Pacific PowerBoat Jul Aug 2022

BONUS RIB 2022 ANNUAL

P A C I F I C

THE 100 % RIB MAG AZIN E 2022 ANNU AL

Max Pumped to the

RIBS over 8m PAGE 130

FITTING A TENDER CRANE PAGE 140

JULY / AUGUST 2022

REVIEWED:

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

Searaider 6.6m PAGE 124

REVIEWED:

Williams Turbojet 285

PAGE 146

FISHING FUNCTION MARITIMO M600

HOW TO

CROSS A BAR

DEEP SOUTH CRUISING

& HOW NOT TO

THE BLEAK BUT MAJESTIC AUCKLAND ISLANDS

Also Reviewed

CHASE

ZER0

JULY / AUGUST 2022 $11.50 INCL GST

EMIRATES TEAM NEW ZEALAND HYDROGEN POWERED CHASE BOATS

NIMBUS T11 HERLEY ELITE 8 SEARAIDER 6.6 RIB PUREKRAFT 730 HT OCEAN ALEXANDER 28E WILLIAMS TURBOJET 285

THE ULTIM ATE A DV ENTUR ER The all new S55 is the latest evolutionary addition to Maritimo’s esteemed sedan motor yacht series, a series renowned for long range adventuring and offshore cruising practicality. Australian built, its powerful exterior form, reimagined entertainment areas, and functional deck spaces reset the international standard for cruising sedan motor yachts. maritimo.com.au

S55

C O N T E N T S ISSUE 66

Features 56

CRUISING THE AUCKLAND ISLANDS

In Part 4, on the voyage of the MV Strannik, Rodney Russ takes us further into the deep south and on a trip to the bleak Auckland Islands.

84

TEAM NZ HYDROGEN

Emirates Team New Zealand have committed to drive hydrogen innovation in the marine industry by developing hydrogen powered chase boats for the 37th America’s Cup. Barry Thompson was one of the first journalists to get aboard Chase Zero.

96

COASTGUARD EDUCATION - CROSSING A BAR

Barry Tyler takes a on the water look at crossing a bar and experiences first hand what to do and what not to do for safe passage.

100

HOPPERS FLOTILLA

The idea to circumnavigate the North Island and spend time exploring Tasman Bay and the Marlborough Sounds on his own launch was a bucket list item for Leigh Hopper. Last summer he finally did it and was joined by a number of other like minded boaties.

112

ISUZU MUX REVIEW

The new MU-X brings new levels of SUV luxury and comfort. It has retained the durability and toughness that the previous MU-X is known for. Text by Doug Dukeson.

Reviews

114

INNOVATION AWARD WINNERS

2022 Hutchwilco NZ Boat Show Innovation Awards were hotly contested.

We look at the award winners.

130

PUMPED TO THE MAX

We look at some of the bigger RIBs on the market and why they are so popular both in the recreational and commercial markets.

140

FITTING A TENDER CRANE

Our resident cruising guru Laurie Cranfield reports on updating his Salthouse 16m, Rapport with a new ADC deck crane, and Seafarer RIB.

P A C I F I C

THE 100% RIB MAGAZINE 2022 ANNUAL

48

BONUS RIB 2022 ANNUAL

MARITIMO M600

P A C I F I C

THE 100% RIB MAGAZINE 2022 ANNUAL

Max RIBS over 8m PAGE 130

140

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OCEAN ALEXANDER 28E

RIBS over 8m PAGE 130

FITTING A TENDER CRANE PAGE 140

REVIEWED:

T R A I L E R B O AT S | L A U N C H E S | C R U I S E R S WWW.POWERBOATMAGAZINE.CO.NZ

Searaider 6.6m PAGE 124

REVIEWED:

Williams Turbojet 285

PAGE 146

FISHING FUNCTION MARITIMO

REVIEWED:

M600

NIMBUS T11

Max

Pumped to the

FITTING A TENDER CRANE PAGE

64

Pumped to the

REVIEWED:

Searaider 6.6m PAGE 124

Williams Turbojet 285

PAGE 146

HOW TO

86

CROSS A BAR

DEEP SOUTH CRUISING

& HOW NOT TO

HERLEY ELITE 8

THE BLEAK BUT MAJESTIC AUCKLAND ISLANDS

90

Al s o Reviewe d

PUREKRAFT 730 HT

124

CHASE

ZER0

JULY / AUGUST 2022 $11.50 INCL GST

SEARAIDER 6.6 RIB

146

WILLIAMS TURBOJET 285

EMIRATES TEAM NEW ZEALAND HYDROGEN POWERED CHASE BOATS

NIMBUS T11 HERLEY ELITE 8 SEARAIDER 6.6 RIB PUREKRAFT 730 HT OCEAN ALEXANDER 28E WILLIAMS TURBOJET 285

PPB July August.indd 1

23/06/22 10:00 AM

The first Maritimo M600 during trials off the Gold Coast, Australia. SEE PAGE 48

2022 RIB ANNUAL In this issue, we review the Searaider 6.6 RIB and Williams Turbojet 285. We check out some of the biggest RIBs available on the market and Laurie Cranfield tells us about choosing his new RIB tender and deck crane.

SEE PAGE 123

Digital readers - click play buttons to watch video review online at powerboatmagazine.co.nz 4

MAY / JUNE 2022

>

PACIFIC POWERBOAT MAGAZINE

Regulars 6

DESIGN FOCUS Iguana Commuter AMPH

8

LEADING COMMENT

HEAVY DUTY COMMERCIAL & RECREATIONAL ENGINES Commercial Use

Show and travel times return

10

PUBLISHER’S COMMENT Winter Boat Shows

12

GUEST COMMENT

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

Not All Plain Sailing Steve McLay – MD & Founder of McLay Boats.

14

SEEN & ADMIRED Riviera 465 SUV White Pointer 870WA

28

NEWS

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

News, new products, boats and events.

36

CRUISING MATTERS

Maximise your cruising independence.

38

ELECTRONICS COLUMN Tablets for marine navigation.

40

DUNCAN ON FISHING

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

Recreational Use

Stray lining the shallows.

42

POWER ON

Yamaha Repower programme, electric inboard from epropulsion and the new Baudouin 6F21 diesel

44

STRAIGHT FROM THE GALLEY

S270 V6 Diesel Power: 270 hp | Torque 565 Nm

Derek the Chef, prepares Mussel spiced with chilli parsley parmesan cheese crust.

46

ROGER’S RAMBLINGS Destination Dunedin.

110

FLETCH’S TIPS

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

R200 Series Diesel Power: 200 hp | Torque 440 Nm

Call us today on 0800 498 632 or visit us at hyundaimarine.co.nz

122

WHAT IS THE QUESTION? Parimar in her Element.

PowerboatMagazine.co.nz

5

IGUANA COMMUTER DESIGN FOCUS

While Kiwis and Australians are very familiar with amphibious boats, such as Sealegs, and boats using Orion and Tectrax systems, the French built Iguana range of amphibious boats is very different. The Iguana Commuter is the largest model in the Classic line and was on display at the recent SCIBS. The big difference is the wheels have been replaced with a track system that folds up out of sight when the boat is on the water.

T

he guana Commuter is truly unique. The cabin is complete with an electric door, integrated head and a small day bed. It is the most technologically advanced model of the Iguana range. The convertible hard-top is a unique feature. At the touch of a button you can transform a heightened sunshade into a completely sealed weatherproof helm.

The unique design of these high-tech boats with tracks allow the Iguana to land safely on any terrain from soft sand and wet mud to uneven rocks and pebbled beaches. This

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amphibious boat is truly all-terrain. It is capable of climbing up to 22 degrees / 40% inclines on all surfaces.

The amphibious boat landing gear deploys and locks into place in 8 seconds.

Ergonomically designed to seamlessly fold into the hull. Fitted with the very latest technology yet built with sheer simplicity mechanisms, the results of years of engineering.

PACIFIC POWERBOAT MAGAZINE

With light materials like aluminium and carbon, this amphibious boat is not heavier than any other boat.

On the water, Iguana amphibious boats function in the same fashion as a traditional boat. The amphibious tracks fold into the hull of the boat and do not impede onwater performance. When tracks are folded the fluids flow out from the hull. The Iguana high-tech boat range is capable of 50+ knots on the water with twin 300hp engines.

Steve Huppert, contact@iguanayachts.com

PowerboatMagazine.co.nz

7

EDITOR'S NOTE

PACIFIC

WITH BARRY THOMPSON

THE TRAVEL BUG & SHOWS RETURN

PUBLISHER D&B Publishing Ltd EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 email: barry@boatmags.com CONTRIBUTORS Doug Dukeson, Ron Czerniak, Bruce Duncan, Derek the Chef, Laurie Cranfield, Mike Rose, Phil Gilbert, Aaron Fletcher

May and June were super busy, with two boat shows and four overseas trips. It was great to see the borders open again, and while I seemed to spend half the time filling in forms and getting RAT tests, it was worth it.

ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 email: doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 email: alex@boatmags.com PRODUCTION Design & Prepress: Annabelle Rose Design Mob: +64 (0)27 427 4559 email: design@annabellerose.co.nz Printer: OVATO WEBSITE Stealth Media Ltd Gustav Wentzel info@stealthmedialtd.co.nz +64 21 0201949 ACCOUNTS Soraja Thompson Tel: +64 (0)9 428 2086 email: accounts@boatmags.com CIRCULATION ARE Distribution SUBSCRIPTIONS Printed & Digital subs@boatmags.com Pacific PowerBoat is published bi-monthly January, March, May, July, September, November REGISTERED OFFICE 14 Glamis Ave, Manly, Whangaparaoa, Auckland, New Zealand. email: barry@boatmags.com www.powerboatmagazine.co.nz Postal Address: PO Box 132 Whangaparaoa, Auckland 0930, New Zealand.

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

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

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The Nimbus T11 attracted a lot of attention.

I

mmediately after the restrictions to travel were lifted, I went across the ditch to the Gold Coast to review the first Maritimo M600. We have a full review on the M600 on page 48 of this issue. I was back in Auckland for less than a week when I jumped on a plane with my wife, and we went to Fiji. This was strictly a nonwork trip, and I enjoyed spending six days lazing out around the pool at the Sofitel Beach Club, Denarau.

After ‘recharging the batteries', a week later, it was the Hutchwilco New Zealand Boat Show. Then, a few days later, I returned to Australia for the Sanctuary Cove International Boat Show.

Both shows are back to back, and it was interesting to be part of the excitement and anticipation of what to expect at boat shows. Something new and different, whether boats or products, always attracts my attention.

The Hutchwilco New Zealand Boat Show stood out for me for the proliferation of aluminium trailer boats and the noticeable lack of fibreglass ones. Most used the excuses that their order books were full, with deliveries out for the next 12 to 18 months, and also, they had no stock boats to display. Of the fibreglass boats that were there, the imports shone out, with some great-looking products from brands such as Nimbus, Saxdor, Crownline, Sea Ray and Finseeker. If you were in the market for a RIB tender, you had plenty to pick from. There was also a good number of amphibious boats. I was particularly impressed with the World Cat on the Family Boats stand, the impressive Herley 8m (See review page 78) and Dreadnort Boats, D4000, which was like an alloy version of a PWC. Overall there were a lot of very cool boats that showed off the diversity of modern designs locally and from overseas.

At SCIBS, it was a whole different show, with the emphasis on big boats. While there were plenty of trailer boats, the biggest of the big got my attention. Ocean Alexander used the show as a world debut for their all-new 28E, Horizon showed off their FD75, FD80 and FD90, and Princess had several new models, including an F55 and an F62.

Riviera’s new 78 Motor Yacht, 465 SUV and Maritimo’s trio of S600, M600 and M60 were star attractions.

I also got to look over the unique Iguana Commuter amphibious boat, which is unlike any other amphibious craft with tracks rather than wheels. (See Design Focus Page 6).

Overall, both shows had plenty to see and indicated that the boating market is as strong as ever and that people still like boat shows. I know I do.

And then, just over a week after SCIBS, I was back on the Gold Coast to review the impressive Ocean Alexander 28E. Also featured in this issue on page 64.

I’m back to Australia shortly for more reviews and maybe the Sydney International Boat Show in late July. After over a year of hibernation, it’s certainly nice to get away again.

PACIFIC POWERBOAT MAGAZINE

Riviera 465 SUV - Fort Lauderdale Premiere

Riviera 645 SUV

Riviera 575 SUV

Riviera 545 SUV

Riviera 505 SUV

Riviera 445 SUV

Riviera 395 SUV

Riviera’s SUV Collection: two spectacular motor yachts in one.

210366

D

iscover the best of both worlds. A high performance, open cockpit, adventure yacht with all the luxury of a single level alfresco entertainer. That’s the essence of a Riviera SUV. Sweeping lines of grace and beauty, luxurious staterooms bathed in natural light, the finest fabrics, leather and handcrafted joinery from exotic timbers. These are the qualities that make every Riviera a world class luxury motor yacht. Engineering excellence in harmony with state-of-the-art electronics and an industry-leading extended warranty program, creates the ultimate boating experience. Take the helm of two spectacular motor yachts in one and enjoy an ease of operation that is uniquely Riviera. Discover more at RivieraAustralia.com Step aboard Riviera at the Fort Lauderdale International Boat Show, October 26-30, 2022

PUBLISHER'S COMMENT

WITH DOUG DUKESON

WINTER BOAT SHOWS

As we head into the depths of winter, things may seem a little gloomy at times – but serious boaties are still getting out there for a weekend away or a fish.

Cule hatches are proudly made in NZ so we can customise to your needs and supply any parts.

H

Easy online purchasing backed by friendly local customer service and a manufacturers warranty.

ere in Auckland, keen anglers are being rewarded with good catches. Many of my mates are catching reasonable-sized snapper, particularly in the shallows. Straylining in the rocky areas around Tiri and over towards Wenderholm has been going off recently. Plenty of burley makes a difference, and I have noticed when that runs out, so does the interest of the fish.

However, I have not been out much due to a busy boat show schedule. In May, we were treated to two great shows, with plenty of positivity and good sales on both sides of the Tasman. The Sanctuary Cove International Boat Show and the Hutchwilco NZ Boat Show were well worth attending, with plenty of new products and boat releases. SCIBS reported over 40,000 and then Hutchwilco around 32,000 visitors. We achieved record-breaking subscription sales at the Hutchwilco NZ Boat Show. Those who said print was dead a few years ago are eating their words now!

Back to reality, I am knocking away at the computer to bring this issue to you. I plan to be at Sydney International Boat Show at the end of July. Until then, happy reading and happy fishing for those with the time.

Check out our new website to buy direct or get in touch to discuss your next project.

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

DB214

BIG SUB WINNER

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PACIFIC POWERBOAT MAGAZINE

Congratulations to Jay Prangley, the proud owner of a Southern Pacific Puffin 215 RIB powered by the awardwinning Temo 450 Electric Outboard. Jay was one of the many new subscribers to the Pacific PowerBoat magazine that went into the draw to win this fabulous prize valued at over $6300.

He says he plans to use the boat this summer at his family holiday home at Snells Beach for family fun and soft baiting.

Thanks to Tenob Wholesale Marine for the Temo 450 and Kiwi Yachting for the Southern Pacific Puffin. Plus, those who subscribed to the printed version of Pacific PowerBoat.

Arriving April 2023

OFFICIAL DISTRIBUTOR Explore a world of new horizons with the Princess V50. The spacious saloon and extended cockpit provide exceptional entertaining spaces in which to create unforgettable experiences.

Auckland | 131 Westhaven Drive (09) 274 9918 Christchurch | 507 Moorhouse Avenue (03) 379 9208 Learn more about Princess at princessyachts.com

r uc du c ee r ee d

o a tt r b r o u o y o a b r r ollll u o y At anchor and underway At anchor and underway

GUEST COMMENT

S T E V E M C L AY,

MANAGING DIRECTOR OF MCL AY BOATS

NOT ALL PLAIN SAILING

At present most NZ alloy boat manufacturers have months and in some cases over a year of work ahead of them and it’s been like this for 2 years now. This has been fuelled by no overseas travel both here and Australia.

It is great for the industry on a whole, but it sure has thrown up a lot of challenges that I have never experienced in my 35 years of boat building. I’ve been heard to comment that I never knew being so busy could be so stressful, and please don’t get me wrong, it’s a real blessing and sure beats being quiet, but it’s not that simple. It has come with challenges.

For Luxury Yachts, Trawlers and Sports Fishers • Allow crew and guests to move around safely and enjoy themselves.

• Provides a comfortable setting for dining and entertaining.

• Sleep in comfort at the dock or anchored out.

• Keeps your vessel steady when docking.

• Effective at trolling and at ‘zero’ speeds.

• Less maintenance means more time to fish.

• Easy to use, just flip a switch.

• Improves fuel efficiency.

There are over 3000 installed worldwide

Maritimo Warranty and Service Agent

DB889

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

12

www.motoryachtservicecentre.co.nz JULY / AUGUST 2022

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PACIFIC POWERBOAT MAGAZINE

So, what are the main challenges.

1: Covid is having a major impact on production this year. It has taken a while to get down South but we have and still are having staff away that are either household contacts or have caught Covid.

Around half of my staff have had it and I am expecting more in the coming months.

The weekly wages and overheads stay the same during these lower production times.

2: The continued price rises on the aluminium and all other components that make up a boat is on-going and it makes it challenging to sign up a boat at today’s pricing, when in 12 months’ time upon delivery to the dealer/customer the raw materials have risen substantially from when it was signed up.

In our case we indent the Aluminium sheet twice a year, but in the last 2 years each indent has cost considerably more that the last lot.

There would hardy be a week that goes by that there isn’t a price rise on something we buy for the boats.

3: Getting all the raw material, components and outboard motors has been the most challenging of all. We’re seeing a little improvement this year now, except on larger outboards that still have around a 12-month lead time. Carrying a lot more stock helps, but we still get caught out sometimes by an item costing less than $200 holding up a $100,000 plus boat from going out the door.

Gone are the days of operating the efficient way, like the Japanese automotive industry taught us of having materials arriving just in time. As a result, we now have to carry double our normal stock holding compared with pre Covid times.

4: Shipping and freighting issues.

The difficulties for us here in the South Island, is not only do we have the export shipping challenges, but getting Cook Strait ferry crossings at present is very difficult. The operators are a couple of ships down and are like to stay so for a few months yet.

As for Australian export, not only have we seen the price of a 40 foot High Cube container treble since pre Covid, its challenging just to get a booking.

So how does one cope with all this?

You just have keep smiling, stay positive and keep looking forward to the day when a more stable new normal arrives. I was going to say the old normal, but I think that’s gone for good.

We have managed to get a couple of return ferry crossings for our delivery truck in the next 3 weeks, and have also finally got few export containers booked in, (well that’s in theory anyway) so onwards and upwards in this industry we are passionate about.

Nimbus T11.

Swedish Quality & Innovation Since 1968.

Available for Summer ’22 delivery Auckland | 131 Westhaven Drive (09) 274 9918 Christchurch | 507 Moorhouse Avenue (03) 379 9208 Sydney | 758 Pittwater Road, Brookvale (02) 9938 6018 Learn more about Nimbus at nimbus.se

OFFICIAL DISTRIBUTOR

SEEN & ADMIRED

RIVIERA 465 SUV

THE MAGNIFICENT SEVEN Released at the recent SCIBS new Riviera 465 SUV joins an exceptional line-up of Riviera SUVs including the 395, 445, 505, 545, 575 and 645.

T

he 465 SUV offers a watersports cockpit, covered alfresco deck that expands the saloon living space, three double staterooms, two generous bathrooms and multiple entertaining spaces in a sub-fiftyfoot yacht.

Twin transom doors fold out parallel to the transom to allow the generous boarding platform to become part of the cockpit, creating one large water-sports or entertaining platform.

A generous saloon provides guests with

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360-degree views through wide opening side windows and a curved windscreen.

The U-shape galley, aft on the starboard side, offers the discerning chef all of the appliances needed to create and serve sumptuous meals.

The helm, immediately forward of the galley includes twin leather sports seats facing a dash equipped with a tilt-adjustable sports wheel, comprehensive engines controls including a joystick, two 12-inch Garmin Glass Cockpit multi-function displays and a C-zone digital switching

PACIFIC POWERBOAT MAGAZINE

control panel.

The 465 SUV includes three generous staterooms on the accommodation deck as well as a combination clothes washer and dryer cleverly placed under the stairwell and accessed from a starboard midships stateroom.

Power aboard the 465 SUV is provided by twin Volvo Penta D8-IPS800s deliver 441kW (600hp) each.

RIVIERAAUSTRALIA.COM

ENHANCE YOUR BOAT PERFORMANCE Introducing the Dometic Trim Tab System

SeaStar Standard Trim Tab System Dometic has redefined the ease of use and practicality of a basic trim tab system. Featuring an intuitive dial controller, you can easily adjust the pitch and roll to get your boat on plane quickly and efficiently. A programmable favorites button makes for effortless operation. While its innovative, rugged design and auto-retract feature, ensure reliability and safety on the water, whatever the conditions.

Find Out More

boatinglifestyleadventure

dometic.com

bla.co.nz

SEEN & ADMIRED W H I T E P O I N T E R 8 7 0 WA

SERIOUS PREDATOR The new White Pointer 870 Walk-Around is based on a well-proven 8.70m alloy hull with a wide 2.75m beam and a 6mm hull-plate construction. The deep bulwarks allow safe passage around the wheelhouse to the open bow area.

T

he lockable cuddy cabin comes with a v-berth and infill to make one large berth, storage under the squabs and a head under the side bunk. You can have the entire cabin fully upholstered, so no alloy is shown anywhere.

The wheelhouse features ample seating for the skipper and passengers, a fridge/freezer under the day lounge, sliding side windows, a large custom dash and LED lighting.

The self-draining cockpit is all about fishing, and the White Pointer 870 WA does it well. Rod holders are everywhere. There is a large kill tank, live bait tank and generous bait station. There is a whole width boarding platform which can be caged with twin boarding ladders. Power is a Volvo Penta D4/ 320hp with a DPI leg.

Like all White Pointers, you have the option of a painted or unpainted hull and wheelhouse and the boat, some degree of customisation, such as with twin outboards, and White Pointers legendary P ro-Sportsman seamless game fishing stern.

Look for a full review and video in the Sept/Oct issue of Pacific PowerBoat/Alloy Boat.

WHITEPOINTERBOATS.CO.NZ

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PACIFIC POWERBOAT MAGAZINE

Power and Power and performance. performance.

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New D4 & D6 propulsion packages Introducing a new generation of our D4 and D6 propulsion packages, from Introducing a new of years our D4 and D6 propulsion packages, from 150–480 hp.

Aftergeneration having spent refining and developing the proven platform 150–480 hp.this After havingsystem spent years refining and developing the proven ever further, complete delivers new exciting features – from helmplatform to ever further, complete system delivers exciting features – from helm to propeller.

All this to offer you a more powerful andnew reliable experience. propeller. All to offer you a more powerful and reliable experience.

