Motor Boat & Yachting - July 2015 UK

ELLING E3 PRESTIGE 680 SHEARWATER 890S PRINCESS S65
TESTED JEANNEAU LEADER 36
LEADER OF
THE PACK
Aston Martin
superboat
Jeanneaus new star leaps ahead of its rivals
Pay attention 007!
MONTE
CARLO 6
Better than a Princess 60?
Our best ever
We hitch a ride on
WEST COUNTRY EDDIE JORDANS

CRUISING GUIDE SUPERYACHT
THE BEST
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4 great second-hand
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EDITORIAL
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To Europes best motor boat magazine
Okay, I admit it, I am slightly obsessed with Donald Campbell

so I apologise now for inicting another story on you about one
of his world water speed record attempts (page 70). My excuse
is that this time were not looking at the infamous 1967 crash on
Coniston Water but the lesser known attempt to break both
land and water speed records in the same calendar year.
As was so often the case with Campbell it all came down to a
nal do or die run on the last day of the year. Ill leave it to the
author of the article, James Nicholls, to tell you how it ended
having schlepped half way across Australia to interview one of
the few surviving witnesses, hes earned the right.
The other reason for revisiting this story now is that it looks
like Britain may soon have a new water speed record holder.
Eight times world powerboat champion Steve Curtis is planning
an assault on the water speed record for propeller driven craft in
a highly modied version of his Spirit of Qatar raceboat (page
12). Admittedly, its not the outright speed record, but any boat
that uses a pair of 3,800hp helicopter engines to top 250mph
sounds reasonably exciting to me.
In fact, even the outright record of 317mph may soon be
under threat. Set by Australian Ken Warby in November 1978, it
has stood unbroken for the past 36 years but at the last count
there were six teams working on a potential record breaker,
including two from Great Britain and one each from the US,
Australia, New Zealand and Belgium. Bring it on!
One nal plea. Tucked into this issue is a questionnaire asking
what you do and dont like about Motor Boat & Yachting. We use
your answers to help shape the direction of the mag so please
take a few minutes to ll it in, or do it online at www/mby.com/
survey. One of you will win an Apple Watch
Sport for your trouble.
Any boat that uses a pair

of 3,800hp helicopter
engines to top 250mph
sounds reasonably exciting
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Cover photo Nick Burnham
JEANNEAU LEADER 36
MONTE CARLO 6
SHEARWATER 890S
A choppy sea and bright sun make

the ideal test conditions for our
sea trial. See how
it copes and
check out that
clever sliding
cabin partition.
Take a look at those ingenious

sunpads emerging from the foredeck
at the touch of a
button and all the
other key features
of this clever new
60-footer.
A genuine 50-knot top speed and

superyacht chase boat looks make
this an exhilarating
drive, as Hugo nds
out during an
extensive Solent
sea trial.
mby.com/je36
mby.com/moc6
mby.com/890s
JULY2015
CONTENTS
GET YOUR
The boats, the places, the people and their stories
SUBSCRIPTION
TODAY
BOAT REPORTS
SEE PAGE 74
16 TEST SHEARWATER 890S

Bembridge Marines latest RIB promises
superyacht tender looks and performance in
a family-friendly package. We take it for a
blast to see if its claims stack up
18 NEW BOATS
Full details of all the latest launches including:
Prestige 680; Gulf Craft Nomad 65; Riva 76;
Hardy 32DS; Princess S65; Arcadia 100
32 TEST JEANNEAU LEADER 36

We already knew this was a great-looking
boat at a great price but a challenging sea
trial proves its got a great hull too. Is this the
new king of the sub-40ft sportscruisers?
46 TEST MONTE CARLO 6

It will take something pretty special to tear
customers away from the British brands but
this new 60-footer has the style, the quality
and the ability to mix it with the best of them
32 Leader by name and leader by nature Jeanneaus new 36-footer aces our sea trial even in the rough
60 TEST FILIPPETTI NAVETTA 30

The first 30-metre craft to offer a separate
owners deck proves quite an eye-opener
when we take it for a sea trial
BOAT MASTER
76 NEW TECH
Dave Marsh looks at a trio of lightweight
tenders that offer more than just the usual
ferrying duties
46 Tested: Monte Carlos brilliant new 60-footer
54 We cross Biscay on Eddie Jordans Sunseeker 155
82 CRUISE FURTHER,
CRUISE SAFER
How to set up your boat properly before
leaving it overseas
84 OUR BOATS
New contributor John Brunyate takes
delivery of a brand new Jeanneau NC14, and
Mike Rothery reveals the secret of hassle
free berthing and a happy marriage!
87 TRIED & TESTED
88 Buying used: the indestructible Elling E3
Handy fuel filter funnel, Dometic gas

checker pen and Quba crew bag
88 USED BOAT: ELLING E3/E4

This quirky Dutch cruiser is as happy
crossing oceans as it is pottering through
canals and makes an excellent used buy
94 FIND ME A USED: RIB FOR

UNDER 40,000
Four great value second-hand RIBs from a
family fun boat to a 60-knot rocketship
16 Flat out in Shearwaters 50-knot 890S
GET MBY EVERY MONTH! SUBSCRIBE TO MBY TODAY AND PAY JUST 18.99. SEE PAGE 74 FOR DETAILS
CRUISING TALES
38 BEST OF THE WEST
Peter Cumberlidges definitive guide to cruising the
West Country contains everything you need to plan
a fabulous summer adventure
94 The best used RIBs for under 40,000
54 EDDIE JORDANS SUPERYACHT

We join Eddies Sunseeker 155 on its maiden voyage
from Poole to Gibraltar, including a windy crossing
of the infamous Bay of Biscay
66 AZIMUT AROUND GREECE

A moments inattention nearly leads to disaster
during an otherwise blissful cruise around Ithaca
70 DOING THE DOUBLE

Donald Campbells attempt to break both
the land and water speed record went right
to the wire. James Nicholls meets the man
who saw the dramatic events unfold
76 All the latest boating kit
66 Exploring Ithaca in an Azimut 62
38
REGULARS
06 Big picture
08 News
30 Your MBY
26 Cumberlidge on cruising
27 Born again boater
29 Testing times
75 Ask MBY
138 Ill never forget the day...
BEST OF
THE WEST
Peter Cumberlidges guide to planning

the perfect West Country cruise
QUICK TO
DOWNLOAD
EASY TO USE
70 Donald Campbells finest hour: the untold story
84 Hands-free comms makes berthing a breeze
AVAILABLE
WORLDWIDE
BIGPICTURE
The image that really rocked our boat this month
Sheer bliss
Photo: Ben Wood
Shearwaters new 890S cuts through a glassy Solent

Water so still you can see your own reflection in it, early morning sunlight
sparkling off the brightwork of a brand new 8.9m RIB and the sound of a
supercharged 300hp Mercury Verado splitting the air life doesnt get much
better than this, as editor Hugo found out when testing Bembridge Marines
latest Shearwater 890S (see page 16).
BIG PICTURE
JULY2015 7
LATESTNEWS
The key boating stories you need to read
Edited by
Chris Jefferies
A rendering showing
the open cockpit of
the AM37
Aston Martin for the sea

British sportscar brand teams up with Dutch naval architects to launch 37-footer
If driving an Aston Martin on land
isnt enough for you, youll soon be
able to drive one on water too as the
British supercar manufacturer has
unveiled plans for its first ever boat
a 37ft high-performance cruiser.
The company agreed to the
project after being approached
by classic Aston Martin owner
and keen boating enthusiast Louis
Paul Steinberg.
He has since set up a new
company, Quintessence Yachts,
to build the boat, and drafted in
Dutch naval architects Mulder
Design to work with Aston Martins
own designers on the development
of the AM37.
And unlike some of the more
fanciful collaborations between
car brands and boatbuilders, this
one looks likely to bear fruit with
the first AM37 due to make its
on-water debut at the Monaco Yacht
Show in September.
Mariella Mengozzi, CEO at
Quintessence Yachts, said: The
Aston Martin design department
has been working seamlessly with
the Quintessence R&D unit
and naval architect Mulder Design
in Amsterdam to achieve true
design purity.
Petrolheads may be disappointed
to learn that the AM37 will not use
Aston Martin car engines, although
it has not ruled out marinising one of

its V8s in future. In the meantime, the
AM37 will be powered by twin Mercury
petrol or diesel engines, ranging in
power from 370hp to 662hp the
latter with a claimed top speed of more
than 60 knots. However, the first hull
will come fitted with twin 570hp petrols
for a top speed of 50 knots.
A vacuum-infused composite hull
with a lightweight carbon-fibre
superstructure should deliver the
handling and strength to match the
racy performance claims.
Marek Reichman, design director at
Aston Martin, told MBY: There is
something missing in the world of
yachts, which is that emotional
connection to a depth of heritage
outside of where boats are currently.
The automotive industry has
influenced yachts, but also vice versa.

They are both dynamic sculptures
you are effectively translating tarmac
for waves.
Aston Martin signature flourishes
include the iconic winged emblem on
the transom and a rear diffuser as well
as previewing a number of design
features from future car models.
The rear of the boat is the most
recognisable connection with Aston
Martin, Marek continues. It takes
inspiration from Aston Martin models
that the world hasnt seen yet.
The main deck layout will feature
twin helm seats ahead of a U-shaped
cockpit seating area. Other premium
features include a voice-activated
navigation and entertainment system.
Below decks, the AM37 will get
a compact heads, galley and a
convertible U-shaped saloon that

can turn into a double berth, a
spokesperson for Mulder Design
told MBY.
Quintessence Yachts will be building
the AM37 in Southampton, under the
supervision of production director Ben
Collett, whose previous credits include
Discovery Yachts.
Aston Martin is arguably best known
for providing cars for some of the most
popular James Bond movies, and
although the AM37 will not be ready in
time to feature in Spectre, Aston
Martin refused to rule out a future
marine appearance in a 007 adventure.
The company also confirmed that
the Blue Coast Yachts catamaran by
Coste Design and Aston Martin is still
in progress and stressed this is a
completely separate project.
DOUBLE DUTCH
Mulder Design and De Vries back Quintessence project
Working on design
sketches for the
new sportsboat
The name Quintessence Yachts is unlikely to ring any bells, as the

AM37 is this fledgling companys first build.
However, the list of names involved adds serious weight to this
project, with Feadship director Henk de Vries chairing the firms
supervisory board.
Whats more, the connection to Mulder Design is highly
encouraging, as the Dutch firm has worked on over 600
successful projects in the past 35 years, including the Elling E4
and the Van Dutch 40.
With such big names from the marine industry on board,
hopes are high for the AM37.
NEWS
UK NEWS
Brixham death
Police claim bouyancy
aid trapped teen P10
WORLD NEWS
Need for speed
Steve Curtis targets
water speed record P12
THE TRUTH ABOUT:

ISIS in the Med
Are yacht owners at risk
of terrorist attacks? P14
High-speed Solent crash
FULLTANK
Photo: Daniel Ubertini
GLIDER PROTOTYPE IN BUILD

Glider Yachts has announced that
construction has begun on its first
prototype, after funding was
secured from a consortium of
private investors. This radical
multihull cruiser is due to be
launched at the Monaco Yacht
Show. Built by Burgess Marine as
part of a 100m deal, the Glider
SS18 will be capable of 60 knots.
The Vector V40 flips before crashing into a cardinal marker and landing upside down
was in a life-threatening condition.

However, Vector CEO Malcolm Crease
allayed fears by telling MBY: Simon
Dredge is in a stable condition and
improving steadily.
The vessel involved was a Vector
V40 with a new configuration being
tested for a client, not the liveried
Vector Martini race boat. Engineers
suspect that a mechanical failure may
have caused the boat to flip into the
cardinal marker.
It was slowing down on its final
approach, with Peter Dredge at the
helm, one of the safest pairs of hands

in the sport, so Im sensing a technical
failure of some kind, Crease said.
The capsized boat was towed to
Hamble Point Marina for further
investigation. The incident will now be
referred to the Marine Accident
Investigation Branch for a full report.
Vector is best known for its tie-up
with Martini Racing, taking VIPs for
rides at last years Monaco Grand Prix
and later going on to win the 2014
Cowes-Torquay-Cowes race with Peter
Dredge at the helm.
Avon RIBs at risk

Parent company starts insolvency proceedings
The future of the much-loved Avon
and Zodiac RIB brands is under threat
after parent company Z Marine was
declared insolvent.
The French manufacturer was
named in insolvency proceedings at
the Commercial Tribunal of Nanterre,
in April. It is understood that
receivership proceedings have begun,
as the company enters a six-month
BURTON WATERS TEAMS UP

WITH FAIRLINE BOATS
Burton Waters has been named as
the new East Coast dealer for
Fairline Boats. The brokerage has
offices in Lincoln and Ipswich, and
the latter is shared with Fairlines
Technical Centre. The agreement
comes after Burton Waters threeyear new boats deal with Princess
Motor Yacht Sales came to an end.
Sea trial crash injures four

A 110mph Vector prototype was
involved in a dramatic crash on
Southampton Water last month. The
high performance craft was on an
early morning sea trial when it
suddenly flipped and the ensuing roll
sent it crashing roof first into a
cardinal marker.
Four of Vectors engineering team
were on board at the time, including
company director and chief test driver
Peter Dredge and his son Simon.
Three of the men managed to swim
out through the escape hatch of the
upturned boat before realising Simon
Dredge was still strapped inside. Peter
then dived back in to rescue his son.
All four crew members were taken
to hospital but three were swiftly
discharged. At the time of going to
press Simon Dredge was still under
observation after suffering a
suspected head injury.
The boat is thought to have been
travelling at around 65mph when the
accident happened at the south
cardinal marker close to Warsash
Maritime Academy.
The Lee-on-Solent Coastguard
helicopter and two Calshot lifeboats
were sent to the scene at around
0830. Mark Weatherhead, helmsman
at RNLI Calshot, said: A nearby
workboat had managed to pull all four
occupants from the water. RNLI
crewmembers, including a paramedic,
went aboard the workboat to treat all
four people.
The South Central Ambulance
Service initially released a statement
claiming that one of the men involved
period of official observation.

Investment fund OpenGate Capital
currently owns Z Marine and last year
laid off 500 workers.
Production was also relocated to
Tunisia, following the closure of Z
Marines facilities in Rochefort and
Saint Jean dIllac. Launched in 1969,
the Avon Searider is believed to be the
worlds first commercial RIB.
Is this the end of the

road for Avons range
of RIBs and tenders?
EMPTYTANK
POWERBOAT RACER FLIPS OUT

New Zealand
powerboat
racer Warwick
Lupton flipped
his hydroplane
at 186mph
while racing on Lake Dunston. The
55-year-old was in first place when
a freak wave sent him airborne,
handing the title to rival Raymond
Hart. He has since admitted he was
lucky to emerge unscathed from
the crash. See the video at www.
mby.com/lupton.
JAIL FOR ABANDONING SHIP
South Korean ferry captain Lee
Joon-seok has been sentenced to
ten years in jail for homicide after
abandoning a sinking ship.
Passenger ferry MV Sewol was
loaded to almost
twice its maximum
capacity when it
capsized off the
coast of Jindo on
April 16, 2014,
killing 295 people.
JULY2015 9
UKNEWS
Back to school for RNLI

Student team to set new design specications for next generation Severn-class lifeboats
The road towards the next generation
of RNLI lifeboats will start at
Newcastle University, after the charity
announced a four-year development
programme based in the North East.
Students from the universitys
School of Marine Science and
Technology will be using computer
models, small scale experiments
and full-size trials, both in the lab
and at sea, to analyse lifeboat design.
The team hopes to improve on
three key areas: speed, safety, and

efficiency. Lloyds Register will be
acting as a third-party adviser, helping
to peer review the new guidelines for
lifeboat design.
Federico Prini (pictured below, left),
research associate at Newcastle
University, said: The RNLIs lifeboats
can be subjected to frequent and
significant slamming as the boat
crashes against the waves. Measuring
these forces and the resulting impact
on the vessel is crucial in order to

design a craft that is capable of
withstanding the loads experienced
during rescue operations.
The resultant design will be used to
update the Severn class of lifeboats,
the most recent of which was
launched in 2005. Measuring in at
17m (55ft 9in) a Severn lifeboat
costs around 2 million to build, and
44 of the 46 launched since 1992 are
still in service.
Newcastle University
students will be using
the latest technology to
measure the impact of
forces on a lifeboat
J Class set for

Solent festival
See classic yachts in action
British-based motor boat owners are
set to enjoy one of the worlds great
yachting spectacles this summer when
four of the seven surviving J Class
yachts converge on the Solent to take
part in The Royal Yacht Squadrons
bicentenary celebrations.
Velsheda, Lionheart, Rainbow and
Ranger are all due to compete in the
seven-day regatta, which runs from July
25-31. Originally designed to contest
the Americas Cup in the 1920s and 30s,
they are still considered by many to be
the most beautiful yachts ever built.
More than 60 classic yachts will be
joining the regatta fleet, including
Mariquita one of the best known
William Fife designs, which was built in
1911 and restored in 2003. At the other
end of the scale is Spectre, a recently
completed 60ft day racer.
Four J-Class yachts will

race in the Solent in July
THE MONTH
IN NUMBERS
7,500 litres
The amount of One Water drinking
water MDL Marinas bought as gifts
for its berth-holders. All proceeds
from the 1.5-litre bottles will go
towards saving lives in Africa.
15,000
The number of people who visited
last months inaugural Poole
Harbour Boat Show. The estimated
total is almost 50% above what the
organisers had expected.
58
The number of search and rescue
helicopter callouts to leisure
vessels in UK waters last year,
according to the latest data
released by the Coastguard.
Bed & Boat hotel offer

Guests at Longueville Manor hotel can now charter a Princess 42
Forget the usual bed and breakfast
deal, five-star Jersey hotel Longueville
Manor is offering guests a bed and
boat service after launching its own
Princess 42 charter.
Fizz Too (pictured below) has been
made available as an exclusive charter
option for guests until October 31.
See the best of Jersey
from on board the
hotels Princess 42
The new service was announced at

last months Barclays Wealth Jersey
Boat Show (May 2-4), which saw
40,000 showgoers visit across the
three-day event. Fizz Too can
accommodate up to eight guests and
comes with an RYA qualified
commercial skipper, lifejackets,
steward service and choice of wine and

food options from executive chef
Andrew Baird.
Daily itineraries include a short hop
over to the French mainland, a picnic on
Sark, dolphin spotting at Les Minquiers,
or snorkelling at some of Jerseys
offshore reefs.
Malcolm Lewis, proprietor at
Longueville Manor, said: I believe we
are the first Channel Island hotel to
offer our own private luxury yacht
service. Its strictly for our hotel guests
and we believe it sits perfectly within
our luxury proposition.
Prices start at 1,200 for a half day
during the week, rising to 2,000 for a
full day on weekends or Bank Holidays.
Half day bookings are limited to four
hours on board with two engine hours,
while full-day bookings include eight
hours on board and four engine hours.
NEWS
Killed by her lifejacket?

Police believe a buoyancy aid trapped a 14-year-old girl under a capsized boat
RNLI Torbay rushed
to the accident
scene in Brixham
Emily Gardner, 14,

from Gloucester
Police investigating a sportsboat

accident in Brixham over the early
May Bank Holiday weekend believe
that a buoyancy aid may have trapped
14-year-old Emily Gardner.
The teenager from Gloucester was
on holiday with a friends family when
she took to the water with a 50-yearold man, who is believed to be the
skipper, and two 15-year-old girls.
Their vessel hit a freak wave and
capsized near Brixham breakwater at
1145 on Saturday May 2, trapping
Emily and throwing the other three

passengers out of the boat.
A statement from Devon and
Cornwall Police read: It appears that
Emily became trapped due to her
buoyancy aid getting caught on part
of the boat.
Nearby PWC riders attempted
to free her, but she

remained trapped
until the crew from
RNLI Torbay arrived on
the scene.
After reaching the
shore in a critical
condition, Emily was
transferred to Torbay
Hospital, where she was
pronounced dead.
All of the boats other passengers
were discharged with minor injuries.
The police statement added that
there were no suspicious
circumstances and that they are
treating this as a tragic accident.
The Maritime Accident
Investigation Branch will now look into
the causes, including the speed the
16ft boat was travelling at when it
capsized and how Emilys buoyancy
aid became stuck.
Detective Sergeant Andy Turner,
deputy senior investigating officer,
based in Torquay, said: Our thoughts
are with the family and friends who
are affected by this tragic incident. We
are keen to speak to any witnesses
who have not already come forward.
As a mark of respect for Emilys
family, a minutes silence was
observed at the Brixham Pirate
Festival on Sunday May 3. Festival
chairman Adrian Measures said that it
was the least we could do.
TOPDEALS
Approved dealers across the
country are offering up to 600
cashback on HONDA OUTBOARDS
bought before the end of July. The
deal ranges from the BF2.3hp unit
to the BF60hp model.
BRP has
announced a
new range of
SEA-DOO
finance options,
meaning PWC
buyers can opt
to split their
payment over a two, three or fouryear period, provided they put up a
minimum deposit of 20%. This offer
is available until June 30.
TOPEVENTS
June kicks off with the inaugural
NORTHERN BOAT SHOW, which
will take place at Albert Docks,
Liverpool from June 5-7, including
the likes of Bnteau and Bavaria.
The racing season heats up on June
27-28, when THUNDERCAT
RACING descends on Southsea.
Just across the Solent at Cowes, the
ROUND THE ISLAND RACE takes
place on the same weekend.
Looking ahead to July, the BELFAST
TALL SHIPS FESTIVAL (pictured
below) will see around 80 historic
vessels go on display in the
Northern Irish capital from July 2-5.
It appears that Emily became trapped due to her

bouyancy aid getting caught on part of the boat
Liferaft challenge begins

Follow Wayne Ingrams charity bid on MBY.com
Photo: QUIKSILVER
Charity fundraiser Wayne Ingram is

attempting to spend seven days and
nights on a liferaft in Portland Harbour.
At the time of going to press, Wayne
was half-way through his seven-day
WHAT WERE THEY THINKING?

TOKYO: Japanese designers at Quiksilver have created a business suit
made of neoprene which lets you go straight from the beach to the boardroom
Wayne intends
to spend 168
hours afloat
stint afloat in Portland Harbour, but

you can keep up with his progress on
MBY.com, where we will be posting
regular updates.
Wayne aims to raise 20,000 for
Great Ormond Street Hospital by
surviving on three ration packs and a
one-litre bottle of drinking water. He
hopes to catch fish using a basic
liferaft survival fishing kit and make
drinking water using a solar still and a
manual osmosis pump.
We will be publishing Waynes first
hand experiences of living on the
liferaft in a future issue of MBY.
JULY2015 11
NEWS
WORLDNEWS
Alan Priddy at a Team

Britannia event
TV deal for
RTW attempt
Global race to get series
Spirit of Qatar in 2014

at Lake of the Ozarks
Curtis goes for 250mph

Steve Curtis hopes to set the undisputed water speed record over a measure mile
Legendary British powerboat racer
Steve Curtis is hoping to smash the
world water speed record for propeller
driven craft later this year.
The eight times
Class 1 world
champion will
attempt the record
alongside regular
co-driver Sheikh
Hassan bin Jabor Al
Thani in a heavily
modified version of their Spirit of
Qatar race boat. By replacing the
standard 900hp Lamborghini V12
race engines with a pair of 3,800hp
gas turbine helicopter engines, the

pair hope to set a new world record in
excess of 250mph.
The current record of 229.9mph
was set by Dale
Ishimaru in 2006
using a much smaller,
lighter hydroplane
called Problem Child.
Curtis hopes to use
the greater size and
power of his 44ft
offshore catamaran to push the
record beyond 250mph.
To qualify as a new world record he
will need to maintain this average
Ive always wanted

to take that record
and I know the boat
is capable of it
IT COULD ONLY
HAPPEN IN...
THE UK
GIANT
WELLIES
INVADE
Enormous
yellow Wellington boots appeared
on streets across the UK last
month, as part of the RNLIs
annual Mayday fundraising
campaign. The lifeboat charity
installed these 8ft tall statues at
locations in London, Cardiff and
Edinburgh to draw attention to the
work done by its volunteers, who
wear the yellow boots while saving
lives at sea. The RNLI relies solely
on public donations to operate.
12 JULY2015
speed over a measured kilometre and

repeat the feat in the opposite
direction within one hour.
The boat has already been put
through its paces at last years Lake
of the Ozarks speed meeting
when it topped 244mph, but
maintaining that speed safely over
the required distance will be a
big challenge.
Ive always wanted to take that
record and I know the boat is capable
of it, confided Curtis to MBY editor
Hugo Andreae. But taking it safely
requires lots of testing to ensure we
can build up to it slowly.
A 2.9m round-the-world powerboat

attempt due to start later this year will
be filmed by the Discovery Channel, it
has been announced.
Team Britannia, led by Alan Priddy, is
hoping to break the world record for
fastest circumnavigation of the globe by
powerboat. And now it has been
confirmed that their exploits will be
filmed by Lime Pictures for a ten-part
series due to be broadcast on the
Discovery Channel.
Alan, pictured above, said: Securing
this TV deal shows the potential of the
project and how everyone involved is
pushing the boundaries of science and
engineering. We have an incredible
story to tell, including the knocks.
In an 80ft aluminium monohull that
will set off from Gibraltar in November,
Team Britannia hopes to knock ten days
off Pete Bethunes 60-day record.
Sanlorenzo signs ex-BMW design guru

10-year tie-up explained
Chris Bangle, former design chief
at BMW, MINI and Rolls-Royce, will
be collaborating with Sanlorenzo in a
new partnership.
Bangle is best known for his
controversial transformation of BMWs
range which, up until his tenure, was
renowned for its safe, conservative
styling. Customers and the automotive
press alike looked on in shock as Bangle
introduced hard angles and so called
flame surfacing to BMWs stalwart
models such as the 5 and 7 Series
saloons. At the time his 7 Series design
was even named among the 50 Worst
Cars of All Time by Time magazine
thanks to its rear-end styling.
Yet that 7 Series went on to be the
most successful version of the model
that BMW has ever produced and the
opinion-dividing 5 Series design (also
the most successful of its breed) is
Sanlorenzo is set to get

the BMW treatment
becoming one of the modern

automotive style icons, looking as
fresh today as it did when it rolled out
of the factory in 2003.
This new partnership with
Sanlorenzo will see Bangle and his
Chris Bangle Associates team, based
in Turin, working on the next

generation of yachts to come out of
the Rapallo yard.
The combination of a big name
designer like Bangle and a brave,
forward-thinking yard such as
Sanlorenzo is an enticing prospect.

