P A C I F I C
THROUGH THE GATES OF HELL SYDNEY TO HOBART BY THUNDERCAT
THE 100% RIB MAGAZINE ISSUE 4 - 2018 ANNUAL
Buccaneer 630 ENFORCER NEW ENTRANT TO THE RIB MARKET
PACKED WITH
PUNCH
BUYERS GUIDE TO OUTBOARDS 70HP-140HP
JP RIBS 10M
BUCCANEER 630 ENFORCER
SMUGGLER STRATA 820 HT
SOUTHERN PACFIC
WWW.BOATMAGS.COM | 107 CORMORANT 600
ribs
PA C I F I C R I B 2 018 A N N U A L
CONTENTS 110 N E W S & NE W L A U N C H I N G S
118 Q U I C K LO O K
12 2 BUCC A NEER 63 0 ENFO RCER
12 6 PA C K E D W I T H P U N C H
Buyers Guide Mid-Range Outboards 70hp-140hp.
13 6 T H RO U G H T H E GA T E S O F H E L L
Sydney to Hobart by Thundercat.
P A C I F I C
EO VID
13 2 JP R I BS 10 M
This big boat from JP RIBS is ultra stylish, ultra modern and packed full of features.
140 SO UT H ERN PA CI F I C CO RMO RA NT 6 00
THROUGH THE GATES OF HELL
One of New Zealand’s leading trailer boat builders enters the RIB market.
The biggest boat in the SP range, the Cormorant 600 is all Kiwi.
SYDNEY TO HOBART BY THUNDERCAT
Buccaneer 630 ENFORCER
THE 100% RIB MAGAZINE ISSUE 4 - 2018 ANNUAL
NEW ENTRANT TO THE RIB MARKET
PACKED WITH
PUNCH
BUYERS GUIDE TO OUTBOARDS 70HP-140HP
JP RIBS 10M
BUCCANEER 630 ENFORCER
SMUGGLER STRATA 820 HT
COVER
The Buccaneer 630 Enforcer at speed on Lake Karapiro. See Page 124.
SOUTHERN PACFIC
WWW.BOATMAGS.COM | 107 CORMORANT 600
P A C I F I C
PUBLISHER D&B Publishing Ltd Trading as BoatMags.com
EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 barry@boatmags.com
ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 alex@boatmags.com
REGISTERED OFFICE Tel: +64 (0)9 428 2086 www.boatmags.com Postal Address: PO Box 132 Whangaparaoa, Auckland 0930, New Zealand. Printer: PMP Limited ISSN 2382-0993 (Printed) ISSN 2382-1000 (Online)
All rights reserved. Reprinting in whole or part is expressly forbidden, except by written permission of the publisher.
WWW.BOATMAGS.COM | 109
LINE
ON
Lancer RK5000, Seafarer SF 600R.
Thrills comes standard in this big blue water hardtop.
ATCH W
EO VID
ATCH W
114 SMUG G LER S T RA TA 8 20 HT
LINE
New boats from a 3m tender through to a 14.5m maxi RIB.
ON
NEWS
SEALEGS LAUNCH THEIR BIGGEST EVER The 9.0m Hydrasol RIB is the largest amphibious RIB Sealegs has ever produced, and is a dream for anyone needing a large platform for their adventures. The 9.0m Hydrasol RIB comes in at just over 9m long, with massive space in front of the console, along with the tubes and behind crew seating. Add additional seating behind the console pedestal seats with an auxiliary bench seat, or choose to give yourself more space instead. The 9.0m Hydrasol RIB is perfect as a dive boat or fishing craft - or as the workhorse for family excursions. Fit surfboards, paddle-boards and more along the deck under the tube - the only limit is your imagination.
www.sealegs.com
NAIAD 4WD OF THE SEA Naiad are certainly best known for their hard-working commercial boats, forming the backbone of rescue, police, and fisheries patrol fleets across Australia and New Zealand. But what is often overlooked is that Naiads are also terrific recreational boats, especially for customers looking for something special. The Naiad recreational range includes centre console boats ranging from 7m to 10, cuddy cabin sport boats 8.5m to 12m, and full cabin boats 11m to 13m. These boats combine luxury with the great rough-water ability that has earned Naiad
110 | RIB ISSUE 4
their trademark “4WD of the Sea”. And these boats are quick. How does a 10m sport boat with a pair of the latest Yamaha 425hp V8 engines sound? Or a 6.8m centre console with a Mercury 300hp V8? Seriously fast – you bet! Of course, the boats still perform well with more modest power, but so often Naiad customers are demanding more and the Naiad hulls can deliver to their full potential.
Like their commercial cousins, a variety of drive configurations are available. Outboards remain the most popular option, but also jet and sterndrive variants can also be supplied. These beautifully-finished recreational boats have made a real impact in West Australia over the years and are now available on the east coast. Like all Naiads they can be customised to meet virtually any special customer requirements. Naiad Design Ltd, Ph: +64 3 573-7246, john@naiad.co.nz, www.naiad.co.nz
CUSTOM TENDER BY ENDURO Spotted cruising around a local superyacht recently was this custom built RIB built by Enduro Boats in Hamilton. Known for their alloy trailer boats, the company made this luxury RIB for a regular client who wanted a custom tender. Powered by a Suzuki outboard the RIB has dedicated seating for four with a double aft bench seat, one ahead of the console and in the bow over the anchor locker. U-Deck is used on the sole and the tubes are Hypalon. The owner uses the boat to collect guests and also as a fun boat to tow water toys.
TINO 450YC COMBINES ALLOY & GRP The 450YC is the first plate aluminium hull and fibreglass topside boat from Tauranga based Tino Marine. This design coupled with their propriety foam fill
and puncture proof SBM pontoons make
and 30% more internal volume than a
the ultimate combination of durability and performance with no compromise. The YC series boats have design features that won’t be found on any other soft-sided boat. Rod holders in the pontoons, under gunwale fishing rod storage
comparative sized RIB are just some of the advantages of the new YC series boats. The YC series is available in 4.5m, 5, and 5.5m Tino Marine, Ph +64 27 573 5735 nicholas@tino-marine.com
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NEWS
ANVERA 48 HI-TECH MAXI-RIB When you look at the Anvera 48, it’s not hard to understand that the boat is a product of Italy. It’s got style and it’s got grace and of course, it’s got pace. This 14.50m ‘solid’ RIB is built in carbon and carries a price tag around 690,000 euros plus VAT).
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Externally the boat is characterised by two particular uprights with a wing profile that delimits the deckhouse, the dashboard and the cockpit cover. Also, note the air intake integrated with the only light column supporting the superstructure, but overall the lines are simple and elegant, designed
with a view to functionality and the conquest of a comfortable space on board, where they can be hosted up to 16 people. The Anvera 48 has power options from twin 370-550hp in either surface drive or sterndrive, with 1400 litre fuel capacity.
www.anvera.it
SMOOTH RIDE WITH SHARK SEATS
QUALITY LADDERS
Shark jockey suspension seats are built in New Zealand to exacting standards to be lighter, better performing, and more cost effective than anything else out there. They are widely used in coastguards, government departments, and with tour boat operators. They are also very popular with recreational boat users that want a safe and ultra-smooth ride. They come with a 3 year manufacturers warranty on all parts, not that you’ll need it as they are tested to 1 million full 10g impacts and still keep going. Designed and manufactured in New Zealand, the Shark products are modular and customisable, allowing for specific requirements. They can be easily installed, serviced, upgraded or modified by one person. Also of note is that they are designed by aprofessional ergonomics engineer for maximum comfort and safety, the Shark products are compatible with a wide selection of accessories such as handles, slides, tilt, adjustable armrests, footpegs, headrests and lap belts. There are a number of models including the ultralight 9kg FLEX unit which is only 300mm wide and fits under an existing seat, the ULTRA system which is only 13kg and includes the Shark Jockey seat with fully waterproof, energy absorbing foam, and the XTRA which includes stitch free, stretch fit neoprene upholstery for ultimate comfort, fully waterproof and fire retardant. Shark Ltd, Ph +64 27 326 8436 | dan@sharkseating.com
Our ladders are crafted in NZ to the highest quality from Marine grade 316 stainless steel. Our wide range of ladders fit most vessels and can be customised to suit your needs making Dixon Stainless Steel the best option for Quality Ladders with a lifetime warranty.
CHOOSE FROM AN EXTENSIVE RANGE
Call us for more info: p: +64 9 422 3595 or e: mx@pl.net. 59 Woodcocks Rd, Warkworth 0910. NZ www.dixon.co.nz
DB273
CUSTOMISED OPTIONS AVAILABLE EX FACTORY DIRECT
www.sharkseating.com
ULTRA-SMOOTH
FUSION RELEASE CARBON RIB
JOCKEY SUSPENSION SEATS FOR PROFESSIONAL & COMMERCIAL CRAFT DB295
New from Auckland based Fusion Marine Boatbuilders is this carbon infused composite 3m tender. The carbon allows for a lightweight construction with gelcoat finish applied to the hard wearing surfaces. Clear coat carbon across transom is nicely finished with teak trim. The tubes are fully welded. Due to the lightweight, the Fusion tender is an easy lift back aboard for stowage and only requires a small portable outboard. Fusion Marine, Ph 64 21 372 322 | stu@fusionmarine.co.nz
e: dan@sharkseating.com p: +64 (0)27 326 8436 www.sharkseating.com
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1
BOAT REVIEW | Smuggler Strata 820 Hardtop
Thrills
COME STANDARD Text by Barry Thompson
While the RIB market is saturated with centre consoles, the same cannot be said for cabin boats, or to be more precise hardtop cabin RIBs. There a scant few and from what I have seen, it’s the Kiwis that do it best.
FOR DIGITAL READERS CLICK HERE TO VIEW THE VIDEO
114 | RIB ISSUE 4
The Strata 820 is one of the few full cabin RIBs on the market.