Learn more at: www.volvopenta.com Learn more at: www.volvopenta.com

DB872

Volpower nz Limited

09 274 4305 New D4 |&www.volpower.co.nz D6 propulsion packages

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Call +64 6 868 6519 or ton y@whitepointerboa ts.co.nz

FUNCTION WITH FORM SINCE 1992

PowerboatMagazine.co.nz

17

NEWS BOAT OF THE SHOW: Specialist Fishing Boat Open & Supreme Winner

Circa 950 Cruiser

HUTCHWILCO NEW ZEALAND BOAT SHOW AWARD WINNERS The 2022 Hutchwilco New Zealand Boat Show awards represented a cross-section of some of the best boats (Sponsored by Altus Industrial) and products (sponsored by TENOB Wholesale Marine) available in New Zealand. The winners were:

18

SPECIALIST FISHING BOAT UP TO 6M:

ALL-PURPOSE FAMILY BOAT OPEN:

Kingfisher 510 Minicat

Profile 800HW

JULY / AUGUST 2022

>

PACIFIC POWERBOAT MAGAZINE

LAUNCH : Admiral

10m Sports Cruiser

SPECIALIST FISHING BOAT UP TO 8M:

Extreme 795 X ST

ALL-PURPOSE FAMILY BOAT UP TO 8:

Machina 771

ALL-PURPOSE FAMILY BOAT UP TO 7M:

Offshore 700 Hard Top ALL-PURPOSE FAMILY BOAT UP TO 6M:

Offshore 600 Hard Top

MOST INNOVATIVE BOAT:

Marco 600 Sojourn

Specialist Fishing Boat Up To 7m & Best New Model:

Innovision Boats 616

MOST INNOVATIVE LOCAL PRODUCT:

MOST INNOVATIVE INTERNATIONAL PRODUCT:

Futura 775 Tandem Marine Trailer

Temo 450 PowerboatMagazine.co.nz

19

NEWS

2022 SCIBS DELIVERS

The 33rd annual Sanctuary Cove International Boat Show (SCIBS) has upped the ante again, cruising into another successful year with outstanding attendance and sales.

Across four action-packed days, SCIBS welcomed 43,852 boating enthusiasts to the sold-out show to view more than 1,000 products and 600 vessels from over 337 exhibitors with an impressive 251 boats on the water, a 20 per cent year-on-year increase.

SCIBS rolled out the red carpet with a show-stopping lineup of global and Australian premieres, including launches from local manufacturers Maritimo and Riviera, alongside other luxury superyachts, trailer boats, personal watercraft and the latest marine technology.

SCIBS General Manager Johan Hasser said Mulpha's continued investment in Sanctuary Cove, including the recent marina expansion, has allowed the show to increase its footprint, attracting a

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record number of exhibitors who reported remarkable sales.

Within The Pavilions, BLA, the boating, lifestyle and adventure experts, brought industry-leading brands Minn Kota, Humminbird, Dometic Outdoor, CZone, Cannon, Mastervolt, Lewmar, BEP, Blue Sea Systems, JBL, OceanLED, Scanstrut and RAM Mounts as well as its BLA Marine Performance Series of products.

BLA Marketing Manager James King said: "We haven't been to SCIBS since 2019, and it's so exciting to find our way back on the boat show circuit."

Garmin first displayed the new Garmin Livescope Plus System, Garmin Boat Switch and Surround View Camera System.

Riviera showcased its largest fleet with 12 vessels on display, including three Australian

PACIFIC POWERBOAT MAGAZINE

premieres: the 4600 Sport Yacht Platinum Edition, 78 Motor Yacht and the exclusive reveal of the new 465 SUV model.

Maritimo had an exceptional reception for its three global exclusives, the M60 Flybridge Motor Yacht, M600 Offshore Flybridge and S600 Offshore Sedan, with a number of sales on the board.

Princess Yachts Australia debuted a world premiere on the water with its awardwinning, upgraded F Class 55 Flybridge Yacht.

SCIBS returns for its 34th annual Boat Show from Thursday 25 to Sunday May 28 2023.

SANCTUARYCOVEBOATSHOW.COM.AU

VENTURE BEYOND THE ORDINARY.

Uniquely using CAD design & CNC machining on every new model to offer unsurpassed accuracy and performance, Tristram Marine have redefined trailer boating for thousands of proud owners who seek to venture beyond the ordinary.

For more information visit www.tristram.co.nz

Tristram 821 Offshore / Available in Twin Outboard or Diesel Sterndrive

SHOWROOM - SERVICE CENTRE - PRODUCTION PLANT

5 Udy Place, Te Rapa Park, Hamilton, NZ Te Rapa Expressway Exit SH1 pacificpowerboat@tristram.co.nz / +64-7-849-5225

PREMIUM OFFSHORE TRAILER BOATS / WWW.TRISTRAM.CO.NZ

NEWS

NEXT-GEN EPIRBS Marine safety specialists ACR Electronics and Ocean Signal have announced the development of next generation EPIRBs which meet upcoming standards and incorporate more features to significantly enhance the chance of rescue in an emergency.

WHATEVER LIES AHEAD...

Introducing integrated AIS (Automatic Identification System) within their EPIRBs for the first time in conjunction with other new technology, ACR and Ocean Signal will launch the advanced beacons this year ahead of the enforcement of new updated IMO Maritime Safety Committee EPIRB regulations.

The new IMO rules, effective from July 1, 2022, state that vessels under SOLAS regulations will have to fit a new EPIRB with an internal AIS locating signal and an internal GNSS receiver, along with the 406MHz and 121.5MHz transmitters, when current devices are due for replacement.

Recreational boats and other non-SOLAS vessels can continue installing the EPIRBs permitted under national regulations. Many countries are expected to enforce the IMO AIS EPIRB mandate in one to two years due to the life-saving benefits these new beacons offer.

For those affected by the IMO AIS EPIRB mandate and for any boaters who want the added reassurance of AIS or to ensure they meet future regulations, ACR's latest EPIRBs will be ready for the July 2022 deadline.

HUTCHWILCO.CO.NZ / ACRARTEX.COM

SEALEGS APPOINTS NEW OPERATIONS MANAGER Ryan Van Der Lee has been appointed as the new Sealegs International Operations Manager.

Ryan has worked for Sealegs for nearly ten years, was awarded apprentice of the year in 2018, and was the fastest to complete the apprenticeship program.

David McKee Wright says, "Ryan has always had and will always have the support of his peers and colleagues due to his hard-working and supportive nature. Ryan is always the one to put others first and never turns down a challenge.

With Sealegs' recent growth, the need for an Operations Manager to oversee the full manufacturing process has become apparent to ensure the efficient running of the full production process."

Over the last 12 months, Sealegs has experienced continued growth in all facets of the business. Sealegs is set to release two new models in 2022. SEALEGS.COM

ORLD’S THE W BOAT NG LEADI RER! S IN U

THOUSAND REASONS, ONE PARTNER

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PACIFIC POWERBOAT MAGAZINE

NEWS

PT CHEV FAMILY WINS $280,000 BOAT

Keen Pt Chev boatie and fisher Chen (Steven) Chang and his family, wife Wei, 10-year-old daughter Alice and 7-year-old son Edison have won the 2022 Hutchwilco New Zealand Boat Show Surtees/Yamaha Grand Prize Boat Package.

Steven Chang and his family attended the show at the Auckland Showgrounds in Greenlane, Auckland, on Thursday, May 12.

Steven is already a boat owner (with a 6.5 boat) and a keen angler whose largest fish has been an 82cm snapper, caught while fishing "outside" the Manukau Bar with friends. He says his dream boat is his 7.5m Surtees 750 Game Fisher (powered by a 250hp Yamaha and fitted with a new Yamaha Helm Master EX boat control system).

"Our current boat is too small to take out the family," he says. "Now I will be able to take Wei, Alice and Edison and explore and catch more fish!"

He says his new Surtees 750 Game Fisher is "the perfect boat" for safely crossing the Manukau Bar with his family and friends and is also looking forward to exploring places like White Island and landing one of his dream fish, a hapuku.

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NEWS

LEGACY MARINE WELCOMES

THE L35

Legacy Marine in Whakatane have recently launched the second member of their fleet after the seamless launch of their flagship L70 earlier this year.

The L35 was designed to Lloyd’s standards by well-known New Zealand based naval architects, Lomocean, featuring structural engineering seldom found on motoryachts of it’s size. At 10.58 m with a 3.31m beam, the L35 Awatea will sleep up to six people in comfort in a double berth and four singles.

Featuring a spacious saloon that seamlessly extends outside through a drop-down window and bifolding door arrangement Awatea will be an entertainers delight.

A teak lined cockpit with a large central live bait tank and tuna tubes will make it a fisherman’s dream. Cooking facilities include an induction cooktop, microwave oven, and 85L fridge within the saloon along with a 24 volt electric hotplate

and chest freezer in the cockpit giving people the ability to cook inside or enjoy the surroundings outside depending on weather. A shared walk-in bathroom with hot water shower, head and vanity will keep everyone feeling fresh.

Powered by a single tunnel driven Cummins QSB 485hp inboard with 750 litres of diesel capacity underfloor the L35 will have the range required for multi day trips away to fish remote fishing grounds such as the

Three Kings Islands or adventures deep in the Southern heart of Fiordland.

A Fisher Panda 5kw generator and inverter will keep everything running during stay away trips with both 12 and 24 volt power on offer. Although Awatea will be destined for serious adventure, it will also be equally suited as an elegant entertainer and with the Hauraki Gulf as its home port opportunities will be endless.

EXTREMEBOATS.CO.NZ

SAFE2DOCK INFLATABLE

DOCK FENDERS

Safe2Dock inflatable dock fenders take the stress out of docking your boat.

Unlike conventional fenders which hang vertically, the safe2dock inflatable fenders are mounted horizontally and permanently fixed to the dockside. Being clear of the water, there is no algal growth.

Safe2Dock inflatable fenders help make parking your boat a breeze rather than the breeze parking your boat for you, with often disastrous consequences.

“Having an inflatable fender system permanently fixed around your dock means there is no need to having to attach fenders to your rails before docking. Something that doesn’t always go as planned, especially if you have an inexperienced crew”, says safe2dock’s founder and inventor, Hilton Roberts.

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used on all Premium models.

As an innovation for boats with limited manoeuvrability, safe2dock also offer a range of V-fenders, which are designed to be driven into and are a real bonus for boats with a single engine and no bow thruster.

The V-fenders are designed to sit in the water and connect to the dock using the same fixing system. This fender is 600mm in diameter and can be supported by a secondary V-buddy which doubles the impact zone to 1200mm. This sits between the dock and the V-fender and is designed to survive a severe impact.

“We also offer a custom service so can essentially manufacture inflatable fenders to suit and owner’s dock”, added Roberts.

SAFE2DOCK.COM

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24

Designed and manufactured by New Zealand company Roberts Brothers International Ltd, the inflatable fenders come in various sizes from 1000mm to 6000mm in length with diameters from 320mm to 450mm and in several colours.

The highest quality components, including 316 stainless steel fixings, PVC & TPU fabrics, are used.

“While PVC technology is advancing every day, TPU is still more abrasion resistant and is lighter and more elastic than PVC. TPU offer a long list of other characteristics that make it worth the slight price difference,” says Roberts.

He adds that while PVC fabric is used for their economy and deluxe models, V-fenders and SUP Lite fenders, the TPU is

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w w w.mclayboats.co.nz MCLAY BOATS ARE AVAILABLE FROM DEALERSHIPS NATIONWIDE: WHANGAREI: Warren Hay Marine, ph 09 430 2666. AUCKLAND: Fish City, Albany, ph 09 476 4282.

HAMILTON: Fish City, Frankton, ph 07 846 6675. WHAKATANE: Oceansports Marine Ltd, ph 07 308 4241.

WELLINGTON: Boat City, ph 04 298 5931. MOTUEKA: Bays Boating, ph 03 528 5200.

DUNEDIN: McLay Boats Milton, ph 03 417 8135.

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NEWS

PREMIER SHIPPING

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PACIFIC POWERBOAT MAGAZINE

US OFFSHORE OPENS WITH A BANG

The APBA National championship opening rounds in the USA had mixed results for the Kiwi and Aussie teams.

In the opening race at Cocoa Beach, Florida, Class 1 saw five countries represented, including Australian entry, 222 Offshore Australia. The 43-foot Victory, 222 Offshore Australia, sponsored by the Australian Royal Navy, had Aussie driver Darren Nicholson and Italian throttleman Giovani Carpitella in the cockpit and jumped out to a commanding lead from the start over the Victory hull sponsored by Huski Chocolate.

The race appeared to be 222 Offshore Australia's to lose when the team slowed and pulled into the middle of the course with a bad transmission. Curtis and Lilly had a plan to lay in wait and then make a charge, but they didn't have to, so they went into cruise control and took the checkered flag.

Four of the five boats are powered by turbocharged Mercury Racing 1100 engines, while owner/driver Jeff Stevenson and throttleman Stancombe ran the 42-foot MTI, JBS Racing, which is powered by naturally aspirated V16 engines with Mercury Racing Dry Sump Six drives.

Kiwi Grant Valder, driving his 40 MTI Pro Floors, was one of six starters in Superboat. Wayne and throttleman Grant Bruggemann drew lane two in their 40-foot MTI, Pro Floors Racing.

When the start flag flew, Billy Moore and Chris Grant in a 388 Skater, Graydel, took the lead with M CON and Pro Floors Racing holding down third. While the best competition of the day was arguably the battle between WHM and Team 10 until the former dropped out with an engine problem, Graydel extended its lead every lap until the team earned the win. M CON was second, with Pro Floors finishing a close third for a podium finish.

The second round a few weeks later was held at the Lake of the Ozarks, but no Class 1 boats were competing this time. Superboat attracted four entrants, with Pro Floors having a close second place early in the race until a drive belt issue forced Wayne to shut the engine down and limp to the finish. He said after the race that it was looking like being a battle with M CON to the finish, but in the end, it was not to be.

"I was pleased with our setup and certainly looking forward to the next round in Sarasota on June 30", said Wayne.

NEWS

BOATBUCKLE PREMIUM TIE DOWN BoatBuckle is a premium boat tie-down system suitable for boats of all sizes.

BoatBuckle retractable ratcheting tie-downs by IMMI is fast, convenient tools that permanently stay attached to your boat trailer. No longer do you need to search for the tie straps. With BoatBuckle, they are always at hand when needed. Typically generic tie-downs can be easily lost, are difficult to release, and leave you fumbling with excess webbing that can get tangled.

BoatBuckle and its sister CargoBuckle tie-downs can be permanently mounted on trailers, trucks, and various other applications, making them conveniently available for safe, efficient hauling. CargoBuckle and BoatBuckle tie-downs also feature a selfstoring web that automatically retracts when not in use.

Installation is quick and easy, and there are no tangled straps to fuss with or lose. With BoatBuckle, you truly just hook, ratchet, and go!

They are available for transom, bow and gunwale applications.

A stainless steel system, perfect for brackish or saltwater environments, is available for transom and bow applications.

Designed for use with the BoatBuckle Universal Mounting Bracket Kit, a unique, three-sided bracket that enables the tie-down system to be mounted in several different ways The web reach extends up to 43 inches and has a dual release l ever for easy right or left-hand release, a comfortable rubber grip handle and release lever, and vinyl-coated steel hooks protect the boat’s finish.

BoatBuckle is distributed by Tenob Wholesale Marine, sales@tenob.co.nz TENOB.CO.NZ

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NEWS

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

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PACIFIC POWERBOAT MAGAZINE

SUE TUCKER Sue Tucker is the 2022 NZ Boat Show Hall of Fame recipient. Sue has been involved in the marine industry for over 50 years. During that time, she has been an enormous help to several marine businesses, associated organisations and the Hutchwilco New Zealand Boat Show.

She has almost certainly done more than anyone else to promote safe boating in this country. Sue's passion for water safety started with the Waterwise programme, progressed to National Marketing Representative for the Coastguard Boating Education Service in the early 2000s, and launched Safe Boating and Day Skipper in schools. She also supported CBES representatives and tutors throughout the country and enthusiastically worked with members of the industry and sponsors to further promote water safety.

As a North Island Recreational Boating Adviser, she coordinated and delivered recreational safety campaigns, ensuring boaties and fishers could access the knowledge and advice they needed to enjoy safe boating. She performed a similar role for Environment Waikato. And then, with Coastguard Boating Education again, helped grow the numbers of those participating in their programmes, was instrumental in introducing the newlydeveloped online booking process and promoted water safety at key events such as the Hutchwilco New Zealand Boat Show.

As a Coastguard community ambassador for the last eight years, Sue has delivered the Coastguard's popular Old4New Lifejacket Update campaign around the country.

While these are just a few of Sue's achievements, there is no doubt that she has made a truly enormous contribution to water safety in New Zealand and is, therefore, a very worthy inductee into the New Zealand Boat Show Hall of Fame.

NEWS

WORLD CAT 325CC STANDS OUT AT HUTCHWILCO NZ BOAT SHOW

Anyone walking around the recent Hutchwilco NZ Boat Show could not miss the impressive World Cat 325CC on the Family Boats stand.

The 325CC is the newest centre console catamaran in the World Cat range. It showcases numerous enhancements and improved aesthetics, such as a removable transom seating arrangement, increased insulated storage, and upgraded styling.

The 325cc also comes in an available

shadow series option with multiple exciting elements, a transom reinforcement for a higher hp rating, upgraded white sports speakers including two new speaker locations in the bow, port and starboard frigid rigid coolers and a transom insulated storage tub with acrylic lid. Power is a pair of 300hp 4S Yamaha outboards.

The centre console range extends from the 235CC to the powerful 400 C-X. The World Cat CC series is the benchmark in offshore fishing vessels, featuring a timeless

athletic stance and unmatched fishing amenities.

The 400CC-X is one of the newest members of the World Cat family. This centre console is the sister flagship to the 400DC-X dual-consol and is luxuriously appointed, with abundant storage and unmatched catamaran performance.

There are six dual console models, from the 230DC to the 400 DC-X and a single Sun Deck model, the 230SD. All are twin Yamaha outboard powered.

FAMILYBOATS.CO.NZ

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NEWS

SAVWINCH SLIDING ANCHOR

RIVIERA CEO AWARDED

Getting reef'd or caught can be extremely frustrating, but not any more, thanks to Savwinch's new sliding anchor.

The sliding ring is a first for a plough-style anchor.

All previous anchors are connected to the end of the shaft. The Slider Anchor gives you a ring to help pull it up from any angle.

Slider anchors (also known as escape anchors) feature a full sliding ring along the shaft. The advantage of the full sliding action is that it allows you to drive over the top of your anchor, slide your chain over the shaft and pull it out when reef'd or caught.

Savwinch's unique style features the Delta Style design giving excellent holding power of a traditional anchor with the added benefit of a sliding ring.

Another unique feature is the hooded backend, which adds up to 20% extra holding power from the open style and improves the anchor's aesthetics when sitting in the fairlead.

The unique patented Slider design is only available to these anchors.

All other ploughs or claw anchors have a small mounting hole, while the Sliding Anchor has a ring and shackle.

The galvanised Slider Anchor is constructed from high-grade steel with maximum tensile strength and hot-dipped with a heavy-duty galvanised finish to last you a lifetime. The Sliding Anchor is available in several sizes, from 4.0kg to 9kg.

BLA.CO.NZ

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www.webermarine.co.nz

Riviera CEO Wes Moxey recently received the well-deserved Marine Industry Champion Award at the 2022 Australian Marine Industry Awards held on the Gold Coast.

Wes first joined Riviera in 1982, working as a shipwright and then quickly progressed through the ranks to a contractor, and then into management as Production Manager, General Manager, Managing Director and ultimately Chief Executive Officer.

Over the years, Wes has championed the apprentice training program where over 100 apprentices are now on their journey towards being the master craftspeople of tomorrow. Wes has also been a champion of new model development and creating and attracting a team of world-class people to build Australia's world-class luxury motor yachts.

Riviera's 900-strong team stand proud of your achievements and enormous contribution over 40 years to Riviera.

RIVIERAAUSTRALIA.COM

Elite 18m

SF

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PACIFIC POWERBOAT MAGAZINE

NEWS

DEMEY 60 CATS WELL UNDERWAY Construction of a pair of De Mey 60 powercats is progressing well in Nic de Mey Yachts Tauranga yard, with both hulls now joined, and the internal superstructure being fitted. Production of the first 2 DEMEY 60’s is progressing well with main hulls joined and internal structure now being fitted. The 10000 ltr fuel tanks are nearing completion with engine bearers and prop shafts also being finished. Once this area is completed, engines and preliminary electrical systems will be next on the list.

Alongside the main hull assembly, interior

RIVIERA CELEBRATES 40 YEARS IN MAGNIFICENT BOOK Riviera is celebrating more than 40 years and the launch of more than 5,800 yachts with the publication of an historic, limitededition, full-colour and fact-filled coffeetable book. Riviera – 40 Years of Evolution is a truly magnificent 280-page hard-bound and elegantly sleeved book that charts the course of Riviera from a small factory in the northern beaches district of Sydney in New South Wales to the immense admiration for Riviera today on the world motor yachting stage.

cabinet work is well underway with most of the accommodation cabin joinery complete.

The in-house design team is now finalising the main saloon details and finishes for customer approval.

The paint team is also working hard having faired the tunnel hull joins on Boat 1 and will then repeat the process on Boat 2.

Nic de Mey Yachts welcomes anyone interested in seeing construction in person, please email office@nicdemeyyachts.com to book a time.

NICDEMEYYACHTS.COM

Riviera Australia owner Rodney Longhurst says: “This exceptional book encapsulates everything that drew me to be a part of Riviera in 2012, from the global family of Riviera owners to the highly skilled and experienced team who have built the yachts we celebrate in Riviera – 40 Years of Evolution.”

The book travels though time to follow the extraordinary course of Riviera from humble beginnings to great international demand, through changes of ownership, the tumult of the global financial crisis and its rise to world-class yacht-building status under the Longhurst ownership.

Each of more than 100 individual models – from the very first 38 Open

Flybridge launched in 1981 to the 78 Motor Yacht that premiered in March of this year – is described in detail including photographs, layout drawings, specifications and production information.

RIVIERAAUSTRALIA.COM

Riviera CEO Wes Moxey (left) and owner Rodney Longhurst proudly hold Riviera 40 Years of Evolution.

S P A C E S H I P Introducing the DE MEY 60

The fabulous sightlines and expansive glass give you incredible views. Offering superior space with four cabins and three living areas, carbon fibre construction, and centreline helm station. The new DE MEY 60 is truly out of this world. +64 7 281 0078 | nicdemeyyachts.com

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NEWS

IT’S A TANK ……

13.9M ROGER HILL MONO The latest Roger Hill design is a dramatic departure from the multihulls he’s built his reputation on for more than 25 years.

The custom-designed 13.9-metre monohull motor yacht, named “TANK, was commissioned by a former client and, while a step out of Roger’s comfort zone, the new build will still have a number of “Hill hallmarks”, including the lightweight, durability of the DuFLEX panel system.

As Roger explains, the brief was to design a monohull motor yacht for a couple who were intent on downsizing and using their boat more “casually”.

“A key factor was power and fuel capacity for longer trips. It’s powered by twin Mercury V12 Verado engines, with 600 hp each which are hailed as ‘game changing’ for their extraordinary range and performance, as well as the outboard segment’s first steerable gearcase and industry-first twospeed transmission.

