Pacific Powerboat March April 18

PACIFIC

2018 AN NUAL

BONUS - FREE 2018 PACIFIC PASSAGEMAKER INSIDE

DEDICA

TED TO TRAWLE R

AN CH OR ING IN BIG SEA S How to hold fast

S, PASS AG

E MAKE RS

AND CR UISIN

SETTING N EW

STANDARD HO RIZ ON

S

FD 87 SKY LIN E

LIV ING AB OA RD All you need to know

ALSO REV

IEWED:

GR AN D BA

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 WW. B O ATM A G S .C OM

NEW LA UNCH

NK S GB 60

INGS: H UDSON

TW IN SIN GL E ENOR GIN The pros & con ES s of each B AY - C LIPPER

& NORD H

AVN

Bigger & Better McLAY 591 XL SPORTSMAN

ALSO REVIEWED

HORIZON FD87 SKYLINE MARCH/APRIL 2018 $10.00 INCL GST

03

77 1 1 7 3 809004

DICKEY SEMIFLY 36

SEA RAY 230 WAKE

GRAND BANKS GB60

ROBALO R222EX

G

TIMELESS MASTER OF THE OCEAN The Maritimo M51 combines powerful performance, timeless design and breathtaking luxury in a stylishly compact package. Designed for the rugged Australian coastline, this long-range vessel is the only motor yacht of it’s size with a four-sided enclosed flybridge - perfect for exploration while protecting you and your guests from the elements. Featuring the unmistakable Maritimo hallmarks, this 51 foot motor yacht fuse simplicity, efficiency and cruisability to form a perfect expression in nautical design.

maritimo.com.au | @maritimooffshore | #oceansapart

CONTENTS

Reviews

Regulars

48

6

38

DESIGN FOCUS

POWER ON

DICKEY 36 SEMIFLY

They don’t come much bigger than this Grady White Canyon 456 Centre Console.

64

8

MCLAY 591 XL SPORTSMAN (SEE VIDEO)

LEADING COMMENT Looking after our resources.

10 80

PUBLISHER’S COMMENT

New outboards from Suzuki, Tohatsu & Mercury plus hot new products from Volvo Penta, Twin Disc and Side Power.

40 ELECTRONICS NEWS

The latest products and updates from some of the world’s leading brands for 2018.

SEA RAY 230 WAKE

30 years and still going strong.

42

12

RACING NEWS

102

GUEST COMMENT

LED Lighting has changed how we see things aboard our boats. Duncan Stirling, Hella Marine.

ROBALO R222EX EXPLORER

14

SEEN & ADMIRED King Watercraft 4.8 Jet Grady White Fisherman 237

102

20 NEWS

News. New products, boats and events.

Round 1 NZ Offshore at Taupo and GP Hydros contest the Masport Cup.

44 CRUISING MATTERS

Is Greece the world’s greatest cruising area?

46 STRAIGHT FROM THE GALLEY

Derek The Chef prepares Charcoal Grilled Bangus Tacos San Nicolas.

2018 ANNUAL

Buccaneer Enter RIB Market.

SEE PAGE 34 Check out the 2018 Pacific PassageMaker Annual, which features some great features and boat reviews.

We look at the amazing new Horizon FD87 Skyline and the versatile new Grand SETTING NEW Banks GB60. For the STANDARDS technically minded there are features on anchoring in big seas, underwater corrosion and twin or single engine power. Laurie Cranfield looks back at 8 years living aboard his Nordhavn 46.

2018 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

ANCHORING IN BIG SEAS How to hold fast

HORIZON FD87 SKYLINE

LIVING ABOARD All you need to know

ALSO REVIEWED:

GRAND BANKS GB60

TWIN OR SINGLE ENGINES The pros & cons of each

N E W L AU N C H I N G S: H U D S O N B AY - C L I P P E R & N O R D H AV N

SEE PAGE 115 4 PACIFIC POWERBOAT MARCH/APRIL 2018

Features 56 BUYERS GUIDE TO 6M GRP CABIN BOATS

Wrong zoom factor?

If you are in the market for a 6m grp cabin or cuddy cabin boat, then look no further.

AUS17262 / 0118

70 CANAL BARGING IN FRANCE

Barry Thompson goes back to France to savour the delights of canal barging again and found quite a different experience than his first visit ten years ago.

86 WATERFRONT LIVING

Hopper Developments are unequivocally leaders in the development of canal style living and have taken it to a whole new level.

96 GILBERT’S MUSINGS

Phil Gilbert recounts more of his boating mishaps and maladies.

108 CRUISE OF THE ENVOY

Envoy runs into problems during a sudden storm in Greece but survives to cruise another day.

Text by Laurie Cranfield.

PACIFIC

2018 AN NUAL

BONUS - FREE 2018 PACIFIC PASSAGEMAKER INSIDE

DEDICA

TED TO TRAWLE

ANCHORING IN BIG SEAS How to hold fast

RS, PAS SAG

E MAKE RS

SETTING

AND CR UISIN

G

NEW STANDARDS HORIZON

FD87 SKYLINE

LIVING ABOARD All you need to know

ALSO REVIEWED:

GRAND BANKS

T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S W W W. B O AT M A G S . C O M

NEW LA UNCH

GB60

INGS: H UDSON

TWIN OR SINGLE ENGINES The pros & cons of each B AY - C LIPPER

& NORD H

AVN

Call Ross Lewis on +64 (0)21 56 63 87 to find out more.

Bigger & Better McLAY 591 XL SPORTSMAN

ALSO REVIEWED

HORIZON FD87 SKYLINE

DICKEY SEMIFLY 36

SEA RAY 230 WAKE

GRAND BANKS GB60

ROBALO R222EX

MARCH/APRIL 2018 $10.00 INCL GST

03

771173 809004

ISSUE 43 The McLay 591 XL Sportsman on the Taieri River. SEE PAGE 64

Whether hobby skipper or boat owner, we all benefit from the advantages of GPS navigation when on the water. But power outages are by no means the only pitfalls when it comes to operating plotters, tablets etc.

Sydney · pantaenius.com.au

WWW.BOAT MAGS.C O M 5

DESIGN FOCUS

Grady White Canyon 456

SOPHISTICATED

and elegant

Grady-White’s new flagship, the Canyon 456 (13.72m) centre console offers incredible space and technically that is certain to set it apart from any other outboard sportfishing boats.

It provides a high level of elegance and sophistication among outboard powered fibreglass boats of any size and likewise has by far the widest beam (4.27m) in the category.

With onboard storage for a total of 32 rods, she is packed and ready for adventure!

Ease of use and technical achievement aboard the Canyon 456 start with Grady’s exclusive Sea Command Centre. In the cockpit, the Canyon 456 features an aft-facing fishing station with dedicated air-conditioning/heating vents and seating for three people. The middle seat has a flip-up bolster that serves as a leaning bar. Tackle storage is in six boxes plus two additional gear 6 PACIFIC POWERBOAT MARCH/APRIL 2018

drawers under the bolstered seating.

There’s a sink to port and starboard is an outdoor grill with a refrigerator and grill.

The Canyon 456 has a fuel capacity of 2200 litres. At the helm, there’s space for three 17-inch screens in the dash panels and electronic controls for the motors. Four individual electronically adjustable seats have fold-up footrests.

The area is enclosed with the AV T-top that has an integrated wraparound windshield for maximum visibility and protection. Electronic side windows and a large overhead hatch let in fresh air.

The top has an integrated SureShade electronically retracted cockpit shade and LED spreader lights fore and aft Power is quadruple Yamaha 350 V8s, which return a top speed of 55.2 mph, with a cruise of around 31.5mph. The 456 is equipped with a Seakeeper gyro stabiliser to give an added

element of control in the most extreme sea conditions. The Yamaha Helm Master system with Set Point is also standard, further providing enhanced performance. Zipwake dynamic autolevelling trim control system also assures maximum capability. This Canyon packs a variable speed bow thruster standard as well.

Aft to port and starboard, cockpit side doors are positioned for boarding or landing fish. There’s a hot-and-cold freshwater shower to starboard. Twin live wells are placed to port and starboard and nearby is an aft refrigerated/freezer fish box.

The console cabin is massive and incorporates a galley, dining area, accommodation and spate head.

Forward centre, there’s an electronically controlled solid Sapele wood dining table inlaid with teak and brushed aluminium accents, seating up to four.

Just lower the table for a forward berth that sleeps two comfortably. Overhead, the screened hatch offers plenty of fresh air and ocean breezes on demand. A 32� flat screen television is found on the forward bulkhead.

Retractable vertical storage for four rods, neatly set under the portside countertop, hides away when not in use. Alongside the berth, port and starboard, are the innovative Integrated Rod Storage Slides, securely stowing four more rods. The generous console head is starboard and includes a lighted, mirrored glass cabinet over the stainless steel sink, and a shower with a classic teak grid floor. A clever, elegant hinged fibreglass door partitions off the shower area, keeping the rest of the compartment dry, and creates an additional locker for another four rods. This luxurious cabin hosts lockable storage for a total of 12 rods.

Forward, the bow has lounge cushions atop the cabin house. The bow area has two large

plumbed insulated boxes port and starboard with cushioned seats on top. Two semi-circular fibreglass tables can be lowered with the push of a button.

Marine Imports Ltd, 12 The Marina, Tairua, Ph: 0275-365346, E: marineimports@extra.co.nz, www.gradywhite.co.nz WWW.BOAT MAGS.C O M 7

PACIFIC EDITOR’S NOTE

Barry Thompson

PUBLISHER D&B Publishing Ltd Trading as BoatMags.com

LOOKING AFTER OUR RESOURCES

EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 email: barry@boatmags.com CONTRIBUTORS Doug Dukeson, Freddy Foote Derek the Chef, Laurie Cranfield, Mike Rose ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 email: doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 email: alex@boatmags.com PRODUCTION Design & Prepress: Annabelle Rose Design Mob: +64 (0)27 427 4559 email: design@annabellerose.co.nz Printer: PMP Limited WEBSITE Momentum Marketing Carl Thompson Tel: +64 (0)21 762 275 email: carl@gomomentum.marketing ACCOUNTS Soraja Thompson Tel: +64 (0)9 428 2086 email: accounts@boatmags.com CIRCULATION Gordon & Gotch Ltd SUBSCRIPTIONS Printed & Digital subs@boatmags.com Pacific PowerBoat is published bi-monthly January, March, May, July, September, November REGISTERED OFFICE 14 Glamis Ave, Manly, Whangaparaoa, Auckland, New Zealand. email: barry@boatmags.com www.boatmags.com Postal Address: PO Box 132 Whangaparaoa, Auckland 0930, New Zealand.

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

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

8 PACIFIC POWERBOAT MARCH/APRIL 2018

I

don’t know about you, but I have been enjoying this extended summer and the hot weather. Okay, at times it has been maybe just a little on the too warm side, but generally, in Auckland, it has been stunning. The only thing that gets me down is the humidity, which really saps my energy and willingness to work.

With my office being at home and the beach less than 50m away I am often tempted to stop punching the keys on the laptop and go down for a dip. Water temperatures at Manly Beach have been as high as 27.5 deg and at times I have used my outside shower to cool off rather than swim in the sea.

Another issue is, with the water temp so high we have had a significant influx of sea lice and jellyfish. We even got a few dozen Bluebottles earlier in the year and they are nasty little beasts if you stand on one. Never seen them before on our beach, although did encounter thousands of them as a youngster swimming at the Sydney beaches.

A big plus with the warmer water is since the snapper breeding season in the Gulf before Xmas, they seem to have hung around and I have been fortunate in getting my share. My McLay Fortress 4.8/Mercury 80 has been given a fair amount of use, so much that I needed to top up the diesel fuel tank in the old Nuffield 1060 for the first time in 12 months!

I have been doing most of my fishing on the sand in 20-35m in the area between Tiri Tiri Matangi and Kawau Islands and while getting plenty, there has been a high ratio of throwbacks. The old trick of a big hook, big bait equals a big fish hasn’t worked and I am surprised at how small a snapper you can catch on an 8/0 hook.

When they first dropped the limit from 9 to 7 and 27cm went up to 30cm for Snapper, I wasn’t really for it. Now I realise how wrong I was. Seven is plenty and when you look at a snapper at 27cm now, you understand how bloody small it really is.

However, most days out I have come back with a reasonable feed and while not always the limit, there has been plenty for the table, and the neighbours, mother and friends. I never freeze my fish, instead give it away to people who don’t go fishing and appreciate it fresh from the sea.

My best snapper this season has been a 8kg caught not far off Manly Beach in about 15m and surprisingly in the same area a 6.75kg Kingie on my Okuma soft bait rod and a large pillie. I was surprised I managed to land it on my soft bait gear, but my knot between the braid and the nylon held and after 20 minutes I had my Kingie on board. As I don’t go out targeting kingfish, it was a real bonus.

As I write this, we have a good weekend coming up after some horrendous rain of the last few weeks. The McLay is ready to go, the Nuffield’s full of diesel, the baits in the freezer and the fish are waiting. When I think about it, I realise just how lucky we are in this country in many ways, especially if you’re a boatie or a fisho. There’s always a feed to be had and as long as we don’t abuse the privilege of what we have, then it should last well past the day I bait my last hook.

Riviera, Belize and luxury motor yacht owners are invited to the Gold Coast for a four day festival of boating education, inspiration and enjoyment. Over 36 individual hands-on and theoretical workshops will offer an unique wealth of experience.

Creating your ultimate boating experience is our passion at Riviera.

180038

To discover more and register visit FestivalofBoating.com

WWW.BOAT M AGS.C O M 9

Trim and Stabilisation Systems

NEW - The X-Series

PUBLISHER’S NOTE

Doug Dukeson

30 YEARS & COUNTING

2

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

• Powerful 50mm (2”) blades for world class motion control.

• Reliable performance with ultra-fast blade speed.

• Auto-Trim, Auto-List, Coordinated Turn and Active Ride Control.

FULL COMMERCIAL RANGE ALSO AVAILABLE

Durability by

HUMPHREE®

continuous innovations since 2002 Distributed by Volpower NZ Limited For New Zealand & Pacific Islands Ph. 0800 865 769 or 09-2744305 www.volpower.co.nz 10 PACIFIC POWERBOAT MARCH/APRIL 2018

018 clocks up my 30th year in marine publishing, and what a ride it has been.

From my early days of PowerBoat magazine 30 years ago with Vantage Publishing as a boy, to the ‘well rounded’ chap I am today, I have had the pleasure to meet the many gentlemen, ladies and characters of the industry, including my current business partner of 22 years (this month), Barry Thompson.

It has mostly been a fantastic experience, being able to mix with so many great people and to have been able to enjoy and review the fantastic products and boats produced, especially that of NZ and Australia. With this has brought the need and opportunity to explore the many beautiful hidden corners of New Zealand such as the Doubtful Sounds, Stewart Island, climbing and exploring the many South Island and North Island rivers and lakes, visiting crazy places like White Island, river rapids and huge seas to name just a few. Plus each time rehydrating with the team, at the many character-filled bars and establishments afterwards for a debrief.

I have also been lucky enough to have visited other interesting international destinations, for boat reviews and shows in breathtaking places like Florida, Spain, Taiwan, the Pacific Islands and throughout New Zealand and Australia.

Covering these countries and shows – it has brought me much pride seeing the New Zealand and Australian product exhibited at these same shows and deservingly as an important fixture on some of the most amazing craft in the world.

Over these years in my many roles from Advertising Manager PowerBoat/Sea Spray, Editor (Propeller Magazine) and Co-Publisher D&B Publishing – I have covered most of the roles in this game – (something I am sure most Kiwi marine business owners can relate to). But it has been a great honor to get to meet so many of the personalities of the industry as well, experiencing the highs and lows together – from the lows of the GFC to the highs of winning the Americas Cup. Yes, this was great for the industry all round – even the power boat industry. Outside the economic highs, I have had some exciting highs with some of the fastest powerboats in the country. Two that standout were, screaming along Lake Karapiro in a 6m Sonic with Ross Christensen, hanging onto a rail in one hand and a GPS in the other, just to see it clock 100 MPH with the ripple of a gust approaching 100m away.

I was wrapped to see those triple digits appear, although a little nerve-racking. The other exhilarating adrenalin rush, was driving the Cure Kids sponsored 35ft Skater cat powered by twin 525 MerCruisers under the Auckland Harbour Bridge at 176kph. What a buzz!

It’s been 30 years of fun times and adventures. And some great friendships have formed along the way with our competitors and fellow industry folk, both out on the water and on land. Maybe I do have one of the best jobs in the world!!!

Dare to be different – Introducing the Horizon FD85

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• Cutting edge contemporary design with modern styling • Extensive volume inside & out • 85ft with 100ft attitude • Endless entertaining & living possibilities • Highly efficient and versatile cruising capabilities • Choice of configuration depending on your cruising lifestyle • Designed specifically for owners to easily self-manage • Patent Scrimp vacuum hull

DB258

Take control of your boat and make berthing a breeze with Yacht Controller.

Demo appointments available upon request.

Australia & New Zealand’s exclusive dealer for Horizon Yachts & Yacht Controller.

Horizon Motor Yachts Australia. 44c The Promenade.

Sanctuary Cove QLD 4212 Phone +61 7 5577 9009 Email sales@hmya.com.au Website hmya.com.au

G U E ST CO M M E N T: DUNCAN STIRLING

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

Blending quality marine products, craftsmanship and customer care.

HibiscusMarineCoatings.co.nz

Phone: 09 428 3906 DB227

Gulf Harbour Marina, Gulf Harbour, Auckland, NZ 12 PACIFIC POWERBOAT MARCH/APRIL 2018

Marketing Manager for Hella Marine

LET THERE BE LIGHT AND PLENTY OF IT I

’ve had the pleasure of knowing Barry and Doug for almost 10 years now and it is fair to say these two gentlemen know the marine industry better than most. They visit all the local builders, know all the dealers and work very closely with many suppliers. Surely they have much more to write about than me. So when Barry asked me to write an article for this magazine I figured it was their attempt to get out of doing some work.

“You can write about anything you like” Barry said, which could be dangerous if taken literally. So I thought about what value or insight I could share with the readers.

As Marketing Manager for Hella Marine I have had the opportunity of travelling to many international marine shows and seen first-hand what boat builders and equipment manufactures from other regions produce. What never fails to amaze me is how well New Zealand companies compete in the global market. The innovation and product quality displayed by New Zealand companies is truly world class.

Global brands like Navico and Fusion, design and develop much of their sophisticated electronics in New Zealand. Other local companies like BEP, Railblaza, Vesper Marine and TruDesign continue to receive international recognition for their product development. Seeing Kiwi boat builders on display in foreign lands is a testament to the quality of product produced. Of course to really grow, companies need to venture out of what is quite a saturated local market and compete on a global scale. Some of this international success is due to organisations like New Zealand Trade and Enterprise that do a wonderful job of supporting local companies.

During my time in the marine industry boat lighting has completely changed. New Zealand’s natural drive for innovation has supported Hella marine to pioneer the industry shift to LED lighting. Hella marine, part of the Global Hella group with over 38,000 employees, has been head quartered in New Zealand since 2004 where we proudly design and manufacture leading LED lighting solutions. With facilities in Auckland and Waihi, Hella utilise cutting edge processes, innovative materials and a skilled workforce to produce precision navigation lamps, floodlights and interior lamps that are distributed in over 35 countries and to leading OEM’s.

I believe it is New Zealand’s passion for boating, dedicated work ethic and can do attitude that positions our marine industry so well on the global scene. This is probably personified by no group more so than America’s Cup Emirates Team New Zealand who continue to set new bench marks time and time again.

I am confident this standard of innovation and product development will continue.

Fresh ideas and new technologies are continuously being pioneered by the next generation of builders, designers and engineers. Trade barriers and channels to market are becoming easier to manage. And for me personally the trend towards digital media is enabling companies based in the remote South Pacific to continue expanding into new markets. The ability to communicate with customers, sharing a brands message and product benefits to a truly global audience, has never been better.

Everyone involved in the NZ marine industry should be extremely proud of the group’s collective achievements. Again we punch well above our weight, which as a nation we do in many aspects. So I encourage all readers to show their support by purchasing locally designed and manufactured products.

A LONG TRUSTED NAME IN NEW ZEALAND BOATING

DB070

Buccaneer create superbly designed, exceptionally well-built and finished boats with a full fibreglass one-piece Hull Liner.

With 19 boat designs across 5 different ranges, there’s a model to suit everyone – from an agile runabout to tow the sea biscuit, right through to the ultimate marlin vessel.

See what Buccaneer’s experience has done for Kiwis to create their own magical moments on the water.

SEEN & ADMIRED KING WATERCRAFT 4.8 JET

T

he latest custom built King Watercraft 4.8 jet tender has been designed for ultimate family fun and adventure. With accessories and functionality for fishing, mountain biking and water sports.

Its large diameter pontoons offer exceptional stability, good lift in the bow in a following sea and a dry ride in rough water. The 4.8 jet tender will comfortably carry four people.

The convenience and safety of its jet unit means access and drivability is a breeze.

Its steering agility allows it to be easily manoeuvered on to the beach or up to a jetty to make use of the large swim platform, while also coming to life in the shallow gravel bars of a river. It has a low planing speed making handling very easy, while also having plenty of power when needed.

The King Watercraft 4.8 is fitted with

14 PACIFIC POWERBOAT MARCH/APRIL 2018

VERSATILE JET TENDER

a downrigger mount on the pontoon, power socket in the anchor locker for an electric trolling motor and a custom mountain bike rack to carry three full sized bikes. The console layout also features USB and power sockets, a GME VHF radio, Fusion Bluetooth sound system and a Raymarine Dragonfly GPS fish finder.

Powered by a 125hp Yamaha 4S engine, the alloy hull and Hypalon tubed King Watercraft 4.8 has a top speed of 50 knots.

This King Watercraft 4.8 jet ticks so many boxes with its unique and usable design for all ages, challenging the saying ‘you can’t get a boat that can do everything’.

King Watercraft Ph +64 021 540 263, will@kingdesign.co.nz, www.kingdesign.co.nz

SEEN & ADMIRED GRADY WHITE FISHERMAN 257

ONE FOR SERIOUS FISHOS

G

rady-White listened to avid saltwater sport fishing customers and coastal recreation-loving families alike and, as a result, the new 2018 model Fisherman 257 centre console sets a new standard.

Topping the long list of must have features are plenty of offshore sport fishing amenities, a comfortable head area, plus Grady’s Signature SeaV2 ride!

The new 257 has a lot of new design features which include a new custom fibreglass hard top with built in radio box, speaker mounts and plenty of easy hand rails for additional safety. A new full height plexiglass surround screen protects the two helm seats completely and enables a windscreen wiper to be fitted.

Another first in the fisherman’s arsenal, is a full size Yeti cooler which sits on a roller frame and tucks away under the deluxe seating console, which has a built in tackle centre, lure storage and comfortable deluxe helm seating with fold up bolsters, four additional rod holders and the entire heavy duty aluminium T-Top frame is now powder coated in the signature Grady-White colour.

A choice of either a single F300 or F350V8 engine or Twin Yamaha F150 or F200HP four strokes give great performance The boat is on full plane at just 10.5knots and has a cruise at 29.7mph with a top speed of 48.2mph. The boat is 100% unsinkable and has been tested and licenced by USCG to carry ten passengers with ease, and seating 16 PACIFIC POWERBOAT MARCH/APRIL 2018

for all ten persons.

Inside the spacious console is more storage for rods, alongside a built in head with both overboard and deck pump out with macerator, a real plus for the ladies on board.

The Grady White Fisherman 257 will be on the Grady-White stand in Hall 3 at the 2018 Hutchwilco Boat Show, ASB Showgrounds, Auckland May 17th -21st.

Marine Imports Ltd, 12 The Marina, Tairua, Ph: 0275-365346, www.gradywhite.co.nz

Tristram 741 Offshore Sterndrive - Tairua, NZ

UNSURPASSED ACCURACY FOR OFFSHORE PERFORMANCE The diverse Tristram range is designed and crafted by a family of innovators who live for the ocean.

Uniquely using CAD design & CNC machining to offer unsurpassed accuracy, Tristram Marine have redefined trailer boating for thousands of proud owners.

CHOOSE TRISTRAM FOR YOUR NEXT OFFSHORE ADVENTURE

TRISTRAM 881 OFFSHORE

TRISTRAM MARINE ARE PROUDLY PARTNERED WITH

TRISTRAM 881 OFFSHORE

SHOWROOM - PRODUCTION PLANT - SERVICE CENTRE 5 Udy Place, Te Rapa Park, Hamilton, NZ Te Rapa Expressway Exit / SH1 enquiries@tristram.co.nz / +64-7-849-5225

NEWS

$200k+ Grand Prize!

O

rganisers of the 2018 Hutchwilco New Zealand Boat Show have announced that this year’s Grand Prize Package will be a Surtees 750 Game Fisher (Enclosed Cabin), powered by twin Yamaha 150HP XCA Digital Electronic Control (DEC) 4-stroke engines, and valued at over $207,000!

The incredible Surtees/Yamaha Grand Prize — almost certainly the highest value must-be-won prize ever offered at any boat show anywhere in the world — will be drawn, and won, at the 2018 Hutchwilco New Zealand Boat Show in Auckland on May 17-20.

Show organiser Dave Gibbs says he believes this fantastic prize will attract a huge amount of attention, both from the boating and fishing communities and from the wider public.

“Imagine: you pay $20 to attend New Zealand’s largest boat show, have a great day checking out all the latest boats, engines, electronics, accessories

20 PACIFIC POWERBOAT MARCH/APRIL 2018

and boating and fishing gear and then head home.

“Then, sometime a little after 7 pm on Sunday, May 20, your phone rings and its Surtees CEO, Adam Dyck — and he’s telling you that you are now the proud owner of a Surtees/Yamaha Grand Prize package worth over $200,000!

“What a life-changing day that will be!”

At the heart of the Surtees/Yamaha Grand Prize is the company’s largest production model: the 750 Game Fisher Enclosed Cabin. The Surtees 750 Game Fisher is perfectly designed for extended adventures away, from extended family weekends cruising along the coast to serious offshore game fishing expeditions.

Perhaps most importantly, the 750 Game Fisher comes packed with Surtees’ SiQ technology and features to deliver superb handling in all conditions as well as outstanding stability, both at rest and while underway. Surtees’ unique SiQ

includes their Anti-Roll ballast stability control with Anti-Roll Lock, Razortech smooth riding hull, Touch Deck super rigid hull construction, safety buoyancy airtight flotation compartments, QuikHitch trailer catch system and Surtees 10-year warranty.

On the transom is a pair of Yamaha’s very latest 150hp 4-stroke engines.

Yamaha’s 150hp XCA DEC outboards come complete with larger 2.8-litre displacement engines, delivering increased- and mid-range torque. The Surtees/Yamaha Grand Prize Package will have a top speed of at least 43 knots, cruise comfortably and economically at 20-22 knots and boast a cruising range of over 250 nautical miles!

The Grand Prize’s powerful new outboards also come complete with digital gauges, a dual binnacle control box and Yamaha’s premium Digital Electronic Control (DEC) technology.

The smarter way to Easy Boating Pioneering joystick control

SO MUCH MORE The Surtees/Yamaha Grand Prize sits on an Epic trailer worth almost $18,000 and comes complete with a Balex Auto Boat Loader. It will also come with a comprehensive $10,000-plus Garmin electronics package, including a GPSMap 7412xsv multi-function display, GMR 24xHD radar, a GT51 M-TM mid-CHIRP down view and side view sonar and transducer, a VHF and a New Zealand chart.

Remote anchoring will also be a breeze thanks to the Loan Star drum winch system.

Also on board is Ultraflex hydraulic steering, a comprehensive Hella LED lighting package with cabin, helm, cockpit, floor and bait tank lighting, Seadek flooring in the cabin and cockpit and on the coamings, a Fusion stereo system. The Surtees/Yamaha Grand Prize also comes complete with a set of Hutchwilco lifejackets and a year’s Yamaha Marine Insurance.

The 2018 Hutchwilco New Zealand Boat Show will be held at the ASB Showgrounds in Greenlane, Auckland on May 17-20. Tickets to the show are now available online at www.boatshow.co.nz with all tickets bought before May 10, 2018, also automatically in the draw to win a powered Viking Kayaks package worth over $8000.

Joystick control Volvo Penta was the first to pioneer joystick technology for leisure boating. We’ve come a long way since then.

Available for Aquamatic Sterndrive, Volvo Penta IPS and Diesel Inboard applications, the joystick puts docking, close-quarter maneuvering and high-speed cruising at your fingertips.

Find out more at: www.volvopenta.com/leisure

Distributed by Volpower NZ Limited For New Zealand & Pacific Islands Ph. 0800 865 769 or 09-2744305 www.volpower.co.nz WWW.BOAT M AGS.C O M 21

NEWS

Riviera appoints Japan dealer

Riviera has moved to substantially enhance its presence in Japan with the appointment of a major leisure corporation, Unimat Precious, to represent the Riviera and Belize marque.

Unimat Precious is one of the largest marine businesses in Japan and uniquely placed to offer outstanding motor yacht owner care, owning eight marinas with more than 1,000 berths. Two of the marinas are in the Tokyo Bay region, the country’s favourite boating destination.

Riviera CEO Wes Moxey said the

appointment of the respected marine industry professionals at Unimat Precious will be warmly welcomed by owners of luxury Riviera motor yachts throughout Japan.

Riviera already has a strong reputation and a significant number of owners in Japan.

Unimat Precious will provide quality support for current owners and a powerful capability to welcome new Riviera and Belize owners.

A Riviera 43 Open Flybridge was due to premiere at the Japan International Boat Show in March. www.riviera.com.au

DB265

www.amfboats.co.nz Tel: 06 345 8513 – jodi@amfboats.co.nz – 234 Taupo Quay, Wanganui

22 PACIFIC POWERBOAT MARCH/APRIL 2018

Mid Range Powerboats Strong for SCIBS

Strong growth in the fishing, family and leisure market will see power boats in the 8.0m to 14m range take centre stage at the 30th annual Sanctuary Cove International Boat Show from May 24 to 27.

From fishing crafts to recreational or family cabin cruisers, the show will boast an extensive on-water display of medium-sized power boats, showcasing a diverse range of product that appeals to all market sectors.

Among the line-up of powerful international and Australian brands on display in the 8.0m to 14m range, is Arvor, Axopar, Bavaria, Beneteau, Boston Whaler, Cruise Cat, Fjord, Four Winns, Greenline, Hudson Bay, Jeanneau, Maritimo, Riviera, Sealine and Sea Ray. Offering versatility, comfort, style and affordability, power boats in this segment have notably grown in demand, which SCIBS general manager

Johan Hasser said is reflected in the exceptional line-up of manufacturers on display at this year’s anniversary edition.

Showcasing Axopar, Greenline, Sealine and Fjord models, Eyachts managing director Peter Hrones said the team is excited to be a part of the milestone edition, bringing with them a large selection of day boats catering to all budgets and lifestyles. www.sanctuarycoveboatshow.com.au.

