Pacific Powerboat Mar Apr 2019

PACIFIC

BONUS 2019 PACIFIC PASSAGEMAKER INSIDE

2019 AN NUAL

DEDICA

TED TO TRAWLE

RS, PAS SAG

Master’s

E MAKE RS

TO U C H FLE MIN G

MARCH / APRIL 2019

Years in the

ESS ENT IAL ELE OF A CRU ISIN ME NTS G YAC HT

Ocean CAPA BLE

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.BOATMAGS.COM

GRADY WHITE CANYON 376 I OCEAN ALEXANDER 100 SKYLOUNGE I BUCCANEER 550 ENFORCER LEOPARD 51 POWERCAT I RIVIERA 39 SPORTS MOTOR YACHT I FLEMING 78 CLASSIC I NAIAD 10M CC RIB

BEST BEST

Med

G

beautif Lofoten Isla ul nds

78 CLA SSI C

EN VO Y EN DS HE R JO UR NE Y Seven

AND CR UISIN

DE STI NATIO AR CT IC CIR N CL E The

OCE AN ALE XAN DER

100 SKY LOU NGE

WWW. BOATM

AGS.C OM

131

THE OUTBOARD FILES Spotlight on Suzuki

of the

SOUNDS ON BOARD

GRADY-WHITE CANYON 376

|

features:

• DESTINATION LOFOTEN • FINAL CRUISE OF THE ENVOY • THE ULTIMATE PASSAGE MAKER MARCH/APRIL 2019 $10.00

INCL GST

CLASSIC KIWI LAUNCHES

EASY DOCKING

From the 1980S

The Joy of the Joystick

Also Reviewed

OCEAN ALEXANDER 100 SKYLOUNGE LEOPARD 51 POWERCAT FLEMING 78 CLASSIC

BUCCANEER 550 ENFORCER NAIAD 10M CC RIB RIVIERA 39 SMY

Maritimo introduces the market-leading design of the new X-series sport yachts. This revolutionary series defies the rules of its class with a customisable aft cabin offered in three distinct configurations: a beach club cabana, an additional queen stateroom, or an expansive tender garage.

Inheriting Maritimo's timeless elegance and unparalleled abilities in the water, the X-series superior nautical design ensures simplicity, efficiency and cruisability.

Making it's world première, experience the X50 at the Sanctuary Cove International Boat Show as it takes pride of place in our impressive line up of sports and flybridge yachts.

Register at maritimo.com.au/sanctuarycove for your personal tour.

X- S E R I E S .

I N N O VAT I O N , P O W E R & B E A U T Y.

C O N T E N T S ISSUE 47

Reviews

Regulars

50

8

The Magnificent Marlborough Sounds

Ocean Alexander OA45 Divergence

ELECTRONICS NEWS

GRADY WHITE 376 CANYON

DESIGN FOCUS

10

66

LEADING COMMENT

BUCCANEER 550 ENFORCER

Gone but not forgotten.

80 92

PACIFIC

16

SEEN & ADMIRED

2019 AN NUAL

BONUS 2019 PACIFIC PASSAGEMAKER INSIDE DEDICA

TED TO TRAWLE

RS, PAS SAG

Master’s

E MAKE RS

TOUCH FLEMING

MARCH / APRIL 2019 GRADY WHITE CANYON 376 I OCEAN ALEXANDER 100 SKYLOUNGE I BUCCANEER 550 ENFORCER LEOPARD 51 POWERCAT I RIVIERA 39 SPORTS MOTOR YACHT I FLEMING 78 CLASSIC I NAIAD 10M CC RIB

v

Years in the

Med

AND CR UISING

DESTINATIO N ARCTIC CIRCLE The beautiful Lofoten Islands

78 CLASSIC

ENVOY ENDS HER JOURNEY Seven

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.BOATMAGS.COM

ESSENTIAL ELEMENTS OF A CRUISING YACHT

Ocean CAPABLE

OCEAN ALEXANDER

100 SKYLOUNGE

WWW.BOATMAGS.COM

131

BEST of the BEST

THE OUTBOARD FILES Spotlight on Suzuki

SOUNDS ON BOARD

GRADY-WHITE CANYON 376

features:

MARCH/APRIL 2019 $10.00

INCL GST

STRAIGHT FROM THE GALLEY

Derek The Chef prepares Grilled Gurnard tacos / tortillas with coriander sauce.

46

DUNCAN ON FISHING

The guts of it become a gutoligist!

12.44m Roger Hill design Sharrockat.

Sea Ray SPX 210.

48

20

New releases from Fusion, Lowrance, Raymarine & Navico.

NEWS

ELECTRONICS NEWS

News. New products, boats and events.

126

38

Aaron Fletcher offers some handy tips on hints on all things boating.

CRUISING MATTERS

|

• DESTINATION LOFOTEN • FINAL CRUISE OF THE ENVOY • THE ULTIMATE PASSAGE MAKER

44

Ownership experiences are paramount Tristram Fink – Tristram Marine’s Business Development Manager.

NAIAD 10M CENTRE CONSOLE

RACING NEWS

Knowing the Rules.

GUEST COMMENT

110

40

GP Hydros Masport Cup and NZ Offshore opening rounds.

14

RIVIERA 39 SPORTS MOTOR YACHT

Hot new products from some of the world’s leading brands for 2019.

12

PUBLISHER’S COMMENT

LEOPARD 51 PC

46

FLETCH’S TIPS

(NEW)

CLASSIC KIWI LAUNCHES

EASY DOCKING

From the 1980S

The Joy of the Joystick

Also Reviewed

OCEAN ALEXANDER 100 SKYLOUNGE LEOPARD 51 POWERCAT FLEMING 78 CLASSIC

BUCCANEER 550 ENFORCER NAIAD 10M CC RIB RIVIERA 39 SMY

PACIFIC POWER BOAT ISSUE 47 Cover: The awesome Grady White 376 Canyon on Sydney Harbour.

SEE PAGE 50

4 PACIFIC POWERBOAT MARCH/APRIL 2019

OCEAN ALEXANDER 100 SKYLOUNGE REVIEWED IN PACIFIC PASSAGE MAKER SEE PAGE 154

Features 64

CLASSIC KIWI BOATS FROM THE 1980S

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

In part two of our tribute to classic Kiwi boats of the past, we look at cruisers and launches from the 1980s.

72

DOCKING SYSTEMS - THE JOY OF THE JOYSTICK

In part two of our docking feature we look at joysticks.

86

MATURING WITH RESPECT VALHALLA

Pristine for its age, Valhalla has just entered its 55th year and looks as good as when it was first launched.

98

THE OUTBOARD FILES - SUZUKI

Danny Casey attempts to provide some insight into what makes this quaintly conservative yet highly innovative organisation tick.

116

SOUNDS ON BOARD

We check out some of the options and what you should consider when buying a marine stereo for your boat.

2019 ANNUAL

Check out the 2019 Pacific PassageMaker Annual, which has some great features Master’s and boat reviews.

TOUCH We look at the new Fleming 78 Classic and the Ocean Alexander 100 Skylounge.

Laurie Cranfield signs Ocean CAPABLE off with his last ever Cruise of the Envoy Column, Tony Fleming talks about what makes an ideal passage maker and we visit the land of the midnight sun. SEE PAGE 131

2019 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

DESTINATION ARCTIC CIRCLE The beautiful Lofoten Islands

FLEMING 78 CLASSIC

ENVOY ENDS HER JOURNEY

ESSENTIAL ELEMENTS OF A CRUISING YACHT

HibiscusMarineCoatings.co.nz

OCEAN ALEXANDER 100 SKYLOUNGE W W W. B O AT M A G S . CO M 131

SEE PAGE 115

Phone: 09 428 3906 Gulf Harbour Marina, Gulf Harbour, Auckland, NZ DB307

Seven Years in the Med

Blending quality marine products, craftsmanship and customer care.

WWW.BOAT MAGS.C O M 5

FREE SUZUKI DF2.5S

WITH EVERY SUZUKI DF60 TO DF140 OUTBOARD PURCHASED.

www.marine.suzuki.co.nz

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Free DF2.5S (MRP $1,299) offer available for purchases of DF60 to DF140 outboards. The free DF2.5S is not redeemable for cash or engine/rigging discounts.

Offer valid to 31 March 2019 or while stocks last. Details at www.marine.suzuki.co.nz/offers.

8 PACIFIC POWERBOAT MARCH/APRIL 2019

DESIGN FOCUS OCEAN ALEXANDER 45 DIVERGENCE

COMPACT, CUSTOM, LUXURY Marking an expectation-shattering departure from its stellar line-up of luxury yachts, Ocean Alexander has unveiled the 45 Divergence concept.

A

t an overall length of 14.3m with a 3.96m beam, the Ocean Alexander 45 Divergence has a capacity up of to 18 people, is powered by quad 350hp Mercury Verado engines and features unprecedented levels of comfort for a boat its size.

It draws on the design cues from Ocean Alexander’s larger yachts, most notably in the cockpit, where fold-down gunwales expand the space and offer infinity views along with an alfresco dining experience. Hidden swim ladders also make it the perfect platform for fishing, diving, swimming, and every form of water sport.

“The 45 Divergence is a very drastic change in our product offerings and has caught quite a number of buyers and our competitors off guard,” explains Johnny

Chueh, Ocean Alexander President.

“We named this model the Divergence, because that’s what it truly is. A divergence from Ocean Alexander’s existing model offerings, but also a divergence from the expectations in this growing market segment.

The Ocean Alexander 45 Divergence is scheduled for on-water premiere at the Miami International Boat Show in February 2019, with the first one arriving in Australia in mid 2019.

Unique in its class, the 45 Divergence will impress with its bold design, array of features and unprecedented level of comfort for a boat of its size.

Alexander Marine Australia Ph +61 (0) 7 5618 0000 www.alexandermarineaust.com.au

WWW.BOAT MAGS.C O M 9

PACIFIC EDITOR’S NOTE

Barry Thompson

PUBLISHER D&B Publishing Ltd Trading as BoatMags.com

Gone but not forgotten

EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 email: barry@boatmags.com CONTRIBUTORS Doug Dukeson, Freddy Foote, Bruce Duncan, Derek the Chef, Laurie Cranfield, Mike Rose ADVERTISING New Zealand & Australia Doug Dukeson DDI: +64 (0)9 428 2328 Mob: +64 (0)21 772 202 email: doug@boatmags.com Alex Ram DDI: +64 (0)9 428 7277 Mob: +64 (0)21 0286 5298 email: alex@boatmags.com PRODUCTION Design & Prepress: Annabelle Rose Design Mob: +64 (0)27 427 4559 email: design@annabellerose.co.nz Printer: PMP Limited WEBSITE Stealth Media Ltd Gustav Wentzel info@stealthmedialtd.co.nz +64 21 0201949 ACCOUNTS Soraja Thompson Tel: +64 (0)9 428 2086 email: accounts@boatmags.com CIRCULATION Gordon & Gotch Ltd SUBSCRIPTIONS Printed & Digital subs@boatmags.com Pacific PowerBoat is published bi-monthly January, March, May, July, September, November REGISTERED OFFICE 14 Glamis Ave, Manly, Whangaparaoa, Auckland, New Zealand. email: barry@boatmags.com www.boatmags.com Postal Address: PO Box 132 Whangaparaoa, Auckland 0930, New Zealand.

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

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

10 PACIFIC POWERBOAT MARCH/APRIL 2019

I

n researching the story on classic Kiwi boats from the 1980s, it took me back to the days when I used to drive around Auckland checking out what the boat builders had under construction for a regular Around The Yards feature in firstly SeaSpray, then Nautical News and later PowerBoat magazines.

There was always plenty to cover and armed with my camera I would spend the better part of a day just in West Auckland, getting around the many boat builders in the area. Henderson was really strong with builders such as Genesis Marine, who always had a production run of Genesis 3200s and 3100s underway. They eventually outgrew the Keeling Rd premises and moved around the corner where they ramped up production, added new models and finally went bust.

Modern Craft Boats were also based out that way, and every time I visited Don Webb’s factory, another Pelin or Webb design was being built. His reputation for quality custom one-offs was legendary, and his yard produced some outstanding Kiwi boats.

Keith Eade was building his Steadecraft 28 alongside his range of trailer boats in Henderson and around the corner was Miles Huston busy producing the displacement style Warwick 36, a boat that proved popular in the charter fleets.

There were quite a number of smaller boat builders that built one or two boats a year, so a trip to the West was always sure to produced plenty of copy.

The North Shore was also another prolific area when it came to custom and production boat building, with some of NZ’s leading designers and builders plying their trade. Don Senior was in Takapuna producing his designs in timber for a broad clientele, Noblecraft Boats were pumping out the Vindex production boats from the same road and Max Carter had set up shop doing the Carter 36 with Bruce Hopwood Yachts.

But perhaps the biggest and most successful name on the North Shore was Formula Cruisers, under the leadership of Alan Young. After about 50 boats the yard closed and was sold, but it never quite gained the same status it had had in the 1980s.

There were others who called the North Shore their home such as Kerry Alexander in Brown’s Bay, Brin Wilson Boat Builders in Takapuna and Salthouse, building the Corsair range before the factory moved to West Auckland.

South Auckland also had its fair share of yards; Redeemer Boats, Ewen Guy Boatbuilders, Kennedy Marine and of course the biggest in the country, Markline Boats in East Tamaki. A visit to the Markline factory was a step into the ‘future’ of production boat building in New Zealand…..well in the 1980s it looked that way to me.

Today they are all gone, and while there are pockets of custom boat builders left in Auckland, the options are few. Bucking the trend is Alan Tongs Boatbuilders who is busy building moulds for a production Elite ET43 saloon from his Takapuna factory. Maybe he knows something, as having sold two boats even before the moulds are finished might be the catalyst Auckland needs to see a revival in production big boat building. Not holding my breath that that will happen, but we can always live in hope.

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U-DEK

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Ramp Ski Lane Rage M

any have unfortunately encountered Ramp Rage at some stage during launching and retrieving boats at the many ramps about the country. We have covered Ramp Rage many a time in this publication and produced videos on how to avoid it !!

In this column I would move on to the next on-water rage, which I have experienced several times over the last couple of seasons and that is Ski Lane Rage. Most of this comes from lack of knowing the rules. Many people get all ‘up in arms’ because they think they know the rules, but they don’t. The adage, ‘a little bit of knowledge is dangerous’ rule certainly applies.

My most recent was in the ski lane at Matakatia Beach and this guy came marching down the beach and had a rant because I was traveling inside the 200m mark, at a speed greater than 5 knots. I agreed and then went on to point out that I was in a designated ski lane, and that the area was clearly marked with orange buoys. Then I showed him these buoys also lined up with the orange and black land based poles, which clearly state ‘Access Lane - no swimming between the posts’. My ‘new friend’ adamantly stated that the buoys at 200m applied to all craft everywhere in NZ – where there is a strict 5 knot restriction no matter what ! Not to be a smart arse, but I then asked him why they did not just make the buoys all yellow?

I then again pointed out the aligned orange and black poles and told him this is a designated ski access area, which allow those towing a water skier, wake boarder or thrill seeker on a biscuit, to travel at a great speed than 5 knots. He has adamant this was not the case. We agreed to disagree and for the ‘health’ of all on the beach, I asked my family to take it carefully please (beware there a fun police around).

I then return to my towel and hit the internet, managing to find a nice little clip showing the rules. I then shared this with my ‘new friend’, who was obviously surprised and almost apologetic…..

Anyway, for the safety of all, it is best to be aware of the rules. For me it was reassuring that I had been running (for the last 15 years) with the right access lane rules, but a little refresh here and there does not go astray.

There is a very good video clip explaining the correct way to use–– a ski lane: https://www.youtube.com/watch?v=fjTbF0EWctI And the official rules – from the Safer Boating – Essential Guide WATER-SKIING AND TOWING This includes riding sea biscuits, wakeboarding and towing anyone.

• The 5 knot rule applies unless you are in a ski access lane, where you can go right to the beach at speed.

• You must keep to the right going in and out of an access lane.

• Access lanes are marked by posts painted with orange and black bands.

• Water-skiers have priority rights to use access lanes ahead of other users. If skiers are outside an access lane they must not go within 200m of shore or a boat with a dive flag. They must keep at least 50m from other craft or swimmers.

To create custom decking options for your boat

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www.ultralonfoam.com 12 PACIFIC POWERBOAT MARCH/APRIL 2019

And as always if ever in doubt, for the safety of all and family peace of mind – contact your local coastguard to at least complete a Coastguard Day Skipper course.

Have a safe and enjoyable Autumn boating Doug Dukeson Publisher

Power - Performance - Style FOLLOW OUR STORY @SMUGGLERMARINE

88

Boating New Zealand

INFO@SMUGGLER.CO.NZ

+64 9 838 9024

SMUGGLER.CO.NZ

G U E ST CO M M E N T: TRISTRAM FINK

Tristram Marine’s Business Development Manager

OWNERSHIP EXPERIENCES ARE PARAMOUNT

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info@chainsropesandanchors.co.nz www.chainsropesandanchors.co.nz 14 PACIFIC POWERBOAT MARCH/APRIL 2019

he New Zealand powerboat industry is awash with a variety of options to satisfy Kiwi boaties. Given the current range of options, discerning buyers are now looking for more than just the best product. In my experience, customer satisfaction, service and experience are now on par with product offerings.

Gone are the days where boat dealerships can merely handover a boat and move onto the next ‘deal’. With higher levels of connectivity buyers have greater expectations around accessibility to not only the product, but the people behind the products.

Its paramount that we adapt to the changes in buyer behaviour and expectations and acknowledge that while the Marine Industry has been successful in providing owners a range of great products to date, players in this market now need to ensure customer experience is built upon and enhanced to create sustainable business models.

I’ve been fortunate to work in and develop a family owned and operated business with a unique perspective and opportunity to connect with owners in a manner rarely experienced by boat buyers in New Zealand. As a manufacturer, retailer and service centre, it has been and will continue to be imperative that we not only produce and sell a premium product, but also offer an ownership experience like no other to satisfy and exceed boaties expectations for seamless and ongoing after-sales support.

Central to our ethos at Tristram Marine is our belief that our clients are not just purchasing a product, but also an enduring relationship with the team of people who design, produce and service their boat. This vertical integration enables our business to manage and control client touchpoints from an initial enquiry right through to handover and ownership, without heavy reliance on outsourced work and without the need for dealerships.

In our company’s experience, boaties have more recently been seeking ownership experiences that involve direct contact with the designer and manufacturer of their boat.

As such, Tristram owners drive or fly to our showroom and production plant to meet the team, customise their boat and follow it as it progresses through the production line.

To build upon and further enhance our owners’ experiences, we have recently broken ground for a brand new 2,600 m2 state-of-the-art Service Centre adjacent to our production plant, which will enable our incredible Service Team to service and groom 24 boat packages at a time. The new Service Centre will also incorporate a customer lounge and Wi-Fi-enabled business hub to ensure owners can continue to work remotely while they wait for their boat and engine service to take place. A glass internal wall enables them to watch the Tristram mechanics at work at the very same time.

Opening in July 2019, the Tristram Service Centre also expands current production capacities to enable us to keep up with strong demand and get more and more families out on the water. Growing demand for Tristram’s range of hardtops, cabin boats and cabriolets reflects not only our well-established reputation for market-leading offshore trailer boats, but the exceptionally high standard of customer service our team provides to Tristram owners also.

Manufacturing to the highest of standards to exceed owners’ expectations is a manageable and achievable target for those who choose to do so. To go above and beyond expectations from sign up to handover and throughout the ownership experience is an area that requires businesses to remove their ‘corporate cloak’ and maintain an organic human face and ethos.

The team at Tristram Marine are engaged, dedicated, and most importantly, enjoy what they do. This ‘human’ element and the ability for Tristram owners to meet and maintain contact with our team of designers, builders and service mechanics enables us to meet and exceed owners’ expectations now and in the future, which repeatedly appears to be just as important, and in some cases more important, as building the best boats possible.

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Is it the devotion to design, quality, standard of materials used, the ocean tested structural strength, unsurpassed ease of operation, world-leading technology, or the unique, handcrafted luxury finish? Or perhaps it’s the famous culture of care that transforms owners into the ‘Riviera family’.

The answer is all of the above, and more. Much, much more. Over 39 years and the building of over 5,400 luxury motor yachts, the 640-strong Riviera team have been on a continuous quest of refinement and excellence.

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SEEN & ADMIRED ROGER HILL 12.44M POWERCAT

I

SharrockatLong overdue

t has been quite a journey and started as a retirement dream for New Plymouth couple, Nev and Sandy Sharrock. However after many years Sharrockat , a 12.44m Roger Hill power cat is finally in the water. Based on a stretched version of an earlier 11.5m Hill cat, Sharrockat has had a lot of input from the owners. Built by Q-West in Wanganui, the all alloy power cat is finished inside with swamp Kauri bench tops, a rise and fall TV, teak wall linings, with white vinyl linings burgundy leather seating. There is accommodation for eight.

You have to admire the owner, Nevil Sharrock for sticking at it for all that time and the end result is superb. The boat looks brand new and was certainly mistaken for a new build by PPB staff when they first saw it at Gulf Harbour after the paint job.

The engines are 6LY Yanmars with a remote V drive box, conventional shafts and props , fed with 1400 litres of fuel. There was a sister ship built in Mckay, Qld., launched in 2004 that was fitted with Seafury surface drives that proved a bit of a rocker ship.

Sharrockat has an LWL of 10.41m, beam of 4.38m and displaces around 10,500kgs.

Roger Hill Yacht Design, Ph +64 9 537 2644 roger@powercatsnz.com | www.powercatsnz.com

16 PACIFIC POWERBOAT MARCH/APRIL 2019

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SEEN & ADMIRED SEA RAY SPX 210

PURE ADRENALINE

T

he Sea Ray SPX 210 is the embodiment of pure adrenaline.

Great looks and loads of seating combine with a 200-horsepower MerCruiser engine and smooth, easy handling to ensure your day is a blast and a half.

Thanks to a choice of smart options packages, it’s never been easier to deck out your boat: Whether you favour water sports or cruising all day in comfort, there’s an SPX package that’s perfectly suited.

Sea Ray has created four new entrylevel, affordably-priced runabouts called the SPX Series. The SPX 210 includes flexible seating in the cockpit with either outboard or sterndrive power. Sea Ray also offers numerous hull side and pattern colour

combinations for the SPX boats! So clearly there’s a lot of customisation involved in the purchase of the SPX. But Sea Ray has made the purchase process easier by creating an automotive style configurator.

The well-styled SPX 210 comes standard with the basics for water fun, but sport aficionados will want to upgrade either model with the ‘Elevation Package’. This factoryinstalled set-up includes items such as an aluminum tube wake tower with board racks, an integral Bimini top and a ski mirror.

With the base 200-hp 4.5L MerCruiser engine turning a 17” (43.2 cm) ss prop and Alpha drive, max speed is around 45.5 mph.

Look for a full review in the May/June issue of Pacific Power www.sportsmarine.co.nz

18 PACIFIC POWERBOAT MARCH/APRIL 2019

THE

PA C I F I C P O W E R B O AT

News

PACHOUD ANNOUNCE TWO 18M POWERCAT ORDERS

I

1000NM @ 30 KNOTS, USING 6.5 LPNM IS NOT A FIGURE MANY BOATS CAN BOAST, BUT WHEN IT COMES TO THE 18M PACHOUD / ROGER HILL SPORTCATS, IT’S A FACT!

n 2011, Tauranga based Pachoud Yachts launched the 17.8m Voodoo, the first in a new series of asymmetric foiling power cats designed in collaboration between catamaran experts Roger Hill and Pachoud Yachts. The boat proved an immediate success and served well as a test bed for foil development, appendage optimisation, and hull form, all of which is done in house by Pachoud Yachts R&D department. An early trip across the Tasman from Auckland to the Sanctuary Cove Boat Show, Australia, attracted a lot of interest and further orders followed for both the designer and builder.

Sojourn was the first 18m version, which like Voodoo was capable of high-speed ocean passages (27 hrs from Opua to Noumea) with moderately sized engines and offering a full luxury liveaboard lifestyle. Running a pair of MTU Series 60 engines, Sojourn topped out at 39 knots, with a fuel consumption from 20 knots to 30 knots around 6.5 L/NM. Designer Roger Hill says that he doubts there is another large motor yacht of this size that can boast similar figures and means clients can look forward to fast passages reducing travel time and increasing play time at the destination. He added that his 18m asymmetric foiling power cat is all about economy and range, allowing for transocean passage making at high speed.

In July 2018, Pachoud Yachts delivered their third Sportcat, Souvenir, to Hamilton Island (27 hrs from Opua to Noumea at an average speed of 31.8 knots!). Souvenir is a VS model with a maximum speed of 44 knots. The fourth 18m Sportcat,

20 PACIFIC POWERBOAT MARCH/APRIL 2019

F5, was delivered in December 2018 to Auckland where is will be based as a charter vessel under exclusive luxury charter provider Cruise New Zealand. Pachoud Yachts have just announced they have signed up two more.

Hulls #5 and #6 have just started production and will be built in tandem over the next 18 months. Construction, like all previous models, is composite. Launch date is predicted to be mid2020. Each vessel is optimised to suit the individual owner’s preference for internal layout, décor, technical specification, and survey. Plus each is individually analysed for optimum foil shape and size related to the required performance and final displacement.

Power for both 18m power cats will probably be 2 x MTU Series 60, through shafts, which will give the 27000 kg boats a maximum speed of 39 knots.

The Pachoud Sportcat design was developed by collaboration between the builders and the designer as an exclusive Pachoud design. “A very significant amount of ongoing research and development has been invested in achieving the best, most efficient planing hull and hydrofoil designs possible”, says Pachoud Yachts spokesman Mitch Pachoud www.powercatsnz.co.nz www.pachoud.co.nz

FISHING BATTLE WAGON FROM GRADY-WHITE

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ecently landed in New Zealand is this Grady-White 330 Express with full tinted glass surround enclosure.

The new clear view wrap around the front screen has no mullions anywhere on the glass! Just a power opening/ closing vent at the top of the screen for airflow into the helm area.

Due for display at the Hutchwilco NZ Boat Show, the 330 Express is a real fishing battle wagon and will probably be the most comprehensively fitted out

specialist fishing machine ever seen at the show. The equipment list includes a Seakeeper Gyro System, Flir night Vision cameras, a pair of Garmin 8416XSV 16 inch MFDs, electronic autopilot, radar, Airmar 1Kw Bronze Wide beam and 3Kw in hull oil bath transducers and KV Satellite communication/ TV dome.

Looking after the twin Yamaha 425XTO outboards is a Yamaha Helm Master System with Set Point. The 330 Express

is also fitted with a bow thruster, air con, genset, BBQ and Taco outriggers.

Named one of the 25 greatest offshore saltwater sport fishing boats of the past 20 years, the 33-foot express cabin boat Express 330 recently was completely redesigned with an emphasis on seating, cabin amenities and interior lighting. Not only is the 330 a premier sportfishing boat, but it’s also a great family boat and overnight cruiser. www.gradywhite.co.nz

Multihull Boat Show Announced for B

oating enthusiasts are in for a treat on Saturday 23 March as Multihull Solutions hosts a Free Multihull Boat Show at its Gold Coast Sales Centre.