One such company is Smuggler Marine that has built a considerable reputation with their Strata range of RIBs. From as small as 4.5m to over 11m, Auckland based Smuggler Marine has always been at the forefront of innovation and their Strata range is a perfect example. Owners of Smuggler Marine, David and Pauline Pringle are both perfectionists and every boat that comes out of their factory, no matter what the size has their stamp of approval. Every detail has been well considered, with layouts meticulously planned combined with quality materials and a striking appearance. While all that sums up the Strata 820 Hardtop, I have to add how immensely versatile it is, with the ability to be a boat for all reasons. Okay, so it is used a lot, but in my opinion, the Strata 820 Hardtop is a true all-rounder. It’s a boat you can fish, dive, tow water toys, overnight and day cruise and all that in an efficient layout. But while you could say that about a lot of boats, the one thing that makes the Strata 820 a pitch above the rest is the hull. Based on the ultra-deep 27 deg vee Smuggler hull, there is no better blue water performer in this size range. While the first Smuggler hull dates back to the mid-1970s, it has undergone some tweaks since then to make it even better than the original. Plus by wrapping tubes around it, it has gone from being a great hull to an awesome hull. Any boat with a very deep vee and a 2.5m beam on the chine is likely to be a little tender at rest and even when underway, are susceptible to weight movement. Not so with the Strata 820 because of the Hypalon tubes that are glued above the hard chine. When the boat’s at rest the last 1m or so of the tube sits on the water and now with a 2.9m beam with the tubes inflated, so comes extra stability. Moving
Opposite Page: got the Smuggler Strata 820 Hardtop to almost 60 mph (52 knots) in the calm water.
Left: Big open cockpit that lends itself to fishing.
3-4 people from side to side makes very little difference to the heel of the boat. Then, when underway the rear of each pontoon tiptoes across the surface and again adds extra stability, without adding any drag. Another advantage is because the tubes extend so far past the chine they form a natural barrier for water running up off the hull and bow areas. The result is an amazingly dry boat. While there is no question about the boat’s rough water capability, test day was mirror smooth and ideal for shooting our video. I have previously tested this hull in a centre console version with the same engines and also other similar models based on the same hull with single engine packages. Never found a bad one amongst them. The twin rig set up is in my opinion, however, the best, but then I like a bit of speed and the sound of those twin 150hp Yamaha V6s add a new dimension to the Strata 820. You feel you are in a big tough, no-nonsense boat that will go anywhere in any conditions and you will do it in relative comfort. With the engines trimmed out so far that another gentle touch of the trim switch would
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BOAT REVIEW | Smuggler Strata 820 Hardtop RIB and quite successfully, it’s just that you have to be a little more cautious about jagging hooks, a tag pole or a gaff into the tubes. Other than that it’s no different to fish from than any other boat of this size. Big bonus, as I have already mentioned is the at rest stability. Brilliant when your mate comes over to net that 12 kg Kinghie.
They don’t get much deeper vee than this.
There is even a compact cooker provided.
Icey Tek bins multi task as bait and catch storage as well as seating.
116 | RIB ISSUE 4
have exposed them to huge cavitation, I got the Smuggler Strata 820 Hardtop to almost 60 mph (52 knots) in the calm water. It felt rock steady and effortless to drive, even with 300hp on the transom. Of course, that was only short lived and I soon had the boat back into a conservative cruise mode of around 3,500rpm @ 25 knots. Based on a full load of fuel, (400 litres), that gives the 820 twin rig a range of around 220/250 nm. At 4500 rpm @ 36 knots the range only decreases marginally. But if you keep the throttles down all the way from Auckland to Russell in the Bay of Islands, you may not quite have enough. At the other end, you will get close to 300nm at trolling speeds. TWO TRANSOMS The Strata 820 twin rig has most of the space between the tubes taken up with the engines, so access aboard is over the tubes or via a Dixon RIB ladder. Smuggler utilises different transom mouldings for the single or twin-engine package. With the twin setup, the transom has built-in storage lockers and stowage for the batteries, plus allows you to drop in some removable bin seats. In our boat, we had a trio of Icey Tek bins which make great places to stow bait and the catch and can be moved out of the way when your fishing. With the single engine option, you get a couple of moulded rear jump seats and easy access both sides of the engine to the water. The imitation teak surface adds a quality finish around the transom. Central on both is a custom bait board with rod holders, mounted on a stainless post, that can be replaced quickly with a ski pole for towing the water toys. Yes, you can certainly fish from a soft-sided
SEATING CHOICE When it comes to seating, you have plenty of options. We had the most popular choice, back to back King/Queen to port and a single swivelling bucket seat for the skipper. The helm seat is mounted on a moulded box base that also houses the fridge. There is storage under the King/Queen, as well as under the cockpit sole. In reference to its weekender mode, there is a two burner gas hob ahead of the passenger seat that comes with a cutting board lid. If you don’t go for the cooker option, then this is just another big storage space. Opposite, the helm is split into two large flat facias with room below for a 16” MFD and that still leaves plenty of space for all the other necessary controls, switches, navigation and electronic add-ons. Seated or standing it’s a great boat to drive and if you do get some spray or rain on the screen there’s a wiper to take care of it. Storage shelves either side take care of some of the smaller items such as keys, cellphones and sunnies. Of course,
The Strata 820 can be powered by single or twin outboards.
The Dixon RIB ladder is a must have. being a RIB, there are no side trays in the cockpit, so if you have a brace of rods you need to stow, then you have the choice of mounting them across the transom or in an overhead rocket launcher. Downstairs it’s as I would have expected with twin berths plus an infill. Upper shelves and under the side squabs take care of a lot of the storage issues, with a plumbed in head under the forward squab. Solid cabin doors or a privacy curtain are optional. One thing I did like about the cabin is the depth of the foot recess, which also means when you enter and exit the cabin you don’t have to duck excessively to miss the fibreglass deck. There is a deck hatch but you’de probably never use it as all anchoring can be done from the helm. If you do need to go forward, there is limited access around the side of the hardtop. SUMMARY What can I say? I loved it! There are not many boats that really spark my interest, but this is one of them. As a RIB it does it all and it does it well. Ever since I first experienced the Smuggler hull way back in the mid1970s, I have followed its path with interest and seen it morphed into quite a few different styles. However, one thing that has never changed is the iconic name and while the hull may have been given a few tweaks in recent years to make it even better and the topsides redesigned entirely, to me it will always be a Smuggler and long may it remain.
Long enough to overnight, with a head beneath.
Model: Smuggler Strata 820 Cabin HT Priced from: Price as tested: Type: Hardtop Construction: GRP/Hypalon LOA: 7.50m Beam: 2.80m Deadrise: 27 deg Height on trailer: 2.80m Trailerable weight: Power: 2 x Yamaha 150 Power options: Outboard Single/ Twin 150-300hp Propeller: Fuel capacity: 260 litres Trailer: DMW
PERFORMANCE & FUEL RPM 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
Knots 5.0 6.0 7.0 10.0 20.0 25.0 30.0 36.0 40.0 44.0 48.0
L/h 6.5 10 16.2 22 29.9 38.1 48.2 61.2 75.8 94.4 123.4
L/NM 1.300 1.700 2.400 2.200 1.500 1.600 1.700 1.700 1.900 2.200 2.600
Range (NM) 270 210 150 160 240 220 210 210 180 160 130
Contact: Smuggler Marine Ph:+64 9 838 9024
www.smugglermarine.co.nz
WHAT IT’S GOT WWW.BOATMAGS.COM | 117
QUICK LOOK
Lancer RK5000
It is a simple concept, listen to the customer and work with them to give them the best solution.
T
his is exactly what Lancer hopes as it extends it “RK” range of ultimate support boats. The RK5000 was a development project with Yachting New Zealand and its team to develop a boat suited to what New Zealand coaches and on water support activities. Many great developments in New Zealand boating have come from partnerships like this. It helped launch Rayglass “Protector” RIB range when they developed the Protector Range for the America’s cup which is now an international icon. Yachting New Zealand’s initial partnership between sponsors Pak’n’Sav, Yamaha and Lancer is proving this development partnership system. After many hours working on very fine details which make a difference to operators who spend hour after hour day after day on the water. the Lancer RK5000 was launched. After just 18 months the Yachting New Zealand RIBs have logged hundreds of engine hours, which is many times the average recreational boat would do. Stuart Thomas Youth Co-Ordinator and Fleet Manager for Yachting NZ says “ From a practical point of view looking after these boats has been hassle free, which means it has been easy to have reliable boats to support our sailing Programs” 118 | RIB ISSUE 4
It is fair to say that New Zealanders can expect a lot from their boats and sailing clubs more so. As a result it is identified that a recreational boat adapted for light commercial work has flaws. Lancer in developing the RK5000 built a true commercial boat offering reliability and trusted use. It is for this reason the RK range has been successful internationally. Lancer has won competitive tenders by international organisations in order to supply Tuvalu’s Ministry of Natural Resources. The vessels were praised for the robust build and quality before being sent straight into service. This tender called for a tiller steer and centre console version further extending the range. It is worth noting that Lancer not only has the ability to offer design solutions but the administrative support for commercial operators. A fact that may surprise many readers is that Lancer has exported to over 40 countries and has product in service in many more. This has been achieved by strong organisational management. This reputation furthered the RK sales to Vanuatu Customs with a recent delivery of their first RIB. On a recent to Port Villa Lancer’s General Manager commented “Vanuatu Customs have great pride in their new boat, it has allowed them to be more efficient with clearing cruising yachts and smaller vessels through the customs process”. Prior to the Lancer RIB they used a small aluminium run about which was not looked kindly on as it bumped up and down a cruising yachts hull. Lancer recently launched a new variation on the RK5000 for Royal Akarana Yacht Club. A spokesman for the club said
they wanted wanted to set the RIB up for the way they operate and that Lancer offered the best RIB for their needs. RAYC received their custom RIB with a layout that was specifically designed for mark laying and on water support to go in the new Water Sports complex. “We have just created a legacy clubhouse and want a RIB that will also be a great legacy asset for the club. We know Lancer can do this as it is replacing one of their 23 year old RIBs!” It looks like Lancer has created a boat that works well in many different environments. The International story ‘...A TRUE grows as they have strong leads in other COMMERCIAL countries and in a wide range of roles BOAT OFFERING from exploration to more yacht clubs. Looking at the boat it is easy to see how RELIABILITY this has been achieved. The plumb bow AND TRUSTED does a number of roles, not only is it an US.’ aggressive seakeeping boat but it allows for a longer waterline length relative to overall length. This means better handling stability and internal volume. This is complemented by increased planing surface at the transom with fixed trim tabs and a pad keel to increase lift and fuel efficiency. “For a 5m boat it really handles like a bigger boat. We coach in a range of conditions and the boat handles some pretty rough water” says YNZ’s Stuart Thomas Unlike other boats of its size it has a full width deck creating a large safe work surface. One of the design objectives was health and safety, and once again it is unusual for a RIB this size to have a deck clear of all cables. The water drainage system is very clever with a small full width lower level at the transom. In the brief to have a means of climbing aboard Lancer has used the fixed trim tabs and large towing eyes to create a pseudo Ladder. On coaching versions the fuel tanks are stored below deck under the seating. This allows for a lower centre of gravity for stability and by not having they stored on deck more space. This is a lot of design and understanding of boating from a company that claims it’s expertise in Inflatable tubes. That said the shape and design of the tubes are very different and clever. Adopting Lancer’s “3T” or Twist, Turn & Taper technology that have allowed for a tube that sweeps in a refined line to the bow. This further increases the plumb bow and helps with water deflection for a dry ride. This is an excellent example of industry working with the customer and creating something special. We often talk about it but when done properly the results are a step above boats that are manufacturing optimised. Yes you will pay more for this, but It is this kind of thinking which creates a special boat and as Lancer is the oldest inflatable manufacturer in the Southern Hemisphere, it is clear this experience and understanding customers is strong. www.lancer.co.nz
WHO IS DESIGNING & MAKING YOUR TUBES?