Tohatsu Corporation, Japans oldest Manufacturer of Outboards, celebrates its 60th Year of manufacturing. During this period over 3.5 million units have been produced and distributed Worldwide. Current production exceeds some 200,000 units per annum. If you are a Baby Boomer Tohatsu has the right product for you. Lightweight, Efficent, Price Competitive

DB209

Horsepower cc rating Cylinders Weight kg Model

9.8 HP 169 2 26 Manual 15”

18.0HP 294 2 41 Manual 15”

30.0HP 429 2 51 Manual 15”

50.0HP 697 3 75 Electric T/T 20”

Product is available from our Dealer Network Nation wide. Website: www.tohatsu.co.nz or 04-237-7800 WWW.BOAT M AGS.C O M 23

NEWS

European accents in the all-new Whitehaven Destined to command attention and illuminate the waters of Darling Harbour at its launch in August 2018, the Whitehaven Euro Edition 6100 is the first in the new era models born from the exciting collaboration between Whitehaven and talented naval architect and yacht designer, Misha Merzliakov.

Representing the birth of brand new offspring of the Whitehaven family of motor yachts, the Euro 6100 comprises all the Whitehaven hallmarks of bespoke luxury, expansive entertainment and lifestyle spaces and superior engineering.

Fitted with two new-generation Caterpillar C12.9 engines that each develop 1000 hp, she is expected to cruise comfortably at approximately 25 knots, and have a top speed of some 30 knots.

A full-length roofline over the aft cockpit protects all climates and conditions, as well as adding to its streamlined aesthetic.

The generously proportioned entertainers’ cockpit flows through to an aft galley with the exceptionally spacious dining area.

The Euro Edition 6100 offers a three

bedroom - two bathroom layout with an additional auxiliary room/butler’s pantry or powder room (depending on the customer’s wishes).

Whitehaven also offers the Euro model as a 6300 variant with a spacious second rear full-beam stateroom or Beach Club alternative which opens fully to the transom swim platform, either of which will delight guests and family. Both these options see the tender move from the fully enclosed garage onto the raise/lower swim platform. www.whitehavenmotoryachts.com.au

Smooth dry ride — Low fuel consumption Retractable hard top — Exceptional Seaworthiness Enhanced Stability — Unrestricted Visibility

PACKAGES START FROM $64,900.00 INCL ENGINE & GST 24 PACIFIC POWERBOAT MARCH/APRIL 2018

Smuggler Strata 820HT Sets New Standards Smuggler Strata RIBs have an excellent reputation for performance and finish. The range is extensive, from a 4.5m tender through to 11m offshore RIBs. While there is a stock range of boats, the company has the ability to customise any model and that’s why they have become a leading choice as superyacht tenders. Finished to CE standard for export they are suitable

also for diving, fishing and general boating.

One of the biggest in the range is the Strata 820 HT, based on the proven performance of the Smuggler 27 deg deep vee hull. This is a boat with an outstanding rough water ability, yet still offers the stability at rest and an exceptionally spacious layout.

The Smuggler Strata 820 HT has all the

trimmings of a conventional hardtop boat, with the added advantage of RIB super smooth riding, stability and the performance of the Smuggler hull. The 820 model is available in twin-engine, single engine, hardtop or bimini.

Smuggler Marine, Ph +64 9 838 9026 E: Pauline@smuggler.co.nz, www.smuggler.co.nz

DB239

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NEWS

Horizon add new PC74 to Powercat range

W NE

CONNECT

DRIVE

MOB

DISCONNECT

GERMAN ENGINEERING

Available from dealers nationwide

26 PACIFIC POWERBOAT MARCH/APRIL 2018

With the highly successful PC60 and PC52 as the baseline, Horizon recently added the PC74, focused on designing an exquisite power catamaran, with the goal to be known and referred to as The Ultimate Cruising Yacht.

The modern, clean lines of the PC74 have been created from the drawing board of renowned designer, JC Espinosa, with naval architecture by Lavranos Marine Design. The highly efficient, semidisplacement symmetric hulls are the result of decades of catamaran hull design and development.

The Horizon PC74 is a magnificent, luxurious cruising yacht that offers the comfort, privacy, amenities and space one would typically only find on much larger motor yachts but without the associated purchase and running costs.

An owner will appreciate the main deck, with all the primary living areas on a single level, including the massive aft deck and the lower decks with two large King VIP, en-suite staterooms.

The Flybridge is an entertainers delight, with large comfortable dining/ lounging for up to 10, a well-equipped bar, a day head, separate BBQ area and dinghy stowage, plus loads of room for chaise lounges.

The aft deck Hi/Lo swim platform, suspended between the hulls, ensures that everyone can access the water with ease. The foredeck offers two large sun pads and bow seats. www.hmya.com.au

Brace yourself for the Hurricane

V

ersatility, safety and family fun are just some of the reasons Aussies will be blown away by the award-winning, US-built, fibreglass-hulled Hurricane pontoon boats now available in Australia and New Zealand.

Brett Flanagan, tired of retirement, came across the world’s number one selling pontoon boat, Hurricane, during his search for the ideal family pontoon boat, or “deck boat” as they’re known in America.

“These are not your standard pontoon boats,” he explained.

“Hurricane pioneered the deck boat business in 1974 and can now claim to be the number one selling deck boat in the world, producing 22,000 each year.

“They are tri-deck, moulded fibreglass, so they’re thicker and more durable than aluminium, and easily anti-fouled. They are truly limousine quality, beautifully finished with a wide body and excellent flotation. They turn like a sport boat, so

you can tow and ski behind them at a top speed of about 22 knots.”

“The boats are all made to order and they are extremely fussy with the production process. They use the latest techniques and materials and have fastidious quality control. To say I was impressed is an understatement. I ended up leaving with four boats and the distributor rights for Australia and NZ.” Hurricane produces a variety of deck boats up to 38-feet, with the FunDeck being one of their most popular models.

The FunDeck is characterised by its secure high rails, plenty of seating and storage, and ease of operation. With a draft of 25cm, the FunDeck can access even shallow water close to the beach, ideal for safety and comfort for all passengers.

Hurricane Boats Australia will import the compact 196F model, 5.74m with a beam of 2.3m and room for up to nine people and the larger 226F, which is a 6.76m boat with a beam of 2.3m and room for up to

13 people. Fuel capacity is 100L, and the team plans to have trailers custom-made so these nifty boats can be trailerable.

The cost of the FunDeck 196F with all the gear is around $89,000, while the 226F is likely to retail for under $100,000.

Also on the cards, a syndication boat offering four lots of shares, which Flano feels will be a strong incentive for people looking to dip a toe in boating.

With pop-up changing rooms, snapin carpeting, freshwater washdowns, comfortable helm stations, refreshment centres, and huge in-floor lockers for stowing all your watersport gear, there’s more space, more storage, and more room for the whole family, dogs and all.

The Hurricane FunDeck will make its officially Australian debut at the 2018 Sanctuary Cove International Boat Show, 24 to 27 May 2018. www.hurricaneboats.com or call Paul Atalla +61 (0)421 859 273 and Grant Flanagan +61 (0) 402 811 175.

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NEWS

Penske Power Systems

THE PASSING OF A LEGEND

Penske Power Systems is the New Zealand distributor of MTU engines.

ANTONY BRIAN HAMBROOK 1946-2018 On the 1st of February 2018, Tony Hambrook ONZM died peacefully at Mercy Hospice surrounded by his family, in Auckland, New Zealand.

Tony Hambrook was one of the great leaders of the superyacht Industry taking the helm of Alloy Yachts in 1989 and guiding the company through more than 30 years of building award-winning yachts.

A natural born leader, Tony earned respect and admiration of his employees, colleagues, customers and the industry alike.

He had a reputation of being a “no holds barred” leader who would deliver nothing less than a perfect superyacht to his customers.

Alloy Yachts would build 44 Superyachts and be awarded 38 International Superyacht Awards under his leadership. Many of his customers would return again and again for a yacht built by Tony and his team. The last yacht to be built at Alloy Yachts was the 43.89m Hey Jude, December 2014.

In 2006, Tony was inducted into the Waitakere Business Hall of Fame. In recognition of his honesty, hard work and outstanding contribution to the worldwide community of superyachts, Tony was awarded the International Superyacht Society – Leadership Award in 2009.

His country recognised him when in 2007 he was awarded the Officer of the New Zealand Order of Merit (ONZM) for distinguished service in the New Zealand marine export sector.

In his early 30s, he built himself a steel ketch and after spending 3 1/2 years sailing around New Zealand and beyond, he came home and took on the role as a consultant for a company that then played a role in the formation of Alloy Yachts. In 1986 he was appointed Alloy Yachts’ production manager and when the company was sold to New Zealand owners, he was asked to manage the entire business. That was 1989 and Tony was Managing Director until Alloy Yachts closed its doors in 2015. Tony was the President of the NZ Marine Export Group (Marex) for ten years and was one of the visionaries who launched the first NZ Millennium Cup in 2000 with 28 superyachts competing.

Tony was famous for saying, “No one needs a Superyacht – it is a decision of the heart, not the brain”.

Tony is survived by his wife Kristin, his two children, two step-children and nine grandchildren.

With applications to suit both leisure and commercial vessels, we have all your marine needs covered.

Penske Power Systems also offers: • New engine sales • Engine servicing • Remanufactured engines • Full service capabilities • Genuine parts • Repower options

Series 60 350hp – 825hp

Series 2000 536hp – 2600hp

09 250 7800 | penskeps.co.nz

DB271

Email: mtu-nz@penskeps.com for more information

28 PACIFIC POWERBOAT MARCH/APRIL 2018

“No one needs a Superyacht – it is a decision of the heart, not the brain”.

CRUISERS YACHTS COME DOWN UNDER

selling Cantius range of cabriolet sports cruisers have been a popular choice up North and we look forward to selling more of these brilliant boats into Southern Australia. Add to this the impressive flybridge range, the big 338 bowrider and their standard sports boat line up and we feel that ‘Cruisers’ is the perfect fit for us”. www.cruisersyachts.com or Aussie Boat Sales on +61 (03) 9397-6977

2017 VR5 Cuddy (6.20m)

2017 Ciera 8 Cuddy (8.15m)

DB157

Williamstown based Aussie Boat Sales has been appointed the Cruisers Yachts dealership for Southern Australia.

Cruisers Yachts are one of America’s most recognised brands with a history of building quality boats since 1904, and a current model range of sports and flybridge cruisers from 30 to 60 feet.

Scott O’Hare from Aussie Boat Sales said: ‘The best

WWW.BOAT M AGS.C O M 29

Sealegs Amphibious Boat Builders Program

NEWS

Latest Elite Launched

Scott Lane Boatbuilders recently launched their latest Bill Upfold Elite 12.8m. Built for an Australian couple, the name Kooringal means home by the sea in Aboriginal.

Power is a single QSB 6.7 Cummins @ 480hp.

With limited horsepower it is cruising easily at 20kt and burning just 60 lph. Maximum speed is a very respectable 26.5kts.

Elite Marine Design, Ph +64 09-530 8501, info@elitemarine.co.nz | www.elitemarine.co.nz

Sealegs International has announced the Australian commencement of its Amphibious Boat Builders Program. The program has been established by Sealegs to give traditional boat builders outside New Zealand access to its patented amphibious technology and was driven by the international demand for a greater variety of models and applications.

Sealegs Chief Executive Officer David McKee Wright said, “The launch of the Boat Builders Program will not only expand the market potential for amphibious boats, but it will also focus Sealegs on its technology”.

Sealegs will support new Boat Builder partners through a rapid initial assessment and a review of technical specifications, drawings, weight calculations and donor hull considerations. As they move to integrating the right Amphibious Enablement System for their hull, Sealegs will assist with technical feasibility analysis, design and prototyping. www.slg-technology.com

AKZONOBEL DEVELOPS PIONEERING MARINE FOULING PREVENTION AkzoNobel is to develop a revolutionary fouling prevention technology which uses ultraviolet light-emitting diodes (UV-LED). The pioneering solution - which uses underlying technology developed by Royal Philips - will be applied to underwater surfaces to eliminate fouling growth.

By teaming up AkzoNobel’s cuttingedge surface protection and adhesion know-how with Royal Philips’ unrivalled capabilities and intellectual property in UV-LED lighting and electronics, the two companies are aiming to develop 30 PACIFIC POWERBOAT MARCH/APRIL 2018

an economically viable solution for underwater fouling prevention.

The innovation will integrate UV lightemitting diodes in a protective coating scheme which will allow for the UV light to be emitted from the coating surface, providing the total prevention of biofouling accumulation on the surface of the protected area.

The fully biocide-free solution will provide ground breaking performance and offer complete fouling prevention to the hulls of ships and boats. The total control of biofouling represents a

substantial economic and environmental benefit, and when realized, the impact of this new technology on vessel owners and operators will be hugely significant.

Despite the complexity of this project, AkzoNobel is again confident they will be overcome and ultimately expects the technology to completely revolutionize the fouling control industry. Initially, the focus will be on applications for ships, yachts and offshore assets, but the project could potentially be extended to include other surfaces challenged by bio-fouling issues. www.akzonobel.com

Subscribe & Win at the Boatshow One lucky Boatmags subscriber at the Hutchwilco NZ Boat Show will win a custom U-Dek Deck Tread fit out for their boat (up to the value of $2,000). U-Dek offers a hard wearing, easy to maintain alternative to moulded in anti-slip or paint-on textures for traction in wet areas, improving your comfort and safety.

All you have to do is come to our stand (#282 In Hall 2) and fill out a subscription form or go online to www.boatmags.com/U-Dek for details.

Win

$2000 of U-Dek

Robalo Boats have been world leaders in fishing boat design and construction for 50 years, the unique HydroLift hull design provides the softest ride in the toughest conditions. With more standard features, quality finish and legendary handling, we challenge you to find a better fishing boat than a Robalo.

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WWW.BOAT M AGS.C O M 31

NEWS

Chaparral 287SSx

New Launches Make a Splash at Horizon’s Open House Horizon Yachts kicked off the new year with two exciting yacht launches. Making their global debuts at the 2018 Horizon Open House, in January, the brand new FD87 Skyline and Horizon V68 models are two luxurious reminders of the builder’s exceptional range of motor yachts designed, built and customised to suit every lifestyle.

Featuring a design inspired by her owner’s lifestyle request, the FD87 Skyline (See full review Page 132 this issue), is a brand new addition to the Cor D. Rover-designed Fast Displacement series. Springing from the eye-catching FD85, which debuted at the 2017 Fort Lauderdale International Boat Show, the FD87 Skyline boasts a cool blue hull and contrasting white superstructure. In place of the raised pilothouse found on the FD85, the owner of the FD87 requested a fully enclosed bridge with a helm station to provide additional indoor entertaining and lounging options and allow for an extended boating season in colder

climates.

The FD87 Skyline features Horizon’s new High-Performance Piercing Bow (HPPB) hull design and has been equipped with stabilisers for maximum performance and comfort.

Another new model making a splash on the global cruising scene is the brand new Horizon V68 model from the builder’s V series. Designed as an entry-level motor yacht with superyacht attitude, the V68 was explicitly created for owner operation.

A concept nearly nine years in the making, the V68 was designed in collaboration with world renowned designer Jonathan Quinn Barnett (JQB) and based on feedback from clients and international yacht brokers.

Immediately striking in appearance thanks to a plumb bow design – and only the second Horizon model apart from the FD series to feature such – the V68 has been planned throughout with large open spaces, wide side decks and a voluminous interior that takes advantage of a 19’ 6” beam. The larger hull beam not only

makes for greater stability and increased interior spaces, but also allowed the team, which included Stimson Yachts of New Zealand overseeing the hull design and naval architecture, to increase headroom without affecting the yacht’s low profile.

Unique to an entry-level motor yacht is the V68’s option for customisation. Owners are given the choice of at least two layout options for each deck. The V68 offers a three- or four-cabin arrangement with the master suite midship.

The newly launched FD87 Skyline and the V68 motor yachts were among the highlights of the biennial Horizon Open House. This event drew Horizon friends, partners and clients from around the world to the Horizon City Marina in Kaoshiung, Taiwan, for three entertainment-packed days of VIP factory tours, yacht visits and gala dinners. This year saw six new Horizon luxury yachts on display, among them the FD85, E56 and E56XO sport yachts, and a PC52 power catamaran.

www.hmya.com.au

Water Safety NZ invests $1.66m in water safety education As the lead agency in the water safety sector Water Safety New Zealand (WSNZ) is tasked with delivering funding strategies to tackle our nations drowning problem. New Zealand is towards the upper end of drowning death rates in the OECD. In 2016 there were 78 preventable fatalities and drowning hospitalisations are on the rise.

In its 2017/18 Drowning Prevention Investment Round WSNZ is funding organisations working with the vulnerable and at risk to deliver much-needed water safety education and support.

Funded primarily by the New Zealand Lotteries Grant Board administered through Sport New Zealand,

32 PACIFIC POWERBOAT MARCH/APRIL 2018

and supported by ACC, $1,664,260 was available for distribution by WSNZ this year - $129,260 more than 2016-17 – an 8.4% increase primarily due to a $400,000 increase in NZLGB funding.

“The water safety sector is predominantly nonGovernment funded and supported by volunteers. Any additional funding is a lifeline providing vital education to the most vulnerable,” says WSNZ CEO Jonty Mills.

Specifically, $1.189m will be allocated to providers to deliver the national aquatic initiative Water Skills For Life (WSFL) to children aged 5 – 13 years across the country. www.watersafety.org.nz

YDL SIGNS NEW 33M SPORTSFISHER Yachting Developments has announced the signing of a new superyacht order, 33m (109’) Hull 1017, with work set to commence in Q1 of 2018. Hull 1017 is an all-carbon fast sportsfisher design that boasts sleek and sporty lines and will feature full carbon epoxy construction to achieve improved weight and performance.

Naval architecture and design work are

2000 hp @ 2350rpm.

Yachting Developments specialises in building a wide range of custom projects, which includes the world’s largest all-carbon sportsfisher, the 39.5m Hull 1015, launched in November 2017, and 27.4m Satu, launched in 2012.

by New Zealand design house Warwick Yacht Design.

“We are proud to have signed this exciting new project and look forward to collaborating with the Warwick Yacht Design office and their repeat client to bring this custom superyacht build to life,” says Ian Cook, Managing Director of Yachting Developments. Power will be from a pair of MTU 16V 2000 M96L

www.yachtingdevelopments.com

Live the Ultimate Lifestyle Discover the magic of living on the waters edge in one of our stunning locations in the Coromandel or Northland.

Our developments have a range of lifestyle options for the boating enthusiast, with freehold mooring envelopes and pontoons in front of your property, private boat ramps and shared boat ramp facilities for non-canal sections.

SECTION PRICES START FROM: $620,000 canal front $275,000 non-canal front Visit one of our sales offices today.

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WWW.BOAT M AGS.C O M 33

NEWS

Buccaneer Enter RIB Market Buccaneer Boats are well known for their range of runabouts, cabin boats and hardtops, and every year they seem to be able to surprise the market with something new. They are one of the most innovative fibreglass boat builders in the country and are continually developing boats for new sectors of the market.

For 2017 it seems that Buccaneer Boats has stepped over the line into the very competitive RIB market, an area they have not previously had a foothold in.

Launched in January this year the Buccaneer 630 Enforcer is based on the proven Buccaneer 605 hull, but from the chines up it is all different. Heavy duty PVC tubes wrap around the centre console design, which provides copious storage. The first boat off the production line is powered by a single Mercury 150, which gives the boat a top speed around 45 mph. When PPB got to have an exclusive run in the Bay of Islands earlier this year, it proved to be quick, nimble and very dry. Look for a full review of this new model in the next issue of Pacific RIB magazine in July.

Buccaneer Boats, Phone +64 (0) 7 849 7129, www.buccaneerboats.com

THE NUMBER ONE SELLING DECK BOAT IN THE WORLD More than any other deck boat, a Hurricane works hard so you can play hard. Whatever your lifestyle, Hurricane boats give you and your family room to roam, room to play and room to grow. Take the grand kids and family for an unforgettable day out cruising the waterways, lakes and rivers or get a little more aggressive towing watertoys and fishing. With a Hurricane deck boat you can do it all.

Our passion for quality, comfort, performance and the fun is immeasurable.

DB267

We have a wide variety of styles and sizes to suit your requirements.

Hurricane Boats Australia | Ph: +61(0) 414 997 654 | E: brett@hurricaneboats.com.au

34 PACIFIC POWERBOAT MARCH/APRIL 2018

w w w. h u r r i c a n e b o a t s . c o m . a u

The ease of wireless mooring Hydronautica’s Electronic Motor Control (EMC) is an advanced motor control system that stands out in terms of quality, image and ease of use and is now available in New Zealand through So Pac Marine. EMC literally puts the motorisation of your vessel at your fingertips.

The RMC (Remote Motor Control) system enables you to take control of your vessel and manoeuvre safely and accurately from anywhere on board. Not only does the wireless remote control system manage the bow and stern thrusters, it also lets you operate(s) the main engine(s) for fore and aft propulsion. It can even programme the system to operate your anchor winch. RMC turns easy manoeuvring into a reality.

The technology used to develop this product is based on a failproof wireless communication

system, developed by Hydrospex for Hydronautica’s RMC system.

Bi-directional communication that effectively means ‘dual band transmission’ is both avant-garde and state of the art. Both the remote control and the ship serve as transmitters and receivers, this

results in a ‘hand shake’ type of communication that uses a unique communication digital code that is not available to any other source and consequently can’t be interfered with.

The signal is not prone to interference, fading or distortion. The handheld remote control unit is powered by a rechargeable Li-Ion battery that can operate for more than two weeks without a recharge. There is ‘Low Battery’ warning that lights up when you start using the power reserve.

The unit is designed in the shape of a ship and is manufactured using only the finest high quality materials. No cheap plastics, but a tough yet elegant designed unit that will enhance the image of your boat.

So Pac Marine, Ph +64 094485900, e: info@sopac.co.nz, www.sopac.co.nz

WWW.BOAT M AGS.C O M 35

NEWS

Authorised dealersdealers for these Authorised for these world-leading marinemarine brandsbrands world-leading

CHRIS-CRAFT LAUNCH 28 GT WORLD PREMIER

Chris-Craft used the 2018 Miami International Boat Show to release the new Launch 28 GT. The Launch 28 GT is a new hull and an entirely new design for ChrisCraft. The new Launch 28 GT has a walk-through transom and reversible sun pad that moves forward and Desalination systems Marine electronics backward for lounging, or additional seating while underway. You can choose to board the boat from the transom, dive door, or one of the three swim ladders.

Available with the option of sterndrive Compelling marine design and technology Pure water. Anytime, anywhere.

Superior electronics for every demanding marine Authorised dealers for these With output from 32L to 293L per hour, our or outboard, the customisability is application – inland fishing, coastal fishing, sailing and day desalinators provide the freedom to explore. cruising or larger powerboats. endless.

From metallic paints and world-leading marine brands Marine electronics Authorised LED lighting solutions Authorised Authoriseddealers dealers dealers for for forthese these these cross-stitched upholstery, the Launch 28 GT will also showcase a new world-leading world-leading world-leadingmarine marine marinebrands brands brands upholstery pattern from Chris-Craft throughout the cockpit. Varnished mahogany can be found throughout the boat displaying Chris-Craft’s Engineered to deliver the best navigation systems The brighter choice in LED lighting is Lumitec Multifunction navigation, autopilots, radar, - underwater, down lights, flood, task, cockpit, steadfast devotion to craftsmanship. fishfinders, instruments, thermal cameras, VHF courtesy, accent and rail lights in over 500 communications, satellite TV, marine cameras lighting configurations and 22 models.

One of the most distinguishing features of the new Launch 28 GT is the elegantly styled folding tower. The tower provides shade for the cockpit and can be used for watersports. When not in use, the electric tower folds forward for towing or for storage.

Marine Wholesale P +61 7 5580 1511 Australian Marine Wholesale P +61 7 5580 1511 Australian Marine Wholesale P +61 7 5580 1511 orks, Unit 2 Building J Works, E sales@amwholesale.com.au Sports Marine, Ph +64 3 3799208, The Boat Unit 2 Building J E sales@amwholesale.com.au The Boat Works, Unit 2 Building J E sales@amwholesale.com.au s Drive, Coomera QLDWorks 4209Drive, W www.amwholesale.com.au 1 1Boat Drive, Coomera W www.amwholesale.com.au Boat Works Coomera QLD QLD 4209 4209 W www.amwholesale.com.au E: sales@sportsmarine.co.nz, www.sportsmarine.co.nz

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28/10/2015 5:50 pm

POWER ON

SIDE-POWER OFFER SMALL BOAT THRUSTERS Suzuki has announced the addition of the DF325A to its outboard range. Unveiled at the Düsseldorf International Boat Show in Germany, the high-tech and innovative DF325A has been designed to be robust, easy to use and versatile, making it the ideal outboard for large boats, whatever the task and whether for commercial or recreational use.

Sharing the same revolutionary technologies as the recently-launched and highly anticipated flagship DF350A, including contra-rotating propellers, dual louver system and dual injectors, Suzuki has stepped it up with the new model by engineering it to run on 91 octane fuel.

The Dual Louver System incorporates a double shield of blades, each one designed in a dog-leg shape. The outer row of blades removes the spray from the boat and the inner louvers capture and drain the remaining mist. As a result, intake air is free of moisture and kept close to ambient temperature.

Suzuki’s latest outboard features its proven 4.4 litre displacement block which gives tremendous torque and makes it the largest displacement V6 on the market today.

Combined with a compression ratio of 10.5:1, the DF325A also delivers impressive fuel economy and reliability.

Suzuki’s Dual Prop system with its reduction in gear diameter has allowed the design of a smaller, and far more hydrodynamic gear case. www.suzukimarine.co.nz

Mercury Marine new V-6 Range Mercury Marine has introduced a new V-6 FourStroke outboard family and the expansion of its SeaPro commercial line at the 2018 Miami International Boat Show.

The new engine family, which builds on the success of Mercury’s 75-150hp FourStroke outboards, features 175hp, 200hp and 225hp FourStroke outboards and a V-6 200hp SeaPro commercial outboard.

The new Mercury FourStroke and SeaPro outboards are built on Mercury’s new 3.4-liter V-6 platform, which is designed to be powerful, light, compact and fuelefficient.

The 3.4L V-6 employs a large displacement, naturally aspirated powerhead and proven mid-section and drive-system designs.

Side-Power has launched the new SE50 and SE25 thrusters, designed to provide high performance in small tunnel sizes.

The SE25 offers 25 kilogram-force of thrust in a compact 110 mm internal diameter tunnel and the SE50 offers 50 kilogramforce, in a 140 mm internal diameter tunnel.

The SE25 is ideal for vessels up to 8m, while the SE50 is perfect for vessels in the 9 -12m range.

Before the introduction of these thrusters, there were less choices, especially for low-draft vessels.

Often a thruster that would fit, did not provide enough power.

Safety is designed into every Side-Power thruster and these new models are the first to incorporate a composite drive connection with shear pin, that provides the first full isolation on these single prop models. The 25 is available in 12V only, while the 50 is available in 12V or 24V, and also in Ignition Protected version. www.advancetrident.com

NEW 20HP Tohatsu 4S Tohatsu has added a couple of new 4-strokes to their range, in the form of the MFS15E FI and MFS20E FI. These sleek units are the lightest in their class at an amazing 43kg for the manual short version, making them great portable options. The battery-less fuel injection system makes for smooth throttle response, great fuel economy and easy starting. This new models also feature benefits of a semi-multi tiller handle, convenient carry handle and in built water separating fuel filter to name a few.

Available in many configurations including electric start and power tilt these new models feature a centre of gravity design to assist in manual transom tilt, ultra-low emissions and design technology to reduce running noise and an in-built fuel tank. www.tohatsu.co.nz

Additionally, the 3.4L V-6 outboards are exceptionally versatile, offering the option of mechanical or digital controls, hydraulic or power steering, and black or white cowls on FourStroke-branded products, as well as a variety of accent panel colours.

The new FourStroke engine not only provides large displacement at 200hp, but is also exceptionally light weight at 475 pounds – the lightest weight in its class by more than 10 pounds. Lean and mean, the 3.4L V-6 FourStroke boasts Mercury’s best acceleration and 20% more torque than the closest four-cylinder competitor at cruise. www.mercurymarine.com

38 PACIFIC POWERBOAT MARCH/APRIL 2018

Easy Connect from Volvo Penta Volvo Penta’s new product, Easy Connect, lets boat owners connect to their boat via their smart device – enhancing the experience both onboard and at home.

Boat owners can now take to the water with all the information they need in the palm of their hands. Volvo Penta’s new Easy Connect app gives boat owners access to engine, boat and route data – directly on their smartphone or tablet.

The free-to-download app is paired with an onboard Bluetooth interface installed in the boat, which transfers data. This gives instant live access while onboard and information for referencing later when back on land. Route history is automatically stored within the app, which is a perfect tool to plan for future trips.

The Easy Connect app has a simple and intuitive dashboard-style layout that can be personalised to each customer’s requirements. There is a ‘Captain’ view for onboard operation, and a ‘Home’

Honda’s now available in White The new white Honda outboards have landed in New Zealand for the first time to meet the demand created by the exclusive White BF250 displayed at the 2017 Hutchwilco Boat Show. The pure Grand Prix White Honda outboards will now be available in a range of the high horsepower BF150, BF200, BF225 and BF250 engines. www.hondamarine.co.nz

view to see saved information when not connected to the boat.

The Captains View gives access to data such as route, engine speed, oil temperature, fuel tank levels, battery status, engine hours, pressure and alarm status. The Home View provides key information which is always stored within the app, such as the amount of fuel left, engine hours and the latest journey.

The app also keeps a list of all previous journeys, allowing boat owners to revisit their favorite trips. In the map function, owners will be able to see the position of the boat when they were last connected.

Easy Connect is compatible with all EVCequipped diesel and gasoline engines

in single and twin installations. It is also compatible with non-EVC gasoline single installations from the model year 2006 and onwards.

The Easy Connect interface includes NMEA 2000 functionality, enabling it to be connected to an existing NMEA communications network onboard. This allows additional data to be accessed, such as speed and depth sensors.

Furthermore, the Easy Connect interface can be used to convert engine data into NMEA 2000-compatible chart plotters and multi-function displays onboard. volvopenta.com/easyconnect.

AUSTRALIA RELEASES EMISSIONS REGULATIONS The Australian government has released the final rules for its noxious emissions standards for marine engines. The new standards, which will be enforced from July 1, 2018, include outboards, personal watercraft and sterndrive engines. Only engines that meet the emissions standards or have an exemption will be allowed into Australia. They do not include earlier marine engines.

A government website says that marine engines that are certified as meeting emissions standards of the US Environmental Protection Agency (EPA), California Air Resources Board (CARB), the rules of Canada and the European Union automatically meet the Australian standard. The page said that any engines not meeting these standards, importers can

apply for Australian certification.

The government said it would grant a list of exemptions.

The government said that costrecovery levies will be paid by importers of engines that do not meet emissions standards.

Local manufacture includes the manufacture of engines and does not include the assembly of imported engines into equipment.

