A tough little workhorse that steps in the right direction for aluminium fishers

WORDS: DAN BURGESS
PHOTOS: JACK SCRINE

It is often the solitude of fishing that captures many anglers' imaginations. I know I have always enjoyed fishing solo: for me, it forms the basis of my fishing roots. I can recall hours and hours roaming estuaries in my small aluminium boat, soaking up a full day's UV light back when it was considered 'healthy'.
When I first stepped onto the Anglapro Bandit 444, I could feel that childish enthusiasm reignite. Its sheer simplicity and incredible amount of deck space for its size sparked my imagination and immediately made me wish we had longer on the water for the test.

I had brought a fishing rod with me, and once I rounded the Port Hacking ocean entrance and started to feel the swell-pulse passing under the boat, I found it difficult not to point her east, put the throttle down and leave the team from Good Times Marine behind.
The Anglapro Bandit 444 strikes me as a real workhorse. Its high and wide gunwales, coupled with 3/4mm plate-sides make the boat very sturdy for its size. This also improves its ride, as its plate-sides impart less flex and contortion on the hull than many other small aluminium boats. The width of the gunwale topsides also allow for the anglers to easily fit extras aboard, like downriggers, extra rod holders, bollards, and so on.

One of the ideas behind Anglapro boats that I really like is their acceptance that every angler is different and therefore they make each boat fully customizable. The Bandit I stepped into had a small console with storage space inside, port and starboard welded side-pockets, an anchor well and a plumbed live-bait tank. A single pedestal seat behind the console made for comfortable driving, and the Dunbier trailer that comes as part of the package means you're underway as quickly as you want to be.
The conditions of our test day were magical, but not ideal for testing how the hull performed under the pressures of a messy outing. To get some idea, we needed to venture from the glassed-off waters of the Hacking, and head to its mouth, where small swells at least confirmed the clanging and banging associated with most aluminium boats has been kept under wraps in the Bandit's construction.

With the current economic climate, the boating industry has had a very tough year. This means those who are looking to buy a boat are looking more closely at this style of aluminium centre-console and side-console fisher. Those who are very tight of pocket are able to start off with the basics, while additional extras that contribute to comfort and fishability, like bow and side rails, fancy paint jobs, sounders and chart-plotters, side pockets and hydraulic steering are there to slap on if desired. The list of optional extras available with this boat is actually too long to list here. Almost the only thing the consumer can't have a say in with this boat is the hull construction. This is a benefit more and more boating companies are seeing fit to option into their packages. Every angler is different and requires different things from their boat. We are living in a time when dollars matter, and by selecting options from a list, rather than having unused features forcibly fitted to your rig, the savings can be substantial, and no valuable onboard space is wasted.




The Bandit package comes with a punchy little Suzuki 40hp four-stroke outboard, which seemed well matched to the Bandit, and powered it along quite nicely. A possible increase to the maximum-rated horsepower of 50 could have made things even more fun, but that might just be me.
The Bandit 444 is a light boat by modern standards, and thus opens up a range of options for towing by a variety of vehicles. Modern Boating magazine is currently in arrangement with Good Times Marine to use one of these great little tinnies as a work boat, and I for one will be happy to see others in the team tow the boat from A to B. In the past, my hefty Land Cruiser and I have been the office's designated trailerboat drivers, since no-one else has cars with the capacity to safely tow larger boats around. The Bandit range does consist of both smaller and larger models than the one we tested, with 4.2m boats at the smallest and lightest end of the spectrum, right up to more 6.4m versions. I found the 444 to be a happy middle-ground, and plenty of boat for the applications of the inshore angler.
Most of the guys going for this boat and package are looking for a zippy spacious number to take around their local bays, harbours and estuaries, with the ability to also head offshore for a shot at bigger pelagic and demersal species when the conditions are right. In this, the Anglapro range has delivered. Affordability, customisation and a thoroughly enjoyable ride contribute to a range of boats that deserve some serious attention.

 

After countless boat tests, fishing trips and Modern Boating project boats, the author pulls out the cheque book and creates his own dream sportfishing machine

WORDS: DANIEL TILLACK
PHOTOS: DANIEL TILLACK, NICK WOOD, AL MCGLASHAN

The perfect sportfishing boat doesn't exist; you have to make it. That's because the fishing genre is hard for boat builders, who know it's more profitable to make one-size-fits-all boats, and every angler wants something different. Plus, not enough boat builders know the difference between sportfishing and dropping a bait over the side.

However, there are plenty of great boats that can be tweaked to suit your tastes. The trick is knowing every boat is a compromise and deciding what features you want before you start. Be patient: I found the hull for me after 18 long months of searching. Initially, I had only been considering 'fishing' boats. Then I came across the Beneteau Flyer 550 Open.

Beneteau's Flyer 550 Open is a 5.2m centre console and unlike any boat I had previously seen in that size. It met all my criteria: 360˚ castability; comfortable offshore and in an estuary; more storage than any centre console in its size; overnight sleeping arrangement; safety; reasonable tow weight; wake-toy capable; and missus-friendly—which is the hardest task for a centre console.
All I had to do was figure out how to turn this canvas into a fishing masterpiece.

Beneteau has many factories throughout the world and has been building boats for more than 100 years, everything from the small Flyer range up to trawlers and 58ft cruising yachts. The French company was wise enough to outsource the design of the Flyer to experts, Volanis, with a brief to maximise the space. Mission accomplished. It's the best centre console format I have seen in a boat less than 6m. But there were several things to consider.

CABIN OR CENTRE CONSOLE?
That's the question that haunts every sportfisherman who decides to buy a boat. To decide, think about the type of fishing you enjoy most. I mostly cast lures, and I decided I didn't want to spend my days pushing and squeezing past people and leaning out the side to make a cast. Cabins have their place, but in a small boat they just waste half the space. I'm happy to sacrifice the weather protection a cabin offers for the convenience of being able to cast in comfort. I should add that I'm a fair-weather fisherman these days: I have been spoilt enough in fishing that I no longer have any interest in bashing through rough seas and strong winds to catch fish. I'll fish protected waters when it's rough, and enjoy heading offshore in pleasant conditions. If the weather blows up unexpectedly, the Flyer's performance is good enough to handle it and minimise the spray. However, there's no such thing as a 100 per cent dry centre console.

For overnighters, the Flyer's forward casting platform can be optioned with a sunbed cushion set. It converts the platform into an open-air double bed of just less than 2m by 1.85m. No 5.5m half-cab I'm aware of offers that. I prefer the open set-up over the stuffy stink of most cabins in boats this size. If the overnight weather looks questionable, the bow rails are high enough to rest under with a tarp affixed.
Another attraction of cabins is they offer safe dry storage for your gear. This is where most centre consoles lose the race, but not the Flyer. Unlike the tiny consoles found on too many boats, the Flyer's console steps down into the hull creating a space two people can sit inside. It smashes the console space (often only the size of a carton of beer) of its rivals and was a major factor in my choice.

Entry to the console is via a two-part polyester door with hatch cover. Inside, the port and starboard seats house a storage compartment each. The area left between these seats is big enough to accommodate a toilet. I bought a Coleman chemical toilet. It's something lady passengers appreciate, it was inexpensive and I can remove it for serious fishing when I need the space for camera gear.

I added an interior light in the console for my overnight adventures. The house and crank battery both live aft in the console, under the entrance and out of the way.
While spacious on the inside, the topside of the Flyer's console leaves a challenge to fit marine electronics. There is always a solution: the hatch cover for the console door now lifts up to reveal a section of Starboard added to mount the Fusion stereo and Lowrance VHF marine radio. This keeps them out of the weather and within reach of the skipper. This addition works well, and also leaves space on the dash for the Lowrance HDS-7 sounder/GPS unit. This is affixed to a RAM mount—a strong, marine-friendly multidirectional mounting system that has a bracket that attaches to the Lowrance's standard mount—and places the screen directly over the wheel. It is easily removed for house storage to avoid theft. A mounted compass and 12V plug are standard. I added a six-button switchboard below the wheel for accessories.

The flyer comes with a sporty steering wheel, but I replaced this with a stainless Edson wheel with a power knob—an expensive luxury, but I'm a fan of the power knob for ease of steering. I also regard it as necessary because the small space between the throttle and steering wheel is an area the Flyer's design fails. The power knob avoids sore knuckles.

Anyone with a portly figure might need to think about changing the helm seating arrangement, which is designed for sitting,
not standing. A slim fellow like me doesn't mind the standard set-up because it provides enough space to stand and brace against the seat, but a bigger stomach might struggle to squeeze between the wheel and seat while standing. However, sitting is very comfortable thanks to luxuriously thick-padded pedestal seats, which can be adjusted up, down, forward and back. A storage pouch is mounted into the back of each pedestal seat, which is handy for storing leader, cutters and other bits. The stainless rail running over the console provides ample grab positions.
The console has a moulded forward seat with two recesses for drinks.

The casting platform has a folding panel that can be secured to the main forward hatch or folded aft to join the forward console seat. This forms an extended casting platform, or, with the cushion set in place, the spacious sunbed.

SAFETY
All Beneteaus are built to CE certification. I was pleasantly surprised to see two manual bilge pumps fitted as standard on the Flyer. However, I did remove them from positions under each aft quarter seat to use the six-inch holes to fit the speakers for the Fusion stereo. I relocated one of the pumps to a more accessible position. An electric bilge pump was installed but I like the idea of having a manual version as a back-up.
 

The hull also features a lot of foam strategically placed for positive buoyancy, meaning that if the hull is swamped, it will remain upright—Beneteau thus proving that positive buoyancy and ample storage don't have to be mutually exclusive.
The self-draining deck is great for cleaning and adds to offshore safety. An EPIRB, fire extinguisher and fire blanket are mounted just inside the door of the console. I added nav lights to complement the retractable samson-post anchor light. I also added three blue courtesy lights—one forward and one each side of the console—for night fishing. I chose blue instead of white to minimise the effect on my night vision. I carry oars and a spare anchor set-up in the console as well as fenders, spare ropes and tools. There is a full-width storage area under the forward platform where I keep lifejackets and safety gear, so it's within easy reach. That hatch has user-friendly gas struts fitted, which is handy in a lumpy sea when you want both hands for rummaging. The anchor lives forward of that. There is a bowsprit and roller. The anchor hatch is small so I'm considering altering this forward section to allow a rode spillover.

MORE STORAGE
In addition to the ample storage in the console, the Flyer features a massive storage hatch under the cockpit deck. The factory standard set-up has the battery box fixed here, but I moved the batteries to the console, leaving a large uncluttered storage area I use to store a Fij bag—an excellent substitute for a space-consuming icebox; it's big enough to hold big kingfish, tuna or spanish mackerel—plus fenders and a spare cutting board. This hatch also provides access to battery switches and the deckwash/bait tank pump valve and hardware. You also get to the 100l fuel tank through it.

Rod storage was a challenge, with only two standard plastic rod holders set into a unique teak section of the gunwale. I replaced these with stainless steel rod holders, plus I added four rail-mounted stainless steel holders on the back rails for the aft quarter seats. I initially had them all angled but then changed the centre holders to be straight. I have plans for at least four more of the rail-mount holders to be mounted on the console, plus four horizontal rod racks to be built in below the teak sections of the gunwale, to join with the storage pockets below. A further four will be built into a planned baitboard mounted on the transom.

Storing live bait was made possible by moving the boarding ladder to the starboard step. I then had the step cut open and some foam removed to allow for a tank I had made by Wrengco Tanks. For $250, I got a tank made to fit the space, but with an open top so JW Marine could attach a lid made to the shape of the step. The tank is plumbed with a Johnson Aquajet live-bait tank and deckwash kit. The finished product looks like it was made at the factory.

THE ENTERTAINER
We all know the time comes when we have to walk away from the rods and entertain on board, and this is where the Flyer shines. The forward sunbed, luxurious bucket seats at the helm and cushioned aft quarter seats accommodate six people in comfort. The optional table mounts in a hole fitted central in the cockpit hatch, making a seated table setting for four adults. Add the indoor toilet and the Fusion stereo system and it's all very civilised... well, until it comes time to decide whose iPod is loaded into the dock of the stereo. (The Fusion stereo houses the iPod inside the unit so you operate all the usual iPod menus through the stereo's display—it's brilliant!) A table setting is a bit fancy for a fishing boat, but it comes in handy when you do an overnight fishing trip. The central position makes it a practical option for a bait preparation station, but I prefer to leave it clean for dining and/or cruises with non-fishing friends.

STILL TO COME
Like all boats, this one went over budget. There's still a list of things to complete before she's a real fishing boat. One compromise I had to swallow was the lack of leg support for offshore fishing. The Flyer's coamings run straight to the deck with no recess for toes. This was a hiccup in the decision process; it's an annoying shortfall of so many boats. But, all boats being a compromise, this had to be sacrificed for the superior storage, finish and construction of the Flyer. My solution to this problem is three Tallon receivers an excellent invention that facilitates a series of removable accessories—installed on either side of the boat, below gunwale height—into which I will mount a removable, upholstered, horizontal stainless bar for leg support. It will be removable and the Tallon receivers can then be used for additional beverage holders or other accessories when I'm entertaining or fishing in sheltered waters. The receivers were expensive, but they are versatile enough to justify the spend.
The aforementioned baitboard is sketched and waiting in the 'when-I-can-afford-it' pile, as is a bowsprit-electric-motor-mount sketch that will require a custom make to allow anchoring capabilities to co-exist with an electric motor. I hope to mount it centrally on the bow, where the standard bowsprit now lives.

TRAILER
My trailer plan was specific: The Flyer can be handled by a single-axle trailer, but I opted for a twin-axle. It's unlikey a well-maintained trailer will encounter trouble, but experience has taught me that if something does go wrong, your boat is better supported by two axles. Also, a twin-axle trailer applies less down-weight on the tow bar. I also opted for a swing-away draw bar.
This contraption allows the neck of the trailer to fold back on itself, which makes the boat easier to store. Mine is a Mackay V-Type multi-roller trailer with mechanical brakes. The build quality matches Mackay's good reputation and the custom options were accommodated easily.
I found the price reasonable ,considering the options I requested. Anyone buying a trailer really should remember that the stronger and better quality it is, the less hassles you will have.

PERFORMANCE
The initial outboard was an Evinrude E-Tec 130hp, but I upgraded to Evinrude's 150hp H.O. The 130hp pushed the Flyer to 38 knots; I'm yet to reach top speed with the 150hp; all I know is, it's faster than I'm willing to go! The 150 gets me out of the hole quicker with four people on board and saves on fuel. But remember that a bigger engine works less at the same cruising speed, which is also good for the fuel bill.
 

Maritimos big new flagship has the range to match its size

WORDS: MODERN BOATING STAFF WRITER
PHOTOS: MODERN BOATING STAFF AND MARITIMO

The Maritimo 73 is not a puffed up version of a smaller hull but a brand-new boat: new hull, new everything. The 73 is the biggest boat that Bill Barry-Cotter, Maritimo's founder, has ever built. With a range that will get you from Sydney to Cairns, top-notch build quality and a focus on comfort, the Maritimo 73 is an excellent choice for anyone intent on long-range cruising.

You board via the large duckboard into the 17.7sqm cockpit. This is a massive entertaining space that would make an inner-city apartment-owner jealous. There's a barbecue and a cool box big enough to hold a stack of reef fish or four or five cartons of beer. There is also a handy sink and two large storage hatches for ropes, snorkel and flippers, fishing tackle or other water toys. The aft transom lounge has space for two sun-lovers to bake lying down, or four to five if seated.
The test boat had a table setting where six adults can sit comfortably and eat al fresco. The table has grab rails and a hatch behind it.
Underneath the cockpit is an equally massive tender garage big enough to house a 3.5m tender with a 30hp Evinrude outboard. There's an electric crane to launch the tender.

Maritimo's attention to detail is evident throughout the boat, in little things such as the removable board that lives in a starboard cockpit hatch. The board is used to cover the steel slider rail beneath the doors dividing the cockpit from the saloon, when the doors are open. It means that bare feet don't have to stand on the rail. It's a little thing and not at all necessary, but it's typical of the tone consistent throughout the entire boat: it's all about comfort.

Inside, the saloon has a dining setting for six to eight adults. There is a canvas cover to save the carpet on occasions that involve either dirty or many feet. Meals are prepared in the step-down galley to starboard. It features a pull-out pantry, two fridges, two freezers, Corian counter tops, a four-burner stove, large convection/microwave combo, dishwasher and a thirsty-size wine locker. There is ample storage for provisions, kitchenware, crockery and cutlery.
Additional storage for crockery and lots of glasses is found forward of the galley, under the stairs leading to the flybridge. This storage unit also houses a Sony Bravia 40in television with DVD and Bose surround sound.

The saloon is fully air-conditioned and offers 360° visibility thanks to large windows and the glass sliding doors to the cockpit. Views can be enjoyed from a stylish leather Natuzzi suite selected by the owner. The dark wood coffee table is a nice touch.

Sleeping quarters are accessed from a small stairway forward of the saloon. There is a single guest cabin to starboard. It has a cupboard big enough for two people to stand in. The porthole opens for fresh air and the deck hatch has retractable shade and fly screens. The laundry is forward of this cabin.
The amidships VIP guest cabin is accessed on the portside. It has a massive storage pit that you step down into. It even has drawers. The island queen-size bed is the centrepiece faced by a television. It has an ensuite big enough to walk around in, bathed in natural light from a porthole and a deck hatch. There is a shower, toilet and vanity.
 

The day head is forward and to starboard. It doubles as an ensuite for the forward cabin. The forward cabin has a queen-size island bed. There is heaps of storage and deck hatch for fresh air and natural light.
The below-deck master cabin has a king-size island bed with storage underneath. There are his and hers wardrobes, a desk and television.

The ensuite is an interesting set-up and an example of the thought that went into the design throughout the boat. It spans from
port to starboard, with his and hers toilets—one on either side—and a sink each side also. The shower is dead centre, accessible from both sides.
The flybridge is 38ft long and has all the luxuries you would expect of that space. There is a three-seat helm station, which overlooks large screens displaying radar, GPS, engine systems and depth sounder information. This set-up is the owner's choice. The helm station was designed for skippers by Ross Willaton, Maritimo's sea-trial skipper. The large windows provide 360° visibility.

The flybridge is carpeted. There are two lounges, a bathroom, fridge and icemaker, liquor cabinet, storage for glasses, more general storage and a pop-up television.

The large sunroof is an excellent idea,
adding sounds and smells to whichever view you choose.
The flybridge has its own aft deck with docking controls on both sides and a large space to lean on the rail and enjoy watching the sun sink into a tropical bay.
We took the big Maritimo for a spin out front of the Gold Coast. The twin 1550hp Caterpillar C32s cruised nicely on 1700rpm for 23 knots, burning 150 l/h with the port engine and 145 with the starboard engine. According to Maritimo, if you stick to a laid-back troll of nine or 10 knots, the range of the vessel is approximately 1,500 nautical miles.

During our test drive, the 73 did its thing in the sloppy chop. It was easy to steer and performed even more impressively when Aaron, our skipper for the day, took back the wheel to show how well the big hull cuts into a turn under power in hands familiar with her.
The minimal roll reduced even more once we pushed to 2000rpm and 30 knots. Even at this speed, the engine noise remained unnoticed during conversation.
Other features include a 130l/h water-maker, twin gen-sets, a comprehensive shore-power system and single and three-phase power. In the spacious engine room, there's a big Kingcrome tool box and work bench, a gurney and an automated fire system.

The sidewalks are so wide, you could ride a bicycle around the boat. At the bow, you notice a very clever table setting on the nose. It has a handsome polished timber table, which is bound to be a hit with the ladies during cocktails at anchor.
There are two anchors. The electric has 80m of chain, while the hydraulic has 100m of chain. There are foot controls and controls at the flybridge for these. The chain hatches are massive.

Once at anchor, the big 73 can put on an impressive show with something like 160
LED lights throughout the boat.br /> These are just some of the bright ideas
that make this Maritimo deserving of the
title of 'flagship' for this great Aussie boat-building house.
 

Andrew Richardson finds that the Cobalt 262 stands the test of time

WORDS & PHOTOS: ANDREW RICHARDSON

This is the fifth Cobalt boat I have reviewed since these Middle American boats arrived on our shores in 2003. Back then, I was impressed but also wary of flash-in-the-pan imports that come and go. Move forward six years and I can confidently say that Cobalt luxury boats have made their mark on the Australian powerboat scene and will survive the test of time.
The $174,000 Cobalt 262, with its gleaming red topsides, looked almost defiant in the wake of recent cutbacks in luxury boat consumption. Its burbling, 320hp, petrol engine offered a tasty turn of speed after the well-balanced hull, with its extended running surface, made the plane at around 14 knots on southern Sydney's Hacking River.

Behind the Cobalt 262 is an American boat-builder that strives for a higher mark. Cobalt Boats started in Kansas, USA during the 1960s (with vessels featured in the Bond film Live and Let Die) and continue producing to the philosophy that quality not quantity will endure the test of time.
With quality in mind, I hunted about the vessel and found plenty of signs of top-notch construction, from lined interiors, thick laminates, oversize SST deck gear and upholstery closer to luxury automotive than nautical. The deep-V hull's chines are reinforced with Kevlar and, to back all this up, the vessel is supported by a 10/5/3 warranty.

Offering seating for around 12 people, with a 21˚ deadrise and a top speed of around 40 knots, I perceive the Cobalt 262 as a harbour boat because this creature is big enough to take a crowd through the rough stuff on a busy harbour and also offers the spontaneity and handling ease of a large runabout compared to a cruiser.

Whilst the vessel looked impressive when we mucked about on the Hacking's South West Arm, I thought the 262 would be equally impressive arriving in the twilight at a dock outside one of the many harbourside restaurants on Port Jackson. I noted that the bow-mounted lights would assist in navigating any satisfied guests home in the deep of the night.

The 262 could have been simply an open boat, but Cobalt has been clever by fitting a head port side, amidships, under the dash. It seems like a tricky place to position a loo, but once opened, the head was a good size, had a sink and even had its own porthole. I am not sure how comfortable the girls will be using the loo in such close proximity to the crowds onboard, but hey, that's boating!

With such attention to finish and detail, I doubt any new owners are going to use the craft as a fishing platform: "Hey mate, keep your prawns off my new upholstery!"

On the other hand, the 262 would no doubt be a nifty wake and watersports craft with a generous swim platform, drop-down SST ladder, and tow-pole located aft of the big sun pad. One standout feature relating to watersports is the wet-gear storage that uses the engine room to dry the stored items. There is also a hand shower located at the swim platform and a large, underfloor storage area designed for long items and boards.

The Cobalt has plenty of well-considered stowage areas including a huge, hinged space forward of the helm large enough to take a dozen life vests and all my camera gear. The 262 also features plenty of drink holders and stowage for small items behind the seats and in the dash, plus a large drinks cooler concealed under a seat behind the helm. The craft also has well-built and easy-to-stow bow and cockpit tables and a stereo system located inside the dashboard glove box.
Other standout features include the electronic engine hatch lift, transom trim switch, dual batteries, and the automatic engine room fire suppression system. The clip-down carpets are removable for easy cleaning and the insides of most stowage areas are lined, making cleaning easy.

PERFORMANCE
The Mercruiser 377 MAG (6.2l) 320hp powered the Cobalt 262 out of the hole with ease, and she sat flat throughout the process. The Cobalt's wake was quite modest for a 2.5t boat, but still enough for some wake fun—keeping in mind that a small wake is a sign of efficient hull design. I was quite surprised when James from JD Boatshed circled Beau and I in the photo boat to get some shots—normally when I set this up, the photo boat quickly gets knocked all over the place but in this case the turbulent waters were quite modest.

The helm featured stitched, stainless and timber finishes and offered a generous array of engine instruments including a GPS/plotter. One option I have seen on other Cobalts but absent on this vessel was the captain call button, which reminds the skipper and onlookers through the exhaust that the craft is powered by a burbling V8!

The day was a quite windy but the waters were smooth and in these conditions we found a slow cruise speed/wake speed around of 21 knots at 3000rpm, a fast cruise speed of 31 knots at 4000rpm and then flat out the 7.9m Cobalt nudged 40.5 knots, which was a lot of fun. The helm seat featured a bolster offering a choice of driving positions and views. At speed, the vessel's bow lifted gently in response to some leg trim and then was able to take quite aggressive turns with the leg trimmed in on approach with no cavitation. This was all supported by ample power and acceleration from the 320hp Mercruiser/Bravo 3 leg.
Well, Cobalt, you've done it again. With gleaming red topsides and sleek inspirational lines, the midsize $174,000 Cobalt 262 will no doubt be nautical eye candy to many an aspiring luxury power boat owner. Dream on.

Blue rhapsody
 
WORDS + PHOTOS: IAN MACRAE
 
One ride and you'll be singing its praises.
 
It's been almost two years since the first Sunseeker Manhattan 66 graced our shores and the Modern Boating team was given the chance to put this beautiful vessel through her paces.

Back then I was truly impressed by the performance and agility of this 72ft 6in vessel. If I remember correctly, I commented something along the lines "that a top speed of 30 knots may not sound that impressive to someone used to flying around in a 1900kg bowrider capable of doing almost double that speed. But put it in the right context, (a Manhattan 66 Flybridge weighs almost 40,000kg), this boat displayed awesome power".

So it was with great interest that I revisited this latest version (the sixth 66 to be imported to Australia) and I wasn't disappointed. This time I actually squeezed another knot out of her with the twin C18 1050hp Caterpillar diesels, which top out at 31 knots pulling 2350rpm.
But for mine it isn't her overall top speed that truly impresses in the performance stakes, it's her ability to manoeuvre at speed. There aren't too many almost 70 footers out there that you can throw into a hard turn (and I mean hard) at 30 knots with only one finger on the helm that'll come around smoothly, without protest or fuss. In fact, if you were to compare the 66's turning circle with the turning circle of a 22ft ski boat (relative to the two vessel's overall length), I'd say they'd be on a par, or close to it.

Performance & handling
Obviously, you won't normally drive a vessel of this class in that fashion — your fuel bills would be horrendous — but it's good to know what she can do. Pull the electronic throttles back to a casual 24-knot cruise speed at 2000rpm and her quoted 300 nautical mile range is quite achievable. Drop back to 16 or 17 knots at 1600rpm and the run from Sydney to the Gold Coast is definitely on the cards.
Looking at the sleek design of the 66's hull, some may think this is a boat more suited to the Greek Isles than the sometimes-testing waters off the Australia's east coast. Wrong. While her bow doesn't feature the classic flare many associate with good blue water boats, modern design allows her to handle the rough stuff with consummate ease.

Obviously, there is a certain amount of flare in the bow, but it's the boat's extremely wide and aggressive chines, which she carries well forward, that throw waves and spray down and away from the boat. Her beamy amidships section also helps by forcing water away from the hull, so spray is not thrown, or blown, into the aft cockpit.

Like her sporty stablemates in the Predator Series, the Manhattan 66 has her twin FP props mounted in mini tunnels, which gives them a positive 'bite' on clean water. This set-up aids her ability to turn without any loss of forward momentum. Her extra beam and massive chines also allow the hull to plane quickly and cleanly, which increases fuel economy.

BELOW DECK
When I entered the first 66's main saloon a couple of years ago, it felt like I was walking into the foyer of a five-star hotel. Nothing's changed. Again I was embraced by the luxury and my senses succumbed to the opulence. Highly polished timber, plush leathers and deep-pile carpet surrounded me. The saloon on this latest boat is also quite open-plan. There's a straight lounge along the cabin wall, opposite the impressive galley. The pop-up plasma TV has been moved from its previous location, under the internal stairs, onto the port dash area. This widens the walkway between the dining area and the port lounge. These are only small changes, but it's surprising how much more open it feels.
 
It's a step up to the dining level behind the helm, which features two large, curved lounges that add an extra sense of class and style to this area.

The helm station is built to Sunseeker's usual high extrafck1s and includes the top-of-the-line Raymarine E120 chartplotter/sounder/radar packages to its full array of instrumentation. But it's at the helm I found a problem; visibility behind is obstructed by the flybridge overhang when underway. It's one of my idiosyncrasies, because I like to be able to see well astern before making a turn, but it didn't seem to worry the rest of the team and besides, you normally drive from the flybridge anyway. Forward and side visibility from the lower station was good.

As you'd expect, the opulence is carried into accommodation areas and the owner's amidships stateroom and en suite is to die for. It occupies the hull's full beam, has excellent headroom and features walk-in wardrobes; a flat plasma TV with surround sound; a writing desk; a two-seater lounge and a massive king-sized island bed. This stateroom truly is fit for a king. Guests are equally well catered for in the forward stateroom. It's only slightly smaller than the owner's cabin, boasts all the luxurious fixtures and fittings and also has an en suite.
The third cabin has twin bunk beds that have an infill that converts them into another double. The 66 now also has a Pullman cabin option, if more accommodation is required, which increases her sleeping capacity to 10. The Pullman cabin can be sited in the laundry alcove to port, opposite the day head. It features two single bunks and is a bit squeezy, but it's still useful as extra sleeping accommodation and the kids won't mind.

A crew of two can be accommodated in a largish cabin under the aft cockpit. It has port and starboard single bunks, hanging lockers and a separate shower and toilet.
Topside might be the best place to drive from, but it's also an entertainer's dream. It's open plan, with plenty of seating and an excellent barbecue, making it a great place to crack a few 'Crownies' and drink the odd glass of 'champers' as you watch the sun go down over calm seas.

OVERALL
With her flowing lines, perfect proportions and intersecting curves, the Manhattan 66 heads up Sunseeker's flybridge range. And she does it with all the style and elegance boaters have come to expect from a Sunseeker.
But there is another side to this boat potential buyers may not realise, something that was also quite apparent when we tested the original 66. Even though she has a waterline length of 69ft 9in and an LOA of 72ft 6in, a couple can easily handle her. No skipper is required, unless you want one. Her super smooth and responsive electronic throttles and gearshift levers, coupled with the electric bow thruster, make slipping this girl sideways into even the tightest berth a breeze. And after you've watched the guys from Sunseeker do it a few times (by themselves), you'll realise just how easy it is — with practice that is.

Words and Pictures Dan Burgess

When you’re fishing in a Haines Hunter, getting there is half the fun

I found myself hooting with pleasure as the Haines Hunter carved through the glass of lake Windamere. We snaked through the old trees that have crept along the dam edge since the drought. I was excited about dropping a line from the 2006 AMIF Fishing Boat of the Year, especially if fishing from it was as fun as driving it.

I was lucky enough to be invited to fish with Team Evinrude on their latest toy — a Haines Pro Strike powered by a 150hp H0 Evinrude E-Tec outboard. The Evinrude Team have a lot of experience with bass boats and after fishing several bream competitions in estuaries such as Brisbane Waters and the Hawkesbury that are open to the sea, they decided that the Haines Pro Strike provided a bass boat built in Australia for Australian conditions.

The Hunt for gold
We were fishing in the annual Lake Windamere Golden Classic, which is organised by the Sportsfish Tournament Circuit. Lake Windamere is a well known NSW native species fishery, situated between Lithgow and Mudgee and has been hosting the Golden Classic for 14 years, each year it fields up to 60 boats with three anglers per boat, that’s a lot of lures!

The competition only allows lure fishing (either spinning or trolling). Golden perch are the dominant species but there are good numbers of silver perch, freshwater catfish and Murray cod, all of which count toward your point score in the competition and can be caught on lures. The ‘goldens’ in this dam are well known for their size, this coupled with the chance of hooking a large cod made the fishing almost as exciting as driving the boat.
This year saw a marked difference in the competition with a large number of bass boats from 16-20ft (capable of reaching speeds of up to 70mph). With the lake down at only 27 per cent skippers had to be extra cautious. The fact that the lake is low however, made for some fast-paced fishing — fish numbers are the same but there are a lot less places for them to hide!

Unlike some freshwater fish, natives tend to cope with drought conditions and smack the lures en masse. During the weekend we all managed to catch several good fish.

Haines PRO STRI KE
The Haines Pro Strike has become yet another feather in the cap for Haines Hunter after winning the 2006 AMIF Fishing Boat of the Year and it’s nothing short of what fisherman have come to expect from Haines Hunter. The Pro Strike is a purpose-built fishing machine designed for serious lure fisherman.
Its deck is one giant casting platform, making it easy for three grown men to fish from. Under the floor there are ample storage compartments, rod lockers that are 2.4m in length and of course a large live well.

The hull length is classed as a 4.9m, 5.2m overall and is a beamy 2.25m at its maximum width giving it great stability at rest. But this hull is also built for performance and speed in rough enclosed waters.

It manages just that, with reverse chines and the Haines Hunter patented performance deadrise V, the result in an extremely fast and dry ride with a 150hp rating.

Team Evinrude

Team Evinrude put in everything a serious angler dreams about, two Lowrance sounders, an LC 332C mounted up front for when you’re using the 12V electric engine and an LX 25C sounder/GPS unit for the dash, which is integrated with a 150hp H0 E-Tec. The dash is astounding with a plethora of I-Command digital gauges, the NMEA 2000 Can-Bus layout (in short the integration of sounder and motor), means the digital gauges can give you almost any information on the boat and or motors performance: engine temperature, battery volts, fuel consumption at all speeds, it can even tell you when you don’t have enough fuel to get home although you soon work that one out! With all these electronics there are of course dual batteries, one cranking and one deep cycle. The well-designed E-Tec has a 50amp alternator with a split amp option, which allows a 25amp charge to go to each battery.

Power
Team Evinrude are understandably proud of their E-Tec range. I can now know why after travelling at close to 100km per hour with my head two feet from their 150hp HO and having a conversion without the need to scream.

I was curious though about the difference between the 150hp HO and 150hp so for all you marine rev heads, here it is.
The HO series have what is known as a lightning gear case, specifically designed for bass and racing boats. The HO allows you to tilt the motor 5-7in above the bottom of the boat due to its low water pick up.

Believe me, in these boats engine trim makes a massive difference in top speed. Additionally, the skeg on the gear case is chamfered in order to counteract the right-hand rotation of the propeller at speed allowing for easy and accurate steering.
For someone who is serious about fishing and is a bit of an adrenaline junky, they couldn’t ask for much more. If you’re hoping to join in the ever growing fishing tournament circuit, a Haines Pro Strike will be right up there for boats to consider, and if you ever get the chance to drive one, don’t turn it down. It’s just too much fun!

Bertram 360 Express Review supplied by Modern Boating

WORDS + PHOTOS IAN MACRAE
A Boat For All Seasasons This new Bertram epitomises the little big boat category
 

If I had a dollar for every time a reader asked me what boat to buy, I’d be a rich man. It’s such a difficult question, mainly because there’s so many ‘individualities’ that need to be addressed. First and foremost you have to decide what’s going to be the boat’s main purpose? Do you intend to go fishing with the mates? Does the wife want to go along, or is she purely a cruising chick? Will the boat have to put up with the afternoon pound on the way back to Fremantle from Rottnest Island on a regular basis? Maybe her main task will be to act as a floating island for family fun days on the Sydney Harbour, along the Hawkesbury River, or on the Gold Coast Broadwater? Buying a boat has always been something of a compromise, because there hasn’t been a boat built that can be all things to all people… or has there? The Bertram 360 Express comes close. Here’s a boat with a reputation of being built like a brick outhouse, but never shy on life’s little comforts. With a waterline length of 36ft 4in and an LOA of 39ft 4in, the 360 Express really does fit into that ‘little big boat’ category. But it’s her layout, performance and handling that make this top all-rounder a boat for all seasons.

CLIMB ABOARD The first thing that struck me when I boarded the 360 was the massive amount of open fishing room in the aft cockpit. I know, it’s the first thing we fishos look for in a boat intended for fishing, but look at it from another perspective. Combined with the forward and aft facing seating around the helm station, that wide-open cockpit is an ideal location for an alfresco dinner party, or an open area where guests can mingle while enjoying a fine wine (or in my case a ‘Crownie’ or two) as they watch the sun go slowly down over the water. But back to this boat’s fishing attributes. The double rear-facing seat to port and another single to starboard, allow the crew to sit comfortably and watch the spread as they wait for a strike. And when the scream ‘Strike!’ rings out, the guy, or gal, on the rod can brace comfortably against the high padded gunwales to fight the fish. Not into stand-up tackle? This cockpit is big enough to mount a game chair if required, with plenty of room left to move about. A boat with a fishing history that goes as far back as Bertram obviously has a rapid self-draining deck (to get the water out of the cockpit after backing down hard on a big fish).

Then there’s all the other fishing associated paraphernalia fishos expect onboard, such as live-bait tank, rod holders, deck wash, bait preparation area with a freshwater tap and sink, large freezer, underfloor storage, rod holders, wide transom door and a removable swim platform. That’s definitely not needed when game fishing. From a skipper’s perspective, the heavily padded helm bolster seat allows the driver to get into a comfortable position both standing, or sitting. All the gauges are in the skipper’s line-of-sight and there’s plenty of room on the ample dash for the new owner to personalise their electronics package. The Bertram 360 Express comes with a bimini and a full set of clears, so skipper and crew are protected from the elements when things get rough. But there’s also a small opening window/hatch in the centre of the windscreen that maintains a good airflow even when the helm area is in lock-down mode.

BELOW DECK Enough of this boat’s fishing aspects walk down the teak steps into the main air-conditioned saloon and the Ferretti influences come to the fore. The layout, quality of fixtures and fittings and obvious craftsmanship and attention to detail are first class, but the Italian influence on the décor isn’t overbearing. The timber panelling, cabinetry, teak floors and Corian bench tops, lend themselves to low maintenance living in airy, open-plan surroundings. There’s plenty of room and bench space to cook up a storm in the galley, there’s a reasonable fridge/freezer and ample cupboards for storage. The dinette on the starboard side converts into a wide, single bunk and the forward stateroom features good hanging lockers and a large comfortable island bed. The head is to port, next to the cockpit stairs. This shower/toilet is well fitted out, but it would be a little squeezy for anyone of larger proportions. The engine room is amidships beneath the helm station floor. Access is gained by raising the helm cockpit floor on electric rams. There’s plenty of room in here to carry out regular servicing and daily maintenance. But the coup de grace is the positioning of the 1535lt fuel tank. This baffled tank is also sited amidships, forward of the engines where it helps stabilise and balance the hull, while forming a sound barrier between the engine room and the main saloon. This ‘is’ a quiet running boat and at anchor you can only hear an extremely soft and muffled hum when the Kohler generator is running. In fact, this boat has all the features and luxuries to make her an ideal overnight cruiser for a couple with a child and the sliding main stateroom doors even offer some onboard privacy.

OUT ON THE WATER The electronic throttle and gear levels are silky smooth and make manoeuvring around the marina precise and simple. The shaftdrive engines are also mounted far enough apart to allow the hull to spin within its own length with little, if any, forward movement when one engine is placed in forward and the other is in reverse. It’s the perfect set-up for the quick, precise moves required from a boat in the final stages of a fight with big fish like marlin. From the driver’s perspective, push the hammers down and the electronic controls bring the engines effortlessly up to speed. The hull rises out of the hole quickly, with no bow-up attitude. It maintains a level running attitude at all times, which is uncommon for an express cruiser. All-round visibility remains excellent.

This boat weighs in at 12,830kg (dry). That means a lot of fibreglass has been used in her construction (this is one strong hull), which, coupled with her flared bow, wide down-turned aggressive chines and a 13ft 6in beam, gives an extremely soft, dry, stable and quiet ride, even in choppy conditions. She doesn’t turn like a ski boat, nor was she designed to, but she’s easy to drive and manoeuvre at both high and low speeds. In fact, it only takes a few minutes behind the helm to feel confident with this boat — she’s as easy to drive as the family car. Cruising offshore at 2200rpm was a pleasure and I’d have no hesitation in recommending this hull/motor configuration to any potential bluewater angler. Spend the extra $20 grand or so to fit the optional tuna tower and you have an ideal game boat for a three-man/woman team that won’t cost the earth to run.

The name Bertram has long be associated with fishing in this country and it’s great to see this quality brand re-establishing itself here. Bertram is now owned by the Italian Ferretti Group, which adds its own flair and workmanship to an already well-built vessel. With a price tag of $765,000, she’s by no means an ‘economy’ purchase, but you only get what you pay for and remember she’s almost a 40-footer. The strength and build-quality of this boat is first class, she has an ambience befitting her heritage and all the fixtures and fittings to make her as good at sportfishing as she is at cruising. But for mine, her offshore handling capabilities, the secure feel she gives passengers and crew and that massive wide-open cockpit gets the nod from me.

ENGINE ROOM
Twin CAT C7 46060hp diesels power the 360 360 360 360 360 Express. Other available engines are CAT C7 420hp (standard), or Volvo D9 575hp diesels, which are optional.
KNOT S.............................RPM
6........................................70000
12....................................150000
26....................................220000
34....................................280000
LOLOA:.............................39’ 4”
Hull:..............................3636’ 4”
Beam:...........................13’ 6 6”
Draft:..............................3’ 9”
Cockpit Area:...............80sq ft
Fuel:..............................1535lt
Displacement:.........12,83030kg

Princess 21 Review supplied by Modern Boating

WORDS + PHOTOS ANDREW RICHARDSON
Step onboard this luxurious Princess and she’ll make you feel like royalty

Date: February 2007

Life looks pretty good from the flybridge of a Princess 21. As we motored out under Sydneys Spit Bridge, with peak hour traffic roaring overhead, it dawned on us that we were going to the other side; for just one day. Its true, there are not many of us with a spare $5 million to spend on an extravagant water toy, but there are enough local buyers to keep this elite end of the marine market ticking away. Hugh Latham from R Marine 7 Seas, explained that last weekend on a perfect pre-summer day there were half a dozen ‘big boats’ anchored around the popular spots inside North Head. And I though it was meant to be lonely at the top? Hugh also noted how big these boats were, compared to the bulk of the pleasure craft on the harbour and explained that everyone had a right to enjoy the water. With that in mind, we slowed down to 22 knots and cut through a fleet of tinnies fishing off Middle Head I looked back and noticed that none of the anglers had gone overboard because of our 1.5m wake. But Hugh slowed to idle at around 5 knots and everyone was happy. On the weekend Hugh finds the slower displacement speeds easy to manage in the harbour, because it just gets so darn busy with all those sailing boats and small boats darting about.

In open water this 41-tonne vessel can hit 28 knots, but cruises effortlessly in the low 20s. Like many vessels at this end of the market you need a big hip pocket to run it. And a quick calculation from the MTU engine specs has the rated power fuel consumption for the two engines at 550lt per hour! So, how do you tell what’s good and bad at this end of the market? I guess it comes down to personal preference and the fastidious demands of specific owners. Origin does have an impact on the vessel’s style, because boats of this genre come from many places. There are locally-built products, Asian, American and European imports.

It’s not hard to work out the differences, because as the type of timbers, quality of finish and engine choice often reflect where they are built. Princess boats are built at Northampton in the UK, which is not far from Cambridge North of London and quite a distance from the sea. These boats don’t get too carried away with glitz and glamour, but reflect a sophisticated old-world English refinement. In most cases plastic gives way to soft timber finishes and the use of premium carpets, lighting and upholstery produce a vessel that’s befitting of a well-heeled owner. The finishes are faultless giving the vessel a genuinely timeless feel.

I was up in that part of England last year staying with some of my sister’s friends, who just so happen to live in a 14th century castle. We started chatting about work and I explained that, among other things, I wrote boating stories. “Oh, they make lovely boats down the road,” said my sister’s friend. “I’ll call them… I know someone who works there, you should be able to pop down and have a look.” It was a Saturday and I was leaving the following day, but the next thing I knew she had me on the phone to the friendly foreman in the Princess factory. He offered to show me around if I was ever up that way again. Layout This Princess 21 didn’t suffer from an oversupply of flat-screen TVs and mirrors, although it had what was required. She did have teak-laid decks, oversize deck fittings, four bathrooms, three generous staterooms, a bunk cabin and crew quarters.

The boat also had internal and external stair access to the flybridge, where there’s enough room to stow a tender and an extra watercraft (using the Italian-made Opacmare Davit). The amidships owner’s stateroom was well planned and sophisticated and the bathroom was one of the best I’ve seen on a boat for a long time. It had a generous teak-finished shower room and a wide, granite vanity with cupboards, but no drawers. The other three bathrooms on the Princess were all finished to the same standard. One feature that looks like it could be fun is the remote-controlled passerelle, or hydraulic gangway, that pops out from the stern to pick up passengers from the dock. I can think of a few other uses for this piece of equipment, the main one being ‘the plank’ for any misbehaving kids onboard to walk. On the more practical side, this craft has a few simple features that will make life easy for her new owners.

The crew quarters are top notch and roomy, so if you do decide to have a skipper, you don’t have to feel guilty about sending them below. I have seen a few boats where the crew quarters were so cramped and clinical that the owners often had the crew use the guest’s berth when they were not on the vessel, but the Princess 21’s set-up keeps everyone happy. Bond -li ke Another handy feature is the pop-up flybridge dashboard. It’s very ‘James Bond’ and also quite easy to keep clean. The helm is equipped with all the gear you need from radar, bow and stern thrusters, autopilot and rudder angle gauges. The only thing missing was the fuel consumption data, which is a handy tool for working out cruising ranges. Twin MTU 10V M92 1360hp 10-cylinder diesel engines power the Princess 21. There were no fuel consumption figures available for the vessel, but generally speaking, vessels of this size and style from Europe have a shortish range around 260 nautical miles. At the vessel’s rated power the manufacturer’s stated consumption is 230lt per hour, per engine, which equates to a cruising range of 260 nautical miles from her 5000lt tanks. Pulling speed right back would increase this range dramatically. Engine noise is well contained at cruise speeds. Stairway access to the engine room is via the aft cockpit, which allows the saloon to remain undisturbed during engine work. Access to the crew quarters is also via the engine room stairway. O ver all The Princess 21 clearly offers a level of sophistication that matches its price tag. The boat has so many features that it would take some time to get familiar with all of them. But if you’re in the market for one of ‘the best money can buy’, hop onboard a Princess and see what it feels like to be royalty.

 

MTU Engine Data
Engine Model:.................10V 2000 M92
Fuel Stop Power ICFN:.................1361hp
Engine Dimensions (incl. gearbox)
Length:......................................2055mm
Width:.......................................1130mm
Height:......................................1230mm
Weight :.............................2700kg (dry)
Weight:..................................2900 (wet)
Gearbox Model:.....................ZF 2000 A
Transmission Ratio:.......................1.5-2.5
Cylinders:...........................................10
Bore/stroke:................135mm X 156mm
Displacement:................................22.3lt

SPECS
princess 21
ENGINE ROOM
Twin MTU 10V M92 1360hp
10-cylinder diesel engines power the 21. Engine noise is minimal at cruise speeds.
Performance
The vessel has a maximum speed of around 28 knots and cruises comfortably at 22 knots. The following speeds were read from the boat’s GPS.
KNOTS..............................RPM
14....................................1370
17.2.................................1586
22.6.................................1950
16....................................2300
28....................................2450
LOA:............................71ft 5in
Beam:..........................18ft 1in
Draft:.............................5ft 2in
Displacement:..........41 tonnes
Engines: Twin MTU 1360hp diesels
Fuel:..............................5000lt
Freshwater:..................1414lt
 

Riviera 70 Enclosed Flybridge Review supplied by Modern Boating

WORDS: KEVAN WOLFE
 
The most technically advanced Riviera yet.
 
It came as no surprise when Riviera turned up at the Sydney International Boat Show with an Enclosed Flybridge 70. After all, it was the worst kept secret in the industry.
Given the talent in the company's in-house New Product Development department headed by Phil Candler and the close association Riviera has with Frank Mulder, one of Europe's leading naval architects, it was not a matter of 'if', but 'when' the boat would be launched on the market.
 
FIVE YEAR PLAN
It was five years from concept to the launch of Riviera's flagship in the early hours of one morning in August. The first impression of the craft is its size. It looks and is a big boat with its wide 6.32m beam and flybridge sitting high above the water. It dwarfs the new 61 Enclosed Flybridge model and dominates everything else around 70ft on the water.

For Candler and his team, the brief was simple: create the largest, most luxurious and technically advanced Riviera ever. It was an invitation for the team to express their talent and creativity and they responded with enthusiasm.
Mega yacht designer, Frank Mulder, was responsible for the hull and running surfaces of the craft. Mulder designed the 35m superyacht Moonraker; when it was launched in 1992 it was the fastest superyacht in the world and probably still is. Moonraker is capable of 66 knots that's the equivalent of 120km/h on land and mind-boggling stuff for a boat that size. She would make short work of the run up to the Gold Coast from Sydney. Five hours after clearing Sydney Heads would see the boat tied up in a super berth at the Gold Coast City Marina.

The Riviera 70 is first and foremost a long-range cruiser and Mulder has designed the hull for big seas and offshore conditions. From the rake of the bow which has more than just a little hint of a Carolina bow and is different to anything Riviera has done before to the clean, racy lines, this is a performance hull, which, as I found during a recent run off the Gold Coast, is very much at home in the open sea.
 
LAID OUT LIKE NO OTHER
The Riviera 70 is the biggest production boat presently being built in Australia and because it's such an expensive boat around $5 million drive away—the owner is given a lot of latitude in the design of the interior and cabins.
This boat has a mezzanine deck in front of the cockpit an optional configuration set up for alfresco dining. This configuration also has a module that includes a lounge and access to the engine room through a door from the cockpit.
The cabinetry and finish in the main saloon and right throughout the boat is a testament to the work of the Australian craftsmen who put the boat together. The first boat was built across the road from Riviera, at Azzura Yachts. They are custom build specialists and nothing I've seen from Taiwan or China would beat the interior fit-out.

The lounges in the main saloon are finished in Macro-Marine fabric, which is one up from the Italian fabric Alcantara. The huge windows, outward opening door to the cockpit and the awning window above the mezzanine all contribute to the light and airy feel of the boat.
The saloon is a separate entertaining area in itself and includes a pop-up cabinet for glasses and yes, there are a couple of square holes in the liquor cabinet. A wine fridge is included behind a panel in the bulkhead, in front of the dining area. The Research and Development team has also managed to hide a washer and dryer in here as well.
The galley is big, probably a little too big in floor space, which could be used for an island bench or a servery return opposite the eight-place dining area.
The dining table is a work of art, the grain of the veneer panels matching beautifully. When underway, the dining chairs can be stacked along the starboard side and secured. Although, they didn't move in the swell off the Seaway.
 
The sleeping cabin configurations are flexible. The standard layout sleeps eight in four cabins, each with its own en suite. The en suites are not just ordinary bathrooms, they are finished with quartz floor tiles, contemporary marble vanity tops and porcelain bowls, and each has a heated towel rail. The half mirrors in the roof add to the feeling of space without having the effect of disorienting the occupant as some full mirror ceilings tend to.
The full beam master stateroom is pure indulgence. The king-size walkaround bed includes a latex mattress and there are his and hers walk-in, cedar-lined wardrobes, a two-seater couch and a writing bureau. The stool under the bureau is held in place with a small sailing dinghy rigging terminal. The deep pile carpet, full-length dressing mirrors and reflective mood lighting around the bed all add to the luxury.
 
ROOM TO MOVE
Ascend the internal staircase from the saloon to the enclosed flybridge; it is like arriving on another boat. This is where the serious business of driving the 70 happens. The driver sits in the middle in an electronically controlled seat with similar companion seats either side. The dash runs the full width of the flybridge and there are not two but four Raymarine E120 screens; one is dedicated to the onboard cameras and includes a night vision facility. The lighting switches to red for running at night and Riviera has also included a joystick backup steering system.
The flybridge is huge with a full bar and seating for 10 people. Out the back is the patio, which Riviera calls 'the observation deck'. A similar awning window to the one in the saloon, as well as the opening sunroof, enables the area to be opened up on a sunny day.
A feature that Riviera has brought from their sports boats is the substantial hand-holds in the roof of the hardtop. These can be forgotten by many big boat builders, but as anyone who has experienced a long passage in the open sea will agree, they are very necessary when moving around the boat.
 
QUIET BUT POWERFUL
The sound level is surprisingly quiet on the flybridge the twin C32 1825hp CATS push the boat along easily. The engine room has a polished stainless steel roof and is neatly set out with the fuel and water manifolds labelled and easily accessed.
The sweet spot is 25 knots, but at this speed the 70 pushes out a big wake. This may be okay at sea, but it's definitely not the way to make friends on the Broadwater. Around eight knots is a more friendly speed. However, the driver still needs to watch the speed the boat is so quiet and runs so smoothly it can be doing 30 knots before the driver, or the guests, realise it.

Even at full throttle with the GPS showing 34.8 knots the ride is smooth, the Mulder hull revelling in the 2m swell. On the trip back from the Sydney Boat Show the 70 was running down the waves in a following sea at 25 knots and loving it. Going the other way into the swell doesn't trouble the boat either. The big bow takes on the challenge. We only had to use the windscreen wipers once during our run and that was coming in through the Seaway when the boat dropped into a trough and raised some spray.
The Riviera 70 will be enjoyed by only a select few, but even with the $5 million-plus price tag, Riviera has built a lot into this boat and in its price range it is value for money. It's a fine example of what Australian manufacturers are capable of producing and one to be proud of. Look out world.

Maxum 2000 SR3 Sport Boat Review supplied by Modern Boating

WORDS & PHOTOS: IAN MACRAE
 
Consistent quality keeps the SR3 leading the field.
 
I've been testing boats for longer than I care to remember and I've come to the realisation that there are a number of brands on the market that I can rely upon to consistently turn out quality products. Maxum is one of them. This 2008 Maxum 2000 SR3 didn't let me down.
She's a production boat, and there are thousands of these boats on the water right around the world, but, as Maxum says, "she's got an engine that purrs, style that turns heads and enough versatility to let you master the water any way you choose".
This boat gets a 'tick in all the right boxes'. She's priced right, delivers an exceptional build quality and can boast first-class fixtures and fittings. But for mine, it's her versatility that makes her a real winner.
 
FAMILY BOATING
This 6.2m bowrider is a true family boat. She's a great vessel for a family of four to take cruising up a river system such as Sydney's magnificent Hawkesbury, or around the Harbour, before pulling into a secluded bay for a picnic lunch. The kids can even bring a few mates along and you still won't be overcrowded. But cruising is only one of her fortes. Even fully loaded, at 35mph (30.4 knots) this hull produces an excellent flat wake for skiing. She's not a dedicated ski boat, but for family skiing and towing water toys, she's ideal.
But if you knock the throttle back a few cogs and drop the speed to around 20mph (17.4 knots), then take the rope from the transom ring and hook it onto the tower, the weight of her rear-mounted 5.7L V8 engine helps her wall up a good wake for 'boarding that even pros will appreciate.
 
PERFORMANCE
The 5.7L, 300hp, 350 Magnum MerCruiser V8 purring away in the test boat's engine bay powers this boat to more than 60mph (52.1 knots) at 5800rpm, so no one can dispute the grunt she has to offer. But throttle back to 2800rpm and she'll cruise around very economically at a comfortable 30mph (26.1 knots).
The 2000 SR3's hull gives a smooth, responsive and agile ride. This is another hull that features wide downturned chines, carried well forward, and an almost flat plank section along the keel, for quicker planing, better lift at slow speeds and stability at rest. The hull also has quite a flare in its bow. Coupled with the aggressive chines, water and spray stay outside the boat where they should be—even with a crosswind coming over the bow. This hull also tracks straight and still turns like a rocket sledge on rails when the leg is left 'trimmed out' without tail slip or cavitation.
The Maxum's helm station was designed for the driver and has all of the SmartCraft instrumentation in clear view. Plus, the Digital Throttle and Shift (DTS) binnacle is in exactly the right position for effortless operation.
 
The driver's seat has a bolster, so you can drive looking over the screen, but with the bolster down; visibility through the windscreen is good and the screen deflects the slip stream up and over the driver and anyone seated in the cockpit. But what would be handy is a board, or clip-in vinyl screen, to partition off the bowrider section and seal off the cockpit area for the run back to the ramp in the afternoon. This would extend your boating season during the cooler months.
 
LAYOUT
The 2000 SR3 test boat was set-up with the 'Sport Seating' option. Unlike standard seats, (two quarter seats on each side of the engine box), there's a sun pad right across the transom with a headrest that can be raised to 45 degrees at one end and removable cushion at the other. This can be taken out to make boarding easier via the transom step-through. The wide swim platform is useful for 'gearing up' when 'boarding or skiing and the folding swim ladder makes boarding from the water a breeze.

While the bowrider cockpit will seat four, maybe five people at a pinch, only two can stretch out here and enjoy the ride. This area is heavily padded. There are drink holders for all and the music pumps through two quality speakers linked to the excellent JBL stereo or iPod jack.
The main cockpit features swivelling bucket seats for the driver and observer, plenty of open space for getting the gear ready and a full beam lounge across the transom. There's a deep ski locker between the driver's and observer's seats and a wet locker in the outer side of the transom bulkhead. This is very handy for storing wet life jackets and ropes, so water doesn't get dripped all over the clip-out cockpit carpet. A bow cover, cockpit cover and bimini top are all optional extras and well worth the extra money to protect your pride and joy when she's not in use, and to keep that harsh Aussie sun off your head during a day on the water.
 
THE WRAP
As tested, with the wake tower and 5.7L V8 engine upgrade, this Maxum comes in at $67,490. Base price is $62,000 with a standard 4.3L MPI 220hp. Other engine options are a 5L V8, which I consider are enough horses, because few of us need to travel around at 60mph during normal boating. For this type of boat, 55mph is more than sufficient.
The consistent build quality, standard of fixtures and fitting and the ride and handling delivered by the SR3 hull is second to none. But it's this vessel's classy looks and versatility that will see her win favour with local buyers. Plus, Avante Marine's Australia-wide service capability and the Maxum's five-year hull and deck warranty guarantee years of trouble-free boating.

WORDS: DANIEL TILLACK
PHOTOS: NICK WOOD
 
A Mediterranean playboy toy with amenities for fun family boating.
 
Advantages come with being a huge boat manufacturer: the resources to hire the best designers, architects and boatbuilders, to develop the best manufacturing practices and to use the best materials. Economies of scale remove the need to cut corners and quality comes easier especially if the company has the benefit of much experience.

French boatbuilding powerhouse Beneteau is still a family owned business after 120 years and today builds some 4500 boats each year—everything from luxury yachts in their sailing range to powerboats up to 16m. The quality, performance, style and design of all its boats reflect Beneteau's scale and experience and the Monte Carlos are testament to that.

The Monte Carlo range is expanding, adding a new 47 to the existing 27, 32 and 37. To put it simply: they're sexy boats. The layouts and designs are surely popular with the playboys of the Mediterranean, and they're just as fun under the Australian sun. Each model offers creature comforts—relative to its size—for weekend cruising with a dash of party and a twist of performance.

Modern Boating recently enjoyed a test run of the Monte Carlo 32 Open. Clever ideas are apparent from stern to bow. Step onto the teak-covered swim platform to begin your tour. A retractable boarding ladder hides in a locker on the starboard side and a retractable hot and cold shower (with mixer tap) is found under a cap to port. The set-up makes it easy to climb aboard after a swim, have a shower, step through the small gate and enjoy refreshments at the cockpit's outside saloon.

Or maybe you would prefer a siesta on the sunbed to starboard—this is angled, making it easy to socialise with those seated at the saloon opposite and comfortable for reading. Those in a contemplative mood could stare at the stars with an after-dinner drink and think to themselves, "yeah, my boat's pretty cool". And if anyone is jealous of how comfortable you are on your sunbed, they can lower the solid wood cockpit table and break out the infill to transform the saloon into a bigger sunbed. With pleasant weather and suitable anchorage, this would make a nice alfresco bed for those who prefer the open air to the cabin.

The self-draining cockpit is carpeted as standard and makes a comfortable space. There's cosy seating for six in the outside saloon, or spacious for four. Or if you like a party as much as one customer of JW Marine—the Australian importers of Beneteau powerboats—you can opt for the pedestal table to be removable, converting the cockpit to a dance floor for a fun Saturday night on Sydney Harbour. That's a great way to make use of the sound system, which is CD and MP3 compatible and plays through speakers in the cockpit and the cabin. You could also opt for the blue LED floor lights instead of white to jazz it up.

I noticed the generous storage space under the starboard sunbed is included for stowage of a tender, but you could move that to the foredeck for the party and replace it with a generous sized icebox for drinks and food. For quieter nights, the cockpit fridge located under the sink in the portside cockpit cupboard, opposite the helm, will hold ample provisions for a small crew. But if your appetite for a party makes a quiet night unlikely, an icemaker is available and fits the same space as the fridge. There is a cutting board/food preparation area above, which can be replaced with an optional electric barbecue, but I liked the suggestion, made by JW Marine's Adam Waters, of mounting a gas barbie on a stainless steel rail on the swim platform.
 
FOR THE SKIPPER
The helm features a wide seat—enough for two, very roomy for one. I doubt there's a bottom on earth that could fill the width of this seat. The forward edge folds up to make a bolster cushion for a comfortable standing position—a nice touch—and there's a stainless steel grab rail for the copilot on the edge of a full instrument panel with 13 slots for various gauges. There's a central space for a large sounder/GPS unit. Raymarines are fitted standard, either a C80 or C120 will match the space available. Autopilot and radar are optional. There is a compass atop and a footrest below.
 
The combination of comfort and information makes the skipper's job pleasant and easy. This is complemented by the ride offered by the twin 5.7L petrol Volvos (twin Volvo D3 190hp diesels are optional) matched with Beneteau's 'Air Step' hull. This hull design creates two planing surfaces, one forward and one aft of the step, allowing the boat to lift with greater efficiency. It's another example of Beneteau making best use of its resources by developing innovative features that relate to more comfortable boating.
The afternoon we spent on Sydney Harbour was in windy but reasonable weather. The Volvos delivered enough power to push the 32 Open to a speed of 35 knots with a bit of grunt left to spare. The manoeuvrability was hassle-free and it felt a nice boat to drive.
 
INDOORS
In between the helm and cockpit cupboard is a retractable aluminium sliding hatch. Another clever design from Beneteau. It is lockable and leads to four steps down to the inside saloon. To port is the head with shower, sink, toilet, storage hatches and a hook for a towel or clothes. Forward of the head and up one small step, the saloon features a sofa and light oak coloured table. There is space for five people to enjoy an elbow-to-elbow dinner, or drinks while playing cards. An optional television will face this area. The test boat's cushions are finished in a cloth fabric; suede or leather are optional alternatives.

In a clever use of space, the table raises to hold an infill forming a double berth at the bow—"Ah, so it's not a huge padded shelf forward of the saloon". The deck hatch overhead lets in light and fresh air and features a retractable shade screen and fly screen—great for a summer night's sleep without mosquitoes buzzing around your ears. There is a privacy curtain for this double berth. Reading lights will let you escape into a novel, and if it's Robinson Crusoe, the two portholes on each side open to let you smell the fresh sea air for atmosphere.
The floor of the saloon looks a bit ugly and out of place in this otherwise well-presented boat. Its relatively rough appearance stems from its practical function as a sectional and removable cover for maintenance access. Beneteau have this issue covered, literally, by offering optional carpet.
 
GALLEY
The galley to starboard of the saloon has a sink with hot and cold water and a two-burner cooktop with adjustable rail for saucepan security. Underneath is a fridge, bin and storage cupboard, and including several other storage spaces, there is enough room for weekend provisions.

MASTER CABIN
Aft of the galley is the owner cabin. It has a height of 2m in the doorway and a double berth marine mattress. The space has been designed with enough headroom at one end for any midnight manoeuvring. There is much less height above the foot of the bed. The porthole opens to let in some fresh air, plus there are reading lights and ceiling lights, storage hatches, hanging locker and a 240V outlet. There is also a maintenance hatch.
relax
Passage to the bow is easy enough. The foredeck features space for an optional sunbed, with four beverage holders close by. It's a good size space and no doubt popular with the ladies for sunbaking while reading Vogue magazine.
 
THE HARD OPTION
The Monte Carlo 32 Open also comes in a hardtop version. If your home waters are prone to foul weather and you go boating regardless, that might be necessary, but for normal Australian conditions I found Open worked well for doing what this boat is made for: enjoying the outdoors with friends and family.

Words and Photos Daniel Tillack

A boat that can travel from sea to land and back? Yes, and it’s now available in a 7.1m hull

Nice legs have been a head-turner ever since the first caveman threw a cavewoman over his shoulder. And boy did we attract some stares as the new Sealegs 7.1m RIB ‘amphibious marine craft’ emerged from the water driving onto a Sydney beach. For those who haven’t seen the Sealegs technology in the
existing 6.1m RIB and 6.1m D-Tube, it’s a boat with wheels and a fine example of a concept that is growing in popularity the more boaters think about the benefits.

Where the Sealegs shines above other entries into the amphibious craft market is that it is a genuine boat with the added ability of driving on land it’s not a car that floats. This is an important distinction because if you have use for an amphibious craft and don’t discount the idea before reading about the possibilities further on comfort and safety are more critical at sea and not worth sacrificing for speed over land.

The Sealegs 7.1 RIB is a rigid inflatable boat that combines a 4mm aluminium hull sporting a 21° deadrise with a topside constructed from six chamber Hypalon 828 inflatable tubes. The hull performance exceeded my expectations and I returned to the office impressed. The Modern Boating test was conducted during a windy afternoon on Sydney Harbour. By coincidence, Sealegs’s Sales Manager Ben O’Connor and I were both wearing white shirts and I thought we might appear to be contestants in a twoman wet t-shirt competition by the time we were to drive up the beach of our destination. However, the 7.1m centre console rocketed across the Harbour without throwing any water on us.

We did get wet later on that afternoon when I was driving loops in a wind stronger than 20 knots, but that’s to be expected on any centre console.

The test boat was powered by a 150hp Evinrude E-TEC and the speed was so impressive that I felt the skin on my face stretching from the force of the air but  the speed bumps were negotiated softly by the sharp entry of the hull. Nobody could be disappointed with this boat’s ride, so let’s just move on to the contraption
that inspired questions from bystanders everywhere we travelled that afternoon. You see legs? I never thought I would quote ZZ Top in a boat test, or at any time for that matter, but “she’s got legs, she knows how to use them”. The two rear wheels and single forward wheel all remain raised above water level during transit and are lowered into the water by marinised hydraulic cylinders that are operated from the helm. They can be left at variable heights throughout the lift range and a beep indicates when they are fully lowered. The thrust for the rear wheels is delivered by a 24hp Honda four-stroke motor, located under the centre seat. It starts easily with electronic ignition, makes a bit of noise and delivers enough power to move the 7.1m, 1100kg vessel to a maximum speed of about 10km/h over land. The boat’s steering controls both the outboard and the front wheel.

To drive onto land, the process involves leaving the outboard running to steer you towards your point of exit. Moving slowly allows you time to coordinate between the outboard trim and throttle, the Sealegs height controls and motor throttle. You leave the outboard running as the wheels grip terra firma—this gives you the option of a quick push from the outboard prop if the sand/mud is soft and once you’re satisfied the wheels are moving the boat, you can cut the outboard, raise it if necessary and let the vessel’s terrestrial instincts take your adventure to a new level.

The first attempt will keep you on your toes while you become familiar with the order in which to operate all the controls, but even the most neurotic panic merchant will have it all sussed and be enjoying the experience after four or five goes. It’s fun.
The ride on land is utilitarian. The convenience of being able to drive up or down a boat ramp or beach and just keep on going is fantastic!
The possibilities As Ben and I drove around one of Sydney’s beaches I couldn’t help but think how handy this would be for anyone who lived in the

nearby houses. They could simply park the Sealegs in a shed out the back and drive into the water whenever they want. No excursions to the boat ramp. No need to own a troublesome trailer—or even a tow vehicle. With a Sealegs you could get away with driving a little hatchback—or even a bicycle—and still own a 7.1m centre console. A similar convenience could be enjoyed by anyone living in a beachside community, on an island, or anywhere close to water.
Another group of boaters who should raise an inquisitive eyebrow at the Sealegs is anyone who has to beach launch. This boat has a trailer as an option so you can tow it to your destination, park the car, lower the wheels, reverse off the trailer and drive straight into the ocean bow first. Too easy. This avoids soaking your car in seawater, plus many other unpleasantries involved with launching a boat from the beach.
The drive-in option also offers some tactical advantages in places where boat ramp traffic is approaching ridiculous—such as Victoria’s Port Phillip Bay during snapper season or Queensland’s Lake Awoonga during a full moon. Can you imaging the change in the

glum faces at the back of the queue watching the Sealegs drive straight into the water nearby? The range of uses for this vessel also extends to a great many tourism business possibilities. I can think of a few fishing charter operators who could use this boat to access spots locked at low tide. Sealegs also offers practical uses for many emergency service and rescue applications.

On the road?
I asked Ben if Sealegs is able to be registered for the road. At the time of publication, that is not possible. But the company is investigating vehicle classification options with government departments, so it may be possible in future. The 10km/h maximum speed makes it unrealistic to expect to be able to drive it on
the highway. You wouldn’t want to get stuck behind it. But I can’t see the harm in allowing these vehicles to meander down the streets of quiet communities on the way to the water.

The hardware
I was interested to speak to Ben about the manufacturing standards required for this kind of equipment operating in a marine environment. He assured me the hydraulic cylinders that raise and lower the wheels are marinised sealed units and, like the entire Sealegs system, are completely over-engineered to tolerances that the boat’s weight and operating parameters could never trouble. This is a good move by the manufacturers, because it removes any maintenance concerns for owners.

