Repowering an Old Boat

Many consumers are choosing not to wait six months to two years to take delivery of a new boat.

As the time has increased from months to years for delivery of new boats, more consumers are keeping their rides and turning to repower centers to update their boats.

Replacing an outboard, electronics, and steering is significantly cheaper than buying a new boat, and the bonus is the wait is much shorter.

“The cost of a new boat is astronomical, and that same boat probably today is seventy percent more than it was twenty years ago,” says Steve Van Dyke, Tohatsu America Corp.’s sales manager for the Southeast and Mid-Atlantic region. “For a lot of customers, there’s nothing wrong with their current boat. They just want a fresh motor with the newest technology.”

Repower centers were busy replacing old two-stroke motors prior to the pandemic, and now, three years later, the demand has only accelerated for swapping all types of outboards.

As more marine shops focused on replacing engines, steering systems, and electronics, they branded themselves as “repower centers.” Mastry Suzuki Repower Center Network, which has 13 centers in Florida, has been leading the branding effort.

David Taylor, sales and marketing spokesman for Suzuki Repower, says its goal is to simplify the repowering process by creating a one-stop shop. The company has performance bulletins on 600 boat models it has repowered, giving its customers real-world data on what to expect.

“When someone talks to us, we can tell them within about ten, fifteen minutes what exactly it’s going to cost to repower that boat,” Taylor says.

Mercury Marine started opening repowering centers about four years ago as it was rolling out its lineup of new outboards, appealing to consumers who still liked their boat but simply wanted new power. Most consumers are savvy about buying a new boat, but repowering can be a different experience, says Laura Fleischman, director of inside sales for Mercury Marine.

“The repower center is trained and staffed to not only help make the right choice for them, but also to install it with (the proper) riggings and controls and all the different upgrades we have,” Fleischman says.

A repower might require more than a new engine, depending on the boat’s age, and that’s where the repower center can guide the customer. Boats that are candidates to get repowered are typically between five and 20 years old.

“It could be as simple as unbolting their current engines and putting new engines on or it could be a complete tear up where they get new engines, new gauges, and new controls,” says Jeff Becker, senior category manager for 150-hp and above outboards at Mercury Marine. “It’s driven by the technology in the market and what that boater is looking for as the end output of the repower.”

New repowers come with a full factory-backed warranty, and Mercury, for example, offers up to eight years of total coverage. Suzuki Repower offers generous trade incentives, giving consumers the chance to upgrade their outboard every 12 months or 500 hours and still receive 85 percent of the original price.

Boaters who are looking to upgrade their power plants will need to plan ahead as some outboards have a year or longer backlog, says Van Dyke.

“The demand is so much greater than the supply right now, and we’re at max production,” he adds. “Because of the (lack of) availability of engines for all manufacturers, some consumers take what they can get. In normal times, it’s not like that.”

In the last 24 months, Taylor has seen consumers at boat shows giving up on the new-boat market and, instead, repowering an old hull.

“They’re out there shopping for a used boat with the mindset that they don’t care what engines currently are on it,” he says. “They’re going to take the engines off at the end of the day. They’ll have a boat with new engines and won’t have to wait to enjoy it.” mercurymarine.com; mastry.com; tohatsu.com

-by Gregg Mansfield

Yamaha 425-hp XTO

Yamaha’s 425-hp XTO ushers in a new era of power for outboards.

More than a dozen years ago, when two-stroke 150-hp and 250-hp outboards were kings, the large center console boats of that era—with lengths measuring in the mid-30-foot range—had room for two, maybe even three high-output engines on the transom. Owners
who prized speed over economy were more than happy with the results, even then suspecting that the engine companies were on the cusp of introducing larger, and more fuel-efficient, four-strokes for the transoms of their next boats. The Yamaha’s 425-hp XTO would have been a figment of their imagination.

Fast forward to 2019. Boat and engine manufacturers answer the call from owners who make outboards that are larger and heavier than ever before their power of choice. Introduced at boat shows around the nation in the fall of 2018, Yamaha’s XTO Offshore blends new thinking and innovative technologies in a direct-injected, naturally aspirated
V8 powerhouse that was designed from scratch with fresh ideas about the outboard and its related systems to suit every owner’s need for performance and reliability.