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NEWS
MBYINVESTIGATES
The truth about
ISIS in the Med

Could the Islamic terrorist group really start attacking leisure craft in the Med?
Whats the fuss about?
violent attacks, in addition to the usual

hotspots of Somalia, the Suez Canal
and the Gulf of Aden.
By contrast, Dryad Maritime ranks
the risk of a terrorist act in the Med as
no greater than that to be expected in
New York City, Paris or London.
Nonetheless, the Dryad report still
advises skippers to stay more than
75nm off the coast of Libya and avoid
crossing the main migrant route
between the Libyan coastline and the
Italian island of Lampedusa, due to the
sheer numbers of desperate migrants
that could overwhelm a small craft in
the course of a rescue at sea.
Could this
actually happen?
Keen to find out the truth behind
these claims, global yachting
association MYBA commissioned
marine intelligence firm Dryad
Maritime to look into this possibility
of an ISIS attack. A 12-page report
on the matter was subsequently
published and comprehensively
played down the likelihood of an
attack in the near future.
Dryad Maritime rates the risk level
for the shipping industry as low and
adds that the chances of a future ISIS
attack on a superyacht are very low. Its
reasons include a lack of maritime
infrastructure or training within ISIS,
and the distraction of its ongoing land
campaign in Libya, which appears to be
the main priority.
Furthermore, there have been no
ISIS threats that specifically mention
superyachts, although a general threat
to shipping in the Mediterranean has
been included in ISIS propaganda.
Dryad Maritimes analysis of the
Global Terrorism Database shows that
only 199 of the 98,000 terrorist attacks
recorded in the past 40 years have
been on marine targets, and a large
proportion of these related to the Tamil
14 JULY2015
Photo: John Boyle
Earlier this year, The Sunday Times

published an article titled Yachties
at risk as ISIS takes to the sea, which
suggested that superyacht
owners could be targets for the Islamic
terrorist organisation.
The article carried quotes from Rear
Admiral Chris Parry who claimed:
Yachting is going to be under threat.
If I were the likes of the super-rich
I would be getting a bit concerned
about my physical security. He added
that ISIS terrorists would be better
equipped than Somali pirates,
with surface-to-air missiles and an
endless supply of fighters.
Could patrols
like this antipiracy operation
off Somalia be
needed to stop
an ISIS attack in
the Med?
There is an unhelpful and inaccurate picture of

concern building in the Mediterranean
Tigers uprising in Sri Lanka, which was
effectively ended in 2009.
The scarcity of such violent attacks,
whether in the name of terrorism or
piracy, is backed up by data from
Pantaenius. The firm has had numerous
enquiries for anti-piracy protection and
yet none of its 65,000 policyholders
has made a claim to date.
Even if ISIS forces were to gain a
foothold in Libya and turn their
attention to the Mediterranean, the
numerous counter-terrorist groups
overseeing this area would likely prove
a huge deterrent to any potential raids
on private vessels. European border
agency Frontex has seven vessels and
five planes operating off the coast of
Libya, the report adds.
Ian Millen, chief operating officer at
Dryad Maritime, said: There is an
unhelpful and inaccurate picture of

concern building in the Mediterranean
with regard to threats to shipping.
Whilst there is no doubt that certain
port and inshore areas should be
avoided, for example in Libya and Syria,
the narrative that the Med is about to
fall prey to a wave of terrorists engaged
in maritime attacks is not one that is
underpinned by hard evidence.
Where is at risk?
While the Mediterranean remains well
guarded against violent attacks, boat
owners looking to venture further
abroad should pick their cruising
grounds carefully.
In October last year, maritime
security firm Marine Armor System
reported that Nigeria, Indonesia and
Malaysia are seeing an increase in
Whats the
best defence
against attacks?
Non-lethal measures include laser
deterrents to dazzle attackers or Glycol
mist to disorientate them. For those
looking to go one step further, Marine
Armour System specialises in
bulletproof blinds that can be fitted to
superyachts and megayachts.
Numerous private security firms, such
as MIRIS International, offer bespoke
solutions for superyacht owners. These
can range from crew training to ship
escorts on particularly dangerous
passages. Some firms will even carry
out a full security review of your yacht
during the build process, which will
often result in the installation of a
citadel or panic room.
It is not uncommon for boat owners
crossing threatened areas to hire
armed guards to safeguard against
violent attacks. Keith Simpson from
private security firm Ironside
Associates explains that guns are often
seen as a necessary deterrent: Some
people dont like the idea of carrying
guns, but its not about shooting, its
about prevention. If [attackers] see
armed personnel who are taking
aggressive stances and wearing body
armour they will withdraw.
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SHEARWATER 890S
The looks of a superyacht chase boat in a family-friendly RIB whats not to like?
Words: Hugo Andreae Photos: Ben Wood
ow, this is not what I was expecting.

The last Shearwater I tested was the
diesel-powered Venture, which took
part in last years RIB megatest. It was
an excellent long-legged cruiser but it
didnt exactly set the pulse racing.
This new 890S, on the other hand, is
a properly sexy bit of kit. With its glossy black hull, tapered Hypalon
tubes, chunky stainless steel seat brackets and real teak decking it
looks every inch the superyacht chase boat particularly with that
300hp Verado hung off a race-style hydraulic jack plate.
SUPERYACHT STYLE
The new 890 is available

with inboard or outboard
power and open or cuddy
cabin deck designs
Its a clever ploy because although it looks like a 150,000 super RIB,
the 890S actually costs around 90,000, positioning it neatly between
the mainstream players and the top end alternatives from the likes of
Goldsh, Scorpion and Pascoe. Bembridge Marine has done this by
designing and engineering the 890S in the UK but then outsourcing
the build to Greece, where lower labour rates and a skilled workforce
can build it more cost effectively. The end result is a great looking
RIB at an appealing price, but how does it actually perform?
Nosing out of Bembridge harbour, the initial signs are promising.
The DAIS semi-suspension seats are an almost perfect half-way
house between the security of a jockey seat and the comfort of a
bucket seat, gripping you in all the right places regardless of whether
youre standing or sitting. The standard Verado power steering
QUICK SPIN
The whole boat starts to y, adopting

that magical loping gait with the
nose gently rising and falling as it
skims across the wave tops
Body-hugging seats
look and feel superb,
whether youre
seated or standing
trim a few notches higher and it seems to nd another gear. The

engine note hardens, the hull lifts noticeable higher out of the water,
the speed shoots up and the whole boat starts to y, adopting that
magical loping gait with the nose gently rising and falling as it skims
across the wave tops. I clock a top speed of exactly 50 knots with the
engine burning 113 litres per hour. Drop this to 38 knots and the
burn rate falls to 70lph or 2.4mpg. If this still proves too thirsty for
you there is an option to swap outboard petrol power for either a
260hp or 370hp inboard Mercruiser diesel.
THE PRICE IS RIGHT

SEE THE VIDEO
mby.com/890s
system is wonderfully light and the electronic throttle controls ensure

the engine clicks smoothly in and out of gear. The only aw in the
helms otherwise excellent ergonomics is the positioning of the
throttle to the left of the wheel not a problem in itself but the trim
button is clearly set up for right-handed thumb use.
Once free of the speed limits, the hull rises swiftly on to the plane
and settles into a rapid canter. With no hull steps to atten its
running angle, the bow hovers above the water while the aft section
of the deep-vee hull (24 at the transom) stays securely planted. Turn
sharply and it will lean quite a long way over but it never feels like the
tubes are dragging in the water or the chines are going to lose their
grip. Its not as quick and edgy as a Pascoe or as smooth and
unshakeable as a Scorpion but it strikes a good balance between
driver involvement, secure handling and a soft ride. Lift the engine
All-digital helm
would benet from
analogue fuel and
temp gauges
Open boat still has

this large storage or
heads compartment
Thats also the reason why even our outboard-powered test boat had
a full width sunpad and bathing platform at the stern rather than the
usual outboard engine well. Instead, the Verado is mounted on a jack
plate several inches behind the transom, leaving more room for
watersports enthusiasts and swimmers to access the water. Unusually
for a RIB theres also masses of storage under the aft sunpad, where
the inboard engine would be, under the forward sunpad and in the
centre console. The latter can also be tted out as a heads
compartment. For those who want the option of sleeping on board, a
proper cuddy version is available with a surprisingly big vee-berth.
The t and nish of these below deck areas isnt quite as slick as
the parts of the boat that are permanently on show. The bilges are
painted out with a self-healing silver coating, the locker lids are
mostly marine ply with exposed screw heads and the cuddy is
trimmed in fairly basic vinyl and carpet. Its all very
tidy and we rather like the emphasis on simplicity,
durability and accessibility rather than aesthetics, but
SPECIFICATIONS
it doesnt quite live up to the sophistication of those
LENGTH 29ft 2in (8.9m)
super smooth exterior lines. Then again, given the
BEAM 9ft 0in (2.74m)
price thats a sacrice wed be happy to make. This is a
WEIGHT 1,900kg (dry)
very well judged boat that will satisfy the demands of
ENGINE 300hp Mercury Verado
families and speed demons at a price that belies its
TOP SPEED 50 knots
superboat looks.
PRICE from 89,499 inc UK VAT
Contact Bembridge Marine. Tel: +44 (0)1983 872817
Web: www.shearwaterribs.com
THE DATA
More storage and

a separate anchor
locker in the bow
Cuddy is fairly basic

but surprisingly
large and very handy
JULY2015
17
NEWBOATS
This months hottest launches and new models
Edited by
Jack Haines
Prestige 680
Making its debut at the Cannes Boat
Show this September, the Prestige 680
essentially takes the best parts of the
flagship 750 and scales them down into
a hull of 70ft 4in (21.46m).
The headline news is that the
fabulous main deck master cabin that
blew us away on the 750 is in place on
this latest model and gives customers

in the market for a 70-footer a taste of
superyacht style.
But what benefits come with the
master cabin being where it is, just a
few steps down from the helm in the
bow? Well firstly, there is the easy
access and excellent privacy because
the cabin door is to port of the helm,

totally separate to the curving staircase
amidships that leads down to the guest
cabins, which are on a separate level to
the master.
Then there is the sheer size of the
cabin, which has masses of headroom
and, because there is nothing above it,
three big skylights as well as large

windows either side, so the amount of
natural light in this cabin will be
absolutely immense.
The master cabin being up front
means you can give the sort of fullbeam midships cabin that would
usually be reserved for the owner, to a
Unusual main deck master

cabin is forward of the helm
HIGHLIGHTS
Main deck master cabin

IPS1200 drives
Three or four cabins
Low window line

in the saloon
should give
excellent views
Aft galley layout

is a Prestige
hallmark and the
680 is the same
NEW BOATS
ZZZDEVROXWH\DFKWVFRP
AT A GLANCE
Length 70ft 4in (21.46m)

Beam 17ft 5in (5.33m)
Engines IPS1200 (900hp)
Top speed 30 knots
Price from tba
pair of your
lucky guests.
Other guests
can be catered for in
another plush double or, if
you want to sleep more, you can opt for
a pair of twin cabins, which gives you
sleeping space for eight plus a decent
two-berth crew cabin.
The saloon design draws heavily on
the rest of the Garroni-designed
Prestige range, which means an
aft-galley layout next to the cockpit, and
the main indoor lounging space
amidships fitted out with laid-back
sofas and a couple of quirky armchairs
to move around as you wish.
The double helm station is to port
with the added convenience of a side
access door to the decks, which not
only makes communication and
crewing easier but provides a refreshing
blast of fresh air under way.
Where the 680 differs from its larger
sister but falls in line with the rest of the
range is drivetrain choice, as Prestige
has opted for IPS1200 on this model.
Claimed performance is a top speed
of 30 knots with a recommended cruise
of somewhere around 25. And, of
course, you get the ease of
manoeuvrability and simple joystick
control that makes IPS so appealing,
especially on larger boats.
Prestige knows that if it is going to
counter the biggest names from Britain
and Italy it needs to do things
differently and, true to form, the 680 is
doing something the others arent.
Contact See Prestige website for
dealers. Web: www.prestige-yachts.com
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The master cabin bursts with

light thanks to triple skylights
Chunky hardtop imbues

a feeling of safety and
security up top
HIGHLIGHTS
Spacious beyond its length

True semi-custom build
Andrew Wolstenholme
hull design
Twin MAN
1,150hp diesels
should be good
for 28 knots
Gulf Craft Nomad 65

Rather like the 75% of people maintain
theyre above average intelligence
thing, I struggle with the tidal wave of
press releases all claiming that our
new 65 (or whatever) has more space
than all its rivals. So how refreshing to
find a builder that makes no
extravagant claims whatsoever, and
instead lets its new boat do the talking.
Gulf Craft builds its boats in Dubai
and may well be the biggest boatbuilder
youve never heard of. More well-known
is its new Nomad 65s designer, Andrew
Wolstenholme, who has penned some
of the finest semi-displacement hulls
Ive ever driven.
Andrew designed the hull, and Gulf

Crafts team handled everything else,
so all credit to them for conjuring a 65
footer that does somehow feel far
roomier than it should, inside and out.
Compared with a Fleming 65, say, it
doesnt have its rivals lazarette and
hugely extended machinery space,
instead Gulf Craft has opted for a crew
area aft, complete with a full-size galley.
However, intrepid owners who skipper
their boats could easily dispense with
the crew area and create a huge
storage room instead.
And herein lies one of Gulf Crafts
charms; it is happy to offer a true semicustom build even at this level. Gulf
Crafts ability to fashion marble and the
quality of its stainless fabrications was
outstanding worth noting if youre

looking to create something special.
Despite the semi-custom benefit, costconscious types cant fail to notice the
Nomad 65s amazing price at just over
1 million at current exchange rates.
Wandering around the 65 at the
Dubai boat show, it was the terrific
layout that particularly struck me. In
the pilothouse, the expected breakfast
bar arrangement has been supplanted
by a full-sized dinette large enough for
all six guests. That left the roomy
saloon free for socialising, yet theres
still room for an invaluable main-deck
heads too. Because they absorb so
much space and theyre expensive to
make, the prevailing trend is to
eliminate internal stairs, but Gulf Craft
The big saloon

has a cosy,
home-fromhome feeling
has sensibly retained the practical

stairway between the pilothouse and
the vast flybridge, and instead freed up
space elsewhere by eliminating the
ladder in the cockpit. It is a layout that
is likely to keep intrepid explorers and
social animals happy in equal measure.
Dave Marsh
Contact Gulf Craft
Tel: +971 67406060
Web: www.gulfcraftinc.com
AT A GLANCE
Price from $1.54m ex tax (twin

800hp MAN) Length 65ft 7in
(20.00m) Beam 18ft 2in (5.50m)
Engines twin 800hp MAN or
1,150hp CAT Top speed 24/28
knots (MBY estimate)
Lovely use of
lighting and
materials in the
master cabin
NEW BOATS
Steps lead up to the

compact sundeck
and upper helm
HIGHLIGHTS
Quayside appeal
Monstrous performance
Sleek sundeck
The 76 looks fast and it

is, thanks to 3,600hp of
MANs nest V12 power
Riva 76
Riva seems to be on a role of late; it
recently launched the largest yacht it
has ever built, the 122 Mythos, and this
new 76 will be making its global debut
at the Cannes Boat Show.
The Mythos has clearly influenced
the styling of this rakish new
sportscruiser, you can see it in the
tinted, swept-back windscreen, the
shape of the hull glazing and even
the Moon Grey colouring.
Its certainly a gorgeous piece of
design, not much of a surprise given
its lineage.
So tidy is the design that you may
not notice the compact sundeck
perched atop the hardtop but there is
one there and it can even be kitted out
with a discreet helm station so you can
escape the glass bubble below. And,

with up to 3,600hp on tap from a pair
of MAN V12s and a top speed of 37
knots, why on earth would you not
want to stick your head in the breeze
and enjoy it? Even with the sensible
standard 1,550hp MANs the 76 will hit
33 knots at the top end and cruise in
the late 20s.
Once you have finished blasting
about then the deck spaces take
centre stage. There are three separate
outdoor living spaces including the
sundeck. The cockpit is dominated by
a spacious sunpad at the transom,
which sits atop a tender garage large
enough to house a 3.25m RIB.
L-shaped seating adjacent to the
stylish teak flybridge stairs provides a
good alfresco dining spot beneath the

sundecks rakish overhang.
At the bow there is a traditional
sunbathing space right forward but
also a cosy well carved into the
coachroof with a forward-facing sofa
and a small canopy to
offer a little more
protection.
The saloon is
dominated by the sheer
amount of glazing that
Riva has packed into it
and the clever aft
partition which
disappears completely
to leave a vast aperture
linking the inside and
outside spaces.
Acres of glass and a

retractable aft window
blur the lines between
inside and outside spaces
The interior is clean and pared-back

but the use of wood, leather, stainless
steel, mirrored faades and marble will
ensure it feels suitably Riva.
The yard has taken the fewer cabins,
higher luxury approach when it comes
to accommodation so although you
only have three of them, all the
sleeping spaces are likely to feel
spacious and lavishly finished.
Contact Ventura. Tel: +34 952 81 00
66 Web: www.riva-yacths.com
AT A GLANCE
Length 75ft 4in (22.9m) Beam 18ft

10in (5.75m) Engines Twin MAN
1,550/1,800hp Top speed 37 knots
(Twin 1,800hp) Price from tba
No doubting whos
the boss with an
owners cabin as
big as this one
JULY2015 21
NEW BOATS
Hardy 32DS
When the Hardy 40DS was launched
two years ago at the London Boat Show
we had an inkling that the look and feel
of the boat may be a sign of things to
come from Hardy. And, sure enough, the
32 is back now with the DS moniker
and looking fresher than ever.
Hardy hasnt built one of these for
seven years but an owner request gave
the yard the perfect opportunity to give
it a bit of a face lift.
The hull is now wrapped in the same
grey band that we saw on the 40 not
exactly major surgery but enough to
add a modern touch and disassociate
the boat from its more trad ancestors.
Other tweaks include a new teak
bathing platform that hinges up to
reduce the boats footprint and related

berthing charges.
Inside is where the real change has
taken place though, as contemporary
oak cabinetry replaces the staid teak
joinery we may have seen before. There
is a dark Corian top on the galley, less
traditional handles on cabin doors and
grey mattresses in place of classic blue.
But theres an element of restraint to
this interior that was lacking from the
over-glitzed 40, which had purple seats
and lime green details. The 32 retains a
sensible dark wood floor and gets
neutral cream upholstery, not as vivid
as purple but far more up to date and
classier than blue cloth.
You can choose a selection of layouts
depending on whether you want living
space or room to sleep people. The
boat pictured has a galley-up
Cockpit doors
bi-fold to link
the saloon and
cockpit
AT A GLANCE
arrangement and bunk bed cabin

below. Its not exactly a revolution but
its good to see the 32 back.
Contact Hardy Windboats.
Tel: +44 (0)1603 408700
Web: www.hardymarine.com
Length 31ft 6in (9.6m) Beam 11ft

10in (3.6m) Engines Twin Yanmar
4LH-STP 240hp Top speed 24
knots Price from 241,658 inc VAT
Theres an inll
in the master
cabin to make
the bed a double
HIGHLIGHTS
Revamped exterior
Modernised decor
Various layout options
Grey hull band

brings the 32
into line with the
more modern 40
Bunks are an
option in place
of galley-down
arrangement
Princess S65
It doesnt come as much of a surprise
that after the sweet-looking S72 a
smaller sportsbridge boat is
on the cards from Princess.
Shrinking down the DNA to
around 65ft seemed a
natural progression and it
has created what we think is a

great-looking boat.
Some dont see the point in the
sportsbridge and ask why you wouldnt
just want a full-size flybridge but, for
others, the striking looks will tip the

balance in favour of the S65.
Details of the boat are scarce but
something that did grab our attention
was the claimed 38-knot top speed with
the largest engines and the potential to
cruise comfortably at over 30 knots.
Below decks there are four cabins,

three of which are ensuite and one, we
can assume, being a plush full-beam
master suite. More photos and details
of this boat when we get them.
Contact See Princess website for
dealers. Web: www.princessyachts.com
JULY2015 23
NEW BOATS
HIGHLIGHTS
Space age looks

Convertible flybridge/sky lounge
Excellent dynamic efficiency
Waist-high glass ybridge

balustrade rises up
electrically to create a
fully enclosed sky saloon
Arcadia 100
Snuggled between the 85 and 115 in
Arcadias whacky-looking range, the
first 100 is currently in build at the
yards facility in Napoli.
The ultra-futuristic, stealth ship looks
havent been watered down one bit and
theres little arguing that Arcadia is
building some of the most striking
boats on the water.
The technological bombardment is in
full swing again, including solar panels
that can silently power almost
everything except the air-conditioning
when at anchor. But the most
interesting new feature is the electric
glass balustrade surrounding the
flybridge that rises up at the touch of a
button to enclose the space. This is
likely to be popular in the Tropics where
it can be air-conditioned and used as a
chilled sky lounge.
The main deck saloon is almost as
versatile with sliding glass side doors
and fold-down balconies.
There are a whole host of different
internal layouts on offer, with either four
or five cabins included, but Arcadia is
open to total customisation if so
desired. The so-called standard version
has a full-beam master cabin
amidships, which has enough space for
its own lounge with arm chairs and a
table plus a dressing room and large
bathroom with twin sinks, shower and
even a bath tub.
Guest cabins in the standard
arrangement are split into a pair of
24 JULY2015
twins (both ensuite) and a double VIP

with a queen-size bed, vanity area and
its own spacious ensuite.
Alternatively, the master cabin can
be forward on the main deck where it
opens up on to the sundeck and dinette
on the bow which looks amazing in
the renderings.
If you opt for this layout the master
down below can be split into two cabins
to give you extra sleeping space.
Arcadia always strives for efficiency
in its hull designs and, in tandem with
relatively small 1,000hp engines for a
boat of this size, the 100 has some
impressive performance and efficiency
claims. Top speed should be around 18
knots with a fast cruise of 16 knots,
where consumption is said to be
All-glass master
suite is covered
in solar panels
around 230lph. Drop it to 14 knots and

that dips to 150lph and at an 8-10 knot
displacement speed the 100 is sipping
a meagre 50lph. Contact Arcadia
Yachts. Tel: +39 081 8590701
Web: www.arcadiayachts.it
AT A GLANCE
Length 101ft 7in (31m)

Beam 25ft 5in (7.75m) Engines
Twin MAN V8 1,000hp Top speed
18 knots Price from poa
Open up the sides and

drop the balconies for
the coolest saloon ever
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COLUMNS
At slack water in quiet weather, locals tell

stories of motoring across Pentland in
glassy conditions with tea and cakes laid
out on the saloon table
CUMBERLIDGE
ON CRUISING
PETER CUMBERLIDGE: A passage from Orkney to Norway is not as daunting as youd think
travel in the height of summer and youll be rewarded with sparkling bays and golden beaches
One of the most northerly

points of the UK, Mill Bay
Beach on Orkney
Stavanger
Bay
rt
a
Se
26 JULY2015
expanse peppered with islands and fringed by

peaceful fjords leading in all directions. The
main port near the entrance has a striking,
traditionally Norwegian waterfront. Around
the gulfs meandering shores are many
picturesque small harbours and marinas in
calm rural surroundings.
Even lonely sea area Viking has its
attractions. The line from Orkney to
Stavanger passes clusters of oil and gas rigs
that are fascinating to see at a safe distance
and look particularly dramatic at night. These
huge eerie structures are villages on stilts,
No
owards the end of June,

Jane and I will be delivering
a yacht from the Orkney
Islands to Stavanger Bay
on Norways west coast.
This passage runs almost
due east along latitude
59N, crossing sea areas
Viking and North Utsire. The 270-mile track
links two glorious cruising areas which are
always a treat to visit.
Orkney is Britains best-kept boating
secret, a stunning archipelago off Scotlands
far tip, just across the Pentland Firth. Its 70 or
so islands string out for 45 miles in a
tantalising trail of sheltered sounds with
beautiful anchorages and white sandy
beaches. Unlike Shetland further north, most
of Orkney is quite low with lush, gently rolling
landscapes. Hoy is the exception, a high
craggy island with sheer cliffs and dramatic
stacks around its north end.
Orkneys Scapa Flow is a famous naval
anchorage from two world wars and
sounds like some chilly glacier! Yet
this magnificent natural harbour
is a summer boating paradise
Orkney
of enclosing islands and
secret bays. The Pentland
Firth also has a reputation,
its legendary tidal races
and whirlpools
discouraging visitors in
advance. But at slack water
in quiet weather, Pentland is
like a purring pussy cat and
locals tell stories of motoring
across in glassy conditions with tea and
cakes laid out on the saloon table.
Boats from Scotlands West Coast can
easily reach Orkney via the Caledonian Canal,
and Kirkwall Marina makes a perfect base for
an idyllic cruising summer if you arrange
things well. We only have a short week here
this time but will make the most of it.
The prospect over in North Utsire is equally
enticing. Although the name Stavanger
sounds rather harsh and intimidating, this
grand Norwegian bay is a wonderful sheltered
Time it right and

Stavanger Bay is
wonderfully welcoming
housing up to 150 crew. You can also see large

schools of dolphins, which are surprisingly
common up here. On our last crossing
dolphins kept us company for hours at a
time, always a cheering experience. The
eventual landfall on Norways mountainous
edge is out of this world.
In Stavanger we plan to meet up with
Norwegian friends who have a fast, handy
motor boat ideal for exploring the myriad
channels and inlets of the bay. It will also
be mid-summer, so the days should quite
literally be endless!
Kirkwall Harbour
on Orkney
COLUMNS
Its two blokes in khaki lying full length

on the pontoon. With guns! About to be
interrupted in the middle of their war
games by a myopic middle-aged man
THE BORN AGAIN
BOAT OWNER
NICK BURNHAM: The rst rule of boating is to expect the unexpected at all
times, and never more so than on your launch mission
by a myopic middle-aged man in a Skibsplast
660D. Ahem. I hastily drop the camera, give
them an embarrassed half wave and motor
on. I think Ill book an eye appointment...
Once clear of the Dart, after a final check
for squirrels, its time to throttle up on to
the plane. With one eye on the dials I build
the revs. The sun dances over speckled water
as I swing east and round back for home.
Theres a minor blip as the temperature
gauge eases past its normal cruising position.
I glare at it fiercely. It seems to do the trick,
suddenly dropping back to normal and
staying there. Probably a slight blockage
working its way through.
After a fabulous run Im back on the berth.
Despite the niggles it has been a thoroughly
satisfying morning and it feels great to know
that the whole season is ahead. As my
stomach reminds me that its lunchtime I drag
the cover on, give the warps and fenders a

final check and head off down the pontoon.
Which is when I remember that Ive not had a
final look in the bilges. Oh, itll be all right.
Then I remember that its me and that I can
worry at an Olympic level. I head back and
lift the floor hmmm, half an inch of water.
I taste it. Salty. Bugger. The problem is easy
to spot, the flange around the log transducer
is letting in a single drip every ten seconds.
I am, technically, sinking! Albeit in very slow
motion. A quick conflab with Jason Bond at
Birchell Marine promises to have the boat out
the next morning to reseal the skin fitting and
with that I head home.
Its been a good launch mission, apart from
the broken crane. And the unattended launch.
And the snipers. And the engine temperature.
Oh, and the mild sinking. Still, thats boating.
Theres always something.
Original photo: Chris North/Alamy Illustrator: Neil Singleton
ith Smugglers
Blues antifouled,
polished and
serviced its time
to load up the
gear thats been
languishing in the
garage all winter
and get going! But you know how it is with
boats, theres always something.
The first something was the crane breaking.
A hydraulic problem apparently, which was
a pain as wed already played musical cars to
ensure that there was a motor waiting at
our destination. With no guarantee it would
be fixed that day I rebooked. As it happened
the weather was perfect two days later. I
called in the hope of squeezing in a launch
but was told that they were chocka. They
promised to phone if anything changed.
I found out later that they had not only found
a slot but actually lifted the boat and moved
it to the slip ready to go. Sadly no one actually
called me so it just sat there for a while before
being returned to the yard.
The rebooked date finally arrives and
I watch my pride and joy slip gently into the
welcoming embrace of the River Dart. Happy
days! After four months of repose the engine
starts instantly, which is reassuring. After
checking the engine space and bilges for
errant leaks, noises or hibernating squirrels
I deem all good and cast off.
Oh, the joy of being afloat again. I meander
down river, taking a minor detour past the
Royal Navy College training pontoons. A friend
who moors his boat nearby keeps posting
images of seals basking on them but we never
catch sight of them. Maybe today. As I
approach I see what looks like a pile of old
rags lying on a long pontoon but no seals.
Then what looks like a head moves at one end
of the rags, then another seals! I edge in,
sweeping down on the ebbing tide, camera in
hand. Just as I get up close and raise the
camera the heads move again. They arent
seals... Its two blokes in khaki lying full length
on the pontoon. With guns! About to be
interrupted in the middle of their war games
The Navy SEALS

make an unscheduled
appearance on the Dart
JULY2015 27
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COLUMNS
Imagine my surprise when, asked to

part with 700 for the nished work,
I found that the underbody had received
scarcely one of the four coats agreed
TESTING
TIMES
DAVE MARSH: Its the most testing of times this month when some simple boat maintenance
work stretches the meaning of customer service to its limits
Scene 2, the antifouling. Id decided to recoat
my pride and joy with Coppercoat, not an
impossible DIY task. However, epoxy can be a
tricky customer, and Im a painfully slow
worker, so I opted to have it professionally
applied by a third party.
So imagine my surprise when, asked to
part with 700 for the finished work, I
discovered that the underbody had received
scarcely one of the four coats agreed, in fact
so little that the original green hull was still
showing through. Three months passed
before they redid the work, during the wet and
cold winter period that it had previously
claimed was unsuitable for the work.
Although unrelated, my ire was made worse
by my adjacent neighbour in the boatyard
choosing that period to spatter my white
painted topsides with a grey epoxy mist
during a repair, and yet another unknown
passerby damaging the hull with the end of an
errant scaffolding pole.
At no point did I ask for any special
consideration I accepted the quotation to
apply the Coppercoat before I told the

company in question that I worked for MBY,
and before I asked their consent to recount
my experience (thats right, they knew Id be
describing the event in MBY!).
But not every experience has been poor.
Although you cynical types doubtless wont
believe me (because it advertises with us) I
recently opted to switch my boat insurance
and pay an appreciably higher premium to
Pantaenius because the service I received
was so outstanding and the policy so
painstakingly clear and comprehensive.
But one out of three isnt great, is it? Sadly,
I have no magical remedy. It seems sensible
to get a quotation instead of an estimate
wherever possible. However small the job, Id
also recommend documenting the work by
photographing every single detail and
damage along the way, however small. And if
that fails, you could always turn to somebody
independent to see if they could informally
help with your disagreement.
On second thoughts
Photo: SNAP/REX
rom time to time, Ive been

asked to informally help with
disagreements between
MBYs boat-owning readers
and the boating industry. A
recurring theme has been
the belief that our industry
is too small and therefore
too under capitalised to emulate the
standards in other industries, such as
automotive. Well, Ive experienced service
in the car industry ranging from shocking
to exemplary, likewise in retail and banking
and utilities, so Ive never subscribed to
that notion. That said, just like anybody else,
I blithely believed that my own experience
(restoring my little wooden launch over the
last two years) would be a largely
commendable one. Sadly not.
I cannot afford the time to travel afar, or to
engage superstars such as Dale Sailing or
Cockwells or Henwood & Dean, builders who
I know would conjure dazzlingly perfect
work, so instead I have to rely on local
professionals. And the experience so far
has been disheartening. Several friends in
the industry kindly supplied a list of
recommended contacts. Roughly half
bothered to respond to my emails or calls
at all. Of those that did, most took weeks
or in some cases months, invariably with a
final too busy or not interested.
Eventually I engaged a shipwright.
Personally and highly recommended by a
top-notch boat dealer friend. Although all the
work was meticulously defined and extremely
straightforward, and the boat fully inspected
beforehand, for reasons I didnt understand
I could only get an estimate, not a quotation.
Surprise surprise, when the bill arrived the
estimated hours had rocketed by 50%,
apparently because the shipwright had
misjudged the curvature on the coachroof
that he had sheathed in mahogany the very
same coachroof he had inspected
beforehand. Yet I was still obliged to cough up.
Still, the showpiece mahogany coachroof did
look terrific. Well, at least until one of the two
principal seams sprung open.
It could be worse,
Laurel and Hardy
could be running
your local boatyard
JULY2015 29
YOURMBY
Have your say in print and online