“The US Standard is widely considered to be international best practice,” said a statement from the Australian government.

“The US Standard has led the world in reducing emissions from propulsion marine engines and non-road engines, and other jurisdictions are moving to align their standards with the US Standard. Canada and California follow the US Standard model.

WWW.BOAT M AGS.C O M 39

ELECTRONIC NEWS

Follow-On Tiller From Raymarine Raymarine’s new Follow-On Tiller autopilot controller offers all the benefits of a fully functional power steering upgrade to any cruising or commercial powerboat fitted with a Raymarine Evolution autopilot system.

A simple add-on control unit, the new Follow-On Tiller boasts a sleek, low profile design, meaning it can be installed at both remote and secondary control stations, literally anywhere onboard: at bridge wing stations, aft docking stations, even into the arms of pilothouse helm chairs!

Super-easy to use, the Follow-On Tiller requires just a single button press to activate Evolution’s Power Steer mode and enables skippers to send precise steering angle commands (up to 35°) to the rudder. Its intuitive design also allows skippers to make exact steering adjustments with just a simple turn of the lever or dial.

The Follow-On Tiller controller supports both proportional (Full Follow-Up) and bang-bang (Non-Follow-Up) modes for both steering underway and close-quarters manoeuvring.

The controller comes pre-fitted with a return spring (removable if desired) to automatically return the controller to the 0° centre position upon release.

In the proportional mode, the rudder follows the tiller precisely, degree for degree, with the rudder returning to amidships whenever the tiller is in its centre 0° position. In the bang-bang mode, the amount of tiller deflection controls the speed of rudder travel in the desired direction. Moving the tiller to the centre 0° position immediately stops the rudder in position. (In the bang-bang mode, the operator must always manually drive the rudder back to amidships.)

The Follow-On Tiller Controller is easy to set up and calibrate using the system’s primary autopilot control head or autopilot-enabled LightHouse II or LightHouse 3 MFDs. www.lusty-blundell.co.nz 40 PACIFIC POWERBOAT MARCH/APRIL 2018

Icom’s M330 Fixed-Mount VHF Icom’s M330 fixed-mount VHF offers an IPX7 waterproof rating and packs a boatload of features and performance into a compact case, ideal for panel or bracket-mounting on boats under 25 feet. This new Class D DSC radio offers a bright clear-dot matrix LCD screen, easy to read day or night.

A loudspeaker on the faceplate offers plenty of volume. The microphone includes buttons to switch to Channel 16 and toggle from high to low power. Available in black or white, and optional GNSS/GPS versions. www.rwb.co.nz

Lusty & Blundell to promote Vesper Marine Lusty & Blundell has been appointed to support Vesper Marine’s Virtual Aids to Navigation and the Guardian AIS technology solutions in the South Pacific Islands.

Produced by Vesper Marine, a leading manufacturer of innovative marine safety products, Guardian helps ports and coastal authorities electronically mark shipping and ferry lanes, power and telecommunication companies mark undersea cables, and oil and gas companies mark their platforms and subsea pipelines. By making these installations and hazards visible on vessel navigation systems, Guardian helps prevent collisions and significantly improves maritime safety.

The Lusty & Blundell appointment will cover Papua New Guinea, Samoa, Fiji, Niue, Vanuatu, New Caledonia, Solomon Islands and other islands in the region.

This is a region that combines precious marine life and coral reefs; large numbers of pleasure boats, commercial vessels and cruise ships; and a high dependence on undersea cables for electricity and telecommunications.

The Guardian solution includes Guardian: protect, a 24/7 protection system that helps prevent vessel collisions with subsea and marine infrastructure. The system uses the Automatic Identification System (AIS) to transmit virtual marks (Aids to Navigation). These marks are displayed as a special hazard on a vessel’s ECDIS, chart plotter or AIS display. The ship’s onboard equipment is then able to alert crews to the presence of, and if they are on a collision course with, the marked navigational hazard.

Also, Guardian also creates protection zones around the infrastructure or hazard.

It monitors vessels’ live positions, evaluates their behaviour in these zones and proactively sends both the target vessel and the owner of the asset an alert if an incident might occur. The alert also goes directly to the electronic navigation system of the target vessel, so they can immediately take corrective action. www.lusty-blundell.co.nz

AMW backs award-winning products Australian Marine Wholesale has announced that the two products they launched at the Sydney International Boat Show last August have both won a Pittman Innovation Award for 2018.

Sail Magazine review the whole range of sailing products each year and select three in each category they believe are exceptional. The racegeek d10 was chosen in the Racing category with the mazu SkyMate and mSeries all-in-one satellite communications system a winner in the Electronics category.

In making the award, the judging panel highlighted the racegeek d10’s combination of outstanding display, connectivity, unique features specifically designed for the sports boat sailor and a range of other features more commonly found in more expensive systems.

SkyMate has built a comprehensive communications system specifically for beyond-cellular bluewater boats by maximising the same relatively inexpensive Iridium short-burst data (SBD) service that has proven its reliable global coverage in such portable devices as the Garmin inReach.

Mazu is also designed to smoothly transition from fast Internet access in port to budgeting your kilobytes offshore, while the easily updatable Mazu app carries out intermediate software updates to the mSeries hardware, so that like all the mobile/marine integrations in this year’s Pittmans, it can easily evolve.

As the Australian and New Zealand distributor for both products, owner of AMW, Errol Cain, said he is proud to be able to supply the Australian and New Zealand boating markets with such innovative products. “I knew straight away that both the d10 and mazu SkyMate would revolutionise the sailing and boating market in Australia and New Zealand and am pleased to see them officially recognised for the sophisticated systems they are.”www.amwholesale.com.au

Mercury Marine introduces VesselView903 Mercury Marine has announced the introduction of VesselView903, the company’s largest and most advanced multifunction display.

VesselView903 features a bright 16x9 aspect ratio, high definition glass touchscreen with glare reducing coating and dimmable lighting. Similar to the VesselView703 launched at the 2017 Miami International Boat Show, the new advanced technology incorporates all the Simrad accessories for the Go9 product line.

VesselView903 features a built-in 10Hz GPS and chart plotter capability, unique touch only screen interface that delivers intuitive display interaction and auto-notification of software updates through the embedded WiFi. The next generation VesselView technology allows boaters the ability to simultaneously display information for up to four engines at a time in an easy-to-use touch-screen interface.

The technology supports 16 languages and multiple unit conversions and with VesselView Link, boaters can fully integrate the propulsion system and make their display multifunctional.

Also, VesselView903 provides a descriptive fault text display as well as up-to-date information for 30+ engine parameters.

These include fuel level and range, oil temperature and pressure, battery voltage, water depth, genset and more. www.mercurymarine.co.nz

Digital Yacht new SeaTalk 1 interface

Raymarine’s proprietary SeaTalk 1 interface was standard on a huge range of instruments, autopilots and chart plotters up until about 2012. Many of these systems are still installed and functioning perfectly, but users may want to add additional sensors or interface with other systems or even with iPads and tablets.

Digital Yacht has just introduced a new SeaTalk to NMEA bi-directional gateway which promises to revive older systems. SeaTalk data can be converted to NMEA 0183 and NMEA 0183 sensor data can also be converted to the SeaTalk format allowing standard NMEA transducers and sensors to be integrated with older instruments. It can also connect to Digital Yacht wireless products enabling data to be sent to iPad and tablet apps. Also, a USB version is available for users wanting to get data into PCs and MACs - even a Raspberry Pie for keen, techie sailors. www.lusty-blundell.co.nz WWW.BOAT M AGS.C O M 41

RACING NEWS

Steller Steels The Masport The 2018 Masport Cup was run recently at Lake Karapiro and saw a record number of Kiwi GP boats on the start line. Eight GP hydros entered for New Zealand’s most prestigious boat racing trophy. As anyone who has been to a GP race can attest, it is always a dynamic race to the first buoy of the first lap, and then it’s who can outlast the competition over the next 4-5 laps.

Racing in the three heats was all on, with the grass banks of Lake Karapiro vibrating as the GP boats blasted past in excess of 150 mph.

Petrolhead heaven at it’s very best.

Honours this year went to David Alexander in GP777, The Steeler, who had the consistency in the heats to take out the title. Jack Lupton driving GP57, Penrite/Repco won the AE Baker Trophy.

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Fairview Takes Taupo Opener

When Wayne Valder and Chris Hanley decided in the offseason, between racing in the US, to bring their Superboat 1000, Pro Floors, out for a few rounds of the local championship, they made the opener at Taupo one of only three events they are reported to be attending.

As they were only entered as a day entry they were not eligible for points, so despite winning race one, the overall lead went to Fairview that was classified first in both races. In race two, Pro Floors stopped mid-race, leaving an easy ‘win’ on the water for Warren Lewis.

New boys in Superboat 1000, Haydon Spiers and Allan Branch were showing good turns of speed in their newly acquired Phantom 34, now named Outboard Pro but were a little off the pace by race end. Little more seat time is all that’s required to get Outboard Pro into a more competitive position.

With no 6 Litre boats running this year, the next class was Superboat 400, with just two boats, Scott Lewis’s Hijink Racing and Chris Haeger’s NZ Home Loans. The weekend finished with one race win each.

There was also some close racing between Espresso Engineers and Equalizer in the Sports 300, with Espresso Engineers taking out both races. A newcomer to the Sports 225 class ECU Chips, took out race one, with CRD Automotive crossing the line first in race two.

There were three very different boats in the Classic class, Mayhem, a 19-foot Sonic with a Mercury 525, Race for Life the well known Linder cat running twin Verado 300s and the everpopular McKay 27, Topaz, with a big block Chev power. Race for Life took out both races.

The Sports 200 class, had 3 starters with some close racing in both heats. The Carson family in Red Steel, showed experience and skill all weekend, to take out the overall win. Two race wins from 2 races. www.nzoffshore.co.nz WWW.BOAT M AGS.C O M 43

CRUISING COLUMN

Simi is among the most picturesque of Greek ports.

Greece - Arguably The Our North Island’s north-east coast offers incredible cruising, particularly its prime area ranging from Whitianga in the south to Whangaroa in the north with about 50 offshore islands suitable for overnight anchoring. Imagine an area many times this size with hundreds of offshore islands offering not only spectacular safe anchorages, but interesting atmospheric villages, welcoming rustic tavernas and historic ruins dating back thousands of years.

This is Greece offering incredible cruising, particularly from April through October with mostly stable warm weather, spectacular natural scenery, clean waters, areas of great historical interest, friendly and honest people, a high level of personal safety and reasonable costs.

What about their economic crisis and the refugees? Well for the visitor there’s little sign of any crisis and we’ve not yet seen a single refugee as they’re mainly confined to a few islands close to Turkey.

Although thousands of boats cruise Greece during summer the area is so vast that even the popular anchorages are no more crowded than Kawau or Waiheke islands during holiday weekends.

You don’t need to own a boat to cruise here as there are many charter boats offered to high standards at reasonable costs. Depending on your experience level you can charter skippered or bareboat and cruise independently or as part of a flotilla. This is a great way to check out whether Med cruising is for you.

July and August are hot by our standards often reaching mid 30s, although the humidity is low and the sun doesn’t have New Zealand’s high U/V level so it doesn’t seem uncomfortable.

It’s easy to leave your boat in a marina and get around Greece for sightseeing using high quality and regular coaches 44 PACIFIC POWERBOAT MARCH/APRIL 2018

World’s Greatest Cruising Area

and ferries as well as rental cars (foreign licenses accepted). Motorways connect most of the major cities, but rural roads can be pretty basic. Many people speak passable English, particularly younger ones and most people are very polite and helpful.

Supplies are readily available with most prices cheap by our standards at supermarkets, markets and smaller shops while fuel and water are widely available dockside.

The main convenient international airports are Athens, Corfu and Iraklion, although there are others.

Greece is a natural gateway to other destinations as it’s relatively easy to cruise north-east to Albania, Montenegro and Croatia, west to Italy and east to Turkey.

Greece can be broadly divided into the four main regions mentioned below: 1. MAINLAND INCLUDING PELOPONNISOS Athens can be accessed from the port of Piraeus. A guided walking tour will show you most of the sights with the Parthenon atop the Acropolis and its adjacent museum of particular interest.

From the port of Itea in the Gulf of Corinth you can visit Delphi’s many spectacular ruins, where in ancient times wealthy people paid a fortune to have the oracle interpreted, supposedly predicting their future.

Cruising around the Peloponnisos coast is a great experience visiting historic towns such as (west to east) Pilos, Methoni, Koroni, Kalamata, Yithion, the island of Kithera and Monemvasia.

2. WESTERN SIDE – IONIAN SEA ISLANDS Preveza on the mainland is a great place to rent a car to visit Meteora with its amazing ancient monasteries perched atop

originally impregnable rock formations.

Nearby Mystras has a great castle set upon a craggy hilltop. On the way you will pass through Ioannina, an historic Turkish town with an impressive lakeside castle Anchor off the village of Parga with its narrow cobbled lanes, great waterfront and castle. Slightly further north is Mourtos with several spectacular anchorages set among several uninhabited islands.

Further north is the island of Corfu with its historic city, castles and spectacular seaside villages such as Ormos Agni, Ormos Kalami, Kassiopi and Palaiokastrita.

Just south of Corfu the island of Paxoi has great anchorages at Lakka, Longos and Gaios.

3. EASTERN SIDE – AEGEAN SEA ISLANDS By far the most famous island is Santorini.

Yes it’s a bit crowded, but the Caldera is unforgettable.

There are many other stunning islands contained within the Northern and Eastern Sporades, the Cyclades and Dodecanese. Watch for the Meltemi – the strong north-westerly which often blows in the afternoon and can last several days.

4. CRETE You could easily cruise a few weeks here with plenty to see. Of particular interest from east to west are Ayios Nikolaos, Rethimno, Khania, Soudha Bay (visit the New Zealand war cemetery) and stunning Gramvousa Island with its spectacular hilltop castle.

Because a place isn’t mentioned in this article doesn’t mean it’s not great – there are just too many to mention! The only negatives to cruising in Greece are that the fishing is lousy (locals mostly fish using nets) and scuba diving is mostly not allowed except as apart of a guided dive group (to prevent theft of artifacts).

Gulfland Marine have been one of New Zealand’s leading marine retailers for over 30 years in boat sales and service on outboard, inboard and stern drive motors.

The company services the Rodney and North Auckland districts from their Whangaparaoa main road site that has been there since 1979 and their newly opened in 2014 Gulf Harbour Marina Dry stack.

Gulfland Marine believe in good old-fashioned customer service and along with the high quality products, they keep Gulfland Marine one of the best marine industry retail outlets in New Zealand.

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

DB246

www.gulflandmarine.co.nz

STRAIGHT FROM THE GALLEY

with Derek the Chef

Charcoal Grilled Bangus Tacos San Nicolas The Bangus species has many common names. The Hawaiian name for the fish is awa, and in Tahitian it is ava. It is called bangús in the Philippines, where it is the national fish. The milkfish can grow to 1.80 m but are most often no more than 1 m in length. They can reach a weight of about 14.0 kg. The milkfish is an important seafood in Southeast Asia and some Pacific Islands. Because milkfish is notorious for being much bonier than other food fish, deboned milkfish, called «boneless bangús” in the Philippines, has become popular in stores and markets.

This recipe comes from our family trip to my wife’s village in the Philippines, hence the name. The family wanted me to cook something Filipino but with a Kiwi twist to it, so this Bangus dish was my best shot and a true hit. Bangus (milk Fish) is a common fish in the Philippines and can be found in the frozen section of Asian supermarkets. Obviously it is not available in New Zealand, so I would replace it with Mullet or Kahawai, but essentially you could use any fish.

INGREDIENTS

METHOD

6x Bangus (Milk fish) 1x tbsp chilli flakes (dried) 1 ½ tsp ground cumin ½ tsp sea salt 2x tbsp Cocavo chilli & lime 2x tbsp fresh lime juice 1x tsp lime zest grated 12 corn tortilla Slaw (See my special receipe) Fresh lime wedges.

1. Combine the first three ingredients in a bowl then rub over the Bangus fillets, stir together the Cocavo (melted) grated lime rind and juice, then rub that in also.

2. Grill the fillets in a pan or over charcoal for extra special flavour until the fish just starts to flake away from the bone.

3. Remove from the bone with a fork or knife.

4. Cool slightly then pack into the tortilla shells.

5. Serve with the slaw.

MY SPECIAL SLAW 1x cup sour cream 2x tbsp rice wine vinegar ½ tsp sea salt ¼ - ½ tsp chilli flakes (dried) ½ green cabbage sliced ¼ red cabbage sliced.

1x carrot peeled and grated or cut into thin strips.

1x Red onion sliced thinly 1-2 spring onions sliced to dress.

Combine together in a bowl the cabbage, carrot red onion and chilli flakes.

Blend together the sour cream, rice wine vinegar and sea salt then add into the slaw mix, a little at a time, cover and chill until ready for use.

t

TO SERVE Warm the Taco shells though if using or place soft tortillas onto a hot BBQ plate and warm through. Next add in the slaw then top with flaked Bangus and spring onion.

y o j n E with

TASTING NOTES: GREAT DIVIDE CHARDONNAY Main Divide is the local name for the Southern Alps and is the backbone of the South Island, where grapes for Main Divide are exclusively sourced. The colour is intense lemon with aromas of peach, citrus (grapefruit) & tropical fruit (pineapple). There are also some underlying savoury notes of brioche along with a hint of nutmeg. In the mouth the wine is pleasantly concentrated and exhibits a creamy texture resulting from the lees contact. A tangy minerality complements its lingering dry finish.

46 PACIFIC POWERBOAT MARCH/APRIL

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Email: sales@sportcraftmarine.co.nz subscribe online at www.mags4gifts.co.nz/boating-nz

191

BOAT REVIEW

Dickey 36 Semifly

The Dickey Semifly range has distinctive lines.

48 PACIFIC POWERBOAT MARCH/APRIL 2018

e s o p r u P WHEN A KIWI SUPERYACHT OWNER DECIDED HE NEEDED A NEW ‘TENDER’ HE LOOKED BEYOND THE USUAL LARGE RIB. BARRY THOMPSON WENT TO THE BAY OF ISLANDS TO CHECK OUT THE BOAT HE CHOSE AND WHY.

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BOAT REVIEW

Clockwise: The saloon space is open, practical and exacting in every detail.

Yep, it’s the tender for the super yacht.

The top stitched leather even extends to the dining table base.

A big Simrad MFD takes up a lot of the helm.

T

Dickey 36 Semifly

he new tender needed to be a boat that was not only suitable for day boating, but something that would also double as a comfortable overnighter and be suitable for New Zealand waters. He also wanted a boat of exceptional quality both in construction and finish.

Something that portrayed the same persona as his super yacht, SY Sassafras. He found all that he wanted and more in the Dickey Semifly 36.

Now you might think that an 11m, 7000 kg sedan style cruiser is a bit over the top as a tender for a 35m sailing superyacht and you’d probably be right. This is really more than a tender, it’s more of a support boat that can be enjoyed both when the ‘mothership’ is an anchor for day fishing and diving excursions, or used solely for overnighting and day trips.

The owner is no stranger to cruisers, having owned a number of Kiwi built launches, such as a Carter 36

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(1986) and a Salthouse Sovereign 60, (1998), so the Dickey is something of a step back into the past to where his transition from trailer boats to cruisers all started.

ON STER OI D S After reading the review on the Dickey Semifly 32 (PPB Jan-Feb 17) he rang Jason Dickey of Dickey Boats to discuss the purchase of a Semifly 32. As things progressed it was quickly established that the 10.43m, Semifly 32 would be okay, but the 11.25m Semifly 36 would be even better.

“Once we had set the parameters of what I wanted, it was a seamless process with Jason and his team, who considered, evaluated and in most cases implemented all the changes we wanted”, says the owner.

With a penchant for quality and style, the owner’s wife became very involved with the fabrics and colourways, from the double stitched Tasman Antique Oak leather to the choice of Pecan timber veneers and Sisal floor coverings over false teak.

“Everything had to blend in and while not over the top in style, we wanted it to be tasteful, practical and not ostentatious”, she added.

After-all this was a boat that the owners and family

would be using themselves, with no help from a crew, so not making things too complicated and moving away from any aspect of the boat that might prove problematic was also very important.

The primary focus for the boat was fishing, hence the move to the bigger Semifly that offered a larger cockpit.

When the owner first saw the Semifly 32 he thought the cockpit was plenty big enough, but now appreciates just how much more there is in the Semifly 36.

Overall the 36 is 11.25m x 3.46m and displaces around 6100 kg (dry), whereas the 32 is 10.43m, but carries the same beam and weighs a little less at 5700 kg.

Designer Jason explains that the boat is more than just adding 600mm on the transom. The big difference is the SF36 waterline length increases by 0.75m.

There is about 200mm extra length in the saloon and the rest in the cockpit. The roof overhang has also been extended to follow the natural flow of the cabin lines.

The hulls are specific to each design, although both run the same 18 deg

deadrise at the transom and on the water at a glance you would be hard pressed to see the difference. Both are also built from 6mm/4mm 5083 marine grade alloy.

When I reviewed the Semifly 32, Jason took the time to explain how he constructs his boats, I pointed out how quiet and slap free the boat was. The Semifly 36 is no different.

ALL AB OUT THE B UI L D Jason explains that it is all about the way the boat is built and the space frame construction that, gives an incredibly stiff hull with no reverberation anywhere.

A secret he says is there are sealed air gaps between the interior spaces and the hull. There is no solid foam anywhere in the hull. These sealed air gaps eliminate any condensation and act as sound deadening.

The boat has a very low CofG that does a lot to the way the boat rides, trims and handles in any sea. I found the 36, like the 32, didn’t need a lot of trim and had very little bow high attitude. It slips greasily

onto the plane and reaches maximum rpm in a flash. While we recorded 28 knots on the Simrad MFD, when first launched with a clean bottom and lightly laden it ran around 31 knots. The plumb bow shape means there is plenty of buoyancy to keep the bow up, in a following sea, so you don’t experience any bow steering.

Zipwakes add an extra degree of trim and can be set in auto mode or you can operate them manually. The owner commented that it’s an incredible system and they tend to leave it in auto all the time.

It’s a big runabout that runs on rails and is a pleasure to drive at any speed. In the calm water of the Bay of Islands, I sat around 3000 rpm/24 knots and had a fuel burn of 52.9 lph. The owner told me that that was about the same speed they sat out on the delivery trip from Napier to Auckland.

Power for Sassy is a single Volvo Penta D6-400/DPH that is a totally integrated package, powered by the in-line 6-cylinder, 5.5-litre, common-rail diesel

A single Volvo D6-400hp provides over 30 knots.

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BOAT REVIEW

Dickey 36 Semifly

SEMI PRODUCTION Being a semi production boat the layout choice is up to each owner and while only two have been built to date, there are quite a few differences. The owner’s of Sassy had a lot to do with the layout of the transom area that is highly speced for fishing.

Most noticeable is there isn’t a boarding platform hanging off the back, something that those seriously into gamefishing can understand why.

Centre of the transom is the bait station with a live bait tank and twin tuna tubes. With no boarding platform you can fish right into the stern quarters with deep toe-kicks and padded coamings for stand-up fishing. Hatches hide storage areas and there is a seriously robust stainless steel drop down ladder mounted into the port side transom door.

While the emphasis is unquestionably on diving and fishing, if you not into either, then Dickey are happy to add built-in seating and a cockpit table.

If you are looking for extra cockpit shade, then you can have a bimini fitted to the roof overhang.

The owners have also added a set of bottle racks either side, plus there’s plenty of side tray storage for stuff like rods, gaff, tag pole and a dive flag.

The cambered deck has been designed to not only be able to fit the engine under, but also means any water that does enter the cockpit is expelled to the sides and runs straight back into large scuppers, so there is no pooling on the sole. Teak is an option but Sassy is finished both inside and out with false teak. Lighter and cheaper, plus it looks almost like the real deal.

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

Outdoor and indoor spaces come together seamlessly.

The forward cabin has two upper berths and a starboard lower.

The master cabin is surprisingly spacious.

engine with double overhead camshafts, and turbo.

It is matched to a DPH Duoprop drive and an electronic vessel control system.

This is the highest horsepower diesel stern drive package available from Volvo Penta and while it’s a perfect match, I feel the boat would run great with even more horsepower. It’s rock steady on the water, dry and it feels like it wants to go! The owner added that it is probably the first launch he has had that doesn’t suck a salt-air mist back into the cockpit when underway.

Dickey make engine access very easy, with almost the entire cockpit sole lifting on an electro/ hydraulic ram. Just make sure you have the deck space free before you push the auto button!

52 PACIFIC POWERBOAT MARCH/APRIL 2018

ONE L EV EL L I V I NG With the rear windows and door open the saloon and cockpit merge almost as one. I think I would have gone for a hopper window so as not to decrease the seating space on the cockpit forward lounge, when the windows open. However, there’s still plenty. Inside it’s all about entertaining and comfortable living for those overnight stays.

To port is a large U shape settee/dinette with a fixed central table. The double stitch leather portrays a feel of excellence and that even extends to around the table base and across the helm. Subtle but with class.

The starboard side features an aft galley, complete with Corian surface, oven, gas hob and ample storage. There’s a small fridge opposite under the dinette settee, with the freezer back in the cockpit.

Sassy’s side windows are fixed so any extra ventilation comes via a pair of roof hatches. No air con but there is a Eberspacher heater to keep things warm during your winter boating.

If you’re going to be using your boat for fishing, then there’s no point in having a small MFD. While a Simrad 22” MFD takes up most of the upper dash, there is space below for items such as a Fusion sound system, Simrad autopilot, CZone display,

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BOAT REVIEW

Dickey 36 Semifly

S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder/Designer: LOA: Beam: Deadrise: Displacement (Dry): Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Thrusters: Trim Tabs: Lighting: MFD: Ent System: Price as Tested: Contact:

Dickey Semifly 36 2017 Dickey Boats 11.25m 3.46m 18 deg 6100 kg (dry) 30 knots Aluminium 6mm/4mm 1000 litres 300 litres Volvo D6-400hp Duoprop Sidepower SE60 ZipWake Hella Simrad Fusion POA www.dickeyboats.com

FUEL & PERFORMANCE DATA Dickey Semifly 36 Fuel capacity: 1000 litres RPM Knots L/h L/NM 1000 5.7 2.9 0.510 1500 8.2 10.8 1.400 2000 10.5 23.18 2.300 2200 12.6 28.63 2.300 2400 15.4 32.6 2.200 2600 18.5 39.9 2.200 2800 21.0 45.5 2.200 3000 24.2 52.9 2.200 3200 26.7 60.5 2.300 3400 29.0 71 2.500 3569 31.0 80.3 2.600

Range 1700 640 390 390 400 400 400 400 390 360 340

(NM)

To allow for adverse conditions, range is calculated on 90% of the fuel capacity.

54 PACIFIC POWERBOAT MARCH/APRIL 2018

A cockpit set up for fishing and diving.

ICOM VHF and controls for the Sidepower bow thruster and Zipwake tabs. I loved the leather seat, which was extremely comfortable and with a bolster style base allows you to drive either seated or standing.

TWO CA B I N ONE HEA D Like the Semifly 32, the Semifly 36 offers berths for six from two cabins.

The forward cabin has two upper berths and a starboard lower that transforms from a single into a double thanks to a slide-out base. Under the port upper berth there’s a dedicated rod locker plus storage cupboards.

The second cabin runs athwartships under the saloon and the owner’s refer to this as their master cabin. Cosy and comfortable with plenty of storage in a hanging locker and separate bins and even a small settee.

Sassy’s accommodation offers the flexibility for two couples, mum and dad and a few kids or the owner and four fishing mates.

Both cabins share the same head shower space, with it’s large walk in shower cubicle, raised bowl on a Corian surface and electric flush head.

Clean, well vented, practical and with surprising space.

GR OW I NG FL EET The Semifly 36 is the latest edition to the Dickey Semifly family, which also includes the Semifly 28, 32, 40 and 45. All are based on a very similar hull design that is unquestionably one of the secrets of the success of the Dickey Semifly range.

Like the Dickey Semifly 32 that I reviewed last year, the meticulous finish and presentation of Sassy is faultless in every respect.

While Dickey Boats have established a strong brand loyalty for their trailer boats over the past few years, it is their Semifly fleet that is attracting so much attention these days.

The owner sums it up by saying that Sassy offers all the attributes of his super yacht, but in a more manageable small package. He calls it his big small boat, that does exactly what he requires and is certainly fit for purpose.

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B U Y E R S G U I D E T O 6 M G R P C A B I N B OAT S

Open Air A Buyers Guide to 6m GRP Cabin Boats

If you are in the market for a 6-meter grp cabin boat, then look no further. Well, to be honest when you say 6-meter, (19’7”) it’s almost a generic term for a boat around that size and so we have identified boats that we consider would or should be on your shopping list. Some are a little smaller, some larger, but all are open cabin or cuddy cabin trailer boats that fit into the ‘6 meterish’ category.

56 PACIFIC POWERBOAT MARCH/APRIL 2018

WWW.BOAT M AGS.C O M 57

B U Y E R S G U I D E T O 6 M G R P C A B I N B OAT S

F

orty years ago, in the days before alloy boats, when grp ruled, if you were looking for a large trailer boat that would certainly include something around 6-6.5m. The choices were limited and while you could find something bigger such as a Cresta Craft V22/V26, Clipper 24, Glasskraft Statesman 22, Marksply 22 or Fi Glass Baron, anything around 6m was already considered a large trailer boat. Some even came in a flybridge configuration and apart from the Clipper 24, sedan style hardtops were not available.

When it came to boats around 6m, popular choices were the Fi Glass Viscount, Bonito 20, Cresta Craft V19,

Morgan 6.3, Smuggler 6.3 and Haines Hunter V198. One thing they all had in common is they were open cockpit cabin boats. Hardtops didn’t exist at this time.

As the years rolled on and aluminium boats made their mark, the development of the hardtop started and today any alloy boat over 6m and fibreglass boats over 6.5m is likely to have a hardtop. Certainly, it’s rare to find a boat bigger than 7m that isn’t covered over.

The fibreglass boat manufacturers, however, were not to be left behind and before long we started to see grp boats with hardtops. Some of the earliest examples looked a little like Dr

Who’s police call box, as manufacturers simple added a hardtop to the existing windscreen line and it didn’t always look that great.

But as time went on they have morphed into practical and aesthetically pleasing designs and most today have been planned from the start with the hardtop styling in mind. While early models were just alterations on top of the wrap around windscreen, these days the hardtop, screen and deckline are all married into one stylish design that looks right from any angle. Like their alloy counterparts, most grp trailer boats over 6.5m are sold as hardtop models.

However, it is not what everyone wants

Bayliner VR5

Smuggler Sport 620 58 PACIFIC POWERBOAT MARCH/APRIL 2018

and there are still plenty of choices if you are in the market for an open cockpit cabin boat. Locally you have a choice which includes a couple of local brands now made in China, one from the US and the rest kiwi designed and produced. Missing from the list is Rayglass, which last year dropped the Legend 2150, their only open boat from their range. All Legends are now hardtops.