The layout
The 7.1m RIB centre console has seating for up to eight adults. Two can sit at the helm, another two on a seat directly behind that, another two on the transom seat, one on the seat forward of the console and one on the bow seat. Taking a seat is a good idea if the skipper is in a hurry. There is a grab rail on the console,
which I was hanging onto as we zoomed across the harbour at about 80km/h and it felt strong despite slight movement under load, but for comfort’s sake, take a load off. And as is the case with many RIBs, the freeboard offered by the tubes is a fraction too low to be used for solid support when standing.

Storage is provided in the forward seat locker, the outboard well locker and in three deck lockers. Given the multi-purpose format of the boat, this provides enough space to store safety gear, drinks and food. But if you utilise the ski hoop with four rod holders and have skis, wakeboards, or catch long fish such as Spanish mackerel or kingfish, you’ll have to improvise the storage for those. An 80L fuel tank is standard and services the outboard and wheels’ motor. A 100L auxiliary tank is an attractive option.

There is an options list that also includes a range of electronics, bimini top, drive-on driveoff trailer and an electric anchor winch. It’s evolution baby! As with the first amphibians that left the sea to venture onto land, you get the feeling that this technology might be the start of an evolution creating a link between ocean and terrestrial vehicles. Who knows where it will lead? One day you might be choosing between a casting platform and a bow lounge for the family car.

words and photos Warren Steptoe

This cat is quite the entertainer

Keith Williams is one of Australia’s best known and most successful entrepreneurs. His enterprises are legend on the Gold Coast and in North Queensland, where his name is synonymous with the development of the Southport Spit, Hamilton Island and, more recently, Port Hinchinbrook near Cardwell.
Today Keith is semi-retired and lives quietly on the Gold Coast, where a lifetime of boating continues, with regular forays onto southern Moreton Bay in his Powercat PartyCat.

Over the years Keith Williams has owned a lot of boats large and small, most of which had some kind of corporate function or another. Little Deal, though, sees light duties only its purpose in life split between allowing Keith to relax with friends on the sheltered waters immediately north of the Gold Coast, and taking Keith’s much beloved schnauzers, Billy and Barney, out for a run “on a sandbank somewhere”.

There are lots of sandbanks in southern Moreton Bay and we were lucky to join Keith for an outing with the dogs on a chilly winter’s day when no amount of creativity would deceive anyone we were on a photo shoot in sunny Queensland. Still, though jewelled green water and sunbaked sands were out of the question, we were left with a particularly authentic opportunity to conduct a ‘real life’ boat test.
still a genuine boat
Powercat’s PartyCat is unique in that it serves much the same purpose as the popular pontoon boats as a social vehicle, but it remains absolutely a boat.
PartyCats have as much social space aboard you could realistically call them a floating patio or barbecue area as pontoon boats. However, when it comes to dealing with rough water, or snugging them up to a pontoon at the back of your home or into a marina

berth, they still handle as a Powercat, just with a different deck layout. Which translates directly to a remarkably soft ride across choppy water, and all the manoeuvrability afforded by having twin motors with individual controls.

As good as they are at what they do, no-one in their right mind could call pontoon boats soft riding; nor manoeuvrable in tight confines!
Apair of 70hp Bigfoot Yamaha four-strokes are the standard power for PartyCats. Keith’s history includes many fast cars and fast boats—so he opted for a bit more power than that with a pair of 140hp Suzukis.
We ran our usual speed trials with Powercat’s Steve Shaw later that day and recorded a top speed of 34.4 knots. Yes, 64km/h, more or less, in Keith Williams’ own barbecue area! You could easily tow wake toys with it, although you’d have to turn the barbie off. It’d blow out!
Under cover
Little Deal resides at the Southport Yacht Club where Keith can park his Roller, literally step aboard through a conveniently sited side entry door and be away. Steve Shaw and his crew at Powercat obviously put a lot of thought into this kind of thing while designing the PartyCat, and it shows.
Keith’s boat is optioned with a ’glass hardtop and a set of camper covers, which were very much appreciated on the day. I guess it shows

his experience in day-to-day boating that we could be snug in the morning and open up when it finally warmed a little to allow plenty of air flow. The thoughts here are that if you only go boating when the weather’s perfect, there’ll be lots of days when you don’t go. Set up the way Little Deal is, you can go in any weather and still be comfortable. We pulled up at the first convenient sandbank to let Bill and Barney loose and of course, it being the Coast, we didn’t have to go far for that.
A telescopic ladder on the PartyCat’s square bows made it easy for Keith to disembark.

What seemed to be his usual game with a pair of hyper excited pooches ensued. They were easily able to get onto the foredeck through a door in the bows and pranced about all atremble until let loose. The PartyCat’s catamaran hull showed itself a winner again when Keith poked the bows firmly up onto the beach while the props stayed out back in deeper water.

what’s inside counts With those frisky schnauzers out of the way for awhile, I was finally able to take a look around inside. The PartyCat’s helm is found to starboard with a lengthy galley unit along the port side and U-shaped lounges bows and stern. In Keith’s boat, the stern lounge was inside the shelter of the camper covers and the bow lounge was left out in the open. Powercat have options that allow the bow lounge to be enclosed if you wish. At the helm, you find yourself driving a boat at a side console with all the instrumentation and controls you’d expect where you’d expect them to be. The only

thing unusual about the side console is that it incorporates a sizeable head with a flushing toilet (a 40L effluent tank is standard) and small handbasin. They’re features ladies aboard will appreciate. A few units I’ve stayed in couldn’t boast a galley as well equipped as Keith’s PartyCat. A three-burner cooktop (with specially fitted barbecue plate), a big (square) stainless steel sink and enough bench space to prepare food for several guests stretches right along the port side. Glass tops that fit on the sink and stove increase bench top space when these are not in use.

The sink has pressurised water (a 35L hot water system is optional) supplied from an 80L freshwater tank. Below the galley bench top, there’s a 12/240V 55L bar fridge, a cutlery drawer and spacious pantry, plus a 60L icebox.
Aft, a pedestal drops in place to convert the aft lounge to a dining area and aft of the lounge again, a short walkway reaches a fold down ladder set between the
outboards. From here there’s easy access to and from the water if you can’t find a beach to swim at. A hatch in the walkway opens to a spacious stowage area below decks. Similarly, there’s a hatch in the bow bulkhead accessing another spacious locker.

An extendable freshwater shower head hides away in the bow walk-through. The aft lounge can be converted to a full size double bunk if you wish and other popular options include an electric anchor winch, shore power, an upgrade to 150L fuel tanks from the standard 100L ones, and a Megapulse system to keep the house batteries fully charged from shore power. The PartyCat has a practical application for people seeking ‘Gold Coast lifestyle’ boating wherever they may live!

This French cruiser has no limits get aboard and entertain as a day sailor, or cruise the world

Words & Photos Barry Tranter
opening photo courtesy performance boating sales

Back in 2003, the management of the French boatbuilding company Jeanneau took a deep breath and plunged into unknown waters. Long-time company policy had been to steer a conservative design and styling course while their fellow Europeans hurtled forward into the avant-garde. But Jeanneau took the plunge and were duly rewarded; the first of the ‘teardrop’ deck saloon yachts, the 54 DS, was such a success it took even Jeanneau by surprise. Then the company was concerned that the sleek styling of the 54 DS would not translate to smaller hulls, but they needn’t have worried the DS series now includes a 39-footer which looks pretty good. Here, we take a look at the latest teardrop to reach Australia, the 50 DS.

The DS series are cruising boats; there is no suggestion that this is a cruiser/racer, or one of those pretend cruisers whose live-aboard credentials are limited to a five-day trip during the school holidays, at which point the kids have driven you mad and there’s nowhere to put the rubbish. The 50 DS was designed to carry people real distances in real comfort.

Layout
Designers must heave a sigh of relief when receiving a brief for a 15m boat since they don’t have to stay awake all night worrying about how to fit everything in. At 50ft, you can have it all: roomy saloon, cabins and bathrooms, as well as dedicated storage space. Aboard a cruising yacht, storage space is the greatest luxury of all.
Jeanneau has given this boat a layout of rare flexibility. The classic layout, as shown, features the master cabin forward and two guest cabins aft. The bow cabin has an ensuite bathroom (surely the term ‘head’, derived from the warships of Nelson’s day, is no longer appropriate) and the boat’s bathroom is alongside the companionway.
This layout can be reversed with the master

cabin aft and two cabins forward. But Jeanneau has arranged a cunning dividing wall between these two cabins (whether forward or aft) which can be removed to make a vast single. On the boat we tested this could not be demonstrated as the owner had chosen to have it ’glassed in place.
The galley is big, as are the dining and navigation areas. Notable features include: a multi-panel, fold-out shower screen which fastens against the wall when not needed finish your shower, fold it away, dry off; a fridge with a top-opening lid that opens to deep baskets, as well as a front-opening door; a bin, alongside the sink, to put dirty dishes in, or clean ones drying set sail knowing the dirty breakfast dishes are secure; storage bins under the saloon floor; a gas stove, compliant with Australian regulations not all imported gas appliances are, apparently; and a big, comfortable navigation area.

This boat had a Raymarine option, allowing you to project the plotter on the TV screen. You can also reverse it and watch a movie or the rugby test on the plotter in the cockpit.
As with many deck saloon boats, the saloon floor is raised amidships, so there is a step to

negotiate when stepping down into the galley. The step riser has a red light to remind you there’s a step at night. The handholds are great in the saloon, mounted low so kids can reach them.

On deck
The cockpit is a gem. There are two helm positions and a big, big table, which has a moulded base with teak top, large drop leaves and great grab rails. The table has plenty of bottle and glass stowage, and a big bin in the centre.
The cockpit has the world’s best cushion system: backrests and bases in small pieces so they can be stowed easily.
The boat we trialled had a dodger and a bimini, the latter with clear panels so you can see the masthead and the mainsail leech. Before we sailed we unzipped a panel that connects the two; you can sail with it in place. You can also have clears that will enclose the cockpit.

The life raft fits beneath a teak grating in a locker between the helm positions. There’s a huge garage behind the transom; the generator lives beneath the garage floor. There’s also a locker each side, aft. The tender’s outboard goes in the portside locker. Down in the bow is the best thing, however. The greatest luxury of all: a fulldepth lazarette for sails or whatever you want. A full-height ladder provides access.

Sailing
I never tire of watching a modern yacht get underway. Ron Jacobs of Performance Boating Sales motors the Jeanneau out, switches on the autopilot, then hoists the mainsail from its boom bag using the powered winch on the port side on the coachroof. He then unrolls the headsail and sheets on. Back to the cockpit, switch off the Yanmar, sail. How long does it all take? Two minutes?

For cruising, a short mast is a good idea the shorter the mast, the more secure. So to get enough sail area, the headsail must be long on the foot with a lot of overlap (the distance it extends aft of the mast when sheeted on). Big headsails mean a lot of winching. This boat has the optional Harken electric winches. Ron approves. “People like the sailing performance of the big headsails,” he reasons, “so why spoil a $550,000 boat for the sake of a few thousand dollars extra?” Actually, it is quite a few thousand dollars extra, but it should be regarded as essential by a prospective buyer.

We have a wind of 12-15 knots, rare in a Sydney winter; usually there’s flat calm or a hulking 25 knots out of the west, though who can predict these days? The Jeanneau reaches along happily at 8.6 knots, a speed it also does under motor. Standard engine is a 75hp Yanmar, but on this boat the owner had chosen the optional 110hp. Performance Boating has replaced the standard fixed-blade prop with a folding three-blader.

I bring her hard on the wind and she thunders along. I have no trouble keeping her straight in the gusts, and she doesn’t put her gunwale under when hard pressed. Can’t fault her behaviour. I trim the headsail by pressing a button. The helm position seats are curved for support when heeled, and so is the deck beneath the helmsman’s feet. Those mighty sheet winches are immediately ahead of the steering positions, so the skipper can reach around the wheel and perform sheeting duties, another reason for having powered winches.

What it all means
“So many of our owners go long-distance sailing,” says Ron Jacobs, “but they also like taking their mates for a fun day out. Entertainment is big.” Which is why designers these days have to produce boats with split personalities. successful cruising but the cockpit, which should be a good place in a seaway, also has the
infrastructure for a good day of social sailing. You would be happy on a long cruise. There is good performance, good ventilation, a comfortable and seaworthy
interior. And room for all the stuff people insist on taking with them when pretending they are getting away from it all.

WORDS + PHOTOS: WARREN STEPTOE

Cruise Craft Executive 630, If you enjoy weekend cruising, why not do it in style
 
CruiseCraft's 'Executive' line consists of cruisers—boats short on the 'fishing' orientation so ingrained in the company's evergreen Outsider and Explorer boats, but long on as much style and comfort as can be crammed into boats their size.

CruiseCraft hulls are often shared between different (same size) models across the range, but that's not the case with the new Executive 630—it has an all-new hull featuring a higher sheer and fuller bows to create more space inside the boat. Meanwhile, from the chines down, its underwater shape remains identical to CruiseCraft's respected 625 Outsider and Explorer—boats widely acknowledged among the leaders in their class.

To build a realistic (that is, comfortable) weekend cruiser around a 6.3m hull is a big task. CruiseCraft has done a fine job of it. The interior space gained by fuller bows is used to provide a generous bunk inside the cabin. A great deal more living space comes from a wide swim platform extending aft above the stern drive leg.
In fact, people who don't know boats may struggle to work out where the motor is in this vessel because not only is the drive leg out of sight and out of mind underneath the swim platform, but the engine disappears completely into the aft lounge/dinette. There's a 4.3L MPI MerCruiser hidden away in there somewhere, complete with the air extraction system necessary for safety with inboard engines. So beautifully is it integrated into the interior design, even jaded boat testers have to wonder where they fitted everything!

Fitting 220 of Mercury's finest horses inside a lounge set across the aft bulkhead leaves room on the outside for a storage locker. When we opened the one in our test boat, we found a heap of snorkelling gear.
To convert that aft lounge to a dining room takes a few moments' work. The table's stowed out of the way, in an inset along the starboard side. When required, it quickly mounts onto a screw-in pedestal.

Moving forward along the portside we find a small yet effective galley with a single burner stove and a stainless steel sink with pressurised freshwater on tap. The passenger seat flops over to make more bench space in the 'kitchen'. Underneath all this is a pantry, and here again, CruiseCraft has somehow conjured up a generously sized one.

Half beneath the helm seat, half in the cockpit where its upholstered lid serves as extra seating there's a large icebox. This can be swapped for a fridge/freezer from the options list, if you prefer.
 
Cabin access is through a big sliding door, which locks securely as they must these days. A portable toilet is another option for the cabin. It goes to starboard behind the helm.
And that about completes a quick tour.
 
HIDDEN DETAILS
To shower, you first have to find a shower head hidden away behind a neat cap sited unobtrusively in the transom walk-through. The shower extends out for use on the swim platform to keep the boat's interior dry. LED lighting around the living area is another unobtrusive feature of the Executive 630. An AM/FM/CD sound system comes standard, as does an EPIRB and fire extinguisher.
One thing I like about CruiseCraft is the firm's refusal to compromise boating common sense, and so the Executive 630 comes standard with a dual battery set-up incorporating isolator switches. There's a quality fuel filter system, sound proofing, and an automatic bilge pump. Quality stainless steel fittings are the norm and workmanship in the bow rail and (standard) targa bar is faultless.
A full length hardtop may not be for everyone, so it's on the options list, as is a full set of camper covers, with insect screens thoughtfully present and accounted for. Swim platform options include a stainless steel barbecue and a bait board with rod holders.
 
ON THE WATER
The Executive 630 handles chop much like its fishing-oriented stablemates: very well.
While this boat is effectively a caravan in terms of how comfortable it is to spend time aboard, out on the water it handles nothing like a caravan at all. In fact, it reaches a top speed of more than 37 knots, and does not fool around about getting there. At the wheel the Executive 630 feels like every other CruiseCraft I've ever tested, doing what it's told, when it's told and how it's told. I'd expect no less—I've been in a lot of CruiseCraft boats over the years and my expectations of any new model are naturally high.
 
THE WRAP
The Nichols family began building boats in 1946. Over the last few years, a third generation of the family has put heart and soul into ensuring CruiseCraft's line is up there among the leaders in their field. With the new Executive 630 their efforts have proved successful.
For more than a day aboard, this is a boat built for two. For day tripping, however, it would easily accommodate two couples, or a couple plus kids. CruiseCraft's Executive 630 is simply a brilliant weekend cruiser, not only for a boat its size but for a boat any size.

WORDS: DANIEL TILLACK
PHOTOS: DANIEL TILLACK & RIVIERA
 

Riviera 61 Enclosed Flybridge, Its very clear this Riv 61 is both an entertainer and long-ranger.
Black is the new black. And it looks as good as it ever has shining on the topsides of the Riviera 61 Enclosed Flybridge. Riv's 61 needs its stylish looks to steal some attention from the big 70 launched in 2008. Some boat buyers might ask that if you're going to get a 61, why not just splash out and go for the 70 now that it's available? Others might find the 61 to be a nice progression from the 56. Whichever side of the fence you sit on, there's plenty to discuss by the time you reach the 61st foot of this boat, so let's not bother about the nine extra feet for now.
I can't look at a boat this size without daydreaming about circumnavigating Australia, well, the top half of it anyway... and maybe the islands of the South Pacific. So I was interested in learning more about the distance she can travel.

Riviera has already conducted range tests on the 61 Enclosed Flybridge, with the boat under full load. This includes 5700L of diesel and 1000L of water. According to Riviera, at 1000rpm, the twin 1015hp turbo diesel Caterpillars push the 61 to 8.7 knots using approximately 51L per hour. The fuel economy and range at this speed, in reasonable conditions, would therefore make it possible to cruise from approximately Sydney to the Whitsundays without stopping for fuel. And as a safety precaution, these calculations were made allowing for 10 percent of the fuel to be kept in reserve in case of emergencies.
Travelling at 16 and 22 knots they achieved an approximate range of 450nm, and at 26 knots the 61 is claimed to cover about 400nm.
Cargo weights will vary, as will the sea conditions, both in turn affecting the range figures of a boat. However, this is still an interesting guide to the capabilities of the 61, which would be a nice base from which to explore the coast—or head to New Caledonia!
 
LET'S TAKE A TOUR
For those interested in a spot of fishing (and if New Caledonia is your destination then I recommend it!) the cockpit will accommodate you. A tow jam around the periphery and an optional padded bolster will help save your back when pulling in New Cal's monsters of the deep. A storage locker in the transom can be converted into a live bait tank with a glass window and rod holders are an optional.

Two fish wells live under the deck and are insulated and removable—clever. And they haven't skimped on the size: a decent size tuna would have room to move.
For those who prefer chicken for dinner, the fish wells provide good storage and the cockpit makes a good space for socialising or warming in the sun. It has plenty of practical features. Holes for mooring lines, large lockers either side of the cockpit for ropes, another locker portside of the potential live bait well, one more locker under the deck (with access to steering), a hot and cold shower and a deck wash. There is a sink with storage underneath to starboard of the saloon door and a tackle locker big enough to fit a few of the deep 3600 size Plano stowaway trays.
More storage space is available under the cockpit to saloon companionway. To port there is mezzanine seating with beverage holders. This sits atop a refrigerated storage compartment. Guests can sing along to The Mules CD playing on the Bose surround sound system, or chat over a classical orchestra. A large window opens from the saloon, creating an open sociable entertaining area inclusive of all party goers, from those on the mezzanine, to those in the saloon, dinette and even the chef working away in the galley.

Indoors, the saloon lounge seats a relaxed four and are finished in New Zealand leather. They are made in-house by Riviera. The saloon's configuration is standard but owners can change the colour of the lounges should the fabric clash with their eyes or remind them of a football team they dislike.
A stainless steel handrail set into the roof runs along the centreline from the saloon entrance to the galley, providing safe passage for those experiencing rough weather or whisky judgement. Simple, clever, but not used by enough boatbuilders.

Poker fans can make use of the American cherry wood coffee table, also manufactured in-house. The thirsty can make use of the impressive bar. It features refrigerated drawers and a pop-up liquor cabinet bathed in purple LED lights—just in case you need a reminder you're living the good life. The bar holds 24 bottles, including those of the square variety. There is also an icemaker for those who like one on the rocks. I noticed the 'Riviera promotes responsible drinking sticker' after counting to 24, but considering you might need a range of spirits for a cocktail party, or if you're cruising to the extent this girl can and like a red with dinner, then there's little excess. In fact, you should probably stow another box in one of the many storage areas, just in case.br /> 
The drawers at the bar—and throughout the entire 61—feature what Riviera call 'soft close'. It's a great invention that makes it impossible slam drawers. The mechanism is like an autopilot taking over the final stage of each closure ensuring a soft landing. They are the most polite drawers I have met, and match the style and manners throughout the 61.
If you want to kick back on the saloon lounge and watch a movie, there's a 40in Sony Bravia television screen on which to play your DVDs, but you'll have to look across the dinette forward and to starboard.

The dinette hides more storage underneath, which slides out for user-friendly access. There is space for six diners, or better suited to four if you want impress with a full three-course meal, which the portside galley opposite is capable of.

The galley features two fridges and two freezers. Add this to the other refrigeration throughout the 61 and you get more of that itch to go long-range cruising. The four soft close drawers remind you to relax as the dishwasher does the hard work. There are four power outlets for phone chargers, kitchen gadgets or whatever else you might need to plug in.
The granite bench tops, four burner cooktop, convection microwave and griller give the master chef room to work some culinary magic. There's a phone to the bridge to let the skipper know when dinner's ready, or for the skipper to motivate the chef to hurry up!
 
BEDTIME
The master stateroom is an athwartship double berth with ensuite. It features lots of storage for clothes—the wardrobe even has a shelf for the lady of the ship's shoes. For things you don't need so often, there's a large locker under the bed, which lifts open with the help of a hydraulic ram. There is natural light if desired, or reading lights for a bedtime story.
The ensuite's pride and joy is a generous shower stall, plus there's a toilet and wash basin. The floor is Amtico.
The VIP guest cabin double berth has a less spacious ensuite, but still with shower stall, toilet and washbasin.
Other guests sleep in bunks in two separate cabins. The forward cabin sleeps two and has second door access to the day head—which has a toilet, washbasin and shower stall. The second has one bunk and is also home to the washer and drier.
 
THE HELM
Back through the saloon and up the internal staircase will take to you to the spacious enclosed flybridge. The wheel is central on the bridge. The navigation systems are always optional on Rivieras to allow owners to choose their own marine electronics adventure. This a much better arrangement which avoids aftermarket alterations for the rightfully choosy.
The skipper has a pedestal chair that moves every which way for comfort and the navigator has the same to starboard. The bridge lounge to port seats five to six people who can enjoy snacks, drinks or magazines on the coffee table/dining table fold out. And it's all in air-conditioned comfort.
There is a television, another liquor cabinet, fridge, sink, general storage, power outlets, sunroof and sliding windows. This makes it a self-contained space useable by a crew that wants to watch a movie rather than venture down to the saloon for fear of being dragged into a drunken karaoke choir locked arm-in-arm singing Sinatra's New York, New York. But if it sounds funny enough, they can watch it in safety on the three camera video system.
And for the next day's fishing, the crew can utilise the steering station on the aft bridge deck to back down on a marlin or to dock after the return voyage. This deck has a large opening window, seating, an awning and 10 stainless steel rod holders.
 
THE VOYAGE
Our passage through the Heads of Sydney Harbour and beyond was unchallenged by a quiet sea and Riviera's 61 Enclosed Flybridge was untroubled while sliding onto the plane and working towards top speed. If only Riv would lend it to me for a year's voyage. That test would better suit this long-ranger.

WORDS + PHOTOS: BARRY TRANTER
 

Sunrunners new layout of its 4800 Sports Cruiser balances indoor luxury with alfresco life.
 
There is a certain irony in the fact that this latest version of Sunrunner's 4800 is labelled the Euro.
The Euro is the third layout on the 4800 hull, which the Gold Coast manufacturer introduced in 2003. The three styles are the Eclipse (the hardtop version); the Australian variant, which has quite an open aft cockpit with two doors in the transom for access to the boarding platform; and the Euro, which, for my money, is the pick of the three.
 
ENTERTAINMENT IS KING
The current big trend in powerboats and yachts is the importance designers and builders are putting on entertainment.
From this, we may infer that many buyers intend to enjoy parties on board. They want food and drink, they want to be outside but in the shade, and they want the entertainment to be close at hand. And hosts don't want to be buried below deck or inside while the party hums outside.
Hence, Sunrunner's Euro layout.

Is this important? Yes. A boat is a very focused habitat; you want the layout to deliver your recreational needs. What's more, when you are paying around one million dollars for it, you have every right to expect your needs to be met.
The 4800 Euro's aft cockpit is this boat's focus. The large curved settee can seat six to eight people. There's a gorgeous table with many drink holders arranged around it. There's a 240V, hot-rock barbecue, an icemaker, fridge and cocktail cabinet.
"People rarely use the downstairs galley," says Sunrunner's David Butcher. "The upstairs barbie is more popular."
The fabric top can roll away for the open-air feel, or the whole aft cockpit can be enclosed by clears. Behind the cockpit is a sunbed. For some time I thought sunbeds were an anachronism in this era of melanoma awareness, but Butcher (and other boat dealers) say that many people, particularly young women, are still intent on pursuing a tan and demand somewhere to get it.

"To my mind this layout is ideal," says Butcher. "If it rains and you have to put the clears on, that aft awning makes sure the cockpit remains a usable space. A lot of boats run the covers straight down from the targa bar, which would really kill this space."
 
LUXURY APARTMENT
Though the cockpit arrangement is perfect for entertaining, let's not forget that downstairs is a luxury apartment with two bedrooms, two bathrooms and a full kitchen. The master cabin in the bow has an island double bed and everything you could possibly want by way of ventilation and storage. The ensuite has a vacu-flush toilet, and the shower is of the retractable, flexible type. This seems a bit basic, but there's a reason; the aft bathroom, which serves as the day head, has a full-sized, glass-enclosed shower cubicle.

In the galley, there's a four-burner cooktop and microwave, all 240V because a generator is standard, so there's no gas to fiddle with and worry about. The fridge is domestic-sized, with two front-opening doors for fridge and freezer cabinets.
The dinette table can be lowered to form a double berth if needed. Sunrunner can provide infill cushions.
The aft cabin has a transverse bed with plenty of headroom and storage.

This is a very stylish interior. I really like the glossy treatment of the cherrywood trim, as it looks good and reflects light. The three angled ports each side of the saloon are a superyacht echo. They all open for flow-through ventilation.
Despite the flash interior, its a very comfortable boat, a nice place to retreat to at bedtime, or when the weather turns, or—god forbid—you have had your fill of fresh air.
 
SIX-CYLINDER MUSCLE
This boat is the second 4800 to use Volvo's D12-800 series 12.1L sixes, which pump out 775hp each. "We built the 4800 with 575hp D9s," says Butcher, "but we find the D12s suit the hull better. Much higher top speed and cruising speed, and better fuel economy despite being bigger". The Volvos have shaft drives with five-blade props.

The 4800 hull has a 15° deadrise, but this is not a simple deep-V. On the centreline aft there is a sort of pod that increases buoyancy aft and provides a semi-tunnel effect for the props.

The 4800 is fitted with Volvo's QL (Quality Line) trim tabs. These are simple composite blocks that slide up and down on the transom, projecting only 50 to 60mm below the hull. They are electrically operated and simpler than the hydraulic drive on conventional tabs. One advantage is that they don't project aft, like conventional tabs, and run the risk of damage.
 
The Volvos are a bit noisy at idle but the sound level doesn't rise as revs increase, and at cruising speed they are quieter than most. Either Volvo has started making their turbos quieter recently or Sunrunner has done a great job of suppressing the turbo whistle, to which Volvo Pentas have been prone in some past installations.
Volvo Penta's trolling function on the throttles idles at 525rpm and four knots, invaluable on rivers when big boats exceed four knots even on one engine. At the normal setting the same revs give 6.4 knots.
It is easy to forget that this is a 48ft boat with a dry weight of 12,500kg. These big Volvo Pentas push the 4800 straight up to speed as if it were a 30-footer. Top speed is 2300rpm and 35 knots; an easy cruise is 2000rpm and 30 knots, when she is burning 208L per hour. Twenty-six knots gives you 1800rpm at 156L per hour.

The 4800 trims a little high in the bow but this is no practical drawback because you retain visibility. She is responsive to the tabs. We set out to get speed readings at incremental revs stages. To do this, you run the boat up to, say, 2500rpm, wait for speed to stop building, then log the speed and fuel consumption. It is too complicated to play with the tabs while doing this.

Later, Butcher settled the 4800 at a happy cruising speed, then trimmed her with the tabs, whereupon the speed increased, fuel consumption dropped and she gave us different readings from the ones we got when accelerating through the range.
An owner would quickly work this out. For a big, luxury boat, the 4800 was surprisingly economical to run. You can have a range of 650nm if you keep the speed down to 9.1 knots, says Butcher.

The control panel for the tabs is great; logical in a Scandinavian way. The graphics show which switch is for bow-up and which is for bow-down. Incremental lights show tab position; the lights flash when they are adjusting.
At speed she turns with about a 50m diameter and speed doesn't rub off when you are doing it.
 
QUIET AND DRY
This is a dry hull. She has a pronounced lip/chine, which runs from above the static entry right to the stern. As we set off, Butcher said bravely, "I guarantee we won't get a drop of spray on the screen regardless of the weather". There was no spray, but this was a quiet, quiet day both inside Sydney's Pittwater and offshore. The spring sun, unsure whether winter was over or not, bounced light off an endless glassy seaway the Ancient Mariner would have recognised.
The hull is quiet underway. Sunrunner does inner and outer hull mouldings, with foam in the space between, so if you go downstairs while underway, you hear no sounds of movement in the structure.
The 4800 has quite low-geared, power-assisted hydraulic steering. The throttles are perfect. There's an excellent switchboard; Butcher drew my attention to the anchor windlass reset; owners have been known to overload the windlass when retrieving the anchor, thus throwing the circuit-breaker. The reset allows instant recovery.

This boat lives in a tight berth with a sandbar only a boat length from the piles. Butcher had no trouble getting in and out with the standard bow and stern thrusters to help. I don't think he needed them; I certainly would. As Butcher said, in a million-dollar boat, an owner expects that sort of equipment.
The electronics are worth a story in themselves. The 4800 has Raymarine's E80 navigation system. New on the boat reviewed here is Volvo's engine diagnostics system, which is interfaced with the Raymarine system, so all the information you can possibly want about engineering and navigation is right there on the same screen.
 
LAYOUT OPTIONS
The Sunrunner 4800's most direct competition comes, I suppose, from the British imports, but although of similar configuration, they are very different in detail. With the 4800's configuration you can have an open boat, semi-open or fully enclosed. Its configuration means—and here we leap into cliché territory—it is a truly Aussie boat for Aussie conditions. Forget the Euro nomenclature.
When a boat is 48ft long, it overcomes the need for design compromise; you can have your cake and eat it. And the 4800 is built here, so it is Aussie cake.

WORDS: ALEXANDER GILLY
PHOTOS: MARITIMO
 
A powerboat-racing heritage lies beneath the sleek exterior.
 
If the Maritimo C55 Sports Cabriolet were a beast, it would be a velociraptor, that swift stalker that feasted on hapless scientists in the movie Jurassic Park. I thought of the creature the moment I laid eyes on the test C55 as she lay at dock next to Maritimo's yard on the Gold Coast. The boat's long, ovaloid windows sweeping towards the stern reminded me of the raptor's eyes, her reverse sheer bow of its scientist-munching beak.
Even the overhang of the roof over the aft deck looks sharp, like a bird of prey's crest.

A favourite euphemism among boating writers for sleek and gorgeous is 'European'. That term, which has an insecure ring of the cultural cringe to it, has in my view been flogged to death. Time to bury it. There are dreamboats coming out of many of the world's yards now, not just those in Italy and France. And it's not like Europeans haven't produced their share of dogs.

The Australian-built, sleek and gorgeous C55 is pretty enough to turn heads in Sydney Harbour, that show pony hippodrome; and it's gutsy enough to ride the seas that pound our shores.
 
THE BELLY OF THE BEAST
The C55's saloon is on two levels. The aft section, where the galley and bar are located, is level with the stern deck, while the helm station and dining area are raised about a foot above it. The raised area gives more headroom for the master stateroom, located beneath it, as well as good vision to the helmsman and his guests sitting at the table.

The galley on the test boat had all the goodies you'd expect of a boat in this price bracket—two-door fridge and freezer, ice-maker, microwave, drawer-type dishwasher and so on. There's also a drinks fridge and wine racks, which are now pretty much standard on every big luxury boat in the world except for those being built for Middle Eastern clients—and even some of those have cabinets that don't look like they're made to store teapots.
 

It's all topnotch, but not unusual on boats this size and price. What really stood out in the C55's saloon were the sunroof and the access to the stern deck.
The mid-November day I went out on the C55 off the Gold Coast started out overcast, so the sunroof made the saloon brighter than it otherwise would have been. Then the clouds cleared prompting Geoff Middleton, Maritimo's PR manager, to press a button and slide a sunshade across the sunroof, protecting us from the heat.

The other thing I liked was the way the sliding glass doors opened onto the aft deck. It creates one large indoor/outdoor space that suits the warmer parts of Australia, where you want to sit outside and enjoy the heat, but step in every now and then to relax in the shade. Plus, the way the C55 has been designed means that you don't get the 'station wagon' effect when you're running with the back doors open; the fumes from the exhausts don't eddy back into the boat.
I saw this for myself during the test, when we ran the boat with the back doors open.

There was no suck-back at all. The two 670hp Cumminses did make a bit of a rumble but weren't so loud that we couldn't speak at a normal conversation volume. It got much quieter when we shut the back doors, of course. And that's when I discovered an added benefit of the sunroof: if you want to close the back doors when you're underway to keep the sound out, but like me prefer fresh air to air conditioning, you can open the sunroof for the smell of the ocean and no rumble.

Below, the C55 sleeps eight. The queen-sized bed in the main stateroom is set athwartships rather than fore and aft, and there's a window in the hull over the top of the bed—when you wake up, you get the light reflected off the water streaming over the top of your head. Very nice. The stateroom has its own bathroom, of course, set to port.
 
So does the forward VIP cabin sort of. There's a second bathroom on the starboard side, with two doors: one opening into the VIP cabin, the other into the corridor. If you lock the one to the corridor, then the bathroom can be used exclusively by whoever's occupying the VIP cabin. If you leave the door to the corridor unlocked, the bathroom can be used as a day head. It's the kind of clever thinking that makes the best use of limited space.
There are two more cabins below, both with bunkbeds. As in the saloon, everything is finished to a high standard.

EFFICIENT EYE-OPENER
Veteran powerboat racer Ross Willarton skippered our test boat. 'Rossco' knows a thing or two about powerboat performance. But what most excited him about the C55, he told me, was her fuel efficiency even with a conventional drive system, she delivers great figures.
"One American dealer did a comparison test between their boat, which had a different type of drive system, and the Maritimo", said Rossco, "and our boat delivered better fuel figures.

"It was a real eye-opener for the Americans, who like the most horsepower available."
That's due for the most part to the slippery hull design, according to Rossco.
"It's a variable deadrise hull that flattens out at the back," he said "It doesn't need much power to get going."
The C55's other noteworthy underwater feature is her long keel. The keel keeps her on track, even when you're steering on one engine.
"Not many boats steer on one engine when they're going slow", explained Middleton. "Normally, if you have the port engine in gear on a twin engine boat, it wants to go off to starboard. But on the C55, thanks to the long keel, it'll turn against the engine. That means that if you lose an engine, you can come in on one engine and still steer the boat, and even dock it."

Middleton and Rossco were keen to show us how the C55 doesn't have much of a hump to lift over when she comes onto the plane.
"You'll see a little bit of lift in the bow," said Rossco as he started pushing down the throttle, "but these new hulls work at any speed."
Sure enough, the C55 got up on the plane with very little effort, even in the biggish seas running off the Coast the day of the test.
Maritimo put the C55's 3600L fuel tank amidships at the pivot point.

That means it's not weighing down the stern with tons of fuel, which in turn means the boat gets onto the plane more quickly. That's very handy when conditions force you to keep the speed down and Australian waters get big seas.
"Say you're going from Newcastle and Sydney and the sea dictates you should be at 14 knots," said Rossco. "Well, a boat that needs 15 knots to get on the plane is very hard to drive. One minute it's off the plane the next minute it's on the plane. With the C55, you just pick a speed that suits the sea and just drive it."
Rossco put it up on the plane with no tabs to demonstrate what he means. In no time, we were gliding down the side of waves, the boat planing comfortably, doing 26 knots with barely a 70 percent load on the engines.

MASTER OF THE BEAST
The C55 suits a variety of owners. With its four cabins, it's perfect for families. With its single-deck set-up, it's a great boat for entertaining. You don't have dad stuck up top while mum's down below cooking. And with its big tank and fuel efficiency, it's a good traveller, too. You can spend summer in Pittwater, then cruise up to the Whitsundays for winter without having to stop five times to refuel. It's quick and it looks good. And it's so easy to handle, you don't need a crew.

Words Kevan Wolfe
Photos Nick Wood and Mustang

Mustang returns to its sports cruiser roots with its new 430 Sports Coupe

It’s been 12 months since the Asian arm of South Africa’s Standard Bank took over Gold Coast builder Mustang Marine. Since then, there hasn’t been much coming out of the Molendinar factory, not even the odd rumour they have kept a very low profile. Behind the scenes, though, it has been a hive of activity.
The new team headed by CEO Chris Heaton has taken the company back to its sports boat roots. In January, Mustang splashed the 430 Sports Coupé—a stylish sports coupé package aimed squarely at a leisure market looking for indoor/outdoor living on the water.

The concept of this boat represents a totally different approach to anything Mustang has produced in the recent past.
“The market is changing and people are now wanting a single level indoor/outdoor style of boat that can be opened up to let the sun in”, said Mustang’s operations director Russell Weston. “We identified it as the way to go and the 430 is the first of some new models we plan to produce; some will head in a different direction again.

“We see the 430 as getting back to our original sports cruiser roots. We had gone off to conventional flybridge boats, which was not in our original game plan,” he said.
The flybridges, inherited when the company bought the Oliver factory in New Zealand, did give Mustang big volume hulls, however, which they didn’t have in the first sports cruisers.

The 430 Sports Coupé uses the 43 Flybridge hull. It keeps the same deadrise and reverse chines, but the keel has been removed, so it can be powered by Volvo Penta’s IPS.
A lot of work was done with Volvo Penta technicians to get the centre of gravity right with the aft-mounted engines and pods. The positioning of the fuel tank and other equipment, such as generators, was important.

IPS was a natural choice for Mustang. About three years ago, the factory was the first Australian builder to install IPS in a cruiser and has had success with the system in their 46, 42 and 38s. Mustang was also the first builder to use IPS in a flybridge cruiser, so the factory has had a lot of experience with the system.
Heaton sees pod drives as the way of the future and is looking at triple and quad installations, and down the track there are plans for European-styled 50 footers plus, which will carry multi-pod installations.

The 430 Sports Coupé will only be available with a pod drive system and it’s more than likely that all the new boats coming out of the factory in future will carry pod drive propulsion.

For those who are still not convinced that the forward-facing propellers of the IPS is the way to go, Mustang plans to install the Cummins/MerCruiser Zeus system if customers want conventional aft-facing props.
The 430 Sports Coupé is a product of Mustang’s in-house design team. Paul Bourke is responsible for styling concepts. He comes from the automotive industry and has brought a raft of new ideas and concepts with him. Gone are the traditional slab-sided designs; in their place, he has introduced smooth flowing surfaces and curves influenced greatly by the lines of a Lamborghini Diablo.

“It’s all about curves and finessing surfaces”, said Bourke. “It’s something you learn from the automotive industry. There’s more emotion in the styling.”
The boat has been designed as a true production boat. It’s all part of Mustang’s desire to move away from the old and costly building methods that seem to be entrenched in the marine industry and to think outside the square.

There will also be a noticeable difference in the quality. The old Mustang factory used contract labour to put a boat together. Now there is an in-house styling team and an in-house development team that puts a new boat together and nuts out all the issues before it’s handed over for production. According to Weston, new production techniques will maintain a consistence of quality and safety in each boat.

The 430 also introduces some new innovations, but it’s not innovation for innovation’s sake. The timberwork is also a feature in the boat. All the cabin furniture is now built from top-quality Gaboon marine ply, instead of using heavier fibreglass moulds. It’s the same timber used by major boatbuilders around the world.
Mustang has an eye on the world market and is calling the 430 a world boat. All boats now come out of the factory built to OE standards.

It’s obvious that many hours of bouncing ideas to and fro have gone into the creation of the 430. The big boarding platform is a good place to start. It’s operated by two solid-looking rams with the water flowing through two wooden grates when it’s lowered into the water. It makes it easy to run a jet ski on, and it’s a good place to just sit in the water at the back of the boat cooling off.

The cockpit comes with a teak floor, a lounge and a teak table all set on the hatch that lifts up electrically to reveal the engine room. The cockpit runs seamlessly into the main cabin when the doors and the galley window are open.

The galley runs down the starboard side with a cleverly designed, electrically operated, slide-out pantry; microwave convection oven; dishwasher; fridge and two-burner cooktop. The workbench is Corian and all the drawers are self-closing.
Normally the switchboard for a boat’s electrical components is located in a handy position near the cabin door. All I could find was a cabinet for glasses and a small screen underneath. The small screen was the Multiplex management system I had been hearing about. The system replaces the AC/DC electrics with touch screen controls. It even includes an electronic version of the owner’s manual.

The system takes a lot of wiring looms out of the boat and saves a heap of weight—and the inevitable electrical problems down the track. A feature of the main cabin is the black walnut floor. It looks good and is unusual in a boat of this style. The rest of the woodwork is top-of-the-range Gaboon marine ply. This is strong and light and also saves weight throughout the boat. A simple touch, missed by many builders, are the two stainless hand holds mounted at either end of the large sunroof. One is in the right place for someone to grab when coming in from the cockpit and the other when coming up from the accommodation companionway. The sunroof is made by Trend in England. It comes complete and mounts straight into the roof.

This is operated electrically, except the sunroof screen has to be pulled across by hand. The two comfortable Italian helm seats are in front of the compact console with enough room for two Simrad screens. Raymarine and Furuno units also fit; it’s the customer’s choice. The first 430 was ordered with a twocabin, one-bathroom layout. The master cabin is up front with its island berth and the second cabin has two bunks.

There is also a three-cabin, two-bathroom layout, but some of the room in the main cabin is lost for the third cabin. There are many things built into this boat that makes it stand apart from other brands—and the early Mustangs as well. The companionway is 800mm wide, not 600mm, and the four steps down to the accommodation slope gradually, so you don’t arrive in a hurry at the bottom.

The handrail has been beefed up to 30mm and is constructed in one piece of stainless. The uprights are set into fittings on the deck, similar to yacht stanchions, so the whole thing can be removed easily and repaired if needed. The side decks are wider, around 400mm, with a hint of a gunwale to comply with European Community standards. It’s easy to walk to the bow without having to shuffle sideways. Out in the swell, the 430 hull works better than the 43 flybridge hull on which it’s based.

The boat weighed in a tonne lighter than expected and about two tonne lighter than the flybridge version, so it sits higher in the water where the reverse chines work well to throw the spray away from the sides of the boat. The 430 is driven by Volvo Penta’s 600 IPS (435hp), which suit it perfectly. The second boat out of the factory will be powered by the Cummins/MerCruiser Zeus system. The 430 loves to cruise at 25 knots where it uses 54Lph per side of fuel. Wide open, it hits 32 knots with 60 percent of trim on the tabs. The second 430 will be fitted with Volvo Penta’s automatic trim system, which removes the mystery and trims for you. The boat is easy to drive and when it comes to docking, just switch to joystick mode and it’s no problem, even in a crosswind. Volvo Penta’s joystick docking takes all the drama out of docking a boat this size in a marina. The 430 Sports Coupé is a head turner and shows that Mustang is back bigger and better than ever. It’s a shame that the Australian Marine Industry Awards will not be held this year. The Mustang 430 Sports Coupé could well have been a candidate for the top prize.

Boating nous and impressive standards make Streaker’s flagship an attractive buy
words & photos Warren Steptoe

Having been impressed with Streaker’s Walk-Thru models, when their flagship 6.35 Commander came up for test I approached it with high expectations. And found nothing to be disappointed about.

Streaker boats come with complete inventories in ‘tow away no more to pay’ (their words, not ours) packages starting in this 6.35m hull with a sub $85,000 boat-motor-trailer (BMT) deal powered by a 200hp two-stroke Yamaha outboard, and topping out at $103,900 for our test boat with its 225hp four-stroke Yamaha and hard-top.

Even the lowest-priced Commander comes standard with things other makes list as options. Things like a Lowrance colour sounder and GPS, two-way marine radio, Maxwell anchor winch, removable aft seating, bimini top, stainless steel bait board, boarding ladder and windscreen grab rail, hydraulic steering, navigation and interior lighting, and a 50L tank supplying pressurised freshwater to a small sink portside next to the passenger seat, which flips over to become a galley with a single-burner stove.

The added $18,000 brings an upgrade of a 225hp Yamaha four-stroke and the hard-top, plus plumbing for the live bait tank and deck wash, a berley bucket, upgraded dual frequency sounder, a sound system, Bennett trim tabs another battery, deck carpet, a tackle locker under the helm seat and telescopic outriggers. An interim model has that without the hard-top for around $95,000. All of them come with too-often-overlooked or extra cost details such as a mounted trailer spare wheel, battery isolation, side deck rod holders and safety gear for six.
Yet what impressed most wasn’t these inventories so much as the overall quality of the components and how well it all came together, thanks to something we invariably warm to it in boat tests—plain, old-fashioned boating nous/commonsense/experience, whatever you choose to call it.
Stuff ‘no more to pay’. Sure, it’s a good thing, but is easily achieved compared to putting together a boat you can step aboard and go boating on without encountering (cheap) component failures down the track. Boats like this one are an ignore-at-your-peril demonstration why buying decisions should never be based purely on price.

Cheap boats are a dime a dozen at present while our financial crisis floods a buyers’ market with boats. Boat builders the likes of the Nichols, Haines and, in this case, Savage families have survived industry turmoil to become dynasties by applying cross-generational expertise. Which is exactly why brands like CruiseCraft, Haines Signature or Traveler and Streaker deserve due consideration; especially by boat buyers struggling to compare low purchase prices against more expensive but ultimately better investments.

Leaving the pulpit (no, even Streaker doesn’t include one in their inventory) to venture out onto Port Phillip Bay for a reality check about Melbourne weather after some recent pleasant experiences, the 6.35 Commander’s high-sided, flared bow, 20° deadrise hull handled a sloppy day on the Bay very well, thank you. The trim tabs and hydraulic steering helped, but this is a tightly assembled boat to begin with, one with a fine set of sloppy water manners notable for a lack of complaint from either the hull or the passengers on an ordinary kind of day. Our test boat was the fully optioned hard-top version of the 6.35 Commander and while a critical eye might feel the ‘roof’ loses brownie points aesthetically against the same hull topless, the excellent shelter a fully enclosed helm area afforded was all good on the day.

As we’ve come to expect of Yamaha’s big four-strokes, the 225’s seamless power delivery complemented the hull nicely, making this one of the more enjoyable boating experiences (despite an average day) of recent memory.
We had to find some calmer water to run our performance figures and took the opportunity to start opening hatches and poking into things. Often during boat tests, this is when we find ourselves going ‘mmmh’. But not in this boat. It turned up a string of pleasant surprises.
In the deck between the seats, there’s a built-in icebox—something too many boat come without. Down aft in the cockpit, a hatch lifts to reveal a removable fish box—built-in fish pits are good if they drain overboard, but being able to remove the box for a thorough clean is better. In the hard-top roof, there’s a big hatch—hard-tops are great in bad weather, but can turn into steam baths on hot days if there’s no way to get air inside. Ditto for the cabin, which just manages enough bunk space to sleep two—being able to spend a couple of days aboard comfortably is expected of even serious fishing boats this size—and for cruising couples staying aboard and wishing to cook up their catch, there’s the stove and sink.

Although a portable toilet is one of very few things on Streaker’s options list, I’ve never met a boating lady who considers toilets optional. Nor have I met a keen fisho who doesn’t look for more rigged rod storage than any boat provides—and this hard-top version of the 6.35 Commander loses the overhead rocket launcher that comes on the bimini version.

The extra shade canopy fitted over the cockpit to our test boat (removed for the photo shoot) blocks rocket launcher access anyway, so some fishos may choose a soft top because of this. A centre cushion that changes the removable aft seats into a (removable) aft lounge is about the only option on a very short list (along with the loo). Which, with the possible exception of the hard/soft top choice, makes all the decisions involved with buying a Streaker 6.35 Commander easy ones.

In a nutshell, Powercat’s 2900 Sports Fisherman is a big sister to their 2500 Sports Fisherman, a boat which took out the AMIF Trailerable Fishing Boat of the Year in 2007. Which immediately raises the question whether bigger is, in fact, better. After a day on northern Moreton Bay, which, in a typical mood opposed gusty winds to a falling tide creating what we locals consider the usual choppy mess off Bribie Island, the short answer is yes. We tested the 2500 on a similar day and it earned a brilliant rating.

The 2900 is simply better than that. Few boats indeed can hold their own against a Powercat across sloppy wind chop, and the 2900 Sports Fisherman treated the rough water off Skirmish Point with disdain. It takes more than chop to slow a Powercat down and in fact Powercats are typical of good power catamarans in the way they enjoy a bit of throttle to keep the sponsons up and dancing. Testers way back in the early Shark Cat days used to talk of their ‘magic carpet ride’, particularly when quartering wind chop; and in contemporary Powercats, the carpet’s clearly been upgraded to plush pile. Admittedly, even experienced mono hull skippers take a while to learn to drive them; those seat-of-the-pants nuances of trimming two sponsons as opposed to a single keel do take some getting used to. You think, “Gee, this is a good ride,” to start with, yet once you tune in, it only gets better.

Go for a ride with Powercat’s Steve Shaw or his son Brendon and you’ll soon see what I mean. The 2900 Sports Fisherman, like its smaller sister, uses the back-to-back seat each side arrangement, which distinguishes Powercat’s Sports Fisherman series from their Sports and Cabriolet models. Those models have a central console incorporating a sink, fridge and stowage, and helm seating arranged on the front. Access to the cockpit is along each side, whereas the Sports Fisherman models have a roomier central walk space from helm to cockpit. The layout suits fishing of any kind. When a ratchet goes off, you don’t want to be moving around anything to get to it! In our test boat, space beneath the aft-facing seats was used as a pair of ice boxes, despite the fact that the cockpit contained Powercat’s usual twin 270L underfloor fish boxes. The forward-facing seats are very well done for fishing, too.

They feature a flipdown cushion that instantly changes the bucket seat to a bolster—a handy brace when travelling at speed on rough water. Aft in the cockpit, the sides and deck are moulded in one piece but the negative effect of your toes touching the side before your upper leg encounters anything to brace against is largely negated by upholstered bolsters around the cockpit periphery. Pedantic types like myself might consider asking Powercat to increase the size of the bolsters to improve this even further, but most people would, I expect, be happy to leave this as it comes. About the only other compromise fussy fishermen have to live with in the 2900 Sports Fisherman’s cockpit is the distance to the back of the boat over the motors.

Any boat powered by a pair of 250hp outboards inevitably has issues reaching over the motors and a wide central deck between the motors allowing access all the way aft is very much in the Powercat’s favour in this aspect. Best possible use is made of the walkthrough by a high rail securing it, the aft section of which unlatches and folds down into the water to become a boarding ladder. Sports, game and bottom fishers alike will find a great deal to like about this boat. One of the things the Modern Boating team particularly likes about Powercat’s Sports Fisherman line is that they seamlessly blend clear-cut, hard-core fishing intent with considerable social cruising amenity. An electric toilet with a 45L holding tank comes standard. It’s in the port sponson to create stand-up space. Admittedly, the cabin’s ceiling is low elsewhere, though the roomy bunk is definitely large enough for a couple to sleep in comfortably.

Our test boat’s hard top was an option (a bimini top comes standard, although the stainless Targa arch/rocket launcher/rod rack comes with both). We’d find it hard to do without because it makes the helm and passenger area secure in the worst weather. In fact, while the keen fishos in the test team were enamoured with the seats each side configuration, there did ensue some debate whether even the keenest among us wouldn’t choose a Sports or Cabriolet Powercat because they maintain an entirely fishable cockpit (albeit smaller, although ‘small’ is entirely relative) while their central sink/fridge/larder, etc., significantly improves the ability to live aboard one of these boats for a few days. Dreamin’ of multi-day trips out to the Reef? Absolutely! At 3.3t all up on a trailer, the 2900 Sports Fisherman is reasonably trailerable (with the right tow vehicle), so if you have the space to store it, saving mooring and marina fees and an occasional road trip well away from home are all attractive propositions. Which leads us back to our first question regarding whether being bigger than the 2500 Sports Fisherman—a boat which, incidentally, we love unashamedly—is better. The answer is ultimately tied up in the extra $25,000 to $30,000 you need to find to choose this boat over its little sister. You’re certainly not going to go wrong either way. 

 Performance
Propellers fitted during test II 22in
pitch stainless Suzuki
Location II Northern Moreton Bay
Conditions II Confused wind chop
Load II Four adults, full fuel tanks
RPM - Speed (knots)
700 II 4.4 idling in gear slow troll
2000 II 8.5 minimum planing speed
3000 II 22.0
3500 II 26.8
4000 II 30.5
4500 II 35.2
5000 II 39.7
6000 II 41.9 WOT
Hull length II 9m
Length overall II 9.4m
Beam II 2.82m
Hull weight II 2490kg
Hull deadrise II 28° at transom
BMT towing weight II Approx. 3380kg
w/150hp outboards
Power during test II 2 x 250hp
Min power II 2 x 150hp
Max power II 2 x 300hp
Material II GRP composites
Fuel II 2 x 250L
Freshwater II 120L
Holding tank II 45L
Price II from $189,300
Price as tested II $195,000
 

A group of Gold Coast businessmen have not let the downturn in the boatbuilding industry dampen their passion to build a world-class offshore cruiser. T hese gloom busters—headed by industry identity Gary Zamparutti have got together to form Montebello Yachts. Based out of Horizon Shores, the group has just launched a brand new 12.5m power catamaran. Why the unusual name? We threw a few names around and that one just came up said Gary. People seemed to like it, so we decided to use it. In Italian, montebello; means beautiful mountain, so there may be some connection given Gary’s lineage.

This may be the first boat out of the factory but it comes with an already established pedigree. The design comes from the drawing board of New Zealand naval architect, Roger Hill, a multihull specialist who has been drawing boats for some 32 years. Hill already has a 12.6m planing cat design on the water in the United States and has used many of his original design ideas from this boat in the slightly smaller Montebello. F or starters, seen in profile it is not obvious at first that this is a multihull boat. It doesn’t have those chunky topsides many power cats have, and with the lines of the fine bow(s) and the swept-back hardtop on the flybridge, it could easily be mistaken for a fast monohull—until it turns bow on and reveals its true identity.

The boat was built for an owner who wants to use it to fish offshore with his mates, so it’s a bit ‘blokey’. But that doesn’t mean quality has been sacrificed. The striking first impression of the boat is the excellent workmanship and the attention to detail that has gone into the build. And just like the major manufacturers have shown they can produce world-class quality boats in Australia, a smaller manufacturer is up there with them and at a price which makes it more than competitive with imported brands.

Little things, not obvious at first, indicate that this boat has been put together well. Such as the dome nuts on the ends of the bolts securing the flybridge windscreen, the slots in the screws all aligned fore and aft, and the durable Amtico floor in the saloon that has been slotted with brown inserts to resemble traditional teak and holly. T he stainless steel welding joints, which have been ground and faired, is some of the best stainless steel work I have seen on a boat and the one-piece bow and side rails is the work of Ray Jansen at Horizon Shores. T he hull, 25mm thick at the bottom and 20mm topsides, is built with composite technology similar to that used in ocean racing yachts. The hull, bulkheads and furniture are all foam composite construction—hand laid using vinylester resins. Infusion technology is used on the decks. This makes for a very strong and light boat that displaces just 11,000kg.

Gary told me that the boat has been put together with 99 separate moulds and that includes the doors and cupboards. I noticed that the deck non-slip mould was a new design; the nodules are bigger than normal and feel very positive underfoot, especially when wet. T he big advantage of a catamaran is its big deck space, the big disadvantage is most won’t fit into a standard marina pen. This boat, with its 4.5m beam, has a lot more deck space than a similar-sized monohull but is not so big that it won’t fit into a standard pen. And try finding a cockpit as big on a monohull the same size. It’s one big entertaining area. On a ‘blokes’ day out, half a dozen mates could fish from it without getting tangled up. A lot of innovation has gone into the Montebello.

A folding table and chairs are stored in side lockers, and the barbecue pulls up from the centre transom island. Set the table and chairs up; fire up the barbie and get set for a relaxing day in an anchorage somewhere. And it’s easy to get close into the beach with the 1.03m draft. T he solid cabin door opens right up to give seamless access from the cockpit to the saloon. The galley, with a four-burner stove and a couple of large fridges, is aft with a high-top counter with the dinette opposite. Instead of being the traditional U-shape, the seating is curved and the table shaped to match.

The finish, as with the rest of the boat, is top drawer. There is not a sign of bare fibreglass or gelcoat anywhere. The whole cabin is lined with a cream vinyl and trimmed with PNG rosewood. Although the boat is air-conditioned, the front windscreen window can be opened to provide through-flow ventilation in the saloon at anchor. T he only time the aircon might be needed is in the sleeping cabins in the hulls. Remember that this boat is only 12.5m long but Roger Hill has managed to design in two double berth cabins and a cabin with two singles as well as a head with a separate, full head-room, shower. All this and there is still the flybridge.

The helm station is centred with an inhousedesigned captain’s seat and lounge seating either side. The owner has opted for the full Simrad NX40 package, which also includes an 18-nautical-mile range radar and a camera, so the driver can see the back deck. The console has been set up gameboat style with the control levers either side of the wheel, but with the 2.9m Swift tender and its launching crane sitting on the back of the flybridge, it’s impossible to see into the cockpit. The camera is handy when the crew has a hook-up, or when docking stern in. The sporty steering wheel with two-anda- half turns lock-to-lock sets it off. Montebello has solved the problem of rainwater collecting on the big cantilever awning over the cockpit. As it slopes downwards, small pumps have been installed either side to pump any water collected up to the internal drain pipes installed in the superstructure, so nothing drips into the cockpit.

The system works well and is out of the way. Gary is very proud of it. On the day of the test, the sea was like a millpond off Surfers. I didn’t get to try the boat in the usual swell we get off the coast, however, Roger Hill has a reputation for producing sea-kindly hulls and this boat is a true blue-water catamaran. I had no doubts it would perform well in a seaway. In the smooth stuff the boat was very light on the helm and tracked straight without any input from the driver; a mark of the Seastar power-assisted hydraulic steering. The silent exhaust system also makes the boat very quiet underway.

The Montebello had the feel of a fine piece of machinery. Another advantage of a catamaran for cruising is its economical fuel consumption. At 18 knots cruising speed, the two Yanmar 315hp V-drive diesels turning four-blade propellers use a meagre 55L per hour. That gives the boat quite a range of some 450 nautical miles from the 1400L fuel tank. At 3800rpm, the Yanmars were pushing the boat along at 26 knots. Volvo Penta IPS is also a propulsion option.

To say that the team behind Montebello is passionate about their boats is an understatement. That’s why they hired world-class companies to confirm the engineering standards. The team has shown that, using Australian talent, it is possible to put together a craft that is as good as, if not better, in quality than most of the big name imports—and at a realistic price. The Montebello 12.5m is a boat to be proud of.

ENGINE ROOM
The test boat was powered by two
Yanmar 315hp, V-drives turning
four–blade propellers. Volvo Penta IPS
370 is an option.
RPM - Speed (knots)
3200  -  18
3800  -  26
Length overall  -  12.5m
Length of waterline  -  10.18m
Beam overall  -  4.44m
Beam at waterline  -  1.22m
Draft  -  1.03m
Displacement  -  11,000kg
Fuel capacity  -  1400L
Water capacity  -  600L
Sleeps  -  Six
Price (base boat)  -  $700,000
 

Words Kevan Wolfe PHOTOS Montebello

I like the idea that popular sayings (axioms, home truths, call them what you like) can make their way from English into other languages. For instance, the saying, The more things change, the more they stay the same, translates directly into French; presumably the French couldn’t improve the sentiment. German probably includes the term too, but I don’t know what it is; probably one word as long as the list of defrocked NSW Cabinet ministers.
 

The German reference is appropriate because the Bavaria 43 starts life as a barrel of resin in Bavaria. I have used the above quotation as an example because, although the latest Bavaria cruisers bear a strong family resemblance to the first Bavarias, things have moved on. Quite a long way. I know, that’s the reverse of the quote’s literal intent, but I used it because I like it. Bavaria’s reputation was founded on low prices made possible by a sophisticated production line. They also tended to make standard as many features as possible and keep the options list short. But the market has changed and these days Bavaria offer the buyer a serious range of choices. I f you label a boat a cruiser, you don’t need to compromise your design, and as a result this hull has tremendous interior volume.

The forward berth can accommodate tall people—Two-Metre Tom from Bavaria Yachts Australia can stretch out there—and the berth is so wide it would probably accommodate Two-Metre Tom sideways. This is a big, big area. The 43’s fibreglass is hand laid, solid below the waterline, foam cored above. Jamie Millar from Bavaria Yachts Australia tells me the hull is 35mm thick around the keelbolts; he has the cutouts to prove it because hulls are mated with keels in Australia. The bow area is reinforced with Kevlar. Rigging loads are fed into the hull grid by tie-rods connecting the chainplates to a stainless steel ring frame which girds the hull. The grid is ’glassed in. Steel backing plates for the keelbolts are epoxied in place to help spread the load into the hull. There are 10 keelbolts, locknutted. The standard keel draws 1.85m, as on this boat, or you can have a lead keel drawing 2.1m.

INTERIOR The forward cabin is for the owner, with an ensuite bathroom, and aft are the two guest cabins. But there’s a trick; the longitudinal bulkhead which divides the aft cabins is moveable, so you can have one big cabin and one small, or you can remove the bulkhead altogether to make a vast room spanning the hull. The main head aft is big; there’s a separate stall with a seat for showering, or you can add a door to make it a discrete cubicle. Cruisers need proper navigation so Bavaria has given the 43 a full-sized navigation area. Here’s another trick; a moveable stool slots into holes set in the cabin floor.

The stool can be stored out of the way, or used for the navigation area, or fitted adjacent to the saloon table. The stool has no back or sides; Jamie suggests a bucket seat could be added if more support is auneeded, or a strap, a traditional feature often forgotten. The stool may also provide support for the cook (my suggestion) as the galley is in straight-line arrangement down the port side. It all depends on how you use your boat. The settee is huge and an optional pedestal for the table will allow it to lower to form a vast double berth. There is storage everywhere, in the saloon, galley and all the cabins, as much as you could possibly need. One of the sliding drawers under the settee can house a fridge. Jamie says, “I’m a bit of a geek about these things but drawer action has been improved and the catches are more expensive, high-grade units. All the fittings have gone up-market”. Ventilation is terrific. The saloon has five opening ports and three hatches. Our test day was 27º Celsius and the boat was at a comfortable temperature with one hatch open. I have to mention the headliner. While other builders move towards complex moulded overheads, Bavaria has introduced a car-style fabric headliner which looks great. The lasting impression of the interior is of great space, light and air. This boat will happily accommodate the number of people it can sleep; that is a rare skill.

ON DECK Our boat had an in-mast furling main and roller-furling jib. The main has vertical battens to help its shape but the sail doesn’t have a pronounced roach (the trailing edge of the sail). The headsail has foam padding in the leading edge to give a more powerful shape while retaining roll-ability. This is a powerful sail which pulls the boat like Kylie Minogue pulls a crowd. The boat has the German mainsheet system, where the two-part sheet is led down both sidedecks to a winch immediately ahead of the helm stations so the helmsman can control the main if he wants to. The genoa cars have control lines so they can be adjusted from the cockpit, a racing feature (like the mainsheet system) adapted for cruising and absolutely vital to maintain sail shape while furling or unfurling the headsail. Teak in the cockpit is standard.

SAILING This boat was stripped for action when her owner raced her with a huge crew in the Bavaria Regatta. But for cruising, she has a good bimini with windows so you can see the masthead, vital for me as I am easily disoriented on a new boat in gusty conditions unless I can see what’s going on. I always resort to instruments last, like reading the instruction manual on a new gizmo. The engine control is mounted on top of the gunwale, the most logical place; all boats should carry them here. The 55hp Volvo Penta (40hp is standard) is quiet, so quiet we forget to switch it off when we start sailing. At 2500rpm, a relaxed engine reaches 7.3 knots over ground. The Volvo has a Saildrive and on this boat the optional folding prop.

You can winch out the main from its hideyhole in the mast or you can steer the boat’s nose off the wind and let the breeze do the unrolling. Same with the headsail. We see 6.4 knots of boatspeed beating into 19 knots of true wind. There’s quite a lot of pressure but in the gusts she needs only a spoke or two of wheel to keep her tracking straight. We bear away to a deep reach and she takes off; at 100º True, we see a top of 8.5 knots in 15-20 knots of true breeze, sailing with main and jib. There are no quirks to the Bavaria’s handling; she goes where she is pointed in a breeze gusting well over 20 knots. The gear is straightforward, the winches up to the task of handling a big headsail towards the top end of its wind range. You roll away the mainsail using the winch on the mast, which has a ratchet to control the main during the reefing process.

What I like about Bavarias is that they’re straightforward; the builders don’t gallop off following fashionable trends unless they’re worthwhile. An example of this is the external styling, which is classical, so it doesn’t date. The same is true of the interiors; Bavaria have used stylists to update these later boats, but they haven’t gone too far. The 43 Cruiser has a big hull and sails well, particularly off the wind when she flies. The boat we sailed is an all-rounder; used for social sailing (sometimes with many people on board), occasional twilight racing, and long-distance cruising with a family. Externally, the 43 is unmistakeably a Bavaria but in equipment and in character she has moved the game forward while remaining within the philosophy Bavaria has made its own. The more things stay the same, the more they change.

 

specifications
Length overall II 13.10m
Beam II 3.99m
Draught (std) II 1.85m
Draught (lead option) II 2.10m
Displacement II 9400kg
Ballast II 3100kg
Engine (std) II Volvo Penta 40hp
Engine as tested II Volvo Penta 55hp
(Aus std)
Fuel II 210L
Water II 210L (Aus std 360L)
Cabins II 3
Std. mainsail II 43m2
Std. genoa II 53m2
Price (as tested) II $448,317 including
bimini, mainsail furler, battery
charger, microwave, Raymarine
electronics package, high-tech
sails, folding prop, bigger batteries,
television and barbecue.
Contact II Bavaria Yachts Australia,

WORDS BARRY TRANTER photos BARRY TRANTER & Bavaria

words and photos Mike Brown

In Trophy-speak, ‘250’ means 25ft overall length (7.6m), and ‘2’ means it is a walkaround or centre cab: as self-explanatory as BMW’s naming system. And the style of the boat is just as straightforward: nothing on board without a purpose, and nothing missing that ought to be there. There are various interpretations of the walkaround layout, and the 2502’s tends very much towards the usable cabin style rather than the grown-up centre console.

The decks alongside the cabin are wide enough for passage, although with not a lot to spare. It takes a couple of steps up to get onto them, and they are not places you would want to hang around with two hands on a rod. This results in a spacious cabin, offering bunks for two tall sleepers, a neat, basic galley, a marine toilet, and a lot of storage space. Behind it is a very well-protected driving and sitting area for four, and a cockpit thoroughly equipped for fishing. The forward cockpit offers space and perching places for more anglers.

Overnighting
A typical American fishing style is to drive to the boat stacker in the evening, launch the boat and camp on board ready for an early start. The cabin works well for this, and the galley is enough to knock up breakfast—provided you are alongside, because the stove is electric and, without a genset, you will need shore power. A spirit stove, or one of those cunning combined electric-spirit jobs, would be a better fit for Aussies who want to overnight at anchor or even make a non-fishing weekend cruise Of course, for cruising, most people would go for a cockpit barbecue anyway. A useful standard piece of equipment, for cruising or any other kind of boating, is the 45L Waeco fridge/freezer. This tucks under the cockpit deck, making no intrusion on cabin space. And for civilised dining, a removable table converts the bunks into a dinette. The toilet lives under a lifting section of bunk on the starboard side, away from sight lines through the port side entrance. The entrance features a bi-fold door and a particularly neat hatch that swivels and disappears into the cabin structure.

