, and Europe. The 780 SuperSport has Smuggler’s legendary 27-degree deep-vee hull

that it shares with the Smuggler 7.5 and 8.0m models with Hypalon tubes coming as standard as too does a 150L flooding keel which provides extra stability at rest. “The success of our mid-cabin model has been huge for us, but not everyone wants to walk around the side decks to go forward, and we had some of our superyacht tender clients who wanted to maximise the space available with more seating.” This 780 SuperSport is also fitted with a load of electrical options including a Simrad NSS12 Touch plotter/sounder, Fusion stereo with 2 x 6” speakers, VHF, forward-facing light bar and floodlight, LED underwater lighting on

the transom and a camera fitted in the bow for ease of anchoring, with the flooring finished in brown/black U-Dek by Ultralon. “We’ve exported around 12 of our Smugglers to Western Australia, a range of different models, but the most popular has been our 750 Centre Console. This is the first Super Sport model into Western Australia.” www.smuggler.co.nz

Seaforce 530 Mate

TM TM

Seaforce 530 Skipa

Seaforce 530 Ute

FIBREGLASS PONTOON BOATS SEE THE FULL RANGE AT

DB377

www.seaforce.co.nz PowerboatMagazine.co.nz

NEWS

CRUISER MARKET ALIVE

QUALITY LADDERS

Elite AT43 Zambuka Pic by Roger Miles

Crafted Marine Grade 316 Stainless Steel Transom Ladders, Removable Gunwale Ladders,Telescopic Ladders, RIB Ladders, Handrails, fittings and accessories.

ALLAN TONGS BOATBUILDERS BUSY WITH ELITE ELITE AT43s Allan Tongs Boatbuilders is helping keep the production cruiser market alive with plenty of forward orders for their Elite AT43.

CHOOSE FROM AN EXTENSIVE RANGE CUSTOMISED OPTIONS AVAILABLE

www.dixon.co.nz

You & your family can trust a CPC Boat.

DB702

Call us for more info: p: +64 9 422 3595 or e: mx@pl.net. 59 Woodcocks Rd, Warkworth 0910. NZ

HE AUCKLAND-BASED BUILDER launched their third Elite AT43 Vamos before lockdown, the first twin-engine QSB 425 model. Built for a Nelson owner, Vamos is still stuck in Auckland awaiting completion of sea trails. Such is the success of the Elite AT43, Allan Tongs Boatbuilders have now launched three and have six more lined up to build. They are currently working on the first of four boats for Ownership. The Elite AT43 is a production grp 13.2m sedan cruiser designed by Bill Upfold to fit into a 13.5m or 14m marina berth. With options for single or twin engines, a two or three-cabin layout, galley up or down and a range of interior finish options, it will feel more like a custom build than a production boat. The sizeable versatile cockpit will suit the keen fisherman or diver and is spacious enough for outdoor dining or sunset cocktails. Uniquely designed silent chines make for a quiet night’s sleep, even in a bit of chop. www.allantongsboatbuilders.co.nz

Companies that are approved to build boats to CPC certiﬁed standards are: Buccaneer Boats

Marco Boats

Smuggler Marine

Extreme Boats

McLay Boats

Southern Boats

Fi-Glass

Offshore Boats NZ

Stabicraft

Haines Hunter

Rayglass

Tristram Marine

Huntsman Boats

Salthouse Boatbuilders

Ultimate Boats

KiwiKraft

Seaforce Marine

You & your family can trust a CPC Boat

APPROVED BY

cpcstandard.com 28

NOVEMBER / DECEMBER 2021

The third Elite AT43 Vamos is the first twin-engine QSB 425 model.

PACIFIC POWERBOAT MAGAZINE

NEWS

BRAND REFRESH

BRAND REFRESH FOR ASIS IN NEW ZEALAND The amphibious boat builder formally known as Asis, has undergone a brand refresh here in New Zealand.

CEAN CRAFT MARINE is the new brand name and EuroCity Marine is confident this new brand will resonate well with their NZ customers. The refresh brought upon a complete brand make-over, including a new logo and brand colours, and of course a new name.

Going forward, EuroCity Marine will now refer to all Asis amphibious boats as Ocean Craft Marine. The rebrand is an exciting change for the ever-growing EuroCity Marine, and they look forward to supplying the amphibious craft under the new name. The team at EuroCity Marine are

elite for a reason

www.webermarine.co.nz

gearing-up for a busy summer. They have good boat stock on hand and having shipments on the way. As well as Ocean Craft, they are also NZ agents for Crownline, Finnseeker, and Herley. www.eurocity.co.nz

Elite 18m

www.lloydstevenson.co.nz

DB849

Custom design Sedan, Mid-Pilothouse and Sportsfisher Motor Yachts www.lloydstevenson.co.nz www.elitemarine.co.nz • • +64 (0) 0274 9 530 853 8501 www.lloydstevenson.co.nz www.elitemarine.co.nz +64 235

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WHERE LUXURY MEETS SPEED

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

carbon-cats.com PowerboatMagazine.co.nz

NEWS

A I R C AT

ALLOY FATCAT TO BE REBRANDED AIRCAT

Fatcat has formed a new company and brand for their range of alloy Fatcat designs.

OUNDED BY BLAIR MCLAY AND ROGER TWEDDELL on the Hibiscus Coast just north of Auckland, Fatcat’s design philosophy is about stability, space, and safety, emphasising superb handling at speed. Fatcat, a specialist HDPE polymer boat manufacturer, was continually being asked for a bigger design than the rotomoulded 4000 model it was already producing. With the limitations of moulding technology, they felt that alloy was the most suitable material for larger boats over 5.0m. Blair set about designing the 5.25m 5000 model, and construction took place in a specialist alloy construction facility in Napier, Tekam Engineering.

Due to the departure from FatCat’s normal polymer construction, the decision was made to rebrand as AirCat and split it off into a new entity. Tekam Marine has been established to develop a range of larger aluminium boats up to 10m and more. Fatcat has, in the meantime, developed the new 4500 polymer model to fit in between and will be available by October

uperior

NZ Built with passion & pride NNNNN

1050 SPORTS SEDAN

See the full Boat Review at boatmags.com

S Our New

2021. Blair and Roger’s philosophy has always been to design and test prototypes with careful evaluation before settling on the production version. The production version of the FatCat 5000 will be refined and a little longer and designated the AirCat 625. The Prototype is available for demonstration. www.aircat.nz

Twin 9-inch Raymarine Axiom touchscreens control the C Zone digital switching system

www.superiorboats.co.nz Superior Boats Ltd: 25-27 Holmes Rd. Manurewa, Auck | +64 9 268 2222 | info@superiorboats.co.nz 32

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

NEWS

F O I L A S S I S T E D P O W E R C AT S

SAFE SUMMER

TOWER INSURANCE PARTNERS WITH COASTGUARD

FOIL ASSIST POWERCAT FROM JUTSON DESIGN Scott Jutson has been a longtime advocate of foil assisted power cats and recently released his latest examples.

IS 9.5M POWER CAT for an Alaskan client is one of the many foil assist cats operating in Alaska for operators seeking optimal ride quality and fuel efficiency to support long days in rough conditions. The hull is asymmetric with semi symmetric bows and a single delta foil. Trim is semi-automated using ZipWake interceptors. The house has full walk-around side decks with three sliding doors. Designed as a multi-mission boat for hunting and fishing guides in the Alaskan wilds, this design has a range of amenities that allow it to do

C what the clients require. There is a hydraulic bow loading ramp for the big game, large fish wells for halibut, and a diesel heating system to keep the chill off. The basic dimensions of the new 9.5m foil assisted power cat are 9.45m with a beam of 3.35m, displacement of 6.8 tons in half load, and capacity for 850 litres of fuel. The top speed with a pair of Suzuki 350s is 42 knots, with a cruise speed of 30 knots. Fuel burn at cruise is 3.15 lpnm and a range of 250 nm. Construction is 5086 alloy to Lloyds SSC, with the boat built by Armstrong Consolidated, Port Townsend, WA, USA. www.powercatamaran.ca

OASTGUARD, and its newest partner Tower, are calling on all boaties to get prepared for a safe summer. After another year of lockdowns, the organisations are both anticipating Labour Weekend to be the beginning of a boom in activity on New Zealand’s waters. Each year Coastguard’s 2,000 volunteers help bring more than 8,000 Kiwis back home safely to dry land – from Cape Rēinga to Bluff and across the coastlines, major rivers, and lakes of Aotearoa. Tower’s Chief Executive Officer Blair Turnbull says Coastguard and Tower both have a long history of supporting Kiwis when the unexpected happens and are looking to support Kiwis this summer. “We’re partnering with Coastguard to help even more Kiwis out on the water by supporting their operations as well as their phenomenal volunteers. www.tower.co.nz

Power and Power and performance. performance. Redefined. Redefined. New D4 & D6 propulsion packages Introducing a new generation of our D4 and D6 propulsion packages, from Introducing a new of years our D4 and D6 propulsion packages, from 150–480 hp. Aftergeneration having spent refining and developing the proven platform 150–480 hp.this After havingsystem spent years refining and developing the proven ever further, complete delivers new exciting features – from helmplatform to ever further, complete system delivers exciting features – from helm to propeller. All this to offer you a more powerful andnew reliable experience. propeller. All to offer you a more powerful and reliable experience. Learn more at: www.volvopenta.com Learn more at: www.volvopenta.com

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NEWS

SALES RAMP UP

NEW ARRIVAL

E L E C T R I C B O AT S

Pompano 21

POMPANO 21 IS ARRIVING SOON

The Cox 300 diesel outboard sales have ramped up recently with a pair fitted to a Boston Whale 325 Pilothouse.

The Atlas Boat Works Pompano 21 is a lovely downeast cruising boat built in the USA, providing the safe, reliable and economical operation inherent in the Maine Lobster Boat style.

COX DIESEL OUTBOARD SALES SUCCESS PORTS MARINE, importers of the COX diesel outboard, have recorded excellent sales in the recreational and commercial market, with one of the latest fitups being a Boston Whaler 325 Pilothouse. The twin COX looks great, and as for any specific diesel smell or noise, it just wasn’t there. Quiet, responsive and incredibly fuel-efficient. The 300 complies with EPA Tier 3, one of the most stringent fuel emission standards globally and is one of the most environmentally friendly outboards (petrol/ diesel) available today. Under the lightweight carbon fibre cowling is a 4.4-litre V8 cast alloy powerhead with a highpressure common rail fuel system and twin turbochargers, which produce 338hp at the crankshaft and 300hp at the propeller. The pair of Cox CXO300s gave the Boston Whaler 325 Pilothouse a top speed of 36.5 knots running 18” threeblade propellers. Plans are to jump up to 20” props, and predictions are for a further 2-3 knots. www.sportsmarine.co.nz

ZODIAC RELEASE NEW EOPEN RANGE

NOVEMBER / DECEMBER 2021

IFFERING FROM THE ACADIA 21, the Pompano features a pilothouse that offers excellent weather protection without sacrificing visibility or air flow. She's remarkably spacious and is fitted with a comfortable V-berth cabin with a porta-potty head and a freshwater basin below. Her fully self-draining cockpit allows for easy care and maintenance with low and predictable running costs, full keel and bronze running gear. Yachties will love her, and she is the perfect bay cruiser and occasional overnighter that will never date! If you are looking for an open version, the Acadia 21 is a traditional day boat perfect for sunset cruising on the harbour or just having a cruise around the bay. The Acadia 21 is a lovely Downeast styled day launch that is both practical and stylish. She will run on the smell of an oily rag with her Yanmar 80hp shaft drive diesel and will do any boat owner proud without breaking the bank to maintain. She's also suitable for the inshore fisherman with the simplicity, safety and economy of a shaft drive diesel. www.e-marine.com.au

ODIAC HAS ANNOUNCED the imminent release of a new range of 100% electric boats powered by Torqeedo. As the first complete range of 100% electric boats since the E-Jet in 2017, the new Zodiac eOPEN RIBs are equipped with Torqeedo drive systems including motor, batteries and charger. The first two models in the range, 3.1 and 3.4, are easy to drive, easy to store, and easy to tow. They have four to six seats, depending on size, and allow for 50 minutes of autonomy at a speed of about 12kt. Several options are available on the new models, including EVA floor, bimini, rear ladder, storage net, lift kit, Fusion audio system and more. www.orakeimarine.co.nz

PACIFIC POWERBOAT MAGAZINE

FISHING JUST GOT EASIER...

MotorGuide continues to build on a rich legacy of product innovation. We’ve spent recent seasons with a renewed look at everything through the mind’s eye of the fisherman, and we’ve quietly dedicated ourselves to creating the most durable, reliable and easiest- to-use trolling motors ever. Because we believe a trolling motor should do more than simply move a boat forward.

motorguide.co.nz

POWER ON

YANMAR CELEBRATES GOLDEN ANNIVERSARY Yanmar has a reputation today as a leader in setting the global standard in diesel propulsion and marine solutions, backed by the largest worldwide service network in the industry. 2021 heralds the company’s 50th year in the recreational boating market.

HE COMPANY has built that reputation over 100 years of diesel innovation and 75 years of marine technology, with the past 50 years focused on purpose built recreational marine engines. Yanmar’s commitment to more than a century of diesel innovation and the delivery of application-driven solutions for recreational marine and across all sectors, is backed with decades of dedication to quality control and sustainability. The half-century celebrations starting in September 2021, in which all Yanmar owners were encouraged to participate, in a worldwide promotion based around owner’s experience with the Yanmar product. Users’ personal Yanmar stories and experiences have been highlighted on social platforms using #yanmar50 incentivised by prizes. In 1971 Yanmar’s first purpose-built engine for recreational marine use, the PMX 1 cylinder, with 6-8hp models was released, in response to an increasing interest in pleasure boating and sailing. This milestone launch was shortly followed by the introduction of the YSE (Yacht Series Engine) in 1972, built

Yanmar 6LY-CR HP range: 400-440

specifically for sailing yachts. After bringing the first marine engine for fishing boats to the market nearly 75 years ago and becoming the first diesel engine manufacturer to receive the Deming Prize for Total Quality Management in 1968, the ground-breaking launch of a dedicated solution for recreational marine use highlights Yanmar’s focus on customers. It also portrays how Yanmar simultaneously strive to deliver best-in-class quality, technology, and sustainable solutions. These are key philosophies driving the diesel technology development at the company since its founding in 1912. Yanmar continues to set new standards up to the present day, becoming the first recipient of the marine diesel engine NOx certification by the International Maritime Organization (IMO) in 1994. It far exceeded EPA Tier III emissions regulations with the introduction of the 4JH-CR Series in 2014, bringing the benefits of common rail technology to sailing and smaller vessels. Yanmar’s complete line-up of class-leading, efficient and quiet sailboat and powerboat engines is expanding with the recent launches of

the 6LF and 6LT series. The Yanmar range of recreational marine diesel engines starts with the 1GM10, a 9hp single cylinder, through to the 550hp, six cylinder, 6LF550. Yanmar offer a total of 35 diesel engines, based on 1,2,3,4, 6 and 8 cylinder block configurations. Martijn Oggel, Global Sales Manager, said: “We are proud to celebrate 50 years of providing recreational marine customers with purpose-built solutions, confident that we are best positioned to continue delivering the most trusted, advanced engines for decades ahead. Yanmar has always led the way with industry-leading and awardwinning technology, breaking new ground in low emissions and reliability.

Yanmar 8LV-ZT370 sterndrive

HISTORY OF POWER EQUIPMENT & YANMAR IN NEW ZEALAND FEB 2010

Acquired Power & Marine who were the former NZ Yanmar Distributor

FEB 2010

Acquired Whiting Power Systems who were the largest NZ Yanmar Dealer at the time, based in Auckland

NOVEMBER / DECEMBER 2021

JULY 2016

Whiting Power Systems, re-branded to Power Equipment Ltd

PACIFIC POWERBOAT MAGAZINE

OCT 2019

Power Equipment Ltd moves Operations from Westhaven to 10A Vega Place Rosedale, Auckland into dedicated distribution offices and warehouse

AUG 2020

Cessation of Maintenance operations to concentrate on product distribution through their Nationwide Dealer Network.

YANMAR IN THE SOUTH PACIFIC Power Equipment Pty Ltd is a family-owned business with three decades of experience in distributing world-leading diesel engines in Australia, New Zealand and the South Pacific. It is the exclusive and authorised distributor for Yanmar and John Deere marine and industrial engines in this region.

DDITIONAL PRODUCTS distributed by Power Equipment include Gori Propellers, PSS Shaft Seals, MASE marine generators, Torqeedo electric propulsion systems, as well as Dtorque and OXE diesel outboards. Power Equipment’s head office is in Melbourne and it has branches in NSW, QLD, WA and the north and south islands of New Zealand. Through these branches it provides expertise and product support to its network of dealers and their customers. The Yanmar & Power Equipment alliance in New Zealand is now in its 11th year and has grown its dealer network to over 30 marine and Industrial dealerships throughout the North and South island. As the exclusive authorized Yanmar distributer in New Zealand, Power Equipment strive to provide outstanding service and backup support to their customers.

Yanmar integrates the most advanced common rail technology into their innovative marine engines.

Common rail technology is a digitally controlled, high-pressure fuel injection and sensor system that optimiSes engine efficiency & performance. This results in reduced emissions, minimal noise, and peak power output, significantly improving the engine’s overall efficiency and comfort onboard. PowerboatMagazine.co.nz

ELECTRONIC NEWS

LOFRANS ANCHOR WINDLASS CONTROL PANEL Lofran’s new electronic touch panel’s two-button activation system prevents accidental activation of the anchor. Italian windlass manufacturer Lofrans’ has launched a low-profile, IP67-rated anchor

windlass control panel designed with safety in mind. The new Electronic Touch Panel boasts a two-button activation system to prevent accidental activation. Users must press both LED-backlit buttons for one second to activate. For added safety, it also boasts a threeminute auto deactivation as well as buzzer notification on deactivation. Its unique design means the user can activate the panel without activating and deactivating

LOWRANCE UNVEILS NEW COMPANION APP Lowrance officially unveiled its Lowrance App last week, including a set of new premium features. These include advanced functionality and seamless synchronisation with the full range of Lowrance fishfinders and chartplotters. The Lowrance App is free to download and offers a rich experience that includes free up-todate and detailed nautical charts from C-MAP, creation and management of all your waypoints, routes and tracks, along with the latest marine weather, important

RAYMARINE’S LIGHTHOUSE 3.15 UPDATE

Named after the French island territory in the Caribbean Sea, Raymarine’s new LightHouse update, Guadeloupe (v3.15), offers practical new features and enhancements One of the most exciting is Guadeloupe’s new Anchor Drag Wizard. This provides step-by-step anchoring guidance, using live system data and maritime best practices. With an intuitive on-screen display of the boat’s anchor swing radius and drag circles, the new Anchor Drag Wizard provides unparalleled awareness of a vessel’s movements at anchor. A new Shallow Depth Alarm enables skippers to be notified when the water below the keel drops below a certain depth and set their alarm in 0.1m increments. 38

NOVEMBER / DECEMBER 2021

Enhancing Mercury’s Vessel View and their new SmartCraft connect gateway, Guadaloupe now offers users the ability to view SmartCraft engine data in both horizontal and vertical split-screens and in full-screen and pull out sidebar. With the addition of third-party Bluetooth compatibility, the Axiom range can now be easily controlled using the iKey range of keyboards and trackpads, giving skippers complete control even when not within arms reach of their MFD. With Guadeloupe’s new Setting Lock function, first responders and installers can ensure that an accidental change in settings does not lead to a dangerous situation at sea. Pin protected, the Settings Lock applies to boat details, PACIFIC POWERBOAT MAGAZINE

the circuit breaker – which is often located in an inaccessible space – before and after anchoring. The round back flange makes it simple to install, and the front panel is IP67 certified for water and dust resistance.

www.lhmarine.co.nz

points of interest and much more. The app allows you to register your Lowrance device(s), ensuring you have the latest software, manuals, information and tips related to your devices, as well as the ability to synchronise data, mirror and control right from your mobile device. It’s available on both the Apple Store for iOS and Google Play for Android. The premium version of the Lowrance App includes custom depth shading – an essential feature for anglers – as well High-Resolution Bathymetry Charts, offline maps and global charts, Automatic Identification System (AIS), Lowrance App Traffic, 5-day weather along with the route and 5-day weather overlay, GPS navigation data and line and track record.

www.lowrance.com

WiFi settings (including radar pairings), Bluetooth settings and depth transducer settings. Raymarine’s new Guadeloupe LightHouse 3.15 operating system for Axiom, Axiom+, Axiom Pro and Axiom XL multifunction displays is now available and free to download using the Axiom’s software update feature or from www.raymarine.

eu/multifunction-displays/lighthouse3/ www.lusty-blundell.co.nz.