Put your project in the hands of a team with 100 years of combined experience in design & manufacture of inflatables. Full design & Project support Unique in-house design software OEM Tube Manufacturer Air & Foam Technology One of the most stringent quality control programmes worldwide Built to more classes and certifications than any other builder Multiple world records for inflatable design Only SOLAS manufacturer in Australia and New Zealand Only MOT approved inflatable manufacturer in New Zealand New Zealand based, purpose-built factory Re-tube & Refits Numerous design patents
World leaders in inflatable boats & products for over 40 years +64 (09) 837 1206 or www.lancer.co.nz
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QUICK LOOK
Seafarer SF 600R Seafarer Inflatables NZ, based in Dairy Flat, Auckland is owned and operated by Neil Curtling, who has been in the inflatable boat industry for 35 years. As the founder of Southern Pacific Inflatables which is the largest inflatable manufacturing company in New Zealand he comes with high credentials and his new Seafarer range is a testimony to that.
N
eil believes in 100% Kiwi made, something that his previous company has continued to support and one that is now very much part of Seafarer Inflatables. He is a stickler for quality and has an eye for making sure that not only does every boat that leaves his factory is built to perfection, but they are also pleasing to the eye. The new Seafarer SF 600R, like all the 12 boats in the range are built of German Valmax PVC & TPU fabrics and alloy hulls. Welding these fabrics takes precision, with Seafarer using a unique dual lap seam welding system. This thermobond welding machine has been customised to suit the company’s manufacturing systems to, enable the most reliable high-quality welds and allow 100% thermobond welded tubes. “The main benefits are we 100% hot air weld and internally seal all our tubes plus we have a full cover ten-year warranty,” says Neil. He pointed out that they specialise in TPU fabric’s (polyurethane) as they now exceed Hypalon’s specification 120 | RIB ISSUE 4
for UV, heat, abrasion resistance, chemical resistance, bonding and it can also be welded very well. Polyurethane is also user-friendly and doesn’t create chlorine gas when welded. The aluminium hulls are designed in-house and manufactured in NZ by local aluminium boat building experts and are available in 4mm, 6mm and 8mm. All the fastening holes in the hulls are pre-drilled before powder coating to eliminate any corrosion. The Seafarer 600, currently the biggest in the range, has a beam of 2.36m, weighs 950kgs and has a tube diameter of 420mm forward and 500mm aft. It is available in a variety of console options and seating layouts and is suited form
outboards 90-115hp. Five air chambers offer plenty of safety margins on the 600, which is rated to 9 people or 1400kgs payload. If the 600 is a little too big for you, then the SF 550R is very much along the same design lines as the 600, but a little smaller. LOA is 5.5m, but comes with a similar beam and is 50 kgs lighter, Payload, engine rating and passenger loadings are the “WE CAN BUILD same as the 600. JUST ABOUT Another big part of the business is re-tubing ANY SIZE and repairing any brand. They also offer a CUSTOM BOAT custom inflatable boat service and are already A CLIENT looking at models above the 600.”We can build WANTS.” just about any size custom boat a client wants and are keen to look at bigger boats”, says Neil. Seafarer Inflatables NZ, Ph 021 570505, info@seafarerinflatables.co.nz, www.seafarerinflatables.co.nz
1487A State Highway 17, Dairy Flat, Auckland. Ph: 021 570 505 | e: info@seafarerinflatables.co.nz | www.seafarerinflatables.co.nz
DB296
Manufacturers of Infatable boats from 2.1m to 6.0m. Quality Repairs – Retubing – Custom Builds.
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2
BOAT REVIEW | Buccaneer 630 Enforcer
Enter
THE ENFORCER
Why does one of the country’s leading fibreglass boat builders enter the RIB market? Quote simply because he can. In fact, the prototype built for Buccaneer Boats owner, Gerry Gerrand was appropriately named, Gerry Can II.
122 RIB ISSUE 4 122 |PACIFIC POWERBOAT SEPTEMBER / OCTOBER 2016
I FOR DIGITAL READERS CLICK HERE TO VIEW THE VIDEO
Based on the Buccaneer 605 Exess hull, the 630 Enforcer is the builders first RIB.
t took some months of testing and development before he was happy to put the first Buccaneer RIB into the market and interestingly by then he already had clients wanting to buy the new product. Launched earlier this year the Buccaneer 630 Enforcer is based on the proven Buccaneer 605 hull, but from the chines up it is all different. For Gerry, the boat was always intended to multi-task, from a tender for his sport fisher to a family boat to take his grandkids out on the water. Towing tubes in the morning or fishing in the afternoon, the 630 Enforcer was designed to do it all. Buccaneer Boats are well known for their range of runabouts, cabin boats, centre cabin, walkaround 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 2018 that is the very competitive RIB market, an area they have not previously had a foothold in. While the tube work was always going to be outsourced, the grp hull was taken from one of the stock models in the extensive Buccaneer Boats range. For the first in the Enforcer Series (yes more models coming), Gerry decided the 605 hull would be perfect for what he needed. The standard hull was chopped off about 35mm up
There is good useable space around the console. The Mercury150 was a perfect match.
WWW.BOATMAGS.COM | 123 WWW.BOATMAGS.COM 123
BOAT REVIEW | Buccaneer 630 Enforcer
Designed for family boating, fishing or as a yacht tender.
The centre console is a great dry storage space.
124 | RIB ISSUE 4
from the stepped chine, a dedicated fibreglass flange added and then the hull sent to Southern Pacific to design and fit the heavy duty PVC tubes. The 500 mm diameter tubes are glued to the hull flange and when inflated the beam runs out to 2.70m and the length overall from the tip of the tube to the aft overhang is 6.39m. A standard Buccaneer 605 Exess is 6.46 LOA and 6.05 LOH, with a maximum beam of 2.29m and trailerable weight of 1670kg. A full fibreglass inner liner is used, the same as all of the 22 models in the Buccaneer range, with all areas between the inner liner and outside hull filled with polyeruthene closed cell foam. There is plenty of underfloor storage and a built-in 165-litre fuel tank. An optional 200 litre fuel tank is available. ROOM TO MOVE When it came to drawing up the layout for the Enforcer, the prerequisite was to offer as much floor space as practical, with plenty of storage and still with a sizeable centre console. Gerry wanted a boat that he could walk around without stepping onto the tubes. Buccaneer are not newcomers when it comes to designing centre consoles as they are standard issue on their 685 El Dorado Centre Cabin. The Enforcer carries on that same functional layout but on a smaller scale. Internally, there is a large dry storage area, too low for a toilet, but plenty of space for plenty of gear. In boat #1, there were a couple of GME speakers, fire extinguisher and bins for life jackets. The facia is split level with engine instrument gauges above, Lowrance MFD in the centre and all the rest of the necessary dials and switches, GME Entertainment system and GME VHF beneath. There’s a tray for keys, phone and sunglasses below and a recessed footrest.
Gerry is a keen fisherman, so I liked the fact he left enough space on the console for large MFDs. Like any open centre console boat, it’s essential to have a soft bimini if you want some weather protection and the one on the Enforcer is solid and purposeful. The stainless frame folds down to allow easier stowage when parked and becomes a natural handhold when underway. The perspex screen affords some wind and spray protection when seated. When it comes to the seating there are options, but personally, I liked what we had, a double bin seat with split adjustable backrests. This leaves plenty of open area aft for fishing and there is still space to add a large poly bin. As I mentioned Gerry is a fisherman and so it’s no surprise that his boat comes with plenty of rod storage. We had with a bait board with twin rod holders, a further 5 rod holders on the bimini and four more across the transom. Sort of enough I think! Most RIBs have to compromise when it comes to the bow anchoring arrangement and the Enforcer is no different. Without a solid bowsprit and bollard, Gerry opted for a smallish in-floor anchor locker, with an inbuilt cleat, but a seriously large Sampson post. The anchor warp lays into a grooved section of the tube. There is an optional fairlead that can be fitted to the tubes and if you still like the idea of a capstan, then one can be fitted on the top of the stainless sampson post.