The Yamaha 425-hp XTO

“The V8 XTO Offshore provides extreme performance for the heaviest offshore boats and yachts,” says Ben Speciale, Yamaha Marine Group president. “This is an integrated
outboard system with 5.6 liters of displacement producing 425 horsepower and tremendous thrust. Combine it with the latest generation of Yamaha’s trademark Helm Master and CL7 Display, and you have benefits offered nowhere else.”

Extreme performance starts under the cowling with the innovative use of direct injection into each of the V8 cylinders, a first for a four-stroke outboard. Compared to spraying fuel into a common rack feeding the intake valves, direct injection into the combustion chamber allows a precisely measured and timed delivery that atomizes and burns more completely for optimal efficiency and power across a wide performance band.

Every engine must breathe freely, but high-output engines demand precise air supply delivery, especially at high RPM. The XTO Offshore features intake tracks on both sides of the powerhead for optimal airflow that allow more space for routing exhaust gasses to the lower unit where it will normally flow out through the propeller hub. But a remarkably
ingenious bypass lets exhaust gasses exit through vents above the cavitation plate at engine speeds less than 2,500 rpm, which means the prop blades will turn in undisturbed water for better grip in backing down or docking situations.

Getting it Right

Fuel travels through a no-float vapor separator tank that features an integral fuel cooler to prevent vapor lock on even the hottest days. The XTO Offshore is equipped with five fuel pumps. They run by engine control unit (ECU) which monitors RPM and load and produces up to 2,900 PSI—a unique system for precise fuel flow and atomization.

To ensure that the XTO Offshore gets the timing right, there are dual overhead camshafts on each cylinder bank driven by an oil-bath immersed, self-tensioning chain for long life and accurate timing of each cylinder’s four valves. Carbon-coated and shimless, bucket-type valve lifters minimize friction and increase durability for the valve train.

Cylinder walls are finished using the plasma fusion process to create a wall surface that is lighter, harder for reduced friction and much thinner than using conventional steel liners. From a design and engineering standpoint, displacement is optimized without the liners as well which contributes to increased power and fuel economy.

Yamaha’s engineers gave the XTO Offshore a two-stage water pump with a steel impeller and a massive rubber impeller to ensure proper cooling water pressure flow all across the RPM band. A side benefit is if there is ever a problem with the rubber impeller, the steel impeller will be constantly online to protect against engine damage. A dual-chamber oil pump provides consistent lubricity at any given speed. Engine and oil temperatures are regulated by two thermostats in each cylinder bank.

Efficient Machine

The Yamaha 425-hp XTO is highly efficient. She sports a 12.2:1 compression ratio, the highest found in any production outboard. Iridium-tipped spark plugs complete combustion and adds power and throttle response, and lengthens service life. During recent testing at a Yamaha-sponsored event on Chesapeake Bay waters, a Pursuit S408 Sport with triple XTO Offshore outboards leaped onto plane in less than five seconds, achieved 30 mph in just over 10 seconds and topped out at 6,100 rpm and 54.6 mph at 0.5 mpg.

With the throttles pulled back to 3,500 rpm, this yacht and its motors achieved its best efficiency turning 3,500 rpms at 27.5 mph and 0.84 mpg. Those are impressive numbers for a boat that weighs 22,685 pounds dry, plus a full load of fuel and a few marine journalists on board.

Handling was a breeze at any speed thanks to Yamaha’s integrated electric steering system, another industry first in outboard motors. There are no hydraulics of any kind—
no lines or reservoir to worry about. The mechanism, contained in a leak-free cylinder beneath the front of the engine cowling, is an innovative piece of equipment. Engines swing 31 degrees from center in either direction and swing precisely with input from the electronic steering mechanism at the helm or independently from Yamaha’s Helm Master joystick for easier
low-speed maneuvering.

Part of the integrated functionality includes upgrades to the Helm Master and the CL7 engine display that add convenience. The new SetPoint suite of functions lets the owner direct the engine operation to automatically adjust the boat and motors for set and drift or to hold position. Continuing the theme of convenience, Yamaha has incorporated an in-water gear lube service system to drain and replace lower unit lubricant while the boat is
in the water and avoid expensive haulouts.

Show Stopper

Yamaha’s engineers have also given the XTO Offshore two methods for flushing the outboard when putting the boat to bed and numerous other important features that make the new XTO Offshore a force not to ignore.