MERCURY RELEASE 1ST MATE On average, each year, at least 23 people drown as a result of boating accidents in Australia, and 20 people in New Zealand* - with the key demographic being males aged 50-75. While failure to wear a lifejacket is one of the leading causes of drowning, another crucial risk factor is an inability to communicate with emergency contacts when an accident happens. This is why Mercury has developed 1st Mate, the world’s first engineintegrated “man overboard” monitoring and warning system. The 1st Mate Marine Safety and Security System uses wearable technology for up to eight people. It’s designed to turn off the engine, sound an alarm during “man overboard” events, and send distress messages to the captain’s emergency contacts. The technology is designed to create confidence for a captain, their passengers and their family and friends at home. It is composed of an intelligent hub, a set of wearable devices, and a mobile app. It ensures direct integration between 1st Mate and the vessel’s propulsion system. An additional and valuable feature for all boaters is the Theft Deterrent System that prevents unauthorised use by locking the engine when the captain is away from the vessel. www.mercurymarine.com

INMARSAT NETWORK OF THE FUTURE Inmarsat ORCHESTRA will enable groundbreaking new services in new places for global mobility customers. \In the largest ever transformation of its current world-class services, Inmarsat ORCHESTRA will bring together existing geosynchronous (GEO) satellites with low earth orbit satellites (LEO) and terrestrial 5G into an integrated, high-performance solution. Whether for a ship in a crowded port, an aircraft preparing to land at LAX, or a defence force deployed in a remote location, ORCHESTRA is designed to meet evolving connectivity needs in the mobility market with a service unmatched by any competitor offering, planned or in existence. ORCHESTRA will open up a host of new and previously unattainable possibilities for industries across the world. New services include close-shore navigation for autonomous vessels, next-generation emergency safety services for maritime crews, secure and tactical private networks for governments and direct-to-cloud connections for airlines. ORCHESTRA is unique because it draws together the benefits of multiple technologies to create one cohesive solution. The network will benefit from ‘dynamic mesh’ technology, allowing individual customer terminals to direct traffic to and from other customer terminals.

www.inmarsat.com

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

PONUI ISLAND MAGIC In Auckland we’re spoiled for choice of great cruising destinations with about 1,200 square miles of the mighty Hauraki Gulf and dozens of islands on our doorstep, explaining why Auckland is said to have the largest number of boats per capita in the world. One of our favourite inner Gulf islands is Ponui, located about 20 miles from Downtown and to the south-east of Waiheke Island. First inhabited by Maori during the 1400s the island was purchased in 1853 by the Chamberlin family, who remained through the generations and still farm the island to this day. Twenty three historic pa sites have been identified on Ponui, which translates as “long night”. Judging from the number of cruisers who frequent this area we’re sure there’s been many a long and enjoyable night spent here. Ponui is about four miles long in a north to south direction, one to two miles wide and indented with numerous bays and coves offering at least 20 good anchorages, well spread around the island allowing cruisers to find safe shelter in all wind conditions. The highly informative Royal Akarana Yacht Club Coastal Cruising Handbook provides good information on most of these anchorages, so we’ll focus on just three of our favourite areas. By far Ponui’s most popular anchorage is Chamberlains Bay (also called North Harbour) bordering the northern coast’s Ruthe Passage separating Ponui and Rotoroa Islands. This large bay offers great shelter in westerlies through to southerlies and for light north-westerlies and south-easterlies, although in stronger south-easterlies an uncomfortable fetch comes into the bay from the Firth of Thames. Camberlains Bay has no particular hazards except for the muddy bottom gradually shoaling towards the southern shoreline. Immediately to the east are two great sandy beaches easily reached by dinghy. If anchoring off these beaches watch out for the rocky outcrop between the two beaches and monitor your depth. Part of Chamberlains Bay’s appeal is 40

NOVEMBER / DECEMBER 2021

that if the wind shifts to the north or east boats can easily move less than a mile across to Rotoroa’s South-West Bay to shelter. This bay also has three moorings available to rent by prior arrangement at $25 per night. The Salvation Army ran an alcohol addiction treatment centre here from 1911 until 2005 and during those that time no landing was allowed. Nowadays visitors are encouraged, but no dogs are allowed as Rotoroa is a wildlife sanctuary with kiwi and weka abounding. It’s well worth visiting their interesting Exhibition Centre and your kids will certainly love the nearby brick jail house. Take a walk over the island for spectacular views of the Firth of Thames

and visit Men’s Bay and Ladies’ Bay on Rotoroa’s east coast - great anchorages in settled westerly conditions. Formerly cruisers could only gaze at these near perfect beaches from afar, but can now enjoy their white sand, crystal clear waters and gnarly shade-providing pohutukawa trees. Shark Bay on the island’s western side bordering the Waiheke Channel isn’t mentioned on the NZ 5324 Chart for this area, but it’s the bay to the north of Oranga and Poroaki Bays. Oranga Bay is too shallow for anchoring, but take your dinghy in to see the shipwreck on the shoreline with its impressive propeller and the nearby remains of two boilers. You’ll also see plenty of rays gliding across the seabed searching for kai. Poroaki Bay can be recognised by its several homesteads and protruding western headland providing protection from the prevailing south-westerly wind. PACIFIC POWERBOAT MAGAZINE

Between Shark Bay and Ponui Head to the north are two unnamed bays with excellent sandy beaches and shelter from southerly through to north-easterly winds, but be aware of an unmarked rock south west of Ponui Head (marked on Chart). The only negative for this area is wakes produced by large motor vessels travelling at speed through the Waiheke Channel. Bryants Bay on Ponui’s north-east coast is a settled weather anchorage suitable for northerly through to south-westerly winds. It’s well protected by Scully Reef and consists of three small bays, two of which are really stunning, together with a large anchoring area outside these bays. This is an area where we’re often happy to anchor for several days and holding is good, but be aware of close to shore rocks. About half a mile south is another well sheltered bay with a fine sandy beach. Fishing is generally good around Ponui, particularly on the eastern side in the Firth of Thames and we’re always able to feed ourselves, however on the northwestern side be aware of the Te Matuki Marine Reserve extending across to Awaawaroa Bay on Waiheke Island’s south coast. There are large signs on Ponui Island’s foreshores advising the island is private property and that no dogs, fires or camping are allowed. I spoke to one of the farm owners who advised boaties may land on beaches provided they observe the above limitations. Ponui is home to nearly 2,000 brown kiwi, descendants of just 13 released in 1964 and dogs and ferrets are their main predators so there’s good reason to ban dogs. Some owners apparently think leashed dogs are not a problem, but they still upset farm animals and wildlife while their scent is an issue in bird breeding areas. We really enjoy anchoring in these areas around Ponui and hope you will too, but remember if going ashore to act responsibly by taking no dogs, lighting no fires and taking your rubbish with you.

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FISHING

with Bruce Duncan (aka Captain Swish)

PLEASE DON’T SPILL MY RUM Like everyone, the word Covid has had a dramatic impact on all of our lives, yet as a country, we are the envy of the world, so let’s stop moaning and turn the negative into the positive. Now with more time on the water rather than overseas, let’s take a bit more time to explore our coast.

t the end of last year, I was asked to advise a relatively new boatie on where the best anchorages are, things to watch out for etc., around the Hauraki Gulf. Now that’s a big ask as so much depends on the wind strength and direction as well as what the weather is likely to do in the next few days. Rather than sitting down with a chart, the best way to do this is to go down to their boat and fire up the Furuno chart plotter, move the cursor to the bay and then zoom in to mark a spot. I then got him to write down the conditions that the particular anchorage was best suited for. All the time I was doing this, I remarked that the holding in this particular bay isn’t flash in fresh winds. Or, if the wind picks up, he would need to move to another bay as the cliffs and trees offer better protection in stronger conditions. Some three hours and many beers later, I covered the Mahurangi / Kawau/ Great Barrier/ the Mercury Islands, both the eastern and western side of the Coromandel, plus the inner Gulf Islands. For the first time, I thought about it. I have spent a lifetime on the coast, and I have never been bored, no matter how many times I may have spent in any one area. If you dare to go a little outside the square and be an adventurist, there is often so much more to see, do and learn, than being anchored in the same old bay with fifty other boats. Given the right weather window, I like doing my own thing during the day, sneaking into all the small cove nooks and crannies, particularly around the more remote bits of the coast. But I still tend to anchor in more conventional anchorages overnight. Over the years, I have found some fantastic tiny little bays and inlets around the back of the Great Barrier, the top of the Coromandel’s and at the bottom end of Waiheke. You won’t know unless you go. Often I have anchored in a tiny inlet, gone ashore followed a creek bed up a narrow valley, to find stunning untouched native bush, with 42

NOVEMBER / DECEMBER 2021

just bird song to break the sound of silence. There are a vast number of fantastic walks right on Auckland’s doorstep. Islington Bay on Rangitoto (a bulletproof anchorage with a thick mud /sand bottom) has several walking tracks around the island and up to the top of the volcano. If you get down to the Mercury Islands, there is a number of stunning walks all over the island, and my favourite is up through an ancient Pohutukawa forest to a hidden waterfall.

WHAT MAKES A GOOD ANCHORAGE? To get to know an anchorage, I suggest that you go into the bay at dead low tide to see how close you can safely anchor and mark it on the chart plotter. The closer to shore you are, the more sheltered it will be. Have a good look at your surroundings and think of the worst-case scenario. If the wind picks up, how much protection will you get? The bay’s size and shape and the anchorage’s bottom type are also essential factors for good holding. The actual size and shape of the landmass come into play in strong winds. Hills and cliffs break the wind, whereas a low landmass allows the wind to scream out and across the bay, swinging the boat all-round the place. In windy conditions, my ideal anchorage will have high hills or cliffs with many trees. Trees have an amazing effect of sucking out the power of the wind. Dropping and Setting the anchor is as important as where you anchor. At times I shudder when I see a boat dropping its anchor and dumping a pile of the chain while still going ahead. This is a recipe for disaster as the boat may sit okay, simply by the weight of the chain, but when the wind picks up, the boat drags back onto other boats till the anchor takes. By marking the anchor chain with multicoloured cable ties, I know exactly how much chain I have out. First, I measure the

PACIFIC POWERBOAT MAGAZINE

BECAUSE … "If you get down to the Mercury Islands, there is a number of stunning walks all over the island, and my favourite is up through an ancient Pohutukawa forest to a hidden waterfall.” distance from the winch to the water line and mark it. My following marks are at 10m,20m and 30m. Now I know I have a full 10m of chain on the bottom. As important when retrieving the anchor, watching for the cable ties as I raise the anchor, I can slow the retrieval down to prevent the anchor from slamming into the roller on the anchor plank. Anchoring overnight, I like to get in close to the shore. Allowing for the depth at both high and low tide with my boat drawing around d 1m, I am happy with just 2m below me at low tide. Coming to a dead stop, I go slowly astern while dropping the anchor and laying out the chain till I see the 10m markers. Out of gear, the boat’s weight takes up all the slack chain lying on the bottom and straightens it out. With a sight nudge astern, I lay out another 5m and watch the bow turn as the anchor digs in. If you can see the chain vibrating over the roller, it’s a sign the anchor is dragging. How much chain do you let out all depends on the bottom type and wind strength. Too much chain can cause the boat to swing violently and sail all over the place. This puts more pressure on the anchor than if there was slightly less chain out. As much as you need to know how your boat lays at anchor, every boat will lay at anchor differently due to windage and underwater hull shape. This summer, I can see that there will be many more people spending more time out on the water than ever before. Popular anchorages will be more congested, so be aware of your wash when passing or going in or out of a bay full of boats. The best way to approach a bay is to take the boat out of gear, let the boat settle, then idle in with no wake coming off the transom. We don’t want any disasters such as someone getting burned by a kettle of boiling water flying off the stove or, worse, spill a glass of rum tipping over.

YOU LIVE THE DREAM

THOUSAND REASONS, ONE PARTNER

PowerboatMagazine.co.nz

STRAIGHT FROM THE GALLEY with Derek the Chef, chefline14@gmail.com

Pan Fried Blue Nose With Lime And Coriander Butter Over Rice Noodle Salad Blue Nose is a moist and succulent white fish with a firm texture. Bluenose have been landed from New Zealand waters since the 1930’s. They are found in the temperate waters of the Southern Hemisphere around offshore reefs or areas where the sea floor slopes steeply. INGREDIENTS • • • •

METHOD

Blue nose fish fillets Skin Removed Rice flour for dusting Sea salt & Freshly Ground black pepper ¼ cup Cocavo Turmeric & lemon Zest Coconut and Avocado Oil ¼ Cup Butter softened Finely grated zest 1 lime 1x Tbsp finely chopped coriander 1 clove garlic, crushed

• • • • Noodle salad • 100-gram vermicelli noodles, soaked in boiling water • 1 cucumber, halved, thinly sliced • 1 carrot, julienned • ¼ cup coriander leaves • 2 Spring onions, thinly sliced • 1 long red chilli, thinly sliced • 2 x Tbsp sweet chilli sauce • 2 x Tbsp fish sauce • Juice 1 lime 44

NOVEMBER / DECEMBER 2021

Enjoy with

1. In a small bowl, combine butter, lime zest, coriander, and garlic. Mix well and season to taste. 2. In a large non-stick frying pan, heat oil on high. Cook well-seasoned Blue Nose fish 2-3 minutes, each side, until flesh flakes when tested with a fork. 3. Meanwhile, make noodle salad: In a large bowl, combine noodles, cucumber, carrot, coriander, onion, and chilli. Dress with combined sauces and juice. 4. Serve each fish portion topped with a dollop of flavoured butter and accompanied with noodle salad.

Derek the Chef thanks www.InchoiLife.com (enjoy life) for the Vatti Cook Top and Ocean Eats Silverdale for the fresh Seafood

PACIFIC POWERBOAT MAGAZINE

LAWSON’S DRY HILLS GEWURZTRAMINER 2018

This is gewürztraminer personified with wonderfully lifted florals and pronounced notes of lychee and citrus. The wine has a soft and rounded texture with a weighty, generous mid-palate. Rose petal flavours give way to ripe tropical fruits while the finish has a pithy lemon character. Intensely concentrated, complex and delicious.

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ROGER'S RAMBLINGS with Roger Tweddell

VOLVO’S FENCE ENGINE

have been an avid fan of the Volvo Penta diesel engine, especially the early editions. They probably did more to change the way we looked at marine diesels than any other brand. There are thousands of Volvo Penta 40 series 130hp, 165hp, 200hp, 230hp, 260hp, and 285hp diesel engines abound in boats in New Zealand and 100s of thousands all around the world. In New Zealand, the Volvo 165 was original equipment in launches like early Markline 800’s, 900’s,1000’s and1100’s, plus Formula 4000’s, Vindex 350s and 375s and so on. In the early 1980’s many of them were paired with the then-revolutionary Volvo Penta Aquamatic Duo Prop sterndrive introduced in 1982. While single or twin installations were the norm, there were even a smattering of triples. And, when three 165hp Volvos were not enough power, Formula Cruisers switched to triple 180-200hp BMWs. The Volvo 40 series engine and Duoprop stern drive were standard equipment for many diesel-powered cruisers right up until the early 2000s. Many are still going strong in 2021. Most owners are unaware that all these are fundamentally the same engine. They all originate from the original 40 series Volvo Penta 6-cylinder turbocharged 130hp engine, first released in 1977. It has become one of the world’s most popular leisure craft diesel engine’s, coupled with Volvo’s well known Aquamatic Duoprop stern legs and as shaft drives.

The story starts across a garden fence in Långedrag in Göteborg. Lars Malmros of the Volvo Truck Corporation and Harald Wiklund of Volvo Penta were neighbours, and they agreed that what was missing from their product program was a small six-cylinder diesel engine. Previously Volvo Penta had been mostly adapting truck engines. Together they decided to solve this, and the concept for the 40 engine, otherwise known as the “fence engine”, was conceived. This gave rise to the MD40, a sixcylinder diesel engine with a 3.59 litre capacity, available with or without turbocharging. The 40 series was an instant success. Its high output and low weight were ideal for planning leisure craft. The concept of compact, highperformance diesel engines was highly successful for Volvo Penta and became a key feature of its overall product line. Volvo Penta consistently enhanced its 40 series engines in response to the continual demand for higher output and ever-better performance. The 40 series has become one of the world’s biggest-selling Leisure marine diesel engines. The original TMD40 provided 130hp with a turbocharger. A few years later, the 165hp version was released with charge-air cooling. (AKA inter-cooler or after-cooler).In 1982 the 30 Series, a 4 cylinder version was also introduced. By the mid-1980s the power for the 40 Series was further increased to 200hp with direct injection and a bigger turbo. The AD41, as it was known

when coupled with the Duoprop (twin counter-rotating propellers) stern leg introduced in 1982, became the standard for small high speed planning launches in New Zealand. A significant step was taken in 1991 with the launch of the KAD42, which provided 230hp. With this model, Volvo Penta supplemented turbocharging with a mechanical compressor (supercharger), more fuel, and a bigger turbo. The result was high power directly from low rpm (supercharger) for rapid acceleration, plus high peak output (turbocharger) to ensure top speed. The KAD42 paired with Duoprop proved extremely popular and was one of the topselling diesel engines in NZ but also worldwide. In 1997 the KAD Series was extended with the addition of the four-cylinder KAD32 and six-cylinder KAD43 and the electronically controlled KAD44 EDC offering 260hp. The KAD 44 had modified heads with four valves per cylinder. A few years later, the KAD300 was introduced and, with its 285hp, offered more than twice the output as the original TMD40’s 130 Hp. Today those original engines have been replaced by the new breed of Volvo Penta D3, D4 and D6 engines. However, today those old engines are still popular, with thousands still in service and in great demand. Many are rebuilt, and also older 165s are being replaced with 200s, 230s as power upgrades.

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DB837

www.aircat.nz 46

SEPTEMBER / OCTOBER 2021

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THE NEED FOR SPEED TEXT BY BARRY THOMPSON

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C A R B O N C AT 2 0 M

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When Kiwi international offshore powerboat championship-winning competitor Wayne Valder decided he wanted a large pleasure cat, he set his sights on something fast. The all-new highspeed Carbon Cat 20m is the result. “I am coming to the end of my racing career, so I was looking for something else challenging and a bit more futuristic than a conventional flybridge cruiser or sportfisher. “I am used to running upwards of 140mph in my MTI powercat on the US offshore circuit, so while I didn’t plan anything that fast in pleasure boat form, I still wanted something reasonably quick”, says Wayne. His quest took him to one of the leading lights in high performance pleasure cats, Roger Hill, who drew up a 20m foiling asymmetrical cat with enough horsepower to reach around 45 knots. The boat’s name, The Keys, derives from Wayne’s and Kath’s affiliation and love of Key West, Florida, competing in the World Power Boat Championships several times. It is considered one of the iconic offshore powerboat racing venues in the world, and while it hasn’t always been good to Wayne and his Pro Floors team, it keeps drawing him back. “While we have been unable to go to Key West this year, I have plans to compete on the entire US circuit next year, and that culminates at Key West in November with the World Championships”, says Wayne. He also hopes to have a Carbon Cat on display at the 2022 Ft Lauderdale Boatshow, held a week before Key West.

DESIGN BRIEF

During initial trials, the GPS touched 45.2 knots.

Compared to a similar length monohull, the Carbon Cat 20m offers 20% more accommodation volume. Not only are the internal spaces larger, so to the cockpit and deck areas. The entertainment areas are vast. The Carbon Cat 20 has a similar area to that found in a 23m monohull. Once the plans were completed, Clevedon based Scott Lane Boatbuilders were given the task of putting The Keys together. Weight is critical with any highperformance hull. All Carbon Cats are built using foam-core, carbon fibre skinned panels to achieve the

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C A R B O N C AT 2 0 M minimum weight possible and allow for a luxury fit-out and specification. While Scott Lane has an enviable reputation for building Elite monohulls, this 20m Roger Hill design is his first power cat, plus his first all carbon fibre vessel (hence the branding, Carbon Cats). It is also the largest boat he has built from his Clevedon factory. Scott Lane Boatbuilders made female moulds and then sent them to Nic De Mey Yachts in Tauranga to produce all the epoxy-infused carbon components. The composite parts were then sent back to the boatyard for assembly. Nina Heatley of Clever Fox Projects was responsible for the composite engineering and details. “Essentially, the hull is four main components, so we were able to leave the sides off as long as possible during construction, so the builders had easy access to the interior and were able to do most of the joinery and fit-out before we closed it all in”, says Scott. There is 40mm of foam core in the running surfaces, 20mm topsides, with all bulkheads, flooring and structural areas infused carbon. Overall displacement fully loaded is 40.2 tonnes. The current

Can’t think of a better way to arrive than by chopper.

The helm on The Keys features a trio of Garmin 16» screens surrounded by all the necessary navigation and system controls

mould can be stretched out to 22m with an additional 600mm wider beam. LOA of the Carbon Cat 20 is 20.27m, with a LWL of 17.10m, a maximum beam of 6.70m (1.98m hull beam) and a draft of 0.83m. Wayne was never going to build just one boat. Hence the set of moulds and already hull #2 is under development. He intends to take Carbon Cats to the world market and has already had some keen interest from local and overseas potential buyers. “This is the future for boating, and I can see this boat being able to get to Fiji in around 40 hours and Sydney in 34 hours, which is unheard of in a conventional monohull motor yacht”.

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Wayne’s plans include having a crack at established long-distance speed records such as the Sydney to Auckland and Around NZ records, both of which are held by the late Ginger Gibbs. He is even aiming at the NZ Diesel Speed record, which currently stands at 45.6 knots. During initial trials, the GPS touched 45.2 knots, so it isn’t going to take much to break the record.

ALL ABOUT LIFT

Speed and efficiency in bigger boats have always interested me, and after speaking to Roger and learning more about his reasoning for his asymmetrical foiling powercats, I could see we were both on the same page», says Wayne. A lifting foil between the hulls was required to optimise the top speed and the economy at lower cruising speeds. Thanks to his background in the foil assisted field the Naval architect and CFD analyst Giuseppe Musca has been chosen as hull consultant and for being responsible for the performance analyses and powering requirements, hydrodynamic appendages design and for developing a custom hydrofoil system for the project. After a multi design exploration study focusing on the comparison of the lift, efficiency and pressure distribution of several foil design shapes the final choice was a delta-shaped V carbon foil able to generate approx. 20 tonnes of lift at the optimum cruising speed. The foil system is able to self-stabilize the boat at all range of speeds but, in order to reach the maximum

“Can't think of a better way to arrive than by chopper.”

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C A R B O N C AT 2 0 M

Being a custom build, the saloon layout is again a decision of the owner.

The interior styling is inspired by Bentley.

control of the lift generated and improve the navigation comfort even in rough sea conditions, an additional Humphree interceptor ride control system has been integrated and installed on each transom. The foil starts working at around 18 knots, which is undoubtedly reflected in the performance and fuel data. Based on the figures, the boat has an extensive optimal cruising speed of between 18-30 knots, maintaining a relatively constant lpnm range. The best cruise is at a high 30 knots, with 7.4 lpnm and a range of 1143nm (allowing for 10% reserve fuel). If you are happy to cruise at a more sedate 13.5

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knots, then you’ll have enough fuel to go non-stop to Cairns. At 30 knots, it’s a quick trip to Fiji, and at a high 34 knots, you have enough fuel to go all the way to Noumea. After initial trials a few hydrodynamic tweaks have been called in order to squeeze out the last few tenths of a knot. This should also help The Keys break the 46-knot barrier and take the title as the fastest diesel cruiser in the country.

45 KNOTS…YOU BET

When it comes to making a boat go fast, there is no one more experienced than Wayne. So when it came to powering his new Carbon Cat, there was no question about packing in a load of horsepower. To do 45 knots, designer Roger Hill specified a minimum of 2600hp. “We went for the MANs due to their excellent power to weight ratio and particularly the torque curve. They develop maximum torque early on and hold it right through the range, something that is important as we need the power early to activate the foil”, says designer Roger Hill. Initial trials with a pair of 1300hp M.A.N V8s saw the boat nudge around 45 knots in mid load. Since launching, some work has been done on the aft sections of the hulls running surfaces to provide a little less stern lift and improve boat handling at high speed. The 1300hp M.A.N V8s are coupled to jackshafts and linked to ZF665V gearboxes with a 1.97:1 ratio. The

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C A R B O N C AT 2 0 M

The full-beam master is in the bow with a king-size berth over the tunnel.

The Keys is a fourcabin design, with both twin and single berth arrangements.

Keys is fitted with conventional driveshafts, with a pair of CJR Propulsion 31» x 52.5» 5 blade underwater MRKSuperprops, with minimal drag P brackets. The MRKSuperprop is an advanced bespoke design for high-speed boats and is 100% CNC machined to Class S. Boat #2 is having CJR Propulsion surface-piercing propellers that should take the cat over the 50-knot barrier. Leigh Michau of Q-Marine, the New Zealand agent for CJR Propulsion, says that even the current underwater propellers on The Keys are designed to work to 4748 knots. "50 knots is my target, and while I know it is not achievable with the current driveline set up, I am sure we can achieve it and more with surface propellers while still running the same engines", says Wayne.

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While the 1300hp M.A.N V8s is rated to 2300 rpm, we could only achieve 2200 rpm @ 45.2 knots while on the boat on Auckland Harbour. Wayne says he is confident in achieving maximum rpm with a few tweaks, such as moving the foil, which still was due to be carried out in the weeks after our review. The Keys is fitted with Acoustic Vybar, a rigid marine noise barrier and vibration damping sheet specifically engineered to combat the challenging combined effects of vibrations, sound transmission and reverberation from marine engines and boat hulls. Vybar is also not effected by hydrolysis and will not degrade.

FOUR CABIN

The Carbon Cat 20 is essentially a custom boat with bespoke layouts available to suit every owner’s tastes. The Keys is what Wayne and partner Kathy wanted, but already there are changes planned on boat #2. These include changing to a single level sole through the saloon and galley area and raising the foredeck to generate more headroom in the master cabin. There is also talk about much larger hull windows. The Keys is a four-cabin design, with a full-beam master forward with a king-size berth over the tunnel and a large en-suite bathroom with Cork floors, massive shower cubicle, twin sinks and Corian surfaces in the port hull. The master cabin is accessed forward of the helm, with the atrium radiating natural light into the entranceway. Like the rest of the boat, the timber is all Oak, with the owners wanting a particular stain. Light fabrics and wall coverings, and white cabinet doors enhance the feeling of space and room to move.

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C A R B O N C AT 2 0 M

The flow from the interior to the cockpit is clean, with a sliding door and a lift-up rear window.

The Keys is finished in Bentley orange.

The rest of the accommodation is in the hulls, with both areas accessed from companionways on either side of the saloon. To port, two cabins share the same en-suite. Forward is a large cabin with a queen berth, and aft is a rear cabin with two singles. There is a VIP cabin in the starboard hull, complete with an exceptionally large en-suite.