“The 1,900 Litre fuel capacity will provide approximately 700 nautical miles of range at a cruising speed of 25 knots. But the boat will also be capable of 50 knot runs to Stradbroke Island for a picnic.”

The boat is being constructed by Julian Griffiths and the team at Noosa Marine from DuFLEX/Foam Composite Panels of varying densities; H130 Divinycell in the hull bottoms and H80 in the Topsides were determined to be the lightest and most durable solution by ATL Composites Engineering Team as part of their complete composite vessel analysis to meet NSCV Survey Compliance under AMSA. Construction on “TANK” is halfway through. “It’s called ‘Tank’ because it looks like one,” says Julian. “It looks like a big superyacht tender, with double berth and everything that opens and shuts onboard, including

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an outdoor galley under a T-top, lounge front and back with tables that can fold down.

“It’s about 8 tonnes, but it’s light for its length and it will certainly be speedy!”

Delivery is scheduled for TANK at the end of 2022 in time for Summer.

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

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PACIFIC POWERBOAT MAGAZINE

NEWS

TESORO YACHTS NOW IN AUSTRALASIA Tesoro Yachts has announced The Yacht Sales Co as its exclusive Australia and New Zealand dealer for their range of premium super tenders and luxury motor yachts.

The Spanish shipyard is renowned for

constructing high-end, dynamic, and luxurious walk-around yachts ranging from 38 to 55 feet. The Tesoro Yachts range is customisable to suit many uses, whether it be a luxurious performance tender for superyachts or a platform to enjoy weekends on the water with friends and family.

The yachts feature the highest standard of construction with full-infusion vinylester, core-cell build which makes for the quietest experience while underway as well as incredible sturdiness and durability.

The range comprises the T-38 Cruiser, T-38

There’s a whole new boating hub taking shape right beside the Tamaki River with easy access to the sparkling waters of the Waitemata Harbour, Waiheke Island and the Hauraki Gulf.

TAMAKI MARINE PARK OPEN FOR BUSINESS

Located in Gabador Place, Mt Wellington, just five minutes off the motorway and conveniently close to Sylvia Park Mall, Tamaki Marine Park is open for business offering dry stack, marina and hardstand services and facilities.

The area already has an established marine presence, with boat builders McMullen and Wing and Chris McMullen on the site’s southern boundary and the Rayglass Boats service centre nextdoor to the north.

Tamaki Marine Park’s existing facilities offer both dry stack boat storage for 270-boats ranging from 4m up 12m in length and also a 40-berth marina.

The marina offers a safe idyllic haven on the Tamaki River for mainly motorboats ranging in length from 12 – 28m to berth.

Open Deck and the T-40 and T-55, which are available in both outboard and inboard versions.

The Yacht Sales Co managing director Mark Elkington said the addition of Tesoro Yachts to the company’s stable was an exciting development for yachting buyers in Australia and New Zealand.

“Tesoro Yachts build what are arguably the most impressive and versatile yachts to cater for the diverse needs of clients,” Mark said.

The first Tesoro Yacht will arrive in Australia mid 2023.

YACHTSALESCO.COM

To compliment the dry stack and marina there is a new full-service all-weather boatyard and hard stand. This facility comprises of two large boat sheds, 7 trade units and 1400sq.m of undercover boatyard. The undercover boatyard canopy area and additional enclosed sheds allows repairs and maintenance to be scheduled with the confidence minimising the effects of any weather disruptions no matter what time of year. Alternatively, to the premium undercover yard area, there is a large expanse of uncovered clean concrete hardstand available for boat storage and maintenance.

Safe and easy haulout is offered for monohull and multihull vessels with either of two trailers, the 60T Roodberg Trailer or 20T haulout trailer. Additionally, there is the option of the dry stack forklift that can lift boats out from the dry stack dock for work in the boat yard.

The established and reliable on-site marine trades are housed in modern high quality facilities. These include Condon Marine Services, Gloss Boats, HMB Electrical, Aquaplumb, and Marine Detailing Co. Additional services on site are petrol and diesel refuelling service in partnership with GOfuel is available too.

TAMAKIMARINEPARK.CO.NZ

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NEWS

The ILIAD Catamarans team was kept busy with orders at the recent Sanctuary Cove International Boat Show.

ILIAD CATAMARANS SHINES AT SCIBS Further orders were taken at the recent Sanctuary Cove International Boat Show, cementing ILIAD Catamarans' status as an emerging force in the motor yacht industry.

The company signed contracts for a new ILIAD 50 and ILIAD 62 at the show, with a solid flow of buyers visiting the stand throughout the event. ILIAD Catamarans have continued to be immensely popular since their launch in 2019, with the shipyard's forward order book filling up.

There was also intense interest in the upcoming models, including the ILIAD 53S and ILIAD 74. The first ILIAD 53S will have its global launch at the 2023 Sanctuary Cove International Boat Show.

The company will be presenting its latest model, the ILIAD 62, at the 2022 Sydney International Boat Show.

ILIADCATAMARANS.COM

ICHECK TPMS TYRE PRESSURE MONITORING SYSTEM

A small one-off investment in a quality TPMS will keep you, your family and your investment(s) safe. Visually, there is no difference between a 40psi and a 20psi tyre. Thus a TPMS is critical.

Newer cars often have this built-in, but the TPMS system can be used for boat trailers, caravans, horse floats, motorhomes, and older cars. You can monitor your trailer tyres from your dashboard from a solar/USB-powered TPMS system with a small display that will inform you of the pressure and temperature of all tyres. If your tyres don't have the correct pressure, your driving patterns at high speeds could be highly affected. According to tyre experts, a tyre under-inflated by 9% can raise fuel consumption by up to 5%. With a working TPMS, it will be easy to maintain the correct tyre pressure and attain better fuel economy.

ICHECKTPMS.CO.NZ

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PACIFIC POWERBOAT MAGAZINE

YOU SEEK. IT FINDS.

Everything about NSX is designed to bring your fishing adventures closer.

Enjoy our fastest-ever Autorouting and next-gen C-MAP® charts.

Experience new, intuitive touch screens and simple sonar setup with hints to assist you when you need it. Count on high-resolution imagery from state-of-the-art sonar technology, like FishReveal™, DownScan Imaging™ and SideScan.

Add compatibility with a wide range of 1 kW transducers for even more target resolution, and there is nothing between you and your next adventure but open water. www.simrad-yachting.com/nsx

Reg. U.S. Pat. & Tm. Off, and ™ common law marks. Visit www.navico.com/intellectual-property to review the global trademark rights and accreditations for Navico Holding AS and other entities.

®

CRUISING MATTERS

WITH LAURIE CR ANFIELD

MAXIMISE YOUR CRUISING INDEPENDENCE Over the next few issues we’ll be discussing a selection of tools, spare parts and chandlery to maximise your cruising independence, starting with an introduction to this subject, one I believe has never been fully covered in a NZ boating magazine.

T

he purchase of our Salthouse 52, Rapport, included no tools – not even a screwdriver, but just a few spare parts and some meagre cleaning supplies. But based on cruising for nearly 40 years and logging over 3,500 days at sea often in remote areas, we know only too well what equipment a cruising vessel needs to carry and had lots of fun over our first few months of ownership equipping Rapport accordingly.

Although most items shown will be useful on any boat this series of articles is based around the requirements of a well-equipped and maintained diesel powered coastal cruising vessel (that is a vessel heading out for longer periods than day or weekend trips), equipped with a genset and/or inverter to provide AC power and with a skipper who at least has a sound knowledge of their vessel’s systems.

So what tools, parts and chandlery should the cruising vessel carry? The answer – it depends.

How old is your vessel and her equipment and more importantly how well have they been maintained? How far from your home port will you be venturing? Does your vessel have a single engine or twins, which at least may enable a safe journey home? How extensive is the skipper’s mechanical ability?

More ability allows more components to be repaired rather than replaced and potentially saves a great deal of cost if you can carry out some repairs and maintenance yourself rather than paying a technician around $100 an hour. However a sea water pump has about 20 components,

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An effective primary fuel filtration system can avoid many fuel related issues.

so do you have the skills and patience to rebuild a failed pump or do you prefer to fit a complete new one? This whole subject opens a veritable Pandora’s box as many experienced skippers are highly passionate about the gear they carry.

Problems rarely occur with diesel engines themselves and even when they do they generally occur gradually rather can cause your engine to stop suddenly.

A high percentage of diesel engine problems are fuel related, so monitoring this area is time well spent. Ensure you have clean fuel tanks with an effective primary filtration system, preferably with dual filters allowing cartridges to be interchanged while underway and with a vacuum gauge to indicate when the filter cartridge should be replaced. If you don’t know how to change a fuel filter cartridge you should, so spend some time with your mechanic on your next engine service to learn how to do this.

The second largest category of problems occurs with cooling systems.

Common areas where we have experienced past problems are alternators, start relays, relays in general, engine sea water pumps, windlasses, heads, domestic fresh water circulation pumps, water makers and hydraulic fin stabilisers (which we don’t have on Rapport).

Tools, parts and chandlery represent a significant cost and while we spent around $8,000 equipping Rapport, we think of this as an investment in peace of mind and therefore in more fun during our cruising.

Sooner or later most spare parts will be needed and while the price of tools is fairly

PACIFIC POWERBOAT MAGAZINE

stable spare parts and chandlery seem to cost more every year, so investing in them is a sound decision.

We operate our vessels in challenging, salt air laden environments and some technical problems are inevitable - it’s not a case of if but when. Fortunately in Australia and New Zealand we have Coastguard providing assistance to members by way of a tow to safety from virtually wherever they are around our coastlines, a service certainly not available in many other countries where Coastguard only respond in cases of distress.

In each category I’ve listed items we regard as essential as well as general items. The further you cruise from home base the more of these general items should be carried.

If all else fails read the instructions It’s essential to have access to manuals for all equipment aboard your vessel as the starting point for maintenance, trouble shooting and repairs. Nowadays (and frustratingly) when buying new equipment it’s increasingly common for online manuals to replace printed ones, so it’s a good idea to either print these or save them electronically to make them available in case of limited internet access. Check and follow your equipment maintenance requirements.

I also suggest investing in Nigel Calder’s Boatowner’s Mechanical and Electric Manual. This will set you back about $110, but it’s loaded with practical and helpful technical information and widely acknowledged as “THE guide to fixing everything on your boat”.

In PPB’s next issue we’ll take a detailed look at tools.

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ELECTRONICS NEWS A tablet can be a useful navigation tool with the right app installed.

TABLETS FOR MARINE NAVIGATION

A tablet can be a useful navigation tool with the right app installed. Apple vs.

Android is kind a Ford vs. Chevy thing.

People prefer what they prefer. There’s no right or wrong, but let’s see how the tech holds up under harsher scrutiny.

L

ooking at tech reviews, iPad consistently scores at the top and many Android tablets including the Samsung Galaxy received positive reviews. iPad dominates the tablet market with about 40% market share.

The iPad is the best-selling tablet in the world. If we compare standard iPad specs with the Samsung Galaxy, there are minor differences but overall both possess the ability to operate marine navigation apps.

Obviously it is essential to have a built in satellite navigation systems for marine navigation to be functional at sea. The built-in system in iPad only has the ability to connect to GPS and GLONASS satellite navigation systems but the Samsung Galaxy can connect to GPS, GLONASS and BDS (Chinese) satellite navigation systems.

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An external satellite navigation receiver is recommended for both tablets for assured connectivity.

Both tablets can download and run sophisticated apps, although every app downloaded from iTunes has been tested

by Apple for potential malware while Google Play doesn’t provide such assured protection. Another feature unique to Android is that many of its devices have the added benefit of direct USB connection and external memory ports.

NAVIGATING WITH A TABLET When considering a tablet’s use in marine

navigation we need to review all the factors that make one viable as a marinenavigation instrument. There are many products that offer the same sort of

PACIFIC POWERBOAT MAGAZINE

protection and mounting for Android tablets that we previously identified for iPad, although there is a wider range of options available for iPad.

There are many marine-navigation apps available for each tablet. Among the most popular are iNavX, Garmin Activecaptain, Navionics, Transas iSailor, Garmin Helm and MX Mariner to name a few. Although there are navigation apps available for both, iPad does have the advantage of supporting a wider range of apps.

Regardless of which tablet and app are chosen, a captain should ask which features are the most important and closely look at the app that best suits his or her needs.

For redundancy, we recommend that all mariners carry and know how to use paper charts in the event of technical failure.

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YA C H T I N G . E L E VAT E D .

FISHING

W I T H B R U C E D U NC A N ( A K A C A P TA I N S W I S H )

STRAY LINING THE SHALLOWS AND SHORE LINE IN WINTER

tips & tricks

It is only by constantly challenging yourself year round, will you put yourself into the category of the 20% of fishermen that catch eighty percent of the fish.

Getting to this point you must have a complete understanding of the fishes winter habitat, weather patterns, plus the feeding habits as they are all interlinked. Combined, these are the keys to being able to determine where, how and when to target them to maximise the days result.

Understanding the habitat is the first step. Every reef and rocky shoreline structure will have some form of kelp and marine growth attached, which in turn is the habitat of a wide variety of crustaceans and small fish. All of which are the diet of the resident fish. Look closely at the target area noting what the wind and tide direction are required to fish the spot. Ideally the wind and tide need to be going in the same direction. Knowing the habitat is critical. At low tide on a sunny clear day is the best time to survey the shoreline and surrounding area, when submerged rock outcrops are more visible.

Watching the depth sounder closely as you work across the whole area, you then can build up a mental picture [even draw a sketch for each spot] of the bottom type and shape of the terrain Now think where best to anchor the boat in the different winds and tides so the stern is directly facing the target area you want to cast your baits.

It is by fishing new spots over the run of a whole tide, are you be able to determine what effects the different stages of the tide may play at each spot. Over time you will find that certain spots will fish best at low or half tide or just on the ebb tide.

Snapper that remain close to the shore and shallow reefs during the winter are there for two reasons; shelter and food. However, they will also at times [mostly on the slack water] come out and graze on crabs and worms in the mud and sand close by.

Snapper having built up their body fat reserves to allow for the colder water temperature change the way they feed. I n winter they now tend to eat less just picking up and crunching on crabs and shellfish as they feel the need. As they do not have to compete for food as in summer, they just pick off a crab or snail, crush it up sucking out the flesh then spit out the remains without moving. This is why fishermen get frustrated in winter when they feel a few tiny bites only to find the skeletal remains left, not realising that in fact these where good size fish. A good tip is before you throw away the gut of the fish you have caught, open it up and take note of what they have been feeding on.

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STRONG BURLY TRAIL

The only way in winter to get snapper to become aggressive feeders is by stimulating their senses with a strong burly trail along with small chunks of ground bait. Like us, even if we are not hungry the smell of a roast dinner when we open the front door soon fires up an appetite.

When stray lining in shallow water, where there is little tide run, drop the Wobberly pot full of burly halfway to the bottom, as this allows the burly trail to be taken further away from the boat than if it was just off the bottom. Burley with high oil content such as bonito or particularly salmon releases an oil slick. The burley is taken by the current over and around the submerged rocks then the oil comes to the surface. The target zone is where the slick comes to the surface. By casting baits back down the slick trail, the baits will be at the point the burley will be drawing the fish back towards the boat. Regularly toss over handfuls of ground bait as the current will also take them back within the burley trail.

Once a number of snapper are in the burley trail and start picking at the ground bait, it is then when they become competitive and start feeding aggressively.

In shallow water resident snapper in winter only snack when they feel the urge until the burley trail takes effect. I always start fishing with small baits using a 7 0/0 hook with the barb well exposed from the bait. Snapper tend to just pick up the bait and crush it as they would a limpet snail or crab without moving away, hence you just feel those tiny bites. This means that with a large hook in a small bait when you feel the tiny bite and strike, the hook will be in their mouth and driven into the jaw ensuring a solid hook up. Do not think for one moment that the snapper will see the hook and shy away!

Ideal snapper winter habitat

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LINE WEIGHT

Line weight makes a massive difference when fishing in shallow water due in part to the way the snapper feed. The lighter the line, the greater the hook up, but the down side is the greater the bust offs. When snapper rip off a limpet or snail off the rocks they do not race off with it but rather stay put and crunch it up. So if they detect something out of the ordinary such as line resistance in the water they will often just drop the bait.

The resistance difference between 6kg and 10 kg line in the water is hard to imagine but it is huge. A bit like pulling up by hand a 6mm and 10mm anchor rope. Just 4mm difference makes it way easier to grip. Lighter line weights also enable longer more accurate casts, enabling you to place the bait exactly where you want it. But as important your ability to detect the tiniest bites.

Down side of light line is bust offs especially as I do not use any trace. Simply a hook on the end of the main line or if needed a 8th of an oz sinker above the hook works well. I find that the extra weight of the trace and swivel can spook fish but also snags more easily in the kelp. Snapper taking you into the rocks or kelp comes with the territory when stray lining in very shallow rocky terrain, but I would rather the fish escapes with just a hook in the mouth rather than dragging a trace that will eventually get snagged and slowly kill the fish.

Bait that has been slowly defrosted overnight stops it going soft and mushy, catch the fresh bait that will come up the burley trail, a whole butter flied fresh bait always attracts the bigger fish.

Rather than all casting in the same spot, set a pattern of baits at different angles and distances from the boat. The key to stop fish snagging you in the rocks is to strike hard keeping the rod tip high all the time while playing the fish. The high line angle lifts the head of the fish which then prevents it from getting into the kelp and rocks to bust you off.

It is only time spent on the water, patience and a serious will to learn from each trip, is what gives you knowledge, skill and the desire to target areas of coast line. Straylining the shallows will result in some of the most exciting and rewarding fishing of your life.

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POWER ON

WIN A YAMAHA RE-POWER Is your beloved boat in dire need of some TLC and a new beating heart?

If so, then Yamaha New Zealand would love to hear from you!

Y

amaha is launching the #ImRePoweringWithYamaha competition, where they will choose one lucky boat owner to receive a NEW Yamaha outboard motor rigged and installed on their boat, all for FREE! Yes, that's right, Yamaha will take your boat and fit it with the latest Yamaha four-stroke engine best suited for your boat. Their technical experts will come up with the best engine, rigging, controls, and propeller combinations to allow you many more magic moments with the utmost confidence and reliability.

Yamaha will be looking for a boat - any make, model or size, currently with any branded two-stroke or four-stroke

outboard on the back. If you fit the criteria, here's how to enter to win a Yamaha Re-Power for your boat.

Create a video showing yourself and your boat, telling the Yamaha judging panel who you are, where you're from, and a bit about your boat – the name, make, likes/ dislikes about it, outboard, hours etc.

Most importantly, tell the Yamaha judging panel why you'd like to re-power your boat with a Yamaha outboard Video submissions should be up to 2 minutes long.

Post your video submission onto the Yamaha Marine New Zealand Facebook page, tag @yamahamarinenz, and use the hashtag #imrepoweringwithyamaha There can be only one lucky boat, but for

EPROPULSION FIRST ELECTRIC INBOARD

ePropulsion has further expanded its original equipment manufacturer (OEM) offering with the launch of a brand-new electric inboard.

When considering a tablet’s use in marine navigation we need to review all the factors that make one viable as a marine-navigation The H-100 will make its world debut at this year's Electric & Hybrid Marine Expo, from 21st – 23rd June 2022 at RAI Amsterdam. ePropulsion is focused on providing customised and pioneering services for OEMs worldwide, offering fully flexible solutions for a wide range of commercial and leisure marine applications.

The new H-100 electric inboard is an excellent example of this product adaptability, allowing ePropulsion to expand its OEM capabilities. An innovative 100kw inboard motor, the H-100 is engineered for larger sailing boats and motor vessels between 20-30m with a total displacement up to 200 tons, that delivers high performance with less noise, fewer vibrations

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those who don't win, you can follow the entire re-power process via a video series with guest appearances and technical experts sharing their thoughts and extensive knowledge. You'll also hear from Yamaha ambassadors such as Matt Watson about their own repower experiences.

So if you're tired of praying the ol' girl will start when launching at the ramp, or your servicing and fuel costs are becoming a drag, say "I'm Re-Powering with Yamaha", and be in to win!

Entries opened on June 1 and close on July 31 - For more information, terms and conditions visit: YAMAHA-MOTOR.CO.NZ/DISCOVER/ IM-REPOWERING-WITH-YAMAHA

and zero exhaust fumes. The drive system can be straight to the propeller, stern drive, sail drive or Azimuth thruster.

The modular design means manufacturers can easily extend the range and power by adding motors, controllers and batteries and having more flexibility. The intelligent system allows owners to control remotely, and different modes can be selected to adapt to different operating scenarios.

Equipped with pioneering permanent magnet motor technology, the H-100 gives its diesel counterparts a run for their money, achieving 17,701 lb/in maximum torque and delivering an impressive 96% efficiency, higher than the traditional 100kw AC asynchronous engine.

It is compact and lightweight, weighing 189.6 kgs and requiring just 17- x 12-inches of space. The H-100 is around two-thirds lighter and 50% smaller than its diesel equivalent, offering flexibility in installation and maximising payload and passenger space. A flat cable design increases the slot fill rate by 25% and improves power density.

Safety and reliability are at the forefront of design, with features like magnet reluctance incorporated into the motor design to reduce the counter electric potential. In addition, IP67 waterproofing, anti-corrosion, high accuracy position feedback, high torque density and closed-loop cooling combine so that the H-100 can handle even the most demanding working conditions, ensuring long life and minimal maintenance.

EVOCEAN.CO.NZ / EPROPULSION.COM

BAUDOUIN 6F21 PACKS A PUNCH

The new Baudouin 6F21 is the most compact marine diesel engine in Baudouin's history, with a power density never seen before.

This level of performance was achieved by the evolution of multiple technologies. The 6F21 includes a strengthened engine structure to withstand high torque and a higher cylinder pressure of over 200 bar. A two-stage turbocharger system is also fitted on the engine, along with two intercoolers and a high-end common rail system, operating at 2200 bar.

The 6F21 delivers this genuine marine design with marine components, such as individual cylinder heads that make maintenance easy even in the smallest engine rooms. The fuel filters are mounted in the front to allow easy and quick maintenance, and there is no need to dismantle any part of the engine to reach a component.

The 6F21 is one of the most compact marine propulsion engines on the market. To keep the overall weight down, light materials have been utilised. Like all Baudouin units, these are not 'marinised' truck engines but specialised products designed for the challenges of working life at sea.

The 6F21 is a smaller engine but delivers as much power as most of its bigger competitors. With 1470x1100x1075 mm of dimensions, the 6F21 can easily fit in the smallest engine rooms.

The 6F21 delivers a reliable, consistent performance regardless of the conditions. With this marine propulsion engine, Baudouin decided not to compromise power, consumption or reliability by using the best components in the market. SEAPOWER.COM.AU

GOST OUTBOARD COWLING SENSOR

GOST (Global Ocean Security Technologies) released a new sensor intended to protect the ECU within outboard engines – the Outboard Engine Cowling Sensor.

"We have seen a significant increase in electronic component theft, particularly of the easy to remove and conceal ECUs that control outboard motors," said Brian Kane, CTO, GOST. "We have been working with our dealer network for several months on a solution and have developed a new sensor to address this issue.