For the Fisherman
This is primarily a fishing machine, and all the gear is here. The thick transom, in particular, is a concentrated angler’s station. It houses a whopping 114L live-bait tank, a combined sink/transom shower, and a wet well containing a smallish icebox for less exotic bait. It also houses the bait board, which you lift out and clip on. The transom lounge drops down for fishing operations, giving extra padding to the permanent coaming upholstery. As well, the bottom edge of the lowered seat makes a fairly effective toe rail. The cockpit sides have purpose-built toe rails installed below the rod racks and are very welcome, because the coamings are a shade low at about one third the way between knee and hip, and there are no grab rails aft of the hardtop support. Primary catch stowage is in a large icebox mounted below the skipper’s seat. Removable catch tanks always strike me as logical: less handling of the fish and less cleaning up to do, and probably better insulation of the ice slurry. A locker is below the navigator’s seat, and two more under the jump seats behind the first-class seats. Stability at rest is an essential quality in a stand-up-and-fish style boat, and the Trophy showed itself to be stable.

There was plenty of up and down in the ocean, and three sizeable people on board to test it. With three at the rail, in conditions most people would choose not to fish, the list was only slight and waves rolling under caused no problems. UnderWay Review day for the Trophy 2502 Walkaround was one of this year’s curious early summer Perth days, with a screaming sea breeze coming in shortly after breakfast. We decided not to spend much time beyond the inner reef—not that we were looking for a comfortable ride, you understand—it was all to give the boat a chance to stretch its legs. And they were long legs, courtesy of a 300hp Mercury Verado. Trophy rates the boat up to 400hp, with a twin installation, and it is difficult to see anyone going that high. We only very briefly hit full throttle, but reached 45 knots (also very briefly), and that is a speed rarely achievable let alone sustainable in open waters. At more realistic throttle openings, we found the natural trolling position at 2000rpm and 5.6 knots, and a likely cruising speed of 24 knots at 4300rpm. At speeds that were unreasonable for the conditions, I was expecting to get a pounding and to get wet; in both cases I was wrong.

The 2502 cushioned us very effectively. The only noise it made apart from the motor was a small rattle from the cabin door. The bow has an almost unfashionably large flare, but it threw down any water succeeding in getting past the reverse chine that extends to the stem. All this meant the windscreen stayed dry and we did not use the twin wipers. The wipers are necessary, though, because sitting or standing you look through rather than over the windscreen. The hardtop is a simple and light fibreglass awning carried on a tough frame that provides grab rails for standing passengers, and hand-holds for traversing the side decks. It throws shade over the four forward seats, matching the side protection of the rearward cabin extensions.

Observations
The quality of the fittings was more than acceptable, although the Trophy rails with their riveted unions always jar a little. The builder provided a total of seven cleats, which is generous, although one of them was for the anchor line when a bollard or similar would be easier to use. On the subject of anchors, stowage for ours was in mouldings within the cable locker; it did not leave room for a long cable. A lot of detailed thought went into the stern area. Besides the tricky transom, the ladder is neatly housed under a lid on the boarding platform, and under the cockpit step ahead of it is the equally neat battery stowage. The self-cancelling trim tabs and their rams, which we did not use on the day, are recessed into the transom out of harm’s way. The Trophy 2502 is a competent seagoing fishing boat, and a more than useful family all-rounder. At the time of review, $145,000 got you a lot of boat for your money.

 

Engine Room
A 300hp Verado powered the Trophy
2502 test boat.
Performance
On semi-sheltered ocean in 20+ knot
onshore winds, the Trophy achieved
the following speeds:
RPM - Speed (Knots)
2000   5.6
3500   14.8
4000   20.4
4500   26
5000   30.4
5500   36.3
6000   41.5
6400   45.2
Length overall   7.62m
Beam   2.59m
Deadrise   21º
Weight, boat and motor   2453kg
Fuel capacity   617L
Freshwater   76L
Maximum power   2 x 200hp
Price as tested   $145,000
Test boat supplied by   Avante
Marine, Ascot WA

 

Issue: June 2006

BORN ENTERTAINER

Hit the water, crank the tunes and pop the champagne — this boat loves a good party!

WORDS WARREN STEPTOE

Anyone who loves boats will develop a soft spot for the pride and care that shows through in the Streaker 585 Sports Cruiser.

The 585 Sports Cruiser makes no bones about leaning toward cruising style boating rather than, say, fishing. For the softer side of fishing though, the kind that goes with 'cruisy' days on the water, the Streaker 585 Sports Cruiser is something special.

We're lucky to have some of the best small boat builders in the world in this country. This boat is among the best of the locals, which is saying something in itself, and despite my lack of prior experience with the brand, the company is hardly new, having been around for more than 30 years and still in its original family hands.

Streaker boats come fully fitted out and that means fully. This boat has everything from a quality stereo system to pressurized fresh water to a sink and shower, tackle locker, table, full camper covers, the essential toilet (ask any boating lady,) electric anchor winch, single burner stove and built in ice box. Plus, it sits on a strong, dual axle multi-roller Dunbier trailer.

LAYOUT
Fitting inventory into any 5.85m boat means there's not going to be queen size beds and domestic size bathrooms.

So let's have a look at what Streaker has done here.

Starting at the pointy end, there's a Muir electric winch set up to be operated from the helm at the flick of the proverbial switch. A large hatch in the cabin top actually allows you to get forward easily, but there's no need to while anchoring normally. The windscreen is safety glass.

Moving into the cabin, (remember everything is 'standard' so if it's mentioned, it comes with the deal) the standard bunk infill is sized to sleep two adults.

The cabin is also line inside, keeping things nice and quiet and helping the interior to stay cool. A portable 'loo is sited beneath the helm side bunk cushion.

As you move out of the cabin going aft, to port beside the passenger seat is a small sink with pressurized fresh water supplied from a 57lt tank. An icebox is hidden away below a flush hatch in the deck between the seats. These are really deep buckets mounted on moulded lockers and both have a neat stainless steel footrest.

The seat bases are used as storage lockers with shelves inside and both top and side entry. The helm seat includes the tackle locker into its base, and the passenger seat flips over to reveal a single burner gas stove.

Lowrance electronics are supplied, including an LMC 332C colour GPS/fish finder. Grab bars are fitted in appropriate places around the helm area including across the screen frame, and there's a privacy curtain between cabin and cockpit. Stainless work on the test boat was particularly well done.

Hydraulic steering is standard as is a Ritchie compass and a waterproof switch panel. I would need the helm seat repositioned from where it was in the test boat and the people from Streaker assured me this isn't a problem.

The boat's interior sides comprise fitted moulded panels. There's no flow coat visible in this boat at all! Inside each of these moulded side panels is a shaped rod rack. This particularly intrigued me because few supposedly 'hard core' fishing boats built in this country have rod racks done as good as these.

At the transom, the aft lounge is a full size seat instead of the teensy little things you often see on some boats.

For all those fishos out there, when it's not required, it folds completely flat against the aft bulkhead. This gives the angler complete access to the back of the boat when fighting a fish. This seat also has moulded arm rests and drink holders.

There's a socket in the deck in front of the aft lounge to hold the pedestal leg for the table unit. A second socket allows the table to be set inside the cabin if preferred.

In the aft bulkhead there's a pair of matching wells that could be turned into bait wells if needed. But our test boat had battery isolator switches in there.

Beside the engine recess mounted into the top of the covering board, a flat cover hinges away to reveal a hand held extendable showerhead. Each side of the motor is a swim step with an extendable ladder incorporated into the portside one.

There are a pair of flush mounted stainless rod holders in the top deck plus a similar mount for a bait board set centrally over the outboard.

With the test being run in Melbourne, the fully enclosing canopy and clears was a good idea on the day. Full camper covers and clears are supplied and these enclose the cockpit so well they're quite effective at keeping the weather out of the passenger area. You might have to remove the side curtains and probably the canopy to fish.

PERFORMANCE & HANDLING
We took the boat out of the Yarra mouth onto Port Phillip Bay where the weather was pretty ordinary, but it proved to be no problem. With a 20-degree deadrise at the transom, the 585 Sports Cruiser hull smoothed out the bumps and proved something of a pleasure in what I believe were typical Melbourne boating conditions.

If I didn't like this boat before, (which I surely did,) I loved it after that ride!

As tested, Streaker was packaging the 585 Sports Cruiser for $66,750, including trailer and all options. That's not cheap, but you definitely get what you pay for.

You can knock five grand off that by opting for a carburetor Yamaha 150hp two-stroke, or about $1500 for a HPDI two-stroke. But with a 150hp Yamaha four-stroke for power, Streaker's factory testing figures show a top speed of nearly 75 K's per hour. There was no chance of us completing our usual performance figures due to the weather. We had to be content to let the deep-vee hull deal with the wind chop as it came. But the Yamaha did lift it onto the plane effortlessly and maintained a planing attitude without fuss — despite the conditions.

A SAVAGE TALE
Leon and Paul Savage have been involved in boating all of their lives. As teenagers they were both accomplished waterskiers and fishos. Leon was an apprentice boat builder and shipwright and was already designing and building boats in his spare time.

In 1973, the two brothers decided to make a fulltime commitment to their new company and L & P Savage Brothers Marine Pty Ltd was born.

They went on to build a range of boats called 'Streaker Boats'. Leon, Paul, and their entire staff love boating. It's not only their business, it's their life. Paul Savage says they are their own worst critics.

"So if we think something can be improved on one of our boats, we do it," he said.

ENGINE ROOM
A 150hp Yamaha four-stroke powered the Streaker 585 Sports Cruiser.

PERFORMANCE
These figures were supplied by Streaker. The motor was fitted with a 14in Vengeance propeller. The conditions were calm and we had two adults, full fuel and water tanks onboard.

RPM - KPH
3200 - 37
4100 - 52
4800 - 63
5800 - 74

SPECIFICATIONS
LENGTH: 5.85m
BEAM: 2.49m
DEADRISE: 20 degrees
WEIGHT: 1900kg
FUEL: 145lt
FRESHWATER: 57lt



+ Excellent rough water ride; Good choice of motor
- Helm seat position
 

Issue: October 2003
Manufacturer: Streaker Boats

You only have to sit down and talk with Leon and Paul Savage, from Melbourne based Streaker Boats, for a few minutes to find out just how passionate they are about the boats they build. Which was something I did recently during a visit to Streaker’s new 12,000sq ft showrooms in Bayswater, situated to the east of the city CBD. Good ol’ Bayswater. If you’d said to me 31 years ago — as I farewell my classmates at Bayswater High School — that the next time I would returned to this Melbourne suburb I’d be a boating magazine editor chasing up information about a new model release I would have laughed at you.

But that’s exactly how long it’s been since I’ve been back to my old stomping grounds. And that’s only one year more than the Savage bothers have been building boats there. When I asked Paul Savage about the Streaker range, more precisely if they intended adding any new models to the line up, his answer threw me a little. “Yes and no.” “We now have what we believe to be the ideal model line-up for our customer-base requirements and manufacturing capabilities.

So we don’t add new models, we re-design and refine our existing range to make them even better,” Paul said. “Take the Streaker 5.85 Tournament, it has had four upgrades since 1991, hence its model designation, the 5.85 Tournament Series IV, but it’s completely different from the original model. “Well, not completely different, because our design parameters remain the same — build the best bluewater fishing boat we can.” And now, having spent some time on this vessel, I’d have to agree this boat is one of the best fishing boats under 6m I’ve have ever had the pleasure to test.

It’s not that big that it becomes a pain to tow and it’s not that small that it lacks room to fish from, or the ability to handle the rough stuff normally encountered when offshore fishing. Some readers might say that’s a pretty big call, but by the number of these vessels we see at the various fishing tournaments around the country, there are plenty of other fishos out there who agree with me. There are many items onboard the Tournament that combined, make her an excellent fishing boat, but there are a number of essential ingredients I deem imperative.

A wide-open and uncluttered cockpit, a heavily flared bow with a sharp entry, well defined spray strakes, wide chines and an engine that’s isn’t over or underpowered that retains the capability to run long distances economically. The 5.85 Tournament Series IV and Yamaha 175hp HPDI combo fits the bill to a tee. But the biggest reason for the success of the Tournament Series is that it is not only built by perfectionists that love boats, they also love fishing and have learned over the years what’s required in a top sport fishing boat.

In many of the boat tests I read, some correspondents write reams and reams about the individual items and options that have been added to a boat. And from a readers point off view these tests can become as boring as bat poo, suffice to say that if it has anything to do with fishing, it will more than likely be fitted to the Tournament. Outrigger poles, berley pot, bait station, rocket launcher rod holder, recessed cleats, twin cockpit spotlights, deck wash, plumbed live bait tank and carpeted floor, just to name a few. But there are other more subtle innovations built into this boat that many readers may overlook. Take the shape of the transom for instance. Were many boat builders now run what started out as “engine pods” and are now hull extension behind the transom wall, Streaker has stuck with the engine well set-up. And with good reason and it’s all to do with the fishability of the boat.

Think about it. If your outboard is mounted on a hull extension — to reduce the loss of cockpit space — what happens when you try and fight a fish at the back of the boat? You have to fish over the motor. What happens if the fish dives? You can’t get your rod straight down into the water to stop the fish cutting you off on the engine leg or keel. Onboard the Streaker, with the aft quarter seats removed, you can get your rod right down beside the outboard leg if required and your are actually fishing right at the back of the boat. You don’t have to fish over anything but the transom wall. The transom wall is also shaped, or should I say had the corner removed, for two reasons.

Again, so you can get right to the back of the boat, but more importantly when you have to back down on a hard running fish, water is channelled around the transom, not against it, then over it into the cockpit. These are only small things, but they show the depth of thought that has gone into this boat. The bottom of the hull also holds a few surprises. Unlike most boats of this ilk, the Tournament has four spray deflection strakes, actually five if you count the one almost half way up the sides of the hull, designed to stop water pressure forcing a thin film of water up and into the cockpit. Streaker has thought of everything.

The Tournament hull has a 20-degree deadrise at the transom and a bow entry that sharp that the hull effortlessly slices through chop and swells without crashing and banging. This, coupled with the hull’s extreme flare, ensures the 5.85 hull delivers a soft and dry ride. The boat is also extremely stable, even at rest, because of the wide down-turned chines that begin only 2’ from the bow and extend all the way to the transom. Air is trapped in the tunnel formed between the outer edge of each chine and the third strake on each side. This generates extra lift for added stability at rest and when underway. The day we tested the 5.85 Tournament out on Port Phillip Bay the conditions were atrocious, bordering on treacherous, but with the clears in place we were able to keep the boat on the plane without any excessive banging and without getting drowned by spray.

Yes, some wind blow spray did hit the screen and a few drops did end up in the aft of the cockpit, but there was more than 40 knots blowing across the bimini and chop and spray going in all directions. In many of the boats we have tested we would have been soaked in those conditions, but the Streaker excelled. She showed all of her true bluewater handling abilities. As an offshore fisher, this boat would equal, if not better, than the rough water handling capabilities of some vessels more than twice its size. Powered by a 175hp HPDI two-stroke Yamaha outboard, the Tournament had more than enough grunt and rocketed the hull out of the hole from a standing start.
Because of the extremely rough conditions, we were unable to gather speed-to-rpm readings, suffice to say that the power to weight ratio was perfect. This engine can be trolled around all day at low revs, then drop the hammer for a fast run home. Low and high speed running are all well within the Yamaha 175hpHPDI’s parameters. But getting back to the features and fittings on this boat, Streaker hasn’t scrimped on any thing. Top-of-the-line Lowrance sounder/GPS, featuring water temp and a dual frequency transducer, to help find fish at varying depths; Yamaha fuel management system; quality compass; hydraulic steering; side pockets with sturdy steps, fire extinguisher, EPIRB, GME radio; deluxe bucket seats with storage and removable seats; underfloor fuel tank and fish box; huge anchor locker; split bowrail; bolt on bowsprit for easy replacement; and the list goes on and on.

And all that’s before you add the optional extras like a marine toilet, or mention the fact that she’s comes mounted on an excellent fully-rollered, drive-on Dunbier trailer. The only downer I found on this boat was the battery and oil bottle were not positioned on a shelf, up off the cockpit floor, although they were protected from the elements by a wrap-around marine vinyl curtain. The best way to describe the Streaker 5.85 Tournament Series IV is she’s a beautifully finished, fully optioned, purpose-built, turnkey fishing machine that offers all the safety, ride and performance any bluewater sport fisho could ever want.

She’s a boat that was built by fishermen, for fishermen and she’s filled with innovative features that make this one of the, if not the best sport fishing packages in Australia. And that’s before we get down to tin tacks and talk price. Complete as tested, mounted on a superb Dunbier trailer, the Streaker 5.85 Tournament Series IV is now at the special price of only $53,500.

Words and Photos by Ian Macrae
 

Issue: September 2003
Manufacturer: Streaker Boats

Up until only recently if you had asked me to summarise Streaker Boats I would have said, “excellent rough water boats, designed to take on Port Phillip Bay’s atrocious conditions and win. Fishos love them — with good reason. Top workboats”. But when I think about it I don’t really know how I came to formulate the tunnelvision opinion that Streaker Boats are only workboats. It must have come about because I am also a born and breed Mexican, even if I now reside in places further north, and I just got used to seeing so many Streakers out on the bay chasing snapper and the likes. Then, when I started to frequent places like Narooma and Bermagui during the yellowfin tuna season, I became accustomed to seeing anglers, fishing from Streakers, hooked up to good fish.

Now it seems no matter where I go around Australia I keep running into someone fishing from a Streaker boat. Which, when I think about it, is probably why I have always thought of Streakers as workboats — a workhorse for the Aussie battler. But all that changed during my last sojourn to Melbourne following an enlightening tour of Streaker’s new upmarket one-stop showroom that preceded a test day out on Port Phillip Bay aboard a Sirocco 5.45m Series II runabout. Our Queensland correspondent Steptoe, continually reminds me that up there in the Sunshine State it’s beautiful one day and perfect the next. Well down there in Melbourne when you’re out on Port Phillip Bay it’s beautiful one minute and down right atrocious the next.

That’s what the weather was like during our test of the Streaker Sirocco — “bloody atrocious”. It was autumn in Melbourne and the morning had been a pearler, but in the afternoon it was a real battle to punch out over the Patterson River bar into the teeth of a howling 35-knot sou’ wester. Out on the shallow bay the wind chop seemed to be coming from all quarters at once and the spray was flying in all directions. Heading out with the wind off the starboard bow, it seemed we were in for a soaking as the wind blew spray over the helm area. Yes, there was a bit of spray about, but the Sirocco’s heavily flared bow kept the spray to a minimum and once I pointed the bow to the south west, apart from getting knocked about by the sea, it was a dry ride.

The conditions — similar to being in a washing machine — barely allowed us to hold on the plan head-on into the sea, but with the sea at our backs the ride was quite reasonable. The sharp bow entry and 20 degrees deadrise sliced through the waves easily, while the boat’s impressive beam (2.49m) and wide flat chines gave good horizontal stability when underway and produced a stable platform at rest. This was impressive given the conditions, but at rest back in the Patterson River the Sirocco was rock solid even when people were moving around the boat. Hydraulic steering is standard on the Sirocco, which made the steering light and smooth. We had to wait until we were back inside the river before we were able to throw the boat into a few ski-boat like turns.

This boat is fitted with a ski pole, which can be replaced by a bait board, so why not drive it like a ski boat? The hull rockets out of the hole and even flat out she can turn almost in her own length without tail slip or propeller cavitation. Like all Streaker hulls, the Sirocco’s 5.45 Series II hull responds well to trim out and she effortlessly danced across the surface with only about one third of her hull in the water at a quarter trimmed-out. She definitely gets a tick in the box for handling. In rough or smooth water this 5.45m hull excels and it’s only boat speed that decreases as conditions deteriorate. Because of the howling wind and rough seas we were unable to collect our normal performance testing information, but Paul Savage, from Streaker Boats, assured us this boat — powered by a Yamaha 150hp V6 HPDI two-stroke outboard — cruises beautifully at 3500rpm doing 40kph and has a top speed of 80kph at around 5700rpm spinning a 17” stainless steel prop.

This motor was an excellent choice considering the boat’s power to weight ratio and delivered crisp, smooth and surprisingly quiet performance. Unlike some outboards this motor was quiet enough to alleviate the need to consider purchasing a heavier and more expensive four-stroke outboard, but it does remains an option now that the Yamaha 150hp four-stroke has been released. I said at the start of this piece that some considered Streaker Boats to be workboats, but there was nothing utilitarian about the Sirocco. In fact, the finish and features of this boat were world class and one look at the super smooth gelcoat finish reinforced that opinion.


Both the helm and dash surround are made from carbon fibre. A Lowrance X87 sounder (with through-hull transducer) comes as standard as does a GME GR966 marine CD stereo. Instrumentation may look Spartan, but the two gauges used by the Yamaha engine management system are a brilliant multi-function design and include a fuel flow metre. You know exactly how much fuel you have and how much you are using, so running out of fuel is virtually impossible. Switches for the bilge pump; navigation lights, etc, are mounted behind the steering wheel, as is a compass.

The compass and gauges are all clearly visible when seated at the helm. Seating options include conventional backto- back seats, pedestal buckets or a mix ’n match combination that works for you. There is a lockable glove box in front of the passengers seat so your valuables can be locked away when you pull up at a secluded beach for a swim, or picnic. The entire cockpit is carpeted; there is a 135lt underfloor fuel tank and an icebox, plus a generous transom lounge. The cockpit has deep sides with generous freeboard, which all go a long way to help make the Sirocco an excellent family boat. Another plus for the cockpit is that when the boat is used for fishing you can get your toes in under the side pockets and securely brace yourself against the gunwales to play a big fish in rough conditions.

A bimini top keeps the sun at bay, although the only thing it kept at bay during this test was the splash from the waves. Because this boat was designed for true family boating, storage has been optimised. Wide deep side pockets hold plenty of gear and water skis, as does the cavity below the removable rear lounge. There are bait wells on either side of the transom top, but the main storage area is in the bow. There are bins on each side of a walkway that leads through the split, raked windscreen and hatch, forward to the anchor locker and the ground tackle. The stylish split stainless steel bow rail is more for looks than security when anchoring, because there is no requirement to walk on the foredeck, all anchoring is done while standing in the hatchway.

Still on the subject of anchoring, the bowsprit is moulded as a separate unit and bolted to the hull. It’s a clever way of doing it, so if you ding the fibreglass bowsprit you can replace it without damaging the hull and foredeck. Being a ski boat access from the water is a standard requirement and Streaker has addressed this problem with a fold-down ladder and moulded fibreglass swim platforms on either side of the motor. Streaker is one of the few Aussie boat builders that practise a policy of “complete manufacture” to produce a factory rigged boat/ motor/trailer package. Most boat builders leave the final fit-up of the outboard engine and associated systems to the selling marine dealer.

However, at Streaker every component of the rig is factory installed in the correct sequence to assure the new owner of sound construction, guaranteed performance and quality of workmanship. The boat comes mounted on a quality galvanised Dunbier Supa Rolla drive-on tandem trailer with disc brakes making it a true turnkey package complete with registration and safety for six people. Drive in, hook her up, drive away and head for the nearest boat ramp. The Sirocco 5.45 Series II is ideal for fishing, water skiing, cruising and generally enjoying your time on the water.

It has many little features that other manufactures consider to be optional extras, such as rod holders, a removable bait cutting board and recessed grab rails in each gunwale. The standard of finish and quality of fixtures and fittings is second to none, but it was the boat’s ride and handling in the atrocious condition we encountered out on Port Phillip Bay that really sold the Modern Boating team on this stylish 5.45m runabout. She’s a girl with a big beam that, coupled with her sharp entry, flared bow, deep-vee keel and large flat chines, is capable of handling anything that’s thrown at her under normal boating conditions — rough or calm. But there’s more...

The really good news about the Sirocco 5.45 Series II runabout is its turnkey price. The recommended retail price is $47,750, but for the boat show season Streaker is offering the package at the excellent price of $44,500.

Words by Ian Macrae

 

Issue: October 2001
Manufacturer: Streaker Boats

Mortein's motto is "When you're on a good thing stick to it". But boat manufacturers - at least one anyway - don't believe this is the case at all. Leon and Paul Savage, the Melbourne-based builders of Streaker Boats, have released what they are calling a new model, the 5.45m Bluewater Series II.

Do I hear you saying "But how can that be? The first 5.45m Bluewater fishing boats were the best selling in the Streaker range, so why change?" And, how much do manufacturers need to alter a boat before they can truly call it a new model?

While some builders just change the colour and graphics of a boat, others cut, tuck, reconfigure and do a complete makeover of a model. In other cases the boat's fine. It really doesn't need to be fooled with. But Leon and Paul Savage don't produce new models just for the sake of it. Nor do they intend building a range of boats covering every style of trailerboat on the market.

The Streaker range is not extensive primarily because Leon and Paul would rather listen to their customers, then improve on what they have, before embarking on a project that would expand their line-up. It's true, the first 5.45m Bluewater Cuddy Cabin was an extremely successful boat for Streaker. It continued to gained plenty of support from its loyal band of owners since its release three years ago. The 5.45 Bluewater slots right into that popular size range and layout used by many offshore trailerboat fishermen. And this is one of the most competitive sectors of the trailerboat market. Nearly all manufacturers have at least one serious fishing model around 5.5m in their range. And it's fair to say every one of these boats is a strong contender in the market place.

There really isn't a bad boat in the bunch, which is largely due to the quality of the competition coupled with the knowledge of today's buyers. If they want to stay in business these days a boat builder has to be good.

While price may have been the deciding factor some years ago, buyers now are more experienced. They don't mind parting with around $40,000, but only if the package they are buying is up to scratch. And fishos talk seriously about their boats, so any bad news travels fast. Being both a manufacturer and retailer without a nationwide dealer network, Streaker Boats limit production to a point where they only produce what they can sell on the local market. And while the company is limited by its retail outlets, the 5.45m Bluewater model is still seen at many offshore fishing spots around the country.

So if that boat was selling so well for Streaker, why did they change it? And how have they improved the boat? For starters the 5.45m Bluewater Series II looks different from the previous model. A new deck mould was built for the Series II adding a lot more flare under the bow and increasing walk-around deck space. The result is a look similar to the square shovel-nose style of the Swiftcraft range.

Streaker married this style with a sleek, curved, low-profile cabin and integrated wraparound windscreen.

Although the new deck design provides an excellent non-slip walkway around the cabin, access through the cabin out onto the foredeck is excellent.

It's so good we were left wondering why anybody would bother clambering around the outside of the cabin to get at the anchor? You might do it at a jetty or at the boat ramp, but out on the water there's no need.

The deck hatch is big. It is also ideally located to enable all of the deck hardware to be accessed and used from inside the cabin. But while we prefer to access the bow from the security of the cabin hatch, the small moulded step treads built into the side of the cockpit are a handy touch. They make disembarking at a jetty or beach a lot easier.

There are also plenty of grab rails built in around the cockpit, plus another across the top of the windscreen.

So when the going gets rough you can get a good, secure handhold no matter where you are on the boat. The placement of these rails has also been well thought out. They don't impede movement around the boat or get in the way when fishing.

The 5.45 Bluewater started out as a scaled down version of the 5.85 hull, a boat that won national trailerboat fishing awards in 2000. So it is only natural that Savage include a lot of the features from this award winning boat in the 5.45m hull. That's exactly what happened with the new Series II model.

The cockpit has good thigh support at deck level all the way round. There's also recessed rod holders, teflon cutting boards, removable underfloor fish box and a 135lt-underfloor fuel tank that is sufficient for a long day's fishing well offshore.

With no real changes to the hull except for a small increase of flare under the bow, the performance of the 5.45m Series II hull is similar to that of the old 5.45 Bluewater Cuddy Cabin. The hull is rated for outboard engines from 100-150hp so a middle of the road 130hp V4 Yamaha is well matched to this boat. It is not too small and certainly won't overpower the hull.

Since the 5.45 Bluewater Series II is intended primarily as an open water fishing boat, much of the boat's life is going to be spent in rough or choppy conditions. On the test day Port Phillip Bay was living up to its reputation throwing up a short, sharp, wind-blown chop with around a three quarters of a metre wave pattern. Not extremely rough, but bumpy and harsh enough to ensure that rarely could we use more than around half throttle running into the wind without shattering the bones of all onboard.

While the Streaker is more than capable of handling full throttle into this short Port Phillip Bay chop, particularly running across or down wind, common sense prevailed. Easing back on the throttles became the order of the day. But this was a boat test and we had to find out what she can do.

Pushing the hammer down, just to see how the hull could handle the chop, showed the excellent rough water handling characteristics of this new boat. "She sure can handle the rough stuff." "Yeah, but we can't. How about pulling back a bit while I've still got a few intact vertebrae?"

The response to the throttle is good. The engine has more than enough power to get this fully laden hull with three adults onboard up and planing easily. Under normal load conditions the hull planes with a minimum of fuss. Despite the breezy open bay conditions, there was only a small amount of spray blowing back over the screen. Even during tight turns in these rough conditions little spray enters the cockpit.

On the retail side the Streaker 5.45m Bluewater Series II comes as a top package. For a fraction under $40,000 the Series II comes complete on a tandem axle Dunbier trailer that makes launching and retrieving relatively easy, a GME marine radio, a Lowrance X65 depth sounder, full safety gear and registrations.

The boys at Savage took a hard look at a proven hull, spoke to their dealers and considered their customer's needs and came up with an excellent bluewater fishing boat. We will not be too surprised to see this new boat right up there in the running for an award as the Fishing Boat of the Year in 2002.

Engine Room
While this latest 5.45m Bluewater Series II is rated for a maximum 150hp outboard the test boat is fitted with a 130hp V4 Yammie. This engine pushes the Streaker to a top speed of around 40 knots depending on the load, which we consider to be ample. When travelling offshore there aren't many times that any more speed is possible or needed. What is more relevant is she can run and handle a choppy Port Phillip Bay comfortably at around 2500 to 3000rpm pulling between 20 to 27 knots.

This 130hp outboard is perfectly matched to the hull and it's the Modern Boating team's choice as the ideal power option.

Story & Photos by David Toyer
 

Issue: April 2004
Manufacturer: Streaker Boats

If there was ever a purpose-built boat with the handling characteristics, layout and fishermen-friendly features to take on Melbourne’s Port Phillip Bay’s fickle conditions and come out trumps; the latest Streaker 4.58m Cuddy Series III is it. It’s a compact, easy to tow, launch and handle, craft that doubles as a fully-' edged “gun” fishing machine and a small all weather family cruiser. Some readers may question my remark about a 4.58m, or 15’ on the old scale, boat being capable of fulfilling the roll as an all-weather vessel. However, for a family of four — two adults and a couple of children — if the weather was to turn bad after a day out on Port Phillip Bay as it often does, the Streaker 4.58m Cuddy Series III, driven sanely, will get you home safely.

How do I know? Because I’ve been out in a Streaker 4.58m on The Bay when conditions went from dead calm to a wind driven maelstrom in a matter of 30 minutes. And what better time for it to happen than during the boat test of the said craft. The Modern Boating team travelled to Melbourne to test a variety of boats from various Victorian-based manufacturers. And while we all laughed about it at the time, we really did experience Melbourne’s “four seasons in one day” syndrome; every day, for the four days we were there. To cut a long story short, the calm conditions on the first morning made the early photo shoot of this 4.58m Cuddy and its sister ship, the excellent Streaker 5.85m Tournament a breeze.

We also managed to get the 5.85’s test in the can, even if it was in relatively calm conditions. We had to be content with jumping other boat and container ship’s wake out in the channel to identify her rough water handling capabilities. And she passed with flying colours I might add. But heading back in across the Patterson River’s normally safe bar a sou’ westerly breeze ruffled the hair on the back of my neck. Ello, ello, what’s this then?” After a quick bite to eat, we boarded the 4.58 Cuddy and headed back down river towards the bar. Overhead the wind was now blowing at more than 20 knots with some gusts going well above that figure.

Normally, we would have turned around then and there, but we didn’t need to be outside for too long to access the boat’s handling and the conditions would truly test this already impressive boat. At the mouth 2m swells rolled in across the bar, but after sitting inside and watching the swells for a couple of minutes I gunned the 70hp Yamaha two stroke and powered the boat effortlessly out between the swells into open water. Once outside we found ourselves in a washing machine-like maelstrom of white water. Initially, we ploughed head-on into the sou’ wester just holding on the plane.

There was a certain amount of hull slap as the boat hit the waves head-on, but under the conditions the same thing would have happened in any vessel. However, the boat’s sharp entry and heavily flared bow succeeded in throwing the waves and spray down and away from the hull. Even so, heading into the sea with the wind blowing hard over the starboard bow, there was no way of stopping some “spray” being blown inboard. Knowing when to duck was definitely the best way of keeping dry. The test boat was not fitted with the optional set of clears, which would have negated the problem of spray, but to be honest, in these rough conditions not having clears fitted was a blessing.

Why? Well in a blow, clears tend to act like a sail and dramatically affect a small boat’s trim, ability to track straight and quick response to the helm. On bigger boats trim tabs are normally used to counteract this effect, but remember we are only talking about a 15-footer here. Turning to the sou’ east and angling across the face of the swells, we were able to maintain a steady 19 knots. With the waves hitting the stern at 45 degrees from the sou’ west, as long as we kept an evil eye out for the large holes that regularly appeared behind some swells, the ride was dry and almost comfortable.

But there was still no way we would have been able to gather speed-to-rpm readings on the day. Swinging around to the nor’ west and heading back towards the mouth of the Patterson River, we slowed to around 16 knots as the boat took the waves on the port bow. Again we were confronted with a certain amount of spray, but there were no “bangs” as the swells swept under the hull. The short run back across the bar was relatively easy. Jump on the back of a wave, keep the revs up so we stayed there and we were in.

The hull tracked straight, showed no signs of trying to broach and didn’t try to bury the nose when we finally crested the wave and ran down the face into the calm waters of the river proper. All in all it was an impressive performance from this so-called small boat and I stand by my statement that this boat would make an excellent all-weather mini family cruiser. But if you’re a true blue Port Phillip Bay snapper fisho, this boat has more standard features going for it than most run of the mill cuddy cabins on offer. Rocket-launcher style rod racks keep fi9shing rods up and out of the way. A bimini top shades the helm area and a beautiful bait station graces the middle of the transom.

There are rod holders mounted in the top of each gunwale and on each side of the transom. Plus, there’s another two in the middle of the transom that can be used when the bait preparation station is not in use. Many snapper anglers will probably remove this bait table and _ t one of those multi-rod holder racks, which slot into existing single rod holder tubes. But only after they have prepared their baits that is. Still at the transom, while many boat builders have opted to mount the outboard on full-width platforms, or pods across the transom, Streaker has retained an engine well set-up on the 4.58. Why? Because the guys that build Streaker boats are also fishos and they know what makes a good fishing boat.

On this boat when the aft quarter seats are removed, the engine well set-up allows the angler to stand beside the outboard giving them direct access to the water at the stern. On boats with outboards mounted on a full-width transom board, the angler has no direct access to the water over the stern. They have to hold their rod out over the swim platform, or full-width pod, which isn’t much good when a fish dives at the back of the boat. There were also deep, wide side pockets, with rod racks, along each side of the cockpit that could accommodate plenty of gear.

And yes, they are raised up off the floor, so you can get your toes in under to brace against the coamings when fighting a fish. There’s even an in-built step on each side pocket to aid alighting over the gunwales. The cockpit floor was carpeted and uncluttered and there was deep kill tank between the drivers and navigator’s seat. These were the wrap-around bucket type mounted on pedestals. The dash area in front of the helm is well protected by the wrap-around windscreen and adequate. But there was little room directly above the wheel to mount a good colour sounder and GPS tracker unit side by side without changing the position of the Yamaha engine management system.

The sounder on this test boat was mounted on a - at section of the dash in the middle of the boat, so it was not in the direct line of sight of the driver. Streaker 4.58’s cuddy cabin is just that, a cuddy cabin. And its cabin is designed more for holding gear and providing seating for four people to shelter from the elements, than as a place to sleep. However, having said that, the kids will no doubt still curl up in there to grab 40 winks during a long day on the water. The cabin was also carpeted, which helps minimise noise as the hull passes through the water. It also had shelves down each side that were big enough to be useful.

Looking at this boat from a mini family cruiser perspective, the only thing that’s missing was a toilet. But a small portable unit could be fitted in the space between the bunks at a pinch. The only problem this could create would arise when anchoring, because this is done through the large hatch in the cabin roof. You wouldn’t want to put your foot in it if you know what I mean. And speaking of anchoring the split bowrail and deep anchor locker coupled with the security of anchoring from the cabin, make this task easy on this Streaker.

The Modern Boating team was impressed with the Streaker 4.58 Cuddy. Its standard features point it squarely toward fishos, but leave the aft quarter seats in place, remove the bait preparation station and add a mini portable toilet and you’re left with an extremely seaworthy mini family cruiser, that “is” capable of getting you home in a blow. So, how much will it cost to park one of these on your front lawn? Around $25,990 and that’s pretty good value for money.

Words and Photos by Ian Macrae

 

Stingray 190LS Bowrider and 240CS Sports

Issue: April 2001

Just when you thought the exchange rate had strangled the American import market into submission, South Carolina-based Stingray has hit Australian shores.

This manufacturer concentrates solely on trailerboats, producing a 15-model range of bowriders, sports runabouts and cuddy cruisers from 5.5m to 7.1m.

Ocean Fleet Marine in Sydney is the agent and already a number of boats have found their way to new owners.

While the design and configuration of these boats conforms to contemporary US tastes, the level of fitout is high quality and quite extensive.

The 190LS bowrider provided as part of this two-boat test proved to be an exceptionally clean-riding, fast and superbly handling machine.

Impressive as the performance of this 5.8m hull was with the 4.3 litre V6 MerCruiser, it was perhaps overshadowed by the overall handling and smoothness.

This was not just a quick and efficient hull, it was an outstanding boat to drive. The hull rode clean and smooth on the water, and it was very positive in the turns with an extremely firm hold.

This enabled the boat to be thrown around at will without the hull wanting to slide, buck or spin.

It is an extremely good match of engine and hull with enough speed and power to satisfy the younger boat operator and skiers, while the family man will enjoy the ease of cruising and the economical operation of the engine.

The layout is standard bowrider configuration, giving good roomy seating accommodation that suits five persons, though the boat is rated by the US Coast Guard to carry eight.

The lift-out rear quarter seats can be rearranged to form a full-width rear sun lounge, while the passengers seat also converts to a lounge. The single swivel bucket seat for the driver ensures that there is room to store food baskets and portable coolers, without them cluttering up the cockpit space too much.

The bow has under-seat storage, as well as the normal sub floor locker located in the passageway. This locker is ideal for bulkier items such as skis, knee and wakeboards.

Priced at $45,000 as tested, including a trailer, all covers, safety gear and registration, this is a competitively priced package. There's not too many options, other than a choice of trim and moulding colours, and a limited selection of engine and sterndrive packages.

But based on the way that the test boat ran, I wouldn't look at anything other than the 4.3 litre V6 package.

Engine Room
Powered by a 4.3 litre 190hp V6 MerCruiser, this boat is a very clean and efficient runner. The engine planes the rig with minimum effort - the hull simply glides onto the plane, keeping its bow level and requiring only the slightest throttle.

With the leg trimmed under, the hull is planing at 2400/2500rpm and a shade over 12 knots. It cruises very easily at 3000rpm for almost 24 knots.

Such efficiency and responsiveness to engine trim and throttle ensured it was always going to be a quick rig, running to a top speed of almost 50 knots.

240CS
The top-of-the-range 240CS is a trailable sports-style cruiser that makes a great little day cruiser or an overnighter/weekender for a couple or small family.

Its combination of standard equipment and options allow you to tailor it to your needs.

For family weekends away, the 240SC is just within the realms of easy trailing. Initially weighing in at just over 2000kg, it's probably going to be around 2500kg when fitted with fuel, gear and weekend provisions. A large 4WD will have little trouble.

Again this was a nice, easy boat to drive with a well-designed helm station. The wheel is tilt adjustable, the instruments are well set out and the console presentation very smart with its polished woodgrain insert.

Given the constraints that are imposed by the trailing limits, this boat is a very neat package. Though it will sleep four people, it is far more practical for a couple and maybe two small kids at the most.

Anything more is really going to place a strain on the boat's capacity and the bonds of friendship.

The transverse aft berth works OK. It is compact and a bit of a squeeze to get in and out, but it works and is well illuminated and ventilated. The small dinette in the bow converts to a so-called double berth - two children or a single adult is more like it.

The galley has a good amount of storage and work space. It has everything that is necessary for a weekend away, including a single-burner cook top, sink with hot and cold water, and an optional refrigerator.

Given the compactness of the saloon, this galley is quite a good size and conveniently placed to serve snacks directly up to the main cockpit.

The shower/head compartment is to starboard. There's not a lot of room to shower, but for a quick lather up and wash down it's all you need. With fresh water limited to 64 litres, you won't want to spend much time in there anyway.

The cockpit is user-friendly, having comfortable seating for six. There is a walk-through transom to access the swim/boarding platform, a CD stereo system and a portable cooler.

A bimini top and a complete set of clears and storm covers complete a very neat package that is priced from around $85,000.

Engine Room
There are a number of engine and sterndrive packages available, from the 210hp 4.3 litre EFI V6 through to the 300hp 6 litre 350MPI V8 with Bravo 3 sterndrive. The latter is probably overkill, though there would certainly be little problems in manoeuvring with the dual prop sterndrive coupled to the power of the fuel injected V8 engine.

The test boat, with a 220hp 5 litre V8 MerCruiser, was meek and mild when compared to that top-range option, but it wasn't disappointing in the way that it performed.

Top speed stopped just short of 39 knots, but at the lower RPM range, this boat showed just how well powered it was for cruising - 3500rpm was ideal for cruising with just over 29 knots.

Like the bowrider, the 240 slid reasonably easily onto the plane between 2600 and 2900, and just held on the plane at 3000rpm for 21 knots.

Story by David Taylor; Photos by Mark Rothfield
 

Stinger Rampage 580

Issue: January/February 2006

Stinger Season

Here's a new 5.8m vessel that takes longboat design and construction to a higher level.

WORDS + PHOTOS MICAH ADAMS

A friend of mine asked me to find him the ideal boat for fly and lure fishing around Sydney Harbour. But it also had to handle the odd live-baiting expedition and some time on the water with the kids.

So I set about finding him the right boat, an unenviable task, yes, but I finally came up with the Stinger Rampage 580.

Stinger Boats have been building fibreglass boats in Queensland for almost two decades.

And the company has established a good name for itself by producing smooth riding, all-weather, well-built boats that are just what we needed when operating on Sydney Harbour.

Stinger produces a range of purpose-built centre consoles that are great for this job with a layout that will suit all of Dave's sportfishing needs.

The Stinger 580 is also renowned for only requiring low horsepower to perform effectively and being a great fishing platform. Better still, Stinger Boat's representative, Murray Hallam, is more than willing to customise each boat to suit their customer's needs, which is a refreshing change after dealing with some other boat builders of similar models.

In this instance we didn't want a bowrail, because I feel they inhibit fishing ability too much. Instead I had a grab rail fitted on either side (for passengers to hang onto while underway) or installed three pop-up cleats. Ask any fly fisherman and they'll tell you that nothing annoys them more than boat fittings like standard cleats that continually snag fly lines.

I also like the way that the Stinger's anchor well lid conceals a heavy-duty mooring cleat, something I'd like to see on all boats.

Another option I chose was to lengthen the rod lockers on each side. The boat now has two lockable 10' 6" lockers that can hold three 10-ft fl y rods. These lockers can also hold spin rods, or the stack of gear that normally finds its way onboard.

ON THE WATER
On the water the Stinger is impressive. It handles chop and swell with ease and that big flair up front deflects the spray down and away from passengers.

Initially, I considered fitting a 100hp four-stroke outboard, but Murray advised me to go for one of the new 70hp Suzukis. This is a motor that's received huge wraps throughout the industry. Murray said he had done tests with both motors on the 580 and both achieved similar speeds, but there is a clear weight-to-fuel economy difference using the 70hp Suzuki.

I was sceptical about the performance of such small horsepower on a boat of this size, but Murray was spot on. She ran out to a little over 30 knots and cruised effortlessly around 23-25 knots with good fuel economy.

Murray advised that trim tabs are a must-fit item on these boats, especially when fitted with heavier four-stroke motors. On the water the tabs work beautifully, controlling the ride and performance.
 

LAYOUT
From the stern to the bow, the Stinger 580 is a complete package with all the options you could desire in a sportfisher. I was impressed by the quality fittings, the construction and fit-out.

Little things make a big difference in my book. Things like a plumbed drain around every storage hatch lid — making them true dry-storage areas — are big winners for me. Having dry storage makes a world of difference and so does a self-draining deck, which is also standard on the Stinger.

There are hatches and lockers everywhere you look. These include tackle boxes, two bait wells in the transom (one is fully plumbed) and a huge locker beneath the forward casting platform.

The helm bench seat has a forward, or aft facing, padded backrest. Underneath this is a large icebox, which, like all the other storage areas, is plumbed to drain overboard, not in the boat.

OVERALL
Under the floor the Stinger is filled with foam buoyancy, so, even if the boat were filled with water up to the gunwales (almost impossible with a self-draining deck), she would still maintain positive buoyancy. That's a comforting thought.

I found the Stinger 580 Rampage to be well built and meticulously fitted out with quality products.

The ride and performance was fantastic, the layout for sportfishing was perfect and the list of standard features and inclusions pleasantly surprising.

So how much will it cost you to park one of these top boats on your front lawn, around $29,950.

CUSTOMISING YOUR NEW STINGER
The new Stinger 580 sets a new standard in longboat design, style and functionality.

The distinctive Stinger good looks have been preserved, while adding loads of new features to the Stinger 580. The Stinger 580 has the same robust construction with positive foam flotation, which is standard on all Stingers.

On top of the new Stinger 580 standard equipment, it is possible to order a Stinger 580 with additions or subtractions to the standard layouts.

For example, buyers may wish to have a Stinger 580 S, but would like to add hydraulic steering and bowrail.

Stinger Boats are happy to quote on the addition or subtraction of items listed in its available options.

ENGINE ROOM
Initially, I wanted to fit a 100hp four-stroke outboard, but Murray advised me to go for one of the new 70hp Suzukis, a donk that's received huge wraps throughout the industry.

PERFORMANCE
The Stinger Rampage 580 had a top speed of a little over 30 knots and cruised effortlessly around 23-25 knots, providing good fuel economy.

SPECIFICATIONS
LENGTH: 5.8m
BEAM: 1.9m
FREEBOARD: 0.795m
DRAFT: 20cm
HULL WEIGHT: 600kg
LOAD: 650kg
REC HP: 50-100hp
PRICE: From $29,950

+ Positive buoyancy; Waterproof storage
- Nothing to report

 

Stessl Stinger 480
Issue: April 2003
Manufacturer: Stessl

Stessl have been undergone something of a rebirth of late, part of which included a comprehensive review and upgrading of its products. As a result, the Modern Boating team tested the final Stinger 480 prototype, before the first production boat rolled off the line. The only difference between this and the new boats is that the later will have 100mm higher sides.

Even so, after putting the prototype Stessl Stinger 480 through its paces on a Southport Seaway, which was having a “bit of a bad day,” the Modern Boating team was extremely impressed. Along the seaward side of Wavebreak Island, a solid 20-knot sou’easter ran head on into one of the biggest spring tides of the year. It created conditions that made us wish we were somewhere else, especially when you consider we were in a 4.8m boat.

But frankly, there aren’t too many 6m fiberglass hulls around that would not have also had the chiropractors rubbing their hands with glee. But this was a Stessl Stinger and driven sanely — i.e. easily on the plane at somewhere below 20 knots — the Stinger eased through this mess without any fuss at all. Impressed; hell no, we were gob smacked.

OK, now let’s deal with some bad history. Yes, Stessl did have some problems with this boat’s predecessors, but that’s history now. But back at the ramp, we took special note when the Stessl folk showed us where the hull sheets are now double welded (inside the hull and out) to the chine and keel extrusions. And aft of the curves in the bow end, the entire bottom is pressed from a single sheet of aluminium.

And, while we’re on the subject of history, every ride we had in this boat’s predecessors was damped by huge amounts of spray being thrown inboard. So, to find out if this spray problem had been rectified, we angled the boat into the slop and chop, staying seated well behind the windscreen.

Sure enough, some spray did get on the glass, but to be fair about it, not one drop got on our glasses behind the screen. Under the prevailing conditions, the lack of spray was quite remarkable. And increasing the topsides and windscreen of the production Stingers will only improve the situation.

So, with buoyed confidence, we aimed those squared bows out towards the Seaway entrance. Conditions on the bar couldn’t be described in socially acceptable words. The current was audibly roaring along the breakwalls and the entrance was blocked by solid 1.5m overfalls. Inshore from this maelstrom were series of standing, though not quite breaking, pressure waves.

The Stessl blokes seemed a little relieved that we felt no need to take on the overfalls and were content to put the Stinger 480 into the standing waves. Which the Stinger handled without fuss. I spun the boat around 180 degrees to come back in — that’s when the colour returned to the Stessl boy’s faces — which gave the sea the perfect opportunity to broach the boat, but it couldn’t.

So, with our confidence now soaring, we stopped and let the boat drift side on. Then, we all stood along one side of the boat as the current pushed the Stinger towards the overfalls. This further reinforced everything that had gone before it. This is an extremely stable hull, much more stable than similar length mono hulls. As boat tests go, this was an immensely impressive one. Rarely do we test a boat to this extreme and yes, we’d have to admit to having a pretty negative attitude before we actually took the Stinger out onto the water.

In hindsight, this is perhaps what made us push the boat further than we would normally have in the conditions. But she passed with flying colours. Back at the ramp, we got to have a good look over the boat. It’s a Trihedral hull with a steep — 32 degree — deadrise on the keel line, which explains the soft ride.

The hull skin is 3mm aluminium, but the deck is fibreglass. Most would describe the configuration a runabout with a forward ‘screen, a walkthrough to the pointy end and a huge cockpit with twin (removable) quarter seats in each aft corner.

Climbing onboard over the bows demonstrated the importance of the checker plate pad on the foredeck. Apart from being non-skid it stops wear and tear to the paintwork from anchors and chains. There’s a bit of storage space under the foredeck, which is about the only out of the way space onboard for it — most gear will end up in a Nally tub in the cockpit.

The cockpit is huge, forget that this is only a 4.8m boat, it would give a boat a metre longer a run for its money. There’s good leg support around the periphery and thanks to the wide side decks, the side pockets are actually a great place to put sundry items. Plus, there’s little chance of busting your shin against them. This will also be improved further when the higher sides go on.

The Stinger’s cockpit is perhaps its greatest asset apart from its ride and handling that is. We did think the steering wheel was set too low and while driving the boat was comfortable enough when seated, it was an awkward reach down to the wheel and controls when you stood up. But when the topsides are raised, this will be better. The layout was quite Spartan with few frilly bits added meaning that those who like bits and pieces will have to add them as options.

All in all, it’s an uncomplicated, uncluttered layout with considerable appeal to people who fish. But it also has plenty of appeal for families that only occasionally fish and will be looking for a boat of this size. For those people, the ride and handling will be a real bonus, because in that size bracket nothing comes anywhere near it.

Engine Room
Aside from a few frills fishing types may or may not prefer, about the only thing lacking on our test Stinger 480 was power. The 50hp Honda was a boy being asked to do a man’s job. But credit where credit’s due, it somehow managed to do a mighty job. But more power would definitely have been better. This hull is rated up to a maximum of 90hp. The Stessl guys told us that they’d set one up with a 90hp during testing and re-development and it turned out to be a rocket ship. We agree with their appraisal that a 60-70hp should be a good power balance for most people.

Story & Photos by Warren Steptoe
 

Stessl Edge Vee Angler 415 and Tracker Rail 435

Issue: January 2002
Manufacturer: Stessl

Just to confuse the great tinnie debate even further, Stessl released two new additions to its already extensive range. And while these boats may look like just another couple of pointy-nosed tinnies, they aren't!

They look alike. Their interiors are similar, so similar in fact that the only distinguishing feature between them is the longer forward casting platform of the 435. But that's where any similarity ends.

Stessl call the 4.15m Stessl 415 Angler an Edge Vee hull. To students of Stessl innovation this is basically an adaption of the well known Edge Tracker concept used in other Stessl barra punts.

This new hull does all the things that Edge Trackers are renowned for, including producing a soft ride over mild wind chop. But while the Edge Vee hull's pointed bow has advantages in rough water ride, it does reduce interior space slightly.

The 415 Angler has a sheet metal skin supported by an internal bow section frame. But the 4.35m Stessl 435 Angler, despite the layout similarities, is a different boat. The 435 Angler is constructed using 3mm aluminium sheets making it what is commonly called a plate hull. But just to keep everyone completely confused, the 435 also has box section frames visible above the decks.

The clinker look pattern pressed into the 415's sides gives the thinner aluminium sheets integrity, while the sheet metal sides of the 435 are strong enough to be left flat.

Under the water is where the two boats differ most. The Edge Vee hull's turned down Edge Tracker chines extend from the transom to half way forward before being lost as the hull tapers toward the bow. On the other hand the 435 Angler has what Stessl calls Track Rails. These are 100mm deep rails fixed edge-on to the hull. They extend from the transom to around three quarters of the way to the bow.

At speed they serve a similar purpose as the Edge Tracker's chines. They gather air and water on their forward end, which turns the water to emulsion. This emulsion is forced aft where it cushion bumps while reducing the friction between hull and water.

Perhaps the word "stiction" would be a better way of relating to the effect here. And it's not just a matter of reducing grip between the hull and water. It's a significant reduction in drag that leads to increases in performance and better fuel economy.

But there's no reduction in grip while cornering, because Track Rail hulls run like they are on rails. Nor do these rails hinder the hull's cornering ability. When lesser vessels start wandering off line when crossing wakes and waves, Track Rail hulls keep going exactly where you point them.

The 435 also has an additional spray rail along its chines that extends back from the bow to the step-up onto the casting platform. This stops spray flow up the sides of the hull.

Being smaller and lighter you'd expect the 415 to be noticeably livelier under foot, but it isn't unstable. At rest the 415 is steady enough to allow an angler to stand comfortably and cast from either the bow or stern casting deck.

The 435's forward casting deck is 200mm longer than the 415. This extra space under the platform of the test boat contained a live-well, which is long enough to hold any bass or a big flathead. Some readers may find this option unnecessary, but those into tournament fishing, where live weigh-ins are the trend these days, will disagree.

The same space can also be used as a battery well to hold the big deep-cycle batteries needed to power an electric motor. A bow-mount bracket for an electric motor is an option on either boat. If nothing else the space provides additional under deck storage. We also note that the live-well option in the 435 and smaller live-bait wells in the 415 - both with cutting boards as lids - are extremely handy.

Under the starboard side of the aft casting decks of both boats is a wide splash lip. The importance of this lip will be immediately apparent to anyone who has experienced water slopping out of bait wells not fitted with a splash lip in anything other than mirror calm water.

Storage space under the rest of the 435 and 415's forward casting decks is accessed through triangular hatches. Under the short foredeck in the bow of both boats is more storage accessed through a hole in the bulkhead. This is the ideal place to stow life jackets and spray jackets or any other gear you might need in a hurry.

The aft casting decks are slightly lower than those in the bow. Although these are narrower they are still wide enough to stand and cast comfortably from without constantly finding yourself stepping off.

The live-bait tanks on the port side help to balance the weight of the helmsman, while the additional underfloor space can be used for a fuel tank, the battery or more storage.

Both boats are fitted with remote-filled underfloor fuel tanks sited centrally in the hulls. Here they have no effect on the overall balance of the boat on the water.

Australian-made pedestal seats with folding backs are standard. There are various mounting positions including one central in the forward casting deck, which enables seating changes as desired, or when under way for trim.

Apart from the usual side pockets there is no horizontal rod storage in either boat. Our sentiments about trusting expensive rods in these pockets are simple. No way! Naturally, being bigger, the 435's cockpit sides are a bit higher.

Both boats have wide gunwale caps, which support your legs while standing in the central cockpit. But leg support in the larger boat is noticeably better due to these higher sides.

The cost of the 415 Edge Vee Angler is $5900, but you'll need $7500 to put a 435 on the front lawn.

Engine Room
With a 25hp two stroke Yamaha on the back and two adults on board, the 415 felt slightly under powered during speed trials on the Coomera River. It did manage to plane at 9 knots and run out to just under 22 knots flat out. But the 415 is a lot of boat for 25hp to propel. Under acceleration the 415 lifted her bow high and was somewhat leisurely about clambering over the distinct hump.

The Modern Boating team felt that a bigger engine would reduce the time the hull spent waddling from displacement to planing speeds. But having said that, those without rev head tendencies, looking to pare costs to a minimum, would probably be satisfied with the smaller and cheaper 25hp motor.

On the other hand the 435 had a 40hp Yammie strapped to its transom and was a horse of an entirely different colour. The 40 punched the 435 out of the water briskly, reaching a top speed of more than 26 knots. Despite the extra power and torque, the 40 is a more sophisticated and lively engine. This engine features adjustable steering tension, gas assisted lift and a long tiller arm.

Story & Photos by Warren Steptoe
 

Stessl Edge Tracker 435

Issue: April 2004
Manufacturer: Stessl

If the Modern Boating team wasn't overly impressed with the latest generation of Stessl Edge Tracker hulls before this test, we certainly were after it was finished. And here's why. During the return run to the Runaway Bay Marina, following the photo shoot of the Edge Tracker 435, we hit a gusty northeasterly wind and a messy 1m chop that came at us from an awkward angle off the bow quarter.

This particular section of the Gold Coast Broadwater is well known for its habit of getting rough when certain conditions prevail. And a 20-knot plus wind pushing against the outgoing tidal flow produced the perfect conditions. It wasn't the best place to be in any boat, but in an average (note that I said average) 4.3m tinnie it was a real recipe for a thumping. But not so in the 435 Edge Tracker, it handled the chop like it wasn't there. Amazing the Modern Boating team to a point that we nearly forgot to slow when the big wake of a passing Riv came powering at us. Yes, we had to slow down for it, but as soon as it rolled through it was back to planing speeds for the rest of the trip home.

As demonstrations go, this one was an eye opener. So much so that when Stessl's livewire marketing man, Dean Wilson, started talking about how the latest generation Edge Trackers compare to fibreglass hulls, we were forced to comment that we would not have liked to make that run in any 4.3m fibreglass hull we've tested thank you very much. In terms of ride, and we're talking strictly enclosed water boats like the Stessl Edge Tracker here, the perennial "fiberglass vs tinnie" argument is history. At least three tinnies we could name are already on an equal footing with 'glass boats, including the Edge Trackers.

Sure, fibreglass hulls are quieter over the water and from some builders anyway are perhaps better finished. But this comment must be qualified by the fact that there are few quality 4.3m fibreglass boats around. However, what isn't available in fibreglass boats is fishing layouts as effective as the Edge Trackers.

As top fishing boats, tinnies win hands down. And with a layout like the 435 Edge Tracker and a ride like the 435 Edge Tracker, enclosed water fishing has never had it so good. From barra fishing in the north, to bass and the current mania for bream in the south, on estuaries, lakes and dams, our ride up the Broadwater was in conditions that were bad enough to stop any sane person from even considering going fishing. That the 435 Edge Tracker literally made light work of the conditions was quite remarkable.

On casual inspection, there are few dramatic differences between the latest Edge Tracker design and its predecessors. The most noticeable one being a new curved chine line at the bow. However, subtle changes in shape, particularly to the distinctive semi-sponson forming the chines down towards the transom and the new bow shape, have changed its handling and ride characteristics profoundly.

Up front, the new bow means a steeper deadrise and finer entry, which are great reducers of the bumping and banging we have come to expect from a tinnie. Aft, the new chines give more lift to the transom getting the hull up and running quicker, requiring less power and returning better fuel consumption. There was obviously plenty of aerated water passing through inside the chines, because the Edge Tracker hull broke the water's surface tension easily and slid along effortlessly, again aiding fuel consumption. So, now I am sure readers will be as equally impressed with the Edge Trackers performance as we were.

A Honda 50 outboard powered the test boat. This motor is known in equal parts for its sweetness on one hand, while being a little down on "grunt" compared with later generation motors featuring larger capacities and electronic fuel injection. However, in this application, even at 10hp below the hull's rated maximum of 60hp, the Honda performed well and kept the hull scooting along.


There was some bow lift under acceleration at sub-planing speeds, which a more powerful motor would have " climbed over" a bit quicker. But the top speed of 29.2 knots we recorded is ample for fishing and the general smoothness of the Honda right across the rev range made it an excellent choice of a great fishing motor for a great fishing boat.

Of course, the hull and motor are important parts of any boat, but when it come to fishing, the interior is equally as important. Today's sophisticated fishing style demand fishing friendly interiors and here the 435 Edge Tracker also delivers. The concept of high fore and aft casting decks with a lower central "passenger", or "travelling" area, is well established. As is a side console balanced by a passenger seat on the opposite side; however, few boats execute the fine detail as well as this one.

Stessl now run their own family bass tournament circuit around the impoundments in south eastern Queensland and their involvement, plus their interaction with "top gun" tournament fishers, has lead to the ever-evolving development of this excellent fishing platform. The test boat was optioned with a full tournament live well beneath the aft end of the bow casting deck. This holds 100lt of water and was well set-up with a baffle and reticulation to keep fish healthy for live "weigh-in" tournament fishing.

Forward of this is a pair of hatches that access an enormous under deck storage area. It's so spacious we were able to stow a folded pedestal seat in it and there was still plenty of room. Moving further forward is the anchor well where we found yet another manifestation of Stessl's exceptionally fishing friendly design. The anchor hatch has a slot at the bow to allow the rope to exit, because the mooring bollard - a necessary evil of safe boating is the curse of all fly fisher when it snatches errant fly line - is mounted inside the well where it can't do any harm.

There's a pedestal seat mounting in the bow casting deck and two more on the portside of the passenger area - one forward for trolling and another aft for travelling. Naturally, there's another at the helm behind the side console.
Now we come to the only negative observations we found on this boat. We thought the steering wheel was positioned too low for comfort during long runs. This, plus a console that otherwise looked good with its aerodynamic windscreen and moulded dash, was spoilt by a glaringly obvious weld around the top of the metal part of the console.

Then, when we loaded a couple of rods onboard, strictly as props of course, it posed the question where do the rods go? Thankfully, a rod locker along the portside is an option. Aft of the lower passenger/travelling area, the aft casting deck is of a good sized and set a little lower than the bow one. We found the fuel tank and the battery stowed under here. Other options available for the 435 Edge Tracker include the already mentioned rod locker, a live bait tank beneath the aft casting deck and a 60lt underfloor fuel tank.

We liked the Edge Tracker 435 tested very much, but we wondered whether we'd run with the side console seen in the test boat. The positive steering from a tiller-steer outboard is a definite asset in many fishing situations and it would leave even more room inside a boat that left us itching to do just that, fish that is!

So, how much will it cost to park a Stessl 435 Edge Tracker in your driveway? Prices for a boat, motor, trailer start at $16,370. The boat as tested cost $19,035.

Words & Photos: Warren Steptoe
 

Stessl 5.5 Bluewater Platerix

Manufacturer: Stessl

Although theoretically this is a runabout in configuration, Stessl’s 5.5m Bluewater is so big that it puts a whole new slant on runabouts. It’s a runabout blended into a cuddy cab in terms of shelter from unfriendly weather, because it’s 5.5m long and nearly 1.5m deep. This is a very interesting boat for a family man who wants a serious, offshore fisher that’s tough enough to withstand some hard usage, or a day on the water with the kids. It has ample safe shelter for the children and plenty of room for all of your gear. A dual role, 5.5m fiberglass, offshore fishing/family boat doesn’t often come with a price tag under $35,000. However, with some careful optioning on a Stessl 5.5 Bluewater Platerix, you can keep the asking below $30,000, which is excellent value for money.

POWER OPTIONS
Stessl recommend only a 75hp motor for this hull. Considering that we recorded a top speed of some 30 knots with the 90 Mariner four-stroke fitted, if you really wanted to keep the price at a minimum, you should consider a traditional two-stroke. Karee Marine in Brisbane’s Rocklea who put together our test package, are offering 550 Bluewater packages powered by a 75hp Mariner two-stroke at under $28,000. A 90hp two-stroke Mariner, possibly a good idea if you habitually carry loads, adds another $1000 to that. In a big brawny offshore fishing boat like this, it’s good value!

This is a very interesting boat and hardly what you’d expect when saddling up to a 5.5m plate-aluminium runabout. When we did the test, the guys from Karee Marine had their family with them and we didn’t deny them a ride. Having the little girls onboard really highlighted how useful the 550 Bluewater’s sheltered helm area is. The top deck is moulded GRP — yes fibreglass! Which perhaps explains why the 550 Bluewater looks pretty good for a big plate tinny — it’s an attribute not often found in the genre. The Stessl crew have focused on aluminium boats for a long time and have learnt a trick or two along the way.

Stessl is an innovator in aluminium, but lately their innovation has taken on a maturity that sees it producing some of the more interesting fishing boats in the business. Platerix is the result of both this experience and maturity. It’s a system of massive stringers, bulkheads and ribs, with high tensile aluminium sheeting the exterior. It combines the benefits of both plate aluminium construction and a frame and sheet structure into an aluminium hull of outstanding integrity.

ON-WATER PERFORMANCE
Out on the water on a choppy afternoon, this boat was remarkable — none of the bangs and boings you’d expect from an aluminium boat. Having said that, in underwater shape, Platerix remains a plate aluminium hull so expectations of super soft, whisper quiet rides are unrealistic. However, having said that, as aluminium hulls go, the Platerix proved a very good one. Stessl has been fitting what it call ‘Track Rails’ to their hulls for years. The idea is to trap a certain amount of air/water emulsion beneath the hull to ease some of the “sticktion” between the hull skin and the water. It makes it easy to power and aids fuel economy measurably; and when combined with the three quarter length spray chines characteristic of Platerix hulls — it all works very well indeed.

INTERIOR LAYOUT
Now for a quick tour of the interior. Inside, the 5.5 Bluewater continues its theme of bigness. Or bloody big if you prefer. The interior is Spartan in appointment. There are a pair of pedestal seats behind a (big) three-piece screen that opens in the centre. This has substantial grab bars fitted to its frame. The wheel is set low and vertically in front of the helm seat with plenty of room for instrumentation and extra electronics in the dash behind it. Thanks to the moulded deck, a walkway is set into the dash to shorten the reach to ground tackle. Strangely, the well set into the foredeck, presumably to hold anchor warp, is tiny, miniscule in fact.

Offshore quantities of warp will have to be carried in a crate inside. A low rail and bowsprit complete anchoring arrangements. High rails are an option for those who see the need to go out onto the foredeck should consider. Aft a big engine well separates seats in each corner. The cushion of these lifts easily away for free access to the aft corners while fishing. And there’s a small boarding platform (optional) with helpful grab rail mounted on the starboard side of the transom. Storage is at a premium. The entire deck is absolutely flat from bow to stern, with only a small bulkhead right up in the bows to keep gear stowed under the foredeck in place.

There’s a small, open sided locker under the helm and passenger seats; and side pockets along each side of the cockpit complete the storage arrangements. One of Stessl’s “Softail” transoms is an option not seen here. These extend the motor further back and include a full width lounge across the aft end of the cockpit. As a fishing boat the cockpit’s high sides and flat deck have much to offer. If anyone wanted to mount a big icebox in the centre, it would have to be a mighty big one to intrude on cockpit space. A Targa-style rocket launcher rod holder to store rods and perhaps to mount a bimini is an option serious offshore fishers would probably regard as essential. And about the only other essential would be some rod holders distributed around the side decks. The 5.5m Bluewater comes in a fairly basic state. Its attractive pricing though leaves room to fit it out.

The Stessl 5.5m Bluewater certainly supplies a solid base from which to put together a rugged top shelf offshore fisher, and unlike many of its type, is similarly amenable to family usage too.

POWERPLANT
The 90hp Mariner four-stroke fitted to the test boat was literally straight out of a box. It had only been started for a few minutes in a test tank before the rig was towed down to the Gold Coast for the test. We ran it up to flat chat and backed off immediately (after seeing 29.5 knots at 5900 rpm) out of basic respect. We could actually feel the motor freeing up as we ran it for the cameras — it was so new. So there was better performance yet to come. Yet it felt ‘right’. One of those matches of hull and power that fits like the proverbial glove. Stessl rate this hull up to 135hp and with that much poke bolted on the back, a 5.5 Bluewater would be something of a flier. Enough so that the towing of wake toys and so on that goes with teenage kids would fit effortlessly into its job description.

Words and Photos by Warren Steptoe
 

Stessl 4.6M Bass Boss

Issue: April 2002
Manufacturer: Stessl

Stessl build aluminum boats to suit all tastes from the cheapest, most basic tinnies to some of the most specialised aluminium sports fishers in the business. And the 4.6m Bass Boss is one of their best. The test boat on this occasion belongs to Peter Keidge, an impoundment bass and tournament fisherman who lives near Queensland's Lake Moogerah, where we conducted the test.

If you're going to test a fishing boat it stands to reason that you need to take the boat fishing, which is exactly what we did. It's a dirty job, but someone's got to do it. But Peter is a bass specialist and his first question was what's the GPS for?

"Maaate, trust me. Would I put a waypoint on any of your pet fishing spots? We have to do some performance figures that's all." I wouldn't, didn't, honest. I knew all the spots he went to anyway.