JOYSTICK CONTROL

Being a custom build, the saloon layout is again a decision of the owner. The Keys is relatively conventional in many ways, with a port side forward lounger, aft galley, bar opposite with

an entertainment centre and helm forward. All spaces are conceived to provide maximum use of the available space, with a meticulously finish as you might expect from Scott Lane Boatbuilders. However, while the prime directive from the owner was to portray an accent of quality with a Bentley inspired interior, it also had to be practical. Something that has certainly been achieved. The spacious dash gives you the ability to fit as much or as little in the way of electronics as you want. The helm on The Keys features a trio of Garmin 16» screens surrounded by all the necessary navigation and system controls. A CMC electronic steering system is used, which is controlled by a joystick on

“50 knots is my target.” - O W N E R WAY N E VA L D E R

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C A R B O N C AT 2 0 M

Now that’s what you call a bar. Exceptional detail is obvious throughout the vessel. With the rear door and window open, the galley flows seamlessly into the cockpit. Stunning outlook from the vanity in the owner's cabin.

the helm armrest. It proved to be extremely positive at high speed and provided effortless control of the boat during all manoeuvres. While visibility from the helm is fine, in boat #2, one of the forward window mullions will be removed, providing even better uninterrupted viewing. Sliding side windows on either side of the saloon provide extra natural ventilation.

SEAMLESS ENTRY

The flow from the interior to the cockpit is clean, with a sliding door and a lift-up rear window. This brings the galley area seamlessly into the cockpit, so the entertaining spaces all blend into one. There’s no question that this is a boat that has been designed

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around having fun with friends as well as extended cruising. The generous cockpit features loose chairs, but again you can build in whatever seating layout you want. Forward there is a large fridge/freezer area and rod locker to port, with the day head on the starboard side. Under the centre of the cockpit is a tender garage with a rise/fall hydraulic platform. The ‘boat deck’ and helicopter landing space is above the cockpit and accessed by a set of steps. One of the earliest design requests was for the boat to have a ‘touch and go’ landing pad for Wayne’s helicopter. Plus, there’s also an ADC davit crane and space for a large RIB tender. The foredeck space of The Keys has been well

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C A R B O N C AT 2 0 M One of the earliest design requests was for the boat to have a ‘touch and go’ landing pad for the owner’s helicopter.

utilised with a recessed sunpad with fold up back rest and detachable bimini top. There are deep storage lockers either side of the enclosed anchor compartment. I was interested to see a Lonestar Elite 7 drum winch with a Sarca Excel anchor, rather than a conventional capstan, not something you see often on larger vessels. According to Wayne, it works extremely well and he is very pleased with it.

SPECIFICATIONS Model: Carbon Cat 20m Builder: Scott Lane Boatbuilders Designer: Roger Hill Yacht Design Year Launched: 2021 Priced From: $NZ5.5m Type: Powercat Construction: Carbon Fibre Displacement (Heavy): 40.2 tonnes Displacement (Light): 30 tonnes LOA: 20.27m LWL: 17.10m Beam: 6.70m Draft: .83m

Power: 2 x M.A.N 1300hp V8 Generator: 2 x Fisher Panda MFDs: Garmin 16” x 3 Sound System: Fusion Anchor Winch: Lonestar Drum Interceptors: Humphrees Fuel Capacity 9460 litres Water Capacity 1675 litres Contact Carbon Cats: Wayne Valder: 0274951279 enquires@carbon-cats.com www.carbon-cats.com

Offered in a range of sizes from 18m to 22m, Carbon Cats are available in either a sports sedan or flybridge style. Carbon Cats are the start of a new dimension in power cat design and are destined to become a world leader in high-speed foil assisted power catamarans. If you aspire to be admired on the water, like speed and luxury, then a Carbon Cat can help fulfil those dreams.

FUEL & PERFORMANCE DATA RPM Knots L/h L/NM Range(NM) 600 9.0 20 2.2 3807 800 11.0 50 4.5 1861 900 13.5 74 5.5 1543 1000 15.5 94 6.1 1395 1200 18.0 138 7.7 1103 1400 25.0 186 7.4 1137 1600 30.0 222 7.4 1143 1800 34.0 306 9.0 940 2000 40.0 426 10.7 794 2200 45.2 490 10.8 780 Range allows for 10% reserve of 9400 litres

Scott Lane Boatbuilders: Scott Lane: Ph 0274765443 scott@slboats.co.nz www.scottlaneboatbuilders.co.nz

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F O U N TA I N E PA J O T P O W E R 67

Long distance cruiser or simply a great place to entertain, the Fountaine Pajot Power 67 has it all.

he Power 67 combines all the strengths of a power catamaran with Fountaine Pajot’s extensive experience producing award-winning motor yachts and luxury catamarans. The Power 67 is the flagship model of Fountaine Pajot’s Motor Yacht range and boasts all the signature features of the shipyard’s highly acclaimed lineup, yet has also inherited the luxury, space, and elegance of the Alegria 67 sailing catamaran. The Fountaine Pajot Power 67 is the largest power catamaran from this leading French builder and another step up in the luxury scale. It has it all—size, stability, range and comfort. The Fountaine Pajot 67 has the layout and space that only a 19.69 m long catamaran a Navetta 9.84 m beam The stylewith of the can provide. She’s drawn bybeBerret-Racoupeau 48 may somewhat Yacht Design and is available in two Lounge polarising, andlayouts. you either Maestro has the galley down with an hate owner’s love it or you it. suite and three double cabins with ensuites. The Classic Maestro version with an owner’s suite and four double cabins below, each with a private head.

DIRECT DRIVE

The Power 67 is Fountaine-Pajot’s new flagship power cat.

Interestingly, Fountaine Pajot has opted not to fit pods – a departure from the mid-range models in its lineup – but with straight shafts. Standard power is a pair of Volvo Penta 300hp, with an upgrade to Volvo Penta D6 480np. With the upgraded engines the Fountaine Pajot Power 67 will cover 1,700nm at a sedate cruise of around 8 knots, thanks to a whopping 4,000-litre fuel capacity. Even at a still leisurely 15 knots, you have a range of over 400 nm. The top speed is around 20 knots. The Power 67 hulls have been adapted from the new Alegria 67 sailing catamaran to enhance engine performance. The stern lines are broad to allow great power propulsion. Stairs to starboard on the aft deck lead up to the Power 67’s flying bridge that offers 32 sqm of open area. There’s a horseshoe-shaped lounge around a table to port. To starboard, there’s a small wet bar with a grill just ahead of the stairs. Aft is two rearfacing double-wide lounges. Forward to starboard, the helm has dual multifunction displays with the controls and joystick to starboard. The boat is shaftdriven with a bow thruster and uses Volvo Penta's Assisted Docking System. The bench-style seat has a fold-up bolster so the captain can sit or stand while driving. Lounges alongside and immediately abaft the helm seat ensure that the captain will have company during a long cruise. Overhead, the hardtop has an opening sunroof.

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F O U N TA I N E PA J O T P O W E R 67

The Power 67 delivers generous five-star luxury space that is bold, modern and eminently stylish. More akin to a superyacht, there is a jacuzzi to port with two lounges to starboard. The helm has dual multifunction displays with the controls and IPS joystick to starboard.

From the flying bridge, it’s easy to see the potential of the foredeck as a gathering area during a dockside cocktail party. More akin to a superyacht, there is a jacuzzi to port with two lounges to starboard. This is an option, but with direct access to the owner’s stateroom, it’s probably going to be a very popular one. Forward, the teak decking is wide open, perfect for putting out some chaise lounges to soak up some rays, getting in some yoga or dancing the night away. This exceptional area of the yacht is directly accessible from the inside saloon through a sliding door. Extra-wide side decks with tall rails lead aft where there are stairs on each side of the centrally positioned swim platform. There’s a passerelle to port to facilitate pier-side boarding. The swim platform between the hulls can be lowered into the water to create a private beach. Moving forward, the aft deck has 36 sqm of space

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and a large lounge that wraps around a table to port. Folding deck chairs add capacity, and the table can be lowered to create a large berth. There’s a smaller lounge to starboard as well as a grill. Overhead, the flying bridge provides shade for the entire area and has recessed lighting.

SEAMLESS ENTRY

Large stainless-steel framed glass doors open to provide a seamless entry to the Power 67’s saloon. The boat’s expanse is felt in this area, where there’s a super-sized lounge and a table to starboard. When you have a beam of nearly 10m, you have plenty of space to work the layout magic, and in the Power 67, that amounts to an impressive 40sqm. Ottomans add to the seating space. In the Classic Maestro layout, the galley is opposite to port, with a small lounge just ahead. Forward, a centrally positioned door leads to the foredeck and starboard,

a navigation station includes a chart plotting screen plus monitors for the onboard systems. Available in a long galley version or a galley beautifully incorporated into the saloon, the Power 67 delivers generous five-star luxury space that is bold, modern and eminently stylish. Incredible 360° views are afforded through panoramic windows throughout the power catamaran. Her quality design and trims help usher in the natural light and further enhance the serenity and comfort of the living areas.

ACCOMMODATIONS DECK

The accommodation below in the hulls offers four to six double cabins, making the Power 67 an ideal charter boat. In Charter mode, the layout offers six double cabins with en-suite bathrooms, three in each hull in a symmetrical order. When choosing the galley down option, it replaces the port middle cabin and leaves more room for the reception area in the saloon. The port rear cabin can offer bunk beds and might be preferred as a cabin crew or for adults. Both rear cabins are accessible from outside through the cockpit for more privacy. The forepeak cabins with double beds and private bathrooms can be fitted both on port and starboard.

Large stainless-steel framed glass doors open to provide a seamless entry to the Power 67’s saloon. The major difference in Maestro mode is a sensational 22sqm owner suite. Power 67’s flying bridge offers 32 sqm of open area.

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F O U N TA I N E PA J O T P O W E R 67

The Fountaine Power 67 will cover 1,700nm at a sedate cruise of around 8 knots.

The major difference in Maestro mode is a sensational 22sqm owner suite on starboard, with sofa, desk, and an extensive bathroom with separate shower. An exclusive door to the front cockpit provides convenient exterior access while retaining privacy. This layout offers the galley down option for the port mid-space to enjoy a more voluminous saloon. The bunk bed option in the port rear cabin might be preferred to accommodate crew members or solo passengers. Like in the Charter layout, rear cabins staircases come from the cockpit. Both forepeaks can be fitted with double cabins with their own bathroom, independently accessible from the front deck.

SPECIFICATIONS Model: Fountaine Pajot Power 67 Builder: Fountaine Pajot Year Launched: 2021 Priced From: € 2,477,740 ex factory Price As Tested: €3,050,000 ex factory (Est) Type: Powercat Construction: GRP Displacement (Light): 31.5 tonnes LOA: 19.69m Beam: 9.84m

Draft: 1.15m Power (Std): 2 x Volvo Penta D4 300hp Power (Opt): 2 x Volvo Penta D6 480hp Generator: Onan 17kw MFD: Garmin Sound System: Fusion Anchor Winch: Quick Bow Thruster: Max Power Fuel Capacity: 4000 litres Water Capacity: 1050 litres Contact: www.multihullsolutions.com.au

FUEL & PERFORMANCE DATA RPM Knots L/h 1000 6.4 7 1500 9.3 17 2000 10.8 37 2500 12.0 68 2800 13.7 84 3000 14.2 115 3200 15.5 136 3500 19.4 162 3700 18.9 180 3800 20.6 196

L/NM Range(NM) 1.1 3200 1.8 1947 3.4 1065 5.7 635 6.1 587 8.1 445 8.8 410 8.4 431 9.5 378 9.5 378

Note: Range is allowing for 10% reserve fuel.

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PARTY OR CRUISE

Fountaine Pajot’s flagship is stunning in every respect, and it puts the builders right up there amongst some of the most influential power cat builders in the world. It’s a vessel that encompasses French flair with a bit of Italian styling and some imagination. It is sure to appeal to both the recreational and charter market and is destined to be seen at some of the world’s ultimate cruising destinations. Great Barrier Reef or the Bay of Islands would be a great start.

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EASY

MAKING MANOEUVERING

Things you need to know about thrusters

lthough I’ve been professionally and recreationally involved in boating and diving most of my adult life and am no stranger to bow and stern thrusters on boats of all sizes, I came to really appreciate how valuable a bow thruster is when, three years ago, my partner and I had the good fortunate to be invited to spend 10 weeks cruising around Scandinavia with our friends, Jess and Mie aboard ‘Karoline’, their 48’ Hallberg-Rassy sailboat. The value of having a suitable bow thruster on your boat (and this applies to trailer boats from around 7m up to Superyachts) was impressively demonstrated to me when Jess manoeuvred Karoline into what I thought was an impossibly small gap between two other vessels moored alongside the already crowded recreational boating wharf in Bergen harbour on Norway’s west coast; all the while being cheered along by enthusiastic bystanders viewing this impressive mooring feat.

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With the skilful combined use of the boat’s propeller and bow thruster, Jess managed to successfully wedge (crab) Karoline in the tight gap between the two vessels with barely half a metre to spare both fore and aft, all without touching either boat and with only the slightest nudge of our hull against the boat fenders hung from the lifelines!

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If you had to name the most significant piece of marine equipment that has taken the stress out of manoeuvring your boat it has to be the thruster. Bow or stern they make docking and slow speed running so easy. Ron Czerniak takes a detailed look at their history, how they work and how to make the right choice when buying a thruster.

Not convinced and still asking, “Why does anyone really need a bow thruster, or for that matter, a bow and stern thruster on any given recreational boat”? Well the main reason is docking or anchoring for larger vessels and, for smaller vessels (trailer boats from around 7 to 9 m for example), helping to manoeuvre the boat onto its trailer at the boat ramp – especially with a lot of wind and/or current. Thrusters take much of the stress out of docking, anchoring or getting your vessel back on its trailer after a

day out on the water, by giving you sideways control of the movement and position of the bow and the stern of your boat. This is accomplished by rotating a propeller (at very high speed and power) in a submerged tube or a housing mounted athwartships (across the boat through the hull) near the bow and/or the stern. A simple control panel (often a joystick) allows you to push the bow and/or stern sideways to resist the force of a crosswind and/or cross current, while docking or manoeuvring in close quarters like getting in and out of a marina.

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External thrusters from Side Power.

A typical stern thruster from Vetus.

HISTORY

If you are still unconvinced regarding the need for a thruster, think about what thrusters will additionally do for you and your boat. •

Allow you to maintain control while docking and manoeuvring, even into a very tight slip in a crowded marina or getting your trailer boat back onto its trailer.

•

Allow a single crew member to pick up and secure the dock lines while you move the boat sideways while docking. Remember Karoline above? And, you can do this slowly, carefully, quietly and with minimal pushing, pulling or shouting.

•

Minimise the risk of a crew member being injured during docking manoeuvres in difficult conditions.

•

Avoid the possibility of hitting another boat, a dock or a piling, that might cause expensive damage to your boat, another boat or the marina facilities.

•

Spoiler alert! This one is an ego thing. Allow you to handle your boat with the same expertise, grace and panache as other owners whose boats are equipped with thrusters.

•

Make boating more fun. What a concept!

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Thrusters have been used on commercial vessels of all sorts and sizes for generations. Although it is almost impossible to pin point when thrusters started appearing on commercial vessels, people were obviously starting to think about how to manoeuvre a vessel in a tight situation without the use of tug boats as commercial and naval ships got bigger and bigger. One interesting story revolves around a famous British ‘frogman’, Commander “Buster” Crabb; when back in the 1950’s, while carrying out a covert underwater inspection of the Russian naval ship 'Sverdlov', to find out how it could manoeuvre so easily without tugs, he found ‘a circular hole in the bow with a huge propeller inside it that could be directed to give sideways thrust to the bow’. In April, 1956, Crabb did a secret follow up dive on the cruiser but he inexplicably disappeared. The mystery of his disappearance apparently inspired a chapter in Ian Fleming’s book, Thunderball, when James Bond investigates the hull of the Disco Volante. Seemingly Fleming, himself an officer in British Naval intelligence, was directly inspired by Crabb. Perhaps there are earlier accounts of bow thrusters being incorporated into a ship’s hull, but suffice it to say that thrusters likely only started to appear within the last several decades. The relatively high cost of employing tugboats for every arrival and departure from port for commercial vessels was the main motivating force behind the first thruster developments. Installing one or more thrusters on these massive ships made sense; surpassing the point of running cost reductions, as they |

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increased the vessel’s manoeuvrability and thereby increased safety in crowded waters. In the mid-1980s, a few boat equipment manufacturers recognized the benefits that a bow thruster could provide for all boat types and sizes, and the development and production of the first thrusters for leisure boats hit the market. For many years tunnel-based bow thrusters were available to the market; however, at that time, the products were considered to be relatively expensive accessories. But as average boat size increased steadily from year to year; while marinas didn’t, many boat builders now saw that such a docking aid offered tremendous support for boaters in increasingly crowded and tight harbours. In the USA, where the advent of superyachts really started to gain momentum, the historical trend up until the late 1960’s was reflected in the attitude, “Why build a yacht with a thruster as most of the time they were capable of being manoeuvred by an experienced captain?” Thus they were generally seen as something not required. By the ‘70’s some larger vessels were being retro fitted with thrusters. Some commercial, but others one-off’s built by shipyards and almost all were powered by AC electric motors. In the early ‘80’s readily available yacht thrusters were installed in refits and new yachts. These were primarily hydraulic and ‘stand-alone systems’. In the late 80’s thrusters continued to evolve and were included as standard equipment in most yachts over 25 metres and considered optional in smaller vessels.

A typical bow thruster from Vetus.

A retractable thruster from Quick.

The re-fit business of earlier existing hulls continued to grow. Through the 90’s and into the millennium thrusters (both bow and often stern) became an integrated part of on-board hydraulic systems which, depending on vessel size, included windlasses, capstans, stabilizers, cranes, davits, passerelles, doors and other hydraulic accessories. During the early millennium heydays, as yachts continued to grow in size,

(over 50m-60m), thrusters migrated from hydraulic back to AC power, first using commercial units, then units designed specifically for recreational superyacht application. This historical trend was more or less reflected in Europe, especially in Holland, Germany and Italy; home to some of the most beautiful super and mega yachts being built.

The new Rim Drive DC Induction Thruster from Vetus.

DIFFERENT STYLES

Today, there is a thruster for virtually any recreational boat, regardless of hull type, material, or size from about 6 metres on upwards to over 100 metres. These are the most common bow and stern thruster categories in the market today; tunnel-based, externally mounted and retractable. Recently, the Dutch company, Vetus

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introduced a further innovation to basic tunnel drive thrusters, called Rim Drive DC Induction Thrusters, one of the quietest thrusters on the market.

EXTERNAL ‘POD’ THRUSTER

Coming in different shapes and sizes, the most common types are torpedoshaped solutions mounted underneath a boat’s hull. These streamlined pods are perfect for boats that have very little internal space, or for owners of smaller, less expensive craft who might struggle to justify the cost of installing a tunnel or retractable thruster. With the propeller and electric motor contained together inside a hydrodynamic housing, any concept of drag is barely noticeable and drilling small holes for the mounting shaft and internal cabling is a quicker, less costly and more convenient process than for all other alternatives. Additionally, due to their positioning at the outermost extremities of a hull, exterior-mounted thrusters benefit greatly from an increased leverage arm in relation to the pivot point on a boat’s hull. This means although these units may generally be smaller in size and with less available thrust power, their greater efficiency means they are able to move larger size boats by requiring nominally less power than conventional thrusters. As the name ‘external’ suggests, the only negative aspect to consider is if you regularly launch and recover your boat using a trailer, or if you store your boat ashore on a raised stack system, you will need to bear in mind there’s now an additional appendage protruding from the lower half of your hull. As mentioned earlier, some of the other recent innovations that are just appearing on the market are Rim Drive Induction Thrusters, DC-AC Induction and Boosted Proportional Bow and 72

NOVEMBER / DECEMBER 2021

A trailer boat manoeuvring with the bow thruster - note water turbulence at the bow.

Stern Thrusters. Without going into a lot of detail I will quickly summarise these systems for you.

RIM DRIVE DC THRUSTERS

The RIMDRIVE is unique in its design; when operating, this thruster is extremely quiet! The propeller forms the rotating part of the electric motor (rotor) and the fixed winding (stator) is mounted in the tunnel. Therefore gears are not used in this design. Secondly a ring mounted around the propeller, prevents the propeller from cavitating. The RIMDRIVE is available in 125 and 160 kgf and needs a thruster supply voltage of 48 Volt DC.

DC-AC INDUCTION THRUSTERS

These use a proven induction brushless motor. As a result, the bow/stern thruster motor is maintenance-free and has longer runtimes. Just the tailpiece and the power circuits need regular maintenance. The induction motor is controlled by a purpose designed motor controller and has a built-in overtemperature protection, even though they are less likely to overheat in the first place, and low battery protection making this thruster series highly resistant to abuse and ideal for the most demanding boater in the most difficult manoeuvring situations. These thrusters will, in all likelihood overtake standard extended run time units in popularity, as they offer an attractive cost to benefit ratio. These thrusters are controlled by proprietary CANBUS protocol V-CAN (digital control). The manufacturer offers two fully-proportional panels: One basic panel. One panel with lockPACIFIC POWERBOAT MAGAZINE

and-hold function for easy docking and a third panel is a joystick which controls the bow and stern thruster simultaneously.

BOOSTED PROPORTIONAL BOW AND STERN THRUSTERS

These have all the features of the phenomenal DC-AC Induction Thrusters with a bonus. They all include an exclusive built in DC-to-DC smart charger function that allows 24V thruster battery banks to be charged off a 12V power supply and in the case of 48V unit, to be charged from an existing 24V power supply. These thrusters do this through a third charge connection on the thruster. They then step up/boost that input to a higher voltage and regulate it in a smart way to charge the thruster supply bank. In practice, this means you are able to connect the 24V Boosted Unit with a 12V power supply to charge its battery bank. Connecting the Boosted Unit directly to a 24V power supply is also possible of course. The built in smart 3 stage charging process ensures that the thruster batteries are kept at their optimum level. Battery advice for these units is slightly higher than the advice for the conventional DC thrusters, as ‘run time’ is a critical factor for these series.

VARIATIONS

In addition to the above basic types of bow and stern thrusters, there are many variations in regards to size, power source, power outputs, capabilities and controls. It is safe to say that in recent years the number of recreational

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thruster manufacturers and the plethora of choices has increased dramatically. While it was common for quite some time to fit bow thrusters, especially to larger vessels 15 metres and upwards, it is only recently that even trailer boat owners are seeing the advantage of having a bow thruster on their boat. Whether we are talking bow (more generally) or stern (not as common) thrusters, the basic thing you need to understand is that a thruster simply allows you to move your bow sideways. In fact, one thruster company is simply called “Side-Power”. That said, how does it actually work? Well, in fact, quite simply. Much like a boat propeller moves a vessel fore or aft, a thruster propeller moves (rotates) the bow or the stern sideways. If a boat is fitted with both a bow and stern thruster, it is literally possible to move the boat completely sideways while having it still point in the direction it was facing before the manoeuvre had even been started.

TECHNICAL TERMS EXPLAINED

First, I will explain some of the basic terminology used in this article, to help you to more easily understand what is required in choosing the correct bow and/or stern thruster for your boat. Thrust. That which makes your boat go (or rotate), is a force (usually a push), measured in newtons (N) or pounds (lb). 4.45 newtons (0.453775 kilograms force (kgf)) of thrust equals 1 pound of

NOVEMBER / DECEMBER 2021

thrust. 1 kilogram of force (kgf) = 2.21 pounds of force (Ibf) Power. This is the rate at which work is done (or how much energy gets used how quickly). In the metric system it is measured in kilowatts (kW). In the Imperial system in horsepower (HP). Torque This is the angular equivalent of force. In the metric system it is measured in newton metres (N.m). In the Imperial system in pound feet (lb.ft) and is a measure of how much a force acting on an object causes that object to rotate. “Okay, enough of the physics stuff”, you cry. “Tell me what bow and/or stern thruster I need for my boat”.

HOW TO CHOOSE THE CORRECT BOW AND STERN THRUSTER

After you have selected your type of thruster, the Vetus selection table is a great guide to picking your ideal thruster. As a rule of thumb it can be assumed that the stern thruster may be “one model smaller” than the bow thruster model, as it has been calculated. Check out the selection table of bow thruster models against recommended boat length on page 76. Please note that this table is given for general guidance only and the calculation shown above should be used whenever possible.