There is more wet storage in the sole as well as under the forward console seat and the entire boat is finished with U-Deck flooring. PERFORMANCE The 630 Enforcer is rated for single outboards 115-200hp , the same as the 605 Exess. In recent years Buccaneer Boats have been using a number of different engine brands on their boats and this was the first with a Mercury 150. Gerry remarked how pleased he was with the engine and that it was a great match to the RIB. He added he was impressed with the quietness, torque and efficiency of the outboard. When I ran the boat in the Bay of Islands, it was the first time in the water, so the 20” three blade stainless propeller choice was a bit of a
guess. We could only pull 5000 rpm and 35.5 knots (40.5 mph). A few months later on Lake Karapiro and with a 17” Mercury Inertia that jumped to 5600 rpm @ 40 knots (46.0 mph). SUMMARY Building a RIB is a natural transition for a company like Buccaneer and opens up a whole new market segment that they have not played in before. They are not looking at the super yacht tender market, but more offering a traditional Kiwi style RIB for fishing, diving and having fun. The ability to modify their existing hulls allows them the flexibility of size and don’t be surprised if you see a smaller version sometime soon.
A large Sampson post is used for anchoring and as a towing point.
There are storage lockers under the aft deck area.
There is enough room to walk around the console.
Model & Model: Buccaneer 630 Enforcer
PERFORMANCE & FUEL
Price as tested: $96,500
RPM 1000 1500 2000 2500 3000 3500 4000 4500 5000
Priced from: $65,000 Type: Centre Console RIB Construction: GRP/PVC LOA: 6.39m Beam: 2.70m Deadrise: 22.5 deg Height on trailer: 2.23m/2.97m Test Power: Mercury 150 Propeller: 20” Stainless Power options: Outboard Only HP Range: 115-200hp Fuel Capacity: 165 litres Trailer: Enduro
Knots 4.0 5.6 6.5 10.5 17.0 23.0 28.5 31.0 35.5
L/h 3.2 5.3 9.7 12.5 17.5 23.6 35.8 38.7 51.8
L/NM 0.800 0.950 1.500 1.200 1.100 1.100 1.300 1.300 1.500
Range (NM) 180 150 99 120 130 130 110 110 99
Contact: Buccaneer Boats Ph:+64 7 8497129 E: jenny@buccaneerboats.co.nz
www.buccaneer.co.nz
WHAT IT’S GOT WWW.BOATMAGS.COM | 125
MID-RANGE OUTBOARDS 70HP-140HP BUYERS GUIDE
PACKED WITH
PUNCH With over 50 outboards between 70hp – 140hp, in 2 stroke or 4 stroke, from seven manufacturers, the choice of mid-range outboards is huge. So what engine do you pick? First thing is making sure you have the right power range for your boat and in most cases this is recommended by the manufacturer.
126 | RIB ISSUE 4
W
eight is a consideration and if you check out the list you will see that in many cases the same base engine package is used for a wide range of horsepowers, so a 115hp for example may be the same weight as a 75hp. Honda, Mercury and Suzuki only offer 4 strokes, with Yamaha and Tohatsu offering both 4
and 2 strokes and Evinrude have stayed with the 2 stroke direct injection platform. The technological advances in outboards today has spread right down through the range and the mid range outboards are packed with features. Check out the following pages to see what each brand is offering.
MERCURY Until recently Mercury had a couple of 2-stroke direct injection 3-cyl engines in this segment, but now it’s all four cylinder four strokes. Apart from a wide range of four stroke engines for the recreational market, Mercury also have the SeaPro range dedicated to commercial operators. The new line of Mercury SeaPro outboards are designed specifically for commercial applications. Offered in 2.1 litre (75/90/115-hp), a 3.0 liter (150 hp) models and now a 3.4 litre(200hp) SeaPro outboards come with some heavy-duty parts and a new calibration that Mercury says gives each three times the durability of a standard, recreational motor. The 2.1 litre SeaPro models are based on the same lightweight four-cylinder engines with a single overhead camshaft and four valves per cylinder as the 4 stroke 75/90/115hp. In SeaPro trim, these motors are recalibrated with a WOT rating of 4500-5500 rpm, down 500 rpm from the recreational models. A new camshaft is designed to boost lower-end power, and stiffer upper mounts are more durable. Each is also equipped with the 4.9-inch Command Thrust gearcase with a 2.38:1 gear ratio, in place of the standard 4.2-inch case. A Command Thrust case is an option on the recreational 90/115 Mercury motors but this SeaPro gearcase is different in that its lube drain is located in the torpedo, rather than behind the prop in the bearing carrier as is the case on the recreational model. This makes it possible to drain the case lube without putting the boat on a trailer or lifting it out of the water – with the boat on a beach at low tide, for example, or even afloat with the motor tilted up. The SeaPro 150 is based on the 3.0-liter four-cylinder Mercury 150, and it is also recalibrated, re-cammed and fitted with the stiffer motor mounts. It also has a 4.9-inch gearcase with the torpedo drain. The V6 SeaPro like all other SeaPro engines has been engineered for maximum durability, reliability and longetivity. It is compatible with mechanical or digital controls, hydraulic or power steering and Mercury’s Big Tiller. The engine has been fine tunewd to generate more torque where it matters an d features a heavy-duty gearcase validated at three times the lifespan of a recreational gearcase. At a dry weight of 220kgs it is also one of the lightest engines in its class. All the recreational Mercury four stroke engines from 75hp
through to 115hp are based on an inline four cylinder, 2.1 litre block. Released in 2015 they are as second-generation 4-stroke outboard engines, refined to be cleaner burning, quieter and give better fuel economy with less maintenance than their predecessors, according to the company. The powerheads have two valves per cylinder and a single overhead cam supported by a revised multi-port fuel injection system. They also share the same 3.5” diameter bore and 3.2” stroke and have earned EPA’s 3 star emissions rating. The all aluminum block and head feature hydraulic cam lifters and roller rockers for a maintenance free valve train. The 90 and 115 models are available with Command Thrust lower gear cases that are meant for heavier applications. A major factor with the 115 horsepower model is that twinengine rigging is possible since it is now offered in a counterrotating version. The larger Command Thrust gearcase creates a bigger footprint in the water, which provides more leverage to control your boat. The larger torpedo, combined with a bigger-diameter prop, can lift a heavy boat onto plane more easily and hold it there at lower speeds without impacting top speed. Mercury’s 2.1L engine can be rigged with SmartCraft Digital or Analog Instrumentation. Remote control is traditional mechanical throttle and shift and an optional Big Tiller handle with either manual or power steering is available.
WWW.BOATMAGS.COM | 127
MID-RANGE OUTBOARDS 70HP-140HP BUYERS GUIDE
HONDA
SUZUKI
SUZUKI In Sept 2017 Suzuki Marine released their DF100B, a 4-stroke, which 157kg, is 25kg lighter than the DF100A. Aside from its compact size and performance, the DF100B also has the largest gear box ratio in its class and has been crafted from a proven design using the same 1502cc engine unit as the DF70A/80A/90A models. However, Suzuki has stepped it up in the DF100B by adding a water detecting system, the advantage of which alerts the driver with an audible alarm and visual warning if water is detected in the fuel. The DF100B also includes the same technologically-advanced features Suzuki Marine customers expect including Lean Burn fuel technology, offset driveshaft, maintenance-free timing chains and tilt limit system, all packaged in a stylish body with a large 3D ‘S’ Suzuki emblem and is available in either ‘Pearl Nebular Black’ or ‘Cool White’ finishes. The DF100B and DF100A are both available to allow customers to select which outboard best suits their boating requirements. Lean Burn was first introduced on the DF70A/80A/90A and is available across the range of “A” Series in both our Midrange and High Performance engines and the DF100B. Lean Burn Control System fuel technology delivers better fuel efficiency and greater fuel savings by predicting fuel needs according to operating conditions and makes fuel-efficient 4-stroke outboards even more economical. Lean Burn works by using real-time computer processes and sensors to optimise fuel delivery by predicting the amount of fuel you’ll need to get where you need to go. It delivers a precise mixture of fuel to the engine allowing it to run on a more efficient fuel mixture through the use of a lean air-fuel ratio. This achieves remarkable improvements in fuel consumption ensuring you get the most out 128 | RIB ISSUE 4
of every drop. The idea of an offset driveshaft is to evenly distribute weight, by reducing the size of the outboard motor. Found on all models from DF70A and up (Midrange to High Performance engines), the offset driveshaft positions the crankshaft in front of the driveshaft which moves its centre of gravity forward for more even weight distribution to provide an increase in power, performance and balance, while also minimising vibration. By enabling the outboard to spin a larger diameter propeller at a higher pitch, the system delivers powerful torque for better acceleration and greater top end speed (up to 2.59:1 gear ratio), at any given RPM. The Suzuki Troll Mode System gives you very fine control over engine speed at low revs and is available across a range of 4-stroke outboards (note: does not come standard on all models). The revs can be adjusted in 50rpm intervals when the system is engaged.
PARSUN The Parsun 90 is a basic carburetted 2-stroke that has a retail price considerable less than any other 90hp on the market. Manufactured in China, by one of the world’s fastest growing outboard companies, the Parsun 90 is the largest engine in the Parsun 2-stroke range , which starts at 2hp. The 90hp offers excellent power to weight ratio, being the lightest of all the 90hp engines at 115kgs and shares the same basic 1140cc 3 cylinder block of the Yamaha 90A. Most engine parts are also interchangeable between the two engines. The engine runs a CDI ignition system, thermostat controlled water cooling system and has a vibration reduction system for smooth performance. Parsun products meet the latest USA EPA emissions standards, specifically EPA 2010, and latest Europe CE standards.