The event will showcase an expansive range of quality new and pre-owned sail and power multihulls in a display that will span the company’s innovative “Out-of-Water Boat Show” as well as in the marina at The Boat Works in Coomera.

Gold Coast There will be multihulls on display to suit all budgets from AUD$200,000 to $2.1million from a huge range of manufacturers including Fountaine Pajot, Leopard, Lagoon, Privilege, Grainger, Seawind, Schionning and more.

Open from 9am until 4pm, the event will also include a number of free information sessions covering many aspects of yacht ownership, cruising

and handy multihull tips.

The event is located at the dynamic marine precinct of The Boat Works in Coomera with ample parking and a fabulous restaurant that boasts an idyllic outlook over the Broadwater. Guests can also browse the Car Museum and enjoy one of The Boat Works’ Shipyard Facility Tours throughout the day. www.multihullsolutions.com.au.

WWW.BOAT M AGS.C O M 21

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News

Specialists in Rigid Hull Inflatables and Jet Tenders Leading Design & Performance

Only Quality Pennel Hypalon Pontoons

20 Years of Craftmanship

New Zealand Designed & Built

Old pontoons getting tired? We also repair & replace Hypalon pontoons.

www.explorerboats.co.nz

22 PACIFIC POWERBOAT MARCH/APRIL 2019

Recent Big Alloy Boat Launchings T

wo of New Zealand’s leading alloy boat builder s have both recently launched a couple of ultra large trailer boat.

Milton based McLay Boats have completed a boat for Navico to be used as a test platform for their wide range of electronic products. Navico’s new test boat had its maiden voyage just before Xmas. Powered by 2 x V8 300hp Mercury outboards, the big McLay 931 ran to 73Kph during trials.

Weighing in at 4 tonnes, the boat is an updated version of the 931 that McLay Boats built a few years ago. The boat will be used to test the latest Navico products, which include the Lowrance, Simrad, B&G brands as well as JLAudio and C0Map. The McLay has been fitted out with Ultralon flooring, enclosed head/shower compartment, galley, dinette and twin berth forward cabin. Plus there are all the necessary equipment for fishing, included rod holders, bait tanks and a bait station.

Invercargill’s Image Boats have delivered another 8.5m Fishmaster, one of the most popular in their larger boat range. Manurere is powered by twin Suzuki DF325A duoprop outboards and constructed with 6mm plate hull and 4 mm sides, is 8.50m overall and has a wide beam of 2.9m.

Manurere features a fully enclosed wheelhouse with separate head/shower and sizeable central bait station at the transom with boarding platform access either side. Inside there’s a starboard side helm and galley with dinette opposite and a forward accommodation area. The boat is finished in red fabric, with grey carpet and light timbers, which gives it a very warm and inviting appeal. www.imageboats.co.nz www.mclayboats.co.nz

A WORLD-CLASS OWNERSHIP EXPERIENCE Every element of the ‘Tristram Experience’ is world-class, from a new model’s inception through to production, handover & after-sales service. The diverse range of Tristram Hardtops, Cabriolets & Cabin Boats are designed & crafted by a talented team of innovators who live for the ocean - a team who continue to redefine trailer boating for thousands of proud Tristram owners.

CHOOSE TRISTRAM FOR YOUR NEXT OFFSHORE ADVENTURE

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News

RAYGLASS PROTECTORS CHOSEN BY WORLD’S MAJOR SAILING COMPETITIONS

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ew Zealand built Rayglass Protector RIBs have been chosen as the official patrol boats for two of the world’s major sailing regattas: the 36th America’s Cup and the inaugural Sail GP competition.

Rayglass CEO Dave Larsen says he particularly pleased with the unique agreement that has been reached between Rayglass Boats and Emirates Team New Zealand and the Royal New Zealand Coastguard.

“And it will not only benefit all of us, but it will also have a huge impact on our many Kiwi suppliers, both large and small.”

A generous grant to Coastguard New Zealand from the Lottery fund for community benefit related to the 2021 America’s Cup will see 24 Rayglass Protector RIBs, ranging from 9m to 12.5m in length, loaned to Emirates Team New Zealand and America’s Cup Ltd. These will be used as official patrol and support boats for the Prada Cup (the challenger series for America’s Cup) and then for the America’s Cup Match itself.

After the regatta, they will be returned to Coastguard New Zealand to distribute around New Zealand’s coastline, major lakes and rivers to ensure the safety of the country’s boating communities.

“We are particularly glad that this new agreement will continue the long association Rayglass has enjoyed with both America’s Cup and Coastguard,” says Dave Larsen. “Rayglass founder

Tony Hembrow created the first Protector back in 1998, specifically as a specialist patrol boat for the Coastguard.”

Two years later, Protectors were chosen as the official patrol, crowd control, media and even ambulance boats for the 2000 America’s Cup regatta in Auckland. They reprised their role in 2003 and have been heavily involved in every America’s Cup since.

In addition to the 18 9-metre, three 10-metre and four 12.5-metre Protectors that will be used for mark and course setting, crowd control and media, Rayglass Protectors have also, not surprisingly, been chosen as the support boats for Emirates Team New Zealand and the majority of the challenging syndicates.

Also choosing the Protector’s unique combination of high speeds, rough water handling and incredible soft riding are the organisers of the new Sail GP competition. Planned to be an annual, global sailing contest held in Sydney, San Francisco, New York, Cowes and Marseille, the new competition uses identical F50 catamarans, capable of exceeding 50 knots.

Each of the competing yachts will accompanied by a Rayglass 10m Protector centre console, a first response RIB capable of keeping up with the catamaran’s electrifying speeds - and then fitting in a single container for quick and easy transportation to the next race venue. www.protectorribs.com

Moeller Bow Fuel Tank F inding ways to handle fuel storage aboard small boats can be difficult, with so many items demanding space. Moeller recognised the problem then designed this clever bow tank, built to fit forward on most small boats. The tank is solidly built, in keeping with the Moeller reputation for superb fuel tanks, holds 22.7 litres and includes a gauge. It is ideal for many boat types, including inflatables, alloy dinghies, small fibreglass craft and yachts carrying an outboard for auxiliary propulsion. It also helps to shift weight forward, which can make a huge, positive difference to the trim of small craft carrying just one person.

Tenob Wholesale Marine | Ph +64 9 273 9180

24 PACIFIC POWERBOAT MARCH/APRIL 2019

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© 2001-2019 Sealegs International Ltd. The Sealegs logo, Sealegs wordmark and Hydrasol wordmark are registered Trademarks of Sealegs International Ltd. The Sealegs amphibious craft is a registered design. The Sealegs amphibious system is patented. All drawings, photographs, text and 3D renders are copyright of Sealegs. All rights reserved. Sealegs protects its trademarks, patents, copyright, designs and IP rights vigorously.

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FUSION HONOURED WITH INDUSTRY AWARD

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he Fusion Apollo RA770 has won a Pittman Innovation Award in the Electronics Category. This latest award follows on a successful launch resulting in an NMEA Product of Excellence Award in the category of Multimedia Entertainment, an NMMA Innovation Award in the Entertainment category at the 2018 IBEX and an honourable mention in the DAME Design Award in the category of Marine Electronics.

The annual Pittman Innovation Awards recognise the most innovative new products for the sailboat market. Award winners are selected by a team of Sail Magazine editors in four categories: Safety and Racing, Cruising, Electronics and Systems.

The Fusion RA770 is the flagship product of the new Apollo Series, epitomising creative design and technological brilliance. The world’s first purpose-built marine entertainment system with a one-piece glass touchscreen display, builtin Wi-Fi streaming, Digital Signal Processing Technology (DSP) and PartyBus capabilities, the RA770 takes marine audio entertainment to the next level.

“We are very pleased with the reception that the Apollo Series has received in the industry,” said Chris Baird, managing director, Fusion Entertainment.

“Our design team has dedicated themselves to re-inventing marine audio entertainment culminating in the recent release of the Apollo RA770. Since being announced, the RA770 has been recognised by the media and awards judges and enjoyed by our customers. We are very grateful for this honour.” www.fusionentertainment.com

New marine facility confirmed for Wynyard Quarter

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new marine refit facility expected to create a boom in marine jobs and deliver significant marine and tourism spending has been confirmed for Wynyard Quarter.

The development has been advanced after the signing of a Development Agreement between the city’s redevelopment agency Panuku Development Auckland and leading marine services company Orams. The new facility will feature a marine haul out and refit facility, commercial buildings and a residential tower on the northern end. It will target marine vessels up to 800 tonnes, which accounts for 85% of the world marine market.

Auckland Mayor Phil Goff says, “The new marine facility in the Wynyard Quarter is expected to generate more than 500 jobs including as many as 200 apprenticeships.

Built in time for America’s Cup 36 races, the precinct will benefit hugely from the refit work which will be generated during the challenge from visiting superyachts and vessels. The facility will be developed on the corner of Beaumont and Jellicoe streets on a site that adjoins Orams Marine Village and is known as Site 18. The majority of existing marine business on the site will be accommodated within the new development.

26 PACIFIC POWERBOAT MARCH/APRIL 2019

HORIZON YACHTS SETS NEW RECORD WITH SINGLE-SHOT VACUUM INFUSION

Delivering Innovation and Reliability While other manufacturers focus on building higher horsepower engines, at Tohatsu, the focus has always been on building the most reliable engines. The range of 2-Stroke 3.5hp through to 90hp are world famous for their reliability, terrifichorsepower-to-weight ratios and top-of-the-line performance.

These outboards provide all of the features you want and need without compromising Tohatsu's well-known quality.

Our new Four Strokes Outboards 3.5hp through 50hp deliver power you can rely on, are light-weight and fuel efficient.

Four stroke

H

Tohatsu’s New MFS15/20E Fuel Injected model is the lightest in class starting at 43kg for the manual short shaft. This model follows on from the Industry leading lightweight MFS40/50A. Designed and Manufactured in Japan. The superior marine technology means better performance without compromising on reliability. Try a Tohatsu and experience the difference, with over 60 years manufacturing and a total of over 4,000,000 Outboard motors produced from 1956 through January 2018.

The difference is innovation and reliability.

Two stroke

View our range of 2 Stroke and 4 Stroke Outboard Motors Contact an authorised Tohatsu dealer in New Zealand. www.tohatsu.co.nz Phone 04-237-7800 email:sales@diversifiedproducts.co.nz DB354

orizon Yachts has once again surpassed the world record for a single-shot hull infusion. The yard’s specialised composites corporation, Atech Composites, recently completed the infusion of a 140ft motor yacht hull and stiffeners in a single shot, using the vacuum infusion technology and proprietary 3D resin flow. The infusion of the 140ft hull breaks the yard’s prior world record of infusion of a 136ft hull set in 2005.

At the turn of the century, when most shipyards were using the traditional hand-lamination method to produce composite hulls, Horizon established Atech Composites to focus on increasing the strength, integrity, and durability of its hull structures. In 2000, Horizon’s Atech facility began using the patented SCRIMP vacuum infusion technology to manufacture one-piece hulls and became the first shipyard in Asia to utilise the procedure. In 2004, Horizon developed an improved resin infusion technology, which transforms the resin from its original 2D flow on surfaces to 3D flow.

The process of 3D flow allows the resin to climb up and down internal stiffeners, enabling the construction of larger structures than previously possible. The new infusion technology facilitates the flow of the resin in all directions - instead of a planar direction only - and allows for the stiffeners to be integrated with the yacht during the infusion process, which leads to the yacht being both lighter and stronger.

The construction of the 140ft fully infused hull is now in full swing, with an extensive series of tests under strict quality control guidelines planned. www.horizonyacht.com

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POWERPLAY CATAMARANS LURE WITH LUXURY

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ustralian cruising boaties will soon have the choice of the superb, Australian-designed Powerplay brand of luxury power catamarans, now distributed exclusively by Hurricane Boats Australia based at Sanctuary Cove.

Established in Townsville in 2000 by award-winning boat builder and designer, James Dewing, Powerplay Catamarans span models from 15m to 25m. Today, based in Thailand, Powerplay cats are renowned for their quality, economical composite construction, elegant aesthetics and high-speed performance.

“There’s nothing like them on the market,” stated Hurricane Boats Australia Director, Brett Flanagan. “Big,

flybridge power cats with jacuzzis and all the extras as standard.

“Being composite construction to CE class one offshore certification as standard, they are lightweight and balanced, stable and travel through the water like a dart.”

On the drawing board, a super highperformance Powerplay. Developed with Icarus Marine and Volvo IPS Engineering, the foil-assisted PP65 G4 is expected to achieve a 43 to 45-knot performance.

Fresh from a visit to the Powerplay facility, Brett Flanigan is confident the

Australian market will be quick to take up Powerplay’s Gen 4 range of luxury catamarans.

“There is a model for every type of use,” said Brett. “And they are super competitively priced. The 65 will have an introductory price of $2.5 million, which for a 20m multihull that is head and shoulders above anything in its class is an exceptional value.”

Build time is estimated at around 14 months. www.powerplaycatamarans.com info@hurricaneboats.com.au

LIVING THE DREAM

2018 BAYLINER VR5 CUDDY OUTBOARD www.youtu.be/YXObUcPEHOw

2018 BAYLINER 842 CUDDY – OVERNIGHTER (8.8M) https://www.youtube.com/results?search_ query=842+BAYLINER

DB317

2018 WT 1 HEYDAY WAKE BOARD BOAT www.youtube.com/watch?v=hm5R1ORQKfA

Taupo Lakeland Marine Services Ltd: Pier 87, Taupo Mariner. 16 Rauitoto St, Nukuhau, Taupo.

Ph: 0800 888 500 or 021 153 1830

Christchurch Mr Boats: 247 Dyers Rd, Bromley, Christchurch 03 384 2726

28 PACIFIC POWERBOAT MARCH/APRIL 2019

Timaru Mr Boats: 74 King St Timaru 03 684 4107

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THE ULTIMATE ALL WEATHER LUXURY ENTERTAINER HAS ARRIVED The all new Whitehaven 6100 Coupé delivers bespoke layout options, custom crafted finishes, and exceptional sea-keeping ability. With its superyacht inspired radar arch, mast and extended roofline you can enjoy a fully shaded, enclosable cockpit to accommodate all-weather alfresco entertaining. With a 5 year structural/hull and 3 year OEM warranty, start ‘your journey’ confidently with Whitehaven today. Priced from $2.61M*

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WWW.BOAT M AGS.C O M 29

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News GALEON ARRIVES A

HUTCHWILCO POOL SET TO MAKE A SPLASH AT HUTCHWILCO NZ BOAT SHOW

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n impressive new 20-metre diameter round pool is set to be a highlight of the 2019 Hutchwilco New Zealand Boat Show at Auckland’s ASB Showgrounds on May 16-19.

The pool, which has been designed and constructed especially for the show, will feature a range of activities and demonstrations.

It will also offer members of the public the opportunity to “have a go” at stand-up paddle boarding, under expert instruction.

“The new Hutchwilco Pool will give us the chance to showcase a number of fun sports and activities in a safe and supportive environment.” says Hutchwilco New Zealand Boat Show general manager, Dave Gibbs. “The pool, which is 800mm deep, will be continually patrolled and all those taking part will be required to wear a Hutchwilco lifejacket.”

The show, New Zealand’s largest, longest-running and most popular boat show, is also offering those attending the chance to win the largest prize ever offered at a boat show. All those who buy an admission ticket to the show, either online or at the gates will be able to enter the draw for this amazing Surtees/Yamaha Grand Prize.

Worth a staggering $250,000, the Surtees/Yamaha Grand Prize consists of a 7.5 Surtees Open Cabin Game Fisher, powered by twin 150hp four-stroke Yamaha engines. It will also feature the first Yamaha Helm Master boat control system to be fitted to a boat in New Zealand, will sit on a top-of-the-line Hosking double-axle braked trailer and be fitted with a comprehensive set of Garmin electronics.

The show organisers have also introduced a big incentive for those who buy their tickets on line. Every ticket bought on line will also receive a second, bonus entry into the Surtees/Yamaha Grand Prize draw! In addition to doubling their chances of winning this incredible quarter of a million dollar prize, those who buy tickets on line will also automatically go into the draw to win a Viking Kayaks Powered Reload Package, worth over $8000.

Both online and at-the-gate tickets are just $20 each and the online tickets can be downloaded from www.boatshow.co.nz and printed at home at no extra cost.

30 PACIFIC POWERBOAT MARCH/APRIL 2019

lexander Marine Australia will host the muchanticipated launch of Galeon Motor Yachts in May 2019, followed by the official Australian debut of the brand and two exemplary models at the 2019 Sanctuary Cove International Boat Show, 23 to 26 May. The first two models destined for the local market are the Galeon 460 Fly and 510 Skydeck.

Polish-made, with a reputation for unparalleled attention to detail, cutting edge technology and groundbreaking designs, Galeon has 30 years’ experience in hand-crafted vessels.

The highly contemporary, award-winning Galeon line of motor yachts has grown to comprise models from 30 to 78 feet and is considered class-leading across its range, offering unparalleled modern styling, innovation and cutting-edge marine technology in every vessel.

At 14.35m, the Galeon 460 Fly includes a variety of ground-breaking innovations that are hallmarks of the brand, including an emphasis on oversized and opening glazing and seamless flow of living spaces.

Interiors can be customized with myriad options available in cabinetry, fabrics, accessories and equipment so owners can make their Galeon 460 Fly truly their own.

Powered by twin Volvo Penta shaft driven D8-600hp engines, the Galeon 460 Fly is priced at AUD$1,799,000 inclusive of GST. For those owners who prefer pod propulsion technology the 460 Fly can be Volvo IPS powered.

The Galeon 510 Skydeck, with a length overall of 16.2m (53-feet), shares the same hull as the highly-awarded 500 Fly, as well as all its legendary features, taking innovation one step further with its ingenious Skydeck design.

Powered by twin Volvo Penta shaft driven D11725hp engines, the Galeon 510 Skydeck is priced at AUD$1,999,000 inc GST. For those owners who prefer pod propulsion technology the 510 Skydeck can be Volvo IPS powered.

Alexander Marine Australia Dealer Principal, Todd Holzapfel said “We are looking forward to introducing the Galeon 460 Fly and 510 Skydeck models to the Australian and NZ market this season. People will be amazed by the Australian-first innovative design features such as aft side fold out balconies and the glazing systems as featured on board each vessel. www.alexandermarineaust.com.au

Nanni launches its BIGGEST engine

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anni’s new N16 Platinum series engine, is the big sister to the N13 launched at Cannes last September and represents a key strategic move for the engine manufacturer.

Based on a Scania block, the 16lt, 1,200hp engine is the biggest the French manufacturer has ever produced, topping out a yacht range that starts from 700hp, and presents a strong proposition for the 60ft-85ft motor and Explorer yachts segments.

The ratio of weight to power is very efficient, with the commercial Scania block, coupled with its lightness. As well as being compatible with its Marex and joystick control systems, it’s the manufacturer’s new partnership with Raymarine - a first for an engine builder, Nanni claims. Coupling the engine with Raymarine’s assisted docking system technology undoubtedly gives Nanni a USP that will no doubt prove an attractive package. The French manufacturer, which has approximately 2,500 service dealer representatives across more than 95 countries, will be using 2019 to grow its marketshare worldwide. www.generalmarine.co.nz

PASSION AND LOVE FOR BOATING SINCE 1968.

It started in the early seventies when Volvo Penta needed a new kind of boat to suit their newly developed engine. An innovative group of people quickly seized the opportunity to create a new kind of boat for the social lifestyle. The Nimbus 26 was born and along with it a company that would become of one of Europe´s most renowned boat manufacturers. The company´s history is a true success story, a tale of innovation, perfect timing and survival. But most of all a story about people who know about boats and their passion and love for boating. A story still being told.

Yanmar hands-free docking technology anmar expects to bring an automatic docking technology to market after 2020.

It seems everyone is getting into developing fully automatic robotic satellite-controlled docking capability. Following on from the recent announcement s by Volvo Penta and Raymarine, Yanmar expects to bring its automatic docking technology to market after 2020.

Osaka, Japan-based Yanmar has announced it is developing a fully-automated docking system. The company’s autodocking technology is being developed as part of a collaboration with the Japan Agency for Marine-Earth Science and Technology (JAMSTEC) aimed at creating fully robotic boats for operations in dangerous waters, maritime surveys or future “smart” fisheries applications.

Yanmar’s docking system utilises RTK- GNSS 2 real-time kinematic satellite positioning technology boosted by the company’s proprietary digital repeater system to provide extremely precise positioning data that can be used with additional sensors to accurately direct the boat into its designated dock location.

Yanmar has considerable experience in developing autonomous products for the agricultural market, including an auto-rice transplanter and an autonomous tractor.

DB343

Y

Now available at Sports Marine

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

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

507 Moorhouse Ave, Waltham, Christchurch P: 03 379 9208 WWW.BOAT M AGS.C O M 31

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fter a successful inaugural Tauranga Boat show in 2018, it looks like it’s on again for 2019.

TFABS 2019 has agreed to commit to a second Tauranga Fishing and Boat Show at the newly named Trustpower Baypark Main Arena at Mount Maunganui, Tauranga. This year’s event is once again spread over three days, 1-3 November 2019.

TFABS has now contracted with Bay Venues Limited to secure the main Trustpower Tect Arena which offers twice the square meterage exhibition space as last year’s event along with the significant advantage of loadingbay doors that will cater for all manufactures trailer boats.

This will allow boat manufacturers, engine manufacturers, jet ski, kayak, paddle board, and many brand agents associated with the water recreational sports industry the opportunity to exhibit undercover in the Bay of Plenty under one roof for the first time for several years.

Last year, TFABS 2018 enjoyed a modest 3723 visitors to its event, which considering the drought of any boat show for several years has confirmed that there is, in fact, a bright future for such an event based in Tauranga. More encouragingly, boats and jet skis were sold during TFABS 2018, along with numerous sales of diving equipment, courses, fishing tackle, fishing prints, filleting knives, clothing, magazine subscriptions and associated water-based activity accessories.

To express an interest in exhibiting at TFABS 2019 contact: 027 832277 or office@tfabs.co.nz

32 PACIFIC POWERBOAT MARCH/APRIL 2019

ARRIVING SOON, ENQUIRE NOW

BOSTON WHALER 315 PILOTHOUSE A host of thoughtful amenities and options make the 315 Conquest Pilothouse the perfect boat to take on open water, whether you’re seeking big offshore sportfish or effortless entertainment. Thanks to an enclosed windshield with aft bulkhead, you’re protected from the elements. And thanks to a multipurpose prep station and ample storage, with a new Conquest Pilothouse, you’re armed to make serious catches.

Duck into the cabin and find a convenient galley, well-appointed head and spacious V-berth dining area, perfect for gathering with friends and family. Whaler’s unsinkable deep-V hull and premium Mercury Verado power ensure that the ride is as smooth and comfortable as the soft, durable seats.

FURUNO SNAPPER WORLD CUP HAS A NEW HOME FOR 2019 ith an increased focus on sustainable fishing, the Furuno Snapper World Cup will have new homes in

2019.

The Furuno Snapper World Cup spawned from the legendary ‘Furuno’ tournament of years gone by. In the past, the cup has been run over a series of fishing tournaments around New Zealand and is awarded to the angler who catches the biggest Snapper over the series.

More recently it has been aligned with the Beach & Boat Tournament, but with that relationship coming to an end, the cup will have a new home and new format in 2019.

“ENL and Furuno are pleased to be involved in some tournaments around the country in conjunction with many of our dealers, and ultimately being able to award the Furuno Snapper World Cup trophy to one angler at the end of the season,” ENL Group Managing Director Gareth Hodson.

For 2019, the Snapper World Cup will be up for grabs at the Stabicraft Trailerboat Tournament at the Mercury Bay Gamefishing Club - March 7-9.

And the ITM Trade Club Fishing Competition at Whangaroa - 21-23 March.

“We will be looking to adopt a length measurement system for future fishing tournaments, utilising digital recording meaning that more fish will be released back into the ocean.”

For entry information on the two Snapper World Cup events: Stabicraft Trailerboat Tournament visit: www.mbgfc.co.nz ITM Trade Club Fishing Competition contact: danielle@fnitm.co.nz

DB373

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Now available at Sports Marine

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

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

507 Moorhouse Ave, Waltham, Christchurch P: 03 379 9208 WWW.BOAT MAGS.C O M 33

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ELECTRIC KIWI DESIGNED & BUILT BOAT GOES INTO PRODUCTION

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eacon Marine say wanting to help pioneer the way for electric boating in NZ, as well as helping to minimise the effects of boating activities on the marine environment paved the way for the concept of entirely New Zealand designed and built electric boats.

Cam Harris and Adam Wrightson along with naval architect Dan Leech have designed two boats, the EVO33 Leisure craft, and the EVO33c commercial craft.

Both are 33ft catamarans.

The vessels will be entirely manufactured in New Zealand and powered by OceanVolt, an electric propulsion system from Finland who Beacon Marine have secured the sole agency for distribution in New Zealand

and the Pacific Islands.

Cam says “The alignment with OceanVolt, was a great step forward for us. We designed the EVO33 to showcase the advantage of electric vessels and propulsion systems and how efficient they can be.”

The shaft driven motors are state of the art patented technology. The 20kW motors have a motor speed of 1400rpm, are lightweight, silent and have zero emission. The motors run off a 48VDC lithium battery system, the proprietary batteries are 45% lighter than other LiFe products on the market.

The vessels have a short range battery pack of 30nm and an extended range battery pack of 60nm with the option

of a diesel range extender available for all systems.

“Electric Vessels are something that has been on our mind for years.” Says Cam, “It’s no doubt the way forward. Being in the industry for so long and seeing first hand the effect that petrol and diesel have on our marine environment, we felt the need to use our knowledge to change the way of boating in NZ.” Ecotourism was also a large contributing factor to the concept, having worked with tour companies and resorts in the Pacific Islands, there is a shift away from petrol and diesel to minimise the environmental impact on reef systems, the low maintenance cost is also an advantage. www.beaconmarine.nz

NEW MODEL

MY 40

Fountaine Pajot Motor Yachts has unveiled the new MY 40 power catamaran, wihch is already enjoying strong sales across the world with the first model arriving into Australia in late 2019.

This power catamaran delivers superb performance, stability

and spaciousness, with hull and interior design by internationally renown Daniel Andrieu and Pierangelo Andreani.

Register today to receive up-to-date information.

Contact our NEW ZEALAND Phone +61 (0)7 5452 5164 info@multihullsolutions.co.nz www.multihullsolutions.co.nz team today AUSTRALIA Phone +61 (0)7 5452 5164 info@multihullsolutions.com.au www.multihullsolutions.com.au

POWER RANGE 34 PACIFIC POWERBOAT MARCH/APRIL 2019

MY 37 - NEW MY 40 - MY 44

VIEW IN STORE NOW

SEA RAY SLX 350 A truly excellent on-water experience starts with more. More friends, more family, more room, more power, more ease and more fun. The Sea Ray SLX 350 delivers in every sense.

Yacht Certified and a standard wet bar with refrigerator make entertaining a must. An array of Sea Ray’s Next Wave™ innovations-from the noise-quashing powers of Quiet Ride™ to the precision and stability of Dynamic Running Surface to the agility of Axius® joystick technology-take the experience to the next level. And a host of intelligent features combine in a sleek, stylish package that exceeds all expectations. In short, the SLX 350 will make you want to spend even more time on the water.