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Always bear in mind that the effective performance of a bow thruster will vary with each particular boat, as the displacement, the shape of the underwater section and the positioning of the bow thruster will always remain variable factors. For example, a heavy displacement, high superstructure offshore trawler type vessel, will have a lot more windage than a sleek, low profile fast cruiser. Likewise, beneath the waves, a heavy displacement boat with a deep, full length keel will be harder to push around than a sleek catamaran.

THRUSTER POWER

When it comes to powering a thruster, the most common power source for small to mid-sized vessels is DC Electric; whether 12 or 24 volt and even up to 48 V.D.C., capable of being used on a vessel up to about 28 meters. Having said that, we all know the electricity and salt water don’t like each other and as the bow of the boat is often a “damp environment”, hydraulically powered thrusters are often a better option. Although more expensive to install, they have a lot of inherent advantages in addition to being less susceptible to the influence of salt water. AC Electric power is seen more on larger vessels, particularly on superyachts. Recent advances have seen dual DC-AC Induction thrusters as well as Rim Drive DC Induction models and extended run time DC thrusters that can also be “ignition protected”. More on all of these choices later.

The unique water jet system from Jet Thruster.

BOW THRUSTERS

THRUSTER CONTROLS

However, no matter which thruster (or thrusters in the case of a boat with both a bow and a stern thruster) is/are installed on any particular vessel, you will need the means to control them. Today there are a plethora of controls available. From simple two button helm station panels through to sophisticated “Total Boat Control Systems”, enabling one hand helm station manoeuvring and docking. The latter systems integrate and operate the bow thruster, stern thruster, a single engine and gearbox all from a single joystick. In addition, most manufacturers offer wireless remote control units which can not only be used to activate and control the thrusters, but can also be used to anchor the boat by controlling the up/down function of the windlass. As you can imagine, being able to manoeuvre and anchor your vessel in a small, already crowded bay for the night, can be a daunting task. This allows a crew member to meander around the boat, checking your proximity to other already anchored boats, while operating the thrusters and dropping the anchor all by wireless handheld control. In the meantime, you simply operate the ship’s engine from the helm station, making anchoring your vessel that much less stressful for you and your mate. Probably less stressful for the owners of other boats already anchored as well!

EXCEPTIONAL CONTROL QUIET INTUITIVE OPERATION

THE FUTURE OF THRUSTERS

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So, what lies ahead? In actual fact “the future” is, in many ways, already here, with several manufacturers developing thrusters and control systems that exemplify “thinking outside the box”. For instance, not content with just offering bow and stern thrusters, manufacturers have turned their attention to developing totally integrated systems that allow you to position your vessel just about anywhere you want by use of a single, ergonomically designed joystick allowing one hand manoeuvring and docking. Needless to say, there are a lot of other “things” connected to that simple joystick that enable integration between the vessel’s

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engine along with the bow and stern thrusters and which make the whole thing work. Because of this precise cooperation between thrusters and engine, drifting becomes a thing of the past as this type of system evenly distributes the forces between the front and rear of the boat. The ultimate example of integrated control being Dynamic Positioning Systems which certainly are becoming more mainstream. Once solely the domain of commercial survey and oil exploration vessels, they are now entering the recreational boating market and even trailer boats are benefiting from variations of these sophisticated, big boat systems. Dynamic Positioning (DP) is a computer-controlled system to automatically maintain a vessel’s position and heading by using its own propellers and thrusters, utilising GPS data and a compass integrated with a gyroscopic platform to hold both the craft’s position and bow direction. There are a number of companies’ now designing, manufacturing and supplying DPS type systems to larger recreational vessels and, not just Superyachts, but power boats in the 15 to 30m range. However, let’s get back to thrusters for a moment. Here too, there have been huge improvements and impressive innovation. For me, one of the breakthrough improvements was the option to eliminate the traditionally short run times that an electric DC thruster could be actually used before overheating and being ‘cut out’ by an overload protector – often at the worst possible time during the docking of your boat! Conventional DC electric thrusters have a run-time of somewhere between 2 – 4 minutes continuous or combined in one hour. With Extended Run-Time thrusters the time is between

NOVEMBER / DECEMBER 2021

7 and 10 minutes. Those extra minutes can make huge difference, especially if you are fighting strong cross winds and an unfavourably swift tidal current. For any thruster to work properly, the propeller and the tunnel in which it is mounted must be adequately submerged. Without this, the thruster will create a whirlpool (cavitation) at the water’s surface, on the suction side of the boat and pump a mixture of air and water, instead of all water, with a great reduction in thrust. The minimum submersion of the top of the tunnel/tube/duct is considered to be half of the tunnel/duct/propeller diameter. As an example, the top of the tunnel for a thruster running in a 300 mm/12” tunnel must be at least 150 mm/6” below the water. This applies equally to bow and stern thrusters. In addition, a bow thruster must be as far forward as the waterline and underwater profile of the boat will allow, and the stern thruster as far aft as possible, in both cases to create the maximum turning effect when the thruster is activated. Manufacturers are now offering other options to complement their simple tunnel design systems. For instance, if the design of the vessel is such that these forward and aft thruster locations are in parts of the hull which are too shallow for a conventional athwartships (crosswise) tunnel or stern tube to be adequately submerged, then the solution is to install a Retractable Thruster. A Retractable DC electric thruster is housed entirely inside the hull when not in use, but when sideways force is required for docking or manoeuvring, the thruster swings down into the water, then retracts when docking and manoeuvring operations are

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safely completed. These retractable thrusters may be used in bow and stern applications. If there isn’t room for either a conventional tunnel thruster or a retractable thruster, then the solution for you may be an external thruster. There is also the unique water jet system from Jet Thruster which is compact, powerful and a quiet alternatives to tunnel thrusters suitable for boats up to 18m. Sideshift has developed an innovative range of externally mounted bow and stern thrusters for all types of boats, including monohull, pontoon and houseboats. The company claims to have introduced the marine industry’s first outboard or sterndrive mounted stern thrusters. These easy to install thruster solutions attach directly to any outboard or sterndrive powered boat from single to multiple engine setups. Importantly, Sideshift external mount thrusters require no holes below the waterline, which is a unique feature of their products, as no other thruster brands offer this important safety feature. A retrofit involves minimal alteration to your boat’s structure and cabin furniture. New builds are a breeze. Enough said. If you want to make your boating less stressful, more fun, can afford to either buy your boat with a thruster already installed or have it retrofitted to the vessel you already own, you likely won’t regret having it as part of your essential equipment.

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CRUISE IN COMFORT TEXT BY BARRY THOMPSON

MAY / JUNE / 2021 NOVEMBER DECEMBER | PACIFIC 2021POWERBOAT | PACIFIC POWERBOAT MAGAZINE MAGAZINE

CROWNLINE 294CR

W VIEW THE VIDEO AT

agazine.co.nz

www.powerboatm

hen Napier based Euro City Marine committed to bringing the US-built Crownline boats into New Zealand, they didn’t do it by halves. Dealer Principal Terry Elmsly gave this highly respected US builder an order for over a dozen boats, and they have been arriving steadily since mid last year. I like about all the Crownline’s that I have reviewed the diversity of models and that each is specific for a particular boating task. However, while in the US, a wakeboard boat is used for wakeboarding, and a cruiser is just used for cruising, in NZ, it’s a lot different. Kiwi’s like to make the most of their boating, so adding fishing rod holders, bait stations and rocket launchers to the Crownlines is relatively common. It certainly makes the boats more versatile. The 294CR is designed for a family of four to cruise and enjoy mooring up in a quiet bay or alongside a dock or jetty in the case of the States. There is plenty of extras on the options list, but it doesn’t include any fishing-specific products. If you want to add a touch of Kiwi, then you have to do that when the boat arrives. Euro City Marine are happy to oblige and will sort out any extras you need before taking delivery.

GOOD SEABOAT

A full bodied weekender that packs a lot inside.

This was the fourth Crownline I have reviewed and, to date the biggest. As part of a family of compact cruisers, the Crownline 294CR is the second largest model in the Crownline stable the biggest to land in Running but a Mercury Verado 250, we saw 40 knots on the GPS. Zealand. New

When I meet the Euro City Marine guys at Gulf Harbour, the plan was to do a video simultaneously as the boat review. However, that all turned pear-shaped when the weather packed up and we had persistent rain most of the day. Despite this, we still managed to take the boat for a run between rain squalls. The sea off the Whangaparaoa Peninsula was reasonably choppy with a 20 knot Easterly. I found a calm stretch close to the cliffs to give the 294CR a WOT test and recorded 45 knots @ 5500 rpm on the GPS. Dropping that back to 4500 rpm, the fuel consumption went from 92 lp to 56 lph, and the range from 219nm to 292 nm (based on 10% reserve). At 28 knots (42 lph), I found that the boat sat well and offered a comfortable ride, but it was even better back at 3500rpm @ 25.5 knots, which also delivered the best range of close to 350nm. The 18 deg hull is almost 3m wide and loaded, the boat weighs in at around 5500 kgs. All that contributes in some way to the handling of the boat in choppy seas. It’s not a boat to run flat out in rough seas, but it was never designed to be. This is a cruiser and is more at home at cruising speeds. With the power of twin 300hp MerCruisers, acceleration is quick to plane and reaching top speed. It’s an easy boat to drive and when docking the joystick controls come into their own. No need for a bow thruster, plus Skyhook is great for positioning. Crownline’s are based on their FAST tab hull, designed to improving slow-speed stability, time-toplane acceleration and fuel economy. The acronym stands for a fin-assisted safe turn. In practice, a F.A.S.T Tab hull’s vented chines aerate the running surface to reduce drag, and the fin-like tabs keep those vents from producing handling quirks. Chop back the throttle, and you can feel the vents working as the boat glides along for quite some distance before settling off the plane. PowerboatMagazine.co.nz PowerboatMagazine.co.nz | 79

CROWNLINE 294CR You’ll be surprised just how spacious the cabin area is.

Crownline’s are based on their F.A.S.T tab hull design.

BIG INTERIOR

American compact cruisers are bulky in appearance, and the Crownline 294CR is no exception. That high profile look is necessary to accommodate the cruiser style layout, which includes a full-height cabin, separate head/shower, galley, forward double berth and aft cabin under the cockpit sole. That’s a lot to pack into a 9m boat. The aft cabin is surprisingly spacious, although

NOVEMBER / DECEMBER 2021

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while having minimal sitting headroom, the berth is huge, and there is plenty of light and ventilation. If only two of you are away on the boat, then it’s the perfect place to stow gear. The forward berth is a little different. Where a V-berth and infill is common, the Crownline 294CR has a one-piece double berth that fills the entire void. There is some sitting headroom, but personally, I prefer the old V-style as it opens up the useable area when your downstairs with friends or family. Mind you, it’s an excellent berth with storage under and, like the aft cabin, has ample light and ventilation. To starboard is a double lounger, with a full-size head/shower cubicle aft. Opposite is the complete galley, with sink unit, electric hob, fridge, microwave and plenty of storage. All you need for 2-4 people, and then there is always the option of using the outside wet bar with sink unit, fridge and optional hob. Added to all that, the air conditioning/heater is standard, and you can choose various timber and fabric combinations. There are also eleven hull colour accent choices to give the boat again an individual touch.

LET’S PARTY

The cockpit is all about seating, something I have remarked on before with Crownline boats. They put a great emphasis on offering plenty of seating yet still allowing space to move. To port is a double lounger that also converts to a sunbed and opposite the helm with a double helm seat. In the centre of the transom, Crownline has built-in another sunpad, split by a reversible back cushion. Great spot to keep an eye on anyone behind on a water toy or facing forward, so you don’t miss out on the evening cocktails. There is a drop-in table available, and it’s close to the starboard side wet bar. A port side opening allows easy access to the full-width boarding platform. Add some rails, and this becomes the perfect place to fish from or

works just as well for tender storage. I doubt you could get another thing on the helm facia. Standard includes all instrumentation, Raymarine or Garmin 9” MFD touch screen, Lenco trim tabs, Mercury DTS, Mercury Vesselview 4 and Wet Sounds head deck. On that party theme its worth mentioning the forward sun pad on the bow accessible via the cabin sliding door and opening centre screen. With no side decks it’s the only way forward. The solid arch neatly stows the rear bimini when not required and then can be extended to provide full shade over the aft seating. A canvas camper pack and cockpit covers are also featured on the standards list so that you can extend the all-weather use of the boat.

A cockpit to relax in and enjoy the day.

There is an optional outdoor galley.

There is even a full size head/shower cubicle.

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CROWNLINE 294CR

The galley is well equipped from the fridge to the electric cooktop. Not much room left on the helm for any other extras. Twin 300hp Mercruisers are good for 45 knots The aft cabin is generous and has sitting headroom.

SPECIFICATIONS Model: CROWNLINE 294CR Price as Tested: $NZ590,995 Type: Compact Cruiser Construction: GRP LOA: 8.99m Beam: 2.95m Deadrise: 18 deg Dry weight: 4770 kgs Bridge Clearance: 2.9m Test Power: 2 x Mercruiser 6.2 @ 300hp Drives: Bravo III Max Speed: 45 knots

Power Options: Mercruiser 380-1400hp Controls: Mercury DTS GPS: Raymarine 9” Touch Screen Stereo: Wet Sounds Generator: Kohler Trim Tabs: Lenco Fuel capacity: 497 Litres Boat Manufacturer: Crownline Boats Contact: Euro City Marine Ph +64 09 8358810 enquires@eurocity.co.nz www.eurocitymarine.co.nz

FUEL & PERFORMANCE DATA RPM Knots L/h L/NM Range NM 600 2.8 4.4 1.6 285 1000 4.5 7 1.6 280 1500 6.7 11 1.6 277 2000 8.7 16 1.8 243 2500 11.0 25 2.3 197 3000 20.0 30 1.5 303 3500 25.5 33 1.3 346 4000 30.8 46 1.5 299 4500 35.3 56 1.6 282 5000 40.5 71 1.8 255 5500 45.0 92 2.0 219 Fuel range based on 10% reserve

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SUMMARY

At nearly 3m wide, this is more than a trailer boat, although it can be trailed with a permit. Crownline Boats are an exciting and progressive boat company with innovative design philosophies that are sporty, sophisticated, and classy. They promote their brand as all about combining luxury, convenience, functionality, quality and performance into one package and with the Crownline 294 CR, they have certainly achieved their goal.

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Euro City Marine - 12 Clearwater Cove, Hobsonville Marina, Auckland | Ph 09 416 2190 PowerboatMagazine.co.nz Euro City (Head Office) - 120 Prebensen Drive, Napier | Ph 06 835 8810 Email: enquiries@eurocity.co.nz | www.eurocitymarine.co.nz

SURVIVING

R O D N E Y L O N G H U R S T | Chairman of Riviera

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COVID 19

Chief Designer for Maritimo TO M BA R RY- C OT T E R |

the market?

hen Covid 19 hit in early 2019 what was your expectations for

TBC: The initial shock of Covid 19 caused great uncertainty within the global market. Both enquiry and

sales were quite heavily affected. Expectations for the market at that point were grim, and could be negative for some time with many initial medical and economic sources stating their beliefs on how long the world could be negatively effected by Covid-19. Also having an effect was the

interruption to manufacturing from risk of the virus itself. Maritimo were the first in the local industry to act, and implement workplace social distancing measures, with the entire work force adopting split shifts, sub-teams, isolated working areas + amenities, and regular cleaning routine. PowerboatMagazine.co.nz

SURVIVING COVID 19

Maritimo’s S55 has become a huge seller for the brand.

RL: During the early days of the pandemic there was massive uncertainty for everyone, with government-imposed conditions and restrictions changing constantly. So, in this environment we knew there was a need to be agile to adapt. Historically, we have seen viruses create an impact for a period, but this time we were facing what appeared to be a super virus, so the duration was unknown. However, throughout all this we always believed the market would return. It was just a matter of when.

When did you realise that the predictions for doom where totally unfounded?

TBC: Enquiry picked up towards in the third quarter of 2020, with sales following in the final quarter, which has been extremely strong since. As the initial shock passed, and the world began to accept the new norm, it seemed with strengthening economic confidence, the world also saw boating as one of the ideal activities to enjoy time with family, in a somewhat safe and isolated environment. What greater way to get away, and enjoy time with friends and family, than on a long-range luxury motor yacht. RL: It was early June 2020 when new orders started to come through. It certainly gave us renewed optimism that the tide was turning. From June onwards, strong demand for our motor yachts returned, and that continues to be the case today.

What were your plans to stem the predicted downturn?

TBC: Heavy investment into design and new model development. We invested heavily into working with our owner’s and implementing a design and development strategy around our motor yachts of the future. 86

NOVEMBER / DECEMBER 2021

"The Maritimo M55 set a record amount of pre-orders for Maritimo" – T O M B A R RY- C O T T E R

RL: We already had many forward orders prior to the commencement of the pandemic, so we needed to continue operations as normal. To address the perceived downturn, we looked at plans to slow down production, perhaps implement shorter weeks, encourage leave among our team and to stop hiring. These plans were considered, but never needed to be implemented.

Did you make any changes to your new model release programme or carry on as planned?

TBC: We carried on with projects such as the M55 & S55 that were in development, whilst accelerating plans for the next range of new models. The marketing strategy of the new models was one area which was majorly reshaped, with our customer’s not being able to visit and experience PACIFIC POWERBOAT MAGAZINE

the new model development process firsthand, we had to develop new ways to bring the development to them. RL: Among the many things we pride ourselves on at Riviera is a continual and strong new product development program. Over the last 12 to 15 months, there has been no alteration to our plans. During the height of the pandemic, we were preparing for the world premiere of the Riviera 64 Sports Motor Yacht and the new expressions of our 72 Sports Motor Yacht and the Belize 54 Daybridge. We proceeded with these projects as planned, very much focused on the future. Ultimately, we presented the 64 Sports Motor Yacht in her world premiere taking her on a tour of Australia, New Zealand and the US. Later in the year, our 50 Sports Motor Yacht had an equally spectacular and successful world premiere.

SURVIVING COVID 19

Riviera has embarked on a $10 million expansion programme.

In the end were 2020 sales better or worse than anticipated?

TBC: Sales secured in 2020/21 have far exceeded what we had anticipated. A perfect combination of the current economic climate, a range of new models that separate our brand from anything else in the market, and category defining future models in development, it has been a momentous year, which lays exciting foundations for the future. RL: There was a definite slowdown in March, April and May last year. However, orders returned in June, by the end of the financial year we were steady with the previous year. We then experienced strong demand for our motor yachts from June onwards and this has continued through 2021. Our team has been expanding and working around full capacity since then to meet global demand.

Which models proved the most popular through 2020 and now 2021?

TBC: The Global Launch of the new Maritimo M55 Flybridge Motor Yacht has been the ‘star of the show’ in every sense. The M55 redefines the long

range cruising flybridge category, a category that was really defined by Maritimo back in 2004. The Maritimo M55 set a record amount of pre-orders for Maritimo, with excited owners already investing in slots for late 2023. RL: Our most popular models in 2020 were those in our Sports Motor Yacht, Sport Yacht and SUV collections. This trend has continued into the current year adding our new 78 Motor Yacht to this model mix.

Has 2021 seen a continual upswing or is there some levelling off?

TBC: The demand for Maritimo is the

Maritimo is based out of 4.664 Hectare facilities with further site renovations and upgrades slated for the end of 2021. 88

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strongest it has ever been, with the strongest forward order book in the company’s history. We are investing heavily in staff and facilities to keep up with demand. RL: There was a clear growth in demand in June, when lockdowns globally began to ease. We have seen consistency since then, and demand remains stronger than normal. Riviera is on track to build more motor yachts this year than last to meet that global demand.

Where are your most important markets?

TBC: Australia, New Zealand, and North America have always been and remain Maritimo’s key markets. RL: Australia remains our single biggest market. Exports account for more than half of Riviera production, with New Zealand and the Americas the most popular destination for our motor yachts outside of Australia followed by Asia and Europe. Overall, we have experienced almost 30% growth over the previous year.

What are your plans for new models and markets in the future?

TBC: Further investment up, down and across the range, with a major focus on our three key markets. RL: We work on a five-year plan for new model development

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SURVIVING COVID 19 driven by many factors including advances in marine design and technology. The insight and feedback from our experienced motor yacht owners who boat all over the world is another key factor in the design and development of our new worldclass motor yachts. Riviera has been on a path of continued refinement over the past 9 years across our now 23-model range, and we are always looking at ways to enhance the enjoyment of boating for our owners. Last month, we announced a new flagship for the Riviera fleet in the 78 Motor Yacht. This sophisticated 78 MY design heralds a distinguished new era for Riviera delivering the perfect combination of family cruising, entertaining and blue-water passagemaking capability.

How many staff, factory area and are there plans to expand. TBC: Around 300 Staff, increasing monthly as production increases to cater for demand. Maritimo is based out of 4.664 Hectare state of the art boat building facilities with further site renovations and upgrades slated for the end of 2021.

RL: The respect for Riviera motor yachts around the world has seen our team on site grow to more than 800 this year. We take great pride in the fact that Riviera, are truly world-class Australian-made motor yachts that are so highly regarded globally. Our operation supports thousands of people and their families directly and indirectly thought our team, contractors and suppliers. We are creating opportunities for not only young people to build an exciting career in the marine industry, but mature trainees as well, all of whom are guided by our master craftspeople. The investment in our people is as important as our investment in plant and equipment. To build world-class motor yachts, we need a world class team and through our award-winning training program we are doing just that. Currently we are training almost 100 apprentices to be the next generation master boatbuilders. The growth we have experienced this past year has driven our current $10 million expansion program which is designed to improve workflows and efficiencies across our 16.8-hectare site – and to accommodate new and

The Riviera 645 SUV is one of the company’s lastest releases.

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larger models. We are entering the next stage of that expansion as we work towards meeting strong global demand for Rivera luxury motor yachts.

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RISK TAKERS PART ONE

The Risk

Takers

In all spheres of endeavour or work, there is a multitude, very often the journeymen or the “clock punchers”, who carry out the duties assigned to them by those in charge without query or quibble and little inquisitiveness. Such people are necessary to get things started, built and finished, and are a key requisite for getting products into the hands of customers. But what of the people to whom these workers report? What sort of leader or visionary motivates, mentors, inspires and pushes such workers to proudly and enthusiastically give of their very best in the belief that they are truly part of something special? In general, the boating world has been short of such visionaries – people whose inventions truly changed our world and the way in which we live, like Thomas Edison, Alexander Graham Bell, Henry Ford and Bill Gates – but there have been some who have nonetheless made an impression and whose creativity, focus, purpose and gritty determination have left a mark and a legacy for generations of boaters to this day. In a short series, Danny Casey looks at four of the figureheads who helped turn the nascent boating business of yesteryear into the international marine industry of today.

For a more detailed and informative history of OMC check out Jeffrey L. Rodengen’s book-

Evinrude Johnson And The Legend Of OMC

(ISBN 13 – 9780945903109)

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PART 1:

Charles D. Strang

Under Strang’s reign OMC become world leader, not only in outboard sales volume but also in horsepower rating.

F TWO MEN’S LIVES and histories could ever be wholly intertwined as to proceed in the same direction, firstly as colleagues and subsequently as fierce competitors, then such a premise certainly applies to the subject of this piece, Charles D. Strang and the subject of our subsequent profile to follow in the next edition: the previously-referenced Carl Kiekhaefer. This was a truly unique relationship. There was a cohesive, constructive synergy where they needed, and fed off, each other for the common betterment of Kiekhaefer Mercury (later Brunswick), the corporation for which they both worked, and later a respectful but focused enmity when Strang departed and went to work for, and eventually run, Kiekhaefer’s bitter enemy, Outboard Marine Corporation. It could be argued that each might never have attained anywhere near his full potential had it not been for his exposure to the other. For those unfamiliar with these two visionaries, the closest example of a similar comradeship and a subsequent falling-out (although Strang and Kiekhaefer never fell out) would be the departure of Lee Iacocca from Ford after Lee had presented Henry Ford ll with the car that was to send Ford’s profits stratospheric, the

In this, the first part of our series, we’re going to look at probably the greatest “outboard man” of all, who was also the true creator of the sterndrive to boot. This man was a comrade, a colleague, a contemporary, a co-conspirator and eventually a competitor of the legendary Carl Kiekhaefer of Mercury.