A lot lies beneath
Edited by Hugo Andreae
CONTACT MBY
Email [email protected]
Write Motor Boat & Yachting, 110 Southwark Street, London SE1 0SU
A great choice
to buy, the
Just opened the June copy of the magazine to

Squadron 58
read your article on the Squadron 58. Last
week I took delivery of Buoy oh Buoy from
Sunseeker Poole, the Squadron 58 you
actually featured!
The article was very timely and hopefully I
have made the right decision. You mentioned
in the article about the hidden
accommodation and the extra cabin below
the kitchen was one of the reasons why I
bought the boat. The boat currently has a
freezer, which I am replacing with a separate
washing machine and tumble drier. I hope to
be able to retain a bed as well.
Sunseeker Poole is doing this work in
the next week.
On page 99 you mention John
Wolf and the upgrades he did in
this cabin, including a drop-down
bunk. I hadnt thought of this so
The official rum of the
thank you for the advice on how
Royal Navy Association
and the Royal Navy
to make the most of the space!
Sailors Fund
James Wilson
Youve definitely made the right decision
as countless current and former owners will
testify to. John is a regular contributor to the
mby.com forum so dont hesitate to post any
questions you have on the forum if you need
any more advice. Hugo
STAR
LETTER
WINS A BOTTLE OF
PUSSERS RUM!
First port of call

Whenever I see an article credited to Nick
Burnham, its always my first choice of
reading. This may seem odd given that I eat

my vegetables before my meat, always put my
left sock on first and even read the magazine
from the back cover to the front cover.
Nicks reviews are always accurate, easy to
read and free of daft modern adjectives, plus he
has a background in sales and journalism. Hes
my favourite boating writer bar none. PS, I
promise I have never met this gentleman!
Terry McDonald-Dorman
You may not have met him but that doesnt mean
he hasnt been sending you fat brown envelopes!
BEHIND
THE
SCENES
Note to self never sit on the

foredeck of an MC6 when Jacks
in charge of the pop-up lights.
Snapper Paul Wyeth nds out why
The shots the MBY team

would rather you didnt see
You can stop showing
off now Hugo, the shoot
nished an hour ago
The good news is you can look forward to plenty

more stories from him in future issues of MBY,
in fact he even took the photograph on this
months cover. Hugo
Looking for a knights tale

In 1992 Tony Jones wrote an article for MBY
on Knights Cross, a classic Gentlemans
Motor Cruiser built by Staniland & Co. Ltd.
Im the current custodian of the boat,
which is undergoing further restoration
work at the Elephant Boat Yard on the
River Hamble.
At the moment Im trying to build the
history of the boat for the National Historic
Ships Register and was hoping to talk with
Tony, or anyone else who might know about
this, to see if he has any further details or
pictures of the boat.
So far I have discovered that she actually
sank after coming adrift of her mooring at
Berwick Upon Tweed and was refloated and
restored on the Amble. Knights Cross is due to
re-launch in May this year. Paul Moore
Weve passed on your details to Tony Jones but
if anyone else can help Paul please contact us
at [email protected] and well put you in touch
with him. Hugo
Anyone know the
history of this
classic cruiser?
No, Chris, you cant take it

for a spin, youre meant to be
reporting on Astons new boat
Leaving parties dont get any
more rock n roll than YBW.com
editor Natalies cream tea affair
LETTERS
On Twitter
www.twitter.com/mbyipc
On Facebook
www.facebook.com/mbyipc
FORUM CHAT
Anyone had their
diesel polished?
Markspark7 asks: My tanks have the
dreaded bug and Ive been advised to
have the fuel polished. Has anybody
had it done or should I dump it? Any
advice would be very welcome.
Silent surrounds Alexander Vestre sent in this breathtaking shot

of Pollen, in Finnmark, Norway. At the time his boat, a Viknes 1080 SB,
was anchored up ready for a hunting trip in the mountains with friends
A matter of principle
I am writing you to see if you are interested in
correcting an error that has existed since
1910, concerning the Harmsworth trophy in
the Royal Yacht Squadron headquarters.
The trophy incorrectly shows that the 1910
Harmsworth trophy race was held in
Huntington Bay, New York. However, the
actual race between the international
competitors was held in Larchmont Harbor,
on the other side of the Long Island Sound.
All the evidence to prove this can be found
in the New York Times archives. Ive attended
the Cowes powerboat race and seen for my
self that the trophy is incorrect. Over the
years I have tried many times to make this
correction but have never succeeded,
despite contacting the Earl of Normanton.
Its an important piece of boating history and
I hope your readers will want to see this
resolved. Dan Walker
Ill take your word for it regarding the accuracy
of your historical research but I cant help
thinking there may be more important issues
facing the sport. Its hard enough to get people
excited about power boat racing of any kind
these days let alone an event that happened
105 years ago. Hugo
Join the club

I am writing to let other Corvette owners know
that the recently reinstated Corvette Owners
Group met for the first time last month.
Attending the lunch on the Lightship at Haslar
Marina were 26 people, representing 12 boats
and we were able to make new friends and
discuss how to develop the group further.
Apparently, this was a record for the highest
number of Corvette owners at one gathering.
YOUR
PHOTO OF
THE MONTH
Wins a hand-held Icom
IC-M23 Buoyant VHF Marine
Transceiver worth 165!
Send your best photo to us
at [email protected]
We now have 22 boats in the

group from ports as
widespread as Northern Ireland
and Ipswich. Wed be delighted to hear from
any other Corvette owners out there wishing
to join our group. David Morrison
If youd like to join the new group send your
details to [email protected] and well pass
them on to David for you. Hugo
NEXT ISSUE...
Atlantis 43 at last,
an Italian sportscruiser
to trump the Brits
ON SALE: JULY 2
Azimut Atlantis 43: The perfect step up from a
Princess V39 or Sunseeker Portofino 40? We find out
25 best boat restaurants: Looking for the perfect
day trip? We name the best boat-friendly eateries
Haines 320 Offshore: Who said nobody makes a
decent British-built 30ft cruiser any more?
Something for the weekend?: Affordable used
sportsboats with overnighting potential
Bandit says: Firstly you need to treat the

tanks with a shock dose of a good diesel
biocide such as Grotamar 82 and leave it
for a few days to kill the bug. You also have
water in your fuel, if not the fuel bug would
not have grown so you need to clean out
your tanks and drain them of fuel, bug and
water. Fuel lines and pick ups will need to
be blown through backwards and fuel filter
units dismantled and cleaned and new
filter elements fitted. I would also keep
three sets of spare elements on board for
the dead remnants that will come through
with the fuel in the future.
Bazzer says: Im in the process of fitting
my own polishing system as it cost about
the same as having the fuel professionally
polished and now I have the system
installed for future use. I bought it from a
company called Hyphose in Southampton,
the product is Racor.
Freebee says: A fuel polisher will only
work if you can agitate the fuel in the tank
sufficiently well to stir up any sediment,
this entrained bug and fuel mix can then
be passed to the filter so that it can do its
job. Any diesel fuel filter could be used to
polish the fuel. As a rule of thumb you
need about ten passes of the whole tank
contents to achieve a polished state.
Superheat6k says: A simple and effective
polishing rig can be put together for
around 220. Ebay Fuel Separator filter
theres a Racor equivalent 500 series filter
for about 80 and a Holley 12V fuel pump
for around 125. Pump from one tank to
the other several times, but pump the
dregs from the tanks into clear containers
and use a flexi hose to get the clumps of
bug waste out. The fuel in the clear tanks
can be filtered again after it has settled.
Once the majority of the gunk is removed
then a hefty dose of Fullest or Grotamar.
Gemini says: I had mine done about two
years ago. They polished about 600 litres
and used a separate tank while they cut
access hatches to clean out the heavy
sediment and pick up lines. Once clean,
the filters need changing after 10 hours.
SUBSCRIBE TO MBY SAVE UP TO 34% WHEN YOU SUBSCRIBE TODAY: PAY JUST 3.17 PER ISSUE See page 74
JULY2015 31
JEANNEAU
LEADER
T
36
A pocket-sized package of fun and

ability, the 36 exudes good form
Text: Jack Haines Photos: Jeanneau & Nick Burnham
here was a time in the 80s

and 90s when all the major
British yards were building
sub-40ft sportscruisers.
Sunseeker, Fairline, Princess
and Sealine all had them on
the go but, these days, the
smallest boats they build,
Sealine aside, are 40ft or over and north of
300,000 in price.
So, where do you go if you want a
sportscruiser that is still relatively small and
manageable yet can sleep four with an acceptable
amount of privacy? This area of the market now
BOAT REPORT
SPONSORS
seems to be dominated by the higher volume

production yards such as Bavaria, Sea Ray,
Galeon, and now, Jeanneau.
Jeanneaus Leader 36 comes in two guises,
an open and a hardtop, with the open version
aimed squarely at the sun-rich regions of Italy
and Spain and the hardtop pointed at
everyone else, in particular northern Europe.
We had the choice of testing either but we
went for the one with the hardtop as its likely
to be the more popular version.
The roof itself is a pretty simple GRP job,
which opens at a pleasingly fast rate via a
switch on the helm. Id prefer to see a fabric
roof on a boat of this size; it gives you a wider

aperture when open, means there is less
weight high up on the boat, and also tends to
be quieter under way as a soft roof doesnt
rattle so much, nor does it act as an echo
chamber for engine noise. And, true enough,
the roof did let out a few too many squeaks
and rattles during the test, suggesting that
maybe Jeanneau needs to beef up the seals.
Roof aside, and in a healthy enough chop
off Cannes, I was hugely impressed by the way
the Leader handled itself at sea. The hull is
essentially a scaled down version of the
Michael Peters design that worked so well on
the larger Leader 40 (MBY, November 2014).

As youd expect from a sportscruiser of this
size, and powered by twin Volvo Penta D4
300s, the Leader is an enjoyable steer. It is agile
and quick-witted, very grippy and a real hoot
to chuck around if the mood takes you. Its
unlikely that you will spend much of your
time weaving from lock-to-lock but this
nimble handling is invaluable in a messy chop
or following sea where you want to pick the
smoothest path through the waves.
But somewhat unexpected is the way this
boat keeps its composure when heading into
the teeth of a dgety chop at its 36-knot top
JULY2015 33
The interior provides further evidence of

Jeanneaus intelligent approach to boatbuilding
speed. There are no slams, squeaks or groans

from the helm, just a condent absorption of
all in its path interspersed with soft, controlled
landings if the boat did get a bit of air.
The D4s are a sweet pairing with Michael
Peters talented hull, giving punchy yet smooth
performance and comfortable cruising from
anywhere around 18 knots to a fast cruise
north of 30. Its frugal, too, managing a
respectable 1.6mpg even at 30 knots and just
under two to the gallon at a 20-knot cruise.
Our test boat had the optional sterndrive
joystick and, although it works very well on a
boat of this length, I would still save myself the
roughly 10,000 cost of this extra and opt for
the bow thruster instead. Boats on sterndrives
are generally easy to control at slow speeds
anyway and with a bow thruster out front there
really is very little that you cant do when it
comes to manoeuvring.
PRACTICAL LIVING
The helm station, though not overowing with
luxuries, is very well laid out and comfortable
to use whether seated or standing. You can also
ip down a step to poke your head over the top
of the windscreen. Crucially, for a boat that is
so engaging to drive, the wheel and throttles
are close to the helmsman, even when you are
sat right back in the chair.
The inclusion of a chaise longue adjacent to
the helm seems a bit indulgent on a boat of this
length but the height of it means there is an
impressive amount of headroom in the double
cabin below. And Jeanneau has cleverly
included a small seat next to the chaise longue
so at least you can have one other person facing
forward when youre on the go.
The cockpit is a big selling point on any
sportscruiser of this ilk and the Leaders is a
clever mix of seating, sunbathing space and
storage. One practical treat is the excellent
access to the engineroom made possible by the
entire aft section of the cockpit hinging up
electronically so you can get to the tops and
sides of both engines very easily. There are no
single engine options but you can choose
between twin petrols or D4 diesels in either
260hp or 300hp guise.
The interior of the Leader 36 provides
further evidence of Jeanneaus intelligent
approach to boatbuilding. To give a greater
feeling of space without sacricing the privacy
of two separate sleeping cabins, the yard has
installed a large sliding door aft of the dinette
table instead of a xed bulkhead and hinged
door closer to the forward berth. Its so simple
yet its brilliant because you have the more
spacious feeling of an open-plan design, yet
when it comes to bedtime you can cut off the

whole forward end of the boat and create a
private cabin. And because the door is further
aft than normal there is bags of room at the
end of the bed, yet the shared galley and heads
are left outside so your guests can use them
too. Jeanneau has even managed to get some
hanging storage in the forward cabin as well
as storage beneath the bed for suitcases.
The midships cabin is incredibly spacious
for a boat of this length, so good that you
would if there were only two of you on board
use this and leave the saloon open-plan as its
likely to be quieter to sleep in the middle of the
boat. That questionable chaise longue in the
cockpit above makes a good case for itself here
because the headroom really is excellent
throughout this cabin and not just at the foot
of the bed, as is usually the case.
Storage is a bit of a theme on the 36 and its
one that continues in this cabin, where you
nd two large lockers, one with a hanging rail,
plus big compartments underneath each berth.
The berths, incidentally, are twins but a simple
inll cushion quickly transforms them into a
very spacious double.
Perhaps taking inspiration from Jeanneaus
sailing boats, there is a trotter box at the end
of the port-side sofa so it can be used as an ad
hoc berth for a child the Leader 36 is nothing
if not versatile.
Cockpit is a good balance

between seating and loang
space, plus storage is good
Sliding bulkhead transforms
the open-plan saloon into a
large, private forecabin
SORTING THE SPEC

One of our main criticisms of the larger Leader
40 was how it started off looking like very
strong value for money but by the time you
had added the optional extras needed to bring
the base boat up to a sensible specication, the
price skyrocketed and put it too close for
comfort to the likes of Princesss excellent V39.
So how does the 36 fair and has Jeanneau been
more sensible with the options list?
Well the short answer is yes. The 36 does
indeed look like reasonable value for money,
even with a decent spec on it. With my ideal
specication of bow thruster, 300hp engines,
generator and nav package, it came in at
302,400 including tax (at time of writing
roughly 220,000 inc tax), which sounds about
right. However, there are still some anomalies
going on within that options list, such as
having a ventilation package as part of the
8,208 Premiere trim pack. Really, why should
opening hatches in the cabins be an option at
all on a boat like this?
A storage cupboard in the wet-bar is an
inexplicable 1,000, extra cleats for stern
springs are 128 when they should be standard;
even the shower screen and toilet cover for the
The heads is shared by

both cabins but space
and headroom are good
BOAT REPORT
A CLOSER LOOK
WITH JACK HAINES
SLIDING DOORS
This simple sliding
door transforms the
workings of the
Leaders interior.
One minute its
open-plan, the next
you have a private
forward cabin.
STORAGE
Having the engines
installed aft leaves
space for this useful
mini lazarette in the
middle of the
cockpit. The perfect
place for bulky
cruising stores.
Galley looks small but its

practically designed and will
easily sufce for a couple
WET-BAR
The wet-bar makes
preparing food
easy on deck but
why is there a
1,000 charge for a
storage cupboard
and another 1,100
for a fridge?
ENGINEROOM
Gone are the days of
having to clamber
through a small
hatch to get to your
sterndrives. Access
on the 36 is simply
superb thanks to the
fact the entire aft
section of the deck
rises electronically.
THE RIVALS
Here you can
see the trotter
box for the third,
temporary berth
Bavaria Sport 360

Price from 144,417
Available in open,
hardtop and an enclosed
coupe guise, the Sport
360 is a versatile boat.
This price includes a pair
of Volvo Penta D3 220s.
Galeon 350 HTC

Price from 190,164
Feels plush thanks to a
proper upper saloon, not
a traditional cockpit
layout. Separate forward
cabin but the midships
one is tight on headroom.
JULY2015 35
GRP roof was noisy

on test, a fabric one
might have been a better
option on a boat of this size
The open version of the 36 is aimed at the Spanish and Italian

markets, primarily, but it is the sweeter looking boat of the two
Side decks are

narrow but
guardrails lead right
aft and there are
handholds on the
roof structure
There is a useful
storage bin underneath
the sunpad to chuck lines
and fenders in a hurry
THE DATA
LENGTH OVERALL 37ft 7in (11.5m)
BEAM
1ft 10in
(3.62m)
Our test boat had D4 300s

but you can spec the 260s
and save around 10,000
An inll for the twin berths and

the temporary third bunk make
the midships cabin very versatile
Here you can see where the sliding

door comes across to partition off
the forward berth and dinette
FUEL CAPACITY
121 imp gal (550 litres)
WATER CAPACITY
DRAUGHT
2ft 5in (0.75m)
RCD CATEGORY
B (for 8 people)
DESIGNERS
Garroni Design
& Michael Peters
DISPLACEMENT
6.5 tonnes
BOAT REPORT
Its good looking, cleverly designed, fun to

drive and competent in the rough stuff
heads are a 1,305 option. The nal price may

still look right, but these options list
aberrations still leave a bit of a sour taste.
VERDICT
Price list oddities aside, the Leader 36 is an
attractive package. Its good looking, cleverly
designed, fun to drive and competent in the
rough stuff. Where the Leader 40 left us a bit
cold, the 36 strikes the right balance of quality
and value for money and, at this level, you can
accept that it isnt a Princess or Azimut Atlantis.
Its the perfect size to be handled by a couple
on longer cruises but the large cockpit makes it
an ideal party platform for dayboating with

bigger groups of friends and family. And the
interior is so versatile that you can sleep four
adults in good comfort and total privacy or,
with just the two of you on board, base
yourself in the mid-cabin and luxuriate in that
open-plan living space.
The days of the Brits building boats like this
may be over but the volume producers are
perfectly capable of making craft that ll that
gulf very well, and the Leader 36 is one of the
best options out there.
Contact See Jeanneau website for dealers.
www.jeanneau.com
THE HELM VIEW

Bright breglass
creates quite a
lot of glare in the sun;
the dash could do with
more dark cladding
In the days
of digital
dashboards it is good
to see clear, analogue
gauges on the helm
SEE THE VIDEO
The helm ergonomics

are excellent,
especially the placement
of the wheel and throttles
mby.com/je36
PERFORMANCE
THE COSTS & OPTIONS
TEST ENGINES Volvo Penta D4. Twin 300hp @ 3,600rpm.

4-cylinder, 3.7-litre diesels.
Price from
244,680 (Twin 300hp)
Price as tested
324,000 (Twin 300hp)
Hardtop version
7,368
Premiere trim pack with shower, shorepower,
fresh water toilets, lighting pack, fabric linings
on bulkheads, teak platform and horn
8,208
Raymarine electronics pack
4,476
Teak cockpit table + cover
1,356
Bow thruster
3,910
7.5kW generator
17,340
Teak side decks
4,788
Trim tabs
2,682
= Options on test boat
MBY FIGURES
RPM
2,200
Speed 15.9
LPH
47
GPH
10.3
MPG
1.54
Range 149
ECO
2,400
21.2
53
11.7
1.8
176
2,600
22.8
62
13.6
1.67
161
SOUND LEVELS dB(A)

Cockpit 84
87
88
Helm
84
83
84
2,800
25.0
68
15.0
1.67
162
3,000
28.1
77
16.9
1.66
161
FAST
3,200
30.9
88
19.4
1.60
155
3,400
33.6
98
21.6
1.56
151
MAX
3,600
36.3
113
24.9
1.46
141
86
84
86
85
87
86
87
85
88
86
GPH & MPG figures use imperial gallons. Range in nautical miles and allows for 20% reserve. Calculated figures based on readings from on-board fuel gauge,
your figures may vary considerably. All prices include VAT. 60% fuel, 0% water, 4 crew + minimal stores, 17C air temp, calm, F1 for speed trials
BOAT REPORT
SPONSORS
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No matter where you cruise,
Pantaenius will be there to cover
and support you with its worldwide
network of experienced surveyors.
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we specialise in marine insurance.
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Web www.pantaenius.co.uk
JULY2015 37
Dartmouth is just one

of the jewels in the
West Country crown
S P O N S O R E D
B Y
BEST
OF
THE
WEST
For a taste of the Mediterranean, or even
the Caribbean, look no further than the
sparkling and inviting West Country coast
Text: Peter Cumberlidge Photos: Peter Cumberlidge & Alamy
iving in the West Country I can honestly say that the

south coasts of Devon and Cornwall have always
provided our most magical summer cruises. The
fabulous estuaries and colourful harbours are discreetly
served by well-spaced marinas from where you can
explore paradise anchorages and secluded beaches only
accessible by sea. The pilotage is straightforward, tides are moderate and

you can reach these perfect cruising grounds in easy coastal hops.
The pace of living is languid down here and you can potter as the
mood takes you. West Country rivers are ideal for this, soothingly laid
back but with constant activity to entertain. Anchored in the Dart, the
Salcombe estuary or River Fal, you need hardly move from your
JULY2015
39
The heady mix of light and colour

and warm salt spray can feel like
the Gulf of St Tropez
Torquays main
marina is in the heart
of the action
ybridge or cockpit except to rustle up lunch and open the wine.

Youngsters can be let loose in the dinghy and the long summer days
have a nostalgic quality simply made for messing about in boats.
TOR BAY
Three miles wide, Tor Bay is an evocative landfall after a Lyme Bay
crossing. On a clear day, you see the humped tors of Dartmoor well
inland, before the outer headlands come into focus. Berry Head is a
bold sheer cliff 200ft high, capped by Englands shortest yet most
commanding lighthouse. Hopes Nose slopes to a low snout and has
two craggy islets just offshore the at-topped Ore Stone to seaward
and the humped Thatcher Rock further in.
With two good marinas and its back to the west, Tor Bay is a
magnicent sheltered expanse for day cruising. Large ships anchor
here and the bay is a mass of sails when racing is in full swing.
Pleasure boats shuttle out from Torquay and the heady mix of light
and colour and warm salt spray can feel like the Gulf of St Tropez.
Torquay Tucked into the north-west corner of the bay, Torquay is
shielded from chilly northerlies, rather like Antibes. The marina in
the heart of town caters particularly well for larger
boats. Known as the English Riviera, Torquay does
indeed have palm trees and a genuinely mild
Fishcombe Cove lies

just west of Brixham
climate. Opulent villas perch high above the sea in spacious

gardens, still casting an air of Agatha Christie style.
Brixham Huddled behind its long breakwater, Brixham is a busy
shing port with a marina in its east corner. The colourful old town
stacks around the harbour, a warren of narrow streets, tread-worn
steps and smugglers alleys. The quays feel alive and purposeful, with
trawlers and crabbers landing at the sh market, and pilot boats
bustling in and out.
BEST ANCHORAGES
Babbacombe Bay Not far round Hopes Nose you can anchor or use a
buoy off the Carey Arms, with its bar, restaurant and garden terraces
overlooking the sea. Fishcombe Cove A delightful wooded inlet west of
Brixham entrance.
FAVOURITE RESTAURANTS
Number 7 Fish Bistro is behind Torquay Harbour on Beacon Hill.
Berry Head Hotel is a pleasant stroll from Brixham Marina, with a
brasserie terrace overlooking Tor Bay.
GREAT BRIXHAM PUB

Friendly Brixham Yacht Club is set back from holiday mle on the
west side of the harbour. Superb views and good bar suppers.
START BAY
The glorious sweep of coast between Start Point and Dartmouth is a
timeless panorama of neat Devon farms and scattered villages. Start
Point has a jagged spine, jutting into the Channel like a dragons tail.
Further north the shore falls low along a two-mile beach at Slapton.
Blackpool Sands Bay is fringed with pines and the cliffs curve
towards the Dart in a string of tiny coves. Dartmouth entrance would
be tricky to spot without its row of white coastguard cottages on the
west side and a high stone daymark on the east. From seaward you
glimpse some houses inside the river, but the scale of Dartmouths
stunning harbour is only revealed as you pass the two castles
guarding the mouth.
DARTMOUTH
Babbacombe Bay
could be a secluded
spot in the Med
A cruising classic, Dartmouths grand port is cocooned in a steepsided valley with fantastic layers of houses climbing above the river on
both sides. Kingswear village faces Dartmouth from the east bank and
ferries shuttle between them. The inspiring facade of Britannia Royal
BEST OF THE WEST
Sunny Cove is a
welcome entrance to
the Salcombe Estuary
Blackpool Sands in Pretty layers of

Start Bay, just round the houses line the banks
corner from Dartmouth of the River Dart
Naval College overlooks the harbour from its rolling acres of park.
Dartmouth has three marinas: Darthaven on the Kingswear side,
Dart Marina just past the Higher Ferry, and Noss Marina further
upstream near an old shipyard. Darthaven has a chandler and travellift, and you visit Dartmouth by dinghy or ferry. Dart Marina is next
to a comfortable hotel, bar and restaurant and you stroll into town
along the embankment.
Exploring the Dart You can cruise two miles inland at any tide to
visitor buoys off Dittisham village, handy for the welcoming Ferry
Boat Inn and Anchorstone Caf. Above half-ood, the river is
navigable another six miles to the old port of Totnes. The peaceful
Dart valley winds past mysterious creeks, ancient oaks, a few choice
manor houses and a vineyard! You glimpse Stoke Gabriel village and
pass Duncannon quay before the river snakes away into secret
country. Arriving at Totnes near high water, you can turn just
opposite the Steam Packet Inn.
BEST ANCHORAGES
Newfoundland Cove is a handy lunch anchorage just outside
Dartmouth. Blackpool Sands is a splendid beach two miles west of
Dartmouth. Anchor in the east corner outside the swimming buoys
and dinghy ashore to Venus beach caf. Redlap Cove is a locals
hideaway between Dartmouth and Blackpool. Hallsands is in the
south crook of Start Bay, near an old ruined village.
The Seahorse seafood restaurant is my star choice on South
Embankment. Chef Mitch Tonks also runs the Rockfish fish and chip
caf further along the quay.
PUBS WORTH A VISIT

Dont miss The Ship Inn just above Darthaven Marina. The Floating
Bridge is next to Dart Marina, with cask ales and hearty cooking. My
favourite is the pleasantly lived in Windjammer Inn run by yachtsman
Andy Coombe a great choice of beers and excellent food.
ROUND TO SALCOMBE
Although Start Point has a tidal race, in fair weather near slack its an
easy run from Dartmouth to Salcombe, looking welcoming from
offshore despite the rugged grandeur of Bolt Head on the west side.
As you peer in through the narrows, the sun often catches the
desirable residential slopes of this peerless Devon town. A few
gleaming sails usually show where the channel jinks to starboard past
Wolf Rock and Sunny Cove.
Salcombe has no marina, a luxury which has preserved the old
style atmosphere of this fun-loving harbour. There are visitor buoys
and water taxis, and from a prime site swinging mooring you can
watch all the comings and goings. Landing at Whitestrand pontoon
you are right in the centre of things and the convivial summer
hubbub is rather relaxing. The town is an agreeable blend of
traditional Devon and metropolitan chic on hols.
BEST ANCHORAGES
Tiny Hope Cove is
tucked behind Bolt Tail,
close to Salcombe
Sunny Cove is just inside Salcombe entrance with a golden sandy

beach. Elender Cove is a dramatic cleft in the cliffs near Prawle Point,
snug overnight in offshore winds. Hope Cove is an ideal lunch stop
JULY2015
41
between Salcombe and Plymouth, tucked behind Bolt Tail.
dickandwills waterside brasserie is on Fore Street (turn left after
landing) with a deck overlooking the estuary.
PUBS WORTH A VISIT