Available in the company’s traditional gray or white coatings or unpainted for custom paint-matching applications, the Yamaha XTO Offshore comes in 25-inch, 30-inch and 35-inch shaft lengths with right- or left-hand rotation. They sport specifically designed three-blade stainless steel props ranging from 16-inch to 17 1/8-inch in diameter with a variety of pitch measurements that are oversized to extract maximum thrust. The new XTO Offshore may be just the solution for your next boat.

yamahaoutboards.com

By John Wooldridge, Southern Boating July 2019

Electric Power for Boats

Changing the future: Electric Power for Boats

Electric power for boats is a viable, emission-free propulsion alternative in certain applications.

A lot has happened since Ben Franklin first captured lightning in a bottle. Consider, if you will, these four remarkable technological advancements that led to electric power for boats:

—Enlil, a vertical access wind turbine manufactured by Turkish company Deucei Tech and installed on the medians of major highways, harnesses the energy via the wind generated by passing traffic at the rate of one kilowatt per hour.

—South Korea’s Sihwa Lake Tidal Power Station, the largest in the world with a seawall containing 10 turbines, generates some 254 megawatts of electrical power. A megawatt, by the way, translates to one million watts.

—Regardless of what you think of its controversial founder, mention Tesla and images of electrically powered cars dominating the roadways in the near future come to mind.

—Global industrial giant Siemens teamed up with Norway’s Fjellstrand shipyard to develop and build a 262-foot-long, electrically operated emission-free ferry, in service since 2015, that can accommodate 360 passengers and 120 vehicles.

To the point, it’s not too much of a stretch for new, technologically driven ideas to find their way into the marine industry to harness electrical power and make some practical applications possible.

Dasher

Enter Hinckley’s Dasher: the world’s first, fully electric yacht. This 28-foot, 6-inch beauty was introduced in 2017 at the Newport Boat Show. Utilizing cutting-edge technology such as 3D printing to shape finite details and a carbon-epoxy composite hull, Dasher was designed and built expressly for Hinckley’s Whisper Drive silent propulsion system.

It makes use of twin Torqeedo Deep Blue 80-hp electric motors, a pair of 50-amp dock chargers, two BMW i3 lithium-ion batteries, and is able to cruise at 10 mph with a fast cruise between 18 and 27 mph. According to Hinckley, the range for the former is approximately 40 miles and 20-25 miles for the latter. Plus, her charging system can fully charge the batteries in about four hours.

Greenline Yachts

Greenline Yachts offers four of their models as hybrids; that is, its yachts utilize solar, electric and diesel power and range in size from 33, 39, 40, and 48 feet. Its NEO model, offered in coupe, hardtop and open at 32 feet, 9 inches, is available in either traditional outboard power or an eDrive system. A pair of 80-hp Torqeedo Deep Blue engines is coupled with two high-performance lithium batteries for a total of 61kWh.

According to Greenline, this allows for a maximum range of 40 nm at an economical 6-knot turn of speed. At full throttle, NEO’s eDrive will reach a top speed of 16 knots with a range of 20 nm. As well, its larger boats make use of its Hybrid Drive.

Combined with efficient hull design, this part of the lineup combines three energy sources: inverter with lithium storage batteries, inboard diesel power with a generator and a solar roof array. The electric motors and diesel engines are both connected to the prop shaft.

Nova Luxe

New to the electric scene and willing to position himself for the upswing is Marc Hawkshurst of Nova Luxe Yachts, who chooses stable, efficient catamaran hulls from builders such as Aquila, Fountaine Pajot, Endeavour, and Maine Cat. The Nova Luxe vision is to design and build its vessels with alternative power always in mind, which means using the latest technologies to maximize performance, including the use of strong, lightweight building materials and resin infusion.

Nova Luxe used the proven Torqeedo 80-hp Deep Blue electric engines and the i3 BMW batteries, combined with a solar array and a generator, for its first entry into this sector with an Aquila 44.

The owner chose the boat for its three-cabin layout and wide beam. The vessel’s diesel engines were replaced with new electric engines. The roof now accommodates large solar panels. Once completed—a launch date in early 2019 is possible—with a pair of 30kW batteries (60kW total), she will have the ability to cruise at a 6-knot turn of speed and can run all day using 25kW.

In addition, the solar array, on a sunny day, is capable of an additional 30kW of power aboard. With the Whisper Systems DC diesel generator going directly to the batteries at the rate of 25kW per hour, the operating time can extend to a week of efficient running. While it’s not a speed demon, the yacht is the first step in Nova Luxe’s ambitious plans for the future.