What we started out looking at were boats that had a true hull length of 6m, which doesn’t include all the overhangs such as bowsprit and portofino stern.

Well if we stuck to that we would have ended up with only a couple of boats.

So we rejigged it to include boats that we consider if you are in the market for a ‘6m’ open cabin boat, then these would be the boats to consider.

Overall lengths vary from 6.91m down to 5.91m, which while a significant difference, it’s surprising just how much length there is in some bowsprits and Portofino sterns. When it comes to actual hull length or LOH, we tried to get boats with an actual hull length around 6m, but then again there was a couple of outsiders either way. All the boats on the list are marketed into that broadly described “6m market” but it’s not until you compare one with another that you realise the difference.

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B U Y E R S G U I D E T O 6 M G R P C A B I N B OAT S

Tristram 641 Offshore

LOA V LOH

There are two recognised measurements; LOA and LOH. LOA or length over the hull is measured from the tip of the bow in a straight line to the stern of the boat, including any rear deck extensions (platforms) and forward bowsprits.

LOH or length over the hull is a measurement from the base of the transom (around where the bung is) to the bow of the hull at a point where it meets the deck and does not include the bowsprit.

To further confuse you when looking at a boat to buy, the decal on the side of the boat that says 640, 620 or 660, may mean the actual hull length or it may refer to the length overall. It pays to check so you know what you are buying. Some boats have extended Portofino sterns that wrap around the outboard, so the platforms form a very useable space, especially if you are into water sports and diving. This obviously adds a lot to the overall length, so it’s not wasted space by any means.

There are some that have reasonably flush transoms but may not differ much when it comes to internal space.

60 PACIFIC POWERBOAT MARCH/APRIL 2018

Getting the Space Right

One of the big things to consider when looking at each different model is the ratio of the cabin to cockpit space. On average most boats around this size and style will have a ratio of about 40% cabin to 60% cockpit, but that’s not always the case.

As Kiwis love their fishing, there is a real emphasis on big cockpits where there is space for fishing 3-4 anglers. The cabins are generally for tossing gear in to keep dry or for the more adventurous, to stay overnight. If you are planning to use your boat for overnighting, then check out the length of the berths, You need about 1.8-2m and while most boats will offer an infill to make a full-width double, so there’s more sleeping space, most 6m cabin boats don’t make ideal weekenders.

The cockpit layout also needs to be a consideration and take note of the seating arrangement. Some people like minimal seating such as twin forward pedestals and a couple of moulded seats aft, to maximise the cockpit working space. Twin back to back seats are great, especially for a family but do tend to take up valuable fishing space. Most manufacturers offer different seating options so you can get what you want.

Storage is another thing to consider so when you do look at a boat, check out just where you can put everything. Are the side trays long enough for your rods, is there underfloor storage or is it all blocked off for buoyancy and is there a small space you can toss my keys and cell phone?

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WWW.BOAT M AGS.C O M 61

B U Y E R S G U I D E T O 6 M G R P C A B I N B OAT S

Haines Hunter SF600

Fi Glass Warrior

Cover Up

Just because you don’t have a hard fibreglass lid above you doesn’t mean you need to cook in the sun or get drenched when it rains. All boats are available, either standard or as an option with soft top biminis. Mounted on foldable stainless steel frames, canopies come with removable clears on three sides. When the clears are new and clean and the zips tight, they are easy to see through and the bimini shouldn’t leak. However in our experience over time, the clears get harder to fit, difficult to see through and eventually leak. The secret is to look after the clears and your bimini.

Washing in hot soapy water after use and stowing away in the winter months to prevent mildew always helps extend their life.

Dollar Value

Boats all vary in price, so it pays to check just what you are getting when you sign the contract to purchase.

Obviously, if it’s a package deal, you’ll have the base boat, trailer and engine. However, right away the price can differ significantly with the engine size and if it’s a two-stroke or fourstroke and whether the trailer is single or tandem axle, braked or unbraked.

Then there is what comes with the

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boat in its ‘standard’ format. Buying a boat should be like buying a car, where just about everything is included and it’s only the luxury extras that are available to add. With a boat in the 6m category, the minimum you should have is steering, seating, an underfloor fuel tank, navigation lights, battery isolation switch and anchoring gear. When it comes to electronics, such as a fishfinder or MFD and an anchor winch or capstan, then they fit into the extra’s list. While the safety equipment such as flares, EPIRB, VHF and lifejackets are all extra, a lot of boat dealers will add some of these to the package to sweeten the sales pot.

In our next issue, we are going to look at the top end of the GRP trailer boat sector, which will include both open and hardtop models. This will consist of both local and imported trailer boats and also take a look at true weekenders.

LOA 6.20m 6.46m 6.20m 6.40m 6.60m 6.20m 5.95m 6.40m 6.35m 6.20m 6.91m

LOH 5.50m 6.05m 6.00m 5.95m 6.00m 5.85m 5.75m 6.20m 6.10m 5.95m 6.10m

BEAM 2.55m 2.29m 2.30m 2.30m 2.24m 2.28m 2.30m 2.40m 2.40m 2.44m 2.48m

DEADRISE 20 deg 22.5 deg 21 deg 22 deg 21 deg 20 deg 24 deg 22 deg 22 deg 21 deg 22 deg

** Height on trailer to top of screen ***Standard towing weight will vary with trailer type and motor selection

62 PACIFIC POWERBOAT MARCH/APRIL 2018

CPC CE Yes Yes Yes Yes No Yes CE CE Yes Yes

HEIGHT** 2.30m 2.25m 2.20m 2.40m 2.20m 2.20m 2.25m 2.35m 2.30m 2.30m 2.30m

FUEL 132 litres 165 litres 100 litres 140 litres 165 litres 95 litres 120 litres 180 litres 160 Litres 200 litres 275 litres

TOW WGT *** 2000 kg 1670 kg 1580 kg 1500 kg 1500 kg 1500 kg 1300 kg 1850 kg 1750 kg 1450 kg 1950 kg

Max HP 250hp 200hp 200hp 200hp 175hp 150hp 150hp 225hp 225hp 175hp 250hp

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BOAT REVIEW

McLay 591 XL Sportsman

S A M E but

BIGGER

The Mercury 115 Pro XS was ideal power.

64 PACIFIC POWERBOAT MARCH/APRIL 2018

Following the popularity of the McLay 591 Sportsman, you can now get an extended version in the form of the new 591XL Sportsman. Barry Thompson went South to check out the new model.

WATCH VIDEO ONLINE AT BOATMAGS.COM

WWW.BOAT M AGS.C O M 65

BOAT REVIEW

The 591XL Sportsman is an enlarged version of the popular 591 Sportsman.

We even managed to catch a few Blue cod during the test.

A

McLay 591 XL Sportsman

fter a couple of McLay dealers mentioned to Steve McLay, owner of McLay Boats that while they loved the 591 Sportsman, they would like to see a little extra room, especially in the cockpit. Steve was confident he could extract around 200mm more from the current design without compromising the boat’s profile and performance.

“We built a prototype and it worked extremely well, so we then added it to the range and it’s now available as another model alongside the 591”, says Steve.

In fact, Steve remarked that he feels the boat actually goes a little better with the extra length and it the balance has been retained. Standard power range for

both the 591 Sportsman and the 591XL Sportsman is 90 -150hp and while the XL is around 30kg heavier than the 591 Sportsman, there is little difference between them for speed and performance.

Our boat was powered by a Mercury 115 Pro XS and it proved a perfect match. Top speed on the calm waters of the Taieri River was 36 knots (41.5 mph) @ 6400 rpm. Fuel consumption was 46.8 lph, but when I dropped back on the throttle to 5500 rpm, the fuel cut to 30.5 lph and the speed to 30.5 knots (35 mph).

Based on the standard 135-litre fuel tank the range (with 10% margin) was 110nm. If you are going to be using the 591XL Sportsman to tow lures offshore, then you’ll have somewhere in the 110-120nm range.

Like the 591 Sportsman the XL model is based on the same 17 deg variable deadrise hull, with a maximum beam of 2.30m and 25 “ transom height. Construction is as good as you can get, with McLay using only the highest quality marine grade allows. It’s 5mm on the bottom, with 4mm transom and motor pod, plus 3mm in the sides, deck and wheelhouse to keep the top weight down. There is also a serious amount of internal structure under the sole, which reflects on the boats rigidity and sturdy solid feel when underway.

Air buoyancy runs around each side and forwards of the underfloor fuel tank.

CALM BAR Not having done a lot of river boating, I loved the fact we launched 10km upstream in the freshwater and spend the first part of the day cruising through farmland and the Taieri River Gorge, before heading across the bar and into the open sea. The gorge offered us an excellent backdrop for the photos and

66 PACIFIC POWERBOAT MARCH/APRIL 2018

videos and made a change from being out in the open ocean. A big plus is when we came back into the river the boat and engine got fresh water wash down.

I was interested in seeing the bar as I have images from the past of a bright green McLay B1800 surfing in a 2m wave. It’s the sort of place that you don’t cross without an experienced skipper like Steve, who has plenty of local knowledge.

However this time it was calm, really calm.

Although we did find a few low waves, needless to say, the 591XL took them with ease. Certainly not rough, but I have heard from some owners that the 591 is a great boat in the moderate to rough water. I’ll have to take their word for it. I was impressed with the acceleration of the hull and how quick it got onto the plane and achieved top speed. The 115hp Merc was enough power and while I am sure a 150hp would be great, you don’t need it.

SAME BUT DIFFERENT Everything from the cockpit forward is identical in the 591 and 591XL, from the cabin top to the squabs, helm to the seating. The only difference is the length of the cockpit, which has been done to give more working space for fishing. It’s not until you compare the 591 and the 591XL cockpits side by side that the extra 200mm (7.8”) is really obvious.

The standard seating is twin swivelling bucket seats on alloy pedestals, with cantilevered single bench seats aft. This means that you have maximum cockpit space for fishing. However, you also have the option of different seating, such as full king/queen with storage under, big enough for a couple of cooler bins and even bench seats across the transom. If you are going to be using the 591XL Sportsman mostly for fishing, then the standard seating is ideal. McLay provide handrails off the rear of the hardtop so any passengers standing have something to hang onto.

The 591XL is offered as a three-sided hardtop and due to its size, it’s not available with a full rear enclosure. You can have either fixed Perspex or sliding glass windows either side and if you want the added protection of a rear enclosure, then a drop-down curtain would be a good idea.

I wouldn’t bother unless you wanted to cover in the entire cockpit with a camper pack.

It’s a simple flat dash in the 591XL Sportsman, with plenty of space for our Lowrance 7” Elite TI MFD and a couple of Mercury Smartcraft gauges. However, if you want to fit a larger MFD, you can get the dash custom made to suit.

Being alloy, almost anything’s possible!

The forward cabin is more an area to stow gear and individually the twin bunks are a bit small for overnighting. If you do plan to stay out, then an optional infill turns the whole area into one reasonably substantial berth. The interior is fabric lined, so you don’t get a hint of the alloy.

It adds warmth and a pleasant atmosphere to the cabin. Storage is available in the usual side trays and under the squabs.

The extra 200mm has been added to the cockpit

Not really an overnighter but great for stowing gear.

Solid handholds are great for passengers.

The large bait board is for the serious fishermen.

WWW.BOAT M AGS.C O M 67

BOAT REVIEW There’s an extra large deck hatch for easy access forward, which is quite common in the South Island, where a lot of McLay boats are sold with bow ladders.

Something that works exceptionally well when you bring the boat to a beach with a steep drop off, such as in the Southern Lakes or Marlborough Sounds.

McLay favour Sav drum winches in their boats, although capstan winches are still available.

Across the transom, our test boat was fitted with a double size bait board (owner’s choice) that took up 2/3rd of the space. Storage lockers below look after items such as the batteries and there is a wide walkthrough (optional) with alloy drop down ladder to port. Flat coamings covered with tough Ultralon U-Deck and high toe-kicks have been designed for fisherman and there are ample rod holder options in the side decks, tray storage

and overhead in the rocket launcher. The owner of our test 591XL Sportsman chose not to fit a live bait tank, which would normally go at the base of the step or in place of the walkthrough. This is another option, as are tuna tubes and a freshwater washdown.

OBSERVATIONS The extra length does make a difference, and it’s easy to imagine the 591XL Sportsman very quickly outselling the existing 591 Sportsman. A little extra length for only $1,254 more for the base boat. Makes sense.

With the addition of the 591XL Sportsman, there are now three hardtops in the sixboat Sportsman range, which are all built on the premise of large cockpits and great offshore handling abilities at very realistic prices. The 591XL certainly meets all the criteria.

S P E C I F I C AT I O N S

Model: Price as tested: Priced from: Type: Construction: LOA: Beam: Deadrise: Height on trailer: Trailerable weight: Test Power: Propeller: Power options: HP Range: Fuel Capacity: Trailer: Contact:

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FUEL & PERFORMANCE DATA McLay 591 XL Sportsman Fuel capacity: 135 litres RPM 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6400

Knots 4.3 5.0 6.0 7.0 11.0 17.3 21.6 24.5 27.0 30.5 34.0 36.0

L/h 2.5 4 5.6 8 9.3 12.2 16.5 21.5 24.3 30.6 41.2 46.8

L/NM 0.590 0.800 0.940 1.200 0.850 0.710 0.770 0.880 0.900 1.100 1.300 1.300

McLay 591 XL Sportsman

Range (NM) 200 150 120 100 140 170 150 130 130 110 93 93

68 PACIFIC POWERBOAT MARCH/APRIL 2018

Optional walkthrough with drop down ladder.

Basic dash but room to add all your own gear Strong, solid looking features and ready for the bluewater.

McLay prefer Sav drum winches so the foredeck deck is kept clear..

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Canal Barging D E T I S I V E R

BARRY THOMPSON GOES BACK TO FRANCE TO SAVOUR THE DELIGHTS OF CANAL BARGING AGAIN AND FOUND QUITE A DIFFERENT EXPERIENCE THAN HIS FIRST VISIT TEN YEARS AGO.

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70 PACIFIC POWERBOAT MARCH/APRIL 2018

The team, Helen Briant, Claire Archer, Sherry Hare, Soraja Thompson, myself, Jim Hare, Steve Briant and Ross Archer.

Ten years ago a group of eight of us from Auckland went to France for our first canal experience. A week-long trip on the Canal du Nivernais, south-west of Paris proved to be a tempting taster and at the end of the week, we all decided to go back and do it again.

While it took a lot longer than we anticipated to get back, it was worth the wait. This time we decided to go for two weeks and tackle the most impressive of all the French canal systems in the Ardennes and Alsace Lorraine. Starting at Lutzelbourg, a small village 35 mins by train from Strasbourg, the two-week trip was to take us into Luxembourg and Germany and would see us cover 454 km, comprising 78 locks, two tunnels and a boat lift. Well as it turned out that wasn’t quite what happened!

The Locaboat Penichette FB1500 proved the perfect boat for four couples.

BOATING PROTOCOL – YEAH RIGHT After a morning loading up with wine, beer and enough food to last 4-5 days we headed off from Lutzelbourg to tackle our first three locks on the way to the Arzviller lift. Unlike our last trip the locks were fully automated, so all we had to do was arrive and wait for the light to turn green to enter the lock. A quick pull down on the blue bar and that was enough to signal the gates to close and the lock to fill. Quick and efficient and also very easy.

Lock one and two were seamless but after getting passed on the way to lock three by a boat that was obviously exceeding the 4-knot speed limit, we got shut out of lock three by the

Proudly flying the Kiwi pennant.

arrogant Germans on the boat ahead.

Protocol on the canals calls for anyone in a lock to allow space and even wait for another boat if they are close. Not so the Germans! Needless to say, there were some words spoken and after having to then wait for another 30 mins, we finally cleared the last lock and headed to the base of the lift where we intended to spend the night.

Drizzling rain meant our planned bbq didn’t happen, so we spent the rest of the evening playing cards and cracking into the first of our wine and champagne.

Good first day but I need to master the bow thruster as I managed to switch it the wrong way at a few critical moments when coming into the lock. Had one moment with a slight nudge at the start of the lock but no damage, (that came later) apart from my pride.

Tomorrow we take in the incredible Arzviller Lift and then go through two tunnels before we reach the village of Hesse.

ENGINEERING MASTERPIECE The Arzviller is another masterpiece of French engineering they call an incline plane, which takes your boat up 45m and eliminates 17 locks over 3.6km, a journey that could take up to 10 hours due to canal traffic and difficulties with waiting between locks.

While the Arzviller lift could have taken three boats of our size, we were on our own. The views are spectacular and the ride up was smooth and entirely different to anything I have done before. Got to WWW.BOAT M AGS.C O M 71

BOAT REVIEW

On this part of the French canal system the locks are all automated and most of the lock keepers houses deserted.

be one of the highlights of the trip.

The Arzviller tunnel which follows soon after the lift was another exciting experience with 2306m in a straight line in an eerie blackness as you head towards the light at the end of the tunnel. A few orange lights help to guide you and while it’s not easy to see the edge of the tunnel, the substantial rubber beltings around the barge certainly came in handy.

Next came the Niderviller tunnel that is only 475m and then a pleasant cruise through the countryside with no locks to slow us down. We decided to stop at the

A ruined castle looks imposingly over the Locaboat base at Lutzelbourg

small village of Hesse for fresh baguettes and lunch. There is nothing as good as a french baguette...soft inside with a crisp shell. To die for!

After a very French lunch of bread, cheese and ham plus a glass or two of Rose, we headed towards our next big run of 12 locks, starting with the imposing Rechicourt lock. This impressive lock replaces six old locks and is a towering 16m high, the biggest in France. Some of our team opted to walk down to the base rather than experience the considerable drop.

Whether going upstream or downstream,

the lock takes about 30 mins and apart from the height of the lock is not much different to all the other locks on our trip. We did have a moment of panic when it was our turn to enter and the engine wouldn’t start. Panic! As the guys towed the boat into the lock by hand, I finally managed to get the little Nanni diesel to fire. We never turned it off till we got through all the rest of the locks and stopped at Lagarde for the night.

Moment of panic number two came when Ross happened to look over the side to see we were trailing half of our port side belting. I had come in a

The 2306m Arzviller and the 475m Niderviller tunnels were an interesting experience.

You can stop virtually anywhere on the canals and there are bike/ walking tracks alongside.

72 PACIFIC POWERBOAT MARCH/APRIL 2018

SPORTSMAN HARDTOP 591 XL PACKAGE.

Go to our website for Most models specifications and pricing or get down to your local available with dealer for details the light weight Mercury 4 stroke outboards

MCLAY BOATS ARE AVAILABLE FROM DEALERSHIPS NATIONWIDE:

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The Arzviller is another masterpiece of French engineering they call an incline plane, which takes your boat up 45m.

little askew on one lock and ripped the belting off. However, with a great effort from Ross, Steve and Jim they had the belting back on and we continued on.

Amazing what you can do with a big hammer, rope and some Kiwi ingenuity.

At the end of this big day, when we had taken on the highest incline lift, longest tunnel and deepest lift on all French canals and been on the river for 7 hours, we stopped at Lagarde for the night. Another quaint village with a small

Our turn going down the Arzviller.

74 PACIFIC POWERBOAT MARCH/APRIL 2018

marina, so we could fill the water tanks and benefit from shore power. Mind you that wasn’t much help as we had lost the shore power lead overboard the previous day.

HISTORICAL NANCY We got away from Lagarde late morning after doing the washing, picking up a new power lead and having a chat with a Belgium couple that had built their own 30m barge. Living the lifestyle and

exploring at their own pace. Barge even had a Fiat 500 in a forward garage.

Our first stop was the quaint village of Einville au jard where we went looking for a bakery, but by the time we arrived, it was closed. After a quick look around the village, it was back to the canal and onto our next overnight stop. This proved a bit of a decision as the first three spots we chose just didn’t look good enough, too industrial and one even had a salt factory alongside. Eventually, we stopped at Laneuveville devant Nancy, which was right beside the next lock.

That evening we brought out the bbq and spent a pleasant evening on the top deck, eating and drinking until the sun went down. My bottle of Aberlour single malt took a hammering, so planned to get another bottle at the next supermarket run.

Day four saw us make a short trip and only did two locks before mooring in the St Georges marina in the centre of Nancy.

While parked up we had our first indication that our planned big loop up through Luxembourg and Germany may be in doubt. On the German side, there were some lock repairs being done and

I had to sack myself as skipper after knocking off the rubber belting….three times!

Lunch was a delight with baguettes, ham and cheese.

Maisons we went a few kilometres further on to the small village of Maron.

they didn’t look like reopening it until well after our deadline to pass. There was also a lock closed on the Moselle, but that was due to open in a few days, so we decided to stay on the river and head for Toul. This meant a slight backtrack and then taking on the 20 lock Embranchement de Nancy, which goes up and over a hill to connect with the Moselle River. Even though we got the green light on all the locks, it still took nearly 3 hours to get through the initial block of 10, end to end. After doing the enormous commercial lock at Neuves-

THE BIG LOOP It was now day six, so we got away early as we had some ground to make up if we were able to still make the big loop through Luxembourg and Germany.

However, a text from the Locaboat base arrived saying that while the Moselle was now open, the blockage at Saarbrucken, Germany was going to be closed for a while yet, so that put an end to our loop journey.

After stopping at Toul so the team could take a tour of the old walled city and the magnificent Cathedral Saint Etienne, we pressed on to Pont-A-Mousson, which took about 5 hours and only 8 locks.

On the way to Pont-a-Mousson, we had to spend time in the big commercial locks. These are over 160m long and 12m wide, which is a change from our standard 38m x 5m locks on the canals.

When you are the only boat in there, you feel quite small.

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WWW.BOAT M AGS.C O M 75

Locaboat base at Lutzelbourg

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76 PACIFIC POWERBOAT MARCH/APRIL SEPTEMBER / OCTOBER 2018 2017

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TURNING BACK With 100% confirmation that the Saar was closed at the top of the loop, we headed to Metz for a look at this ancient and historic city. It was a four-hour trip, as again we had some huge locks to contend with. We were also running into some big commercial barges and as they have the right of way into the locks were forced to wait a while till they got in.

Metz was amazing with plenty of history and culture. We took a guided trip on a small road train around the city as quickest and most informative way to learn about the place. After we stocked up the grocery list and checked out the local beer, we were back on the boat and set course for Pont A Mousson.

Now about midway through the trip and we had punched up 43 hours of motoring, although as we didn’t turn the engine off in the locks that was probably really less than 40 hours.

With the scenery constantly changing as we cruised along at 4 knots, the hours seemed to roll by as there was always something to look at and plenty of locks to work. What was great, was we were heading back into the narrow canal system, so no more commercial locks, wide rivers and commercial scenery.

Day eight loomed as another scorcher. We headed back to Nancy and onto our overnight stop Einville-au-Jard, where we had water, power and electricity. However once again I managed to knock the belting off and we spent an hour putting it back on. I was starting to doubt my ability to drive, so I relegated myself onto lock duties for a while and let the other guys do the driving.

TIGHT SQUEEZE We were still having some engine starting issues so headed to Lagarde where we met the Locaboat mechanic who got things sorted and we were soon on our way. We did about eight locks and then once again the 15m de Rechicourt lock, which was really different being empty, as we entered it from the bottom. With three big boats jammed in and us at the back, we had less than a ½ a meter behind us in the 40m long lock. Again we had trouble from some Germans in their own boat, who kept trying to get us to go back off their transom. As we had no room aft, it was a bit of a yelling match in German and English, but I think we won! The Germans pulled over for the night straight after leaving the lock, so we had a free run through to our next stop at Houilleres where there was a small marina with power and water. Also a chance for a swim in the lake alongside which was bloody awful, but refreshing.

By the time we left Houilleres in mid-morning the weather had turned, with temps in the low 20s with cloudy skies. One day we were complaining it was too hot and another a little chilly. Can’t seem to satisfy the team. By evening and ten locks later we reached Altwiller on the Sarre canal which is the start of the loop we were going to do, but because of the block in Germany were not able. We had booked a restaurant recommended by Locaboat, right on the side of the canal for the evening and it was stunning.

Called L’Ecluse 16, because it is right by lock 16 was Michelin star quality and also priced accordingly. As we pulled alongside the bank, I jumped onto the grass and as I landed, I pulled a calf muscle. Thanks to “Nurse” Clair and Soraja I was soon rubbed, wrapped and resting.

In the morning we left our berth on the side of the river right outside the restaurant and heading back down the Saare and through the locks again, We stopped at the village of Mittersheim and topped up with water and the team took a cycle trip around the local area. Not a lot to see but made

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Dense forest comes right down to the canal in some areas.

a pleasant break before back into the locks. Further on we moored at a small marina on the river as we had heard about a lakeside restaurant on a lake Etang du Stock called Les Paquis.

The restaurant was a little inland, so the owners sent their delivery van to pick us up. With six of us sitting in the back on bread boxes, with no windows and in total darkness, it felt like we were in some action movie being whisked away to a secret location.

With only three days left before we had to return the boat to Lutzelbourg, we made plans to get to the tunnel and the lift and through to Lutzelbourg and spend the night. Took five mins to get through the first tunnel and 20 mins for the second one and then it was straight onto the lift. No waiting which was great. However, we had to wait at the first lock after the lift for a tourist boat to go through and then back which took nearly an hour.

Stopped at Lutzelbourg for the night 78 PACIFIC POWERBOAT MARCH/APRIL 2018

OBSERVATIONS Observations of the trip are it was probably a bit long, ten days would have been better. We had mixed weather but generally hot and sunny. I would not bother doing the big rivers again but stick to the narrow canals which offer much better scenery and villages and more fun in the small locks.

It was fortunate we took out the total insurance package as the loss of the belting could have cost us our 2000! As it was there were no extra charges, so my advice is pay for the insurance and have peace of mind before you start. It’s surprising what can go wrong.

While the Penichette 1500 FB we had was ideal for our team of four couples, each with a separate cabin and en-suite, Locaboat has a wide range of boats suitable for 2 to 12 people.

We covered about 450 km in the end and did close to 150 locks, which was twice what we expected. I would call this a technical trip, whereas the last one we did on the Nivernais Canal was more tranquil and somewhat more relaxing.

The locks were more fun as they were manually operated, but they were not a problem. The Nivernais Canal would be a perfect choice if it is your first barging experience.

Would I go back. Yes definitely and would like to do the next trip in Southern France, where there is a lot of natural beauty to see. This trip was good for the historic cities and towns like Toul, Metz and Saverne and we all agreed that the smaller villages were also worth visiting.

and refuelled in the morning before heading into Saverne for the night.

SACK THE SKIPPER After stopping at Lutzelbourg for the night, we refuelled and headed to Saverne, along some of the most beautiful tree-lined canals we have had so far. As it was Bastille Day, we were unable to moor in the centre of town, but we still got close enough to experience a magnificent fireworks display. The French really know how to party and celebrate their biggest day of the year.

Only downside was I once again managed to dislodge the belting in a lock, this time the whole lot and lost it all. Made some temporary repairs with a bunch of fenders and carried on.

Needless to say, I was banned from driving!

It was only a 9 km, ten lock trip back to Lutzelbourg in the morning where we tied the boat up and gave it back to the Locaboat base.

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BOAT REVIEW

Sea Ray SLX-W 230

MULTI

TASKING

THE SEA RAY SLX-W 230 IS A LUXURIOUS FAMILY BOWRIDER THAT CAN BECOME A TOWSPORTS MACHINE WITH THE PUSH OF A BUTTON. TEST BY BOATTEST.COM

80 PACIFIC POWERBOAT MARCH/APRIL 2018

T

he Sea Ray SLX-W 230 comes standard with three ballast tanks and the Dynamic Running Surface with Wake-Shaping tabs that turn the boat into a serious towing platform. An unusual option on a boat this size is the Mercury JPI system, combining the main propeller with an electric bow and stern thruster for precision handling not only around the dock but for retrieving those in the water.

Plus if you are planning to spend the day with the family and towing water toys isn’t [art of the plan, then it’s also a great bowrider that offers everything, plus more for fun boating.

There are a number of key features on Sea Ray SLX-W 230 which are quite cool. There’s a designated storage space for a carry-on cooler, a lockable wakeboard and surfboard storage with vinyl matting and a gas-assisted fiberglass lid. If you like your sounds, then a wireless Bluetooth stereo with JL audio speakers and iPod/MP3 functionality are standard. As is the manual gas-assist tower with Bimini, tow point and nav light Sea Ray designed the SLX-W 230 to be a luxurious family bowrider that can become a towsports machine with the push of a button on the dash-mounted touchscreen. The boat comes standard with three ballast tanks (870.90 kg capacity) and the Dynamic Running Surface with Wake-Shaping tabs that instantly turn the boat into a towing platform that should impress serious wake surfers.

As an inboard boat, it keeps the style consistent with the best in the industry. The engine is in the traditional spot, under an aft sunpad rather than in a large box taking up the centre of the cockpit. In this manner the family bowrider concept remains intact.

More to the point, however, is the fact that while most builders tout the family day boat/water sports crossover, Sea Ray managed to take it to another level with this boat. It is truly a qualified blend of both worlds.

JOYSTICK CAPABILITY. Our tour of the SLX-W 230 shows a cleverly laid out bowrider with the luxury of Sea Ray’s SLX lineup and a high freeboard that translates into the safety of a deep cockpit that families with small children will be especially keen on. But hidden in all that luxury and comfort is the heart of a wake surf generating machine bent on competing with the best in the crossover industry.

Our test boat also had a feature that Mercury Marine rolled out recently… Joystick Piloting for Inboards or JPI. This put a fascinating twist on the inboard wake boat concept by making it joystick manoeuverable for close quarters. Let’s go over that again… a 7.01 m, single engine, inboard bowrider with joystick functionality. Impressive indeed.

• The Sea Ray SLX-230 that we tested was one of the first to be introduced with JPI, Joystick Piloting for Inboards and it worked flawlessly. It combined the power of the main shaftdriven propeller with an electric bow and stern thruster for precision handling not only around the dock but for retrieving the person in the water.

TOTAL CONTROL To make the driver’s job as easy as possible, the 12.5” (31.75 cm) Dynamic Display touch screen at the SLX-W 230’s helm has three modes. All the driver has to do is choose among

Top speed is 35 knots. Note the small bow thruster.

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BOAT REVIEW T IR I E W C37 B O A TB O RA EV EE WV Carver

Sea Ray SLX-W 230

A cockpit set up for entertaining.

Check out the speakers on the tower.

The bow is laid out in the usual configuration of a bowrider for more traditional family cruising.

Mercury’s JPI is remarkably innovative and equally functional.

Cruising, Wakeboarding or Surfing and the computer takes over. Choose Surfing and then touch L or R for Left or Right and the aluminium surf fins mounted on the boat’s transom abaft the propeller and rudder in the V-drive propulsion system adjust. Then the driver simply advances the gunwale-mounted shift/throttle control to full forward and steers where he wants to go.

Mercury’s JPI is remarkably innovative and equally functional. With the shift lever in the neutral position, the joystick becomes self activated and a green LED ring around the base of the joystick provided the verification. You still have regular control with the shift lever, and moving it out of neutral deactivates the joystick again.