The Ferry Inn has bars on three floors, estuary views and a waterside
garden. Dont miss lunch at the stylish Hope and Anchor in Hope Cove.
RIVER YEALM
A dozen miles from Salcombe, the Yealm is probably Devons most
restful estuary, completely hidden from offshore behind Yealm Head.
The rst time I approached this coast I doubted there could be a river
here at all. The cliffs were deserted, with hardly a house in sight, but
then I spotted the leading marks and assumed they must go
somewhere. The shallow entrance has a drying bar jutting well across
from the north, but is simple enough an hour before high water.
Inside this secret river you can lie alongside a pontoon on the
south side of Yealm Pool, beneath a wooded shore. Then Newton
Arm forks to the east while the main channel continues north
through moorings towards another pontoon. Youll see a packed
dinghy landing leading to Newton Ferrers village and its jumbled
riverside houses.
PUBS WORTH A VISIT
On the north side of Newton Arm, The Dolphin has super views and is
next to Yealm Yacht Club with its cosy bistro. On the south side, Noss
Creek has The Ship Inn on its west bank and The Swan on the east.
PLYMOUTH
Plymouth Sound is a historic naval roadstead which catches the
imagination as you pass the outer breakwater. To port is Cawsand
Bay, where sailing eets once anchored. Ahead is Drakes Island, the
elegant seafront and famous grassy Hoe where the great man nished
his game of bowls before chasing after the Spanish. Passing the island
you branch to starboard to reach Plymouth Yacht Haven or the two
marinas nearest the city Queen Annes Battery and Sutton Harbour.
Sutton is a fascinating locked basin in the heart of the Barbican
old quarter, surrounded by restaurants, cafs and salty pubs. Queen
Annes Battery is outside the lock, set back from the bustle. Plymouth
Yacht Haven is on the south side of the Cattewater, a short ferry
ride from the city. But my Plymouth favourite is Mayower Marina,
just into the Tamar a mile past Drakes Island. The pontoons face
some ne old naval buildings, now part of a smart development at
Royal William Yard. Across the river is a leafy country park.
Falmouth Marina on
the River Penryn is
a quiet spot to leave
your boat
Plymouth Yacht Haven just across the water.
PUBS WORTH A VISIT

The Barbican has pubs galore. I like the Ship Inn, on the west side of
the harbour north of the lock. If you anchor in Cawsand Bay, dont
miss the delightful Devonport Inn.
TAMAR RIVER
From Mayower Marina, follow the channel past two high bridges.
Then its not far up to Cargreen Quay, where you can usually nd a
mooring. This is the real rural West Country, with patchwork elds
sloping to the river and the tides slowly changing the scene. High
water brims up to the farm hedges and mud ats creep out during
the ebb, exposing tasty morsels for herons and egrets.
BEST ANCHORAGES
Jolly Jacks is a great cruising bistro at Mayflower Marina. Breakfast

from 0900. Rockfish seafood caf is on the east side of Sutton
lock and Quay33 on the west. The Bridge restaurant overlooks
Cawsand Bay is a classic anchorage on the west side of Plymouth

Sound, where Cawsand and Kingsand villages merge along the shore.
Dandy Hole is an amazing low tide pool three miles up St Germans
River. An hour before HW, head west off the Tamar just below the bridges.
CRUISING INTO CORNWALL

West of Plymouth you enter Cornish waters, where the coast looks
lush and tempting behind Whitsand Bay. You see Looe Island off the
entrance to Looes long tidal harbour and then the cliffs feel slightly
more rugged and remote. Polperro comes next, a picture-postcard
shing village hidden until you reach its gap in the cliffs. Then you
see a bright jigsaw of cottages above the tiny harbour. There are
visitor buoys here or you can anchor off for a lunchtime stop.
Photo: ian woolcock / Alamy
FOWEY
The hustle and

bustle of Plymouths
famous Hoe
Beyond Polperro, Fowey entrance is marked by a striking red-andwhite daymark on Gribbin Head. Inside two 16th century forts, Fowey
opens to an impressive harbour still used by real ships. No marina
here, but plenty of visitor buoys and a detached pontoon off the east
shore. Foweys streets and alleys are fun to explore and there are pubs
and bistros near Albert Quay landing. Polruan faces Fowey on the
east shore, a very Cornish village with its own special character.
Mixtow Pill is an attractive wooded inlet half a mile above Fowey,
with a long pontoon linked to the shore. A riverside path leads south
to Bodinnick village.
BEST OF THE WEST
The town of Fowey

is fringed with
golden beaches
Be sure to stroll out to Pendennis

Point for views across Falmouth
Bay and along past Helford River
Wooded Mixtow
Pill, an inlet just
above Fowey
We invariably make for Sams Bistro in Fore Street and immediately
order the bouillabaisse and a bottle of house red!
The Quay Caf at Mixtow Pill is a gem for breakfast, lunch or dinner.
One of the tongues

of the Fal River,
Restronguet Creek
Falmouths old winding streets give unexpected glimpses of the

harbour, which has tourist launches, ferries, tugs, shing boats and
large ships moving about. Be sure to stroll out to Pendennis Point for
views across Falmouth Bay and along the coast past Helford River.
GREAT FOWEY PUBS

BEST ANCHORAGE
FALMOUTH
Channels Creek is a shallow inlet on the Fal two

miles above Mylor Yacht Harbour. Anchor off its
mouth just above Turnaware Bar.
This historic packet port is tantalising to approach, with tongues of

sheltered water stretching away in all directions. To starboard St
Mawes village looks exquisitely English, like a colonial outpost in a
far-ung land. Straight ahead, Carrick Road glides up to Mylor Yacht
Harbour and the Fal and Truro Rivers. To port past the dockyard lies
Falmouth itself, with Port Pendennis next to the Maritime Museum
and Falmouth Haven off the town quays. Further upstream,
Falmouth Marina is a safe place to leave a boat.
The Shed is a lively bistro behind Port Pendennis.
Hunkydory Restaurant is near Falmouth Haven
in Arwenack Street.
Dont miss Castaways Bistro at Mylor Yacht
Harbour. From Falmouth, take the ferry to
Flushing and walk there around Trefusis Point.
HOLIDAY PLANNING
Q If you are based in the Solent or
further east, it makes sense to take
your boat down to Tor Bay or
Dartmouth well before a West Country
cruise. This avoids your real holiday
being scuppered by Channel
depressions.
Q Although a direct 80-mile passage
from the Needles is easy enough on a
quiet day, you can stay a night in
Portland Marina for only 10 miles extra.
Q If you meet brisk westerlies or northwesterlies around Portland, consider
keeping close inshore past Chesil
Beach, Lyme Regis and Exmouth. The
seas will be easier and the trip more
interesting for your crew.
Photo: Chris Pearsall / Alamy
Take the quaint car ferry across to Bodinnick and The Old Ferry Inn.
JULY2015
43
BEST OF THE WEST
Reach the Isles of Scilly

and youll be rewarded with
sand as white and water as
blue as the Caribbean
D EVO N
R.
The beautiful Isles of Scilly

archipelago has piercingly clear
water over clean white sand
ce
n
za
PUBS WORTH A VISIT
Torquay
Cargreen
Fowey
Totnes
Plymouth
Brixham
Dartmouth
Eddystone
Rocks
Salcombe
Falmouth
Helford River
Mounts
Bay
From the north end of High

Street, climb to The
Boathouse on Beacon
Street for great views, beers and cooking. I like The Seven Stars
over in Flushing village take the dinghy or harbour ferry.
HELFORD RIVER
This Cornish estuary is a gem, easy to enter with its back to the west.
Larger boats anchor in Durgan Bay, to starboard as you come in, and
boats under 15m can lie in the Pool opposite Helford Passage on one
of the green visitor buoys. Anchoring isnt allowed any further
upstream because of oyster beds. On the north side of the Pool is the
stylish Ferryboat Inn; on the south side, the hospitable Helford River
Sailing Club is the place for a cheery pint and a bite.
ISLES OF SCILLY
This beautiful archipelago has piercingly clear water over clean white
sand. St Marys is the main harbour, with visitor moorings and a
charming old-fashioned town. A few miles north, New Grimsby is a
spectacular sound between Tresco and Bryher, with strong moorings
and good pubs on both sides. St Agnes is the most south-westerly
island, with tiny Gugh nuzzling to the east. Between the two, a drying
sand bar creates an idyllic cove for anchoring. The Turks Head inn
perches above the jetty and from its sunny garden you can gaze down
at your boat on Englands Atlantic edge.
Getting to Scilly Probably only 10% of boats
intending to reach Scilly ever get there! A
practical plan is to make this a Phase 2 trip,
perhaps after leaving your boat at Falmouth for a
on Raymarine Autopilot Systems
while. Then pick a calm, neapy day to round the
Lizard. You can stop in Penzance or Newlyn or, if
conditions stay quiet, press on direct for Scilly, 40
miles west of the Lizard with Wolf Rock
lighthouse halfway.
UP TO 400
CASH BACK
Teignmouth
LL
Truro
n
Pe
Isles of Scilly
e
Ex
Exeter
English Channel
Lizard
Point
HOLIDAY PLANNING INFO

TORBAY
LOA
FUEL
D at
Brixham
Marina
Torquay Marina
+44 (0)1803 200210
30m
Brixham Marina
+44 (0)1803 882929
18m
DARTMOUTH
Darthaven
+44 (0)1803 752242
20m
Dart Marina
+44 (0)1803 837161
20m
Noss Marina
+44 (0)1803 839087
30m
D and P at
fuel barge
VHF 06,
Tel: 07801
798861
SALCOMBE HARBOUR
Hm tel: +44 (0)1548 843791, VHF 14 Water taxi: VHF 12
Fuel: D and P at Salcombe fuel barge, VHF 06, Tel: 07801 798862
RIVER YEALM
Fuel: nearest at Plymouth marinas
PLYMOUTH
Queen Annes Battery
+44 (0)1752 671142
42m
D and P
Sutton Harbour
+44 (0)1752 204702
23m
Plymouth Yacht Haven
+44 (0)1752 404231
45m
Mayflower Marina
+44 (0)1752 556633
22m
D and P
FOWEY HARBOUR
Fuel: D at Polruan Tel: +44 (0)1726 870232
FALMOUTH
Whatever you helm this

summer take advantage of the
Raymarine Autopilot System
summer cash back offer and
SAVE UP TO 400
+44 (0)1326 211211
80m
Falmouth
Haven
Falmouth Haven
+44 (0)1326 310990
16m
D and P
Falmouth Marina
+44 (0)1326 316620
20m
Mylor Yacht Harbour
+44 (0)1326 372121
25m
D and P
ST MARYS HARBOUR
Offer valid from April 20 2015 until June 30, 2015

For all offer details and T&Cs go to
Hm tel: +44 (0)1720 422768, VHF 14 LOA: Max 18m Fuel: D and P
at quayside
www.raymarine.co.uk/summer15cashback
New Grimsby Sound

offers plentiful and
spectacular moorings
44 JULY2015
Port Pendennis

)#)'$#)

" $% "
&#&# #

&& ( &!"
BOAT REPORT
SPONSORS
MONTE
CARLO 6
Bridging the gap between two different brands, the
design-led MC6 is going places, in more ways than one
Text: Jack Haines Photos: Paul Wyeth & Monte Carlo
JULY2015 47
The (optional) Besenzoni helm seat is

electronically adjustable and the perfect
nishing touch to the exceptional helm
Galley is a good shape and a veneer

of real stone adds class to the
plentiful countertop spaces
This picture doesnt do justice to
the main deck space the openplan saloon and galley are gorgeous
stonishingly, a mere ve
years ago the name
Monte Carlo Yachts was
almost totally unknown.
Then the 76 arrived
with the 1 billion
backing of Bnteau
behind it, design by
Nuvolari & Lenard and engineering courtesy of
the Seaway Group. Now the range stretches
from the 45ft MC4 to the 86ft Monte Carlo
Yachts 86 with a 105-footer currently under
construction in Monfalcone. Its been quite the
journey for such a short stretch of time.
And now we have the Monte Carlo 6, which
slips in neatly between the MC5 and MCY 65,
providing a bridge between the two ranges. At
the same time as attempting to bond this range
of highly polished and cleverly designed motor
boats together, the MC6 is also under attack
from some of the worlds best boatbuilders.
Princess, Azimut, Ferretti, Prestige, Sunseeker
and Fairline all have excellent 60-footers
already established in the market. Sixty feet is
the sweet spot of these yards ranges, where
owners are skippering their boats but the
feeling of space and luxury is ramped up to the
max. Style, quality and attention to detail are
non-negotiable and more and more these days
customers want to be able to make their mark
on the boat, so personalisation has to be on
offer. Welcome, Monte Carlo, to the next battle.
DESIGN FLAIR
Before we get going, lets address the large
elephant in the room with the word quality
written on it in big, bold letters. Quality is
always going to be under the microscope on a
Monte Carlo because Bnteau Group is bestknown for its mass production of small,
affordable motor boats and well-priced sailing
craft. Im going to put this to bed right now;
the MC6 feels every inch the luxury 60ft
ybridge. Not only is the quality of the
materials extremely high but the design is
exceptional, too. Monte Carlos have always felt
special and MC6 is the best yet. Yes, the likes of
Princess and Ferretti probably look a touch
more expensive here and there but the MC6 is
on the same playing eld and for sheer
panache, its arguably better than either of
them. The photos struggle to do it justice but
in the esh the subtle textures, details and
design touches really stand out.
For example, there are real stone surfaces on
the galley counter and the same marble is used
on the tops and sinks in the bathrooms, the
hand-stitched leather cupboard handles come
straight off the luxurious MCY range, the
wardrobe doors are nished in woven rattan
and, when they pop open, the lined interiors
burst with light automatically. Recessed LED
under lighting gives a warm glow to all the
cabins and bathrooms, and the gauge and
quality of the stainless ttings and deck gear is
absolutely superb.
The structural build of the boat is right up
there too, the Yachts are constructed to an
excellent standard and having tested both the
MC4 and the MC5 I can attest that those boats
feel as well put together as any of their
immediate rivals. And, lets be honest, what
Bnteau doesnt know about building
production motor boats isnt worth knowing.
There is mouthwatering detail all over this
boat, including sunpads that electronically rise
SEE THE VIDEO
mby.com/moc6
BOAT REPORT
Hallway increases the feeling of
space and there is room under
the stairs for a washing machine
I for one am a huge fan of the Zeus

system, especially the joystick integration
out of the teak on the totally at foredeck.

While were at the bow, it would be rude not to
mention the fabulously indulgent light pillars
that pop up out of ush ttings in the deck to
give you a warm, low-level glow at night.
There is even a sunshade that stows in a
dedicated locker in front of the windscreen,
which you erect on four sturdy poles to deect
the midday sun. And the optional Besenzoni
helm seat with built-in tracker ball on one arm
and a joystick on the other is simply delicious.
KING OF THE GODS

This is the rst time that Monte Carlo has used
the Zeus system in place of Volvos IPS (as
chosen for the MC4 and MC5). The decision
was made on the basis that 600hp engines
would be the perfect match for the MC6 and
there isnt a Volvo IPS system with that exact

power rating. This is no bad thing, though;
I for one am a huge fan of the Zeus system,
especially the joystick integration.
And although the design of Zeus is
fundamentally different from the Volvo pod
system (with aft facing propellers as opposed
the IPSs forward facing ones) the driving
experience of the MC6 is remarkably similar to
that of its smaller siblings. It is rened, quiet,
unrufed and very capable of quick passagemaking without breaking a sweat. The engines
are tucked away beneath the cockpit sole so
even from the lower helm you can barely hear
them doing their thing and, although outright
speed is an unexceptional 28 knots, cruising
in the low to mid 20s is so serene that you
dont really mind.
There is a small bench

to starboard so crew
can sit with the skipper
during longer passages
Table has large

folding sections and
it rises and drops at the
touch of a button
JULY2015 49
The lower helm is easily one of the nest

driving environments Ive had the pleasure of
The steering is responsive and light but very

controllable and theres fun to be had from the
ybridge if you feel like banking her into a few
tight turns. It doesnt have the tenacious hold
on the water or sportcruiser-baiting handling
of the Princess 60, but then not many boats do
handle as sweetly as the big Princess.
One of the MC6s (very) few faults is the
driving position at the upper helm. It looks
fantastic with the oating helm pod and stylish
Besenzoni chair but the key controls are too
much of a stretch from the seat unless you are
perched right on the edge. Monte Carlo needs
to work some adjustment into that funky seat
so the ergonomics work as well as the looks.
The lower helm is easily one of the nest
driving environments I have had the pleasure
of skippering a boat from. A lot of this is down
to the (13,000) optional Besenzoni helm seat
but my word does it make the area a special
place to be. The helm is raised and centrally
located, giving you an excellent view either side
of the foredeck, and because its at there is no
need to peer over the coachroof as the boat
climbs on to the plane.
The owner of our test boat has enhanced the
helm further by opting for a huge 24in Simrad
hybrid touchscreen multi-function display
controlled by the aforementioned tracker ball.
Overkill perhaps, but very cool nonetheless.
SENSATIONAL SPACE
What is the MC6 like away from the driving
experience? Every Monte Carlo has an
aft-galley layout and the 6 is no different, but
the space afforded by the extra beam of the
60-footer means this setup works better than
ever. There is space for a well-proportioned
U-shaped galley to starboard, a good shape to
jam yourself in if using the galley under way,
and there is a generous amount of open
counter to prep food plus an optional wine
fridge incorporated into the aft end.
Amidships is your main lounging area and
it works brilliantly, mainly because it is raised
up in line with the big saloon windows giving
you an unimpeded view out. The seating is also
extremely comfortable and arranged in a
sociable U-shape so that veryone can chat
easily and see the pop-up television residing
just aft of the helm.
The master cabin is utterly gorgeous and
nished with the same delightful ourish that
typies the rest of the boat Monte Carlo has
worked hard on its choice of distinctive
materials. The circular hull windows are bigger
than ever; they look great and ensure there is
no shortage of natural light. The ooring on
our test boat was teak, which offers a relaxed,
beach-house vibe but some may prefer to spec

carpet for a warmer feel.
Monte Carlo has made the novel decision to
incorporate the washbasin into the main part
of the cabin rather than in a separate heads
compartment. Its location under the starboard
hull window gives brilliant views out as you
brush your teeth in the morning and a mirror
cleverly slides across it if you need to see what
youre doing or want to block out the light.
Keeping the basin out of the bathroom also
means there is space to have separate toilet and
showers compartments either side of it. A
big-boat luxury and something else that helps
the MC6 stand out from the crowd.
Guests are looked after in two splendid
cabins; the VIP forward has versatile scissoraction berths. Its blessed with plentiful
headroom and, due to a pair of large round
ports in each side and two long hatches in the
headlining, lots of natural light to help increase
the feeling of space. The ensuite is spacious and
nished to a high standard, with a stone basin
and surfaces plus a proper glass shower door.
Even the third cabin gets sliding berths to
switch quickly from a twin to a double,
generous amounts of hanging storage and
headroom and its own ensuite, which also
doubles as the day heads.
There is the option of a small single crew
cabin in the transom, which can be left as a
storage space if you prefer. You may as well
spec the cabin if budget allows as it can still be
used as storage and it gives you an occasional
extra bed for guests.
Monte Carlo has poured so much thought
into the cockpit and foredeck socialising areas
that you barely need the ybridge lurking up
above. But what a ybridge it is! The most
striking aspect is how safe it feels it is so
high-sided and well protected from the breeze,
you would feel cocooned even without the
ridiculously sturdy hardtop in place.
The layout is perfect for entertaining large
groups thanks to a dinette that can easily
swallow ten people opposite a wet-bar with all
the necessary kit for preparing and cooking
food and keeping drinks cool. Then aft, you
have a perfectly at sunbathing area that is well
clear of the hardtop so you can lap up the rays.
And all of this is designed in such a way that
the main walkway is plenty wide enough and
no area feels pinched.
VERDICT
The MC 6, then, is a crucial link in the Monte
Carlo/Monte Carlo Yachts chain but it also
shows just how far this marque has come in
ve years. Not only is it competing with the
Having the sink in the cabin

is a novel idea and split toilet
and shower work well
BOAT REPORT
A CLOSER LOOK
WITH JACK HAINES
POP-UP LIGHTS
Indulgence verging
on gimmick, but you
cant help but get a
little kick out of these
lights every time
they spring up from
the deck. The first
thing to show friends.
BOW SUNPADS
The foredeck is
totally flat until, at
the touch of a
button, two sunpads
rise like
Transformers from
the deck to create
the ideal sun trap.
Round window prominent, as

it is across the MC range, but
this cabin is on another level
VIP cabin is very bright thanks
to twin ports and long skylight;
berths split into twins
CONCEALED TAP
Found on all the
smaller MC boats
this elegant, swingout tap in the galley
is a perfect example
of Monte Carlo doing
all it can to make the
mundane joyful.
ENGINEROOM
A hatch in the
cockpit is the way
down into the
machinery space. A
ladder leads you
down between the
lumps and from
there access to the
engines and pods is
perfectly good.
THE RIVALS
A separate shower
means no waiting for
the toilet in the morning
Guest cabin enjoys

plenty of space and
sliding berths
Azimut 60
Price from 1.3m
The big Azimut is
dripping with glamour
and top-notch detailing. It
has a three-cabin layout
and twin 800hp diesels,
and should be good for a
top speed of 32 knots
Prestige 620
Price from 1.28m
Like the MC6, the 620
uses pod drives but has
opted for Volvo Pentas
IPS900 system. A more
traditional design but
very spacious and with
three good cabins
JULY2015 51
Hardtop has practical

benets but it also
adds a ourish you might
expect from a larger yacht
Plenty of space in the cockpit for freestanding chairs means you

have two legitimate alfresco dining spaces
We really like the

signature MC hull
colour but some wont.
Cream and navy are
also an option
THE DATA
BEAM
16ft (4.9m)
Crew cabin is a 6,500 option;

if not chosen this area is left as a
cavernous storage space
The sink is in the master cabin itself,

leaving space either side of it for
separate toilet and shower rooms
Beds in the spacious guest

cabin slide together to
make a large double bed
FUEL CAPACITY
484 imp gal (2,200 litres)
WATER CAPACITY
DRAUGHT
3ft 10in (1.2m)
RCD CATEGORY
B (for 14 people)
DESIGNERS
Nuvolari & Lenard
Interior: Andreani Design
DISPLACEMENT
19.2 tonnes
BOAT REPORT
Not only is it competing with the biggest of

the big boys but it is doing so with real air
Fantastic design bursting with air on the bow where the totally at
foredeck is transformed by these electric sunpads
biggest of the big boys but it is doing so with

real air and originality, daring to be different
and delivering a real wow factor. The 6 is
nished with such care and attention that it
could almost carry the MCY moniker.
And yet, despite all this, it still manages
to exhibit impressive value for money, the
base boat coming in at 790,000 ex VAT.
The Azimut 60 and even the Prestige 620
both come in at over 1m, albeit with
bigger engines.
For me, performance is the one thing that
could deter customers because some people
simply want to know they can top 30 knots and
cruise in the late 20s regardless of load or

fouling. In reality, the MC6 is an early to
mid-20s cruiser but, thanks to a soft-riding,
dry hull, you will at least be able to maintain
this in all but the worst sea conditions.
Ultimately, the MC6 impresses with the
depth of thought and nesse of its detailing; it
tugs at your heartstrings with delightful, even
playful, pieces of design. Crucially, it also
delivers as a rst-rate cruising boat with the
quality and style to rival the very best that
Europe has to offer.
Contact See website for dealers.
Web: www.montecarloyachts.it
THE HELM VIEW

The Besenzoni
helm seat is a
13,000 option but
it looks and feels so
cool. Plus points for
the tracker ball and
its old school chic!
The centrally
located helm
makes the view
out very good
The 24in Simrad

MFD seems
excessive at rst but
you soon grow to love
it and wonder how you
would live without it
PERFORMANCE
THE COSTS & OPTIONS
TEST ENGINES Cummins QSC 8.3 Zeus.