Scott Williamson in the Nimbus 365 Coup holding the certificate for Dealer of the Year for 2018.

Sports Marine wins global dealer of the year wedish-based Nimbus Boats has handed its most prestigious award of the year to New Zealand marine dealership Sports Marine Limited.

The boat manufacturer recognised Sports Marine as its Dealer of the Year for 2018 at a recent awards ceremony in Gothenburg.

Sports Marine, which has dealerships in Christchurch and Auckland, officially launched Nimbus into the New Zealand market at the Hutchwilco Boat Show 18 months ago.

“We’ve been pleased with how well received Nimbus boats have been by New Zealand boaties,” says Scott Williamson, Sports Marine’s Managing Director.

“This is evident in the fact that we’ve now sold 12 Nimbus boats since that boat show, and interest remains very high with a strong community of customers who are interested in the brand,” he says.

Kiwis are particularly attracted to the Nimbus range because of their attractive Scandinavian design, practical layout, low maintenance and low running costs. Sports Marine has been in the marine industry since 1978. Based in Christchurch, it has dealerships in Auckland and Sydney. www.sportsmarine.co.nz

DB374

S

Now available at Sports Marine

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

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

507 Moorhouse Ave, Waltham, Christchurch P: 03 379 9208 WWW.BOAT M AGS.C O M 35

TWO NEW AZIMUTS SOLD

PA C I F I C P O W E R B O AT

News

P

innacle Marine recently confirmed the sale of a new Azimut 53 Magellano and a 66 Flybridge to Kiwi clients.

These first-time buyers viewed the 53 Magellano with us at the Cannes Yachting Festival in September 2018, with handover in Europe in May. The owners plan to enjoy some of the European summer on-board the yacht in the Mediterranean before shipping it to its new home in New Zealand.

The new Azimut 66 Flybridge has been sold to an Auckland client and features the new ‘Riviera’ interior. This particular yacht is the first 66 in the world to receive this stunning new interior decor option. Expected delivery is in April, and the 66 will be homed in the Westhaven Marina. www.pinnaclemarine.co.nz

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C R U I S I N G M AT T E R S

with Laurie Cranfield

The Magnificent Marlborough Sounds

T

he North Island’s northeast coast and the greater Marlborough Sounds area provide New Zealand’s two prime cruising areas. Many visitors only experience Queen Charlotte Sound as their ferry cruises into Picton, but this is only a small part of the broader “Sounds” cruising area also comprising Kerepuru and Pelorus Sounds, D’Urville and several other smaller islands, Taman Bay including the coastal sections of the Abel Tasman National Park and Golden Bay, together constituting over a fifth of New Zealand’s entire coastline.

The majority of cruisers here are South Islanders, but some hardy Wellingtonians venture across the often challenging (particularly in fresh northerlies and southerlies) Cook Strait, both from Wellington harbour itself, some 50 miles distant and from Mana only about 25 miles away.

Indeed the notorious Cook Strait has a history of shipwrecks including the Union Steamship Company’s ferry Wahine in 1968 in winds up to 160 knots with the loss of 153 lives and the Soviet Union’s cruise ship Mikhail Lermontov in 1986 with the loss of one crew member.

We arrive by ferry after a calm Cook Strait crossing, entering the Tory Channel with its swirling tidal rips to view wooded hills gently sloping down from around 600 metres in places to sparkling blue (albeit rather chilly) waters, rocky shorelines and delightful sandy coves.

Heading up Queen Charlotte Sound to Picton we pass fish farms and sparsely situated holiday homes, many with the ultimate in privacy being accessible only by sea. Later the building intensity increases as we pass the impressive Waikawa marina to port. This is New Zealand’s third largest marina and one of five in the area, the others being located at Picton, Havelock, Nelson and Port Tarakohe (near Takaka) all with fuel available.

Maori have inhabited the area for several hundred years and the first 38 PACIFIC POWERBOAT MARCH/APRIL 2019

European to visit here was Abel Tasman in 1642, but it was well over a hundred years before the next Europeans led by Captain Cook visited here in 1770. He made efforts to meet and understand Maori and while this was largely successful there were also some violent encounters. Whalers established shore stations during the 1820s and although whaling’s heyday was over by 1850 the last station didn’t close until 1964.

We drive off the ferry at Picton and head to Whatamango Bay to stay with friends at their beachside holiday home. Picton itself is a delightfully quaint village with its ferry terminal and commercial wharves to the west and the marina to the east from where all manner of sightseeing and fishing trips are available as well as bareboat charters.

The waterfront and few short main streets are interesting and lined with basic shops as well as many bars, cafes and restaurants. A short drive south takes you past the airport to one of New Zealand’s most famous wine growing areas with many well-known vineyards offering tasting and quality dining.

To the south of this area and about thirty minutes drive from Picton, Blenheim is the region’s main town and offers most facilities.

Our friends are keen boaters owning an impressive Christchurch-built seven metre Huntsman Crusader, kept on a convenient mooring reducing the need to launch and retrieve it. Next day six of us head off for a few hours fishing.

The Crusader leaps onto the plane with its powerful 200hp 4-stroke Yamaha outboard comfortably achieving 20 knots at 4,400rpm and topping out 35 knots at 5,500rpm.

Cod is the most prevalent fish here and we find this every bit as delicious (many would argue more so) than snapper, found in larger numbers further north. We easily reach the daily limit of two each and interestingly land eight different species in a couple of hours including cod, rock cod, terakihi,

barracuda, shark, spiny dogfish, leatherjacket, gurnard and octopus – an unusual combination compared to our experiences further north.

Our hosts tell us that additional common species include red cod, sea perch, kahawai, snapper, spottie, kingfish, eels and rays. It’s not unusual to see seals, leopard seals, whales, dolphins and orcas while divers can also find mussels, crayfish and scallops subject to restrictions in place at various times.

Between D’Urville Island and the mainland is the narrow and notorious French Pass where dangerous tidal currents can reach 8 knots and cause whirlpools. This is New Zealand’s strongest tidal current caused by a 2m difference between tide levels on Cook Strait to the east and Tasman Bay to the west.

Anchorages here are picturesque and plentiful with moorings also available in some areas (the Mana Cruising Club owns about a hundred). Except for the entrances to the Sounds most areas are free from ocean swell, but the wind is often strong and can whip up a surprisingly large and uncomfortable chop. Katabatic winds can also sweep down the hillsides taking unprepared boats by surprise.

Everybody knows the Sounds are stunning, but the area is much larger than commonly imagined and to explore the area fully would require about a month of cruising, something we hope to achieve one day.

Picton waterfront and the entrance to Picton marina.

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RACING NEWS

ROUGH OFFSHORE SEASON OPENER AT TAUPO

40 PACIFIC POWERBOAT MARCH/APRIL 2019

T

he first round of the New Zealand Offshore Powerboat Championship got off to a rough start with Lake Taupo throwing up some nasty racing water.

In fact conditions were deemed to be unraceable by officials and the second race was called off for safety reasons.

First out in front in the Super boat 1000 Fairview Warren Lewis and John Shand had an easy win after Outboard Pro, Hayden Speirs and Allan Branch damaged an engine of the Saturday during testing, they managed to cross the start line only to gather valuable points for the season.

Super boat 600 has three new contenders this season Barley Legal with a new team Shan Martin and from Australia Steve Jellick took out the first round, with Rainbow Haulage Darren Butterworth and Colin Dunn in second with Expresso Engineers, Mike Gerbic and Mike Knight with their new Doug Wright Cat third. Also to join the this class in Gisborne will be S46 the ex Papakura Toyota of Jason Way and Michael Fletcher. It will be the first time back on the water after their spectacular crash in Whitianga two years ago.

Super boat 400 saw the two rivals from

last season again battle it out for the lead in the first half race in Taupo, changing positions during the race several times it came down to the wire with BC Racing Chris Hager and Karl Wall another Australian competitor take the honours for this round over Hijinx Racing, Scott Lewis and Jason Jackman.

Classic Class winner and local Taupo competitor Gull force 10, Gavin McGrath and Tony Carson had an awesome race handling the rough conditions with ease to take the win from the popular team Race for Life Aaron Fletcher and Darrin Urquhart in second place, and long-time classic favourite Topaz finishing in third place. A new boat this season From the far North in the Sport 300 class Pist N Broke Hamish Wilton and Scott Tracey took their first win after having a shocking season last year which saw them miss most of the rounds. New competitors Bon Bon Racing took out second place and in the Sports 200 Class CRD Automotive, took line honours from Nakita and ASAP Couriers.

Check out www.shot360.co.nz for some amazing images of the Lake Taupo race.

2019 NZ OFFSHORE CALENDAR: Whitianga 2nd March Napier 16th March Marsden Cove 13th April Doubtless Bay 27th April STOP PRESS: FMI continued to dominate the season with two wins at round 2 in Gisborne in early Feb. Rainbow Haulage took second in both races with Espresso Engineers and Langslow Engineering having a third place each.

Warren Lewis has a dominant lead already in defence of his NZ1 title.

WWW.BOAT M AGS.C O M 41

RACING NEWS

Ken Lupton dominated the Masport, with 2 wins from 2 heats.

LUPTON WINS TH 94 MASPORT CUP Rookie Jason Haggerty on his way to winning the A.E.Baker Australian Chmpionship.

S

ix GP hydroplanes turned out at the Lake Karapiro regatta to contest for the A.E Baker and the Masport Cup. While the seasoned and experienced Ken Lupton took out the Masport, it was a rookie that went home with the A.E. Baker silverware.

The rookie, Jason Haggerty achieved more than he hoped for in his first GP race driving the ex Steeler boat of David Alexander now called Lady Liz at Lake Karapiro Cambridge.

After qualifying in pole four for the first heat of the A.E.Baker Australian

42 PACIFIC POWERBOAT MARCH/APRIL 2019

Annihilator (Warwick Lupton) and GP57 (David Alexander) do battle out of the first corner.

Championship, Haggerty did not disappoint as the flag dropped and he was with the leaders, Ken Lupton, Lucas Oils and Scott Coker, Fair Warning.

Coker battled with Lucas Oils only to have to pull out when his throttled jammed. Second to last lap Lucas Oils and David Alexander, GP57 was fast catching Lupton when he too stopped down the back straight. Alexander took the win in the first heat with Lady Liz in second.

Heat two was totally dominated by Lucas Oils from start to finish, but with

points taken over two heats Haggerty was finished in second place, to take out the AE Baker Australian Championship.

The 94th running of the Masport Cup was the feature of the weekend, with top qualifier Ken Lupton taking out both heats and with it the Masport Cup. Jason Haggerty took out second, with David Alexander third.

The series now moves onto Lake Rotoiti Nelson Lakes twenty third and twenty fourth of February .

Follow the Grand Prix Hydroplane series on www.gphydroplane.co.nz

WWW.BOAT M AGS.C O M 43

STRAIGHT FROM THE GALLEY

with Derek the Chef

Grilled Gurnard Tortillas with coriander sauce

Gurnard is a succulent, medium to firm white flesh fish. They are a major bycatch of inshore trawl fisheries in most areas of New Zealand and also an important recreational species. Widespread around New Zealand, Gurnard are found on sandy shell seabeds to a depth of approximately 180m.

Enjoy with

MINUTES TO PREPARE: 20 MINUTES TO COOK: 8 NUMBER OF SERVINGS: 2

INGREDIENTS

CORIANDER SAUCE • • • • • • •

1/4 c spring onion finely sliced 1/4 c coriander chopped 2 tbsp Mayonnaise 3 tbsp sour cream 1-2 limes Salt to taste 1 garlic clove minced

FISH • • • • • • • • • •

2x Gurnard Filleted 1 tsp ground cumin 1 tsp ground coriander 1/2 tsp paprika 1/2 tsp red pepper 1/8 tsp garlic salt 4 6” - 8” corn tortillas 2 cups lettuce (iceberg) sliced thinly.

1/4 cup chopped tomato COCAVO Oil with Coriander Lime & Ginger

44 PACIFIC POWERBOAT MARCH/APRIL 2019

METHOD For coriander sauce Combine the ingredients into a bowl and whisk well, set aside.

For fish Season fish with cumin, coriander, paprika, red pepper & garlic powder, place on hot grill brushed with COCAVO Coriander Lime & Ginger for 4 -5 minutes on each side (depending on thickness).

Once fish is cooked through warm the tortillas or taco shells in the microwave or oven taking care not to burn.

Cut fish fillets lengthwise if using snapper or like style of fish.

Place lettuce and tomato into the shells then top with the fish fillets.

Top with 1 tbsp of the coriander sauce.

This makes 4 tacos.

All fish supplied by Oceans seafood Silverdale .

HUNTER'S WINES 2018 SAVIGNON BLANC Sauvignon Blanc has been a flagship wine for Hunter’s since the very beginning in 1979. This is the variety that introduced Hunter’s and New Zealand wine to the world back in 1986 at the Sunday Times Wine Festival in London.

Classically Marlborough, our 2018 Sauvignon Blanc immediately shows passionfruit and ripe tropical fruit aromas with a touch of herbaceous capsicum. It has a very refreshing multi-layered palate of citrus and tropical fruits. These flavours and aromas leave a fresh lingering finish on the palate making it a full satisfying wine with balanced acidity.

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

NEW PLYMOUTH: West Coast Marine 06 759 0939. WELLINGTON: Boat City, ph 04 298 5931.

MOTUEKA: Bays Boating, ph 03 528 5200. CHRISTCHURCH: Powerboat Centre, ph 03 389 1146.

DUNEDIN: McLay Boats Milton, ph 03 417 8135. INVERCARGILL Marine South ph 03 218 2700

WWW.BOAT M AGS.C O M 45

By not cutting into the rib cage and gut cavity but over it keeps the fillets clear of any contamination from gut mess.

FISHING with Bruce Duncan (aka Captain Swish)

THE GUTS OF BECOMING A

GUTOLIGIST! R

If I had a dollar every time I have been asked why I knew to go to a particular spot to nail a feed of snapper I would be retired, not bashing away on the computer one finger at a time.

eality is most people simply don’t actually think about how or why they caught fish at the spot on any particular day hence the 80/20 rule. It is simply the 20 percenters that will take the time to get down and dirty to learn why.

Gutollergy is a fine art of getting to the guts of fish naturally feed in any one spot which requires more than just a casual casting of the eye over the stomach contents. A serious gutoligist will pull apart and carefully examine the gut contents of the fish they have just caught to establish the type and quantity of food the fish has eaten.

Many years ago when fishing a game tournament on the Northland coast, a truckload of Marlin where seen coming in on the lures, having a sniff and then only to disappear. The only topic of conversation at the bar that night was why with so many fish around where there so few hook ups? The few marlin that where weighed in that afternoon were way bigger fish than we saw in the gear. Intrigued I watched as they were 46 PACIFIC POWERBOAT MARCH/APRIL 2019

cut up ready for smoking and noticed nobody had bothered open the gut to see what was inside, so I did. Very little was the answer. Only a few small jack mackerel. So was it that the only bait fish about where just jack mackerel, it got me thinking as we had not seen any skippies all day.

The next day out we set the gear but dropped the lure size down to 6-8 skirts with mainly yellow and green in the spread to try and emulate jack mackerel, but also left two big lures out. Now every time a marlin came up for a sniff it was only on the small lures they looked at.

Quickly turning the boat hard to port it pulled the lure sharply to one side which resulted in them grabbing the lure, and at the end of the day we were on the leader board. As trout fishermen say “match the hatch” The guts of it is that no matter where you fish in the country fish are no different to us, they are not hungry all the time and will change their diets and eating patterns as we do with the change of seasons.

MAXIMISE YOUR KNOWLEDGE Gutollergy is not to be taken lightly and needs to be executed all year round after every fishing trip to build up the history and knowledge of the food type in each area being fished. This is essential to maximise the knowledge you need to take note of what changes are taking place in each spot during the year. Not only is it what the fish are eating but the way they were caught which can make a difference. Often fish I have caught hard in on the rocks and kelp have been full of cockles which don’t live, there hence these fish that are residing in the shallows will move out to graze on the sand at times.

Often we hear people saying they shifted from spot to spot all day long only to come home with an empty fish bin and saying they only got tiny bites at each spot. Knowing the food type in an area will determine the way and manor fish will eat; Snapper when feeding on crabs and worms on open sand tend to graze

SERIES

TASMAN DRUM

WINCH

As you can see by how fresh the wound is note how quickly the barb has broken down and literally fell out when I landed the fish where as a stainless steel hook would not and end up as a septic mess. so are not competing with other fish for the same food. No matter how big a Snapper is when feeding on open sand they all simply rip a worm or crab off of the bottom then crunch it up. In your mind picture a snapper ripping a crab or cockle off the bottom, then crunching it up to then spitting out the larger sharp chunks of shell.

Surely this action is the same as the small bites you felt on the line. It is only when the fish are in a burly trail do they become aggressive and competitive, grabbing and ripping at the baits and taking off before another fish claims it, which is why burly “and “ ground bait are so effective in getting fish on the bite.

By knowing what Snapper are feeding on in any one area determines the size of the bait you first set out. Large baits tend to be ripped and picked at rather than been taken down aggressively, so only once the burly trail has taken effect when more fish are in the strike zone competing for baits, will big baits become effective.

Start out by casting a pattern of small baits ensuring the barb of the hook is exposed from the bait. Once the fish have the bait in their mouths they crunch it as if it were a crab and you will feel small picks on your line. The key to fishing with small baits is the moment you feel them “picking” at the bait take up any slack in the line and strike hard to set the hook. Often you go through a fair few baits before you get the strike right but every bait used is like ground bait which helps to hold the fish and draw others close by in to see what’s going on.

Basically snapper are opportunistic scavengers and will eat darn near anything they come across. I have found chicken bones, tear tabs from beer cans but worst of all is stainless steel hooks. All mild steel hooks appear to break down and dissolve quickly but stainless steel rust slowly causing massive ulcerations in the gut. Over my years I have caught many slaby fish trailing line up to a meter in length some heavily encrusted with weed and corals proving they have survived like this for many months and each one had a stainless steel hook in the gut.

The digestive juices in the gut act amazingly quickly reducing fresh chunks of tough sprat ground bait to mush in less than an hour. Keeping a sharp eye on what’s inside the gut can also pay off big time especially when bits of bright orange show up, which on close inspection turned out to be bits of scallop roe.

By knowing how bright and fresh the bits of roe are and the power of the digestive system of a fish is, those scallops the fish had eaten had to have been no more than a mile away from where these fish were caught.

A few trial shots with the dredge proved my degree in gutollergy to be 100% accurate and now I am able to come home with a feed of snapper and scallops from an area close to home where nobody would think there would be a scallop bed.

TASMAN

TASMAN www.tasmandrumwinch.co.nz

www.maxwellmarine.com

WWW.BOAT M AGS.C O M 47

ELECTRONIC NEWS

FUSION ARX70 ANT STEREO REMOTE Fusion, a has announced the release of the ARX70 ANT Wireless Stereo Remote.

The new, easy-to-install remote gives users the freedom to control their Fusion ANT-enabled marine entertainment system from anywhere on the boat. The compact, low profile, IPX7 water resistant design matched with a 1-year battery life allows the ARX70 to be installed wherever is most convenient without cutting holes, running wires or tools required - simply place, pair and play.

Fusion’s Multi-Zone technology within its stereos allows you to create multiple independent audio zones, so you can enjoy different music in every area of your vessel. The ARX70 can interface with compatible Fusion stereos and act as a media controller for a single zone at one time, with the ability to cycle through all independent audio zones for global control.

Multiple ARX remotes can be installed across the boat with one or more in each zone giving more control options on board than ever before.

“Small but mighty, the new Fusion ARX70 is extremely versatile, cost effective and makes listening to your favourite entertainment more convenient than ever before,” said Chris Baird, managing director, Fusion Entertainment. “Its

compatibility with multiple ANT-enabled products, in both wet and dry zones, makes it the perfect partner for any Fusion audio entertainment system.”

Easy to use, the rubberised tactile buttons ensure a no-slip grip, while the LED lights in the light-bar provide essential user feedback. Available in white or black to blend seamlessly with any vessel aesthetic, the ARX70 is battery-powered and easy to mount using a semi-permanent VHB tape adhesive that doesn’t require any drilling, screwing or running cable.

The ARX70 is powered by a CR2032 battery, with a typical 1-year battery life. The battery is easily replaceable making the ARX70 simple to maintain. Rated IPX7 water resistant, the ARX70 can be installed in dry or wet areas, ideal for installation on the swim platform, bow or transom. www.fusionentertainment.com.

LOWRANCE SOFTWARE UPGRADE FOR HDS CARBON Lowrance has released a new software update for HDS Carbon displays. Offering significant new features, the Lowrance 18.3 software update includes support for Active Imaging, StructureScan 3D with Active Imaging enhancements and the LR-1 Remote Control, plus a simplified user interface and new Dual Mode WiFi capability.

Active Imaging enhancements for StructureScan 3D include a cleaner water column with less noise, refreshed colour palettes and enhanced sonar processing to deliver the maximum amount of detail; plus a new depthhighlighting feature that colours the user-selected upperand lower-depth limit area to help anglers better isolate specific structure and bottom depth.

48 PACIFIC POWERBOAT MARCH/APRIL 2019

Anglers will get quicker, one-touch access to all of their sonar via a simplified HDS Carbon interface, featuring dedicated sonar pages for CHIRP, SideScan, DownScan Imaging, StructureScan 3D and SpotlightScan. New custom split-screen panel configurations are also available that allow anglers greater control over the display of splitscreen panels. With Dual Mode WiFi, you can maintain a WiFi connection to HDS Carbon and still use it as an access point for screen mirroring/remote control from a smartphone or tablet via the Link app. Prior to the 18.3 software upgrade, HDS Carbon displays could only perform one of the tasks at a time – connecting to the internet or serving as an access point for screen mirroring/ remote control. www.lowrance.com.

MAZU ANNOUNCES FREE YEAR OF SPORTFISHING APP RAYMARINE RELEASE DOCKSENSE Raymarine’s DockSense assisted docking system is said to be an industry first. Raymarine introduced its new DockSense assisted docking system at an exclusive press event at boot Düsseldorf this week.

Described as the marine industry’s first intelligent object recognition and motion sensing assisted docking solution for recreational boating, DockSense automates and simplifies the boat docking experience for boat owners and captains.

The system uses FLIR machine vision camera technology and video analytics to integrate intelligence gathered from surrounding imagery with the vessel’s propulsion and steering system to assist boat owners in tight quarter docking manoeuvering.

The DockSense system is designed to augment a captain’s boat handling skills using the system’s Virtual Bumper zone technology around the vessel.

Should an object like a piling or another vessel encounter the Virtual Bumper, DockSense automatically introduces corrective steering and throttle commands to avoid the object and assist the captain in guiding the vessel to the dock. The system integrates with modern joystick propulsion systems, providing assisted steering and throttle commands to help captains make a smooth arrival. www.lusty-blundell.co.nz

mazu, a marine technology and satellite communications brand, announced this week an exciting promotion for its innovative SportFishing app.

Users who download the SportFishing app will get a free year-long subscription, a value of $US129.99. Offering reliable, affordable and global service, the Satellite-based solution delivers the very best fishing data on the market. The app provides comprehensive weather information, including real time sea surface temperature (SST) images, chlorophyll data, altimetry, seven-day GRIB forecasts, live buoy data and NOAA weather alerts on any mobile device. mazu SportFishing offers an industry-first method of in-app communications with its innovative mazuChat. This powerful functionality centralizes communication with friends and other sport fishermen, allowing anglers to quickly and easily relay information on a private connection. mazuChat also gives users access to worldwide email and SMS communications, even when outside of cellular coverage.

A vital piece of safety equipment with worldwide search and rescue service, available 24/7, mazu SportFishing has an SOS button, that when activated provides two-way communication with responders, as well as vessel name and position. The unique SportFishing app also allows users to download data on their mobile device for pre-trip planning. www.amwholesale.com.au

NAVICO TO DISTRIBUTE CLARION Navico, parent company to Lowrance, Simrad, B&G and C-MAP, has announced its distribution agreement with Clarion Marine Systems, via JL Audio.

Under an exclusive long-term licensing agreement, JL Audio assumed responsibility for Clarion’s marine audio electronics and accessories business in North America, South America, Australia and New Zealand. Navico APAC has been the distributor of JL Audio products since 2016 hence was the logical choice to distribute Clarion Marine products moving forward.

Mathew Hooper, Navico Australia and New Zealand Sales Director, commented on the recent partnership: “The well-established and quality proven Clarion Marine products complement Navico’s extensive product portfolio. We can now offer a complete and premium range of marine electronics to our customer base and look forward to developing our partnership with JL Audio with the distribution of Clarion Marine Systems. “ Navico will distribute a range of radios, remotes, speakers, subwoofers and amplifiers to suit every boaters need. www.navico.com WWW.BOAT M AGS.C O M 49

BOAT REVIEW

GRADY-WHITE CANYON 376

Best of the Best

50 PACIFIC POWERBOAT MARCH/APRIL 2019

Text and Images by Barry Thompson

While the phrase, attention to detail, is very often an exaggerated portrayal of what it is describing, when it comes to the Grady-White Canyon 376 it is an understatement. Quite frankly this big robust centre console fishing boat is faultless in every respect.

You get a lot of boat for the money.

The

COVER STORY

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BOAT REVIEW

GRADY-WHITE CANYON 376

Clockwise: The Canyon 376 is big and wide with a 4.01m beam.

The layout down aft includes a large central insulated fish box and fold away bench seat.

The bow section can be utilised for entertaining or fishing.

Y

ou know when you are in control of something extraordinary, when you can comfortably cruise at 30 knots, over a 2.5m long lingering swell, with three large diameter XTO OS high thrust props screaming as you float level in the air between the swells, waiting in anticipation of some green water to bite into.

I was driving the triple Yamaha 425 XTO powered Canyon 376 with Kiwi Grady-White importer Stuart Arnold and Sydney Grady-White dealer Ryan Short in a typically moderate day off Sydney Heads. The 8200 kg hull relished the conditions and what might have been a difficult drive at speed for some boats, for the Canyon 376 it felt right at home. In or out of the water, the boat runs level, with never a hint of bow lift and the horizon was always clearly in view.

We didn’t take a drop of water on the screen and none in the boat, although I would have expected too considering the sea conditions. However, if you do end up with water running on the cockpit floor, it will all drain out quickly via large scuppers.

Okay, we did take one that was a little bigger and further apart than I anticipated, but I would rather have been in the Grady 376 than anything else when

52 PACIFIC POWERBOAT MARCH/APRIL 2019

we landed in the trough. Well maybe apart from the Grady Canyon 456 Centre Console with quadruple 425 XTO Yamahas. The 376 and its big brother, the 456 are boats that take no prisoners and eat big seas for breakfast!

The secret is the exclusive SeaV2 hull, designed by C.Raymond Hunt which continuous sharpens from the transom to the bow, ranging from 20 degs to a wave-slicing 50 degs plus at the bow. Along with the wide strakes and chines, it all results in a soft riding hull with excellent stability, that tracks like on rails and is unequalled in rough water. If you don’t believe me, go and take any Grady-White for a run and you will be equally as impressed.