Now with the joystick activated we have linked connectivity with the single engine shaft driven inboard propeller and the two electric thrusters.

82 PACIFIC POWERBOAT MARCH/APRIL 2018

Move the joystick to move the boat in any direction desired, just as we’ve now come to expect from any boat with joystick functionality, only now it’s without pod drives.

The joystick is progressive. The further it is moved, the more power is applied to the main engine. The bow and stern thrusters are single power only, they’re either on or off. But our tests showed that adding power by advancing the stick will provide the kick you’re looking for with just the single engine providing the added power. It works.

Now as is the case with electric thrusters, these will only take so much before they heat up and go into a protected shut down mode to cool off. However, we messed with this feature for well into the better part of 45-minutes with no such effect so this is a nonconcern. Normal operations will never come close to that much of a workout.

Family boating or a serious towsports machine, the 230 Wake does it all

The indicator ring around the base also shows direction of thrust.

When we move the stick to the side, the green ring turns yellow and lights to the side. If we rotate the joystick the light rotates in the corresponding direction. Now is this just a gimmick? Perhaps, but truth be told, our test captain found himself glancing at the coloured ring to ensure that his hand was controlling the stick as desired. It’s a fine line between straight up and slightly rotated so we did come to embrace this feature.

So is it as simple as moving the joystick in the desired direction?

Yes it is… and then some. A few minutes of messing with the stick allows for a touch that gives surgical precision to the handling. For example, we found that when moving the stick to the side, the two thrusters activate. But if wind or current affect the boat slightly and the bow or stern move ahead of one or the other then a slight opposite rotation kills power to the desired thruster and we can then straighten out the sideways slide to present the whole side to the dock at once.

Furthermore, we rotated the boat in between two slips that were spaced only cm beyond the length of the boat. With slight fore and aft motion of the stick we were able to achieve the precision that allowed us to pull off this manoeuver. It’s a flawless control system that will go a long way towards making even beginners look like pros.

BIG ENOUGH FOR A CROWD Because engine data is also monitored by the Dynamic Display, there are no additional instruments at the helm. The SLX-W 230 has Digital Throttle and Shift, and power-assist steering. There’s a remote for the stereo, which has Bluetooth, iPod and MP3 connectivity and the accessory switches are backlit stainless-steel models. The driver’s seat swivels and adjusts fore and aft and has a flip-up bolster.

Part of the fun of wake surfing is showing off for friends so the SLX-W 230’s cockpit is designed to accommodate a crowd with seating that wraps around from the port console all the way to starboard. The backrest for the seat adjacent to the helm can be converted for forward or aft-facing seating making it comfortable for the legally required observer when towing. There’s a cutout in the centre of aft sunlounge that makes it easy to head aft to the swim

platform. The standard tower has a towrope attachment point and an integrated bimini top with space for up to four speakers.

Having space for 13 people means storing all their gear. Because the boat only has a single centre-mounted ballast sack, there is nothing to take up space under the seats. This leaves the space beneath the port and starboard cockpit lounges wide open for storage, including a dedicated spot for a carry-on cooler to starboard.

There’s also an in-floor board locker between the driver’s and companion’s seats.

Small sunpads on each side of the centre pass-through are comfortable to sit on when the boat’s not moving. For convenient storage of boards and towlines, there’s a large trunk locker on the boat that opens on a gas strut. This means that we don’t have to travel all the way into the cockpit to do a quick board change.

The bow is laid out in the usual configuration of a bow rider for more traditional family cruising. It includes angled backrests on the front of the consoles, stainless steel grabrails integrated into the deck for more comfortable use and there are speakers in gunwale inserts. There is storage beneath the seat bottom cushions, behind the backrests and a dedicated anchor locker in the foredeck.

SINGLE POWER CHOICE Sea Ray powers the boat with a 370-hp MerCruiser 6.2L ECT TowSport V-drive inboard with Digital Throttle & Shift and a ZF 63 IV transmission geared at 2:1. The advantage of the inboard is that the propeller is far forward of the transom so there is little chance of coming in contact with it. The disadvantages are in the close quarters maneuverability that, as we’ve clearly demonstrated, are negated with the optional JPI system.

Top speed was reached at 40.2 mph. Best cruise was measured at 3500 rpm and 23 mph. At that speed her 38.2 lph fuel burn translated into a range of 88.6m, all while still retaining a 10% reserve of the boats total fuel capacity.

As for handling, the SLX-W 230’s is consistent with the rest of the Sea Ray lineup in that it’s got both a nimble and agile feel. While we had calm conditions on test day we did get a sense of her ability to cut through chop with no hull slap or pounding as we crossed the wakes of our chase boat. We also failed to get spray onto the boat in spite of our best efforts.

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BOAT REVIEW

Sea Ray SLX-W 230 The tower has space for up to four optional speakers to keep the tunes cranking.

The Wake-Shaping tabs instantly turn the boat into a towing platform.

S P E C I F I C AT I O N S Model & Model: Price as tested: Type: Construction: LOA: Beam: Deadrise: Trailerable Wgt: Test Power: Speed: Propeller: Power: HP Range: Fuel Capacity: Trailer:

Sea Ray SLX-W 230 $209,414 Bowrider GRP 7.26m 2.59m 21 Degree 3000 kg 6.2L 370-hp Mercury Towsports 35 knots 16x18.75 Acme Inboard 370hp 201L Tandem

Contact: Sports Marine, Christchurch: 507 Moorhouse Avenue +64 3 3799208 Auckland: 277 Ti Rakau Drive, East Tamaki +64 3 379 9208 www.sportsmarine.com FUEL & PERFORMANCE DATA Sea Ray SLX 230 W Fuel capacity: 201 litres RPM Knots L/h L/NM 1000 2.7 6.5 2.500 1500 5.6 10.2 1.900 2000 6.6 15.5 2.400 2500 7.2 24 3.400 3000 9.8 34 3.500 3500 20.0 37.9 1.900 4000 25.5 49.5 2.000 4500 29.0 68.1 2.400 5000 32.2 87 2.800 5500 35.0 113.5 3.300

Range (NM) 72 95 75 53 51 95 90 75 64 54

84 PACIFIC POWERBOAT MARCH/APRIL 2018

A specially designed centre pass-through means you don’t stand on the squabs when accessing the boarding platform.

The extra swim platform is removable.

The steering wheel is wrapped in leather and mounted on a tilt power-assist helm.

OBSERVATIONS This isn’t just another bowrider with a surfing package. The Sea Ray SLX-W 230 was drafted and built for wake surfing and boarding with a bottom that was designed for the surf fins and triangular trim plates. Sea Ray committed to the boat with the touch screen control for all the on board systems that will appeal to millennials who don’t want to mess with a bunch of different switches for the ballast, surf fins and trim plates. The fact that the boat still has v-bottom with a 21-deg transom deadrise, means she’ll ride better than many other wakesurfing boats when the winds and waves pick up.

2015 MERIDIAN 441 Impeccably maintained and highly optioned, this impressive, late model motor yacht provides all the creature comforts of home and is sure to impress upon inspection. Powered by Twin Cummins Diesel QSB 6.7L 480HP DTS V-Shaft Drive Engines, approx. only 90 hours

$985,000

DB259

277 Ti Rakau Drive, East Tamaki, Auckland P: 09 274 9918

Now available at Sports Marine

www.sportsmarine.co.nz sales@sportsmarine.co.nz

507 Moorhouse Ave, Waltham, Christchurch P: 03 379 9208

CO M PA N Y P R O F I L E : H O P P E R D E V E LO P M E N T S

Waterfront Lifestyle Living

Leigh & Ian Hopper

Hopper Developments are unequivocally leaders in the development of canal style living and in the past 25 years have taken it to a whole new level.

Leigh Hopper looks back to where it all started.

86 PACIFIC POWERBOAT MARCH/APRIL 2018

W

hen the invitation to write a few words about the development of our waterfront projects arose, I thought it a timely opportunity to briefly retrace some of the histories regarding our developments on the Coromandel over my lifetime, and to reflect on the outlook.

When my father Ian and his brothers ventured into the Coromandel with the acquisition of land at Pauanui they had a vision to roll-out a modern, fully serviced beach resort. The Kopu – Hikuai State Highway was about to be opened, enabling ready access to the delights of the Coromandel east coast. The late 60’s and early 70’s was a prosperous period and there was a market for those seeking a bach by the sea within a weekend commute.

Pauanui Is Born This was the kiwi dream at the time. The regulatory process to kick Pauanui off was a relative handshake compared to today, and the then Thames County Council obliged quick haste and works were underway within a few months of the possession of land.

From there Pauanui Ocean Beach Resort was moulded stage by stage over ensuing years, consistent with a master plan that eventually included additional adjoining parcels of land.

Pauanui has proved to be a very successful development, internationally acclaimed for its urban design elements.

Circa 1990 the family business had been largely divided between the two principal families of Ian and Tony Hopper. A 40 ha parcel of land adjoining the Pauanui development came up for sale. My father and I had a particular interest in pursuing a waterways-style development over this site, similar to the extensive Gold Coast projects in Queensland. The land had the prerequisites, flat and just above high water level, sandy soils, affordable access to a navigable waterway in the Pauanui-Tairua Harbour, and available infrastructures such as sewerage, water and roading. Immediately the land was secured, we applied our minds to how to engineer and construct a waterways development, much of it below sea level.

Planning involved assessing the environmental impacts and a raft of regulatory process ensued as required by the then impending Resource Management Act (October 1991). Pauanui Waterways was the first comprehensive coastal project application under this Act. There was a steep learning curve, anguish over funding, sales, and consequently a few sleepless nights. Appeals were avoided and construction commenced 1992 with the first release of sites in 1993. The product again proved popular and our faith in discerning buyers seeking high amenity waterfront property was borne through.

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HOPPER DEVELOPMENTS

Whitianga Waterways Formed W

ith business interests in Auckland, and Pauanui Waterways in progression I would regularly fly between the office in Orewa and Pauanui, sighting Whitianga below as I went along my route. The opportunity of replicating a waterways-style development at Whitianga was evident from aloft. And in 1997 we purchased a strategic 73ha landholding in the flatlands of Whitianga and I put a joint venture proposition to four adjoining landowners. Deal done, a new company ‘Whitianga Waterways Ltd’ was formed.

Again we set to the task of establishing a structure plan for the combined area (220+ ha) and pursued an assessment of environmental effects. Whitianga Waterways was, however, a little more complicated, with a need to redirect the state highway to enable a canal network to be forged into the land while retaining a strategic route into the town centre.

Other additions were planned; the airfield needed to be extended to address future air services, major sewer and potable water mains to service the 1500 lot project, plans for national retailers, comprehensive retirement developments with aged care facilities, waterfront retail, medical facilities and 88 PACIFIC POWERBOAT MARCH/APRIL 2018

marine servicing, were all integrated into a Comprehensive Development Plan.

In support of the plan followed a Plan Change, Subdivision Application for the initial stage, 24 Resource Consents for physical works, Iwi protocols and again a suite of Restricted Coastal Permits.

Consent timelines extended to 2 years including an appeal which was referred to the Environment Court with a favourable determination only to be vetoed by the Minister of Environment but reversed two weeks later by an amendment to the Hauraki Gulf Maritime Park Act. What a time!

This was the period I lost my hair. Only with the support of the community, lead by the infamous Joan Gaskell (Community Board Chair) urgency was achieved to address the veto. At one stage I recall attending a meeting in the packed Whitianga Community Hall.

Joan called for a show of hands for those prepared to hop on a bus and head to Wellington to camp on the front door of Parliament to protest the injustice of a Minister overturning a Court decision.

We could have filled a few buses. Jim Anderton was acting PM at the time, both Joan and I had some interesting discussions with him directly. To his

credit, he expedited the amendment and it stands as one of the fastest, if not the fastest piece of legislation to have ever been put through.

Construction of the initial stages spawned a surge in development across the township. In short time Whitianga now has a range of residential options, two supermarkets, additional building supply merchants, expanded retail services, a major sports complex, new tourist accommodation options and several tourism activity operators – such as world famous The Lost Spring. Council has addressed infrastructure with investment in modern sewerage treatment and water supply systems. Whitianga is in good shape to accommodate growth and is emerging as the major centre on the Coromandel. New housing is notable for the recent change in buyers to accommodate a high percentage of new permanent residents.

The stage is set for an encouraging future on the Coromandel. I believe Whitianga will be the centre of opportunity for investment, employment and services.

Growth will continue in Whitianga driven by demand in the two principal sectors of retirement and tourism.

WITH THE WORLD’S MOST RELIABLE UNDERWATER LIGHTS

Marsden Cove On Stream W

e saw the potential in what was once, low lying and unproductive farmland near the coastal town of One Tree Point in Northland. The site located near the entrance to the Whangarei Harbour and less than 2 hours from Auckland had the potential to become the premier lifestyle location in the North. We partnered with Northland Port Corporation, the principal land owner and sought to the ever increasing mountain of consents required (37 Resource Consents). Construction began in 2005 and the first stage of the project was officially opened in 2007 in grand style.

Marsden Cove is unique in that the project has been developed around the hub of a 230+ berth Marina and retail village. It includes one of Australasia’s largest working residential lochs, able to accommodate vessels up to 20m long and 6m wide. The computer driven loch is activated via remote control and is easily navigated by even the least technically minded owner. The tidal rise and fall at Marsden Cove is on average 2.5m and as such a loch was preferred for the further stages. This provides a unique point of difference and creates a higher amenity value for residents with only a 700mm rise and fall above the loch and weir. We maintain a minimum draft of 2.5m in all stages throughout the development giving great access for a wide range of vessels.

WWW.AQUALUMA.COM

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HOPPER DEVELOPMENTS

Pauanui - Where It All Started

P

auanuI Waterways is a stunning and unique waterfront development located within the Tairua-Pauanui Harbour along the beautiful Coromandel Coastline, less than 2 hours’ drive from Auckland City.

Pauanui Waterways is a 325+ lot development created by Hopper Developments, designed with a unique vision to introduce coastal tidal influence into private residential property. In 1993 Pauanui Waterways was opened to the public as the first canal development in New Zealand.

This was the first of the Hopper waterfront canal developments and heralded in a whole new era of waterfront living. The unique aspect of Pauanui Waterways attracted willing buyers.

The comprehensively planned canal development encompasses prestige and opulence as it demonstrates the best in waterfront living.

The residential development includes

90 PACIFIC POWERBOAT MARCH/APRIL 2018

some exceptional features creatively designed to enable those water enthusiasts to go about their daily boating and water activities with ease and access. Pauanui Waterways offers section owners an unparalleled waterfront experience allowing boats to be berthed mere meters from the front door.

What makes Pauanui Waterways so different from any other waterfront property is the world-class amenities designed to enable section owners to make the most of the unique waterfront lifestyle.

These include private jetty’s adjoining waterfront properties, a pristine marine environment safe for swimming and activities, private boat ramps, and manmade beaches.

These features enable owners to park the boat mere meters from the house or take a dive into the fresh salty waters of the canal. Pauanui Waterways popularity

has made the area a highly sought after holiday destination and desirable retirement destination.

Pauanui Waterways is continually evolving with new projects underway and planned for the future. The Hammerhead residential development, for example, is a proposed design comprising of permanent apartments and serviced tourist accommodation. The design includes modern design waterfront apartments, with underground car parking, and marina berths.

There are also plans for a floating restaurant which is currently in the planning stage. The concept of the restaurant is to create a unique dining experience directly on the canal, unlike anything else in New Zealand.

Currently, in the third and final stage of completion, the supply for sections at Pauanui Waterways is nearing the end.

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HOPPER DEVELOPMENTS

S

ituated just inside Whangarei Harbour entrance: less than ten nautical miles from Whangarei Town Basin and 75 nautical miles from Auckland City, Marsden Cove is Northland’s most exciting waterfront development.

Development during 2017 has seen enormous growth with new waterfront and non-waterfront sections being released and selling, many new homes built, and the new Anchorage Retirement Village under construction.

This unique and comprehensively planned marine village offers a waterfront lifestyle that is second to none. The development consists of 350 canal frontage lots, and 350 residential lots.

The Marsden Cove residential canal development is a comprehensively planned project where currently only 1/3 of the development is complete. Upon completion, Marsden Cove will provide for roughly 1000 new homes, including a mixture of 92 PACIFIC POWERBOAT MARCH/APRIL 2018

canal front and standard non-canal front sections, a retirement village, waterfront apartments, waterfront retail and more.

Complete with a world-class 230 berth marina at its centre and surrounding residential development comprising impressive waterfront and near-waterfront sections, the popularity of Marsden Cove is increasing, rapidly becoming Northlands premier boating destination and Whangarei district’s most desirable neighbourhood. Marsden Cove has seen an increase in values and many resales have achieved well above owners expectations.

Hopper Construction is well underway shaping the new Stage 5 canal and the canal front of the Anchorage Village. This unique waterfront retirement village upon completion will accommodate the needs of the active retiree over the age of 60. Delivering retirement lifestyle unlike anything else available

Marsden Cove Northland Jewel

arina

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railer boat ramp, fishing club, estaurant & ar, eneral store & unch bar, 4 uel n ater & on shore petrol & diesel

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oodberg hydraulic trailer a length metres, a dra t

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essels up to tonnes, a beam 1 metres, metres

aintenance acility

1 hectare hardstand, hea y duty sur ace, ecurely enced, monitored ideo sur eillance

WE’RE GROWING! E panding marine precinct En uiries elcome

Phone (09) 432 7740 4,

auiri Dr,

arsden o e 11

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in Northland.

The centrepiece of the Marsden Cove development is the full serviced marina with approximately 230 berths ranging from 10.5m through to 44 and can also take up to a 25m catamarans on a designated Catamaran Pier.

New Zealand’s newest boat haul-out service and hardstand facility has commenced operation at Marsden Cove. This includes factory built boat stands and cradles (certified weight-rated), and a fully sealed heavy-duty hardstand. The 12m wide boat haul-out ramp and hydraulic slipway trailer system have a capacity for boats to 35m and 80 tonnes and multihulls up to 12m beam. Boats are transported to the secure hard-stand facility which is supported by chandlery, boat-builders, painters, engineers and electricians along with canvas work and hire cars.

W www.marsdencovermarina.co.nz WWW.BOAT M AGS.C O M 93

HOPPER DEVELOPMENTS

Whitianga -Gateway to Paradise

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hitianga Waterways is a unique marine-based urban development located in the heart of the scenic Mercury Bay and only a 30-minute flight or 2.5hr drive from Auckland.

In 1996 Leigh Hopper flew over Whitianga on route to Pauanui and saw the opportunity to create a canal development that is now a 1/3 completed and home to New Zealand’s first man-made island.

Endeavour Island the first of three Islands to be built within Whitianga Waterways, is accessed by a road bridge although residents often use the canals to visit friends and the nearby shops and amenities. The clean water in the canals means you can safely swim throughout the summer and enjoy on-water activities such as kayaking and paddleboarding.

The waterways over the last few years have seen an 80/20 percent mix of permanent versus non- permanent residents. Whitianga Waterways have a large works programme ahead. This

94 PACIFIC POWERBOAT MARCH/APRIL 2018

year will see the addition of a major new extension to the canal network, releasing many of the prized sites in the development and realising water access to Marlin Waters, a 2ha waterfront hotel site, and the first stage of a waterfront retail area where residents and the public will be able to pull alongside in their boats.

The canal system also reveals Endeavour Island, a new island address on New Zealand’s coastline. Future components of the Master Plan include a marine services facility and a major waterfront retirement village. With the opening of the Grand Canal, this will enable the company to bring on some new exciting projects in the upcoming years, such as a commercial area to be named “the Dockside” encompassing a café, beach area and also a Hotel site.

Whitianga Waterways has a wide range of residential sections available, creating an array of exclusive lifestyle options for buyers. This includes waterfront and

near-waterfront sites, and exceptional retirement options. Upon completion Whitianga Waterways will house 1200+ residential homes and multiple retirement options Marlin Waters, a freehold retirement villa complex is nearly halfway through completion and offers an exceptional lifestyle for the active retiree.

Whitianga is located near some stunning attractions such as Hot Water Beach, Cathedral Cove, and the Great Mercury Islands. The captivating and diverse topography of the Coromandel East Coast means those with boats have an abundance of activities to pursue.

Some major future services are planned for Whitianga and will be located within the Waterways development. These will include a new state of the art Medical Centre, Boutique Hotel & Resort, The Mooring Retirement Village, Dockside waterfront mixed-use retail and commercial, Marina and small boat dry stack facilities. www.hoppers.co.nz

GYRO

GILBERT’S MUSINGS Phil Gilbert presents the fourth in a series of boating mistakes, which show that even the most experienced, practical and dedicated boaties amongst us are not infallible.

LESSON 11: READ THE INSTRUCTIONS The terminally bored, or long suffering subscribers who have managed to read the previous musings offered, will by now be certain I am a total marine klutz, who is to be avoided when spotted anywhere on the briny. In my defence, this public outpouring of self-flagellation has elicited a goodly number of very reputable marine sages to call and offer ‘yep.. we did that’ type messages.

Not all of life’s nautical lessons have been taught by idiocy or ineptitude.

Despite having one of NZ’s leading voices on mechanical and preventative maintenance mentoring me for decades, mechanical misadventures happen, some lessons are unavoidable, and they haven’t always happened to me. The pitiless marine environment and the complexities of some craft mean even the best preparations can result in a ‘lesson’ in recovery or damage control.

The need to ensure that everyone knows the procedures on operating the craft they are in charge of was one such 96 PACIFIC POWERBOAT MARCH/APRIL 2018

lesson painfully learnt.

I had acquired a Pelin 36 launch, which popped out the end of a deal on a Westhaven Marina, back in the days when the only way to quickly get a berth in this hallowed establishment was by sleight of hand or corruption. The real waiting list back then was so long most boaties would be in a rest home by the time their name came up. This craft was originally powered by 2 marinised TS3 Commer diesels, perhaps the most efficient noise making devices ever created, but not the most hairy legged horses for actual propulsion.

Prior to his sudden inability to continue boating, the owner had changed these for 2 brand new 180hp Turbo Fords, Thorneycroft conversions. These had done 50 hours when the boat came into my possession. They sparkled…

Being a poor struggling broker, I could not really afford to keep this craft, so as happens, somebody knew somebody who wanted to go shares in a boat.

This man subsequently became the proud owner of 50% of the Pelin. He was an excellent man, good family but had only a basic knowledge of things nautical. A crash course in boat handling, and where to fill it up made up the operations manual!

Consequently he didn’t know I was of the ‘keep sea cocks open’ mentality, having seen quite a few craft suffer heat and dehydration issues when this simple procedure gets forgotten. His prior base education was to turn cocks off. A Sunday avo marina session with a few friends, extolling the performance of his new craft lead to the inevitable offer to demonstrate just how well she went. Putting down his wine, he zipped into the engine room, opened the sea cocks and kicked her in the guts. The deep throated rumble of Englands finest made the adrenalin surge and a heavy hand on the throttles meant 20kts under the Harbour Bridge within minutes of leaving the berth. The sudden clarion of alarms, and very strong smells and the motors slowing down seemingly by themselves taught him all was not well. His instincts to open the sea cocks had actually meant they became closed, as they only went one way when he applied muscle to the levers. New motors became quite old, quite quickly, unfortunately. A simple operations and procedure manual could have prevented this rather expensive lesson. I know a man who leaves his ignition keys on the raw water sea cock, so he cannot forget.

LESSON 12: BUCKET USE PART ONE Another expensive incident was actually as a result of doing preventative maintenance, which backfired. Our lovely 73’ displacement cruiser has large Vosper stabilizers which flatten out the water magnificently. Our Xmas cruise for 2014/15 started well with a hop to Kawau, then on to Whangaruru the next day. Somewhere past Rodney in an increasing beam sea, the report came in that the Grandkids did not feel too good. I upped the stabs setting from my normal ‘gentle roll’ setting to ‘lock down for dinner’ setting to try and assuage this mal de mer. There was no appreciable reduction in the roll, which to be fair I did not really notice initially, but the kid’s stomachs did. All was working well according to the display and the rams were moving normally on inspection, but the vessel was rolling much more than normal.

Nothing seemed to stop this roll, and a treasured picture shows the abject misery on the features of both kids.

Their mother, and another female guest on the passage went out in sympathy as the voyage became an endless trip to Hell. I had mentally concluded we must have hit something and lost a fin, but had heard nothing. Rolling into placid waters in Whangaruru later in the day and establishing a very calm beachhead helped settle shattered stomachs and nerves. Donning mask and flippers, I bravely leapt over the side to inspect the fins, hoping maybe a sheer pin or two had broken. A Cousteau like dive under the boat revealed the worst, the port fin was missing. Buggar, I thought and cruised round to the other side to discover a vacant space where the stbd fin should be too. There was no sign of impact damage so it was a complete mystery, and an early end to the holidays on this boat. Urgent calls to Mr Vosper in England resulted in a GBP$11,000 EACH quote, ex-factory, which really tightened the sphincter, and a 4 month wait. We took the boat back to Marsden Cove and arranged for her to come out of the water asap, which was March. When hauled eventually, it was discovered the stub shafts for both stabilizers were eroded and blackened at the break. Very

indicative of electrolysis. Inspections revealed my anode was hardly worn at all. Strange, as I had replaced this in October and they normally lasted @6 months, so should have been well worn. Further forensic investigations revealed that when the anode had been replaced by divers during her hull clean, the thru hull bolts which formed the bonding twixt boat and anode had turned during the replacement.

This resulted in one internal earth wire winding around and around the bolt until it broke, and the other wire becoming so loose it had minimal contact. The boat was essentially unearthed so the residual electrical current went for the next easy target, which were the long retaining shafts which hold the fins on. In 2 months this weakened the bolts sufficiently to cause them to break. Our excellent insurance company thankfully accepted it was a no fault accident and with the aid of Mr Vosper USA providing design plans and Brian Harkin Boatbuilders, we built new composite fins which work even better than the originals, and at half the cost.

Electrolysis is a rapid and expensive lesson.

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LESSON 13: TO CLOSE FOR COMFORT This same boat provided another hugely stressful lesson in how quickly a small mechanical misadventure can be (nearly) catastrophic..

We have an ultra secret fishing spot at the Barrier, which when the wind and tide work in the right symmetry means you hang backwards into a cliff face quite closely and cause mayhem on unsuspecting fish. Ultra secret is hard to achieve in a 73’er.

Anyway, conditions were dead right this day to situate the vessel at this unnamed spot. She has a 4 Ton manually operated hydraulic winch, with free fall lowering of the anchor, once started. Anchoring methodology consists of hydraulically lowering the first metre over the bow, releasing the clutch and smashing the chain with a pipe to release the cone clutch. Many think I am beating the dog as they see me flailing away on the foredeck. Judicious use of cable ties indicates how many meters of chain has flown past when ascertaining the right amount of scope. This day I swept the boat along the cliff face, turned to sea and selected rewind to stop the boat at the right distance for lowering the pick.

Once forward motion was stopped, re selecting neutral so I could meander to the bow resulted in ….nothing!!.

The control went loose in my hand and slowly my craft reversed back towards the now rapidly approaching rocks and cliff face.

Immediate conundrum.. To stop the motor meant I could not lower the anchor so we would drift uncontrollably into the rocks. To leave the motor running meant we would approach these same rocks with purpose. With my mind working at the speed of an Intel Microchip and showing a pace and agility which had long since left the body, I raced up to the upper helm to try and override the lower control.

An abject and immediate failure here meant I passed Hussain Bolt like he was standing still on my way back down and sprinted to the foredeck. Never has a winch moved so slowly as this one did on the first 600mm, until I gave in and just beat the c*#p out of the chain.

Luckily the 200 pound ships anchor and heavy chain whipped past at terminal velocity. Dogging it off at @ 30m I did my best ‘The Flash” impersonation, reentered the wheelhouse and shut down the motor… and prayed. My first lady/ deckhand was standing at the back of the boat with a boathook, calling the distance to impact and preparing to stop 65T of momentum with a poke at the closest rock. Bless her!!. Owing to my rigid training regime I was not even puffing.. or had I not taken a breath yet?

Unbelievable.!! ….. There is always a lift at this spot and the boat somehow slipped between two gnarly bricks, rose on the lift and gently kissed the next rock. The anchor had grabbed just in time, as the lift tightened the chain, and as the lift receded she moved straight forward avoiding the same two road cones and we took up station about 2m away from disaster. Too close for successful fishing, I decided.

On Morse cabling, the cable end housing is affixed by a small U shaped saddle which pins it in place. Somehow this had rattled loose sufficiently to allow the cable to slip out, leaving the motor engaged in gear, but not loose enough for it to slip back into place when the lever was returned to neutral.

It took all of 5 minutes to relocate the cable and fix once we had tracked the cable from gearbox end to control end, to ensure it had not actually broken, and I noticed the cable was loose under the helm station. This is not visible unless you are an Olympic class contortionist on this boat.

When we lifted the boat for repairs after the holiday period, there was a love bite on the aft transom, two passion scrapes on the hull fwd of this, and an impact mark on the bottom of the port wing motor’s shaft strut. Somehow there was not a mark on the prop itself. Nautilas was indeed favouring us on this day!!

This is one of those items you would never think to include in the winter checklist.

As an aside, when I was doing some research on this vessel for an article about her history, talking with Jim Revill, who captained the boat during Graeme Harts ownership, he recounted he had exactly the same thing happen in a crowded bay at Kawau. She must be a lucky ship as apparently she avoided all nearby craft that day too.

LESSON 14: A 10 LT/SEC BILGE PUMP Another episode of ‘Preventative Maintenance goes Bad’ happened to a friend, who is almost OCD when it comes to his boat and how it looks, also with nearly catastrophic consequences.

He had the engine room on his Mk1 Corsair looking immaculate, and had replaced all the old hoses for flash new ones with coloured stripes and shiny hose clips to go with the chromed rocker covers and new polished S/S exhaust risers. You could eat your dinner down there.

The first long weekend away after this engine room refit, he loaded the boat with important items like partner and son, food and grog, and cruised to the back of Waiheke to join us and others for a sabbatical. As happens, the group spread out the next day to fish ‘secret holes’ to gain important bragging rights on the evening debrief. Our craft, being a sedate 9kt cruiser, had limited our fishing range to “Wendy’s Snatch’ or thereabouts. Those readers who have seen the TV fishing program Screaming Reels, will have some idea where this is.. just round the point from Brians’ Knob.

Late in the afternoon my phone burst into song, and a fairly strained voice opined that he was some miles away and apparently sinking, and could I race over and rescue him. Our boat don’t ‘race’ so I quickly called the other members of our august HGCTA boating Club and sent them at flank speed. We ambled as quickly as

possible to Onetangi to establish a beachhead for his imminent arrival under tow (we trusted). He was duly brilliantly manoeuvred into position and rafted up, so salvage could take place.

My father once stated that the most efficient bilge pump known is a frightened man and a bucket, and the water flying out the back doors proved this to be true.

This event proved to be one of those classic cases where Maritime’s Law of Sod ran true to form. During the course of the engine room refit, the batteries had been replaced and relocated. Unbeknownst to our owner, the bilge pumps, and high bilge pump alarm connections, normally hard wired direct to the batteries had been removed, and somehow not replaced.