Our customers cherish their time on the water, and nothing is more upsetting than hopping on your boat on a Saturday morning with your family ready to go, only to find that thieves have stripped your engines of their control units. Given the availability of chipsets and supply chain issues, this new security measure can mean the difference between a full season on the water or be sidelined with your boat on the dock."

The Sensor can monitor up to three engines, and more can be monitored with additional control modules. It works directly with GOST's series of wide gap extension sensors mounted inside the cowling and, when installed correctly, will trigger an alarm if a would-be thief removes the engine cowling. GOST.COM PowerboatMagazine.co.nz

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STRAIGHT FROM THE GALLEY

W I T H D E R E K T H E C H E F,

C H E F L I N E 14 @ G M A I L . C O M

SPICED MUSSELS

WITH CHILLI PARSLEY PARMESAN CHEESE CRUST Greenshell mussel (also known as green-lipped mussel) are indigenous to New Zealand and have a moderately complex life-cycle. In the wild, they can live for several years and grow to 20 cm or more (shell length) but most have become reproductively active by the time they reach 4-5 cm.

INGREDIENTS 500 grm mussels, Cleaned and beards removed

Enjoy with

1x tbsp melted butter / Cocavo Garlic Ghee 1x tbsp Cocavo Avocado and Garlic oil

VEUVE DU VERNAY A sparkling wine from France, Veuve du Vernay Brut has a nice pale-yellow colour with hints of green Fresh and delicate on the nose, this wine sports nice yellow fruits aromas.

3x tbsp shredded or freshly grated parmesan cheese 2x tbsp parsley chopped 1/2 Shallot finely diced 2x cloves garlic crushed and chopped or 1x tsp crushed garlic

METHOD

Freshly ground black pepper to suit

To steam: Add 1x Cup white wine, 1x Red chilli sliced open, 1x Tbsp peppercorns, 1x Brown onion roughly chopped to a pot of water, (enough to cover the mussels.) Bring to the boil then place in the mussels.

BROTH

Steam until opened Discarding any that do

1x Cup White wine

Take the opened mussels and remove one side of the shell.

1x Red chilli to taste ½ Brown onion

Sauté the shallots and garlic in a little butter or Cocavo Garlic Ghee until fragrant then place into a large bowl mix together the balance of the ingredients then spoon over the half mussels.

1x Tbsp Peppercorns

Cheese melts then serve with a hot chilli or Soy sauce along with French bread stick.

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Warranty & Service Agent for Maritimo

SUPPORT, SERVICE, REFITS.

MOTOR YACHT SERVICING & CUSTOMISATION Engine Servicing Boat Building HulleExtensions d r uc du c ee r eInstallations Gyro o a t b r r u o y ro ollll Electronic your boatUpgrades At anchor andStainless underway Custom At anchor and underway Timber Work

Gel Coat Repairs Interior Fit-Outs Upholstery Upgrades Valet Services Anti- Fouling Painting

AGENTS FOR:

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• Effective at trolling and at ‘zero’ speeds.

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ROGER'S RAMBLINGS

WITH ROGER TWEDDELL

WILD DUNEDIN

In my younger days I spent a lot of time touring the South Island windsurfer racing.

One of those places was Otago Harbour, for the annual South Island Cup...

W

hile we did most of racing in the sheltered waters of the harbour I was always impressed with the wildness and beauty of the coastline both north and south of Otago harbour. On one of those trips, I was taken for a fish off the rugged southern coast. We launched out near the harbour entrance on the southern side. We motored out through the harbour entrance at Aromoana and down the southern coast of the Otago Peninsula and found a spot only ½ a mile off shore near Cape Saunders. Down went the lines. My Dunedin Buddy told me to count to 10 and wind in. (The theory is that you either have fish or you need to re-bait your hooks) What do you know, there were a couple of Blue Cod attached. Needless to say, that we came back with a good haul with the southerners boasting that Blue Cod is the best eating fish in the country.

Dunedin’s boating (apart from the very shallow harbour) is on a coastline exposed to the full force of New Zealand’s Southern oceans. Swells originate from 1000’s of

kilometres south in Antarctic seas. Most boating revolves around fishing. However, the harbour at 21 km in length does offer wakeboarding and water-skiing with the added bonus of salmon fishing.

Consequently, most of the boating is dedicated to fishing and diving on the outer coast.

Once out of the harbour the coastline is rugged with rocky headlands and large sandy beaches in between. The diving conditions are excellent and the spear fishing good. Spear fishing catches comprise of Green Bone, Moki and the ever-present Blue Cod. Cray fish are also plentiful along with lots of Paua. The bottom is punctuated with lots of reefs with sand, shells pebbles and mud in between. For fishing, Blue Cod are abundant, the occasional snapper and king fish are now being caught in recent years. Also caught closer in are Trumpeter. Also, shallow water Groper and Hapuku are sometimes caught. It is only a matter of getting a bit further out, 5 or 10 Nautical miles and there are lots of drop offs, canyons and pinnacles. Depths at the

shelf edge go from a hundred metres to 1000 metres and as much as 5000 metres.

Catches of Hapuku, Groper and now Southern Blue Fin Tuna are being caught out here. Dunedin has a lot to offer the fisherman and diver.

Boat ramps are reasonably accessible around Dunedin. There are number in the inner harbour at places like the Vauxhall Yacht Club, McAndrew Bay Boating Club and Otago Yacht Club. For those venturing further out just North of Port Chalmers is the Carey’s Bay ramp and Back Beach ramp in the port. Further North about 25 Km up the coast is a ramp at Karitane. South about 25 km is the Taieri River Mouth ramp. It has a reputation of being quite dangerous so lot of care is required.

Dunedin is also home of some of New Zealand’s top alloy boat builders. Southern Alloy Boats are built in Mosgiel just 15 minutes south and McLay Alloy Boats are built in Milton about 45 minutes south.

There are marine chandleries such as Read Marine and dedicated fishing shops, Hunting & Fishing and Elio’s Gun Store.

www.fatcat.nz

DB837

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A new era in Aluminium Motor Yachts

SUPERIOR IN EVERY WAY Legacy Marine has been established with the vision to better what exists - not match it.

Equally suitable for those that thrive on offshore adventures or the inshore entertainer, the Legacy range inspires confidence in every way and will fulfill your on water desires in unmatched comfort, quality and functionality. It is time to live a life full of endless possibilities and experience the exceptional - it is time to create your Legacy...

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W W W . L E G A C Y M A R I N E . C O .N Z PowerboatMagazine.co.nz

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MARITIMO M600 OFFSHORE

BOAT REVIEW

Fishing Function TEXT BY BARRY THOMPSON

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The M600 Offshore comes from the offshore cockpit and motoryacht styling first introduced a number of years ago

The ethos of the Maritimo brand is a long range motor yacht and the new M600 Offshore epitomisis that, but with the added bonus of being a little more fishing specific.

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RIVIERA 78 MOTOR YACHT MARITIMO M600 OFFSHORE

Arrangements in the master can be configured as storage, seating or even a small vanity/ office area.

The M600 offers greater fishing versatility, but also offers a solid separation from the water.

The galley is an integral component of the Maritimo’s commitment to providing a boat that is designated as a long-range motor yacht.

The twin single’s can slide together to form a third double berth.

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T

he M600 Offshore comes from the offshore cockpit and motoryacht styling first introduced a number of years ago by Maritimo with the 550, 500 & 470 Offshore Series. While Maritimo have been focusing recently on the sedan and flybridge cruising market, there has been a lot of pressure for a model that has a cockpit more designed for fishing. The M600 is the first in the new series and will soon be followed by an S600 Offshore sedan version.

The most obvious difference is while the M60 and M55 feature and open adventure deck, designed to stow your tender or jet skis, the new M600 Offshore has a full transom. This totally encapsulates the cockpit and divides it purposely from the aft platform. The M600 offers greater fishing versatility, but also offers a solid separation from the water.

The M600 Offshore is equipped with a huge underfloor deck well, live bait tank, tuna tubes and the side decks have been kept flush with no rails, or cleats protruding. Even the mooring cleats are positioned below the coaming level. The forward entertainment module comes with a stainless electric grill, sink unit and fridge freezer. The module, complete with the seat hinges up to give access to a large lazarette storage area.

Tom Barry-Cotter, Chief designer for Maritimo says, “We constantly receive requests for enclosed cockpits

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and to spec our current range towards fishing and making the rear end of the boat more versatile. The M600 Offshore is the first of our new models to be specifically designed around that purpose and function”.

Depending on what degree of fishing you are into, the M600 platform can be configured to suit, from having no boarding platform to a 1.4m long rise and fall. However, if fishing isn’t your thing, then the M600 with the extended platform provides you with a massive amount of space. The owner of M600 Offshore #1 plans to carry a jetski on the platform.

The M600 Offshore and the M60 share the same hull, but with different deck configurations. The flybridge of the M600 Offshore has a slightly smaller flybridge than the M60 but shares a lot of common parts and layout features. The M600 is based on an 18.57m LOA hull with a 5.23m beam, 1.52m draft and displacement of around 33,600kgs (light).

Interestingly the M600 I reviewed was so packed with extra features that the all up displacement had risen to closer to 40,000 kgs.

These included a Davco davit crane on the foredeck, with a 3.5m tender and Seakeeper Gyro. While the standard fuel capacity is 4550 litres, the owner wanted a much longer range and had Maritimo add another 2000 litre fuel tank aft. With a total capacity of 6550 litres that gives the M600 even further cruising range.

ENGINE OPTIONS

While the standard engine package is a pair of Volvo Penta D-13 / 800hp through shafts, the owner had opted for a pair of Scania 16l /1150hp. This gave a top speed of 34 knots and a high speed cruise around 29 knots. Interestingly the Scania’s run to 2300 rpm and that’s it. They are designed to run continuously at max rpm, 24/7. Maritimo are one of the few international builders that do not offer Volvo Penta IPS in their engine option package. Shaft drive is the only option.

FUEL/PERFORMANCE DATA

We ran in a very uncomfortable sea off Surfers Paradise and still maintained around 20 knots. There is a very smooth transition on to the plane at 14 knots and the boat reaches maximum rpm very quickly. During our trials, we never touched the tabs. It’s a slippery hull that works well with the Scania power package.

At 1700 rpm, the M600 recorded 212 lph @19.6 knots and a range of 379nm form 10.8 lpnm. At 2300 rpm the speed was 33.5 knots using 398 lph with a range of 345nm.

CHOICE OF TIMBERS

A large atrium lets light pour into the companionway which leads into the accommodation area. Like the rest of the boat all the timber is gloss Walnut, but you have the option of satin or gloss in either Walnut, Teak or Wenge. To date gloss Walnut is favoured. The M600 Offshore is a three stateroom, two en-suite boat and follows a floor plan very similar to other Maritimos of this size. On the first landing is twin single starboard guestroom and day head with full-beam king master stateroom aft and an offset queen stateroom forward.

The twin single’s can slide together to form a third double berth. Storage spaces through include drawers, hanging lockers and shelf space.

All the cabins come with wall mounted TVs, with the master fitted with a 50” TV at the end of the bed. One of the layout options available is in the master where the arrangements either side can be configured as storage, seating or even a small vanity/office area.

Open the bifold doors and the flybridge and balcony transform into one huge space.

SPACIOUS FLYBRIDGE

The M600 'sky lounge' has truly maximised the motor yachts beam and space. The helm electronics are owner’s choice and our boat was fitted with a trio of 19’ Garmin MFDs. Twin Pomponette helm seats with footrests are standard. In addition to Maritimo's climate-controlled PowerboatMagazine.co.nz

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RIVIERA 78 MOTOR YACHT MARITIMO M600 OFFSHORE MARITIMO M600 OFFSHORE

"...with the drop down clears, the whole space becomes an extension of the saloon. "

fully enclosed flybridge and internal staircase, there are two dedicated flybridge lounging areas and a large aft flybridge deck with optional rear helm station. There is the option of a flybridge head on the port side aft, which is ideal for long range passagemaking.

The M600 Offshore includes Maritimo’s Vista Window system which features deep sliding windows either side which recess into the moulding and provide 1.8m of open space. Standard are two overhead deck hatches, with an optional full sliding sun roof.

Open the bifold doors and the flybridge and balcony

transform into one huge space. There’s a wrap-around aft settee, table and a port side driving station. From here you can have perfect sightlines not only to the cockpit to keep an eye on all the action - ideal when backing up on a big fish- but you can also see ahead over the bow. If you want to keep the weather out of the upper deck, there are optional breezeways or clears that drop down from the overhead deck. These are also available in the downstairs upper deck.

SOPHISTICATED SALOON

The saloon layout is very much what you would expect to see in most Maritimo flybridge models, with an aft galley with island bench. This has long been a feature of the brand and it works well. You have the option of a short island you can walk around or a longer one that extends back to the sliding aft doors.

The galley is an integral component of the Maritimo’s commitment to providing a boat that is designated as a long-range motor yacht, hence a galley that is more like a household kitchen. Full size fridge and freezer, large double oven, wine fridge, solid composite surfaces and a generous pull-out pantry are all part of the package.

A lot of storage and a lot of cooking capability.

The saloon is all about relaxing in one of two leather lounge suites, with panoramic windows all around. As found in the flybridge, this includes Maritimo’s unique two-stage vista sliding windows which transform the areas into an indoor/outdoor escape.

The transition from the mezzanine cockpit to the galley

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53

MARITIMO M600 OFFSHORE

A pair of Scania 16 litre /1150hp. This gave a top speed of 35 knots and a best cruise around 30 knots.

through to the saloon is only one step between zones, so maximum use can be made of the floor space. The galley seamlessly connects the upper cockpit deck and the enormous saloon lounging area.

The large alfresco upper cockpit provides a versatile space with a forward-facing Euro lounge plus optional L shape lounger either side forward. With the drop down clears, the whole space becomes an extension of the saloon. Large walk-around decks and minimal steps provide safe and easy access to the foredeck which is complete with a sun lounger.

Another identifying feature of the Maritimo brand is the wings over the side decks. Designed so the external profile of the superstructure is vertical and not angling inwards. This has allowed Maritimo, to maximise the internal beam of the flybridge and also means the staircase is positioned further outboard and thereby increasing the width of the galley.

PLENTY OF ORDERS

Orders for the M600 Offshore are worldwide with sales outside Australia, to New Zealand, USA, Spain and Singapore. While the M600 Offshore doesn’t allow for a tender garage or even a beach club, that’s fine, because its design brief was to be a versatile fishing boat with a cruising bent. I see it as being a fabulous family boat with a safe very useable cockpit, plenty of accommodation and a very friendly and warm layout. It is a step away from the existing M series, with a cockpit and transom layout that makes it so different.

A fully enclosed climate-controlled flybridge sky lounge, sumptuous accommodation, spacious saloon and galley, with an internal staircase provides the essential comfort needed for those long-range cruising and passage making.

SPECIFICATIONS Model Maritimo M600 Offshore Year Launched 2020 Priced From AUD$3.265m Length Overall 18.57 m Hull length 18.35 m Beam 5.23 m Draft 1.52 m Dry weight 33,600 kg Fuel capacity 4,550 litres (standard) Water capacity 750 litres Engines Scania 16l /1150hp Generator Cummins - Onan17.5kw 50hz Tender Crane Davco Platform Davco Gyro Seakeeper Controls Twin Disc EJS MFDs 3 x 19” Garmin

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CHASING WHALES AROUND THE AUCKLAND ISLANDS PART FOUR

Erebus cove

CRUISING THE AUCKLAND ISLANDS

Part four on the voyage of the MV Strannik, Rodney Russ takes us to the deep south on a winter expedition to the Auckland Islands to see the Southern Right whales.

Port Ross

Ranui cove

Old Coastguard hut

North Arm

Carnley Harbour Western Arm

Adams Island

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Enderby Island

PACIFIC POWERBOAT MAGAZINE

Stuart Island

I am sure I am not the only person to have imagined their ideal boat in the destination of their dreams. In my case, the boat that I had designed and built was strongly influenced by one particular expedition I had dreamed of doing for many years.

I had fallen under the spell of the New Zealand Sub Antarctic Islands in 1972. I was a cadet with the NZ Wildlife Service when I was invited to join a joint NZ, Australian and American Expedition to the Auckland Islands.

It felt like the three-month expedition was over before it even began. I became besotted with the Islands and their human and natural history. I returned to the sub-Antarctic several times in my role as a fauna conservation officer with the NZ Wildlife Service. But that still wasn’t enough. Between 1985 and 2018 I made over 120 expeditions to the Sub Antarctic Islands as owner and expedition leader for Heritage Expeditions, a company I had founded to offer travellers including birders, botanists, geographers, historians and adventurers the opportunity to experience the islands themselves. I also co-authored a book entitled “The Galapagos of the Southern Ocean” to both inspire and inform readers about the value and importance of these Islands. That still wasn’t enough.

Auckland Island

South Island

There was still one expedition that I desperately wanted to do, a winter expedition to the Auckland Islands to see the southern right whales (Eubalaena australis). The Conservation Management Plan for the Islands specifically excluded winter tourism expeditions. The Coastal Management Plan for the Islands threw its weight behind the protection of these whales by adding extra regulations regarding shipping in and around the Islands. The goal of all of this legislation was to protect the southern right whales and with justification. In 1920 this population of southern right whales was thought to number only about 40 individuals down from an estimated 30,000 before they were hunted. Today the population is about 2000. The Auckland Islands provide a refuge and safe breeding/nursery ground for the whales during their winter migration.

The Auckland Islands or archipelago lie some 240 nm south of the Port of Bluff at 50˚40’ South. They are one of six Sub Antarctic Islands owned and administered by New Zealand. At 442Km2 the Auckland Islands is the largest of the six. Geologically they are the remnants of two extinct volcanos that were the last active some 25 to 10 million years ago.

The Islands were heavily glaciated during the last glaciation leaving numerous deep fiords on the eastern coastline. There are two sheltered harbours, Port Ross in the north and Carnley Harbour in the south. The strong prevailing westerly winds at these latitudes have and continue to, shape the western coastline.

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CRUISING THE AUCKLAND ISLANDS

MV Strannik moored up in sheltered bay in the Auckland Islands, after a 240nm trip from Bluff.

EARLY DISCOVERY The Islands were discovered in 1806 by Capt. Bristow who was an employee of the Enderby Brothers, a British-based sealing and whaling company. The family was to become synonymous with the Islands. There is archaeological evidence that NZ Maori either lived on or visited the Islands before European discovery.

Sealing gangs arrived at the islands within a few months of its discovery.

Tens of thousands of seals were taken, the exact number is not known, but within a few years’ sealers reported there were hardly any to be found and the Islands were abandoned but not before pigs, cats and mice had been either deliberately or accidentally introduced to most of the Islands within the archipelago. These introductions had a profound impact on the wildlife and several bird species became extinct.

Whalers followed the sealers. Large numbers of pelagic whaling vessels roamed the Southern Ocean in search of whales. They hunted whatever species they could find. Southern right whales suffered more than others.

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The population was decimated from estimates of 30,000 to around only 40 left by 1920. They were called the 'right' whale to hunt because of their slowmoving, curious and docile nature. The Enderby Brothers established a whaling settlement, Hardwick, on the Auckland Islands in 1849, it lasted just three years. Poor leadership and lack of whales contributed to its demise. Records show that they caught just one whale in Port Ross during that period.

SHIP’S GRAVEYARD The Islands lay in a direct path of the sailing vessels clearing Australian Ports for Cape Horn. The earliest charts had the islands marked in the wrong position. The heavy fog and strong winds that circle the globe at these latitudes made Captains fearful and weary. As many as 10 ships, possibly more, were wrecked on the Islands. The Rifleman 1833, The Grafton 1864, The Invercauld 1864, The Minerva 1865, The General Grant 1866, The Derry Castle 1887, The Compadre 1891, The Stoneleigh or Marie Alice 1895, The Anjou 1905,

PACIFIC POWERBOAT MAGAZINE

and The Dundonad 1907. Each of these wrecks has its own incredible story, some told in first-hand accounts written by survivors. There is the remarkable story of The Grafton survivors building their own sailing dinghy and three of them sailing to NZ to get help. This has to be one of the great small open boat journeys in the world alongside that of Shackleton’s James Caird, Bligh’s Bounty Launch and Waxell's open boat journey from the Commander Islands to Kamchatka. There is also the search for the Gold bullion that the General Grant was supposedly carrying. The ship was becalmed and drifted into a cave on the west coast of the main Auckland Islands.

Only 15 of the 83 people on board survived after a storm came up and effectively entombed the vessel in the cave. Another 4 were to perish before the remaining 11 were rescued. Numerous syndicates and individuals have searched in vain for the cave and the gold, its whereabouts remains one of the great mysteries of the Southern Ocean.

The NZ government of the day responded by building castaway depots

the introduced animals have been successfully removed but pigs, cats and mice remain on the main Island. An ambitious program to remove these pests, based on other successful island eradication’s in the Southern Ocean has just been abandoned as it was deemed too expensive. Limited tourism is permitted but is heavily regulated and confined to a small number of landing sites with strict criteria and controls on the number of persons allowed ashore at any one time. A coastal management plan deals with water activities including permitted levels of biofouling (virtually zero) and anchoring locations for visiting vessels.

and sending regular patrols to scour this and the other subAntarctic islands for wrecks and castaways. These patrols ceased in the early 1900s with the opening of the Panama Canal. A small cemetery at Erebus Cove contains graves from the settlers and the shipwreck era.

COAST WATCHERS Fears that the Auckland (and Campbell) Islands might be used by enemy shipping during world war 2 to stage an attack on New Zealand, led to the deployment of coast watchers. Two stations were established on the Auckland Islands and one on Campbell Island. The Auckland Island stations were manned from 1941 to 1945 by young men chosen because of their interest in natural history.

The remains of these bases and nearby lookouts can still be visited today.

Adams Island (the southernmost island in the archipelago) was declared a nature reserve in 1910 the remainder of the islands were declared a nature reserve in 1934. Today they are managed by the NZ Department of Conservation. Some of

PERMITS REQUIRED To obtain a cruising permit is an onerous procedure and one that very few private yachts undertake. There is nothing in the current legislation to stop a yacht from sailing to the islands at any time however they must have a clean hull permit and if they want to land will need landing permits. Anchoring is only permitted in certain areas so anybody contemplating a voyage would need to familiarise themselves with the Coastal Management Plan. The

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CRUISING THE AUCKLAND ISLANDS

The Auckland Islands provide a refuge and safe breeding/nursery ground for the whales during their winter migration.

most recent charts NZ 286 and NZ2862 have a good amount of detail for most of the Islands although there are still some uncharted areas, especially on the west coast. A handful of Expedition Cruise ships visit the Islands from November through to March each year and there is a scampi fishery east of the Islands and the scampi boats often seek shelter during rough weather (which can be quite prolonged and frequent).

We sailed as a Private Yacht (MV Strannik has dual registration) this meant that we were not bound by Maritime NZ regulations which in my opinion are unnecessarily draconian, considering the Islands are at best only two days’ sail south of NZ. I had offered a US-based documentary team, who were making an international documentary on right whales the opportunity to join the expedition to get some unique footage. Also included in our team were three scientists from the University of Auckland who were conducting a long-term study of the whales and including them extended their field season by a couple of weeks.

This was a win-win for everybody.