Honda have five engines in this size range, with the BF80,BF90 & BF 100 all based on the same engine platform. With a 1.5L, SOHC, 16-valve, inline four-cylinder engine, the BF80/90/100 are equipped with Honda’s, Blast and ECOmo (Economy Controlled Motor), to ensure a perfect blend of power and fuel economy throughout the engine operating range. The BF90 and BF100hp also have VTEC (Variable Valve Timing and Lift Electronic Control) functionality which assist performance by introducing two sets of cam shaft profiles for a wider operating range. With NMEA2000 compliance, connectivity of the engines is simplified with other popular NMEA2000 equipment, such as chart plotters or fish finders. Trolling Control allows slow speed control with adjustments in 50rpm increments between 650-1000rpm. Trolling Control is an optional feature on the BF80 and BF100, but standard on the tiller and optional on the remote of BF90. The engine is inspired by the same engine that powers the Honda Jazz’. With the exception of the cylinder sleeves, these engines feature an all-aluminium alloy block. With the Honda Lean Burn Control the air/fuel mix adjusts according to speed and load to maximise efficiency. Inclusion of Lean Burn Control offers significantly improved fuel consumption over direct injection two-stroke models as well as some competing four-stroke models. The BF115 and BF135 are based on a DOHC 2.35 litre, inline 4 cylinder 16-valve, engine, developed for the Honda Accord and CR-V. It has all the same features as the BF80-BF100 range such as BLAST and Lean Burn, plus 40Amp of charging power and variable speed trolling. It’ also fitted with VTEC Technology and comes with a five year warranty.
HONDA
YAMAHA While Yamaha offer both 2 stroke and 4 stroke engines, they are gradually dropping the mid range 2-strokes from the range. Currently there are four engines between 70-130hp; 70B,90A, 115C and the 130B. The Yamaha F70, is a light 1-liter displacement, single-overhead-camshaft 4-stroke design with electronic fuel injection. It also offers incredible trolling flexibility with Yamaha’s Variable Trolling RPM Switch. Available on the F70, F60 and F50, this allows anglers to adjust trolling speeds in 50-RPM increments. At 119 kgs it is the lightest 4-stroke 70-hp on the market. If weights an issue then the 70B 2-stroke is only 106 kgs. The Yamaha F115 hp, F90/100 hp and F75/80 hp midrange four strokes are based on a 1.8-liter displacement, DOHC designs with four valves per cylinder. This gives them exceptional volumetric efficiency and lighter weights. With 25-inch shaft options for the F115 and F90, this horsepower range offers prime power for mid-size craft, including anglers trolling large, rough water in 25-inch-transom multi-species boats. Earlier this year Yamaha added another power option to its V MAX SHO family, the V MAX SHO 90. The smallest of the SHO family is a powerful 90-hp outboard with
EVINRUDE
EVINRUDE Evinrude are one of the only outboard manufacturers that do not offer a four stroke engine platform, but rather have concentrated in recent years in perfecting the direct injection two stroke technology. The E-TEC 75 and E-TEC 90 are built on a 3 cylinder, 1. 3litre powerhead and as the E-TEC engine doesn’t require belts, camshafts or exhaust valves, it means there are fewer parts to wear down or malfunction. You don’t have a break-in period, and no oil changes or dealerscheduled maintenance is required for 3 years or 300 hours.
excellent torque and joins the V Max 115 in the mid range line up. Both are available for mechanical remote or tiller control. Based on a SOHC engine, the engines still have four valves per cylinder which is going to help the engine breath a whole better and make more power. The main difference between the F90/100 and the V Max 90 is a A labyrinth exhaust routes gases through a maze before they exit above the water line through an idle exhause relief outlet. This, combined with a mufflerless design, results in unbelievably smooth and quiet operation, with a pleasing sound of power at idle. The V Max 90 has 2.33 gear ratio as compared to the 2.15 ratio on the F90, which relates to more top speed and quicker holeshot. The charging system has a 35 amp output and puts out 20 amp just of idle. For more convenience and control, the V MAX SHO 90/115 are compatible with Yamaha’s variable trolling RPM switch (VTS) for slow trolling and again, better fishing. It is also Y-COP compatible for increased theft protection.
The E-TEC 90 HO and E-TEC 115 and 115HO use a 1.7 litre V4 engine, that weighs in at 177 kgs and has generous 50 amp alternator output. The E-TEC 135 HO is the smallest in the E-TEC range that runs a 2.6 litre V6 powerhead and is also available as an E-TEC 150. HO or High Output Series are performance engines to the max. Each engine is tuned for extra power and speed. If you like pushing limits in horsepower, speed and torque, then the High Output Series is worth considering. E-TEC is a direct injection two stroke system controlled by an engine management module. This means an exact amount of fuel/oil is injected directly into the cylinder. Old style 2-stroke engines release excessive emissions from unburnt fuel that escapes out of the exhaust. Direct injection is an extremely efficient fuel delivery technology and is now used by almost every major car manufacturer. The fuel injector design requires less operating current to activate, meaning the engines use smaller electronics at cooler temperatures.
TOHATSU
TOHATSU Tohatsu have been building outboards since 1956, and over the past 45 years have also been producing engines for other brands. Tohatsu is in fact one of the world’s largest manufacturers of outboards. Originally designed for Japanese commercial fishermen, they now have a strong presence in the recreational sector. They are one of the few major outboard suppliers left that still offer a broad range of 2 stroke and 4 stroke engines in the mid range capacity. The 2-stroke carburetted range consists of the M70, M90, M115 and the M140, with the 4-stroke EFI engines; MD75, MD90 and MD115. A few years ago Tohatsu introduced TLDI (Two stroke, Low pressure Direct Injection System), which included a stateof-the-art YAMAHAair and fuel delivery systems. TLDI reduces emissions over conventional carburetted 2-stroke motors while also greatly increasing fuel and oil economy. Unlike other fuel injectioned outboard, Tohatsu uses a low pressure system as opposed to a high pressure system. A high-pressure system forces straight fuel, up to 1000 psi, into the cylinder through the injector. A high-pressure system does not blend air with the fuel, so the droplets of fuel are much larger and do not burn as completely as fuel droplets in a lowpressure system. A less complete burn results in weakened fuel economy and the intense stress of 1000 pounds of pressure can also cause unneeded strain on the motor’s components. A low-pressure system, such as TLDI, mixes both air and fuel to disperse microscopic fuel droplets at only 80 psi. With droplets as small as 10 microns, we achieve a more thorough and complete burn of the fuel resulting in lower emissions and higher fuel economy without subjecting the components to the intense pressure used by other direct injection systems. All TLDI motors meet or exceed the 2006 EPA requirements for outboard emissions. In addition, they also exceed the 2008 CARB (California Air Resource Board) emissions requirements and have earned the CARB “3-Star” (Ultra Low Emissions) rating. TLDI is available on MD40 through to MD115 engines. WWW.BOATMAGS.COM | 129
MID-RANGE OUTBOARDS 70HP-140HP BUYERS GUIDE BRAND/MODEL
HP
INDUCTION
TYPE
DISP
RPM RANGE
ALT
SHAFT LENGTH
WGHT (LIGHTEST)
WARRANTY
E-TEC 75
75
2 Stroke DI
3 Cyl
1.3 Litre
5000-5500
E-TEC 90
90
2 Stroke DI
3 Cyl
1.3 Litre
5000-5500
25 amp
508mm
145 kg
5 Year
25 amp
508mm & 635mm
145 kg
E-TEC 90 HO
90
2 Stroke DI
V4
1.7 Litre
5 Year
5500-6000
50 amp
508mm & 635mm
177 kg
E-TEC 115
115
2 Stroke DI
V4
5 Year
1.7 Litre
5500-6000
50 amp
508mm & 635mm
177 kg
E-TEC 115 HO
115
2 Stroke DI
5 Year
V4
1.7 Litre
5500-6000
50 amp
508mm & 635mm
177 kg
5 Year
BF80
80
BF90
90
4 Stroke EFI
Inline 4
1.5 Litre
5000-6000
44 amp
508mm
163 kg
5 Year
4 Stroke EFI
Inline 4
1.5 Litre
5300-6300
44 amp
508mm & 635mm
163 kg
BF100
5 Year
100
4 Stroke EFI
Inline 4
1.5 Litre
5500-6300
55 amp
508mm & 635mm
163 kg
5 Year
BF115
115
4 Stroke EFI
Inline 4
2.35 Litre
4500-6000
55 amp
508mm & 635mm
217 kg
5 Year
BF135
135
4 Stroke EFI
Inline 4
2.35 Litre
5000-6000
51 amp
508mm & 635mm
217 kg
5 Year
E VINRUDE
HO NDA
ME R CURY SeaPro 75 4S
75
4 Stroke EFI
Inline 4
2.1 Litre
5000-5500
35 amp
508mm
165 kg
2 Year*
FourStroke 75
75
4 Stroke EFI
Inline 4
2.1 Litre
4500-5500
35 amp
508mm
163 kg
3+2 Year 3+2 Year
FourStroke 80
80
4 Stroke EFI
Inline 4
2.1 Litre
4500-5500
35 amp
508mm
163 kg
Sea Pro 90
90
4 Stroke EFI
Inline 4
2.1 Litre
5000-5500
35 amp
508mm & 635mm
165 kg
2 Year*
FourStroke 90
90
4 Stroke EFI
Inline 4
2.1 Litre
5000-6000
35 amp
508mm & 635mm
163 kg
3+2 Year
FourStroke 90 CT
90
4 Stroke EFI
Inline 4
2.1 Litre
5000-6000
35 amp
508mm & 635mm
165 kg
3+2 Year
FourStroke 100
100
4 Stroke EFI
Inline 4
2.1 Litre
5000-6000
35 amp
508mm & 635mm
165 kg
3+2 Year
Four Stroke 100 CT 100
4 Stroke EFI
Inline 4
2.1 Litre
5000-6000
35 amp
508mm & 635mm
165 kg