This meant that as he desperately raced to another fishing spot, in a futile attempt to get braggers rights, he had no idea that his boat was filling with water until he dropped it off the plane and felt a sensation somewhat akin to a boot up the freckle. This was all the water in the aft area of the engine room rapidly moving forward and hitting the engine room bulkhead, and on to places further fwd. Being an old salt in a young body he recognised this sensation as being not of the norm, and raced below to investigate.

Quickly noticing the carpets to the WC and accommodation areas were afloat, and not wishing to further raise the angst of a terrified crew, he casually lifted the engine room hatch and peeked… Urgency and Adrenalin kicked in as the engine compartment was full of engine... and water. Shutting down the motor before it ingested any salty fluid was a good first step. After

his phone call, he and his son began bailing with buckets and awaited rescue. By the time the two HGCTA rescue cutters had arrived they had made good inroads into the water levels and it seemed no more water was coming in or at least they were beating it.. One of our group tied him alongside their vessel and slowly brought them in to Onetangi and placed him alongside our mothership.

Due diligence located the bilge pump wiring, miraculously above sea level, and these were re attached with immediate and satisfying results.

Once the bilges were essentially dry many wise heads entered the vessel and the search for the root cause was begun. There appeared to be no water entering the boat anywhere now, so it was presumed the ingress must be from the motor. Even though the starter motor had been underwater, it still worked, and we kicked the motor in the guts. A satisfying burble and an immediate deluge of water caused an emergency shut down before any spray entered a beer or gin.

What had happened was very unusual.

It had been ascertained that this motor had a high volume raw water pump, and the brand new delivery hose from the pump to the heat exchanger had split. No fault error, it was the correct pressure delivery hose, that just had a manufacturing defect. The expensive refit, rewire and engine rebuild was a result of something brand new failing.

The old replaced hose had never leaked a drop.

Once the cause was found, the boat was drying out and the shattered nerves settled a wee bit, the evening debrief became one of legend..

WWW.BOAT M AGS.C O M 99

ISUZU MU-X. TOUGH TOW WA

3.0L TOW RATING

100 PACIFIC POWERBOAT MARCH/APRIL 2018

TURBO DIESEL

7

SEATS

AGON.

4WD WWW.BOAT MAGS.C O M 101

BOAT REVIEW

Robalo R222 Explorer

, y l i Fam g n i Fish e u l Va TEXT BY BOATEST.COM 102 PACIFIC POWERBOAT MARCH/APRIL 2018

For 2018, Robalo has updated the R222 ES to the R222EX Explorer and introduced an even better boat.

A comfortable family day boat suitable for towsports, harbour hopping or fishing.

WWW.BOAT MAGS.C O M 103

BOAT REVIEW

T

he Robalo R222EX Explorer is a centre console fishing boat first, that has all of the necessities including an aerated livewell, 25 litre bucket storage, fishbox with overboard drain and plenty of rod holders. But add a few options and it’s also a large and comfortable family day boat suitable for towsports, harbour hopping or a picnic on a remote beach. Top speed with a Yamaha 200 four-stroke was 43.4 mph in our test runs, and best cruise was at 3500 rpms and 21.4 mph, where she got 4.1 mpg.

Robalo is very clear about their mission for the R222EX Explorer —“Family, Fishing, Value.” More specifically, they’re looking to combine the practical

Robalo R222 Explorer

features of a fishing vessel with the comfort and luxury demanded of a family excursion boat. A boat versatile enough to feel at home catering to the fishing or family utility, and back to the other when the situation demands it.

MAJOR FEATURES There are quite a few notable features on the boat, such as the adjustable bow table/ casting deck. A microcosm of what the R222EX Explorer is trying to accomplish, the bow section can be outfitted with an adjustable cocktail table in the footwell of the seating. Lower it down to be flush with the seating, and the area is now a perfect bow casting platform for fishing.

A single 200hp outboard gives a top speed of 43.4 mph.

104 PACIFIC POWERBOAT MARCH/APRIL 2018

Yamaha’s Command Link gauges provide real-time, accurate readouts on information like engine function, fuel consumption, trim levels, and battery voltage.

There’s also a center console day head, which is great if you are going to spend a long day on the water with the family.

The R222EX Explorer takes that concern away ably with a simple, effective head accessed from the forward side of the center console.

And how about the aft livewell under the aft bench seating section, that lifts to give access not just to 25 litre bucket storage, but also service for the engine.

There’s also a livewell that is a huge plus when fishing.

Underneath, the R222EX Explorer has what the company call, a Hydro Lift Extended Running Surface. The R222EX Explorer’s hull design utilises an extended running surface, which allows the “v-plane” to continue aft of the transom. This creates superior stability under nearly every driving condition, quick plane time and precise cornering abilities.

VERSATILE BOW Many bow sections contain some level of versatility in their design, and the R222EX Explorer is no different. What is different is that very often the tools of this versatility—removable cushions, tables, and so on—are only available as add-on options. Not so with the R222EX Explorer.

The bow has a “U” shaped seating section, and the removable seating cushions and removable backrests are both standard.

There is further versatility that falls under “addon option” as well, however. The cocktail table that can mount in the footwell of the “U” shape is optional and highly recommended, as it can lower to be flush with the seating, which creates a great forward casting platform when fishing.

An optional filler cushion can be installed along with all the seating cushions to make this into a lounging sunpad as well.

Storage in the bow comes via port and starboard lockers under the latched seating as well as a below deck storage space and forward a large anchor locker. The bow is lined with plush bolsters and guiderails along the gunwales as well. Stereo speakers and cup holders further refine the space and its capabilities.

Just aft of the bow seating section is the center console, with its forward-facing jump seat. The seat has plush cushioning, making it a bit more comfortable than other more perfunctory console seats. The front and sides of its base have heavyduty grabrails as the jump seat is part of the outward-swinging access door to the R222EX Explorer’s head.

The jump seat is also a perfect distance away to participate when the bow cocktail table is installed, expanding the entertaining space nicely in design. The RR222EX Explorer’s head is not expansive, nor is it a fully walk-in space.

Instead, the door opens to reveal a step-down for access and use, with just the head itself inside.

The captain’s chair has double-wide bench seating and two flip-up bolsters.

The telescopic boarding ladder is neatly stowed in the aft deck.

The rear seat lifts to reveal the boat’s livewell and general storage space The dash is simply and concisely laidout.

WWW.BOAT MAGS.C O M 105

BOAT REVIEW

Robalo R222 Explorer

The head is electric and comes with an large holding tank with your option to include overboard discharge or not.

EFFICIENT HELM Moving aft we noted the bolster cushions in the gunwales continue the length of the boat, which is a great feature when leaning over and wrestling with a catch. On the aft side of the center console is, of course, the ship’s helm.

The dash is simply and concisely laid-out, with a compass at the top of the console, space for touchscreen readouts just below, stainless steel and weatherproof toggle switches flanking these, the Yamaha Command Link gauges, stereo system control just to port of the steering wheel, digital throttle just to starboard. The steering wheel is stainless steel and can be optionally upgraded with a control knob as well.

Just below the dash is lockable glovebox storage.

The captain’s chair is more of a leaning post, with double-wide bench seating and two flip-up bolsters. The upholstery is soft but weather-resistant. On the aft side of the leaning post are five rocket-launcher style rod holders above a cooler that sits in a cooler slide—dedicated storage to keep it from rattling around while the boat is underway and a slide for pulling it out from under the helm seat and easily accessing.

S P E C I F I C AT I O N S Model: Price from: Type: Construction: LOA: Beam: Deadrise: Height on trailer: Trailerable weight: Test Power: Propeller: Power options: Contact:

Robalo 222 Explorer $99,999 AUD Centre Console GRP 6.55m 2.59m 21 deg 3.1m 2600kg (wet) Yamaha 200hp 15” Reliance Outboard www.robalo.com Ph +61 3 93976977

FUEL & PERFORMANCE DATA Robalo 222 Explorer Fuel capacity: 341 litres RPM MPH Knots GPH 600 3.1 2.7 0.3 1000 4.8 4.2 0.7 1500 6.7 5.8 1.3 2000 7.7 6.7 2.1 2500 9 7.8 3.3 3000 13.5 11.7 4.2 3500 21.4 18.6 5.3 4000 27.1 23.6 7.2 4500 30.8 26.8 8.6 5000 34.7 30.1 11.7 5500 38.7 33.7 15 6000 43 37.4 18.2 6100 43.4 37.7 20.3

MPG 10.2 6.9 5.2 3.7 2.8 3.2 4.1 3.8 3.6 3 2.6 2.4 2.1

NMPG 8.8 6 4.5 3.2 2.4 2.8 3.5 3.3 3.1 2.6 2.3 2.1 1.9

106 PACIFIC POWERBOAT MARCH/APRIL 2018

NM 716.1 483 363 258.3 194 226.4 287.1 267 252.3 208.6 182.3 166.4 150.6

You can configure the bow in a variety of ways.

FISHING COCKPIT The cockpit on the RR222EX Explorer is self-bailing with integrated drain fittings. The decks are “diamond lustre” non-skid and there are stainless steel toe rails in the gunwales. To port and starboard, mounted in the gunwales as well, are stainless steel rod holders, two to each side. The stainless steel grabrails on the gunwales extend back from the bow to about parallel with the helm station.

The transom seating is upholstered, like the rest of the boat, in premium vinyl with “nano-block technology.” The seat extends from the port side across to the start of the starboard stern access door. It lifts to reveal the boat’s livewell, bucket storage spot, and more general storage space as well. The transom seating backrest hinges up for access to the bilge area. The starboard side of the transom, as mentioned, has a small stern access door that sits in place in a groove and opens with a small lift and push.

As an outboard-powered boat the R222EX Explorer’s swim platform is not a large space, but does give enough room to use as comfortable platform for playing in the water. The platform has a three-step telescoping boarding ladder that sits flush under a latch.

Raw water washdown access is right on the starboard bulkhead, with two stainless steel grab-rails for lifting one’s self up and back onboard.

The R222EX Explorer can also be optionally outfitted with a stainless steel tow line for further watersport enhancement.

The R222EX Explorer comes with a number of outboard power options, from 150hp through to 250hp in either Mercury or Yamaha.

Top speed for the Robalo R222EX Explorer, with a Yamaha 200 is 43.4 mph burning 76.84 lph. Best cruise is 21.4 mph and the boat gets 1.74 kpl, giving the boat a cruising range of 330 nm.

WIDE APPEAL Robalo’s mission to appeal to both the fishing and family outing is certainly evident—one can absolutely do both with this boat and be very satisfied. With some option-selection savvy, the R222 shouldn’t short you in pursuit of either type of excursion. That being said, the R222 is definitively more a fishing boat than a family excursion one. The R222 has the somewhat spartan feel that many fishing vessels offer, and the tighter layout means it won’t be ideal for parties of much more than 4 or 5. There is certainly value to be had in looking into the R222, but instead of viewing it as a boat 50/50 split between fishing and family, best to see it closer to 65/35 in favour of fishing expeditions.

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VOYAG E O F T H E E N VOY - PA RT 4 4

Text and photos by Laurie and Diane Cranfield

Large ferry coming adrift during strong winds in Sarande, Albania.

YACHT INTO ENVOY DURING SUDDEN STORM DISASTER AVOIDED AS YACHT SLAMS ENVOY It’s early September and we’re in Cephalonia Island’s Sivota Bay with our daughter Amy aboard and several yachts anchored around us. Sivota offers great shelter except during winter’s southerly storms when swell can find its way up the bay’s fjordlike entrance. The weather has been great and as we return to Envoy from dinner ashore we all comment on the perfectly still air and glassycalm sea. Talk about the calm before the storm! At 1230 we’re all rudely awoken by a huge sudden gust of wind shaking Envoy, then deafening claps of thunder, lightning and heavy rain. In minutes the wind has increased from virtually nil to over 40 knots. I immediately go up to the pilothouse and see a 12 m yacht caught by the wind and seas dragging sideways towards our bow. Amy is close behind me and I point out the yacht looming from the torrential rain.

If it had been a bit further away we could have started our engine and attempted to move out of danger, but she’s now only about 20 m away. A

few seconds later her starboard side slams squarely into our stretched-out anchor chain. Fortunately our chain protects our bow and doesn’t foul the yacht’s keel and running gear and she bounces off our chain before sliding bow first down our starboard side and disappearing into the night. Other yachts are also dragging their anchors so we switch on our very bright deck lights to make ourselves more visible while they manoeuver themselves out of trouble.

Envoy doesn’t drag and only moves around to the wind shifts – the GPS drift alarm set for 0.003 miles or about 54 m doesn’t activate. Within half an hour the storm passes, the boats settle to their anchors and we go back to bed wondering if there is any damage to Envoy’s newly painted hull.

I’m up at first light in our dinghy checking Envoy’s hull, delighted to find no damage except for a faint paint scratch that’s not worth worrying about. The yacht’s skipper soon joins me, apologising for hitting us and relieved there is no damage to either boat, probably because he had several fenders deployed. He tells me it was such a calm evening that

108 PACIFIC POWERBOAT MARCH/APRIL 2018

he put less than the usual amount of chain out, adding that his wife is badly traumatised by the experience and they will spend a few days secured to a pontoon in the harbour until they’re ready to venture forth again.

We’d hoped that at least the heavy rain would give Envoy a good fresh water wash, but that wasn’t to be either as the rain was laden with red dust which turns quickly to mud and stains everything unless removed quickly.

Sudden thunder storms are reasonably common here at this time of year bringing squalls and wind shifts so we decide from now on to deploy fenders when anchored close to other boats and to always have our 12 volt handheld spotlights plugged-in and ready to use.

A few days later we’re anchored off Lefkas where Amy takes a flight back to London, ending a fantastic six weeks together cruising 419 miles and revisiting some of our favorite places as well as discovering new ones.

Here our bow thruster’s repaired 24 volt electric motor is re-installed. Its sudden stop (caused by a line fouling its propeller) caused damage to its

Envoy moored alongside in Sarande, Albania.

Four massive 350hp outboards on 8m trailer boat.

But their props are totally mangled by running aground.

brushes and these have been replaced. We only use our bow thruster when berthing in a marina or harbour so being without it for a few weeks hasn’t been a problem.

As we need to take Envoy out of the EU periodically to avoid paying VAT we head north towards Corfu where we will clear out of Greece, spend a few days in nearby Albania and then return.

Having previously visited Sarande in Albania we only stay there a couple of days and on returning to Corfu we refuel for the first and only time this year taking on 1,300 litres of diesel at Euro 1.41 (approx NZ$ 2.17) per litre. The fuel attendant says our purchase is relatively small and a motor boat recently took on 200,000 litres. At the price we paid this would have cost a hefty Euros 282,000 or about NZ$434,000.

WATERMAKER ISSUES While at Corfu the water maker technician, Angelos, tells us our water maker’s high pressure pump is ready for installation. It’s been checked by the main dealer in Athens who found nothing wrong with it, not helping to solve the issue of why the system isn’t working properly.

After it’s installed we test the system and find the output is still too low and the salinity too high. Angelos believes there is a restriction in its seawater supply so gets a diver to check the under-hull seawater inlet. But that’s all clear so a few days later he organises a technician from Athens to come aboard and check our system. He runs some tests and concludes the fault lies with the high pressure pump, despite the fact he’s already had the pump in Athens for testing, so again he takes the pump plus the membrane in its casing away for further tests.

Several weeks later they inform us some leaking valves were found in the pump and it’s been reconditioned ready for fitting in

This huge 12m RHIB in Corfu even has another RHIB as its tender.

WWW.BOAT MAGS.C O M 109

2018. In fact we’ve not been able to use our water maker all season, but had no problems getting plenty of fresh water ashore. In the marina we see a trailer boat on the hardstand fitted with four huge outboards, all with their props badly damaged after presumably running aground at speed.

As Di takes photos a Coastguard officer rushes up gesticulating no photos – but too late.

TURKEY AND GREECE’S WAR OF WORDS Turkey and Greece have fought each other for centuries and during the 400 hundred years when Turkey occupied large parts of Greece they ruthlessly suppressed any resistance. Cyprus is still divided into the southern Greek section and northern Turkish section and Turkey disputes Greek ownership of some Aegean Islands close to the Turkish coast.

Currently there is a decline in western tourists going to Turkey because of perceived security threats and because less charter boat customers are going to Turkey, some Turkish charter boats, known as gulets, have been chartering in Greece. Recently Greek Coastguard have been investigating gulets visiting Greek islands without completing official procedures and Turkey has retaliated by banning all Greek commercial vessels from its waters.

Now they are having a battle of words on Navtex (a system where coast radio stations transmit weather and safety information by text to vessels equipped with Navtex receivers).

This is the Turkish text: On 3 July 2017 a Turkish flagged merchant vessel was fired upon by a Greek coastguard boat. Turkish flagged vessels sailing in the Aegean are requested to be vigilant against such incidents with respect to safety of life and safety on navigation and should there be a need they are urged to swiftly inform the Turkish coastguard and Turkish navy.

This is the Greek text: Aegean Sea has always been safe and secure for seafarers. Turkey has repeatedly exploited the Navtex warning system to promote her revisionist national agenda regarding the status of the Aegean to the detriment of safety of mariners. The Hellenic authorities denounce such

practices and underline that the Hellenic coastguard stands ready to protect the life at sea, safeguard the freedom of navigation along with the interests of the international shipping community and enforce the rule of law at sea.

KIWI VISITORS Leaving Corfu we hear a challenging weather forecast; SE winds Force 4 to 5 soon becoming cyclonic with thunderstorms. With Sivota’s storm still in our minds we cruise to the northern side of Corfu to anchor in Ormos Galiaties – a protected south-facing bay. Although we prepare for the worst we thankfully only get winds up to 25 knots and no thunderstorms.

In late September long time Kiwi friends Graham and Cherry Poole arrive for a week-long first visit to Greece and Envoy. We meet them at the beautiful anchorage of Mourtos and during the transfer of their luggage to Envoy one of Cherry’s bags gets left behind in a taverna.

No problem though, the taverna’s manager finds it and we collect it the next day.

Being a former Coastguard Skipper Graham is excellent crew as well as a keen and experienced fisherman (as is soon confirmed). We cruise across to Lakka Bay on the island of Paxxos,

110 PACIFIC POWERBOAT MARCH/APRIL 2018

down to Logos, across to Parga on the mainland and down to Preveza.

All places we’ve been to and know Graham and Cherry will enjoy. En route we tow two lures and land four tuna.

Graham does an excellent filleting job and we dine on sashimi for the first time in ages.

Two days after Graham and Cherry leave us we’re in Lefkas marina for the winter.

It’s been an unusual cruising year having lost two months repairing the fire damage.

We cruised 926 miles, less than half our usual annual distance, logging 181 engine hours and having no major incidents apart from the fire damage on the day we arrived.

Our agent, A1 Yachting, puts Envoy into Customs bond for the winter to maximise the time she can remain in EU waters with VAT unpaid.

A few days later we dine at one of our favourite local restaurants enjoying delicious fresh tuna. The friendly chef shows a photo of the tuna we’re eating, saying it was caught off nearby Meganisi Island weighing an impressive 180kg, adding that tuna of this size are still caught regularly.

Readers can access more detailed and current information from Envoy’s blog: www.envoyinthemed.blogspot.com.

Two of the three technical issues we encountered this year were our own fault – that is the inverter/charger and bow thruster motor and these are resolved while the water maker problem will hopefully be resolved next year.

Our Freedom combination inverter/ charger was damaged beyond repair early in the season when I wrongly attempted to start the main engine while the generator was powering the battery charger and the start battery bank’s voltage was too low. It’s not a major issue as we’ve already replaced the Freedom with a spare equally powerful Xantrex unit we had aboard.

However the Xantrex unit is only an inverter not a combination charger, so charging from the generator is now achieved using our Charles 60 amp charger. The Freedom charger was more powerful at 150 amps and for the future we have the option of the status quo, installing an additional new charger or installing a new inverter/ charger, leaving the Xantrex as a spare once again.

I checked all our internal water strainers. These strainers filter out debris from water before it passes through a pump, catching it in a stainless steel basket that can be easily cleaned out, rather than clogging the vanes of a pump that can’t be so easily cleaned. Some filter seawater, such as for the generator or Yanmar wing engine while others filter fresh water, such as for showers.

Envoy has a dry exhaust system - that is a vertical exhaust from the engine room with a muffler installed above the upper deck level. Although the section of exhaust located in the engine room was checked in 2012, when some new parts were installed and the heat insulation was replaced, the muffler hasn’t been properly checked in all the eleven years we’ve owned Envoy. All I’ve done during this time is occasionally measure the temperature of the muffler using an infra red pyrometer to see if there are any hot spots – which could indicate some thinning of the muffler’s metal.

So I ask our main contractor, Sailand,

to check the muffler. When the engineers arrive they suggest checking the whole exhaust system downstream from the exhaust manifold, since this is supposed to be checked every five years. This job takes three mechanics about five hours and I wonder whether this is all necessary (apart from checking the muffler). However they soon find an area at the bottom of the vertical exhaust pipe where exhaust gases appear to have been escaping – evidenced by black soot stains on the heat insulation’s exterior.

The current situation is that the various components have all been taken away for cleaning and inspection.

This year we only have a short list of jobs to be done during winter: • Resealing two Lewmar hatches into their aluminium frames.

These were repaired at the end of last year but the sealant has failed again.

•

Servicing the seawater pumps on the generator and Yanmar and replacing their vee-belts.

•

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TWIN OR SINGLE ENGINES The pros & cons of each

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THE OCEAN IS YOUR PLAYGROUND.

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NEW LAUNCHINGS We check out the very latest Nordhavn 475, the new baby of the fleet, plus get the first glimpse of the latest Explorer 62/63 and 46 Pilothouse.

Clipper will be releasing a new range of motor yachts at SCIBS such as the Hudson Bay 54.

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ANCHORING IN HEAVY WEATHER Anchoring in heavy weather can be fraught with issues if you don’t get the basics right. Laurie Cranfield gives us an insight into how to handle the situation.

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REVIEW: HORIZON FD87 SKYLINE A brand new addition to Horizon’s Fast Displacement series, the new FD87 Skyline is notable for its avant-garde outline appearance and multi-functional design.

Barry Thompson went to Taiwan to check it out.

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SINGLE OR TWIN ENGINE POWER We look at the issues of maintenance, fuel consumption, costs and other considerations between a single or twin engine trawler.

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REVIEW: GRAND BANKS GB60

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Grand Banks redefines gold-plated boatbuilding with an innovatively-designed, 60-foot beauty that’s as singularly fast and fashionable as she is efficient at displacement speeds! Text by Capt. Bill Pike.

Laurie and Diane purchased their Nordhavn 46 passagemaker, Envoy, in 2006 and have spent most of eight years living aboard in the Mediterranean. They offer up some handy tips if you are planning to get into live-aboard cruising.

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HOW MANY SUMMERS DO YOU HAVE LEFT?

THE MYSTERIOUS DISAPPEARANCE OF UNDERWATER METAL Mike Telleria looks at the problem of corrosion on boats and offers some advise on how to protect yoboat from being eaten away.

2018 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

ANCHORING IN BIG SEAS How to hold fast

SETTING NEW

STANDARDS HORIZON FD87 SKYLINE

LIVING ABOARD All you need to know

C O V E R ALSO REVIEWED:

Horizon FD87 Skyline.

See Page 132 GRAND BANKS GB60

TWIN OR SINGLE ENGINES The pros & cons of each

N E W L AU N C H I N G S: H U D S O N B AY - C L I P P E R & N O R D H AV N

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NEW L AUNCHINGS

The new Hudson Bay 54

New range of Clipper Motor Yachts for SCIBS W

Thurley said SCIBS would mark the world premiere of the Hudson Bay 540 sedan, 470 sedan and 390. The HB 540 is valued at $1.6 million, the HB 470 at $1.2 million and the HB 390 at $600,000.

He said the new generation of motor yachts had already proven a success with a HB 540, a HIB 540 S and a HB 390 already having been sold. The first of those vessels will arrive in Australia in March or April. Thurley said there are currently 12 of the new design vessels in build.

Thurley said the new range encompassed a sleek, European styled sedan bridge Hudson Bay model with three versions being the 500S, the 540S and the flagship 640S. In addition there would be three sedan versions, the 350, 390 and 470.

In addition the same style vessel will be produced in a sedan version starting with the Hudson Bay 350 sedan cruiser.

The jewel in the crown of the new offering will be a range of exciting new Cordova Motor Yachts including the 50MY, the 55MY and the 65MY. These vessels will be true long range cruisers designed to tackle virtually any sea conditions and deliver their owners in safety and comfort no matter where their destination.

Clipper Motor Yachts, Ph: +61 (0)755194 019 or +61 (0)419 788 000, brett@clippermotoryachts.com

ith a history dating back to 1977 Australia’s iconic Clipper Motor Yachts is poised to reach a major milestone at this year’s 30th Sanctuary Cove International Boat Show .

Clipper will be launching an exciting new European inspired model range that will position it at the forefront of the international long range luxury cruiser market.

Clipper Motor Yachts Managing Director, Brett Thurley, said the company was entering an exciting new era in its growth and development.

“We will always keep the core elements inherent in the Clipper DNA such as walk around decks, semidisplacement- keel protected hull design, shaft drive diesel technology, long range economical cruising capacity and exemplary seakeeping ability however we have given the range a massive step change in styling and aesthetic direction for the future,” he said.

“This has been done at a visual, engineering and design level so the new generation of Clipper Motor Yachts, encompassing both flybridge, sedan bridge and sedan vessels will be cutting edge contemporary compared with the Clipper’s of the past.

“Our heritage is in traditional, solid, trawler style long range cruisers and we have now modernised and taking that style of vessel to a completely new level of design and finish.”

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NEW BABY NORDHAVN Pacific Asian Enterprises (PAE) has announced the latest addition to its product line, the new Nordhavn 475.

The Nordhavn 475 will be based on the hull of the Nordhavn 43 but she will be a much different boat, starting with a completely new deck and flybridge. The N475 represents the sleeker, elongated look of modern Nordhavns with the incorporation of an extended cockpit and boat deck, providing not only a more streamlined profile, but also allowing for greater space in the cockpit and more room up top for toys and a bigger tender.

The N475 follows in the footsteps of the Nordhavn 52, 60 and 63, 68, 76, and 96 models– all which expanded upon existing hulls and wound up being the more desired model. With the introduction of the N475, she will become the smallest of the new-build Nordhavns available, making obsolete both the Nordhavn 40 and the Nordhavn 43, whose moulds will soon be destroyed. www.nordhavn.com

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NEW L AUNCHINGS

EXPLORER ANNOUNCE NEW MODELS

The galley of the 62

E

xplorer Motoryachts have a number of projects in build including a very highly spec’ed and customised Explorer 62 for the Mediterranean. This vessel is powered by twin 800hp Cummins and is equipped with Sidepower bow and stern thrusters and a zero speed stabiliser setup.

The craft has a professionally designed interior fitout, featuring full gloss Walnut timbers and very highend fabric linings, with a modern feel. The cockpit has been fully covered with the flybridge extension and a large Wesmar glass sliding hatch has been fitted over this. The hardtop flybridge also features a sliding glass hatch.

The profile has been changed with a different window line, larger master cabin hull windows and an extended Opecmare hydraulic hi/lo boarding platform. It is also fitted with a fully enclosed 4.0m Opecmare extendable gangway for stern tying in the Med. Crews quarters aft, and 3 cabins fwd.

Contact GML, Phil Gilbert for more details Also under construction, and nearing delivery are #1 and #2 in the new Explorer 46 Pilothouse range. #1 has twin 480hp Cummins diesels, bow and stern thrusters and a teak interior trim. This has the three cabin layout fwd. #2 has been customised and features a big full width master cabin and guest double fwd. It also features and extended flybridge to completely cover the extended cockpit, which has the seating as featured in the Explorer 52 featured in the last edition. The new 46 compliments the Explorer 50 PH for those who have space and berth size restrictions.

Phil Gilbert, GML , Ph: (+64) 0274923374, E: phil@gilbertmarine.co

PACIFIC PASSAGEMAKER ANNUAL 2018

The first Explorer 46 Pilothouse nears completion.

The new Explorer 63.

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In days past when you had earlier models of diesels in boats or tractors on the farm, the engines were conventional diesels. The fuel too, was very different, as now we have ULSD (Ultra Low Sulphur Diesel) primarily for emissions control.

So modern diesels (mainly post 2005) are common rail engines. So what? You should have noticed that common rail diesels have the ability to derive much higher torque and HP output than the old thumpers. That’s because the common rail runs at about 10x the injector pressure. This in turn has other implications, namely fuel cleanliness. Typically, industry has nominated a code for Fluid cleanliness being ISO4406 and relates to particle counts within a given fluid volume, of say diesel or hydraulic fluid.

Consider again ULSD. The ‘S’ stands for Sulphur. Sulphur is a naturally occurring compound in crude oil.

When combined with oxygen, this creates higher levels of emissions.

So the advent of ULSD to reduce emissions has created further implications affecting you.

What else does Sulphur do? It acts as a natural antiseptic for the fuel and provide lubrication for seals and pumps.

So three factors combined, mean you need to care more about your fuel quality, they are: + Common rails diesel injector pressure + Reduced resistance to microbial contamination + Reduced lubricity When discussing with clients we always commence an assessment with the quality and frequency of their filter maintenance. You can’t have too much and you must maintain them.

Longer term storage of diesel, either on board or the yard tank or the farm tank, take care of your fuel and it rewards you in spades.

Microbial contamination (diesel bug) can only occur with the presence of water /condensation. It doesn’t take much to start. You can view videos on our website for in depth explanation on how and why.

Many of our clients start off by explaining they have been treating their fuel, and yet there is still brown stuff in the Racor? With what, I ask?

Most are not brand specific (don’t remember) Biocide or non-biocide?

Again many don’t know or perhaps don’t care. Non-biocide is of course less toxic on your breathing (exhaust fumes) and on the environment. Nonbiocidal treatment works by changing the environment the microbes need to survive in. Take away the water and they cannot survive.

Pacific Fuel Limited, Phil van Loghem Ph +64 (0) 21-783 453 / 0800 777 551 phil@fuelright.co.nz www.fuelright.co.nz

In addition the microbes create a black/brown sludge in the bottom of the tank. How do you get rid of this? I need to qualify this firstly by evaluating how much sludge there could be. A lot of sludge and the fuel may need polishing (www.dieselclean. co.nz), a light presence and the correct treatment could be all you need.

The sludge itself is primarily a polysaccharide, or sugar. What dissolves sugar in this context?

Fuelright. Fuelright is an amine based treatment, highly concentrated, used by many commercial shipping organisations, generator companies, hospitals, tugs and other Mission Critical situations.

Not all treatments are created equal.

Most have claims about improved economy for example. That’s not surprising since cleaner injectors will do that. But none that we know of do all of that, plus will breakdown the sludge and provide corrosion protection to the wall of your tank.

Water is isolated out to the filters, NOT emulsified into the fuel and Fuelright also provides lubricity.