Mustang. Iacocca, at Chrysler, and Strang, at OMC, were both thorns in their ex-employers’ sides for years afterwards. While Charles (Charlie) Strang is renowned and venerated for his design of the original Mercury “Tower of Power” inline-6 outboard and his later focus in freshening up the aging product range at OMC and boosting OMC’s heretofore sedentary image with an aggressive competition/racing programme, what is not commonly known is his involvement in the creation of the sterndrive. Jim Wynne (a contemporary of Strang’s at Kiekhaefer) has always been credited with the creation of the sterndrive – and was indeed the man who subsequently made a fortune in royalties from pitching and selling the concept to Volvo Penta

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RISK TAKERS PART ONE

in Sweden – but Wynne had little, if anything, to do with designing it. The truth is that Strang had drawn up and created the whole concept back in 1948, even to the point of utilising an innovative “Hooke’s coupling” (i.e. a universal joint which allowed both lateral and longitudinal movement of the drive unit). He and Wynne then pitched the concept to Kiekhaefer, who described it as a “horseshit” idea and told them to can it, saying all it would do was adversely affect the sales of higher-horsepower outboards. Wynne, after a subsequent disagreement with Kiekhaefer, left the 94

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company in 1959, filed a patent for the sterndrive system and took the idea to Volvo. All this time, Strang had been more than selflessly altruistic, telling Wynne to “just do what you want with it.” As it turned out, Volvo kept asking myriad technical questions which Wynne was unable to answer, and he had to revert back to Strang for answers – all provided munificently and magnanimously by the man who had walked away from glory, royalties and lifetime financial security. And surprisingly, Kiekhaefer never, ever wondered how Strang was able to come up with Mercury’s own cleanPACIFIC POWERBOAT MAGAZINE

The official portrait of OMC Chairman Charles D. Strang upon his induction into the NMMA Hall of Fame in October 1992.

sheet sterndrive, the MerCruiser, a little under two years later (1961). In 1963, Jack Hanigan, Brunswick’s president, wanted Charlie Strang to be CEO but that could only happen after Hanigan had first fired Kiekhaefer. Strang didn’t want to see Carl hurt (imagine such compassion and sympathy in today’s corporate world!) and didn’t agree with Hanigan’s strategy but, as it turned out, Carl had had enough and left anyway. Then, in 1964, Charlie also left. One might have thought that someone with Strang’s talent and vision would then have ended up at the only true competitor,

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OMC. And he did – but neither immediately nor directly. Shortly after leaving Mercury, Charlie was contacted by a multi-state Evinrude distributor, C.W. (Doc) Jones, of Arizona, and Jones wanted Strang to design a special lower unit for the OMC V4 on a hydroplane with which they hoped to set a world outboard speed record. At the time, OMC’s lower units were rather bulbous and not as sleek and hydrodynamically efficient as Mercury’s. Strang subsequently went to work with gearbox specialists, Hubbell, and came up with a streamlined overdrive unit (i.e. the propeller turned faster than the power unit), and this lower unit subsequently propelled Starflite IV to 130 mph on Lake Havasu in March, 1966. As it transpired, Charlie’s stint with Doc Jones had been orchestrated by Ralph Evinrude, who wanted Strang on board at OMC but thought he might still have loyalty to Carl Kiekhaefer – so the Jones project was a “back-door” strategy by which Strang’s allegiance could be tested. He was eventually hired by OMC and was initially made head of engineering. By the early 1970s (as I covered previously in an OMCspecific piece some years back), Strang immeasurably lifted OMC’s image and amassed glory in the then hugely popular sphere of tunnel-boat racing. The tale has been often told of the first competition OMC V6 being cobbled up with key parts of two V4 crankshafts welded together but with the cylinder bores sleeved so this “hybrid” motor (basically one-and-a-half V4s with an initial total capacity of 2,448 cc) could run and win in the international 2.0 litre ON class. Strang’s reign – he became general manager in 1974, president and CEO in 1980 and chairman in 1982 – saw OMC become world leader, not only in outboard sales volume but also in horsepower rating, and the late 1960s up to the early-mid 1980s was generally considered to be OMC’s “purple patch”. It is unfortunate that Charlie, incisive, intelligent and far-sighted as he was, never managed to see that the future threat to the company came from Shizuoka Prefecture in Japan and not Fond du Lac in Wisconsin. He retired reluctantly, at 70 years of age,

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RISK TAKERS PART ONE in 1990 - ironically the first victim of a mandated retirement age rule he had himself introduced. After Charlie came the perfect storm of two successive CEOs with no industry knowledge, plus the outsourcing (outlined by me in a previous article) of key parts which had previously always been proudly made in-house. OMC was by then doomed. Strang himself mused that for OMC to go from a 50% worldwide share in 1990 to a 9% share and subsequent bankruptcy in ten years “took some special kind of talent.” After Charlie retired, he became a commissioner for NASCAR (in which, of course, he had been involved in the ‘50s with Kiekhaefer), and he also became the representative for the American Powerboat Association (APBA) to the Union Internationale Motonautique (the UIM - powerboating’s equivalent of the FIA). Although he died in march, 2018, at the ripe old age of 96, an ex-colleague who had telephoned him just months earlier was answered by a voice so spry and lively that he thought he was surely talking to a son of Charlie (Charlie and his wife didn’t have kids). But the absence of a second generation aside, there can be no doubting the indelible legacy this towering alumnus of both US outboard manufacturers left on the marine engine industry. They just do not make guys like this anymore.

Strang was able to bridge the gap between Carl Kiekhaefer (left) founder of Mercury Marine and then OMC Chairman, Ralph Evinrude.

NOVEMBER / DECEMBER 2021

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Strang’s first product design for OMC was the lower unit of the Evinrude/Johnson 115 in 1967.

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HEN IT COMES TO OCEAN PREDATORS, it seems to be a case of known unknowns, and unknown unknowns. Sharks have occupied this gaping, data-deficient black hole of knowledge for decades, and although scientists are filling the gaps as fast as they can, the stories of many species are still largely undiscovered. The white shark Carcharodon carcharias, commonly known as the ‘great white’ shark in Australia, is the most feared and yet beguiling ocean foe – or treasure, depending on your perspective. The average adult size for this fantastic fish is between four and five metres, with some seasoned 98

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buxom breeding females straddling the two-tonne mark. The largest white shark ever recorded on film is Deep Blue, a gargantuan female that requires a 6.1m (and counting) tape measure. She can be spotted feasting on rotting whale carcasses off Hawaii, but if that adventure doesn’t appeal to you, just follow her twitter account @Deep_Blue_Shark. White sharks are one of the most fascinating and charismatic ocean predators, but are notoriously difficult to study due to their inconsistent and unpredictable habits, which also seem to differ among individuals. Two prominent shark scientists – Dr Greg Skomal, a senior biologist with the Division of Marine Fisheries in the PACIFIC POWERBOAT MAGAZINE

USA and the state of Massachusetts’ preeminent shark expert, and Dr Charlie Huveneers of Flinders University, South Australia, and leader of the ‘White shark population WA’ project at the Save our Seas Foundation – agree that the greatest leaps we have made in unveiling some of the white shark’s vexing obscurity have been in understanding their movement patterns, both near and far. Countless tagging studies all over the world have revealed astounding

WHITE WONDERS One of the most feared – and the most fascinating – creatures in the ocean, IS the great white shark. BY G I O VA N N A FA S A N E L L I

A great white off South Australia’s Neptune Islands. Picture: John J King.

PowerboatMagazine.co.nz

stories and painted a much more textured image of how these beasts spend their time … when they’re not on the Discovery Channel’s Shark Week production set or making headlines due to an unfortunate interaction with a member of our own species. For example, Nicole, one of the first South African satellite-tagged females, made headlines in 2004 when she completed a three-month direct trip from the southern African coast to Exmouth, Western Australia, only to return to her home base six months later. This had all sorts of knickers in knots as biologists were forced to contemplate a shared genetic population between the two countries. However, this startling observation proved to be an outlier and, like our respective rugby teams, the white sharks largely remain loyal to their home countries. White sharks are a declared ‘vulnerable species’ on the IUCN Red List of Threatened Species, and an ‘Australian National Recovery Plan for the White Shark’ is in place to save them from extinction. Understanding their movements has proved vital in planning how to most effectively protect them, as well as how to best tackle unwanted human interaction.

COSMOPOLITAN SPECIES

While the great white is a cosmopolitan species, six distinct population hot spots are evident around the globe: South Africa, Northwest Atlantic, Northeast Pacific, Japan, Mediterranean and Australia/New Zealand. It would be wonderful to have a good idea of how many sharks make up these six

populations, but the truth is that while we can explore the surface of Mars and split an atom, we haven’t broken any ground on the great white’s numbers with any comforting certainty. Again, the known unknown is a pervading theme. However, it would be remiss to suggest that the hardworking scientists have not made headway in this regard. Our field of view has, indeed, grown wider as new genetic-sampling techniques have augmented the more traditional methods of population estimation – such as the long-used photographic/video ID system. CSIRO’s Close-Kin MarkRecapture (CKMR) is a newer method of inferring the size of a population of wild animals by identifying close-kin pairs (parent-offspring or half-siblings). This method links family lines back in time, for example, the parents of all one-year-old sharks will be at least 12 years old. Being able to sample an adequate number of juveniles is highly useful in growing this data set, especially over a short period of time. Importantly, the CSIRO has established that our Australasian white shark population is split into two genetically distinct groups: the south-western population that extends from western Victoria to the North West Cape of WA as well as deeper into the Southern Ocean; and the eastern subset that encompasses our eastern seaboard, New Zealand and the south-western Pacific islands including New Caledonia, Vanuatu and Tonga.

"White sharks are one of the most fascinating and charismatic ocean predators." 100

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Shark research scientist Dr Charlie Huveneers tags a great white at night, off South Australia’s Neptune Islands.

A great white feeds on a whale carcass.

"Scientific enquiry plays a role in ensuring public perception stays rooted in reality."

Researchers follow a 5-metre shark off Cape Cod, USA.

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Fascinatingly, the two groups rarely intermingle. Just what keeps them apart, we wonder! A 2018 study using the CKMR method estimated that the eastern group’s population size ranges between 470 to 1030 individuals, while the southwestern group is roughly double that size. “What’s more important than knowing exact numbers, is what the trend is doing,” said Huveneers. “This way we can determine whether our recovery plans are working, as well as inform public perception with more accurate information.” As increased effort goes into white shark research, scientists all over the world are beginning to glean important trends emerging from the data, and are uncovering other valuable puzzle pieces such as where nursery grounds for separate populations are located – nursery grounds for our eastern sharks have been identified in both NSW and Victoria, but not yet for the those in the west. When trying to effectively protect a vulnerable species, understanding the survival rate of their young and having access to their genetics is extremely helpful.

SMITTEN AND BITTEN

Australia has enjoyed and endured a longstanding relationship with white sharks and is no stranger to shark bites, which have increased from one to three per year in the 1980s, to more than 10 per year in the 2010s. As a growing population that loves to be in or on the water on a daily

basis, blood pressures sure can rocket when discussing how to live alongside these enigmatic predators. This is where quality scientific enquiry plays a role in ensuring public perception stays rooted in reality, and should be what we look to when unfounded, panicked reactions arise. Huveneers has plunged right into this biting topic of how to prevent shark bites. “There is no silver bullet, but by using a combination of certain methods you can certainly reduce the risk of shark bites. I see it as a three-tiered approach where the first level would be to try to reduce the overlap between humans and sharks. If that is not possible, the next level is to try to stop the shark from biting, and lastly, if that cannot be avoided, to reduce the injury that occurs from the bite.” At each level there’s a combination of technology and techniques. Huveneers has tested products that were designed to keep the most exposed category of ocean-user safer: surfers. For example, new developments in specialised wetsuit fabrics are showing some promising signs at increasing resistance to shark bites. However, Huveneers

stresses that while only a few personal deterrent devices, especially those using electrical impulses to overwhelm the shark’s electroreceptors and thereby deter approach, show some efficacy, many commercial products are making claims without rigorous scientific test results to back them up. This may lead product users to replace conservative thinking with emboldened confidence, which can lead to serious trouble. No doubt many more minds are creatively dreaming up the next best product to keep swimmers safe – hats off to innovation, but remember to keep ‘facts’ where they should be: checked.

A tagged shark off South Australia.

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While much detail about great whites remains elusive, we must do all we can to protect these magnificent creatures.

SURVIVAL OF A SPECIES

On the other side of the world, Dr Greg Skomal has been busy studying the resurgence of white sharks on the Massachusetts coastline at Cape Cod over the previous decade. “It’s a combination of factors – with prohibition on retention implemented in 1997, the white shark population in the western North Atlantic appears to be rebounding after years of overexploitation in the 1970s and ’80s,” says Skomal. “Seal populations are also coming back with the implementation of the Marine Mammal Protection Act in 1972. The growing presence of grey seals in coastal areas is also drawing the sharks closer to shore.” What an ironic twist of fate for a community that faced the Jaws storm of fame to be back in the spotlight as human/white shark interaction is now becoming a real conversation. Some

"The greatest threat to their survival is being caught as unwanted bycatch"

are seizing the obvious opportunity, and shark-viewing tourism is on the rise with more and more full-time operators on the water. With careful educational guidance and awareness campaigns headed by groups such as the Atlantic White Shark Conservancy, public opinion about the sharks’ presence is, on the whole, accepting. “Most people are reasonable and understand that the presence of white sharks off Cape Cod represents the restoration of a natural ecosystem,” comments Skomal. Throughout the white shark’s global range, the greatest threat to their survival is being caught as unwanted bycatch by fishing lines and gill nets. Large adults could feasibly snap a fishing line, but smaller juveniles are much more susceptible to suffocation, and nets are a major threat, no matter the size. Given the stringent laws that surround the accidental capture of this species, many reports do not make it back to shore. But Skomal is hopeful about the species’ chance of survival. “The USA has mandated one of the

most conservation-based fisheries (including sharks) management systems in the world. As a result, it is likely the white shark will not only survive, but continue to rebound from overexploitation as long as cryptic bycatch mortality is not high.” The fact remains: sharks of all kinds fascinate us for a number of reasons. Along with some 400 million years of evolutionary success, they have an ineffable presence about them, a kind of effortless perfection and confidence. We are drawn to their stories, yet most species remain cloaked in a frustrating and alluring mystery, despite our modern methods of scientific investigation. There remains one critical reason to keep shining a light into the black hole of data deficiency: that we may better know how to protect them from us, for over the eons they have proven to be an integral part of our ocean ecosystems, and no matter how powerful and untouchable they appear, they are at our mercy. PowerboatMagazine.co.nz

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Are you ready for

Summer? In the first in a series by Coastguard Education, we make sure you are prepared for the coming summer boating season. Future articles will look at important aspects such as understanding the rules of the sea, the correct use of a VHF and what to do in an emergency situation.

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With the days drawing out and temperatures climbing, thoughts turn to those magical summer days on the water. How many times have you got all excited with the day looking perfect, piled the gear together only to find that a critical item is missing or the engine won’t start? Like many things in life, success at boating doesn’t just happen. It requires preparation and having a plan. Maybe you’re new to boating? You’re not alone here, lots of new boats are being purchased. Reduce the stress on the day by being prepared. The great thing is, now’s the time to prepare. What follows is not an exhaustive list but some essential items that will ensure the best chance of having a great day on the water, whether your first time or thousandth.

EDUCATION

Whether you have a boat yet or not, this one is easy! As a skipper, you are responsible for your vessel and crew. You need to be confident you have the right safety gear, communication equipment (more on that later), navigation lights, know the local rules, how to react in a potential collision situation and actions in the event of an emergency. There’s a reason professional seafarers train and conduct drillsthey need to be prepared! A day out fishing should be no different. Train yourself and do some drills with your crewmates and family. This can seem a daunting prospect, but it doesn’t need to be. There are some great resources at your fingertips to gain more knowledge and understanding of your responsibilities. Coastguard Boating Education offers a FREE online ‘Beginning Boating’ course as a start. This leads into Day Skipper nicely and will help build your knowledge and confidence. For the more experienced boatie, why not work through Boatmaster, a great course that gives you more confidence to head offshore. Make sure you know your local rules. Check out your local council website as they will have information on local Navigational Safety bylaws. These rules (carriage/wearing of lifejackets,

speed limits, recreational zones etc.) are there for your and others’ safety. Ignorance is no defence (you have been warned!).

INFORMATION

Aside from the education and regulatory side, local clubs work to ensure members have a fun, safe time on the water. Clubs are an104107 invaluable source of information and local knowledge. Check out social media channels for what’s out there. Take a look at sources of marine weather, tides and local conditions. There are many sources out there and new apps coming onto the market all the time. Metservice and the Coastguard app are popular, but also take a look at Windy and Predict Wind. Check how the forecasted weather compares to actual conditions to get a feel for what to expect out on the water. Compare a few and get familiar with how they operate and whether you trust them. Somebody must know what you’re up to. What should they do if you don’t return? Who do they call? All good things to iron out now. Note that NZ Police coordinate inshore search and rescue- so in case of an emergency, dial 111 and ask for the police). The Coastguard app is an excellent source of weather and tidal information, both forecast and real-time. Joining the Coastguard also helps this fantastic community service. Is your membership up to date and ready for summer? It’s always reassuring to know Coastguard are there if you need them.

COMMUNICATION

Two forms of waterproof communication are a must when heading out on the water. The cellphone is one that most people carry and can be a great tool. Have you tried using it with wet hands whilst treading water? Hopefully not! Please put it in a waterproof case and wear it around your neck. In an emergency, things happen quickly. Remember that cellphones have limitations, like coverage, battery life

and only one-to-one communication and usability when wet. Bear this in mind when you’re planning your summer trips. A VHF radio is another popular item for a reason. They are generally waterproof and operated with the press of a button. When you use a VHF radio, you broadcast to all the other vessels within range. They are great for filing trip reports of your intentions, receiving up-todate marine forecasts and real-time conditions (Coastguard Nowcasting service) as well as calling for help if required. Make sure your VHF radio works before you head out this summer. If it’s a mobile device, then check the battery and have a charger with you. Every operator of a VHF radio (unless in an emergency) should have as a minimum a VHF Operator’s certificate (check out Coastguard Boating Education’s online courses) and, again a great one to get done now before the season starting. Completing a course will give you the confidence to use this essential piece of safety equipment. Another piece of emergency communication is a PLB/EPIRB. These alert the Rescue Coordination Centre, via satellite, of any person or vessel in distress and provide a location. If you have bought one, it needs to be registered with MNZ, and the form is available online here: www.beacons. org.nz/register/. If you haven’t got one, consider putting one on Santa’s list. These have saved countless

Crossing a bar requires some preplanning, both in how you approach the waves and making sure everyone on board is wearing a lifejacket.

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This can be kept in an easy to grab spot onboard. Lifejackets: Also known as PFDs (I’m not getting into definitions here). Ensure that you have sufficient numbers on board for all and of appropriate size. As the saying goes, “they never saved anybody in the locker- so wear them”! Depending on location and size/type of vessel, it may also be legally required- again, check your local bylaws. Lifejackets should be clean and stored dry, check straps, stitching and buoyancy. Over ten years old? Time for new ones - MNZ and Coastguard run an old for new programme, (www.old4new.nz/) so have a look as there are some great discounts available. Inflatable lifejackets are excellent and convenient to wear on power and sailboats. Like anything, they need maintaining. Commercial inflatable lifejackets require an annual service at a recognised service centre. This involves replacing the cylinder, selfinflating bobbin, clips and a 24hr inflation test. As a recreational boatie, there is no requirement legally to do

people but remember, it does not replace the need for preparation and planning - it doesn’t make you safer on the water! Other signalling devices to consider are: • Flares ensure these are stored in a dry container and check the date (they do expire and require replacement) and are readily available to ‘grab’. • Lights - check/replace batteries and carry spares. • Whistle, airhorn etc. - check you have these available.

SAFETY GEAR

As a skipper, you’re responsible for ensuring safety gear is available, maintained and usable. Having a ‘grab bag’ for essential safety gear in an emergency is a great way to prepare. Use a dry bag and include items that would be essential to have on hand if the boat suddenly wasn’t there (think flares, PLB, handheld VHF, light etc.)

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this, but you want it to work when you need it, so why wouldn’t you! Hutchwilco has great instructions (link below) on how to do this yourself, and again, it gives great peace of mind to get it done. www.hutchwilco. co.nz/our-stories/self-servicing-yourinflatable-lifejacket/ Anchor. Check your chain and warp in good order and the end secured aboard (called the bitter end for a reason)- it’s good to clean out the chain locker and give any warps a freshwater wash (big tub and leave them to soak and then hang to dry in the shade). Plus, it would help if you changed out any rusted shackles or chains. Secondary Propulsion - engine (see below), oars, sails, whatever it may be, ensure they are clean, dry and serviced. Bailer - no matter the size of the boat, this is an essential item, be it a bucket or plastic milk bottle with the bottom cut off (with a piece of string to tie it in). Fire extinguishers/fire blanket Check pressure gauge and date for service. Ensure they are stored

in a readily accessible location, quick to grab (no use at the bottom of a locker). Dry Powder is the go-to for all-around use for small craft but has limitations. Any old cylinders out of date? Take them to a local service centre for recharging/replacement. Most people have never used a fire extinguisher. Check out FENZ information for basic information. Professional seafarers attend fire fighting courses on a boat. This is important stuff! Want to know more? Do a half-day course where you get to use different types of extinguishers/fire blankets. www. fireandemergency.nz/at-home/fire-extinguishers/

ENGINES

For outboard engines, the most common issues are fuel or electrical. Did you know that petrol loses its gas (octane) and by three months is potentially stale and not as useful? Use the older stuff for less critical tasks like mowing the lawn, and before your first trip, top up with fresh fuel. Outboards require servicing (usually approx. 100hrs - check manufacturers spec). Book it in or do it yourself - you’ll learn a lot along the way if you haven’t done it before. Again check with manufacturers specs and any associated warranty - it may need to be done by an authorised service centre. Either way, with new fuel, giving the engine a run-up at home in flushing mode is a great way to check it over. Have you got water flow out of the tell-tale? It’s a place that critters like to hide and nest, as is the air intake in the top cowling cover. Check everything is flowing free. Grease fittings, top-up hydraulic fluids, and ensure electrical connections are tight and sprayed with silicone. Then check steering, shifting and throttle mechanisms before moving on to checking the engine mounts, spark plugs, engine and gear oil, oil and fuel filters. Diesel tanks should be stored as full as possible to minimise condensation and water in the fuel. Look after them now, and hopefully, you’ll get a season of trouble-free boating.

SO WHAT ARE YOU WAITING FOR?

It’s true, there’s a lot to think about when boating. Having a checklist is a great idea to make sure you arrive at the ramp ready to go. You could even laminate your list and check it each time. Remember, time spent now on preparation will reduce stress and help give more happy hours on the water this season. Happy Boating!

PRE SEASON CHECKLIST

Coastguard Boating Education courses Communication gear Safety Gear Engines

PRE DEPARTURE CHECKLIST Weather and Tides Fuel, Oil, Battery Communication x 2 Bungs In Bilge Pump Runs Hats, Glasses, Sunscreen, Warm Clothes Life Jackets Food and Drinks Mission Gear

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B O AT R E V I E W

CLASSIC WITH A TWIST TEXT BY JENI BONE

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ISLAND GYPSY 400 TWIN CABIN

An iconic Australian boating brand, Island Gypsy has returned after a long hiatus and the next generation 400 Twin Cabin is the latest new model to be released. The 400 twin Cabin is just one of a new generation of Island Gypsy classic cruisers.

old Coast couple, Trish and Ray are ecstatic, taking delivery of their Island Gypsy 400 and heading off into the Broadwater sunset for their first night aboard. It’s mid-winter and yet the chill evening air can’t take the sheen off the anticipation of sunny days on water as they cruise out of Gold Coast City Marina along the Coomera River. Christened “Gypsy Rover”, an amalgam of the brand, their plans to travel and a tip of the hat to the lilting Irish ballad of the same name, the twin cabin version of this neat 40-footer packs a hell of a lot of features into an easily manageable, single-engine sedan form. A seasoned boatie, Ray was attracted to the brand for its “Down East” design, inspired by the Maine fishing boats, ubiquitous in the 1920s. “Their fine entry gave them great seakeeping qualities,” he explains. “In the 1950s, this style became popular as a pleasure craft for American celebrities. I always liked their look, their profile, but what appealed to me most about this new model was the modern, fresh look and the high-quality fit-out, as well as the intelligent design, less maintenance and value for money.” A myriad of other features drew him to the Island Gypsy brand, and the twin cabin model in particular.