Twin 600hp @ 3,000rpm. 6-cylinder, 8.3-litre diesels
Price from
790,000 ex VAT
Price as tested
915,201 ex VAT
Exclusive pack, includes: teak decks, pop-up
lights, electric sunpads on bow, 39in TV in saloon,
Bose Hi-Fi system, 11kVA generator, leather
furniture, teak cockpit table, 16in Simrad MFDs
at each helm (two at lower helm, one at upper),
twin Simrad VHF, AIS transducer, Simrad 4G
Broadband radar, Wi-Fi connection, rear camera,
bow thruster, hydraulic bathing platform with
integrated dinghy cradle
122,110
MBY FIGURES
RPM
1,600
Speed 10.6
LPH
50.9
GPH
11.2
MPG
0.95
Range 367
ECO
1,800
11.3
71.6
15.8
0.72
278
2,000
12.2
94.6
20.8
0.59
227
2,200
14.0
115
25.3
0.55
214
2,400
15.7
142
31.2
0.50
195
FAST
2,600
19.6
166
36.5
0.54
208
2,800
23.2
203
44.7
0.52
201
MAX
3,050
27.0
242
53.2
0.51
196
62
70
81
66
65
77
67
67
78
68
68
80
69
68
81
70
70
81
SOUND LEVELS dB(A)

Helm
64
Saloon 66
Cockpit 79
67
68
80
= Options on test boat
GPH & MPG figures use imperial gallons. Range in nautical miles and allows for 20% reserve. Calculated figures based on readings from on-board fuel gauge,
your figures may vary considerably. All prices exclude VAT. 85% fuel, 90% water, 7 crew + minimal stores, 17C air temp, light swell, F1 for speed trials
BOAT REPORT
SPONSORS
Europes top insurance provider

No matter where you cruise,
Pantaenius will be there to cover
and support you with its worldwide
network of experienced surveyors.
Call us for a quote and nd out why
we specialise in marine insurance.
Tel +44 (0)1752 223656

Web www.pantaenius.co.uk
JULY2015 53
At rst
BLUSH
Its not your usual delivery voyage, but then
its not your usual yacht we join the
crew on board Eddie Jordans Sunseeker
155 Yacht bound for Monaco
Text: Mike Owen Photos: Mike Owen and Sunseeker
av lights, klaxon! A loud,

shocking blast and
shouts as crew and skin
part company. Ha! Gets
them every time! laughs
captain Sean Read as he
and chief officer Danny
Clare run through the
final pre-departure checks. Its time to cut the
chord. Sunseekers largest boat yet, Eddie
Jordans 155 Yacht Blush, is leaving her Poole
birthplace bound for Monaco via the Bay of
Biscay and Gibraltar.
Farewells made, the yards project chiefs
step down the passerelle for the last time. In
the bridge, Danny dabs a touchscreen and

nods to his skipper. All doors and hatches
locked for sea, Sean voices into the handheld
radio all crew carry. Crew, beware, seals on
sliding doors activated. Foredeck, Stuart
[bosun], do you have an anchor ready? The
affirmative fires back and Sean moves out to
the wing station with engine controls and a
clear view down the high, four-deck side of
Blush. The intercom swaps in and out, Two
metres to port, holding two metres, Chris
[2nd engineer] just give me clearance on the
starboard bow.
To me, given that were 47 metres long, the
marina exiting manoeuvre seems horribly
tight. On board, all remains calm. Port quarter

clear, four metres starboard quarter. The
thrusters punch. Starboard clear, free to go.
With fenders the size of Mike Tysons punch
bag packed away, we shoot out of Poole
Harbour at 1800, next intended stop Gibraltar,
1,200 miles south. This is quite some maiden
voyage, particularly in mind of the weather
legend of the Bay of Biscay.
For Eddie Jordans full professional crew of
ten this is an immersive chance to learn the
ways and workings of the boat. Skipper Sean
has come to the project late but still some
months before launch. Hes pretty well
acclimatised. The hand-picked crew, though,
MAIDENVOYAGE
Sharing the watch, deckhand

Tim Fletcher keeps course
conventionally on paper charts
as Class and sense require
Alongside under the iconic

Rock of Gibraltar, Blushs
nav-comms stack stands out
against the blue sky after a
wet and windy ride south
have only joined more recently and this is

their first sailing together. Also on board are
Sunseekers own superyacht captain Mark
Solomon and chief engineer Richard Lye, here
to continue support and systems training.
The pressure is also on with Blush due to
begin her inaugural charter just days after
arrival in the Med. For interior crew Karla, Amy
and Fay, beyond learning their kit, this means
preparing to transform the accommodation
from packed away delivery mode to clean and
tidy full service. That brings a body-long list of
tasks including cotton-bud, yes, cotton-bud,
cleaning of every nook and cranny throughout
the entire vessel.
NAVIGATION NOTES
Port Control, Motor Yacht Blush outbound to
Gibraltar, calls Sean over the VHF, as he dials
up the speed to 19 knots, leaving Old Harry
Rocks in our wake, and settles in for a night
passage down the Channel toward Ushant.
Passage plans have, of course, been lodged
with the relevant authorities along with the
other extensive documentation Blushs
commercial classification dictates. But with
all the high level intelligent software driving
the modern glass-bridge, six-monitor array,
everything is splendidly simplified. Inputting
the waypoints self-populates necessary data
queries, so prescribing the specific charts,
pilots, radio signals and light lists that

reassuringly take over the starboard end of
the helm console.
With autopilot diligently tracking
waypoints, the yacht effortlessly progresses
as the crew settles into passage routine. The
watch pattern is four hours on, eight hours
off, with skipper Sean and I on a dog-leg
watch overlapping two others, enjoying both
sunrise and sunset a good perk!
The creature comforts are good too.
Exceeding compliance with the newly
imposed Maritime Labour Conventions
(MLC), Blushs crew enjoy facilities many
owners themselves would envy.
JULY2015 55

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MAIDENVOYAGE
Personally, Im doing better still in the guest

quarters, my lower deck midships suite giving
a flavour of what charter guests will soon be
enjoying. The only clue were in delivery mode
are the thick alloy deadlights covering my, and
every other, cabins hull ports. The other
comforts are all as though in service: mood
lighting, Harman Kardon AV, soft furnishings
galore and lux-sprung, comfortable twin beds
above a carpet with velvet pile so deep that it
not only seductively swallows toes but leaves
perfect Man Friday footprints. What a
castaway from reality!
The detailing is interesting, too, the
cabinetry shrink-wrapped with stitched
leather and topped with a textured, fluid
metal coating that also protects against
marking and scratching. Even my walk-in
wardrobes and the dining table and bars in
the two saloons on main and upper decks
share this durable, stylish topping.
In confused seas and building

swell, Blush pushed on at a pace
across the Bay of Biscay, her ride
good by design and further aided
by mighty Quantum stabilisers
Sunseekers own superyacht

captain Mark Solomon, familiar
with this passage, helps pilotage
entering the Strait of Gibraltar,
Morocco seen to starboard
CRUNCHING THE NUMBERS

Batting along at 17.5 knots on 1,790rpm in a
gentle swell, we transit the shipping channel
just to the west of Casquettes TSS (Traffic
Separation Scheme), the ships central
monitoring system reporting consumption as
550lph, before rising to 900lph as we up the
pace to 19.5 knots. The planned average is
700lph. No problem with a verified 5,700mile range at 11 knots from the new, semidisplacement hull form, twin 2940PS V12
MTUs and a substantial 60,000 litres of fuel,
therell be no refuelling en route.
With a change of watch, bosun Stuart gets
an update from Mark on the latest Furuno
radar tweaks. There are two sets, enabling
different range and view settings for rapid
situational understanding. Marks very
familiar with this run, All the way down to Gib,
the traffics pretty untroubling. Just gets more
interesting as you come into Gibraltar,
especially with the Moroccan drift netters
who can get a bit shouty! But its easy for us
to stop, start and swing around.
And it is. At 21 knots full chat, the 155
effects a crash stop in just four boat lengths
and turns a complete circle in the same short
distance with minimal inward lean.
During the first night we maintain
1,900rpm and 19 knots through the water, but
with the wind building to Force 5 as we enter
the Ushant TSS at 0730 we cut to 16 knots at
1,600 rpm and a kindlier 500lph.
All targets on radar lie behind us, ahead,
steering 208, just the empty Bay of Biscay,
and in the strengthening head wind a full 36
knots apparent across our decks. To which
were immune! With Sunseekers proprietary,
Tijssen-style electronic management system
monitoring virtually every single function on
board, and with ten strategically sited CCTV
cameras, theres no need to leave the
twinned, hi-tech conning seats as we begin
our wave-plunging ride south. The view is
commanding and theres even armrest-inset
mouse control of the console displays.
By mid-afternoon were slowed to 14 knots
with the forecast showing were better not
rushing to round the distant Cape Finisterre
into even worse weather. I do rush, though, to

the beach club saloon on the lower deck aft to
enjoy the wind-blown wake, giving an
incredible sense of speed. The shout goes up,
Dolphins! Lots of them.
Come 2100 the winds risen to Force 6 and
in a foul four-metre swell we knock the speed
back to 10 knots and 53lph on each engine.
Given the seaway, skipper Sean is
pleasantly surprised by the motion. You
know, this is really good, despite the light
weight, its much more like my previous boat,
a heavily built steel 42 metre yacht. An
interesting comparison because Blush, at just
270 tonnes, with its innovative, singleinfusion, carbon ring beams, floors, main deck
and detailing, is around 150 tonnes lighter
than a steel equivalent. Its this weight
advantage that is also the key to its
impressive performance and fuel economy.
Through night two, the wind settles around
25 knots but with more than 30 knots of
apparent wind and, unfortunately, confused
five-metre swells, Biscay lives up to its
infamous reputation. Impressively in my
midships suite, aided by massive Quantum
stabilisers, life carries on almost as normal,
still showering and sleeping well, that deep
mattress actually lulling me with a
comforting, body-floating gentle rise and fall.
All systems aboard Blush

are remotely monitored, still
Chief engineer Mark Cryer
does his regular rounds
Forward, where movement is greater, some

crew begin to suffer as occasional bursts of
green water blow back over the pitching bow,
drenching the wheelhouse and testing the
seven big screen wipers to their limits. Whoa,
theres a big daddy, says Stuart, Hang on to
your hats. Speed goes to just under 8 knots.
He briefly considers heading in towards the
shore, as waiting it out might beat slogging on
at low speed, but the decision is to keep
course for Finisterre and then head into Vigo,
just north of the Portuguese border, to sit out
the next impending front.
BETTER THAN EXPECTED
Finally towards nightfall, after a day spent
plodding onwards at 10 knots and a while
down to 6 at a straw-thirsty 30lph, the wind
veers and drops. Revs climb, the miles
disappear and at 0600 on day four Vigo lifts
out of the gloaming, its sodium orange light
show a welcoming fanfare. Coming in bang on
high tide at 8 knots and with three miles to go,
JULY2015 57
MAIDENVOYAGE
Blushs long maiden voyage

delivered her direct from the
yard in Poole to an immediately
busy Med charter season
Best foot forward, the Gill
uniform bootwear takes a
turn on deck with stormy
sea state reected in the
main deck glazing
Blush ties-to in Vigo

towering over all others
while crew draw breath and
refresh, sitting out another
front punching through
Coming back on watch Blush

captain Sean Read, right,
discusses weather routing options
with Sunseekers Mark Solomon
the red night-lit radars scan the unlit fishing

fleet scurrying in and out of the channel. Crew
with radios in hand hang over the rail to
eyeball net and pot markers.
Going to hand steering, stabilisers off,
testing thrusters dont be alarmed if we veer
off, warns Sean by radio, running through
final checks. Then closing in on the dock,
guiding Blush backwards side-to, warps are
made good and Sean calls, Secure all round,
thank you everybody. A bit of an induction but
good to have it like that. Im really pleased
with the way that everythings worked.
Chief engineer Mark Cryer reports also,
only the smallest of issues, and weve
averaged just 300lph, which is tremendous.
Id normally expect 300lph on each engine.
Happy also was Liberato Mazza, Eddie
Jordans personal chef aboard who, despite
not feeling too well for a while, continued to
create excellent, full menu meals through
even the worst of all those unpleasant seas
and kept smiling, despite the few takers!
58 JULY2015
In the mornings rain, the crew crack on

and a freshwater scrub-down rids the worst of
the salt. Its then time to rest and enjoy old
colonial Vigo while the second front builds
and blows through, releasing us early next
morning for the final, flatter, sunnier run down
to Gibraltar, another 600 miles on but fast
whittled away in a day and a half.
Early evening in half viz a silver sun turns
the sea to pure mercury before fog again
intermittently obscures, our horn sounding its
long single blast every two minutes motor
vessel under way at 19.5 knots.
The waypoints tick away, next is WP26
Cape Vicente, and across the Bay of Cadiz.
Good to have easting in our course. Radar and
AIS pick up a small target close by, a sports
fisherman a long way offshore. At 1430
another meeting, we overtake Sonas of Eire, a
Nordhaven 42 also heading to Gib at 7 knots
and liking the look of Blush, as Danny and
deckhand Tim learn in a quick radio chat.
Then at last WP30, Gibraltar TSS.
Passing through the Strait is a bucket-list

must, the quixotic near meeting of two
continents so different. And in the shipping
surrounding us theres extraordinary contrast,
from tiny local fishers to Emma Maersk, the
worlds largest ship, 397 metres long, and
outbound. No question we give way!
With wavelets lifting in the 18-knot easterly
funnelling through the Strait we press on at 19
knots then round towards the iconic Rock of
Gibraltar, six days after leaving Poole. The
boats local agent has booked the fuel quay
and we top up. Wow 40,000 litres at 350 a
minute! Then its off to an overnight berth and
Sean makes a call back to Ireland. Hi, just to
tell you were here and all fast. I know,
laughs Eddie Jordan. Im watching you!
Youre never alone with marine traffic apps.
The forecast for the final 800 miles to
Monaco gives wind at 5 knots, visibility good,
swell 20cm. No excuses, tomorrow its on
with the deep clean and the start of a long,
busy season on Blush.
& ' % ! $! %

! ' " #
&&&&!

CUSTOM YACHTING
THE
GREAT GATSBY
As ambitious and intriguing as its namesake, with space
for 12 the rst Navetta 30 is a superyacht in all but name
Text: Alan Harper Photos: Filippetti Yacht
JULY2015 61
hat do you do when you want all

the trappings of a superyacht, but
without the size? That was the
conundrum faced by the owner
of Gatsby, the rst of Filippettis
new Navetta 30s. Hed had it with
planing boats and wanted a
roomy, displacement
passagemaker, not just for family use but also with enough cabins
to make it a viable charter proposition. But he also had a terric
berth in Montenegro, which he didnt want to change. And the berth
was 30m long.
This sounds like a case of quarts and pint pots, but Filippetti rose
to the challenge. An already voluminous design, with a broadbeamed, round-bilge hull form and bulbous bow, the two-and-a-half
deck Navetta 30 was conceived as a long-range cruiser, tted with
economical engines although with enough power to push beyond
displacement speeds if necessary along with a whopping fuel
capacity of over 20 tonnes. In response to its new customers
requests, the standard layout was amended to t in a sixth cabin. And
that wasnt the only bit of modication that the owner had in mind:
in search of the true superyachting experience, he demanded a
customised master suite that could rival those aboard yachts of 35m
or 40m, or even more.
So although from the outside Gatsby looks like a standard Navetta
30, inside its something else. The entire upper deck is the owners
domain, with a compact but dramatic sleeping area surrounded by
that sweep of windows, as well as a huge dressing room and wellappointed bathroom, a worthwhile ofce, and access outside to the
aft deck. It is a spectacular suite worthy of a serious luxury hotel, and
it is a complete surprise aboard a yacht which is, after all, less than
100ft long and thats before you investigate the forward-facing
doors and step outside on to the terrace. Sheltered from the breeze
behind a wraparound glass balustrade, with space for a breakfast table
and a couple of loungers, this is a fabulous place to relax, whether in
port or under way, and a unique feature for a yacht of this size.
One trade-off for this owners indulgence in granting himself an
entire private deck is that the wheelhouse is down on the main deck
rather than the skydeck, and while the view forward is adequate, it
could be better. The main deck layout is also compromised not as a
consequence of the upper deck owners suite, however, but by the
owners wish to have a VIP suite on the main deck. This simply had
to be placed in the only available spot, behind the wheelhouse. As a
result it not only steals space from the wheelhouse, but also makes
life awkward for the crew, who can only get forward from the saloon
or galley via the side decks, which are themselves impeded whenever
the heavy-duty wheelhouse doors are open. The VIP suite,
meanwhile, feels a little pinched for space and rather short-changed
in the window department.
ENTERTAINING FOR A DOZEN

Making the Navetta 30 a six-cabin yacht has a knock-on effect in the
saloon, too, where the dining table and sofas need to be big enough
to accommodate 12 people, rather than the ten originally envisaged
by the designers. So in places its a bit of a squash.
Down on the lower deck, normality returns with four comfortable
guest ensuites, two doubles and two twins, which follow the
The dining area on the main deck is

part of the open-plan saloon, and the
table extends to seat 12
Running
the revs
The generous beam
provides plenty of space
for maintenance in the
engineroom for the pair
of 1,200hp MTU 8V
2000 M93s
The private terrace

on the upper deck
CUSTOM YACHTING
Despite the width of

the beam, seating for
12 in the saloon is a
bit of a squeeze
The beamy bow has a sunpad
in prime position and a further
alfresco eating spot
So although from the outside Gatsby

looks like a standard Navetta 30,
inside its something else
JULY2015 63
standard layout. Each has three hull windows and an opening

port in the head, plenty of stowage space and a generous 6ft
8in (2.03m) of headroom. There are also two ensuite twin-bunk
crew cabins aft, along with a small mess, and a remarkably
luxurious captains cabin in the bows, with access down from
the wheelhouse this, on the Navettas standard layout, is where
the owners bathroom would be. Space is certainly not a problem
down below.
The Navettas generous beam is also shown to excellent effect in
the notably spacious cockpit, which has a crew walkway around the
back of the sofa a very useful feature, more often seen on bigger
yachts. Another comfortable alfresco seating area can be found at the
bow, its table and bench seats shaded by a parasol, while two levels
up there is a small but very private and elevated sundeck. The aft
tender garage, concealed behind a fold-down transom hatch, which
forms a generous beach area, is suitable for a small RIB and a
personal watercraft.
GOING PLACES
With its full, rounded hull sections, drag-cheating bulbous bow and
a waterline length of just under 87ft (26.50m), the Navettas
theoretical maximum speed in displacement mode is just on 12.5
knots, which with the MTUs comes up at an easy 1,600rpm. At that
speed the fuel is owing at a relatively economical 35gph (158lph)
and even allowing for our customarily conservative reserve, the
Navettas enormous tanks give it a cruising range of over 1,700 miles.
Slowing down to 11 knots adds another thousand, while ten knots
gives a transatlantic range in both directions. More realistically
this is not a yacht designed for ocean crossings a 27,000-litre fuel
load makes the Navetta the sort of vessel that can ll up duty-free in
Gibraltar once a season then cruise far and wide in the
Mediterranean for months on end.
One of the best things about a true displacement hull is its ability
to cruise comfortably and quietly enough to make night passages an
appealing proposition. Getting to sleep shouldnt be a problem on
the Filippetti: sound levels under way barely troubled the meter,
registering less than 55dB(A) in the wheelhouse at cruising speeds.
The loudest noise in many areas of the boat was the faint hiss of the
air-conditioning. Of course, when we pushed the throttles home the
needle icked up in protest, but not as much as the fuel gauges: the
consumption penalty that comes with charging along at maximum
speed is such that youd need to be in a very serious hurry to even
contemplate it.
But Gatsbys owner is clearly not in a hurry not any more. Hes a
graduate from planing craft, and bought his new yacht specically
for what she does best slow and virtually silent long-range passagemaking in considerable comfort. As an affordable 12-berth charter
yacht she will also no doubt prove popular, although its the 12
berths that prevent her from being the ultimate cruising machine
that she aspires to be. The owners decision to place his suite on the
upper deck was inspired, but adding a main-deck VIP cabin was
perhaps a little ambitious. Retain the spectacular master suite,
however, and revise the main deck layout to improve the wheelhouse
and galley, and Filippettis Navetta 30 would indeed be a class-leading
mini-superyacht and living proof that sometimes you can t a
quart into a pint pot.
Contact www.lippettiyacht.com
On Gatsby, the master

ensuite enjoys prime
position on the upper deck
Lifes a
beach
The roomy tender garage
has space for a RIB and a
personal watercraft, while
the transom hatch folds
down to create a generous
beach area
Here, the VIP is on the

main deck but loses out
on the window front
CUSTOM YACHTING
Getting to sleep shouldnt be a problem

on the Filippetti: sound levels under
way barely troubled the meter
THE DATA
DRAUGHT 6ft 7in (2.00m)

FUEL CAPACITY 5,939 gal
(27,000 litres)
WATER CAPACITY
814 gal (3,700 litres)
DISPLACEMENT
155 tonnes (full load)
TEST ENGINES
2 x 1,200hp
MTU 8V 2000 M93
OPTIONAL ENGINES
2 x 885hp Caterpillar C18
TOP SPEED ON TEST
16.1 knots
CRUISING SPEED
12.5 knots
PERFORMANCE
(range on 80% fuel)
2,250RPM
16.1 knots, 100.31gph,
0.160mpg, 760nm
2,000RPM
14.7 knots, 68.63gph,
0.214mpg, 1,017nm
1,800RPM
13.9 knots, 51.25gph,
0.271mpg, 1,287nm
1,600RPM
12.5 knots, 34.76gph,
0.360mpg, 1,710nm
1,200RPM
10.0 knots, 6.16gph,
1.623mpg, 7,709nm
DESIGNER Filippetti Yachts
PRICE On request
A feature usually found on much larger yachts,

there is a crew walkway behind the sofa
SPECIFICATIONS
BEAM 24ft 6in (7.48m)
The owners suite on the upper

deck may not be the most
spacious but it has to-die-for views
With 27,000-litre fuel
tanks, the Navetta 30
has a range of over
1,700 miles and a
comfortable cruising
speed of 12.5 knots
JULY2015 65
n our rst day in Ithaca, after a trip across

from Kefalonia over an exceptionally calm
sea, weve found an anchorage thats as
near to perfect as possible. On the hillside,
just one villa takes advantage of the
incredible view. Ay Nikolaou has a small
beach dominated by four massive
eucalyptus trees, sturdy trunks the colour
of bleached bone supporting a shaggy mass of deepest green leaves,
which in turn provide massive pools of shade along the shore. There
are just a handful of yachts already here so we drop anchor and
within minutes, drop ourselves into the water where were instantly
surrounded by a shoal of fat, inquisitive sh.
Back on board, I drink in the view while feasting on swollen,
crimson cherries from Fiskardo market, the avour exploding on my
tongue and juice dribbling down my chin. In the middle of the bay is
a tiny island, inhabited only by noisy seabirds, and we take the dingy
over to explore it. A tiny church stands at the highest point with a
large bell hanging outside, begging to be rung. Frank duly obliges
and the birds rise indignantly into the sky. After 30 minutes or so, the
noisy swearing in the air above suggests we have overstayed our
welcome and, fearing airborne missiles, we leave the birds to their

solitude and return to the coast of Ithaca to investigate the coves and
anchorages near to where our Azimut rocks on a gentle swell.
Aware by now that the wind rises in the mid afternoon, we are
ready when the rst blast blows in and decide that, rather than
remaining in situ, we will move to a sheltered one-boat anchorage
that we spied on our dinghy trip, between here and Frikes. We dont
know it yet, but our decision to move will bring us as close to disaster
with Zafna as we have ever been.
THRUST INTO DANGER

At our chosen spot, which is an attractive, well-positioned but very
narrow creek necessitating a line ashore, Frank manoeuvres Zafna
into position and prepares to drop the anchor, but the rst error of
the day is mine; I havent removed the safety catch on the anchor
chain and so nothing happens. With an apology, I rectify the problem
and Frank swiftly brings her back into line. This time the anchor goes
down smoothly and holds, but as I descend the bathing ladder, ready
to swim for the shore with a rope, a call from the ybridge brings me
back on board; the anchor chain is jamming and we cant put out as
much as we need. Instead, we haul it all back in and move to the
TROUBLE
IN PARADISE
Among the serenity and beauty of Ithaca,
Zana faces her darkest hour
Words and pictures: Fiona Walker
Zana secure
with a bright
yellow line
AZIMUT TO THE IONIAN
Zana takes
advantage of the
solitude in Ay Nikolaou
Exploring a tiny islet

near Ay Nikolaou
Another of the tiny

islets near Ay Nikolaou
TO
LEFKAS
THE AUTHORS
Frank and Fiona Walker spend their

summers cruising the Med in their
Azimut 62, Zaffina. This year, theyre
exploring the Ionian Islands
ITHACA
KEFALONIA
IT
HA
KA
N
FROM
KEFALONIA
Adriatic Sea
centre of the bay and deeper water, where we clear the blockage and
test the anchor again. This time it works perfectly, so for the third
time, Frank manoeuvres Zafna into position and we drop back into
the narrow cove. Once we are condent that the anchor is rmly set,
I take to the water with a rope and Frank moves from the ybridge
down to the cockpit, where he can use the thruster remote controls
to move the boat and also feed out any more line I may need. Just
before I reach the rock I have chosen to tie up to, I turn back to
Zafna to call for more rope but the words stick in my throat. To my
utter horror, I can see Frank looking intently at the controls in his
hand, clearly with a problem, and little realising that the boat has
blown off course and is almost on the jagged rocks of the opposite
side of the creek. I nd my voice to scream at him and he looks up,
immediately taking in the situation. Dropping the hand controls, he
runs up to the ybridge but still she drifts and I wait to hear that
dreaded crunch that tells me boat and rocks have made contact.
With just seconds to spare, Frank swings the stern around and
Zafna is out of immediate danger. She rapidly pulls forward into
deeper water but I am holding on to the line, which is still attached to
the boat and, terried that if I let go it will spring back, get caught in
the props and render Zafna uncontrollable, I cling on for dear life.
Like a fallen waterskier, I am dragged through the wake at what
seems like a terrifying speed, sucking in mouthfuls of water before
I manage to scream another warning to my husband. Now in the
safety of deep water, he returns to the cockpit and pulls me in gently,
admonishing me for putting myself in danger before he understands
my reason for holding on so tightly. I climb back on board with
shaky legs and sit on the bathing platform until the excess salt water
has its traditional effect and I vomit a stream of pink cherry skins
into the sea.
Later that evening and back in our original anchorage after failing
to nd a more sheltered position in which to spend the night, we
have a debrieng over the events of the afternoon. Frank admits that
the fault was a simple one: in his haste, he held the hand controls for
the thrusters the wrong way round, and when he pushed the joystick
to move us to port, we were in fact going rapidly to starboard on a
trajectory straight towards the rocks. It is a lesson well learned; the
mistake brought us to the brink of disaster, but fortunately there is
no lasting harm to either ourselves or Zafna and we both know that
this particular error will not be repeated. Life on board a boat is a
continual learning curve!
CRUNCH TIME
We soon discover that Ithaca offers a wide and varied choice of
anchorages, and over the next few weeks we enjoy a number of them.
In the far south, Ay Andreas is a beautiful inlet, sheltered from both
the north-east and north-west winds so prevalent around here. It is
also popular, especially with charter yachts, and it is a good idea to
JULY2015
67
The air has a unique smell to it:

eucalyptus and pine, warm sunshine
on bare earth, and a hint of goat
Baby Zana,
and big Zana!
You can practically see

the heat in this peaceful
anchorage
get here early in the day in order to grab a

good position. But unfortunately, an early
arrival doesnt necessarily guarantee
security! We are just the third boat of the
day to moor in this picturesque bay and
soon relax into the important chores of
swimming, eating and sunbathing while
keeping an eye on the comings and goings
around us. As the day goes by, the
anchorage lls up and then starts to empty
again, but we are smugly condent of our
secure position and intend to stay here for
the night, little realising that in pulling
their own hook up, one of the departing
yachts has also dislodged ours. Frank
suddenly notices that we are off our marks
and moments later the depth alarm shrieks a warning. He runs to
switch the engines on while I jump into the water and make a rapid
swim to release our ropes, but a sudden gust hits Zafna on the beam
and propels her straight towards a nearby yacht. Before Frank is able
to regain full control, a nasty crunching sound tells us that we have
made contact. Fortunately, the damage is minimal. Rather than
re-mooring among a tangle of anchor chains, we leave Ay Andreas
and seek out another bay a short distance to the north. Here, to our
relief, there is room for only one boat and we are soon made fast
both to the sea bed and the rocks on either side of the bay.
BILLY THE GOAT, AND FRIENDS

Frank wakes me early the following day and guides me up into the
cockpit. Look, he smiles, pointing to the shoreline, and in the soft
morning light, dozens of goats of all colours and sizes are balanced
precariously on the nearby rocks, drinking the seawater and bleating
greetings to one another. It is a beautiful sight, and for almost an
hour the goats remain at the waters edge before the warmth of the
sun starts to permeate the day and they head for the cool shade of
olive trees further up the hillside.
Although were getting to know the

east coast of Ithaca quite well, we
havent yet been into the tiny capital,
Vathi. We glide over a sea as calm as
jelly, dropping our speed to just 10
knots and nosing into a number of
bays along the way as we enjoy the sort
of sublime conditions that we dream
of when were away from Zafna. The
inlet leading up to Vathi is reminiscent
of the route to Stari Grad on Hvar and
we share memories of last years
cruising until the little town comes
into sight between two headlands. A
handful of pastel hued houses line the
shore and climb the hills behind, and
along the seafront the ubiquitous Greek restaurants have increasingly
bright awnings, providing shade for the multi-coloured tables and
chairs set out beneath. The town seems to be in a time warp; little
can have changed in the last 50 years or so and whatever problems
Greece is facing are forgotten here, just an absence of visitors hinting
at the grim economic situation of the country.
Pretty though it is, the town has little appeal for us and we are
eager to be back at anchor. We return to Ay Nikolaou and, moored in
a mere 2.2 metres of ice-clear water, enjoy a peaceful night sharing
the bay with just one other boat. Before the sun is too high the
following morning, Frank and I take a walk up the hillside,
accompanied by numerous gliding butteries and serenaded by
raucous cicadas, as agile grasshoppers leap across our path and
occasionally straight into us! Our way is criss-crossed with spiders
webs and silken strands sweep across our bare arms, the tiny dark
arachnids woken from their morning siestas by the sudden pull on
their elaborately spun ytraps. The views of the bay are simply
breathtaking and I am compelled to stop every few minutes to frame
yet another photograph. The air has a unique smell to it which we
will forever associate with Greece: eucalyptus and pine, warm
AZIMUT TO THE IONIAN
Little white-washed
chapels line the
coast of Ithaca
The bell
crying out to
be rung
On rope
retrieval duty
Wild goats enjoying the

fresh morning water
With so many pretty

islets near Ay Nikolaou,
its easy to see why we Not a soul to disturb
hung around us, thankfully!
sunshine on bare earth, and a hint of goat thrown in for good

measure. Dogs bark as we pass and then retire to pant in the shade
once we are at a safe distance, and from the top of the hill we can see
across regimented olive groves to the channel between Ithaca and
Lefkas, which is violet in the haze and mill pond calm. Life is good.
ADVENTURES IN THE DARK

As the summer progresses, we make many more trips to the inviting
shores of Ithaca, and whenever we have guests on board we introduce
them to this pretty island. And despite our misadventures early in the
season, most of those visits are trouble freebut not all!
A drooping eucalyptus
tree provides some
welcome shade
At three oclock one morning Frank utters those words I dread

hearing in the middle of the night: I think youd better get up.
I haul myself from sleep and go, bleary eyed, to the saloon, assuming
that the anchor has moved or the wind has come up with a
vengeance but tonight we have a new problem. The generator
battery charge has suddenly plummeted from 12.5V to 6.3V and
unless we can get the batteries charged, we may not be able to
move from this anchorage later in the morning. As my brotherand sister-in-law are due at the airport in a few hours time, this
would present considerable difculties and the thought of them
extending their holiday is enough to prompt Frank into
immediate action! Tim and I take the dinghy ashore and I thank
my lucky stars that he is with us as otherwise I would be taking
a midnight dip to retrieve the rope, which is hooked around an
outcrop of rock on the beach to prevent us swinging. Frank remains
on board, using the thrusters to keep Zafna away from other
craft sharing the shelter of this anchorage and once rope, dinghy,
Tim and I are safely back on board, we head off into the dark.
I have never made a night crossing before and despite the fact that
my brain feels rusty from lack of sleep and my eyelids are leaden,
I have to admit that this is a magical and beautiful way to travel.
Im not sure that I would be so entranced by it if the conditions
were anything less than perfect but tonight the wind is minimal,
the sky is littered with millions of twinkling stars and we know
from our previous daylight excursions that the chances of running
into a pot around here are almost zero.
Frank charts a course back to Agia Emia, a little port we have
previously visited on Kefalonia, and at 4.30am we glide through the
entrance and quietly and efciently make fast on the quay. Annabel
somehow sleeps through almost the entire journey, woken only
briey when the thrusters, which she later maintains are situated
somewhere directly under her bed, roar into life. With a collective
sigh of relief, we return to our slumbers for a few brief hours before
the taxi arrives to take our guests to the airport and Frank and I make
plans for our next destination, Lefkas, to the north.
Next month: Lefkas and Meganisi
JULY2015
69
SEIZING
THE DOUBLE
Against the clock to break both the land and water speed records in the same year,
we revisit the scene of Donald Campbells success at Lake Dumbleyung, Australia
Words: James Nicholls Pictures: James Nicholls and the McCormack family album
BLUEBIRDRECORD
These days, the dried-out