You have a large investment in your vessel. Care taken at this point of filtration and treatment mean prolonged injector and engine life, plus reducing the chance of failure at a critical time, perhaps putting your family at risk?

H E AV Y W E AT H E R A N C H O R I N G

Holding

FAST Anchoring in heavy weather can be fraught with issues if you don’t get the basics right. Laurie Cranfield gives us an insight into how to handle the situation.

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H E AV Y W E AT H E R A N C H O R I N G

The author’s Nordhavn 46 Envoy has withstood some seriously rough and windy anchorages.

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N early January gale force winds struck the summer cruising fleets in places like the Bay of Islands, Hauraki Gulf and Great Barrier Island with gusts in excess of 100 km/h, king tides and wild seas. For experienced owners of cruisers and larger trailer boats, riding out the storm wasn’t an issue. However, there were also plenty of new boaties that were not prepared for the wild onslaught. Anchoring in heavy weather can be a daunting experience and one filled with concern, especially if it’s overnight. Having done extensive coastal cruising in New Zealand, Australia, and the Mediterranean over more than 25 years, I have frequently needed to anchor for overnight or longer in winds over 30 knots (Force 7), and sometimes in stronger winds up to 70 knots (Force 12).

There are almost as many theories on the subject of anchoring as there are captains on the water and these suggestions are based on my Nordhavn 46 trawler, Envoy.

With time to prepare, a reliable and tested plan, plus some anchoring experience with your own vessel, you can select a suitable location and anchor in strong winds with safety and confidence.

The process starts with awareness of an adverse weather forecast and normally there is a period of at least several hours to prepare for arrival of the forecast conditions. I always write down the forecast, and then write down updates so that I can accurately monitor how the weather pattern is developing. This article does not cover the options of continuing a passage (as may be forced upon a vessel far from the coast,) or of heading to the closest secure marina, but is about safe anchoring in a coastal situation.

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The Manson Ray (HHP) is an excellent general-purpose anchor, great for cruisers likely to encounter challenging conditions.

An Ideal Anchorage A safe and comfortable anchorage is dependent on finding an inlet or bay largely protected from the ocean swell and seas. If the wind is forecast to blow directly off the coastal shoreline and there is no significant swell or sea, an option is to simply anchor close to shore but a major disadvantage of this strategy is the possibility of a wind shift occurring and placing your vessel on a lee shore. I prefer to pick the most secure anchorage possible free of swell or seas, suitable for a possible wind shift and clear of reefs, rocks, moorings or other obstructions. The ideal anchorage should also have an easily navigable exit and an alternative bolthole to go to if necessary.

Another issue to consider is the placement of other vessels in the anchorage because a good distance off other vessels must be maintained when anchoring in strong winds. Other 126

Left: Ideal for larger craft and specified by many of the world’s finest superyachts, the Manson Kedge (HHP) has been tested and proven all around the world.

Below: The Ultra anchor has a reputation for holding in extreme conditions.

Left: Twin Maxwell winches do the business, especially if you have to retrieve your tackle in a hurry.

vessels dragging and fouling your anchor or hitting your vessel is usually the greatest danger to be faced. It is a good idea to explore the general area before anchoring to get a good understanding of its approaches, layout, depths etc. Use this opportunity to record compass courses and GPS positions for exiting the bay in case of adverse visibility.

DB214

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Travis Thompson Thompson Marine Services PTY Ltd Ph +61 447951758 E: travis@ thompsonmarineservices.com 127

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H E AV Y W E AT H E R A N C H O R I N G

One Anchor or Two Although some captains prefer to use two anchors I prefer to use one.

A single anchor is easier to lay and set, avoids issues of one anchor chain becoming twisted around the other in wind shifts, and is far easier to retrieve in an emergency.

The highly respected UK marine publication, Practical Boat Owner recently ran an interesting article on the one anchor or two question. I think they summed it up very well, so rather than reinvent what they said, here is their summation...

‘To increase an anchor’s hold in an area of poor holding or if the weather is expected to worsen, consider laying two anchors in line. Secure your kedge or, better still, a larger anchor, to the tandem anchor attachment point on your primary anchor. This point should be at or adjacent to the point when the main anchor chain attaches, and the link should be at least as long as the boat and should be made from chain.

When deploying the anchors, lower the secondary anchor first, and allow the full length of chain between the two to pay out before lowering the primary anchor. Set the two together as normal, then pay out the remaining rode.

Retrieval is the reverse process, as you have little choice but to break out the anchors sequentially. The process can be aided by attaching one end of a floating retrieval line to the shank of the primary anchor, and the other end to the shank of the secondary anchor.

Tests have shown this technique can increase holding power by up to 30% over a single anchor, and is hence a useful technique for heavy weather. However, if the anchors do start to drag, the secondary anchor stands little chance of resetting as it drags into the ground already disturbed by the other anchor.’

PACIFIC PASSAGEMAKER ANNUAL 2018

Twin anchors, if set right can give you twice the holding power.

My Technique This article assumes your vessel has totally adequate ground tackle and that is a whole subject in itself. Envoy’s main anchor is a 40kg Delta Setfast with 122m of 5/16” BBB chain.

My anchoring technique is to very slowly motor upwind and stop Envoy in the position where I want my anchor to sit, pay out chain until the anchor is almost to the bottom and then give a short burst of reverse thrust so that the vessel is moving astern no faster than the speed at which chain is paying out. I do not advocate allowing the anchor to free-fall, as chain can become tangled around the anchor. A commonly used method to calculate the length of chain to pay out is to add the maximum expected water depth at high tide to the distance from the anchor roller to the water, and then multiply that figure by five, six or seven times depending on the conditions.

For very strong winds I pay out as much chain as possible, keeping in mind the proximity of other vessels and the consequences of a wind shift. In my experience if reverse power is applied immediately on laying the anchor, it will often result in dragging the anchor along the bottom. I prefer to first let the vessel set the anchor using its own weight, which allows the anchor time to settle onto the bottom and dig in properly. I observe whether the vessel is holding and if all is OK after about 15 minutes I will motor forward about half the distance of the chain length and then let the vessel drift back with the wind. The anchor will then fully dig in when it stops the vessel’s backwards drift.

For strong winds it is important to use a heavy duty and longer than usual anchor rode

Chain, chain and more chain when she’s blowing!

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WINCH SAFETY Courtesy of Maxwell Winches www.maxwellmarine.com This section provides some universal guidelines on winch safety and correct anchoring procedures.

Winch safety starts with winch selection. A correctly specified and installed anchor winch will provide years of reliable, trouble-free anchoring.

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TIPS & GUIDELINES: • Be sure the windlass has been correctly specified and installed.

• The windlass should be used in conjunction with a chainstopper of the appropriate size.

• Run the boat engine while raising or lowering the anchor. Not only is this a safety precaution, it also helps minimise the drain on the batteries.

• Always motor up to the anchor while retrieving the rode. Do not use the windlass to pull the boat to the anchor.

• If the anchor is fouled, do not use the windlass to break it out. With the chainstopper taking the load, use the boat’s engine to break the anchor loose.

• Do not use the windlass as a bollard! In all but the lightest conditions, engage the chainstopper or bollard after completing the anchoring manoeuvre. This will avoid damage to the gearbox and possible bending of the stainless steel shaft.

• In heavy weather conditions, always use a heavy anchor snub or stop from the chain directly to a bollard or firmly fixed deck cleat.

• NEVER use the windlass or chainstopper as a mooring point.

• Always turn the isolator switch “OFF” before leaving the boat.

• When using the windlass do not switch immediately from one direction to the other without waiting for the windlass to stop as this could damage the windlass.

• Do not depend on the windlass to hold the anchor in its bow roller. A nylon line or an alternative anchor tension system should be used to secure the anchor to its stowed position when underway and will need to be removed before operation of the windlass. Alternatively, a pin through the bow roller and the shank can be used for securing.

• Correct fit of chain to chain wheel is essential for the windlass to operate properly.

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H E AV Y W E AT H E R A N C H O R I N G

Kiwi Roa anchored off Deception Island in 50 knots and holding fast on a Rocna 55. to act as a good spring. I set this up with the snubbing fitting just below water level and with several feet of chain hanging on the vessel side of the fitting to add to the spring effect. If depth, water temperature and visibility allow I will check the anchor using a mask and snorkel, checking the anchor is well set, not obstructed, etc. I record my GPS position and activate my anchor and depth alarms to monitor any dragging.

I then make preparations for the coming blow, ensuring all gear on deck is securely lashed down, buffers are readily available in case of any other vessel dragging into mine and I that have a means to cut the anchor chain in an emergency. I prefer to leave the tender in the water in case it is needed but secure it well, close behind Envoy’s stern.

Now is a good time to think what may happen if there is a significant wind shift or a need to move. I check the anchorage using radar and plotter during the day so that I know exactly how it looks, because everything looks very different by night. It’s also a good idea for the captain to get some sleep during the daytime when others can more easily monitor and handle any situation.

Before night arrives I will rig spotlights, have torches to hand, the radar on standby and ensure the engine is ready to start in case of any emergency arising such as the need to avoid a dragging vessel or the need to reduce strain on the anchor in very high gusts. I also sleep in the pilothouse so that I can constantly monitor the situation and react quickly. When the strong wind arrives it is usual to see sheets of spray lifted off the surface of the water and wind waves up to about 600mm even in a sheltered bay with little fetch.

Of course there is some trepidation and a need to maintain a state of high alert, but by following the above procedures I have safely and comfortably anchored though many blows. I have never encountered winds above 70 knots but realise that circumstances may be very different in winds of for example 90 knots plus. The “strength” of wind does not increase in a linear way relative to wind speed but as the square of the wind speed; i.e. a 41% increase in wind speed doubles its strength, a doubling of wind speed quadruples its strength, and a trebling of wind speed increases its strength by a factor of nine!

I’ll be happy never to experience trying to anchor in 90 knots!

The Right Anchor.

Available from all Caring Chandlers or

DB232

info@chainsropesandanchors.co.nz www.chainsropesandanchors.co.nz

Obviously the right anchor for your particular boat is the ONE that holds it best! Anchors, like boats differ in design and shape and some are better suited to heavy weather anchoring than others.

If you want to get technical, there a number of various classification societies around the world, that specialist in the marine industry and have a rating for anchors. For example if you see an anchor with the letters HHP or SHHP that stands for High Holding Power or Super High Holding Power.

HHP and SHHP are both performance standards that relate to the efficiency of the anchor in straight line pulls (pure resistance performance). Sample anchors are tested against a “standard stockless anchor”, of similar size and generally over multiple seabed types and rated accordingly.

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www.maxwellmarine.com

VETUS-Maxwell APAC Ltd PH +64 9 985 6600, 0800 MAXWELL www.vetus-maxwell.com

B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

DARING TO BE

DIFFERENT

A brand new addition to Horizon’s Fast Displacement series, the new FD87 Skyline motor yacht is notable for its avant-garde outline appearance, multi-functional design and the benefits in speeds. Barry Thompson went to Taiwan to check out the first FD87 and the second in the new FD85 Series to be launched.

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S

kyline, while based on the new FD85 Series is a very different boat when it comes to layout, but retains the bold unique and very distinctive styling of the new series. One of Horizon’s most noticeable attributes is they are prepared to listen to their clients as to what it is they want and that the yacht they are asking for, is a full reflection of their lifestyle. This is so true of Skyline, which was built in less than 12 months with a completely personalised interior.

At 27.45m LOA, Skyline is 1.38m longer than the standard FD85. This has been achieved by adding the extra length at the transom, which also increased the waterline length by almost half a metre.

Half load displacement is also up from 89 tons to 95 tons. Construction is ABS/DNV type approved fibre/resin and sandwich core built in a one-piece mould using the SCRIMP process for improved strength and with less weight.

Her design, co-developed by Cor D. Rover and the Horizon team, was inspired by a client’s lifestyle request that evolved into a new model for the FD line up. Travis and Tina Fox, the owners of hull one, began their build process in early 2017 and twas launched in January this year.

As a new model design evolves and clients become involved in the process, changes to the original drawings are inevitable. Such is the case of the FD87 Skyline motor yacht, a brand new addition to Horizon’s Fast Displacement series. The FD87 now joins the FD74, FD85 and FD102 models that comprise the builder’s latest series which may well extend to a new FD122 in the not too distant future.

Cor D. Rover, in partnership with Horizon’s in-house naval architecture team, returned to the drawing boards to collaborate with the team on the design for the FD87 Skyline. Debuting a cool blue hull and contrasting white superstructure Skyline has an enclosed bridge as well as Horizon’s new High Performance Piercing Bow (HPPB).

MASSIVE VOLUME Springing from the eye-catching FD85, the FD87 Skyline retains many of the FD85’s unique features, including an expansive 7.07m beam, spacious full beam on-deck master with four further guest staterooms and two crew cabins on the lower deck. Stunning floorto-ceiling windows in the saloon and dining areas inviting an abundance of natural light within the interior. The transition from the aft deck at the saloon door is completely smooth with no step.

On the main deck, the Foxes opted for convertible main saloon and formal dining areas to suit their lifestyle.

The main saloon sofa has a sleeper function for extra bed space, and the formal dining area can be rearranged as a breakfast bar as needed, thanks to multi-functional furniture. Port and starboard opening doors provide a nice flow through of fresh air but also ease of access to the side decks.

While the FD85 has a port side galley, the FD87 has a full country kitchen forward, so the feeling of

The FD85 Series is an innovation in design and the FD87 Skyline takes it a step further.

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B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

Large areas of floor to ceiling windows create a warm feeling of space.

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space when you walk into the saloon is even more impressive. The galley can be partitioned off with doors or left completely open. The floor to ceiling windows take full advantage of the extensive volume and you get the feeling your walking into a penthouse, with separate entertaining areas to relax and enjoy the surroundings.

In place of the raised pilothouse found on the FD85, the FD87 Skyline boasts a fully enclosed bridge with access to a Portuguese walkway leading forward to the bow and an inviting seating area.

The enclosed bridge provides additional indoor entertaining and lounging areas while allowing for an extended boating season in colder climates. There is a

bar area, desk, dinette and dayhead compliment the fully equipped helm, and outdoor spaces, such as the boat deck with Jacuzzi and forward seating and sun pads, ensure the Foxes will be soaking up the sun and relaxing in comfort.

A newly popular design for the market, the FD87 Skyline also features a spacious beach club and swim platform aft. These provide a perfect spot for relaxing close to the water or enjoying watersports activities. Fitting a beach club into a boat this size meant the tender garage was compromised and the tender is now stowed externally. A crane on the upper aft deck looks after raising the tender.

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HPPB In its continuous pursuit of improvement, the Horizon team have debuted a new bow design in the FD85 Series. Described as a “High Performance Piercing Bow� (HPPB), this design saw across-the-board hydrodynamic improvements in both tank and CFD testing. While alternative bow designs that feature protrusions work more efficiently at either high or slower speeds, the HPPB brings both efficiencies at slower speeds and performance at higher speeds.

The HPPB increases the length of the waterline and reduces the entrance angle of the bow wave. This also enhances ride comfort in head seas WWW.BOATMAGS.COM

B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

Skyline has an enormous pilothouse with plenty of lounging space.

by dampening the motion while benefitting the performance across the range.

The HPPB is a combination of a high performance piercing bow, coming back to a hard chine forward and soft chine with tunnel aft. The hull design delivers lower resistance and a smooth transition in all speed ranges for more efficient cruising.

“The evolution of this enclosed bridge FD87 and the speed with which it all came together represents a true partnership between the client, the architect and the shipyard,” says Horizon CEO John Lu. The FD87 Skyline is fitted with Trac

stabilisers, 2 x Onan 29kW (60Hz) generators, CAT C18s @ 1136hp each, and a 13170-litre fuel capacity.

According to the performance figures, this will yield a nearly 2,000nm range at 9 knots. Maximum speed is 17 knots, with an ideal cruise around 13-14 knots.

The other power options are twin MAN 1200hp or Caterpillar C32 1600hp.

The owners were very much involved during the build process, firming up the interior and exterior design, specifying their AV/NAV equipment, and reviewing engineering details. “ We’re continually impressed by the willingness of the Horizon team to incorporate our ideas into the design”, said the Foxes.

The Foxes customised Skyline to suit their family’s lifestyle from the interior design to the layout and beyond. A modern yet comfortable Italian oasis is the design theme behind their FD87. It features light Anegre for the main wood with lacquer accents and beautiful neutral stones, and each room, including the “cigar lounge” enclosed bridge in Walnut, with pops of colour throughout making each space unique.

OBSERVATIONS The FD87 is an incredible boat, both in style and design. It represents another step forward for Horizon Yachts, now the largest motor yacht builder in Taiwan

There are twin stairways to the pilothouse either side of the aft deck.

The foredeck is all about entertaining in style.

The full beam master is situated on the main deck.

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B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

and 10th on the world superyacht builder’s list for 2017.

The FD85 Series, with its variants, has proven an exceptional success with a number of boats in build or under development, including an FD85, and FD87 and in the design stages is an FD90, all for Australian clients. Every layout is unique to its owner, something that production builders are unable to offer. This is a strength of Horizon Yachts

and one that seems to be bringing them more and more customers, especially for the larger motor yachts. In fact, the FD85 Series boat heading for Australia has been designed with a helicopter touch & go pad on the hardtop and the FD90 has provision for a small mini-sub across the aft lower deck. As designer Cor D. Rover says, “Just about anything is possible!”

The volume of the FD87 Skyline is outstanding thanks to the HPPD bow shape, offering about 25% more than a conventional boat of this size. I doubt you would find a better engineered or finished boat anywhere in the world and all at a very realistic price.

The beach club is a great feature of Skyline.

T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: Designer: LOA: LOH: Beam: Draft: Displacement (Dry):

Horizon FD87 Skyline 2017 Horizon Yachts Horizon Yachts 27.46m 23.78m 7.07m 1.65m 95 tonnes

PACIFIC PASSAGEMAKER ANNUAL 2018

Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Generator: Entertainment:

16.6 knots GRP (SCRIMP) 13170 Litres 1500 Litres 2 x Caterpillar C-18 ACERT 1136hp Shaft in Tunnels 2 x Onan Fusion & Bose

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Stabilisers: Air Con: Thrusters: Anchor Winch: MFD: Starting Boat:

ABT Zero Marine Air ABT Maxwell VWC3500 Garmin 22” x 4 FD85 $US6.72m FD87 $US7.12m

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CATEGORY A

SINGLE VS TWIN ENGINES

A single engine install in an Integrity 530 Grand Sedan.

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or

Twin Single Power We look at the issues of, maintenance, fuel consumption, costs and other considerations between a single or twin engine trawler.

From the Blue Turtle blog, www.blueturtletrawler.com

Many boat owners have questions about the maintenance and operational costs as well as safety and redundancy when it comes to running a boat with a single or twin engine package.

This topic of single vs. twin is always highly debated and there are good arguments for both sides. Firstly, while single engines look really attractive cost-wise, a lot of people have

a mental attitude that a single isn’t easily manoeuvered or safe to cruise with. Everyone has their own opinion regarding the single vs. twin debate and this is simply our perspective.

When we were looking for a trawler, Randy had decided on a single screw because of the lower maintenance cost and fuel efficiency. We figured we would have enough things on our

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hands being new boat owners and that one less engine to worry about breaking would certainly make us a little less crazy. We also wanted to be free to cruise when we wanted and didn’t want high fuel costs to keep us from doing that. We ended up with a 40’ DeFever with a single 185 hp Perkins diesel engine.

Blue Turtle cruises at around 6 to 7 knots and uses about 5.7 lph.

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SINGLE VS TWIN ENGINES Many folks believe that if you have twin engines, you have redundancy or a backup in case one fails.

120hp engine burnt 13.24 lph at a cost of $US369.46 and Sea Crazy, a planning hull with twin 260hp Cats, went through 18.92 lph (one engine) and 26.49 lph on two engines for a cost of $US793.52. All three boats cruise speed was around 7-7.5 knots.

Maneuverability

Maintenance & repair costs

Maintenance and operation costs are a major factor in choosing a single engine or twin engines. If you think about it, having two engines doubles everything from parts and labour for repairs to regular maintenance costs and fuel consumption. When we first bought Blue Turtle, we hired someone to perform oil changes, change fuel filters and impellers on both the Perkins and the generator and in general tune them up. They had found holes in both heat exchangers and ended up having to weld them together. This was caused by the pencil zincs being expired and not being changed out frequently enough by the previous owner.

Our total bill for that initial tune up ended up being $US6,000. Imagine what it would have been if we had two engines instead of one? After the initial shock wore off on this tune up bill, Randy decided from then on out he would learn the ins and outs of diesel engines and learn how to perform regular maintenance himself.

260hp Caterpiller engines.

I should note here that Johnny’s motor yacht has a planing hull and we included 3 cruising scenarios for him below, running on one engine (which he mostly did to save money), running both engines going slow, and running both on plane (which almost never did).

While his boat could actually get on plane and go fast, it cost him 75 lph to do so! Because of this, he almost always went slow and mostly only on one engine because to save money on fuel.

Using the cruising speeds and fuel consumption they gave us, Randy did a calculation of fuel costs for all 3 boats to go to the Dry Tortugas (our fav place) then to Key West and then home to Fort Myers Beach.

Total mileage was 305 nm and diesel at the time was $US2.60 per gallon.

Blue Turtle, a full displacement trawler running a single 185hp engine used 5.67 lph for a cost of $US170.04. Restless, also a full displacement trawler with a

Blue Turtle, is a full displacement trawler running a single 185hp engine uses 5.67 lph @ 7 knots.

Cruising speed and fuel consumption With two engines, most trawlers may cruise a couple knots higher than we cruise — about 8-9 knots but they consume twice the fuel. Blue Turtle, while a little slow, is a very fuel efficient machine. Just to give you an illustration of this, we asked a couple of folks what their cruising speed and fuel consumption were. Our friend Howard has a 42’ Albin with twin 120hp Lehmans and Johnny (Randy’s father) recently sold his 42’ Jefferson with twin PACIFIC PASSAGEMAKER ANNUAL 2018

While twin engines do have their advantages with manoeuvering, single engines aren’t impossible to dock.

Without bow or stern thrusters, it would require some thinking and creative skills to manoeuver, but it’s definitely doable and would take a little practice.

We have bow and stern thrusters and it certainly makes docking Blue Turtle easier. Having at least one of the other would definitely be beneficial in moving around the docks. Randy says that in ways, he wishes he didn’t have both bow and stern thrusters so he could be more creative in docking.

Safety and Redundancy

Many folks believe that if you have twin engines, you have redundancy or a backup in case one fails. This can be true, but there are also times when something can cause both engines to fail, such as something wrong with the fuel. At that point, you have two engines to fix. In fact, the only time we’ve had an engine issue while out cruising was due to a problem with the fuel. If we had two engines, they both would’ve been down and we still would have had to call for a tow.

Remember, as many failures occur due to damage to the propeller or shaft as to the engine itself breaking down. A single prop is usually protected by the keel, and therefore is less likely to be damaged.

Randy doing regular maintenance on our single Perkins engine.

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Blue Turtle Blog Blue Turtle is a 1974 40’ DeFever Trawler and the permanent home in southwest Florida of Kim and Randy Kalisik. This blog is about their journey of living aboard, working full time and raising a boy—while still finding time to cruise.

For more from Blue Turtle Trawler blog go to: www.blueturtletrawler.com

Pros and Cons

We already know that a single engine is more fuel-efficient and has half the maintenance costs as twin engines. While they are more difficult to manoeuver, it’s not impossible. With a bow or stern thruster or a little practice, they are dockable. Single engine trawlers don’t have a backup engine but if you maintain the engine diligently it should be quite reliable. There’s less of a chance to damage the running gear on the single engine since it’s protected by the keel which accounts for a lot of the issues folks have out on the water. Besides the overall lower cost of a single engine, they do have a longer range. With the fuel efficiency, they can cruise further than dual engine trawlers.

Most of the Kadey Krogens and Nordhavns are single engine trawlers for this reason since they cross oceans.

Bottom line, if you diligently care for and maintain your engine, you should have greater reliability and don’t necessarily need two engines. But it does all come down to your comfort level and how you feel about manoeuvering the boat. When purchasing a trawler, you’ll need to factor in things like comfort level with single vs. twin engines, what type of cruising you plan to do, as well as your budget for the vessel and for cruising.

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SINGLE VS TWIN ENGINES Impetuous , an Integrity 530 Grand Sedan, runs a single 700hop Scania

Single Engine Specialists

There are many sides to the single or twin-engine rig debate, and pros and cons for each. Integrity Motor Yachts has taken a stance since establishing its brand in 2008, favouring the single-engine shaft drive installation for their displacement and semidisplacement, shaft drive vessels, with the firmly held belief that this set up is “the future of affordable boating”.

Not only is a single engine cheaper to run, service, maintain and generally look after, most of singleengine installations in today’s boats are quieter and the reliability of the modern premium engine is second to none.

Single engines generally offer easier access with more room around the engine, allowing ease of service which results in further cost savings.

The notion that you install twin for safety is no longer true across the board – proven by the track record of the 99 Integrity motor yachts sold to date, all of which have travelled under the single engine set up the coastline of Australia, from Tasmania to PNG with never an issue.

Company founder, Brett Flanagan points to the international commercial fishing fleet for insight; 90 % of which would be single engine craft, varying in size from small to massive. “One engine is less costly to run and service than two, which is the reason professional who rely on

PACIFIC PASSAGEMAKER ANNUAL 2018

boats for their livelihood believe in single engine installations,” asserts Brett.

Many leading manufacturers recommend single engine for displacement and semi displacement vessels. A single centre line propeller is protected by the keel and rudder which offers more protection that unprotected twin engine propellers.

The addition of both Bow and Stern Thrusters, which makes docking simple and reduces the pressure on the skipper, means stress-free boating for Integrity owners.

Richard and Sue Croall are loyal Integrity owners whose latest vessel is the Integrity 530 Grand Sedan, named ‘Impetuous’, the largest Integrity built to date.

Fresh from his first Sydney to Gold Coast voyage sharing the helm and the 38-hour run with Adam Workman, Integrity’s Sydney dealer, Richard was impressed with the performance of his boat’s single Scania 700 hp engine.

“We made the journey in one hit – 38 hours straight – which is something I have always wanted to do, but never had the confidence to attempt. The engine didn’t miss a beat on the entire trip, and we got about 18 knots out of her at top speed.”

Despite the logic that may say two engines are better than one,

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Richard states the configuration of the boat lends itself to a single engine. “And when you consider that every Sydney ferry, commercial craft and trawlers the world over all rely on single engines, that’s pretty convincing.”

After a New Year raft-up at Mushroom Bay near Akuna Bay in Pittwater with a group of about 12 boats that call themselves “Team Integrity”, Richard and Sue are planning to head to Jervis Bay and then further afield to The Whitsundays and Tasmania. “Impetuous could take us anywhere, I know that for certain.”

From Integrity’s home base of Sanctuary Cove, prawn trawler Captain David Patane explains that single engines are the norm for commercial vessels up to about 80ft. “The majority of trawlers use single engines,” he says, adding there is less complication and risk of things going wrong.

“They are great for fuel economy and modern engines are so efficient, there’s no need for two. If something does go wrong, it gets fixed. As farmers of the ocean, we are Marine Engine Drivers Grade 3, net makers, do the paperwork, market our product, be charming to customers and cook a good barbeque. With all that on our plates, we have to have simple, reliable engines.”

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B O AT R E V I E W G B 6 0 R E V I E W

Who le New

d l r o W Grand Banks redefines gold-plated boatbuilding with an innovatively-designed, 60-foot beauty that’s as singularly fast and fashionable as she is efficient at displacement speeds!

BY CAPT. BILL PIKE

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L

et’s talk numbers for just a few—bigtime numbers. During a recent trip to Australia to sea trial the new Grand Banks 60, the first GB to launch since the company’s reorganisation under the leadership of Aussie maxi-yacht racer and Palm Beach Motor Yachts founder Mark Richards, I gathered some test data that’s flat-out, head-snatchingly amazing. And although the owner of the boat David Berkman was onboard during the trial, along with five other Australians, all of them garrulously ganged up in the wheelhouse, I’m confident that, despite the uproarious laughter that sometimes obtruded, the speed, fuel-burn, and other values accompanying this test report are spoton.

Certainly, it’s no secret that the Aussies are a rambunctious lot, especially when they get out on the water, but the boys from Down Under also calm down right nicely, I can assure you, when a Yank hauls out a clipboard and starts writing stuff down that’s darn near astonishing.

Let me give you a loose idea of what we’re dealing with here. To begin with, consider the fact that at 9.5 knots, while

turning just 750 rpm and factoring in a fuel reserve of 10 percent, the 60 offers a range of 2,973 nautical miles. That’s a number that’s certainly worthy of a fulldisplacement trawler doing hull speed, but for a vessel capable of achieving a lusty top end of 30.5 knots, it’s fullbore radical and, based on my perusal of several test reports for comparable vessels in Power & Motoryacht, also fullbore singular.

Think of it. On the one hand, the new GB 60 hands her owner a set of sporty speeds that are realistically useful under most offshore conditions. But on the other, with a little cooperation from the weather, she offers the lucky soul enough range to travel from, say, Melbourne to The Whitsundays in sumptuous comfort!

At one point during our sea trial, while Grand Banks honcho Richards drove and I dealt with the ol’ clipboard, Richards observed, “You’ll not find another boat in the world today that performs the way this one does.” Given what I was seeing on Australia’s Coomera River at the time, I found no reason to quibble Richards’ statement.

DESTROYER? OR RACING SAILBOAT? Back in January of this year, during a visit to the Grand Banks boatbuilding facility in Johor Barhu, Malaysia, Richards and I had occasion to hunker down and look at the running surface of the partiallycompleted 60 I was scheduled to test in Australia somewhere down the line.

I remarked how I’d never before seen a powerboat with such running surface.

“It’s a little bit like a racing sailboat’s,” Richards, the ocean racer, replied. “And it’s a little bit like a naval destroyer’s.”

Both analogies seemed apt. Except for a modest chine flat that proceeded from the bustle under the swim platform all the way forward to the stem, the 60 had virtually no bottom augmentations. No running strakes, no tunnels, no steps, nothing to engender drag or turbulence outside of a short skeg and what you expect to see from straight-shaft running gear. Surfaces were smooth, subtly curvaceous on either side of centerline and swept into an exceptionally fine entry forward and then, via a steady reduction in deadrise (to a mere 8 deg at the transom), transitioned into an

The bridge is available with hardtop or completely enclosed.

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B O AT R E V I E W G B 6 0 R E V I E W

The GB60 runs flat, achieving a bow rise of just 2.5 degrees at approximately 11 knots.

assemblage of virtually flat, lift-producing after sections.

The philosophy behind all this runs counter to deep-V technology, which seeks to chop its element into submission from above in knife-like fashion, especially at higher speeds.

“By comparison, a warped hull moves through the water very efficiently,” Richards opined as we finished our runningsurface study that day in Malaysia. “And it works best for boats with a top speed of 30 knots or so, which is what we’re aiming for with the 60.”