THE COMPLETE PACKAGE

Running a Mercury Verado 250, we saw 40 knots on the GPS.

First inspecting the Island Gypsy 46 twin cabin at the Sanctuary Cove Boating Festival in November 2020, Ray and Trish were smitten with “the complete package” encompassing both the aesthetic and the technical attributes of the vessel. “The Island Gypsy brand is different from its competitors,” states Ray. “She’s a totally new build with the appeal of the Downeaster style but numerous innovative changes. I liked them immediately because they’re semi-displacement boats with full keel for protection, a reasonably flat bottom for stability and the ability to sprint when needed – not like the fulldisplacement boat that is reduced to a slower top speed.” They were impressed with the simplicity and “intelligent design” that removes many of the complications, such as skin fittings and seacocks along the hull.

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Blending the allure of the classic lines of a ‘down east’ style cruiser with advanced engineering.

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“Some 40-footers have up to eight or more, and these can prove troublesome with breakages or leaks,” Ray observes. “The left and right-hand side entry doors to the cockpit, plus transom centre door are great features, as are the swim platform rails and ladder which are removable, giving you more options. I particularly liked the leather helm bucket seats, great dash layout, including drink holders, side helm door and walkaround decks, which all add up to safety, comfort and convenience. “The cockpit-saloon hopper window makes alfresco dining and entertainment enjoyable. The skylight in the bathroom and many other thoughtful design elements also caught our eye.” What you can’t see immediately, such as wiring and plumbing, set the Island Gypsy apart from its rivals. “All wiring is labelled or numbered. Every boat comes with square-cable wiring, hardwired for a solar option. The wastewater goes into a large sump and is pumped overboard, and she also has a separate holding tank for the toilet.” The couple previously owned flybridge vessels, which Ray reports were “very competent passage makers”.

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ONE LEVEL LIVING

“We thought we’d miss the flybridge, but the IG40 has everything we need,” he says. “Living and entertaining are all on one level, and there’s the advantage of maintenance. In addition, we are able to moor it at our home in Runaway Bay rather than requiring a marina berth. It’s the perfect size for our pontoon and to go under the two bridges from our house to the Broadwater. This saves on berthing fees, parking and the hassle of transporting supplies to and from the boat. “The reason we chose the twin cabin is that the second cabin is ideal for storing our gear and of course, when we have friends join us on board. We’ve made sure we had lots of storage on board, in the galley, under seats, wherever we could.” “Gypsy Rover’s” foredeck has ample space for sunpads and socialising. From here, Ray can access the solar panels via ladder. Ray, whose background in the motor industry equipped him with a passion for and depth of expertise in engineering, was very hands-on during the build, while Trish was occupied with “the fun, creative part” choosing the interior design choices and décor – soft furnishings and linen in marine hues.

For Ray, the build process was fascinating and the opportunity to apply his skills. “While we couldn’t visit the factory, we kept up with construction through constant progress photos and feedback.

STEYR POWER

“We were pleased we could customise our boat to suit our requirements, including the choice of the Steyr 6-cylinder diesel 280hp engine, which offers reliable service and parts back-up in Brisbane. “It’s an amazing engine. I chose the Steyr for its compact design, light-weight and smooth running, quietness and economy. They are huge in defence boats and machinery and expanding in the pleasure craft market. It meets European industry and SOLAS safety requirements. “Also, it’s a monocast engine with no cylinder head or sump and can run at 2,000 rpm with a 50cent piece balancing on its edge due to its lack of vibration! “We sea-trialed on the Broadwater and hit a top speed of 18 knots and at 10 knots achieved a fuel burn of 9 lph. That’s a great asset if you’re making a bar crossing or trying to avoid bad weather, you’re not reliant on tides and can push through. “I’m really excited about the ride, actually. The driving is excellent – very comfortable and great visibility from the helm. There’s enough room for two so Trish can be involved, and the helm door is great for a breeze and when I need to jump out when we’re coming in to berth.” Another specification Ray is proud of is the upgrade to include two extra house batteries, giving them 800 AMP on housekeeping, charged

by two 400-Watt solar panels and a Victron 3,000Watt 240 Volt inverter, limiting the use of the Onan generator to emergencies. In terms of design, Ray and Trish extended the roofline/awning over the swim platform and added a custom-made set of cockpit clears plus mesh flyscreens – perfect for creating an additional all-seasons room and keeping the insects out. The cockpit table folds down depending on the occasion and number of people. “There are so many details that demonstrate the craftsmanship,” says Ray. “The curve on the handrail, two-way blinds which are opaque and semi-opaque for privacy and to protect the upholstery, our special drawer to ensure wine glasses are secured.” “The slimline light switches were sourced here and sent to the factory. We also specified Corian benchtops for a high-end finish, gloss timber walnut throughout, dual fridges and freezers, a convection oven and upgraded to Garmin electronics. The new autopilot is super-precise.”

The cockpit-saloon hopper window makes alfresco dining and entertainment enjoyable.

Twin Garmin screens dominated the helm. Note the side door to the bulwalk.

Living and entertaining are all on one level.

With the drop down clears in place the saloon and cockpit become as one.

EXPECTATIONS MET

“We really appreciated the opportunity to make changes and the changes we made during the build were met with enthusiasm by Brett and the team, as well as the builders. Nothing was ever any trouble. In fact, Brett has taken on board several of the initiatives and will incorporate them into the design of future vessels.” And that is another, no less important difference unique to Island Gypsy – it’s director and founder, Brett Flanagan. “Brett is a very good listener, he’s also passionate PowerboatMagazine.co.nz

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ISLAND GYPSY 400 TWIN CABIN

How’s this for a super clinical, clean engine room

Accommodation is provided in two cabins.

about boats and boating which is evident in everything he does,” states Ray. “We had a brilliant experience from the very start, through to delivery. Expectations met and exceeded.” For his part, ‘Flanno’ is riding the wave of fervent interest in new boats and brokerage. “We are smashing it!” he says. “We’ve sold 10 400s out of the first 12 stock orders in five months, and a new 500 to a current owner in Sydney. I’ve designed a 650 twin engine model, also for a previous owner. We sold the 460 twin to an owner in Brisbane and we have another six orders placed for the Island Gypsy 400. That’s 18 boats in build!” SPECIFICATIONS Model Island Gypsy 400 Twin Cabin Builder Newport Motor Yachts Year Launched 2021 Priced From $AUD649,000 Price As Tested $AUD699,000 Type Sedan Cruiser Construction GRP Displacement 14000 kg LOA 12.9 m LWL 10.97m Beam 3.96 m Draft 1.00 m Test Power 280 HP Steyr Power (Opt) 355 HP Cummins

FUEL & PERFORMANCE DATA RPM Knots L/h 1000 4.0 2 1600 6.0 5 2200 8.0 10 3200 10.0 28 3800 12.0 47 4166 14.5 62

Max Speed 18 knots Cruise Speed 8-10 knots Generator Onan 4 kw Drive Coupling Python Drive MFD Garmin Sound System Fusion Blue tooth RA 210 Anchor Winch Quick 1000 Thrusters Quick Fuel Capacity 1000 litres Water Capacity 730 litres Contact Brett Flanagan +61 (0) 414997654 info@boatsinternational.com.au www.boatsinternational.com.au

L/NM Range NM 0.6 1309 0.9 824 1.2 582 2.8 254 3.9 184 4.3 167

Fuel range based on 10% reserve

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OLD SCHOOL WITH A TWIST

The appeal of the Island Gypsy, according to Flano is its “old school” design elements combined with distinctly modern engineering and accoutrements. “We’ve reinvigorated the old displacement hull style that was only available to a semi-displacement into the 21st century; completely redesigned the engineering, hull design, interiors and all the lifestyle extras that people demand these days. We’re responsive to our owners, we listen to the public at boat shows and the new generation coming through. But most attractive are the ongoing cost-savings. “Over any other brand, our maintenance costs are more than halved because of the way our boats are engineered.” The latest two contented Island Gypsy owners concur. Content with the full package, from customisation to fuel consumption, Ray and Trish are over the moon with the prospect of spending plenty of time on the water. Setting off for their first weekend aboard “Gypsy Rover”, Ray and Trish are already planning a season of epic voyages. “We love the Broadwater, especially Tipplers,” says Trish, “And we’re hoping to go to North Stradbroke Island, and then whale watching at Fraser Island and the Sandy Straits. When we can, we’ll head to Yamba and the Clarence River.” “We have favourite anchorages on the Broadwater and at North Straddie, Moreton Bay and the Brisbane River. We have also cruised The Whitsundays, which we enjoyed so much and hope to do it again on ‘Gypsy Rover’. We can’t wait!”

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COMPANY PROFILE LOMOCEAN

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The 26m wavepiercer catamaran, Ultimate Lady was designed for sport fishing around the globe.

LOMOcean Marine (formerly Craig Loomes Design) offer custom boat designs tailored to the specific requirements of each client. The result is an ever-expanding range of mono-hull, catamaran, trimaran and wavepiercer designs for the pleasure, commercial (ferry, tug, crew boat, work boat etc), military and super yacht markets, honed in the towing tank and wind tunnel. A passion for innovation has created remarkable ships such as the stealth trimaran KRI Klewang and award-winning designs, including Ultimate Lady, a 27m wavepiercer catamaran. The radical Earthrace (Ady Gil) smashed the UIM world circumnavigation record for a power boat and Turanor Planet Solar is the first ever solar vehicle to circle the globe. Not all the designs are radical; the conservative motor yacht Black Pearl is a demonstration of the company’s versatility. PPB talks to Directors, Craig Loomes and Andre Moltschaniwskyj about the company’s achievements and future goals. PowerboatMagazine.co.nz

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COMPANY PROFILE LOMOCEAN

WHAT IS THE HISTORY OF THE COMPANY AND WHERE DID THE NAME LOMOCEAN COME FROM?

employees, including Kirsty Loomes, also a Director, the financial controller and active within the organization from its earliest beginnings.

HOW WOULD YOU DESCRIBE THE TYPE OF BOATS YOU DESIGN IN A COUPLE OF WORDS? THEN EXPLAIN .

Craig kicked it all off in the late 1980’s with Craig Loomes Design as he transitioned from being a builder constructing boats to a naval architect designing them. He starting working with structural engineering consultant Andre Moltschaniwskyj in the early nineties collaborating on some significant projects - and by 1998, the two teamed up and became business partners. Craig Loomes Design became Craig Loomes Design Group for a time, then changed to LOMOcean Design. The name LOMOcean combines the first two letters of each surname - intended to reflect the value each bring to the business with their separate skill sets - with the word ‘ocean’ – upon which most of our boats float. It’s pronounced LOM Ocean. A restructure in 2020 in the aftermath of the first major Covid lockdown saw the recent formation of LOMOcean Marine and the company now numbers 10

Innovative and diverse. We design power boats and sail boats, monohulls, catamarans and trimarans. We design planing hulls, foil assisted hulls, displacement hulls and transitional hulls. Soon we will be designing a SWATH (Small Waterplane Area Twin Hull) and a fully foiling powerboat. We can design in wood, steel, aluminium, GRP or advanced composite construction materials. We also design pleasure boats, commercial boats, military boats and boats for Government Authorities such as Police, Customs and Coastguard. We’ve designed barges to float on sewage ponds, 65 knot fast interceptor craft, amphibious dinghies, keel boats, superyachts, sportfishers, long range passagemakers, turret equipped troop carriers, 80 mph ski boats, multi-purpose workboats for the oil and gas industry, runabouts, 63m carbon fibre missile boats, specialist oil spill recovery boats, combat boats for Special Forces,

(Left) Andre Moltschaniwskyj (NZCE mech, BE mech) Director, Senior Engineer & Craig Loomes (RINA, SNAME) Director, Naval Architect of LOMOcean Marine

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passenger ferries, firefighting boats, tourist boats and tugboats. We’ve won two International Superyacht awards – one for the innovative 27m wavepiercer Ultimate Lady and another for Michael Hill’s recently launched 39m explorer catamaran The Beast. We hold both UIM and Guinness World records for the fastest circumnavigation of the globe by a power boat via the two canals (the 24m trimaran Earthrace) and first ever circumnavigation of the globe by any photo voltaic solar powered electric vehicle (the 30m catamaran Turanor Planet Solar).

WHAT PARTS OF THE WORLD ARE YOU PARTICULARLY ACTIVE IN? That changes depending on the various political, economic - and as we’ve recently discovered - health situations around the globe. It was decided fairly early on that the company shouldn’t just design pleasure boats for New Zealand. Projects for Malaysian Police (fifteen, 10m, 45 knot strike craft) and Malaysian Customs (nine, 16m, 50 knot fast interceptor craft) led the company’s way offshore and into an new market sector, then expanded into further pleasure, commercial and military designs built in Malaysia, Singapore, Indonesia and China.

“Boat design has evolved from what was mostly an art to something much closer to a science.”

Covering a broad variety of markets around the world allowed LOMOcean to sail through the global financial crisis in the mid to late 2000s unscathed, when many pleasure boat designers had no work for two years. We’ve just seen two 45 knot 18m boats delivered to Malaysian Police and six, 50 knot versions to the Malaysian

The 31m Black Pearl was designed as a long range passagemaker with an optimum cruise speed of 13 knots.

Navy, with thirteen more due to start construction shortly. LOMOcean is particularly active in Egypt – the Suez Canal and the Ports of Alexandria and Damietta on Egypt’s northern coast attract huge demand for workboats, including lines handlers, tugs, ferries, harbour patrol boats and firefighting boats, so we have supplied designs

and technology transfer packages for a wide variety of advanced composite, aluminium, wooden and steel boats in this part of the world. We have also delivered designs for boats built in Australia, Germany, the United States, the UAE and oddly enough, Mauritius. The New Zealand market has become more active for us again recently, with

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COMPANY PROFILE LOMOCEAN The Circa 24m Mollymawk was built by Circa Marine to a LOMOcean design for world cruising.

naval architecture and engineering and applying it to boat design. Nowadays, nobody expects to climb aboard a car or an aircraft where someone guessed how thick the structures should be, or estimated where a wing should go or how big it should be - and boats should be no different. And of course the highly regulated nature of the commercial and military markets we operate in mean that code compliance and proving your decision making with maths is very normal, even if remarkably, that is still not the case for most pleasure boats. It means that when a client comes to us and tells us what they want to do with a boat, we try to leave preconceptions and paradigms aside and come up with pure, technical, solution driven designs. We are also highly focussed on ensuring there is a very good design brief from the outset that defines the problem at hand. We

commercial fishing boats, a range of aluminium production launches, some offshore passagemakers as well as custom composite game boats.

WHAT MAKES LOMOCEAN DIFFERENT FROM OTHER DESIGNERS? Our rigorous, first principles, brief driven design approach. Over the years, boat design has evolved from what was mostly an art to something much closer to a science, something we very much endorse and embrace. Historically, new boats tended to evolve from old boats with the accumulated experience of their builders and designers, where educated guestimates and trial and error often defined how a problem was solved. By contrast, we’ve always been interested in using first principles mathematical analysis in

don’t design a boat that we like that the client has to fit their needs and preferences into and around – instead we design a bespoke boat that is tailored specifically to each client and to each application. If some of our boats look odd or ugly to some eyes, it’s because that’s what the customer wanted. That first principles approach means we can design a tug boat just as readily as a high performance yacht. Or a very fast planing hull as readily as a super-efficient catamaran or trimaran hull. We also have strong inhouse structural engineering skills, particularly with composites, but also with steel and aluminium materials, which means we can handle some difficult structural engineering problems – integrating the massive deck cranes into the structures of The Beast is a good example. Our clients often want something different that no-one else can deliver.

N AVA L A R C H I T E C T U R E YA C H T D E S I G N

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Below the waterline? We’ve got it covered.

When you’re out on the water, you shouldn’t have to worry about what’s going on underneath it. That’s why we’ve been out in the field, designing, testing and optimising our coatings to safeguard your boat from fouling. Our results? A new range of antifoulings tailored for your convenience, each providing superior colour and performance you can trust.

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COMPANY PROFILE LOMOCEAN

The radical trimaran, Earthrace set a record circumnavigation of the globe by the radical trimaran and was unceremoniously sunk by a Japanese fishing boat in the Antarctic .

WHAT HAVE BEEN SOME GAME CHANGERS FOR LOMOCEAN OVER THE YEARS?

empirically derived algorithms for calculating speed and resistance are also calculated as fast as the click of a mouse and although computational fluid dynamics (CFD) computations can take one or two days of 16 core computer time to complete on a complex hull shape, it offers unparalleled ability to understand fluid flow without needing to use scale models in the towing tank. Similar advancements have allowed finite element analysis for structural design to become commonplace and no longer a specialist job for massive mainframe computers as it was not so many years ago. And, 3d modelling means we have utmost confidence in the accuracy of parts and the fit of equipment. If it fits in 3d computer space, it will fit in real life. Computers have blurred the line between design and build – drawings now have fewer or even no dimensions on them,

Undoubtedly the enormous improvements in computing power. When Craig first started designing hulls, he used a drawing board, French curves and laboriously calculated integrals to figure out how a hull would float. Developing a new hull took a long time and didn’t lend itself to fast, iterative improvement. And to get certainty about resistance and powering, building a scale model and testing it was really the only option, which took more time and money. Nowadays, computing power and graphics capability has improved out of sight and it takes only seconds to assess how a boat will float and how stable it will be. Traditional

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because a computer controlled machine will cut the part, rather than a human measuring, marking and cutting by hand. It means that nowadays we will draw every last structural part of a boat because it has to be computer cut, so often we are making decisions in the design office that a boat builder would have been making only a few years ago. We are now production engineers as well as naval architects and structural engineers.

WHAT ARE SOME YOUR MOST REWARDING PROJECTS AND EXPERIENCES ASSOCIATED WITH THEM? We think our most successful projects have been those where the owner places their complete trust in us to deliver the result they want. The 27m

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COMPANY PROFILE LOMOCEAN

Gary Bain wavepiercer Ultimate Lady was a great example of this, where the owner took a gamble, but in return got a unique and special boat that he still owns some 23 years and tens of thousands of ocean miles later. That project formed an incredible springboard for the projects that have followed and there are many boats that we are very proud to have been such a formative part of. It is always a pleasure to step onto a boat we designed, whether it is a new passagemaker trialled off the Whangarei coast in storm conditions, a tugboat working hard on the Suez Canal or a record setting boat arriving into Monaco having circled the globe. We have been privileged to travel the world, meeting a huge array of interesting people and doing some extraordinary things. Like diving with hammerhead sharks in the Red Sea from a motoryacht we designed, or eating lunch in the desert with a Dubai sheikh over design drawings, or helming a 17m military boat at 65 knots off the coast of Malaysia, or test firing a 40mm gun in a snowy, forested weapons range in Sweden to assess muzzle blast effects on the carbon fibre superstructure of a new warship design.

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WHERE DO YOU ENVISAGE FUTURE IN BOAT DESIGN LEADING FOR LOMOCEAN? We are seeing big changes happening right now that are re-shaping the near future of boating. The relentless drive towards electric cars is also being replicated by innovative manufacturers of marine propulsion equipment and there is certainly a market desire for cleaner, greener, quieter boats across all market sectors. The relatively low energy density of today’s batteries means a growing need for more efficient hull shapes which we are very good at designing, but also a move back to fully foiling boats that were popular as ferries and military patrol boats in the 1950s. Flying a boat on foils is the best way to reduce power requirements at speed and electric motors make it easier to get power into the water, because the motor can be buried in a hydrodynamic pod connected directly to a propeller, rather than the long, complex drivelines and struts used with foiling diesel engined boats. So we are seeing the start of an electric boat revolution, which promises many new interesting projects in the future. |

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Gary Bain, Sales Manager for ZF Services Australia looks back at 25 years involvement with LOMOcean Upon joining ZF my first NZ project was Ultimate Lady, way back I think in around 1996. The boat was fitted with ZF model gearboxes BW195V, which are still in operation in this fantastic vessel. Since then the ZF / LOMOcean relationship has continued and I remember clearly such iconic projects as EarthRace and Black Pearl , bOth fitted with ZF gearboxes. There were various workboats with DP systems where ZF not only supplied gearboxes but also DP control systems up to todays latest projects like No Excuse. This morphed into Good Newz with the entire driveline supplied by ZF Services Australia. This included ZF2000 series gearboxes, ZF SmartCommand control system with all bells and whistles, Joystick and i-Anchor with i-Drift, ZF SteerCommand electronic steering and ZF-FP propellers and shafts. Recently Mollymawk with ZF gearboxes, controls and propellers has seen the cycle of over a 25 year working relationship with LOMOcean continue. Craig, Andre and the rest of the LOMOcean team are fantastic people to work with and the associated accolades they receive are more than deserved.

ZF is Propulsion As a global leader in marine propulsion systems, ZF is your reliable partner. ZF Marine provides a range of innovative components, designed for superior reliability and performance. Our Supershift2 transmission technology offers immediate and smooth engagement for improved response and passenger comfort. When combined with ZF Controls, Steering, Propellers and New Hybrid Systems, a complete propulsion solution offering full vessel control is at hand.

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Be Careful What You

DREAM Rodney Russ spent five years working with a Chinese shipyard building MV Strannik, an ocean capable expedition yacht/passagemaker. Here he recounts the persistence and tenacity he had to go through to make his dream come true.

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It began in Hobart over a drink with my friend and colleague, well-known yachtsman and adventurer Don McIntyre. But if I am honest I could probably trace its origin to youthful daydreaming and possibly too many Jacque Cousteau documentaries. On this occasion, Don and I were ruing the inevitable changes in the expedition travel industry. We were both involved in the industry, I had leased a Russian ice strengthened research ship and was offering expeditions to NZ sub-Antarctic Islands, the Ross Sea and Russian Far East and Don was working as a lecturer and guide for various expedition travel companies. Expedition ships were getting larger and larger. Some of the vessels were carrying more than 200 passengers. In our shared opinion the itineraries they were promoting were risk-averse and predictable. That’s not expedition travel in our books. The size and draft of the new vessels significantly restricted where they could go. We felt they were simply becoming another cruise liner.

Rodney Russ waited five years for his dream to come true.

MV Strannik moored in the Auckland Islands.

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AND SO IT BEGINS

are affectionately known as Diesel Ducks. Collectively Diesel Ducks around the world have clocked up hundreds of thousands of passagemaking miles. Diesel Ducks have been built in backyards and by professional shipyards on several continents but one yard is synonymous with Diesel Ducks. Sea Horse Marine in Zhuhai, owned by Bill and Stella Kimley, has built and commissioned more steel Diesel Ducks than any other yard in the world. Don agreed to approach George and ask him about the feasibility of extending his popular 462 model to 24 metres, which he did for us. With plans in hand, I approached a couple of yards including Sea Horse Marine for expressions of interest. Bill’s feedback and suggestions were invaluable and based on that we asked him for a quote. I had some concerns about the “made in China” label but Bill and Stella helped allay those concerns by offering to build it in full RINA survey for unrestricted worldwide navigation. I also employed Don and his partner Jane as project managers. Jane was a former employee of Sea Horse Marine. The keel was laid in the graving yard in December 2013 at Sea Horse Marine in the town of Doumen.