The triple Yamaha 425 XTOs are coupled up to the Yamaha revolutionary fully integrated electric steering system, with the CL7 multifunction display, advanced ‘drive-by-wire’ throttle controls and Helm Master joystick docking and positioning controls, large diameter XTO OS high thrust prop. Driving the Canyon 376 was as smooth and responsive as a small runabout. At speed you don’t even need to have your hands on the wheel and driving it is as is like having an auto helm. Manoeuvering the boat in and out of the tight berth at Short Marine was effortless.

TWIN OR TRIPLE

The Canyon 376, like all Grady-White boats, is only available with Yamaha outboard power, and you have the choice of twin or triple 425 XTOs, triple Yamaha 350 V8s or triple Yamaha 300s. The throttle response of the triple 425s was exceptional, no matter what rpm we were running at. Drop the throttle from a standing start, and the acceleration to the plane (2500 rpm) is a matter of seconds.

Even in a big boat like this, you need to tell your passengers to hang on! Right through the range it never lets off and reaching the maximum 6000 rpm @ 52.5 knots is done in a flash.

With triple 425 XTOs it’s expected that the fuel consumption at the top end isn’t going to be super efficient, but when you drop back the rpm to around 3500-4000, fuel usage is very acceptable considering you have 1275 ponies on the transom.

We recorded around 5 lpnm and a range of 260290nm. That’s Auckland to the Bay of Islands and back and almost three return trips to Great Barrier Island from Auckland.

If you drop your power and run a pair of Yamaha 425 XTOs the performance decreases by around 8 knots, but with a much better economy at higher speeds, one less engine means you also reduce the total weight of the boat by about 450 kgs. Top speed is 44.5 knots @ 5900 rpm with a fuel burn of 288 lph. If you decrease that back to 3800 rpm the fuel burn reduces considerably to around 104 lph @ 26.25 knots.

SPORTFISHING CRUISER

The Canyon 376 has been the top selling open cruising/sportfisher for the last 12 years. It is an incredible large boat with a beam of just over 4m and an overall length of 11.15m. One of the first things to impress me when I stepped aboard was the amount of deck space and the abundance of lockers and storage compartments.

Fishermen are obviously the number one buyers of the boat, so Grady-White has made sure that they lack for nothing when it comes to fishing comforts and requirements. Right from the fold away aft bench seat, optional side door, to the five fish boxes and a bow casting platform, the Canyon 376 is all about not only having all the things on board you need for fishing but also having everything in the right place.

While Grady-White calls this a centre console, It’s really a mid-cabin as the lockable centre cabin area comes standard with a head, stand-up shower, galley, double berth, rod storage and even an entertainment centre. It is also air-conditioned with a dehumidifier and heater. It’s a great cabin for overnighting for two people and turns it into an incredibly luxurious family day boat.

However, the Canyon 376 is essentially a day fishing boat, and I would imagine that most of the time it’s going to be used fishing out wide. That’s one of its big selling points in the US, where a lot of the fishing is 100nm plus offshore and fishermen want a boat that is fast, comfortable at speed and has the range to get there and back in a day in any sea conditions.

The Canyon 376 provides that and more.

The layout provides outside seating for easily a

Clockwise: There’s seating for three under the hardtop.

The dash drops away to hide and secure the MFDs. While Grady-White calls this a centre console, It’s really a mid-cabin.

The top window opens to let some air into the wheel house.

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BOAT REVIEW

GRADY-WHITE CANYON 376 dozen people, so there’s plenty of space for your mates, be it fishing or cruising out to watch America’s Cup. It is an out and out performance boat, whether you are fishing, cruising or just playing around on the water.

Left: Stuart Arnold checks out the sides door.

Below: 52.5 knots from 1275 ponies.

S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: LOA: Beam: Displ (Dry): Deadrise: Max Speed: Construction: Fuel Cap: Engine Make: Drive Train: Generator: Anchor Winch: MFD: Entertainment: Priced From: Contact:

Grady-White 376 2018 Grady-White 11.15 m 4.01 m 8500 kg (approx.)

20 deg SeaV 52.5 knots GRP 1476 litres

3 x Yamaha 425 XTO Outboard 5 kVa Panda Lewmar Furuno 17” Fusion MSUD755 $NZ 1 Million (approx.)

Grady-White Boats, Marine Imports Limited, Phone 0275 365346 marineimports@xtra.co.nz www.gradywhite.co.nz

FUEL & PERFORMANCE DATA Fuel capacity: 1476 litres RPM Knots L/h 1000 6.0 22 1500 8.5 31 2000 10.0 43 2500 15.5 66 3000 23.0 96 3500 28.0 125 4000 33.5 169 4500 39.5 228 5000 43.0 278 5500 49.0 400 6000 52.5 425

L/NM Range(NM) 3.700 350 3.700 350 4.300 300 4.300 300 4.200 310 4.500 290 5.100 260 5.800 220 6.500 200 8.200 160 8.100 160

54 PACIFIC POWERBOAT MARCH/APRIL 2019

FEW OPTIONS

Stuart pointed out to me that the Canyon 376 comes with very few options and just about everything on our boat was standard. A couple of options available are the outriggers, cockpit side door and fully enclosed helm with strataglass clears and side curtains.

The layout down aft has a large central insulated fish box (which can be turned into a fridge/freezer), shower, transom door and fold away bench seat. To starboard is the optional side door and the centre helm console has two livewells as well as a bait station with sink or an optional grill. There is space in a cockpit sole locker for a dive compressor or six dive tanks and many areas to hold the crays and scallops.

The helm has a triple adjustable seat arrangement with footrests and flip-up bolsters behind a large facia and solid screen. As you would expect the dash is designed to take the largest MFDs, which in our case were a pair of Furuno 17”. Triple 12” MFD screens is another option, and you can squeeze in a pair of 24” MFDs if you want something more significant. A neat feature is the power console which allows you to drop your screen displays out of sight when not in use and for security when you leave the boat.

Some of the other standard features of the Canyon 376 include 220-230 volt package, gel batteries, Fusion entertainment with subwoofer, air conditioning, LED lighting, 5.5 kVa Panda diesel genset with separate diesel tank, 20-rod holders and 24 cup holders. What impressed me was the quality of the fittings and equipment that Grady-White install throughout the boat. From the rod holders to the skin fittings, it’s nothing but the best when it comes to Grady-White.

MULTI PURPOSE BOW

The bow section can be utilised for entertaining or fishing. Not only is it set up as a casting platform, but there is also an optional electronically operating table in the centre of the two forward side squabs. The squabs have fold away forward facing bolstered backrests and just to make sure there is something extra for the fishos, there is a couple of insulated fish boxes/storage bins as well.

The anchoring system is all concealed below decks with a throughhull system. The Canyon 376 doesn’t have any high bowrails, but it does have plenty of stainless rails placed at a convenient height from the transom to the bow, offering some security when moving about the boat, without being obtrusive.

MILLION DOLLARS OF QUALITY

“The Grady-White Canyon 376 is the ultimate under 40-foot outboard powered boat in the world”, says Stuart and it’s hard to disagree with him. It’s a boat that would suit someone who lives in Auckland and has a holiday home at somewhere like Great Barrier Island or maybe living in Wellington and crossing Cook Strait to the Sounds and wants to be able to get there in just about any sea conditions 12 months of the year.

With a price tag of around $NZ1 million there is a very limited market for the boat in New Zealand, but according to Stuart, he has had a lot of interest recently in both the Canyon 376 and also the Canyon 456.

The factory has so many orders for the Canyon 456 ($NZ2.2 million) that there is an 18-month wait for delivery.

The Canyon 376 is an exceptional boat and you unquestionably get what you pay for. Quality, performance and style it has it all and if I had a lazy million I would certainly consider owning a Canyon 376.

But then why muck around, I think I need to go straight to the Canyon 456... now that would be a beast!

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CLASSIC

KIWI BOATS from the

1980 s ’

In part two of our tribute to classic Kiwi boats of the past, we look at cruisers and launches from the 1980s, from significant one-off builds to a some of the most popular production boats of that era.

Elite 14.4 (see page 62)

56 PACIFIC POWERBOAT MARCH/APRIL 2019

I

n the 1980s the New Zealand launch and cruiser market were dominated by local builders, the majority still working in timber and plywood. However, near the end of the ‘80s, there was more and more turning to building moulds, and the Kiwi production boat market got underway.

Custom boat building was solid with more than 30 builders producing over 50 models, from 10m through to 20m. Leading grp production builders were Markline, Salthouse, Formula and Noblecraft Boats (Vindex).

Various builders such as Moderncraft were building Frank Pelin designs and Alan Warwick saw a number of his more radical creations launched. Apart from the Salthouse Corsair name, every one of the brands has gone, some moulds are still in use, but the majority have long since gone. The demise of the industry was accelerated with the market crash in October 1987 and the growth in imports.

In the mid-’80s the Riviera brand was starting to be seen in New Zealand through the NZ agent, Paraparaumu Boating Centre and Sports Marine were offering a wide range of Sea Ray cruisers. Other than that imports were a rarity.

We have a look at some of the more popular and interesting Kiwi boats built in the 1980s, many of which are still much sought after today on the second-hand market. There were plenty to pick from and the choice wasn’t an easy one, but in our opinion, all the boats listed deserved their place in the annals of the Kiwi boat building industry. We apologise for the clarity of some of the pictures, but as a lot of the images we could find were in black and white, we had to scan magazine covers, old adverts and some colour prints to get the pics we wanted. No digital in those days.

GENESIS 3100 EXPORT

There has perhaps been no other boat that has made such an impact and even after 35 years the Genesis 31 open sports is still a much sought after boats on the second-hand market. Unfortunately, some of the early examples were poorly built using custom wood interiors and the divinicell core resulting in delamination problems.

Basil Pollock built his first Genesis 32 flybridge in early 1976 and after about 35 hulls, including three aft cabin versions, the first open version, the Genesis 3100 Export was launched in 1985. Hull number one, Moonshadow was owned by Chris Moon and ran a single Ford with a Hamilton Jet unit. Will the jetpowered version was never popular it was twin Volvo Penta 4 cyl and 6 cyl Aquamatic diesel sterndrives that became the power of choice.

Below decks, there was sleeping accommodation for six adults, a large open style lounger with dinette, head shower and galley. This was a day boat with overnight capabilities, a massive cockpit for fishing and entertaining and had a great performance.

The diesel speed record was held at various times

by Genesis 3100/3200 models with the best being in 1995 with a speed of 43.90 knots. Power was a pair of Volvo Penta KAD42DP sterndrives. In 1988 a single Volvo Penta AQAD41 DP powered Genesis 3100 had a retail price of around $143,000 plus gst.

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CLASSIC

KIWI BOATS

CARTER 36

The mid-1980s saw the first Carter 36 hit the water and it was quite a boat. It looked fast, sleek and attracted the attention of the sports performance boaties. It was launched at a time that the open sports cruiser market was growing and while the Genesis 31 was the leader in the market, others that followed also gained their share of followers.

Max Carter designed the Carter 36 (10.9m) and was built by Hopwood Yachts, and from the start, he created the boat to take diesel sterndrives, outboards or jet units. The first Carter 36 was the timber hull mould, with a GRP deck but by hull #2 it was all grp. Not many were built, and they never gained the same status as the Genesis 3100. The 3.68m beam hull was also a lot narrower on the chine than the Genesis and didn’t quite offer the same amount of internal space. Most popular power was a pair of Volvo Penta sterndrives, from 165hp through to 200hp, which gave a top speed of 33-36 knots.

The layout was very traditional with a huge open cockpit, with a central cabin with a dining table and an owner’s cabin forward. There was, in fact, sleeping spaces for 6-8 depending on how you configured the layout - the galley as compact but very complete.

A great looking and performing boat that should have sold more than it did.

CIRCA AQUAJET

Another masterpiece from the design board of Alan Warwick, Circa Aquajet, an amalgamation of alloy, timber and the highest quality workmanship. In 1988 Circa Marine launched the $1.1 million Circa Aquajet into the market. It didn’t have an owner, but it didn’t take long to secure a buyer and the very distinct Circa Aquajet joined the growing fleet of Warwick designer launches and sports cruisers.

What was so unique about the boat was the power. Twin Hamilton Jet 361 units were bolted on the transom and coupled to a pair of 660hp 8V92TI GMs. A great combination that initially never entirely made the predicted top speed was indeed powerful enough. Top speed was 31.3 knots for the 17.5-tonne boat, which at the time was a few knots short of the diesel speed record.

Circa Marine In Whangarei used the boat as a showpiece for their abilities in both construction and fit out, with Circa Aquajet finished to a very high standard. The interior was divided into a master stateroom forward, two double guest rooms aft, a raised entertainment lounge and a lower galley with dinette.

The open bridge was designed for opulent cruising and entertainment. It looked different to any other performance flybridge cruiser on the market.

CLIPPER 42

In the 1960s, Tony Mason designed the incredibly successful Mason Clipper - the must-have powerboat of the 60s and 70s - which garnered him the nickname ` Creator of the Clippers’ worldwide.

In late 1979 he launched Alibi, the first of his Clipper 42’s, which was the cedar plug for the grp 42s to follow.

However, sadly only one boat, Crescendo was ever built in early 1980. Soon after Mason Marine closed and all the Clipper moulds ended up as landfill on a farm. The Clipper 42 was the epitome of excellence and a head turner on the water. It came with a large owner’s stateroom with an ensuite, a second head and an extremely spacious and comfortable main saloon. The lines were still very much

58 PACIFIC POWERBOAT MARCH/APRIL 2019

based on the Clipper 24 but on steroids.

Power was available with either twin inboards or sterndrives, with both Alibi and Crescendo starting life with sterndrives.

Alibi had a pair of Chryslers, with Crescendo running twin Volvo Penta 165 Duoprops. The all 12.8m hull had a beam of 3.7m and a displacement of around 9 tonnes.

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CLASSIC

KIWI BOATS FORMULA 4000

The Formula 4000 built by Alan Young Boats was a high-performance flybridge cruiser that gained a lot of attention when the builder started installing triple BMW or Volvo Penta sterndrives to be able to get the required horsepower to get the boat to run quick. Over the years all the triple engine packages have been replaced by twins of greater horsepower to achieve similar or even better speeds. Formula One was a popular boat in the late 1980s, with its twin Ford Sabre/Hamilton Jet power, which ran upwards of 40 knots.

Alan Young Boats was established in 1984 and in 1991 the name was changed to Formula Boats continued through until 1996 when Auckland based businessman Graeme Turner purchased the business. He eventually closed it down in 2013.

Alan Young Boats built around 50 Formula 4000s and the extended 4000L and is another much-loved boat on the second-hand market. Ten 4000Ls were also exported to Japan, which also saw a change from foam core hulls to

KENNEDY 46

The first Kennedy 46 was launched in 1983 and the second in 1984, with a total of ten built, until the last in 1994, when John Kennedy closed Kennedy Marine.

Designed by John Kennedy, the 13.9m Kennedy 46 was an all timber/ply construction and with a custom fitout. Power options varied with a pair of 250hp Volvo Penta TAMD 60Cs popular. These gave a maximum speed of 21.5 knots and a cruise around 16-17 knots.

The layout featured an owner’s aft berth and a second cabin forward, with plenty of different options available. The saloon had a central internal helm station flanked by plush squabs.

Centre aft was access to the flybridge and to starboard, it was down a few steps to the galley.

An interesting feature was that down aft there were no side decks, so maximum use was made of the 4.27m beam. There was a 2.2m cockpit and due to the aft cabin design a large top deck. As was accepted in the 1980s, there was a liberal amount of timber joinery and all finished to an exceptionally high standard. In 1985, a standard boat from the factory in East Tamaki, Auckland was around $360,000. John Kennedy also built a couple of 62ft and a 55ft versions to a similar design concept as the 46.

60 PACIFIC POWERBOAT MARCH/APRIL 2019

solid grp to pass the local Japanese marine requirements.

Keri Keri based boat builder Chris Bartlett has turned some older Formula 4000s into very modern and more practical versions with interior and cockpit redesigns.

MARKLINE 1100

Released in the early ‘80s, the Markline 1100 was one of Markline Boats most successful models with 156 built through the 1980s. The last 1100 was produced by the factory in 1988 when the owners, Questar Corporation went into liquidation.

Under new ownership, the 1100 continued to be built for some years after.

While twin Volvo Penta 165/200 sterndrives powered the majority of the 1100s, it is the handful of shaft drive models that are most sought after today. These were built for the Australian market, although a few managed to stay in NZ or have been re-imported back.

With twin sterndrives, the top speed was around 28/29 knots and with the shafts 26/27 knots.

The 1100 had a unique sun bridge with a centre steering position flanked by full-length sun loungers. Below decks, the Markline 1100 had two separate entertaining areas, the spacious saloon with dinette seating for six and the sheltered cockpit with a long overhang. This was a two cabin boat with a queen size berth in the forward cabin and twin singles in the guest cabin.

The 1100 was also the basis for the Markline 1300 which was formed from lengthening and adding more beam to an 1100.

Over 30, Markline 1300s were built.

CLASSIC

KIWI BOATS

SAMURAI - Elite QUESTAR - Warwick 72

In 1988, Alloy Yachts launched the Alan Warwick designed Questar, a luxury motor yacht that set new standards in contemporary design. It was regarded at the time as the country’s best example of a compact superyacht. Questar was the star attraction at the 1988 IMTEC boat show.

The layout featured all accommodation in the lower forward area, with a full-width large stateroom and twin guest cabins.

No full-width master in those days! Up the companionway to the main saloon, there was a starboard helm station with forward galley and loungers aft. The helm was equipped with the latest Furuno gear, and communications were from a Codan SSB, Sailor VHF and Mitsubishi cellphone.

Power was a pair of V8 Isotta Fraschini 1040hp engines which provided the 40 tonnes Questar with a top speed of 27 knots.

Most economical running was 17 knots. She carried 5000 litres of fuel and at 22 knots had a range of 500 nm. The hull was constructed of 5083 alloy plate.

The end of 85’ saw the launch of Samurai, Bill Upfold’s first commission which was designed and built for his parents. This was the vessel that kick-started Bills career as a designer and boatbuilder.

Samurai was a modern take on the bridge decker style featuring a multi-level internal configuration with accommodation forward and aft of the central saloon, access to the bridge was internal which was a rarity for this style of launch.

With twin V8 Cummins producing 320hp each, Samurai was considered a forerunner of the new breed of high house power launches starting to gain momentum. With a 26kt top speed and cruise of 22kt, she was amongst the fastest large launches of the day.

As with Emperor, Samurai was constructed using strip cedar core and fibreglass for the hull, ply and foam for the superstructure to produce a light and strong structure.

Samurai spent many years in Wellington and the Marlborough Sounds but now resides back in Auckland cruising the Hauraki Gulf. Over the years she has had a cockpit extension, a flybridge enclosure and most recently, the engines replaced with two new Cummins.

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CLASSIC

KIWI BOATS

VINDEX 350

TRISTRAM 28

While there was only one Tristram 28s produced, what is significant is it was designed and built by a young up and coming Hamilton boat builder, Lance Fink in the mid-’80s. Lance would go on to become one of New Zealand’s leading trailer boat manufacturers, with Tristram boats undeniably holding number one spot when it comes to reputation for quality and finish.

Interestingly when he built his own Tristram 28, he named it Tristram, after his son and that same dedication to the highest quality workmanship and finish was as evident back in the ‘80s as it is today with the Tristram brand.

Designed as a sizeable trailerable cruiser, with a beam of 2.51m, the Tristram 28 was a small compact flybridge cruiser that offered a surprisingly large amount of space.

There was accommodation for four, a generous size galley and copious storage. There were two steering stations and seating for three on the flybridge bench seat.

Power was a single Volvo Penta AQAD41DP, which gave the Tristram 28 a speed of 28 knots.

Vindex is a name that is cemented in the annals of Kiwi boat building. The first Vindex was designed by Jim Young in the 1960s and went on to evolve into many forms, with the highly popular all grp Vindex 350 in the early ‘80s.

Built by Noblecraft Boats, the first Vindex 350 was launched in 1985, and before the first boat was wet, the company had over 20 orders. In the first 20 months, 44 boats were sold, and some were exported to the USA. While externally the 350 was very much a traditional Vindex, the interior was all different, and it was constructed of all grp. It was one of the first local production boats to use exotic materials. It also carried a wider beam and new underwater sections.

The layout was very ‘Kiwi’ with a spacious and practical interior, liberal use of timbers and all accommodation forward. Alternative layouts and a handcrafted interior allowed for your personal touch.

Power was either sterndrive or shaft, with the first of the 350 LTDs running a pair of BMW D 190Z. Traditionally it was a pair of Volvo Penta 165hp Duoprops, which gave a top speed of 25 knots. Starting price for a new single-engine version was around $195,000. The Vindex 350 is still one of the most popular flybridge cruisers of its size on the second-hand boat market today.

Noblecraft went on to build the Vindex 375 and the Vindex 470, both to Jim Young designs.

EMPEROR - Elite 14.1

In 1989 designer Bill Upfold saw his second creation launched, the 14.1m Emperor, which was bigger than his previous Samurai. By the end of the ‘80s, he had three of his designs in the water and another underway. The Elite Marine Design portfolio was starting to grow. Today Bill Upfold is one of this country’s most popular designers.

Samurai showed what he could do, and the Emperor was further evidence of his exceptional talents as both a designer and builder. Both hulls were constructed with strip plank cedar and triaxle glass, plus ply and foam used above the deckline.

Twin 555 Cummins powered Emperor, and the top speed was around 25 knots, just one knot slower than the smaller Samurai with the same power. Emperor featured an enclosed flybridge, which was starting to become popular. The design was a combination pilothouse, aft cabin cruiser and bridge decker and set the trend for a lot of Elite designed boats that followed.

The interior was finished in teak and leather and to a very

62 PACIFIC POWERBOAT MARCH/APRIL 2019

high standard. Situated in the main companionway from the cockpit to the saloon where the galley and the owner’s stateroom opposite.

The saloon didn’t have the complication of an internal helm as that was already taken care of on the Pilothouse.

This was a three cabin two bathroom boat that could comfortably sleep six, Emperor has never changed hands and is still owned by Bill and his family.

RICOCHET

One of the most prolific custom boat builders in the 1980s was Modern Craft Boats in Glendene, Auckland. While the company had a reputation for building endless numbers of Frank Pelin designed flybridge cruisers, it was some of Don Webb’s designs that attracted a lot of interest.

One of those was the 15.8m Ricochet, a triple skin Kauri flybridge cruiser that was designed with rough water performance in mind as the owner liked getting out to Great Barrier and the Moko Hinau Islands in a hurry. Power was twin 375hp Caterpillar diesels which gave a top speed of 25.4 knots and a cruise of 20 knots.

The layout was very much what the owner wanted with a large boarding platform and open cockpit for fishing. The interior was all painted grey with no natural timber apparent. The accommodation was provided in port and starboard guest cabins with twin singles and a large forward owner’s stateroom with a double berth. An interesting feature of Ricochet was the engine room access via a door in the shower.

It had a timeless style and looks that would never date. Modern Craft had a reputation as one of the best custom boat builders of their time and Ricochet certainly reflected that.

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SALTHOUSE 53

Gold Cat built by Kevin Barnard the first grp moulded Salthouse 53 was launched in 1987 and was later followed

by Moet, Philidelphia and Scorpion, which all had some variations in their topside styling. The layouts were all very much customised by the owners who along with designer Bob Salthouse worked to achieve some exceptional arrangements.

The interiors were very traditional with accommodation forward with three cabins and either one or two bathrooms.

The saloon was split between an aft galley and forward dinette and an optional lower helm. Some owners preferred to only have a flybridge helm, with either clears or hardtop. Power options varied, with 1200hp good for 32 knots. Popular were twin 3208 Caterpillar diesels.

By the time Gold Cat was built, close to 20 of the ‘50 Series’ ranging from 45’ to 54’ had been made in either timber or alloy. But it was the all GRP Gold Cat that set the brand up to become one of the true Kiwi classics. Kevin Barnard sold the moulds back to Salthouse Marine Group in 1996, and a further 35-40 boats were built.

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WWW.BOAT M AGS.C O M 63

CLASSIC

KIWI BOATS

VINDEX 3000

The first GRP production Vindex 3000 was built by John Senior and Senior Marine at Silverdale, Auckland in 1988 and named Barco Nostra. Before that, there were two cedar planked hulls built, one being Tony Mair’s Energizer sports boat. Barco Nostra, designed by Jim Young was powered by a single Volvo Penta AQAD41DP producing 200 hp and gave the Vindex 3000 a top speed of 29.2 knots. If that wasn’t fast enough, you had the option of twin four cyl AQAD41 DPs which would bump the speed to around 33 knots.

Inside was a compact helm in the saloon, with another helm on the open flybridge and a layout that included an aft galley and twin loungers. Accommodation saw three single berths to starboard and an owner’s cabin forward. However, many different arrangements were chosen as the boats were very much custom finished. You would have paid around $175,000 for a standard boat in 1988.

Seventeen Vindex 3000s were built between 1988-1992, when the moulds were sold to Formula Cruisers, who later moved them on to Superior Boats and in a much-modified form the hull is still available today as the Superior 1050 through Superior Boats.

RANGER 35

The Ranger 35 grew out of the demand for a luxury displacement cruiser that would be ideally suited to both private and charter use. Loosely based on the famous Grand Banks styling, the Frank Pelin design was in a class of its own.

Built by Oceancraft Marine, the Ranger 35 took on other local displacement cruisers such as the Sterling and Warwick.

Oceancraft Marine was formed to build the Ranger 35. The first boat went into the water in 1986 and was immediately followed by two more. In all seven were made, with four into bareboat charter and two extended to 37ft. Power options ranged from single Fords and Cummins, from 135-210hp. A Ford 135 gave a maximum speed of 11 knots.

The boats were all built from male moulds, and the layout was intended to suit the charter market, with a sizeable open flybridge, a saloon that was designed to offer the best in living space and entertaining. However, there was the option to customise the interior, so the first couple of the boats provided very different layouts.

The Ranger 35 was sold as a key start package with a driveaway price of $268,000.

SALTHOUSE CORSAIR MK11

Designed by Bob Salthouse, the Corsair MK11 was very similar in some respects to the MK1 version, retaining much the same hull but a redesigned interior. One of the main reasons for the change was to make the boats more price competitive by using a lot fewer moulds and also reduce the weight. The Corsair MK1 was released in 1974, with 62 boats from the mould. By the late ‘80s, Bob had sold over 50, of the Corsair MK14, with over 20 being the flybridge version and business was brisk heading into the 1990s. In total 60 MK11s were built with a 40/600 split between flybridge and aft cabin layouts.

The forward cabin was fitted with four berths, with the lower converting to a double. The head compartment was increased in size in the MK11, and there was more locker space. A significant difference was the lower forward galley which was enlarged to almost twice the size of the MK1 and replaced the previous twin berth layout. The aft cab was now situated under the raised cockpit sole.

A stairway from inside lead up to the bridge deck where the single helm station was found. The MK11 Corsair

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was one of the few bridge deckers that offered a full-sized cockpit as well. Popular power was twin 150hp Cummins 4BT engines through shafts, which gave the boat a top end of 24.5 knots. If you wanted sterndrives were also available.