The Stessl 4.6m Bass Boss is a calm water boat. Thus, the high internal decking and low gunwales right around the boat. Any loose gear, such as tackle boxes, need to be placed on the lower deck to avoid losing them over the side in hard turns. So while the boat is a side console, there's still ample room to pass along the starboard side of the console on the higher deck. This is a standard feature of boats built for bass fishing. But it does make the Bass Boss a two-person boat, because there are only two seats.

Poor Trish, who helped us out with the photo shoot, had to sit on the casting deck. But there are extra mountings for the pair of pedestal seats up on the foredeck and forward in the lower deck so the seats can be moved around. But as you can see, Trish's other half had taken over the second seat leaving her to her own devices.

Those high decks swallow a stack of gear. Hidden completely out of sight are no less than three batteries (two for the electrics and one to start the outboard,) two live wells, safety gear and fuel tank.

There is a lockable rod locker under the aft port side decking that is long enough to hold baitcasters and spin rods. It's carpeted to avoid damaging Peter's stable of top-of-the-range rods and up-market reels. Our fly rods ended up lying along the deck itself once assembled, but even there they could be tucked up against the side of the hull under the wide gunwales, well away from stray feet and backsides.

These gunwales can technically be termed side decks, but this boat has three deck levels counting the topsides and can get confusing. Being a fly fisherman, Peter chose to set his casting/fishing deck below gunwale level to avoid the dreaded flyline blowing overboard and wrapping up the propeller syndrome.

The dam gets choppy sometimes and just having those few centimetres from deck to topsides does add an element of security. The standard of workmanship used building the boat is obvious and the paintwork is excellent. Don't you just love the metallic bronze colour? It looks a million dollars and is as good as it looks, which is not always the case with some brands of aluminium boats.

Peter has elected to store the anchoring gear under a hinged panel way up in the pointy end. You are going to get confused about which deck level we're talking about shortly if I'm not careful here. The foot control for the electric motor is also stowed in this locker.

The two sounders in this boat, designed for two people to use while fishing, might sound excessive to some. But when you see these blokes fish, the two sounders makes a lot of sense. Impoundment bass fishing is all about sounders. They're literally your eyes and Peter reckons if you're serious you need to be able to see a sounder at all times.

This is a serious fishing boat built to a recipe arrived at via a lot of thought and even more experience on the part of both Peter and Stessl. It may not be everybody's idea of the perfect boat although for impoundment fishing Southern Queensland style, we'd have to rate it as close to perfect.

If boat tests on specialised boats like this are to mean anything they should indeed involve fishing. So we did and as the photos prove we were successful.

Apart from the motor fitted on the test day, which has subsequently been swapped for a bigger motor, there's not a thing I'd change about this boat. I guess you could say that the combined might of Peter and Stessl has produced the goods. And "spot on" aren't words we use often in boat tests.

The test boat was supplied direct from Stessl Boats, so for further information contact them direct on (07) 5597 5548. Because the Stessl 4.6m Bass Boss is a fully custom-built boat, prices are not available at this stage.

Engine Room
Peter wasn't completely happy with the boat on the day of the test. The brand new 50hp Low Pressure Direct Injected two-stroke Tohatsu struggled to deliver the performance he wanted. The Tohatsu hit a top speed of just over 24 knots on our GPS - see, we did use the GPS to get performance figures - and frankly was a bit leisurely off the mark.

Peter, with the considerable help of Tim Stessl, has been playing with props and on the day it was spinning a beautifully polished Power Tech stainless steel 11 incher. In the end the verdict was unavoidable. Simply not enough power. Keidgie ended up swapping the 50hp for a Tohatsu 90hp and he's now a happy boy.

There's definitely a message here I feel for those contemplating a Bass Boss fitted out to this level. When a 65lb thrust bow mount electric motor, a couple of whopping great batteries to power it - local bass guns use these electrics constantly while working suspended fish - 90lt of water in the live well, two sounders, plus the extra rod lockers are all added up, the boat isn't going to be a lightweight! No discredit to the 50hp Tohatsu either, it was simply a boy trying to do a man's job.

Interestingly a 5m Bass Boss we tested a couple of years back powered by a 50hp four-stroke returned reasonable performance. No fireball, but OK. The longer planing surface on the 5m boat helps out, but it sure shows how much weight goes in when you start tricking out a boat like this and three people.

Story & Photos by Warren Steptoe

 

Stejcraft Extreme

Issue: January 1999

Among the outstanding craft at Melbourne Boat Show last year were two new releases from local manufacturer Stejcraft Boats - the classy Monaco family runabout and an eye-catching bowrider-styled inboard centremount called the Extreme. The latter really stood out amid the myriad of every-day skiboats that filled a major portion of the Victorian show. It's a very specialised centremount rig, built primarily for the blossoming wake-boarding market.

Wake-boarding, like other fields of waterskiing, has its specialties once you get serious about it, and the basis for excellence or expertise lies largely in the performance of the tow craft. Boarders need a flat wake with an edge that's deeper than normal to give a launch platform for the tricks and aerial antics. They don't want a rolling edge, nor a sharp crest, to that wake, and certainly the top of the wake should be flat and free of turbulence or prop wash tail.

Through a close involvement with wakeboarding events like the Nationals and Boardstock, Stejcraft have worked with the best talent in the country, and on the basis of that experience they developed the Extreme. A mild-vee hull with a very delicate variation in deadrise, a small flat along the bottom of the running surface, and smooth, round edge strakes, this boat is intended to snuggle into the water and create a wake, but to do so without being a slug. As our test showed this boat runs nice and clean, is light and smooth on the water, and will hug on tight no matter how hard or fast it's turned. For a boat that was designed to create a very special wake, it runs more efficiently than a lot of other inboard centremounts I've tested in recent years. With an 18° deadrise, the Extreme is also a very smooth-riding ski boat that doesn't jar or thump over other boat washes. It glides ever so gently on to the plane without any hint of bow raising or need to give it a burst of power to get going.

The key to the Extreme's success doesn't lie solely with the hull design. Since the release of the first model, Stejcraft's Tim Cantanese has been experimenting with a metal plate positioned on the underside of the hull just above, and slightly aft of, the propeller. Having fine-tuned the size and depth of the plate, he now feels that the principal is just about perfect. This metal plate, about 230mm wide and 100mm wide, helps the hull displace a wake that is pretty darn close to ideal. Its position below the hull bottom can be adjusted, although not while underway - the plate can be raised almost hard on to the underside of the hull for normal running and skiing, or lowered to the specific depth (about 25mm down) to create the wakeboarding wash. It is a matter of lifting out the rear seat and then lowering the plate and locking it in place. The test boat had the prototype with a screw-down action, while production models have this plate operated by a lever. The significance of the Extreme is that it doesn't need added weight to create the boarding wake. A simple adjustment does it all, taking the boat from a conventional ski centremount to a wakeboarding specialist in a matter of moments.

I'd expected this plate to drag the boat down, throw up spray and generally play havoc with the handling and performance. Not so! In fact, there was nothing out of the ordinary at all. Above the water, the open layout is quite different. Combined with the futuristic styling and its stunning presentation (a deep green/black metallic gelcoat and a suede-like upholstery) it captures attention wherever it goes. The Melbourne Boat Show demonstrated that, and the Saturday morning of our test drew enormous interest at both the launching ramp and on the water. The cockpit flows around the starboard-side driver's console, with ample space to move about, lounge about or simply get in and out. Naturally, the absence of any foredeck or passenger's console frees up the boat enormously.. Although the driver is the only person afforded any immediate shelter with his screen and console, I don't believe that it's needed for the rest of the boat. This is a summer machine, designed for skiing when the weather is fine, with people getting in and out of the water and generally enjoying the open air. In any case, I didn't think that sitting in the passenger's/observer's seat - the side-bow lounge or the rear seat - was all that much different to any other bowrider. Indeed on a hot day it is rather pleasant to catch a bit of cooling breeze.

Though the hull sits low in the water at rest and planes distinctively flat at all speeds, it is relatively dry. However, like any specialist ski boat, you can expect a bit of spray if you use the boat in open bays or windy and choppy conditions. Thanks to the open bowrider format, the engine box doesn't seem to restrict space as much as it does in a traditional layout. In addition, on-board noise levels are extremely low, particularly at skiing and cruising speeds. It's easy to carry on a conversation with passengers, and particularly the observer, without having to raise voices. The 260hp MerCruiser Competition Ski engine does little work in planing the hull at just on 2000rpm at slightly less than 10 knots. Propped down for wakeboard towing, the Extreme was extremely responsive to the throttle right through the range. Of course, this underpropping limited outright speed, but this boat is more about providing low down power for towing at around 3000 to 3500 revs (23 to 26 knots).

The Competition Ski engine, as the name implies, was developed specifically for inboard skiboats, and is a very effective package. Apart from numerous safety features (particularly in regard to sparking and fire safety) this engine is at home as a centremount installation. Gear change is smooth and positive, there is plenty of torque at low RPM and noise levels are very low. Behind the wheel, the Extreme is a delight. Stejcraft have gone to lengths to ensure you don't have to be a contortionist to get in and out of the driver's seat, and that you can drive it comfortably. Countering the overall low profile of the boat, there's a set-down in the floor beneath the console to enhance leg room under the dash. Well positioned is the standard side-mounted MerCruiser throttle/gear lever with the slide release to prevent accidental engaging of forward or reverse gear. The Stejcraft Extreme is a very special, very attractive and very rewarding centremount ski boat. While built around the wake boarding market, it is flexible enough to be used for any form of social skiing.

Story & Photos by David Toyer.
 

Stebercraft 28

Issue: October 2003
Manufacturer: Steber

Alan Steber and the team at Stebercraft have won many awards and had numerous accolades piled on them over the years and with good reason. They have been at the forefront of the Aussie boating export market for years, while back home they are renowned for building bloody tough boats. In fact, you could say that dive boats, police launches, commercial fishing boats and the likes, are a specialty of this Taree-based boat builder. Many of the boats they build are built under survey, but even those that aren’t are still built to survey standards.

In other words add a life raft and the likes and their build quality would get them passed. Steber boats are strong boats. A fact obviously recognised by numerous government departments, because so many different government bodies use Stebers. At the Sydney International Boat Show, Alan and his crew launched the new Steber 28, a boat aimed primarily at the commercial market, but the interest shown by the general boating public indicate this boat is also going to be a winner on all fronts. The Modern Boating team had the opportunity to test this latest Steber after the show on a day when other buyers were being given a demo run.

And while representatives from various government departments would trial the boat in the afternoon, the two gentlemen interested in buying this boat that morning were looking at it from a purely recreational perspective. They were both looking for a solid, no fuss, no frills boat that would be easy to maintain, had plenty of room for fishing and was capable of taming big seas on long coastal runs without scaring the pants of its passengers. And as it turned out the Steber 28 fitted the bill perfectly. Sure, this prototype was a relatively bare boat, but add the cockpit shower and toilet — positioned against the rear cabin bulkhead on the portside — and fit a convertible dinette and you end up with a comfortable cruiser that sleeps four, albeit without the flash/ expensive finish. For a 28 footer, this boat had more useable cockpit space than boats double its size — 4.5m x 3m to be exact and that’s big.

Adding the cockpit shower and toilet barely alters this usable space, although it would create a small blind spot on the port side. The forward cabin has twin berths and a large hatch, for access to the ground tackle. A shower and toilet can be fitted here, but this will obviously limit the sleeping quarters to one bunk — the aft cockpit option is the better choice. The main cabin is Spartan with minimal instrumentation a bucket seat mounted on a pedestal — the optional hydraulically dampened seat would be the Modern Boating team’s choice — to starboard, a dinette to port and a sink/cabinet unit against the rear cabin bulkhead. There was also plenty of bench space and room to mount a two-burner stove to be fitted.

However, while the boat was fitted with all the instrumentation required, including a sounder, 27 meg radio, compass and relevant engine gauges, her new owner will probably fit a more comprehensive electronics package. And the big plus is there is a stack of open dash space on which these can be mounted. The foredeck is compact and the optional anchor windlass was not fitted to the test boat, but the bowrail was thigh high, so the crew can brace against it for security while retrieving the anchor. Out in the rear cockpit there is a massive underfloor locker towards the cabin wall and a large hatch to access the engine bay down near the transom. Speaking of engine bays, this one could do with a bit more soundproofing, because the big Volvo power plant pushing this workboat does get a bit loud when you open her up and somebody is working in the rear cockpit.

However, close the cabin door and it isn’t a problem — if you’re going to stay in the cabin that is. I saw a new soundproofing product at the Sydney boat show that would be ideal in this situation. I can’t think of its name, but it consists of two layers of what looks like a space-blanket type material with a foam core. The demo at the show indicated if the engine bay was lined with this material it would eliminate almost 90 per cent of all engine noise. Without it engine noise tends to resonate through the fibreglass hull. But, moving right along, the gunwales and transom are high and offer good support for anglers to brace against while playing a good fish, plus the side pockets are up off the floor, so you can get your toes in under.

You won’t get wet feet either, because the cockpit is selfdraining. To keep the sun at bay there is a fibreglass hardtop covering the forward half of the cockpit, leaving the aft cockpit open, so working a fishing rod won’t be impeded. Now for the fun part, this 28 footer has the grunt and performance of a runabout. Powered by a Volvo KAD 43 Kompressor, the Steber 28 had a top speed of 32 knots, which isn’t bad for a boat of this size and layout, plus she’ll cruise around effortlessly all day at Volvo’s recommended cruise of 200rpm under WOT. This equates to 28 knots at 3600rpm, not bad. Cruising at 28 knots the 28’s hull was a spritely performer for a workboat and handled tight turns and figure-of-eights with distain.

The water through the Heads was reasonably calm on the day of the test, but there was a 2m swell rolling across the front of SouthHead. Head on, side on and in a following sea, the hull was not fazed by anything we could find at sea on the day. With the swell at our back, even at slow speed, the 28 tracked straight and couldn’t be pushed off line by the swell. This is a solid hull, which was confirmed by the boat’s soft and quiet ride across broken water. There was no banging and crashing; it was smooth sailing all the way. Being a sterndrive, trimming the boat was done at the push of a switch to lift the bow and sap every knot of speed out of the hull.

Underway lateral stability was slightly affected if two or more people all move to one side of the boat. The optional set of trim tabs will quickly sort that out. The Steber 28 was designed and built as a utility workboat, but the flexibility of her layout — the addition of the cockpit shower/ toilet and the convertible dinette — mean she will also perform quite admirably as a family cruiser/fishing boat.

She’s an excellent sea boat, more than capable of making long passages up the coast. The 28 would be just at home out around Brown’s Mountain chasing game fish, as it would be on a leisurely cruise up the Hawkesbury River. So, what’s it going to cost you to become the proud owner of a new Steber 28? The price of a standard boat powered by a 230hp Volvo sterndrive is $174,913. The fully optioned test boat has a recommended retail price of $185,000.

Words and Photos by Ian Macrae
 

Steber Custom 52

Issue: June 2005
 

Right in the middle of a busy Tuesday I got a call from Alan Steber saying that he and his team were at Darling Harbour waiting to load a new Steber 52 footer onto a ship. “We’ve built it for a Sheik, it’s heading for Dubai and she’s a beauty, do you want to come down and have a look at her before she goes?”

After a quick juggle of an otherwise tedious agenda, I found myself on a headland trying to get shots of what looked like a dayboat on steroids.

This 52 footer was built specifically as a luxury dive boat to cater for the needs of a VIP and his family in the Middle East. The client heard about Stebercraft via its international advertising and now, after a six months production phase, this custom-built dive boat with the ‘lot’ was ready for delivery.

Powerplant
Twin 700hp C12 Caterpillar diesel engines power the Steber 52 to a top speed of 33 knots at 2300rpm. But with the throttles pulled back to 1950rpm, she’ll cruise comfortably all day at 25 knots and cover quite a lot of ground thanks to her 2600lt fuel tanks. The engines are accessed from the cockpit, but substantial engine insulation turns the rumble into a hum when the hatches are closed.

The engine room also houses an 11Kva Caterpillar generator and two large airconditioning units. Alan pointed out that in Qatar, the boat’s final destination, the average temperature is around 40 degrees, so they put in a 16000BTU AC unit for the cabin and another 36000BTU unit for the wheelhouse. To further counteract the hot conditions the windows are tinted, the curtains go into pelmets and there is a large insulated awning covering half of the vast cockpit. Looking at the boat there is little doubt that this Steber, with her trademark high flared bow, is ready to take on anything that is thrown at her.

Layout
Her layout makes her the ultimate dayboat. A vast teak-laid aft deck flows seamlessly to an equally impressive hydraulic swim platform that, with the flick of a switch, gently lowers effortlessly into the water.

The cockpit has a side access door and double gate access from the swim platform. Dive facilities include a large ladder that locks into the side access door, a built-in compressor to fill the tanks, aft dive-bottle racks for six double bottles and two outdoor showers. Other features included a large removable cockpit table and a gamefishing chair — this was stowed during the sea trial — and a large functional head that was also accessed from the cockpit.

A quick wander about the boat reveals that this 52-footer could have been set-up with a flybridge helm, but this was not specified. On this boat ‘up top’ provides little more than a good view, holds some of the air-conditioning systems and gives access to the life raft.

In keeping with the dayboat theme, the accommodation comprises of only a single forward berth that could be separated from the saloon by a concealed door. The berth has port and starboard hanging lockers, which have plenty of standing area, so it also acts as a changing room.

The saloon/wheelhouse is large and flooded with plenty of natural light. It has a fully functional portside galley with a microwave, two-burner cooker, icemaker and refigerator and the long bench layout that would work well in a catering situation.

A flat-screen TV (linked to DVD player) was sited above the galley area. This had a gas strut bracket that allows the screen to be swung around for viewing from the starboard settee.

The helm seating consists of a long and low leather bolster-bench seat, designed so that the crew can avoid having there back to the owner — a cultural protocol. Visibility for the skipper from the helm seat, which is almost half as wide as the saloon cabin, is excellent.

Instrumentation includes all the standard Cat gauges and a full Furuno electronics package, featuring weather fax, GPS/chartplotter, sounder, radar and autopilots. There are controls for the windlass and the windscreen wipers, which incorporates a top-notch freshwater spray system.

Surprisingly, this custom-built vessel is not fitted with a bow thruster, a useful tool on a vessel of this size, but without a large cabin to catch the wind, the boat’s twin engines provide enough manoeuvrability to juggle her in the right spot.

This boat is also built to Australian USL Survey, so there is little doubt that it can endure even the worst conditions.

Sydney Harbour at twilight is not the place to stretch a 52ft seagoing dive vessel to its limits, but let’s just say everything seemed in order. Engine noise is very low and helm-driving position offers great visibility. The flared bow has a decorative knuckle and a double chine knuckle to help reduce spray.

The fine entry at the bow allows the boat to cut through chop with ease.

Customising is the Key
Customisation is the key to the Steber reputation. When you purchase a production boat you have a choice of
options, but that’s where it stops. However, with a Stebercraft , there is so much more scope to create a vessel to suit the customer’s individual requirements.

Th is 52-foot dive boat demonstrates the essence of customisation. It’s a craft built for a special man with special needs, the result is luxury and functionality in one.

Foot note: Following the delivery of this boat, Alan Steber advised us that they have received more orders from the Middle East. Obviously it’s not only the customer that is more than happy with the boat.

Engine Room
Twin Caterpillar 700 C12 diesels, spinning four-blade 30” diameter and 36” pitch props, power the Steber 52.

Performance
The Steber 52 cruises effortlessly at 25 knots and has a top speed of 33 knots. Speed to RPM: Idle @ 8rpm, 14.5 knots @ 1500rp, 25 knots @ 1950rpm, 30 knots @ 2100rpm, 33 knots @ 2300rpm

Specifications
LOA: 17.6m
LWL: 14.45m
BEAM: 4.9m
DRAFT: 1.15m
DISPLACEMENT: 19000kg
FUEL: 2600lt
FRESHWATER: 500lt
ENGINES:.Twin Caterpillar 700 C12
PRICE: $1.5m

+ Huge aft cockpit. Super strong hull

– No upper helm


A Brief History
Steber International was one of the first companies to pioneer the construction of fibreglass vessels in Australia and has been building boats for more than 55 years. Originally, the family company produced timber clinker-hull boats, but changed to modern fiberglass construction in 1959.

The operations began in Brookvale, Sydney, but in 1974, relocated to larger, more modern premises on the NSW mid north coast. The development and manufacture of larger vessels in the 70s brought about a business decision to phase out the production of runabouts and produce solely pleasure and commercial vessels ranging from 8.6m to a massive 15.8m.

In the 1990s, the business diversified even more into the industrial composite industry with a commitment to continual improvement through research and development using the latest technology.

All work conducted at Steber’s Taree factory is carried out under its Quality Assurance system, ANZ/ISO9002 standard. All laminating is carried out within humidity and temperature parameters with stringent in-house tests performed on all products.

Steber International’s experience and competencies extend from tooling, plug and mould making (male and female), through to specialised design, manufacturing techniques and construction methods.

Steber International specialise in sandwich construction, using balsa and foam materials and a range of resin types including fire retardant and anti-ballistic materials.

Words & Photos by Andrew Richardson
 

Steber 4700 GTS

Issue: April 2001
Manufacturer: Steber

Builder Alan Steber kept noticing the same gameboat owner checking out his range at every Sydney boat show. The two got to chatting and finally, last year, Alan asked: "When are you going to buy one of my boats?"

Replied the customer: "When you build one that's bigger than the 43, smaller than the 52, and has two heads." "OK," said Alan. The new Steber 4700 GTS is the result, a Steber 43 on steroids.

The cockpit is 1.5 metres longer for a start, and this extra length makes for a very different boat. Suddenly you have the space to suit corporate charter, cruising, sports and game fishing or to simply set up an outdoor table and chairs. It has also added a vast amount of storage space under the cockpit floor.

But the most significant new feature of the Steber 4700 GTS is that it's built to, and is in, full 2C/1E survey. Many manufacturers claim to "build to survey" but the Steber is constructed to USL Survey codes and is approved in 2C survey, allowing it to carry up to 10 people. Based in Sydney, this boat is to be used for VIP corporate Charters.

It wasn't so long ago that a survey cruiser looked commercial. There were valves, signs, hatches, and various gizmos all over the boat, making it look more like a harbour ferry than a pleasure cruiser. In the Steber the safety features are still there, but they're cleverly concealed and integrated.

0n face value the boat looks no different to any other recreational cruiser. Much of this is due to the ingenuity of the manufacturer, and its willingness to work with authorities. It has ensured not only greater market appeal but also a potentially higher resale value.

The 4700 has all the hallmark features of the 43 in the quality of the workmanship, attention to detail and the interior layout, though there are the subtle changes and upgrades since we first saw (and awarded) the 43 in the mid '90s.

The twin cabin/twin bathroom layout provides quality accommodation for six people, while the saloon is well set out. The fitout can be customised, but overall the fairly conventional configuration of the test boat was appealing and practical. The light ash veneers and brightly coloured furnishings gave a light, airy and cheerful feeling.

The dinette lounge is aft, with the entertainment and bar facilities opposite and a U-shaped galley situated forward. The owner's cabin (with en suite) is on the lower level, opposite the large shower/head compartment, while vee bunks fill the forepeak.

The fully enclosed flybridge station gives all-weather protection to the skipper and passengers, a real bonus on the test day when hot sunny weather turned black and nasty in the afternoon as a rainstorm swept Sydney.

The helm console was fully equipped, with all the gear neatly arranged both on the island console and overhead bulkhead. It included dual analogue and digital instrumentation, Simrad CR50 4kW radar, Simrad 1kW dual frequency transducer, and AP20 autopilot, GME 27meg and VHF radios and CD stereo.

Two swivel helm chairs sit behind the console, providing excellent vision forward and down into the cockpit. There are two lounges each side of the bridgedeck, and plenty of storage and space to move about.

It's a smooth, easy riding hull that likes to push the bow wave well clear as it powers into a sea. It has the ability to maintain cruise speeds in reasonable swells without too much discomfort to passengers or stress to the boat.

With Stebers retaining the full moulded keel line that has been a feature of their hulls for decades, the 4700 turns smoothly and tracks quite positively in a following sea.

Something I've been unable to do for many a big boat test is get a hull to plane on one engine. The Steber 4700 didn't ease onto the plane straight away, but as the 635hp Cummins built up power and revs, the hull gradually got going. It held planing attitude at a steady 12 knots/1750rpm with a following wind, and 11.8 knots (1850rpm) into the wind.

It's a comforting thought that the trip home on one engine will be just that little faster. Even with one engine the hull proved reasonably manoeuvrable, having a satisfactory turning circle without washing off too much speed or bogging down under its own weight. It demonstrated just how efficiently this hull operates.

One of the problems with large horsepower engines is the constant need to drop in and out of gear to minimise speed in the marina or no wash zones. A slow idle function reduces engine speed by 50rpm below the programmed minimum of 600; it doesn't sound a lot but those 50 revs can be helpful in confined spaces.


Engine synchronisation is done automatically allowing, at the touch of a button, one throttle to be used instead of both. In the event of an electronic malfunction in the primary throttle and gear system, the skipper does have remote manual throttles as a back up.

This complete electronic engine management system costs extra, naturally, but in the overall context of the boat package hardly produces a ripple in the bottom line. And it puts the finishing touches to a craft that represents the latest in construction and design thinking from one of Australia's few remaining commercial and recreational big boat builders.

The 4700 may be cloned from the 43 but the style, construction and engineering are still at the forefront. The fitout and attention to detail is excellent and when it comes to engineering, Steber don't take short cuts - pleasurecraft receive the same standard of engineering that goes into commercial boats.

Like all models there are a variety of engine options available, but Steber are so taken with the service support and performance of the Cummins that they are now recommended power for the 4700.

Engine Room
The GTS notation in the model name is an acronym for "Grand Tourer in Survey", and the 4700 can indeed be classed as such. But its performance is also in keeping with the sporty connotations.

A pair of 635hp Cummins diesels pushes this near 17-tonne flybridge cruiser to better than 28 knots at full throttle, with a very flash cruise speed of 20 to 24 knots at 1800 to 2000rpm.

The Cummins were chosen by the owner, who has had years of experience with diesels in the trucking industry, as much for the service and parts back-up as outright performance.

In addition to the standard analogue instruments, electronic panels on the helm console monitor (and display) 13 critical engine functions, churning out such information as fuel flow, engine RPM and load, temperatures, hours and trip monitor.

An alarm system checks more than 20 potential fault codes every 20 milliseconds, alerting the skipper with both visual and audible warnings. By watching the engine loading and fuel consumption figures throughout the rpm range, the boat could be operated for maximum economy.

Much of our cruising down on Sydney Harbour and out through the Heads was at 1800rpm, at which we were using 70% of power and consuming 72 litres per hour (per engine) at 20 knots. At full power, this consumption rose to 124 litres per hour at 28 knots.

The 635s are more powerful than what we would've seen in boats of this size five to 10 years ago, brought on by the fact that diesels have become smaller and lighter, and owners are realising fuel economy benefits when motors aren't overly worked.

Computer control and electronic technology has advanced engine development in huge leaps and bounds and the Cummins QSMIIs are superb examples.

The first thing I noted was the complete absence of black exhaust emission. Open the throttles wide from idle and there is no smoke, no waste and no soot on the water. Just a slight hesitation in power response and the hull is away, leaving a clean wake and clear air trailing behind.

That smoke/soot free operation is almost entirely attributed to the electronic management system which controls, balances and optimises fuel supply and combustion.

But the electronic management system has benefits far beyond that. It gives service technicians immediate diagnostic and prognostic data on engine performance as readily and quickly as plugging in a laptop computer. This isn't new technology but it takes marine diesels into the new millennium.

With the Quantum system Cummins offers an optional cruise control system, unique to the marine market. This enables optimum cruise or any other preferred speed (such as trolling) to be programmed in, and at the touch of a button called up. The computer does the rest.

There are other benefits - it can operate as a built-in engine governor, whereby Dad can limit the engine RPM when the older children want to use the boat. Not fair, the kids scream!

Story by David Toyer; Photos by David Toyer and Mark Rothfield


 

Steber 4700

Issue: July 2004
Manufacturer: Steber
 

When a South Island New Zealander started his quest for a craft, built for his often tough and cold offshore fishing conditions near Nelson, he turned to the Mid North NSW boat builder Stebercraft. Built to survey, custom sports cruisers, are a substantial part of the Stebercraft repertoire and this brand new 47ft high performance vessel is a great example of what Steber can produce with an eight month agenda. We got the chance to take Rampage 2 out on Sydney Harbour just before the Steber 4700 was loaded onboard a ship headed for the South Island and it was a tremendous opportunity to not only experience a well-built craft, but to meet up with two generations of Stebers showing off their wears.

While the younger Alan Steber showed us the ropes, the company founder Bruce Steber looked on proudly as he bid farewell to another craft that already has its new owner thrilled. Although Bruce Steber has seen 1000s of craft leave his factory over his company’s 50 plus year history, there is still a fresh sense of excitement and achievement when a new craft takes its maiden voyage, especially the bigger craft like the 4700. This Stebercraft’s maiden voyage was the delivery trip from Taree to Port Jackson with the more than impressed owner onboard.

All went smoothly until about an hour off Sydney Heads when they got hit by a 45 knot southerly buster, but as expected, the 4700 dug in and arrived in the Harbour to find 1 eets of day sailors decimated across the harbour. “She’s tough and the owners were con_ dent that the 4700 would endure the challenges of the Southern NZ conditions,” Alan said. Some of the standout features of this custom craft included extensive onboard heating, which incorporates a high powered windscreen demister for the saloon helm, an open extended 1 y bridge with large radar arch and a large well designed engine room with laundry facilities.

The balanced use of teak and stainless steel trim adds a bit of style to the craft, but also ensures that the craft’s ongoing exterior maintenance will not become a handful. At the owner’s request the craft had a large fishing table fitted that can be swapped with a game chair depending on the target. He also opted for an additional shower and loo located on the portside aft with access from the deck — a great idea when most of the messy action is going on outside. You won’t have to traipse fish guts and scales all through the boat if you need to go to the toilet. Overall, the 4700 has the main stateroom located forward and a portside bunkroom (with double size mattresses) opposite the head.

Take a few steps up from the accommodation and you are at the portside galley level that is a step down from the rest of the saloon. Incidentally, the steps open up to provide some extra storage areas. Although the galley is lower than the saloon it still has a good view out and all around, which will no doubt keep the chef happy. The galley is spacious and functional with an oven, cook top, splashback power points and a large sink. The domestic style laminates might kid you into thinking you are at home! Throughout the cabin, the use of blue leather and lime wash Tassie oak timbers should ensure that the fit-out would endure the test of the sea and time.


The saloon helm commands respect! Extensive Raymarine electronics combined with the Yanmar instruments, Autopilot, Flowscan fuel monitoring system, radar, GPS plotter, CD, heavy duty pneumatic seat, intercom and radio will no doubt reinforce who is master and commander. The craft is also built to Survey, which adds to value and piece of mind. As part of survey requirements the craft has to be compartmentalised with all seacocks located at a central point. In this case they were easy to access, but hidden behind the cushions of the main settee. I also noted that during the build, they use ultrasonic hull thickness testing and hull laminate samples are retained, very handy should there be any structural revisions down the track.

Customisation is king with Stebercraft. “What the customer wants the customer gets — within reason.” Rampage 2 has a range of special requests including the cabin heating, aft shower and toilet, teak bowrail seats and dinghy and davit stowage aft at flybridge level. Dingy storage topside is great, because it really frees up the bow and makes it a great place to be in fine weather. Steber even widened the steps up the walkways, so they can be used as seats when fishing — another good idea requested by the new owner. There’s a stack of storage on the 4700 — cavernous underdeck storage areas, nooks and crannies about the saloon, large under seat drawers, combined with a massive easy to work in engine room suggest that this craft is “oversize” to make life easy.

The harbour was not the place to stretch the 16 tonne 4700, because, essentially, nothing is going to trouble it inshore other than the odd wake from a similar sized craft. But, it was clear that this craft with its high bow and topsides would live up to the Steber reputation and endure the challenges of the sea. The flared bow has a decorative knuckle, and then a double chine knuckle to reduce spray, while the fine entry allows the craft to cut through the chop. Up and running the Yanmar’s engine noise levels in the main saloon seemed less than other Yanmar powered craft I have been on — suggesting good engine room insulation.

The craft produced a top speed of 27 knots and comfy cruise speeds between 18–20 knots. Fuel consumption at 20 knots was around 86lt per hour producing a range of around 800 nautical miles. So you could take her Sydney to Hobart non-stop. The bridge deck is quite different to others I have seen. The helm is located aft of the open air flybridge passenger seating and viewing platform, so on a good day it would be a great ride for all topside. On my day, well it was raining by the end of the review, so we adjourned to the saloon. But I get the drift and agree that would generally be the place to be. From last year’s Sanctuary Cove Boat Show to Nelson NZ in 8000hrs is a tribute to Stebercraft’s reputation for building solid seaworthy craft to anyone’s standards.

With a price depending on engine and options ranging from $900K-$1.2m this Aussie built in Survey 47 footer delivers in the key areas of sea kindliness, function and form.

Words and Photos by Andrew Richardson

 

Steber 4380
 

Issue: June 2003
Manufacturer: Steber

Ask anyone in the marine industry what images the name Steber conjures up and they will probably say things like “bloody Alan” — Alan Steber owns Stebercraft and is one of the industries well-known characters — and “bloody tough boats”. In fact, they are more than just “bloody tough boats”. All Steber boats are built to stringent survey standards. This boat, a 4380 Flybridge Cruiser, is rated to USL 2C (eight passengers and two crew a total of 10 persons) plus, 1D, which allows for 20 passengers and two crew. She’s destined for VIP corporate charters around Sydney, so I suppose you could call her a workboat. But when she’s not fulfilling that role she’s a fully blown, game fishing vessel that will become a frequent sight at many of the tournaments around the traps.

Normally, when a boat is built to such stringent survey conditions they tend to look like — how to describe it — commercial workboats. A bit like an overgrown Sydney water taxi, with bits hanging off them at all levels. And yes, Steber have built hundreds of commercial vessels over the years — dive boats, pro fishing vessels, police and rescue launches and the likes without many of the frilly bits — but Top Notch is far from an ugly duckling, or Sydney water taxi for that matter. This Steber’s a beautiful swan with all the goodies, but it’s still built like the proverbial brick .... house. Steber go to great lengths not to hide the various extra items that need to be added to a boat under survey — life rafts, life buoys, fire buckets and fire fighting systems, plagues and labels and the likes — but to blend them tastefully into the vessel’s overall appearance.

They’re all readily at hand and easily identified, but don’t detract from the boat’s luxurious look. With a displacement of 16 tonnes this is one, solid, 43 footer, but out on the water she displayed sparkling performance powered by two superbly engineered Series 60, 700hp Detroit diesel engines. To say she had power to burn is an understatement. In reality, if any a new owner wants a top speed of around 27 knots and the ability to cruise all day at 20 knots; twin 450hp engines would suffice. But just as some people prefer a V8 ute over a six-cylinder version, the new owners of Top Notch wanted power. And power they got.

When they open this baby up everything else gets left in her wake. These are the first Detroit engines to be fitted to a Stebercraft and the guys from Detroit have worked extensively with Steber to get the engines set up perfectly. The new engines are six-cylinder, direct injection, inline four-cycle turbocharged diesels. The following rpm/power/speed-to-fuel usage figures are accurate and were supplied by the team at Detroit following extensive sea trials onboard Top Notch.

RPM BRAKE HP SHAFT HP FUEL P/LT

2300 7000 680 35.6
2100 700 680 34.8
1950 700 680 34.5
1800 646 624 31.1
1500 538 522 2 5.7
1200 315 303 17.0

The engines have electronic controls, which insure smooth operation and feature Detroit’s new Electronic Display Module (EDM), which puts all vital engine information readout right in front of the driver on one easy to read display. The EDM automatically turns on with the engine ignition key. The module briefly sounds its audible alarm and runs checks of the display and internal circuits. Following the checks, it receives and displays engine and transmission data. It always shows engine speed, coolant temperature, oil pressure, fuel consumption rate, battery voltage, transmission oil temperature oil pressure, gear direction and the active control station number.

The EDM also retains historic diagnostic code information for the engine, transmission and control system, which can be recalled at any time. From the Modern Boating team’s perspective, the most noticeable thing about these new Detroit engines were diesel fumes, or should we say lack of exhaust fumes. DDEC-Electronic control system manages the combustion process for maximum output, fuel economy and low smoke. Out on the water, apart from the incredible power supplied by the 1400hp pushing her, the Steber 4380 proved herself to be a soft and dry riding hull that maintains the correct attitude without the need for trim tabs.

The thickness of the hull kept running noise to a minimum, while excellent engine room insulation and exhaust muffling allowed uninterrupted conversations anywhere onboard. Steber are renowned for the strength of its boat, but what about the interior design and levels of luxury? Stepping from the teak marlin board onto the teak floor of the aft cockpit you are surrounded by open space. Even with the game in place there was plenty of room to move about, which is a prerequisite of any good game boat. There are storage lockers in the transom and gunwales, a wide transom door, hot/cold handheld shower, two rudder inspection hatches, two in floor lockers and a fully plumbed live bait tank. There are stainless steel grab rails surrounding the cockpit, six capped-rod holders and fibreglass outrigger poles.

There’s even television mounting bracket and jacks on the portside under the flybridge overhang. To port, up against the saloon bulkhead, is a moulded locker with sink and tap, while to starboard there’s a moulded fridge/freezer beneath the stainless steel flybridge ladder. And here lies the only problem I found with the whole vessel. This ladder above the fridge makes it difficult to open the lid. But once you get the lid open you can a grab a “coldie” to drink while you cook the evening Galley Mate 2000 BBQ. A high bowrail extends all the way back to the rear of the main cabin making the journey to the foredeck safe.

The anchor locker features a collision bulkhead and divider for a second anchor. There’s a freshwater hose, anchor winch and the chain is painted different colours every 10m. An emergency life raft is also sited on the bow for quick deployment. Enter the main saloon and all pretence about this being a workboat flies out the door. Beautiful blue upholstered lounges grace the main saloon, which are complimented by the pale blue carpets. The dining table can be swapped for a smaller drinks table to make more room in the saloon when the bigger table isn’t needed. The settee on the starboard side also converts into a single bunk. Tassie oak has been used for the joinery and because of its light colour adds a sense of openness to the saloon.

The U-shaped, fully featured galley allows the cook to remain part of the conversation, while the serving bar also acts as a handy wet bar. There is a 140lt fridge/ freezer in the galley and a second to port behind the lower helm station. Other features include a 15” plasma TV, entertainment cabinet containing a DVD, VCR and CD stacker, brass-cased barometer and thermometer — all the little luxuries have been included. The luxurious vein of the main saloon is continued in the owner’s stateroom. There’s hanging lockers, mood lighting, reading lamps, TV, double island bed, dressing table and footlocker storage. In the guest’s cabin, there are two bunks, a lower double and a single upper. Other features include hanging lockers, mirrors, reading light and a 10.4” TV in the cabin wall.

The bathroom features a fibreglass shower recess, electric toilet, vanity unit with single mixer tap, large mirror, all the required soap holders and the likes and a hinged acrylic shower screen door. Up on the flybridge everything is at the skipper’s fingertips, electronic controls Raymarine electronics package (GPS/Chartplotter, sounder autopilot etc.) and the excellent Detroit Diesel EDM system. Also mounted in the flybridge hardtop was a 10.4” television monitor. In front of the island helm station, with its large recessed panel for electronics and control switches, are two side lounges, each capable of seating three people in comfort. The skipper's and navigator’s seats are heavily padded buckets with footrests and handrails.

But now for the coup de grâce. The windows surrounding the flybridge have sunshades with Velcro fasteners. This allows them to be quickly removed or replaced as required. It is an excellent idea the Modern Boating team is sure will probably be picked up by many other other boat builders. Yes, Top Notch was designed and built for corporate charter work and while she might be built as strong as a battle tank with reinforced bulkheads and the likes, but lacks nothing in the luxury fixtures and fittings stakes. The main cockpit, aft cockpit and flybridge can all be used as mini conference areas with their own TV monitors, so DVDs and video presentations can be viewed anywhere onboard. What better way to complete a stafftraining day than cruising Sydney Harbour.

Although the Harbour’s beautiful scenery may distract some staff. And when she’s not doing charters you can bet that excellent Relax LTD game chair will be getting a good workout as the Top Notch’s new owners battle some of our piscatorial speedsters. To park a magnificent Steber 4380 Flybridge at the marina will set you back less than a million dollars.

Words and Photos by Ian Macrae
 

The Steber 3800 Sportsfisher Review supplied by Modern Boating.

WORDS & PHOTOS:
SCOTT AMON

Built for serious fishing, the Steber 3800 also offers the luxuries of a cruiser.

I hadn't been for a run in a Steber bigger than 22ft for a decade. The last time was aboard their old 41-footer (12.5m), and that was a good, stable, fisher-cruiser and live-aboard boat. So it was a surprise when I recently jumped aboard one of the newer style hulls that this iconic family boat-builder has developed.

NEW HULL
It was their 3800 Sportsfisher (as the name suggests, based on a 38ft hull), and I reckon that it had a lot more space than the old 41-footer. This particular one was customised for the Australian boating industry company BLA (Bob Littler Agencies) under strict instructions from Scott Littler. It was laid out specifically for fishing—and the end product is a very comfortable, economical and effective fishing platform.

This new hull shape offers distinct benefits over the older style Steber and many other current hulls on the market. The more streamlined hull offers far more efficient and much easier planing. A finer entry delivers a soft ride, while a combination of hull design, planing strakes and double chine keep this boat amazingly dry and provide level cornering. All this equates to tremendous fuel efficiency.

On the water the boat performed with outstanding power (see specs for rpm and speed stats). The hull has a general confidence about it and you can feel that it rides high on the water with very direct and responsive steering. It tracks true in a following sea and stayed dry taking about 12 knots of south-westerly and a 1.5m swell on a front quarter. There appeared to be no keel grab or any tendency to bury its nose— even without activating the trim tabs.
The two big electronic Yanmars provide smooth, quiet power with virtually no vibration, and zero smoke when the revs are cranked up! The boat backs up well and loses water in the cockpit very quickly.

SENSIBLE LAYOUT
The basic layout is very sensibly thought out, offering simplicity, practicality and ultimate functionality for its intended use.
Layout of choice for the cabin takes the form of vee-shaped bunks, supplying comfortable sleeping for four. The companionway gives wide access from cabin to galley/dinette and provides locker space fitted with coat rails.
A high-gloss timber table and U-shaped lounge form a dinette on the port side. Opposite is a snug—though very functional—galley. A dark marble work top and sink is surrounded by stylish high-gloss timber bench top on a higher tier. The forward sections of both galley and dinette have hinged bench tops that create safe and spacious storage for glasses and cups. An Isotherm fridge, microwave and cupboards provide all things necessary for a functional galley. The main switch panel is fitted just forward of the galley.
 

A large hinged hatch in the floor between the dinette and galley give way to a massive saloon bilge storage area complete with a 90L Isotherm freezer, two 200L water tanks, trapdoor to the engine room and pumps.
Grab rails run along the saloon ceiling—very important in any boat spending serious time at sea. Aft of the dinette is a comfortable settee with hinged back that folds up to create a top bunk, so another two bodies can sleep here. A large flat-screen TV is mounted in the aft starboard corner of the saloon.
Stepping outside, the cockpit strikes you immediately as being huge. The cockpit floor is also set higher to water level than many gamefishing boats, giving a nice feel. Relatively low gunwales give good rod clearance for fighting fish and are supported by grab rails virtually right around. Full-length side pockets create loads of storage for gaffs, tag poles, deck wash brooms and the like. Two huge gas-strutted hatches give access to port and starboard engines. Very intelligently, this boat has been designed around having engines solely in the cockpit so if there is any major maintenance to be done at any stage in the boat's life, it doesn't have to involve pulling the interior of the boat to bits.
Twin live bait tanks sit port and starboard of a central, clear perspex transom door. A removable game chair is perched forward of the rudder inspection hatch. At the forward portside of the cockpit, a door accesses the head with electric toilet, hand basin and shower—very smart thinking for a fishing vessel.

ROOM UP TOP
Upstairs, the bridge has a copious amount of space. A hard-top with full roll-up clears offers protection from the elements. An island helm console houses twin Humminbird 1197C GPS fishing systems, Raymarine radar, VHF radio and all other necessary helm instrumentation and controls. The skipper and navigator each sit in upholstered chairs with arm and back rests.
Marine carpet creates a non-slip flooring. Opposing comfortable corner seats with a centrally located Isotherm fridge are located at the front of the bridge.
The vessel seems to be well appointed with rod holders, rod storage and all of the other bells and whistles that you'd expect from a boat this size.


 

Stacer 605 Ocean Runner Review supplied by Modern Boating.

Issue: July 2003
Manufacturer: Stacer

Stacer’s new 6.05m hulls represent a step onto new ground for this innovative Queensland-based aluminium boat builder. For starters, a 6m-plus hull is the largest Stacer yet and this cuddy cabin version is just one of a range of new models based on the hull. But there’s more... The 605 series Stacer now feature a 5mm thick bottom sheet and 3mm topsides — there built like a brick outhouse. This boat was configured for serious offshore fishing and when you think about it that’s also new ground for Stacer. For more than 20 years, Stacer’s smaller fishing boats have proved themselves to be some of the best “barra” type boats around and similar comments have been heaped on their centre consoles, side consoles, runabouts and bow riders.

Yep, Stacer is in the business of being right up there at the pointy end when it comes to fishing. Nevertheless, serious offshore fishing is an area Stacer haven’t previously ventured into. It’s a whole new ball game needing a quite different approach to the inshore and sheltered water boats they’ve been building so well for so long. It must be said that any aluminium boat presented to the bluewater mob must faced the reality of just how well suited to bluewater operation deep-vee fibreglass hulls are. If the softest, driest ride possible is one of your prerequisites when looking for a new offshore fisher, it’s a simple fact that Aussie-built, deep-vee fibreglass offshore fishing boats are some of the best hulls of their type built in the world today.

But having said that, there are many valid reasons why you should think about choosing an aluminium-hulled offshore fisher, because there are certain things that “tin” does better than “glass” and vise versa. With this thought planted firmly in the back of our minds, the Modern Boating team went into this test of Stacer’s latest version of a stretch-formed, variable-deadrise hull they call the EVO. It’s a hull that literally takes on entirely new dimensions from its smaller brethren. As you’d expect, the 605 Ocean Runner falls just short of the best ‘glass hulls in terms of offshore performance. Having said that though, compared to the average moderate deadrise “tinny,” Stacer’s EVO, and in particular this 6.05m version, is way out there in a class all of its own.

So much so that it’s only the better — more expensive — deep-vee fibreglass hulls that clearly outclass it. The 605 Ocean Runner’s hull weighs-in at 750kg, but a 6m-plus tinnie with a 5mm bottom was never going to be a lightweight. But out on the water where it counts, the combination of weight and the flared bottom shape of the EVO Hull gives a ride so much better than the average tinnie we’ll stop calling it one. You may note that the skies in our photographs were far from a sunny and bright blue. In short, the day we tested the Stacer 605 Ocean Runner was what you might call “not a nice day,” at all, so we had ample opportunities to form these opinions.

While sheltering from the pelting rain in the cabin we found that the bunks weren’t really meant for sleeping on, but as a place to shelter from inclement weather they work fine. There are also more padded seats on top of the storage lockers. The windscreen is quite high, high enough to shelter anyone seated on the pair of pedestal-mounted bucket seats behind it quite well. Except when it’s raining cats and dogs that is and the rain’s bouncing off the cabin top and deck all at the same time. Cuddy cabins tend to look a bit “boxy”, but somehow Stacer has worked enough taper in the rise from the bow to the windscreen so it looks reasonably graceful.

There’s a big hatch in the cabin front so you can get at the anchor well and fairlead. It’s also a secure place to handle the ground tackle through in rough water. We were pleased to note a Rotomoulded liner in the anchor well to stop the ground tackle banging around in the hull. Storage is always at a premium in any fishing boat and never more so than for offshore work. The Ocean Runner features plenty of it. The helm and passenger seats — more to the point the short pedestals they are mounted on — sit on a pair of lockers. These can be opened by lifting the lid, or through an opening in the side.

The padded lid also doubles as an extra aftfacing seat when trolling. The Modern Boating team has a track record of not being lovers of the side pockets in some aluminium boats. However, the ones in the 605 are tucked away underneath the side decks where they are out of the way, don’t bruise anyone’s shins and actually end up being quite user friendly. An absolute essential in any offshore fishing boat is unobstructed support for the upper thighs around the main cockpit’s gunwales and transom — this boat’s got it right. There is a basic lounge seat across the transom, which when used as a seat does interfere with unobstructed movement around the cockpit, but it folds quickly out of the way when the seating isn’t required.

Behind the transom lounge the centre section is recessed to allow the motor to be tilted up. This recess doesn’t extend into cockpit space and doesn’t at all compromise leg support. On each side of this there’s a shelf tucked underneath the bulkhead’s covering board which could be used to stow an oil reservoir, or a couple of batteries. Outboard, what looks like a form of swim platform, is what Stacer call their “Modpod”. In effect, it’s a full-width transom extension. Modpods have proved themselves extremely effective on Stacer’s smaller hulls supporting the weight of the heavier four-stroke motors, but they also improve the hull’s general performance by increasing its planing area.

A folding boarding ladder recessed into the portside of the Modpod suggests that this boat would also make a good family day boat. That’s if the male of any given household could be persuaded to give up a day’s fishing to indulge in family boating activities besides fishing. We’re only joking, kids are definitely an essential part of boating where the Modern Boating team comes from. In any terms the Stacer 605 Ocean Runner is an eminently capable offshore fishing boat, which is equally at home in the roll as a family day boat — even if the boat is made from aluminium.

While the Modern Boating test team generally prefer their boats with more power rather than less, the Stacer 605 Ocean Runner proved to be one of the rare beasts we thought would have performed quite satisfactorily with somewhat less power than the 140hp Mariner two-stroke strapped to its transom. Lightly loaded as the boat was during this test, we felt that a 115, or 120hp would have been sufficient. Only those who habitually haul big loads — admittedly your typical offshore fishos does exactly this — would consider more power than that. Of course the softer power delivery of a four-stroke might give a differing perspective to this opinion. Still, a top speed of 38.6 knots at 5500rpm is much more than the average fisho needs, although anyone considering an Ocean Runner with some family skiing in mind might also disagree with that.

Words and Photos by Warren Steptoe

 

Stacer 525 Searunner and 575 Oceanfisher Review supplied by Modern Boating.

Manufacturer: Stacer

Most readers will be aware that the owner of Quintrex boats has purchased Stacer boats. This change of ownership brings about many sweeping changes for Stacer. The biggest of these is the Stacer factory's move from its home base in Victoria to Queensland. But to put the merger into the right perspective, even though the two boat builders now come under the same umbrella - causing some inevitable cross pollination of technology - Stacer and Quintrex will retain entirely separate identities.

Among this cross-pollination is the new Stacer EVO hull, which features a steeper deadrise (deeper-vee) than the moderate-vee aluminium hulls Stacer has coupled with their bottom sheet pressings that double as strakes. Mild stretch forming of the EVO hull adds some variance in the deadrise, but it's not as radical as those that characterises the revolutionary Quintrex Millennium Hulls. But after this test the Modern Boating team rate the new Stacer effort as a considerable success. Without sacrificing any stability at rest the EVO hulled Stacer OceanFisher on test produces a noticeably better ride than a standard aluminium hull.

However, in this joint test only the 5.75m centre console OceanFisher has the EVO hull option. The second test boat, a 5.25m cuddy cabin SeaRunner, has the standard moderate-vee hull. These boats represent two extremely popular alternatives for serious fishing. The centre console is the quintessential sport fishing platform, big enough for offshore work for either reef fishing, lure tossing and trolling well into the small billfish league. On the other hand the cuddy is a neat family day boat more at home on big open estuaries and bays, but still able to sneak in an offshore trip every now and then.

Although it's not quite in the same league as a Quintrex Millennium Hull - and not expected to be - the OceanFisher's EVO hull clearly demonstrates the superior ride characteristics of the two test boats. Around the back of the Jumpinpin bar during this test a strong westerly wind is having its way with the incoming spring tide. But driven within its limits the OceanFisher handles the conditions extremely well.

In the same waters the 5.25m SeaRunner rides like any other standard-shape aluminium hull. It makes you wonder if Stacer, like Quintrex when it first introduced the Millennium hulls, will soon find that everyone wants the new hull and the older design will simply fade away. But apart from the expected limitations of its hull, the SeaRunner is an entirely likeable package. Its cuddy has somewhat boxy lines, but these are a fair trade off between sexy looks and the practicalities of gaining maximum shelter and storage space.

The test SeaRunner is fitted with the optional sports pack. This includes: a fold-away rear lounge with a backrest across the inside of the transom; a Bimini top and clears above the helm area; cushions on the bunks in the cuddy; and a full-width transom extension Stacer call a "Mod Pod". As a family day or fishing boat, the SeaRunner is a ripper. The bunks are too short for an adult to use for more than a bit of a lie down, but are ideal for the ankle biters. A handy commodity when the kids start whingeing "When are we going home Dad?". An infill cushion is an option that increases this bunk space. The rear lounge doesn't encroach on fishing space when folded away and is quickly removed if not required.

The SeaRunner also gets the delicate balancing act between the ratio of cuddy space to cockpit space in this type of boat right. With the Bimini and clears in place the passengers and crew are well protected from the elements, even in bad weather.

At the helm the ergonomics are right. My line of sight through the screen while seated in the comfortable premier bucket seats is good. Standing's not a problem either, because the Bimini has a zip-out panel that gives a clear view over the screen when required. The passenger in the navigator's seat is also looked after with a well-placed grab bar on the cabin roof for use when standing and a footrest to brace against when seated.

Getting out through the hatch in the cuddy cabin to get at the anchor is easy and secure. Access is so good it is virtually as easy to set the anchor in the cuddy cabin boat as it is in the centre console version. Carpet lining the roof inside the cuddy cabin keeps the usual noise from a metal hull under control, while side windows keep the cabin area well lit. All in all a complete, civilised and comfortable package, well capable of providing the kind of no-hassle family fun that attracts people to boating. The Stacer 525 can also back up for some serious fishing when required, something the Modern Boating team liked a lot.

But there was one thing we weren't too keen on in both boats. The storage pockets along each side of the cockpit are way too wide. They intrude into cockpit space too much and we keep hitting our shins on them. The team wonders why Stacer build these side pockets like this? It's so much at odds with the otherwise well thought out layouts of both boats. But the word is Stacer dealers specifically requested the dimensions of these side pockets. This leaves us questioning the dealers' motives. Apart from this - you can order a Stacer without the big side pockets - the centre console OceanFisher is every bit as likeable as the cuddy.

Most of this team are centre console lovers and this well laid out boat warms the cockles of our collective hearts - except in cold and wet conditions that is. The OceanFisher offers good leg support all around the boat. But there is some compromise in the bow area, where the chines move your toes inside the line of your upper leg. Across the inside of the transom is the shelf supporting the battery and oil bottle. This also hinders leg support, but the arrangement isn't that much of a problem.

With the popularity of four-strokes still on the increase the Mod Pod extended transom - both test boats have this feature - is another plus. A Mod Pod easily supports the extra weight of four-stroke motors, while contributing to the hull's planing area. This gives both boats a level attitude even at low speed and allows for the addition of the battery/oil bottle shelf. You can also get your toes under this shelf for improved leg support.

The big drawcard for centre consoles is the ability to walk 360 degrees around the boat. In reality few allow an angler to fish from every part of the boat - but the OceanFisher does. In front of the console the deck rises 100mm and a big hatch accesses the large storage space underneath. This is semi-wet storage for items such as life jackets and spray jackets, which are not damaged by a little water. The console is big and wide with a folding upper section to aid garage storage. But there's still ample space to mount the usual complement of sounder and GPS.

On the test boat an optional clip-on cover keeps the inside of the console completely dry. The helm seat consists of a big icebox with a padded lid. As layouts go the Stacer 575 OceanFisher is an excellent example of how a centre console should be set up.

In the performance stakes, the Stacer 525 SeaRunner, fitted with a 90hp and 17" aluminium prop, planes at 8 knots pulling 2400rpm. She cruises at 17 knots doing 3200rpm and has a top speed of 32.5 knots at 5300rpm. The OceanFisher has an 115hp mounted on the transom and runs a Vengeance 16" stainless steel prop. This gives the boat a minimum planing speed 7 knots at 2000rpm, while she cruises at 16 knots pulling 3200rpm. Top speed is 34.2 knots at 5400rpm.

Prices for the SeaRunner start at $26,000, while the OceanRunner cost around $28,500.

Engine Room
Fitted with a 115hp Mercury two-stroke, the OceanFisher was more than amply powered. Some prospective owners, especially those who habitually travel light, might consider less power. My guess is that 575 would work nicely with a 90-plus horsepower four-stroke, although the factory recommendation is for 115hp.

Out on the water the two-stroke 115hp comes up against the rev limiter at more than 34 knots, which is faster than most of us who fish need to go. A bigger prop sounds like the order of the day, although it would probably go even quicker. The cuddy cab SeaRunner ran a 90hp two-stroke Mercury. The 525 also felt like a bigger prop would be worth trying.

Factory recommended power for the 525 SeaRunner is 90hp. With the extra weight and windage over the centre console on the test day it proved about right.

Story & Photos by Warren Steptoe
 

Stacer 475 Nomad Review supplied by Modern Boating.

Issue: June 2003
Manufacturer: Stacer

The concept of the Stacer 475 Nomad originated in the Top End where barra fishers needed to combine a lure-casting platform for creek fishing with a comfortable hull happy to cross open water. While boats like this tend not to be catgegorised (unlike the barra boat tag attached to pointy punts) the marriage of raised fore and aft casting decks with a conventional dinghy-style hull works well. It works so well that it is now offered by just about every aluminium boat builder in the country, plus a couple of fibreglass boat builders.

Few of them, however, do it as well as Stacer with the 4.75m Nomad. Most of this boat’s peers have conventional moderate-vee aluminium hulls; the 475 Nomad goes one better by having a stretchformed variable-deadrise hull Stacer call the EVO. We’ll come back to that. The 475 Nomad also has what Stacer call a Mod Pod, which, though not quite unique, is a little different from most of its imitators. It is a full-width extension of the hull’s bottom sheet and is nothing like the pods of a few years ago where the motor sat on a smaller pod projecting from the transom.

The Mod Pod has several advantages including increased planing area, which helps the hull trim better, and more surface area, which helps the hull support heavy motors (such as four-strokes). It also enhances static stability, but perhaps the prime advantage of the transom seen here is that it does away with an engine well. Originally these boats were tiller-steered so there had to be a cutout in front of the motor (which raised concerns in a following sea) and the powerhead intruded into the boat’s interior where it interfered with fishing space.

The only drawback of the transom arrangement seen in the Nomad 475 is that the motor has to be remote-steered and throttle and gearshift operated remotely too. So you need a steering wheel, mounted in this case on a small side console, and a remotecontrol box, mounted onto the side deck. Like all things, there are pluses and minuses. Although remote controls are more expensive than tiller steering the expense is minimised by a side console as opposed to a centre console; cabling is shorter and its route to the motor simplified.

Theoretically a side console interferes with internal movement around the boat more than a centre console would, but a small console like the one here has little effect. An obvious downside is that when fishing solo the boat will lean one way all the time. But people who fish tend to operate in pairs, so that is not such a problem. The EVO and Mod Pod amount to a great package. We at Modern Boating have tested many different-sized EVO Stacers and all of them rode softer and brought much less spray aboard than the average tinnie. For use on big dams, big estuaries and middling-sized bays there is not much that will faze the 475 Nomad.

On big bays though, like the open parts of Moreton and Hervey Bays, it will become progressively more uncomfortable once wind speeds pass 10 knots. The song remains the same for inshore waters but, given reasonable weather, big bay and inshore fishing are feasible. And that covers an awesome amount of fishing water in this fair land of ours. The Nomad’s layout is eminently suited to lure and fly casting although the aft casting deck, greatly appreciated when casting lures at snag piles up a creek somewhere, will not be as good at open-water trolling. Someday someone will come up with an aft casting deck that can be taken off and left at home. This one’s not too bad, it’s just that some may prefer a cockpit in the stern instead of the raised deck.

What do we think? It would depend on where we lived. That’s about the only complaint there is about the interior of the Nomad. Beneath the stern casting deck is a plumbed livewell and the rest of the underdeck space is accessible for stowage. Hidden beneath the covering board, between the carpeted deck and the transom, is a small out of the way shelf, which, in our test boat, held a battery box. Our two-stroke outboard had an integral oil reservoir so there was no oil bottle on the opposing side, although there was room for one.

From the aft casting deck to the bow, the lower deck is dead flat and uncluttered. There is only a selection of mountings for the pair of pedestal seats and the side of the console, none of which we found to get in the way while fishing. The forward casting deck has two separate storage compartments beneath and there is a separate anchor well up on the foredeck. The the back of fish finders on the convenient flat top of the console behind the screen. All-in-all, a VERY workable place from which to fish. Our test boat was powered by a Mariner Bigfoot two-stroke outboard which at 60hp was between the hull’s rated maximum of 75hp and the factory recommendation of 50.

We recorded a top speed of 29.6 knots, or about 55km/h, pretty quick for a fishing boat. With tackle boxes and an icebox on board the lively performance with the 60hp two-stroke should be moderated somewhat. Our feeling is that a 60hp four-stroke outboard would be about perfect power. A lot of fishos would agree with the factory recommendation of 50 if using a punchy two- stroke. Only those crazies in the Top End, who travel 60km down the Daly River carrying a big icebox and half a tackle shop and plan to waste no time doing so, would think of opting for the 75hp max.

Words and Photos by Warren Steptoe

Stacer 475 Easyrider Review supplied by Modern Boating.

Manufacturer: Stacer

The introduction by Quintrex of their Freedom Sport models — a sporty bowrider that quickly converts into a lure/fly-casting platform — had a profound effect on the boating industry, if the number of its imitators is any measure to judge by. And Quintrex’s sister company Stacer’s EasyRider line also follow the Freedom Sport concept.

Stacer are going to scowl at us for mentioning Quintrex and Stacer in the same boat test, but the facts are that the two brands belong to the same parent company. And there’s no denying the often-evident “cross pollination” between the two.

There are obvious similarities and it’s ridiculous to try and turn a blind eye to them. But at the same time, Stacer do remain an entirely separate identity within the parent company and their boats do tend to have a quite different character. Far from being just a re-badged Quintrex, the Stacer EasyRiders should get due recognition for their own merits.

First, there’s what Stacer call their EVO Hull. An EVO Hull has a variable deadrise bottom, which (alright, alright) borrows Quintrex stretch forming technology to create superior ride characteristics — when compared to traditional tinnies.

They are hulls like Stacer used to have before they introduced EVO and the hulls most of their competitors still have. In the market sector Stacer occupy, the EVO Hull alone makes them standout. The EVO Hull is a noticeable and definite improvement over its peers, with the singular exception of the more sophisticated (and generally more expensive) Quintrex Millennium Hull. We tested the Easy Rider in the Jumpinpin area between Brisbane and the Gold Coast, where it handled a fairly unfriendly day without any fuss at all.

Over a moderate wind chop, its ride was indeed remarkably soft and dry. At the time we were using another Stacer — a model without the EVO Hull, in other words a hull very similar to its competitors — as a camera platform and the lack of bumps, bangs and spray in the EVO version quickly proved very evident.

Put a couple of friends on the aft lounge, or in the bowrider seats, and head off for a day’s cruisin’ about and the 475 EasyRider is a dry, comfy vessel. It’s completely at home on big estuaries and reasonably sheltered bays, which is where most boating is done around here.
It’s no ski racer, but she will stand a bit of throwing about towing wake toys and so on. Smelly old fishos (their Macrae and Steptoe’s mates) might want to go fishing, but fishermen don’t rule the world, I must admit, however begrudgingly, that there’s more fun to be had in a boat than just fishing out of it.

In a proverbial nutshell, this is exactly why the Freedom Sport concept is the runaway success that it is. And after a few hours in it, we’re happy to report that a Stacer 475 EasyRider is an excellent rendition of the theme. As a cruise about family fun boat it handles like precious few aluminium hulls ever have and as a fishing boat, it also deserves an even closer look.

For those who have been asleep for the past few years, like the Freedom Sport, the 475 EasyRider’s bow seating lifts out and an infill drops into place to convert the area forward of the windscreen into a casting deck. There’s also an aft lounge, which can be removed from the boat and left at home to convert the cockpit into a fairly serviceable fishing workshop.

The backrest cushions in both bow and stern lounges are a little rudimentary although they are there, unlike some of her competitors. On the other hand the backrests don’t get in the way at all when the lounges are at home in the garage and the boat is in full on fishing mode.

Seating immediately behind the windscreen for the driver and navigator is in a pair of well-upholstered bucket seats. There’s ample room to walk between them when moving around the boat. With the centre of the screen and the little door between the bow and centre section closed and with the (optional) canopy fitted the helm seating was quite well protected from the elements. Two people seated here are just aft of centre where their weight is most beneficial, or more correctly has the least negative effects. However you describe it, it’s a good ride.

The canopy will be a very popular option in this boat, so much so it’s difficult to imagine anyone doing without one. It shades the cockpit effectively and can be folded up into a compact bundle amidships, although when fishing, it will get in the way. Four screws hold the canopy in place, so it only takes a few minutes to remove it work to leave it at home, so this need not be too much of a problem.

About the only thing we were less than impressed with about the cockpit was the standard type side pockets. We always comment about these, but the Stacer guys tell us their dealers insist on them. Stacer boats can be ordered without them if anyone out there agrees with us.

That tow bar seen on the aft covering board of our test boat is another interesting option. When not in use for towing, a very useful fishing bench drops into place and in keeping with the convertible concept at work here, converts it to a bait cutting board.

Another option the Modern Boating team would also take Stacer up on is the folding boarding ladder mounted out on the transom. Once folded down into place this makes getting into the water or onto a beach a breeze. The 475 EasyRider also has what Stacer call a Mod Pod transom. As you can see in our pics, this mounts the outboard aft of a full height bulkhead.

There are any number of positive effects of this arrangement including the way it supports the added weight of four-stroke motors and in the way it acts like a big built in trim tab. It is a full width motor pod extension of the bottom sheet. It increases the hull’s planing area and generally contributes to the boat’s level attitude when running and transiting from displacement speeds to planing.

To park a 475 EasyRider in your driveway will set you back around $24,990, which represents pretty good value for money.

Engine Room
It’s a fair bet that a lot of 475 EasyRiders are going to wear four-stroke motors. Fishos have adopted four-strokes like no other segment of boating. And as the various outboard companies present us with second generation four-strokes that are even better, even more people won’t be mixing oil with the fuel anymore. However, the test 475 EasyRider ran a traditional two-stroke (a 75hp Mercury) giving this boat plenty of sting in its tail.

Because the Stacer people are also the Quintrex people, we did hark back to a 475 Freedom Sport, powered by a 60hp four-stroke we tested some months back. It was a beautiful match to that (similar size and weight) hull and we all agreed it would serve equally as well on this one.

As we tested it, the 475 EasyRider/75hp two-stroke Mercury combination got out of the water very easily and (as you might expect with 75hp being the maximum power rating for this hull) ran quickly up to a top speed of 33.6 knots.

With impressive acceleration from zero to WOT and the low, legs stretched out, driving position behind a thick-rimmed wheel, this boat had a very “sports car” feel about it.

Story & Photos by Warren Steptoe


 

Stacer 420 and 435 Barra Boats Review supplied by Modern Boating.

Issue: January 2003
Manufacturer: Stacer

When it comes to fishing boats there's a case to be argued for keeping things simple. Especially when it comes to issues such as should I spend more bucks to get remote steering, a bigger motor and a better riding hull? Or should I go for a simpler/cheaper, boat/motor and put the dollars into tackle, an electric motor and a top-of-the-line sounder?

The two Stacer "Barra" boats tested here are a case in point. There's little argument, given the extra dollars involved aren't a problem, that the larger, more sophisticated (and obviously more expensive,) 435 Barra Elite is a more comfortable boat. But "better" is another question entirely.

The fact is a 435 Barra Elite is not going to catch you more fish than the smaller, simpler and less expensive 420 ProLine Angler.

Apart from the Elite's extra 15cm of hull length, the most dramatic differences between the two hulls is that the 4.2m Stacer is what we all recognise as a basic barra-punt type hull. The 4.35m boat on the other hand has what Stacer call their EVO hull.

Stacer's EVO hull has been stretch-formed to introduce a varying deadrise angle. This begins right at the bow where the entry is quite fine and carries through to the transom to form a distinct gull-wing shape at the transom.

On the day we tested both boats side by side at Jumpinpin, the differences in ride quality were obvious. The EVO hulled boat's entry sliced the water easily, while the water deflected off the undersides of the hull was forced down to cushion the ride. Compared to the smaller boat it was a remarkably softer and drier ride.

So the EVO hull has a better ride, there's no argument about that point, but do you need a better ride on the water you fish?

For reasonably sheltered water such as rivers and smaller lakes, the ride of the standard hulled boat is perfectly adequate.

Inside the two boats are similar. Both have raised casting decks forward and aft with a flat, uncluttered deck between.

There's ample storage space under hatches in the space provided by raising the casting areas. The 420 has a single hatch across the bow with twin hatches behind that.