3+2 Year
FourStroke 115
4 Stroke EFI
Inline 4
2.1 Litre
5000-6000
35 amp
508mm & 635mm
163 kg
3+2 Year 3+2 Year
115
FourStroke 115 CT
115
4 Stroke EFI
Inline 4
2.1 Litre
5000-6000
35 amp
508mm & 635mm
165 kg
Sea Pro 115
115
4 Stroke EFI
Inline 4
2.1 Litre
5000-5500
35 amp
508mm & 635mm
165 kg
2 Year*
115 Pro XS
115
4 Stroke EFI
Inline 4
2.1 Litre
5300-6300
35 amp
508mm Only
163 kg
3+2 Year
115 Pro XS CT
115
4 Stroke EFI
Inline 4
2.1 Litre
5300-6300
35 amp
508mm & 635mm
165 kg
3+2 Year
Verado 135
135
4 Stroke EFI
Inline 4
1.7 Litre
5800-6400
70 amp
508mm & 635mm
231 kg
3+2 Year
Four Stroke 135
135
4 Stroke EFI
Inline 4
3.0 litre
4800-5300
60 amp
508mm & 635mm
206 kg
3+2 Year
90
2 Stroke Carb
3 Cyl
1.14 Litre
4500-5500
10 amp
508mm
119 kg
3 Year
DF70A
70
4 Stroke EFI
Inline 4
1.5 Litre
5000-6000
27 amp
508mm & 635mm
156 kg
5 Year
DF80A
80
4 Stroke EFI
Inline 4
1.5 Litre
5000-6000
27 amp
508mm & 635mm
156 kg
5 Year
DF90A
90
4 Stroke EFI
Inline 4
1.5 Litre
5500-6000
27 amp
508mm & 635mm
156 kg
5 Year
DF100A
100
4 Stroke EFI
Inline 4
2.0 Litre
5000-6000
40 amp
508mm & 635mm
182 kg
5 Year
DF100B
100
4 Stroke EFI
Inline 4
1.5 Litre
5700-6300
27 amp
508mm & 635mm
157 kg
5 Year
DF115A
115
4 Stroke EFI
Inline 4
2.0 Litre
5000-6000
40 amp
508mm & 635mm
182 kg
5 Year
DF140A
140
4 Stroke EFI
Inline 4
2.0 Litre
5600-6200
40 amp
508mm & 635mm
179 kg
5 Year
M70
70
2 Stroke Carb
3 Cyl
1 Litre
5150-5850
11 amp
508mm & 635mm
115 kg
3 Year
MD75
75
4 Stroke EFI
3 Cyl
1.3 Litre
5150-5850
40 amp
508mm & 635mm
153 kg
3 Year
M90
90
2 Stroke Carb
3 Cyl
1.3 Litre
5000-5500
11 amp
508mm & 635mm
135 kg
3 Year
MD90
90
4 Stroke EFI
3 Cyl
1.3 Litre
5150-5850
40 amp
508mm & 635mm
153 kg
3 Year
M115
115
2 Stroke Carb
Inline 4
1.8 Litre
5200-5700
27.5 amp
508mm & 635mm
164 kg
3 Year
MD115
115
4 Stroke EFI
Inline 4
1.3 Litre
5150-5850
40 amp
508mm & 635mm
178 kg
3 Year
M140
140
2 Stroke Carb
Inline 4
1.8 Litre
5200-5700
27.5 amp
508mm & 635mm
164 kg
3 Year
70B
70
2 Stroke Carb
3 Cyl
849 cc
5000-6000
6 amp
521mm
106 kg
3 Year
F70
70
4 Stroke EFI
Inline 4
1 Litre
5300-6300
15 amp
534mm & 648mm
119 kg
4 year
F75/80
80
4 Stroke EFI
Inline 4
1.8 litre
5000-6000
35 amp
516mm & 643mm
162 kg
4 year
90A
90
2 Stroke Carb
3 Cyl
1.14 Litre
4500-5500
10 amp
520mm & 647mm
121 kg
3 Year
V Max 90
90
4 Stroke EFI
Inline 4
1.8 Litre
5000-6000
35 amp
516mm & 643mm
162 kg
4 Year
F90/100
100
4 Stroke EFI
Inline 4
1.8 Litre
5000-6000
35 amp
516mm & 643mm
162 kg
4 year
F115
115
4 Stroke EFI
Inline 4
1.8 Litre
5300-6300
35 amp
516mm & 643mm
175 kg
4 year
115C
115
2 Stroke Carb
V4
1.7 Litre
5000-5500
20 amp
516mm & 642mm
165 kg
2 Year
V Max 115
115
4 Stroke EFI
Inline 4
1.8 Litre
5300-6300
35 amp
516mm & 643mm
176 kg
4 Year
130B
130
2 Stroke Carb
V4
1.7 Litre
5000-6000
20 amp
516mm & 642mm
165 kg
3 Year
F130
130
4 Stroke EFI
Inline 4
1.8 Litre
5300-6300
35 amp
516mm & 643mm
176 kg
2 year
* Commercial warranty
Pa rsu n Parsun 90
SUZUKI
TO HA TSU
YA MAHA
130 | RIB ISSUE 4
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BOAT REVIEW | JPRIBS 10m
BLACK
132 | RIB ISSUE 4
Each year in January, a fleet of spectacular superyachts glide into the Bay of Islands for the New Zealand Millennium Cup Superyacht Regatta. With them, they bring an entourage of tenders, chase boats and official vessels vying for attention – This year JP RIBS added to that mix, delivering a 10 metre, custom built tender from their Project K series, specifically for one of the competing superyachts. The stealth aesthetics had those who caught a glimpse desperate for a closer look.
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BOAT REVIEW | JPRIBS 10m
Built for speed, twin 300 Mercruy Verados have the tender easily achieving over 50+ knots. Whether it’s chasing its mothership in action or exploring remote regions as a day boat, this tender will get you there, at pace. Sleek graphite tubes, glossy grey surfaces and luxurious leather upholstery, compliments its mothership impeccably. Don’t be fooled by its looks, as its functionality and comfort is like no other. A fridge drawer and expansive bow sunbed adds to the tender’s credentials as a day boat. Aft U-shaped seating provides a sumptuous lounging space accommodating 10-12 guests comfortably. This U-shaped seating can also be easily removed in its entirety to accommodate the motherships sail wardrobe or to allow for walkthrough access for boarding guests and crew. Twin Ullman jolster seats at the wheel are a talking point. Minimalistic and racy, they are specifically designed to optimise body posture for comfort at high speed. A swim ladder and ski pole ensures water activities are not to be missed. 134 | RIB ISSUE 4
Jonny Edgar is passionate about building high quality RIBS. are located, while a custom through-hull anchor controlled from the helm, makes anchoring a stress-free operation.
Key storage locations can be found under the bow seats and in the centre console, which also houses a compact toilet accessed by a canvas zip entry. The helm itself is hand crafted with custom dash moulding, where switches and instruments
The hull designed by Naval Architect Edoardo Anastasia was purposely developed for efficiency and seaworthiness to challenge the southern hemisphere marine conditions. A deep V hull shape guarantees optimal seakeeping characteristics with an excellent ride in rough sea conditions. The hull is complemented by a generous
chine design which instigates a relative early planning for a Rib of this size. The tube elevation was carefully evaluated to take full advantage of the static stability generated by the waterline beam achievable, which assures plenty of comfort and an enjoyable time while on board.
from 6 – 8 metres and are available with or without cabins. Regatta goers would have also spotted the crisp white Custom 700 Dive boat, which was specifically designed around it’s owner’s lifestyle and requirements with performance, comfort and functionality in mind.
Also, in attendance at the Bay of Islands, was previous crafted JP RIBS vessels including the Custom 800, which was where it all began for father & son duo, Jonny and Phil Edgar; a superyacht captain and master boat builder respectively. They had a driving ambition to change the game by bringing something new to the market, which they certainly achieved with the Custom 800, which had heads turning at the 2015 Auckland On Water Boat Show. These tenders range
A 6.4 metre Project K tender recently made its journey to Italy to meet its mothership; a magnificent 41-metre new build superyacht scheduled for launch mid 2018. The tender incorporated inboard engines and other elements to make her easy to load on and off the mothership. Keen yachting fans themselves, the JP RIBS team is fielding growing enquiries for the approaching 36th Americas Cup. With other exciting projects on the horizon be sure to keep your eye peeled.
SPECIFICATIONS Model & Model: JP RIBS 10m Priced from: POA Type: Centre Console RIB Construction: GRP/Hypalon LOA: 9.90m Beam: 3.50m Displacement: 2500-3000kg Deadrise: 23 deg Test Power: 2 x Mercury 300 Verado Power options: Twin Outboard or Sterndrive HP Range: 200-800hp Fuel Capacity: 450 litres Manufacturer: JP RIBS, Ph +64 21 1699205 E: info@jpribs.com
www.jpribs.com
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BASS STRAIT & BEYOND By Claire Vince & Nathan Rykers
THROUGH THE GATES OF HELL “As the sun gently slipped down over the horizon on the eve of 27 December, 2017, with more than 650km under my belt, little did I know all the dreams, excitement and feelings of achievement that I had throughout the previous days were about to give way to feelings of isolation, loneliness, survival and sheer terror.” - Nathan Rykers
T
he research for Nathan Rykers unsupported, solo trip in a Gemini Thundercat from Sydney to Hobart began just over two years ago. But, in reality his whole sailing and boating life had been leading up to this moment. Rykers, a proud father of two young girls from the southern suburbs of Sydney, has always enjoyed watching the Sydney to Hobart yacht race and hearing the stories from the men and women who had conquered it. After many years of partially following the Sydney to Hobart yachts down the Australian east coast, the lure and anticipation of going the whole way had taken hold. “I really wanted to do the passage on my own, solo, unassisted and in the smallest boat possible. Just me and the ocean.” And in January 2017, his preparations began in earnest.
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THE RIGHT PACKAGE The first steps were sourcing and ordering his preferred Gemini Thundercat - a 4.1m, F115 ZapCat, 2018 model from Gemini Marine in South Africa. As Rykers said, “From my own experience, the Gemini Catamaran style inflatable boat coupled with a Tohatsu outboard motor are able to withstand hundreds of hours of severe punishment in extremely hostile conditions.” While waiting for the boats to arrive from South Africa, he secured two Tohatsu 50hp two stroke engines. Quoting from one of his favourite movies, The Castle, Rykers who has that quintessential Australian bone-dry sense of humour quips, “there’s nothing like the sound of a twostroke engine in the morning.” Using parts from both engines he was able to build one that addressed his immediate concerns; a wet engine restart and modifying the transom.