With the Twin Volvo 165 duo props, they had a top speed of 30 knots plus, and both the Police and Customs used them successfully as patrol boats too.

The last Corsair MK11 was built around 1990.

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BOAT REVIEW

BUCCANEER 550 ENFORCER

CLASSIC KIWI RIB It was almost 12 months to the day that I first experienced a Buccaneer Enforcer RIB, when I ran the 640 Enforcer, Buccaneer’s first ever RIB. I was in the Bay of Islands over the Xmas break and by chance I was back in the Bay for a few days this summer when I got a call from Buccanner’s, Gerry Gerrand who told me he had the first 550 Enforcer in the water and would I like to have a look at it.

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Text & Images by Barry Thompson

By utilising the 640 Enforcer as a baseline, the smaller 550 Enforcer encompasses a lot of the same layout and styling.

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BOAT REVIEW

BUCCANEER 550 ENFORCER

The Buccaneer 550 Enforcer is a true Kiwi RIB.

The 550 Enforcer is rated from 60-130hp.

H

appens that where I was staying at Waipiro Bay was only a short distance across the water to Urupukapuka Island where the 550 Enforcer was moored up alongside Gerry’s Formula 4000. As he did last year, Gerry had taken the all new model away to appraise for himself before putting it on the market.

“Even before I got the first boat finished we had three orders, so I needed to be sure that when we did start producing them in the new year, they were 100% right, he added.

“This is very much a prototype, but after using it for a few weeks I will not be changing much, apart from the prop size”, said Gerry. By utilising the 640 Enforcer as a baseline, the smaller 550 Enforcer encompasses a lot of the same layout and styling, albeit compacted. The tube diameter is smaller than the 640, reduced from 500mm to 450mm aft and from 450mm to 400mm forward. The tubes are supplied and fitted by Southern Pacific and you have the choice of Hypalon or PVC. The PVC is all welded and the only glue is where it joins the 75mm hull flange. Two thirds of the tube is outside the chine which gives you the advantage of maximum internal and external beam.

COMPLETE CONSOLE While the console is similar to the 640 it is narrower but still has space behind for two people to sit behind a very solid Perspex screen. The dash is the same as the 640, and while our boat had a Lowrance 9” MFD, there is room enough for a 16” MFD. You have the choice of digital or analogue gauges and there is a raised eyebrow to mount either.

We also had a GME VHF and a matching GME AM/ FM Bluetooth stereo. Due to a space issue, the engine controls are mounted on the outside of the console. I found them surprisingly easy to use and in the perfect position when driving.

While there was an console opening on the 640, on the port side of the helm for access to a dry storage area inside the console, this wasn’t possible in the 550.

Some of that space has now been taken up with shelf space. Gerry commented that they my incorporate this in the 640 as there is still plenty of access forward and it makes a better use of the space with the storage shelves. Access to the area in the console is behind the console bow seat where the entire front lifts up for easy entry.

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The open bow is perfect for soft baiting.

Under the transom seating is storage and the battery.

The flip back helm seats mean you can have one forward and one aft when towing water toys, or both forward while fishing and waiting for the bite. The overhead soft bimini also offers good shade, which I appreciated as during the test day the temp was up around 28 deg. A sturdy stainless steel Manta fold down T-Top can also be fitted with all-round clears for maximum protection from the weather. It’s sturdy enough to tow the wakeboard from. The twin seats are mounted on a moulded storage box with a large rear hatch. Great spot for fenders and your fishing tackle.

The 550 in fact offers more seating than the 640, due to the moulded jump seats either side of the engine well. Again, this is something that may now appear in the 640. Under the transom seating is storage and the battery. The stainless ski pole is also used to mount the bait board and there a rod holders built into the rear deck either side. Other rod storage is overhead as being a RIB, coaming mounted rod holders are not really an option, unless you have a Railblaza system.

Centreline under the cockpit sole is a 100 litre fuel tank (optional 130 litre) and a wet locker aft that is large enough for a 25 litre tote tank. Due to the boat being in the water for quite a few weeks and well away from a handy fuel pump, Gerry had the 130 litre as well as a tote tank full. Based on our figures after we got back from the Bay and with the prop changed to a Spitfire X7 19”, the standard 100 litre fuel tank provides a 100nm plus range at a reasonable cruise. speed. Push the throttle down and the Mercury 90 topped out at 32.4 lph @ 5550 rpm, which is still very acceptable.

I have an identical Mercury 90 4S on my 4.8m McLay Fortress so I wasn’t surprised at the grunt this engine has and also how quiet it runs right throughout the rpm range.

The 550 Enforcer is rated from 60-130hp, with the 90hp being the pick of the size for me. Still enough power and torque to tow tubes, wakeboards and skiers and economical. As for the handling, the 550 Enforcer is WWW.BOAT M AGS.C O M 69

BOAT REVIEW

BUCCANEER 550 ENFORCER Clockwise: The anchor locker is in the floor below the forward storage locker.

While the console is similar to the 640 it is narrower but still has space behind for two.

The side decks are wide enough to walk around the console.

S P E C I F I C AT I O N S Boat Design Name: Price As Tested: Type: Construction: LOA: Beam: Deadrise Towing Weight: Height on Trailer: Test Power: Top Speed: Propeller Power Options: HP Range: MFD: Fuel: Manufacturer:

Buccaneer 550 Enforcer $56,446 Centre Console RIB GRP Hull/PVC Tubes 5.50m 2.50m 21 deg 1140 kg 2.95m Mercury 4S 90hp 34 knots 18” Outboard Only 60–130hp Lowrance 9” 100 L (standard) Buccaneer Boats Ltd Ph +64 07-849 7129 gerry@buccaneer.co.nz www.buccaneer.co.nz

FUEL & PERFORMANCE DATA Fuel capacity: 100 litres RPM Knots L/h L/NM Range (NM) 1000 4.5 2.2 0.490 180 1500 5.6 4 0.720 120 2000 7.0 6 0.860 100 2500 8.7 7.8 0.900 100 3000 12.0 10 0.840 100 3500 19.5 12.6 0.650 130 4000 24.3 16.8 0.700 120 4500 27.8 22.2 0.800 110 5000 30.8 25 0.820 100 5550 34.0 32.4 0.960 93 L/NM is calculated to two significant figures and rounded up. Range is calculated to two significant figures and rounded down.

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very predictable and easily driven and didn’t really need any more than the 90hp we had on the transom.

Based on the 525/530 hull, it’s still not a big boat, although you do have extra beam and length due to the tubes and these certainly make a difference when it comes to stability at rest (rear of the tubes are sitting on the water) and underway.

While the hull length of the 530 Esprite is 5.21m and a beam of 2.14m, with the tubes added to the 21 deg GRP hull, that increases to 2.50m beam and an overall length of 5.50m. When I went forward I opened up the forepeak hatch which I assumed was the anchor locker, only to be told by Gerry that no, that was the rope storage locker, with the much larger anchor locker down in the cockpit sole. Ten metres of chain and 100m of rope fit in easily.

While there was no capstan on the boat, Buccaneer do offer it with a stainless steel tow post with a top mounted capstan. There is a bow roller and the option of an anchor platform with bollard and fairlead.

GENERAL PURPOSE The Buccaneer 550 Enforcer is a true Kiwi RIB, designed to be as versatile is possible, so that it doesn’t matter if you are fishing, diving, wake boarding or using it as a tender, the boat is ideally suited to any task. It comes with a great pedigree, with both Buccaneer and Southern Pacific highly respected and well established in their respective areas of expertise.

If you liked the 640 Enforcer but thought it was too big for your needs and out of your price bracket, then consider the 550 Enforcer which is around $11,000 less for the basic boat, has a single axle trailer and runs a lot less horsepower. Overall package is way cheaper and you are still getting a reasonably large RIB, which will be cheaper to run.

Maybe I better get back to the Bay of Islands, same time same place next year and who knows I might see the next Enforcer to join the Buccaneer RIB stable.

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DOCKING

MADE EASY

PA R T T W O

THE JOY of the

JOYSTICK

72 PACIFIC POWERBOAT MARCH/APRIL 2019

Docking a boat has never been so easy, thanks to recent advancements in electronic integration. Ever since Volvo Penta introduced joystick docking over a decade ago, the word has spread, and today many companies are offering their versions. In part two of our docking feature we look at joysticks.

Developed by Volvo Penta about 13 years ago, joystick steering has the ability to link engines, gearboxes, steering and thrusters (if installed) together to form an intuitive unit that allows you to dock by simply using a simple control joystick.

The joystick allows you to gently move your boat around on any angle with the finest of tolerances, allowing you to quickly compensate for wind, drift, neighbouring vessels and fixed structures. We look at some of the more popular models available.

VOLVO PENTA

Volvo Penta virtually invented the joystick for recreational boating. Over the years more boat brands and more boats have been built with Volvo Penta joystick software than any other. Volvo Penta first introduced intuitive joystick manoeuvering to pleasure boat system in 2007 and then applied this technology to its twin sterndrive propulsion packages in 2010.

Software in the Electronic Vessel Control (EVC) system transforms the driver’s joystick movements into steering angles, gearshifts and throttle positions for intuitive

manoeuverability at both low and high speeds. With Volvo Penta’s system, the throttle and gear sticks must be in neutral to activate the joystick system which requires that the “Docking” button on the base of the unit be pushed. This is an important safety feature and means that the joystick will not be accidentally engaged.

When more docking power is needed, another button can be pushed which raises the engines.

By turning one sterndrive lower unit or pod to port with forward thrust and turning the other to starboard with reverse thrust, a joystick system makes the boat go directly sideways to starboard, or vice-versa, even varying the sideways thrust based merely on how far the joystick is pushed. Varying angles and rpm can combine sideways thrust with movement forward or back, and even simultaneously rotate the boat along its keel.

Joystick Sterndrive is an adaptation of IPS, with Volvo Penta developing new software for the sterndrive system. The concept is the same, but getting a boat to respond predictably to a joystick by using two sterndrives mounted close together abaft the transom is much different than getting an inboard boat to react by using drives tucked underneath, much closer to a boat’s natural pivot point.

Up to six Joystick Docking stations can be installed on the boat for maximum flexibility. The system is designed to reduce the number of wires and connectors for easy installation. The primary sterndrive joystick system has had ongoing development over the years. But engine choices have expanded, and Volvo Penta now offers the ability to retrofit a joystick in some instances to pods only and is not available for sterndrive refits.

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DOCKING MADE EASY

PA R T T W O

TWIN DISC EJS

SEASTAR OPTIMUS 360

SeaStar Solutions has created a retrofittable Optimus 360 Joystick Control System that is compatible with twin, triple, and quad outboards, depending on the brand.

Optimus 360 gives your outboard boat a whole new dimension of control. By developing the joystick function to be intuitive, Optimus 360 allows you to move your boat not only forward and back, but also sideways, by pushing the joystick to the left, or to the right, and even, rotate on a dime, all with a simple twist of the joystick. Basically, it replaces the conventional outboard controls and cables with fly-by-wire electronics.

Optimus 360 is designed for low speed manoeuvering, and really excels in the marina, when pulling in and out of your slip, or when docking. Intelligent programming minimalises the amount of shifting required to complete a manoeuvre. Optimus 360 steering/shift/throttle control system is engineered for powerboats with electronic shift and throttle engines, allowing you to use the existing electronic controls.

Optimus 360 connects to the existing control head with closed loop processing, providing a very seamless integration. With progressive throttling, the joystick becomes a natural extension of your hand. A light push on the joystick provides minimal thrust while more thrust can be applied by pushing harder on the joystick. The boost mode increases the RPM to give you more thrust when needed.

The Optimus 360 offers Intuitive high precision joystick docking, is autopilot ready and dual station comapible.

By running a tiebar between the engines there are less components and less cost less cost and is available as a retrofit or for new engine installation.

Optimus 360 suits most twin, triple and quad engine outboard boats - electronic and mechanical controlled and single and twin helm station yachts.

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Released in 2011, the Twin Disc, Express Joystick System (EJS) instantly actuates engines, transmissions, propellers and thrusters, in proportion to the pressure you exert. You can point the bow in any direction without moving from a fixed position. The EJS adds thruster control to the slow speed capabilities and directional manoeuvrability of the QuickShift/ EC300 system and consolidates it all at your fingertips.

When you reach open water, you just push a button to transfer control from the EJS to the EC300 control head levers for cruise running. The ergonomically designed joystick provides intuitive touch and exceptional responsiveness to direct your boat where your mind wants it to go. It is specially designed for shaft drive diesel power packages to give owners virtually the same response as a pod drive system.

At the core of the Twin Disc Express Joystick System is the Twin Disc QuickShift transmission with EC300 electronic controls.

The QuickShift transmission possesses proprietary technology that allows instantaneous but gradual loading of the clutch to provide various and infinite degrees of engagement - all in a matter of milliseconds. This capability permits smooth shifting from neutral to forward or reverse, or even from full forward to full reverse. No more lurching, lugging, clunking of the driveline and the boat as it goes in and out of gear.

The QuickShift transmission’s ability to shift so quickly, smoothly and reliably in any direction makes possible the application of joystick control to conventional driveline systems. It enhances safety, comfort, enjoyment and driveline protection.

Add the Twin Disc EC300 controls featuring Express mode and you now have unparalleled slow speed control using familiar lever heads. This Twin Disc QuickShift transmission with EC300 controls is a precision manoeuvering system proven for years on all types of vessels.

In Express mode, each lever lets you instantaneously shift from forward to reverse and control prop speed down to 50 rpm while the engine remains at normal idle speed. You can more accurately and comfortably manoeuver the boat under all slow speed conditions by just using the control levers. They are that precise, responsive and intuitive.

Twin Disc also has what they call the EPS system which is an option exclusively for shaft drive boat owners who have the company’s Express Joystick System (EJS) in place. It can be supplied with a new build or can be retrofitted. A dedicated GPS determines your location and heading, then instantly directs the Twin Disc QuickShift transmissions and proportional hydraulic thrusters to achieve those coordinates. Working in conjunction with the EJS, It enables boat owners to ‘virtually park’ their vessels in whatever position they like and the system will maintain station.

boatinglifestyleadventure

®

STAGE 1:

STAGE 2:

STAGE 3:

STAGE 4:

EPS SMART CYLINDER

360 JOYSTICK STEERING

GPS ANCHORING

AUTOPILOT

DOCKING MADE EASY

PA R T T W O

ZF JMS

ZF use their control system SmartCommand as a base, and subject to the vessels design and operating requirements (qty thrusters, working conditions - external factors like tide & wind) they can add the JMS (Joy-stick Manoeuvring System) and then upgrade further with functions like i-Anchor and i-Drift. All to suit a buyer’s actual needs related to the specific operational requirements.

Then, enhancing even further for pleasure boat applications is the ZF SteerCommand, which is linked into the SmartCommand control system for improved steering as “fly by wire”, so eliminates messy hydraulic system requirements.

ZF’s Easidock ensures positive clutch response resulting in smooth and precise manoeuverability in confined areas.

Easidock provides the ability to modulate clutch engagement and control engine speed to obtain the optimum propeller speed for a safe docking. SmartCommand’s CANbus communication perfectly synchronises engines in all modes without the need for dedicated buttons or switches.

As the vessel operator directs the joystick in any direction or combination of courses, the JMS system incorporates propeller thrust and varying amounts of thrust from the bow thruster. Proportional control of the thruster means smooth engagement and only as much thrust as needed to move the vessel in the desired direction. Proportional thrust, combined with an electronic compass tied to the main JMS control unit, means there is no vessel yaw during sideways movement.

ZF Marine’s patented iAnchor station-keeping functionality is also available. With the press of a button, iAnchor will compensate for wind and current, holding the vessel’s position to as little as a 1m radius depending on external factors at the time of operation. i-Drift is the latest development to the control system, this allows the ability to control drift speed and direction when the vessel is in windy conditions, or active current. It’s the perfect solution to keen anglers when kite fishing, bottom fishing or game-fishing as some examples.

76 PACIFIC POWERBOAT MARCH/APRIL 2019

YAMAHA HELM MASTER

Yamaha’s joystick system is called Helm Master which works like the ones available for inboard engines. The revs of the engines will match the request, the movement sensors detect any input and the ECU decides the output and the direction of each engine, independently, in order to move the boat in any direction.

Beside the joystick, the remote box and the ignition panel include the automatic trim assist, the anti-theft system, the chance to control engines and trim angle with a single lever, and a speed-sensitive clutch on the wheel.

Twist or apply pressure to the joystick in a given direction and the engines respond instantly, with thrust that mirrors the amount of movement you input via the joystick.

Intuitive joystick maneuvering allows you to move your boat in forward, reverse, laterally left or right, on a diagonal or to pivot it 360 degrees in place.

This fully integrated boat control system includes an enhanced binnacle control, a streamlined digital display, push-button start/stop switches, an RFID key fob and an innovative joystick.

It’s the joystick that moves the large craft in surprisingly agile ways.

Now, Yamaha has made boating even more effortless with the latest version of Helm Master’s SetPoint modes. Fine-tuning your position while in StayPoint, FishPoint and DriftPoint using just the joystick is now possible, as well as Pattern Shift for more precise operation below standard in-gear trolling speeds. Boats with earlier Helm Master systems will require additional components and updated software.

The new Joystick can work for two, three and four engine installations and is compatible with the digital electronic controlled engines (DEC) from F150 right up to 425XTO.

NEW AND IMPROVED

Joystick

Piloting for Outboards

Total control at your fingertips Mercury’s Joystick Piloting for Outboards enhances virtually every aspect of the boating experience, delivering ultimate confidence through effortless intuitive and total boat control.

Mercury’s Joystick system – designed for two or more Verado-powered vessels and personalised for each boat model – was the industry’s first for outboards, and it remains the best-selling joystick system.

JOYSTICK PILOTING WITH 360-DEGREE CONTROL

DRIFTHOOK

• Simply and efficiently move your boat in any direction – sideways, diagonally, forward, backward or rotating in place, including combined commands, such as simultaneously rotating and moving sideways with the touch of your fingers • Dock or maneuver with confidence in tight spaces despite wind and current • Maintain a set position with the push of a button • Throttle, shift and steer with a single hand • Quieter and more capable than competitive systems • SmartCraft® Digital Throttle & Shift (DTS) and electro-hydraulic power steering

HEADING ADJUST

• System can be maintained while boat is in the water • Mercury’s engine-matched warranty provides confident boating for years to come • All components manufactured and fully integrated by Mercury Marine • Each joystick has its own custom personality built for each boat, to ensure that its joystick works to its best ability

SKYHOOK® DIGITAL ANCHOR • Uses GPS to maintain position and heading – despite wind or current – with the push of a button • Holds steady in tighter areas and wanders less than other joystick systems

JOYSTICK FUNCTIONALITY • Easy positioning of the boat sideways (drifthook), at an angle (heading adjust), or rotating in place (bowhook) • Intuitive proportional control of thrust and speed • Hold prolonged low speeds through no-wake harbors • Auto trim sets engine trim at optimal level when joystick is engaged Joystick is available on Verado outboards, MerCruiser & Diesel engines.

To learn more visit: www.mercurymarine.co.nz

BOWHOOK

DOCKING MADE EASY

PA R T T W O

RAYMARINE DOCKSENSE COMPLETE CONTROL FROM ANYWHERE ONBOARD DOCKMATE uses the latest advances in wireless remote control technology to provide superior range and reliability, operating on digital frequency across 20 channels.

With the DOCKMATE system, a boater is able to leave the helm and get a much closer look at his surroundings in marinas and other tight quarters, while still in complete control of the boat’s movement, resulting in stress-free docking.

The Twist Joystick remote offers fully proportional control and provides ultimate control and ease of use. Also compatible with POD drives, including dynamic positioning function.

Wireless Control of Twin or Single Engines Bow & Stern Thrusters Anchor Winch & Horn

09 415 8303 www.lusty-blundell.co.nz 78 PACIFIC POWERBOAT MARCH/APRIL 2019

Raymarine introduced its new DockSense assisted docking system at an exclusive press event at boot Düsseldorf in late January.

Described as the marine industry’s first intelligent object recognition and motion sensing assisted docking solution for recreational boating, DockSense automates and simplifies the boat docking experience for boat owners and captains.

The system uses FLIR machine vision camera technology and video analytics to integrate intelligence gathered from surrounding imagery with the vessel’s propulsion and steering system to assist boat owners in tight quarter docking manoeuvring.

The DockSense system is designed to augment a captain’s boat handling skills using the system’s Virtual Bumper zone technology around the vessel. Should an object like a piling or another vessel encounter the Virtual Bumper, DockSense automatically introduces corrective steering and throttle commands to avoid the object and assist the captain in guiding the vessel to the dock.

DockSense uses global positioning system (GPS) and attitude heading reference system (AHRS) position sensing technology to compensate for the effects of wind and currents, ensuring the vessel enters the dock without drama or costly collisions. The Raymarine DockSense system includes multiple FLIR machine vision cameras, a central processing module, and the DockSense App running on Raymarine’s Axiom navigation display. The system integrates with modern joystick propulsion systems, providing assisted steering and throttle commands to help captains make a smooth arrival.

The Raymarine DockSense solution will give boat owners the confidence to dock safely and will simplify the boating experience and make boating accessible to a much larger audience.

This solution will give boat owners the confidence to dock safely and will simplify the boating experience and make boating accessible to a much larger audience.

SIDESHIFT

Sideshift is a revolutionary bow and stern thruster technology that offers an affordable, powerful, and easy-to-install thruster that comes with wireless joystick so no control wiring is required.

The big difference between the Sideshift thrusters and conventional thrusters is they are externally mounted. The propellers are in direct contact with the water, providing an instant response when seconds count. Also, the external mounting system places the thruster further forward, or astern on the boat. This provides a pivot-point advantage and a more immediate response.

Unlike tunnel thrusters that have the motor mounted inside the hull producing significant noise and vibration, Sideshift thrusters are silent and vibration free. By combining both the Sideshift externally mounted bow and stern thrusters you can dock easily by using a wireless remote key fob or a single wireless joystick.

The smarter way to Easy Boating Pioneering joystick control

MERCURY MARINE JOYSTICK PILOTING

Mercury Marine offer joystick piloting for sterndrives, Zeus pods, inboards and outboards. Mercury is the first and only engine manufacturer to offer joystick piloting on outboards, petrol sterndrives, diesel sterndrives and pod systems.

Mercury Joystick Piloting systems totally take the stress out of one of the most stressful parts of boating, all with a gentle nudge of the joystick.

The system is suitable for Axius and MerCruiser and Mercury Diesel applications, boats from 8m to 14m and Zeus for larger boats powered by pod drives. Joystick Piloting for outboards, is designed for dual, triple or quad installations of 250 and 400hp Verado outboards.

Joystick piloting systems are compatible with SmartCraft Digital Throttle & Shift (DTS), as well as electronic/hydraulic power steering.

Mercury’s patented Joystick Piloting System delivers 360 degree directional control. The Skyhook digital anchoring system holds your boat in a fixed position regardless of wind or current. Active Trim is the only auto-trimming program that uses GPS and speed. SmartCraft DTS (Digital Throttle & Shift) delivers precise handling and total control. It also seamlessly connects with compatible displays and features automotive-style power steering.

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

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

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

Distributed by Volpower NZ Limited For New Zealand & Pacific Islands Ph. 0800 865 769 or 09-2744305 www.volpower.co.nz WWW.BOAT M AGS.C O M 79

BOAT REVIEW

LEOPARD 51PC

The saloon has vast volume from the vertical bulkheads and lots of floor space for aft galley, nav station forward and versatile lounge.

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Text by Kevin Green

FAST

FLAGSHIP

Leopard was an early adopter of the power catamaran concept and it’s experience clearly shows in its flagship 51PC, writes Kevin Green.

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BOAT REVIEW

LEOPARD 51PC

Designers Simonis-Voogd combined stylish aesthetics with an efficient power hull.

D

ealers are always happy with popular models so with hull number 100 launched the Leopard 51PC is a well proven boat with four already in Australia since its 2015 inception. Along with the smaller sibling the 43PC these boats represent the South African builder’s offering for both the recreational and the charter markets. The hallmark of the entire range, that includes the competent Leopard 45 sailing cat I took out last year, is a sturdy build designed to survive the rigours of charterers and cavalier owners alike. The other attractions for the 51PC in particular are seriously powerful V8 motors built into the dedicated hull; that can have four large cabins plus an enormous flybridge. These were a few of the reasons the owner of our Sydney based review boat found for choosing the 51PC after looking closely at the other two market leaders, Lagoon and Fountaine Pajot.

LOADS OF LIVING SPACE

Three levels of living space plus cockpits fore and aft means you could invite your local footie team for a barbecue and still have room for the opposition as well. Towering over proceedings is the huge flybridge that extends to the aft of the 51PC. Climbing up here 82 PACIFIC POWERBOAT MARCH/APRIL 2019

via the wide and gently inclined stairway from safely inside the aft cockpit brings me to a covered area with lounge that seats eight, along with wet bar. It includes an electric plate and there’s an optional ice maker and fridge. Offset to port at the front is the steering console, with a lip ahead that is a sunbathing platform and also shades the forepart of the saloon and front cockpit. Sturdy railings all round, including on the wet bar are welcome while the tall fibreglass bimini makes it a weatherproof perch and clears can be added if you don’t mind the windage.

At the console a double bench with reversible back works for both navigation and at rest. The dashboard is dominated by Raymarine instrumentation which includes the Axiom9 plotter, autopilot and VHF radio. Throttle controls are twin electronic levers and includes high and low power levels for close manoeuvring. To the right of the hydraulic steering wheel is the Yanmar display showing fuel burn and temperature. A Fusion system supplies the zonal entertainment throughout the cavernous 51PC.

VERSATILE SALOON

Apartment like living is revealed when you enter the saloon thanks to the 7.64m beam creating a vast space to relax, cook and navigate in. The galley adjoins the aft deck so ideal for serving the outside diners while

at the front is the navigation station and lounge offset to the right. Versatility is feature of these boats and demonstrated well on the 51PC with the U-shaped saloon benches that lower to become a day bed. My only gripe was all the sharp edges on the laminated woodwork, a similar problem I encountered on the 43PC. The optional throttle on the navigation station avoids a trek to the flybridge so a good idea. Also the Raymarine phone app can give you navigation anywhere on the boat and the wireless remote will control the autopilot. The L-shaped configuration of the galley allows several cooks to use the three burner stove/oven with deep double sinks in the latter, a most useful feature. Perishables are in twin Vitrifrigo fridge/freezer drawers on the starboard side with cupboard space all around. Also here is the extensive switch board (shore power, DC, batteries, pumps and optional generator controls (not fitted).

There is also an option for a complete digital switching monitor that controls all the electrics from engine monitoring to lights and accessories on a single Raymarine display.

PRIVATE SUITE

Stepping down into the starboard hull brings me to the owner’s suite. Closed-off by a sliding door, there’s a double berth (1.47m x 2.0m) aft, office table/vanity midships and large bathroom forward.

The shaft drive layout dictates that the engines are beneath each aft bunk and are accessed by an electrically powered motor that lifts the bed base.

Nice touches in the owner’s berth include adjustable reading lights, a spacious hanging locker

and most importantly, plenty headroom. The aft facing windows is another good feature that the skipper particularly will enjoy. A moveable stool at the vanity ensures the floor space is kept clear.