The 435 has a divided anchor well on a slightly higher level right in the bow, with a large single hatch aft of that. There's a roto-moulded insert in both boats to deaden the noise of ground tackle banging against the metal hull.

Aft, the Barra Elite's casting platform conceals a live-well and a fuel tank rack — the cheaper boat lacked this. Do you need a live-well? I don't, but some do.

The Stacer 435 Barra Elite was equipped with a 50lt underfloor fuel tank. That's a pair of portable "tote" tanks under the aft casting deck in the other boat.

Both of the test boats here were fitted with electric start motors. But when you add a battery to the 420, you lose the ability to carry a second tank behind the helm seat. Is underfloor fuel and a tank twice the size of the average tote tank an advantage? For some, yes, but not for all.

In both cases pedestal-mounted bucket seats are fitted to the boats. However, the team had a minor criticism with both boats; the seating is mounted extremely low. Another difference is that the Barra Elite has a side console, while the ProLine Angler retains tiller steering.

It should be pointed out that the side console is an extra cost option in the Barra Elite model, which is also available with tiller steer.


If the intended usage involves driving long distances the option is a worthwhile one. Driving seated at a steering wheel is far more comfortable for extended periods than putting up with the relatively unnatural position imposed by tiller steering.

On the other hand, the writer for example doesn't spend extended periods at the helm and does do lots of technical trolling work where the instantaneous and direct control of a tiller is a decisive asset.

The canopy fitted to the test 435 Barra Elite was not designed for serious fishing and it would be a nightmare to fish, or should I say try to fish, from a boat with this canopy on. People do fit them though, particularly in the north where you can never be too sun conscious these days. But surely it wouldn't be difficult to fit a canopy that quickly folded down onto either the bow or stern casting platforms to keep it out of the way.

In terms of power, both boats were fitted with electric start four-strokes. A 50hp Honda on the 435 and a 40hp Yamaha on the 420. While both engines were exceptionally smooth, quiet power plants, there's going to be a lot more dollars left in the kitty by opting for a cheaper motor in either case.

In straight dollar terms there's a yawning chasm between a 25hp pull start two-stroke and a remote steer, electric start, power trim and tilt, 50hp four-stroke, whatever colour they're painted.

To put that into the correct perspective a basic 420 ProLine Angler, set out like the test boat and powered by a pull start 25hp will come in at around $9,000. Adding a four-stroke could add the best part of another couple of grand to that. An electric motor and a quality sounder another couple.

But at $14,000 we're still under low end bidding for a Barra Elite, which begins in the low 15s. At 18 to 19 grand, a 435 Barra Elite tricked out like our test boat about doubles the basic price for a 420 ProLine. And that's without a sounder or electric. Somewhere between the two is where most of us would go. What an interesting choice!

Engine Room
The 420 with 40hp on its blunt end was a bit "toey". We felt the hull would be better served by a 25 or 30hp motor. The Yamaha 40 was otherwise user friendly with power trim and tilt and a long tiller arm to tame the beast considerably.

We recorded a top speed of 28.5 knots, which doesn't reflect how overpowered this boat felt. We were concerned that an inexperienced person might find it a little hard to handle. We had a few anxious moments ourselves until accustomed to how reactive the boat was.

The 50hp Honda on the other hand matched the 435 Barra Elite beautifully. Honda's 50 has been around a long time and is a well tried and thoroughly proven performer.

By comparison to some of the 50 four-strokes around now, the Honda is compact and lightweight, partly because it is actually smaller than some both physically and in capacity.

Although in some opinions it lacks the outright grunt of some of the later generation 50 four-strokes, on this hull it was as sweet as a nut and produced a top speed of 28 knots.

Story & Photos by Warren Steptoe
 

Stacer Barra Pro 519 Review supplied by Modern Boating.

WORDS + PHOTOS:
WARREN STEPTOE
Better barra bagger
Stacer have created a new range of sportsfishers to finally stop Warren Steptoe complaining.

After harping on about lack of rod storage in Aussie-built fishing boats, it's with some satisfaction I note the (optional) rod racks and (optional) fully lockable rod locker available in Stacer's latest Barra Pro models. This is probably the most exciting new sportfisher I've seen recently. Please ignore this boat being a "tinny", it handles very well indeed and is a lot of fun to play around in.

There are three new Stacer Barra Pros, a 4.6m 459, a 4.9m 489, and the flagship seen here, the 5.2m 519. The latest hull is clearly reminiscent of past Hornets, thanks to a new stretch-formed bottom. Racing around the open estuary between the Gold Coast and the 'Pin showed the Barra Pro hull rode at least as softly as any of its type; and much better than most. Even if pushed well past where fishing boats should go, it remained predictable and was simply heaps of fun! The 43-knot top speed the 115hp EFI four-stroke Mercury provided is probably excessive (but was great fun too.)

Room for rods
There are two versions of storage on Stacer's options list, the "lockable locker" seen here, and a simpler open "rack". Good as they are, there is room for improvement. They leave your reels rattling against an unprotected metal surface, and because they are shallow, rods can fall out when the Velcro retainers are released. Neither of these issues will take much fixing.

The new rack/lockers are also a little short for fly and other longer rods, although Stacer's R&D people were already onto that, and there's ample room beneath the bow casting deck to cure this. Despite these minor criticisms, I'm really happy about the new Barra Pros' rod storage. We can now anticipate that competitors will follow Stacer's initiative.
Now, before getting away from the number of rods we all expect to take fishing these days, we find some more rod storage in a vertical rack across the front of an all-new console. Four rods rack vertically here in an immediately accessible position. It means that with two people fishing, an ideal number in my opinion, there's an immediate choice between two ready to go outfits each. Which is exactly what you need. Other rods in the horizontal rack/locker are mere seconds away too. Love it!
The rigged rod storage in the new Stacer Barra Pros is a significant, even historic step in the right direction.


Comfy console
Another regular complaint of mine about boats of this type is that it's uncomfortable to stand at the helm (to negotiate situations where you need to stand at the wheel to see what you're doing — not to mention to avoid hitting things.) Again, the new Barra Pro console has my complaint well in hand with a substantial grab bar set about right for someone my height (170cm) at least. A neat looking new steering wheel adds good looks to a great side console. Stacer's new transom arrangement for the Barra Pro models is one of the best I've ever seen. It makes the whole transom area neat and tidy, and intrudes hardly at all on aft casting deck space. Once again, well done Stacer! And there's more, the bow casting deck too is well proportioned. And all of the casting deck hatches have piano hinges — so no more stubbed toes — leaving me wearing a broad smile still.

Fuss free fish pit
Under the aft deck there's a (central) 70lt-plumbed live well (standard in Barra Pros) and batteries. Oil bottles are taken care of in separate lockers each side. I'm still dreaming about an onboard icebox and one look at the livewell had me imagining it'd be a perfect icebox if only it was insulated. But then I don't use bait, let alone live bait. Under the bow deck there's a total of four stowage lockers, paired anchor wells right in the bows, and behind them is a largish locker actually big enough to use as a fish pit. Yes, somewhere to put a fish if you bring it onboard, and that's without painting blood and slime all over the nicely carpeted deck. So yet another pat on the back for Stacer for shutting Steptoe up about one of his eternal, or is that perennial whinges. Sorry though, the fish pit would be better if it drained overboard instead of into the bilge, because overboard is where that messy stuff belongs.
Mounting a bow mount electric motor is taken care of in Stacer's options list. A 75lt underfloor fuel tank (with gauge) is supplied with the 519 model tested. Smaller Barra Pro models get 65lt tanks. Seating is arranged to balance best with two aboard, and once again I must note with approval that the passenger seat can be shifted into a forward spigot and then faced aft for trolling. Finally, praise is due the new pressed sides, which I thought completed one of the most exciting new sportfishers we've seen in a long time. I guess I don't need to tell you I liked it very much.


 

Stabicraft 609 HT Review supplied by Modern Boating.

Issue: April 2004

What’s red, made of aluminium and flies across the water at more than 32 knots? The Stabicraft 609HT, that’s what. Recently, I took time away from my Modern Fishing computer and spent a day on the water at Batemans Bay putting Stabicraft’s latest offering — the 609HT (hard top) — through its paces with Modern Boating’s Ian Macrae, and Rob Hooke from Adventure Marine. The test boat was a beast of a machine with a towing weight of approximately 1300kg. It was powered by a 1.7lt turbo-charged diesel Cummins/Mercury that generated 120hp driving through a MerCruiser Alpha I leg and spinning a 20” prop.

The turbo diesel had more than enough grunt to push the 609 along at a fair pace and the power delivery through the whole rev range was good. The inboard’s engine box did intrude into the cockpit and certainly cuts down on floor space. But there was still plenty of room on either side of the motor to fish, even if you would have to climb over the engine box if a fish was to dive at the transom and try to cut you off. But even with big outboards you’d still have a problem getting around the engines.

The 120hp turbo diesel was a little loud when it was working hard, but not unbearable and the fuel economy that the motor provides more than makes up for this. Incidentally, the new owners of the boat we tested have reported an average of 5.5lt per hour after 15 hours of use. Sound proofing the motor cover was another option not included on the test boat, but from what Rob told us, it makes all the difference in the sound department. Out on the water the Modern Fishing GPS clocked the big 609HT at 11.6 knots at 2500rpm, 17.8 knots at 3000 rpm, 22 knots at 3500rpm, 27 knots at 4000 rpm and just under 32 knots _ at out. These speeds were recorded on flat water, but the Stabicraft also handled well when we took it out over the bar.

I was expecting a tinnie this size to bash and crash it’s way through the chop, but the Stabicraft hull really does surprise you with the way it cushions every landing. The Stabicraft’s rigid pontoon-style hull design offers positive buoyancy, excellent stability and makes the hull virtually unsinkable. The pontoon has five sealed chambers. Starting from the portside transom, the first sealed chamber runs to just forward of the helm. The next sealed chamber runs to about a metre short of the bowsprit. The third chamber curves around the bow to the same position on the opposite side. Then, the two chambers mirror the spacing on the port side.

The design of the pontoon hull creates a cushion of water and air under the hull and when we crossed the bar it really showed. The soft landings and easy handling of the boat was truly impressive. And it really dug in on the turns with no cavitation. Not that I recommend it, but we actually stopped the boat in the middle of the bar and just let it float through into the calm of the river. The hull’s positive buoyancy makes this boat virtually unsinkable, even when it’s flooded. But even though one of these hulls “undamaged” won’t sink, it can still be rolled in a big sea and its occupants can be thrown out. And that’s when the trouble starts.

So, no matter how much faith you have in a boat’s handling, all river bars including calm ones, demand your respect. The heavy-duty welding and general finish of the boat were consistent with the kind of quality and tough-as-nails build that we have come to expect from Stabicraft. Looking around the boat, access to the bow is via a hatch in the cabin, or via the gunwale around the cabin. The gunwale had non-slip grip matting fixed to it, which gave you a sure footing. There is a grab rail on the cabin roof that assists in making this journey and it gives you the confidence that you are not going for an unexpected swim.

The easy (and safest) way is to go through the cabin hatch. Reaching from the hatch to handle the anchor is a bit of a stretch and your back would probably be better off if you left the anchor resting on the bowsprit instead of wrestling from the anchor locker every time you want to drop the pick. Better still, let your mate to do the anchor duties. The cabin has a reasonable amount of room for storage, or if you want to curl up (literally) for a nap, you could. But if there were two tired anglers in there at the same time, things would be very cosy though.

There is room to add a marine toilet for the ladies, but it could get a bit cramped by the time you put a big icebox and a few other bits and pieces in the cabin. Access to the cabin is through the helm area. The windscreen and side windows offer excellent shelter from the elements in the helm area. This is an extremely dry boat. If you get wet in the helm area, then you must have spilt your drink. The large windscreen is tinted and has a wiper for clear vision in ordinary weather. The side windows slide open to let the breeze in. The roof above the helm is high and provides more than enough headroom for the skipper. Plus, there are enough grab bars where you need them.

As you would expect, the helm has a full set of instruments, a 27-meg radio and a CD stereo. The dash also has plenty of room for a full electronics suite. Helm seating in the Stabicraft 609HT is entirely up to the purchaser. The test boat had one pedestal seat and a king/queen seat for the navigator. The position of the skipper’s seat allowed the driver to stand while underway if they wished. There was also a footrest for added comfort while sitting. As an option, it would be worth considering changing the king and queen passenger seat for a split-lid icebox with a short pedestal seat mounted on top. Now for the important stuff - how would the 609HT .fish?

The Stabicraft 609HT’s selfdraining deck is a very workable space for .fishing. Despite the inboard set-up sacrificing floor space there is still plenty of room for a small group to spread out and bottom bounce the night away. Plus, the sides were high enough to get some purchase against when you’re slugging it out with a monster fish. You could mount a suitable bait board, or something similar on the engine cover to utilise it as a workspace for preparing baits, rigs, berley, etc. There was enough storage in the side pockets to store a gaff, tag pole and the other odds and ends that we like to have at our fingertips when fishing. The test boat had a spotlight, cockpit and cabin light and a LED soft light, which would all aid fishing at night.

The only thing I thought was missing was an under floor fish box. For rod storage I would attach a set of rocket launchers on the cabin roof. There were no outriggers fitted, but these could be easily attached. The rear swim ladder and grab rail make access via the transom easy for swimmers and adds another dimension to this boat, because it can double as a family cruising boat. The Stabicraft 609HT comes at a price. But for a no-nonsense, tough-as-nails fishing boat that rides like a dream and loves a bit of rough water, you get what you pay for.

Words by Daniel Tillack and Photos by Ian Macrae
 

Stabicraft 533XR and 643HT Review supplied by Modern Boating.

Issue: April 2002

Kiwi boat builders refer to these latest Stabicraft vessels as generation two boats. Why? Because the sponsons, which form the sides of the hull are now precision extrusions that replace the previous generation's rolled metalwork. This makes these sponsons higher and slimmer. These higher sides give better internal leg support to anglers when playing a fish, while the sponsons being narrower create more internal beam. There's also less reach over the gunwales to the water.

But there's no avoiding a Stabicraft's, er, odd - some even say ugly duckling - looks, which prompts the obvious question. What do these boats have to offer? In a word; safety. Each of those straight lines you can see in the Stabicraft sponsons is a separate compartment. Hole one and there are plenty of others to keep the boat afloat. If you somehow manage to flood the boat with water - like all the other inflatables they resemble - a Stabicraft stays upright. You can remain safely inside the boat.

But with a name like Stabicraft you'd expect these boats to be stable and they are. Once one of those fat sponsons leans onto the water that's as far as it goes regardless of how much weight is pressing it down - within reason of course.

So what about the Stabicraft's rough water handling abilities? Well, on the inside of those big sponsons are angled bottom sheets. Stabicrafts have steep deadrise angles, which combine the characteristics of a rubber duckie with those of a deep-vee hull. These boats are now known as rigid inflatables, which is a reasonable description of how they look even if the words are is contradictory.

Another development of the Stabicraft generation two hulls is the reworking of the shoulders - where the bottom sheets meet the sponsons. These deflect water even better than those on the original models, making noticeable improvements to the softness and dryness of the ride in rough water.

But even with these subtle refinements both the generation two test boats remain undeniably industrial-grade. The checker-plate decks soon persuade us habitually barefoot Queenslanders that shoes are a good idea after all and the boats are quite Spartan in layout.

Of the two boats, the larger 643 - LOA 6.4m - is the more refined boat. It's bigger, better and more expensive than its smaller brother. Stabicraft call this model a hardtop, because of its neat fibreglass/aluminium cabin and upgraded helm enclosure.

Carpet lining the inside of the cabin keeps running noise levels down when underway, but because Stabicraft have metal hulls there is always going to be a certain amount of running noise generated. These running noises are made even more noticeable in the hardtop, because of the lack of noise emanating from the big 130hp Honda four-stroke outboard mounted on the transom.

The 643HT also protects its occupants from the weather exceptionally well. The extensive areas of glass ensure clear 360-degree vision from the helm station, while a big windscreen wiper, centrally located on the plate-glass screen, ensures the skipper can always see ahead.

There are grab bars where both driver and passenger need them, while the helm is at the right height and angle to make it comfortable to drive this boat from either the seated or standing position.

These boats are built in New Zealand and parts of that country are affected by the Roaring Forties trade winds, something the designers took into consideration. It's plain to see they intended to keep the boat's occupants dry no matter what. I have to say that I can't remember too many boats of any size that sheltered you from the elements as well as this one does.

But during warmer weather the main cockpit is also well ventilated. Large side windows slide back to allow a cooling airflow through the helm area when required. Fixed side windows are available in NZ, but aren't brought over here because our Aussie climate is too hot.

The bunks in the 643HT's cabin are big enough to stretch out on for a few hours kip. There's also plenty of storage spaces under these bunks. More storage space is provided in the metal boxes the moulded-plastic skipper and navigator's bucket seats are mounted on. Smaller items can be placed in the long cockpit side pockets above the sealed sections of the sponsons and in various possies beside the seats.


From a fisherman's perspective, having sealed sponsons prevents your toes from going under the gunwales for support when leaning against the cockpit sides, but the sides are high enough to give plenty of support to the legs. Aft, a pipe construction set on the transom of both vessels has a bait board fitted to it. The 643 has a folding ladder on the transom and a rod storage/aerial mounting on a bar across the aft end of the hardtop.

Getting out to the ground tackle in the foredeck anchor well of both boats proved surprisingly easy through big hatches located in the cabin roof. Plus, sensibly sited grab bars and the narrow recessed side decks on the 643, make it possible to go forward around the superstructure with some security. Both boats have self-draining cockpits with tubular rubber flaps to prevent water running back into the cockpit. It's an old fashioned arrangement, but it works effectively nonetheless.

The smaller test boat is the XR model, which denotes a runabout configuration. The foredeck is high enough to make it somewhere between a runabout and a cuddy cabin to my eye. Overall, the smaller Stabicraft tested was considerably more utilitarian than the 643 hardtop.

The 533XR has a wrap-around acrylic windscreen with a metal rod storing/aerial mounting Targa bar supporting a soft top. A set of removable clears fitted to the 533 between the screen and soft top shelters the helm area. Not having the carpet cabin lining does make this a much noisier boat than the 643 over the water. But like the 130hp on the bigger boat, the 90hp Honda mounted on the 533 is far more impressive for the noise it doesn't make than the noise it does.

Bow access on the 533 isn't up to the standard set by the 643, because not having a hardtop to mount grab rails on makes any external ventures forward more difficult. There is less storage in the smaller boat, but using plastic tubs under the foredeck would be how most will get around this one. It's not a bad arrangement anyway.

The 533's cockpit and passenger accommodation is a smaller version in the same practical vein as that of the 643. But unlike the 643 - the outboard's mounted on a small pod - the 533's motor is bolted straight onto the transom.

Walking up to a Stabicraft there's no avoiding that initial visual step back most seem to take. Yet on closer inspection I find my first reaction fades into acceptance. It will never win a beauty pageant but we should still appreciate a Stabicraft's safety and handling abilities. Anyone remember what happened to the ugly duckling?

The test boat's prices are $31,550 the smaller boat and $57,540 for the 643HT. For further information call Leisure Marine (07) 3245 5111 or 1800 178 224.

Engine Room
Both the Honda 130hp on the 643HT and 90hp fitted to the 533XR are extremely quiet engines. It's often the case that still air in enclosed areas of metal hulls, like the 643HT's in particular, seem to gather and magnify sound levels at speed. That didn't happen with either motor during these tests.

The engine's performance is also a lot better than some expect from four-strokes. The 643HT slips onto the plane at seven knots, cruises along comfortably at 23 knots with the engine purring at 3500rpm. Flat out over the wind chop the 643 hit 33 knots.

The 533 could have run a bigger propeller than the 17" prop fitted, because it was on the rev limiter with the throttle wide open. But it still managed around 29 knots when eased back to 6000rpm.

Both boats handled well with those big silver cowled Hondas strapped to their backs. It makes me wonder about the commonly offered opinion that four-strokes lack the grunt of their two-stroke equivalents.

Story & Photos by Warren Steptoe
 

Spirited 380 Review supplied by Modern Boating.

In the spirit

WORDS + PHOTOS:
BARRY TRANTER

DIY sailing doesn't get much better than this...

In the 1960s, Arthur Piver and James Wharram showed people how to nail together plywood sheets to create trimarans and catamarans that could be built for peanuts and sailed across oceans. I think it was Wharram who said that anyone who could build a kitchen cupboard could build one of his cats.
The multi-hullers of the day were rugged individualists at heart. They were often poor, so the idea of DIY ocean voyaging fell on fertile ground.
Even in this age of composite construction, multi-hullers still like to build their own boats. But times have changed; people are richer than they used to be. Potential sailors these days may have neither the time nor the inclination to build their own boat and they may well have the money to buy ready-made.

Red hot deal
Young NSW designer Craig Schionning operates both sides of the street. He has pitched his Spirited 380 design at the home builder by offering pre-cut kits that reduce the amount of work. "We help as much as we can," he says. "And we keep our ear to the ground and may even be able to find customers a shed.
"We can help with buying the rig and the sails, the big-ticket items, and we have a red-hot deal with the Nanni diesels."
But he will also recommend a builder. Stallion Marine at Yandina on the Sunshine Coast puts out what he calls 'a nice semi-production 380'. He also has a selection of good builders in different areas if locality is an issue. The multi-hull fraternity know 'who' they can trust to deliver a light, sound structure. The prices quoted here for the completed boat are from Stallion Marine.

Because each boat is essentially a one-off, there is room for a certain amount of customising.
Craig chose the size of the 380 (38ft, 11.7m) very carefully. He considers it an ideal compromise between cost, seaworthiness, performance, ease of handling, and all the other factors, which generate ulcers for yacht designers.
He doesn't want to do a wide range of yachts. The 380 ("a big 38-footer", he says) was conceived as a light performance cruiser with comfortable accommodation, a handy size and enough sail for good performance. Craig is designing a more sedate cruising rig for, he says, "someone your age or older who is more into cruising".
My age? Sigh.
THE KIT
All the bulkheads and hull panels are router-cut from flat panels of Duflex end-grain balsa. The boat is built the right-way up because the kit includes pre-moulded hull bottoms and gunwale components. You set up your hull mouldings, the bulkheads slot in, the chamfer and bridge deck panels are offered up, the gunwale mouldings go on then you can start applying the flat panels which form skin and deck. The designer suggests leaving off the hulls' outer skins for easy access during the fit-out.
The Duflex panels are pre-glassed with the flush 'Z-joining' system already machined on the appropriate edges ready to join. The system minimises the amount of faring needed, the dark side of building in fibreglass without moulds.
Craig estimates building time at around 4000-4500 hours, to a level of finish he describes as basic standard.

THE BOAT
The Spirited 380 is a pretty boat with sleek lines unspoiled by unnecessary fittings, including the chainplates, which are composite and incorporated into the structure. The mainsheet traveller runs across the bridge deck behind the cockpit while the dinghy davits are neat composite arms, which fold for access to the swim platform aft. When the dinghy is raised you have to duck under the davits.
The coachroof extends over the cockpit providing weather protection and, every bit as important, somewhere to walk to tidy up the mainsail stow when sailing is over.

For good windward performance the designer has specified daggerboards, foam-cored fins, which are pulled up and down by lines. The bottom 300mm of the boards is sacrificial, tearing off if you hit anything so the impact doesn't smash the boards' casing. When you get home you repair the board.
The 21hp Nanni diesels are mounted right in the stern, aft of the saildrive legs, which are reversed so the prop is in its natural position. Craig says this keeps fumes out of the interior and cuts noise.

This boat has an Allyacht Spars alloy mast but a carbon spar is available. The mast is well supported, vital because cats are so stable laterally. The inner forestay doesn't interfere with the jib, which blows through the gap between inner and outer even in light airs. And boy, did we have it light.

Around the mast base Craig has provided a secure space for a crew to operate halyards and reefing gear. He prefers this arrangement to running everything back to the cockpit, which he finds unsightly and adds friction. He has mounted the headsail sheet winches on the angled coachroof, for the same reason. It looks odd but works fine. Stallion Marine places theirs in the cockpit.

There are two helm stations, surely the best cat arrangement, as you can get your head out in the slipstream, sniff the air, check the telltales, check the masthead — all that good sailor stuff — and you can see both bows through the windows.
The trampolines are not trampolines. Craig has instead opted to lace rope through eyes in the foredeck structure. It looks good, is easy to walk on, and retains no water. Presumably it doesn't deflect spray, either.

ACCOMMODATION
Put simply, there are three double cabins and two heads. Two of the cabins have transverse berths; the one in the starboard hull is the owner's cabin, with an en-suite head. This has a retractable showerhead but, as this boat has no sump, it is a backup to the main bathroom. However, as the designer points out, this is a kit boat and the spec is not fixed. The boat head, bigger and with a separate shower recess, is aft in the port hull.
The double berths are queens, 1.5m x 2.1m and you sleep with your head inboard, feet pointing to the hull sides. There is plenty of headrooom and in later boats the designer will put in a shelf where you can put your cup of tea.

The second guest cabin, with a standard double, is aft in the starboard hull.
The galley is in the saloon, an arrangement everyone likes because the cook is involved in the action and there is plenty of light and air. In fact, there's plenty of light and air throughout the boat; there are a lot of hatches, too many to list here.

This boat has a three-burner stove. There is an inverter for a microwave and you can run a laptop.br /> You can communicate with the cockpit through a window, which drops down into the main bulkhead.
At sea at night, says Craig, you can make a cup of tea while keeping an eye on everything and pass it straight to the crew in the cockpit.
Fridge and freezer are located across from the galley — facing forward. Both are top-loading to minimise cold loss when you open. Total capacity is 160lt split evenly between fridge and freezer.

SAILINGbr /> The main has a 2:1 halyard; our crew takes it most of the way manually, then uses the winch for the last bit. This work is done wedged into the snug recess around the mast base. The headsail is unrolled and sheets home.
The 380 is easy to work. You can sheet the headsail from the cockpit (if you are tall enough), but the angle and height of the winch make it easy to use when standing on the side deck. The radial mainsheet runs across the bulkhead aft of the cockpit and the sheet is led to winches either side.
Mainsheet and traveller lines are clutched each end before the winch and in gusty conditions it's recommended to leave the clutch off and keep the line in the self-tailer jaws for easy release/dumping.

But for our sail we have very little wind. The 380 accelerates well and she doesn't hesitate to tack in almost no wind.
David Biggar recorded 15-knot cruising, with one spurt of 22, in 18 knots of breeze. One of Craig's clients with an analytical brain took a number of readings during a day with a dying breeze. The figures show the boat is happy to exceed wind speed throughout the wind range.
After our sail, we dropped the gear and as we motored home Craig reckoned that at the recommended cruise of 3200rpm you get 8 knots, but running only one engine gives you 7.5 knots using half the fuel. On passages offshore you alternate the engines to balance the wear.
Any criticisms? There was a little slack in the steering; Craig specified Edson mechanical cable steering for high feedback and he reckoned this was due for tensioning.

The Spirited 380 looks good, it's light and therefore quick and easy to handle. This boat, built by Craig and a team, was finished to a very high standard; the interior is high-style, bright, finished to production levels.
If you see something you don't like, if you want an extra hatch or locker, just talk to the designer.
If Arthur Piver is looking down from the multi-hullers' hereafter, he must wonder at modern boats like this one, which deliver everything he promised all those years ago.
 

Southwind SC640 Review supplied by Modern Boating.

Issue: March 2003

What do you do if you work for one of the countries biggest boat builders and need a purpose-build vessel for the factory fishing team? That’s an easy one. Look at the range, scrap the lot, choose a top bluewater hull and roll your own.

The guys at Southwind freely admit the latest SC640 model, was never intended to be a production boat — it just evolved. Southwind staffers put the model together after compiling a personal fishing boat wish list. And it turned out that their ideas of what constitutes a top fishing platform were shared by a lot of other offshore anglers.

The original Southwind SF640, which the new boat is built around, won a Modern Boating Boat of The Year Award on its initial release. But while the SF640 was an excellent fishing boat, because it’s a cuddy cabin, there was always a slight trade off in fishing space. The “SC” model addresses this with a centre cabin that allows 360 degrees fishing access.

This new model enlists, what Southwind have termed, the maxi console, or even a small wheelhouse, approach. But while the cabin is large enough to house a sleeping area, the test boat was fitted with two narrow bench seats. These were wide enough to accommodate three to four adults, but were way to narrow to be useful if you were trying to grab 40 winks. But the narrow bunks did allow a Porta Potti to be fitted, which added a more family fishing boat flavour to this vessel.

Headroom within the cabin was ample when seated, thanks to the deep well in the cabin, but that same deep well also made entering the cabin a little awkward, because you had to step down in the crouched position to get inside.

Cabin access to the foredeck area can be had through a seat forward of the console with a cushion and base that double as a hatch. There’s also deeply padded bolsters on the forward and side coaming, which help make fighting a big fish all the way around the boat easier for an angler. Plenty of room has been left around the sides of the centre cabin, which makes moving around the boat a lot easier.

A sturdy bowrail extends all the way back to the helm station, while both the bowsprit and fairlead are well designed and sturdy. At first glance the anchor locker looks a little pokey, but it’s cavernous and holds plenty of anchor rope and chain.

Moving back into the main cockpit, the dash allows the flush mounting of a sounder/GPS Chartplotter unit and radio and features Yamaha’s excellent three-gauge engine management system. This includes monitoring fuel flow so long range trips can now be accurately planned. The helm is positioned for driving from the standing position and, as such, there are no seats for the driver and navigator — she’s a pure fishing platform. A high, wrap-around windscreen and a bimini top, which features a six-rod rocket launcher-styled rod rack, shelter this area.

Under the cockpit floor is a 235lt fuel tank, while extending two thirds of the way across the transom is a fold down lounge. This can be lifted out and left at home if not required. In the top of the transom are two bait wells and there’s a small slide out transom door on the starboard side to aid boarding. But it’s at the back of this boat that her coup de grace sits — a superb Yamaha 200hp four-stroke outboard.

Walking down the marina towards the Southwind SC640, apart from the boat’s stylish lines, it was the motor that grabbed the team’s collective attention. Our Queensland correspondent Steptoe is the only person in the Modern Boating test team that has had the chance to trial this new motor, so this test was going to be special. The only problem was there were 20 other boating journos there on the day and they all wanted to spend time in this latest offering.

The first thing the team noticed was the engine noise, or lack of it. At idle the only sign that this engine was actually running was the tell tail waterspout coming from under the cowling. It was virtually silent.

Pulling away from the jetty we accelerated smoothly up to 50kph at three quarter throttle while pulling 4000rpm. At this comfortable cruise speed the engine purred along and even soft conversation was possible.

From anywhere in the rev range, pushing the throttle forward had the team hanging on as the acceleration pushed us backwards. Yes, this 200hp is a big motor, but it’s a four-stroke and four-strokes aren’t supposed to have this kind of grunt — wrong. She had plenty of power, but a quick check of the fuel flow meter proved that the only thing she didn’t have similar to a two-stroke was a thirst for fuel. At 4000rpm the new engine drank 28lt per hour and only 21lt per hour at 3500rpm while doing 40kph. They’re excellent figures.

This new 200hp Yamaha four-stroke can be summed up in three simple words, smooth, quiet and powerful.

This test was conducted on Lake Macquarie, near Swansea, on quite a blustery day. The lake was extremely choppy, but even flat-out the Southwind hull ate the conditions. Sure, there was a certain amount of banging running into the wind, but any hull would bang a bit when driven at wide open throttle in those conditions.

With the wind at our backs the deep-vee hull sliced through the chop cleanly and delivered a soft, stable and surprisingly dry ride, something that’s virtually unheard of in a centre cabin/console boat.

At rest the hull proved to be a stable platform to fish from. Weight shifts caused by people moving around the boat had little effect of the boat’s stability. With three people all on one side, as would normally be the case when gaffing a big fish — angler, wireman and gaff man — hull list was minimal. So we can add security to our list of pluses for this boat.

All in all, if you’re in the market for a purposed-built, bluewater fishing platform the Southwind SC640 Centre Cabin might be just what you’re looking for. She’s a no nonsense fishing machine that retains Southwind’s renowned build quality, has a stack of usable cockpit space, lets an angler fish 360 degrees around the entire boat, boast a dunny, has a cabin to shelter in, but best of all has a quiet, yet powerful, fuel miserly 200hp Yamaha pinned to her tail end.

This is an excellent power to hull weight combination that rockets the boat onto the plane, has more grunt than many similar two-stroke engines that delivers quiet, smoke-free and super smooth operation.

To park one of these boats on your front lawn will set you back around the $60,000 mark.

Engine Room
The Southwind SC640 was powered by a super quiet and powerful 200hp EFI F200A four-stroke outboard. During the test this engine performed flawlessly, delivering quiet, smoke-free, super smooth operation.

A quick check of the Yamaha engine management fuel flow meter proved that the only thing this motor doesn’t have in similar to a two-stroke was a thirst for fuel. At 4000rpm the new engine drank 28lt per hour and only 21lt per hour at 3500rpm while doing 40kph.

Story & Photos by Ian MacRae


 

Southwind 770 Review supplied by Modern Boating.

Germany may have given us the passenger car, and America the flat-top truck, but it took an Aussie farmer to put the two together and invent the ubiquitous 'ute'. Legend has it that the grazier wanted a vehicle that could cart hay around the paddocks, and carry his family to church on Sundays, so he cut the back out of his old Ford and welded a tray in its place. So well did it work that generations of farmhands and tradesmen have followed suit, throwing their tools and cattledog in the back on work days, then their girlfriend in the front for a Friday night on the town. There is no more useful or versatile vehicle.

It was perhaps only a matter of time before the ute concept should be applied to boating, given the need to carry lobster pots, fishing nets, marker buoys, machinery and so on, and again it was Australian inventiveness that came to the fore. Southwind, the locally-based fibreglass boatbuilding arm of Yamaha Marine, has developed a range of so-called 'utility boats', starting at 5.20m and extending through 5.8m and 6.7m to a new 7.7m flagship. They're uniquely 'ocker' - rugged and reliable, with a greater emphasis on capacity than comfort. All are based on the 'longboat' style which, as has been said, has been popularised more by Asian countries, where countless thousands ply the river highways. The hulls are 'long' only in relation to their beam; they could, more aptly, be called narrowboats. The Southwind utes are every bit the sensitive new-age '90s version, being sleekly moulded in fibreglass, running Yamaha outboards, and bearing snazzy stainless steel hardware.

In the 770 format it is entering the luxury domain in terms of performance, fitout and price. Like the original farm ute, it has the flexibility to handle both work and play. Indeed it happens to be price-listed with Southwind's recreational runabouts, not its UB-brethren, which is a pointer to Southwind s marketing intentions. The 770 is also designated the 'Offshore', an indicator as to where it will spend much of its time. It can be fitted out for deep-sea diving, fishing, cargo haulage or general resort and marina duties - you name it - and with twin 265ltr tanks (optional) it will run a long way between drinks. The hulls, of course, can be constructed to 2C Survey standards for commercial and charter work. In the case of the 770, engineers from Yamaha Japan helped determine the support structure and lamination, using a sophisticated computer system to monitor the stresses on a prototype hull. This ensured that production boats could be built with maximum strength in key areas and weight spared where not needed. It is, at over 25ft, a genuine maxi trailable, so weight saving was critical. The hull tips the scales at the one tonne mark; a trailer, twin 130hp outboards and fuel load take the total to 2.82 tonnes.

Trailable length is an intimidating 9.12m and height 3.26m. On the water it doesn't seem that big. It somehow lacks the sense of dominance and power inherent in many sportscruisers of the same length; rather, it feels like a large runabout. That said, it still has a tremendous capacity for payload and passengers. As a dive boat it can accommodate 6+1 commercially and 8+1 recreationally, while in a fishing role there's room for four to operate in comfort. At the bow there is enormous depth, with the coaming running at waist height and the bow rail nudging the midriff. The sheerline yields a more conventional thigh-high support towards the transom. Along both cockpit sides are two rod/gaff storage holders (Southwind is experimenting with one long holder) and recesses for a fire extinguisher and EPIRB. The steering console is a nicely rounded unit that provides adequate protection for the driver and one passenger, both of whom would most likely be standing. There's ample dashboard space for mounting two sets of engine gauges and twin throttles, plus a compass. Radios and electronics have to be mounted overhead, however, and thus a stainless steel T-top becomes almost obligatory (if the threat of melanoma didn't already make it so).


The bow area has three tiers, with the anchor roller, bollard and windlass (optional) at coaming height, the anchor hatch on the middle level, and a general stowage bin forming the lower step. From there the cockpit floor runs flat right aft to a pair of storage seats, between which is a flap that facilitates self-draining through to the outboard well. The twin motors look quite low to the water, but it's an illusion wrought by having a large cut-out stern. On the test boat were twin long-shaft Yamaha 100hp four-strokes, weighing 164kg apiece, and these proved an excellent match in every aspect. At a 750rpm idle, when the motors are barely audible, they spur the 770 to four knots. A 10-knot minimum plane speed comes at 2700rpm, and from there it's a rapid progression to the 31-knot top speed at 5600rpm. The high destroyer-like bow cuts a swathe through oncoming seas, chucking spray well to the side. Only a moderate amount blew back aboard over the weather gunwale as we headed out through Sydney Heads.

The 770 rides softly on its moderately veed hull sections - 200 amidships and 18.50 at the transom - and turns with great adroitness. If you're expecting a traditional '25-footer' ride it takes a little time to adjust to what seems a slight initial tenderness. Stability is more than adequate, however, and would only improve with added load. One thing that really surprised me was the electric steering from Morse, which Southwind was trialling as an alternative to hydraulics. It was finger-tip light yet could be left 'hands-free' without wandering off line. Its only shortcoming was a slight timing lag; move the wheel too quickly when berthing and the steering takes a few seconds to respond. No doubt you'd get accustomed to this. Actually, the longer I was aboard the big Southwind, the more it appealed and the more possibilities that sprung to mind. But there is one last thing that you should know about utes ... own one, and all your mates will want to borrow it.

Story by & by Mark Rothfield.
 

Southbeach Vacationer 240 Review supplied by Modern Boating.

WORDS + PHOTOS:
WARREN STEPTOE

Can't decide whether you want to go camping or boating? Now you don't have to.

I've often wondered why no one has built a boat like Southbeach's Vacationer 240 before. Imagine a campervan that's also a boat and you've got it in one. It can be set up in a caravan park much as people do with campervans. Or it can do something campervans can't—go boating. It can be a day boat or, with appropriate options, a weekender.

The Vacationer 240 is a 'bitzer'. It's a bit of a pontoon boat in terms of interior space and fit out. Yet is much easier to tow and launch, and a much more conventional boat on the water. It's a bit of a small cruiser. But it has more interior space than other small cruisers and a unique full-length hard-top (raised while aboard and lowered for trailering and storage), with a patented electronically operated mechanism.
Our blue ribbon boatbuilders, such as Whittley, Haines Hunter, CruiseCraft and Haines Signature, base their small cruisers around conventional 'deep-vee' hulls, while Southbeach's hull goes a different route.

The Vacationer 240's bow is 'squarish', and a quite shallow deadrise at the bow works its way back in a series of compound curves to become a 'fattish', multiple deadrise, cathedral-style hull towards the transom. The effect is excellent at-rest stability and generous interior space, albeit in a hull more suited to enclosed bays, estuaries and lakes than open waters. That covers many of Australia's premium boating locales—where this boat introduces new standards of comfort and amenity to social and family boating.

A massive lounge in the bow, with plenty of room for six adults, converts to dining with the addition of a large table. It can also be a double bunk, with infill. The helm is positioned in a side console halfway along the starboard side opposite a galley featuring a double burner gas stove and sink with a spacious pantry underneath. Aft there's another huge lounge/dinette, which could easily seat another six adults. The centre area is clear space.

Room for a crowd
Officially, our test boat (a sterndrive model powered by a 1.7L turbo diesel MerCruiser driving through an Alpha leg) is rated up to 10 adults, while the outboard-powered Vacationer 240 is rated for 12. Most owners would probably be happy with two or three couples, and maybe a little person or two. These passenger numbers are realistic; there's certainly heaps of room.

The aft lounge's centre section hinges up to reveal a portable toilet. Fitting the privacy screen takes mere seconds. A shower is optional here, and the sterndrive model can be fitted with a heat exchanger type hot water system.
A 60L freshwater tank comes standard with a second 60L optional. Fuel capacity is 130L. Storage is never oversupplied in any boat, but the Southbeach gives it a shake.
There's a long underfloor well along the cockpit and lined stowage space beneath both aft and bow lounge areas. The pantry area includes a certified gas bottle locker and the aft stowage space incorporates an icebox in one side. Waeco refrigeration is optional instead of the (standard) icebox. Which can be matched with another one in the port side locker. The sterndrive version tested also had an external locker on the stern.


Moving around
Steps over the aft bulkhead make it easy to move out onto a big swim platform above the sterndrive—this is divided by a motor well in the outboard version.
There's a flip-down extension ladder for boarding. During the test we had to load passengers and gear from a flat beach and had no trouble pulling the stern into calf-deep water with the sterndrive leg tilted up. With six on board I was surprised how well the little diesel handled quite a lot of boat for 120hp. Those horses can move. They lifted us onto the plane in short order.
Thanks to hydraulic steering, handling the Vacationer is effortless and (for a campervan) it's surprisingly responsive to being tossed around. The sterndrive boat tested was set up as a day boat with just the hardtop and no camper curtains. An outboard version I saw was optioned with full camper covers.

Camping options
These exhibit more of the smart thinking evident throughout this unusual boat.
There's an overhanging section each side and another on the stern to shelter the windows so they can be left open for ventilation, even if it's raining heavily. Inside zip-up curtains ensure privacy at night, and everything is insect screened. The double-skinned hardtop is foam filled and the insulation keeps the boat pleasantly cool inside.

There's plenty of ventilation, and yet those biting insect pests that can plague boating are kept away.
If you are intending to use this boat as a campervan sometimes, a moulded travel pod mounted across the front of the trailer is an option worth having—if only to stow a set of (optional) stairs to board from the ground while the boat's on its trailer.
You can also consider 240V power as an option. And while a sound system is standard, for quiet evenings you could consider the flat screen TV/DVD player mounted in the roof of the 'camping' version I saw.
Yes, these are all options—though some would be harder to do without than others if you were using this boat as a combination camper boat and campervan.
Unlike many imports, the Southbeach Vacationer 240 is legally trailerable on Australian roads. Many imports are over width and require a permit to tow, though this is not widely publicised.
A towing weight of 2.3t for the outboard and 2.4t for the sterndrive Vacationer 240 means you can tow them with mid-sized 4WDs such as Pajeros and Prados.
This boat adds an altogether new and exciting aspect to the Australian outdoor experience. We're sure to see lots of them on the water, on the road, and maybe even in camp sites, in the future.

 

Smuggler 590 CC Review supplied by Modern Boating.

Issue: June 2005

Keen fishos will find plenty to crow about when weighing up the pros and cons of a Smuggler 590CC for their next bluewater boat. She’s a 5.9m centre console with a soft riding fibreglass hull and comfortable helm ergonomics, which are so important for off shore operation. But the really good news is her extremely attractive price tag!

Modern Boating used this boat as a camera platform for another test we conducted a few months back. After a morning wide of the Gold Coast on the Smuggler, we returned to the shelter of the Broadwater convinced that the 590CC was excellent value for money.

Centre consoles big enough for genuine comfort at sea are rare in this country and the few that are available are usually imported and expensive. However, with an all up asking price under $40,000 as tested, and under $43,000 if powered by the gutsy Suzuki 140hp four-stroke, the Smuggler 590CC is neither imported nor expensive. So with dedicated fishos in mind we took a closer look at her.

Overall Ride
It was the ride and off shore handling that initially attracted our attention. On the day we used the Smuggler 590CC as the camera vessel, the boat we were photographing was larger, heavier and much more expensive than the 590CC, yet it couldn’t match the Smuggler for onwater performance.

It didn’t matter what angle we attacked the moderate swell that was running at the time, the Smuggler tracked as straight. The ride was pleasantly quiet and comfortable. We loved it, it was as simple as that.

Yet again, the 115hp two-stroke Yamaha mounted on the transom of the Smuggler 590CC reminds the team that traditional two-stroke outboards are far from dead. They continue to provide a good power-to-weight ratio at a much more affordable price than four-strokes. On calm water inside the Gold Coast Seaway the 590CC hit a top speed of almost 40 knots with the Yamaha bumping against the rev limiter at 6100rpm.

The motor was fitted with a 17” Yamaha stainless steel prop, but the team felt that hitting the rev limiter at 40 knots may indicate that the Smuggler was under propped. But loading her up with fuel and gear would check the speed a little and the 17” prop may prove to be the correct choice after all.

Layout
An upholstered storage locker behind the centre console provides helm seating. This has a waterproof compartment accessed through a hatch set aft. The console is wide enough for two adults to stand behind and the wheel is well placed. It is also angled correctly for the boat to be driven while standing comfortably. This is how centre consoles should be, of course, but few are. A low acrylic windscreen shelters the electronics, but it lacks the stout grab bar that we like to see on all our off shore boats.

Inside the console is a high-set shelf, which has plenty of space below for extra storage. Storage is always at a premium in centre consoles and this one has more than most. Under the cockpit floor are a pair of fish boxes, so there’s plenty of room to store the catch.

As far as support for your legs while fishing goes, the 590CC does reasonably well. Aft of the console the cockpit sides provided plenty of thigh support, but go forward into the bow and the chines tuck in while the top deck slopes away making support a matter of hanging onto the bowrail. It’s a bit of a mixed bag in this department, but it is quite common on boats of this type.


The bowrail is low and well out of the way, but it’s still fairly easy to grab if you need to steady yourself in a hurry. However, it does sweep across the top of the fairlead, which can make it awkward when passing ground tackle and warp underneath the rail when anchoring. The big anchor well with its hinged hatch does help make up for this.

There are quarter seats in each aft corner of the cockpit, but these have been kept small. Yes, they do provide extra seating, but they also intrude slightly into the interior space.

The transom is well designed and only when using the shortest of fishing rods are anglers likely to experience any difficulty reaching out over the full height bulkhead in front of the outboard. Removing the quarter seats, even if only temporarily for serious fishing trips, would make the cockpit quite workable. Albeit ‘without’ the shade canopy fitted to our test boat.

The Modern Boating team often wonders at the logic of restricting the fishing room in centre consoles by mounting canopies on the side decks like this. After all, aren’t centre consoles all about total access right around a boat?

The team mentioned these concerns to the Smuggler people and they had a straightforward solution. If you want the shade and don’t want to cramp your fishing style, mount the optional T-top on the console — simple.

Setting a Smuggler 590CC up this way, especially if a rod rack and some grab bars were included in the T-top’s design, would make a vast improvement.

Dividing the bowrail down to the fairlead would also be simple enough. If these two simple changes were done the 590CC would make an excellent light-to-medium duty off shore fishing platform.

Engine Room
A 115hp two-stroke Yamaha, fitted with a 17” stainless steel propeller, powered the Smuggler. On calm water insider the Gold Coast Seaway we recorded a top speed of 39.7 knots with the Yammie bumping against the rev limiter at 6100 rpm.

Performance
In a moderate swell with two adults onboard and half a load of fuel, the Smuggler 590CC/Yamaha 115BET combination recorded the following speed-to-rpm readings. Speed to RPM: 11.8 knots @ 2600rpm, 21.4 knots @ 3000rpm, 32.8 knots @ 3500rpm, 39.7 knots @ 6100rpm.

Specifications
LENGTH: 5.9m
BEAM: 2.23m
HULL WEIGHT: 850kg
FUEL: 140lt
MAX HP: 250hp
REC HP: 140-150hp four-stroke
PRICE: $40,000 (approx)


+ Offshore ride. Dry ride

– Bowrail


More About Smuggler Boats
Smuggler Boats has been in operation since 1973, and in this time has acquired a reputation for producing high quality custom-made boats.
According to the team at Smuggler, quality workmanship combined with a true passion for boating ensures that the smuggler range will withstand even the most discerning tests.

This Queensland-based boat builder now offer a 15-year structural hull guarantee on its entire range, that’s how certain they are that their boats won’t let buyers down.

This extended warranty, coupled with its new “no wood policy” — all of its boats are constructed free of any wood, so wood rot can’t be an issue — leaves its customers confident of their purchases.

Words & Photos by Warren Steptoe
 

Skicraft Senator SSO Review supplied by Modern Boating.

Issue: July 1997

Ron Craddock has been designing and building inboard ski boats for more than 35 years. So it goes without saying that there isn't much he doesn't know or hasn't tried when it comes to ski boats. For a few years Skicraft dabbled in circuit and ski racing, which gave the company knowledge about the high performance side of the game. It taught the company ways to make boat/engine combinations more efficient.

Today, Skicraft boats are built by Ron Craddock then fitted out and sold by Performance Marine. Each boat reflect more than three decades of boat building experience by Craddock and more than 20 years of inboard ski boat fitout by Performance Marine.

The Skicraft Senator is without question one of the handful of exceptionally well designed, superbly built, and extremely functional performance specialist ski boats built in Australia. The boat shows that Craddock has listened to his customer advice and produced a boat that completely fulfils the role it was intended for.

Testimony to the quality of the Skicraft Senator is that it won the Ski Boat of the Year award in 2000. It also received Australian Water Ski Association World accreditation for tournament events and was selected as the official tow boat for the 1999-2001 Moomba Masters in Melbourne.

The new outboard version - the subject of this test - has also received world accreditation for barefoot tournaments. Official accreditations from the various water ski controlling bodies are not easily obtained. Boats are put through an exhaustive testing procedure. The boat's ability to pull skiers, track straight, plus maintain a constant speed under the extremes of skiing are all measured. The quality of the wash, the turbulence down the centre, the edges and actual wash pattern is also assessed. These various accreditations, particularly for the Senator outboard, put the Skicraft on a mantle that only a few other local and overseas manufacturers have attained.

In the past many builders of good centre-mount or stern-driven inboard ski boats have tried to release an outboard version of their boat, but often with disastrous results. An inboard hull cannot simply be modified for outboard installations merely by adding an engine well, some extra decking and modifying the transom. But Skicraft haven't fallen for that trick. Craddock realised that different propulsion systems require different hull running surface treatment.

These changes may not appear significant when you compare both the inboard and outboard versions of the Senator. But the differences are there for a purpose. They ensure a clean break of water, little or no turbulence when that water does break and a hull that trims level. With an outboard configuration there's a different centre of gravity and the weight distribution needs to be taken into consideration. The Skicraft Senator SSO excels in every aspect.

With a 200hp V6 Mercury Optimax outboard on the transom, this boat is definitely a high performance ski machine in every sense of the word. The SSO has a precise wash, which is ideal for all forms of skiing, particularly barefoot, tournament and wake boarding. But the boat is also gentle enough, with adequate power to get even novice skiers or weekend hackers quickly out of the hole. It then easily holds a steady, straight line at a constant speed no matter how hard that skier wants to work off the end of the rope.

Performance Marine offer complete boat/motor packages - all with Mercury outboards - from the 150hp EFI through to the 225hp Optimax. All of these engines fall into the recommended power range for the Senator SSO.

Fitted with a 21" Laser II prop, the Senator gets out of the hole quickly. With the engine trimmed in and the power eased open, there is also no bow lift. The hull just powers along effortlessly and smoothly onto the plane without any fuss or hassle. Without a skier behind, the boat cruises easily at 30mph at 3000rpm, nudges 44mph at a shade over 4000rpm, then hit 50mph plus at a tad over 4500rpm.

The hull is extremely efficient and runs lightly across the water. Power isn't wasted pushing water. It generates its own lift, which results in top speed of just over 70mph at 6000rpm with heaps of acceleration and superb throttle response anywhere in between. The speed and acceleration belies the fact that this boat is around 6.5m long.

Sea Star hydraulic steering is an option that should be taken. This steering is positive with no play and enough firmness to give the driver confident control at high speed. But at the same time it's not heavy at lower skiing speeds either. The steering system handles the extreme range of torque loads, that high powered outboard engines produce with effortless ease.

In turns the Senator is without fault. It is extremely responsive to the wheel - sometimes a little too responsive - extremely predictable and surefooted no matter how it is thrown about. It doesn't twitch, jump, slide or do the unexpected. It is simply a great handling and fabulous turning boat that's a delight to drive.

While this boat may be called a bowrider, it is not a conventional walk-through style of bowrider. The bow cockpit does provide seating - in a bench arrangement rather than the usual vee formation - but this cockpit is completely separate from the rest of the boat. This cockpit is still accessible from inside the boat, but you have to climb over the dash and scramble through the hinged centre section of the windscreen.

But it's all been done for a purpose. While the bow cockpit may not be as easily and readily accessible as the conventional walk-through configuration. The reason behind this design is to allow a bow storage locker to be retained and accessed through the back of the forward lounge.

This storage locker is perfect for everything from, jackets, vests, ropes, boards and all of those other day-to-day essentials. It is an asset that's better retained, even if it makes the bow cockpit a little more difficult to get into. Many ski boat manufacturers who build boats with fully-enclosed bow try and use this entire area for more storage. But in reality a lot of this space is so hard to get things out of they often get left there and sometimes forgotten.

The main cockpit fitout is very much in keeping with the inboard model without the engine box cluttering up the centre of the cockpit. The design and finish of the fully carpeted and upholstery-lined interior is world class. The seats are soft, comfortable and secure, while the large padded lined boarding platforms - each side of the outboard engine - make getting in and out of the boat safe and easy. The transom is fitted with sturdy stainless steel handles to help pull yourself out of the water, while the soft-pad finish provides a soft, non-slip finish under foot.

Although the Senator is a complete ski boat in its standard package, Performance Marine will build and fitout a boat to whatever the customer requires. Given how well this boat is already equipped and the range of options that are available, there isn't too much more a buyer could want - maybe another custom colour scheme on the gelcoat and interior.

The base price Senator SSO powered by a 150hp EFI Mercury will set you back in the vicinity of $37,000.00. But add the options of a 200hp Optimax with Laser II prop, keyless ignition, bowrider layout, CD player, Sea Star hydraulic steering and you're looking at around $47,500.00 for the boat as tested. And while it is classified as a ski boat, the Senator SSO is just as roomy, comfortable and practical as most of the specialized bowrider family runabouts. For further information contact Performance Marine on (03) 9458 4454.

Engine Room
While the Modern Boating team has only tested the boat with the 200hp V6 Optimax, we have no doubt that given the research and development that's gone into the hull, any of the recommended power packages would live up to expectations of the buyer.

On the basis of this test, the 200hp Optimax is superbly matched to the hull. This engine is fast, smooth and extremely quiet in operation. There is no smoke residue from engine startup or after long periods of idle. Also with no engine howling its head off on the transom, it's easy to carry out a conversation while underway without shouting.

Speed to rpm readings were: 30mph @ 3000rpm; 36mph @ 3500rpm; 44mph @ 4000rpm; 56mph @ 5000rpm; 65mph @ 5500rpm; and 70mph @ 6000rpm.

Story & Photos by David Toyer

 

Skeeter ZX20 Bay Boat Review supplied by Modern Boating.

Skeet Shooter

WORDS + PHOTOS: DANIEL BURGESS

Shooting from Point A to Point B is a pure adrenalin rush on a Skeeter.

It was with great pleasure that I opted for a day's fishing while testing a Skeeter ZX20 Bay Boat, especially considering the alternative was a day in the office. This particular model was powered by a small block 200hp Evinrude E-TEC, so I knew that I didn't have to catch fish to have fun: driving this boat was going to be all the adrenalin rush I would need.

With the growing popularity of bream and bass fishing competitions around the country, there's been an influx of new specialised boats on the Australian market.
The competitions were originally modeled on the well-known American fishing competitions, 'Bass Masters', and plenty of imported bass boats soon followed. They are extremely stable, super fast and use every inch of deck space for fishing. Not unlike a ski boat in hull design, these boats have very low sides, making them not as versatile as many centre console or half cabin boats.
But this is where the popular 'Bay' boat stems. The idea is to have the fishability and speed of a bass boat while incorporating slightly higher sides and a centre console to make the boat better in rough water conditions.

Performance and Layout
To really test the fishability and ride of this boat we needed three people onboard. Let's face it: if a boat of this size can't fish three comfortably, then it's not worth having.
But the ride was impressive. We did 50mph across Sydney Harbour and banked into some serious turns and the crew never got wet. The ride is solid. On a nice day you would have no problem taking this vessel for some light offshore fishing and, if the weather started to turn, you could really race it in with this missile.

When fishing with three men onboard I was impressed with the hull's stability. Often we would have two or even all three people fishing off the same corner without any dramas, trying to cast our lightly weighted plastics at some form of structure — either a wharf or moored boat. There is no accounting for the competitive nature of serious fisherman, hence the three of us jostling for position on the same corner.
This boat is brilliantly finished and laid out. Obviously constructed by serious fisherman, the ZX20 Bay Boat has all the necessary rod storage, bow/stern platforms, pedestal-seat mounts and large live wells needed to fish bream and bass competitions.
If a boat is finished well there will be no rattles when underway and this was the case with each Skeeter I have had the pleasure of using. All the storage hatches closed perfectly and showed no signs of warping, which can be a problem with large decking hatches. All the latches are neatly countersunk and are easy to open and close.

Powerplant
To give this 20ft hull maximum performance it was matched with a small block 200hp Evinrude E-TEC engine. This hull is suited to the weight of a standard 150hp engine, so the extra performance and horsepower can be gained with a small block engine. But what should be considered with the choice of small block engines is they may not have the same longevity simply because the output is higher. To combat this aspect of small block engines, Evinrude will often use some components from the larger models, specifically parts that are under a lot of pressure and movement such as drive shafts and fuel injectors.
 

Silverton 34 convertible Review supplied by Modern Boating.

Issue: July/August 2005

After more than 40 years mucking around in boats skiing, fishing and cruising, then later in life, testing boats, I firmly believe my first impressions of any vessel are normally correct. And the rest of the Modern Boating team to agree.

For instance, if during a boat test we find shoddy joinery and ill-fitting components, or any other signs of a lack of attention to detail during a boat’s construction, you can bet ‘London to a brick’ that the boat’s design will also be fl awed.

But walking down the marina towards this latest Silverton 34 Convertible, we need not have worried. What the team saw immediately pleased the eye. She’s a stylish fl ybridge cruiser with no harsh angles and incredibly smooth, sleek lines that combine to make this a ‘look at me now’ boat. It is obvious why this boat has earned the tag in the States as the hottest selling convertible in its class.

Silverton is a newcomer to the Aussie scene, but in the States where John and Warren Luhrs established the Silverton Marine Corporation in 1969, it ranks up there with the best.

The Luhrs brothers have come a long way in a relatively short time at the helm, by taking this simple statement to heart:
“The essence of innovation is knowing that there is no achievement that cannot be improved upon. When it comes to building your dreams, there is no such thing as good enough.”

Silverton has packed many features into this vessel, which combine to make her one of the most user friendly boats I have ever been on. But surprisingly, it’s the little things that really make this boat stand out. Take the aft cockpit for example. It’s wide open and uncluttered, but a closer look at these photos will reveal a few surprises.

Layout

Unlike other boats of this style the steep ladder leading to the fl ybridge has been replaced with wide, gently slopping stairs. Now even the wife carrying a tray of drinks can easily go topside. It’s only a small design feature, but it will have more women agreeing to the purchase of these boats. Then there’s the cockpit freezer. It’s easy to get at because it’s not poked in behind the ladder. It’s not rocket science, just thoughtful design.

But from a fishing perspective she does have a couple of drawbacks. One is you can’t see the aft cockpit from the flybridge helm. This makes it difficult to see the angler when backing down flat out on a hard running fish.

But there is an upside to this situation. The wide stairs do let you see the port transom when berthing.

Th at aside, the flybridge is generally well laid out with two helm seats (buckets) and a U-shaped lounge for up to five guests. This allows the skipper to stay in the conversation when underway.

Below deck the attention to detail paid during this boat’s construction is obvious. The light cherrywood joinery is flawless, the use of light coloured leather and carpet add to a sense of space, as does the sunken galley with its full-sized upright fridge.

The main sofa converts into a double bed giving this boat a sleeping capacity of six and making it an ideal family cruiser. The main stateroom has an off set queensized island bed and hanging wardrobes. The second stateroom has two bunks and is ideal for the kids.

The plush two-stateroom interior also features a clever split bathroom plan with adry head and vanity to port and a separate shower stall to starboard, again adding to the boat’s sense of extra room.

The Silverton 34 Convertible is available with a lower helm station. When fitted, the bench helm seat electrically converts into extra seating for the adjacent dinette.

Performance

Out on the water, this almost 10-tonne boat displayed the surefooted performance you’d expect from a convertible cruiser. Th e hull planes quickly and delivers a soft, dry, stable and quiet ride. Powered by two relatively small, 315hp Cummins diesels, the boat had a comfortable top speed of 27 knots at 2700rpm and cruised effortlessly at 20 knots pulling 2450rpm.


Petrol power options start with a 5.7lt, 330hp MPI right through to heft y twin 8.1lt 425hp MPI engines. These would really get this hull thundering along.

The hull is extremely responsive to the helm and even at slow speeds the rudder has enough ‘bite’ to manoeuvre using the helm. Th e hull carries its chines well forward and there is enough flare in the bow to throw spray down and away from the boat, so water doesn’t come inboard.

From stem to stern, Silverton use only the highest quality materials and components (whether purchased from one of its suppliers or manufactured in-house). Genuine solid Corian bench tops, Sony and Bose sound systems, Sole plasma TVs, Glendinning electronic controls — she can even boast innerspring mattresses on all beds. All exterior seating is custom-built using top-grade marine vinyl, treated with Prefi x to inhibit mildew and ultraviolet damage. Seats are also backed with polymer board so they can’t rot.
Overall

Silverton has done its homework with the 34 Convertible and come up with a complete package that lacks nothing and has ‘pleasing to the eye’ looks.

With an LOA of 37’ 7” this is a ‘big’ 34-footer that will suit many buyers looking at larger vessels. With a starting price of only $377,000 it also represent excellent value for money.

The team is sure we will be seeing a lot more of these newcomers around our waterways in the near future.

History Lesson

Silverton Marine began in the 1800s with a German immigrant by the name of Henry Luhrs. He became involved in the outfi tting of trading ships and eventually owned a chandlery and then his own ship, The Sophia R Luhrs. His grandson, another Henry, was also in love with the sea and continued the family heritage by building and repairing family cruisers and fi shing boats on the New Jersey coast. Before long, Henry and his sons, John and Warren, were building more than 1000 boats a year. In 1965, the company, Henry Luhrs Sea Skiffs, attracted national attention because it was sold to Bangor Punta, a large timber conglomerate. John and Warren went out on their own in 1969 to buy a small builder named Silverton Sea Skiffs and became very successful following the same techniques their father had shown them. The brothers continued to build larger and more sophisticated models over the ensuing years. The 31-foot and later the 34-foot convertibles really taxed the Tom’s River, NJ facility and soon the company moved to larger quarters in Millville, NJ. Around the same period, the brothers started two new companies. First came Hunter Marine, now America’s leading sailboat builder and second was Mainship, the Warren Luhrs leading Trawler builder. In the early 80s, John and Warren fi nally bought back the Luhrs name and the fourth company was started. Express and sedan models joined Silverton Marine’s new aft-cabin and convertible boats. Today, Silverton is one of the leading builders of aft-cabin family cruisers.

Engine Room

The Silverton 34 Convertible was powered by two 315hp Cummins diesels. Petrol power options start with a 5.7lt, 330hp MPI right through to hefty twin 8.1lt 425hp MPI engines.

Performance

With four adults onboard and half a load of fuel the Silverton 34 produced the following speed-to-rpm readings.

Speed to RPM: 6.5 knots @ 1000 rpm, 9.4 knots @ 1500 rpm, 14.3 knots @ 2000 rpm, 18.8 knots @ 2400 rpm, 20 knots @ 2450 rpm, 27 knots @ 2700 rpm

Specifications

LOA: 37’ 7”
BEAM: 13’ 10”
DRAFT: 3’ 3”
WEIGHT: 8414kg (dry)
FRESHWATER: 356lt
FUEL: 1083lt
HEADROOM: 1.98m
SLEEPS: Six adults

+ Sleek lines
Flybridge Stairs

- Helm position


Story and Photos by Ian Macrae.

 

Silver Tiger Review supplied by Modern Boating.

Issue: April/May 2006

EYE OF THE TIGER

This multi-purpose cat is as powerful as its namesake.

WORDS + PHOTOS MIKE BROWN

If power cats are your thing, these Tigers are worth a closer look. Especially if you like to stand out from the crowd. Not only are Silver Tigers a rare breed in Australia, but each boat is custom-built using Ron Given designs. Every interior is different and designed to be a perfect fit for the customer, even down to deck heights to suit extra tall owners.

This 11m test boat is owned by Australian agent, Chris Higham. His preference was for a social dayboat at the expense of sleeping accommodation. So there are only two double cabins, but a vast saloon/galley area and plenty of storage space.

A good share of this space is in the two holds. This is possible because instead of diesel engines and shafts, this Silver Tiger has a pair of 225hp Yamaha four-stroke outboards. Not an obvious choice for a catamaran of this size, but they well and truly do the job.

TEST DAY
The day was not your normal WA summer weather, courtesy of a cyclone hovering up north. There was barely a breath of wind, no sea and stifling humidity. It was more reminiscent of Singapore than Fremantle, but it did bring out Chris's good sense in varying the New Zealand specs of fixed-cabin glass and front-hinged fore hatches. These ones slide, are rear-hinged and offer good ventilation. It wasn't a good day to demonstrate a boat's sea-keeping qualities, but we did meet the returning cray-boat fleet off Fremantle and borrowed their wakes. We crossed at all angles, tried for a broach and so on, but if we had shut our eyes we'd have barely noticed these waves. Hardly a test, but it was all we had and they were big, husky V12-powered boats that churned up plenty of rough stuff to play on.

Still, you wouldn't expect an 11m cat to be greatly disturbed by this, so put broken water ability down as undemonstrated — to me anyway. But a recent delivery trip of an 11m from New Zealand to Noumea (880 nautical miles, with one 440-mile leg) suggests it's been well demonstrated elsewhere.

But the calm waters did allow us to prove the outboards' abilities. The Yamahas had plenty of grunt, getting up to 20 knots in seven and a bit seconds, obviously helped by the six-tonne weight of the Tiger. And they didn't take much longer to reach a top speed of 31 knots.

Twenty knots came at 4000rpm and the fuel consumption at these revs was 2.48lt per nautical mile. Drop off 500rpm (three knots) and consumption falls to 2.02lt per mile, which is about as cheap as it gets for this much boat. Bearing in mind the higher cost of diesels, both to buy and to service, the outboards look economically attractive; they make a good partnership with the Silver Tiger.

But Silver Tiger builders don't care how you want to power your boat. Inboard diesels or petrol engines are on offer, with a choice of V-drives, legs, or surface drives.

On monohulls, twin outboards are mounted as close together as possible and one of life's little pleasures is watching owners trying to manoeuvre using differential power.

They oft en stuff up completely by using wheel movements at the same time, when they should just pretend they have a single engine on the back.

On this big cat, they are widely spaced (beam is a big 4.5m). The Yamahas showed plenty of grip and hauled the tail round to order with one engine running ahead and one astern. It's a very satisfying boat to manoeuvre: just the right amount of inertia produces instant response to throttle.

The only helm station is on the flybridge and vision from here to all quarters is excellent. But you can also plug in remote control on a wandering lead and drive from the foredeck if you want. But most people will be happy with the bridge.

LAYOUT
It's a roomy place with a big lounge at the forward end and, with the cat's inherent stability, you can pack in plenty of people. The helm console has plenty of room for instrumentation and the electronics of your choice. Chris opted for a Raymarine suite of GPS, sounder and auto-pilot.

The flybridge is covered by a bimini, which in this case, is carried on a folding arch. A permanent Targa is usual, but this boat needs to get under bridges.

Fishermen will get dewy-eyed checking out the Silver Tiger's cockpit and platform. There's so much room, so much access to the water, plus so much stability. Six or seven people can fish at the same time. The boat has a teak-laid deck throughout, which is a beautiful surface made for bare feet. This is much better than carpet, because it's an area that's going to get anointed with a lot of fish scales and guts. The cockpit has all the usual mod cons: sink, barbecue, icebox, as well as the more obvious rod racks and sockets.

The teak decking makes an obvious link between indoors and out, but the whole feel of the boat encourages casual interchange between the two areas. The sheer size of the cockpit and platform means alfresco dining is always on the cards.

Placing the galley at mezzanine level in the port hull separates the function but keeps the cook in touch with people on the lounge opposite. The galley is a purposeful space, as you would expect from Kiwis who take eating afloat very seriously indeed. Not many boats in this size range have four-burner gas stoves as well as a microwave and a domestic-size fridge. Or a wine cellar, or whatever other uses you want to use the big underdeck locker for.

The décor is simple and done well. There's good use of timber trim and foam-backed vinyl deck heads. Surfaces are designed for ease of maintenance. The deck, like all the timberwork, is beautifully done. A new owner just has to decide if it's worth the $545 per square metre it adds to the bill.

The large lounge (standard in suede or leather) surrounds three sides of a folding table that forms the infill to convert the whole lot to a double bed. There is room left in the saloon for folding chairs as well, but the feel of the Silver Tiger is casualness personified and extra people are more likely to wander in and out from the cockpit, or prop themselves here or there.