The famous Norwegian South Pole explorer, Roald Amundsen said, “Victory awaits him who has everything in order”. Every night, for over a year he devoted hours to preparing and testing the boat to make it bulletproof and indestructible in any condition. Watching and reading everything about outboard motors, self-righting gantries, transom strengths as well as all the electronic and navigational gear he would need, Rykers also sought advice from industry experts and Australian trailblazers such as the great Greg Mortimer - the first Australian to climb Mt Everest without oxygen. Greg advised have a Plan A, a Plan B and a Plan C. “I translated this as backup for my backups.” After 100s of hours of research and trial testing, Rykers felt he had designed, engineered and built a boat that was unsinkable, unstoppable, self-righting and could be restarted after being capsized or completely submerged.
THE ROUTE Before embarking on his voyage, Rykers also thoroughly researched his route. Mapping all distances, fuel stops, road access, hospitals, airstrips, safe beaches, bays, channels, reef breaks, service points, marinas, and headlands. “In an emergency I could literally run the boat up one of the 70 beaches between Sydney and Hobart knowing there was road access, houses, air strip or a hospital nearby.” One of his major concerns was righting the boat if it flipped over, especially as he was carrying over 100kg’s of gear and 200 litres of fuel. Researching many videos, and in particular the British Royal Lifeboat Institution, Rykers devised, developed and built a gantry which included a self-righting balloon. “Not only did I want to make it to Hobart unassisted, I wanted to get myself back to land without any outside intervention should I have a catastrophic failure or if conditions become life threatening.” Sourcing a fuel bladder from Turtle Pacs in Queensland, Rykers planned two fuel stops, one in Eden, near the border between New South Wales and Victoria, and the next at Lady Barron Beach on the southern end of Flinders Island. To prepare for the extreme conditions in Bass Strait, Rykers would practice when weather and ocean conditions around Sydney were at their most extreme. I would venture way out past Botany Bay Heads to battle the worst the ocean had on offer, pounding out the kms in pouring rain and strong winds with not another boat in sight.”
READY TO GO Too excited to sleep, Rykers was up at 4am on the day of the race, Boxing Day. Checking and checking again. This was it. Wearing the same kit as the Volvo 60 sailors, plus some more, dressing for the first leg of the journey was time consuming in itself- three layers of clothing,
goggles, gloves, boots, hat, MOB harness, life jacket, radio EPIRB, portable strobe, Gopro harness, line knife, pocket GPS, emergency rations, engine kill cord, glasses and Garmin satellite communicator. Little did he know that even though he was wearing thousands of dollars worth of clothing, it would still not be enough. On the third night a $10 plastic V-sheet and a $10 piece of hose would be the only things that would keep him alive. After packing, he made his way down to Sylvania Waters ramp, Botany Bay ready for the first part of his voyage up to Rushcutters Bay in Sydney Harbour, 41.9km north of Sylvania Waters.
UNDERWAY With one last check, Rykers made his way to the start line to watch the race start. “This is always a highlight for me, boats of all sizes from 3m to 30m move like a herd of cows through a paddock, gaining momentum the closer they get to the Heads. The wake and wash created by all boats turns the sea into a washing machine. At times the wake converge to make troughs and peaks up to 4m. It’s a hell of a ride in a 4m inflatable boat!” Coming out of the Heads into a noreaster, the big maxis started to build speed and the spectator boats dwindle to only a handful. In previous years, Rykers would also turn back, but not this time. This was a special occasion. He was on the night train, ready for a long haul to Hobart. At 3am on the 27 December, after 17hrs at the tiller and more than 430km covered, Rykers finally arrived at Eden. It had been a long first day, but so far, it had gone to plan and the boat was running beautifully. Time to grab some sleep as tomorrow was going to be huge.
CROSSING BASS STRAIT One of his biggest concerns about doing the passage and crossing Bass Strait was the unpredictability of the storms and the ferocity of the ocean. Rykers would have almost 400km of open ocean to cross before being able to re-fuel again. “Not long after leaving Eden into a messy twenty-fiveknot nor’easter, the shallows around Gabo Island began giving me a taste of what it was going to be like to play with the big boys. I was only fifty kilometres from Eden and already I had altimeter readings of -5m and +11m . Although the swell was of considerable size, it was still far from what I considered to be a threat. Cautiously, I pushed on.” “I was quickly approaching the point of no return: I had to choose whether to continue on as planned or change course and retreat back to the safety of Eden. This trip was about more than being able to say that I did it. It was the next step of my life. I wanted to prove to myself that I could do the unimaginable, so why not do something I love and attempt something that had never been done before? WWW.BOATMAGS.COM | 137
BASS STRAIT & BEYOND I needed a sense of achievement, one that Sydney traffic and mortgage repayments couldn’t give me!”
MIDDLE OF NOWHERE Hour after hour rolled on, wave after wave. “I was now in the middle of nowhere. There was nothing. There was just ocean and more ocean. With the engine running perfectly and more than 650kms under my belt since leaving Sydney. I was past halfway.” “I was beginning to feel the effect of the trip: the sun, wind, salt spray, unrelenting bouncing, lack of sleep, and continually having to concentrate were starting to take their toll. I still had 200kms of open ocean to cross and the darkness made it extremely difficult to see any waves beyond the range of the boat lights.” Rykers noticed that the wind and swell were beginning to pick up. “I continued negotiating wave after wave when out of nowhere the boat dropped from under me…… bang, crunch. The boat landed hard onto the flat water.” “FAAAAAAAARK I think my spine just exploded. Did I just drop off the top of a breaking wave or is there a weir in the middle of Bass Strait that I don’t know about? Shit this is not good. I knew I had built this boat to be super tough but that was a bone cruncher. Surely that would have broken the floor?” “I was now paranoid. I would have to have a look. This meant going in the water with a torch to check the bottom of the boat, Great awesome, I had nothing else to do tonight…!” The GPS said he was in the deepest water in the universe - 3550m deep (11640 ft). “Great, not only would I have to get in the ocean, in pitch black with 10metre swells, I’d probably have to battle a giant squid and whatever else was down there.” Though Rykers has never believed in apparitions or the like, the next seven hours alone, smack in the middle of one the most feared stretches of ocean, in a 4m inflatable boat was about to change all that. After briefly entering the water to check the boat for damage, he was on my way again. “I took a little time to get back into the groove, but I was soon focused and making progress. “ However, the next few hours for Rykers were not easy. The continental shelf would quickly ascend from 1200m deep to less the 50m. The N/E swell that had been traveling free for thousands of miles was about to land on the beaches, reefs and headlands of Flinders Island. He would be entering the ‘Death Zone.’ “My plan was to navigate into the inlet at the southern end of Flinders Island on the eastern side, and then in the morning I would meet the fuel tanker truck at Lady Barron. However, my eyes had become very blurry, and I was really struggling to see the GPS and the ocean ahead. I was going to have to make a decision as to whether I should attempt the inlet.” The eastern channel is completely surrounded by 138 | RIB ISSUE 4
shallow sand bars – as shallow as forty centimetres. The combination of the surf, no moonlight, blurry vision, fatigue, and the north-easterly wind and swell Rykers knew it would be too risky to attempt entering the inlet in the dark. He decided it wasn’t worth the risk and began heading northwest towards Melbourne. “I was going to have to seek refuge on a nearby island, which I had marked on my map as a having a safe beach on House Bay, on one of the two sister islands north of Flinders Island. This was going to add another four hours onto an already exhausting 12 hours of unrelenting ocean crossing, but I had no choice.” At long last, he could see House Bay - a beautiful pristine beach. “I slowly Idled towards the beach, anchored about 3m off the beach, killed the engine and completely crashed out for three hours.” “I woke, after what felt like an eternity, to a beautiful secluded island paradise. It was the cutest little island, with water was so clean and clear. “I was cold and my suit had quite a bit of water in it, so I cut the toes to drain the water. I rearranged the boat and had some breakfast.. Everything still looked ok.” Rykers could now see Flinders Island.” I couldn’t believe it, but I had made it – almost…’ “It looked flat out there. This was going to be sweet. I put on my neoprene hood and gloves, wound in the anchor, and away I went.” With about a hundred kilometres left to get to Lady Barron, Rykers was going to make the most of the light fuel load and the flat water. “I’ve had a few two-stroke outboards in my time, and if there was one thing I knew these Tohatsu motors loved to do, it was rev.” For the next three hours, he sped along the coastline between the reefs and small islands enjoying the spectacular views, while the Tohatsu sang like a bird. After refuelling at Lady Barron, Rykers made his way to Wine Glass Bay “In the distance to my west I could vaguely see a silhouette on the horizon; it protruded very high into the sky. I assumed it was storm clouds, but as I got closer I realised it was the Tasmanian coastline. I’d never seen headland so high. It was insane how high they were.” Rykers had now been in the boat for over fifty-two hours. The wind was starting to build, quickly becoming a place he did not want to be. “I had nowhere to go, as there was headland as far as I could see. Wine Glass Bay was my next refuge.“ “I had a rest at Wine Glass Bay, while I calculated the next leg to Slaughterhouse Bay, The name didn’t suggest anything good. I thought if I can make it to Slaughterhouse I could cross behind Schouten Island and into Coles Bay. I repositioned everything to the front of the boat, so the wind couldn’t get under the front to flip it which also helped to move a little more quickly. The sun would be going down soon and I needed to get across Coles Bay and into Blackmans Bay as soon as possible.