Lake Dumbleyung looks more
like the setting for Campbells
land speed record run at Lake
Eyre, shown in black and white
uch has been written about Donald

Campbells nal world water speed
record attempt, which ended so
tragically on January 4, 1967 when
Bluebird K7 backipped into oblivion
on Coniston Water, but the
Englishmans previous attempts at
the record have faded largely into
obscurity. Arguably the most remarkable of these occurred at Lake
Dumbleyung in Western Australia in December 1964. Having already
set a world land speed record of 403.1mph in his
Bluebird CN7 car on the dried-out Lake Eyre in South
Australia ve months earlier, Campbell set out to do
something which nobody had ever done before break
the land and water speed records in the same year.
The fact that he already held the world water speed
record, which he had increased each year in 1955,
1956, 1957, 1958 and 1959 to a peak of 260.35mph,
did not deter him one iota. If he succeeded in setting
new land and water speed records in the same calendar year,
something that even his famous father Sir Malcolm Campbell had
never achieved, then surely this would deliver him the acclaim and
recognition he so desperately sought.
Donald Campbell felt he lived in the shadow of his fathers recordbreaking feats, which had earned him a knighthood and worldwide
acclaim in the bleak post-war years. Even though Donald had
achieved similar success and was now the rst man to pilot a wheeldriven car at over 400mph on the treacherous surface of Lake Eyre,
he still felt the need to prove himself. But times were a-changing and
in the age of the Beatles and the Rolling Stones, moon rockets and jet
planes, Donald Campbells feats of bravery didnt seem to capture
the British publics imagination in quite the same way.
In Australia at least, after his torrid yet ultimately successful time
in Lake Eyre, he was still a hero. And it was here that he planned to
pull off the impossible. Initially, he took his Bluebird K7 to another
lake in South Australia Lake Bonney at Barmera for a September
attempt at a new world water speed record. As at Lake Eyre,
Campbells early runs were beset by problems. The weather refused
to play ball with consistent high winds rufing the
surface and, if truth be told, Lake Bonney probably
wasnt large enough for the kind of speeds he was
In 1964 Lake
Dumbleyung was
awash, giving
Campbell the
opportunity to
break the water
speed record in the
same year as the
land speed record
JULY2015 71
Bluebird K7 arrives
at Dumbleyung in
preparation for the record
With so few facilities on

site, base camp consisted
of a handful of caravans
aiming for. Even when the wind

wasnt blowing, continuous currents
unsettled the surface of the water.
Despite the dangers, on November
23 he managed to get K7 up to 216mph, which although well short
of his Lake Coniston world record of 59, was a new Australian
record. With time running out he decided to relocate to a different
stretch of water, Lake Dumbleyung in the heart of Western Australias
wheat belt some 1,600 miles to the west. So the long journey and the
logistical nightmare of nding transport, accommodation and press
support began once again, in a place that the regional tourist board
still describes as, Out of the way. Out of this world.
THE CHALLENGE BEGINS

Having been to Lake Eyre to research a story on Campbells land speed
record attempt, I felt compelled to follow in his footsteps to Lake
Dumbleyung to discover what the arrival of his entourage and the
media circus that followed would have been like all those years ago.
Board games help pass

the time as the team waits
for the right conditions
Ian McCormacks father

scares ducks off the lake
prior to Campbells run
Campbells wife Tonia swims out to

greet him after breaking the record
on his last attempt. He didnt even
have time to put on his race suit
Lake Dumbleyung is set among a patchwork of elds full

of golden wheat and grazing sheep. The small
surrounding towns are miles apart and date back to the
1880s. It is beautiful countryside reminiscent of Kent, but
on a much grander scale with elds the size of English counties and
roads where I drove for an hour without seeing another living soul.
Even in the 21st century this region can be an intimidating place
often with nothing to keep you company other than the omnipresent
blood-sucking march ies and a temperature in December that rarely
drops below 33C. Having said that, after the stress of Lake Eyre and
the disappointment of Lake Bonney, it must have been a pleasure for
Campbell, and his depleted retinue, though still including his wife
Tonia and engineer Leo Villa, to arrive at Lake Dumbleyung .
The lake is 13km long and at its widest 6.5km across but in the
19th and early 20th century this salt-water lake was often without
much water, much as it is today. But in 1964 heavy rains meant the
lake was full to brimming. It was perfect, as long as the wind did not
blow and the local duck population stayed away.
BLUEBIRDRECORD
Firing up Bluebirds jet

Fifty years on and having already experienced all the ennui, heat,
engine on the shore of
frustration and ies that Lake Eyre had to offer, I too found myself at
Lake Dumbleyung
Lake Dumbleyung. I was hoping to talk to people who remembered
what had taken place on this lake so far from anywhere. If you want
to stay at Dumbleyung, then there is still only one option: the
Dumbleyung Tavern. It was here that Campbell spent Christmas
1964, and it was to here that I had been directed for a meeting with
the landlord Ian McCormack, who recalled in detail the impression
that Campbell and his boat had made on him half a century ago.
I was nearly eight years of age but of course when you get such a
signicant event occur in your life, even at that age, you do
remember. The other thing that probably assists that memory is that
my mother and father were passionate about it. Dad was the local
policeman and involved with all the comings and goings. And of
course as little kids we sort of hung around
The author (right) with Ian
and listened to everybody.
McCormack, who witnessed
One of his fathers jobs was to try and rid
Campbells record-breaking run
the lake of shell ducks prior to each record
run, by doing high-speed runs with the ski
boats, but the memory which still burns longest
is that of Campbells nal record attempt.
I remember going out to the lake early in
the morning of December 31, says Ian.
Donalds major dream was to do what he
called the double the land speed record and
the water speed record in the same calendar
year. Now it was the last day of the year. There was only one more
Dumbleyung attempt. At 8.05 metres long, 3.20 metres wide and
chance and that was it, today.
weighing over 2 tonnes, with its Metro-Vickers Beryl turbojet engine,
Hed been trying for, what, eight, nine, ten days or so to break the
which at full throttle could drain its 51 gallon fuel tank in under four
record but conditions hadnt been correct, so now were left with just
minutes, it was quite a beast to drag to the other side of the world.
one day and it was going to be hot, very hot. The wind was blowing a
Id heard rumours that Campbell wasnt wearing his race suit on the
gale and the lake had waves on it, 12, 15, 18 inches high.
rst of his two timed runs and Ian is quick to conrm them.
Around midday or thereabouts Donald had sort of given up the
Donald didnt wear his driving suit, he simply didnt have time. As I
ghost and thought right-o, well were going to y to Perth. Hed been
say, this was all a rush, a big rush. He did take his helmet, thats proven
invited to various New Years Eve parties and stuff, so I think he
by photos, but I can conrm that he did not take his mascot (a soft toy
gured he might as well go and enjoy them, so he left the camp to go
called Mr Whoppet). I was standing right near Tonia and she was
and y his own aircraft to Perth. But
holding Mr Whoppet. The rst and only time, as far as Im aware, that
as he took off, I guess out of natural
hed ever done a run in his boat or car without his mascot.
curiosity or whatever, he looked at the
Its a good job Campbell never noticed that his lucky mascot was
lake and saw that the surface was
missing or he might have had second thoughts about undertaking the
getting calmer. He did a very steep
runs at all. As it is he red up the jet engine and roared off into the
turn over the lake and came straight
distance before turning round and repeating it in the other direction
back in to land.
within the stipulated one-hour period.
Around three oclock they were
When Bluebird came in to shore, we were all very, very excited,
ready to go, people were in position
recalls Ian. We knew they had trouble with the timing gear. The ofcial
and the conditions were classied
speed couldnt be veried immediately, but it looked like there would be
perfect no wind, ideal conditions,
a new record, we just didnt know exactly what the gures were. Tonia
at lake.
was so excited that she ended up jumping in the water and swimming
We were standing right there,
out to the boat.
watched it all, the boat going back
Only once theyd gone back to the pub to calculate the gures did the
into the water and then the run itself.
team announce a new world record. Hed done it. The double was his.
There werent a lot of people there;
On his last attempt on the last day of the year, Donald Campbell had set
Ive been told there were only 21
a new world water speed record of 276.33mph, becoming the only
people actually at base camp. Even as
person ever to break the land and water speed records
kids we knew that this was his last
in the same calendar year.
chance to do the double.
Just two years and four days later the swashbuckling
Donald Campbell would die at the wheel of Bluebird
IN THE NICK OF TIME K7 as he attempted to raise the record once more on
Lake Coniston. Its a testament to his achievements
Ian took me to the little known spot
that his record has only been bettered three times since,
where base camp had been, where
the last occasion in 1978 when Australian Ken Warby
they whiled away the hours in the
set a new record of 317.60mph at Blowering Dam in
searing heat waiting for the right
New South Wales.
conditions. You can still see where the
The nal thing Im shown in Dumbleyung is a letter
tree stumps had been removed and a
dated February 27, 1967 from Leo Villa, faithful chief
ditch dug so that Bluebird could be
engineer to both Malcolm and Donald, who replied to a
slipped into the shallow water. K7 was
letter of condolence from the land owner who had
an extraordinary craft. Designed by
granted access to the Lake Dumbleyung. Villa wrote,
brothers Ken and Lew Norris and rst
Please convey my regards to the kind people of
launched at Ullswater in February
Dumbleyung who strived so hard with Donald to
1955 it had gone through various
achieve our last record in 1964.
iterations by the time of the Lake
We were standing right there, watching

it all, the boat going back into the water
and then the run itself
JULY2015 73
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CODE: 15V
BOAT MASTER ASKMBY
NEWTECH TRIED&TESTED OURBOATS BOATSKILLS USEDBOAT FINDME A USED
ADVERTISING FEATURE
Improve your boats

performance with a
trim tab workout
Power cats make

a great base for a
charter holiday
BEFORE
Corroded or poorly maintained trim tabs can affect
your boats performance, ride and fuel efciency
GOT A
QUESTION?
EMAIL US!
ASKMBY
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YOUR QUESTIONS
Chartering a cat; sportsboat acceleration
THE POWER OF CATS
Inspired by your power cat special last month,
Im thinking of chartering a cat this summer in
Croatia. Ive got a fair amount of experience
with a monohull and my licences, but what do I
need to know for a cat? Sam Hughes
Once you come to terms with their extra width,
catamarans are actually very simple to handle
due to the props being so far apart from each
other. Pivoting the boat is very easy and the
ones I have skippered tend to turn in their own
length. You have no need to use the wheel at
slow speeds, as with a twin shaft drive
monohull, because the use of the two
throttles gives you excellent control.
Cats sit very solidly in the water and tend
not to be as vulnerable to breeze as a
monohull, the two hulls give strong grip on the
water and mean the boat tracks very straight
at slow speeds with little need to tend to the
wheel even at displacement speeds, you can
just set the speed and course and relax.
Diesel Paragon 25
did accelerate faster
than its petrol rivals
Croatia is mainly stern-to mooring, though,

and I imagine you may spend some nights on
anchor, which a cat is perfectly suited to and
provides a brilliantly stable platform. Good
luck and enjoy the charter! Jack Haines
TALKING TORQUE
I know enough about going fast to understand
that acceleration is really determined by the
torque-to-weight ratio, not the often
misrepresented power-to-weight. However,
even though the Paragon Ranger 25 had a
high-torque diesel instead of its rivals petrol
outboards, I was still extremely surprised that
this far heavier boat (roughly double the 1.5
tonnes of the XO 250) beat the other three in
the acceleration tests. Are you sure your
figures are correct? Arthur McClaine
Good spot Mr. Stig; given the relative
displacements and similar horsepower, youre
right to question the figures. The answer does
lie partly with the diesels higher torque, but
also with the DuoProps on the end of the
Volvo sterndrive. The two props have seven
blades between them; that means a notably
larger blade area, and hence much lower
pressure loading on individual blades. In turn,
this means that when the props are asked to
instantly transmit torque into the water at
its highest during standing start acceleration
the blades slip far less. Ergo, rapid
acceleration and the figures you see (which
were correct). Dave Marsh
Are you in trim for the season? Trim tabs can

give a better ride and save fuel when set
properly. Get them fully functioning before your
summer cruise.
How do I check if my trim tabs work?

Ask a friend to operate the trim tab
buttons while you check that both tabs
extend and retract at the same speed and range.
As a rough guide the ram should extend
between 4in and 6in.
Do I need to change or top up

hydraulic fluids? The fluid in the
reservoir should be clean if the fluid
is cloudy this is a sign of water ingress into
the system. The fluid level should stay within
the marked levels when operated in both
bow up and bow down positions.
How can corrosion be prevented? Trim

tabs need sacrificial protection to avoid
corrosion usually a small bar anode
fitted to the inside ram bracket. We advise
adding a disc anode to the topside of each tab.
After a service and overhaul in Berthons workshop

they look as good as new. For more information on
this and other projects visit www.mby.com/berthon
AFTER
CALL NOW
FOR YOUR QUOTE
+44 (0)1590 673312
JULY2015
75
NEWTECH
The latest marine engines and innovations
Our Technical Guru

Dave Marsh
Email: mby@timeinc .com
Tender
moments
Theres an abundance of tenders around if
youre looking for something a little different
be that smaller, lighter or more versatile
Williams launched its latest model

earlier this year. The Sportjet 520
differs markedly from its existing petrol
Turbojet and Dieseljet siblings, with a
new-fangled convertible seating/
sunbed layout aft. Theres a more
obvious nod towards watersports like
waterskiing and wakeboarding, with an
integral ski-pole and a bigger bathing
platform providing easier boarding.
Weve not tested the 520 yet, but when
we do Ive little doubt that it will be as
brilliant as all the other Williams
waterjet propelled marvels Ive driven.
However, were not all blessed with
two-metre deep electro-hydraulic hi-lo
bathing platforms, or flybridges with
600kg cranes, or voluminous tender
garages. Nor around 38,000 in spare
cash. Also, not everybody wants to
hurtle around at the 56mph the 520 is
capable of, although why not is a
mystery to me. Of course there are
smaller and more affordable Williams
models too but some may want their
tender to potter along under sail as well
as power, or fold up into a small carrier,

or even be so small and light that it can
be lugged around by hand. There are a
plethora of small tenders to choose
from. However, it is this particular
disparate threesome that caught my
eye at the London Boat Show.
F-RIB
The F-RIBs comprise a six-strong range
of solid bottomed RIBs. Five are
outboard powered, one is a sailboat,
and they range in size from 2.75m to
4.60m. Their common design feature is
that they fold into three parts to
produce a compact, portable mass that
can be bundled into a lazarette or the
back of a car. For example, the 275 folds
The DinghyGo comes

with the option of a
small sailing rig
down to a boot-sized 900mm x

850mm x 400mm. Compared with a
simple inflatable, their prize-winning
feature is their hard bottom, because
even the very best inflatables cannot
compete with their rigid-hulled
counterparts when it comes to
handling, performance and practicality.
Several things impressed me when
I got my hands on one. F-RIBs build
quality is remarkably good when you
consider their price as little as
2,216 for the 275, and only rising to
3,274 for the 4.60m long 460RF.
Simple bolts, hefty locating lugs, plus
the pressure in the tubes lock the three
sections firmly into place. Yet despite
their obvious strength
MY TAKE: I had a Walker Bay with a small
sailing rig for a while and loved the

versatility of being able to sail around the
bay when at anchor. This degree of choice can only
be a good thing for motor boat owners. Hugo
and rigidity they are remarkably light,

ranging from 36kg for the 275 to
72kg for the 460RF. So even the biggest
could be manhandled by a strong
individual, or two punier types.
Their rigidity gives them the speed
that most floppy inflatables would
struggle to match, e.g. 15 knots with a
5hp outboard on the 330, and 21 knots
with a 15hp on the 460. They are also
impressively deep, between 450mm
(18in) and 550mm (22in) from the floor
to the top of the tubes, which will make
them feel safe under way. If your
lazarette has a 1,400mm x 1,100mm x
450mm space to spare, the 460RS is a
gem, and for an extra 2,200 over the
outboard-only 460RF you get a highly
versatile tender that can whizz along at
24 knots with a 20hp outboard and
glide along serenely under sail too.
BOATBOX
At the other end of the spectrum is the
BoatBox International (BBi) 650
Leisure Tour. Or BoatBox for short. This
BOAT MASTER NEWTECH
ingenious device blends a large car roof

box (650 litres) with a small rigid tender
that is light enough at 23kg to throw
over a shoulder. Despite its compact
size 1,800mm long by 590mm wide
it is buoyant enough to carry a load of
up to 125kg, roughly the weight of a
typical 80kg man plus two dozen
magnums of champagne (or if needs
must, a small surly teenager instead).
BoatBoxs website suggests a
30-pound thrust Minn Kota Edura 30
electric outboard at 130, but given
that the tiniest 2.5hp petrol outboards
weigh as little as 13kg, substantially less
than the
aforementioned
teenager, I cannot
see any reason
why these could
not be used
instead with
appropriate restraint.
BoatBox is
constructed of doubleskinned ABS, and the air
between the two skins provides
enough buoyancy to keep it afloat if it
capsizes. If youre happy with black or
green, youll get a penny change from
1,000, and there are very few extras to
ponder other than a more vibrant
colour such as Adventure Red at +50
and the outboard bracket oars,
rowlocks, and a seat are all included.
To keep its contents safe on the cars
roofrack, it is fitted with four locks, one
in each corner. It also sports a built-in
jockey wheel, so you can save on
repeated trips by filling it full of gear and
dragging it along. I thought it might
appeal to owners of very small and very
large boats alike; as the only tender on
a similarly tiny mother-ship, or as a
second tender on something larger.
Interlocking lugs keep
the F-RIBs folding hull
rmly locked in place
Lightweight design is
easily driven by a small
electric outboard engine
The BoatBox doubles as

a very handy roof box
when not on tender duty
Or you can use the good

old-fashioned approach
to push it along
The Williams Sportjet

520 and its smaller
siblings are still the
tenders to beat
DINGHYGO
Like the far larger F-RIB 460RS,
the DinghyGo 275 comprises a
small inflatable that can be powered
either by a small outboard or by a
simple sailboat rig, giving it tremendous
versatility. You may recall that the
Tinker Tramp had been doing just that
for many years, but sadly this is no
longer made. However, there is an
A rigid hull gives
the F-RIB superior
performance to
true inatables
association website (www.

tinkerowners.co.uk) with a
for sale section. The DinghyGo
275 also has a smaller sibling, the
DinghyGo 225, although both share the
same generous 1.45m beam.
Length notwithstanding, the
principal difference between the
DinghyGo duo and the F-RIB 460RS
is that the former pair are simple
inflatables, not rigid-bottomed boats.

The 275 takes an 8hp outboard, weighs
30kg (plus 15kg for the rig) and costs
2,499 while the 225 is 5kg lighter
and 200 cheaper. The UK distributor
is Nestaway boats, and it has an
amazing collection of interesting
tenders, dinghies and kayaks, the
common theme being that almost all of
them fold, collapse or deflate.
If youre short of space on board, or
just fancy something out of the
ordinary, Nestaways website is a great
place to start. Space prevented us from
covering more tenders, but the fold-flat
PortaBote is worth a close look too.
Contacts
www.williamsjettenders.com
https://foldablerib.com
www.boatboxint.com
www.nestawayboats.com
www.intramore.co.uk (PortaBote)
A rigid hull gives the F-RIB
superior performance to
true inatables
JULY2015 77
Volvos FWD (Forward

Drive) is aimed
principally at the
wakeboarding and
ski-boat market
Unlike marine
electronics, food
stuffs are clearly
labelled with
plenty of detail
TAKING A
BEARING
TIM BARTLETT: The art of communication

You must have seen them those
TV adverts that arent just adverts.
The ones that are lovingly handcrafted by expert wordsmiths at the
worlds greatest ad agencies: sweet,
juicy chunks of the finest clichs,
marinaded in a rich sauce of fresh
superlatives, hand-picked from an
online thesaurus and lovingly
garnished with a sumptuous
bouquet of irrelevant detail.
If youre anything like me, you
wont give a tinkers cuss about
which particular island paradise
grew the vanilla pods that flavour
tonights frozen dairy dessert.
But there cant be much doubt
that packing adverts with this kind
of spurious detail works wonders
on our subconscious. We might not
be able to tell the difference
between a Madagascan vanilla pod
and one from wherever else vanilla
trees* grow, but its flattering to
have someone even the
anonymous hack who writes the
blurb on yoghurt pots pandering
to the pretence that we can.
But if this bombardment of
unnecessary information works for
other industries, why is the marine
electronics industry so reluctant to
provide its customers with even
basic information about products
that can easily cost as much as ten
years worth of TV dinners?

If you wander into Currys looking
to spend three hundred quid on a
PC, you can compare the basic
specs of every model in stock,
simply by looking at the labels on the
shelves. It doesnt matter that some
of the customers and most of the
staff wouldnt recognise a terabyte if
one was chasing them up the high
street: the fact that the information
is available gives customers at least
some sort of basis on which to make
an informed decision about how to
spend their money.
But it seems that boat owners
who are planning to spend three
grand or 30 grand on marine
electronics arent to be trusted with
such dangerous information. Were
expected, instead, to rely on such
pointless comparatives as faster
brighter or more powerful (than
what?), or to pick what we can out
of names like DownV, Down
Imaging and DownVision. The
misplaced capital letters and
random diacritics may say
something about the creative
abilities of the various companies
marketing departments, but
they tell us absolutely nothing
about their products.
*Actually, vanilla comes from
orchids, not trees
Volvo
unveil
new drive
system
Back to front drive plus new V6-petrol engines
Volvos press release describing its new
Forward Drive propulsion system kept
comparing it with a single engine
shaftdrive boat. Surely, I thought, this is
Volvos disingenuous way of distracting
attention from the FWDs obvious rival,
the sterndrive, which already sports all
the FWDs benefits of fuel efficiency,
better manoeuvrability, less obvious
exhaust fumes, lack of offset prop
torque, ability to lift the drive, and so on.
In fact, the FWD has been designed
specifically for the wakesurfing,
waterskiing, and wakeboarding market.
Here, the shape and the height of the
wake is absolutely crucial for the person
trailing at the end of the rope, and Im
told that sterndrives simply cannot
produce the right wakes. Which
explains why all the wakeboard and
waterski-boats Ive ever seen have
small single shaftdrives. Whereas, Im
told, quite emphatically, that the FWD
can be trimmed and fine-tuned to
produce the wakeboarders dream
wake, and a symmetrical one too.
It may sound specialised, but one of
the FWDs other benefits will also appeal
to more mainstream boaters. If you
spend a lot of your time in the water,

the forward props are going to be
further away from wayward body parts
when you climb back over the transom.
Volvo has also added two new 4.3
litre V6 petrol engines to supplement
the more powerful V8 engines (380hp
& 430hp) it launched in 2012 and 2013.
These 200hp and 240hp all-digital
engines can be mated with several
alternative sterndrives, and of course
the new FWD. Volvo claims that these
new engines, yield dramatic
improvements in torque, acceleration,
fuel efficiency, emissions and
durability. I cant vouch for all of those
wonders, but the torque curve does
look mightily impressive, with only a
little less than the full torque of 300ft/
lb (400Nm) on tap from 2,000rpm.
More tangibly, both engines are
based on lightweight aluminium
automotive blocks made by GM, and
that translates into light engines (only
404kg including the DPS outdrive) with
a very compact footprint that is just
777mm (30.6in) long. That combination
will make them appealing to owners
debating whether to fit outboards or
inboard sterndrives on their next boat.
Contact www.volvopenta
forwarddrive.com
Volvos new 4.3-litre

V6 petrol engines
come in 200hp and
240hp forms
BOAT MASTER NEWTECH
No hurly-burly here
Hurleys H20 is below, while the

Traditional model is above
New range of davits make tender use a breeze

Rarely have I come across a range of
products which seem to be so
ingeniously designed on so many levels.
Hurley Marine makes a trio of davits
which look like just the thing for
launching and retrieving and stowing
tenders on boats that dont have the
benefit of a hi-lo bathing platform, or
the luxury of a dedicated tender garage.
And that has to be an awful lot of boats.
Although the three models are
different in operation, they share
common design details which will
appeal to all. Thanks to an
uncomplicated system of removable
pins and slotted guides, they are all
demountable. That makes it easy to
optimally position the davits anywhere
on the bathing platform, or even
modify the spacing or positioning if you
change your tender

later. It also provides
an extra degree of
versatility they can be
left off if youre boating
out of a marina and dont need
the tender for transport ashore,
or put in place if youre cruising
farther afield.
Some of the parts are made
of stainless or coated aluminium
(allegedly to military specifications, so
handy in a war zone, I guess) but
wherever possible the parts are made
from polyethylene, which Ive found to
all intents is indestructible sufficiently
so for Hurley to offer a reassuring
two-year warranty, an uncommon
bonus for marine equipment.
Hurleys H3O is the most imaginative
Hurleys ingenious
H30 davit is made
largely from
indestructible
polyethylenes
davit. For the very best explanation of

its workings, nothing beats the videos
on hurleymarine.com. In simple terms,
though, the polyethylene cradle swivels
and hinges simultaneously. This allows
the cradle to move around to face
backwards and downwards while the
tender slides into place over the
transom, and then hinge and pivot
around into the stowed position.
Helping this process immeasurably is
a detachable 4:1 ratio winch on the
end of an adjustable pole which slots
into the front of the cradle. The H3O can
handle tenders up to 193kg (425lb),
although Hurley points out that this

depends on weight distribution.
Apparently the H3O and the Sea Doo
Spark PWC work particularly well
together, and thats no lightweight.
With the H2O davit, the tender is
simply pushed off or
recovered over the two
arms, with rollers
recessed into its two
arms easing the
tenders passage.
However, the two arms
can also be made to pivot so that the
tender is canted athwartships towards
the water, making things easier still.
Although Id definitely have named it
the H1O, Hurley calls its simplest davit
the Traditional. The launching and
retrieval process is the same as the
H2O, but without the formers more
sophisticated rollers. However, its
simplicity also gives it impressive
strength, and a pair can handle up to
295kg (650lb).
Hurleys davits are now being sold by
B.H.G. Marine, and they range in price
from 795 to 1,450 for the H3O. I bet
thats a lot less than the price youve
been quoted for your electro-hydraulic
high-low bathing platform.
Contact www.hurleymarine.com
& www.bhg-marine.co.uk
AND YOU THOUGHT YOUR BOAT WAS SPECIAL

So, another flight of fancy?
With little more to go on presently
than a fascinating website that is
tantalising but technically
unrevealing, it would be easy to
dismiss this as one of the whacky
speculative flyers that designers
regularly churn out. In fact, Glider
Yachts will be launching its first boat
at the 2015 Monaco show
One is how the waterjet propulsion

will work, since its apparently
completely different to any existing
jet propulsion. Another unknown is
what form the Stability Control
System takes Glider Yachts chief
designer Robert McCall told me that
this too is unique, and top secret.
Plus, the inscrutable wavepiercing hull

forms are allegedly quite different to
the current exemplars.
What are its vital statistics?
The picture you see is the Sports
model, but it has three closely related
siblings; Limousine, GT, and just to
prove how normal the others are, an