Between them, the filmmakers and researchers obtained all the necessary permits and permissions for the Expedition from the Department of Conservation. All I had to do was to make sure the vessel was compliant

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with the clean hull requirements of the Coastal Management Plan. We stopped in the Port of Dunedin on our way south from our home Port of Lyttelton.

Here an approved DoC diver inspected the hull and gave us the thumbs up, not perfect but within the tolerances permitted under the Plan.

The crew consisted of myself, my engineer and three deckhands to help with hospitality (cooking cleaning) and deck. They were all friends, two were professional photographers and the

PACIFIC POWERBOAT MAGAZINE

third was a medical doctor with remote medicine experience. There had been a question over the participation of the US film crew because of travel restrictions under Covid-19, but they were issued a visa and a managed isolation slot (2 weeks mandatory isolation on arrival in NZ).

With the team on board, the last thing we had to do was a full quarantine check by the Dept of Conservation staff.

Because we had landing permits all our clothing and footwear had to be checked

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CRUISING THE AUCKLAND ISLANDS

As MV Strannik approached the Island they experienced 40 kts of SW wind on top of a 4 – 5 metre westerly swell.

for seeds and dirt and a specially trained rodent dog searched the ship for any stowaway rats or mice. We were given the all-clear and almost unbelievably we sailed on time in perfect weather and with a better than hoped-for forecast for our run south. We had 240 nm to run, we hoped to average 8 knots giving us a transit time of 30 hours. If the forecast was accurate the southwesterly wind and swell would be increasing during the last 6 – 8 hours of the run otherwise they were predicting a light air of SE with 5 metre swells. As we approached the Island we experienced 40 kts of SW wind on top of a 4 – 5 metre westerly swell. Those seas don’t bother Strannik. The Naiad active stabilisers were working a little harder than normal to give us a smooth ride.

PORT ROSS Entry into Port Ross during the hours of darkness is strongly discouraged because of the risk of collision with whales. We were to see at least two animals that showed evidence of being hit by vessels. As it was dark when we arrived we anchored in Smith Harbour until first light the next day. I had expectations of what it might be like in Port Ross … the experience eclipsed that expectation. Words can’t describe the thrill of finally being amongst these whales after years and years of dreaming.

The researchers and camera crew got underway that afternoon and worked from dawn to dusk in all weathers except for one

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day when they were forecasting 60+Kts of NW. Our anchorage in Erebus Cove was relatively sheltered, but winds of this magnitude could bring in a significant swell so we took the opportunity to visit Carnley harbour which has a slightly better anchorage for this weather. The Scampi fleet (5 boats) was also sheltering here. We anchored in 16 metres of water. We had a 150kg Bruce anchor on 120 meters of chain. I didn’t sleep that well as the wind gusts were well over 60 kts but we didn't move.

Back in Port Ross the following day we landed at Erebus Cove site of the old whaling settlement, the cemetery and castaway depot. We also landed at Ranui Cove and visited the old Coastwatcher's hut and lookout.

With a multitude of images and 97 biopsy samples from the whales to add to their collection the research team were happy.

The lead researcher joined her research vessel that had arrived at the Island to continue the work. We headed home, again another dream run, we were 26 hours to Port Pegasus on Southern Stewart Island with a light air of southerly wind behind us. From Port Pegasus, it was an easy run back to the Port of Bluff.

Fifty years on from my first visit to the Auckland Islands I had achieved my dream, which had not only shaped the lines of Strannik but my whole career of expedition travel in the world’s remote places.

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OCEAN ALEXANDER 28E

The Ocean Alexander 28E and the 27R share the same moulded length and while the smallest boats the company builds, come across as vessels that belies their size.

The world debut of the 28E was at the recent SCIBS, where it proved a star attraction. Barry Thompson went aboard a few weeks after the show.

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PACIFIC POWERBOAT MAGAZINE

BOAT REVIEW

DREAM

CATCHER TEXT BY BARRY THOMPSON

The OA28E peaks out at 20 knots.

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OCEAN ALEXANDER 28E

It is a boat that provides immense volume with the uppermost amenities in a fabulously presented package.

The full-beam on-deck master, something that, while certainly not unique to Ocean Alexander, is the piece de resistance of the boat.

Loose Italian furniture allows you to interchange your seating layout in the saloon.

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T

he Ocean Alexander 28E is essentially a coastal cruiser with passage making capabilities. Based on a semi-displacement hull desi68gn by Giuseppe Arrabito, and overall design

by Ev an K Marshall, the 28E has the long-range capabilities to cross the Tasman or cruise the Pacific Islands in total comfort. It is a boat that provides immense volume with the uppermost amenities in a fabulously presented package.

In 2018 Ocean Alexander went to market with the 90R, which evolved to be the 30R, and was their first plumb bow design. This was the beginning of the Evolution Series, of which the 28E is the latest offering.

The 28E shares the same running profile hull as the 27R and is effectively a scaled-down version of the 30R. A very family orientated vessel, the 27R proved extremely popular worldwide, with one sold into Australia last year. There are a number of differences between the 27R and the 28E, such as the latter has a full-beam on-deck master, something that, while certainly not unique to Ocean Alexander, is the piece de resistance of the boat.

It is a standout feature of the yacht, and when it comes to on-deck accommodation in boats of this size, Ocean Alexander has set the benchmark. They and taken the concept to a new level of style and perfection. The R Series also have a typical stern and high/low swim platform, while the E series have the supersize swim platform and a fold-down side.

My first impression when I stepped into the master stateroom at SCIBS was that I wanted to stay here and look at the vista of the night sky through the massive

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PACIFIC POWERBOAT MAGAZINE

clear roof panel. But there is more to this luxurious suite than that. To port is a lavish en-suite with heated marble floor, electric popup mirror, shower stall, double vanity bowls, plus his/hers walk-in wardrobe. Frameless side windows with opening ports enhance the restful ambience with light Oak timbers and soft tone fabrics, enriching a calm relaxing feel. Ocean Alexander refers to the finish as Novus Mist. While there are very few options in the actual layout of the boat, you do have a choice of colours, timbers and fabrics.

FOUR-FIVE CABINS

Below decks, the accommodation area is impressive with a four or five-cabin option, something rarely seen in a boat of this size. Boat #1 features a four-guest cabin configuration with the optional fifth cabin turned into a gym and laundry. Each suite has an en-suite, zoned air-con and TV. Forward is the VIP stateroom with an island berth and walk-in wardrobe, with the three (or four) guest cabins on either side of a central companionway. Again, Ocean Alexander has made great use of space in high traffic areas. There are concealed storage compartments throughout and cabins that are generous in size and inviting. To starboard is a twin cabin with singles that slide together and aft matching guest suites with queen berths. Large windows are a feature of all the cabins, and each has opening ports for extra ventilation.

Aft of the engine room is the crew quarters with private access and a similarly high standard of finish and appointments as the rest of the yacht. You would expect nothing less from Ocean Alexander.

SKYLOUNGE OPTIONS

There are two options for the 5.73m wide flybridge; a fully enclosed sky lounge found on boat #1 or what Ocean Alexander refers to as the NGP, the anacronym for the New Generation Pilothouse. Essential, the pilothouse is shorter by about 50%, thereby maximising the external deck area, making it an immense outdoor space. With the NGP option, the rear lounger and spa bath can be moved forward to allow a larger tender stowage and a crane. Or you can leave them out altogether in both options.

The electronics are all configured on Garmin products, utilising triple 27" Hatteland touch screens with Octoplex control systems. The large dash has ample real estate for all the necessary controls and displays, with triple fully electric Italian ARAS helm seats catering for the skipper and guests. To starboard is a large wet bar, one of a number on the OA28E, with all furnishings both inside and on the aft deck free-standing and the owner's choice.

COCKPIT

There is a harmonious integration from the cockpit to the saloon with an electric door dividing the two zones.

Like the rest of the OA 28E, the loose furnishings in the cockpit are the owner's choice. There is the flexibility to add fixed seating, such as a full-width lounger, should you prefer. There is another drinks bar and wet locker, tailing winches on either side and a see-through glass transom offering a seamless flow from the cockpit down to the expansive aft deck.

Across the internal transom is a fixed unit with a live bait tank, secondary access door to the crew area and a sink unit. To port is an Ocean crane to help bring the jetskis and tenders aboard onto a 3m long platform. This is fitted with a high/low platform that drops a deep 2m.

A very cool feature is the fold-down bulwarks on the starboard side.

You approach the foredeck lounging area via the starboard bulwarks, with the port bulwarks stopping about halfway at the entrance to the galley. With access to the crew quarters and engine room, this provides some separation between crew and guests when required.

The VIP could easily be mistaken for a master in any other vessel.

PANORAMIC WINDOWS

There are two flybridge options, either a fully enclosed sky lounge or the shorter NGP, the anacronym for a new generation pilothouse.

The first impression when you step into the lounge is the massive panoramic windows, which run from floor to ceiling. Illumination throughout the boat, from the bridge to the lower cabins, is outstanding. The use of an internal alloy eye beam construction in the roof structure and mullions has been incorporated to take the loads and stress of large unsupported areas. This has allowed Ocean Alexander to integrate such large 24mm thick glass panes.

Loose Italian furniture allows you to interchange your seating layout in the saloon. There is a drop TV, wet bar and separate entertainment module. Forward is a tenseater formal dining table, with the well-equipped galley concealed behind the panelling in the forward bulkhead.

You also have the option of having a large opening in the bulkhead so that this area can blend in with the saloon.

It's your choice.

The impressive galley is concealed from the saloon dining area.

The electronics are all configured on Garmin products, utilising triple 27" Hatteland touch screens.

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OCEAN ALEXANDER 28E The massive aft deck has a high/low platform and fold-down bulwark on the starboard side.

Forward is the day head, with a side door access to the starboard bulwark and the stairs to the accommodation area below.

Below decks, the area is impressive with a four or five-cabin option, something rarely seen in a boat of this size. Boat #1 features the four-guest cabin configuration with the optional fifth cabin turned into a gym and laundry. Each suite has an en-suite, hanging locker, TV and zoned air conditioning. Like the saloon and flybridge, the hull windows are extraordinary in the lower deck area.

LEAN RUNNING

In a short confused sea off the Gold Coast, the OA 28E was a pleasure to drive. Zero speed fin stabilisers help maintain a level hull attitude, even in the most acute turns.

I was impressed with the acceleration from zero to a maximum of 2300 rpm, which saw a peak speed of 20 knots. However, this is not the sort of boat you would generally run flat out, where your range is 320nm and fuel consumption of 31 lpnm.

There is only one choice of power, twin MAN V12/1650hp, connected to conventional shafts that run into semi tunnels. The draft is 1.75m. Cruising at 80% load at 2000 rpm, the OA 28E returns a speed just shy of 16 knots and a fuel burn of 410 lph and a range of 390nm. If you are serious about going a long distance, then at 1300 pm @ 10 knots, the range jumps to a very impressive 920nm. Drop that back to 8 knots, and you can expect a range of around 1700 nm. At the helm, I recorded a very pleasant 66 dBA.

SPECIFICATIONS

OUTSTANDING

Ocean Alexander has undoubtedly created another outstanding innovative, exquisitely finished yacht and has the performance and handling on the water to match. Not only does it look exemplary from the outside, but the hull and superstructure are also finished to the highest standards of engineering. Ocean Alexander's obsession with detail extends throughout every aspect of the yacht, from the clinically clean engine room to the full painted finish.

While SCIBS was the debut for hull #1, six more are currently scheduled to follow.

Boat #1 had attracted keen interest at the show, even with the $US13m (incl GST) price tag. While Ocean Alexander Australia is eager to see the OA28E stay in Australia, it could find a US buyer, especially as it is available right now.

Model Ocean Alexander 28 Explorer Year Launched 2022 Priced From $US13 million (inc GST) Length Overall 27.74m Hull length 24.60m Beam 6.25 m Draft 1.75 m Dry weight 97520 kg Gross Tonnage 163 GT Fuel capacity 11300 litres Water capacity 1703 litres Engines 2 x MAN V12/1650hp Generator 2 x Kohler 32 kW Tender Crane Ocean Group Platform Ocean Group MFDs 3 x 27” Hatteland Screens Stabilisers SidePower Vector Fin Thrusters SidePower bow & stern Contact

ALEXANDERMARINEAUST.COM.AU

PERFORMANCE DATA RPM 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300

Knots 8.0 9.0 9.5 10.0 11.0 12.0 12.8 13.3 14.0 15.0 15.8 17.0 18.0 20.0

2 X MAN V12/1650HP

L/h 46 72 85 110 142 172 210 240 308 370 410 480 550 620

Note: Range is based on 90% of fuel capacity.

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L/NM 5.800 8.000 9.000 11.000 13.000 15.000 17.000 19.000 22.000 25.000 26.000 29.000 31.000 31.000

Range (NM) 1700 1200 1100 920 780 670 590 530 460 400 390 350 320 320

NIMBUS T11

BOAT REVIEW

More than the sum of her parts TEXT BY CAPT STEVE - BOATTEST.COM

Top speed was close to 42 knots.

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The Nimbus Tender/T11 is one of two models (the other being the Commuter/C11) in the Nimbus 11 series and was designed to maximise convertibility, storage and available space. Examples of each of these goals can be seen throughout the T11. While the “T” stands for tender, while she’d make an ideal superyacht tender, she’s much more than that.

T

he first of the new T11 models is available through Sports Marine’s Sydney yard Nimbus set out to create the T11 by first asking what components make for great boating experiences. It then set out to add these features without making the boat cramped and uncomfortable. This can immediately be seen and felt in the midship lounge area with its well-thought-out convertibility. With 12 forward-facing seats, she’s a qualified commuter whether across the sound to work or from the dock to the yacht. Her convertible seating also makes her a capable entertainment platform.

FAST AND ECONOMICAL

The Nimbus T11 has a length overall of 12.4 m, a beam of 3.46 m and a draft of .91 m. With an empty weight of 5,600 kg, 49% fuel and three people on board, we had an estimated test weight of 6,730 kg.

With the twin 300-hp Mercury Verados turning 17 pitch four-blade propellers and wound up to 6000 RPM, our speed topped out at 41.7 knots. Best cruise came in at 4500 rpm at 24.7 knots. At that speed, the 90 lph fuel burn translated into a range of around 200 nautical miles. All while still holding back a 10% reserve of the boat’s 849.8 litre total fuel capacity.

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NIMBUS T11

Easy access around the pair of Mercury Verado V8 300s.

Down below there’s room for four to sleep comfortably.

The head has a separate shower.

Move the seats to the side to create a sitting area around the expandable table. Note the galley between the hardtop supports.

The bow has a large sunpad on top of the trunk cabin.

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In acceleration tests, we reached planing speed in 4.9 seconds and continued to 17.5 knots 6.3 seconds.

Twenty five knots came and went in 10.8 and 35 knots in 17.4 seconds. Once at planing speed, she’ll hold plane on down to 12 knots. Our test boat was fitted with the standard twin 300-hp Mercury Verados. Options include twin 350-hp or 400-hp Mercury Verados.

CONVERTIBLE COCKPIT

The midship seating area is where Nimbus has maximised that convertibility. It starts simply enough with everyone facing forward in two rows of seats. This is the “cruising mode.” Flip the seatbacks to aft-facing and we’ve got more of a social gathering area with the two rows of seats facing each other.

Now we have opposing seating and a comfortable conversational atmosphere.

Release a latch and rotate the front seats to the sides and we’ve got C-shaped seating and alfresco dining at the expandable table. No need to worry about tableware, Nimbus includes it plus dedicated storage drawers under the seats.

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Flip the seatbacks again and now both side seats are facing outward. This makes it easy to enjoy the water, watch the kids swimming or just appreciate the ride from a different perspective.

Lastly, we can convert the aft seating into a sunpad just by bringing the seatback ahead and down flat.

I’d like to see the seatback latch into extra positions to create an aft-facing chaise. Move the seatback back into a sitting position and there’s an aft lounge and another place to relax and watch the kids swimming off the stern. And because this is in a protected area, it can also be utilised when underway.

If the sun gets to be too much, we can put up a sunshade. There are four sockets that hold stanchions and then it attaches to the trailing edge of the hardtop. Our test boat had the Flexiteek decking throughout.

OUTDOOR GALLEY

It makes no sense to have such a versatile seating area outdoors without having a refreshment area to accompany it — and Nimbus agrees. It’s located just ahead of the seating and behind the helm seats.

It includes a sink and a space alongside that can be populated with an electric or propane grill. Below are two storage drawers and they are soft close. Further down, a single refrigerated drawer is standard and a second is offered as an option. To the sides of this whole refreshment centre are a couple of thoughtful features. First, there are lengthy grab rails to both sides and across the front. Supports to both sides integrate tempered glass into the design so vision is not being blocked.

One of the big goals of the T11 was to maximise storage. Aside from the tableware storage in the drawers under the convertible seats, there’s plenty more to offer. In the centre of the cockpit deck, there’s a utility room that not only includes plenty of room for storage but access to the fuel tank, the battery boxes, battery charger and a solar charger that is connected to the three (optional) 100kW panels up on the roof Press a button over the galley and the aft seat comes up on an electric lift. This exposes massive storage that’s deep enough to hold pretty much anything you want to carry you through the whole day. To the sides, there’s access to mechanical components. This compartment is also accessible by lifting the aft sunpad.

SPACIOUS BOW

As we move forward through the cockpit, with the seating moved to the side of the table, the narrowest the passageway becomes is 40.64 cm. The bulwarks come up 73.66 cm and top out at 88.90 cm, so there’s a respectable safety factor for the families. The T11 has a symmetrical layout so the two side decks both measure in at 40.64 cm as well. There are two steps leading up to the bow to each side and the top steps have a stainless hinged grate. The one to starboard lifts to expose the diesel fuel fill because we can have both a diesel generator and a diesel heater on board. There is also a wastewater pump out and the two gasoline fuel fills. To the port side is the freshwater fill, thankfully kept away

from the fuel fills. Both compartments have drains so that when we wash the bow area, all the water drains right into them and overboard.

At the bow there’s another social zone with a large sunpad. It’s in a fixed position and I’m always a fan of sunpads that lift into a chaise lounge position. Grab rails and beverage holders are to both sides. Ahead of that is another lounge seat and as with the cockpit, we can also erect an optional sunshade in this area. That puts the entire boat’s length under shade.

Now, take a seat on the hatch over the ground tackle and it makes sense to add the optional bow table between the two seats. But Nimbus didn’t just stop there. There are also cushions that can go along the side caprails, which means we can have seating on all sides of the table.

QUALITY INTERIOR

The cabin is accessed from a companionway to the port side of the helm. The entry stairs are offset from one another so be sure to step in right foot first. Once inside there’s 1.8 m of overhead clearance. There’s a storage cabinet to the port hand side that even includes space for storage behind. There’s an open storage space to port of the stairs and that can be optioned out for a refrigerator.

Nimbus chose teak with a satin finish for the cabin and the bright tones plus the natural light make for an open and welcoming cabin. We can get air conditioning and a diesel-fired heater that will also take care of hot water.

There’s a mid-cabin behind a privacy door with a full-length mirror on the inside of the door. There’s open storage to the starboard side and to port there’s a removable panel to deep storage plus mechanical access.

Ahead of the berth, there’s a comfortable seat with a small storage cubby alongside.

Just forward is the head compartment. A boat this size usually has a wethead, but this one actually has a separate shower that shares space with the electric flush

There’s plenty of room to move about on the T11, even with so many features included in the design Nimbus always does an impressive job with its helms and the one on the T11 is no exception.

The T11 is part superyacht tender, part commuter and all entertainment.

The foredeck area easily converts into a sunpad.

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NIMBUS T11

SPECIFICATIONS

toilet and gets closed off with a curved acrylic door. There’s a lengthy hull side window, a Corian counter with a stainless steel single basin sink underneath that.

Fully forward there’s a V-berth with opening portlights both sides. There are also lengthy hull side windows to both port and starboard. The theme of storage continues with compartments under the berth, under the seats to both sides and behind the seats. This berth can also be closed off with a privacy curtain.

The helm is starboard mounted. A single 12” SIMRAD GO display is standard. Our test boat was fitted with the optional Dual 12” SIMRAD NSO EVO3 displays. There was also a Mercury VesselView display just below. All electrical switches were to the left of the wheel. To the right is the JPO joystick and the digital throttle and shift. The steering wheel is mounted to a tilt base. A Zipwake trim tab controller is below and to the left next to a remote control for the optional searchlight.

OBSERVATIONS

Nimbus did an excellent job on the T11. She’s built on the same hull as the Commuter 11 and It seems it’s just what’s to be expected from Nimbus and that seems to suit them just fine. The first of the new T11 models powered by a pair of Mercury Verado V8 300s is available through sole New Zealand and Australian importer, Sports Marine’s from their Sydney yard.

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The Nimbus T11 alongside the Nimbus C11.

Model NIMBUS T11 Year Launched 2022 Priced From $NZ670,355 Length Overall 12.4 m Beam 3.46 m Draft .90 m Dry weight 5600 kg Fuel capacity 850 litres Water capacity 135 litres Air Con Webasto 8000BTU Engines 2 x Mercury Verado V8 300hp MFDs 2 Simrad GO12 Radar Simrad Halo 20 Interceptors Zipwake Flooring Flexi Teak Bow Thruster Lewmar Sounds Fusion Contact SPORTSMARINE.CO.NZ

SPORTSMARINE.COM.AU

PERFORMANCE DATA RPM 600 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Knots 3.0 4.5 6.4 8.3 9.4 11.0 13.8 17.9 24.7 31.4 37.0 41.7

2 X MERCURY VERADO V8 300HP

L/h 5.3 9.5 14.8 23.1 31.4 45.4 56 71.5 90.1 116.2 160.5 187

Note: Range is based on 90% of fuel capacity.

L/NM 1.800 2.200 2.400 2.800 3.400 4.200 4.100 4.000 3.700 3.800 4.400 4.500

Range (NM) 420 340 310 270 220 180 180 190 200 200 170 170

WHERE LUXURY MEETS SPEED

DB888

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BOOK A TEST DRIVE

HERLEY ELITE 8

BOAT REVIEW

CLASS ACT

F

irst impressions always linger in the mind-set of the observer, and as such my first thoughts of the Herley were of a vessel with almost overkill ‘hull depth. The gunwale rise from cockpit level to foredeck level was certainly higher than what is traditional.

But there were other noticeable design traits also, that to me were equally illuminating. The bow, or stem, was

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virtually upright rather than raked back from deck to chine-line. And, the bow was very full; the hull sides were again virtually straight up and down, allowing the full beam to be carried well forward.

The underhull shape itself, was another phenomenon altogether - that just happened to be attached to the chine-line!

Dare I say it, but the design thinking was (very) akin to what we are currently seeing, emanating from the design houses of Europe, America and to some extent,

PACIFIC POWERBOAT MAGAZINE

Australia. This vessel profile then, was certainly different to look at, intriguingly so, and the more I soaked in the moment, the more I decided the visual profile was certainly by design – rather than accident.

I needed to know more, a lot more, and who better to talk to than the actual designer, who thought enough about his new baby, to join us on the test also.