Sleeping accommodation consists of double cabins, forward port and starboard, with the beds extending into the bridge deck. They provide plenty of room, with mirrors making them appear even bigger.

The bathroom is in the starboard hull, aft of the access stairs. It's actually two genuine rooms featuring a shower stall and toilet and wash basin area.

There is a feel of spaciousness throughout, which is what you generally get with large cats. It's helped by the large amounts of natural light the builders have arranged to let in.

OVERALL
Silver Tiger doesn't give this a boat a model name; it's simply the 11m. So is it a sportfisher, a long-distance cruiser, a party boat, or what? All of the above, really, and pretty much anything else you can think of. And it does it in typical New Zealand fashion, at a good-looking price.

This is a lot of boat for a basic $475,000. This test boat is tricked out to $560,000 and is still excellent value.

BARING HER TEETH
This 11m boat is a seagoing, midrange craft with luxury and space. It's built to the highest standards without going overboard on price.

This boat has 30-plus knot performance. She's fast, spacious, easy to manoeuvre, but more importantly, easy to maintain and delivers top fuel consumption from her twin outboard installation.

A RARE BREED
In one of the more unusual marketing arrangements, geographically speaking, New Zealand boat builder Silver Tiger Powercats, sells its product in Australia through an agent in Western Australia.

There aren't ever going to be many Silver Tigers in Australia (two at present), because current production runs at about four boats a year and they're also sold in New Zealand and the rest of the Pacific.

ENGINE ROOM
Twin 225hp Yamaha four-stroke outboards powered the 11m.

PERFORMANCE
In dead calm conditions the Silver Tiger returned the following performance figures.

KNOTS - RPM
8 - 2500
14 - 3000
17 - 3500
20 - 4000
23 - 4500
26 - 5000
29 - 5500
31 - 5900

SPECIFICATIONS
LENGTH: 10.9m
BEAM: 4.5m
DRAFT: 0.9m
ENGINES: Twin 225hp Yamaha four-strokes
BASE PRICE: $475,000

+ Huge cockpit; Good manoeuvrability
- Numbers built per year
 

Signature 4000 Flybridge Review supplied by Modern Boating.

Issue: March 2003


Power catamarans always defeat attempts to compare them directly with mono hull boats in dollar terms relative to their length. Catamarans simply don’t compare in the same way mono hulls do.

A catamaran has completely differing ride characteristics for its given length and, because of its different shape, there’s more interior space in a cat than a similarly sized mono-hull that comes to a point at the bow. A cat costs significantly more for a given length, but at the same time the sea-keeping abilities of a small catamaran can far out perform a mono hull several metres longer. On that basis, the investment comes back closer to par.

Opinion about catamarans tend to be deeply divided. Some people like cats, some don’t. However, we suspect that the Signature cruising catamaran might be responsible for quite a few conversions to the catamaran way of thinking.

Stepping aboard from a marina pontoon onto the wide boarding platform the first thing the Modern Boating team noticed was the deck. The boarding platform and the aft deck, cockpit if you prefer, are surfaced with what looks like a cork composite.

Apparently, the surface material on our test Signature is called ‘Marinedeck 2000’. Our short-term impressions were “wow” how long has this stuff been around? The deck surface is not at all slippery and dry or wet it grips deck shoes like glue. It looks good and is comfortable under bare feet with a softish “feel” not unlike cork tiles.

The aft deck is wide, spacious and features a pair of transom doors that latch securely to keep small children safe. There was a set of stairs leading up to the flybridge rising from the front of the aft cockpit.

These stairs aren’t excessively steep, have an excellent non-slip timber tread surface and a high rail that’s there for a steadying hand if the boat moves unpredictably while you’re on them. Beside the stairs to starboard is a chest freezer with the big smoked glass saloon entry door to port. Underneath the stairs is a huge storage locker that houses a massive pair of fenders and a stack of other gear.

Inset into the cockpit sides are storage lockers of varying shapes and sizes. Central in the aft bulkhead is a sink/shower unit. Its lid hinges over to become a bait board, which even Steptoe and Macrae agreed would probably see as much use as a place to present the nibblies.

There is a hinged door each side of the transom and an extendable ladder stowed under a flush hatch on the portside of the boarding platform. A set of clip-on insect/shade screens was fitted around the aft deck on the test boat.

Upstairs the flybridge area is wide and spacious. The extension of the flybridge deck aft, almost to the transom, creates a tremendous amount of extra space. The perimeter is surrounded by high rails, which are securely fitted, but anyone with youngsters might like to add some stainless cable between the rails.

While the flybridge is obviously the helm and control station, this area is also the upstairs living/entertainment area, which adds an extra dimension to life aboard. The test boat had a bimini and a full set of clears around the bridge.

The stairs, or rather the opening in the floor they create, are protected by a high safety rail. There’s also a spacious L-shaped lounge to port to offset the helm station to starboard. People moving out onto the foredeck are kept safe by well-positioned rails along the sides of the flybridge and the high bow rail. At the bow is a massive pair of anchor lockers, industrial grade mooring hardware, self-launching main fairlead, secondary fairlead and the foot controls for the Maxwell VWC 1200 electric anchor winch.

Finally, we enter the saloon. It’s wide, and spacious without being of ballroom dimensions. Those who like to cook will be pleased to find that the forward galley uses the full width of the Signature 4000’s considerable beam.

Although the décor in the galley is neat, it also has a practical side. All the bench tops are finished in Granitex. There are twin sinks covered by infills, which invert to become chopping boards. The stove and microwave are domestic sizes. There’s also a 75lt refrigerator and a 55lt freezer in the galley. Cupboard space would do justice to any landlubber kitchen.

The galley is a step down from the saloon and separated to some extent from view, if not conversation, by a bar top forming one side of the dinette. Six could sit in comfort at the dinette. It has leather seating and an asymmetrically shaped tabletop, which makes it as large as possible without intruding into space in the saloon.

All the timberwork was steamed European beech finished in a semi gloss. Rimu and teak are alternatives. There’s a panoramic view from inside the saloon through the smoked glass windows surrounding it. These windows slide open for ventilation.

The staterooms are downstairs in the sponsons and this is one place, or rather two places, where preconceived notions bred from long association with mono hulls might need some rethinking. A cat’s bows are square and the hull’s depth is set to each side with the tunnel restricting interior space in the middle. A mono hull’s interior is deeper in the centre and squeezes in at the sides. There are pluses and minuses for both.

The test boat was set up with two double berth staterooms, one in the forward end of each sponson and a double decker single berth stateroom on the starboard side under the dinette. The bathroom filled the opposing space to port. Basically, it was set up for two couples plus two other single berths, perhaps for kids.

Power was supplied from a battery bank through an 1800 watt inverter with hot water supply coming from heat exchangers on the engines. A 6 kilowatt genset and dual 24,000 BTU air-conditioning units are extra cost options adding another $30,000 plus to the investment.

Then came time to take the Signature 4000 for a run. It wasn’t a good day. The Gold Coast was being buffeted by strong northerly winds gusting more than 25 knots. With a strong outflow across the Southport Seaway it wasn’t a pretty sight.

If there’s one situation cats don’t handle well it’s taking a head sea square on the bows. We were forced to take it slow as we eased our way between the Seaway walls. Even though there’s a wave breaker built into the Signature’s tunnel to minimise this effect, we still managed several head butting confrontations as the forefoot in the tunnel met the steep swells rolling in.

Once clear of the Seaway we worked our way across the sea at a better angle. She only needs a few degrees either side off square for the twin sponsons to come into their own and provide that magic carpet ride across choppy water no mono hull can match. You hear people talk of “walking” cats across a sea, that’s taking a zig zag course if necessary to avoid the head butts and that’s what we had to do. Any good mono hull would have cleared the bar well in front of us. But once at sea where we had room to ease the angle of approach, we would have quickly out run the best of them.

The Signature is a semi displacement type power catamaran, although typically of cats, it does perform noticeably better with a little more speed rather than less. At 20 odd knots there was scarcely a bump despite the ordinary conditions. Our test boat was fitted with hydraulic trim tabs, which allowed the driver to further fine tune the hull’s attitude.

The Signature 4000 cruising catamaran’s fibreglass hull is built in Hamilton, New Zealand by Andrew Fink Boat Builders from a Wright/Lavros design. The hull is constructed to comply with the Det Norske international standard and critical areas are reinforced with carbon fibre and Kevlar added to the laminates.

Those looking at buying one of these new cats can expect to part with around $660,000

Engine Room
Power options range from twin 240hp up to twin 440hp motors. Our test boat was fitted with a pair of Volvo KAD44s producing 260hp each. These are a 3.6lt super and turbo charged (with intercooler) diesels and they produced a top speed of 24.7 knots at 4000rpm.

Greg Haines of Signature boats showed us a speed/fuel burn chart for these power plants, which indicates that Signature 4000 owners can expect exceptional economy of operation from what would be small motors in a mono hull this size. They give excellent performance in this power catamaran hull nonetheless.

The chart Greg provided follows. You can check out the economy/speed curve in detail for yourselves, but as you can see, running at around the 20 knots mark the hull was content to cruise over the chop we encountered off the Southport Seaway. This boat covers ground quickly, comfortably and economically.

Story & Photos by Warren Steptoe
 

Signature 3600 Sports Express Review supplied by Modern Boating.

Issue: October 2001


Legendary Aussie boat builder John Haines has spent most of his life around boats. He has designed, built, raced, relaxed and fished from hundreds of them. He's got first-hand experience with boats of all shapes and sizes, from high-performance racers to more recreational fibreglass boats than he can remember.

Privately he's owned many different types of boats including a couple of converted fishing boats. But it was John's hands-on involvement with offshore racing, in the 60s and 70s that earned Haines Hunter and Signature fibreglass boats their excellent bluewater reputation.

But now that his sons John Jnr and Greg play a major role in running Signature Boats, Hainsey spends a lot of time studying various recreation boats looking for a new vessel for himself to enjoy.

I've known John for more than 35 years now, so I know when he goes looking for a boat he does so with a gusto that leaves no stone unturned. There've been times I haven't agreed with some of his choices, but he always gets a boat that meets his needs.

This time the search for a stable, fuel efficient, long range cruiser with plenty of space led Haines to New Zealand. Here he found a Wright and Lavranos designed, Andrew Fink built fibreglass power cat, that may just suit his needs. Wright has been designing cats for a long time, while Andrew Fink is the second generation of Fink family boat builders.

It was the 54 Cruising Cat that initially caught John's eye. But he was so taken with the concept and performance of these boats, they are now marketed in Australia under the Signature Boat's masthead as Signature Cruising Catamarans.

The first to be imported was the Signature 3600 Sports Express. It made its Australian debut at the Sydney International Boat Show, attracting a great deal of interest. Why? Because it looks different from the local crop and it's deceptively spacious. But the boat's performance also caused a stir at the show, because that's very un-cat like, with none of the annoying traits that hamper most cat configurations.

Hainsey tells me this boat is a displacement hull, but after this test he's going to have to do a lot of fast talking to convince the Modern Boating team. It is an extremely smooth and efficient hull with none of the characteristics normally displayed by a displacement hull. It doesn't wallow, bog down, or bury its tail as you push the throttles forward. The 3600 just slides across the water, responding immediately to any increase in power.

Like any boat the key to its performance lies in the hull design. The sponsons have a banana shape bow that forms a slight bulge to around halfway along the boat. John tells us this helps create lift and holds the hull steady. From this halfway point the sponsons flatten out, finishing completely flat with distinctively sharp, square chines at the transom.

Tunnels are moulded in the sponsons to house the prop shafts, which gives the shafts a shallow drive angle.

Because of the lift generated by the hull shape, the flat aft sections and shaft angles, the tunnels don't need to be as high as normal. This creates more space in the hull for both under deck storage and other facilities. It also allows more flexibility with internal layout designs. The low tunnel hull configuration also produces a smooth, soft and efficient ride. The hull doesn't displace a great deal of water, so the wash pattern is extremely flat. There's no thumping or compression of water inside the tunnels when running into swells. The cockpit stays dry with no spray being sucked into the cockpit.

Another big plus, besides stability and internal space, is the performance from the small engines fitted to the test vessel. The boat was fitted with twin optional 260hp Volvo KAMD44P diesels, which are extremely quiet. Noise levels barely rise above background noise even under power.

During this Modern Boating test the seas aren't big, but there is enough swell and wind chop around to confidently report this boat eats up messy seas with ease. Top speed is just over 25 knots, but its optimum cruising speed is 15 knots pulling 2500rpm. Not fast enough? This vessel will also cruise comfortably at 20 to 22 knots, so that top speed is only needed if you have to get back to port in a hurry.

This boat turns flat, but doesn't have that awkward, uncomfortable lean-out characteristic of many cats. Response to both the helm and the throttles is also excellent.

The test boat isn't a flybridge model. It has a single helm station inside the saloon with excellent 360-degree vision. Like the team, many people viewing the 3600 at the Sydney International Boat Show, may have been deceived by the seeming lack of onboard space and facilities this boat has. The midship dinette is fitted a couple of steps down from the saloon. It's partly under the foredeck and wraparound windscreen, which gives the impression that's where the boat stops. But steps lead off to each side of the dinette giving access to the cabins and two bathrooms back under the saloon. The below deck cabin accommodation can be varied, though we do like what this first boat has to offer. The double berth off to the starboard side is spacious, but does lack hanging space.

The second cabin on the boat is limited to a pair of single berths running fore/aft. An option provides for twin fore/aft double berths, splitting the beam of the boat between them. Each cabin is served by its own bathroom - a luxury on a 36-footer - although this layout, like the sleeping accommodation, can be changed with a number of optional layouts.

Access to the engine rooms situated in the sponsons can be gained through the bathroom bulkheads or flush fitting hatches in the aft cockpit floor. While the engines are installed inside the sponson there is still plenty of room to move around and work on them.

Back in the spacious saloon the dinette is cleverly located well forward. This creates an out of the way dining area or a cosy nook to sit and enjoy a few quiet drinks at the end of the day. The galley is against the aft saloon bulkhead. While it isn't an enormous galley it has all the facilities an owner could want. It's also well positioned to dish up food and drinks to people in the cockpit. The addition of a barbie, built into the transom moulding, will make this an ideal cruising vessel.

At $524,281 the test boat is not cheap for a 36 footer, but it is fitted with a large number of extras. These include: an 8 KVA genset; 24,000BTU air conditioning system; cockpit freezer; Raytheon electronics package that included radar and auto pilot; and an onboard treatment system for bathroom effluent. The standard Signature 3600 Sports Express starts at $398,822.

Engine Room
According to the manufacturers the 3600 will give satisfactory performance running the four-cylinder 150hp Volvo TAMD31P, or the 170hp Yanmar 4LH-DTE diesels. Two x 370hp diesels are optional.

The first 3600 Sports Express to hit our shores has twin six-cylinder 260hp turbocharged and supercharged Volvo KAMD44P diesels. These Volvo engines are more than adequate, providing ideal cruising performance.

Although they add around $24,350 to the base price of the twin 150hp powered boat, they are worth the extra money. Why? Well with these engines there's no need to run the diesels hard to achieve first rate cruising performance or to run relatively fast if required.

At 3000 to 3200rpm the Signature 3600 does around 20 to 22 knots. Speed to rpm readings were: 8.5 knots at 1500rpm; 15 knots at 2500rpm; 20 knots at 3000rpm; and 25.5 knots at 3600rpm.

Story by David Toyer
 

Shark Cat 18, 20, 23 Review supplied by Modern Boating.

Issue: September 2000

From the north-east the 20-knot seabreeze has been blowing for days, building a strong swell and chop. Out through the heads burst three of the world's great maxi yachts, 80-footers, charging hard at 10 knots and more, lee rails underwater, spray flying to the spreaders, literally blasting their way upwind into the choppy seas. The power these boats generate is a tangible thing, as tangible as a big MerCruiser with open exhausts, or a V12 MTU diesel with several thousand horsepower, but more relentless, more miraculous because it is generated by the wind. One by one the spectator powerboats find the seas too much to handle and drop back, first the runabouts, then the cruisers, until only one boat is pacing it with the big yachts.

The Shark Cat 18, nose trimmed high, is dancing from crest to crest at a steady 15 knots, because to keep up with these great yachts in these seas you need many more knots than the sailboats are reading on their instruments. The photographs have been taken (for this is the purpose of the outing) and the Shark Cat turns for shore. Easing down-sea at an easy 20 knots, the boat catches the big swells from behind, drifts over the crests then falls through the air down the long, gently-sloping faces of the swells until one of the bows touches down, sinks for a moment as it gathers the full weight, then rises. The boat flows forward towards the harbour.

The driver has long ceased envying the maxi-boat crews, and for a short time the Gods of wind and sea, Man and boats are in harmony. Excuse the purple prose. Although many Shark Cat 18-footers were bought for recreational purposes, the bulk of the 23s were commercial craft used for fishing in all its many forms. As motherships for recreational divers or abalone hunters, as supply boats, short-haul ferries, they were even stripped down and used as offshore race boats.

The 23s are unclassifiable. Over the years they were built with a huge variety of deck configurations and power units, with outboards of all sizes, twin or single inboards. Because so many were sold as commercial craft, to rate them as classics in a consumer magazine may seem a bit off the beam as relatively few were sold to people who could be classified as recreational boatowners.

The story goes that in 1962 Bruce "Sharky" Harris won the contract for meshing sharks off the beaches of Queensland's Gold Coast, working from Southport. As a resident of the Gold Coast he was familiar with the Quickcats sailing in the surf at Kirra Beach, at Coolangatta, an Aussie icon years before Hobie cats were thought of. So in the late-'60s, when Bruce decided to build a small boat as a Christmas present for his father-in-law, he figured he could do worse than adapt the catamaran configuration as a powerboat. The Christmas present turned out to be 16ft long and 8ft wide, for the simple reason that in those pre-metric days plywood sheets were 8ft by 4ft.

Bruce mounted a 5hp Johnson outboard in a pod on the centreline about 600mm forward of the transom. He measured his mother-in-law for width and put a door in the hull side that she could fit through. The boat took four days to build.

One day Bruce's trawler broke down and a friend suggested he take out the plywood cat. Bruce was doubtful so the friend brought along his 5-metre tinnie, just in case, but the Christmas present worked so well it set in motion a momentous chain of events. Bruce decided to build a catamaran workboat for himself. He knew nothing about fibreglass construction so he wandered into a production boatbuilding factory to have a look and was promptly chased out. Instead, he read up on the subject in Popular Science magazine, then built a mould of Masonite and popped out a fibreglass 17-footer which was "pretty rough", to quote the builder. The year was 1969.

That boat became known on the coast as "the shark cat" and the name stuck. Then Harbours and Marine asked for one for survey work, so Bruce built one. Then someone else ordered one. When he sold the company in 1978 Shark Cat's 42 employees built 300 boats in three models - the 23-footer, the 20, and the 18. The 23 and the 18, particularly, became classics.

After Bruce, the company had a number of owners and its fortunes ebbed and flowed over the next 12 years or so. Each owner left his mark - one was noted for improving the finish and trim, another introduced Kevlar construction. And all the while the competition increased. Two years after he sold the company Bruce Harris started building craft that were conceptually light years removed from the Shark Cat. He came up with the Cuddles series of displacement cruisers, first the 30 and then the 35, and this new business he reckons was much more successful than the first, perhaps because he tapped into the early days of the charter boom.


This time, Bruce concentrated on refining the production process of boat construction, so that the engine was mounted in a completed hull before the deck went on. Today he runs the slipway at Coomera, north of the Gold Coast, and is looking to retirement. His near neighbours include Riviera and Quintrex and he has a lot of respect for the boats they build, and the way they build them.

The Shark Cat story ended (nominally) with Wayne Hennig who once upon a time ran a marine and automotive workshop in Nambour, behind Queensland's Sunshine Coast. Wayne also held a professional fishing licence and he bought himself an aluminium cat to work the shores of Fraser Island. In 1987 he bought a Shark Cat moulding, fitted it out and sold it on. Then someone approached him to build another, in a manner reminiscent of Bruce Harris's experiences almost 20 years earlier.

By 1990 Wayne was a Shark Cat dealer, buying bare hulls for custom fitouts, adding engine pods, whatever work was ordered. When they came on the market he bought the moulds of the five Shark Cat models - 5-metre, 5.6-metre, 6-metre, 7-metre and 8-metre. His first change was to improve the interiors, as they were still flowcoat and speckle finish. He expected the boats to sell better to recreational users, but commercial buyers also approved of the better finish, particularly for charters.

The Shark Cat name has gone but the spirit lives on as Hennig's company, Noosa Cat, builds cats with a huge variety of cabin/deck configurations at 11 basic lengths from 5- to 12-metres. The Noosa 7.8-metre, for example, has four deck options, and 10 have just been delivered to the NSW Police for the Olympics; five have cuddy cabs, five have small cabins. All have twin 200hp Yamahas and are good for 40 knots.

Over the years the Shark Cat company had a number of different owners and the boats were built in a bewildering number of configurations. A look at the classifieds reveals most of the boats on the second-hand market to be 18s and 23s, with a few 20s and a couple of the bigger models. The cheapest 18 I could find carried an asking price of $15,000, but the ONO alongside the figure suggested that haggling might get a result. This was a centre-console model with twin 90hp Mercury outboards, plenty of electronics and the usual gear, and the boat mounted on a trailer. I can't vouch for the condition but it seems a lot of boat for the money, especially as it was not antifouled and had presumably always been trailed. This adds value to the motors, as on a moored early-model 18 the noses of the powerheads sit in the water when the engines are tilted.

Better value overall may be the '92 model with pod mounts for the 90hp Yamahas, again with a lot of gear, at an asking price of $26,000. The cheapest 23 I could find was only $16,500, with 235hp Johnsons carrying a claimed 300 hours of use. A number of the 23s advertised were powered by single diesels, usually Volvos. These are mounted in the cockpit on the boat's centreline and the sterndrive leg sticks down into the tunnel.

I tried one of these some years ago and could not fault it. You lose the cockpit space, but that would be a drama only in some commercial applications, as far as I can see. Asking prices for these were $33-35,000. Wayne Hennig is quite a fan of this set-up and builds a couple a year. He owns one himself for crab fishing and reckons the single diesel uses about the same fuel as one outboard. But by the time you add in all the savings (including diesel fuel rebate) running costs of the single diesel are about a quarter of two big outboards. For less performance, obviously. A huge percentage of boats listed are Queensland-based.

Shark Cats weren't perfect. Some models draw fine spray from the back of the tunnel and suck it forward into the cockpit when heading upwind. Steering can be heavy and while they can be slow to respond to steering input at speed they are unbeatable at manoeuvring in tight quarters (eg when berthing) when splitting the throttles will spin them on their own axis.

For many people their only chance to ride on a Shark Cat will be when they are on a Queensland holiday and take a charter. They will marvel at the way the big boats lift on the cushion of air and spray which mixes in the tunnel as speed increases.

They will be staggered at the terrific ride in broken water and the way the hull arrogantly ignores seas conditions that would reduce a similar-length monohull to displacement speeds.

The Sharkies are classics because they wrote a huge page in the history of Australian boating. They owed nothing to what had gone before, an original concept which created its own genre. The name may have disappeared from the Australian market but their legacy will be with us forever.

Story by Barry Tranter
 

Seven Star Cruises Review supplied by Modern Boating.

WORDS + PHOTOS:
MODERN BOATING

Now you can immerse yourself in absolute luxury.

Seven Star Cruises may be about to launch its first season of luxury adventure holidays in the Kimberley but being new is no disadvantage to this company.
Manned by an experienced and dedicated crew, Seven Star is a 98ft mega yacht finished with the sort of sophistication you would normally only find in the Mediterranean. Seven Star Cruises operates charter holidays in the Western Australian Kimberley, Queensland's tropical north and the Whitsunday Islands and is getting a great word-of-mouth reputation from its happy customers.

From the conceptual stages of this business, Seven Star Cruises has aimed to please Australian cruisers as well as appealing on a broader scale to international visitors. While there are many charter vessels available in both WA and QLD, Seven Star brings a more private and intimate setting in which to enjoy these stunning Australian tourist locations.
Combine the luxury, seclusion and privacy of this finely appointed yacht, alongside the ruggedness and vibrancy of the West Australian Kimberley, or Queensland's Tropical Paradise, and you have Australia's most exclusive holiday.

Kimberley Coast
Seven Star Cruises offers guests the opulence of this state-of-the-art vessel amidst the isolation and starkness of the West Australian Kimberley. The historical gorges and landscapes the Kimberley presents are world-renowned.
Visitors can get out and seek adventure along the coastline with hiking, bird watching, wildlife and fishing, all at arm's reach. Or if they prefer they can relax on the top deck in the hydro-tub, or on a lounge, watching the scenery in optimum comfort. Either way, Seven Star's crew will accommodate every desire (within reason).
A guest need only say the word and a tender is prepared and on the water to take them to where the barramundi are biting that day, or drop them at a gorge where they can be accompanied on foot to explore the land more deeply.

The Kimberley has historical depth and along this coastline there's a story to be told at almost every gorge or landmark. Seven Star Cruises has established relationships with local pearl companies to appreciate one of the major industries of the Kimberley, as well as working with local Aboriginal tourism operators to give guests an understanding of traditional customs and beliefs that define the customs of Australia's Indigenous population. Seven Star Cruises gives guests the opportunity to delve into the history of the region if desired, or simply watch the unique scenes drift past, as one gorge or waterfall after another comes in and out of view.

Fishing along the Kimberley coast is a holiday in itself and Seven Star Cruises gives keen anglers the chance to fish all day every day for some of the best barramundi in the world. The Executive Chef can serve the catch of the day that evening, or if guests prefer, they can choose a tender piece of organic beef cooked to their liking.


The Tropical North
Once the Kimberley season ends, Seven Star travels across the top of Australia to Thursday Island in Queensland, Australia's most northerly point. Board Seven Star here for the 'Paradise to Paradise' charter for what some call the best holiday of all.
Guests enjoy 14 days of sheer indulgence travelling the inside passage of the Great Barrier Reef until they reach Airlie Beach. The Great Barrier Reef showcases some of the most enchanting ocean and one can see why this area of Australia is a tourist hot spot, with people from all corners of the globe striving to get here for the holiday of a lifetime.
On this tour, Seven Star's tender boat can deliver guests and their fellow travellers to diving and snorkelling areas, where they will encounter an abundance of marine life that attracts dive enthusiasts from all over the world. Seven Star provides all the dive gear required to delve into this underwater world of splendour and intrigue.

Whitsunday Islands
Airlie Beach is the gateway to the Whitsunday Islands and Seven Star shows guests around like no other vessel can. Seven Star's 98 feet allow guests onboard the megayacht to enjoy all the creature comforts found in the very best hotels, yet with the mobility to sail in and around these magnificent islands with ease.
The Whitsunday's are simply the ultimate holiday destination. Seven Star charters operate here in the high tropical season — October through February each year.
Imagine a vessel of this style and standard, with a dedicated and experienced crew onboard, sailing you in and around the 74 islands at your command for seven or 14 days. The 'your holiday, your choice' principal is perhaps more prominent here than on any of the Seven Star charters. If guests wish, they can ask the Captain to drop them off at one of the islands where they will be the sole visitors that day, before being fetched in the evening just in time for dinner.
For the more energetic, reef diving that rivals any location worldwide is on offer along with adrenalin sports like jet skiing.
Guests seeking to work off the chef's culinary delights can head out from Seven Star on one of the kayaks provided. The tender or megayacht will not be far when you have had enough. With the endless sun and serene surroundings, even this shouldn't feel too much like hard work. For the indecisive, Seven Star's crew can even recommend activities or simply leave guests to relax onboard with a book or magazine as they ponder their options.
What better way to visit iconic Australian destinations than in luxury and on water?


 

Sensation Wake 1450 Review supplied by Modern Boating.

Countess Oddessy 190 & Sensation Wake 1450
 
Issue: March 2002

The Countess Oddessy 190 is a sturdy runabout that can handle a bit of chop when required and really enjoys being pushed. The first thing you notice about this speedster is its sleek lines and low centre of gravity. She's a ski boat by design and sits low in the water and has an appearance of stealth. Reaching a cruising speed of 34mph in a few short seconds seems effortless. Acceleration is almost instantaneous, yet noise levels are bearable and a conversation can be maintained over the sound of the 140hp Mariner outboard we had on test.

With reverse chines and modified V the hull feels very secure with no additional noise coming from chop on the hull. Hitting tight turns at near full throttle, the G forces want to throw you overboard but the boat will go wherever you steer it.

Steering is accurate and firm with much more bite than its little brother, the Sensation, despite a wider steering circle. But despite the steering being slightly stiff it creates a feeling of stability and enables you to negotiate tight turns confidently.

From the drivers seat you could be in a racing car and the excitement and revs perpetuates that feeling once the throttle is down and this fun machine is pulled in and out of tight turns.

The full wraparound windscreen and water dispersal design of the hull makes the Oddessy an extremely dry craft at high speed, when cornering or negotiating wake or chop.

The sensible L-shaped seating arrangement around the driver, plus additional seating up front, accessible by way of the walkthrough windscreen, increases room and comfort for each passenger and it makes a more social layout. Ski locker storage, built-in fuel tank with deck filler plus additional storage up front allows for stowage of all the unnecessary equipment giving passengers full access to the deck space and seating. Concealed storage also maximises legroom making the design surprisingly easy in which to stretch out.

A marine grade stainless steel ski pole and a ski ladder comes as standard equipment, as well as stainless steel grab rails, which combine for easy boat access from the water.

Striping in the resilient side gelcoat stands up to the rigours of a hard day's water skiing or wakeboarding and is resistant to scratching, peel or fade.

Full instrumentation, including speedo, tacho, fuel, trim, hour and volt gauges, is well placed and visible through the steering wheel and well protected from water spray by the windscreen. Due to the low driver seating arrangement visibility is slightly impaired. In some instances seeing oncoming boats is a challenge but is solved simply by standing or leaning out to the side. Apart from this small issue the overall passenger comfort and accessibility to facilities is more than satisfactory.

The finish is tidy with quality gelcoat and accessories, including enough conveniently placed drink holders to cater for a party. When hitting chop or boat wake, there are very few rattles or shakes, indicating an attention to detail overall.

The bilge pump, Brooker galvanised trailer plus canopy and bow covers are sensible inclusions in the overall package and there is a storage cover as an optional extra.

With additional bodies onboard she hardly missed a beat and it was difficult to notice the difference in revs and steering weight between two and four people.

Easily trailable, the Oddessy is an ideal craft for weekend adventures, water skiing, wakeboarding, freeboarding or fishing and can handle the odd trip outside in calm conditions. Designed for unrestricted waterways, it is in its element when the throttle is opened up and the windscreen used for its intention of shielding the passengers from the rush of wind as the Mariner Outboard reaches its cruising speed and teases the speedo needle upward.

Fun is the name of the game and the Countess Oddessy 190 is just the boat to deliver.

The price for a Countess Oddessy 190 with a 140hp Mariner outboard as tested is $39,990. The optional canopy costs $600.

For further information telephone the Sydney Powerboat Centre on (02) 9997 7797.

Profile
Heading out to Pittwater, on Sydney's beautiful northern beaches, is not what we call a tough assignment. The Modern Boating team's mission is to meet up with Steven Arenson from Viking Boats before taking two of his new range of fun boats for a spin.

We are greeted with clear blue skies and glassy water, ideal conditions under which to put the Sensation Wake 1450 and Countess Oddessy 190, newcomers to the Aussie market, through their paces.

These boats represent the versatility of this relatively new importer/retailer to Australia and highlight the advantage of strong family ties with a reputable manufacturer.

In 1974, Viking Boats established retail, wholesale and manufacturing facilities in South Africa. According to Steve it is now the largest boat dealership outside America.

The company has a distribution network throughout South Africa, Europe, Israel and now right here in Australia.

Viking Boats has 50 models in its range that use mostly American designs and componentry to manufacture mainly bowriders up to 25'.

Steve opened the Sydney Powerboat Centre four years ago and with similarities to the Australian market the South African-produced boats were easily adapted to suit our waters. Having fine-tuned the range, Steve now imports five from the extensive Viking range and the Breeze 21' bowrider is the largest. Steve has priced the current range to establish his brand and develop the market within Australia.

As we launched from the trailers at the ramp, greeted by blue water and smooth surface conditions, Steve filled us in about the family business history and his Sydney venture. But Steve and Chris, one of the guys from Sydney Powerboat Centre, were more interested in getting out of the 8 knot zone and onto unrestricted water to open up the throttle and put these little speedsters through their paces.

Who wouldn't?

SENSATION WAKE 1450
With a 75hp outboard and a length of 4.35m the fibreglass Sensation Wake 1450 feels surprisingly steady on the water especially when cornering. This jet boat-styled vessel cruises at 34mph and climbs onto the plane in less than two seconds. But this little speedster is almost impossible to flip and the only time it feels slightly sketchy is at full throttle negotiating the wake from a cruiser. It's not hard to get air between the boat and water but recovery is quick and steering firm. Let's face it, with a boat of this nature getting air is all part of the fun. Hitting turns flat out is more a sliding affair, similar to a jet boat. It's this aspect of its performance that gives the Sensation the feeling of safety and fun. Directional changes are no problem at short notice and the modified V-hull with reverse chines gives the steering a solid and defined feel during high-speed turns and direction changes.

The Sensation is a new model designed specifically for the Australian market after two years in development. Adapted from a jet boat hull design, and with a choice of 50hp, 60hp or 75hp outboards, it's marketed to compete directly with jet boats and is priced accordingly to establish them in the market. The Sensation has also been adapted for the tourist market and fitted with 9hp outboards, waterfront hotel chains use them as tenders. The hull is designed in America, manufactured at Viking Boats in South Africa and comes with a five-year warranty.

The interior layout is designed with the comfort and interaction of the passengers in mind. The driver sits next to two passenger seats in one row forward of the outboard and rear storage. A separate reverse seat up front makes the seating very social with more legroom than you'd expect from a boat this size. All seats are well finished and have extra padding on the bolsters, similar to a racing car seat, to prevent getting knocked about when the driver succumbs to the inevitable urge to engage in high speed turns and jumps.

The Sensation 1450 is likely to bring out the hoon in you because the temptation is always there to go full throttle into jumps and tight turns.

The removable, stainless steel ski pole caters for the skier or wakeboarder in the party and the ample storage areas in the floor and rear are ideally suited for ropes, equipment or dry clothes. Not that it is particularly wet onboard. Even though there's no windscreen to speak of, only a small binnacle the instruments, keeping dry is no problem even at top speed. Apart from hitting a wake on the slide or bashing into exceptionally big waves at speed the Sensation is a surprisingly dry craft. The optional canopy will keep light rain off but seems more suited to act as shade on those hot summer days.

With a 75hp outboard fitted it's tempting to keep the throttle down and the fun level up. And, except for the odd obstacle, it's hard to find a good reason to slow down.

The full instrumentation including speedometer, tacho, hour and trim gauges are well appointed and easy to read. Marine grade, stainless steel grab rails provide easy access from the water after a dip.

Easily trailable, the selling price includes a multi roller, galvanised Booker trailer.

A special introductory price, including the trailer and your choice of a Mercury or Mariner outboard, starts at $20,550 for the Sensation Wake 1450 with 50hp and $22,000 with a 75hp making this a very competitively priced package. The optional canopy costs an extra $695.

Story & Photos by Steve Cooney


 

Seawind Ventura 38 Review supplied by Modern Boating.

Tiger in the Tank
 
WORDS + PHOTOS: ANDREW RICHARDSON

This big cat does 6.4lt per hour on a trip from Sydney to the Whitsunday's.

Most boaties like to get out of the rut. So, when the team got the chance to get out on a different waterway, in a different powerboat, with different engines, it was 'count us in' all around.

Seawind Catamarans are one of Australia's marine industry success stories. Established several decades ago to produce smaller cats, the company has gone from strength to strength on the back of a few very successful cruising sailing cats. They recently built the 150th Seawind 1000 Cruising Cat and are recognised as one of Australia's largest exporters of yachts. In fact, half of Seawind's production goes offshore to markets in the USA, Europe and South East Asia.
Brent Vaughan from Seawind explained, "In developing the range of powerboats we found that there were a lot of sailors out there wanting to get rid of the 'rag and sticks', but still enjoy all the benefits of economical cruising, so Venturer Cats were born."

The Venturer 38 flybridge powercat we tested had three double berths, a huge cockpit and saloon, walk-in bathroom and a gourmet galley. But even with all this she drank only 6.4lt per hour at an 8 knot displacement cruise speed.
From a Sydneysider's point of view, that translates to less than two hours from Port Jackson, north to Broken Bay with a 12lt/$20 fuel bill. That's about what your kid's tinny would consume per hour!

"We calculated that this vessel could do Sydney to the Whitsunday's voyage for around $1500," said Brent.
But wait, there's more
Say you're feeling a bit rich, or you want to get away from those pirates chasing you during your trip over to Indonesia, the twin six-cylinder Steyr diesels will get this 38-footer wound out to 20-21 knots and you can hold her all day at 16.5 knots. At fast cruise speeds the vessel consumes 2.25lt per knot, which is why this craft will have such appeal to the frequent user.

These statistics really make sense to people who have had a few boats and realise the journey is often more fun than the destination.
Ross Wilson was the owner of the test boat that took us out for the day on Lake Macquarie, north of Sydney. He explained that he had more than 10 yachts and powerboats in his time and he found his way onto this vessel when he discovered its space and efficiency. And while this boat was being built, he visited the plant frequently and appointed naval architect, Peter Lowe, to advise on the expected performance from the Steyr engines he had sourced.
The Austrian-built Steyr engines are tidy six-cylinder powerpacks that weigh less than a lot of other fours in that power range. The owner's research paid off. These units are ideal for this vessel. Eight knots is an appealing speed, but when the power's on, the craft turns like she's on rails, while maintaining a flat attitude like all cats.


Getting at the aft-mounted engines looks a bit complicated, but it turns out to be a rather simple process. The starboard engine is located beneath a berth, while the port engine sits under a large cockpit storage area. Other large 'powered' Venturers, lose the aft berth to make room for bigger engines, but they only gain marginally on top speed.
But thanks to this innovative layout, removing the engines from this boat for a major service will only involve removing the headliner for the starboard berth.

LAYOUT
Rarely does any vessel have so much available space that the builders can afford to reserve cavernous zones for storage. The two bow lockers on the Venturer 38 are so large that (after modifications) they could be used as kid's berths, or even dive prep rooms. The portside cockpit locker was almost as large.
The vessel has a balanced use of timbers inside and out, which adds a touch of class, as does the use of durable 'UltraLeather' on the lounges.
The helm is located on the covered flybridge, where there's enough room to supplement the fixed seating with deck chairs and opening clears are used for good all-round visibility.

The Raymarine GPS/chartplotter and auto helm, combined with engine revs and fuel data, proved to be useful tools during our short voyage on the open expanses of lake Macquarie. Interestingly, the Raymarine Autopilot had a lower deck repeater, so on long passages the vessel can be controlled from the saloon.
Energy efficiency also applied throughout the house systems on the Venturer 38. This vessel has no inverter, or generator, because the owner opted for three 200amp-hour house batteries and four 80watt solar panels to supply the energy for lighting and refrigeration.
Also her large opening saloon windows give excellent cross ventilation, so there's no real need for air-conditioning and the galley runs off gas.

OVERALL
Simplicity is the key to this luxurious but efficient vessel. The bright interior flows seamlessly to the exterior, where you find wide walkways, a huge foredeck, teak-laid swim platform and covered aft cockpit areas. With so much room, stairs leading up to the helm might appeal to the less nimble and, because these vessels are custom built, I am sure it could be an option.
The Aussie-built Seawind Venturer 38 is a vessel perfectly suited to local conditions. She boasts bright open spaces and economical performance, making her ideal for the long voyages between east coast ports.
 

Seawind 1000 Review supplied by Modern Boating.

Manufacturer: Seawind


Issue: June 2005

My wife has a fundamental problem with sailing boats. It is a problem that highlights one of the fundamentals of modern society. It also highlights one of the fundamentals of the modern boat-buying public. Whenever we go sailing on a monohull, and she looks nervous, I explain how the lump of lead on the bottom of the boat will prevent it from tipping over. There are a couple of flaws with this argument. She knows that blokes have been bullshitting to women for centuries about such matters, thus illustrating a fundamental difference between the genders. She also feels nervous when the word ‘lead’ is used in connection with water, as it suggests ‘heavy’ and, by logical association, ‘will sink straight to the bottom’.

All this explanation achieves is to convert her fear of capsizing and drowning to a fear of sinking and drowning. My wife is not wrong; anything to do with boats requires a suspension of logic. More accurately, men tend to override caution with what they see as positive emotions, like a love of the outdoors, of colour and adventure. Which is why my wife, and women in general, prefer powerboats. And catamarans. Not many years ago production catamarans were seen as the outsiders of production yachts. In late March 2005, the workers at Seawind Catamarans pulled from the mould the hull of the 150th Seawind 1000, making it easily Australia’s biggest-selling production yacht.

Cruising cats have now moved a long way from fringe to mainstream. Seawind boss Richard Ward, who started boatbuilding when he bought the Maricat moulds in 1982, reckons that selling cats these days is markedly different from what it was 10 years ago. “Then, I had to sell the idea of the multihull. Now the market accepts the cat’s obvious advantages.” If these days Richard’s cats are part of the mainstream, what makes the Seawind 1000 so successful? Seawind’s first proper cruising cat was the 850, designed by naval architect Scott Jutson .

Building started in 1990, just in time to run head-on into Paul Keating’s recession we had to have. “We built 25 of them”, says Richard, “which was only just enough to keep the business going, but it was a time when other Australian builders were selling no boats”. This slow couple of years enabled Richard and his staff to think about what they would change on the 850 for a new and bigger boat. And the answer was — not a lot. The new 1000 would have a similar configuration — sleeping accommodation in the hulls and a large deck saloon sheltered by a full-width folding bimini, because by this time —1994 — the Australian public, particularly older members able to afford a $250,000 yacht, had fallen out of love with the sun. The hulls would have fixed keels, as in Richard’s opinion a cruising boat can do without lifting boards, which can cause havoc if the boat runs aground. The moulded keels of this big cat are a bit over 2m long and fit into moulded recesses in the hull’s bottoms.

OUTBOARD POWER
The new boat was designed to have a choice of either inboard diesels or twin 9.9hp Yamaha four-stroke outboards. Seawind’s experience with the outboard powered Seawind 850 had been excellent, but Richard was concerned that the market wouldn’t accept outboards in a large cruising cat like the SW1000. So, the 1000 went into production and were a hit. Only the first three were built with inboards — single-cylinder Bukh diesels, “a beautiful little motor”, says Richard. Boat No.4 was ordered by a charter company who requested outboard power because of their easy servicing. This turned out a huge success and so that boat, and every subsequent boat, was fitted with two 9.9hp four-stroke extralong shaft Yamahas, mounted on a lifting bracket to keep the powerhead well clear of the sea. The engines are housed in the box which supports the helmsman’s seat each side, and lower into (and drive from) a moulded pod which projects from the inboard face of each hull. A tackle lift s the motor clear of the water, eliminating drag and marine growth. “The Yamahas have been incredibly reliable”, says Richard. “We have hoped over the years Yamaha would do a 15, but they never have”.

LAYOUT
By boat No.20 the builders realised that no one ever lowered the bimini top, so the decision was taken to replace it with a fiberglass hardtop. Since that modification, changes to the 1000 have been in detail only. The original boat had four cabins (one in each bow and stern) with galley and bathroom amidships in the respective hulls. The more popular optional layout now available has a big cabin amidships in the port hull and a huge bathroom aft. A modern cruising cat built using lightweight fiberglass and foam is virtually unsinkable and offers a level of offshore safety not available to monohulls with a ballasted keel.

In the rare event of holing the hull, the monohull sailor has only the life raft for survival. However, in a catamaran the same damage may not even seriously affect the sailing performance, because the boat is sufficiently buoyant. But even after extreme damage the catamaran will still fl oat offering a high level of safety to its crew. The list goes on and from these advantages grow many others. For instance, the way families sail together on a catamaran. For many families the catamaran has meant the kids can bring their friends without overcrowding the boat. Guests do not have to be yachties to enjoy the day and entertaining can be done with style and without stress.

The Seawind team now have a saying, “once a catamaran sailor and you’re hooked for life”. Some buyers opt to convert the forward cabin portside to a large wardrobe/storage area, with a desk for the laptop, turning the port hull into a huge owner’s stateroom. The starboard hull retains its two cabins, and the galley. The Seawind has always had the full-width seating aft of cockpit, but the fabricated stainless tube Targa bar overhead has evolved. It now carries the two 120watt solar panels. These are important to the boat’s electrical system, because each panel delivers up to 9amps in ideal conditions.

The standard battery pack is two 150amp/ hour batteries but if the boat is ordered with plenty of electronics and the electric anchor winch, Seawind recommend a third battery to give 450 amp/hours. “It is important not to skimp here”, says Richard. “Big batteries will last a long time if they drain down to 70 per cent and recover, but if you drain them down to 30 per cent they don’t like it”. The solar panels keep the 12V Eutectic fridge/freezer running full-time. The Seawind’s rig is straightforward, a fully battened main and headsail. A screecher (reaching headsail) and its hardware are optional. Earlier boats were offered this

PANEL
The team at Seawind Catamarans take great pride in the workmanship that goes into every boat it builds, so quality control is paramount and at the front of every craftman’s mind. with a choice of charter, cruising and racing mainsails. These days the cruising main is crosscut Dacron, and the racing main, around 20 per cent bigger, is in a vertical-cut Dacron/Mylar, the vertical cut providing superior leech support. Because the 1000 has high-volume hulls and has not put on too much weight during its production run it has always been a lively boat under sail. “It was never meant to be a racer”, says Richard, “and it won’t win races in open classes but it will acquit itself well. They have been delivered to New Zealand and Hawaii and four have been sailed to Perth, surviving 80-knot storms”.

The boats are simply rigged and easy to single-hand. “With husband and wife teams you find a percentage of buyers choose a cat because the wife hates heeling, and perhaps she even hates sailing and certainly doesn’t want to do any of the work of boat handling, so the boat has to be easy to sail”, says Richard. “The other aspect people love is the way the saloon opens into the cockpit. Everyone likes to be outdoors if conditions are right, and the open saloon means that everyone onboard stays warm and dry and foredeck is a stable platform and in a breeze, usually the windward bow will stay dry. Of the 150 boats built, 50 have gone to the US, the Caribbean and Mexico and many others to spots around the Pacific.

After 11 years, Seawind were so happy with the 1000 that for their newest boat, the 1160, they used the same principles. The Seawind 1000 demonstrates perfectly why multihulls have come into their own. New yachts are selling here in unprecedented numbers, many to first-or second-time owners, and almost all are intended for family boating. The days of blokey, uncomfortable sailing are over, except for the racing brigade. And the racers too, include women in numbers that would not have been dreamt of in 1994, when the first Seawind 1000 saw the light of day.


Words and Photos by Barry Tranter
 

Seaswirl 2101 Bowrider Review supplied by Modern Boating.

Manufacturer: Seaswirl

For most fishermen, especially those with families, buying a new fishing boat can be something of a compromise. Dad wants a fully blown, bluewater fishing machine, while mum insists on a comfy day cruiser with all the little luxuries. But more importantly for her, the boat must have a loo. And not one of those pokey little boxes — that are not much better than a “placky” bucket — she demands privacy and room to be comfortable. The kids, well, they want everything. Fishing, cruising, the power to race other boats up river and of course water toys — they have to be able to ski/wakeboard/or be towed in a tube behind the family boat.

The word “family” is the key here. A family boat must to be able to do it all and few do it as well as this newcomer to the Aussie boating scene, the Seaswirl 2101 DC sterndrive bowrider. Here’s a boat with an enormous aft cockpit with all the fishing paraphernalia such as live bait tank, rod lockers, heavily padded gunwales, removable rear quarter seats and rod holders, that help make a good fishing boat, a great fishing boat. But up front, in the area that is used for cabin space in the 2101 Walk-Around version (see test Modern Boating Jan/Feb 05), is a roomy bowrider.

ON-WATER PERFORMANCE
So, yes, she is a bowrider, but the good news for fishos is that the 2101 DC sits on the same “ocean-proven hull”, with its classic heavily flared bow, that makes all the 21 footers in the Seaswirl range winners. After a morning out on Broken Bay, north of Sydney around the mouth of the Hawkesbury River, the Modern Boating team can assure interested readers that the 2101 DC retains all the sea-kindly, bluewater attributes that had the team drooling over the fishing machines in the Seaswirl range we have tested in the past. The contributing factors behind the boat’s top ride were clearly visible with the boat sitting on its drive-on drive-off trailer. The hull is heavily flared at the bow with its widest point — 2.59m — at the dual console bulkhead.

This pronounced flare and breadth well forward, ensure all spray and water is thrown away from the hull even before her wide flat chines come into play. Like many modern-day bluewater hulls, the 2101 DC features an extremely sharp bow entry that slices through chop and swells cleanly. But her biggest attributes are those wide, flat, down-turned chines, which form mini tunnels between the extremities of the hull and the keel. Air trapped in these tunnels creates a cushion that dampens the boat’s ride in rough conditions.

The hull’s heavily pronounced strakes also come into play and ensure the boat tracks straight, even in a following sea. The boat handles so well that even headon into some reasonable swells the team couldn’t put any water on the screen. But the big plus is that those travelling in the bowrider also remained dry. There was no banging and crashing as we bounced the hull off a few good waves and running noises drumming through the hullweren’t a problem.

POWER AND LAYOUT
The 2101 DC is powered by a 5lt 270hp Volvo EFIsterndrive, which is an extremely quiet running motor even at full noise. The other big plus for this installation is that the engine block almost disappears into the transom wall, so there is little, if any, engine box encroaching into the main cockpit. This provides a good flat transom to fish against, and yes, you can reach out over the swim platform to clear the sterndrive leg with all but the shortest rods. The boat’s on-water performance is impressive and the hull keeps a positive running attitude with wind coming from any quarter.


The test boat wasn’t fitted with the optional trim tabs, nor did it need them for that matter, but they would come in handy to keep the hull trimmed if heavy loads are to be carried. As far as lay out goes, the bowrider is quite roomy and capable of seating three passengers in comfort. However, if it’s ‘stretch out and luxuriate’ comfort you’re after, two’s the limit here. The bowrider has under cushion storage and the gunwales are high, a great safety measure for kids, because there’s no likelihood anyone’s going to get thrown over the side in tight turns if they aren’t hanging on.

For some reason the Americans seem to have a thing about building descent-sized anchor lockers into their smaller boats and it’s a failing on this vessel. Yes, I admit the bowsprit is designed to carry the anchor when underway, but Aussie fishos normally carry more than one anchor — a sand and a reef pick — and there’s only room for about 50 feet of rope in this locker. Anyone venturing offshore will no doubt be carrying the extra anchor in a milk crate sitting on the bowrider’s floor. Problem solved. The helm station, in the starboard console, features a stainless-steel wheel and full instrumentation.

And don’t worry, there’s still plenty of room to mount a GPS chartplotter/ sounder unit in or on the dash. Both the helm and navigator’s seats swivel 360 degrees; plus, there’s an enormous fish box between the seats that drains overboard. The port console houses the toilet. There’s enough room in here to get comfortable for the task at hand. The rear-quarter seats can be removed to give fishermen unrestricted access to the stern and there’s a 90lt-live bait tank in the transom. There’s a walk-through transom door on the portside, which makes boarding from the swim platform easier.

A swim ladder is also a standard feature. Raw water deck wash, chromed-brass bilge outlets, removable carpets, bimini, 396lt-fuel tank, stereo unit, plenty of drink holders, gunwale-mounted rod holders, kill tank with macerator, in-dash tackle drawers, dual batteries, driver’s footrest; this Seaswirl’s got all the extras to make fishing and boating an enjoyable obsession.

OVERALL
With a price tag of around $69,000, the 2101 DC also represents extremely good value for money. She’s an allrounder that can complete all the tasks likely to be assigned by a family without having to make compromises on any front.

Words by Steve Cooney and Photos by Ian Macrae

 

Seaswirl 175 Bowrider Review supplied by Modern Boating.

Budget Buster
WORDS + PHOTOS: IAN MACRAE

Are you looking for an entry-level family boat that offers more?

The 175 sterndrive bowrider is the third Seaswirl model the team have had the pleasure of testing and I can confirm that the standard of fixtures, fittings and ride of this vessel will leave many other entry-level family boats wallowing in her wake.
Even though I've called the 175 an entry-level boat, her build-quality makes her stand out in the crowd, while her all-inclusive base price of $35,900 certainly puts her right there in the economy stakes.

So, what do you get for your bucks? While this model is also available in a slightly more expensive outboard version, the $35K price tag gets you a 'toey' 135hp 3lt Volvo Penta sterndrive that effortlessly propels the Seaswirl 175 I/O to 42mph at 4900rpm.

OUTBOARD VERSION
The outboard version (powered by a V4, 115hp Saltwater Series Yamaha) is a bit more 'torquey' than the sterndrive and has a top speed of 43mph. This makes it an ideal choice for those more into waterskiing than wakeboarding, while the heavier inboard throws a bigger wake for boarders.
Minimum horsepower for the outboard model is 90hp, while the maximum is 140hp. Standard horsepower for the inboard version is 135hp and the maximum is 190hp.
Powered by the 135hp Volvo, the 175 shot out of the hole and planed effortlessly after six seconds. The 115hp outboard powered boat was out of the hole like a scowled cat and planed in just on four seconds, again giving that little bit of extra grunt skiers look for.

STABLE HANDLING
Another stand out feature of both the models is the hull's stability at rest and while underway. The 175 features aggressive chines carried well forward, which trap air in the mini tunnels formed between the sharp bow, pronounced keel and the outer chines. The boat literally rides on a cushion of air.
There are two strakes on each side of the keel, which, coupled with the hull's 20-degree deadrise, keep the hull tracking straight and give it the ability to turn like a rocket sled on rails in little more than its own length.
From a standing start the 175 I/O planed at 10mph pulling 2000rpm and cruised economically and quietly at 3800rpm doing 32mph.
The sterndrive hull requires little trim angle to get it working properly, while the outboard model danced eloquently on her transom 'third' at just under one half trim out.

Construction
Like all Seaswirls, the 175 Bowrider is constructed using the Fibrecore One-Piece Stringer System, which makes for a strong, lightweight boat that remains relatively 'firm' and quiet over low chop. This quiet ride is further enhanced by the underfloor foam filling, which ensures this boat exceeds all US Coast Guard survey requirements.

The hull has a moulded liner and clip-out carpets to make cleaning easy.
The aft cockpit is wide and uncluttered with extremely high gunwales. These are great because they give the wife and kids an added sense of security for those times when dad throws the boat into an 'unannounced' 180-degree turn, then says sorry. They're also high enough to brace comfortably against when playing a big fish.
Still in the aft cockpit, the engine cover has a fire-extinguisher port, so any engine fire can be doused without opening the engine cover, which can cause a further flare-up.

This engine hatch has two sections. The first smaller hatch opens for regular maintenance and daily servicing, while the second larger hatch opens completely if work needs to be carried out on the motor.
There are two rear-quarter seats that can be lifted and slotted into place at the same height as the top of the padded engine cover to form a large sun pad. The teenagers will love that.

There's a large ski locker between the driver's swivelling bucket seat and the observer's seat, which also folds down into a sun lounge.
At 5ft 9in, I found the driver's positions excellent. The gear and throttle lever was in the right position, I could see clearly through the windscreen and the Faria gauges were right in my line of sight.
The seat has a bolster, which allows the driver to see over the screen. There was no 'bejesus bar' across the top of the windscreen, but it's strong enough to brace against if needed.
Walk through the split windscreen into the bowrider cockpit and the fact that this is only a 17ft 4in boat, comes to the fore. You can't have all that cockpit space and a big bowrider as well. There's only room in here for one passenger, but there are drink holders for two. And the drink holders are big enough to hold a stubby in a cooler.

There's no bowsprit or anchor locker as such, but ground tackle can be stored under the port and starboard bunk cushions.
Other features include AM/FM satellite-ready stereo with CD player, lay-in Berber carpet, chrome-plated brass deck fitting, a stainless steel rubrail overlay and a bimini top with boot.
If the 175 has one downside it's the single-axle skid trailer. I hate skid trailers, because they aren't much good on shallow ramps and they can be a pain to drive onto.
If I were buying one of these top boats, I'd be paying the extra grand for an upgrade to a fully rollered drive-on trailer.
But having said that, the 175's stylish lines, black hull, white deck and striking graphics turn heads on the water and new owners will be wrapped with her economy and overall handling.
That's not a bad double for an affordable, entry-level family boat.

Sealine delivers its biggest S-Series sports cruiser.

If you like to hit the water not just with style but also with friends, you'll love Sealine's SC47 sports cruiser. Following in the wake of the SC35 model, the SC47 boasts a distinctive hull, a Zeus drive system and spacious entertaining areas. As it should. It is, after all, a member of Sealine's S-Series range of unique sports cruiser convertibles, built to embody the values of sociability, space and style.

The SC47's character is apparent from the moment you lay eyes on it—the boat's panoramic sports windscreen and large opening canvas roof system are housed in a distinctive dark brown frame, complemented by the hull finish in either white, Sealine blue, dark brown or yellow.
The cable-driven canvas roof transforms the open-plan cockpit into a fully enclosed space in seconds, making it the perfect social space in all weather. Lounge-style seating accommodates up to 10, a large folding cockpit table providing al fresco dining. A dedicated galley, complete with all the essentials—sink, grill, fridge, icebox and ample storage—services this area.

The SC47's new hull has the largest length-to-beam ratio for a luxury yacht in this size category, providing stability and 'big boat' feel. The width and clean and crisp lines of the dynamic design are geared towards safety and stability at all speeds.
The SC47 has been fitted with the new Zeus engine propulsion system, which provides improved handling with the convenience of a 360° joystick control, delivering high performance and manoeuvrability. The compact nature of the drive system also allows for a much larger lower deck, which is flooded with light courtesy of a large skylight.

The SC47 also offers a spacious saloon, with seating for eight, equipped with a 26in television, as well as a CD and DVD player.
Accommodation includes a full-beam master suite with ensuite stall shower and toilet, while a forward cabin has a separate ensuite shower and toilet. Furniture is in walnut or oak finish, with leathers and natural linen style fabrics offering colours with accents of plum, lime green and chocolate brown. In a word: stylish.

 

The next generation
 
WORDS + PHOTOS:
IAN MACRAE

Sealine lets rip with this awesome cruiser.

After more than 30 years in this industry, it takes a lot to truly impress me (or 'blow me away' as the Y-Generation says), but a recent surf of the 'Net' did just that. Before sitting down to pen this piece, I checked out 'Google Maps' for the correct spelling of the English seaside town of Brixham, where I tested this Sealine SC38 recently and I got a lot more than I bargained for.
Not only did I get the right spelling, but I switched to the 'satellite view' and literally zoomed in on the Brixham Marina. I could clearly see the new Sealine SC38 I'd tested sitting serenely in its pen. If a mere civilian can get that sort of detail from the Net, what can the military see? I'll be making sure my bedroom blinds are properly drawn come my next birthday!

NOT THE NORM
This sports cruiser is a bit of a departure from the norm for Sealine, because while she offers all the qualities of a hard-top sports cruiser (protection from the sun and rain, which makes her an ideal vessel for the waters around the Isle of Wright or Sydney Harbour), Sealine has incorporated a soft sunroof over the cockpit. This roof extends from the driving position back to the aft lounge. So, when it's time to - as they say in the song - 'let the sun shine in', it slides back in a matter of seconds. Plus, because of it's manual operation there's no electric or hydraulic motors and rams that can fail, so maintenance is minimal.
With the roof closed the SC38 is similar in appearance to other hardtop sport cruisers, albeit quieter when underway, because the canvas roof let's any running noise in the cockpit dissipate. But open this huge sunroof and she's more like an open sport cruiser than a hard top.

More than a name
But there's more in her name (Sports Cruiser) than simply stylish good looks. Powered by twin Volvo Penta D6 350hp sterndrives, this Sealine's got 'balls'. With a top speed approaching 40 knots, the SC38 can really 'hoof it' along. And that's not bad considering she's fitted with the biggest engines on option (the standard D4s are much lighter), a genset, air-conditioning unit and 700lt of fuel. That amounts to a displacement of more than 9000kg before we add people and all of their associated gear.
Being powered by sterndrives, all the weigh is aft (the genset and air-con units are also down the back) and I must admit to initially thinking this might affect the vessel's trim, but nothing could be further from the true. In the calm conditions that prevailed during this test, from a standing start with the legs trimmed fully in, the SC38 adopted an ideal running angle without any tweaking of the sterndrives or trim tabs. And while we had to go chasing other boat's wakes in the calm seas to get any indication of how she'd perform in the rough, her level planing attitude keep her sharp bow entry slicing effortlessly through slop. No banging or porpoising across the water.

The twin Volvo 350s shot the hull 'out of the hole' beautifully and her acceleration was equal to a boat of much smaller proportions.
Within minutes of taking my position behind the helm I felt at home and confident in the hull's ability. The 38SC was as easy if not easier to drive than the average family car. She was a pleasure to drive. Turns... you want turns! This hull has extremely large and aggressive chines, which work in conjunction with the keel to trap air between the chines' outer edges and the keel, so the hull literally rides on a cushion of air. I threw her into some pretty wild turns and figures-of-eight at full noise and not once did her tail slip out or did she show any signs of baulking.


Driving this boat is deceptive, because she handles more like a 20-foot ski boat than a 9000kg cruiser. I have spoken to a couple of other boating journos, who got to test the SC38 in rough conditions and both praised this Sealine's rough water handling. After these comments and my own experiences I'd have no qualms about running this boat on coastal passages such as Sydney to Port Stephens.
Slow speed manoeuvring around the marina and in speed-restricted zones was also impressive. Her 12ft 3in beam allows the motors/sterndrives to be positioned well apart, so, unlike some narrower hulls fitted with sterndrive units, she tracks straight at slow speeds and can spin on the spot like a boat fitted with shaftdrives. And while a bow thruster would come in handy when there's a strong wind or runout tide plaguing the marina, the SC38 slide around dockside quite efficiently without one.

LAYOUT
The aft cockpit's open-plan design is an entertainer's delight. Everyone's on the same level, there's ample seating for eight guests on two lounges, the skipper and a friend get a duel-helm seat and the wet-bar is within easy reach. Ergonomically, the dash layout is extremely good. The comprehensive instrumentation is clearly visible, but the fixed helm seat and bolster seat set-up will be a bit squeezy for larger drivers.
And that blue tinted windscreen - get rid of it. I don't know how the Brits feel about such things, but here in Oz, where we get plenty of sunshine, no one would consider having a tinted screen for safety reasons.
Below deck the SC38's contemporary styling and layout is superb. The well-equipped galley and dinette (converts into a double bed) face each other in the main saloon. There's a wooden bulkhead sealing off the luxurious forward stateroom and a door on the amidships three-berth cabin for privacy, but the piece de resistance down here is the amount of natural light the floods all areas.
Each compartment, including the separate head and shower, has its own porthole, but Sealine went further and hit a homerun by fitting skylights. There's a large skylight forward of the dash that floods the saloon with light, another one to port beside the helm to force light into the amidship's cabin and a third in the roof of the forward cabin.

OVERALL
In our book the Sealine SC38's a winner. Her spritely performance and rough water handling will leave many of her competitors scratching their heads in her wake, while the 38's contemporary styling and crisp square lines below deck modernise her look considerably. The sliding sunroof in the cockpit is brilliant, as are the skylights illuminating the saloon, the amidship's and forward cabins.
There's also plenty of space around the D6s in the engine room for routine servicing and maintenance, but as for that blue-tinted windscreen...! It's already been replaced on later boats but its replacement still has a slight green tinge and it's definitely not my cup of tea.
Landed in Oz this boat will retail for around $600,000, which is pretty good value for money for an almost 40-footer.

 

Sealine T60
 
Issue: June 2006

DARE TO DREAM

This ultra-luxurious 60-footer is the stuff dreams are made of.

WORDS IAN MACRAE

More than 30 years ago boating enthusiast, Tom Murrant, started building boats in West Midlands, smack bang in the middle of England. Who'd have believed back then that this small boat builder could construct an empire that would become one of Europe's largest production luxury boat builders, producing more than 400 boats a year? Its range encompasses 15 models of sports cruisers and motor yachts, from entry-level to full-blown luxury 60ft motor yachts.

Despite the company's overwhelming success and expansion over the years, Sealine has remain true to its roots by retaining the bold, entrepreneurial spirit that started it all, along with its original location in the West Midlands, the industrial heart of England. That's quite a way from the sea, but it doesn't seem to worry Sealine. The company trucks each of its vessels to the coast for sea trials, brings them back to the Midlands for a final touch up, them trucks them back to the coast for shipment. "The system's worked for 30 years, so why change now?" asks Tom.

The company now boasts a workforce of more than 700, who complete every facet of the boat building process from its original design, through to mould-making, wood and metal working, upholstery, lamination, interior design and naval architecture. In fact, Sealine is one of the few boat builders that run an entirely in-house operation — from the drawing board through to the finished product.

Sealine has a worldwide network of more than 40 dealers, including Peter Redford's Sydney-based Five Star Motor Cruisers, which not only sell these top boats, but offer an extensive backup and warranty service. But having now tested two of these boats in recent months, experiencing first-hand the build quality of each vessel, I doubt the Five Star team will have many warranty claims to deal with.

From the Modern Boating team's point of view, innovation is the key to the overwhelming success of Sealine's flagship, the latest T60 model.

INNOVATION'S THE KEY
This boat is packed with clever design improvements that truly enhance the onboard experience. These can be as simple as knobs, not cords, to open and close the Venetian blinds, or clever bunk designs that turn a twin guest's cabin into a bunk house for four, when more than the expected visitors stay onboard. This cabin is also great for when the kids want a couple of mates to come along on a weekend cruise.

But to my mind the coup de grace is Sealine's patented Extending Cockpit System. Electronically sliding the transom lounge and bulkhead out over the swim platform by around a metre, creates one of the biggest aft cockpits on any 60ft - flybridge cruiser on the market. If you like a party, this is the boat for you.

On boats, innovation and storage go hand-in-hand and the T60 is a glowing example of the excellent use of all available space, right down to the roof above the aft cockpit, which is an extension of the flybridge. Again, it's only a simple thing, but lockers have been incorporated into the underside of this roof, which makes it an ideal location to store the life jackets in. If you had to abandon ship it would probably be done over the stern and everyone could grab a jacket on the way out, so to speak.

Production boats sold right around the world need to be able to accommodate individual taste without having to go down the more expensive custom-built path. I for one, don't like air-conditioning on a boat and much prefer fresh air, but most American buyers wouldn't even consider a boat without air-con.

So, to placate all, while the boat does come with three-section air-conditioning, it also has four electrically operated windows in the saloon — two near the helm area and another two aft near the galley and dining table. Sections of the roof above driver and navigator also open and there's even a handy skipper's door on the starboard side. Plus, all the cabins and bathrooms have opening portholes, so this boat has excellent airflow and ventilation for people like me.


LAYOUT
Suffice to say, the standard of workmanship and quality of fixtures and fittings used during the T60 construction are all first class. Step aboard and you'll be convinced you're on a much larger vessel than a 60-footer. An open L-shaped galley (with bar) and the dining area, with its handcrafted dining table, are on the lower level aft of the main saloon. Step up into the saloon proper and circular lounges surround the pop-up plasma television behind the dual helm seat. This arrangement allows up to eight people to relax in comfort and enjoy the surround sound cinema.

The skipper's also well catered for with a helm that features just about every electronic gizmo, allowing him to not only drive but monitor every operational process happening onboard.

You want luxury? Stunning woods, including madrona bur, zebra ebony and pear (all with a high-gloss finish), plush leathers, deep-pile carpets, stainless steel, mirrors and subtle lighting are used throughout this vessel to create an ambience that'll take your breath away.

Descend the stairs to the owner's cabin where Sealine offers a luxurious full-beam master stateroom amidships — normally only found in much larger yachts — with its own spacious en-suite. And the beauty of an amidships owner's cabin is you won't be annoyed all night by the sound of water slapping the bow when at anchor. The VIP forward stateroom is equally luxurious and boasts its own en-suite.

The stairs to the flybridge are well protected from the elements and easily alighted by anyone carrying drinks. Not that you would have to take most drinks up, because the area has its own wet-bar and icemaker. The flybridge covers more than half of the boat's entire area, so it is, in fact, a fourth story.

Large sun pads, plenty of seating tables, barbeque, and a bimini to keep the sun off — this is the place to party and the skipper doesn't have to feel left out.

OVERALL
Concerned about manoeuvring a boat of this size around the marina? Forget it. Twin Disc electronic controls and bow and stern thrusters make this boat as easy to drive as a 20-footer. It's an ideal vessel for a husband and wife team.

The Sealine T60 Flybridge is one of the most innovative boats to hit Aussie shores since her smaller sister vessel, the F42/45, landed in early 2006. With a starting price of around $2.24 million, she's also excellent value for money for a 60-footer.

PERFORMANCE & HANDLING
Out on the water, this big boat feels more like a smaller sports boat. The steering is so light and responsive it's 'fingertips only' on the helm. Turn the helm a couple of centimetres and you can actually see the bow move a couple of centimetres in that direction.