Extreme Sports! Depending on which
variation you pick, you could end up
with some combination of 4,000
horsepower, 100 knots, a 2,400 mile
range, and a craft between 18m and
80m in length.
Contact www.glideryachts.com
What is it?
In philosophical terms, an attempt to
completely rewrite the rules of ultrahigh speed passage-making. In
technical terms, it is a wave-piercing
CAT, and the fact that its hulls are
ultra-slender wavepiercing forms
is at least as important as the fact
that its a catamaran. Correctly
designed, wavepiercing hulls
monohull or CAT pitch far less in
heavy seas. They are also extremely
low drag forms.
What else do we know about it?
As Donald Rumsfeld would say, there
are a number of known unknowns.
Slippery power cat

hulls and a very large
fuel tank ensure a
transatlantic range
JULY2015 79
BOAT MASTER NEWTECH
Thermal
monoculars
New sight
Big screen
Autoguidance
St John
Ambulance
First Aid
Garmins latest MFDs top 16in
New higher
res displays
Raymarine has upgraded its line-up of

hand-held thermal cameras with the
introduction of the Ocean Scout 240
and Ocean Scout 320.
Although the new cameras look very
similar to the existing TH24 and TH32,
they both feature a new higherresolution display and improved
performance that enable the OS320 to
detect a man-sized target at 550
metres in total darkness, while the
lower-spec OS240 could pick him out
at 350 metres. They also allow you to
spot buoys and floating debris.
Their prices are in direct proportion
to their performance: the OS240
retails for 1,458.33, while the OS320
is 2,208.33.
Contact www.raymarine.co.uk
Garmin has announced its largest

yet MFDs a pair of 16in multi-touch
models that join the existing
line-up of 7, 8, 10 and 12in units in the
7400 series.
The two new displays are called the
GPSMAP 7416 XSV and the GPSMAP
7416. Like the rest of the 7400 range,
both of the new models include 10Hz
GPS and can use Bluechart G2 Vision
cartography, including Autoguidance.
Given a few vital statistics about the
boat, and a start and end point, this
unique-to-Garmin feature
automatically searches
through the relevant
charts to create a route
that avoids shallows
and obstructions.
Both the new
models also
include full networking capabilities

that allow them to connect to other
displays and external sensors, such
as sonar modules, radars, autopilots,
thermal and visible-light cameras,
and so on.
The difference between the two is
that the XSV includes a 1kW dualchannel CHIRP sonar, and DownV
and SideV scanning sonar.
The list price of the GPSMAP7416 is
4749.99, with the sonar functions of
the XSV adding an extra 500.
Contact www.garmin.com
Basic first aid

could save a life.
Or it could stop a
minor injury on
board from
deteriorating and
ruining a holiday, or worse.
Available for iPhone, Android,
and Blackberry, this no-frills app
provides easy-to-find and easyto-follow advice on how to deal
with a range of first-aid
scenarios, from minor sunburn
to strokes and heart attacks.
Compatible with iPhone, iPad,
iPod (i0S3.13 or later),
Android (1.6 or later) and
Blackberry (Z10 and Playbook
on OS10.0.0 or later)
Free from iTunes
Free from Google Play
Free from Blackberry App World
The
Autoguidance
feature will
plot a route
tailored to your
boats size
Hybrids are having it all

All-singing, all-dancing MFDs from Raymarine offer all you need for precise passage planning
Combining the trendy glass bridge
looks of the big-boat gS Series, with the
versatile Hybrid Touch control system
of the established E Series, Raymarine
has launched yet another range of
multi-function displays. This one is
called the eS Series, and is made up of
seven different models, with 7in, 9in
and 12in displays. All three sizes are

being offered with a choice of
ClearPulse or DownVision highdefinition sonar, with a no-sonar
version of the 7in model (the eS75)
keeping the headline price down to
995. Price for the top-of-the-range
eS128 is 2,845.
The Hybrid Touch control system

offers the simplicity of touchscreen
operation for use in calm conditions
or passage planning, but with the
back-up option of a panel of pushbuttons and a wiggle and twiddle knob
for more precise control when under
way in rougher water.
The eS Series
takes its
inspiration
from big-boat
technology
80 JULY2015
Raymarines Lighthouse 2 operating

system combines charting, sonar,
radar, video and thermal imaging, along
with engine and electrical systems
monitoring and management, autopilot
control, and on-board entertainment.
Its evolved steadily since it was first
introduced in 2013, and among a long
list of minor tweaks such as the
addition of Bulgarian language (I kid
you not!) it now boasts the ability to
handle C-Map charts as well as
Navionics, with an auto-routing
function available in both.
Theres a third charting option
available, though it doesnt cover the
UK yet. Raymarine introduced its own
Lighthouse charts last year, offering a
choice of raster or vector charts of the
USA, available for free download.
Coverage is gradually expanding , and
now includes most of northern Europe
from the Baltic to the Atlantic coast of
France, with the significant exception of
the UK. Sadly, the European and
Scandinavian charts are not free: their
prices vary from $54.90 to $104.90
(about 36-69).
Contact www.raymarine.eu

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Cruise
further,
cruise
safer
Marinas in the
Mediterranean often
seem to have more than
their fair share of boats
that look forlorn and
unloved. Making sure
yours doesnt become
one of them is essential,
even if you have to leave
it overseas for months at
a time when work or
family life intervenes.
The key to ensuring it
stays in good nick is to
make sure you set
everything up correctly
prior to leaving.
TANKS AND TOILETS

After any trip, but especially if you are
going to be leaving the boat for a
period of time, empty any holding
tanks and flush the toilets with a
suitable cleaner and steriliser so nasty
niffs dont fester while the boat is left
unused. Its good to leave the water
tanks close to empty as well. Fuel, on
the other hand, is usually best left full
as it removes air from the tanks, which
reduces the risk of contamination.
SECURING LINES
Most Mediterranean marinas have
very little tidal movement so you moor
stern-to a fixed quay rather than a
floating pontoon. When youre staying
on the boat, it makes sense to keep
the stern relatively close to the quay
for easy access to and from the shore.
However, when leaving the boat for a
lengthy period its sensible to move it
further away from the quay than
normal to take account of freak
weather and tidal surges. To do this on
a stern-to Med style mooring you
slacken the stern lines slightly and
then tighten the bow ones. On a small
boat you should be able to do this by

hand but on a large craft I tend to use
the anchor winch to pull the bow line
tight. If your boat is fitted with stern
winches, the alternative is to loosen
the stern lines a bit more, move the
boat forward on the bow lines then
tighten the stern lines making sure
you finish with the bathing platform
still a good metre away from the quay.
Double bow lines are also a good
idea if youre leaving the boat for a
longer period than normal I often
see boats attached with two stern
lines and cross springs but only a
single bow line. That may simply be
force of habit or because the second
line is rarely used. If in doubt, ask the
marina to supply a second bow line for
peace of mind. For belt and braces, a
couple of fenders on the stern will
provide a final line of defence.
With the main bow and stern lines
firmly secured, set cross spring
lines from either quarter to reduce
twist and surge. Its a fine balance
between some slack to allow the boat
to move a little with the wind and
wash, but not so slack that it can
Use two bow lines instead of one and

tighten them using the anchor winch to
hold the boat further away from the quay
touch the quay. Tie the fenders to the

stanchion bases rather than the
grabrails to reduce the risk of bending
them and locate any shorepower lines
securely so they cant pull free or come
under any tension and dont pose a trip
hazard on the quay.
SUN AND SALT DAMAGE
The hot sun and the glorious blue sea
may be the reason you took your boat
overseas in the first place but they can
also be your boats worst enemy if left
unchecked. The heat of the
Leaving a boat overseas

Text: Jon Mendez Photos & video: Lester McCarthy
Thanks to Fairline Cala dOr for the loan of the Targa 62
SEE THE VIDEO
mby.com/cruise11
BOAT MASTER BOATSKILLS
Pantaenius tip No 11
Out of sight should not mean
out of mind. Try to arrange for
regular inspections when you
are away from the boat
Aim for a gap of around 1.5m between the

stern and the quay to take account of any
unexpected storm surges
The inset shot shows the normal gap

left between stern and quay to ease
shore access when staying on board
Wash down really well to remove baked on

salt crystals, paying particular attention
to under the rails where spray builds up
Tie your fenders to the stanchion bases

to reduce the risk of bent grabrails
caused by an unexpected surge
If you havent got a windscreen cover use

a dry towel to protect the dash and nav
gear from the effects of the sun
Lower all the interior blinds and stow

away all the cushions to keep them
out of the suns damaging rays
Make sure the shorepower lead is safely

tied so that it doesnt come under any
strain or present a trip hazard
Setting crossed spring lines will reduce

any twist and surge while a stern fender
provides a nal layer of security
Mediterranean sun will quickly turn salt

crystals into baked-on lenses attacking
your gel-coat with even greater ferocity
than in the UK so its essential to wash
down everything really well, using
shampoo to remove all that corrosive
salt. Unlike the UK, you cant rely on the
rain doing the job for you. Make sure
you get into all the nooks and crannies,
especially under the rails where the salt
builds up from spray, and remember
the anchor winch and the chain in the
locker. Take time to do a really good
rinse off and dry the windows to remove
streaks. I like to give any parts that
move a dose of anti-seize spray as well,
including the anchor winch, VHF aerial
pivots, door locks, window catches,
tender crane lifts, and passerelle parts.
Cushions are best removed from the
exterior of the boat, especially bow
sunbed cushions. Undoubtedly a pain
to store, theyre easily ruined if left out.
A good cover can help if space inside is
tight. Try to store all cushions upright,
dry and undented by other objects.
installed then drop them to keep the

interior as cool as possible, but if not
then at least cover the dash and as
much of the seating as possible to
reduce sun damage.
Sportscruiser covers and upholstery
dont last long in constant sunlight so a
vented tonneau cover can be a simpler
and more cost effective solution than
letting your main canopy
covers take the brunt
of it. All boats
benefit from
windscreen
covers that go
on the outside
to protect from
the suns glare
I have seen
navigation
screens ruined
and dash panels
warped from sun
damage. On flybridge boats
either an all over cover or individual
covers for the helm and seating are a
worthwhile investment.
Its also important to ensure your
covers are secure as even a single loose
corner can allow a strong wind to
thrash it about, causing further damage
to the cover and the surrounding
fittings. When it does rain in the Med it
tends to be a huge storm and the
weight of water can prove equally

damaging, so make sure your cover
supports are secure so that they dont
collapse, allowing water to pool and
stretch the fabric or bend the frame.
TECHNICAL CHECKS
I always try to exercise the seacocks
after a trip and leave them closed.
I then tie a note to the keys and put a
second on the dash so I dont forget!
Some air conditioning systems have
a timer function that you can set to
come on at intervals to move the air
about and cool the interior but this
is dependent on sufficient power
being available and the filters not
becoming jammed with floating
rubbish and overheating the system.
While in the engineroom check that
the bilge pumps work and any float
switches activate correctly. Its also
good practice to encourage a flow
of air through the engineroom, either
through the vents or by leaving a
hatch ajar.
Lastly, have a read of the small print
on your insurance policy, some have
unusual clauses that stipulate regular
checks on the boat or cover the cost
of a minor failed item but not the much
more costly damage which may
ensue. Either way, it may be worth
considering paying for some form of
local gardiennage so that your boat
is kept clean, the lines are checked,
and shorepower is working. It will save
you precious holiday time when you
next arrive and often pays for itself in
the long run.
PROTECTING THE INTERIOR

The temperature inside a sealed boat
can easily reach 40C or more and this,
together with direct sunlight, can cause
significant damage to your boats
interior, especially the precious
woodwork. If your boat has blinds
KEEPING THE AIR FLOWING

Ventilation is key to keeping the boat
in good condition but bear in mind
that red Sahara sand carried
on the wind can be a
problem in certain
parts of the Med.
It is very abrasive
and can end up
in the most
bizarre places,
so ventilation
is good but go
easy. I like to leave
the port holes
closed but prop
open a hatch a fraction
at either end to allow
some air to circulate many
hatches are designed to do this while
still remaining locked. Cabin doors
propped open and locker lids left ajar
is another way of keeping the air
moving. Fridges need to be emptied
and left off with the door open, and its
best not to leave any open food in
lockers, as cockroaches on a boat are
a nightmare to get rid off.
The temperature
inside a sealed boat can
easily reach 40C or
more and this, together
with direct sunlight, can
cause signicant
damage to your
boats interior
JULY2015 83
OURBOATS
Top tips from real boat owners in the MBY eet
MBY SFLEET
JEANNEAU NC14
DIANA
JOHN BRUNYATE, Port Solent Marina, UK
MAREX 370
AVERLE
MARK POLLARD, Lymington Yacht
Haven, UK
PRINCESS 67
JENNYWREN
MIKE ROTHERY, Sant Carles
Marina, Spain
KARNIC BLUE WATER 2250

BOHEMIAN GIRL
HUGO ANDREAE, Poole, UK
BNTEAU SWIFT TRAWLER 34

BLUES AWAY
JACK HAINES, Portimo Marina, Portugal
FAIRLINE PHANTOM 48
CORONA
KIERON WHITE, Ocean Village, UK
DUCHY 27
ALCHEMY
PHYLLIS ROCK, Yarmouth, UK
SEARIDER 45
FORMANDA
KIM HOLLAMBY, Haslar Marina, UK
SELENE 47
HIGH FLYER
TESSA TENNANT, Lymington, UK
HORIZON PC60
BLUE HORIZON
ALEC HAMMOND, Bahamas
FLEMING 55
PLAY DEAU
PIERS DU PRE, Guernsey
GREENLINE 33
SOLAR WAVE
DAVID ALLEN, Rossiters Quay, UK
NEXTMONTH
AQUASTAR EXPLORER 67
ROMA
BOB THOMAS, Port Solent, UK
Relocating to
Croatia for the
summer
WINDY 37
SEVO
HARRY METCALFE, Port Saint Jean, France
An update on how the

Aquacote is faring
At the Jeanneau plant

in Nantes, an army of
NC14s await delivery
JEANNEAU NC14
Deliberations
& dilemmas
Buying a boat is not straightforward
My wife and I have been boating and
sailing together all our married life. Bar
a brief sojourn in Mumbles in South
Wales weve spent over 25 years in
Chichester Marina before moving to
Port Solent in 2014. Our former boat
Diana, a Prestige 350, served us well,
especially when, due to moving house,
we lived on her for four months. Her
combination of accommodation and
performance were close to ideal.
However, we were getting older and
my wife was finding the flybridge more
difficult to move around on in rough
conditions. A couple of nasty
experiences in large overfalls off Cowes
confirmed that we wanted a change.
A coup seemed to be the answer, but
which one? We had discounted the
Prestige 450S, plus the Princess and
Fairline alternatives, as they were
beyond our budget, but there didnt
appear to be anything in between.
I looked at various pre-owned coup
types but nothing appealed and ideally
we wanted IPS drives for ease of
handling in the marina.
Robin Vaughan, MD of Cambrian
Boats, who had supplied our Prestige
350, suggested the Jeanneau NC range,
but the NC11 offered little difference to
Diana apart from the internal layout and
no flybridge. Then we considered the
NC14, but this had not shone in the ride
department when Jack Haines had
originally tested it for MBY. The
subsequent test by Dave Marsh had
exonerated the boat after modifications
by Jeanneau and it was now considered
by him to be one of the best hardtop
cruisers around. However, although this

model had sold well in Europe, there
were none in the UK to see or trial.
ON THE PRODUCTION LINE
Cambrian suggested a visit to the
Jeanneau plant in Nantes so with Robin
as our guide we soon found ourselves
travelling to one of the worlds largest
leisure boat manufacturing yards on a
boiling hot day in the summer of 2014 .
The sheer scale of the operation was
impressive as we were shown one of
the hangers in which just three of the
many production lines were housed.
On the days we visited, the NC14
shared this one facility with two other
models, the yet-to-be-released Leader
40 and Velasco 37. We were sworn to
secrecy on all that we saw!
The setup was very impressive and at
the end of each line was a crystal-clear
swimming pool in which the completed
boats were tested. Prestige, Velasco, NC
and Leader ranges are all manufactured
here and each one of the hangars
contains similar production facilities.
Decision nally made,

thats a brand new NC14
under that wrapping
My wife and I were able to see the

boats at each stage of production, from
the bare hull moulding right through to
the finished product. On our first
afternoon there, Jeanneaus sales
director Michel Franois patiently
answered all our questions and the
following morning we had a further
session with Jrme Thareau, one
of the technical specialists. My main
concern was still the ride and what
changes Jeanneau had made to
rectify this?
In his test, Dave Marsh had said that
Jeanneau was a little vague about the
changes made to the boat to improve
the handling. Jerome led us to the stern
of one of the boats and showed us the
sloping aft sections, the central V and
the trim tabs. We also had a good look
at the position of the two water tanks.
No one said anything that pointed to a
fundamental change, yet Jerome
assured us that when planing the boat
BOAT MASTER OURBOATS
After a string of setbacks,

Diana nally arrives on
the South Coast
would ride flat with very little bow rise

even without the trim tabs.
The Cambrian team had been to
Holland for a Jeanneau dealer day and
had tested a later NC14 model on the
Ijsselmeer in strong winds and
confirmed that the hull cut through the
water like a knife through butter with
a really good ride. So, rightly or wrongly,
I concluded that various modifications
had been made but, as Dave Marsh had
suggested, it was more a case of finetuning than total redesign.
ALL THINGS CONSIDERED
The visit was a great experience and
everyone we met at Jeanneau was very
patient and extremely hospitable. If you
ever get the chance to visit the factory
when buying a boat take it with open
arms. I am indebted to Cambrian for a
very memorable two days.
It was now up to us to decide if the
NC14 was the right boat for us. Ideally,
I would have liked a sea trial but with no
NC14s available for testing at that time
I sought further reassurance.
Jeanneau arranged for me to speak
to an NC14 owner who had his boat on
Lake Constance. The owner had been
on the water the week previously in
messy 2m waves that he wouldnt
normally have ventured out in but he
didnt want to let his visitors down.
He confirmed that the boat behaved
impeccably at various speeds, gave him
great confidence in the conditions and,
despite the winds, was easy to handle in

the marina with the IPS joystick. He
also commented on the excellent fuel
consumption with the IPS drives.
Specifically, I enquired about the ride
and he confirmed that this had never
been a problem.
It was crunch time and endless
telephone conversations with
Cambrian followed as we mulled over
the information wed been given. Robin
showed us a copy of Jeanneaus own

test results of the IPS400s, carried out
on the Caen canal near Ouistreham.
We loved all aspects of the
accommodation and concluded that
the ride was no longer an issue but we
still needed to work out our ideal spec
before agreeing any deal.
The report in MBY had been very
helpful in deciding the specification to
go for. I opted for the smaller IPS400
Volvos and we decided against a

passerelle (unnecessary in the UK) and
a hi-lo platform. A generator isnt an
option with the smaller engines so in
total we would be saving hundreds of
kilos from the aft end when compared
with MBYs highly specced test boat.
Cambrians advice, endless patience
and assistance during this process
proved vital, but at the end of the day
we had to trust our own judgement and
so my wife and I finally agreed to go
ahead and the deal was done. We put
the Prestige 350 on the market and the
new Diana was scheduled for delivery in
January 2015.
Well the day of delivery finally came
and went. No Diana! The convoi
exceptionelle van broke down, the lorry
ran out of hours and finally the ferry
from Ouistreham/Caen was delayed by
heavy weather.
Two days late and wrapped in her
large plastic bag Diana arrived at Port
Solent. Although she had lost her lifting
slot, Ben and his team squeezed her in
and she was duly placed undercover in
the GBR Boat Repair yard for her
bottom to be Coppercoated. Initial
commissioning was also carried out by
Cambrian while she was undercover.
At last the launch day arrived, and on
February 20 Diana was lifted from the
GBR yard and lowered into Port Solent
Marina and moved to her new home
berth. Final commissioning, engine and
sea trials would now follow. We couldnt
wait! John Brunyate
The much deliberated

upon Diana in situ at
Port Solent Marina
JULY2015
85
BOAT MASTER OURBOATS
I ordered some parts and adapted

a motorcycle intercom to work
the way I wanted. The solution is
two single earpiece headsets
Mikes friend Chris and her
blind husband Nigel nd
the headsets invaluable
Hands-free Bluetooth headsets

make communication between helm
and foredeck much easier during
docking and anchoring manoeuvres
PRINCESS 67
Radio Ga Ga
DIY headsets and Bluetooth communications have made berthing a breeze
My wife, Mary, and I often handle our
Princess 67 on our own. Although Mary
is very capable of manoeuvring
Jennywren, I tend to control the boat
from the helm while she manages all
the docking lines and fenders. Indeed,
Mary considers the bow area to be her
domain. When anchoring, she looks for
those ideal turquoise spots indicating
nice sandy places for the anchor to dig
in and until recently, we have been
communicating using the hand signals
that we learned on our Yachtmaster
and Day Skipper courses.
About 18 months ago, we called into
Valencia on our way from Dnia to our
home berth in Sant Carles Marina. We
have berthed in Valencia a number of
times but the wind that time was a
strong south-westerly making it
particularly difficult to stern berth
Jennywren, so I stayed at the helm
longer than I would normally and didnt
realise that Mary had already secured
the first lazy line to the bow and was
working on the second. It would have
been reassuring to know what she was
doing so that I could leave the helm and
help sooner. Stern berthing can be very
stressful and we have watched many
boats docking where some form of
simple communication between the
crew and the helmsman would help.
86 JULY2015
This got me thinking what we needed

were two wireless headsets so that we
could simply talk to each other while
doing the necessary work. They would
need to be one to one, quick to deploy,
have no wires, and above all, be easy to
operate.
Hand-held VHF radios wouldnt work
as you need both hands free to handle
the ropes and fenders. Fitting some
headsets to cheap PMR radios that you
can buy for about 50 was also
dismissed, as the headset wires could
get entangled in the crew work and the
radios only operate in a simplex mode,
which means that only one person can
talk at a time.
My investigations eventually led me
to the conclusion that Bluetooth
technology could be the solution. In
recent years, the motorcycle industry
has developed products that allow
communication between a rider and
pillion. After a little research, I found
that, using the correct technology, a
range of 100m between headsets could
easily be achieved, which would be
plenty for our needs. So, I ordered
some parts and adapted a motorcycle
intercom to work the way I wanted. The
solution is two single earpiece
headsets, which are preset to work as
soon as they are switched on.
LINES OF COMMUNICATION
That was last summer and since using
them, it has surprised me how much
easier it is to communicate. Being
a proper intercom, you dont have to
think; just talk. In fact, after a while,
you forget you are wearing them. Being
Bluetooth, only paired headsets
can communicate with each other so
any conversation we have is purely
between ourselves.
We have found that they are useful
as much for anchoring as they are
for docking. When we leave an
anchorage, Mary usually directs me
to drive the boat forward to take the
strain off the anchor chain. We still use

the hand signals but with these
headsets it is much easier to
understand the situation.
Excited by the simplicity of the
headsets, I contacted a friend from our
local village. He and his wife keep their
new Sealine S380 in Brixham. Nigel has
a particular problem in this area. He is
blind and his wife, Chris, does all the
close-quarter boat manoeuvring. When
returning to their home berth, Nigel
attaches preset mooring lines that are
hung on piles and posts. Consequently,
Chris is always verbally guiding Nigel.
When I explained my headset project,
both Nigel and Chris were keen so I built
them a pair and since using them have
found them really handy.
When in a marina it is not unusual to
hear raised voices when boats are being
docked. Unfortunately, those raised
voices often convey a sense of panic or
frustration which can lead to some very
colourful language! There are too many
blind spots around many motor boats
and even when the helm has sight of
the crew, attention can be diverted
necessarily elsewhere, defeating even
the most perfect of hand signals. These
headsets remove the need to raise
voices thus taking the sting out of any
potential situations, said Nigel.
Since building the DIY system for
Nigel, I have found a commercially
available system made by Sena who
make motorcycle headset intercoms.
Their SPH10 needs investigating. It
boasts the same features as the DIY
system that I built but seems to be
more water resistant. Unlike my DIY
headsets, the Sena system covers
both ears but this may not be an issue
and their prices seem reasonable. My
DIY system can be built for around
50/60 per headset, whereas the
Sena headsets cost between 150 to
200. In either case, this is a small
price to pay for more controlled
anchoring and docking. One
unintentional scrape to the boat can
easily cost more in repairs than a
pair of these very useful devices.
Mike Rothery
The headsets easily

attach to the ear
and arent in the
least bit bulky
BOAT MASTER TRIED&TESTED
TRIED&TESTED
We put the latest kit through its paces
Mr Funnel fuel lter

18
This is a very neat way of ensuring you
dont accidentally put contaminated
fuel into your boat or tenders engine. It
looks much like any other funnel but it
has a very fine gauge Teflon-coated
vertical filter that sieves out anything
from dirt particles to water. It sounds
almost too basic and affordable to work
properly so I put it through two very
simple tests.
First I poured the remains of a can of
petrol through it that I found lurking in
my garden shed and was appalled to
see how many stray grass cuttings and
flecks of dirt were caught in the filter.
Second, I upped the stakes by spooning
dirt and sand into a half filled bottle of
water before pouring it into a similar
amount of petrol. After a quick shake to
mix the hideous concoction together
I tipped the whole lot into the funnel to
see what would emerge the other end.
To my astonishment nothing but
petrol flowed from the spout, leaving
the exact same amount of dirty water
behind. Admittedly the petrol was a bit
cloudier than when it went in, enough to
VALUE
RATING
make me think twice

about risking it in my
outboard engine, but thats hardly
surprising given the quantity of water
and shaking Id subjected it to. In reality
youre only likely to be filtering out a few
drops of condensation and whatever
sediment is lurking at the bottom of an
old jerrycan rather than a 50:50 mix of
petrol and muddy water.
The only inconvenience is that the
funnel has a small sump below the level
of the filter to trap water and heavier
bits of sediment in order to prevent the
fine mesh becoming blocked. This
means that you are always left with a
small but awkward amount of dirty
petrol to dispose of after use not ideal
if youre filling your tender at sea.
Its available in a variety of different
sizes depending on the flow rate
required and works with petrol, diesel
and even a two-stroke mix. At the price
its a very affordable and worthwhile
accessory for any lazerette or garden
shed for that matter! Hugo
Contact www.gardengiftshop.co.uk
Dometic
GasChecker GC100
29.95
This neat little device is designed to
show you how much gas youve got left
in a standard metal propane or butane
gas bottle. It uses a simple ultrasonic
sensor to determine the amount of
pressurised liquid gas remaining press
it against the cylinder wall and if it lights
up red youre above the level, if it lights
up green youre below it. By a process of
VALUE
RATING
Checker pen shows you how much
liquid gas is left in the bottle
elimination you can soon narrow it down

to the actual surface level of the liquid.
Both the sensor and the bottle need
to be reasonably clean to get a reliable
reading or it flashes red and green to
indicate its confused, which judging
from the reviews on Amazon seems to
happen rather a lot. Its only designed
for use on metal bottles rather than the
new generation of GRP ones and wont
work on user-refillable bottles either.
Personally I found it pretty reliable
and certainly more accurate than my
previous method of giving the bottle a
shake and guessing how much liquid
seemed to be sloshing around. On the
other hand Im not sure how important
it is to know the precise level of gas is
in my book youve either got enough
to boil the next kettle or you havent and
if its really that critical youd probably
want to carry a spare anyway. Hugo
Contact www.dometic.com
Funnel lter does a ne job of removing water and dirt from fuel in old cans
Left to right: Petrol oats on top of muddy water, contaminated fuel is poured
into funnel, only petrol comes out the other end leaving dirty water behind
Quba
sailcloth
holdall
79
Despite being
labelled as
medium this is a
pretty giant bag!
At 63cm by 33cm,
its heavy and
impractical to lift once full, so I
wouldnt recommend getting one
much bigger.
Qubas strong sailcloth design is
super lightweight and dead easy to
fold away when not in use while the
chunky full-length zipper is ideal for
operating with wet or gloved hands (or
even if your fingers are a little cold and
clumsy). The straps have a good
grippy texture useful as theyre likely
to get wet and theres an optional
shoulder strap too, which attaches to
the D-rings at either end.
If you need to check paperwork or

your phone on the go, the outside
pocket is easy to access and is
fastened with a popper, and more
delicate effects can be stowed
in the zipped inside pocket.
The nautical theme
continues with a navy
blue base and webbing
which sets off the plain
white sail. Despite
looking the business,
its an impractical
colour choice as the
stark white shows the
dirt immediately.
You can choose which colour
appliqu numbers youd like, or for
a more personal touch you can
customise your own online to include
names or dates. Its a pretty price
to ask for what is essentially a fairly
simple bag, but you know its the
brand and rugged quality that youre
paying for. Pippa Park
Contact www.quba.com
VALUE
RATING
JULY2015 87
USEDBOAT
What to look for aboard the best used boats
in association with
COPPERCOAT
The strongest copper-based
antifouling available with a
proven lifespan of
10 years from a single
application. To see what our
customers have to say visit
www.coppercoat.com
SEE THE VIDEO
mby.com/e34
Our Market Expert