Managing Director of Herley Boats, Nic Herd, was quite obviously a very focused and passionate man when it came to his

It’s titilatingly different in design and profile, but as Barry Tyler discovered on a recent trip out through the Tauranga Harbour entrance, this latest offering from Herley Boats, the Herley Elite 8, has an equivalent underwater hull shape that virtually re-invents the wheel of powerboat design, certainly from a New Zealand approach and thinking!

boats. History-wise, Herd is not however, just an excited enthusiast; he has the background, the right pedigree, to go with it. He has worked in the past as a boatbuilder, and perhaps more pertinently still, he has enjoyed an extended stint with Fitzroy Yachts, in their in-house design office.

Suddenly it all fell into place; Fitzroy Yachts is a world-renowned luxury and superyacht designer and builder, so what better way to acquaint yourself with the

latest thinking within the fine art of luxury boat design, than a stint at the Fitzroy Yachts design office.

“I’ve always had this penchant to produce my own range of boats,” Herd explained, “but I wanted to do it right, firstly by gaining further direct experience in boat-building and in design, both at the luxury end. That achieved, I then made the decision to engage the services of a professional marketing and sales company.

One person can seldom do justice to both

the manufacturing, and the sales side,” he added.

Enter, stage left then, Tom Forbes from Euro City Marine Group, whose job it is to take the boat to market. “We were most impressed with Nic and his focused way of doing things. The more we saw the more we liked, and this serious range of semiproduction (with several different layout and feature options) plate boat hulls from 7-9m, certainly fits well with the EuroCity Marine, business plan,” he enthused.

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HERLEY ELITE 8

No bad habits here; the Herley handled everything in its stride, just as a true offshore hull should.

A proven performer, thanks to the twin-rig configuration.

The cockpit is generous in size and totally functional.

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EVERYTHING IS A TRADE-OFF

A few informative sentences strung together therefore, and quickly it became very evident there was indeed a distinct rationale and direction behind the profile shape. As we all know, everything in marine design is a trade-off. And the trade-off here was higher, more upright hull sides – that allowed for more space devoted to the for’ard cabin, the galley, dining, and helm area, and, a generously-wide and long, working cockpit aft of that.

So, space galore, but there is also another massively impacting advantage, that of an increased length of underwater hull shape to play with; a longer waterline length. Herd has designed a hull that rides deceptively softly through the water, yet rides with a bow high attitude even without trim; which is certainly all the more intriguing when one considers the deadrise at the rear is just 10-degrees.

How he has achieved all that then, is obviously the secret to success, but the mysterious reality is it still performed just as appropriately-well when really called upon, in larger seas. It still had that ability to pierce the larger waves, as you would in a typical deep-vee monohull equivalent - virtually spray-free. But wait, there’s more; the stability at rest, with this 10-degree rear deadrise, was just insane!

So do I mind the high sides of this Herley Elite 8; not in the slightest - when you accept the by-product of this style of design – the ‘space’ trade-offs involved!

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INTRIGUE – MYSTIQUE

That (above) obvious benefit aside, for me it was still this nagging mystique surrounding this underwater hull shape. How the hell can you describe a hull with a 10-degree-deadrise at the rear, as a wave piercing hull? “We’ve gone away from the traditional ‘deep-vee’ way of approaching things, and have proved with this boat that you can have a calm and rough water boat, all wrapped up in the one package,” Herd explained.

“Although the rear deadrise is only 10-degrees, towards the bow where it matters most, where it does the work, where it splits the waves, the deadrise at its greatest point is probably around 70-degrees. We don’t need to run strakes either, they just aren’t necessary.

“The other major factor in my design philosophy is the matter of the centre of balance of the hull. I pay special attention to where items are placed, things like the 70 litres of water, the three batteries and the 400-litre fuel tank, they are all in the centre of the boat, down low,” he emphasised.

This nose-raised, wave-piercing ability was confirmed, as we ventured out into open water, during our test, then back in with a following sea; it took everything in its stride. Back in through the worst of the traditional nasty chop and tidal surge that is the Tauranga Harbour entrance, we motored in at a seemingly sedate 22-25 knots – with barely a drop of water on the windscreen. No windscreen wipers; nope, you don’t need them!

Whilst stopped to further interrogate ‘Dr Herd’, we noticed a boat out to one side that was about to encounter this channel sh!@#$t we had just navigated.

Guessing this vessel to be in the 5.5-6m range, it hit the first bit of chop, the boat disappeared in a wall of spray, and the skipper was forced to button back to an idle, to continue his trip through the ‘rubbish dump’.

Hell, we had only just motored through the same patch of water at 22-knots, without batting an eyelid!

The difference was the Elite 8 basically remained at a level attitude as the hull shape weaved its magic, soaking up whatever mother nature had to offer.

Powered by a pair of the latest model Honda 200hp outboards, running 15 ½ x 17” S/S propellers, the Elite 8 was a pretty snappy beast underway at speed, also. With very little trim, as expected, it leaped out of the hole brilliantly, and rounded out at a top speed of 42-knots (48.56mph / 78.15 kph) at the maximum 5900rpm.

EMPHASIS ON ‘HABITABLE’

I will let the (associated) pictures do the talking for this article, with regard to general layout and appointments, but from a profile perspective, there was obviously a significant emphasis on the ‘habitable’ areas. The cabin top profile blended in very well with the hull profile; totally in proportion.

Even the shorter-than-traditional foredeck wasn’t out of place; aided I would suggest, by the very sturdy alloy bow rail assembly that stretched aft to just shy of amidships. Sufficiently wide walkways allowed an easy passage onto this foredeck, however, in reality these would seldom be utilised.

The anchor was permanently mounted on what was a very labour-intensive but brilliantly designed and presented bowsprit/fairlead. A small hatch aft of this assembly provided access to the below-deck Lonestar drum-winch.

Yes, this area housed the drum-winch, but fundamentally this rather deep foredeck area was a sealed ‘collision’ bulkhead. Cleverly, the drum winch was mounted against the bulkhead wall, so as to provide more than adequate ‘fall’ for the anchor rope and chain. And, to prevent the winch motor sitting in puddles of water all its life!

The step-down for’ard cabin was literally that, albeit a full stand-up version in which to have a lie-down, either as a twin bunk scenario or with the addition of the infill, a master berth. Lifting the front squab up,

we noted a fully plumbed toilet.

That was it for the cabin, apart of course from features such as the wooden bulkhead facia, overhead lighting, and the nicely appointed padded panels that lined the walls and overhead.

FUNCTIONAL AND FLOWING

The helm and dining area were again, as in the common theme of this Herley, functional and flowing, which of course equates to ease of use and ease of access! In virtually every instance, the little ‘niceties’ stood out. Three adults are able be seated opposite the skipper, on the double lounger and tub-chair forward of that. Turn the forward chair around, lift the sidetable and you have a perfectly capable dining setting.

The actual portside bench-seat module was the seat for two passengers when underway; place the relocatable back-rest in the aft-facing position and you can sit and fish in sublime comfort. Pull out the cockpit-side bottom shelf of the module and you have a chilly bin that doubles as a footrest. Pull out the shelf above this, and you have a single burner gas stove, and, a sink with running hot/cold water.

Brilliant!

Opposite this of course, was the helm. Again, simple in approach, but very well presented with its comprehensive Garmin NMEA-activated ‘information highway, a read-out for every occasion.

The wooden dash facia added the touch of ‘oldschool’ and I have to say the switch system embedded into the face of this facia, was nothing short of mindboggling.

The work that would have gone into this feature alone, doesn’t bear thinking about, for the switchidentification panel was cleverly back-lit, and the actual switches were recessed into the face of this facia, completely flush.

The cockpit itself, was more than generously-sized, and well-presented also, with the CNC-computercut SeaDek panels throughout the area adding that ‘teak’ look of class. More innovation and practicality

A massive front screen with no centre mullion provides amazing viewing.

Swap the seats around and you have a functional dining area for three adults.

Stylish woodwork and upholstery always raise the ‘game’ in an alloy boat. A simplistic, yet totally functional helm area.

The for’ard cavernous cabin, complete with under-squab flushing toilet; an infill transforms this area into overnight accommodation for two.

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HERLEY ELITE 8

prevailed, with plenty of lockers and pocket storage in all the right places, including a secreted rod or ski-locker alongside the skipper.

Ensuring the underfloor lockers stayed nice and dry, all the (clamp-down and lockable) floor locker lids sat in channels, plumbed so as to divert water direct into underfloor scuppers. These scuppers also accepted water drained from the actual rod-holders.

Not surprisingly at all, the fisherman was very well catered for on this Herley Elite 8, in modules either side of the cruiser-style walk-thru transom. To portside was the top-accessed live-bait tank, complete with all the ancillary pump-aeration plumbing, and an inspection window.

To starboard was the raised bait station, with pull out lure drawer, bait-boards and rod-holders. Out through this central walk-thru transom, a step down led me onto what was a very well-presented, easy to clean Portofino transom.

All appropriate, convenient, innovative, practical, and, s imple to use!

CONCLUSION

Herley Boats have opted for practicality in design, over the need for perhaps a long low sleek design, which in effect crams living space and feature options, accordingly.

This particular design definitely offers so much more boat, so much more interior space, for your money. Herd unashamedly notes that his boats are not lake boats, they are a serious offshore-capable boat - with comfort and high-end features, as standard.

His philosophy is to lift the bar higher, with his own take on mandatory boating requirements – sea-keeping, comfort, performance and appropriate specification. He designs his boats around what the customer wants, but adding the ‘nautical feel’ with quality items like proper padded vinyl trimming, and woodwork such as the solid timber dash, table, and front bulkhead.

Yes, the cost is certainly up there; but is it, when you consider this boat comes standard with everything barring the twin-engine upgrade and the rather daunting electronics package this particular example boasted. The best part though, you are buying an ‘8-metre’ boat, that is actually eight metres long, at the chine line; nothing surpasses waterline length!

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The Elite was most capable, both uphill and down-hill, in the typically grizzly ‘Tauranga Harbour entrance’ conditions.

SPECIFICATIONS Model Herley Elite 8 Year Launched 2022 Priced From $436,250 Type Semi-displacement m0nohull Construction Alloy 6mm/5mm LOA 8.33m Beam 2.55m Deadrise 10-70deg Height On Trailer 3.62m Trailerable Weight 3495kg Test Power 2 x 200hp Honda Power Options Single 350HP or Twin 200HP + Propeller 15 ½” x 17” S/S Flooring SeaDek Fuel capacity 400 litres Trailer Make Herley Boats Boat Manufacturer Herley Boats Supplied by EuroCity Marine Contact EuroCity Marine, Terry Elmsly – 021 576 302 Thomas Forbes – 027 440 0028 Dwayne Bewley - 021 576 303

EUROCITYMARINE.CO.NZ

PERFORMANCE DATA RPM 650 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 5900

Knots 3.1 4.6 6.7 8.7 12.2 17.9 23.1 27.0 31.1 35.5 38.1 42.2

L/h 6 12 11 13 21 31 46 58 70 108 126 139

2 X 200HP HONDA

Note: Range is based on 90% of fuel capacity.

L/NM 1.9 2.6 1.6 1.5 1.7 1.7 2.0 2.1 2.3 3.0 3.3 3.3

Range (NM) 186 138 219 234 213 207 181 168 160 118 109 109

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CHASE ZERO

BOAT REVIEW

RUNNING ON

WATER EMIRATES TEAM NEW ZEALAND TAKE FLIGHT IN HYDROGEN POWERED FOILING CHASE BOAT

While Chase Zero has touched 50.3 knots, we saw 43.4 knots.

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Emirates Team New Zealand have committed to drive hydrogen innovation in the marine industry by developing hydrogen powered chase boats for the 37th America’s Cup. Barry Thompson was one of the first journalists to get aboard Chase Zero and experience this world leading technology first hand.

E

mirates Team New Zealand have been working with AFCryo, a Christchurch, New Zealand based innovative company in design, development and manufacture of composite cryostats for the cryogenic and superconducting industries.

Chase Zero is the first boat to be launched in this America’s Cup cycle, and one that is hoped will set the foundations of a seismic shift towards a cleaner more sustainable future in powerboating around the world. “I hope we can look back on this today as the start of a hydrogen motorboat revolution,” said Sir Stephen Tindall - ETNZ’s sustainability ambassador and supporter of the project.

After the successful innovation of the AC75 foiling monohull and subsequent defence of the 36th America’s Cup, Emirates Team New Zealand CEO Grant Dalton said, “What next?

How can we keep pushing the boundaries of innovation and technology utilising the people and technology available at ETNZ?” With the AC75 class already locked in for the next America’s Cup and with a continued drive towards a more sustainable future, the focus quickly shifted to the on-water chase boats.

During the measurement of the carbon emissions of the teams last campaign to become carbon zero certified, it was obvious the chase boats were a sizable contributor to the overall emissions.

And so, the fixation on hydrogen powered foiling chase boats was born. The construction of the boat was started in August 2021 at the team’s North Shore build facility, with the appendage construction and the hydrogen fuel cell powertrain installation at the team’s base in Auckland’s Viaduct Harbour. Initial consultation received, suggested this was not the 12-month project the team was looking for.

“We were basically told something as audacious as Chase Zero would take 3.5- 4 years, but this has effectively taken us just over 9 months.” said project Manager Geoff Senior.

Chase Zero is an extremely vessel with almost no other boats like this around. The next boats like this are still a long way away, so I think once it's in the water and running, we will realize just how important it is on the world stage, added Senior.

Admittedly projects like this don’t just happen, Chase Zero, which will cruise at 35 knots with a top speed over 50 knots, is the culmination of the collective input of the team and several vital partners. Toyota, Gurit Composites, Global Bus among others have all contributed massively to Chase Zero in their own ways.

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CHASE ZERO

Toyota, Gurit Composites, Global Bus among others have all contributed massively to Chase Zero in their own ways

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TOYOTA TECHNOLOGY

Toyota, an Emirates Team New Zealand partner for over 30 years played a significant part in facilitating the acquisition of the two all-important fuel cells. Neeraj Lala, Toyota NZ CEO said, “We are supporting our long-term partners, Emirates Team New Zealand by supplying them the hydrogen fuel cell system as a way to investigate the different applications of this carbon neutral technology. We have secured from Toyota Motor Corp. two prototype units for the ETNZ trial that were still in their preproduction phase.

“We are excited to see the boat go in the water as a demonstration of the capabilities of Toyota’s hydrogen technology. Toyota is focused on helping advance hydrogen technology and its development in New Zealand through commercial partnerships, such as the ETNZ fuel cell chase boat, under our Toyota Hydrogen Projects banner.”

The 10m Chase Zero has an approx 5200kg displacement, with a cruising speed of 30-35 knots and top speed of around 50 knots. It can carry six crew members with a range of between 150-180km generating approximately 440kW peak power via a 400V DC system powered by the Hydrogen Fuel Cell.

The four hydrogen storage tanks onboard from Hexagon Purus store the hydrogen gas at 350bar while the propulsion is via a Mercury bottom end propeller which is embedded within the foils. The tanks are made from a plastic liner, wrapped in carbon fibre for the required strength. Each is capable of holding 8kg, giving a total capacity of 32kg when full.

The two 80kW Toyota hydrogen fuel cells, one in each hull, provide most of the energy needed to power the boat. The hydrogen gas is passed through a catalyst which strips the electrons away from the H2 molecules. These electrons are used to power the boat

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and then return to the positively charged H+ ions which are combined with oxygen from the air, leaving nothing but pure H2O to exit the exhaust of the fuel cell. This electricity is then either stored in the battery, or fed directly into the electric motors that provide the propulsion to the boat.

The batteries onboard also play a critical role in allowing Chase Zero to accelerate and achieve its top end speeds as Electrical Engineer Michael Rasmussen explains, “The fuel cells provide the majority of the energy, however the battery acts as a filter for the faster changes in power demand. The response time of the fuel cell is much slower than available from the battery, so during fast changes in demand the battery supplies the difference as a compromise in performance was not an option.”

The battery is also used to achieve the higher speeds.

The boat can cruise at approximately 30kts with the 160kW generated from the fuel cells, but to achieve the higher end speeds up towards 50 knots Chase Zero can draw from the batteries as well to bump this up to around 420kW for shorter periods. The fuel cell will then re-charge the batteries once there is excess power available again.

An integral supporter to the ETNZ Hydrogen project powered by Toyota is Emirates Team New Zealand Sustainability Ambassador and former Chair of Directors, Sir Stephen Tindall, who along with helping to fund the project also believes that strategically clean hydrogen will be a very important part of New Zealand’s green sustainability in future. “Green hydrogen comes from renewable energy like wind, solar and hydro and once the hydrogen is used in the boat, the only by-product is water.” said Tindall. “I believe our ambitious move into hydrogen boats by Emirates Team New Zealand will set the scene for motor driven craft as we did in starting the marine

There is seating for six inside the cabin.

Skipper Chris ‘Curly’ Salthouse.

Power is transmitted via propellers in the front foils.

foiling revolution. I am looking forward to seeing millions of hydrogen driven vehicles and boats over the next 20 years.”

THE MAGIC OF FOILING

The design of the foil wings by the Emirates Team New Zealand design team was largely based on AC75 technology and the autopilot which will be used to control the ride height is ETNZ proprietary technology that will be implemented in the new AC40 boats in production.

It is the same harbour that in late August 2012 saw Emirates Team New Zealand first introduce foiling to the world of the America’s Cup in their AC72 catamaran yacht, which changed the face of sail racing globally. And now, just under 10 years later the team has introducing hydrogen powered foiling chase boats to the America’s Cup also. Travelling at 50 knots on the water requires a lot of power, and so foiling, like in sailing, was an obvious choice for Emirates team New Zealand I was fortunate to be one of the first journalists to get onboard Chase Zero to experience what it is like

© Emirates Team New Zealand

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CHASE ZERO

Chase Zero is hoped will set the foundations of a seismic shift towards a cleaner more sustainable future in powerboating around the world.

to travel at over 40 knots without leaving a carbon footprint. Zero emissions from green hydrogen.

There is a defined hum from the twin electric motors, but nothing unpleasant. Chase Zero doesn’t rise onto the foils until the boat speed reaches 19 knots. The ride height gradually increases as the boat accelerates and rises on the foils from around .4m to 1.2m in foiling mode.

50 KNOTS

Cruising at 30 knots the ride is amazing, with no hull noise or wave effect. Put the boat into a 30 knot turn and it stays reasonably level and if it goes too far, the auto trim system comes into play and corrects it all. This is a very very automated boat, with the driver, simply working the throttle and steering. Trim angles are down to the computer.

While Chase Zero has touched 50.3 knots, we saw 43.4 knots with a ride height of 0.70m with an H2 level of 71%. Chase Zero drops off the foils at 18 knots.

Along with the speed testing, the range of Chase Zero with full tanks had to be tested and verified. It proved to be a long day for Skipper Chris ‘Curly’ Salthouse.

“We filled the tanks up to 96% so we wanted to take Chase Zero out to test its cruising range and reliability at the same time. So we set out to circumnavigate a few islands around the Hauraki Gulf, we just didn’t expect to be cruising for as long as we did.

We ended up motoring for nearly 6 hours in the end and covered 280km (or 151.2 nautical miles) at an average speed of 28.3 knots and still had about 10% gas left in the tanks.”

To put that into perspective if Emirates Team New Zealand had done the same day’s run in a regular 11m chase boat with twin 250hp

outboards on it, they would have used 140 litres of petrol an hour @ 28knots, which would have equated to 825 litres total. Unfortunately a regular 11m chase boat only has an 800 litre Tank so it wouldn’t have even made it back or matched Chase Zero’s range without running out of gas.

The range test provided the engineers with valuable data that has been crunched and now the team can accurately assume that the range of Chase Zero on four full 8.4kg tanks of hydrogen gas is 330km’s (or 178.19 nautical miles) at the cruising speed of 28-30 knots of boat speed.

One of the main criteria for going hydrogen was that if the boat was 100% electric it would be far too heavy to achieve the required 40 knots and the distance between charge ups would be minimal.

While the hydrogen fuel scource produces 35kW per kilogram of hydrogen, Lithium Ion batteries would only produce around 1.2kW per kilogram.

ZERO CARBON EMISSIONS

Emirates Team New Zealand COO Kevin Shoebridge, says, “This really is a considerable step forward in clean renewable energy in the marine industry. The Chase Zero in foiling mode looks like a futuristic power boat, but then you actually need to remind yourself that there are zero carbon emissions. It is basically water vapour coming out of the exhaust which is amazing when considering the positive environmental impact that can be made by reducing emissions from regular boat engines.

When acknowledging what the Chase Zero team have achieved in the past 9 months Emirates Team New Zealand CEO Grant Dalton said, “The team have really delivered under all sorts of Covid challenges and pressure to get this boat designed, built,

'It is exciting to work with Emirates Team New Zealand on such an aggressive development curve and timeline to deliver on water hydrogen storage and power.'

HUGH REYNOLDS, TECHNICAL DIRECTOR FOR AFCRYO

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SPECIFICATIONS LOA 10.0m Beam 4. 5m Draft 2.2m Foil configuration Primary π-foil, single T-rudder Displacement 4800kg Fuel cells 2 x Toyota 80kW Motors 2 x 220kW Batteries 2 x 42kWh Tanks 4 x 8kg Hydrogen @ 350bar Cruise Speed 30kts Range 180km (typical chase boat working cycle) Top Speed 50kts

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commissioned and foiling in such a small timeframe. And when I say ‘the team’ that includes the essential partners we have bought together as well like Toyota, Global Bus Ventures, Gurit and several others.”

“This project is all about proving how we can influence the global marine industry by producing a prototype hydrogen powered foiling catamaran. And today has been a huge progression towards that. We have no doubt there will be a lot of entities and organisations that will be watching and thinking how the technology can be adapted to their specific use case or ideas.

Dalton added that “Emirates Team New Zealand continues to be at the forefront of innovation and we intend to really drive the development curve of new and clean technology in the marine industry. It is our hope that we can make a seismic shift into hydrogen power and an emission free statement for the industry.

This initiative is not without risk as we have very specific operating criteria within the team and the America’s Cup, so it is not a small undertaking.

INEOS Team UK and Challenger of Record Team Principal Skipper Sir Ben Ainslie is behind the push into Hydrogen power on the water, “For nearly two centuries the America’s Cup has pushed the boundaries in design and engineering, whilst ensuring innovation benefits the wider marine industry. With so much investment in hydrogen across the world, shifting to foiling chase boats, powered by hydrogen could well prove to be a sustainable and practical solution for the future of the marine industry, while supporting the AC75’s which are reaching speeds in excess of 50 knots.”

Terry Hutchinson, Skipper and Executive Director of New York Yacht Club American Magic, the U.S. Challenger for the 36th America’s Cup said, “It is impressive to see how innovation remains the driving force behind the America’s Cup after 170 years of racing. We support the Defender’s efforts to apply their performance innovation skills to sustainable and environmentally friendly technology."

Technical Director Hugh Reynolds is leading the project for AFCryo, “As an organisation we have been working in cryogenics, and clean-tech solutions, for 17 years. We are a strong proponent of green hydrogen and are manufacturing hydrogen production systems in New Zealand. It is exciting to work with Emirates Team New Zealand on such an aggressive development curve and timeline to deliver on water hydrogen storage and power.

The opportunity to contribute to such an exciting project aligns perfectly with our view of sustainable future energy”.