The turning circle is similar to other vessels in her class, but she feels light and agile. Weighing-in at around 30,000kg fully loaded and boasting an extra-thick and strong fiberglass hull, she rides smoothly without banging and crashing her way across chop. The hull also performs with minimal pitch and rolling motions, while the trim tabs can counter any load or strong wind across the bow problems.

Twin 805hp Caterpillar C15 diesels drive the T60. These have plenty of power to lift the boat steadily out of the hole until the turbos kick in and she's away. She cruises effortlessly at 20 knots pulling 1800rpm, has a fast cruise speed of 24 knots at 2000rpm and tops out at around 30 knots at 2380rpm.

ENGINE ROOM
Twin 805hp Caterpillar C15 diesels provide the power for the T60.

PERFORMANCE
In calm conditions the T60 returned the following figures.

KNOTS - RPM
3 - 800
9 - 1000
12 - 1200
23.9 - 2000
28 - 2200
30 - 2380

SPECIFICATIONS
LOA: 59' 4"
LENGTH EXTENDED: 61' 3"
BEAM: 16'
HEIGHT: 21'
DRAFT: 4' 3"
FUEL: 3140lt
FRESHWATER: 580lt
DRY WEIGHT: 25,500kg


+ Excellent value for money; Extending transom
- Nothing to report

 

Sealine T51
 
Issue: January 2003

What's in a name? Quite a lot in this case. Anyone who loves boats can see from these photographs that the motoryacht Inspiration is the kind of boat boaties dream about. In fact, she is truly an inspirational dreamboat.

A mere play on words? Not really. This beautiful lady is indeed an inspiration in more than name alone. This British-built Sealine T51 belongs to the William Brownlee-Smith Family Trust, in short Bill and Karien Brownlee-Smith.

Bill commissioned her as a mobile venue for what Bill calls, "various business functions within our company —-- City Finance Franchising and its associated group of companies, City Finance Loans and Cash Solutions and its 112 exclusive franchised areas throughout Australia. We hold all kinds of get togethers, meetings, seminars and motivational meetings onboard," he said.

"In the nine months we've had her so far, she's journeyed up to the Whitsundays in the north and south as far as Sydney from our base on the Gold Coast."

Inspiration works for her living. She's no mere corporate toy left like so many others slowly decaying in a marina berth somewhere.

Talking to Bill though, it's quite apparent that even though she's a business asset, it does nothing to diminish his enthusiasm for this beautiful vessel.

Most boaties can identify with this. It goes without saying that the love of boats and boating is something the Modern Boating team and our readers all have in common.

The team sees it all the time when we meet boating folk during our travels. It doesn't seem to matter whether they are proud of a second hand tinnie, they finally managed to scrape the bucks together for, or like Bill and his boat Inspiration. Even though he did have to scrape quite a few more dollars together to get this boat on the water.

By the time virtually everything on the factory options list had been fitted to the boat, plus freight from the UK and GST, the bill came close to A$2 million.

But how Bill and Karien finished up with this Sealine is an interesting story in itself. Initially, they attended the 2001 Sanctuary Cove Boat Show looking for a motoryacht to suit the needs of their business. They settled on a possible three.

Then, they enlisted the help of long-time friend Athol Rusden. Athol's been a seaman all his long life — a sea captain for much of it — and he's now in his late seventies, or early eighties, Bill wasn't too sure.

So Athol and the Brownlee-Smiths sea trialled three boats off Sydney in what Bill describes as "some pretty rough weather out through the heads."

It's not prudent to name the other two vessels, because the Sealine T51 ultimately won out, but Athol gave it the nod, because of its soft ride in the trying conditions and her overall seaworthiness. What Bill called he and Karien's "favourable impression of the boat's workmanship and attention to important details," sealed their decision.

Next came the deal itself and as Bill put it, "if we weren't already sold on the boat, I can't speak highly enough of the outstanding standard of service from Sealine's Sydney connection Paul Smithson".

Some nine months later, when the Modern Boating got to spend a few hours onboard Inspiration, Bill was still talking happy. Happy with her economical operation and the boat's overall performance. During our conversation the inevitable question, "How fast does it go?" came up — it's a boy thing.

There are three power options for the Sealine T51: a pair of Cummins QSM11s; twin Caterpillar 3196s; and the Volvo D12s chosen for Inspiration. The factory estimates her top speed at 29 to 31 knots, but Bill confessed he's pushed the GPS to 32 knots with a tailwind.

The ladies will probably be more interested in Inspiration's amenities, which have been put to the test a couple of times now. The first trip was out to the barrier reef off Hamilton Island. The second was an overnight sojourn into the Hawkesbury River. Both trips had 10 people onboard and went extremely well. Everything needed to cater for the guests was at hand.

Unfortunately for the Modern Boating team there were no exotic destinations for this test, we had to be content with a few hours spent on the southern end of Moreton Bay around Couran Cove, which is near Inspiration's berth in Sanctuary Cove. It's a nice part of the world too, but...

It was clearly obvious that a few days onboard Inspiration would be inspirational indeed for those franchisees of City Finance Loans and Cash Solutions.

The photo spread on Inspiration is probably enough to have readers immersed in dreams of their own, but we know that you, like us, are also interested in more details about this beautiful boat.

Bill and Karien employ Ian Gage as a professional skipper for Inspiration's time on the water. Ian kindly helped us out during the photo shoot, then took us for a tour of the boat, which turned out to be full of surprises.

Starting at the stern, what at first glance appeared to be a teak bar top across the transom, on closer inspection turned out to be a hydraulic davit with a 300kg lift capacity; although apparently it does also serve well as a bar top. Ian said that no sooner was the anchor down than the guests were normally leaning on it with a drink in their hands.

The crews' quarters are also at the stern. Ian lifted the upholstery away from the lounge across the transom to reveal the hatch to the cabin. Open the hatch and there's a ladder that leads down into the stern cabin where there's a pair of bunks and a head. It's all air-conditioned of course, as is the rest of the boat's interior.

It was also interesting to note that the windows in the saloon could be opened electrically, just in case fresh air proved more preferable than air-conditioning. The portholes in the staterooms must also open, because there were insect screens fitted.

There was also teak decking laid all the way to the bow. This is an excellent non-slip surface and makes it safer for crew, or guests to go forward.

It also breaks up the expanses of white gelcoat inevitable on a 51' fibreglass hull, which adds considerably to the boat's looks. Even the steps up to the side decks and the flybridge had teak surfaces.

All this exterior timberwork has been left natural, but inside the saloon the teak and cherrywood timberwork has an immaculate high-gloss finish.

The warmth of the timberwork blends well with the beige upholstery in the main saloon. It's the first thing that strikes you when you step through the big sliding smoked glass entryway. If her sleek lines didn't start you dreaming, the décor soon will.

One of the things we really liked about Inspiration was the way her layout allows guests to form their own intimate groups in separate areas, or for a fair sized group to gather in the aft lounge.

There's a large U-shaped lounge and table to starboard and a smaller double seater to port beside the entertainment unit cabinet.

The galley is up one step from the aft lounge and set to starboard with the dinette up another step to port. Between them is the stairway, protected by a shaped smoked glass and timber railing, down to the sleeping area.

A lower helm and navigation station can be reached through the galley. It's, one step up to the double seat behind the controls. The lower station has the major instrumentation to monitor the engines and genset, plus a Raymarine R75 radar, ST80 Multiview and the Raychart 112 GPS unit.

The electrical switch and control panel is located between the galley and the lower helm station. This has a lightly smoked glass cover, which makes the gauges and switches visible at a glance, but not too obvious if you don't want to see them.

Big LCD displays for navigation and smaller repeater gauges monitoring the engines make sure the boat's vital signs remain visible when driving her from the flybridge.

Up on the flybridge there's also ample space for socialising. Aside from the upper control station there's a huge lounge seat, a sun pad, a small BBQ grill, a bar fridge and a sink complete with hot and cold running water. A necessary shade top made this area habitable during the day under the hot sun.

Down the stairs from the main saloon are three staterooms and two heads. One of these is the en suite for the master stateroom in the bow, while the other has a dual entry from the guests' staterooms and the boat's central passageway.

The master stateroom is notable for its headroom. There's also a large overhead hatch/skylight that keeps the cabin bright with the sunshade open, or kept moody with electrical lighting when the sunshade's closed. The guest stateroom also has a double bed, while there is a pair of single beds in the second guest stateroom. This one is the smallest of the three as you might expect and is set back underneath the galley.

The conditions offshore were relatively calm on the day of the test, after morning showers had flattened the seas. So it became a case of criss-crossing through the camera boat's wake to gain some idea of how the hull handled slop.

And the team agreed with old Athol. Not only did the boat's deep-vee slice through the slop with ease, there was absolutely no banging. To be totally honest we didn't even hear anything. This is a solid hull and running noises were extremely low.

The T51 turned as you would expect a 51 footer, not exactly like a ski boat, but the turning circle wasn't huge either.

Following our offshore run the boat's hydraulic power steering, electronic engine controls and a 25hp bow thruster helped Ian expertly manoeuvre Inspiration into a tricky berth beside the brewery at Sanctuary Cove.

With only a metre or so to spare, between a timber wharf and a rock wall, he spun her 180 degrees, before backing her into place between the fingers of the marina. We were quite happy to stand back and watch before finally giving a hand with the lines.

With Inspiration back in her berth after our all too brief time aboard, Ian opened the pair of big hatches in the aft deck floor that access the engine room. It was time for him to get back to work.

And for the Modern Boating team? Well, we'd had our dose of inspiration, it was time head off to get our film processed and get the fingers typing.

Engine Room
There are three power options available for the Sealine T51: a pair of Cummins QSM11s; a pair of Caterpillar 3196s; and the Volvo D12s chosen for Inspiration. Each Volvo is rated to 675hp.

The Sealine factory estimates the boat's top speed at 29 to 31 knots, but Bill confessed he's seen 32 knots on the GPS. There is plenty of room in the fully insulated and sound dampened engine room to carry out daily maintenance and servicing.

Story & Photos by Warren Steptoe
 

Issue: October 2001

In an early 1980s Australian comedy movie, a bemused Italian immigrant, played by actor Walter Matthau, described average Aussies as "a weird mob". In many ways it's true. We're laid back, easy going, and unfortunately, when it comes to talking about this great land some could even be described as nonchalant.

Sure, they'll tell visitors "this is the best bloody place on earth", but most take Terra Australis for granted.

Take a look at Sydney Harbour for instance. If you'd asked overseas' visitors during the Olympics, or sailors on R & R from visiting American war ships at any time, they'll tell you Sydney Harbour is the most beautiful harbour in the world. And coming from patriotic American seamen, that's not faint praise.

Every morning and night thousands of people commute across the harbour on Sydney's ferry service. But it seems many barely look up from their newspapers long enough to acknowledge the Harbour Bridge let alone take in all the harbour views.

This point was not lost on the Modern Boating team as we cruised past Sydney's Circular Quay on our way to open water for this boat test. Sometimes the water traffic here, with the ferries, water taxis and other vessels going in all directions, make this stretch of water like a dodgem car track.

As we threaded our way through the traffic a Sydney Ferries' River Cat powered out of the Quay on our starboard side. We looked to see how many people were actually taking in the sights. Some passengers may have become nonchalant about Sydney Harbour's sights, but most were staring intently at the stunning lines of our luxurious Sealine T47 Flybridge Motoryacht. Everywhere we take this new Sealine she draws admiring glances. And with good reason. Her smooth, sleek lines are pleasing on the eye. It's also clearly evident to the naked eye that from the size of the wash she throws, there's more than enough power below decks to deliver top performance.

But we were to find out during this test it's this British boat builder's attention to detail and guts to try something different in an already well-tested market that make this solidly-built luxury motoryacht stand out amongst the competition.

Out on the water all of the team took turns at the helm, both upper and lower stations. We all agreed the electronic throttle and gear controls were silky smooth. But even though the hydraulic steering was smooth it was a little heavy - no great drama. It was also a bit of a spinning match to go from lock to lock, because it takes six full turns of the helm. It's something you need to keep in the back of your mind if you have to throw the boat into a tight turn.

Under power the Sealine T47 is a pleasure to drive and extremely responsive. The hull bites the water well during tight turns with no tail slippage. Out on the harbour, cutting through ferries' wakes and small swells didn't phase this boat at all.

The T47 also gets another tick in the box here for the low engine noise in the main saloon, even when running flat out. This boat is powered by twin Volvo TAMD74P EDC 480hp diesels. Flat out at 2600rpm the boat pulls 30 knots, but she cruises comfortably just under 23 knots doing 2200rpm. With a load of fuel, water and six passengers onboard, this gives her a cruising range of around 300nm, or from Sydney to Nambucca Heads.

What's so different about the T47 layout? Well, most other similar vessels offer two main cabins and a smaller - almost token - third cabin. In some cases this third cabin seems more like an afterthought than an intended inclusion. While still useful, they're normally pokey and detract from the overall usable space in the main saloon.

But that's where the T47 is different, she only has two staterooms. A roomy double cabin in the bow for guests and an even larger owner's cabin situated behind the lower helm station. Both these cabins are luxuriously appointed. They are finished in highly lacquered cherry wood, have double beds, plenty of space to move around in, wardrobes, storage cabinets and en suites. The en suites are just as ambient as the staterooms, featuring marble top vanity units with mixer taps, plus all the goodies you'd expect to find in a top class hotel. The guest's shower cubicle has plenty of head height, but the good news for the owner is their shower recess is much larger than normal on a boat of this size. How's that? No you've got the room to shower with a friend and save water.

The next point scoring difference of the T47 is its spacious aft cockpit cabin. This type of cabin is normally reserved for crew, but we could hardly call this a crew cabin because they're usually cramped. This cabin was much bigger than expected. Stainless steel rails support the teak steps that lead us down into this cabin through a hatch beneath the lounge in the aft cockpit.

Once below, the cabin opens out to reveal an electric marine toilet, washer/drier, wash basin with mixer tap, wardrobe, opening porthole, door to lazarette and a single - come cosy double - berth. After spending a few minutes in this cabin the team agreed, none of us would have any problems spending a weekend, or longer, in this accommodation.

Moving back up into the aft cockpit our attention was quickly drawn to the main theme of this area outdoors entertaining. With the aft cabin hatch closed, and the first sections of the cushions back in place, the L-shaped lounge across the transom, which extends along the port side, has ample seating for six adults in luxurious comfort. It's a great place while underway to sit and watch the harbour scenery slide by.

"Hang on a sec. Isn't that a bar fridge under that barbie? Crack us a coldie will ya?" "Ah, sorry mate, we're working." "Oh yeah, I forgot." While this class of boat lends itself more to popping champagne corks than cracking cold beers, we can still see ourselves cruising the Whitsundays, cooking a steak on that BBQ and enjoying a cold beer as the sun sets over the water.


A stylish folding-teak table also enhances the outside entertaining theme in the aft cockpit, but there are only two folding chairs. Ideal for lovers, or simply a great place to relax.

To add to the Sealine T47's already mounting point score, it's back into the main saloon. By having only two main staterooms, complimented by the over-sized aft cockpit cabin, Sealine's designers gain around 2sq m of extra space to play with. Some of this extra space goes to the owner's cabin, but the majority increases the usable space in the open-plan saloon.

The sunken galley further enhances this open feel. At first glance the galley looks like any well-equipped, single bench kitchen. "But wait, there's more." The floor lifts exposing two lockers. These slide out to reveal plenty of extra storage in deep plastic trays. While on the subject of galleys, and the things they contain, there are four refrigerators onboard the Sealine T47. One on the flybridge, others in the aft cockpit and main saloon, plus another in the galley itself. Keeping food and drinks onboard cold isn't a problem.

Back in the main saloon it's even more ambience with subtle lighting, deep-pile carpet, a marble top bar, entertainment centre, club chairs and the best fold out and up coffee/dining table the team's ever seen.

If it's party time, don't worry if some friends have a few too many and need to stay over for the night. If you run out of room in the aft cabin and guest's stateroom, there's always the double bed beneath the beautiful U-shaped leather settee. A feature of this bed is its luxurious mattress and handy cushion that folds back to provide a divider. Even two mates can bunk down together without feeling too embarrassed in the morning.

The lower helm station is also a skipper's dream. It's extremely well laid out and features comprehensive instrumentation. But there is another side to this helm position that's not quite as obvious. Unlike many similar boats the Sealine T47 keeps an extremely level attitude when running, even in a big sea. Yes, you can safely drive her from inside the cabin and still see over the bow. Isn't that better than freezing your butt off on the flybridge, while the others enjoy "hot toddies" below. But if we were in the Whitsundays the flybridge is the place to be.

For the skipper there is dual adjustable seating, paired easy to view gauges, clear instrumentation and most importantly a comfortable driving position. There's also an L-shaped navigator's lounge with a nifty six glass, one bottle drink holder tray on top of the wetbar. For those wanting to soak up a few rays, there's a large sunpad, with fold-up backrests, to sprawl out on behind the helm seat. At the rear of the flybridge is a targa arch, which supports the radar dome, antennae and navigation lights. Out on the deck, the Sealine attention to detail we spoke of earlier is clearly evident.

How many times have you ever wondered where you were going to store all the gear that just seems to keep multiplying every time you take your boat out? Well, the Sealine T47 has that covered. There's dedicated storage for lifejackets, canopies and cockpit cushions in the overhead lockers moulded into the flybridge sole.

Extra gear can be stowed in the spare lockers on the flybridge, under the cockpit seats, below the rear swim platform and in a locker on the foredeck. And speaking of the swim platform, it also has folding transom chocks designed to support a small tender. When not in use these chocks fold back into the swim platform locker. Out of sight, out of mind. While at the transom, we should also mention the test boat was fitted with an optional hydraulic passerelle (gang plank) with dinghy lift. This helps makes boarding from a marina, or lifting a tender into position, a breeze.

Another point scorer for this boat is the height of the bow rail and the width of the walkways down each side of the main cabin. Although these aren't overly wide they do have deep toe rails. Even in a big sea, with the help of grab rails along the sides of the flybridge, the crew can safely negotiate the trip to the bow. Like all the decking on this dreamboat, these walkways and the foredeck are all hand-laid teak. They are functional, easily maintained and look superb. The boat also features eight oversized stainless steel cleats, a bow fairlead and a big self-draining chain locker with fender storage. Again, attention to detail.

What does the team think of the T47? Well, the reason this Sealine draws admiring glances every where she goes is simple, it a darn fine looking boat both inside and out. The quality of fixtures, fittings and fabrics used in her fit-out are second to none, while the craftsmanship employed during every facet of the boat's construction is clearly evident. Everywhere Sealine's attention to detail shines through. Full-length rubber door strips instead of anti-rattle pads, strong magnetic door catches, so cupboard doors won't fly open in a big sea, three electric saloon windows for ventilation, anti-slip rubber strips on the steps, the list goes on and on. Not surprisingly, it's these little things that make one boat stand out in the crowd.

What does she cost? Only $1,200,000, which isn't much when you say it quickly. But you have to remember when you buy one of these boats you're getting a floating mansion for the money. And you show me where else you can get a luxury Sydney waterside mansion with majestic views of the harbour for $1,200,000. Normally there'd at least be another naught on the end.

Story & Photos by Ian Macrae

 

Sealine F42/5
 
Issue: April/May 2006

TWO FOR ONE

This innovative newcomer will set the boat show circuit on fire.

At Modern Boating we test (on average) 15 boats per edition, which equates to some 120 boats per year. That's a lot of boats! But it certainly keeps us up-to-date with current boating trends. It also gives us the opportunity to make informed comparisons between vessels. And following this test of the latest Sealine F42/5, I can confidently say this is one of the most innovative boats to hit Aussie shores in years.

Like most boats in this class, her standard of fit-out and finish is first rate and she utilises the standard two double cabin galley down layout as seen in most 42-foot flybridge cruisers. So what makes this boat so different?

It's not one feature; it's many that combine to deliver an amazing, value-for-money boat that's poised to set the Aussie boat show circuit on fire.

The first question show goers will ask is: "What is she, a 42 or a 45-footer?" The simple answer is she's both.

TWO FOR ONE
A touch of a button engages Sealine's patented extending cockpit system. The entire transom slides back, extending its length by three feet and almost doubling the aft cockpit's area. With the cockpit extended you can throw in a big table and six chairs for those that can't fit on the transom lounge. So 10 people can sit down in comfort to enjoy an alfresco meal in idyllic surroundings.

But the system doesn't only give the owner extra entertaining space, the extending transom also cuts down on berthing costs (you pay per foot at the marina), because you only have to pay 42-footer prices.

The extending transom also aids boarding for those who aren't slight of foot. With the boat backed into the marina the platform extends out over the marina decking, so they don't have to step over water to board.

If you think the extending transom is a great idea, then the 42/5's rough water handling abilities will blow you away.

PERFORMANCE & HANDLING
Like many of her competitors, Sealine has designed an excellent hull with wide, down-turned chines that she carries well forward. These deliver top lateral stability and a dry ride. Her sharp bow entry slices through chop and swells cleanly, while having the props in tunnels allows them to bite into clean water for tight turns with no tail slippage. But Sealine has gone a step further and added metal tunnel extensions to the 42/5's transom, which basically add another few feet to the hull's waterline length. These negate the need for trim tabs, which, while they are fitted, are only required to correct lateral trim problems caused by weight distribution or wind blowing onto the bow. At 25 knots and running at 45 degrees across the one metre swells coming in through Sydney Heads, the hull was rock solid. Even head-on into the sea, she didn't bang and crash as the waves (that were no more then 10 feet apart) bore down on the hull. It performed effortlessly. The boat didn't porpoise excessively and the ride was comfortable.

Fuel usage also rates a mention, because cruising at 24 knots this Sealine used only 61.8lt per hour (both engines). A pair of Cummins QSC 500hp diesels provide the power for the 42/5. These were surprisingly quiet and even at full noise didn't disrupt conversations anywhere on the boat. Other engine options include twin Volvo D6 370hp diesels, twin Volvo TAMD 430hp diesels, or twin 480hp Volvos.

GOING BELOW
There's a massive amount of storage in the locker that houses the Genset. An adult can easily climb in here and move to the transom where there's a removable panel to access the rudder linkages and steering gear. This makes servicing and repairs a whole lot easier.

But the cockpit innovations don't stop here. Every possible storage space has been utilised. The curved glass sliding saloon doors are vented to stop misting and there's a handy locker in the cockpit roof that houses the aft cockpit table. Sealine has also designed a quality set of cockpit covers that securely enclose this area and only take a few minutes to set-up. They're a Godsend.

Topside, the extended flybridge provides the roof over the aft cockpit and a massive sunpad for those wishing to soak up a few rays. Just be careful you don't step on the vinyl cover that closes off the flybridge stairs, or you could find yourself back in the aft cockpit faster than you intended. The flybridge helm seat also swivels to become a side bench seat, which converts the bridge into a lounge/dining area.

Moving to the bow is a safe affair thanks to the extra-wide walkways around the main cabin and the thigh-high bowrail. There are foot controls for the anchor windlass (with a remote on the flybridge), an anchor locker that's deep enough to hold more chain than you'll ever need and the plough anchor fits into a clever recess in the bow, so when stowed it can't get in the way.

Step into the spacious open-plan saloon and even more surprises await. The dinette quickly converts into a large, queen-sized innerspring bed, but unlike most boats, by moving the dining table to its alternate position, the table can still be used when the bed is erected. There are also electrically operated sliding windows, so extra ventilation is only the touch of a button away. If you don't want to turn on the air conditioning, that is.

At the helm, comprehensive instrumentation (featuring Smartcraft gauges) allows the skipper to keep an eye on how things are performing, but watch your head as you step up to the helm because the roof 's a bit low. Seated at the helm, all-round vision is good, but taller drivers may have to lean forward a tad at low speeds to check all quarters. This isn't a problem once the boat is planing.

The fully equipped galley also rates a mention, not only for its extra bench space and storage, but for the way the cupboards have been designed to take full advantage of available space. Plus, all the draws open on metal frames, have solid metal hinges and lock securely so they don't rattle. Cookie even gets an opening porthole to see outside and get a breath of fresh air when in the galley.

The opulent forward stateroom also has plenty of storage. Its queen-size island bed lifts and bends in the middle for easy access to items stowed under it. The starboard stateroom has two single beds with a clever tray-storage system in between, which swings down to create a flat base for the large double bed. This cabin has good headroom and hanging lockers with solid metal locks that don't rattle.

OVERALL
If this were my boat, I'd be sleeping in this cabin. It has three portholes for good ventilation and you won't have to listen to water slapping against the hull all night.

With a base price of $850,000 and a construction standard that's second-to-none, the F42/5 offers excellent value for money. Add air-conditioning, a top-of-the-line electronics package, Genset and all the other luxuries that turn this top boat into a great boat and you'll need around $910,000 to park one at the marina. But considering all the innovations incorporated into this boat and her excellent sea-keeping abilities, it still equates to top value boating.

A BRIEF HISTORY
Sealine has been designing and building boats for more than 30 years. It was founded in 1972 by Tom Murrant, who started out with nothing but the belief that he could make a boat better than those available on the market at that time.

Despite the company's overwhelming success and expansion over the years, Sealine remains at its original location in the West Midlands, England's industrial heart. People passionate about boating run the company. Staff are highly skilled, experienced boat builders and some have been employed since the first Sealine cruiser, the 23ft 'Continental', was born.

Boasting a workforce of more than 700, Sealine employees are specialists in their respective ields, which includes everything from mould-making to wood/metal work, upholstery, lamination and interior design.

Today, Sealine is one of Europe's largest production luxury boat builders, producing more than 400 boats a year.

ENGINE ROOM
A pair of Cummins QSC 500hp diesels provide the power for the Sealine 42/5.

PERFORMANCE
With four adults and a full load onboard the F42/5 returned the following performance figures.

KNOTS - RPM
20 - 2000
25 - 2500
31 - 3050

SPECIFICATIONS
LOA: 42' 4"
LOA (EXT): 44' 10"
BEAM: 13' 10"
HEIGHT: 14' 3"
DRAFT: 3' 4"
WEIGHT: 11,800kg (Dry)
HEADROOM: 6' 4"
FUEL: 1410lt
FRESHWATER: 630lt
PRICE: $850,000


+ Extendable transom; Brilliant ride
- Head height at helm

 

Sealine F34
 
Issue: August 2006

STEAMING AHEAD

All aboard Sealine's new family fun ship!

WORDS IAN MACRAE

Sealine is a relative newcomer to Australia. Its boats made a short foray here about five years ago before disappearing. But recently, Peter Redford and his team at Five Star Motor Cruiser picked up the importation rights. They're now re-establishing the brand here — big time.

The first boat off the ship was a Sealine F42/5 Flybridge, which turned out to be one of the most innovative boats to reach our shores in years.

It was so good in fact that it took out the 2006 Modern Boating Imported Boat of the Year (Over 24') award.

Then came the T60, also a brilliant and innovative vessel. And a T50 is due off the ship any day. But hold onto your bobby socks, because now there's an F34 in stock, which offers all the innovations of the bigger boats, but in a smaller (and less expensive) package.

It may surprise some readers that the F34 is one of the few Sealines built to a price ($400,000 base price), but potential buyers in the market for a 34-foot flybridge cruiser don't need to worry about this boat short changing them.

Sealine has built this vessel to a price, but it still has a wow factor backed up by design, performance and quality.

DESIGN
The F34 is virtually a scaled down version of her sister ship the F42/5. And the good news is she also features Sealine's patented Expanding Cockpit System (SECS), which nearly doubles the usable aft cockpit space and turns this 35ft 6in boat into a 37-footer.

Interior headroom of 6ft 3in is also excellent for a boat of this size and so is the space in the main saloon.

But to achieve this a few minor compromises had to be made. The side walkways around the main cabin are a bit narrow and awkward to negotiate. The stairs and entrance hatch to the flybridge are also narrow, as is the doorway into the smallish bathroom.

But don't get me wrong, in reality these are probably on par with many other less innovative 34-footers on the market. And anyway, a few compromises are a small price to pay for all the room and luxury this boat has to offer. Like the concealed anchor housing system, plus much more. She exceeds the Modern Boating team's expectations and we're still trying to work out how Sealine can do it for the price.

Out on the water, this sterndrive vessel needs trim tabs to extract maximum performance out of the hull. On take-off she requires a small amount of fiddling to get the trim right, but once trimmed the ride is smooth and stable.

Aggressive chines, carried well forward, coupled with a sharp bow entry, allow the boat to slice through chop and swells effortlessly and keep the spray were it should be, outboard. There was a slight station-wagon effect in the aft cockpit at full noise, when a small amount of mist was sucked inboard, but it was minimal and didn't cause a problem.

Twin 230hp Cummins 4.2 MS diesels provide the power and propel this more than 7 ton (fully loaded) to a top speed of 32 knots at 3800rpm. We found a comfortable and economical cruise speed to be 24 knots at 3000rpm.

LAYOUT
I've already mentioned the SECS and the extra room it creates in the aft cockpit. What was a standard sized cockpit for a 34-footer becomes a top area for a bit of alfresco dining when the SECS is engaged. It's a great spot for four people to dine and watch the sun go down over the water. Sealine has also included a removable timber table that hides in a locker above the aft cockpit.

The transom lounge is a great place for guests to sit when underway, because it keeps them out of the elements. But at rest, if they do decide to go for swim, there's a transom shower to wash off the salt and sand.

The F34 features a curved-glass sliding door leading to the saloon, similar to the one in the F42/5. It's also ventilated to prevent fogging. The main saloon is spacious and designed to make maximum use of every nook and cranny. Finished in cherrywood and plush leather, the look and feel is five-star all the way. There's plenty of storage and the raised helm station offers everything even the most fastidious skipper could want. But what really caught the team's collective eye is the clever way the lounge and dining table convert into a king-sized bed. The design of the galley on the portside is impressive too. Sure, it's a mini L-shape with the sinks, stoves, ovens, storage and refrigerators normally found in a compact galley, but wait, there's more... The bench top that covers the stove slides rearwards, effectively doubling the galley's bench space. That's clever! There's also a corner cabinet against the forward saloon bulkhead housing the wine bottles and glasses racks, which pulls out to reveal handy pantry storage.


The main stateroom is in the bow. It offers the same levels of luxury as the saloon, but has a centre-folding mattress that makes getting at the under-bed storage a breeze.

There's one luxurious, but compact bathroom onboard, set on the portside opposite the guest's stateroom. This cabin isn't quite as luxurious as the master, but does feature standing headroom next to the hanging lockers and a king-sized bed, also with good headroom.

All the cabins have opening portholes for ventilation (if air-con isn't your bag) and there's sliding-windows in the saloon. The flybridge features a comprehensive helm station and a dual swivelling helm seat.

MORE SECRETS
But the flybridge has other secrets. With the bimini removed and the rear radar/antenna wing folded down, this boat can be easily trucked around the country.

This is a boat with real class and a stack of innovations hiding above and below decks. With a starting price around $400,000, the Sealine F34 represents excellent value for money.

Sure, there are a few compromises made to retain a spacious saloon and accommodation, such as the narrow walkways around the main cabin, but it's a tiny price to pay for what you get — a 34-footer with almost as much room as a larger 37-footer.

This boat has the price and feature list to make her the choice of many families looking for a top cruiser for weekends or extended cruises away.

The good news is she's not going to leave the bank manger red in the face.

ENGINE ROOM
Twin 230hp Cummins 4.2 MS diesels provide the power for the Sealine F34.

PERFORMANCE
In blustery conditions on Sydney Harbour, the F34 returned the following performance figures.

KNOTS - RPM
24 - 3000
32 - 3800

SPECIFICATIONS
LOA: 37'
Length: 35' 6"
Beam: 11'
Draft: 3' 2"
Headroom: 6' 3"
Fuel: Two x 322lt
Freshwater: 282lt
Price: $400,000


+ Extending aft cockpit; Top pricing
- Cabin walk-arounds

F42/5 GETS GOLD
At Modern Boating we test (on average) 15 boats per edition, which equates to some 120 boats per year. That's a lot of boats! But it certainly keeps us up-to-date with current boating trends. And after testing the Sealine F42/5, I can confidently say this is one of the most innovative boats to hit Aussie shores in years.

Like most boats in this class, her standard of fit-out and finish is first rate and she utilises the standard, two double cabin galley down layout as seen in most 42-foot flybridge cruisers.

So what makes this boat so different? It's not one feature; it's many that combine to deliver an amazing, value-for-money boat that's poised to set the Aussie boat show circuit on fire. She certainly set us on fire, because the F42/5 Flybridge Cruiser was awarded the 2006 Modern Boating Imported Boat of the Year (Over 24ft).

 

WORDS + PHOTOS:
WARREN STEPTOE

This Seafarer warhorse has been around for a while,
but it's still at the top of its class.

To sell well in what is probably our most competitive boating market sector, Australian 6m cabin boats, you have to have a product that is better than good. It says a great deal then, that Seafarer's Victory has long been considered the standard by which others are judged in this category. Its longevity however, does pose a few questions relevant to people making a choice between some good 6m boats.

Questions like, is the Victory getting long in the tooth? Have boats from other builders overtaken it by now? Historically, Seafarer boats are rarely bought by first time boat owners—that's also food for thought.
For the newcomer, many boats appear similar, and they may base their decision to buy on price alone. But the experienced boater will look more closely before making a purchase.

Heavyweight competitor
Seafarer's uncompromisingly high standards may be easy to overlook at first glance. But when you dig a little deeper, the facts and figures speak for themselves. If you compare the dry (hull) weights of a Seafarer boat to cheaper competitors you'll find that our test Victory, for example, is around 200kg, even 250kg heavier than many competitors (300kg plus if they're aluminium).

Experience teaches that the advantage of a heavier hull's rough water ride may well be the difference between comfort and discomfort. That's the difference between finding mates eager for another day's fishing offshore, or busy when you call. Or families pestering Dad to go out in the boat this weekend, or more interested in something on the television.
If it ain't broke...


Yes, Seafarer's Victory has been around for ages. And yes, it's been unchanged for years. But no, emphatically no, it's definitely not dated. The Victory's bunk sleeps two in comfort, but that's not at the cost of cockpit space—which is still amongst the roomiest.
The Victory's split folding aft lounge is still as good as they get. You can anchor a Victory from either the cockpit or through the cabin hatch. Helm ergonomics are spot-on no matter whether you're seated or standing; and there's a grab bar along the screen frame right where it should be. You're well shaded at the helm with an optional bimini—which folds down easily for trailering or storage. And there's a fish pit/icebox set in deck between the helm seats. I could go on with details, but in short, anything the competitors have, the Victory has.

Still packs a punch
For a boat that's been around since
well before the current rage in four-stroke outboards, the Victory we tested was in no way disadvantaged by the 175hp Suzuki pushing it along. Rated
to a maximum of 225hp, the Victory
hull with a 175hp Suzi planed at less than seven knots and ran out to a top speed of more than 40 knots. The combination simply felt right!
Seafarer has passed from the hands of the original owners, the Fry family, and is part of the Haines Group. But while ownership's changed, Seafarers are still built by the same key staff who came with the deal.
Is the Victory the best boat in its class? My answer is that you'll have to try it and see if it suits you. What I can say is the Victory is clearly amongst the leaders in an ultra-competitive class. If you are looking at a 6m family/fishing boat, you'd be a damn fool not to consider it.
 

Seafarer Vermont 5.9
 
Issue: December 2003
Manufacturer: Seafarer

Here’s a new recipe for the Aussie boating scene. Take Lindsay Fry’s tried and true 5.9m Seafarer hull, finished in either bright yellow or red gelcoat; give it a runabout layout with a low profile double bed cabin; and strap 200hp of Evinrude grunt on its transom and what do you get? An exhilarating day boat that can handle just about anything Sydney Harbour can throw at it at speeds that’ll blow you away.

And don’t be mislead into thinking Sydney Harbour is just a sheltered waterway. Have you ever seen the amazing television pictures of Sydney ferries battling 5m swells inside the harbour? It can get pretty rough out there. Seafarer’s 5.9m hull is a true deep-vee bluewater hull and she performs as such, it’s only this boat’s internal layout that makes her different from her offshore brothers.

She has an overall length of 6.45m (21’ 2”) — including the swim platform — a beam of 2.4m (7’ 9”); has a hull weight of 900kg; and an extremely sharp deadrise at the transom of 21 degrees. With a fine entry she cuts through swells and chop, while her large down-turned chines ensure she tracks straight when underway and is stable at rest. Out on the water this boat is a real hoon machine. It’s a hoot to drive, has power to burn and has the ride and smooth water handling of a performance ski boat, but this Seafarer has another ace up her sleeve — she can also deliver high speed performance and handling in rough and choppy water.

In fact, as the Modern Boating team found out during this test, the best way to drive this hull in choppy water is hard. She literally sliced through the swells without and delivered a surprisingly smooth and dry ride. Because the hull is designed in a runabout configuration and the low forward cabin sits under the foredeck, the boat retains a low profile making it extremely aerodynamic. The curved and raked one-piece windscreen allows for an even better airflow over the cockpit, which reduced drag even further. The first part of this test was conducted on a windless morning on the upper reaches of the Parramatta River, where the water was glassy smooth.

In those conditions we were able to run the boat flat strap with complete safety. With the hull trimmed right out, so the boat was running with only the transom in the water, the Vermont hit 49.6 knots at 5500rpm. She was literally dancing on her chines. And that was only the test boat. The camera boat was the same hull fitted with a 250hp Evinrude and she was to be honest, a little twitchy, in a fun kind of way. The team agreed the 250hp engine might be a bit of an overkill, especially when you consider the hull has a maximum power rating of 225hp. Other speed-to-rpm readings were: 7.2 knots at 2000rpm; 8.9 knots at 2500rpm; 15.5 knots at 3000rpm; 28.5 knots at 3500rpm; 34.5 knots at 4000rpm; 39.9 knots at 4500rpm, and 49.6 knots at 5500rpm.

That was in calm water, but later that day in choppy water out on Sydney Harbour the boat performed equally well. The harder we pushed her through the chop the better she liked it and the better the ride. The boat handled tight turns at speed, in both choppy and smooth water easily, without tail slippage or the steering feeling heavy during recovery. High gunwales give the skipper and passengers a sense of security during high-speed cornering, while the wrap-around windscreen forced the airstream up and over the cockpit, so even those on the rear lounge don’t get ruffled. From a personal perspective, I wasn’t overly rapt in the colour of the two hulls, but the boat’s top performance more than compensated for any problems I might have with colours.

As far as layout goes, I have already mentioned there are double bunks with infill cushions that convert them into a double bed in the low forward cabin. You have to bob down to get in, but it isn’t all that cramped once you’re in. There are no portholes, but there is a large hatch for ventilation and access to the ground tackle and a shelf down each side. The low slung cabin has full bulkheads with a bi-fold aluminium/Perspex door and removable companionway hatch.

Moving out to the helm station, the driver’s seat is an adjustable bucket on a pedestal. The observer’s is also a bucket, but it is adjustable and it does swivel, but not 360 degrees. The helm features full engine instrumentation mounted on a classy carbon fibre dash, but there was no sounder or GPS fitted to the test boat. Across the top of the windscreen is a stainless steel grab rail, there’s a lockable glove box in front of the observer’s seat and two drink holders. The stereo is mounted inside the glove box. The cockpit is fully carpeted; there is underfloor cockpit storage and a 180lt underfloor fuel tank.

Across the transom is a removable lounge, which conceals the battery and oil bottle. Speaking of the battery, the Vermont’s is mounted on the cockpit floor. If possible I would like to see this raised to keep it high and dry. There is also a self-draining rear storage transom well to port and an insulated icebox with hatch for the drinks to starboard. Forward of the engine well is a stainless steel ski pole and there is a swim platform on either side of the outboard.

The swim platform bracing struts also act as grab rails when boarding from the water. All deck fittings are stainless steel or brass, there is a non-skid pattern finish on the foredeck and side coamings and heavy rubber has been used to protect the gunwales. The boat comes mounted on a fully rollered, galvanised tandem Tinka drive-on trailer, which features fibreglass mudguards and submersible lights. Submersible lights; that would be the first thing I would rectify. No matter what the manufacturers claim, submersible lights eventually fail, a removable light board is definitely the go.

To sum up the Seafarer 5.9m Vermont, she’s a high speed, high performance runabout that’s just as much at home in the roll of a social ski boat as she is as a harbour day boat. She’s also a top sea boat well capable of long runs along the coast or island hopping. Driven hard, she gives a head snapping, tight turning, exhilarating ride, but this boat never loses that surefooted ride that Seafarer hulls are renowned for. So how much will it cost to park one of these great performance machines in your driveway? Around $64,750.

Words: Ian Macrae. Photos: Stephen Cooney

 

Seafarer Vega
 
Issue: January 2002
Manufacturer: Seafarer

Seafarer's newest 5.75m Vega bridges the gap between the popular 5.5m Viking, the larger cabin, smaller cockpit Ventura and the 6m Victory. The release of the new Vega means Seafarer now has vessels to cover the entire 5.5m-6m range. It's a range where the difference of an old fashioned foot or so in length, makes substantial differences to critical factors like tow vehicle requirement, interior room, handling, ride and most importantly cost.

From any angle there's no mistaking that the Vega is very much a member of Seafarer's blue-blooded line of offshore fishing/family day boats. To hide Seafarer's strong family resemblance a bit more chlorine would need to be thrown into the gene pool. The resemblance is so strong sometimes it takes a hard look at the model name to determine exactly which model is which. But there's enough room inside the Vega hull for the model to stand alone - unlike the smaller V Sea/Venus, or the larger Viking/Ventura, which offer different ratios of cockpit to cabin space to suit people's preferences.

In fact, all of these Seafarers are either larger or smaller versions of established and successful boats. So it goes without saying the Vega's layout is extremely well thought out and it works.

Why are these boats so good? Well, Seafarers are built by a perfectionist, Lindsay Fry. But being so good also has its drawbacks, because the people who don't appreciate the subtle differences that make Seafarers stand out in the crowd, would probably never buy a Seafarer. Why? Because they are normally people who buy on price alone. And you can't built a boat this good on the cheap.

On the day of the Modern Boating test, one of the Vegas tested was the first of a new line still under development. Even so, the fibreglass work, trimming, fittings and metal work of this prototype were as impeccably presented as ever. In fact, we recently tested this boat for our sister magazine Modern Fishing.

At the time it was fitted with a pair of V4, 90hp Johnsons. But Lindsay wasn't completely happy with the boat in that configuration. He suggested we wait until a second boat was built, powered by a single outboard before completing Modern Boating's more rigorous testing process.

Although well within the Vega's power parameters - to a maximum 200hp - the twin V4s had a total weight of 290kg, which is a lot of weight for a 5.75m boat to carry on it's blunt end. The hull handled the power effortlessly, but out on the water you could feel the extra weight of the dual motor installation.

On the other hand a single 200hp Johnson Ocean Pro is considerably lighter and weighs only 205kg. So Lindsay replaced the 90s on the first Vega with twin three-cylinder 70hp Johnsons. By the time of our next test a second Vega had rolled off the production line. It was fitted with a 135hp V6 FICHT RAM Injection Evinrude. Both boats were better balanced than the original boat tested. The single 135hp and twin 70hp installations feel right with less weight on the transom.

After zooming around inside the Southport Seaway with Lindsay at the helm to get performance figures, we poked the Vega's nose outside. Like many people in the boating industry, Lindsay didn't pull any punches and ran this boat hard. Outside the shelter of the breakwalls a confused chop left over from two days of strong winds, churned its way across a low swell, steepening as it met the shallow water on the bar. If the water looks idyllic in the photos inside the Seaway, it wasn't outside.

Out wide the boat produced an impressive ride at speeds much higher than we would normally have run in such conditions. But the Vega stuck like glue, cutting through the chop cleanly and producing a soft ride through all the mess.

It wasn't until Lindsay brought the bow around into the wind, heading back towards the entrance, that the steep side of the swell started launching the Vega off waves, forcing him to ease the throttles back.

Having satisfied ourselves that the new Vega was all we'd come to expect from Seafarer in the handling stakes, we had the opportunity to compare the boats with three different power options - twin 90hp V4s, twin three-cylinder 70hp and a single 135hp FICHT RAM injected Evinrude.

We had already established that the twin V4s weren't the best set-up, because of the weight involved. But Seafarers are built with a wide, extended transom that's almost a half pod. This is done intentionally so owners, serious about offshore work can opt for the security of a twin outboard installation.

The twin 70s weigh-in at 226kg, plus the extra oil tank and steering paraphernalia, but this weight would have also been a factor with the twin 90 installation. On the other hand a 135 hp FICHT RAM Injected Evinrude weighs 188kg. Most serious offshore fishers would run two batteries, so the weight ratios are similar.

With the twin 90s fitted during our initial test the Vega ran out to 45 knots at 5800rpm. We'll get to the advantages and disadvantages of having one or two drive legs in a moment.

With one of the 90s shut down and its leg trimmed clear of the water we still recorded a top speed of 34.2 knots. It took awhile to get there though, which supports Seafarer's case for recommending a single 115hp as a minimum power option.

The Vega fitted with twin 70s hit a lower top speed of 36.9 knots. But at the time it was fitted with 18" pitch OMC Raker props that only revved out to 5600rpm. That's acceptably within OMC's full throttle operating range of 5000 to 6000rpm. But Lindsay said he'll be interested to try a pair of 17" Vipers on the 70s to see if they generate a few more revs and maybe a little more speed.

The 135hp FICHT was running a 17" Viper, but just to ensure our science didn't get too precise, the blasted tacho dropped its bundle at 4500rpm. It recorded a top speed of 37.8 knots - revs unknown. At lower speeds it was a completely different story. The twin 70s lifted the Vega quickly onto the plane at 9 knots pulling 2500rpm, while the 135 held back and didn't plane until the boat hit 11 knots. We figure that the additional thrust of two propellers, coupled with the extra lift from two cavitation plates, help the hull plane quicker. At a 3800rpm the 70s cruised along at 23.4 knots, while at the same rpm the 135 hooted across the water at 27.2 knots. By easing the 135 back to 3500rpm it still maintained 24.2 knots.

It would be interesting to run some comparative fuel consumption tests at these different rev/speed ranges.

People who opt for twin motor installations tend to do so for reasons other than fuel economy. This is just as well, because it's likely a single FICHT RAM injected motor would be quite a bit more economical than a pair of triples cylinders drinking through carburettors.

Cost - purchase price as opposed to running costs - is the last factor to consider. But with the Johnson/Evinrude situation still somewhat up in the air at the time of writing, accurate pricing was not available. As far as he could tell, Lindsay thought that the two options would work out close to each other in the money stakes.

Engine Room
During this test we were able to compare the performance figures of a single 135hp FICHT Injection outboard, twin 70hp and twin 90hp Evinrudes. The 135's operating range was 4750-5250rpm, while the 70hp engines pulled between 5000-6000rpm and the twin 90s revved out to 4500-5500rpm. Engine weights were 188kg, 226kg and 290kg respectively.

The 135 was fitted with a 17" OMC Viper prop, the 70s had OMC Raker 18" props and the 90s were also spinning 17" OMC Vipers. WOT speeds: 135hp, 37.8 knots; 70s 36.9 knots and the twin 90s, 45 knots.

Story & Photos by Warren Steptoe

 

Seafarer 6m Victory/E-tech
 
Issue: July/August 2005

Seafarer has the enviable reputation of delivering well thoughtout, top-performing boats that not only handle well, but are built to last. I’ve got a couple of mates that swear by their Seafarers, just like the people at Seafarer itself. This Queensland based manufacturer builds its boats as if each vessel was to remain in its own possession forever.

The longevity of Seafarer boats probably explains why you don’t see many on the secondhand market. But when one does come along, you see ads like this one I spotted recently in the classifieds:

“Off shore easy with 225hp. 20ft Seafarer with 1998 225hp Johnson, serviced April 16, 2005, we will be going out April 21 for one final fish. I love this boat, but I am forced to sell as I need the money.”

So, with Seafarer’s well-earned reputation clear in our minds, the Modern Boating team was keen to see what the Seafarer 6m Victory, powered by the newly released Evinrude E-Tec 225hp two-stroke, had to offer. The 225hp E-Tec seemed like an ideal engine for this rig, delivering cruise speeds in the mid 30s and a top speed of 48 knots (54mph). Out on the water, this boat/motor combination proved to be a quiet rig considering that the helm is partly enclosed — an arrangement that can trap and amplify engine noise.

Performance

Putting the hammer down, the boat snapped onto the plane and held it easily, right across the rev range. Giving her a bit of trim, she scooted across light chop without fuss and without banging. Seafarer ethos comes from. He clearly shows a pride and passion for his boats and the attention to detail used during their construction is clearly evident.

One small touch that illustrates this attention to detail is the aluminium treads on top of the side pockets that make it easy to step out of the boat across the wide combings. Then there’s the balanced use of top-grade stainless steel trim and fitting, which are also an indication of Seafarer’s build quality. The Victory was clearly designed with fishos in mind, because she comes standard with a set of rocket launchers topside. Spend a bit of time on the vessel and you quickly realise the two self-draining wells — one is a cooler and the other is a live-bait well — flat, wide combings and rod holders, indicate that this boat will keep the average fisho more than happy. There’s a stainless steel berley bucket mounted on the portside and a swim platform and ladder to starboard. This boat also has facilities for a bait preparation table above the outboard engine, but it wasn’t fitted for this review. The freshwater deck wash is also a handy feature for a boat of this size.

As a general runabout, the Victory has many of the features found in family ruisers. The easy access cuddy cabin has good headroom and stowage and there’s a portable toilet located in the centre of the vee-berth. But the aft cockpit is the primary focus on this craft and the soft /hardtop provides good protection from the tough Aussie sun. The cockpit layout is practical and open, but quickly converts to a more social set-up with a round table, complete with drink holders, and a pop-up aft bench seat that expands the Victory’s load capacity to seven adults. But I still reckon the most popular spot for passengers while at rest will be seated on the wide combings, which are fitted. These are fitted with recessed stainless steel grab rails for added passenger security.

Overall

The upgraded Seafarer 6m E-TEC powered Victory is a well-built craft that will endure the test of time. With her easy access, good performance and open layout, the 300-hour E-TEC service interval will surely come due well within a year. With a base price of $58,000, and a price ‘as tested’ of $78,000, the Victory is not cheap, but remember the old saying “buy cheap, buy twice”, which probably explains why so many Seafarer stay with their first owners for such a long time.

A Brief History

Seafarer Fibreglass Boats has been producing fibreglass boats on Queensland’s Gold Coast since 1957. Although best known these days for its highly successful range of family and offshore sports boats, the company has a remarkable depth of experience in producing fibreglass hulls of every kind.

Doug Fry, company founder and father of the current proprietor, Lindsay Fry, was the first person to produce an Australia designed deep-vee fibreglass hull — the Vixen 13 footer in 1960. Following Doug’s death in 1969, the company come under the care of professional management for a number of years, while, obsessed with boats, Lindsay continued to learn every aspect of the trade.

Lindsay Fry virtually grew up in the Seafarer factory, working on every part of the manufacturing process, while also fishing and boating in his spare time. It is this background that has made Lindsay Fry one of the most insightful fibreglass boat designers and builders this country has ever known

Engine Room

This 225hp E-Tec has a 300hr/three-year service interval, which is quite substantial considering the technology involved. E-Tec has improved on the ‘FICHT’ direct-injection technology developed by OMC.

Performance

The Victory/E-Tec combination achieved the following rpm-to-speed readings.

Speed to RPM: 5.8 knots @ 1000 rpm, 17 knots @ 2700 rpm, 20 knots @ 3000 rpm, 25 knots @ 3200 rpm, 33.5 knots @ 4400, 38 knots @ 5000 rpm, 48.1 knots @ 6000.

Specifications

HULL LENGTH: 6m
LOA: 6.45
BEAM: 2.4m
HULL WEIGHT: 1050kg
DEADRISE: 21 degrees
LOAD CAPACITY: Seven adults
MAX HP: 225hp
BASE PRICE: $58,000

+ Superb ride
300hr service interval
- Nothing to report


Story and Photos by Warren Steptoe.
 

WARREN STEPTOE re-visits an old warhorse that's still at the top of its class.

To sell in what is perhaps the boating industry's most competitive boating market sector, Australian six-metre cabin boats have to be good. So it says a great deal that Seafarer's Victory has long been considered the standard by which others are judged. Having been around a while though, have competitors managed to topple the Victory from its throne? The answer is going to be subjective, of course, but it's worth delving into nonetheless.

Historically, Seafarer boats are rarely bought by first time boat owners. The reason for this deserves consideration. Rightly or wrongly, many people getting into boating base their decision on price. Budget restrictions are only partly behind this—price tags present a powerful argument—but it's the first time boat owners who have more difficulty perceiving the difference in boats that look much the same.

Seafarer's high standards have always been easy to overlook. However, if you dig a little deeper and compare the dry weights of a Seafarer hull and cheaper competitors, you'll find that our test boat, the Victory, is around 200, even 250kg heavier than cheaper boats (300kg if compared to aluminium craft).
So what? Well, windy weather happens more often than not in boating. And—provided underwater shapes are on par, and there are more similarities than differences among the top few in this class—the difference in a heavier hull's rough water ride is all too often the difference between comfort and discomfort.
That's the difference between mates eager for another day's fishing offshore, and mates who are unfortunately busy when you call. That's the difference between families pestering Dad to go out in the boat this weekend, and families who are vitally interested in something on TV instead.
This applies equally to other boats at the pinnacle of the Aussie six-metre family/fishing boat genre, and neatly brings us back to whether the Victory has become dated. An answer came when I went out and re-tested a boat I've long held (admittedly, subjectively) in the highest esteem.

Yes, Seafarer's Victory has been around for ages, and yes it's been virtually unchanged for years. But no—emphatically no—it's definitely not dated.
The Victory's bunk sleeps two in comfort, but that's not at the cost of cockpit space, which is still among the roomiest. The Victory's split folding aft lounge is still as good as they get. You can anchor a Victory from either the cockpit or through the cabin hatch. Helm ergonomics are spot on, whether you're seated or standing, and there's a grab bar along the screen frame right where it should be. You're well shaded at the helm with an optional bimini—which folds down easily for trailering or storage. And there's a fish pit-cum-ice box set in deck between the helm seats.

I could go on with details, but will save space by saying that anything competitors have, the Victory has.
Interestingly, for a boat that's been around since well before the current rage in four-stroke outboards, the Victory under test was not in any way disadvantaged by the 175hp Suzuki pushing it along.
Rated to a max of 225hp, the Victory hull with a 175 Suzuki planed at under seven knots and ran out to a top speed of over 40 knots. The combination simply felt 'right'—perfect, in fact!

Some readers may know that Seafarer is nowadays part of the Haines Group; all I can say is while Seafarer ownership has changed, Seafarers are still built by the same people, because key staff came with the deal.
Which leaves us with a final question: if it's so good, is the Victory the best boat in its class? Unfortunately, an answer can only be an opinion and that's inappropriate here.
What I'm happy to say though is that the Victory is clearly right at the sharp end amongst the leaders in an ultra competitive class. If you're looking at a six-metre family/fishing boat; you'd be a damned fool not to consider it.


 

Sea Spirit 2600 Sports Cruiser
 
Issue: September 2005

She may looks like an imported boat, but the Sea Spirit 2600 Sports Cruiser is built right here in Australia, at Burleigh Heads on the Gold Coast. Sea Spirit is a relatively new boat builder that has been in the business for two years.

It produces a range of boats from a 16- foot centre console through to the 26-foot Sports Cruiser tested here.

The Sea Spirit 2600 Sports Cruiser comes in two basic versions, outboard and sterndrive powered. The outboard version has its engine on a pod, allowing the room taken up by the engine bay in the sterndrive model to be used as an enormous dry storage locker. On the day of this test, Queensland’s ‘beautiful one day, perfect the next’ weather wasn’t playing the game and the gusty winds really put the2600 Sports Cruiser’s 23-degree dead rise hull through its paces. No, it wasn’t the best day ever experienced on the Gold Coast for boating, but it was an ideal day for boat testing. And the Sea Spirit excelled itself, delivering an impressively comfortable, so and dry ride — up until the trim tabs packed it in anyway.

Strong and gusty side winds normally demonstrate just how elective trim tabs are on deep-vee hulls like this one and it was a credit to the Sea Spirit’s hull that it coped well without them. In a boat aimed at laid back cruising — on a day that would test any hull — the 2600 Sports Cruiser’s ride was its greatest asset.

Powerplant

This boat is a sterndrive and is powered by an optional 5lt MPI MerCruiser (a V6 MerCruiser is standard) driving through a Bravo II leg. Unfortunately, the trim tabs weren’t the only piece of equipment to pack it in during this test; the tacho went too. So our performance figures were restricted as a result. The 5lt MPI power option fitted to the test boat suited it well nonetheless. Muted V8 rumblings went well with the boat’s imported look and left nothing to be desired in terms of performance. Spinning a 21” Mercury stainless steel propeller, we recorded an impressive top speed of 35.2 knots with the motor reaching 4200rpm, according to a wildly wavering tacho needle that is. Eight metre cruisers are spacious enough to be serious social boats and here too, the Sea Spirit excelled.

Layout

Its entire aft contains of an enormous horseshoe-shaped lounge/dinette. And I do mean enormous, it can easily seat eight adults without anyone getting too squeezy. The table also converts the lounge area into a dinette, which isn’t shown in these photos. And while talking about photos, the difficulty our photographer experienced lighting the lounge area showed how well the canopy extension projecting aft from the Targa arch shades this area. It’s a definite plus in our sunny climate. The wide swim platform across the transom conceals the sterndrive leg and adds to the effective outdoor living area onboard the Sea Spirit. An extendable boarding ladder stows under a neat, flush cover, while moulded steps from the lounge make moving onto the transom platform easy.

Behind another cover, set into the side of the transom walkthrough, is a shower unit. This is plumbed with pressurised hot and cold water from the 90lt-watertank. Taking a shower may be a little breezy during the cooler weather, but there’s an up side. Showering (outside) keeps the interior completely dry and leaves the sand and saltwater from swimming and beach activities out of the boat. Cooking on the 2600 Sports Cruiser is done on a portable barbecue that mounts into a rod holder. d. But there’s also space on the bulkhead between the lounge and helm areas to use a small spirit or gas stove if preferred.

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Behind the helm seat there’s a small triangular sink, supplied with hot and cold water, via a ‘flickmixer’ style tap. Hot water comes from a heat exchanger fitted to the motor’s cooling system making it limitless —up to the water tank’s capacity anyway. Below the sink is a storage locker matched on the port side by a refrigerator.

The helm and passenger’s seats aren’t the deep bucket seats normally seen in boats of this type; it has mini bench seats instead. Having no sides, these seats will be comfortable during hot weather. There are also no footrests for the skipper and navigator, but they could be ¬ fitted easily. For security, the cabin door can be locked. Behind the helm, to starboard as you enter the cabin, the Sea Spirit 2600 Sports Cruiser has a full-size ‘loo, rather than a portable version.

The vee-bunk in the bow is upholstered in marine suede and once the in¬fill is in place, it becomes a roomy double bed. The 2600 Sports Cruiser’s cabin has a fully upholstered ceiling and the beige, cream and red décor makes you feel at home. There’s a large hatch in the cabin roof and four portholes to keep the cabin’s interior bright. The cabin’s low pro¬ le restricts headroom a little, which makes it only a place to sleep, or for privacy when changing, which isn’t a problem because of the well set-up a2 area. Raising and lowering the anchor is handled by an electric winch, which makes a day on the water effortless.

All in all this boat follows the Sea Spirit’s style and offers new owners effortless, laid back time out on the water.

For further information and dealer locations contact Sea Spirit direct on (07) 5522 1299.

Engine Room

The test boat was a sterndrive and powered by an optional 5lt MPI MerCruiser (a V6 MerCruiser is standard) driving through a Bravo II leg.

Performance

In blustery conditions with plenty of surface chop and three adults onboard, the Sea Spirit 2600 recorded a top speed of 35.2 knots at 4200 rpm.

Speed to RPM: 1.9 knots @ 600 rpm, 13.5 knots @ 2700, 47.4 knots @ WOT

Specifications

LOA: 8.1m
BEAM: 2.35m
HULL WEIGHT: 698kg
FUEL: 250lt
DEADRISE: 23 degrees
FRESH WATER: 90lt
PRICE: $89,500

+ 23-degree hull
Aft lounge -- Trim tabs lost it


Words and Photos by Warren Steptoe

 

Sea Ray 540 Sundancer
 
Issue: March 2001
Manufacturer: Sea Ray

Sea Ray builds everything from 5 metre runabouts to 20 metre flybridge models, but it is through its sleek sportscruisers that the company has become internationally renowned. The latest model shows just why. At 16.7 metres, this is not the largest sportscruiser manufactured by Sea Ray (that honour going to the 610) but it's every bit as luxurious and awe-inspiring.

Everything about the 540 is big, though it remains extremely well proportioned. The length, beam and hull depth ratios marry together blissfully, whereas some sportscruisers tend to look awkwardly bulky as designers try to cram too much below deck. The long, sleek and elegant lines identify a true sportscruiser.

On the water, this graceful vessel treats its passengers to a smooth and effortless ride at speeds that are extremely deceptive. Pushed by twin 800hp Caterpillar diesels it is a thoroughbred raring to gallop. At idle you have some indication of the power of the beast, for there is a need to constantly slip in and out of gear to keep boat speed down in the marina and in 8 knot zones.

While it takes a little while to reach top speed, for a hull of this size and weight it gets planing without too much effort. And at the recommended cruise of 1800 to 1900rpm, the 540 glides along at a nonchalant 24 to 27 knots. Top speed is a very brisk 35 knots, but given the rate at which these big engines burn fuel at maximum revs, that top speed is really only there if you need to beat an unexpected weather change back to port.

The ride quality is an absolute delight, concealing the true speed at which this boat can run in most sea conditions. The engines are smooth and quiet and with so much space around you in the cockpit it is easy to let the world go by at a much faster rate than you realise.

It's not afraid of the rough either, handling the 1-2 metre swell on the test day at around the 1800 to 2000 rpm range, keeping dry and sitting nice and clean over the top of the swells.

Belying its sheer size, the 540 is very manoeuvrable at speed with a nice tight turning circle. In the marina, meanwhile, the minimal windage makes it a far easier boat to berth than similar length flybridge or sedan cruisers.

To say that the layout is fairly conventional for a big sports cruiser may not do the Sea Ray justice, because that's about where any similarities end. The 510 Sundancer we tested some months ago gave us an insight into what to expect, but for sheer spaciousness and comfort the 540 takes things to a higher plane. Viewed from afar, the people on board looked so tiny.

The cockpit has a raised helm station and lounge, with the aft (lower) cockpit dedicated solely to lounging and relaxation. It comprises a complete wrap-round lounge, extendable sunlounge, table and all the accessories that make the cockpit a completely self-contained entertaining centre.

Because of its size, the helm station appears light on in electronics and instrumentation, but everything is there and well positioned for skipper operation and monitoring.

The separate helm chair is great and suits the helm station perfectly. There is a separate two- to three-seat lounge alongside for passengers wanting to sit up at the command centre. There aren't any grab rails immediately adjacent to these seats - they're simply not needed.

The cockpit is ideal for entertaining a dozen guests, or just kicking back and taking things easy. It has a complete wet bar including refrigerator and icemaker, while the rear lounge, with the push of a button to operate the electric hydraulic rams, slides out to form an enormous sun lounge.

Similarly, the electric hydraulic operation of the swim platform enables it to be raised or lowered. It can sit up level with the short moulded aft platform, providing plenty of space for divers and their gear, or to carry a PWC or inflatable.

With the platform fully lowered launching and retrieving the PWC or inflatable is an effortless exercise, while situated at water level it makes a great space to sit and cool off.

Beneath the low-slung foredeck, this boat is all luxury. The two staterooms are just that - stately - and are better than you would find on many sedan and flybridge cruisers. Both incorporate oversize double berths, plenty of storage/hanging space and ample headroom.

They ooze class and luxury, thanks to the extensive use of 'ultraleather' and vinyl linings, along with quality bed covers, and an extensive use of rich, deep and highly polished rose timber for the trims and joinery. The extensive use of mirrors is in no way tacky but rather gives each stateroom an elegance and a greater impression of space. I've never seen it so successfully achieved.

Two bathrooms serve each of these cabins, the owner's stateroom bathroom aft being an ensuite while the forward stateroom shares with the rest of the boat.

The saloon separating the two staterooms is vast. Again there's no skimping on anything here, and the decor is straight from the pages of interiors magazines. The amount of headroom would exceed many large flybridge sedans.

The joinery work simply sparkles under the overhead recessed lighting, adding class and "glitter" to what is an absolutely first class boat.

Behind all that deep, shiny timber is a complete galley that includes three-burner cook top, microwave and convection oven, upright refrigerator, freezer and icemaker, drip coffee maker, along with a heap of storage drawers and cupboards.

The bar facilities, entertainment centre, fully ducted air conditioning etc are all superbly built in. Indeed you really don't know what this boat holds until you open all the doors, slide out all the panels, or push/pull the buttons and knobs.

The Sea Ray 540 Sundancer elevates sportscruisers to a completely new class and standard. This boat has all the style and quality of the top-shelf flybridge cruisers, with perhaps even better cruising and entertaining facilities.

Now if I could only find $2million ...

Words by David Toyer, Photos by Bernie Summers.
 

Sea Ray 480 Motoryacht
 
Issue: September 2002
Manufacturer: Sea Ray

The Modern Boating team first saw the Sea Ray 480 Motoryacht at the Sanctuary Cove Boat Show, where Barry Bailey, Manager of Sea Ray's Asia Pacific arm, told us he was keen for people to compare the new boat's interior space with its competitors.

So we took up the offer to checked out his sales pitch. Once below decks it was obvious. In terms of interior space - usable, liveable space - the Sea Ray 480 Motoryacht has few, if any, peers. Or at least few that aren't much, much bigger.

Barry continued his spiel, telling us that the concept of this boat came about following functions organised by Sea Ray in 15 American cities. The guests were all 45 to 65-years old, been there done that, quite a few boats down the track boaties, who were either retired, almost retired, or about to retire.

To cut the rest of the story short, the 480 Motoryacht is the result of input from those 200 plus people, all of whom had a pretty darn good idea of what they wanted in, and from, a boat. How relevant North American ideas might be down under is another story, but after testing the boat we suspect them to be extremely relevant.

Yes, the 480's certainly outside the square of established Aussie convention, but it works perfectly. Given the outcome of Barry's boat show challenge it's apparent that this boat's sheer "liveability" should earn it a place in the hearts of Aussie owners. Or at least amongst those in a position to see the value for money in the asking price - a step or two uphill from the million dollar hump.

Boarding the Sea Ray 480 at the marina is also uphill, because you have to climb a set of stairs on the stern to reach a bridge deck, which Sea Ray refer to as the cockpit. The helm, instrumentation and controls are much like any other flybridge control station, except that you have to walk across a roomy carpeted aft deck to reach it. Whatever you prefer to call it, this entire area is covered by a solid hardtop and surrounded by swept glass forward and neatly fitted clears aft. Thick acrylic doors lead out onto the cabin top.

Being rugged, outdoor Aussies devoted to fresh air, sunshine and balmy breezes, we had to open one of these to appreciate the centrally vented 38,000 BTU reverse cycle air conditioning controlling the climate on the upper deck. Outside, cold gusts, straight from the chilly heights of New England, were hitting around 25 knots. But with the door closed again, it was quite pleasant.

Of course the whole upper deck can be opened to the fresh air by simply rolling up the clears, but during our hot and humid summers, when plagues of insects tend to roam, it might be prudent to promptly close it all up again and stay in the air conditioning.

The bridge also has excellent 360 degree views around the boat's extremities, which help greatly when slipping this 48 footer into her berth. Still on the bridge, entertainment amenities include a fridge/ice maker, sink and trash receptacle and the stereo system. On the practical side, the helm seating can aptly be described as a companion bench. It has an electrically adjusted helm seat facing a tilt adjustable wheel at the bottom of a three-tier instrument display.

Raymarine electronics include a 48 mile PL80 C colour radar integrated with a RN300 GPS chartplotter, a multi function Tridata ST-60 sounder/speed/sumlog, a model 220 VHF radio and a ST7001 autopilot. These are set below easy-to-read analogue tachometers and multi function LCD monitors for the engines.

But while the team's infatuation with this boat centres around the word liveability, at the controls the boat's layout is practical. Ground tackle can be set and stowed without leaving the wheel. There are big, efficient wipers to clear the view in bad weather and easy to reach lockers. These all add up to a well thought out boat. While staying with this line of thought, let's leave the best to last. We'll bypass the saloon and go below. By lifting the stairs leading to the forward accommodations, on their gas assisted struts, you encounter what Sea Ray call the "utility room".

It houses a full-size washing machine and clothes dryer on one side and a large storage space on the other. "Somewhere to put the bloody golf clubs", as one prospective customer described it. Further along are the battery chargers, kept here away from the engine room's unavoidable heat. While still in the utility room we noted the neatly laid out and colour coded hot and cold water system plumbing, with shut off valves fitted to each individual line. That's also good thinking. Something as simple as a leaking tap can be isolated and serviced, without compromising the entire plumbing system. A central vacuum cleaner system also resides in the utility room.