Chris Jefferies
2000 TO PRESENT, FROM 240,000
Elling E3/E4
A little different, these elegant wheelhouse 45-footers are timeless
rom Van Gogh to Cruyff,
Dutch thinking has often
been characterised by doing
things a little bit differently,
and the Elling E3 (and its
larger sister the E4, more on
which later) is a great example of this
unconventional thinking at work.
Launched in 2000 by Neptune Marine,
the Elling E3 is a clever twist on the
wheelhouse cruiser. Its primary
characteristic is the imposingly high
freeboard, which measures 67 inches
from waterline to sheerline at the

cockpit and rises to a towering 81
inches at the prow.
As if that wasnt eye-catching
enough, Ellings signature flourish is a
trio of bulbous mouldings on the rear
corners of the wheelhouse, which led
my colleague Dave Marsh to compare
the exterior design to the Pompidou
Museum in his original review (MBY
May 2000). Since then more than 240
examples have been launched and sold
to owners as far afield as Russia and
the USA. And while the template has

been refined and updated, that sense of
Dutch individualism has remained.
ENGINE OPTIONS
Another striking example of Elling doing
things differently can be found in the
engine installation. Rather than locating
the main diesel engine under the floor
of the saloon or cockpit in its own
separate room, its boxed in between
the portside galley and the starboard
amidships cabin, freeing up the
Its primary characteristic is the

imposingly high freeboard, which
measures 67 inches from waterline
to sheerline at the cockpit
BOAT MASTER USEDBOAT
INSIDE THE ELLING E3
Two armchairs anking

the TV cabinet provide
additional seating
The galley, with lots of
storage, doubles up as
a companionway to the
aft cabin
The raised wheelhouse enjoys

the best views but the main
saloon is below decks
The E3s optional shower cubicle

partly blocks the rear porthole in
the aft owners cabin. The layout
in the longer E4 works better
The VIP in the bows

here has a V twin
berth. An offset double
is also possible
The third cabin is either

available as a twin bunk or a
convertible ofce/single berth
One of the two

heads on board
JULY2015 89
HELM VISIBILITY
The view from the helm position
is compromised by two small
shelving units in the rear
corners of the wheelhouse.
Mooring single-handed can be
tricky, even with the standard
bow and stern thrusters.
GENERATOR NOISE
Despite the insulated hatch, the
owners suite gets a bit noisy when
the generator is running. More
recent models (2007 onwards)
fitted with the upgraded 7kW
Onan unit are a bit quieter.
IBOUGHT TWO!
We enjoyed our Elling E3 so much that we went back for a second one.
Weve owned Boyceterous since 2009, when we traded in our 2003 model.
Our first summer was spent cruising the Dutch canals where the lowering
radar mast and two thrusters came in handy. Since then weve taken her along
the west coast of France, where she handled the Atlantic swell really well. Later
we transported her by road down to Port Camargue and on to Corfu in 2012.
The handling took a bit of getting used to because everything Id had before
was twin engined, but you quickly learn the techniques. Because the helm is
amidships, you dont get as much pitching as on our old Fairline Phantom.
Going downhill she can steer herself on autopilot, which is a big improvement
on our 2003 model. Recently we did a seven-hour run in a Force 6 and she just
ploughed on through. And shes so economical weve seen 1.5l/m at 8 knots.
The top speed weve managed was 22 knots (speed over ground) going
through the Alderney Race. As a former
sailor, I nearly had a nosebleed! The
hydraulic sunroof is over-engineered;
you dont get any dust, water or sound
coming through it. Ive had a couple of
electronic component failures under
warranty, but Elling sent a guy all the
way from Holland to La Rochelle for a
one-hour job. Mike Boyce
WINDOW FRAMES
In 2013 window frame
insulation was added to
tackle a minor condensation
issue. Check earlier models
for signs of this problem.
HANDLING
Earlier models (before 2005)
tended to slew around in a
following sea. This was fixed on
later models with a remoulded hull
and a larger rudder. Either way a
sea trial is advised, especially if
you are used to twin engines.
For those looking to cross oceans in their Elling,

several models were tted with an auxiliary 30hp
Volvo Penta wing engine with a folding propeller
maximum amount of living space either
side of it as well as in the aft cabin.
A number of E3s were never
intended to leave the Dutch inland
waterways and so were fitted with
76hp units for a leisurely cruise. This
heritage can be seen in the lowering
radar mast that is found on all Ellings.
However, those that ranged further
afield were fitted with much larger
units: either a 450hp Cummins or more
recently a 435hp Volvo Penta D6.
Both of these engines were capable
of top speeds in the high teens, but
having such a hefty block in the centre
of the living area raises the issue of
engine noise. Elling has tackled this
with a generous helping of dense
insulation, which lines all the sides and
is more than an inch thick. Engine
access is one of the big upsides to this
unusual installation, as a removable
hatch in the galley reveals all the key

service points.
For those looking to cross oceans in
their Elling, several models were fitted
with an auxiliary 30hp Volvo Penta
wing engine with a folding propeller,
which can be deployed in an
emergency. Elling claims that this
set-up is even safer than twin engines,
as it includes a completely separate
fuel tank, meaning you can limp home
even if the main engine is suffering
from a fuel contamination issue.
Elling owner Ian Lyons had the wing
engine fitted to his 2011 model Sea
Dream and needed to use it during
a cruise in the Channel Islands.
We managed to hit a discarded
fishing net off Jersey and it came in
extremely handy. We also lost an idler
pulley on the engine, so we ran into the
harbour on the wing engine, says Ian.
DATA FILE
Model Elling E3
Type Wheelhouse cruiser
In build 2000 to present
Designer Mulder & Freivokh
Hull type Semi-displacement
RCD category A for six people
Current value 215,000 to
370,000
Length overall 45ft 0in (13.8m)
Draught 4ft 0in (1.2m)
Displacement 13.0 tonnes light
Fuel capacity 330 gallons (1,500lt)
Water capacity 240 gallons (1,100lt)
Performance 17 knots with single
450hp Cummins 6.7l engine
Cruising range 475 miles at 10
knots with 20% reserve
THE COSTS
Servicing (inc labour & VAT)
Single 435hp Volvo D6 engine
784.13 inc UK VAT
Replacement parts (inc VAT)
Raw water pump 786.00
Injectors 667.20 each
Oil cooler 1,612.80
Starter motor 694.80
Alternator 781.20
SURVEYOR SAYS
The Elling E3 is a departure from
the popular high volume
production motor yacht market.
You get the feeling that it has been
built by highly skilled craftsmen
and when you start looking at the
detail, this becomes even more
evident. Everything else follows
from there, providing the owner
with a handsome and reliable craft
that will not suffer unduly from
wear and tear or latent defects,
and which will provide them with
relaxing and pleasurable days
afloat. Assuming the previous
owner has looked after the boat,
there is unlikely to be much for any
surveyor to pick up on.
Jim Pritchard, Yacht Surveyor
Tel +44 (0)23 8045 5544
Email [email protected]
Web www.jimpritchard.co.uk
To protect this boat with
Coppercoat multiseason antifoul would
cost 1,190 (ex VAT)
The cockpit on this E3 is already

a good size but the longer E4
is even bigger with room for a
xed or folding dinette table
A range of fuel tank options were fitted,

from 264 to 836 gallons, . However, a
larger fuel payload can prove
detrimental to handling in a following
sea and our reviewer Dave Marsh was
critical of its tendency to slew around.
Elling duly listened and
in 2005 a major redesign was carried
out, with a new hull moulding and a
larger rudder fitted. These days most
Ellings come with a more modest
330-gallon fuel tank.
The company also used the 2005
redesign as an opportunity to launch a
sister range, the Elling E4, which created
4ft more internal space by extending
the aft end of the hull mould. The result
was a longer cockpit and a much
improved owners suite, and an extra
45,000 on the price when new. Ten
years later and even though the prices
of second-hand E4s have come down a
bit, the premium over the otherwise
identical E3 seems to have held steady.
Whichever model you choose, you
can be sure of excellent fuel efficiency.
Owner Peter Richardsons 2005 Elling
Unusually, the engine sits
beneath the galley, accessed
through a large timber hatch
MY TAKE: Ive always liked the little ship

styling of these sturdily built craft and the
reality lives up to the image. Just as at home
crossing oceans as it is pottering along a canal, its a real
connoisseurs cruising boat. Hugo
E3 has the largest 450hp Cummins
engine, which averages around 1.8mpg
at 10 knots not bad for a vessel that
weighs 13 tonnes when dry.
LAYOUT OPTIONS
Forward of the cockpit the E3 and the
E4 share the same three-cabin layout.
Up in the bow, the VIP cabin was
available in a choice of either an offset
double or two singles arranged in a
V-shape configuration. Just astern and
to port is the day heads, which benefits
from a separate shower cubicle and
electric flushing toilet.
The central saloon includes a large
curved sofa to starboard, but what
really catches the eye in here is the
immaculately finished high-gloss
cherry table, which didnt show a jot of
ageing on the ten-year-old model we
inspected. Two freestanding stools
mean that at least six people can dine
around this vast oval serving space.
Elling prioritised storage space over
light below decks, with a continuous
strip of cabinetry running along both
sides and only relatively small portholes
above and below. Although a quirky
keyhole-shaped companionway allows
some light to flood down from the
wheelhouse, this only really illuminates
the aft end of the saloon.
As is so often the case on aft cabin
boats, the third cabin is the main area
for customisation, with owners able to

choose between twin bunk beds and a
convertible office/single berth.
The well-stocked galley, with its
Corian worktops, leads through to the
owners cabin, which was originally
offered as a full-beam island double.
However, as so many owners took up
the option of an ensuite, Elling made
this standard in the 2005 redesign.
One residual feature of the original
full-beam cabin design is the location of
the rear porthole, which is partly
blocked by the shower cubicle on
ensuite models. For this reason some
E3s were fitted with an ensuite toilet
but no shower. The extended E4 meant
the shower could be moved forward,
freeing up space around the bed and
adding light from an extra porthole.
Air conditioning is the other main
optional extra: either a small unit to
cool the aft cabin only (which cost
6,000 when new), or a larger Kampola
reverse-cycle unit to cover the entire
boat (a 15,000 option).
SERIOUS SEAFARING
With a history of building North Sea
pilot boats, Neptune Marine was
always going to build a model that
had serious long-range aspirations,
so its no surprise that they aced
the wheelhouse design. A single helm
seat on the starboard side sits just
JULY2015 91
RIVALS
Broom 450
The big British name in aft cabins.
This 45ft Broom will do more than
30 knots and a 2007 model will
set you back less than 350,000.
A whopping 81-inch high

freeboard is one of the Ellings
design characteristics
within reach of all the key controls,

including bow and stern thrusters, trim
tabs and a large skippers wheel.
Navigators duties can be carried
out on the rounded triangular table
on the portside, which sits aside an
L-shaped settee. But the real party
piece comes in the form of the
electrically opening sunroof, which
retracts in under a minute.
On earlier models the double-glazed
wheelhouse windows were sealed in,
but Elling has recently started fitting
electric windows and insulating the
window frames to tackle a minor
condensation issue.
The triple windscreen wipers come
with multiple speed control, but most
Ellings that have lived on the Dutch
inland waterways wont have screen
washers fitted, as they are rarely used
and seen as just one more thing youd
have to winterise.
Out on the water the larger engined
Ellings make steady progress at a
cruising speed of 10 knots, with the
option of pushing that up to 17 when
the tide is against you.
One of the key characteristics of the
Frank Mulder-designed hull is its
Category A RCD rating and ability to

self-right something that Elling CEO
Anton van den Bos demonstrated in a
publicity stunt last year by forcibly
rolling an E4 with himself inside.
But this self-righting design has its
consequences when the going gets
choppy. Any rolling on a wave is
corrected but you do come upright
very quickly. Once you know what its
doing its a very reassuring movement,
but its a bit unsettling when you first
feel it, says Ian.
The option of a Simrad autopilot
makes sense when undertaking long
passages at displacement speeds,
while the Twaron Kevlar-reinforced
hull ensures its one of the toughest
and most seaworthy 40-footers on
the market.
This was comprehensively proven in
2008 when a fleet of three Elling E4s
crossed the Atlantic with added bladder
tanks to extend their range. This 16-day
passage was chronicled in the April
2009 edition of MBY.
Once you get into port the wide side
decks make this a highly practical boat
to crew, although it would be a struggle
to cruise single-handedly due to the
Aquastar 47
This great value alternative from
the Channel Islands is capable of
25 knots and a 2003 flybridge
model can be picked up for
around 235,000.
The electrically opening

sunroof is very well sealed
limited rear visibility. The high

freeboard, combined with a pair of
corner shelving units, makes it
impossible to see the rear corners of
the bathing platform from the skippers
chair, something which could prove
problematic when berthing stern-to.
CARING CUSTOMER SERVICE
A key theme echoed by every Elling
owner we spoke to was that this
one-model yard goes above and
beyond to take care of its owners. Mike
Boyce enjoyed his 2003 Elling E3 so
much that he bought a second one in
2009, while Ian Lyons E3 was bought
second-hand from an owner who had
also re-ordered.
This brand loyalty is largely inspired
by Ellings exceptional customer
WHATS ON THE MARKET
Date 2005 Price 240,000

Located Falmouth
A rare UK-berthed Elling, this model
has less than 700 engine hours on
its 450hp Cummins. Featured here.
Contact www.ancasta.com
Date 2010 Price 399,000

Located Sleeuwijk
A well-travelled model with 1,200
engine hours. Fitted with a Volvo D6,
leather upholstery and a passarelle.
Contact www.sleeuwijkyachting.nl
Date 2009 Price 370,000

Located Corfu
Very highly specced with air-con,
upgraded thrusters, and a passarelle,
it has 571 hours on its Volvo D6.
Contact www.ellinge3forsale.co.uk
Linssen Grand Sturdy 470AC

If you have no inclination to top 10
knots, you get more living space
in this steel alternative; we found
a 2004 Linssen for 320,000.
service. Examples of this include a

second flatscreen TV that was fitted
into the owners cabin at no extra cost
and warranty work carried out months
after the official term had expired. And
perhaps this contributes to the
excellent residual values that Ellings
enjoy, with a depreciation rate of just
over 3% per year on the ten-year-old
model we viewed.
For such an unconventional boat, the
Elling E3 has proved to be hugely
popular across Europe with a small but
steady stream of them being imported
into the UK through Blandford-based
broker Q Marine. With the look and feel
of a proper little ship and the long-range
capability to match, this is a truly sturdy
cruiser that allows you to gobble up the
miles in comfort.
Value
Build quality
Accommodation
Performance
OUR VERDICT 80%
Next month Princess 480
92
JULY2015
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FIND ME A USED...
RIB under
40k
KEY CRITERIA
O Fun family day boat
O Excellent performance
O Impeccable handling
Words: Nick Burnham
DATA FILE
Displacement 1.5 tonnes
Fuel capacity
Engine Mercury 225hp outboard
FOR SALE Salterns Brokerage.
Web: www.salternsbrokerage.co.uk
2006 39,950
Shearwater 860
ucked away in
Bembridge on the Isle of
Wight is a small company
called Bembridge Marine
that dates back to 1967
when it started selling
newfangled outboard motors. Realising
that the best way to sell them was to
bolt them to a boat, retailing boats soon
followed with an agency for Fletcher,
another UK company in its infancy. By
the 1980s, with RIBs firmly in fashion,
Bembridge was selling Tornado RIBs
and later Ribcraft boats. But
A Lowrance GPS is
included at the helm
The cuddy cabin is a handy

bonus on a boat of this size
Bembridge Marine believed that there

was a gap in the market for a highperformance RIB with a little more
luxury. In response, the company
built its first RIB in 2004 based on a
Mike Ring 7.5 hull. Shearwater was
born, and the 7.5 later morphed into
one of its most successful models,
the 860 you see here.
LAYOUT
The big appeal of the 860 is the cuddy
cabin just forward of the helm. Housing
seating that converts into two berths
The 860 is tted with a
single Mercury 225hp
outboard engine
Tremendous blend
of performance,
style and practicality
Not cheap (although
it justies the cost)
and space for a sea toilet, it dramatically

increases the scope of the boat. Its
nicely finished too, with teak and holly
flooring and quality cabin linings, while
the slimline tapered tubing not only
looks good, it offers more internal space
too. So the 860 has space for a bench
seat aft and a double helm seat with a
flip-up bolster, plus theres a bimini,
cockpit shower and bathing ladder for
lazy days playing in the water. Theres
more storage than you normally find on
a RIB as well, with a large locker forward
for warps and fenders.
RATING
ENGINE
The 860 can handle engines up to
300hp. This boat is fitted with a 225hp
2-stroke Mercury, which is light and very
punchy but not quite as refined or fuel
efficient as a 4-stroke.
PERFORMANCE
In this guise expect a top speed well in
excess of 40 knots. Motor Boats
Monthly christened the single seat
ahead of the helm the Jesus Christ
Seat. You only have to sit in it once at
full whack to find out why!
BOAT MASTER FINDME A USED
DATA FILE
Beam 8ft 4in (2.5m)
Fuel capacity
Engines Yamaha 200hp outboard
SOLD BY Cobra Ribs.
Web: www.cobraribs.com
Well made boats

with a wide variety
of colour combinations
Limited protection
from the elements
2005 19,995
Cobra Nautique 7.5m
obra Ribs has been

building boats of
between six and 11
metres at its base in
Christchurch, Dorset,
since 1988, and prides
itself on customisation. Clients are
allowed to create their own
specification with a large choice of tube
and upholstery colours as well as layout
options and a huge range of potential
extras. The Nautique 7.5 (Nautique
designates a luxury leisure
specification as opposed to the Heavy
Duty commercial option) was launched

in 2001 and ran until 2007 a very
popular model, over 200 were sold. The
7.55 was its direct replacement, the 7.6
now the current model in the range.
LAYOUT
Two main layouts are offered. Both
feature a centre console with a pair of
seats with lift bolsters tucked behind for
the helmsman and navigator. A bench
seat runs across the back just ahead
of the transom and a single seat is
moulded into the front of the console
(always an exciting place to ride). The

change comes further forward in the
bow. Most customers opted for the
layout you see here, with a U-shaped
seating area that infills to create a small
sunpad. The alternative was a
permanently infilled area that trades
floor space for a large locker beneath
a lid that hinges on gas struts.
ENGINE
All 7.5 Nautiques got 6-cylinder
outboard engines, usually Yamaha
or Mercury Optimax. The age of
RATING
this boat is right on the cusp of the

rise of 4-stroke engines, most
getting the lighter weight 2-stroke
motors instead. Later 4-stroke
engines were quieter and gave more
economical running in return for their
slight weight penalty.
PERFORMANCE
Engines were offered as 200hp and
225hp. You should see 40 knots with
the smaller motor, the larger option
gaining another 10% in top speed in
return for its extra 10% of horsepower.
A pair of seats behind the

centre console is a feature
of both layout options
On this model, the

U-shaped seating in
the bow can be inlled
when needed
The lighter weight 2-stroke

200hp Yamaha should be
good for 40 knots
JULY2015 95
DATA FILE
Displacement 1 tonne
Fuel capacity
Engines Yamaha 100hp outboard
FOR SALE PC Boat Sales.
Web: www.pcboatsales.com
2013 29,950
Ribeye A600
nother British company

we seem to be good at
this RIB building lark
Ribeye has been in
business for nearly 20
years and is based in
Dartmouth, although most of the boats
are now built abroad. Its model range is
divided into five lines. T-Series boats
are small aluminium-hulled tenders up
to 4m. S-Series are larger sportsboats
between 6.5m and 10.5m, Super Yacht
Tenders are custom-built for the decks
of 100ft-plus yachts and a new Prime
Series is high-performance craft. This

is one of the A-Series range of boats,
a three-model family range of practical
sensible RIBs measuring between
5m and 6m.
LAYOUT
The standard layout of the self-draining
cockpit is twin two-person jockey seats
side by side that firmly locate the crew
in position. Back aft is a three-person
sculpted bench seat with backrests and
a little storage under, while ahead of the
helm console is a single thrill seat
The helm comes

complete with Garmin
GPS and VHF
While the jocket seats

might not suit all
they certainly provide
plenty of seating
Expect to reach
between 30 and 50
knots in the A600
Great family boat

with loads of seating
Jockey seats not to
everyones taste
facing a small seat pad in the bow. This

takes the total seating to nine, although
the boat is actually rated to 12.
While most A600s will have this
layout, Ribeye offers a full
customisation programme whereby it
will configure the boat to pretty much
any layout of the buyers choice, so you
may find the odd boat with a completely
different set-up.
Completing the package is
a 120-litre stainless steel
fuel tank sited
under the deck.
RATING
ENGINE
Yamaha is the only choice with Ribeye,
so youll find a Yamaha outboard of
between 100-150hp bolted to the
transom, our featured boat sporting
an economical 4-stroke 100hp fuel
injection unit.
PERFORMANCE
With the largest 150hp engine, expect
a top end close to 50 knots! With
100hp youll still nudge 40 knots lightly
loaded, mid 30s if you have a few
crew on board.
CAR
ILD
+ +W
+ +W
BOAT MASTER FINDME A USED
MY CHOICE The Ribeye is probably the most sensible

choice, almost brand new, quick enough yet still economical.
The Shearwater is the most desirable with its high quality
build, cuddy cabin and 225hp sting in its tail (albeit at a price),
and the Cobra is the best all-rounder, that V6 Yamaha is going to sound
fantastic and provide great performance to this very capable boat. But the
race-bred Cougar for under 20,000 is simply irresistible and gets my nod
this month.
Nick Burnham
DATA FILE
CAR
ILD

Beam 8ft 0in (2.4m)
Fuel capacity
Engine Honda 225hp outboard
FOR SALE Jaykay Marine Sales.
Web: www.jaykaymarine.co.uk
2006 19,995
Genuine raceboat
credentials
Cougar R8
or those of us of a certain
age, Cougar is synonymous
with race boats.
Lamborghini-engined
offshore catamarans,
100mph monohulls and
extreme race RIBs. Hardly surprising
really, given that the business is run by
eight-times offshore powerboat racing
world champion Steve Curtis, the
company having originally been started
in 1968 by his father also a powerboat
racer. Against that background youd
expect a leisure RIB built by Cougar to
Fairly basic
be rather sporty and youd be dead

right. Despite being the smallest of the
R performance range and described
as an entry-level boat, the R8 has an
aggressive twin stepped hull and can
handle 350hp.
LAYOUT
The R8 looks as good as it goes, with
tapered low profile tubes finished in
white and turquoise. On board its
all pretty straightforward, two twin
jockey seats with substantial handrails
built into the back of them dominate
the cockpit, theres a three-person

bench set into the transom and just
room for two to perch on the seat
ahead of the centre console with its
low wind deflector.
Up front, a solid stainless steel
bollard and grabrail hint at the
build quality. Simple but effective,
it looks brilliant.
ENGINE
As youd expect, the Cougar can pack a
pretty powerful punch 350hp is the
maximum rated motor, 130hp the
RATING
starting point. The example you see

here has a mid-range Honda 225hp
4-stroke outboard that should
provide entirely sufficient performance
but with sensible running costs and
low noise levels.
PERFORMANCE
Even with the smallest (130hp) engine
the R8 ought to be good for 40 knots.
The 225hp Honda fitted to this boat
elevates that to over 50 knots, while the
largest engine should offer an
eye-watering 60-knots plus!
The two twin

jockey seats with
substantial handrails
Top notch build quality

and plenty of lockers
under the bow seating
The helm is
straightforward
but functional
JULY2015 97
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137
COLUMNS
ILL NEVER FORGET THE DAY...
Huge seas caused havoc

on my 21st birthday
STEVE ZDRAVCO: This Aussie got more than he bargained
for when rough seas interfered with his big birthday plans
ost people remember their

21st birthday and Im no
In calmer times, the

Sunseeker Predator 68
exception. However, instead of

falling out of a nightclub after a
big night out as is expected of
such a celebration, I ended up
fearing for my life on what
turned out to be one of the most frightening passages

Ive ever had the displeasure to experience.
It was November 2006 and my birthday
celebrations were due to begin in the afternoon at
Darling Harbour in Sydney. Wed booked a berth there
and various friends and family were set to meet us at
the marina. At the time my familys boat, a Sunseeker
Predator 68, was based in Port Botany a few miles

along the coast, so Id planned a leisurely morning
cruise over to Darling Harbour.
The passage was only half an hour at our usual
cruising speed of 18-21 knots and my three cousins,
none of whom had been on a boat before, were very
excited by the prospect of such a fun start to the day.
The day in question turned out to be a particularly
cloudy one with wind speeds of over 20 knots. Despite
the choppy conditions we decided to press ahead
with the passage; after all, we had a big boat and were
confident of its and our ability to cope.
It wasnt until we approached the mouth of Port
Every time the 25-tonne yacht would slam down, taps would
turn on, chairs would go ying and something would smash
Botany and saw the swell that our jaws dropped. Three
and a half metre waves were coming straight for us!
We pressed on regardless but even doing 6 knots
Plates and glasses were smashing all around us
up the ghost, but if that was the only serious casualty
and the sunroof swung up and down with the roll
of the day I would be mightily relieved!
the boat was struggling to cut through the rising
of the waves. All I could see through the hull
waves. My cousins were holding on to the grabrails for
windows were monstrous waves; the horizon was
marina just in time to see us stepping on to the
dear life as the Predator was too large to take the
all but lost. Climbing the peaks was one thing, but
pontoon with trembling sea legs. We hardly felt like
swell at speed we rolled over and over each and every
surfing down into the troughs was scary as hell.
celebrating after the morning wed had, but we were
wave to nauseating effect.
Every time the 25-tonne yacht would slam down,
certainly ready for a drink so everyone put on a brave
taps would turn on, chairs would go flying and
face and joined the party. Everyone loved the story of
something would smash.
me turning 21 while holding on to the grabrails for
In no time all three of my cousins had their heads

hanging over the side, struck down by severe
seasickness. This proved particularly messy with
After almost two hours of motoring we could finally
a rolling boat! Spray was flying over the top, soaking
see the bay. Though the water was slightly calmer by
everything as we rose and fell with the swell.
the time we pulled up in Sydney Harbour, our bodies
I was adamant we continue, so a couple of us

disappeared down below to secure everything.
138 JULY2015
were still shaking. It also became apparent as we

approached our berth that our bow thruster had given
Friends and family had started to arrive in the
dear life, and its since become a family favourite.

Certainly a 21st birthday to remember!
EMAIL US YOUR STORY. WELL PAY 100

FOR ANY WE USE! [email protected]

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NEW
Worldwide Premiere - Cannes Boat Show 2015
Cruise different
New Magellano 66
Navetta Version
Open Deck Version
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A LONG RANGE HULL YOU CAN TRUST

The Dual Mode double chine hull brings together a number of
advantages:
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Magellano Collection: 43 43HT 53 66 76

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ELLING E3 PRESTIGE 680 SHEARWATER 890S PRINCESS S65

TESTED JEANNEAU LEADER 36

Jeanneaus new star leaps ahead of its rivals

Pay attention 007!

Our best ever

WEST COUNTRY EDDIE JORDANS

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To Europes best motor boat magazine

Okay, I admit it, I am slightly obsessed with Donald Campbell

Any boat that uses a pair

THE BEST VIDEOS WITH THIS ISSUE

iPad & tablet subscriptions: www.mby.com/digital

A choppy sea and bright sun make

Take a look at those ingenious

A genuine 50-knot top speed and

The boats, the places, the people and their stories

16 TEST SHEARWATER 890S

32 TEST JEANNEAU LEADER 36

46 TEST MONTE CARLO 6

60 TEST FILIPPETTI NAVETTA 30

46 Tested: Monte Carlos brilliant new 60-footer

54 We cross Biscay on Eddie Jordans Sunseeker 155

87 TRIED & TESTED

88 Buying used: the indestructible Elling E3

Handy fuel filter funnel, Dometic gas

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94 FIND ME A USED: RIB FOR

16 Flat out in Shearwaters 50-knot 890S

94 The best used RIBs for under 40,000

54 EDDIE JORDANS SUPERYACHT

66 AZIMUT AROUND GREECE

70 DOING THE DOUBLE

76 All the latest boating kit

66 Exploring Ithaca in an Azimut 62

Peter Cumberlidges guide to planning

70 Donald Campbells finest hour: the untold story

84 Hands-free comms makes berthing a breeze

Shearwaters new 890S cuts through a glassy Solent

Aston Martin for the sea

it has not ruled out marinising one of

influenced yachts, but also vice versa.

convertible U-shaped saloon that

The name Quintessence Yachts is unlikely to ring any bells, as the

THE TRUTH ABOUT:

High-speed Solent crash

Photo: Daniel Ubertini

GLIDER PROTOTYPE IN BUILD

was in a life-threatening condition.

helm, one of the safest pairs of hands

Avon RIBs at risk

BURTON WATERS TEAMS UP

Sea trial crash injures four

period of official observation.

Is this the end of the

POWERBOAT RACER FLIPS OUT

Back to school for RNLI

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