What could we do to put the “Expedition” back into Expedition Travel? Don had recently taken delivery of a George Buehler 462 Diesel Duck from the Sea Horse Marine yard in China. It was called “Ice” and he was cruising in the South Pacific between lecturing assignments. I had seen photos. She had a real presence, a boat that people took notice of. I casually said to Don what would be the result if we put “Ice” on steroids? We would have to keep it under 24 metres with a maximum of 12 passengers, otherwise the rules and regulations would suffocate the project before we even started. Don said I think we would have the perfect expedition yacht/passage maker. The rest as they say is history but I think it’s worth telling, either as a warning to anybody thinking of doing it or as an inspiration for those who believe they can. The late George Buehler is known in the cruising world for his book - The Troller Yacht Book. How to cross oceans without getting wet or going broke. If the reader is interested in passage making, then this book is a bible of what to do and what not to do. He is perhaps best known for his long range motorsailer designs which 126

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36 MONTHS… YEAH RIGHT!

The contract stipulated a build time of 36 months but Strannik was to take more than 5 years. It is a common theme with everybody we have spoken to who have had Diesel Ducks built at Sea Horse Marine, they are never completed on time. Stella told me in a recent email that they have addressed this question and are aiming to finish everything within the stipulated contract period. However, I don’t think the problem of late delivery is unique to their yard. Strannik was in part delayed by the fact that the Chinese Government terminated Sea Horse’s lease on the shipyard in Doumen and they were forced to shift everything including the vessels under construction, workshops and equipment to a new yard some five miles away which they had purchased some years previously, but not prepared, in anticipation of the termination of their lease. The delays in Strannik’s build were further compounded by building in RINA survey, as all the drawings and plans and any modifications to them had to be submitted to RINA’s Korean office for comment and approval and all material and equipment used in the build had to be approved by

RINA then sourced from approved suppliers, not always an easy task in China. In August 2018 Don and Jane had to move on to other commitments, they were organising the 2019 Golden Globe yacht race and had to relocate to France. Fortunately, I had passed the ownership and management of my Expedition Travel Companies to my sons in April 2019 and was free to travel. Simon Truebridge, who I had recently employed as an engineer for Strannik, a young crew member and I relocated to China in an attempt to try and get Strannik finished and launched. We lived there for 7 months, initially in a hotel and then onboard Strannik. We cajoled, we pleaded, we encouraged, we ordered, we instructed and we demanded but promised delivery dates came and went. We engaged lawyers to sort out a major problem with the RINA regulations over the amount of sail area we were allowed before we had to meet sailyacht stability standards, something that Strannik was never

designed to do. The problem was that there was a decimal point in the wrong place in the 2013 regulations which meant we could only have 1.84 square meters, instead of 184sq metres. The ridiculousness of this wasn’t lost on the RINA inspectors but rules were rules apparently. The new 2019 amendments corrected the mistake but didn’t help us because our project had been started under the 2013 regulations. It was eventually resolved. This was one of many battles we had to fight.

ON THE WATER

The last battle was the export of the vessel from China and we had to concede defeat on that one. We wanted to sail it to Hong Kong but under China Customs law no new boat can sail from China “on her own bottom”. That translates to it must be towed. A tug was duly hired and it left China with Strannik in tow on the 23rd March 2019, and we went by ferry and met them in Hong Kong. It was a huge relief to be out of China but the build wasn’t over yet.

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Clockwise: Build in full RINA survey for unrestricted worldwide navigation, the bridge wants for nothing.

MV Strannik is designed for 12 passengers in comfortable surroundings. Main power is a John Deere 6135AFM75 M2 @ 425HP.

In Hong Kong, we anchored at Hebe Haven yacht club (great club and great people) and we spent the next 4 months working with On Board Marine Group (a group of NZ guys who have set up business in Hong Kong, at least we spoke the same language), to install and commission the electronic gear which we hadn’t been allowed to import into China or had been unable complete installation of before departure. We also had to go into a queue for a space in the Hong Kong shipyard to haul Strannik out to make some adjustments to the propeller so we were able to meet the engine manufacturer’s specifications (1900 rpm @ WOT) as stipulated in the contract. In dry dock, we completed the final RINA “out of water” survey, renewed the antifoul, trimmed and refitted the propeller. Strannik is registered in Arutanga in the Cook Islands and all that remained to be done once we were back in the water was for the local Cook Island Surveyor to complete his survey. We sailed from Hong Kong on July 20th, 2019, 5 years and 7 months after the keel was laid on what was to become one of the longest and demanding maiden voyages of any Diesel Duck 128

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and vessel from the Sea Horse Marine yard. The first port of call after leaving Hong Kong was Pusan and from there we sailed via the Tsugaru Strait, along the Kuril Islands to the Russian port of Petropavlovsk-Kamchatskiy. Although I don’t speak Russian, I have spent a lot of time in the Russian Far East. My Russian friends who know me too well suggested the name Strannik for the ship. It means wanderer or pilgrim. The ship’s bell was a present from these very dear friends. Strannik has an economical cruise speed of approx. 8 knots for 5000 miles, with a standard cruise 8- 8.5kts over 4000 miles, and with sails it is obviously unlimited. Max speed 10.5Kts. The journey north was the culmination of a long-held dream and Strannik was the boat that would allow me to fulfil these dreams. However, dreams are dangerous things, they require persistence, tenacity and antifouling on a regular basis. Most importantly of all, dreams are worth it. Follow Rodney’s dreams in our next issue when he takes us way down to the Auckland Islands and discovers a totally pristine and unspoilt cruising haven that is rarely visited. PACIFIC POWERBOAT MAGAZINE

The ship’s bell was a present from Russian friends.

SPECIFICATIONS LOA 23.7 metres Beam 6.2metres Draft 2.47metres Displ 131 Tonnes Construction Steel hull, deck, pilothouse with fiberglass flybridge. Sail area Total 174 sq. metres. Main Engine John Deere 6135AFM75 M2 @ 425HP Generators 2 x Northern Lights 26 KW. MFDs Simrad Air Con Cruisair Thrusters Side Power Stabilisers Naiad Fuel 15,500 Litres Water 8500 litres. Class RINA C* HULL MACH Ych (MCA) Unrestricted Worldwide Navigation. Contact www. strannikoceanvoyages.com

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PHIL GILBERT COLUMN

Evolutions Learning Curve Nature has a wonderful way of reminding us what irrelevant specks we are in the greater scheme of things.

E HAVE ALL PLANNED A BOAT TRIP ONLY TO HAVE NATURE THROW IN A MINI BOMB, RESULTING IN A MESSY MARINA PARTY TO DRINK AND EAT THE SUPPLIES PURCHASED FOR SAID VOYAGE. So it was with Covid ..Delta variant !! Covid has certainly changed our need for patience and pre planning, if you want to buy something new. Having ordered the Amphib with a one year delivery, and also discovering my preferred outboard had a one year lead time too, we had consequently planned and filled the months until Xmas and beyond with campervan/ golf tourneys and the associated festivities that motorhome owners have copied or carried over from boat ownership. Covid promptly slammed the door on those plans for the unforeseeable future while we wait at the whim of our Leader. So what does a bored ex boaty do during lockdown? He/she looks at boats. I decided that I NEEDED a boat for the upcoming season and to fill the ever expanding Covid induced gap between the mooted and actual delivery times of the new toy. As mentioned previously, there are not many second hand amphibs available, so an alteration to my plans fomented (or fermented) in my thinking. Really looking at the abundance of craft available to fish and play from was an education. NZ is blessed with very good alloy and FRP boatbuilders, who put out more models to choose from than Toyota, not to mention the imports. Nearly all 7-8m craft I looked at had some merit. Coming from somewhat larger craft, and with advancing years 130

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slowing the cat like reflexes to a crawl we felt that anything smaller than this size would be too lively, both travelling and at rest, and would restrict the comfortable fishing space to 2-3 people. The age enhanced diminishing of the built in shock absorbers twixt our bones meant we were actually looking for a soft riding, heavier hull form. Some of the classic older FRP designs fitted, but most had older motors still, and the standing orders from the usual crew were that there were to be no concerns over reliability.

All of the minor negatives (mentioned in a previous story) re launching and retrieving have been cast aside, and a purchase has been effected for a relatively late model Smuggler Strata 750 mid cabin RIB. I have long admired the Smuggler hull and its performance. The relatively compact WC was a must for my fishing partner, if I wished her to accompany me, and the seating and fishing areas were well balanced. With children and grandchildren discovering the delights of fishing and boating in general, it is big enough to handle a team if required. I always like the concept of the hollow keel, which floods at rest, greatly improving stability as you follow the larger fish around the boat (given our current preference for lightweight tackle). |

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Having cleverly sold my larger SUV with a towbar last year, I had an immediate issue! I have long ignored the excellent articles in this mag re tow vehicles and rated tow weights, and had a moment of panic as to whether my current Euro SUV was big enough. The Smuggler has a tow weight of 1900kg, and my new car was rated to 2300kg. Plenty!!. Quotes to fit a towbar, lighting plug and 12v power for the electric trailer winch quickly dampened the buyers euphoria. I investigated buying an old Massey tractor, just for the launch and retrieve, but that seemed a bit OTT for the one year I am anticipating owning this craft. I do not plan on doing any tow miles during this period, and typically once launched, the craft will stay in the water for the duration of the time we are at the house, with waterblasting of any consequent growth on retrieval being in the master plan. Barnacles be damned. You forget the value of all the accoutrements you just sold with your previous vessel. The cost of at least four new PFDs’, a Coastal flare pack, marine grade torches etc add up very quickly. When you sell, you typically leave the bait board, fish bin and fish net, and often the gaff as good will gestures. These need to be replaced too. The list goes on! The process and purchase has been an enjoyable and time consuming process, but Covid has not yet released its grip. As this epistle is written Auckland is still locked down and the new purchase sits in storage at some place way down South, until we are allowed to traverse the invisible borders, retrieve and relocate it to places north. I have not even been for a ride on it!!

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Is hydrogen the future power source for the marine industry?

Alva Yachts, a German brand offering a choice of sustainable catamarans, sailing yachts and luxury houseboats, such as the Ocean Eco 90 (27.5 m).

HE ENERGY OBSERVER (EODEV) project is basically a floating experimental renewable energy laboratory which has been circumnavigating the world. Based on this practical experience the EODev team have been advocating a smart combination of renewable energies such as solar combined with batteries. They claim that this works

most efficiently in combination with hydrogen fuel cells. The hydrogen is produced by electrolysing sea water using the solar produced clean energy and stored onboard in special highpressure tanks. Already it seems that some other leisure craft producers are following the same hydrogen / electric combination concept, with some innovative models coming to market

and being promoted as zero emission, long range luxury cruising yachts. One example is the Aquon One, a Swiss designed and engineered 19.5 metre power catamaran, which resulted from the work of a collaborative development team of multi-disciplined specialists. Her rooftop is completely covered with 64m2 of monocrystalline photovoltaic panels which convert PowerboatMagazine.co.nz

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Aquon One, a Swiss designed and engineered 19.5 metre power catamaran.

sunlight to electricity, producing up to 75 kWh/day. This clean energy is used to charge her lithium-Ion batteries, and in electrolysis to separate desalinated sea water into oxygen (O) and hydrogen (H2) gas. The H2 is compressed to 300 bar (4,500 psi) and stored in onboard tanks. With a displacement of 30 tons, the vessel is driven by 2 x 100 kW electric motors, one on each hull. These can be powered from the batteries, or from electricity produced through a hydrogen driven fuel cell. With a top speed of 16 knots, the builders claim that she can cruise at 8 knots with an unlimited range, providing there is enough sunlight. Another relatively new range of zero emission boats comes from Alva Yachts, a German brand offering a choice of sustainable catamarans, sailing yachts and luxury houseboats.

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Their Ocean Eco 60 (18.4 m) and Ocean Eco 90 (27.5 m) models have been designed and built specifically for electric propulsion with a sunroof structure that maximises the available space for solar panels. These can generate up to 40 kW per day of power from the sun on the larger model. The full electric version of the Ocean Eco 90 comes with up to 2 x 500 kW gearless electric drives and 2 x 100 kVA DC generators. She has a potentially unlimited range at 4 to 5 knots, and up to 110 NM at 7 knots. There is also an optional hydrogen fuel cell with hydrogen storage tanks as a range extender, and even a kite for harnessing the wind. So, every

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possible renewable energy option for the owner who wants to cruise as far as possible with zero emissions. At the recent Cannes Boat Show, French builder Hynova unveiled its new hydrogen-powered Hypernova 42. Designed by Hynova founder and president Chloé Zaied, the 42 is claimed to be the first model to be produced in series using hydrogen stored onboard to navigate without emitting CO2, NOx gases, noise pollution, odours, or risk of hydrogen leakage. With a capacity for 12 passengers, the 42 will be equipped with the REXH2 (Range Extender Hydrogen) from EODev. EODev’s generation 2 electrohydrogen solution REXH2 delivers 70kW, combined with 44kWh batteries (the number of which depends on the requested configuration). A silent, zero-emissions power generator, the REXH2 uses PEM fuel cell technology with hydrogen and only ejects water and heat. The 42 models will be available in three ranges – Sport, offering more performance; Explorer with greater autonomy; and Unique, which features luxury finishes. The New Era Hynova 40 demonstrator achieved autonomy of 8 hours at a speed of 12kts – it can reach a maximum speed of 26kts – using three hydrogen cylinders and three batteries. It recharges in a few minutes when back at port.

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AMERICA’S CUP CHASE BOATS PLANNING TO SWITCH TO HYDROGEN Just recently it was announced that Emirates Team New Zealand, the defender going into the 37th America’s Cup, are developing a foiling hydrogen powered chase boat which they would like to have ready for the next AC series. The details released so far, show a sleek design featuring electric motors on the bottom of the foils with batteries, hydrogen fuel cells and cylindrical storage tanks all built into a streamlined composite hull. The renderings have the Toyota name on the side of the boat, which seems to suggest that the fuel cell technology could possibly be based on the car manufacturer’s proven Mirai road vehicle concept. Apparently Sir Ben Ainslie the skipper of INEOS Team UK was supportive of the idea to make all the America’s Cup chase boats hydrogen powered in future as he said: “With so much investment in hydrogen across the world, shifting to foiling chase boats, powered by hydrogen could well prove to be a sustainable and practical solution for the future of the marine industry, while supporting the AC75’s which are reaching speeds in excess of 50 knots.” Going into the 37th America’s Cup, are developing a foiling hydrogen powered chase boat which they would like to have ready for the next AC series.

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54 Yacht Power Catamaran

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At the recent Cannes Boat Show, French builder Hynova unveils its new hydrogen-powered Hypernova 42.

ENGINE MANUFACTURERS UPPING THEIR SUSTAINABILITY GAME At the Cannes Boat Show just recently, an agreement was signed between Italian superyacht builder Ferretti and MTU (part of Rolls Royce Power Systems) to jointly develop a low emission custom engineered hybrid propulsion system for future new builds. A fully integrated MTU propulsion solution will be provided with an output of approximately 1,432 kilowatts per powertrain, comprising two 12-cylinder Series 2000 M97 diesel engines, electric drive modules, gearboxes, batteries, control and monitoring systems, plus other electronic components and a Selective Catalytic Reduction system (SCR) for compliance with IMO III regulations. Andreas Schell, CEO of Rolls Royce Power Systems said; “Customers in the yacht industry are increasingly asking for sustainable solutions and we are vehemently supporting this course with our sustainability programmed, NetZero at Power Systems.” Rolls-Royce will also certify its 2000 138

NOVEMBER / DECEMBER 2021

and 4000 engine series for fuels such as e-diesel and second-generation biofuels from 2023, enabling climateneutral cruising. In addition to enabling the use of sustainable fuels, the company is building on new technologies such as CO2-free fuel cell systems. At the same time MAN, another major player in marine powertrains was announcing its ‘Smart Hybrid Experience’ concept at the Cannes Show. This is not exactly a new venture for them having already successfully engineered a similar solution for commercial vehicles such as trucks and buses. The customisable modular marine options are built around two |

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powertrain models available for yachts: an inline 6 cylinder, or a V12, offering a power delivery range of 290 to 1,471 kilowatts (394 – 2,000 hp) and a rated speed from 1,800 to 2,300 rpm. The internal combustion engines are Stage V compliant and can be coupled with electric motors with a rated power of 184 and 368 kilowatts. The E-motor can be fully separated from the diesel engine by an electromagnetic clutch, and it can be used as a drive motor and as a generator in order to produce electricity. The batteries in the system can be charged from either shore connection, onboard generation, main engines or solar cells, and can have an energy capacity of up to 250 kWh.

The 2022 Whitehaven range has been 10 years in evolution. Now it’s time for you to change everything.

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What is it that makes Whitehaven so unqiue? Is it the award-winning design, the unrivalled seakeeping, or is it that you can customise your Whitehaven to suit your boating lifestyle? Starting with our already impressive standard internal layout you can change whatever you wish. Prefer a port side en-suite?...why not? Want to include a Butlers Pantry? We can do that. How about a bespoke helm designed to match your favourite sports car? Great idea! The 2022 Whitehaven range has been re-imagined in collaboration with award-winning yacht designer Misha Merzliakov with the same Whitehaven difference that sets us apart from any other brand on the market. Contact your local dealer today to start your journey to your dream Whitehaven.

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FLETCH’S TIPS As I write this month’s boating tips, Auckland is looking down the barrel of another few weeks of lockdown and restrictions. This could mean spending this Christmas at home with government restrictions continuing into the new year. This is another reminder for everyone to play their part in keeping everyone safe by following the Ministry of Health guidelines and getting vaccinated. Stay safe everyone and hope to see you out on the water this summer.

TIP #070

SUBMERGED OUTBOARD & RECOVERY Once in a boat owner’s life, a Titanic tragedy may occur and your boat sinks. Maybe someone just forgot to replace the drain plug and your boat ends up submerged. Fear not. A dunked engine can be salvaged but you need to act fast! Saving your engine, whether it’s a two or four stroke from a watery death isn’t as hard as most people think, however fast action is crucial regardless of salinity. Once a waterlogged motor comes into contact with air, corrosion will begin. You have about 3 to 4 hours to get it cleaned up and going before damage sets in from the salt water and air on the inside components.

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SMALL MOTORS If you are not mechanical, you can still save your engine. All you need to do is drain the fuel andoil, remove the spark plugs and submerge in freshwater or hose down gently turning the engine over by hand, to get the fresh water into all the areas that have been exposed to salt water. You can leave it like this and quickly

get it to your local marine dealer to have it urgently serviced. For the more mechanical minded people, you can do the same as above and then drain and clean out the carb, including the fuel system and clean all wiring connector plugs. Put in new fuel and oil if 4-stroke. You can put a small amount of oil into the fuel if it’s a 4-stroke and double the oil/fuel mix if you have a 2 stroke. Next use the pull start to turn over the engine with the spark plugs removed and the cylinders are able to freely move. Keep doing this until all the water stops coming out. Replace the plugs and try starting the engine in a tub of water or on the boat. Run the engine for about an hour as this will remove excess water inside of the engine. You will also need to take it to your marine dealer to have it inspected. LARGER MOTORS Do the same as above but you must replace any damaged leads or looms including the battery clean out the starter motor. With fuel injected

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engines, the fuel system is sealed but you will also need to clean out the fuel tanks including filters. With the larger injected engines do not put any oil in the fuel as this could damage the injectors. Always get any engine that has been submerged in water checked out with a marine dealer to see if there is anything you might have missed.

TIP #071

TIP #072

KEEPING IT CLEAN

Help keep the beaches and harbours clean this summer by installing a holding tank for your toilet. All you need is some extra hoses and at least a 20L plastic tank with a bypass valve. Brendon and I installed this holding tank and it took only a couple of hours to have it completely plumbed in and working. We bypassed the outlet to the holding tank that we mounted to the inside of the storage locker. Then connected an outlet hose back to the overboard valve and put a breather on the tank. It is important to remember an inline filter on the breather to prevent any odours accumulating in the bilges. TIP #074

TIP #073

HIGH AND DRY

This is a warning to always check your mooring lines and make sure your boat is really well secured before any ocean storms arrive. This yacht broke its lines and was washed up during lockdown in Torbay. The high storm surge has left the vessel well above the high tide mark and unfortunately may not be able to be salvaged. If possible, have your vessel moved to a sheltered bay or have your local marina put it on a cradle for a few days. This might cost a few dollars but is better than having your pride and joy ending up on the rocks.

DUCK BOARD

The owner of this Rayglass 730 had the team at Boat Fix NZ add an extended duck board to the transom to accommodate his inflatable boat and BBQ. It also adds great functionality by providing a swim platform and fishing station for his young family while making the boat look more complete. The addition of the rubber decking and stainless steel staple with LED lights really sets the whole thing off.

CORRECT BALANCE

After upgrading my engine to an ETEC a few months ago, I’ve noticed a slight vibration around 3200 rpm. This was annoying as you could feel the slight shaking right up to the helm. To diagnose the problem, I sent my propeller over to Alistair at Henley Engineering in Glenfield for a prop scan ($65). This identified that the propeller had a bent blade which was causing it to vibrate: “ When we scanned the prop, the scans showed that all three blades were out of balance on the outer radius and bl ade two was out on the middle radius as well.” The diagnostic scan showed that my prop was outside of class 1 tolerances (shown in the image, where all 3 bars should be the same height on the graph). Engineers went to work adjusting the prop with all three blades now sitting within the class tolerance. This is not an expensive task to get done and I highly recommend to at least get your prop scanned by the professionals at least once a year, this will save fuel, quieter engine and a smooth ride.

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.

Available from leading boating stores PowerboatMagazine.co.nz

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Trusted brands expert advice

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EVOLVING WITH AGE

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E X P L O R E R B L U E W AT E R 6 1 0

The Bluewater 610 is the latest variant of the 600 Series.

The Explorer Bluewater 610 is part of a family of six centre console RIBs in the Explorer Bluewater line up and was introduced recently as a replacement for the Explorer 6000. We look back at the previous model and look at the changes that have been introduced to the new model.

he Explorer Bluewater 610 shares the same well-proven GRP hull for all the Series 6000 models, which utilises a sliding plug at the transom end of the mould. Available as the 610,650 and 680, the only real difference in layout and design between the six models is the available space. Also, maximum horsepower ratings increase as the boats get bigger. While the Series 600 is based on a 23 deg composite hull, the larger Series 700 (710,750 & 780 use a deeper 25 deg composite hull. The hull has four longitudinal timber stringers, with a fibreglass over plywood sole. The 500mm tubes are the heavier grade 866 grade Hypalon Orca and this RIB has upgraded to the textured Carbon Series, which is tougher and stronger than the more common 828 grade. The tubes are joined to the hull through the conventional method of adhesively bonding the tubes to an outer GRP flange. Explorer Boats build the tubes in-house so there are plenty of opportunities to customise and add handles or Railblaza fittings.

UPGRADED CONSOLE

Running a Mercury Verado 250, we saw 40 knots on the GPS.

Explorer offer a full customisation service so you can design the layout to suit your requirements around the base hull and tubes. The console is one of the big upgrades on the new Explorer Bluewater 610, with more space and better storage. It’s wider and deeper with twin hatches below for ease of access, plus both a larger facia and area behind the screen for bits and bobs. The screen also wraps around for added protection. Overhead is a very robust stainless frame bimini, with fabric top and optional drop-down clears to complete the overall protection from the weather.

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Clockwise: Power options are outboard only, 115-150hp You can customise the layout to suit your needs. There is plenty of seating in the bow. The 610 features a new and improved console.