Quality features abound such as sturdy fittings and a high standard of joinery throughout. The owner’s bathroom is spacious with shower cubicle separated by a perspex door and electric saltwater head.

Portside, the layout has two bathrooms central and berths fore and aft. The forward berth contains an inner second bunk, ideal for a child while aft is a substantial double; and with plenty volume to avoid stuffiness. Other features include ample lockers, bookshelves all around, and storage under the forward berth. Ventilation is good throughout with Lewmar hatches topside, electric fans and opening portlights. Both 3-cabin and 4-cabin versions have space in the fore peaks to take additional single berths or heads.

Clockwise: The tall flybridge and spacious aft deck gives the Leopard plenty of usable space.

FOREDECK COCKPIT

The aft cockpit is sheltered and the outside diners are right beside the galley for convenience.

On deck, the entire aft cockpit is sheltered by the flybridge and the elongated hulls create bathing platforms on both quarters. Underfoot, Flexiteek decking gripped my deck shoes but I’m not sure how heat resistant this may be as our test day was cool. Leopard’s trademark electric davits allow for easy retrieval and launching of the dinghy.

For outside dining in the aft cockpit there’s the U-shaped bench with fibreglass table plus another bench to starboard; and swinging backrests give access to lockers The sliding doors allows food to be quickly passed out from the adjoining galley.

Forward in the saloon is a sturdy door leading to

The flybridge area is exceptionally large.

The guest fore cabin has a space around its foot and ample shelf space plus that all important skylights for ventilation.

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BOAT REVIEW

The Leopard 51 Power Cat can cruise in trawler mode or fast cruise.

LEOPARD 51PC

the bow cockpit, which is a signature Leopard feature intended to fully utilise all deck space safely. Here the waist deep cockpit has large scuppers and seating to enjoy the thrill of speed safely or for privacy at anchor; and gives quick access from the foredeck and surrounding lockers. With the foreward cockpit door open there’s great air circulation through the saloon.

Deck fixtures are substantial all around including sensible midships cleats and handrails/grab rails everywhere an owner or guest is likey to reach. Other good features include corner seats integrated into the forward stanchions and flush hatches which leaves the foredeck clear for sunbathing and relaxing.

DEDICATED HULL DESIGN

S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: Designer: LOA: Beam: Displ (Dry): Engine Make: Max Speed: Construction: Fuel Cap: Water Cap: Drive Train: Generator: Thrusters: Anchor Winch: MFD: Entertainment: Priced From: Contact:

Leopard 51PC 2018 Leopard Catamarans Simonis Voogd 15.54m 7.64m 18500 kg.

2 x Yanmar 8LV 370 28 knots GRP 1500 litres 780 litres

Shaft Optional Optional Lewmar Raymarine Fusion $NZ 1.395,000 www.leopardcatamarans.com

84 PACIFIC POWERBOAT MARCH/APRIL 2019

The Simonis-Voogd design is very similar to their previous work with the company so continues with the tall narrow hulls, optimised to reduce drag, especially at the fine bows where there is fairly high bridge deck clearance to reduce wave friction. The build includes crash bulkheads plus a thick layup with foam core and monolithic fibreglass in key places.

The spade rudders are far aft, behind the propellers to maximise control and the shafts can be accessed for emergency steering.

Since these power cats are displacement craft, reducing drag while supporting a load is a challenge and unlike monos they do not require trim tabs. Simonis’s solution was to trim the hull by keeping weight inboard with the shaft driven engines and reduce drag and down-force further by encasing them in tunnels. Above the waterline a pronounced hard chine gives more beam and runs from the bow to stern, set off with rectangular portlights that are a wee bit small.

As mentioned, main engine access is via the aft cabins bed top but there is also a hatch for front access here as well (to belts and the impeller) while all filters are handily at the front. Optional power for running large white goods can come from a generator located in the foredeck compartment.

ON THE WATER

Easing 20 tons of high windage power cat off the dock with a stiff breeze can be stressful, but dealer David Flynn did it with aplomb.

“The owner is thinking of having an after-market tunnel thruster fitted,” he said as I took the helm in clear water. However, top catamaran skippers would be more than happy with these outboard located propellers for handling this vast acreage of floating fibreglass, especially combined with the low power Troll mode on the sensitive electric throttles.

Pushing down the throttles quickly sped up my views of Sydney Harbour as the Yanmars quietly powered up, so it was hard to believe we were doing nearly 20 knots. (If the hull had been totally clean we’d be doing even more).

The only real indication of speed was the windage over the front, so I’d be inclined to fit a visor, as found on many power cats. At this top speed our consumption showed about 82 lph which would take us about 310 nm with 10% spare, but slowing down to a more economical 15 knots would add another 100 nm range. Searching for some bumps on a smooth sea had me chasing my wake which caused little consternation or spray on the decks of the 51, so I headed for the wharves at Cockatoo Island for some slow handling.

With the 15 knot wind on my side I easily went astern towards the dock, using small nudges on the throttles (in Troll mode) and left the rudders centred. Then with, throttles fore and aft we spun around on our length and accelerated quickly, with no pronounced rise in the bows, as we headed for home. My conclusion is the 51PC is a strong contender in the competitive power catamaran market.

The Leopard 43 PC is available for private ownership.

Contact us today to learn more. sales@leopardcatamarans.com.au www.leopardcatamarans.com

Charter a Leopard Powercat with The Moorings, in Thailand, Mediterranean, Caribbean & Seychelles!

Call Toll Free: 0800 44 98 91 or Email: sales@moorings.com.au

MATURING with RESPECT

Pristine for its age, Valhalla has just entered its 55th year and still looks as good, in fact, better than when it was slipped into the waters of the Milford Creek. Now owned

by Executive Director NZ Marine Peter Busfield and his wife Rachael, Valhalla epitomises classic boat building in New Zealand and why it is so important to retain that heritage.

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55 years old and still looking like new.

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Classic low profile sheerline and tumblehome stern makes for a very pretty boat.

T

he Auckland Anniversary Day regatta always brings out the best in classic boats, and the 2019 event from Auckland to Mahurangi was no exception. Dozens of traditional launches and cruisers made the run on a calm Saturday morning, amongst them one of the prettiest boats on the harbour, the 12.1m (40ft) Valhalla.

Now owned by NZ Marine Industry CEO, Peter Busfield and his wife Rachael, Valhalla was built as a deep sea game fishing launch by John Gladden from his yard in Milford for Tony Bullock. The boat was launched in May 1964 and then after sea trails was cruised up to its mooring at Ti Point, Whangateau.

The Busfield’s have done very little to change the boat, apart from the usual painting and varnishing as they are very conscious about keeping it in the character of the classic boat style. While some of the electronics have been upgraded, some, such as the brass binnacle

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compass and the Furuno radar (circa early 1980s) have been retained. When the boat was first launched it was fitted with the very latest Marlin RT and Ferrograph echo sounder both of which have been replaced with more modern technology.

The only layout changes have been to the forward cabin, which had two single berths when the Busfield’s brought the boat in November 2016 and has been changed to a large double. A cupboard was also added, but all very much in keeping with the old style of the boat. Peter says that it is one of the best-engineered boats he has ever seen and the build quality is exceptional. Construction is single skin Kauri planking and backbone, with teak timbers used throughout. The decks and coamings are also all teak.

“It’s an extremely solid boat as I found out when drilling a breather hole for a new holding tank I fitted and ended up going through two hole saws as I drilled the 30cm thick heart Kauri”, said Peter.

COPIOUS BERTHS

Along with the double forward berth, there is a convertible dinette which makes another double, plus two reasonable large single berths in the saloon and another double option on the flybridge. But if that’s not enough there is also a pipe berth over the dinette berth, bring the total to nine if required. However, this is not set up as a nine-person cruiser, and mostly it’s just the owners and a few of the family. “It’s a great family boat, and we do a lot of day cruising around the Hauraki Gulf”, says Rachael.

The saloon is a very special area, with large side windows and access either side to the deep bulwarks.

There’s a settee either side that can be pulled out to maximise the space into large singles. The galley and dinette are forward and down, as was the trend 50

years ago. Peter admitted that when he first set eyes aboard Valhalla, the idea of a lower galley and dinette was not what they were looking for, but that it was a momentary lapse as he feels that it is so much part of the culture of the boat and as Rachael has said, it all works very well.

The lower helm has had a few design changes over the years, but essentially it’s much like it was in 1964.

There’s no dedicated helm seat as Peter says he does most of the driving from upstairs.

Storage spaces are abundant throughout the boat and also plenty of refrigeration options. Interestingly, the original vinyl flooring with stainless steel trim is still there and in surprisingly good condition even after 55 years of use.

Valhalla in 1982 before the addition of the flybridge.

Teak, teak and more teak.

TM

See the full range at seaforce.co.nz

DB254

FIBREGLASS PONTOON

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Clockwise: Peter Busfield just loves Valhalla.

Attention to detail from the cute sink unit to the flybridge ladder.

The table replaces the mahogany game chair.

A pair of vintage rods and reels are for display only.

NEW FLYBRIDGE

Valhalla currently has three steering stations, but when first launched there was just the internal helm in the saloon. It wasn’t until 1984 that Bill Upfold, designed and built the flybridge and added another helm. The third is in the cockpit and used when docking.

For many years Valhalla had a soft bimini, but then the previous owner added a hard grp top with clears.

Peter commented how much he liked the openness of the flybridge and what a great place it is to sit and drive on a good day.

“If the weather packs up we can always close the area in with the clears, and if it’s nasty I can still go downstairs and drive from the saloon helm”, says Peter.

The flybridge helm has come in for a little extra modernisation with a large Simrad MFD and auto anchoring system. There’s a single helm seat and the forward lounger converts to make another large double for accommodation or for soaking up a few sun rays.

FISHING COCKPIT

Although Valhalla was designed as a gamefisher, the

90 PACIFIC POWERBOAT MARCH/APRIL 2019

Busfields aren’t into towing lures, but in keeping with the tradition of the boat have retained all the outrigger poles and even have a pair of vintage game rods and reels secured in the saloon roof. “I was told recently by a game fishing expert that the reels are still perfectly good, but the rods are past it, but for us, it’s more about showing them than using them”. Peter also has a large custom made mahogany game chair that came with the boat, but as it takes up serious space in the cockpit, it has been confined to his garage for now.

It’s a great fishing cockpit, with insulated fish tanks built in aft, which can also be used for live baits. The deckhouse and roomy cockpit are all on the same level, making this an extremely practical and pleasant boat to live and work aboard.

POWER UPGRADE

In the 1980s Valhalla was put through full commercial survey so the then owner could put it into charter for game fishing in the Bay Of Islands. It proved a popular and very lucky boat for many years through the 1980s and early 1990s.

Valhalla has a beam of 3.8m (12ft 6in), a draft of 1.09m (3ft 6in) and when launched was powered by a 100hp Fordson coupled to a 2:1 reduction Snow-Nabsted

reverse box and Morse controls. The propeller was a 24 x 16 Henley 3 blader and at 1950 rpm had a top speed of 9.5 knots. There was also a 9hp Lister auxiliary engine fitted for trolling at about 4.5 knots.

The auxiliary engine with the prop shaft offset to port has since been removed, and the main engine was replaced in 1984 with a 135hp Ford with a Lees Marine conversion.

“The engine has done just over 9500 hours, and it still runs like a sewing machine, doesn’t smoke and is super economical, “ says Peter.

He added that while the top speed is just over 9 knots @ 2350 rpm, they cruise most of the time at 8.0 knots @ 1800 rpm and use 11 lph. Given the Valhalla has a 600-litre fuel tank, that means the summer cruise to

the Bay of Islands is done without having to refuel.

The hull is very easily driven with its reasonably flat aft sections and tumblehome stern design.

PRIVILEGED TO OWN

Looking to the forward cabin through the original galley.

As a very passionate owner, we leave Peter to have the last word: “We use the boat nine months of the year and try to get away every second weekend when we can. We love the boat, and I don’t see us selling it for a long time. Also, it’s nice to own something that is such an inherent part of Kiwi boat building, and we feel we are privileged to have the guardianship of such a magnificent vessel until it’s time to pass on to the next owner. But that is not going to be for some time.”

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BOAT REVIEW

RIVIERA 39 SMY

Feeling the

Breeze

The 39SMY is a great family cruiser

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Text & Images by Barry Thompson

THE 39 SPORTS MOTOR YACHT IS THE THIRD IN THE RIVIERA SPORTS MOTOR YACHT SERIES AND HERALDS THE BRAND’S RE-ENTRY INTO A WHOLE NEW SECTOR OF THE MOTOR YACHT MARKET.

T

he 39SMY is in many ways a return to Riviera’s roots, when an open flybridge, internal helm, flybridge ladder and forward galley were the norm. What Riviera have done is taken that same concept and given it a modern twist.

The new 39SMY is very indicative of where the motor yacht market is these days, with less emphasis on dedicated fishing boats and more a boat that has the traditional aspects of taking friends and family away, be it overnighting or day trips. This is the perfect boat for two couples or a family, with a layout that reflects practical family boating.

What is significant about the all-new Riviera 39SMY is that it is the first boat Riviera has built under 12m (40ft) in more than a decade. The company has put a tremendous amount of energy over the past six years, under the current ownership of Rodney Longhurst, into developing their bigger boat line.

Essentially this was to cater for the current Riviera owners that were looking to upgrade and the company felt there was a need to bring new models online to provide for that demand.

Something that has certainly proven the right move, with

sales of the larger boats in the Riviera fleet extremely buoyant.

Since the Riviera 68SMY was launched in late 2017 and the 72SMY last year, around 20 have been sold!

“We felt the timing was right to energise the under 40 feet area of the motor yacht market as people are wanting to move up to a new Riviera and also current owners possibly looking to downsize, but still wanted to stay in the Riviera family”, says Stephen Milne, Brand & Communications Director for Riviera.

The Riviera Sports Motor Yacht Series takes a lot of the attributes of a larger motor yacht, such as wide walk-around side decks, generous accommodation, covered mezzanine dinning, enclosed flybridge, aft galley, crew cabin or utility room digital switching and side and foredeck access directly from the saloon but with the performance and attributes and open cockpit of a sports fisher.

The beauty of the 68SMY & 72SMY is that they offer all the cruising elements of a motor yacht, that are uniquely wrapped in Riviera’s design and present a sporting concept both in style and performance.

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BOAT REVIEW

RIVIERA 39 SMY

best deal available. However, you would be wrong, as Riviera’s philosophy is the same for every boat, no matter what the size. What you see in the way of the build quality and the equipment list in the flagship 72SMY, is the same for the 39SMY. “We have one philosophy on the way we design, engineer and build our boats. We build our boats to last, to be run offshore, to incorporate superior quality materials and systems and give our owners peace of mind knowing that the Riviera they have, is not only going to be reliable and well supported but also hold its value in the market”, says Milne.

GLOSS OR SATIN The 39SMY is in many ways a return to Riviera’s roots, with an open flybridge.

Bringing back the open flybridge has been a stellar move by Riviera.

When Riviera decided to design the 39SMY they obviously knew that some of 68 and 72 design elements could not be included, however the 39 benefits from an extended flybridge, more extensive side decks with raised bulwarks, lower helm and great accommodation. Plus it was given the sports fishing cockpit and performance attributes, of the 68/72SMYs. It’s a boat that works exceptionally well in all climates, with the open flybridge when the weather’s hot and sunny and the downstairs helm where you can hunker down cosy and warm — indeed a boat for all seasons.

In keeping with the sports motor yacht image, there are three dedicated outdoor lounge areas; one in the cockpit, another on the flybridge and the third on the foredeck. Impressive for a boat this size.

It may be the smallest boat that Riviera offer in their 14 boat fleet (plus four Belize models) and you might expect that the same attention to detail and quality fit and finish of the larger Rivs may not be there. After all, at this end of the market buyers can tend to be very price conscious and are more concerned about the

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Being a full production boat the layout is predetermined, but you do have the choice of fabric colours and the choice of two timbers, oak or walnut in either satin or gloss. I loved the high gloss walnut on our test boat, which reflected a rich interior.

The 39SMY shares the same hull as the 395SUV and the same internal layout. Accommodation is two cabins, a forward master with central island berth and an aft cabin under the saloon sole with three single berths. Two of the singles can be joined with an infill mattress to form a second double which makes this ideal as a two couple boat. There’s a generous-sized single head/shower space, which can be accessed as an ensuite from the master or used as the day head/ guest cabin bathroom.

Stepping up from the forward area into the saloon it is easy to see why this boat has so much appeal, with a very serviceable arrangement. There’s nothing unique or tricky, just practical and functional that has everything in the right place.

Certainly, a departure from the ‘old school’ Riviera’s is the starboard side aft galley which features a

Clockwise: The 39SMY shares the same hull as the 395SUV and the same internal layout.

A real feature of the 39SMY is the prominent internal helm.

The starboard side galley features a Corian surface and excellent servery areas.

Corian surface and excellent servery areas, storage cupboards above and below with soft close, a convection microwave, compartmentalised storage for the monogrammed crockery, hot plate and fridge/ freezer drawers. Very handy to the L shape lounge and dining area opposite and the cockpit. Forward is a small lounge opposite the internal helm.

One area that doesn’t lack on the 39SMY is storage.

There is plenty and it’s in every available space from the hanging lockers in the cabins to under the cockpit sole. If you need to accommodate a couple of extra guests overnight the port side dinning and lounge converts to another double berth. The opening rear awning window provides an unobstructed flow through to the saloon so whether your inside or in the cockpit there is a feeling of all being in the one space.

A real feature of the 39SMY is the prominent internal

helm with a large double bolster helm seat and split level dash. A pair of Volvo Penta/Garmin glass screens is flanked by an array of instruments, electronics and switches, which are all easily to hand. The driving position is excellent with virtually unimpeded sightlines 360 deg.

Stepping out into the cockpit you find a central BBQ island in the transom, with a fold-out seat to starboard and a very cool alfresco dining area to port well protected under the Flybridge overhang and rear awning. This is a cockpit to entertain, relax and also fish from.

This is a cockpit to entertain, relax and also fish from.

OPEN & BREEZY

Access to the spacious flybridge is via a raked stainless ladder and it’s not till you get up there that you realise just how well Riviera have transformed WWW.BOAT M AGS.C O M 95

BOAT REVIEW

RIVIERA 39 SMY

S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: Designer: LOA: LOH: Beam: Displ (Dry): Engine Make: Max Speed: Construction: Fuel Cap: Water Cap: Drive Train: Generator: Air Con: Anchor Winch: Underwater Lights: Lighting: MFD: Entertainment: Priced From: Priced As Tested: Contact:

Riviera 39 SMY 2018 Riviera Riviera 13.27m 12.06m 4.26m 12,800 kg 2 x Volvo Penta D6–IPS600 33.6 knots GRP 1500 litres 390 litres IPS Onan Webasto Muir Lumitec Seablaze Hella Garmin Fusion $AU 921,100 $AU 994,777 www.rivieraaustralia.com

FUEL & PERFORMANCE DATA Fuel capacity: 1500 litres RPM Knots L/h

L/NM

1500 9.3 2000 11.1 2200 12.4 2400 16.1 2600 18.6 2800 22.4 3000 25.8 3580 33.6

2.500 540 5.100 260 6.400 210 5.200 250 5.300 250 5.000 270 4.900 270 5.000 270

23 56 79 83 98 112 124 168

Range (NM)

L/NM is calculated to two significant figures and rounded up. Range is calculated to two significant figures and rounded down.

96 PACIFIC POWERBOAT MARCH/APRIL 2019

The aft cabin under the saloon sole has three single berths.

The forward master has a central island berth and en-suite.

the space into a real entertainment and fun area. There are fore and aft lounges, a wet bar and a great helm. It’s a while since I drove an open flybridge boat with a soft top bimini and while the trend today is all for enclosed hardtops, the return of the open bridge is a refreshing change.

Cruising around The Broadwater and off Surfers Paradise, with a warm breeze in my face, but still with the shade of the Sunbrella bimini from the 30 deg temperature, felt very natural. Okay, that’s not something that you can do all year, but if the weather does turn, then you move to the comfort of the saloon helm. Bringing back the open flybridge has been a stellar move by Riviera.

I found that both the steering stations provided great driving positions and coupled with the Volvo Penta Interceptors on auto, driving the boat at speed or in hard turns was effortless. Any quick manoeuvres on the helm were quickly addressed and the 39SMY stayed very level in turns and ran a low attitude in both the head and following seas. Push the throttles down and the boat is planning in a few seconds, with very little bow lift.

We got 33.6 knots @ 3580 rpm, for a fuel consumption of 168 lph and a range of 270nm. At 2800 rpm @ 22.4 knots, the fuel dropped to 112 lph, but the range stayed the same. Interestingly if we bumped that to 3000 rpm @ 25.8 knots, the fuel increased to 124 lph, but our range improved to 281nm.

SUMMARY

Released at the 2018 Sydney International Boat Show in August, the third and smallest boat in the new Sports Motor Yacht Series has proven its popularity with eight boats launched by the end of the year and more on order. Sales have been international with boats heading to USA, British Columbia, Asia and of course locally in Australia.

While some brands prefer to offer a lower specification boat and let you add all the extras, in Riviera’s case most of what you need is already included, so it’s a genuine turn-key, drive away package.

However, as you would expect owners tend to tick plenty more on the options list, but then that’s their choice. The level of detail in the 39 Sports Motor Yacht is incredible, so you need to add very little.

DELIVERING THE ULTIMATE SERVICE EXPERIENCE

DB120

TOTAL MOTOR YACHT SERVICING & CUSTOMISATION • Engine Servicing • Boat Building • Hull Extensions • Gyro Installations • Electronic Upgrades • Custom Stainless • Timber Work • Gel Coat Repairs • Interior Fit-Outs • Upholstery Upgrades • Valet Services • Anti- Fouling • Painting

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ULTRA ANCHORS Ph +64 9 416 1179 or +64 274 725 242 info@motoryachtservicecentre.co.nz www.motoryachtservicecentre.co.nz

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The DOHC F350A/352A, with a 55-degree V6 power unit of 4.39 litres, is Suzuki’s current flagship engine. Two contra-rotatiing propellers make it unique in its class.

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The Outboard Files

SUZUKI How can it be that one single manufacturer of outboard motors - an entity much larger than four of its competitors combined, in fact - can regularly turn in sales performances which, although creditable and worthy, are arguably far from indicative of that company’s true potential in the market?

The company (corporation, actually) in question is Suzuki, a veritable Japanese institution; a powerful industrial behemoth; a builder of quirky, competent, compact vehicles, small, nichemarket, unbreakable mini SUVs, and a line-up of motorcycles with a lineage and proud race heritage featuring the likes of Sheene, Schwantz and Mamola. Danny Casey provides some insight into what makes this quaintly conservative yet highly innovative organisation tick.

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The Outboard Files

THE ”NEARLY” MAN

Let us start with an analogy that will probably be understood and hopefully appreciated by New Zealanders in particular.

I do not think it would be too far-fetched to refer to Suzuki as “The Chris Amon of the Outboard Industry”. With all due respect to Christopher Arthur Amon, for whom I have always had the most immense reverence and affection (he was truly one of my motorsport idols), and despite all his sublime skill, brilliance, talent and genius at testing, diagnosis and setting a blistering pace off the line, it must be said that, unfortunately and often, everything didn’t come together when everything absolutely needed to come together.

To some extent, a similar analogy could apply to Suzuki’s involvement in the outboard industry.

We are talking about superb products (not just the latest 4-strokes, as some of the old 2-strokes had flashes of brilliance, too), with the capacity to theoretically produce as many of these products as required and demanded. Not to mention top-flight test/development facilities and upper management more focused on, and committed to, the outboard industry than at any time in the company’s 53 years of producing outboards. And yet their market penetration in no way reflects the efforts, innovation and cutting-edge products they have tirelessly turned out since the DF60/70 series showed the industry, over 20 years ago, just what Suzuki was capable of creating.

NO MINOR PLAYER

As alluded to in the introduction, of the six major international companies that manufacture outboard motors, Suzuki Motor Corporation, as a whole, is larger than four of those other companies – Yamaha, Brunswick (Mercury), BRP and Tohatsu – combined. Only Honda, the world’s largest manufacturer of engines of all types, is larger than Suzuki, which is a sad indictment of Honda’s performance in the outboard market – a subject we will, however, leave for another time. Suzuki was a true pioneer in the building of overseas automotive and motorcycle plants in countries like India, Pakistan, Indonesia, Thailand and Hungary, and presently enjoys 50% of the passenger vehicle segment in India.

Over twenty years ago, when I lived in Japan (and worked for Suzuki, in fact!), it was accepted that Suzuki was able to make a compact car cheaper and more efficiently than Toyota, and I am sure that, today, that ability has, if anything, increased rather than decreased. Despite always being thought of in the West as a motorcycle company, Suzuki (like Honda) is, primarily, an automotive manufacturer – separating it totally from Yamaha (which makes automotive engines, develops automotive suspensions and provides automotive consultancy but doesn’t currently build cars) and Tohatsu, which makes no automotive-related products at all.

One interesting aside, however, is that whilst Yamaha is also widely (maybe erroneously) thought of primarily as a motorcycle manufacturer, Yamaha’s own people consider marine its real strength. To the best of my knowledge, no such theory has ever yet been posited about Suzuki – but it should be.

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PEOPLE, PRODUCTS AND PHILOSOPHY

One of the most remarkable things about Suzuki is that even today, 109 years after the company was founded in Hamamatsu, Shizuoka Prefecture, by Michio Suzuki in 1909 (although not formally incorporated and capitalised until 1920 – thereby making 2020 the company’s true centenary), there is still, nominally, a Suzuki family member in control.

Osamu Matsuda married the granddaughter of Michio Suzuki and, as the Suzuki family did not have a male heir, Osamu took the Suzuki family name – a not-unusual practice in Japan when there are no male successors to a family business.

Unlike Yamaha (based in Iwata, virtually next-door to Hamamatsu), Tohatsu and Honda, Suzuki did not begin by building motorcycles or motorcycle engines. When Michio Suzuki commenced business in 1909, the company was a manufacturer of weaving looms and did not make a motorised product until 1937, when it created a prototype small car, which was put on hold for the duration of the war.

Motorised bicycles followed that, in 1952, and the first Suzuki motorcycles, both two- and four-stroke, were introduced in 1955. An interesting digression is that, up until practically the end of the 1950s, there was no branding or corporate identity as such, until the now-ubiquitous corporate “S” logo was created in 1958.

The company was already almost half a century old before the first outboard motor, the D55, was introduced in 1965 – Suzuki therefore being the last of the four Japanese manufacturers to enter the outboard market. They were trumped by one year by Honda, which introduced the GB30 in 1964, even though the Honda “outboard” actually utilised a general-purpose engine that could be detached from the leg.

In the early-mid 1990s, an analysis of Suzuki’s overall business would have shown that, in terms of production, over 65% was automotive; just over 30% was motorcycle and only 3-4% was marine and power products. To be honest, the percentages probably haven’t changed too much today (although marine is probably now closer to 5% of the company’s output), but the volumes in all product categories would have grown considerably.