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PUREKRAFT 730 HT

BOAT REVIEW

QUICK DRAW TEXT BY MIKE ROSE

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AN IMPRESSIVE FISHING SHARPSHOOTER

The Purekraft 730 HT, to my mind, is a really good example of why aluminium boats are now so much more popular than GRP ones.

Bring it on!

I

t is a model that, until recently, didn’t even exist. The reason it does now is because a potential owner, keen on a Purekraft, didn’t fancy either the company’s 700 or its 750.

The former was too small, the latter too big.

If he had been talking to a GRP manufacturer, that would have been the end of the discussion. Luckily he wasn’t.

He was talking to Purekraft boss Jarrod Hall and Jarrod not only was willing to find the perfect “Goldilocks” size for this fellow, he also quickly realised the

potential of such an in-between design.

The result was that, when the new Purekraft 730 made its debut at the recent Hutchwilco New Zealand Boat Show, it was not alone. There was another alongside. Whereas the original, Quick Draw, was configured mainly for fishing and diving, the other was set up more for family boating. Not surprisingly, both attracted a fair amount of attention and, no doubt, there will be more, possibly slightly tweaked, under construction shortly.

With Purekraft based in Tauranga, it is no

surprise that many of their clients come from the so-called Golden Triangle, the area between the south of the Auckland metropolis, Hamilton and Tauranga.

Quick Draw’s owner is no exception. His key fishing and diving grounds are out from Raglan and off Whangamata.

A man who clearly enjoys his own company, he fishes solo a lot. A lot being the operative phrase. Since taking delivery of his 730 in late February, he has spent over 120 hours powering up his Mercury Verado 300hp AMS and exploring the waters off the vastly different coasts. In

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PUREKRAFT 730 HT

Great protection from the hardtop, with a big fishing based cockpit.

SeaDek covers the foredeck.

A generous size bait station comes complete with tackle drawer.

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that time, he has successfully landed a brace of marlin and a broadbill (scars from the latter’s sword can be seen as a mark of pride on the topsides), among others.

CLEVER TOUCHES

Those familiar with Jarrod and his team will know that they take a very design-driven approach to their work. They are constantly looking for new and better ways of doing things, better ways to make use of otherwise dead space and clever touches to improve their clients’ experiences while on board.

On Quick Draw that includes wider gunwales and therefore side lockers large enough to hold dive tanks in addition to a wet locker between the driver’s and crew’s seats that is large enough to hold another four tanks (or a salt water slurry when fishing). There are also “hidden” tuna tubes in the aft port side gunwale as well as the obligatory livebait tank under the starboard platform step, Purekraft’s trademark trash locker (in the aft starboard gunwale) and their custom

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bait board (complete with bottle opener and cap catcher).

Not all the innovations are in the stern. The bow has its share, too. There is a recessed bow ladder for a start and a carefully designed gap in the attractive black pulpit for the Minn Kota trolling motor to swing through when deployed. (Among other things, Quick Draw’s owner uses it to hold the boat in place in 15-20 knots while broadbill fishing). A strong yet stylish-looking aluminium fairlead projects out to hold the Sarca anchor (and keep it well away from the hull). This is attached to a Viper drum winch and effortlessly controlled from the helm station.

GARMIN GALORE

Quick Draw’s dash looks to have been customdesigned for its suite of Garmin electronics. The twin 12in screens sit perfectly across the top of the rectangular-shaped helm while below are positioned the control panels for the Garmin autopilot, the Zipwake auto trim tabs and the Mercury outboard.

These are flanked by the DC switchboards. The Fusion stereo and Garmin VHF are also close at hand, as is the Viper control and a switch to move control of the boat to a compact second station further aft. The large MFD screens are connected to Quick Draw’s radar, chartplotter/GPS and transducers (a 2kW and a GFSI side view, both through-hull) and configured to show whatever combination best suits the owner’s activities at the time.

There is great all-round visibility, aided in rough weather by a pair of wipers and plenty of good air flow, thanks to the twin hatches in the hardtop roof and opening side windows. A Hi-Tech Plastics multi-position bolster seat on a suspension strut gives the skipper plenty of comfortable options when underway. The crew are well looked after, too, with a hinged footrest (able to disappear into the cabin when not needed) on the passenger side and loads of handy lockers occupying every nook and cranny.

There is more to the aft-facing seats than meets the eye, too. The queen part of the port king/queen seat has been to designed to sit above a large 95-litre Dometic pull-out fridge/freezer on its own rail system. On starboard, the equivalent seat pulls out to create a comfortable lounger. Alongside is the second gear/throttle control and toggle steering.

STUDY IN GREY

Quick Draw’s cabin is something of a study in grey.

Light grey frontrunner offsets the darker squabs, the latter occupying the entire area and easily large enough to accommodate one big fella and probably two. Deep double-row side lockers provide additional handy stowage and there is still more in a clever, pullout “gear bunk” that hangs midway between the cabin roof and the bunks.

Access to the wiring and electronics behind the dash is one of the biggest and best I have ever seen. The large, virtually bunk-to-ceiling frontrunner-lined aluminium door simply swings open and the entire back of the helm is exposed, with no contortion required.

There is a toilet under the front seat if required and a large Cule hatch gives access to the foredeck, the ladder and the trolling motor.

FISHING COCKPIT

The cockpit is one obviously dedicated to fishing and diving.

SeaDek panels line the floor, side decks and platform and are in remarkably good condition considering the amount of hard fishing they have seen (actually, they look brand new).

There are 360-degree rod holders set into the side decks, accompanied by well-positioned drink holders and complemented by the 13-rod rocket launcher.

There is handy access to the through-hull transducers should this be required with the remaining underfloor space given over to the vessel’s 400-litre fuel tank.

The large locker under the transom holds the ship’s battery banks, isolating switches and the sophisticated Lusty & Blundell AMPS lithium battery system that powers, charges and protects the trolling motor both when in use and under charge.

The Jabsco washdown hose has been sited underneath, making it easy to access without wasting valuable side-locker space.

Because Quick Draw is primarily a serious fishing boat, everything has been set up to support the owner’s passion. The Hella LED lighting package, for example, includes red lights under the hardtop (for night-time navigation), powerful spot lights to light up the cockpit when the action is hot (and recessed side lights when stealth is more important) and Apelo A2 underwater lights (for when attracting fish is the order of the day).

Tuna tubes are a must for the serious sportfisher.

A pair of Garmin 8412 MFDs dominate the dash.

On the forward passenger side there are loads of handy lockers occupying every nook and cranny.

The starboard rear seat pulls out to create a comfortable lounger.

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PUREKRAFT 730 HT

Quick Draw is a boat perfectly tailored for a particular owner, his needs and the way he goes boating.

POWERFUL PERFORMER

Having had the good fortune to review a number of Purekraft vessels over the last 5 years, I had a pretty good idea of how the new 730 would perform. It did not disappoint.

Although our day started tranquilly enough with light winds and a near-flat sea, the Bay of Plenty is nothing if not unpredictable. By the time we returned a few hours later, the wind was up and so was the sea, with a nasty cross-chop on top of a building swell.

One wouldn’t expect a 7m-plus boat to be overly troubled by the conditions we encountered and it wasn’t. It did show, however, that it was equally as comfortable blasting down swell at near-on 30 knots as it was running flat out (at 36.5 knots) in much calmer ones.

As the accompanying table shows, the Purekraft 730/ Mercury 300hp combination performed well across the range, although there is no doubt it seemed sweeter once we hit the mid-4000s (revs). The hull was certainly not challenged at full revs and, based on my limited experience on board, I feel sure it would perform even better with a larger powerplant.

SUMMARY

Chasing broadbill swordfish far offshore, especially by oneself, is not for the faint of heart. The fact that Quick

PERFORMANCE DATA

RPM 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Knots 3.2 4.9 6.2 7.0 7.5 10.2 15.3 26.5 30.0 33.1 36.5

MERCURY 30 V8

L/h 4.8 7 12 16 22 26 34 43 54 76 91

L/NM 1.5 1.5 1.9 2.2 2.9 2.5 2.2 1.6 1.8 2.3 2.5

Range (NM) 240 239 186 163 125 143 161 220 200 158 144

Note: Range is based on 90% of fuel capacity.

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Draw’s owner clearly revels in the challenge says a lot about his confidence, courage and experience. It also says a lot about the boat. While a 7.3m alloy boat is not a small vessel, it is not a particularly large one, either.

To have done over 120 hours in less than 3 months and done those off both coasts, often solo and still be keen for more surely shows the confidence he has in his boat and the way it performs in the myriad of conditions he has already encountered.

To my mind, Quick Draw also shows why Jarrod, Hall Marine Design and Purekraft continue to do so well.

This is a boat perfectly tailored for a particular owner, his needs and the way he goes boating. The fact it will no doubt also appeal to a much larger audience shows just how in touch this crew is with the way we Kiwis now want to go boating, fishing and diving.

SPECIFICATIONS

Model 730 HT Priced From NZ$250,000 Tested Type Hardtop Construction Aluminium LOA 7.60m (incl fairlead) Beam 2.55m Deadrise 18deg Trailerable Weight 3200kg (full of fuel) Test Power Mercury 300 Test Speed 39 knots Power Options Outboard or diesel inboard Power Range 250-350hp Flooring SeaDek Hatches Cule MFD Garmin 8412 x 2 Interceptors Zipwake Sounds Fusion Lighting Hella Underwater Lights Apelo Seating Hi Tech Fuel Capacity 400L Trailer Aluminium Manufacturer

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CROSSING

COASTGUARD EDUCATION

A BAR

Most bar crossing advice in this day and age pontificates almost ad nauseam on the right and wrong ways of crossing a bar, what to look for, what to do and where to go. But as Barry Tyler explains, none of that really prepares you for the real thing – out there in amongst the waves and soup – on a ‘big’ day.

Obviously the first step before even putting the boat in the water is to make 100% certain you have all the necessary safety gear such as lifejackets (which should always be worn by everone when crossing a bar), flares, tow rope etc.

Launching your boat is invariably in calm water and it’s not until you cruise out of the harbour that you see what awaits you. My first glimpse of the bar was what appeared to be a wall of white water, right across the entrance.

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There we learned valuable lesson number one. For as impenetrable as it appeared, there is always a way through. The first thing you do is stand off the bar a little, and identify the calmer water, which is always the deeper water. The huge volume of water thatn flows over a bar has to get out or in somehow, so there will always be a channel somewhere.

If you have to cross a bar to get to your favourite fishing spot, your trip should always start at home – long before you

PACIFIC POWERBOAT MAGAZINE

leave. Acquire as much local knowledge as you can, check the weather, wind strength and surf height out, have local charts, and establish beforehand where the channels are.

Once armed with all the right information, the trip is always a lot safer, and easier. If however it is your first time over a particular bar, then wait for a socalled ‘calmer’ day, and do some practice.

Another helpful hint is to just wait at the bar and observe where other boats are

going – a pattern will emerge with those who do actually know the right way to go – then you can go and try it for yourself.

You will be amazed at the ease with which you can get through, just by knowing where the flatter spots are.

Bars seldom remain the same either, from one storm to another. There are literally hundreds of thousands of tonnes of swirling sand within these ferocious bars, which is moved around by the tides and storms. It is reasonable to assume then

that it will not dump in the same place each time.

Sitting facing the forming waves (never sit with your back to it, in case you have to run to the shoulder of the crest) pick a wave that looks like it has potential. A bit like a surfer, then accelerate and turn aggressively so you traverse the top of the wave and clung to the back – simple!

If you are clinging to the back of a swell that at around 15-20 knots quickly gathers momentum into what ultimately

becames a raging torrent of foam, the trick is to stick with it all the way, staying just off the fringe of the face – for as the saying goes, “it ain’t finished till it’s over”.

When coming back in over the bar, work the throttle aggressively enough to stay on the back of the wave at all costs, don’t fall off, and don’t ever over-run it, unless the wave has petered out completely and you can see the whole face of the wave in front.

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Don’t let the waves behind you catch up.

Caution not speed is essential when crossing a bar.

COASTGUARD EDUCATION

Looking for the calmer spots in the channel may make a for a safer journey.

TURN AND FACE IT This is where it gets tricky, for a moment’s hesitation or indecision, and you end up swimming. It is perhaps pertinent to suggest that in an ideal world the best time to cross a bar is on a making tide (just after the point of turn), or at the very least, during an incoming tide.

A breaking wave will invariably rise to virtually a point in the centre and have a lower shoulder at each end, which is the last part of the wave to break. Trimmed in for this part of the exercise, the trick is to pick which end of the shoulder to run to, so if possible have a quick look at the wave following, to make sure you are not driving yourself into a ‘dead-end street’.

Don’t ever follow or sit alongside another boat through a bar, either when going in or out. There is potential danger in two boats heading for the same piece of water at the same time.

Stagger your position, maybe one or two waves apart, so as to diminish the potential for collision. And of course, never ever lose your nerve and try and turn round in the face of an oncoming wave. Once you are committed to the wave, there is no turning back – period!

By veering over the ocean, sometimes aggressively, sometimes with all the time in the world, you can pick and choose your path so all you have to do is power up to the face, throttle back just before the top of the wave (you’ll head skywards if you don’t, even though you are trimmed in), then simply ‘flop’ over the other side. Quickly get up to speed again though, for you might have a way to go before you find the next ‘shoulder to cry on’. Then do it all again, and again, and again – practice makes perfect, they say!

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When a wave is unbroken, approaching the wave at about a 15-degree angle will take some of the power out of the wave, allowing you to drop harmlessly over the back of it virtually without any pounding whatsoever. The trick of it though is to get to the wave, on the shoulder of it and not in the middle, before it breaks. If you can’t get to the next wave in time, and it is starting to break, then it is a whole new ball-game and a potentially very dangerous one at that.

Breaking white-water waves must be approached absolutely square on, and the trick is to get the boat up onto the plane, so less boat is in the water, then immediately at the point of impact with the first of the broken water, reduce power immediately. Because the boat is higher out of the water when on the plane, and because there is no power on to send the boat skywards the boat virtually stops, suspended in the aerated water, then drops down the back of the wave. Easier said than done definitely, and you should be practising that one on the relatively calmer days first, again and again ’til you get the actual timing of the exercise spot on.

As already stated, wind, swell and tide change everything, and with the tide change comes a very different sea.

Out-going tides in bar situations, move at anything up to five knots, and put this up against a swell situation rolling in at 15-20 knots, and you all of a sudden have a steeper wave face that has more potential to break – at any time!

Which equates to danger, so it becomes even trickier now, negotiating your way in or out of a bar.

BEFORE YOU

CROSS A BAR THERE ARE 10 IMPORTANT SAFETY TIPS YOU SHOULD FOLLOW Check the weather, tide and bar conditions Contact coastguard or maritime radio immediately prior to crossing Ensure adequate stability Batten down Lifejackets must be worn and all crew must be awake Approach at moderate speed Post a lookout to monitor sea conditions astern Communicate your successful crossing to coastguard or maritime radio If in doubt — don t cross Avoid ebb tide

A huge volume of water such as this has to get out somehow, so there will always be a channel somewhere.

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HOPPERS FLOTILLA

HOPPERS

NORTH ISLAND

FLOTILLA TEXT BY LINDA HOPPER

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The idea to circumnavigate the North Island and spend time exploring Tasman Bay and the Marlborough Sounds on his own launch was a bucket list item for Leigh Hopper. A lifelong boating and fishing enthusiast, Leigh put the word out to friends and family in June 2021 that he and wife Linda planned to set off from their home in Whitianga the following January, for a six week adventure aboard his Maritimo M70 Moon Shadow.

THE ADMIRAL – LEIGH HOPPER

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1. Cool Change enjoys the fishing on Ranfurly Bank on the trip North 2. Admirals Uber to dinner ashore in Nelson

3. Visitors for dinner on Encore. Photo Miriam Godfrey

4. Crews from Adria and Cool Change enjoying meals ashore at Cloudy Bay. 3

Word soon spread around the Coromandel and beyond via the boating community, and within a month Leigh had a list of over 20 skippers with vessels and crews keen to take up the challenge. Over the months that followed Covid lockdowns, shipping delays, family commitments and even severe weather events all conspired to trim that list to a hard core group of ten motor yachts and two sailing yachts who were ready, willing and able to make the meet up date of January 20th 2022 in Whangaroa Harbour.

Leading up to departure, an underwater volcano erupted off the coast of Tonga, and a cyclone loomed off the coast of Australia. Heading north to join the Flotilla from Bayswater aboard their recently purchased Riviera 61 Halo, Matt and Tania Tuck took shelter in Tutakaka

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Marina but became hemmed in with floating debris and damaged boats, as unprecedented swells pounded the upper North Island coast for 24 hours after the eruption. However, undaunted, boats came from far and wide: Adria, the 50’ Azimut of Bruce and KC Anderson out of Whangamata. Cool Change, the Maritimo 55 of Barry & Catherine Cawte from Whitianga. Ruben Jane, the 75’ Salthouse from Gulf Harbour owned by Doug and Miriam Godfrey. Encore, the Maritimo M54 of Blair and Sue Summerville from Pauanui. Lief Blair was on his 54’ Riviera, Silverado and Mark Nicholson aboard Whatever his 42’ Riviera, and Lockdown, a Riviera 51’ purchased specifically for this box ticking adventure by Grant Sagar. Two yachts rounded out the Flotilla - Racing Yacht Starlight Express, and the Ketch

PACIFIC POWERBOAT MAGAZINE

Raw Cotton.

Boats cruised through Great Barrier Island, The Poor Knights and the Bay of Islands on their way north, with the improving weather setting the tone for an awesome start to the adventure. The journey to Whangaroa, gave crews a chance to hone their fishing, diving or boating skills or get to know their new craft with great weather conditions and calming seas as the meet up date drew near.

A couple of crews tried their hand at trolling for Marlin with strikes but no catches, while others took in the sights and delights of Russell or took the chance to top up fuel and provisions. In addition to the ship to ship communications on channel 6 a WhatsApp group was formed for Flotilla members, and family and friends ashore to keep up with the lighter

side of the trip and many funny moments were captured and shared throughout the journey.

The first of these was aboard Encore when a crew member discovered they had left home without their underwear! Always in control, the skipper “called a friend” who was despatched on his JetSki with the requisite undies, and caught up to Encore as she left the harbour at Tairua. The Uber-undies story became a classic and set the tone for laughs and camaraderie for the entire trip. As crew changes came and went those back on shore could maintain a keen interest in the progress of the Flotilla via the many posts.

AROUND THE TOP

The plan was to meet by the water buoy on the eastern arm of Whangaroa Harbour at 1500hrs on January 20th.

Leigh soon became known as “the Admiral” and as the fleet began to assemble by nightfall there were seven launches and their crews, meeting, greeting and planning feverishly over a drink or two, for the next stage “around the top”. The weather window was on schedule and as per the Admirals plan, the boats set off on the 21st for Tom Bolling Bay with the intention of heading around Cape Reinga at 0600 the next day. The

4 last of the flotilla caught up rounding Cape Maria van Diemen.

Sea conditions down the west coast were pleasant with a light SW swell and variable winds from 5-10 knots. All were trolling with the hope of catching a Marlin or Tuna and remained within sight of each other. Three Marlin were tagged and a few Albacore were hauled aboard for eating.

MARINE

Two to three hour watches were the norm apart from Adria, where Bruce and KC shared the days and nights between two. At 0600 on Monday January 24 the Flotilla rounded Farewell Spit, having travelled together for 48 hours with some of the leg over 100 nm off shore. All enjoyed the comfort of the banter on channel 6 and WhatsApp when coverage was available,

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1. Crew from Encore enjoying lunch at Punga Cove after the rain!

2. Grant Sagar surveys the rope 1 and maintaining visual contact on the trip south. Extraordinary images were captured by the two professional photographers aboard Ruben Jane, with many thanks due to Jen and Miriam for giving everyone such a fantastic record of the adventure.

On arrival boats tucked in behind Tata Island for a hearty breakfast raft up and debrief, followed by refuelling at Port Tarakohe. The sight of a raft of launches apparently got the tongues wagging amongst Golden Bay locals but the fuel supplier had the biggest grin! Skippers and their crews all had different plans on how they wanted to explore the Tasman area, and boats broke away and rejoined as they enjoyed cruising and fishing across the region. Crew changes were scheduled events for most, and shuttles and taxis from Kaiteriteri back to Nelson became the norm as one group departed and another excitedly joined.

ABEL TASMAN BEAUTY

The beautiful beaches and golden sands were an instant attraction and many boats lingered in Abel Tasman park enjoying both water and land expeditions.

The opportunity to walk a portion of the famed Abel Tasman track was too good to miss. The pristine bush and bird life provided luxurious material for

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that had his anchor well caught on the floor of Nelson Harbour.

photographers of all capabilities which were shared with friends and family. Team drinks aboard one boat or another at the end of a day always included much banter about the boats and their performance or the days adventures, or an award for “Dick of the Day” when needed - especially if it was for the Admiral himself!

While some stayed to enjoy the delights of Abel Tasman, others were keen to get underway and head to the Marlborough Sounds area via D’urville Island or French Pass ahead of forecast high winds. A large pod of dolphins greeted boats as they made their way across Tasman Bay. Enroute Ruben Jane took refuge in Croisilles Harbour to address an onboard repair, and with a change in the weather due overnight some local knowledge had indicated that a good anchorage could be had in Mills Arm in the far reaches of Greville Harbour on D’urville.

Matt & Tania on Halo were cruising with their two children who were proving to be highly capable boaties as the family joined Ruben Jane, Moon Shadow and Lockdown to wait out the approaching SW winds.

At sunset all was calm, fishing rods were out, dinner was on and it looked to be a fine choice for an overnight. However, by 0300 the wind was gusting 50 knots down the valleys and swirling all the boats

PACIFIC POWERBOAT MAGAZINE

like corks in a washing machine. With conditions deteriorating rapidly and one of the anchors not holding the group headed back out to find safer anchorage and tucked into an eastern arm of Greville in the pitch black of night. All eventually re-anchored securely and managed to get some sleep.

The morning brought praise for the young crew on Halo for their cool calm heads during the chaos! It was a lesson for even the most seasoned salts - Mother Nature always has the last word, and it’s great to have a team around you when the proverbial hits the fan! Other crews took a much more measured approach to the weather however, and found that sea conditions at the Urban Oyster Bar in Nelson were very much to their liking, so shared pics and menu choices via WhatsApp accordingly!

French Pass is a narrow and sometimes treacherous navigation channel which separates D’Urville from the mainland, and was the most appropriate access way to Pelorus Sound for the group coming from Abel Tasman Park. The Pass narrows to 100m at its midpoint, and descends to 100m at its deepest. Keen to navigate this stretch the team did so in smaller groups.

The first to travel were Halo, Ruben Jane, Moon Shadow and Encore with conditions

5

relatively benign. Once again the action was beautifully captured but the photographers onboard and quickly dispatched to the folks back on shore and the rest of the group cruising elsewhere.

RUNNING REPAIRS

Hydraulics and winches, anchors and water makers all gave the fleet various amounts of drama, a number being handled on the spot with help from within the flotilla.