NO BOWRISE? REALLY? Although hull form had lots to do with the performance data I was gathering on the Coomera River, there were other contributing factors, not least of them being the materials and techniques used in the 60’s construction. While her hull is conventionally hand-laid using E-glass and vinylester resin and her engine room liner is infused using much the same stuff, the boat’s deck, superstructure, and hardtop are composed of vinylester-resin-infused, Gurit Corecell-cored carbon fiber.

The strategy’s obvious. The 60’s broad-beamed hull thereby retains conventional heaviness, but everything above the hull, thanks to the carbon fibre, becomes comparatively light. What results, of course, is a very low vertical center of gravity (VCG), a very high level of transverse stability, and speeds that are fast and super-efficient, thanks to an ethereal displacement of just 63,900 lbs.

There were two remaining data sets that were almost as impressive as our speed and range numbers: sound levels and running attitudes. Thanks to a variety of sound-andvibration-attenuating products from Pyrotek installed in the engine room (including Decidamp tiles in way of the props and elsewhere), as well as the sound-blocking effects of a single, massive fiberglass fuel tank which separates the machinery spaces from the living spaces forward, the sound levels I measured were whispery, not only at the lower helm but also in the master stateroom and in the VIP at the bow.

Indeed, it took speeds of well over 18 knots to push sound levels in the latter two spaces beyond 65 dB(A), the level of normal conversation.

And running attitudes? Without getting too technical here, let’s just say the 60 runs flat, achieving a bow rise of just 2.5 degrees at approximately 11 knots and then maintaining PACIFIC PASSAGEMAKER ANNUAL 2018

Our VIP forward had optional Pullmans

that attitude throughout the rest of the RPM register. Rather than overcoming her bow wave by lifting her nose significantly as most planning boats do, the 60 rises bodily in the water as her speed increases. She never seems to actually detach herself from her element and exhibits a bowrise that’s almost unnoticeable.

THE REST OF THE TEST Before we finished up on the Coomera, I took a turn at the lower helm station and almost immediately satisfied my desire to check out the 60’s Express Joystick System (EJS), with its QuickShift transmissions, hydraulic bow and stern thrusters (with manual override), Dynamic Positioning capability, and EC300 Power Commander electronic single-lever engine controls.

Talk about! I’ve been a big fan of EJS since it made its debut almost 17 years ago and was not disappointed with the 60’s seriously updated version. I got our test boat moving sideways and diagonally with only the faintest of joystick manipulations and no drama whatsoever. Take a couple of big, 31-inch props that can instantaneously spin at virtually any rotational speed, fast or slow, and team them up with a set of vibration-reducing Seatorque Enclosed Shafts, and two powerful hydraulic thrusters, and it’s no wonder robust and steady dockside maneuverability results, 148

Left: A galley-forward option is available, but the view from the aft galley is too cool for words Below: Components are kept functionally discrete at the 60’s two helm stations.

minus the turbulence and clunky boat movements you sometimes get with pods.

And fun, fun, FUN! That was my take on the driving experience. Because the 60’s running attitudes at speed were almost non-existent and her VCG was so low, hard over turns tended to happen sportily, engendering a level of excitement and enthusiasm that caused me to delightedly exclaim, “Whooooeeeeee!” at least once, maybe twice.

Moreover, tracking was railroad-steady, the ride was super-smooth (no seas of any significance on test day unfortunately), the Humphree Interceptors needed no tweaking at all, and acceleration had more in common with muscle cars than boats.

AND OH, THE ONBOARD TOUR Once we we’d returned to our marina at Sanctuary Cove, I spent a while with Richards examining the 60 in detail. Her basic layout, of course, is pretty conventional, with a saloon/galley/helm station on the main deck, a three-stateroom-two-head accommodation below, and a flybridge up top. Within this envelope, however, Grand Banks manages a raft of nifty features, a few in the saloon but more down in the machinery spaces.

Our first stop—the saloon. It was as bright and

Left: Note the walk-in hanging locker in the master.

Below Left: The GB60 represents a whole new world in boats.

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airy as the Aussie countryside around Sanctuary Cove, thanks to a wraparound assortment of huge windshield panels and side windows (two of them electricallyretractable), as well as a rear window and door we left open to the breezes.

A Cruisair air-conditioning system kept things invisibly cool via a clever “false ceiling” with return plenums at the sides and a supply plenum forward. And the galley was simple but complete, with Miele appliances mostly, Silestone solidsurface countertops, and a large, practical Franke stainless-steel sink.

We accessed the ER via a ladder under a gas-shock-activated cockpit hatch. And while at 1.61m the place did not offer standup headroom (like loftier, less sleek, low-slung GBs of the past often did), the spaciousness around the twin Volvo Penta D13s was beyond anything I’ve seen this side of an oceangoing tug. Between the mains I measured 1.52m of open, untrammeled vinyl-treaded walkway and outboard the measurement came close to 91.5cm or a tad more!

And hey, there were no blowers! The 60’s ER is cooled via vent boxes (with WWW.BOATMAGS.COM

B O AT R E V I E W G B 6 0 R E V I E W

demisters), port and starboard, that are part of a system that supplants hot air with cool via natural convective air currents.

The electrical system was equally forwardleaning, with four Lifeline AGM batteries divided into two starter banks, eight more Lifelines divided into two house banks, and a couple of standard, 300-watt Enerdrive solar panels on the hardtop’s roof which keep onboard refrigeration operable without shore- or genset power. And each main was equipped with a Groco safety seacock in lieu of a conventional crash pump.

“You know what I like about this place,” I asked Richards as we exited via the ER’s watertight door.

“What,” he asked, going up the ladder.

“Although it’s simple—easy to figure out and maintain,” I replied, “it’s still absolutely cutting edge. Nothing else like it.”

“Yeah,” Richards replied, “the 60 represents a whole new world in boats, mate. A whole new world.”

NEW GB 60 SKYLOUNGE EXPANDS CRUISING OPTIONS

The versatility of the 60 Skylounge offers cruisers in both cold and warm climates the ability to operate the boat from an enclosed upper pilothouse.

The option also expands accommodations on the main deck level while providing an additional living area above on the bridge deck. Long distance cruisers will appreciate the additional social area afforded by the enclosed Skylounge, which allows for another settee and table abaft the twin Stidd helm seats. The ability for family and guests to spread out while on a passage only improves onboard comfort. The L-shaped settee can also serve as a watch berth during a night passage, while a day head provides another element of convenience. The arrangement

allows for a dedicated area to secure up to a 4.2 meter tender and the standard Steelhead davit.

The challenges of any Skylounge model are the additional weight and the possible blemish to a yacht’s lines if it’s not designed with a keen eye. “The proportions of the design are very important to us,” says Mark Richards, CEO of Grand Banks. “We’re not in the business of designing ugly boats so we spent a lot of time ensuring the Skylounge looks like it belongs on the 60. And our emphasis on weight reduction and strength in the build process ensure we’re not compromising the 60’s performance and still keeping a very low vertical center of gravity. The whole package comes together and works extremely well.”

T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: Designer: LOA: Beam: Draft: Displacement (Dry): Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Gyro: Generator: Controls: Air Con: Watermaker: MFD: Starting Boat: Contact:

Grand Banks GB60 2017 Grand Banks Yachts Grand Banks Yachts 19.19m 5.85m 1.43m 28,000 kg 30.5 knots GRP 5791 Litre 1100 Litre 2 x 900hp Volvo Penta D13-900 Seatorque Enclosed Shafts Seakeeper SK-9 Fisher-Panda 25000i genset/inverter Twin Disc EJS Cruise Air Idromar Garmin $USD 3,285,000

This article originally appeared in the August 2017 issue of Power & Motoryacht magazine.

FUEL & PERFORMANCE DATA Grand Banks 60 Fuel capacity: 5791 litres RPM 600 750 1000 1250 1500 1750 2000 2350

www.grandbanks.com

PACIFIC PASSAGEMAKER ANNUAL 2018

Knots 7.9 9.5 11.6 13.0 18.0 22.4 26.3 30.5

L/h 9.8 16.6 39.3 73.4 106.3 159.3 227.8 329.3

L/NM 1.300 1.800 3.400 5.700 6.000 7.200 8.700 11.000

Range (NM) 4000 2800 1500 910 860 720 590 470

To allow for adverse conditions, range is calculated on 90% of the fuel capacity.

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T H E A LL-RO U N D EN T ERTAI N ER

IN TRODUCING THE NE W GENER ATIO N IN TEG RIT Y M OTOR YACH TS 440 SEDA N Proudly showcasing our commitment to innovation, this all-new model represents the evolution of a tried and tested motor yacht with style, safety, comfort and reliability at its core. A huge 14’2 beam equates to stability and space onboard. Wide walk-around side decks and high hand rails ensure safety in all conditions and step on-step off access means simple docking.

Integrity’s practical and popular barbeque off the 1.5m swim platform is perfect for alfresco meals. The spacious cockpit with full wrap-around seating and table is the ultimate entertainer’s delight, with seamless flow-through to a fully appointed aft galley and saloon. The helm can be laid out as twin seats or a bench seat, and the electronics package is state-of-the-art. Interiors have been refreshed with new walnut timber finish, creating a truly stylish home away from home. Below decks, enhancements include two full queen size cabins and a separate WC and shower. The all-new 440 Sedan sleeps 8 and is equally suited as a weekender or adventurous long-range cruiser. www.integrityboats.com.au

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TASMANIA - BOAT SALES TASMANIA Phone 1300 288 007 Murray St. Pier Marina, Hobart (opp. Parliament House)

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LIVE ABOARD CRUISING

Envoy anchored off Yithion, southern Greece.

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HOW MANY GOOD SUMMERS DO YOU HAVE LEFT? Laurie and Diane purchased their Nordhavn 46 passagemaker, Envoy, in 2006 and have spent most of eight years living aboard in the Mediterranean.

They offer up some handy tips if you are planning to get into live-aboard cruising.

T

his isn’t for everyone; there are many competent, dedicated weekend cruisers who wouldn’t want to spend more time at sea than ashore. But for those who have the live-aboard passion there is generally nothing to stop you. As famed cruiser and circumnavigator Scott Flanders advises, “tick…tick…tick… the clock is ticking, get the picture … do it now!” Regardless of whatever your dream life happens to be if you can’t literally do it now, at least make a plan now.

When I turned 50 I expected to have about 20 good summers left, meaning that barring major illnesses or accidents I expected to enjoy our cruising passion until I was about 70 years old.

Now I’m nearly 68 and believe most people could enjoy live-aboard cruising into their mid70s. Whatever the upper age limit may be one thing’s for sure – you certainly don’t meet many cruisers in their 80s.

Here’s a little exercise to help you visualise how many good summers you have left. Take a tape measure showing inches and stretch it out. Note where 75 inches is representing age 75 and where your age is (e.g. age 60 would be 60 inches). The sobering message is the huge length of tape up to 60 inches represents your life up to now and the short length of tape from your age to 75 (or thereabouts) represents the time you have left to do relatively demanding things like live-aboard cruising.

We had cruised extensively during weekends 153

and holidays and dreamed of enjoying great destinations until we tired of them rather than meeting timetables. We had adult children living overseas, no health issues and wanted to cruise while circumstances permitted. Experience wasn’t an issue and we’d always worked well as a team on four power boats we’d owned during 30 years to that time.

After two years’ planning we bought our Nordhavn 46 Passagemaker, Envoy, in 2006 and I took a year’s leave of absence from work so we could live-aboard during 2007. Then I went back to work leaving Envoy in a Turkish marina for two years before retiring in early 2010 at age 59. By the time I reached the “traditional” retirement age of 65 we’d enjoyed six years of the live-aboard life and now we’ve had eight cruising in exotic places like Greece, Turkey, Italy, Albania, Croatia, Montenegro as well as hundreds of surrounding islands.

The live-aboard life doesn’t have to involve crossing oceans and we’ve cruised over 16,000 miles in the Med rarely being over 40 miles from the nearest land. There are thousands of people living aboard all manner of boats in various parts of the world enjoying adventurous coastal cruising. While it’s a great feeling to have a boat that is ocean-capable a large number of cruisers elect to ship even these vessels aboard purpose-built freighters rather than traverse the oceans on their own hulls and the two options are considered to be similar in cost.

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LIVE ABOARD CRUISING

We have no hesitation in leaving Envoy in secure Med marinas for long periods.

THE MAJOR FEARS Scott Flanders wrote an excellent article in 2011 outlining potential cruisers’ common concerns and some solutions. This is equally valid today.

Competent technical assistance is easily obtainable throughout the Med.

Experience levels – everyone starts somewhere so take small steps first and learn from your mistakes. Coastguard and the Royal Yachting Association run excellent courses to gain practical and theoretical skills and as most countries require some evidence of proficiency it’s a good idea to gain some certifications.

Mechanical ability – it isn’t the big things that fail and you will learn to deal with handling the smaller problems. Most countries have competent mechanical assistance available. Carry a comprehensive range of tools, spare parts, equipment manuals and chandlery aboard.

Handling rough seas – becomes easier with practice and although this is a concern for many one study reports 80 per cent of the time wave heights are less than 3.7m explaining how many cruisers travel thousands of ocean miles over many years rarely if ever encountering dangerous seas.

Navigation – is not difficult with today’s electronic equipment.

Sextants are long gone and this is an area where courses will greatly assist.

Seasickness – many cruisers start off getting seasick but wean themselves out of it and medications can assist.

Weather and tides – there is ample reliable information for coastal cruising while offshore cruisers often pay for professional forecasting. The internet hugely improves forecast availability.

There is negligible tide in the Med. Manoeuvring and docking – practice makes perfect, but don’t worry about minor scratches on your gelcoat. A bow thruster will greatly assist docking.

Another concern is piracy off the north-east coast of Africa making it dangerous to traverse these waters. Circumnavigators who include the Med in their route mostly ship their boats across the Indian Ocean. Piracy is not a major issue in other waters and the website www.noonsite.com provides regular updates.

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Anchorages can sometimes get rough when the Meltemi north-westerly sets in.

Friendly local shopkeepers nearly always give you a discount or gift.

Turkish boatman selling wares alongside Envoy.

time in the confines of a boat. Only you will know if this is correct or not and we probably all know people where this lifestyle would be doomed to failure. Allied to this issue is one partner having a lack of confidence in the other’s ability.

If you’re passionate you’re half way there and your confidence will grow through sharing experiences together.

PRACTICAL ISSUES TO CONSIDER Once you decide to live the cruising life there are numerous issues to consider mostly falling somewhere into these categories: How long will you be away each year? – the vast majority of cruisers (power and sail) see little point in sitting out the winter in a marina so return home to see their families and friends.

An exception to this is that many European cruisers prefer the kinder winter weather in a location like the Med to that in their own country.

Health – a reasonable but not perfect standard of general health and fitness is required for the live-aboard life reinforcing the case for starting the cruising life sooner than later. Travel insurance is essential as medical treatment can be extremely expensive overseas.

How many years will you cruise for? – the short answer is as long as you are enjoying it and health, funds and other circumstances permit. About five years would be typical and we’ve rarely met cruisers who’ve lived aboard for more than ten.

Pets – Overseas regulations concerning transportation and quarantine of pets are less strict than in New Zealand or Australia and some cruisers take their pets along. Similarly there are fewer restrictions on pets on beaches and in restaurants and cafes. Diane and I always had a dog or cat at home and loved them dearly, but prefer to avoid the hassles of having a pet aboard a boat.

Dependent family – most of the cruising community are in the age group mid-50s to mid-70s without school-age children and cruisers living aboard with children are rare. When we started cruising we each had an elderly parent who accepted we were living our lives to the full, appreciated our weekly phone call and enjoyed our home visits.

Comfort aboard – this will of course vary by vessel. When yachtsmen come aboard Envoy they are amazed at the living space available compared to sailing vessels of the same length.

We don’t get wet, cold or wind-blown and Envoy’s motion is rarely lively enough to spill a coffee.

Family and Friends – of course you miss your family and close friends, but some may be able to visit you and share in your cruising experience. Otherwise being able to see them for at least one period of a few months during the year keeps these relationships intact.

Capital and living costs – the size, age and condition of your vessel determines its capital cost. Remember that bigger isn’t always better as larger vessels have dearer insurance, berthage and maintenance costs. Living costs such as food, beverages, household supplies and personal spending are about the same for us while cruising as when at home. Maintenance is dearer due to the higher cost of parts and greater distances travelled.

There is also the cost of travel to and from our boat and additional fuel for the longer distances cruised. Casual marina prices are high in the Med so the best option is to anchor wherever possible, which is always free. Excluding living costs maintenance has been our largest cost averaging about six per cent of Envoy’s estimated value each year. Diane and I look at this not as “cost” but “investment in fun”.

Work – most cruisers we meet are semi or completely retired.

Some do consulting work remotely or are able to find some casual work if they choose to. A fewer number of younger cruisers take time out from the work force intending to rejoin it later.

Your home – some cruisers elect to sell their house to provide funds for cruising while most others rent it out, get house sitters or leave it vacant.

Compatibility and confidence – some people may speculate you won’t get on well together as a couple spending so much 155

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Envoy anchored near shipwreck in Crete.

of engineering, layout, equipment brands and furnishings; having a manufacturer’s warranty and benefiting from lower maintenance costs.

However people purchasing new in expectation of having no problems are sometimes disappointed as many new boats seem to need cruising quite a few miles and some months to resolve initial teething issues.

Other buyers prefer to purchase pre-owned for the benefits of immediate availability (there is generally a wait for new vessels), lower investment cost, lower initial depreciation cost and the fact that it’s tried and tested with more equipment, spare parts, tools, chandlery, bedding, galley utensils etc included in the price.

BUYING YOUR LIVE-ABOARD VESSEL The new and pre-owned boat market favours buyers with ample choice available. Most types of boat are suited to cruising the Med and we even met one couple living on a six metre outboard-powered trailer boat which had cruised from Germany down the Rhine and Danube rivers to the Black Sea and Turkey, then across the Aegean Sea to Greece. However the majority of live-aboards are found on sailing yachts or catamarans, mostly up to about 14 metres. We opted to buy a heavy displacement monohull passagemaker to provide future options for long-range cruising, but starting again would also consider displacement power catamarans.

Do your research by reading, visiting cruisers’ blogs and talking with live-aboard cruisers.

Consider the location of vessels for sale relative to your intended cruising area. We wanted to use our boat in the Med so primarily looked at vessels located in Europe.

Allied to the location issue is the complex one of port of registry, particularly if local taxes haven’t been paid. Our vessel is New Zealand registered and can remain in EU waters up to 18 months at a time without paying VAT. Before 18 months expires it’s only necessary to leave EU waters for a few days to re-set the 18 month clock. However specialist advice should be obtained for each set of circumstances ensuring the vessel is unencumbered and that correct documentary procedures are followed to minimise liabilities.

Familiarise yourself with other relevant regulations such as the Schengen Treaty which currently limits visits by New Zealand passport holders to three months in each treaty member country and Australians to three months total in all member countries (most EU countries are members).

Turkey, Croatia and Albania require cruisers to use agents for clearing-in and out. Even where not required it’s a good idea to use agents as they have useful contacts and may be able to offer advice on extending your stay and minimising your obligations.

Spend some time with the boat’s previous owner to gain detailed knowledge of its operation, systems, maintenance and spare parts requirements.

Should I buy direct or use a broker? - The majority of preowned boats are listed with brokers. An experienced broker can provide valuable assistance in finding the ideal boat for your circumstances and negotiating a deal with the seller. The seller pays the broker’s commission so there’s no disadvantage for the buyer.

What equipment is desirable for the live-aboard boat? - A live-aboard vessel often cruises beyond the easy reach of regular service and spare parts providers and bearing in mind the boating adage that everything that can go wrong will eventually go wrong she needs to be engineered for maximum reliability with redundancy of systems and a well-planned inventory of chandlery, tools, key spare parts and documentation covering equipment carried aboard. Even if (like me) you’re not an engineer, you can generally get assistance with problems if you have the necessary parts and information.

Fuel supply - Most diesel engine problems are fuel-related so this is an area to pay particular attention. Boats have a primary (before engine) fuel filter, and a secondary (on engine) filter. You can enhance this by having a system for filtering (or “polishing”) the fuel into one tank dedicated to running the engines before it goes to the primary filter. This tank also accepts the filtered return fuel from the engines. Large capacity dual primary filters able to be interchanged under way and fitted with a vacuum gauge and moisture detector will minimise problems.

Should I buy new or pre-owned? - Some owners prefer taking delivery of a brand new vessel for the pleasure of specifying a vessel suited exactly to their requirements; having a choice PACIFIC PASSAGEMAKER ANNUAL 2018

Electrical - A generator is desirable so that power is available when anchored for long periods.

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Safety equipment - Of course you must ensure the vessel has, or will be equipped with all obvious safety equipment including an approved self-inflating liferaft if venturing offshore.

The house battery bank should be deep cycle with sufficient amp hour capacity for the equipment carried. The start bank should not be deep cycle and dedicated to starting the engines. Both banks should have isolating switches and the banks should be connectable using a parallel switch in case of low voltage in the start bank.

All circuits should be protected using circuit breakers. Having an electrical circuit diagram is a big advantage.

Other desirable equipment is a high capacity engine alternator with a “smart” regulating system, a battery charger able to operate from both generator and shorepower and an inverter to produce AC from the house bank.

Tender - Many live-aboard vessels have large heavy tenders, which are only able to be launched or retrieved in calm conditions using a boom winch or a hoist. Our 3.7m RHIB with 25hp outboard is excellent, but we also value our much lighter 2.7m RHIB with a 2.3hp outboard, able to be launched by hand. Remember that for most coastal cruising vessels the tender is the liferaft.

Air conditioning and heating - Although Envoy has reverse cycle air conditioning we rarely use it as to work effectively all doors, windows and portholes need to be closed and the engine or generator needs to be running. Heating options need to be considered if wintering afloat in cold conditions.

Ground tackle - To anchor in remote areas, sometimes in adverse weather it’s essential to have a main anchor, spare anchors, all-chain rode and windlass appropriate to the size of vessel with a minimum of 100m of chain.

Laundry - It’s so inconvenient and expensive to get laundry done when cruising that we regard a washing machine as essential. It will soon pay for itself in saved laundry costs and remember that the first mate has to be happy too!

Water and sewage - Potable water is often not readily available overseas so ample fresh water storage is required, preferably in more than one tank. Sewage holding tanks are essential and it’s a good idea to have a diverting valve on your head which can either discharge sewage directly into the sea when well offshore, or into the holding tank when close to shore.

Surveying your vessel and final negotiations - Unless you are a boat builder or similarly qualified it’s essential to engage a qualified surveyor (who acts for and is paid by the buyer).

This applies to all pre-owned vessels, but should also be considered for new vessels as these are not immune from poor practice. Surveyors not only have considerable technical expertise, but follow a logical documented process for a thorough examination of the vessel and are totally objective whereas the excited buyer might overlook or downplay some negative issues. A recent survey is also helpful when insuring your vessel.

Galley - A stove with at least three burners is desirable together with a medium sized oven. We prefer lpg to electric so that we don’t need to run a generator to use the stove. Diane says our microwave is nice to have, but not necessary.

Refrigeration - An effective high storage capacity refrigerator and freezer is essential. I don’t advocate refrigeration powered solely from the house battery as refrigeration generally causes by far the largest current draw and these systems are always chasing battery charge. Our system uses AC from the generator.

Now enjoy your vessel - Before heading to sea for the first time spend a few days thoroughly familiarising yourselves with your vessel. Know where all equipment is stowed, how it works, where the different seacocks are etc.

Stabilisation - Stabilisers are highly desirable for a displacement monohull vessel and we recommend as a minimum having paravane (passive) stabilisers. Although these are not pretty they are very robust and reliable and with this system you can also use flopper-stoppers to reduce roll when anchored.

Hydraulic (active) stabilisers are more effective, but expensive to maintain and prone to occasional failure while most systems don’t help at anchor.

Meanwhile you can follow Envoy’s adventures by reading Pacific MotorBoat and by visiting our blog www.envoyinthemed.blogspot.com.

Local tourist boats often cause problems speeding through anchorages.

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T E C H TA L K

THE MYSTERIOUS DISAPPEARANCE OF UNDERWATER METAL If there is one thing more confusing and difficult to understand than electricity, it’s chemistry. So, when a boater hears that corrosion is an electrochemical process, it’s no wonder both sides of his brain begin hurting.

TEXT BY MIKE TELLERIA (Reprinted courtesy of Nordhavn)

Protons, electrons, neutrons, covalent bonding, ionic bonding, valence shells – enough! Just slap a new zinc on there and hit the water, right? Actually, in a way, that’s not bad advice for a Nordhavn. But, before getting into how we protect our boats from corrosion, let’s back up and take a more general look at the problem of corrosion on boats. a very s l o w process and is typically not a major concern over the lifetime of a boat.

Electrolytic corrosion (commonly called stray current corrosion), on the other hand, can do real damage in a matter of just days or even a few hours. Some like to call this electrolysis, but that term is actually something else – better to just call it stray current corrosion. This type corrosion relies on an outside “stray” source of electrical current, such as a loose positive DC cable dangling in the bilge water or possibly an electrical fault on a nearby boat at the dock. Problems can range from accelerated zinc anode wastage to massive corrosion of props, shafts, thru-hulls and

There are three types of corrosion for boaters to be aware of: electrochemical, electrolytic and galvanic. And four things must always be present for corrosion to occur: an anode, a cathode, a metallic path for electrons to flow and an electrolyte. Most boaters have at least heard of galvanic corrosion, but the other two might not be on their radar unless they’ve actually had issues that involved electrochemical or electrolytic corrosion.

A good example of electrochemical corrosion (also known as single-metal of self corrosion) is an isolated brass fitting immersed in seawater. Brass is an alloy of copper and zinc, so zinc becomes the anode, copper the cathode, seawater is the electrolyte and the metals in the alloy are obviously touching to provide a path for electron flow. The electrons flow from the zinc to the copper and an ionization reaction takes place at the anode (zinc) causing it to dissolve – this dissolving is what we call corrosion. Thankfully electrochemical corrosion is PACIFIC PASSAGEMAKER ANNUAL 2018

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Sometimes the corrosion is just to damn far!

other underwater metals. The tell here is that it happens fast – much faster than electrochemical or galvanic corrosion.

Now we reach galvanic corrosion – the biggest concern for boaters. Galvanic corrosion is just a natural consequence of boating. All the components are there: dissimilar underwater metals to create anodes and cathodes, seawater as an electrolyte and common metal connections within the boat’s machinery and wiring. This sets up a basic galvanic cell where the more anodic (active) metal will waste away while the more cathodic (noble) metal will remain intact. A quick look at the galvanic series will show how the metals on the top (anodic) will suffer while the metals on the bottom (cathodic) will be protected. The further they are apart, the more potential there is for damage. Think stainless steel propeller shaft (like Type 316 passive) meets bronze propeller – bye-bye bronze propeller.

In the case of a Nordhavn (and pretty much any other boat), we’re left with a situation where we have to protect the boat from itself. We like stainless steel propeller shafts because they are strong, durable and can take the beating of transferring power from the propeller to the hull.

We like bronze propellers because they are also strong and durable – and they are cost effective (a large stainless steel propeller would be very expensive). But put the two together under water and we’ve got problems.

In order to protect the boat from itself we actually go back to the galvanic series and find an inexpensive solution right there near the top: zinc. Most boaters have heard of cathodic protection and sacrificial anodes, which is exactly what we’re talking about. By adding zinc anodes to the mix of underwater metals we’re creating a front line of little gray soldiers who will sacrifice themselves in order to protect our relatively cathodic stainless steel shafts, bronze propellers, thru-hull fittings and other underwater metals. As long as we remember to replace our zinc anodes after they are 50% depleted we shouldn’t have anything to worry about.

One point to bring up here is the strategy of bonding, which is necessary for this kind of boatwide cathodic protection to work. Cathodic bonding describes electrically connecting all of the underwater metals together, typically using a system of copper bars that run along the inside of the hull and bonding wires to attach individual components like thru-hull fittings, prop shafts, rudder struts and zinc anodes to the copper bars.

This electrical connection is absolutely necessary for the zincs to protect the rest of the underwater metals.

However, it is possible to provide local cathodic protection by bolting underwater zincs right onto the metals they are intended to protect (collar zincs for shafts, propeller hub zincs for propellers, special zincs for keel coolers, etc.) and not using a bonding system with centralized zincs to protect the entire system. And some metals, like quality bronze thru-hulls, can provide decades of service with no protection at all. As long as they are isolated they are only subject to simple electrochemical corrosion, but the rate of corrosion is so slow that it is not an issue.

Nordhavns use a bonding system with an appropriate number of external hull zincs as well as some individual collar and hub zincs for the shafts and props.

Plugging a boat into shore power can be like using a public toilet without using a seat cover.

Without protection you might catch something. The problem centers around the green grounding wire. The grounding wire is necessary for circuit breakers to properly work to clear electrical faults and prevent people from being harmed, but just by being there it makes it possible for problems on other boats to cause issues on your boat. On the not-so-bad side this can result in accelerated wastage of your zincs as they struggle to protect the metal on someone else’s boat as well as on yours. On the oh-so-bad side it can result in serious corrosion of your underwater metals or dangerous voltages being brought onto your boat.

For smaller boats the most common solution is typically a galvanic isolator placed in series with the green grounding wire.

This device will block small galvanic currents from coming aboard and effectively isolate your underwater metals from the rest of 159

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T E C H TA L K the boats on the dock. In the event of a serious electrical fault, it will still allow the grounding wire to do its job in order to provide protection for personnel.

Large boats will many times have what is called an isolation transformer, which is a large electrical device with windings that uses induction to pass current rather than a physical connection with wires.

This basically creates an independent power source for the boat with its own grounding conductor, so there is no physical grounding wire connection between the boat and the dock. This is the ultimate solution because it makes it impossible for any kind of issue, galvanic or otherwise, to be brought aboard on the green grounding wire – because this connection to the dock no longer exists.

All of the larger Nordhavns include an isolation transformer for the main ship service shore power connection and a galvanic isolator for the dedicated air conditioning shore power connection (if included). The smaller boats, like the N40 and N43, are typically ordered

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with only galvanic isolators. One trend that seems to be on the rise, especially with larger boats, is the inclusion of shore power converters that can accept power within a wide range of voltages and frequencies – these are ideal for boaters who frequent foreign ports (like many Nordhavn owners do). In terms of electrical isolation from the dock these devices do the same thing as an isolation transformer.

This article only scratches the surface on the topic of boat corrosion. The American Boat & Yacht Council (ABYC) actually offers a certification course on this subject, which is a great opportunity for those who want to learn more. The text for the course is The Boat Owner’s Guide to Corrosion

by Everett Collier, which is excellent and highly recommended for those who want to learn more on their own.

Another good source of information on this topic is www.qualitymarineservices. net, which includes a number of photos and additional information on boat corrosion.

Mike Telleria is P.A.E.’s technical writer, responsible for creating the thoroughly detailed, superbly informative and highly coveted Owner’s Manual that accompanies each new Nordhavn.

Galvanic corrosion – the biggest concern for boaters.

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