Although the builder of many technologically advanced and innovative products, one eye-raising revelation is that the

The Outboard Files Suzuki Motor Corporation itself always was, and still is, a very conservative, cautious, almost staid organisation. Not given to change for the sake of change, rapid “about-turn” thinking or the appointment of overly dynamic, flamboyant, fickle or polarising senior-management figures, one might be tempted to think that the company sedately plods and meanders along – which would be a serious mistake to make.

Over more than 100 years, Suzuki’s “steady-as-she-goes” management style and innate caution have steered the company, relatively unaffected, through the vagaries of economic downturns, crises, recessions and world events that have rocked and seriously destabilised some of its major domestic competitors. Moreover, through all such tumultuous events, Suzuki has never once failed or faltered, has never looked like failing or faltering and has never, ever failed to post an annual corporate profit. As one Japanese marine colleague, from another company, once observed some years ago (his actual words): “We can never ignore Suzuki. If they become serious, we will have to become even more serious.”

EARLY PROMISE

When the very first Suzuki outboard, the 5.5hp D55, was introduced in 1965, it may well have been viewed as a “me too” product and a bit of a supporting player, as both Tohatsu and Yamaha were reasonably well established in the industry by that time. It was, however, a unique starting

point in that, unlike the small motors of all three competitors (including Honda), it was watercooled (Suzuki has never made an air-cooled outboard motor).

Personally, the first time I was ever aware that Suzuki even made outboards was back in 1974, when an ad appeared in the iconic UK marine magazine, Practical Boat Owner. And quite a good ad it was, too.

There was a picture of a smallish Suzuki outboard, a DT150 (it was actually 7hp but Suzuki, at that time, used the cubic capacity as the model designation), with the caption: “The name is familiar but you may not recognise the face.”

The largest Suzuki outboard available that year, and indeed up until 1977, was the DT400/ DT25 – the nomenclature changing to reflect the horsepower rating in 1976.

Although Suzuki introduced,

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The Outboard Files in 1977, the twin-cylinder DT50 (one of which I raced moderately successfully in the British/Irish “NE” 750cc class) and its larger sibling, the DT65, also with two cylinders, it arguably became a real force to be reckoned with in 1980, for two very good reasons and with two epoch-making products.

These two epoch-making products were the inline 4-cylinder DT115/140 series (a horsepower segment in which no other Japanese manufacturer had any representation at that time) and a significantly upgraded 3-cylinder DT85 which had actually been introduced halfway through 1978). The significant upgrade to the DT85 (standard on the new DT115/140) was something revolutionary, innovative and a system simply unheard of at that time on an outboard. It was oil injection - pioneered for outboard use by Suzuki.

People reading this today, maybe some of whom have only ever used 4-stroke outboards, may not even remember the foggy (literally!) days of history, when you had to actually tip a separate, carefully-measured amount of oil into the petrol tank to give the required fuel/oil mixture of 50:1. What oil injection did (and Suzuki registered the term “Oil Injection”, which is why those words were never, ever seen on any competitors’ auto-lube systems – all of which were reasonably effective but never as efficient or reliable) was feed the oil to the engine separately from the fuel. There was no longer any need to add oil to the petrol – a tank of raw fuel was perfect – and the oil went into a reservoir atop the motor. Because the entire oil supply was contained in the motor-mounted reservoir (with no ancillary “feeder” tank needing to be housed separately, and remotely, in the boat), all that was required for dependable, reliable oiling was the natural process of its gravity feed.

The oil went through a crankshaft-driven Mikuni pump which was linked by a rod to the bottom carburettor – therefore, metering was simple, highly effective and precise, and the motor only 102 PACIFIC POWERBOAT MARCH/APRIL 2019

received the exact amount of oil required for the speed at which it was being run (50:1 wide open and as little as 150: 1 at idle). Additionally, each cylinder had its own separate delivery line coming from the oil pump, so even if there were a fuel-starvation problem, all cylinders would still receive oil – thereby minimising any chances of seizure.

For those of you who cannot grasp the significance of what not having to physically mix oil for an outboard meant at that time, back in 1980, it is the equivalent of no longer having to check the coolant level in your car radiator before setting off on a long, hot drive.

I have been around outboards for most of my life, and I can honestly say that I have never seen any feature or system, by any other manufacturer, that was as simple, effective, reliable and durable as Suzuki’s first, purest, oil injection system. I use the word “purest” because they unfortunately downgraded and cheapened it in the mid-1990s, just before they began to exit the 2-stroke segment completely. On those later engines, the oil supply, instead of being separate, was mixed with the fuel after the fuel pump, so it was delivered to the cylinders as part of a combined fuel-oil mixture – still metered, but an “auto-lubrication” system rather than the earlier purebred oil injection.

FLASHES OF FLAIR

Apart from the creation and introduction of oil injection for outboards, Suzuki also deserves plaudits for bringing to market, in 1987, the 200hp Exante, the first-ever outboard motor to incorporate a) twin-plug cylinder heads, b) a synthesised voice alarm for oil and cooling issues and c) an AM radio! Whilst the inclusion of the last feature was a gimmick and of little benefit (like the type of virtually useless, narrow-range radios which used to come in American cars of the ‘60s and ‘70s), the audio warning system, whilst quirky, was of some benefit.

As for the twin-plug cylinder heads (i.e. 12 spark plugs needed in total!), it is doubtful if this gave any starting, combustion or residue-cleansing benefits. Alfa-Romeo once had a twin-spark system where one plug fired BTDC and the other ATDC, thereby ensuring excellent ignition, combustion and cylinder purging, but on the Exante, the two plugs for each cylinder ignited simultaneously – and never made the slightest difference to the brutal fuel consumption (all the old Suzuki V6 two-strokes were horrendously over-jetted to keep the pistons cool). That aside, however, I can never remember one single electrical issue with these motors. One odd thing was that, whilst all other Suzuki motors were painted silver, the Exante was uniquely and rather gaudily presented in gold, with scarlet and grey cowling decals – strangely reminiscent of an Evinrude Starflite from the 1970s!

Although the early carburetted V6 2-stroke Suzukis did not represent the company’s finest hour, later efforts, beginning with the fuel-injected DT225 (also with twin-plug heads) in 1990, showed that Suzuki’s dogged tenacity, persistence and resilience through myriad reworks and revisions began to pay off. The DT225 (probably not a true 225hp but pretty close) showed that fuel injection in an outboard application could, unlike Mercury’s initial fuel-injection efforts with the Laser 220 XRi of two years earlier, be simple (relatively), reliable,

The Outboard Files

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smooth and provide linearly tractable acceleration and deceleration.

This first electronic fuel injection system (Suzuki and other manufacturers were not, and still are not, allowed to use the abbreviation “EFI”, as that designation is licensed

by Toyota) had most of its componentry sourced from Nippondenso and worked on the “grouped” principle.

With this grouped fuel injection, three cylinders at a time were simultaneously injected with fuel, rather than using the more precise, more accurate and slightly more economical “sequential” system – where each cylinder receives its own specific fuel charge at exactly the right time. However, by the time the V6 2-strokes had run their course in 1998, Suzuki had switched to the “crisper”, more efficient-type sequential fuel injection, albeit with a cheaper (but still exceptionally reliable) system supplied by Kokusan.

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Whilst it would be unpardonable to burden the reader with a surfeit of boring, useless and arcane drivel about model changes, upgrades and revisions (the way some classic car pedants get hung up on minutiae like trim, wheel or indicator lens changes!), the creation and evolution of the Suzuki V6 (and later V4) 2-strokes throw some light on Suzuki’s creative, logical and practical philosophies in relation to addressing difficult issues.

Firstly, the V6s (and V4s) were, and still are, the only 2-stroke outboards where the exhaust was directed around the outside of each cylinder bank rather than between the cylinder banks (in the middle of the “vee”) through the more conventional “turtle back” exhaust housings used

by OMC and Yamaha. Suzuki always said that this made for a cooler-running engine, although I cannot see why that would be and was never fully convinced about this.

However, what it did do was allow excellent, compact packaging of electrical components, whereby the hightension coils, the rectifier/regulator and all connectors and leads were all housed tidily in a narrow, svelte plastic case that sat between the two cylinder banks.

Additionally, on the V4/V6 2-strokes, the cylinder banks were removable – very handy if only a partial rebuild of one side was called for and a complete block not required.

That makes sense, one would think, but the real reason was much more expedient, pragmatic and cost-effective: by using this design, it meant that the cylinder banks could be machined on the same tooling as was used for the inline engines.

The Suzuki DT90/100 V4, introduced in 1989, was very similar in concept and execution to the V6, but it was an oddball little engine. Small in cubic capacity (just over 1.4 litres) and short of stroke (64mm vs the 81mm of the 2.7 litre V6s), it was a rather highly-strung, frenzied and frenetic little outboard possessing not a lot of torque – but it could be made run quite fast on the right boat if set up and propped correctly. It had an unusual 70-degree vee configuration, too, which gave it a rather gruff, urgent, offbeat (but quite pleasant) sound.

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The Outboard Files However, the first “large” Suzukis (which beat Yamaha’s V4s to the market by a year) were, of course, the afore-mentioned DT115/140 models of 1980. These inline-4 models, always criminally dismissed, overlooked and ignored, in my opinion, were paradigms of strength, durability and power. Moreover, Suzuki was able to do one thing that Mercury never could: make a large inline-four 2-stroke idle smoothly and sweetly on all four cylinders – the inline-four Mercury motors always used a “2+2” system, where the bottom two cylinders dropped out at idle and only cut in above 1,800 RPM. The Suzuki DT115/140, however, was always smooth, linear and tractable right through the rev range – even more so when it adopted Kokusan fuel injection in its twilight years from 1995 until production stopped in 1998.

A FOURSTROKE FUTURE

By the early 1990s, Suzuki decided that if it was going to stay in the outboard business (and exiting the segment had indeed been seriously considered), then the only way to consolidate and make proper use of its automotive and motorcycle technology was to go solely down the 4-stroke road.

To this end, the very first Suzuki 4-stroke outboard, the DF9.9/15, was introduced in 1994. The initial version, with a conventional (at the time) port-mounted tiller handle and gear lever on the starboard side of the engine cover, was passable but nothing special.

Within six months, it was extensively reworked to incorporate a centre-mounted tiller handle with integrated gear lever, suppler engine mounts and a camshaft incorporating a muchneeded decompression system – a glaring omission from the first production model, which suffered from brutal and unforgiving “snatch-back” on the starter rope. The compact, slim DF9.9/15 (much narrower than the Hondas and Yamahas of the era) turned out to be an exceptionally strong, reliable and long-lasting engine, and it only disappeared as a product offering (to be replaced by all-new battery-less fuel-injected models) about 5 years ago.

As per my previous article, “21 Years and 21 Outboards That Made a Mark”, I do not believe it an exaggeration to state that without the introduction of a further (and key) 4-stroke model, the DF60/70, for the 1998 model year, the prognosis for Suzuki’s future in the outboard industry would have been bleak and quite possibly terminal. This engine - the first automotive-based outboard Suzuki had ever done – made everyone sit up and take notice. Why hadn’t they seized the chance before? They had a reliable, time-proven 1,298cc engine that had seen years of sterling service in the SJ-series 104 PACIFIC POWERBOAT MARCH/APRIL 2019

Sierra 4WD and they pragmatically yet creatively found another use for it. It was fuel injected, too, when the only other true competitor at the time had carburettors.

By the weight-pared standards of today, this engine was heavy, at about 155kg, but it was still a good 20kg lighter than its only true competitor of the era, the Honda BF75.

It is hard to imagine the fervour, excitement and awe this outboard created, but anyone fortunate enough to have seen, heard and driven one knew beyond any doubt that this was the future.

The initial DF40/50 series debuted in 1999, followed by the first-series DF90/115 and then, by 2001, the first-model DF140.

As this is a potted corporate biography rather than an exhaustive model-by-model chronology, there is no need to dwell on the intricate detail and minutiae of what models were introduced in which year. However, one thing that caught both Yamaha and Mercury napping was the swiftness and secrecy with which Suzuki had developed its first V6 models (the 3.6 litre DF200/225/250 series) for introduction in 2003.

The first 3.3 litre V6 Yamaha 4-stroke was actually a derivative of the 3.0 litre Ford Duratec (seen in both the Mondeo and the Jaguar X-Type), and Yamaha was astonished that Suzuki would invest heavily in tooling up for an outboard series in which none of its automotive engines could be used. Suzuki did not, and still does not, make any vehicles incorporating these large-capacity V6s, nor does it manufacture these engines for any other automotive company. The bespoke conception and production of these engines (and the later 4.0 litre variants) was a clear signal that Suzuki was committed to being a major player in the outboard industry.

The latest, and highesthorsepower, offering, the V6 4.4 litre DF350A, introduced in 2017, is the first offshore outboard to have contrarotating propellers (although Yamaha had the TRP twin-prop system on their bass-spec.

VMAX 150-200hp series in the late 1990s) and, on release, it utilised a previously unheard of (for an outboard) compression ratio of 12.0:1. Yamaha’s newly released 425XTO did trump this with a compression ratio of 12.2:1, but it is a directinjected unit, whereas the Suzuki has pushed technology to the absolute limit on a conventionally scavenged engine (i.e. air/ fuel mixture inducted via the heads through the valves).

FOIBLES AND QUIRKS

One of Suzuki’s most incisive, epoch-making ideas was the creation (a la the single-prop Volvo Penta sterndrives) of a lower unit on all models 150-300hp that will run in either

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The Outboard Files direction, so that in twin- or multi-installations, there is no need to purchase different-spec, counter-rotation outboards. This means, for example, that a commercial operator running two large outboards, and who simply cannot afford any downtime, would only need to keep one spare lower unit, instead of one right- and one left-hand rotation unit. Simple, user-friendly and economical but not publicised enough by either Suzuki or its dealers. There are loads of other features on Suzuki engines on which many fail to grasp the significance. All mid-to-high-horsepower motors use dual timing chains at the bottom (rather than the top) of the power unit - in the sump, self-adjusting and lubricated for life. This eliminates conventional rubber belts which may fray or snap. One thing on which Suzuki has always prided itself is its offset driveshaft and very low final gear ratio. On all other outboards (and indeed all Suzukis up to the DF60), the vertical driveshaft splines slide directly into the bottom of the engine’s crankshaft and the driveshaft then runs the whole way down to the lower unit. There, the pinion gear on the end of the driveshaft meshes with the vertically mounted forward and reverse gears - both gears in constant mesh and with gear selection determined by a dog clutch sliding along the propeller shaft and engaging with whatever of the two gears is required. The difference between the number of teeth on the pinion and the number of teeth on the gear wheels is known as the gear ratio. So, if there are 12 teeth on the pinion and, say, 25 teeth on the gear wheels, that is a ratio of 12:25 or 2.08:1.

What Suzuki does on the DF70 upward is use two sets of gears - the conventional gear cluster in the lower unit plus an additional set of two meshing gears between the bottom of the crankshaft and the top of the driveshaft. The gear wheel on the crankshaft directly drives a secondary gear (with a different number of teeth) at the top of the driveshaft – secondary gearing, in other words, which makes for a pronounced “stepdown” in gearing when combined with the reduction already existing in the lower unit. In this way, the final gear ratio could be as low as 2.59:1.

Suzuki claims this system has two benefits. Firstly, because the power unit and lower unit do not directly attach on an inline plane, the power unit can sit slightly farther forward, directly over the transom and thereby reducing excessive overhanging weight aft. Excellent concept, except that (and let’s return to the words “practical” and “expedient” as they apply to Suzuki) it could also be to do with the fact that the engine spins in an anti-clockwise direction (everyone else’s turns clockwise), so the secondary gear is needed to turn the driveshaft in the correct direction!

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Regarding the overall gearing, Suzuki subscribes to the (correct) belief that a “lower” (i.e. higher number) ratio is always better on an outboard as it allows it (in the absence of a motorcycle-type multi-speed gearbox) to spin up and reach maximum RPM much faster. An example: If you install the same-size of prop, on the same type of boat, on two engines of the same horsepower, with one of those engines using a 2.3:1 gear ratio and one using a 2:1 gear ratio, the engine with the 2.3:1 ratio will accelerate and reach maximum RPM faster.

The low final gear ratios on Suzuki outboards mean they can spin higher-pitched propellers – possibly, for example, a 23” on their inline-4 200hp with a 2.59 gear ratio vs maybe 19” on an inline-4 Yamaha (1.86 gear ratio) on the same boat. In reality, though, many people have opined that the ability of Suzuki engines to spin such large-pitch (and large-diameter as well) does not actually translate to that great an advantage in real life and it certainly doesn’t give much in the way of extra top speed. High-pitched props are alright in terms of grabbing and pushing water and moving the boat, but in some Suzuki applications, it’s like the prop just allows the motor to run out of revs.

Suzuki’s own propellers are proprietary and, due to the motors’ low gear ratios, always at least 3-4” inches larger than competitors’ or aftermarket props for the same application – which is why one cannot buy a Mercury, Yamaha or aftermarket prop and just stick another hub kit in it. This greatly narrows the overall choice of propellers available – a drawback but maybe not a huge one (and full marks again to Suzuki for innovation and proprietary uniqueness), and another reason why Suzuki dances to no one else’s tune.

THE “C” WORD

Unfortunately, one of the first things that will sadly and inevitably come up when barroom experts congregate and begin to talk about outboards, especially when the subject is Suzuki, is the “c” word – i.e. corrosion. Whilst some previous-generation Suzukis suffered from what appeared to be inordinately high levels of corrosion, it was not what it appeared to be and there were a couple of elementary reasons for it.

I cannot remember any unduly pronounced corrosion in the early Suzukis from the late ‘70s or any corrosion worth noting in the DT85/DT115/DT140 of 1980-1982. In terms of corrosion resistance, no Suzuki (or Yamaha) of that era was anywhere near as good as an OMC, but then nothing was.

Where Suzuki started to go slightly wrong was in the mid-‘80s, when they went to a silver colour scheme and they still hadn’t fixed the issues when they went to the early grey engines (1989 to 1990).

The issues were, firstly, a very poor quality melamine primer and then a switch from asbestos to carbon gaskets. The primer issue was rectified quite quickly but the matter of the gasket material dragged on somewhat longer. The more scientifically-minded among you will know that putting carbon in contact with water, particularly saltwater, is a recipe for disaster and that a severe chemical reaction will occur, causing erosion and “powdering” of the motor’s internal passages.

Many supposed experts gleefully and maliciously posited the

The Outboard Files theory that Suzuki purchased low-cost, inferior metal with an inordinately high copper content but, as Suzuki used (and probably still uses) the same vendor for castings as its three Japanese competitors, such a specious assumption was baseless.

By the early 1990s, when I was working in the UK for a RIB manufacturer that was the largest OEM buyer of Suzukis at that time, we fitted dozens of them to dive, patrol and workboats, most of which never, ever got a freshwater flush.

However, we never saw any of them back in the door again for anything other than routine servicing.

All that being said, though, the factory withdrawal was a miscalculation. One could maybe see the logic if it were a product that was old, tired and lagging in technology, but the engines starting to come through at that time were magnificent portents of the excellence to come. Had Suzuki not had that ridiculous and ill-conceived 3-year hiatus, I reckon they would now be neck-and-neck with the two dominant brands and, in NZ anyway, swapping the lead for no.1 market position on a regular basis.

SLIGHT HICCUPS

If I were starting out again today, with either a distributor or a dealer, and if I were presented with a product of Suzuki’s quality, flair, innovation and excellence, I would a) make myself a lot of money and b) secure leadership in my market.

As I have said before (and because the best years of my life in the outboard industry were spent with that company), I believe that, for the foreseeable future, Yamaha’s position as the world’s largest manufacturer and seller of outboard motors is pretty much unassailable.

Leaving sales aside, and the established, long-term, vocational tenure of nearly all of Yamaha’s marine specialists (very few Yamaha motorcycle people transfer to marine), where Yamaha excels is in the field of service – particularly in developing regions like the Caribbean and the South Pacific where an outboard is a tool of trade on which one’s life may very well depend.

It’s probably too late for Suzuki to build a presence anything like Yamaha’s in the developing nations (although Suzuki does surprisingly well in two key South Pacific markets despite having pretty average distributors), but they need to go allout for whatever leisure and repower markets they can get which means spending money.

Suzuki needs to consistently commit resources to buying, building, maintaining and sustaining market share (assuming they want volume and not just GP – but what multinational doesn’t want market share?).

If Suzuki made a concerted, full-on push at the ANZ market, the other blackcoloured outboard will be the one that will feel the pain.

My prediction: in this region in the next couple of years, Suzuki will either crash or crash through. If they do not gain significant market share in this region, then they either never wanted to or are not able to.

However, as a new, revitalised brand, which is a massive blank canvas, surely someone will rise to the challenge?

Interesting times ahead for this brand, I think…

In terms of building magnificent products, Suzuki has few peers. It is both an engine and an engineering powerhouse.

In my opinion, where Suzuki falls short is in the spheres of sales and marketing and building and maintaining strong, unimpeachable brand equity. They create magnificent machinery but their brand-building efforts do not match. Two examples…

Firstly, in November 2012, Suzuki totally withdrew from the automobile market in the United States, and utilised what is known as Chapter 11 in a bid to reorganise and restructure the business. They had been finding the automotive business difficult, as they were operating, with a very narrow, limited range of small cars and mini SUVs, in a crowded but unprofitable sphere second or third family cars or cars for college students, which was now fast becoming the domain of the Koreans.

Whilst one would accept that this ever-diminishing business was becoming less viable and sustainable by the day, it is a big call for a decades-old household name to withdraw completely and definitively from the world’s most lucrative and highly developed consumer economy. No matter how cutting edge, chic, funky and desirable Suzuki’s cars may become, potential future owners will be scared and past owners are scarred - I can’t see how Suzuki will ever be able to secure an automotive beachhead in the US again.

Secondly, the decision (entirely unilaterally at ANZ level, it has been said) to exit the outboard sector in this region back in 1999 was extremely short sighted, rash and injudicious. True, Suzuki’s outboard market share (in Australia, anyway) had been risible – particularly under the old independent, statebased distributors – but everything was being cohesively pulled together under the common umbrella of Suzuki Australia and things were slowly but inexorably getting better (I know, because I was working there!).

New Zealand had, and still has, a much focused, cohesive, proactive factory affiliate which was at the time, I believe, no.1 in the motorcycle market. How New Zealand ended up being caught in the fallout from that decision is a conundrum best left to a mind much more nimble and astute than mine.

As some consolation, however, it must be noted that despite the lack of an official Suzuki presence in the ANZ region between 1999 and 2002, there never was a time when you could not buy a Suzuki outboard. They were available firstly as Evinrude 4-strokes and then, after Evinrude went down the DI 2-stroke route, a more expanded range was available in Johnson livery.

WHERE TO FROM HERE?

WWW.BOAT MA GS.C O M 107

POWERFUL OFFSET DRIVESHAFT STAGE GEAR REDUCTION

VVT

(VARIABLE VALVE TIMING) DF150AP, DF175AP, DF200A, DF200AP, DF250AP, DF300AP, DF350A

DF70A AND UP EXPLANATION

The offset driveshaft positions the crankshaft in front of the driveshaft, which moves its centre of gravity forward for more even weight distribution to provide balance while also minimizing vibration. The two stage gear reduction technology enables greater power and quick acceleration by enabling the outboard to spin a larger diameter propeller at a higher pitch.

EXPLANATION Variable Valve Timing is used to vary intake timing with the camshaft to optimise engine performance for low to mid range operation. This allows the engine to deliver maximum power output across its entire operating range, producing greater low to mid range torque, for powerful acceleration.

ADVANTAGE Quick acceleration.

Less vibration.

More compact.

Weight forward.

Stable steering performance.

ADVANTAGE Offers smooth, powerful torque.

Provides tremendous acceleration during operation for all speed ranges.

1st Stage reduction 32:40=1.25 2nd Stage reduction 12:22=1.83 Total 2.29:1

DF350AP

TORQUE CURVE with VVT

2.50 2-STAGE GEAR REDUCTION EXPLANATION

ADVANTAGE

This system which incorporates the Offset Driveshaft 70HP and up features a first stage reduction between the crankshaft and drive shaft, and a second stage reduction inside the gear case. This design makes a larger gear ratio possible, allowing it to turn a large diameter propeller from these high performance engines.

High propulsive efficiency with large diameter propeller.

Maintaining propeller rotation even with a larger load.

Tremendous power to turn large diameter propellers, offering quick acceleration.

LOW

MODEL

DF70A/80A/ 90A/100B

DF100A/ 115A/140A

DF150A(P)/ 175A(P)/ 200A(P)

DF200/ 225/250

DF250P/ 300P

DF350A

GEAR RATIO

2.59:1

2.59:1

2.50:1

2.29:1

2.08:1

2.29:1

108 PACIFIC POWERBOAT MARCH/APRIL 2019

TORQUE

DF70A AND UP

without VVT

MID

ENGINE SPEED

HIGH

TECHNOLOGY THAT PERFORMS FOR YOU At Suzuki Marine, we don’t develop technology for technology’s sake.

After all, a great list of technical specs means nothing if it doesn’t translate into a more enjoyable boating experience for you.

That’s why Suzuki outboards are a Kiwi favourite.

AND PORTABLE SUZUKI DUAL PROP SYSTEM

SUZUKI SELECTIVE ROTATION

DF150AP, DF175AP, DF200AP, DF250AP, DF300AP

DF325A, DF350A EXPLANATION Found on the DF325A and DF350A, the Suzuki dual prop system is a revolution in innovation and efficiency turns maximum horsepower output into water propulsion. With total of six blades (3 on each prop) the dual prop system provides more grip and propulsion and with each propeller rotating in a different directions, exceptional stability is achieved.

ADVANTAGE More stability when driving straight by eliminating the lateral forces associated with a single propeller.

Engine power is transferred to the water more efficiently.

Less water resistance due to small size of gear case.

Excellent water gripping performance and quick acceleration.

High speed gear case.

High reverse thrust.

High stability.

THREE-WAY STORAGE

DF4/5/6A

EXPLANATION For a large boat with two or more outboards, you generally need to pair a standard rotation outboard with a counter rotation model. The ground breaking selective rotation technology instead allows our outboards to be configured for either regular or counter rotation operation, for vessels equipped with multiple engines.

EXPLANATION The design allows the outboard to be removed from the boat and placed on any of its three sides for storage.

ADVANTAGE Can be stored anywhere.

No need to worry about the loading space or method.

STBD

ADVANTAGE

FRONT

Either regular or counter rotation can be used on the same outboard.

PORT

BATTERY-LESS ELECTRONIC FUEL INJECTION

DF15A, DF20A, DF25A, DF30A

LEAN BURN DF9.9A AND UP (NOT INCLUDING DF200TX, DF225TX, DF250TX)

EXPLANATION The fuel injection system operates battery-less, another industry wide first in its class. Delivering quicker starts, smoother running performance and more acceleration in all conditions, without the need for battery power.

EXPLANATION

ADVANTAGE Significant improvement in fuel economy in all speed ranges especially at cruising speed.

Fuel is saved and gasoline costs are cut thanks to improved fuel economy.

COMPARISON OF FUEL ECONOMY (DF300AP VS ORIGINAL DF300)

km/l

14%

ADVANTAGE

GOOD

Lean Burn works by using real-time computer processes and sensors to optimise fuel delivery by adjusting the fuel ration as the engine is in operation.