For more serious issues however it became necessary to pay a visit to the marina at Havelock or Nelson and services there became a safe harbour for some during running repairs. Thanks are due in particular to the friendly team at the Havelock Marina and their suppliers for making room for the various boats at short notice. Being moored for the night between two mussel barges was just another part of the adventure! Stays at the marina were extended for some as more bad weather arrived or significant boat repairs were called for, and crews spread out to explore on land and by car the many delights of the wine making regions a short drive away. Seals and dolphins were regular

sights, either feeding or playing around the Sounds and one even visited the crew at the Marina and posed for some pics!

Local knowledge once again suggested a stay at Worlds End in a wee southern corner of Pelorus was worth a visit, so at various times and in various combinations the boats found their way there. Boats spent splendid evenings sharing great food and stories over a tipple into the wee smalls, and on one occasion at daybreak it was apparent the raft was on the edge of the local waterskiing lane, so what else to do? The Admiral showed his style skiing off the back of the boat behind the tender, as did Mike Livingstone on Encore.

By mid way through the voyage all crews were becoming well used to problems or faults that might interrupt their plans, so when Moon Shadow experienced an issue with the sewage tanks onboard, it raised no real concern as it appeared a fix was at hand. The fix did involve moving the entire raft of boats in the dark so said tanks could be emptied in deeper water however. The exercise generated much speculation from the locals, and hilarity from the crews.

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The catching of, the preparing of, who had the inside running on a dive spot or restaurant on shore. Who knows how to cook the Crays just right etc etc.

While Cool Change enjoyed Snapper and Mussels in Ketu Bay, Ruben Jane enjoyed a walk and dinner further afield at Furneaux Lodge. When Lockdown found a great dive spot Encore was enjoying fantastic meals ashore in Nelson. Starlight Express missed dinner altogether in Ketu Bay when they decided to go for a walk onshore and got back after dark, having to use their mobile phones to find their way down a steep bush clad hill and back to the boat. Ruben Jane crew ventured early into Queen Charlotte Sound and walked in James Cooks footsteps on Motuara Island, enjoying the bird sanctuary on a warm and windless day. Aperol Spritz was enjoyed by the crew of Moon Shadow after they convinced Halo they needed rescuing from their tender adrift south of Maude Island.

Adventures included morning walks ashore in Fairy Bay or an impromptu Gurnard filleting lesson, a photo safari in a glorious bay or capturing another magnificent sunset off the back across Kenepuru Sound. A late lunch at Te Rawa Bay came recommended by the Cool Change crew so Encore lined up, or tied up, the next

day. Lockdown had great success diving off Checkwood Island and presented the raft with incredible edibles for an evening menu - mussels in Grants special sauce, Blue Cod on the BBQ and magnificent crays for main course.

The battle for dinner was hard won however with one crew member being severely skewered by a king claw of the largest cray he caught. First Aid administered and photos shared, all settled down to enjoy the days catch while dolphins played nearby. Again, the ability to keep in touch across the boats meant that great experiences were shared and itineraries were adjusted on the fly. Days were for exploring and for the most part the weather and wind was favourable well into early February.

However it took a turn for the cooler and wetter and several boats again headed to Havelock for refuge and repairs. While gathered there crews once again found a good gathering spot on the back of Ruben Jane to swap stories over a tipple. Prior to departure from Havelock, once again local knowledge suggested that engines should be started and left running for a short time before departure to deal with any eels that may have taken up residence inside thrusters! Advise duly taken, Metvuw and

WindPredict consulted, some of the group departed Havelock and again spread from Queen Charlotte Sound or back to Abel Tasman to continue adventures.

Moon Shadow headed back to Nelson for a crew change along with Ruben Jane, Encore and Lockdown. This time the trip through French Pass was not so gentle!

Wind gusts of well over 60 knots were recorded on board Ruben Jane as they rolled off the hills and across Delaware Bay. A stop was made tucked under the cliffs at Cable Bay to check for any leaks and grab a bite before continuing on with conditions clearing on approach to Nelson. The Marina had no further space at short notice so three of the boats had to put the pick down in Nelson Harbour, just outside the shipping lane by the port. At sunset all was calm (yes, there’s a common theme here!) so crews rafted up to enjoy a shared meal and admire the insta worthy sunset view. The wind came back with a vengeance by midnight and once again the decision to break the raft was made.

At daylight it became apparent that Grant, alone onboard Lockdown, had not managed to secure anchorage and spent several hours on the helm endeavouring to reset with a winch that failed in the early hours. With assistance from Encore

'So which boat do we party on tonight?'

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Whitianga

waterways

lifestyle perfection W h i t i a n g a Wa t e r w a y s i s a w o r l d c l a s s c o a s t a l d e v e l o p m e n t o ff e r i n g unprecedented social amenity and lifestyle. The development of stunning c a n a l f r o n t a n d n o n - c a n a l f r o n t s e c t i o n s b e g a n i n 2 0 0 1 . To d a t e , a v a s t 5 k m of meandering canal has been completed. Living within the waterways offers a lifestyle opportunity that exists only in the thriving Whitianga township.

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HOPPERS FLOTILLA

Crew breakfasted and smiling after a wet and windy night on Moonshadow

and Moon Shadow the anchor was slowly recovered to reveal the cause ….50m of sodden abandoned shipping rope hooked from the bottom of the harbour. The harbourmaster watched amazed as the huge filthy coil was hoisted aboard the bow of Lockdown. An exasperated Grant headed for the showers, I mean marina, to take delivery of one of the three new winch motors he had ordered over the weekend - philosophy being at least one would be delivered! Crisis averted Moon Shadow and Encore prepared to leave for sunnier spots, but not before Moon Shadow hooked on some abandoned chain in another part of the Harbour!

The crews then headed to lovely Mapua for a spot of sun, lunch and ice cream! The benign weather however was of no help when Moon Shadow was unable to lift her anchor off the bottom of Ruby Bay, and soon she too was headed back to Nelson for a couple of nights repairs. Meanwhile back at Havelock the weather continued to encourage land based activities, like a fantastic lunch in Picton or Cloudy Bay for the crews on Cool Change and Adria.

HEADING HOME

By mid February discussions turned to the return leg of the journey with various plans made to leave for the trip north.

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Ruben Jane and Halo were the first to depart, going in opposite directions as Matt chose to head back up the West coast, and was even spotted from an Air New Zealand plane by some new crew on their way south. Meanwhile Doug headed to Cape Palliser with a 10 knot following wind at the beginning of a dream run back up the east coast. Still other boats continued to enjoy the delights of the region as the weather continued to improve. Moon Shadow and Lockdown paused for a crew change in Kaiteriteri and after farewells and a restock of the galley headed towards D’urville Island once more. Morning pre departure being somewhat chaotic, an oversight of the daily engine room inspection resulted in an onboard engine room fire. Fortunately the fire suppressant system was triggered, unfortunately causing both engines to stop. A hurried inspection of the engine room revealed a plume of smoke on opening the cockpit hatch, with the only course of action to divert once more to Nelson for further investigation, consideration and repairs. Fortunately there were yet more crew coming who could bring the necessary air filters which were duly fitted, and after some serious cleaning the team were able to set off once more. Lockdown remained close at hand throughout and the incident revealed yet

PACIFIC POWERBOAT MAGAZINE

again the benefits of being in the company of other boats, especially when the worst happens.

For the homeward leg Moon Shadow rejoined the remaining Flotilla who had gathered at Ngaruru Bay in Tory Channel, and at 1200 on Tuesday February 15 with a wager on the first Marlin to be caught, they headed out. Cooks Strait presented a blustery NW beam sea and backing to aft as the flotilla neared Cape Palliser. The leg from Palliser to East Cape consumed a day and two nights at 8 knots. Moon Shadow hooked up on a stripey early after daybreak south of Waipukurau and another soon after. No other Marlin were caught. East Cape saw most of the Flotilla trolling or bottom fishing around Ranfurly Banks with no game fish but some success for Lockdown and Coolchange with Hapuka, Kingfish and Bluenose. Some of the boats continued north, Moonshadow, Lockdown and Cool Change spent a comfortable night in Whangaparoa Bay to settle up the wager over a rum or two prior to departing homeward the next morning under clear skies and a light SE tail wind.

All arrived home safe and sound with fantastic memories of a special and unique adventure with new friends. All agree it was made even better being part of a Flotilla, and are looking forward to the next adventure together on the high seas!

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lending the allure of the classic lines of a ‘downeast’

The galley was left to the experts to design, a fully-female team of

FLETCH’S TIPS The next couple of issues I will focus on keeping your boat stored and ready for next summer with a few simple tips, the increased rain and cold weather can cause your boats electrical systems, fuel and engine to suffer with metal corrosion, mould damage and water ingress. This all needs to be sorted before you store your vessel for long periods as it will start to slowly deteriorate if not prepared correctly.

TIP #091

TIP #092

FLETCH'S TIPS

TIP #090

BATTERY SAVER

A great investment for the longevity of your batteries is CTEK battery charger, these great little units keep your batteries in top condition using a builtin smart program that does all the work to keep your battery in top condition, this includes: trickle charging, desulphation & maintenance charging.

You can pick these up from a marine store for less that $100.

Pro Tip: you can order an extended adaptor that gives you a remote plug attachment, saving you from using the alligator clips.

REMOVE YOUR SQUABS

At the end of the summer, remove all loose items from the cabin, anything that can attract moisture or go mouldy, this includes: life jackets, seat squabs, fishing tackle, spare clothes, toilet paper, charts, flares etc. If you have a dry storage area (garage or spare room) store everything there, this will prevent your stuff from going mouldy.

Pro Tip: Hire a carpet cleaner with the upholstery attachment to clean all your seat squabs and carpets. They will be nice and fresh and all ready for next summer boating

www.batterytownmarine.co.nz

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0800 962 288

DE-HUMIDIFIER If you have a larger boat with a good cover, use a De-humidifier during the winter months, this will keep your boat fresh and dry inside.

Pro Tip: connect a hose from the De-humidifier to drain out the bung, this will save you having to empty the holding tank every couple of days.

TIP #093

TIP #094

TOILET TIME

ROACH TRAPS

If you are based in the North Island, you will have seen you fair share of unwanted creepy crawlers running around your boat.

At the end of the season, give the inside a really good clean and set up cockroach traps (the sticky board ones) around the cabin and under the seats, you will be amazed how many stow-a-ways you will pick up during the winter months.

TIP #093

If you have an inboard toilet, give it a really good clean and wipe down with a mild bleach before you put your boat into long term storage, also a several flushes with fresh water and cleaner is a must. Finally leave a generous squirt of toilet cleaner (the blue stuff) in the bowl, this will prevent any unpleasant smells building up over the winter.

Pro Tip: Don’t leave salt water in the bowl, pour a couple of bucket loads of fresh water with cleaner otherwise the saltwater will go smelly within a few weeks.

TIP #094

BUNG & BOW

Use a very mild detergent and clean out your fridge and make sure its completely dry, also do this will all your chilly bins and freezers and don’t forget to leave the door slightly open to allow air circulation, this will prevent mould from growing.

Trusted brands expert advice

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

Available from leading boating stores

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DB759

FRIDGE & FREEZERS

When putting your boat into storage, always check your bung is removed and the bow is elevated higher than the stern, this is so any water that accumulates will quickly drain away. You will be surprised at how fast a boat will fill up during a storm if the cover is incorrectly fitted.

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ISUZU'S TOUGH SUV JUST GOT TOUGHER

For the first time in seven years, Isuzu’s large 7-seat SUV has undergone a complete transformation, making the all-new Isuzu MU-X the most advanced Isuzu ever built. Like her sister, the Isuzu D-MAX ute, (of which we currently run two in our PowerBoat Magazine fleet) the MU-X is one of the leaders in the SUV industry with a huge 3500kg towing capacity and a locking rear differential for better off-road ability. The extra 235mm in wading depth (now 800mm) and a roomier cabin choka full of advanced safety and technology features, this SUV is impressive.

TEXT BY DOUG DUKESON

I

had owned the previous MU-X model for a year or two, it was a strong favourite with my family of seven. A universal SUV offering the ability to tow a good load, when called upon, so I was excited to see what the designers had delivered.

Like our current D-MAX models, the ruggedly refined MU-X is powered by Isuzu's new 4JJ3-TCX, 3-litre turbodiesel engine producing 140kW of power and 450Nm torque, matched with an intuitive six-speed automatic transmission.

It is not just the power train that has

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been improved, this latest MU-X has come up a notch or three, in almost every facet - design, comfort, performance and style.

FEATURES GALORE

The addition of ‘driver aids’ galore has awarded the MU-X a five star ANCAP rating. These include autonomous emergency braking, forward collision warning, lane assist, lane departure warning, a blind spot monitoring system and rear cross-traffic alert, plus the addition of a side centre airbag.

Many of these features enabled by the new dual-camera sensor system,

PACIFIC POWERBOAT MAGAZINE

mounted high on the windscreen.

Adaptive cruise control through the binocular frontal camera system, works right down to standstill. Coupled with the lane-keep assist which includes steering assist which automatically centres the vehicle, makes motorway and country driving a pleasure.

Although this did take a bit of getting used to, once dialled in, I found this a real highway asset.

A every time I climbed aboard, I discovered another feature, and being a Kiwi bloke – regretfully in this instance, I should have referred to the manual much sooner than I did. Off-

roading electronics such as hill descent control, a switchable differential lock and a more refined four-wheel drive system, makes the MU-X great for those getting out into the back country. Including the passing on the very functional, switchable four-wheel drive system on the fly technology, from the previous model.

The electronic speed sensitive steering rather than the previous hydraulic system is an absolute pleasure, making city driving and low speed parking easy, especially when coupled with front and rear parking sensors.

Upgraded technology and quality of interior components have also come a long way from the previous model. An updated infotainment system within the nine-inch touchscreen includes

sat-nav and smart phone wireless mirroring of both Apple CarPlay and Android Auto. This took a little learning – but now dialled in, I would not want be without it. At 144ppi resolution the screen is crisp and sharp.

GREAT TOWING CAPACITY The increased tow limit to 3,500kgs will be a great offering to the boating fraternity. At the ramp, dragging a reasonably sized boat from the ramp was with ease, without any slippage or strain.

Isuzu have certainly gone the extra mile with this latest model, a giant step up from the previous model, which I thought was a pretty good SUV, delivering everything I asked of

it. This model is ‘head and shoulders’ above that.

The MU-X is available in an array colours including Splash White, Onyx Black, Mercury Silver, Obsidian Grey, Red Spinel, and Sapphire Blue, with Santos Brown new to the range.

For peace of mind, should you need it, the MU-X comes standard with a comprehensive, bumper-to-bumper 3-years/100,000km warranty, and up to 3-years or 100,000km of roadside assistance, whichever occurs first.

Understandably, with these new levels of refinement, capabilities and technology, these upgrades are reflected in the retail price of $80,990 inclusive of gst.

For more information visit

WWW.ISUZUUTES.CO.NZ/MU-X

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2022 Hutchwilco NZ Boat Show

INNOVATION AWARDS

The Temo-450 electric outboard motor took out the International Innovation Award.

LOCAL Innovation Marine Product Award: While the standard of entrants was high, two local products stood out in the minds of the judges. Interestingly, this year both were watercraft trailers! The Futura 775 Marine Trailer was the outright winner, with the GFAB Tandem Axle Single Sport (Jet) Ski Trailer highly commended.

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PACIFIC POWERBOAT MAGAZINE

The Futura 775 Marine Trailer was the outright winner, of the Local Innovation Award.

Innovation can be defined simply as a “new idea, device or method” and the term “innovation” as something original and more effective; and as a consequence, something new, that “breaks into” the market. Innovation is novel, original, unique and different. But probably the best way to think about what’s innovative is simply; “Why didn’t I think of that?”

These criteria were used in judging the 2022 submissions for the most innovative international and local (New Zealand) marine product awards.

INTERNATIONAL Innovation Marine Product Award After carefully researching every applicant’s product prior to the opening and during the show the judges narrowed the field of international submissions down to one overall winner and one highly commended runner-up. The Temo-450 electric outboard motor took out the International Innovation Award with the Projecta Intelli Emergency Jumpstarter IS920 and IS1220, runner-up.

The Projecta Intelli Emergency Jumpstarter IS920 and IS1220, was runner up in the International Innovation Award

The Temo 450 electric outboard motor is light and portable, weighing just 5 kg with an adjustable, telescopic, waterproof shaft.

It is a ‘practical’ application of electric technology for small craft.

Eco-responsible with zero emissions; quiet with high torque on tap instantly and totally self-contained, including the integral battery pack. It is perfectly designed for small craft (dinghies, etc.) and useful for those who need to carry a small outboard and fuel for their tender.

The Projecta Intelli Emergency Jump Starter IS920/IS1220 battery can rapidly recover charge from the engine’s alternator following a successful jump start. Leaving the clamps connected to the vehicles’ battery for 40 seconds will recharge the jump starter to 100% of the original charge status. Once the jump starter is fully charged, the RRT will shut off avoiding overcharging.

Futura boat trailers feature a non-welded anodised aluminium chassis, including the axle, with high-quality componentry as standard. This minimises long-term maintenance and delivers superior handling and load-carrying in a striking design. With rollers fully adjustable to fit different hulls, there's a model to suit your boat. High strength, lightweight and low maintenance 6005T6 anodised aluminium chassis are designed to last the lifetime of your craft.

GFAB’s Tandem Axle Single Sport (Jet) Ski Trailer was highly commended in the Local Innovation Award category.

GFAB’s tandem axle single sportski trailer comes complete with an optional roof tray. GFAB have built a trailer to allow jet ski owners to carry they need without worrying about running out of space.

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The overall winner for Most Innovative Boat of The Show Award for 2022 was the Marco 600 Sojourn.

Most Innovative Boat Award:

Up until this year the Marine Innovation Awards at the Hutchwilco Boat Show were restricted to Marine Products. 2022 marks the first year that the same judges were asked to decide the “Most Innovative Boat (International or Local) at the show. The judges were somewhat surprised to discover that over a dozen entries were received for the inaugural “Most Innovative Boat” award”. Fibreglass, alloy and inflatable; they were all there. Using the same criteria as used for the most Innovative Product Award, the judges narrowed the field down to three impressible vessels.

It is worth noting that the top three boats were far ahead of the rest of the field, but of the top three finalists, only 4 points separated the winner from the equally tied two runner-up’s.

DB884

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PACIFIC POWERBOAT MAGAZINE

The overall winner for Most Innovative Boat of The Show Award for 2022 was the Marco 600 Sojourn.

This boat was the result of a specific customer driven desire to have a unique boat that fulfilled their need for a top water fishing vessel. Every aspect regarding top water fishing (especially shallow water), from bow to stern, was looked at to see how it could be improved and the judges concluded that they had never seen anything quite like it. Up until now top water fishing was generally undertaken from centre console, bow rider type vessels. From a purpose built elevated foredeck fishing platform, with room beneath for a simple double bunk and an extra sleeping accommodation solution entailing a simply erected “tent-like” structure on the foredeck, allowing for a comfortable overnight stay. The judges concluded that the Sojourn 600 design, with its myriad, unique features, will certainly gain a global following for those who are into top water fishing as well for as general recreational use.

Although the Marco 600 Sojourn topped the pack the two second equal finalists, with identical scores, deserve mention. These were the Dreadnort D4000 and the Takacat T640P Catamaran RIB.

The Dreadnort D4000 and the Takacat T640P Catamaran RIB were joint runners up in the Most Innovative Boat Award.

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WHAT IS THE QUESTION WITH PHIL GILBERT

Parimar in her Element In November 2018, Parimar, the 73’ classic M&T motor yacht, which we had owned for the previous 12 years, was sold to a well-known SI Charter operator, Mark Kruishoop.

Mark owned Takapu Charters in Fiordland working Preservation and Chalky Inlets, with an aging 72’ HDML (Takapu). He flew clients in via helicopter to fish, dive and hunt.

W

hen we were completing our NZ circumnav in Parimar in 2008, my crew agreed that the Fiordland area was where Parimar should be. She was an amazing sea boat, and seemed to love the Sounds, so we were very happy when Mark purchased her with the aim of putting her back in to survey and working his permits with her. He was the perfect owner. Years with the HDML had taught him the patience and understanding that big old wooden boats require!

I went on the delivery trip as far as Napier to introduce him to Parimar and her foibles.

During the passage his initial plans of fitting a helicopter pad to the upper deck, and frameworks to allow the hanging of deer carcases outboard so they don’t bleed on the deck were jettisoned, as the comfort and dignity of his new craft raised the stakes.

5.00pm drinks around the cockpit table after East Cape occasioned the comment... ’those B*#^%$s aren’t wearing their boots on here.’ Takapu semi luxury Charters was born!

Hopping off in Napier, it was with mixed sentiments I watched Mark discover her turning circle limits and manoeuvre her out of the harbour. There was a bit of a blow forecast and Mark hoped to get Sth of Cook Strait before this arrived. He failed. I understand they got a pasting, to the point where the large 4.2m RIB and 50Hp outboard, strapped to a S/S framework on the upper deck, worked itself loose and launched itself over the side, somehow without hitting anything on the way. This was spotted by a light plane some days later, semi submerged @ 50KMs off the Kaikoura Coast. I don’t

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believe it was ever retrieved. Mark stated he was always comfortable and would not have enjoyed being on the HDML in those conditions. He was now a huge fan of Vosper stabilisers too.

Arriving in Dunedin, the boat was slipped at Miller and Tunnage, where she was born in 1974, and refitted to better suit her new job spec. Getting her back into survey after four years out was not so easy. Maritime treat this as a new vessel going in to charter. History has no weight, other than the evidence she was constructed and engineered to MSA at the time. Her construction was

still sound, save a few soft planks which were replaced, and her engineering was still to todays standards. Of particular issue were her electrical systems and wiring. She was built at a time when an RCD was a disc you played on a gramophone. Parimar was wired with the best of heavy capacity wiring, and had the state of the art asbestos fibre switchboards with porcelain fuses for her 240v and 24v boards. Her 12v system was just a box with fuses like we used to get in English motor vehicles.

It was simple, robust and never gave any issue. Wise heads prevailed and

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she was allowed to resume her survey status, and the electrics had to be upgraded as time and finances allowed.

She went to her new home port of Port Chalmers, mid-2019, and instantly was a hit with new and returning clients of Mark’s business. Her passenger capacity and layout worked well in those climes.

I do recall his very capable chef, with us on the delivery trip, stating she was so looking forward to being able to see out whilst cooking, as the galley on Takapu was way down in the depths. Mark kept Takapu as a ‘home base’, and for the chopper to land on.

Covid and issues weaved their magic, and Takapu Charters survived on a skimpy diet. Marks son was skipper, as other issues meant Mark stayed in his home town of Timaru more often. The self-described ‘Chief Ball-Bag’ also got married. In 2021 Parimar got a new genset and her two redundant 80hp Ford wing motors removed (at last).

We had decommissioned these and drawn the shafts etc around 2012, as they never got used. It was one of the first things the new owner was going to do!!

In late 2021, Mark was approached by a consortium with an interest in expanding their recreational portfolio. In Jan 2022 Takapu Charters and Parimar changed hands and Paul Jones and others took up the reins. The HDML was sold to a Riverton resident separately.

Parimar continues to be the go to vessel on the lower Fiords. At present she is en route to Dunedin for her four yearlies and that final rewire to meet modern standards. She is a testimony to NZ’s historic wooden boat building industry, and will ply her trade for many years to come.