The combination of cold wind, no sun, wet layers, and breathable Gore-Tex meant that Rykers was shivering uncontrollably. After 2 days with minimal sleep he was starting to seriously fatigue, and once the sun went down the cold would really knock him around. “This was going to be tough. Across Coles Bay the swell was around four metres and the southerly stayed strong; I was getting some serious air time heading into the wind but I needed to get across the bay and out of the wind as quickly as I could.” “I needed to stop this wind, and decided to make a poncho using my plastic V sheet.It felt so much better once the wind wasn’t going straight through me.” “It was dark again and I bashed my way across the bay and down the eastern side of Maria Island. I had now been going for two days and twelve hours.” Once it was dark his progress slowed dramatically, and he had to adapt his driving style to what he was capable of and what was safe. “I knew I was struggling but I was far from out, even just negotiating the channel markers in around Lachlan Island Reserve would take superhuman effort.” And, finally, at midnight Rykers could see the channel markers into Blackmans Bay. “I was so out of it, still shivering and worried about going to sleep, as I would only get colder throughout the night.” “I needed another plan. The engine was the only warm thing around, and I still had plenty of fuel. If I connect the piece of flexible hose from my kite air pump to the engine’s hot water outlet, I could put the hose in my suit, and pump warm water into my suit. And even though it was only a few degrees warmer it was enough to stop me getting any colder.” Eventually he felt confident that it would be safe to go sleep and at 2:30am he threw the anchor out, left the engine running, and curled up against the side of the boat. At 5:30am he woke to the sound of the Tohatsu still
puttering away. “I was still shivering, but I didn’t care. Soon I’ll be having a hot shower. Today’s the big day. Almost there.” This was going to be easy. This would be the fastest leg of the trip, with only sixty-five kilometres to go. I blasted out of Dunalley Canal like shell from a cannon and into Norfolk Bay. I took a tight left-hander around Sloping Island and across the bay. I trimmed her out a little, and then a little more. She wasn’t singing like a bird today, instead we were going to a rock concert and she was screaming the house down. This was our final song, and it was going to be loud. “I was absolutely flying across Tiger Head Bay the propeller wanted to break loose but we held steady as we shot between Black Jack and Betsey, then one last turn, a huge full-throttle slider around Iron Pot and into the River Derwent with not more than an 50mm trailing edge of the boat in the water. I was obviously excited. “ As soon as I got onto the strait, I started getting a lump in my throat and a tear in my already watering eyes, I couldn’t believe it – I was almost there. “Then 42 years’ worth of emotions hit me all at once. Feelings of relief, excitement, joy, achievement, happiness, and a thousand others.” “I could now see Constitution Dock, and the emotion kept coming I was a mess. I had laid awake on many nights at home with the thought of how unsettling it was going to be and whether it was even humanly possible to cross 400km of the most feared ocean in the world, alone, in a 4m rubber boat, but somehow, I was almost there. With 200m to go I started to wind her down. I felt like we had just won the Melbourne Cup and I had brought her into the stables. I idled my way to the dock, put her in neutral, shut her down, and fell into a heap. I was wrecked.” After 20 years of dreaming, 2 years of planning, 2 days, 21 hours and 30 minutes traveling 1380km across one of the most unforgiving oceans in the world, Rykers had made it. WWW.BOATMAGS.COM | 139
4
BOAT REVIEW | Southern Pacific Cormorant 600
Kiwi RIB
Southern Pacific’s Cormorant 600 is a RIB designed for Kiwi boating conditions and is the big brother of the already extremely popular Cormorant 550. Barry Thompson checks this big lightweight RIB on Auckland Harbour.
140 RIB ISSUE 4 140 |PACIFIC POWERBOAT SEPTEMBER / OCTOBER 2016
T
The Suzuki DF100B is good for better than 35 knots.
hree years ago Southern Pacific gave designer Kevin Dibley a brief to create an all-purpose, stable platform and lightweight go anywhere RIB. It had to be comfortable dry and be suitable for local Kiwi coastal sea conditions. The result was the Cormorant 550, a boat that has gone onto becoming their most significant selling model. About 12 months ago they added the 600 to the range and like the 550, the hull design is not a super deep vee RIB, but one that envelopes the versatility of a lightweight RIB. In fact, the total on water package, of our 600, including the Suzuki BF100D outboard, battery, 120 litres of fuel and a Viper anchor drum winch was less than 600 kg. Towing weight is around 750 kg, so you don’t have to spend big on a 4 x 4 to tow it. Southern Pacific build a wide range of inflatables from small tenders with soft bottoms through to 6m RIBs, the Cormorant 600 now the largest in the range. The five chamber thermally welded Valmex PVC or Hypalon tubes feature a durable textured exterior to protect areas of potential abrasion and hard use. Valmex is a very elastic material that is resistant to abrasion and is extremely temperature resistant. Ideal material for the harsh boating conditions we have in this part of the world. Underneath the Cormorant is a
The 600 Cormorant an upsize of the popular 550 Cormorant. Plenty of space for fishing and family fun on the water.
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BOAT REVIEW | Southern Pacific Cormorant 600 There is good storage in the centre console.
Dibley designed 4mm aluminium hull, which adds the rigidity and stiffness to the boat, without adding excessive weight. It has easily accessible storage areas as well as a builtin fuel tank. There are now six models in the Cormorant range from the 3.9m, 390 through to the 6m, 600. While there are a lot of similarities between the 550 and the 600, the main difference is the dimensions. Whereas the 550 is 5.5m overall, the 600 is 500mm longer at 6m, and as expected the internal dimensions are proportional more in the bigger model. The 550 is rated to 90hp, the 600 to 115hp and there is a 20kg weight difference. Other than that they are much one in the same.
The Viper drum winch fits easily into the anchor locker.
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FLEXIBLE LAYOUTS Part of the original brief was to provide maximum internal space, with both the 550/600 offering 1.3m internal beam. Even with the centre console option, the 600 provides plenty of usable space, with good walkarounds either side of the console and plenty of real estate for fishing. The layout in our test boat was one that the owner had specified to make the best use of the boat for his various boating pursuits; fishing, diving, tow water toys and generally family
boating up north at Taipa. He is also an avid fisherman and says that fishing from a RIB is not an issue, (although snapper spines are not good on the tubes) as long as you prepare the tubes before you go fishing. He suggests dropping a heavy duty cover over both hulls and that alleviates any concerns about having a tube punctured. Mind you, with five chambers around the boat you’ll never be in any danger of sinking. While there’s no fixed position of the console, on our boat it was very much the favoured spot and it also suits the jig that Southern Pacific have had made for the U-Deck flooring. There is storage in the GRP console with space for dual batteries and sizeable flat areas for a fishfinder, engine gauges and switch panel. Our boat had a 9” Garmin EchoMap, Viper Elite Series stainless steel switch panel, Suzuki engine management, Fusion NMEA stereo, GME GX750 VHF and something I have not come across before, a Fell Marine MOB Plus. This is an electronically controlled, wireless cut-off switch which replaces the old lanyard style system. Great little unit and going to get one for my boat! An overhead Sunbrella material bimini is held in place by a solidly mounted folding powder coated stainless steel frame with optional rod rack, twin aerials and Hella spotlight. Hella lights are used throughout. Seating layouts vary and in our 600 we had an Icey-Tek bin with seat pad at the helm, plus a forward console bow seat. The helm seat bin provides excellent storage for either wet or dry gear. A second Icey-Tek bin seat is dropped in ahead of the transom when the owner has his kids aboard. The 600 utilises the optional through hull anchoring system, which includes a stainless
steel Viper Micro Drum winch. If you don’t want that, then you can have the conventional over the bow anchor system, but not sure why you would. The whole package works so well and if you are worried about any water the is ingested into the bow locker, don’t be, as it were selfdraining and sealed off from the rest of the hull. No matter what model you choose, there is the flexibility of having a specific layout to suit your requirements. There are a number of console and seating options, such as Jockey console for easy dismount, full bench seat aft, central seating as a big boat tender, or merely open with a tiller ¬steer to maximise space. Interestingly the first three Cormorant 600s built all have different layouts, with only the tubes and hull remaining constant. Even then there are a variety of tube colours available. GREAT HANDLING While the 550 Cormorant is a great boat on the water, that extra length of the 600 gives it the edge and it performs even better. We ran the boat on a calm Auckland Harbour and I was impressed with the positive handling plus the way the boat hooks into turns with virtually no heeling or hint of letting go. It digs in hard and tight and you can feel the wide overhang of the tubes skimming the surface and holding the stern up. The tubes kiss the water when underway and at rest provide that extra footprint for stability, something that is so much a feature of properly designed RIBs. Two people standing on the tubes make very little difference to the heel of
The through-hull anchoring is a great feature.
the hull, something if you are using the boat a diving platform is a real bonus. A couple of guys fishing one side also means you don’t get that uneasy feeling when you are leaning over to net your mates big kinghie. The Suzuki DF100B pushed the 600 Cormorant to 33.5 knots using 32.5 lph @ 5800 rpm with four of us aboard and a full 120-litre fuel load. However, when the load is dropped to just two aboard and yet still with a full fuel load the boat is capable of closer to 36 knots. The owner of the 600 Cormorant says he likes to cruise around 4500-5000 rpm @ around 27 knots and gives a range of approx. 130 nm. Flat out that drops down to a still very acceptable 100 nm. SUMMARY The 550/600 Cormorant are boats that have a diverse market, from a tender for a superyacht or larger motor yacht, to a boat that’s easily handled, towed and launched. It’s an all-purpose boat for general boating. Southern Pacific produce tubes for many fibreglass RIB builders, so were keen to stay out of that space, hence the development of the all aluminium range. Southern Pacific reinforces the Kiwi designed and made philosophy and have the ability to build to the highest quality at an affordable price. Being the builder from bow to stern Southern Pacific can custom build every boat and that’s a real plus.
Model: 600 Cormorant Priced from: $54,000 Price as tested: $69,000 Type: Centre Console Construction: Alloy/Valmex PVC LOA: 6.00m Beam: 2.30m Deadrise: 22 deg Height on trailer: 2.50m Trailerable weight: 750 kgs (est) Power: Suzuki DF100B Power options: Outboards 90-115hp Propeller: 19” 3BLD Fuel capacity: 120 litres Trailer: Hoskings Trailers
PERFORMANCE & FUEL RPM 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 5800
Knots 4.0 5.4 6.5 8.0 12.0 16.5 21.5 25.5 28.5 31.0 33.5
L/h 1.2 2.3 3 5.1 7.6 10 12.2 18.5 25.3 30.5 600
L/NM 0.300 0.430 0.470 0.640 0.640 0.610 0.570 0.730 0.890 0.990 1.000
Range (NM) 360 250 220 160 160 170 180 140 120 100 100
Contact: Southern Pacific Inflatables Ph:+64 9 3099111 E: sales@southernpacific.co.nz
www.southernpacific.co.nz
www.facebook.com/southernpacificinflatables
WHAT IT’S GOT
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