Trolling

DF300AP (LEAN BURN)

Cruising

High-Speed

rpm

Quick and easy start.

Cleaner and economic fuel consumption.

Higher performance in almost all operating ranges.

Original DF300

www.marine.suzuki.co.nz WWW.BOAT MA GS.C O M 109

TRACTA61783

Uses 14% less fuel compared to the original DF300, mainly in the cruising range where the engine is used a majority of the time. Data used in this graph was obtained through in-house testing under uniformed conditions. Results will vary depending on operating conditions (boat design, size, weight, weather, etc).

BOAT REVIEW

NAIAD 10M CC

Look

WITHIN HOURS OF THE LAST PATRONS LEAVING THE 2018 CLUB MARINE PERTH INTERNATIONAL BOAT SHOW IN PERTH, WEST AUSTRALIAN, NAIAD MANUFACTURER ROB KIRBY WAS BOOKING APPOINTMENTS FOR CUSTOMERS WANTING A CLOSER LOOK AT HIS LATEST CREATION.

New look, new style and new engines for the Naiad 10m Centre Console.

110 PACIFIC POWERBOAT MARCH/APRIL 2019

Text by Barry Wiseman

WWW.BOAT MA GS.C O M 111

BOAT REVIEW

NAIAD 10M CC The open layout has seating fore and aft including four Ullman shock absorbing seats.

T

he 10m “D” foam composite Centre Console Naiad was a major draw card in itself. However, show goers were in for a not unpleasant double whammy....or should I say Yammy.

The four-day event staged in glorious sunshine at Perth’s Elizabeth Quay and nearby Convention and Exhibition Centre on the shores of the Swan River in the CBD was chosen

by Yamaha Australia to publicly release its massive 425hp V8 Extreme Thrust Offshore (XTO) outboard engine....and the Naiad had two of these monsters on the back.

While Yamaha rep Glenn Gibson explained its features to the punters inside the Convention Centre at the Yamaha stand, Rob Kirby and his staff put it, and several other smaller Naiads, to the test on water nearby.

“This 10m is one of the most popular sizes we build but this version is quite a radical departure on what we have previously done. It’s become almost a cult boat; in that people want it as a crossover vessel. By that I mean a great tender plus a fabulous blue-water performer. A lot of people love the 10m Naiad but they say ‘they can’t fish out of it’, to which we say ‘You can and people do’.’’ said Kirby.

Being the professionals they are and leaders in innovative design, the Kirby Marine team realised more needed to be done to bring this vessel up to another level.

“Our feedback pointed to the benefits of having high sides, more rod holders, somewhere to store the rod during baiting up, having a high freeboard so if you’re fishing deep you need to get into a good position against the sides of the vessel. We realised we needed to do something to fix it.”

“With our design team, we agreed we can do all those things because with the evolution of this boat, it’s no longer an air-filled collar. The upgrade to a “D” foam-filled collar takes us way above the previous soft cushion of air taking the full impact of the water.”

“For all intents and purposes it looks the same and performs exactly the same as a RIB but now the high density foam replaces the air chambers. The

112 PACIFIC POWERBOAT MARCH/APRIL 2019

vessel still has all the benefits of the RIB, however, this upgrade now gives us the ability to add other features including side pockets and due to the reality of using the D foam collar construction method, we have picked up 200mm each side internal dimensions,” Rob Kirby added.

Because the D foam collar fits externally it means the plate aluminium sides can be built higher, giving more freeboard and greater depth inside the vessel which is a terrific safety feature especially when the ankle biters are on board. The design also gives you traditional gunwales for more rod holders and padded coamings for fishos to lean against when tackling the big ones.

LOVING THE POWER “The other thing we have known about for quite a while with these boats is they use horsepower amazingly well; to the point we have always made the statement they don’t make engines big enough for Naiads because it’s very easy to find the limits of the outboard engine but not the limits of the hull,” Kirby added.

The 10m Centre Console has a 3.2m beam and fuel capacity of 700 litres and with the 850hp of Yamaha V8 technology on the transom can produce speeds of up a staggering 58 knots.

With a full load of fuel you’re looking around the 4.2 tonne mark with this rig but Kirby says thanks to the advanced technology and economy of these new V8s you need fill only half the tank. He maintains from the sea trials conducted off Fremantle these giants are just as cheap to run as the Yamaha motors.

For fishos the Helm Master control gives skippers the ability to hold the vessel on a given waypoint via GPS positioning to work their favourite lump in deep water. There are multiple power plugs around the vessel to power up electric reels. Thanks to Yamaha’s

90 Amp power generation system the V8s deliver more than enough charge to run the large array of electronics and portable fridge on board this vessel.

A built-in safety feature when these super silent engines are in Helm Master mode, an LED fitted to the transom outer wall illuminates to warn divers or swimmers that the propellers are in action keeping the vessel in a set position or in docking mode. On the review vessel there are two LEDs, one for each motor.

According to Rob Kirby the new unleaded V8 Yamaha engine has the torque of a diesel motor.

“Most outboard motors need a lot of revs. These might only be 25hp more than some of the opposition’s largest engines, but it has the torque of a diesel engine. It pushes very hard and as you can see from the transom, the fit up is very clean.

Everything, including your fly-by-wire, power steering, all goes through the rigging tube. The transom on the 10m is made to accommodate all brands of engines,” Kirby added.

“Yamaha has taken engine technology forward, and to where it should be for the next ten years. It’s very frugal and does not use any more fuel than the previous 350hp Yamaha.”

NEW LOOK The release of the Yamaha 425 XTO coincided with the completion of this new look 10m Naiad. Sea trials produced a comfortable 30/35 knots cruising, with the WOT privilege going to the owner during a fast run offshore to Perth’s holiday playground at Rottnest Island during which he hit 58 knots. “While that’s a ‘hang-on’ speed, it’s nice to know you have got that power and grunt if you need it,” Kirby said.

Assisting with the performance and ride of this new rig is largely the fact that it is a Centre Console and according to the builder the helm station is located in the ‘sweet spot’. “The further forward you are, the greater the bounce and you get more vertical acceleration. With the CC you’re in the middle of the boat where there’s less lateral oscillation and a lot less vertical acceleration and deceleration.”

Clockwise: Camo Sea Dek flooring has been laid on the deck.

The electronic package includes, Raymarine Axiom Pro 12 , 1Kw sonar and Realvision 3D.

The Naiad 10m used to launch the Yamaha 425 XTO engines to Western Australia.

WWW.BOAT MA GS.C O M 113

BOAT REVIEW

NAIAD 10M CC

Top of the range Lenco trim tabs with tapered and extended blades are fitted to the transom to aid distribution of weight on board and also combat the strong winds and waves synonymous with Australia’s West Coast boating.

“Real estate on the back of a boat is becoming more scarce these day with more advanced electronics and bigger transducers because we’ve got to keep them a certain distance apart so they don’t interfere with the motor’s water intakes and create prop wash,” Kirby says.

“Another major development with the 425 V8 motors is the power generation output. Yamaha is one of the first manufacturers to recognise most boat builders find it hard to get enough alternator or starter-charge out of an engine to power the electronics that are going into today’s vessels. So the 90Amp charger is a great benefit.”

S P E C I F I C AT I O N S Make & Model: Price As Tested: Type: Construction: LOA: LOW: Beam: Deadrise: Weight: Test Power: Top speed: Propellers: Power Options: HP Range: Fuel: Fresh water: Manufacturer:

10m Naiad CC $AU478,000 Centre Console RIB Alloy hull & D Tubes 10m 8.30m 3.2m 23 deg 4200kg 2 x Yamaha 425hp XTO V8s 58 knots 23” XTO Outboard 400 - 850 700L 70L Kirby Marine, 24 Sparks Road, Henderson, Western Australia 6166.

Tel. Rob Kirby on 0407 940 447 or +61 (8) 94102270

114 PACIFIC POWERBOAT MARCH/APRIL 2019

During the build anything to do with electrics is kept out of the hull so there is no chance of fuel fumes being ignited, plus the Naiad is filled with foam buoyancy blocks which occupy around 95% of the hull void.

SAFETY & COMFORT The foam “D” collar is designed to keep the vessel afloat if it were holed - safety is a high priority on all Kirby Naiads. The shock absorbing seats were designed by Swedish doctor Johan Ullman who served in the navy back in the 1980s and treated many sailors suffering severe back problems after working on rapid response torpedo patrol boats. The seats are meant to be ‘ridden’, rather like a horse saddle distributing body weight and impact evenly.

Many of the sea rescue vessels in operation around the massive West Australian coastline are Naiads fitted with these same seats.

As they say, they’re not cheap but they work. Each jockey seat is worth about $5,000.

Sea Dek flooring has been laid on the deck and with the Western Rock Lobster season in full swing during the summer months, a Kirby designed pot hauler winch and stainless steel arm slots into the gunwale when required - another major advantage of the “D” collar design which creates gunwale space for such recovery gear, rod holders and sinker wells. Mustn’t forget the portable barbeque.

The “T” top shade awning is made from heavy duty pipework, throwing shade over the helm and large areas of the fore and rear decks. Hella LED Seahawk deck and flood lights illuminate the area, drawing minimum power.

During my closer look at this vessel, Kirby was called away and I was placed in the care of one of his staff. Yet another potential buyer from the boat show bookings had arrived for an inspection.

While the slump in the West Australian mining boom has certainly slowed the economy down, there are new signs of a recovery with recent announcements of more projects getting underway. In turn the boating industry will bounce back and it’s good to see renewed interest in the customised product which Western Australia is renowned for. The Naiads are not budget vessels, particularly the review craft, but there’s still a market for them.

JOIN OUR WEEKLY POWERBOAT NEWSLETTER SIGN UP TODAY FOR FREE & BE THE FIRST TO GET NOTIFIED ON POWERBOAT NEWS. Subscribe free online at

WWW.BOAT MA GS.C O M 115

Fusion's latest Apollo Series stereo built into the dash.

116 PACIFIC POWERBOAT MARCH/APRIL 2019

WE CHECK OUT SOME OF THE OPTIONS AND WHAT YOU SHOULD CONSIDER WHEN BUYING A MARINE STEREO FOR YOUR BOAT.

S

o you’ve decided to install a new marine stereo – great move! Your time on board is about to get enhanced in a wicked way. But before jumping into any commitments, or grabbing the first tempting deal you happen upon, there are some things to consider before you take the plunge.

Just like there are so many different types of marine vessels, there’s a wide range of different options and configurations for marine stereo systems too. And as with anything in life, some pairings work better than others.

Boats are a very difficult place to reproduce high quality sound. Between wind and engine noise, there are some unavoidable factors that any sound system will have to contend with. But there are more nuances than that to consider.

Fusion’s Stereo Active is an all in one portable marine stereo system.

WWW.BOAT MA GS.C O M 117

SOUNDS ON BOARD Looking for serious sound when wakeboarding, then check it this bank of eight JLA Marine speaker pods.

Wide open spaces

Vessels that are open, with noisy engines and high speed capability, will always need a high-end system in place. If you want to be able to actually hear your music or the radio, something that is properly fit for purpose and tailored to precisely this kind of situation will be necessary.

Wind can be friend or foe when it comes to actual movement on the waves – but when you’re trying to listen to something other than ambient noise, it’s your worst enemy. Open boats need high powered systems in order to do their job properly.

If your vessel has a cabin or small saloon space, these will provide a better environment for playing music the way that you want to hear it. With less to compete with – in terms of noise from wind, waves and engine – you’re automatically going to have an easier time of it. You’ll have the option of something a little more simplistic, and smaller speakers or systems powered directly from the source unit are both viable things to consider.

Sounds good – and looks good too

A large modern yacht is a marvel of design – and as such, you’ll want to make sure that any sound system you put in place is a suitable aesthetic match. A European-built vessel will tend to lend itself to slim line, unobtrusive products. There are some ultra-low profile and discreet designs that don’t have a logo displayed or any obtrusive features like LED lights or sports grilles. The Fusion Signature Series Classic range is an elegant, discreet option.

In the last few years there has been huge technology changes in the marine audio market. and perhaps none moreso than Kiwi founded company, Fusion Entertainment, one of our most innovative manufacturers, has networked most of their stereos so they can be controlled by all major-brand display units.

Fusion-Link allows compatible Raymarine, Garmin, B&G, Lowrance, Furuno and Simrad, among others, multi-function displays the ability to interface and achieve full control of Fusion-Link-compatible stereos. Fusion-Link can also be loaded onto smartphones for total control. Control of your stereo system can even carried out on today’s smartwatch.

Digital media-friendly stereos are now the norm. They connect with your smartphone using Bluetooth or Wifi and allow you to play your Spotify and other digital media.

Which inputs and data sources?

Would you like to connect your iPhone, Android or iPod? Features to look for include support for Pandora or Spotify Internet radio, integration of smartphone apps with iPhones 118 PACIFIC POWERBOAT MARCH/APRIL 2019

and Android phones, jacks or adapters for connecting your iPod, SD card slots and Bluetooth support. Connecting your smartphone to your boat’s stereo using Bluetooth opens up an unlimited selection of tunes from the Internet.

CD compatibility allows you to expand your playback possibilities by playing your MP3/WMA/AAC digital music files or CD, CD-R and CD-RW discs. Some stereos include a plug-in for an SD card, or a USB connection for a thumb drive, so you can play your digital music whatever the format it’s stored in.

Advanced features may include LCD displays that show ID3 tag and file information so you can read song titles. Many stereos include wireless remote controls,, which allow you to control your stereo from anywhere on or near your boat, with an effective range of about 10m.

Auxiliary inputs and audio/video outputs allow you to expand your system by connecting portable music players, TV or VCR, external amplifiers and powered subwoofers to your stereo.

What level of waterproof protection do you need?

Audio equipment in your car lives inside a waterproof, climatecontrolled box. Your boat punishes audio components with spray, moisture, salt and UV radiation. The marine environment will kill an automotive-grade stereo in a few months or a single season under the best conditions, so saving money with a cheap car stereo is a mistake. What should you look for?

Marine stereos are rated either spray-resistant or waterproof.

Look for CD slots that are sealed with rubber gaskets.

Faceplates can (in theory) withstand either spray or complete immersion, depending on the receiver. In reality, marine stereos often aren’t rated by clear, objective waterproofing standards, but are “marinised” for surviving in salt-water environments.

Some receivers, come with a submersible IP waterproof rating.

Corrosion-resistant materials on good-quality marine units resist rust and salt water. Stereos include “conformal coating,” with a sealing coat of epoxy or urethane encapsulating circuit boards and processors. Plastic cases are UV-resistant, speaker cones are polypropylene, not paper and key metal components are often stainless steel. Wire is tin-plated and contacts are often gold-plated.

Wireless Audio

In the 10th century AD, Harald ‘Bluetooth’ Gormsson reached his prime, uniting Denmark and Norway. Just years later, however, the Scandinavian king was usurped, losing the throne to his own son. Fast forward a millennium, and a different Bluetooth has unified the phone and personal computer industries. This well-known technology has played a prominent

What’s best—Wi-Fi, or Bluetooth?

The choice is quite clear when it comes to Wi-Fi or Bluetooth.

If you want the best quality, choose Wi-Fi. If you want cheap and easy, choose Bluetooth.

Simply put, the big differentiator is that Bluetooth is not capable of delivering the same level of quality as Wi-Fi. It never will be able to, because it’s a technology designed for something else—it can be likened to tipping a greater quantity of water down a sink, and expecting it to go down just as fast even though the pipe remains the same size.

Inevitably, there’s only a certain amount that can go down, until some spillage occurs.

Marine Speakers Clarion produce a range of marine subwoofers, speakers, amplifiers and source units. role in society, but just like its namesake, we believe its time on the throne is limited.

When it comes to listening to music, more and more consumers are moving to wireless audio. You step into the house, or onto the yacht, and you want to stream music straight from your phone. We’ve come to expect this luxury—gone are the days of sitting down and pressing buttons on a stereo!

The wireless audio market offers two main options for listening: Bluetooth, or Wi-Fi. Here, we hope to look at these two options in detail, and provide our advice on the best choice moving forward.

As with home theatre and automotive audio systems, speakers on your boat are critical to good sound quality, so don’t skimp. A middle-quality receiver paired with the best speakers is more satisfying than an expensive receiver driving cheap speakers.

Flush-mount speakers are clean and attractive, fit in tight spaces and can’t snag tackle or lines. Proper mounting can be tricky. Speakers work by moving a diaphragm (cone) back and forth to move air and generate sound. An air space that is too small will inhibit movement of the diaphragm and result in a serious loss of low frequency response.

Also, limit air path between the front and rear of the speaker.

When the diaphragm moves forward, air will rush into the vacuum behind the speaker instead of traveling to your ear, again resulting in loss of low frequency response.

Consider the number of drivers: coaxial, triaxial and dual cone. Two-way, or coaxial, speakers include a separate

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WWW.BOAT MA GS.C O M 119

SOUNDS ON BOARD New Fusion XS Series Marine Speakers, are available in Classic and Sports (with RGB lighting) versions. tweeter—located inside the woofer—to handle the high frequencies and accurately deliver your music’s sound range.

Dual cone speakers are a less costly alternative but correctly designed can still deliver very good quality audio.

Power handling capacity

Bigger is better, but don’t get your hopes up that a 10-watt signal will sound better on a 100-watt speaker than on a 10-watt speaker. Be sure the speakers are rated for at least as much RMS watts output as your receiver, or you’ll blow speakers when you crank up the volume.

How waterproof are they?

Home or automobile speakers have steel frames and grilles, exposed copper wires and, in some cases, paper cones. All of these features are a problem on a boat: steel rusts, copper corrodes, and paper dissolves.

Since salt air is the main environmental problem, waterproof or marine-rated water-resistant speakers should be used below decks as well as in the cockpit. Water-resistant speakers are made with polypropylene cones, neoprene rubber surrounds, corrosion-resistant metal parts and UV-tolerant plastic components. Fusion offer speakers that allow boat builders to meet extreme water resistance standards such as ISO 12216 the only marine speaker company globally to do so.

Magnetic compasses and autopilots can have their accuracy seriously compromised by nearby magnets from motors, unshielded cables and audio speakers. It is vital that consideration is given to this when installing speaker systems.

Subwoofers

Big speakers (8” diameter or larger) that have only one job— producing low frequencies-bass. Most subwoofers are mounted inside specially designed boxes. A “Free-air” or infinite baffle subwoofer doesn’t need a box, and saves valuable space, but you should install it in an airtight compartment or enclosure.

Free-air subs also have flat frequency response, for crisp, clean bass.

Rockford Fosgate provides a fully featured audio command centre with audiophilequality sound.

120 PACIFIC POWERBOAT MARCH/APRIL 2019

Amplifiers

If you install a subwoofer, you need a separate power amplifier to drive it (subwoofers are either “powered,” containing their own amp, or “unpowered,” and require a power amplifier).

Regular speakers can run off the receiver’s built-in amp, but you’ll get more power, more volume and cleaner sound from your premium speakers with a separate power amplifier.

In a high-noise environment, like a fast powerboat, the amp provides the guts you need for great sound. Installing an amplifier requires a thick power wire run directly to your boat’s battery, and you also have to run audio cables to your head unit’s preamp outputs (or in some cases, connect your speaker wires to your amp). If you don’t plan to add an external amplifier, look for a powered enclosed subwoofer.

Finally and most importantly, now enjoy your music – there is no better place to enjoy high quality audio than on the water.

The GME G-DEK marine multimedia entertainment system has Bluetooth capability.

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WWW.BOAT MA GS.C O M 123

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

Your local authorised Mercury Specialist

YOUR LOCAL AUTHORISED MERCURY SPECIALIST

DB372

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

www.gulflandmarine.co.nz

WWW.BOAT MA GS.C O M 125

FLETCH’S TIPS Aaron Fletcher has years of experience as a Commercial Skipper and later as a marine educator. Every issue Fletch will share his Tips for the Pacific PowerBoat readers, which will range from simple fix ups to marine safety.

TIP #002

TIP #001

Love your warp Some of you will have noticed that your anchor warp (the rope that lives in the anchor locker) gets really smelly and covered in mud and sand. Rinsing it at the end of each outing doesn’t really clean it much and when you have to drop anchor you get covered in crap. Here’s a neat warp cleaning tip that I have used over the years: •

Drag warp out of anchor locker and soak in fish bin with fresh water. Leave for a few hours, yes it will really smell!

•

Wait until the wife has gone out, and run into the house with the warp and place in washing machine, make sure you add a couple of capfuls of fabric softener (DO NOT USE BLEACH), set machine to cold wash

•

•

Remove warp from washing machine, run back outside with warp, remember to remove any evidence (shells, seaweed etc.) from washing machine Layout your warp on the lawn to dry, install back in the chain locker – also remember to give your chain locker a full scrub first, otherwise your warp will become manky very quickly.

This is the condition some of you will find your anchor chain shackle in, the mild steel shackle has lost all of it’s zinc protective coating and is now completely useless. The only way to remove it is with a set of bolt cutters – I have a personal issue with rusty shackles as it will leave rust stains in the locker and all over your nice and clean warp. The tip here is to learn how to splice the warp to the end of the anchor chain, the whole process took less than ten minutes and saved the cost for a S/Steel shackle – you can learn how to splice to your anchor warp here.

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

126 PACIFIC POWERBOAT MARCH/APRIL 2019

DMW Custom MAG Wheels -

Standard on every DMW Trailer DB301

www.dmwtrailers.co.nz

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

TIP #003

SALT-A-WAY This is a great product for flushing your outboard, another great use is for cleaning fishing rods and reels? Grab a clean spray bottle, mix 50ml of concentrate to 1 liter of water. Spray all your rods and reels, also you don’t need to rinse afterwards as the product protects your fishing equipment as it dries.

You can use the same spray to clean around the boat console and engine controls etc.

Another great cleaning product you can use is white vinegar mixed with water in a spray bottle, this is a great product for cleaning down squabs and life jackets, works really well on mold – and is cheap!

Fuel leak damage

TIP #004

When replacing fuel seals or fuel lines, make sure you check all the areas where fuel has possibility leaked. This boat owners sender unit had a small leak around the seal and this only leaked when planing, as it was a small leak the boat owner decided to put it off until the end of the summer as it was a big task that required removing the cabin floor to access the fuel tank.

This was a more serious issue that he first thought, when he was rummaging around the bilge he discovered the damage the leaking fuel had caused to the bilge pump and wiring.

The pump was completely melted, the wires were bare as that had lost their coating and could have caused a power short to the electrical system. This is a timely reminder that leaving small jobs (fixing the fuel tank leaks) could cause serious damage if not dealt with quickly.

TIP #005

Check them every season, if in doubt, throw them away. DO NOT install in the cabin or under a squab, place them within arm’s reach from the steering wheel. In an emergency you will be grateful it’s close by – remember as a safety lesson here, train your crew person/man/woman how to use them.

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.

Are you buying a preloved boat in Australia?

We specialise in pre inspections!

Travis Thompson, Thompson Marine Services PTY Ltd | Ph +61 447951758 | E: travis@ thompsonmarineservices.com WWW.BOAT MA GS.C O M 127

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DB262

PROVEN HYDROFOIL TECHNOLOGY p: +64 9 536 5070 | e: info@teknicraft.com

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DB161

ALUMINIUM BOAT MANUFACTURERS Call Philip for your nearest dealer: (09) 274 5586

WHITE POINTER BOATS

www.metaldesigns.co.nz Custom built inflatables, re-tubes & repair of any inflatable

Custom Alloy Sports Fishing Boats “Ride with the best”

Mob: 0275 815007

189 Stanley Road, Gisborne Ph: 06 868 6519 Fax: 06 868 9939 Email: rex@whitepointerboats.co.nz Web www.whitepointerboats.co.nz

128 PACIFIC POWERBOAT MARCH/APRIL 2019

DB368

SF600R

1487A State Highway 17, Dairy Flat, Auckland.

Ph: 021 570 505 | e: info@seafarerinflatables.co.nz | www.seafarerinflatables.co.nz

For assist

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AUCKLAND’S SPECIALIST BOAT REPAIR CENTRE

Recognised

member

Phone: 09 441 2000 Fax: 09 441 4000 Mob: 021 908 156

e: dale@touchofgloss.co.nz | P: 0275 951 443 www.touchofgloss.co.nz

DB192

58 Diana Drive, Glenfield Steve@boatrepairs.co.nz www.boatrepairs.co.nz

Antifouling – Touch ups – Valet – Refits

DB056

Insurance Work Specialists • Launch, Yacht and Runabout Repairs • Antifouling and Gelcoat Work • Full Marine Maintenance Service Spraypainting and Jetski Repairs

Phone 09 438 6884 | www.seamac.co.nz

DB112

DB238

• Hatch Windows • Sliding • Engine Room • Saloon • French/Bi-Fold Doors • Sliding • Fixed

Talk to us first for all your

DB009

• Fibreglass & Timber Repairs • Spray Painting & Gelcoating • Insurance work • Antifouling 25-27 Holmes Rd, Manurewa.

PO Box 75-486. Manukau 2243 Ph (09) 267 8498

DB359

info@southaucklandboatrepairs.co.nz www.superiorgroup.co.nz

DB353

Phone: +64 9 818 9230 1 Akatea Road, Glendene, West Auckland. westakmarine@xtra.co.nz | westaucklandmarine.co.nz

DB347

• Engines 2 – 900hp • Sales & Spare Parts • Full Service Facilities

14 Saunders Place Avondale, West Auckland. Ph: 09 818 5604 www.bensemann.co.nz • info@bensemann.co.nz

POWER LIFT BRACKETS Power trim & tilt units from $1250

Jacking plates from $950

MORRINSVILLE’S MARINE CENTRE

Thames St, Morrinsville ph (07) 889 7193 • fax (07) 889 5405 Email: sportcraftboats@xtra.co.nz Jamie (021) 795 597 www.sportcraftboats.co.nz

For further information contact: alex@boatmags.com - 021 028 65298

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>> DIRECTORY SALES & SERVICE – PRODUCT & ACCESSORIES

REPLACE

REPLACEMENT WINDSCREENS DB264

LIKE NEW

Call 09 278 9816

FREE E INSURAENSC QUOT

FOR ALL MAKES AND MODELS

www.sandbrooks.co.nz

FLUSH YOUR ENGINE WITH

KILLS SALT CORROSION SALT REMOVING TREATMENT

GOLD MEMBER

Best value for money • Most concentrated (500.1)

0800 272 589

www.salt-away.co.nz

Office: (09) 4838 111 – Pete: 0274 731 260 – Luke: 021 686 394

Email: pete@boathaulage.co.nz

Pacific Rim Marine Surveys Ltd. Pre-Purchase Inspections * Insurance Surveys * Consultations Fully qualified Marine Surveyor through LOGOS the International Institute of Marine Surveyors

COLOURS

James Newcombe Ass.M.IIMS, DipMarSur.IIMS M +64 0211 390 459 E info@pacificrimmarine.com DARK > W www.pacificrimmarine.com

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12MONTHS DIRECTORY/BRAND AWARENESS ADVERTISING OFFER FOR ONLY $100 PER MONTH BLUE > Across all titles - print and digital copies, boatmags.com digital Marine Directory and complimentary news editorial.

For further information contact: alex@boatmags.com - 021 028 65298 130 PACIFIC POWERBOAT MARCH/APRIL 2019

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