Moving back into the saloon, but just for a moment while we enter the engine room itself after lifting a hatch in the saloon floor - on its gas assisted struts of course. Down the stainless steel ladder we find the engine room is laid out with the same neat logic as the utility room. Even the fuel filters are placed where someone who isn't a contortionist dwarf can service them. The same philosophy has been used on the sanitation system. It is also set in its own dedicated area, as are the batteries and the 12.5 KVA Westerbeke 240V generator set.


Back in the saloon there is headroom for someone 6' 4" tall in the old scale, which contributes to a feeling of space experienced throughout the living area. The saloon takes up most of the central cabin. It has a U-shaped lounge to starboard and a smaller lounge to port near the entry. The ottomans can either be converted to cocktail tables, or stow completely to clear floor space. It's a great place to entertain, because there's plenty of room for six or more people to relax in style and comfort.

If your guests can't to entertain themselves, then the entertainment system on the aft bulkhead contains a television, VCR, AM/FM radio and a six-stacker CD stereo system. All the seating is upholstered in classy Ultraleather, which we assumed was the real stuff until told otherwise, while the marine carpets are quality Sunbrella. The galley is set forward and down with a step up to the dinette beside it. The galley floor is polished timber, which makes sense when cleaning up the inevitable spills and splashes. There's a recessed three-burner stove, microwave/convection oven, a domestic sized refrigerator/freezer, coffee maker, big sink and ample cupboard space with dedicated racks for plates.

From the saloon it's downstairs, either forward or aft, to the sleeping luxurious accommodation in the staterooms. The stateroom in the bow has a full-size bed with an innerspring mattress. It is spacious, has ample hanging and storage space and a large dual entry forward bathroom. Because of the two-way entry this is, effectively, an en suite to the forward stateroom, albeit one shared with the other forward stateroom and the salon upstairs.

About the only space on board that isn't notably spacious is what we call the kids' room to starboard, opposite the forward head. Here infill cushions turn the pair of singles bunks into a double bed when needed. Although not as roomy as the other staterooms, it has a full length hanging space, which, like all the clothes storage aboard, is cedar lined. A light is also positioned above the wardrobe's mirrored doors.

Now let's go aft to the piece de resistance, the master stateroom. In here the only natural light comes from a window in the stern above the queen size bed. We found it a little gloomy until the lights went on, but otherwise this stateroom, with the accent on "room", is quite capable of selling itself and probably the boat! By positioning upper deck above it, the aft stateroom is able to utilise all of the boat's 4.6m beam. Actually, the Sea Ray 480 Motoryacht's master stateroom is more bedroom than stateroom.

The bed is queen size with an inner spring mattress and there's heaps of room to move around below a full height ceiling. There are two spacious wardrobes, plenty of clothes drawers, a separate vanity area with its own sink, a makeup mirror and stool. All this plus a separate toilet and shower.

This boat was designed so that six people could live aboard for extended periods in genuine comfort, even luxury. Everyone has their own space and nobody has to live in anybody else's proverbial pocket. The Sea Ray 480 Motoryacht's layout offers both privacy and the ability to entertain in style, because of the amount of usable space on board. But it also has a practical side. It's a boat built for people who know boats, although this doesn't precludes those who are new to boating, or those who prefer to pay others to get their hands dirty and employ a crew. But if you prefer to run the boat yourself, service the things that need servicing and fix the things that inevitably don't work how they should, life is easy aboard a Sea Ray 480 Motoryacht.

On our third attempt we finally managed some weather appropriate for a photo shoot and the Gold Coast turned on one of those magic winter days southern Queensland is famous for. We let the 480 loose over the Seaway to spend a most enjoyable hour or so offshore, before recording our performance figures on calmer water inside the entrance.

Engine Room
The Sea Ray 480 Motoryacht was fitted with the optional 616hp Cummins QSM-11 engines, which gave her a top speed of 29.5 knots at 2360rpm. At that speed the fuel flow instrumentation recorded a total consumption of 62.1 gallons per hour.

At 1750rpm we were still cruising at 19.3 knots and consuming diesel at an impressive 36.2 gallons per hour. Pushing the rpms to 2000 had us doing 24.3 knots and burning 44.8 gallons per hour. Her realistic cruising speed is somewhere in this vicinity giving a nominal range of around 240 nautical miles from the just under 1900lt fuel capacity. She's an easy boat to run thanks to the twin controls, hydraulically actuated trim tabs and good helm ergonomics. A pair of 519hp Cummins QSM-11s, or 640hp Caterpillar 3196 TA's are the other power options available for this boat.

Story & Photos by Warren Steptoe

 

Sea Ray 260 Sundancer
 
Issue: October 1999
Manufacturer: Sea Ray

Sea Ray's American-built boats have been continually flowing into this country and improving the lifestyle of Australian boat owners for almost three decades.

They've been purchased by well known identities, entertainers and public figures. They've influenced Australian builders ... and they've been flop moulded! All of this says that Sea Ray have been accepted as a part of our boating life ... making boats that reflect our boating lifestyle.

The Sea Ray Sundancer series is traditionally the style of boat by which the industry has come to associate and accept the American invasion. This is a narrow-beamed, low-profile sports cruiser that emphasises the outdoor lifestyle that boating invokes, yet incorporates the intimacy, luxury and comfort that overnighting and weekending have to offer for a couple, a young family - or perhaps two couples!

While the looks and finish of the Sea Rays are quite different today from those first introduced to Australia by Reeson Marine Sydney in the early '70s, Sea Ray have always remained as leaders in development, styling and finish. The Sea Ray Sundancer 260 is a boat that I find ideal as a way of entertaining a few friends for a day on the water, or for my wife and me to get away for the weekend and just escape the Monday to Friday hustle.

For a day out with friends, there's plenty of seating in the cockpit, much of which converts to sun lounges, a wet bar and removable drinks/food cooler, The offset transom door and wide boarding platform are ideal for access at the jetty, marina, or to and from the water. The fully moulded cockpit liner is well fitted. Because it's self draining, the boat can easily be cleaned after a day's outing with a good hose-down. It is quite a spacious and well-appointed cockpit for a sports cruiser that is just under 8 metres overall, and this is perhaps the most pleasing feature of the boat. Bow access has been very cleverly handled, with the sliding cabin door moulded to the shape of the stairs, making it easy to step up (when the cabin door is closed) and through the opening centre panel of the screen, and out onto the foredeck.

Below decks, it's a very compact yet workable layout that can accommodate up to four people for something like an extended weekend cruise. Pushed well into the bow, the U-shaped bow lounge wraps round the dinette table which drops down to convert to a double-berth sleeper. The midship berth tucks back in, under the raised forward half of the cockpit. Although it is a little tight squeezing between the end of the galley bench and the cockpit access steps to get in and out of this berth, it is a cosy and comfortable double berth nonetheless.

Both the galley and bathroom are surprisingly well appointed and fitted for a boat of this size. The bathroom incorporates a full liner moulding, making this an easy room to keep clean and sparkling. A shower curtain is included, but you can still expect that there will need to be a lot of wiping down and drying of the other facilities after showering. The galley is generous, with plenty of storage and preparation facilities, and includes a single-bowl sink, dual-voltage refrigerator, single-burner stove, rubbish container and microwave option - just about everything necessary for those long weekends away. This boat is easy to handle and very manoeuvrable despite its single-engine fitup. There isn't too much bulk for the hull to be affected too much by wind and it's not too hard to manoeuvre the boat by engine and/or by hand into some of the more awkward berthing spots. It's not an expert's boat and therefore it's not going to turn the pleasures of boating into despair when it comes to berthing or laying up overnight.

There's a number of engine options available for the 260, and I've no doubt the agility and manoeuvrability will be somewhat influenced by some of those options. The boat we tested used a middle of the option range 5.7-litre 260hp V8 MerCruiser which turned out to be nicely matched to the boat, and was aided by the use of the larger Bravo III leg. This unit, with its larger diameter propeller, bulkier foot and larger cavitation plate helps plane the boat more
easily, smoothly and quickly, and enormously assists the manoeuvrability of the single-engined boat.

During this test, I felt that the 260hp option is about the smallest engine I would consider. Although it planed the boat without much effort at 2600rpm and with four adults on board was capable of holding the plane and a level trim, much of our test time was spent cruising in the higher 3500 to 4000rpm range. At 24 to 29 knots, the hull seemed to be riding at its best, and a smaller engine - particularly the standard 220hp 5-litre V8 - would probably be revving near its limit to hold these speeds over a substantial period. Mid- or upper-range engine options will add to the base cost of the 260 Sundancer, but that extra power is well worth the money. While our test site of Broadwater wasn't exactly rough, the ride in the Sundancer was extremely pleasant and comfortable. Even at the faster cruising speeds, noise levels were way down and the seating in the cockpit was reasonably sheltered from the breeze and certainly didn't attract any spray.

Story & Photos by David Toyer.

 

Sea Quest Horizon
 
Issue: January 1996

In the not too distant past, boat ownership for Aussies normally followed a tried and true path — depending on your style of boating that is and leaving aside those involved with specialised fields such as skiing, wakeboarding and the likes.

Most of us started out with a secondhand boat that we modified to suit our specific needs, normally because that boat’s initially purchased before we had any true idea of what our boating needs actually were.

In my case — disregarding my early boating experiences with a family fishing dory used on Melbourne’s Port Phillip Bay and a brief flutter with skiing — my first boat was an 18’ Mustang half cabin. It was basically a bare boat and its only true attribute was its sea-keeping ability.

Back then I was a young soldier based in Townsville. Being a fisherman this was heaven for me, so it wasn’t long before I was looking for a vessel capable of getting me out to the waters of the Great Barrier Reef.

The 18’ Mustang proved to be an ideal vessel for two anglers who didn’t mind roughing it for a weekend out on the reef. Two bunks, an Esky, a bucket for a dunny and a gas BBQ to cook on, what more could a couple of fishos ask for?

For the next few years many modifications were added until in the end I built up a half decent fishing vessel boasting long range fuel tanks, live bait wells, VHF radio, mini outriggers, even a basic sounder.

But eventually I outgrew that boat, but it started me on a lifelong journey that would take me through numerous boats and eventually even land this job as editor of Modern Boating. But according to statistics boat buying trends are changing and many greenhorn boaties are now buying new boats straight off the bat. Be it a 6m fishing boat or mid-sized cruiser.

To meet this growing tendency many Aussies boat builders are now producing genuine allrounder vessels. And one new boat to hit the water that fits that category perfectly is the Brisbane-built Sea Quest Horizon. The Horizon is an extremely functional 9.26m sportsbridge cruiser that at only $185,770 on water, represent pretty good value for money.

Being a sportsbridge cruiser, the Horizon has only one helm station, but still offers all the features of a flybridge cruiser coupled with roomy accommodation for six, a galley, bathroom and a spacious aft cockpit in a compact 30 foot vessel.

Cruising, diving, fishing or simply overnighting in luxury, the Horizon can handle it all. From a fishing perspective, the elevated driving position offers unimpeded 360 degree views to all points and the ability to allow the skipper to stand facing aft, so he can back down on a hard running fish.

The woodgrain dash features comprehensive instrumentation, but as standard, the Horizon doesn’t come with an electronics package. Plenty of dash space has been allocated for this equipment, but the new owner gets to choose to what level of fit-out they require and the brands they wish to fit.

The helm station takes up two thirds of the sportsbridge. There’s a two-seater lounge to the portside of the skipper’s chair and a lockable cabin door that accesses the main saloon to starboard. A hard top extends from the Targa arch and clears, with an opening front section, protecting the skipper from the elements.

A removable sunshade covers the aft cockpit and while this doesn’t block the skipper’s view into the rear cockpit, it does impede his view further aft. In full fishing mode I’d remove this cover, or fit a retractable version.

The aft cockpit features two rear lounges and a table that’s large enough to accommodate four diners in comfort without people continually sticking their elbows in their partner’s soup.

The lounges and table in the cockpit also covert into a sun lounge. This can act as a third double bed if the optional aft cockpit boat covers are fitted, or if weather permits, for those wishing to sleep under the stars.

Both lounges and the table are removable leaving a clean, uncluttered area with high flat gunwales that are just the right height to brace against when fighting a fish.

The only drawback is the wide marlin board covering the sterndrive leg. It’s great for divers, but it makes it a bit of a stretch if a fish lunges for the deep at the rear of the boat.

However, this can be overcome by standing on the marlin board and bracing against the sturdy stainless steel grab rail that protects the centre section of this platform. There’s also a rack for two fenders on the rear of the transom wall.

There are storage lockers in the cockpit walls and access to the engine bay via a hatch in the cockpit floor. To wash the slime off your hands after landing a fish there’s a tap/sink unit in the portside corner of the cockpit up against the sportsbridge bulkhead.

Out on the foredeck is a great place for the sun worshippers to soak up a few rays secure behind the high, stainless steel bow rail. Below decks in the main cabin, clever use of a relatively compact area has enabled Sea Quest to deliver a useful cabin layout.

A large double berth fills the vee in the bow, which is surrounded by shelving. There is a television in the centre on the forward bulkhead and the controlling unit for the six-speaker stereo.

Amidships is the galley, there’s a sink/tap unit and a two-burner stove to port and a microwave oven and fridge to starboard.

Next to the galley is the head. It features full standing head height, a vanity unit with sink and a handheld shower. The aft double cabin is located under the sportsbridge sole and features a privacy curtain and an opening window.

In the cabin roof in front of the aft cabin is a hatch that gives easy access to the wiring harness. This certainly makes adding new instrumentation a breeze. The main cabin also features clip-in carpet, which is extremely functional and allows for easy cleaning. And cleaning is one of this boat’s big selling points.

Most of us have kids and any boat I buy has to be kid proof. I get to go out on many beautiful and luxurious boats and to be quite frank I would be in a constant state panic if my kids were on board. What if they spill something on the beige carpet, or scratched the beautiful cherrywood joinery?

It’s not that they are bad kids, but kids will be kids and things just seem to happen. But because the Horizon’s entire interior is made from moulded fibreglass, there’s nothing to get scratched and everything wipes clean. I am sure some readers will be thinking this boat sounds like a workboat, but that’s not the case at all. All the cupboard doors, shelving and instrument panels have a burlwood finish. The carpets and upholstery are all of the highest quality and all the fixtures and fittings are first class.

The Modern Boating team agree this is an excellent all round family boat that’s capable of taking its family on a long weekend cruise in complete comfort.

But it’s out on the water that the Sea Quest Horizon really produced the goods in the cruising stakes. She’s powered by a single 300hp 350 Magnum Horizon sterndrive. But even though this boat has a dry weight of 3600kg this engine is capable of supplying more than enough power to snap the hull onto the plane quickly and cruise along effortlessly at 28mph pulling 3800rpm. Flat chat she topped 38mph at 4900rpm, but back her off and she’ll hold the plane down to 15mph. At cruising speed the boat uses 30lt per hour giving her a range of around 365 miles.

Even though this is not sportboat-like performance, her cruising speed is ideal for most offshore applications; leaving plenty in the tank if more power and speed are required.

The boat’s sharp entry and wide down-turned chines keep the ride smooth and stable over chop and you can keep the bow up by trimming out the sterndrive leg. Trim tabs aid lateral stability no matter what load you are carrying, or from what quarter the wind is blowing.

To put the boat’s performance as a top allrounder in a clearer perspective consider this. During offshore trails, in a 1m to 1.5m swell with its associated wind chop, this boat was able to maintain a comfortable 20mph without crashing or banging, which is a clear indication of the hull’s sea-keeping abilities.

The boat’s sharp bow entry and deep-vee hull, deliver a soft, dry and stable ride; normally associated with much larger vessels. Engine noise was acceptable throughout the boat when travelling at cruising speed, and even flat out it wasn’t excessive.

At just under 30 feet the Sea Quest Horizon isn’t a large vessel, but clever use of available space, the right power-to-weight ratio and a good sea-keeping hull make this vessel an ideal all round family cruiser. Her standard of finish is extremely good and her design ensures she’ll deliver many years of low maintenance operation.

Whether it’s fishing, diving, or simply exploring our myriad of waterways, the Sea Quest Horizon is an ideal platform for the task at a price that is surprisingly affordable for those in the market for a vessel of this size. For further information contact Webb Marine on (02) 9521 7944.

Engine Room
The Sea Quest Horizon is powered by a 300hp MerCruiser V8 350 Magnum Horizon sterndrive. The hull is rated to a maximum of 400hp, but the 350 Magnum produces a comfortable cruising speed of 28mph at 3800rpm, with a top speed of 38mph at 4900rpm.

With a fuel capacity of 400lt, the Sea Quest Horizon has a cruising range of around 365 mile. The engine bay is fully insulated and noise levels when underway are well within acceptable limits, allowing for easy conversation without the need to raise your voice to be heard above the motor.

Story & Photos by Ian Macrae
 

A Sports Bridge offering family flexibility
Quest for living space
Brisbane-based boatbuilder SeaQuest has launched an all-new GRP Sports Bridge cruiser, the SeaQuest 3600.

Though based on the SeaQuest 3000, the 3600 is a new design from the keel up. While the moulded hull length is 10.98m, the length overall is a 12.70m thanks to a big marlin board which extends from the transom. And with a beam of 3.40m, the SeaQuest 3600 has ample on-board living and cockpit space.
Most Australian boaters are familiar with the flybridge layout. The Sports Bridge layout is different in that it has an elevated helm station with a transverse bunk underneath. Common in US boats, this design often comes with an unattractive high-sided hull.

Not so with the SeaQuest 3600. As well as offering two big sleeping cabins, the hull lines remain well proportioned.
The helm station is clean and tidy. A bench seat flanks the pedestal helm seat. The clip-in carpet in the aft cockpit softens the impact of the white gelcoat.
Here's a nifty trick: at the flick of a button, the cockpit floor lifts on hydraulic rams to give access to the engine room. Dual diesel sterndrive engines are installed alongside one another, while a MASE generator set, hot water system, fuel tank and ancillary gear is all contained in the engine room.



The cockpit, aft of the helm station, has room for a table and deckchairs, and a sun lounge or two. There's an outdoor galley with sink, icebox and freezer.
There's more storage in the transom, which features a hinged boot opening to a storage bin that can be used for a rolled up inflatable or an outboard.
Moving into the cabin area, boaters step down a set of curved steps to enter the galley, where they'll find a fridge, microwave, electric cooktop and so on. To starboard is a dining table and flush settee. Forward of the settee is a double berth with flat screen TV, speakers and personal lighting.

The master cabin, underneath the helm station, can be fitted with a double bed or a double berth plus a single berth.
"This is a true family boat than can go to sea for many days at a time," says John Young of SeaQuest Boat Sales.
"With lots of storage on board for food and drinks, a 300L water tank and 900L fuel tank, the 3600 gives boating families enormous flexibility to stay at sea for an extended period."
 

Sea Jay 475 Wanderer
 
Issue: October 2003
Manufacturer: Sea Jay Boats

Sea Jay boats have earned themselves an enviable reputation in rough tough North Queensland where roads aren’t always good and ramps are usually worse. But as this neat little bowrider shows, there’s more to boating in Sea Jays than tiller steered tinnies smeared with mangrove mud. The 475 Wanderer is quite a civilised boat, but the good news is this has been achieved without sacrificing much of the toughness that has scored Sea Jay boats such high marks in the school of hard knocks. About the only “non-tough” thing about the 475 was the paint job. But paint isn’t part of the job description for the average NQ tinnie, although in this case there’s no disputing that it contributes greatly to the 475 Wanderer’s visual appeal.

The Modern Boating team found the general standard of workmanship throughout the boat to be high in every aspect of its construction, from the welds holding the components of the hull together, to the factory-rigged accessory pack fitted to the test boat. This included the water skiing tow frame — prominent on the aft covering board — compass, stereo, Garmin sounder and the shade canopy. Inside the boat was comfortable without needing to be plush or luxurious.

Simple, easy to clean upholstery, an uncluttered deck from bow to transom and a slight step down into the bow area. And, where some of the other aluminium bowriders on the market don’t even bother with a backrest for their bow and aft lounge seating, there they were on the Sea Jay. Again, basic and simple, but at least they were fitted. Bowriders are popular family boats for many valid reasons including the unprecedented duality their designs offer. The 475 Wanderer, like its highly successful contemporaries, has the ability to convert the bow lounge area into a casting deck with the simple addition of a drop-in section.

Plus, the aft lounge, which naturally enough takes up a lot of space when in place, can be easily lifted out and left at home if the space is needed. Elsewhere the boat continues to impress with a properly designed divided bow rail and anchor well and a baffle, which drops into place to make the helm area quite weather resistant. The canopy — fitted ex-factory — was one of the things we were less happy about, because it was set quite high and caught a lot of wind. But it was also not high enough to walk under, catching most of the team at forehead level.

Not that any complaints were to be heard when a rainsquall dampened proceedings, which gave us another perspective on the canopy altogether. This is not the boat for wide-open, prone to get rough water and in respect to that we conducted our test on the Brisbane River out from the Colmslie ramp, a few kays upstream of the Gateway Bridge. Sea Jay’s hull looks similar to every other moderate deadrise aluminium boat on the market. But as we found, some subtle finetuning that was not immediately apparent during a casual inspection, held a few pleasant surprises.

One of the few things the team weren’t overly impressed with was that the helm seat was set too low. At low to mid range speeds the 475 Wanderer tends to run a little bow high — as most similar hulls do — and this did affect the driver’s vision forward from the helm. Perhaps it had been set up for someone taller than our 170cm tester, but if we owned one we’d definitely have to adjust the helm seat to raise the driver’s line of sight. It’s not a difficult, nor an expensive thing to do, but it needs doing nonetheless — for shorter folk anyway. Apart from this the 475 Wanderer was completely at home across the light chop on those wide-open lower sections of the mighty Brisbane River estuary. But it wasn’t too long before we succumbed to the inevitable and cranked on some steering lock turns at cruising speed.

That was an eye-opener. Unless a boat is intended for serious wakeboarding, or water skiing, the Modern Boating team is happy if a boat turns reasonably well and we won’t complain if some adjustment to trim is necessary to avoid propeller ventilation. Yes, I said ventilation. Many pundits refer to cavitation, which is fairly rare these days and typically involves burn marks on propellers. This is not what occurs when an aluminium hull is thrown into a hard turn at speed. What can happen is actually propeller ventilation. It normally happens when the water flow coming off the hull and onto the propeller is disturbed.


This can be caused by an uneven hull surface, weld distortion, the running strakes pressed into the bottom sheet to keep it rigid and the deep extruded keel aluminium hulls usually have to keep them tracking straight. In any case, the ability to tow wake toys and carry out social skiing is a prerequisite in the job description of family boats like bowriders. So, while it proves little, we undertook the obligatory tight turn with the 475 Wanderer expecting ventilation, but it didn’t happen. We kept going from lock to lock — until the G forces had both passengers hanging on tight — and we were forced to concede that the 475 Wanderer was braver than we were.

If this were purely a fishing boat, a fair comment would be “so what”? However, the ability to execute such tight turns if and when one becomes necessary is in fact quite a saving grace for any boat likely to see service towing skiers, or wake toys. When the 475 Wanderer was pulled out of what passes for water in this big urban drain onto its trailer, we couldn’t get underneath it fast enough. However, there was nothing radical to be found, although the way the deep keel has been pared away well forward of the transom undoubtedly contributes to this surprising turning ability. Full marks to Col Glass and team at Sea Jay for tuning out a foible normally present in hulls of this type. While looking over the hull closely, the other point of special interest was what Sea Jay term their “New Image” transom.

Again, full-width extended transoms are now fitted to every quality aluminium hull built in this country. The “motor pod” craze faded with the burgeoning popularity of four-stroke motors and evolved into various versions of the fullwidth extended transom tagged with an imaginative variety of names. There are some performance gains from these transoms, although their main purpose in life is to add support for the extra weight of four-stroke motors. This takes nothing at all away from the New Image transom. It’s a fine rendition of the theme, well thought out and fine tuned to maximise its many advantages.

Again, Sea Jay deserve a “well done” for going the extra distance. Why the brand is so popular in the north made more and more sense the more time we spent in the Sea Jay 475 Wanderer. The Sea Jay 475 Wanderer was powered by a Yamaha 60hp four-stroke - one of the new generation of four-strokes. It is a motor that has won great acceptance with the fishing set and was an appropriate choice of power for a multi-purpose family fun machine like this one. Spinning a 12” pitch aluminium propeller, the 475 Wanderer’s top speed was another surprise at nearly 29 knots. There was sufficient acceleration for wake games, but if a family was more inclined towards skiing, more than other leisurely pursuits like cruising and fishing, we wonder if a twostroke up towards the hull’s rated maximum of 70hp wouldn’t be a better choice.

Having said that, the combination tested was a very civilised one and would definitely please anyone looking for an extremely user-friendly package. And with a price tag of $27,500 it is not bad value for money either.

Word and Photos by Warren Steptoe

 

WARREN STEPTOE finds a versatile all rounder that's at home both in the creeks and offshore.

Perhaps the most useable fishing boat in this country is a good 5m centre console. They're big enough and comfortable enough to venture offshore, and not too big to fish estuaries or impoundments. Up north, where a day's fishing is likely to entail a mix of creek fishing with some inshore stuff and a trip a few kilometres along the coast, a 5m centre console is about perfect.
That said, Sea Jay's 5m Haven is about as good as 5m centre consoles get!

The hull is your standard moderate deadrise tinny. There are no flared bows and variable deadrises, but it's a well-built hull with an interior layout near enough to perfect for fishing. Sea Jay's options list is brief, but add the folding lounge across the aft bulkhead in our test boat and you've got a neat vessel quite capable of family use in sheltered estuaries.
So let's get into detail, starting with the hull. Sea Jay calls it the 'Ultimate Edge'. It features turned-down chines and a full height aft bulkhead. On the water, Ultimate Edge trims flat at low planing speeds, allowing the bows to soften the ride. The hull sits steadily at rest, and at sea that full height bulkhead is reassuring.
Centre consoles literally revolve around the console and this one's a delight. The height and angle of the wheel are spot-on for running the boat comfortably in rough water, and there's a substantial grab bar over a small windscreen for passengers to hold onto for safety.

A folding top section on the console is great when height on the trailer is an issue, and the instrument panel is set high where you can see it. The sounder and GPS can be mounted on top of that, where you need them, and there's an inset in one side to keep a marine radio away from spray.
The only aspect of this console that's not great is the mounting for a masthead light atop the grab bar. Put a light here and it'll effectively blind you when it's switched on. A masthead light will either have to go way up on a stalk, where it'll whiplash itself to death during the first rough trip home, or two separate lights sectored fore and aft will have to be fitted.

While talking things that aren't perfect, let's deal with the targa/bimini arch. Call it what you will, while agreeing it provides necessary shade plus stowage for five rigged rods, I can't see the point in having a centre console—for its all-round fishing access—and then mounting something like this which cuts the whole idea in halves. Apparently all the centre console owners who fit these things to their boats disagree with me...

Inside the 5m Haven is neat and uncluttered. Stowage is a perennial issue in centre consoles and this one provides more than most: in side pockets, a two-tiered set up inside the console, under a raised section in the deck forward of the console, and in an upholstered box serving as the only seat in the boat—if you haven't optioned the aft lounge. I imagine lots of 5m Havens will use an icebox as a helm seat instead.

Up front, the bow rail is low enough to fish around and is divided over the fairlead. The anchor well in the foredeck is sensibly sized. Underneath that, a second locker sits right up under the foredeck where extra rope could be stored.
Inside the aft bulkhead there's a shelf to mount the battery up out of any water on the deck and room on the other side for an oil reservoir if your choice of motor requires it. Our test boat was optioned with a small livewell in the portside of the bulkhead and a neat workstation in the centre. Padded coamings add a nice finishing touch to our test boat's cockpit area.

The 5m Haven's hull alone weighs 420kg, an indication of how well it's built—this is no lightweight tinnie. The hull matched well with the 80hp four-stroke Yamaha powering our test boat. Its top speed measured out at over 30kts (60kph) but it was in the mid range around 3000-4000rpm—where fishing boats spend most of their time—that the Yammie impressed with smooth, quiet, and I expect economical running.
You could knock a big slice of bucks off a 5m Haven by choosing a traditional two-stroke in the 75-90hp range and maybe even pick up some top speed. Still, the Yammie four-stroke rounded one of the neatest little fishing boats I've ever tested.
 

WARREN STEPTOE test drives a sleek side console sportfisher.

It's unfortunate that so many Sea Jays we see up north are the grubby survivors of much hard use. It's because Sea Jay has for years been building some of the nicest aluminium runabouts, centre and side consoles, cuddy cabs and bow riders produced in Australia.
Bundaberg-based Sea Jay deserves credit for its 465 Viper—a particularly neat piece of work loaded with lateral thinking. Check out the ready-to-hand rod stowage and the three-person bench seat—it folds away to become a stern casting deck.

The 465 Viper's looks speak for themselves. Generically you could call it a 'tournament' boat, but heaps of keen fishos happily use this type of boat for day-to-day fishing and never go anywhere near a competition. The Viper does have the mandatory tournament-style live well under the bow casting deck, and interestingly, it's the only aspect of this boat I wasn't pretty much rapt about. The well has a lip to control slopping water, but it didn't do very well during our test.
For seating, Sea Jay have done a fine job of engineering a concept often seen in American flats boats. The seat's 'back' is in two separated sections that fold down either independently or together to become the stern casting deck.

When 'up', it becomes comfortable seating for three. Because it's in two pieces, the section comprising the helm seat can be left up to drive the boat, which leaves the rest of the casting space usable.
This works well, except that (for 170cm me) the wheel was so far away from the seat I couldn't lean back comfortably at the helm. Taller readers will wonder what I'm complaining about, while those my height or shorter will understand. Hopefully it's possible to relocate the steering wheel closer to the seat with appropriate spacers.

Rod storage comprises a 'nest' of five rod holders standing vertically in the centre of the boat beside the console. People who fish where there's lots of overhanging shrubbery may not approve; but apart from that, the system is an improvement on 'rod lockers' which do stow rods out of the way, but also keep thousands
of bucks worth of your favourite gear rubbing together in a heap.

The Viper's 'rod nest' is a pretty good system, if only because it keeps every rod in the boat instantly accessible. You do have to learn to swing elsewhere when casting, but the rods are dead centre in the boat and both casting decks leave plenty of room either side of it. I thought the set-up was workable.
The side console is a work of art and is probably the horniest bit of kit in the whole boat (and you feel like Casey Stoner every time you drive the Viper). Quite seriously, the boat is stacks of fun to run around in and handles well for a fairly conventional moderate deadrise aluminium hull.

As moderate deadrise aluminium hulls with slightly turned down chines go, the Viper is one of the better examples I've tested. It has the
excellent at-rest stability essential for two or three people standing on the casting decks, and it turns well enough to ensure fast trips through a winding channel stay fun. Tight turns find it reluctant to break into the propeller ventilation common with other brands of aluminium boats.
Ahead of the live well under the bow deck is a cavernous stowage space with the anchor well in front of that, and flush hatches all round. No toe-snatching hinges protrude from the carpeted deck and the mooring bollard is inside the anchor well.

There's more stowage beneath the stern casting deck, and Sea Jay's Ultimate Edge hull includes a full-height aft bulkhead to keep surface chop outside, where it belongs.
With an 80hp Yamaha EFI four-stroke on the back, the Viper didn't dawdle with a top speed over 30 knots. A 55lb thrust electric motor on the bows did the job equally well while fishing. I doubt many Vipers will go fishing without one.
There are several aluminium boats like the Viper—but it's amongst the best of the bunch.
 

WARREN STEPTOE takes two sisters out for a day on the water.

YOU SEE a lot of Sea Jay boats throughout the remote parts of northern Queensland. There are enough for you to work out that Sea Jay's enviable reputation in the Sunshine State was earned the hard way. What impressed me most about the pair of boats on test here was that they're still built like 'traditional' Sea Jays, with their presentation as slick as the best tinnies on the market.

These are the kind of boats that will potentially catch, or hopefully catch-and-release, a lot of fish. They're no-nonsense, practical, down-to-earth fishing boats—forever may they reign!
Both the test boats have enough sophistication to come in above $20,000. It's $24,300 for the larger blue boat, and fair enough—in that price bracket they're competitive with their peers.

The blue 4.85 metre boat has an extended transom and is typical of the sophisticated tastes developed by today's boat fishers. Although it wouldn't be out of place in an exclusive canal development on the Gold Coast, it will probably be seen more often in suburban backyards around the country.
The black 4.55 metre boat is also well appointed. It doesn't have the extended transom but has a (new-for-Sea Jay) bow casting deck, set up with an electric motor mount, and its anchor well under the casting deck is standard. It also has a dry storage well/kill tank/fish pit—call it what you will, it can be plumbed as a tournament-style live well.

I'd keep it as somewhere to put the fish—to keep the rest of the boat (relatively) free of slime and the other smelly by-products of a great day's fishing.
If you want a boat show special—a fishable package starting out at around $16,000—you could swap the (superb) 50 EFI four-stroke outboard and the side console, and a few other fancy bits and power it with a 40 hp tiller steer two-stroke. I'd keep the carpeted casting decks, an under-floor fuel tank, a pair of pedestal seats and the new bow arrangement with electric mount.
If you budget somewhere between $16,000 (which isn't realistic because of the usual extras) and the $22,950 which the black boat was packaged up for by Brisbane's Stones Corner Marine, you're going to get an awesome amount of fishing boat for your money!


On the water
If you don't expect more from a moderate deadrise aluminium hull than it's capable of delivering, you won't be disappointed. For what they are, Sea Jay hulls are as good as tinnies get—plenty good enough when operated with commonsense.
Either of these boats will get you where it counts—out where the fish are on rivers, lakes, dams, sheltered bays, and even open water bays.
As for the different configurations, the 455's bow and stern deck arrangement means it has a lot more room inside and more (casting) deck space, despite being
30 cm shorter. On the other hand, the full height bulkhead that goes with the extended transom on the blue 485 would probably be the choice of people spending more time on open water.

The extended transom hull also had a more level attitude at low planing (rough water travelling) speeds, while the flat-transom black hull tended to lift its bow as it planed and didn't level out until higher speeds were reached. This translates directly into a better ride because the extended transom hull will use the finer deadrise angles further forward on its bows to 'cut' chop and soften the ride at lower speeds.
The package
The EFI four-stroke Yamahas powering these boats were superb in every respect. Their performance left nothing to be desired and if your budget extends that far, go for it. But there is the price of a good bow mount electric between a four-stroke and a similar power two-stroke—that's also worth consideration!
A technician from Yamaha was conducting fuel consumption tests while we were testing the boats and readers will be interested to know that the worst fuel consumption for either motor powering the Sea Jays was under 1.5 litres per hour. That's at full throttle! You can halve that at 4000 rpm—miserly ain't the word!

 

Boat with bite
 
WORDS + PHOTOS: WARREN STEPTOE

Sink your teeth into some serious fishing with this top-notch platform.

It's unfortunate that so many of the Sea Jays you see up north are the grubby survivors of a life of hard knocks. But it's a testament to the popularity and build-quality of these Aussie-built aluminium runabouts, centre and side consoles, cuddy cabs and bowriders.
Based at Bundaberg in Queensland, Sea Jay really deserves these well overdue accolades and here's why. Its 465 Viper is a great piece of work enhanced by lateral thinking. Check out her handy rod storage and the bench seat that'll accommodate three and folds away to become a stern casting deck.
 

The Sea Jay 465 Viper's looks speak for themselves. She's a top looking boat and while many would call her a 'tournament' boat, plenty of keen fishos who never go anywhere near a comp are happy to use this type of boat for day to day fishing. The Viper does have the mandatory tournament-style live well under the bow casting deck and, funnily enough, it was the only aspect of this boat I wasn't rapt about. (The well has a lip to control slopping water, but it didn't do so very well during the test).

INTERIOR LAYOUT
On the seating front, Sea Jay has done a fine job of engineering a concept often seen in American 'flats' boats. The seat's 'back' is in two separated sections that fold down either independently or together to become the stern casting deck.
When 'up' it becomes comfortable seating for three. But because it's in two pieces, the section comprising the helm seat can be left up to drive the boat while leaving the rest of the casting space useable.
It works exceptionally well, except perhaps for 170cm fishos like me, because the wheel was so far away from the seat I couldn't lean back comfortably at the helm. Taller readers will wonder what I'm complaining about, while those of my height or shorter, will quickly agree. Hopefully it's possible to relocate the steering wheel closer to the seat with appropriate spacers or the likes.
Rod storage comprises a 'nest' of rod holders that'll accommodate rods standing vertically in the centre of the boat beside the console. People who fish where there's lots of overhanging shrubbery may not approve, but apart from that, the system is a vast improvement on those so-called 'rod lockers', which admittedly do stow rods out of the way, but also keep several thousand bucks worth of your favourite gear rubbing together in a heap.

The Viper's 'rod nest' is a pretty good system because it keeps every rod in the boat accessible. You do watch out when casting, but with the rods in the centre of the boat, both casting decks have plenty of room on either side. I thought the set-up was workable.
Ahead of that live-well under the bow deck is a cavernous storage area. The anchor well and flush hatches are in front of that. No toe snatching hinges protrude from the carpeted deck and the mooring bollard is inside the anchor well where it belongs.
There's more storage beneath the stern-casting deck and Sea Jay's 'Ultimate Edge' hull includes a full height aft bulkhead to keep surface chop outside where it belongs.

Feel like Casey Stoner
The side-console is a work of art and is probably the hottest bit of kit in the whole boat and believe me, you feel like Casey Stoner every time you drive a Viper. Quite seriously, the boat's a stack of fun to run around in and handles remarkably well for a fairly conventional moderate deadrise aluminium hull.
As moderate deadrise aluminium hulls with slightly turned down chines go, the Viper is one of the better examples of the genre I've tested. It has the excellent 'at rest' stability, essential when two or three people stand on the casting decks. It also turns well enough to ensure fast trips through a winding channel stay fun. Tight turns find it reluctant to break into the propeller ventilation, which is common with other brands of aluminium boats.
With an 80hp Yamaha EFI four-stroke on the back, the Viper didn't hang around, reaching speeds of more than 30 knots. But the 55lb-thrust Minn Kota Rip Tide electric on the bow does the job equally well while fishing. I doubt many Vipers will go fishing without one.
There are a few aluminium boats like the 465 Viper around now, but this Sea Jay is definitely among the best of the bunch. And remember you don't have to be a tournament fisho to enjoy this Viper.

 

WORDS + PHOTOS:
DOMINIC WISEMAN

Here's one sportfishoes will love.

Sea Fox is a name not many in the Australian boating community would be familiar with, but that is about to change. The company was established in 1957, in the US town of Charlestown in South Carolina and boasts more than 50-years of boat building experience. Since 2003, the Sea Fox brand in the States has undergone extensive change from the ground up and despite what you may read on some websites about older models of Sea Fox boats, the new models are a far superior product to the old tubs they used to produce.

New line-up
Sea Fox boats come in a variety of configurations and sizes with centre consoles from 16 to 26ft making up the bulk of the model list. Three models of walk-around (starting at 21ft and finishing with a sizeable 25 footer) are also available, as are Bay Fishers from just shy of 18ft to a shade over 22ft. Dual consoles, essentially a bowrider configuration with a walk-through windshield, are available in two models from 21ft to 23ft.
By fishing the new-generation Sea Fox 206 centre console at Port Stephens in the 2008 Trailerboat Fishing Competition, we were able get an honest feel for the boat and used it extensively, both inshore and offshore. We towed the boat up the day prior on a Dunbier trailer and, as expected of a new trailer, it performed the task with no problems, even with a full tank of fuel courtesy of our friends at BRP, who filled the entire 246lt fuel tank for us after fitting a brand new Evinrude 150hp E-TEC. Thanks BRP!

Handling the conditions
Day one saw us up at 5am and straight out to the islands surrounding Port Stephens to catch snapper. The wind was relatively light, but the small NE-swell against an outgoing tide made the seas stand up at the shallow mouth of the inlet. This produced a short sharp wave, which isn't overly forgiving or comfortable in any boat. The closeness of the waves produced a jarring ride, but the 206 handled the conditions and rode well at a moderate speed. We found the bow a little light and therefore bouncy when heading into the waves, but by using the trim tabs to get the bow down reduced its tendency to bounce.
During the course of the weekend in choppy conditions, we found that driving the boat with the bow down offered a more comfortable ride, albeit slightly less fuel-efficient. But this was negated by the fact that the 150hp Evinrude is so fuel-friendly.

Layout
The driving position is comfortable and well protected behind the curved windshield, though I did find the top of the windshield to be right in my line of view when standing — my gargantuan co-captain had no such problems. The helm seat is fitted with a footrest, which folds away when standing and the grab-bar for the passenger is a welcome addition. The 'standard' steering wheel provides good manoeuvrability and is fun to use, because it features a technically named 'turning knob' providing quick transition from lock to lock.

The dash console is large enough to mount electrics — we had a Lowrance 27c chartplotter/sounder, Navman 27meg and VHF radios fitted and still had space left over. There's a watertight compartment on the portside of the driving position and moulded cup holders to the starboard.

Construction
The boat's constructed with no wood and is promoted by Sea Fox as being "rot free", but it's the standard inclusions this boat offers where the real value lies. The test boat came with a plumbed-live well at the transom on the portside with the option of another on the starboard. The deck-wash is handy and the Esky (strapped down under the helm-seat) is a brilliant idea that wastes little usable deck space. The two rod-storage compartments (one under each gunwale) are handy, as are the four rod holders behind the helm seat and six other around the gunwale and transom, although we would have liked to see more forward of the helm.

The Sea Fox is an entry-to-mid level marque and the finish of the boat is not up to the standard of much more expensive brands such as Boston Whaler. That said, stainless components are used throughout and extend from cup holders, rod holders and latches to pop-up cleats.
The gelcoat is finished smoothly in all areas, but unfortunately, the finish inside the console (which is spacious and features a portable toilet) is let down by the vinyl backing covering the helm wiring-looms. This is fixed in place with Velcro, which attaches itself, albeit not very well, to the carpet on the inside walls of the console. Once the pockets are full, it tends to lift away very easily.

Fishability
Fishing with three relatively large lads on one side was comfortable: one at the front, one at the helm and one at the rear. Tangles were non-existent and once a fish was hooked there was no extreme tipping as three excited anglers curiously peered over the side to see what would come up.
The coamings are a good height to lever against and you are able to get your feet under them in the rear two-thirds of the boat. Forward of the helm there are no coamings as such, but the deck height is comfortable. All seating comes with optional cushions making trips to fishing grounds luxurious for all crew.
The Sea Fox is comfortable and handled the conditions much better than some boats we have been in. It's true this boat is not as finely finished as some more expensive brands, but does it have to be? It is a well-appointed boat capable of running to the shelf if need be, but in our opinion would be more comfortable for inshore sportfishing with some estuary work.
The crossover appeal of this boat cannot be underestimated. The toilet onboard and plenty of seating makes it capable of doubling as the family runabout. You'd be hard pressed to find a similar-sized boat with a better price per foot of useable space.

 

Scintilla 24
 
Issue: January 2005

We measure the passage of time by our memories of what was current at fixed points in our personal history. The trouble is that when you get really old the distant past becomes too distant. And you have to relate to a past, which is a little more recent. There was a time when, for me, the gaff cutter belonged to the recent past. Now, in an era when time and innovation swamp the memory and history is swamped by the present, the gaff cutter seems only slightly removed from the ark in its position in maritime history. A lifetime ago I messed around with gaff cutters. Messing around with them was all I did; I think the restoration work became an end in itself and I never did get to sail one.

After sailing Wild Wood, a Scintilla Voyager, I felt I had filled a large gap in my maritime education, a gap I did not know existed. Scintilla is a single-chine ply hull, a 24- footer. The boat shown here, Wild Wood, is a new boat, professionally built from a kit made by Scruffie Marine. English-born Brisbane resident, Derek Ellard, who designed all the craft in the range, set up Scruffie Marine. Derek’s Scruffie range includes — at the moment — six sailing craft and one motorboat/motor sailer. The sailers are three open day boats between 3.7m and 5.5m and three bigger boats, 5.5m-7.5m, available with cuddy or full cabins. The motorboat (and motor-sailer) are both based on the biggest sailing hull, the Scintilla.

Derek reckoned that the virtues of the traditional gaffer have been forgotten, but are not necessarily out of date — virtues like shallow draught, trimming ballast, traditional styling and, of course, gaff rig. In the early 90s he began designing ply boats for home construction, and later he introduced the kits. Tony fell in love with Derek’s Secret 18 design (a higher-performance multi chiner) but it was too small for Tony’s family, so he opted for the 24ft Scintilla. (There is now a Secret 20). Derek’s son Chris Ellard, who operates as Windward Mark in Sydney, built Wild Wood from one of Derek’s kits. Chris reckons he is one of perhaps 10 people building new boats in wood in this country. I suspect 10 may be an optimistic number.

Tony is very happy with his new toy. He lives in the Blue Mountains west of Sydney and he wanted to be able to motor-sail on the Nepean and Hawkesbury Rivers, as well as sail on wider expanses of water. “I always wanted a wooden boat with a bowsprit”, says Tony. “I wanted to build my own boat but with Chris doing the building I could still have an input into the detail design. “Among the attractions are that the gaff rig is not too big and the boat doesn’t need too big a crew.” Tony’s boat is the first cutter-rigged Scintilla; the boat is also available as a yawl with a single headsail. Wild Wood also has the optional longer cabin trunk; the alternative is a cuddy.

Tony tows the boat (1400kg including the trailer) behind his Nissan X-Trail 4WD, and the car handles the weight easily. It managed to heave boat and trailer up the ramp when we got the trailer wheels stuck over a ledge at low tide after taking bad advice from a local. The oregon mast is a one-person lift when rigging — a short mast is a gaff-rig bonus, says Derek. The mast on Wild Wood was epoxy glued from four panels of spar-grade oregon, but you can have a solid mast if you want. The bowsprit is fixed. Tony chose to put up the mast and rig the boat with the hull in the water. He managed, but it would be easier on land. As this was only the boat’s third outing under full sail Tony was still refining his technique for raising the mast and getting ready to sail. This boat had two auxiliary motors. The 5hp four-stroke Honda, which pushes the boat to 7 knots, is a late addition.

Tony originally installed a Minn Kota electric outboard, which clamps to the port gunwale. Powered by three 12V batteries in series (36 volts, 105 amp/hrs) the Minn Kota is good for 4.5 knots, but did not have the duration needed for Tony’s river journeys, where a fair wind can be hard to come by and may last only until the next bend. The batteries provide enough juice for two hours of work, and for harbour or bay use, where the auxiliary is only a back-up, the electric setup would be worth considering. At the end of our sail the outboard stalled as we approached the lee shore in confined water and the Minn Kota’s instant response saved my ulcer from a savage attack.


Let us not forget; however, that with a shallow, light boat you can jump overboard and fend off if you don’t mind getting your shorts wet. Tony mounted the Honda in a cut out in the cockpit. Chris reckons 5hp is more than enough; 2-4hp is more common, mounted in the lazarette aft on the starboard side. Scintilla draws about 2ft (600mm) and is an easy launch. We let Tony get on with the rigging job, because it is a one-man affair when afloat. Then we sailed. Upwind, the as-yet un-tuned rig and the lack of a centreboard contributed to only modest pointing ability. Derek thought the keel was a little shallower than standard, and that the gap between rudder and rudder post could be smaller to help reduce leeway. The revelation came when sheets were sprung and Wild Wood took off like a turpentined cat.

Every sailor should experience the behaviour of a light, narrow hull with a lot of sail area and a low centre of effort. With three people on board, and one auxiliary motor too many, Wild Wood hit 6.6 knots on a beam reach in a gust of about 12 knots. On no point of sail was she pressured in the gusts. Even hard on the wind she got nowhere near putting the lee gunwale under as she yielded to the gusts. In fact, she did not need to yield; she did not heel very much, which is different. There was no need to scramble for the windward side and at all times she behaved like a bigger boat. A family crew would be pleased by the predictability of the hull’s behaviour. Derek pointed out that Tony’s boat has a squat rig, not the high-peaked gaff shown in the drawings.

He reckoned we needed to peak up the gaff a bit more to eliminate the crease in the mainsail and he also thought the hull was trimming bow-high and would benefit from moving the trimming ballast forward. Wild Wood suffered some forestay sag, too, but that worried me more than it will worry most other owners. There are running backstays to handle and two headsails to tack without winches, but there is time to do it all as she tacks slower than a fin-keeler, but without hesitation. And at the end of the sail there is another gaff-rig bonus — gravity helps lower the gaff and mainsail as quickly as you want, without a crewmember having to leap to the mast to drag down the main.

Derek’s design philosophy is that his boats should be easy to tow and launch and comfortable to sail. “I listened carefully to what women like, and they don’t like heeling over too much and they don’t like hanging around ramps for hours. So, I built a boat that dealt with all that, and could be rigged in 10 minutes”, he says. Scintilla is a gentle boat. Admittedly we had gentle weather, but it was obvious that its reactions to wind and weather are subdued, almost genteel.

Yet it is quick, particularly off the wind. But it is the way it moves that is unique. This is a long-keeled hull carrying a lot of sail, which is set low and stretched from bowsprit tip to transom, which tends to produce a well-damped motion. When talking about boats like the Scintilla you have to make allowances for the fact that many of the details are the personal preferences of the owner. If I were to order such a boat I would have firm ideas on how many details should be arranged, but my choices would not necessarily be more valid than anyone else’s.

But what can be labelled the basic craft — the concept — is immensely likeable. What could be seen as an exercise in nostalgia works on a practical level, as well as the aesthetic.

Words and Photos by Barry Tranter
 

Scimitar 1010
 
Moored amid some of the more glamorous and higher priced luxury cruisers at the Sanctuary Cove Boat Show, the Scimitar 1010 looked slightly bashful... and perhaps not the obvious winner of the Cruiser of the Year category announced hours earlier at the show.

But under that somewhat 'plain Jane' exterior lies a boat that has been beautifully thought out. Based on a catamaran hull by renowned sailboat designer Peter Brady, the Scimitar is an exceptionally wide boat - 5 metres - and therefore extremely stable. Also, for such a comparatively short length, the Scimitar is able to provide a huge amount of saloon, cockpit and flybridge space. Confined by the high tunnel and narrow hulls, the accommodation that has been squeezed in is even more amazing. Twin double cabins are located forward, the berths being positioned over the tunnel section, while two additional single bunks are tucked in under the saloon either side. The latter are a little tight (you climb into them like getting into a sleeping bag).

The saloon is great. There's plenty of room, the central helm station is not in the way and it opens out on to a good-sized cockpit. There's not a lot of cockpit storage, but what's there is clever and adequate. I was particularly taken by the transom locker which not only stores the dinghy's outboard in a vertical position but has facilities for freshwater flushing.

Unusually, the head and shower are accessed from the cockpit rather than from inside the saloon or below deck. This ensures that odours don't drift through the boat, and that the head can be used without disturbing those sleeping. But then it means you have to go outside of an evening, so it remains to be seen how well this arrangement is accepted. Foremost in the minds of the owners when commissioning the design was economy of operation, power usage and purchase price. They certainly got that. I took the claimed 20-knot performance from a pair of 100hp Volvo diesels with a grain of salt, saying I'd believe it when I saw it. Well, I believe it! It does 21 knots and does it easy. More importantly it cruises effortlessly at 17 knots, using around 18 litres of fuel per hour.


The hull rides silky smooth with little indication of motion or the speed it is travelling. It simply glides over the water without the rumble of big diesel power and producing only a low level of wash. On one engine, it will still plane and reach 12 knots. This is simply one very incredible performing cruiser with an enormous amount of on-board living space for its length. It's not the most glamorous boat on the water, but I for one would be prepared to sacrifice this for the other benefits the Scimitar has to offer. Prices are around the mid-$200,000 range, depending on engines and options. Along with the low level of maintenance, the low power requirements and the economy of operation, it makes this an attractive craft for charter and boat hire operators as well as weekend cruisers.

Story & Photos by David Toyer.
 

This passagemaker has a shed and the backyard too!

Simplicity, practicality, and the great outdoors, that's what the Sea Shanty is about, according to Jeff Schionning, designer of the new Sea Shanty. The boat is based on the hull from his very successful 16m Ferry built in Australia and used in Vanuatu to carry passengers around the islands. While many love life onboard, they also miss their comforts, pets, family and space. That's why this large seaworthy platform with simple but stylish accommodation and a large outdoor area is very desirable for those who like to keep active.
Evolved design

Where the Ferry needed decent displacement to carry 75 passengers the Sea Shanty needs the displacement for home comforts plus fuel and water for extended ocean passages. As a passagemaker, speed was moderated to a comfortable cruise speed of 12-16 knots and a bar crossing sprint of up to 20 knots.
The Sea Shanty concept is simply to have a sturdy cruising vehicle that includes everything most 'yachts' don't have. She's a home, a workshop and a backyard. Her construction is rugged but stylish with finishes similar to a working boat outside and a beach cottage inside. Building costs are lower because of the common sense approach — you don't have to worry about scratching the 'yacht finish'. It has an open plan layout, much like the beach cottage and normal household furniture is used for 90 per cent of her fit out.


Backyard comforts
Rugged and extremely seaworthy, she's built to go anywhere. The very high bridge-deck clearance makes sure she slides over everything, yet her shallow draft allows sneaking into shallow lagoons with fully protected props and rudders. Drying out is a breeze, just sit on any beach without concern.

The Sea Shanty has a huge aft deck with a rough non skid surface, move the BBQ and garden furniture to one side and hey, you have a fully covered shed come backyard! Pull out the tools and you can work on a dinghy.
With the BBQ back in the 'garden' and your outdoor setting in place again, you have the big back yard ready for entertaining; she's the perfect party boat. An easy access bathroom outside is very practical.
There's even room to store camping quipment, windsurfers, bicycles for when you reach your destination. The Sea Shanty offers a world of possibilities.

 

Savage the Opposition
 
WORDS + PHOTOS: WARREN STEPTOE

Aluminium and glass combine in this winning formula.

The Savage Ranger is a contemporary runabout style of boat, which many consider one of the best fishing platforms around. It's not a so-called 'pure' fishing machine such as a centre console or one of the latest bass/barra/bream tournament style boats. Runabouts combine the qualities of fishing room, weather protection and comfort but have the added advantage of being a great family fun boat. All this comes together in the Ranger 480.
At 4.8m there's enough room inside to comfortably seat four adults, maybe five at a pinch, because the boat's been configured with a folding aft lounge seat. Fold it away and the cockpit has plenty of space for some serious fishing. What more could you want?
The centre of the screen and the foredeck open, allowing someone to move right to the bow, which is common in most runabouts. The foredeck and screen base areas of the deck are moulded from fibreglass, which is a little unusual, but distinguishes the Ranger 480 from other 'tinnies'.

Layout
The anchor well is in the bow, under a longitudinal hatch and there's bins on each side of the walkway big enough to hold substantial amounts of gear.
Given Victoria's recent lifejacket laws (you have to wear one at all times in boats of this size), precious storage space, once devoted to lifejackets, can now be used for other gear. I expect sales of inflatable PFDs will now soar, they're certainly more comfortable and less obtrusive than conventional lifejackets.
I had a problem with the screen frame being right across my line of vision when I was seated. So, if you're around 170cm tall like me, you might consider getting the pedestals under the seat shortened or lengthened to solve this.
A pair of industrial-grade zips opened the centre panel of the canopy, so you can see over the screen or to go forward. I also couldn't stand comfortably at the wheel. Like most runabouts the helm is basically configured to drive sitting down. Underfoot, the deck is flat, unobstructed and level all the way from the bow to where the deck disappears under a shelf across the inside of the transom.
Big side pockets are situated underneath the wide side decks. I know I've stated my dislike of side pockets, but somehow these ones manage to tuck away underneath the upper deck and become 'out of the way' storage space.
The side decks have their edges rolled in a generous radius, which makes them comfortable to lean against and adds a touch of class. At the transom there's a full height bulkhead with the motor extended out behind that. This is standard rigging in runabouts today and Savage has done a great job of getting it right. One of those Bermuda roto-moulded bait boards sits atop the aft covering board as standard in this package. The aft lounge is reasonably sized, not luxurious, but simple to fold away.



Performance & Handlingbr In the pictures you'll notice this boat is idling through the entrance to St Kilda Marina. Port Phillip Bay was actually the best I've ever seen it on the day.
The wind chop was only about half a metre (it's usually twice that). I reckon the locals must reserve all the good weather for personal use. But the conditions offered more than a fair test for a standard 4.8m aluminium hull and I'm delighted to report that the Savage handled it all surprisingly well.

The chop was so short and steep that any measure of speed was out of the question, but the boat maintained the plane at low speed, cutting its way through the slop with no fuss.
The boat we tested was a Limited Edition, all-inclusive on the water package from the Avante/Boronia Marine Group. That includes: Navman radio and sounder, bait board, folding aft lounge seat, lights, stainless steel rails, bilge pump, battery isolator system, folding canopy, quality Dunbier trailer with spare wheel, safety gear and rego for $25,490. What excellent value for money for this really neat little boat.

The Avante/Boronia package also comes with a special paint job and colour co-ordinated canopy and seating. This is a package you can park in your driveway with pride.
The three-cylinder 75hp Mercury two-stroke popped the Ranger 480 onto the
plane in an instant and was able to keep
it there effortlessly.
As for the hull, I'm sure it has its limits, but this one offered one of the best rides from an 'ordinary tinnie' I've ever experienced, particularly in the rough conditions.
A 60hp four-stroke Mercury is an optional extra with the Avante/Boronia package.
If you're into serious fishing and have the extra thousand odd bucks to spare, it's worth considering. But with the 75hp two-stroke you get the added option of having some serious family fun with wake toys!
Stop Press: Avante Marine has now sold out of the Limited Edition package deal. The same BMT package is now slightly more expensive, but still value for money.

 

Savage SP 540 Osprey Cuddy Cabin
 
Issue: July 2004
Manufacturer: Savage Boats

The quote from the website states: “The new SP 540 Osprey Cuddy Cabin is sleek, streamlined and built for speed and comfort. At 5.4m it’s a fun family cruiser, or great fishing boat for up to six people”. What it doesn’t state is that the 540 Osprey is also a top bluewater boat with seakeeping abilities way beyond that of many other aluminium boats in its size range. Plus, it’s one of the few tinnies that the Modern Boating team has been on that doesn’t bang. That’s right, it doesn’t slap the water with the fl at section below the helm station when it’s on the plane.

The statement about the Osprey being a fun family cruiser is also correct to a certain extent, especially looking at it from a ride and handling perspective, but it’s layout is rather Spartan compared to other so-called family cruisers on the market. But that’s exactly what fishos want from a boat, as much uncluttered cockpit area as a boat can deliver and a stack of storage space to boot. And that’s what the Osprey delivers. She’s a smooth riding, open cockpit boat that has plenty of dry storage in its small cuddy cabin, which is exactly what a cuddy cabin is designed for.

Apart from the brilliant ride delivered by the Osprey, it’s her wide-open uncluttered aft cockpit and ease of access to the anchor well that will make her a winner with fishos. And the Osprey gives them a vessel they can fi tout to their own liking. The test boat is fitted with a bimini top, which provides good protection from the elements over the helm, but add a few more rod holders, a rocket launcher style rod rack, a good sounder/GPS chartplotter and a live bait tank and she’d be ready to tackle the big ones out wide. So, what makes this hull ride so well? She’s a moderate-vee hull with a sharp entry that slices cleanly through the slop and wide down-turned chines for extra stability, both at rest and on the plane.

But it’s the way the shoulder behind bow channels the water almost sidewards, generating lift for faster planing, that eliminates water slapping against the hull. The quiet running of the hull is also help by the polyurethane foam filling under the floor. Not only does this flotation help reduce noise, it’s impervious to petrol, oil and saltwater, unlike some of its competitors. This hull is not only quiet; it’s strong. Savage is one of the few aluminium boat builders that use full continuous-seam welding throughout, not just spot welds like some other builder.

This gives a greater structural strength and helps stop the hull flexing, which can crack spot welds. Savage has also beefed up the transoms of its SL/SP hulls to match new, higher recommended horsepower ratings and the heavier four-stroke engines. Savage also combines the strength of an aluminium hull, with the style and finish of moulded fibreglass cabin to produce a vessel that requires a second look to see that “yes, it is” an aluminium boat. Still in the look’s department, Savage uses marine-grade stainless steel for the bowrail and bollards, which definitely enhances the style these vessels.

Another excellent aspect of these boats is the walk-through bow access, which provides safer, more convenient anchoring and docking. As far as the interior layout goes, there is a folding ladder on the portside of the swim platform and a removable split rear lounge across the transom. The entire cockpit floor is covered with heavy-duty marine grade carpet and there are twin swivel seat for the driver and navigator. The windscreen is split to allow bow access and even though there is a passenger’s grab rail and the screen’s frame is very sturdy, the team feels another grab rail around the screen would be a worthy standard inclusion.

The dash has been design to allow plenty of room for mounting extra electronics such as GPS/Chartplotter/sounder etc. and all the other electronic gizmos that are appearing on boats these days. The steering wheel is well positioned for comfortable driving both standing or seated. Even though the mechanical steering is relatively light, again it’s the team’s opinion that any outboard over 90hp should be fitted with hydraulic steering, although it is an optional extra. You have to bob down to enter the cuddy cabin and an adult can’t sit up straight on the bunks.

This cuddy was designed for storage, although the kids could curl up for a snooze on the bunks. Savage use a one-piece floor in the Osprey and the side pockets are raised, so yes, you can get your toes in under and brace against the high gunwales when fighting a big fish. From a performance perspective, the Osprey was powered by an old favourite, a Mercury 115hp two-stroke. It won’t be my choice — I’d rather outlay the extra cash for a four-stroke — but it surely has enough raw horsepower to propel this boat to 40 knots plus. It also has plenty of bottom end torque, so family waterskiing and wakeboarding are also on the cards for this boat.

The 115 delivers classic, dependable twostroke carburetted power and features an easy to read transparent oil level indicator in the cowl. This engine also features two protective systems, a low-oil level alarm and overheat warning horn to guard the engine from potential engine damaging situations. Plus, the computer designed heavy-duty gear case holds extra oil to allow the lower unit to run cooler for longer engine life. Running all the electrics should be a problem for the battery, because the alternator pumps out 18amp (227 watt) and will keep the battery full charged. Savage has also placed a 100lt underfloor fuel tank along the centreline of the hull.

A 190lt tank is an option for those needing to run greater distances. But the really good news is by running the 115 two-stroke helps keep the overall price down. At $32,990 the Savage 540/Mercury 115hp is an extremely affordable turnkey package. It’s also an excellent hull for a fi sho to build his ultimate fi shing machine around. And remember, it doesn’t bang.

Words by Ian Macrae and Photos by Steve Cooney
 

Savage 55 Javelin Bowrider
 
Issue: April 2002
Manufacturer: Savage Boats

This latest model from the Victorian-based Savage stable is built on same 5.5m fibreglass hull used for the Mako 55SP cuddy cabin and Surveyor 55SP family fishing models. But by changing the interior liner and adding a completely new deck mould, Savage has created a sporty family bowrider.

It's interesting to note that the already successful Mako and Surveyor cuddy cabin models are boats developed for open bay and offshore fishing, rather than inshore recreational use.

But the fact that this hull was initially built for rough water work - where a finer bow entry is often called for - means it produces a much softer, smoother ride, especially in conditions normally associated with bowrider operation.

This 5.5m hull has a deep bow cavity and more than enough inherent buoyancy to be used as a base for a bowrider. The hull doesn't sit too low in the water at rest or underway, even if a couple of people are seated in the bowrider cockpit. The trim angle and ride of this boat is similar to that of other locally built bowriders around the same size.

This hull slices through the water cleanly and lifts the bow easily in response to engine trim out. She hangs on firmly in tight turns and makes short work of wind chop and other boats' wakes. During sensible normal driving she doesn't put a foot wrong.

The maximum recommended horsepower for the Savage Javelin is a 150hp outboard. The Modern Boating test boat has one of those top-of-the-line 150hp V6 Mercury EFI two-strokes mounted on her transom. This amount of power makes the boat an extremely fast family all-rounder capable of hitting close to 40 knots.

But the 150 also has the power to pull two skiers out in a deep water start, while still retaining the ability to cruise all day in that easy and economical 3500 to 4000rpm range - 24 to 28 knots depending on load and conditions.

Spinning a five-blade stainless steel 19" propeller, the Javelin's hull gets onto the plane quickly without wasting any time struggling over the hump. Acceleration and response to the throttle anywhere within the power range is instantaneous. The engine has the power to accelerate through tight turns and only when you try to pull the hull around too tight, with a tad too much trim out of the outboard's leg, does the prop start to ventilate.

Savage was one of the last established Australian boat builders to add a bowrider to its range. Even so, this boat doesn't break any new grounds when it comes to style, layout, fit-out or finish. Instead the Savage 5.5m Javelin simply follows the established lines that have been soundly set in place after years of development by many Australian trailerboat builders.

The boat is rated to carry a maximum of six people, so the standard layout of the Javelin provides sufficient seating to meet this rating.

There are two swivel pedestal-mounted bucket seats for the driver and observer, a full width three-piece rear lounge that seats three comfortably and standard bowrider seating up front. This is comfortable for two, maybe three people if you don't mind tucking your legs up onto the seating.



There are the usual storage areas under the bow seats and side pockets for extra ropes, anchor, buffers and the likes. The three-piece rear lounge also has storage areas under the seating panels. These give service access to the battery, bilge pump and oil bottle mounted under the transom. Recessed into each of the transom side decks are two storage boxes. The deepest one makes a good icebox, while the shallow box on the starboard side is a good place to store skis or mooring ropes. The add-on boarding platforms and stainless steel ladder are both options, but we feel if this boat is to serve its purpose successfully, both of these items are essential.

The five piece wrap-around windscreen that looks very much like the windscreen that sits so successfully on the 5.25m aluminium Osprey bowrider - is solid. It also gives excellent protection while well suiting the lines of the hull. A stainless steel grab rail, which follows the inside line across the top of the windscreen, is an option. But for a family day boat - given the strength of the windscreen itself - there is no real need to take up this option.

If anything, the pedestal seats could be installed slightly lower, because the top frame of the windscreen runs across the upper level of an otherwise clear line of sight for the driver. Certainly lowering the forward pedestal seats a fraction would solve this without having any negative effect on other features.

The 5.5m Savage Javelin gives buyers looking for a versatile family bowrider another option to consider. The Javelin is a well-built and well-finished boat. And even though she may not offer all of the standard features and accessories some of the more established bowriders do, she's still an attractive package.

The Javelin's sturdy windscreen gets an extra tick in the box from the Modern Boating team, as do the pop-up deck cleats. These are pushed down out of the way when not in use, leaving nothing to catch the skin, clothes, ski ropes or fishing lines on. But the really good news is the price. At around $36,000 the Savage Javelin 5.5 bowrider represents good value for money in an all-round family boat.


Engine Room
The Savage 5.5m Javelin bowrider fitted with a 150hp V6 EFI Mercury outboard has move than enough oomph to tow two skiers out in a deep-water start. Top speed with the 150hp engine is almost 40 knots, but this outboard can still cruise all day at a comfortable 24-28 knots pulling 3500-4000rpm.

Other speed to rpm readings, with one person onboard and spinning a Quicksilver 19" Hi-Five stainless steel prop, were: 20.7 knots @ 3000rpm; 23.9 knots @ 3500rpm; 27.4 knots @ 4000rpm; 31.1 knots @4500rpm; 34 knots @5000rpm; and 38.9 knots at 5500rpm (WOT).

Story & Photos by David Toyer

 

Fishos will love the feature-packed 520 Angler Pro.

Savage's new 520 Angler Pro is everything a bass, bream or barra fisher wants in a boat.
"We set out to provide the best equipped, best value boat in this category and that's just what we've achieved," said Ian Stanley, Savage's Product Manager.
With a layout that allows 360-degree fishing, the 520 Angler Pro boasts two aerated live-bait wells with a total capacity of 165L and two lockable rod lockers.
Rated to carry outboards up to 115hp, Savage's 520 Angler Pro will take you to the fish at around 80km/h.

Swivel pro-fishing seats, an SL3 helm with windscreen, a customised dash, and a drink holder mean a comfortable ride, and there's an option for a second console to keep a passenger warm and dry.
A large elevated casting platform, with in-built storage, allows a great view of any fishing ground, and the composite floor throughout means no rot and no warping of hatches.
At 5.3m long and 2.42m across the beam this is a boat with plenty of room.
Navigation lights, positive buoyancy, an automatic bilge pump, a fire extinguisher, concealed horn, a non-corrosive petrol tank, level flotation and grab handles mean the 520 Angler Pro is super-safe as well as fantastically functional.




Port and starboard cargo netting and a number of handy storage lockers fore and aft mean everything will have a place.
There's also a trailer, a trolling motor panel with a 12/24V outlet (all ready to receive a MotorGuide or other trolling motor) and a choice of five fantastic colours—sport red, bay blue, copper, onyx black or silver bay.
Savage's exacting specifications mean the 520 Pro Angler is tough enough to carry up to six people.
A Savage 'just-add-water' package means you can have the 520 Angler Pro, a Mercury or Mariner 115hp XL OptiMax outboard and a trailer for a recommended retail price of just $35,992 plus freight.
Savage Aluminium boats come with a five-year hull warranty to the original owner plus a three-year bow-to-stern transferable warranty on virtually everything else.