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The thick sections make obvious hand holds and the frame is so placed on the side of the console that it’s still an easy fit past the console through to the bow area. If you are into your fishing then rod holders will have to be mounted on the stainless steel bimini frame or onto the rear roll bar. This is also your attachment point for ski and wake board ropes and the detachable bait board. There was ample space on the console for a Simrad GO9 and enough area for a larger version, Fusion stereo, Cobra VHF, plus all the necessary displays

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

for engine functions and controls. The new console still retains a glovebox for keys, cellphone, sunnies, wallet, etc., something that so many boat builders forget to include. There are various seating options, with either a double moulded bin base with cushion seat and reversible backrest, or a pair of twin swivelling pedestal seats. The space below makes great storage or you could set this up as a fully functioning fridge/freezer or simply drop in the right sized chilly/esky bin. There is seating for six to seven with a jump seat either side of the outboard well, a forward seat moulded into the console, insulated and drained for an ice bin and a forward pad over the anchor locker. This bow pad is another area that has undergone a transformation and is now a lot bigger than on the previous 6000. Storage throughout the Explorer Bluewater 610 is reasonably good for a RIB and most available spaces have been well utilised. Dry storage lockers can be found in the console and under the forward facing console bench seat. There are also wet lockers in the cockpit sole, fore and aft and within the transom. The sole is now finished in U-Deck by Ultralon, which adds a classy touch. Although the standard anchoring system on the Explorer Bluewater 610 is a GRP fairlead glued onto the tube, the company makes provision during the build process to retrofit a stainless steel post and

anchor capstan just aft of the bow seat. There is also the option of a thru-hull anchoring system, which neatly hides the anchor and tackle below the tubes.

OUTBOARD ONLY

Previously, the 600 Series was available with either outboard and inboard (sterndrive or jet) power, but that’s now changed to only an outboard option. The range is 115hp to 150hp, which as I found using power from both ends of the scale is perfectly matched. There is a small boarding platform either side of the newly designed engine well with a boarding ladder to port. The deck is either self-draining into a lower sump and auto bilge pump or through large scuppers in the transom. Our boat was powered by a Yamaha 115 Four Stroke. This is a 4-cylinder engine that packs the punch of a six, yet runs great economy numbers. Computer controlled sequential multi-port electronic fuel injection helps keep the engine lean and mean when it comes to fuel usage. My test run on the upper reaches of the Auckland Harbour saw a maximum speed of 35 knots @ 6000 rpm with a maximum fuel burn of around 49L/h. When I pulled back the throttle to a more sedate 4500 rpm, the speed dropped to 24.5 knots, and fuel burn dropped to a very economical 19.2 L/h. Given we had a 150-litre fuel tank and allowing for a 10% margin, we had enough fuel for a 172 nautical mile (NM) trip. PowerboatMagazine.co.nz

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E X P L O R E R B L U E W AT E R 6 1 0

SPECIFICATIONS Brand/Model Explorer Bluewater 610 Priced From $NZ84,000 Price as Tested $NZ89,000 Type Console RIB Construction GRP/Hypalon Orca LOA 6.10m LOH 5.60m Beam (Inflated) 2.80m Beam (Deflated) 1.80m Deadrise 23 deg Trailerable weight 1600 kgs (est)

Test Power Yamaha 115 4s Power Options: Outboard Propeller 13” x 17” 3 bld Max Speed 35 knots MFD Simrad GO9 Stereo Fusion Fuel capacity 150 Litres Boat Manufacturer Explorer Boats | Ph +64 9 4122040 | andy@ explorerboats.co.nz www.explorerboats.co.nz

FUEL & PERFORMANCE DATA RPM Knots L/h L/NM Range NM 1000 4.0 2 0.4 318 1500 4.6 3 0.7 188 2000 5.8 5 0.8 160 2500 7.0 8 1.1 124 3000 9.5 10 1.0 131 3500 16.0 11 0.7 198 4000 20.0 16 0.8 165 4500 24.5 19 0.8 172 5000 28.0 24 0.9 158 5500 31.7 32 1.0 133 6000 35.0 41 1.2 115 Fuel range based on 10% reserve

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The transom has been changed to only accept outboard power.

The previous Explorer Bluewater 6000 I reviewed was powered by a Mercury 150 and topped out at 40 knots @ 5800 rpm. At 1500 rpm – about average trolling speed – we recorded 6 knots and only 5.6L/h, giving a range of an impressive 193nm. Acceleration was excellent with the both the Yamaha 115 and the Mercury 150. Both engines ran 3 bld stainless 17” propellers that provided bite in the turns and a very responsive helm. The hull handles extremely well, is light and nimble on the controls and in the smooth to light choppy sea conditions did everything right. There were no tabs on our test boat but I think they would be a worthwhile option, especially if you have the bimini with clears.

FOREVER IMPROVING

Explorer have continually been improving the Series 600, since it was first introduced in 1999. In 2013 the sheer line at the bow was raised by 100mm and a new-style narrow tube design forward. The result was an improvement in the rougher water and an extremely dry boat. The latest Explorer Bluewater 610 is an evolution of that first design and continues to improve with age. Superyacht tender or an allrounder for diving, fishing and general family boating, the Explorer Bluewater 610 is right up there with the best in class.

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Looking for a new or pre owned boat, be it a 4m tinnie or a 20m motor yacht, chances are we have reviewed it. Check out our list of over 800 boat reviews compiled over the past 25 years from the pages of Propeller, Pacific MotorYacht, Pacific PowerBoat & Alloy Boat magazines. As a celebration of our 25th year the reviews are all available FREE TO DOWNLOAD.

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Brig 7000 Navigator BUCCANEER Buccaneer 440 Esprite Buccaneer 550 Billfisher Bucccaner 550 Enforcer

DNA 550 Sport DNA 570 XHT DNA 590 XHT DNA 630 XHT DNA 730 HT DNA 801 Custom DNA 821 HT DOMINATOR Dominator 720CC DORAL Doral 185BR ELLIOTT Elliott Evo 660 ENDURO Enduro 4100 Enduro 6400 EURO Euro Sport Series III RIB EVERYMAN Everyman 650 Profish Everyman 750 Gamefisher EXPLORER Explorer Panther 340 Jet Explorer Viking 420 Jet RIB Explorer 6000 Bluewater RIB Explorer Bluewater 7m RIB EXTREME Extreme 620 Sportfisher Extreme 635 Sport fisher. Extreme 745 Game King Extreme 885 Game King FAT CAT Fat Cat 4000 Fat Cat 5000

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Ramco Predator 620 RANGER TUGS Ranger Tug 29 RAYGLASS Rayglass Legend 650 Rayglass Legend 850 Rayglass 2200 Rayglass 730 Rayglass Cruisemaster 850 Rayglass Legend 2350 Rayglass Legend 2500 Rayglass Legend 2800 Rayglass Projet Rayglass Protector 9m REFLEX Reflex Chianti 485 Reflex Cobalt FX Reflex Chianti 585 Reflex SZ585 Reflex Reefrunner McLay 851 Gen 2 REGAL MERCURY Regal 2000 BR Mercury 4700 RIBCO MIDWEST Ribco R28 Midwest 5.8 ROBALO MODA Robalo R222EX Moda C-8000 Powercat Robalo 247 MONTEREY RINKER Monterey 217 Blackfin Rinker 212 Festiva MUSTANG SARONIC Mustang 2000 Bluewater Mustang 2150 Walkaround Saronic SX6 SAVAGE Mustang 2250 Bluewater Savage 580 Bluewater NAIAD SCORPION Naiad-Kirby 10m CC Scorpion 470 Mk2 NAUTIQUE Scorpion 195XS Nautique Air 210 Scorpion 535 Cuddy Nautique Air 220 Scorpion Crusader 605HT Nautique Air SV -211 SCOUT NULINE Scout 222 Sportfish Nuline 4.5 DG SEA NYMPH Nuline 48CC Sea Nymph 480 Sport OFFSHORE Sea Nymph 580 Regal Offshore 650 Sea Nymph 640 TT Blazer ORCA Sea Nymph 620 Hustler Orca 6.2 Sportfisher Sea Nymph 635 Oasis POLYCRAFT SEA RAY Polycraft 410 & 455 Sea Ray 190 BR PINNACLE Sea Ray SPX 210 Pinnacle 720 Sea Ray 230 Wake PROFILE Sea Ray 265 Sundancer Profile 635 HT Sea Ray 280 SLX PUREKRAFT SEALEGS Purekraft 550 CC Sealegs 6.1 RIB Purekraft 600 CC Sealegs Electric E4 Purekraft 650 HT Sealegs RS 7.1 RIB Sealegs 7.5 Semi-Cab RIB Sealegs 750 Hydrasol RIB Sealegs 8.5 Alloy Cabin Sealegs 9000 Interceptor RIB SEALVER Sealver WB525 Sealver WB656 Purekraft 700 HT SEABOSS Purekraft 770 Diesel Seaboss 620HT QUINTREX Quintrex 440 Renegade SC Seaboss 700 Quintrex 510 & 580 Legends SEAFARER Qunitrex 470 Coast Runner Seafarer 4.3 RIB SEAFORCE RAELINE Seaforce 430 Winna Raeline 185 Seaforce 530 Skipa Raeline 186 Seaforce 530 Ute Raeline 205 OB Seaforce 530 Mate Seaforce 575 Seaforce 645HT Seaforce Discovery SEASWIRL Seaswirl 1851 WA Seaswirl 2101 DC Seaswirl 2601 WA RAMCO SENATOR Ramco Profisher 1700 HT Senator 1700 ProSport Ramco Interceptor 580 Senator RH 690 Ramco Fisherman 601 HT Senator RH 650 Ramco Sportfisher 650 Senator RH 800 Ramco Explorer 760 SMUGGLER McLay Softie 470 McLay 581 CrossXover McLay 591 XL Sportsman McLay 610 Sport McLay 651 CrossXover 2 McLay 690HT McLay 701 Premier HT McLay 701 Gen 2 Cruiser McLay 725 Cruiser HT McLay 741 Raptor McLay 735S Cruiser McLay 775 HT

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ONLINE BOAT REVIEWS Smuggler Bowrider 570 Smuggler Sting 570 Smuggler Multisport 570 Smuggler Hardtop 620 Smuggler Stealth 665 Smuggler Kingfisher 670 Smuggler Stealth 689 XS Smuggler Stealth 720 Smuggler Strata 750 Smuggler Strata 750 MidCabin Smuggler Strata 550 Smuggler Strata 770 Smuggler Strata 780 SS Smuggler Strata 820 RIB Smuggler Strata 770 MidCabin Smuggler Strata 900 SOUTHERN Southern 646 XP HTO Southern XF676 Southern XP716 Southern TT756 Southern HTO XP 776 Southernsportz 770HTE Southern XP816 Southern XP856 Southern XP 896 SOUTHERN PACIFIC Southern Pacific Prodigy 490 Southern Pacific Cormorant 550 Southern Pacific Cormorant 600 Southern Pacific 750 Vortex RIB STACER Stacer 429 Seamaster STABICRAFT Stabicraft 1600 Frontier & Fisher Stabicraft 2050 Superca Stabicraft 2100 SC Stabicraft 2100ST Stabicraft 2600 Supercab Stabicraft 409 Fish’r Stabicraft 509 WXR Stabicraft 533 Stabicraft 589XR Stabicraft 593XR Stabicraft 759 Supercab Stabicraft 2500 Ultracab XL STEADECRAFT Steadecraft 635 Capreece STEALTH Stealth 605 SURTEES Surtees 5.5 Hardtop Surtees 610 Hardtop Surtees 610 Game Fisher Surtees 6.7 Weekender Surtees 6.7 Coastal Explorer Surtees 700 Gamefisher Surtees 7.3 Gamefisher Surtees 750 Open Cabin Surtees 750 Gamefisher Surtees 8.5 Game Fisher Surtees 750 Gamefisher TAKACAT Takacat T460LX TERMINATOR Terminator 755SF TRISTRAM Tristram 640 Cabriolet Tristram 641 Offshore Tristram 661 Millennium Tristram 690 Cabriolet Tristram 701 Vanquish Tristram 741 Offshore Tristram 781 Ultimo Tristram 881 Offshore ULTIMATE Ultimate 21 Ultimate 21 Elite VIPER Viper 1800 BR WHITE POINTER White Pointer 7.5 Sport HT White Pointer 730 Sport White Pointer 750 Hardtop White Pointer 970 Cruiser White Pointer 1050 Hardtop YAMAHA Yamaha Waverunner GP1800

LAUNCHES & CRUISERS ABSOLUTE Absolute Navetta 48

ACTIVA Activa 5100 Activa 5400 ADMIRAL Admiral 10m ALAN TONGS Elite AT43 ALASKA Alaska 46 FB Gen II Alaska 46 Sedan Gen II Alaska 47 Sedan Alaska 49 Sedan Alaska 57 PH ALLOY YACHTS Como VVS1 AQUABAY Aquabay 70 AZIMUT Azimut Atlantis 34 Azimut 50 Azimut 62E Azimut Magellano 66 BACK COVE Back Cove 34 Back Cove 37 Back Cove Downeast 37 Back Cove 390 BELIZE Belize 54 Daybridge Belize 54 Sedan Belize 66 Sedan BERTRAM Bertram 670E BOSTON WHALER Boston Whaler 285 Conquest Boston Whaler 315 Conquest BRAVA POWERCATS Brava 45 CARTER Carter 56 CATALYST Catalyst 15m CABO Cabo 40 FB Cabo 40 Express Cabo 48 Flybridge CARIBBEAN Carribbean 47 FB CARVER Carver C37 Coupe Carver C43 CHAPARRAL Chaparral 327 SSX CHEOY LEE Serenity 68 CIRCA Circa 24 - Mollymauk CLIPPER Hudson Bay 32 Hudson Bay 39 Hudson Bay 50 Explorer 43 Cordova 45 Cordova 48 Explorer 50 PH Cordova 52 Cordova 60 COMPOSITES CONST Cape 50 DICKEY Dickey 32 Semifly Dickey 36 Semifly Dickey 45 Semifly Dickey LRC 58 DORAL

Alegria XL ELANDRA Elandra 53 ELITE Elite 12m - Mazara Elite 13m - Bell Aria Elite 13m - Tasman Jewel Elite 14.8 - Vacanza Elite 15.2m - Luana Elite 15.2m - Sahara Elite 15.5m - Humdinger Elite 16m - Joandra Elite 16m - Maeve Elite 16m- Boudica Elite 17m - Convivial Elite 17.2m - Highlander Elite 18m - Antipodes Elite 18m - Antiquity Elite 18m- Coastal Cowboy Elite 18m - Vanquish Elite 19.2m - Westpoint Elite 19.8m - Lady Alison EVERYMAN Everyman 1080 EXPLORER Explorer FB Sedan 52 FAIRLINE Fairline Targa 47 Fairline Phantom 48 Fairline Squadron 65 FLEMING Fleming Corvette 340 Fleming 58 Fleming 65 Classic Fleming 78 Classic Fleming 78 FOCUS Focus Power 33 FORMULA Formula Icon 42 Formula Icon 54 Formula Icon 58SF FOUNTAINE PAJOT Summerland 40 Motor Yacht 44 Cumberland 47 FUSION Prowler 10.4 Prowler 10.8 SF GALEON Galeon 460 Galeon 510 Fly GENESIS Genesis 400 Targa Genesis 52V Cruise GRADY WHITE Grady White Marlin 300 Grady White Express 330

Horizon Vision E54 Horizon PC60 Horizon 65 Horizon 66 Bandido Horizon 68 Vision Horizon V68 Horizon E70 Horizon E73 Horizon EP77 Horizon V81 Horizon 84 Horizon FD85 Horizon FD87 Skyline ICON Icon 433 Sportfisher Icon R533 Icon R545 ILIAD Iliad 50 Iliad 70 INTEGRITY Integrity 320 Sedan Integrity 330 WH Integrity 340 XS Integrity 350 MKII Integrity 380 FB Integrity Aspire 42 Integrity 426 ES Integrity 460 GS Integrity 490 GS Integrity 530 GS ISLAND GYPSY Newport 460 JP RIBS JP RIBS 10m JP RIBS Project K KING CATS King Cat 38 LAZERCRAFT Lazercraft 996 LEOPARD Leopard 43 PC Leopard 474 PC Leopard 51 PC LOMOCEAN Seawolf Black Pearl MARITIMO Maritimo 440 Offshore Maritimo M45 Maritimo C47 Maritimo M48 Maritimo M50 Maritimo S50 Maritimo FB550 Maritimo X50 Maritimo S51 Maritimo S55

Grady White Express 370 Grady White Canyon 376 GRAND BANKS Grand Banks Heritage 41 Grand Banks Heritage 47 Grand Banks GB53 Grand Banks GB54 Grand Banks GB60 Grand Banks Aleutian 65 HAMPTON Hampton 680 Pilothouse Hampton 700 Skylounge Hampton 680 Pilothouse Hampton 720 Skylounge Hampton 750 Endurance Hampton 750 HATTERAS Hatteras 45 Hatteras GT54 Hatteras 60 HERLEY Herley Electric 3400 HIGH SEAS High Seas 54 HORIZON Horizon PC52 Horizon 52 Tournament

Maritimo M56 Maritimo M58 Maritimo M59 Maritimo X60 Maritimo 60 Offshore Maritimo A60 Aegean Maritimo M61 Maritimo M64 Maritimo M65 Maritimo S70 Maritimo M73 MARLOW Marlow Explorer 53 Marlow Explorer 70 MUSTANG Mustang 32 Mustang 43 MERIDIAN Meridian 441 MOCHI CRAFT Mochi Dolphin 54 MONTEBELLO Montebello 12.5 Sedan MULDER Mulder 53 - Dutchess NAIAD Naiad-Kirby 10m RIB

NEW OCEAN New Ocean 640 New Ocean 68 FB NEXT GENERATION Corsair 44X Corsair Cabriolet Next Generation 49 Euro Corsair 53 NIMBUS Nimbus C9 Nimbus 305 Nimbus 365 Nimbus 405 NORDHAVN Nordhavn 43 Nordhavn 52 Nordhavn 55 OCEAN ALEXANDER Ocean Alexander 52 Ocean Alexander 60 Ocean Alexander 64 Ocean Alexander 70 E Ocean Alexander 85 Ocean Alexander 100 OFFSHORE Offshore 72 OUTER REEF Outer Reef 63 Outer Reef 70 PACHOUD Voodoo 17.5m Pachoud 26 - Rua Moana PARAGON Paragon 25 PALM BEACH Palm Beach 45 Palm Beach GT 50 Palm Beach 65 PAMA Pama 54 Pama 62 Pama 6400 PH PATHFINDER Pathfinder 17m Cat PERGIVA Pergiva 33 PELORUS Pelorus 44 PERSHING Pershing 56 POWERCAT Powercat 3400 Partycat POWERPLAY Powerplay 56 Powercat PRECISON Precision 58 PRESTIGE Prestige 500S PRINCESS Princess F45 Princess F55 Princess V60 Princess V62 Princess 67 FB Princess 21m RAYGLASS Rayglass 4000 RIBCO RIBCO Venom 44 RIVIERA Riviera 3600 SY Riviera 39 FB Riviera 43 FB Riviera 41 Riviera 445 SUV Riviera 45 Riviera 48 Offshore Express Riviera 4800 Platinum Riviera 4800 SY Riviera 50 FB Riviera 5000 SY Riviera 50 SMY Riviera 51 Enclosed Riviera 515 SUV Riviera 53 FB Riviera 5400 SY Riviera 5400 Platinum Riviera 575 SUV Riviera 5800 SY Riviera 6000 SY Riviera 6000 Platinum Riviera 61 Series II

Riviera 63 EB Riviera 64 SMY

Riviera 645 SUV Riviera 68 SMY Riviera 70 Riviera 72 SMY Riviera 77 EB ROBALO Robalo R305 ROBSON DESIGN Robson 1131 Robson SF 50 ROGER HILL DESIGN Hill 12m - Maggie Hill 13.8m - Raptap Hill 15m - Equinox 7 Hill 16m - Gulf Explorer Hill 16.4m -Sea Star Hill 17.5m - Voodoo Hill 18.3m - Mystica Hill 20m - Tenacity Hill 20m - Lola SACS SACS Strider 13m SALTHOUSE Salthouse 52 Pacific Pearl Salthouse 65 - Ruben Jane Salthouse 65 - Halcyon VI Salthouse 68 Salthouse 68 - Ekara SCOUT Scout 345 XSF SEA RAY Sea Ray 265 Sundancer Sea Ray 280 SLX Sea Ray 350 SLX

Sea Ray 370 Venture Sea Ray 450DA SEABANDIT Seabandit 400SF SEALEGS Sealegs 9000 Interceptor SELENE Selene 40 Selene 55 SOUTHSTAR Southstar 37 SQUADRON Squadron 58 STEBER Steber 3800 Twin Cab Steber 3800 Open Steber 3800 Sportfisher Steber 47 SUNSEEKER Sunseeker Predator 62 SUPERIOR Superior 1050 Sedan SYMBOL Symbol 63C Classic VAN DUTCH Van Dutch 40 VOYAGER CATS Voyager V1250 Conquest Voyager V1270 WATSON Watson 48 WHITE POINTER White Pointer 1050 HT WHITEHAVEN Harbour Classic 40 Whitehaven 6000 Coupe Whitehaven 6000 FB Whitehaven 6100 Coupe Whitehaven 7500 MY

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STABICRAFT 2250 ULTRACAB WT

The new WT model features a full-height walk-thru in the forward-leaning cabin, allowing easy access to the foredeck, and to the bow for ease of fishing and storage options. It’s the ideal boat for island-hopping or coastal exploring, as well as undertaking fishing excursions. Hard-core fishermen won’t be disappointed in the 2250UCWT’s on-water performance.

671 Whangaparaoa Road, Whangaparaoa, North Auckland, New Zealand Phone: 09 424 5556 | Fax: 09 424 1948 | Email: craig@gulflandmarine.co.nz

www.gulflandmarine.co.nz

DB843

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LET GO AND UNWIND. Sometimes you need to let go... The suns shining, the waters flat and your with friends. So kick back, relax and let the beautifully designed, ultra reliable Mercury MerCruiser V8 do all the work. Efficient, powerful and backed by Australia’s largest dealer network. Go on let go. Learn more at mercurymarine.com.au

671 Whangaparaoa Road, Whangaparaoa, North Auckland, New Zealand Phone: 09 424 5556 | Fax: 09 424 1948 | Email: craig@gulflandmarine.co.nz

DB425

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www.gulflandmarine.co.nz

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE

FREE* Pick up and delivery FREE* Mobile technician mileage FREE* Boat safety tuition (on the water) PARK AND SELL: we will pick-up your boat and sell it for you (No sales commision charged)

• Certified workshop, parts, sales and service • New and used boats and delivery • New and used outboards and stern drives • Outboard and stern drive master technicians

*Conditions apply

• Latest diagnostic computers • Equipped workshop = Faster service • We buy and sell boats/motors anywhere in NZ • Spare parts – Marine chandlery • Marine electronics chandlery

YOUR LOCAL AUTHORISED MERCURY SPECIALIST

671 Whangaparaoa Road, Whangaparaoa, North Auckland, New Zealand Phone: 09 424 5556 | Fax: 09 424 1948 | Email: craig@gulflandmarine.co.nz

www.gulflandmarine.co.nz

DB369

PowerboatMagazine.co.nz

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MERCURY DEALER OF THE YEAR (NZ & AUSTRALIA)

GULFLAND MARINE Mercury & MerCruiser Diamond Advantage + Dealer. Mercury Certified Workshop MerCruiser Certified Worksho . MerCruiser Diesel Dealer

Mercury Dealer of year Australia, New Zealand and the South Pacific

(The only New Zealand Company in history to ever receive this award)

Mercury New Zealand Dealer of the year 2017, 2018 & 2019 Stabicraft Alloy Boats. Stabicraft’s largest dealer 2017 and 2018 CSB Huntsman, Larson & Seaswirl Fiberglass boats Mercury Inflatable

HUGE STOCK SHORTAGES WORLDWIDE…

So get your order in now, to avoid disappointment !

uthorised ecialist

NEW V8 AND V6 MERCURY 4 STROKES IN STOCK AND ON SPECIAL !! While stocks last. Subject to availability at the time of purchase

Your local authorised Mercury Specialist

YOUR NZ AUTHORISED MERCURY SPECIALIST

671 Whangaparaoa Road, Whangaparaoa, North Auckland, New Zealand Phone: 09 424 5556 | Fax: 09 424 1948 | Email: craig@gulflandmarine.co.nz

DB770

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www.gulflandmarine.co.nz

NOVEMBER / DECEMBER 2021

PACIFIC POWERBOAT MAGAZINE