The future is electric power for boats

With these examples and the many others who have already made inroads in this direction, innovators hope to go with all-electric boat designs in the future. Accomplishing this will take efforts to bring about improvements and advancements to put forward commercially viable options that are both efficient and practical for certain boaters.

While I seriously doubt we will see 40+ knot sportfish boats running offshore, the possibilities still exist for some real changes that will positively affect our industry—and the environment.

By Ken Kreisler, Southern Boating January 2019

Volvo’s Hybrid IPS

Volvo Penta’s popular pod drive is going green with a Hybrid IPS.

Eco-conscious captains might feel fuel is flowing foolishly when throwing down the throttles to quickly get to running speeds. It’s called “the holeshot” in performance boating—a measure of the time and effort to go from zero mph to get on plane or reach cruise speed. As the engines gulp fuel, the thought of all those petrol dollars being burned out the exhaust pipes can be nauseating.

Based on its battle-tested, highly successful pod propulsion Inboard Performance System (IPS), Volvo Penta takes the next step with a hybrid concept that might be the alternative to all that foolish fuel consumption. Hybrid concepts have been kicking around for years—Northern Lights launched its Hybrid Marine System in 2011—but the knowledge from Volvo Penta’s IPS system gives the company a step forward in hybrid propulsion design and their goal to provide electric power solutions by 2021.

“Our hybrid IPS system is currently designed for boats from thirty-five feet up to one hundred twenty feet,” says Niklas Thulin, Volvo Penta’s director of electromobility. “The IPS hybrid system is planned initially for the eight- to thirteen-liter engine range, suitable for powering vessels such as ferries, pilot and supply boats as well as yachts. It will be similar to the traditional Volvo Penta IPS installations with two to four individual drivelines (engine/electric motor/pod).”

More Flexibility

A recent Volvo Penta press release detailed how a hybrid provides a flexible solution that maintains the high efficiency offered by the hybrid IPS system and adds the ability to run in zero-emission environments. With full torque from the electric motor available instantly, the boat will maintain responsiveness and controllability and provide a more efficient holeshot using electric power as well as the ability to run at 10 to 12 knots in electric-only mode.

The new hybrid configuration allows boats to operate in low and zero emission zones expected to go into effect around the world in the coming years. The hybrid also brings additional benefits, such as lower noise levels, vibrations and running costs.

The hybrid IPS concept design features a clutch and electric motor added between the engine and the IPS pod. The boat runs in an electric-only mode with the clutch open and with the clutch closed, the boat uses diesel and electric power in parallel. The captain selects the desired drive mode through the familiar IPS system control interface.

“The electric motor can provide more torque than the combustion engine at low rpm, which makes it very useful at maneuvering and low speeds,” says Thulin. “The combustion engine will have more power at higher speeds and, therefore, be the main power source from half to full speed.”

Electric-Only

The electric motor is supported by Li-ion battery packs that are charged by either external AC or DC chargers or through the primary diesel engine. The battery packs are modular in nature and allow owners to customize their design and performance whether for commercial or recreational use.

Electric-only cruising is extended with more battery capacity, and frequent external charging allows for the use of a smaller diesel engine to lower fuel costs. Service costs are lowered as well with the effectively maintenance-free batteries and fewer operating hours on the diesel engine. Volvo Penta will continue to support customers in tailoring a prop-to-helm configuration based on the specific application needs.

“Our solutions will be based on proven technology within the Volvo Group based on more than ten years of development of electrified solutions,” adds Thulin. “With the deep application knowledge, the solutions will be fit for a purpose and adapted to customer needs…. We’ve also got a great team of naval architects that are able to analyze precisely what energy content is necessary to move a vessel with a given hull at a certain speed.”

The parallel hybrid IPS system is in the early stage of development. It’s being validated at the company’s test center in Gothenburg, Sweden. A test boat is planned for sea trials in early 2020. Customer input will play an important role in the development of the system, which is expected to reach the commercial market in 2021, followed by a leisure boat option soon after. Volvo Penta’s commitment to offer customers flexible technical solutions will evolve this system into more hybrid technologies and all-electric drive variations.

By Doug Thompson, Southern Boating December 2018

Weight Distribution

It’s all a matter of balance. Proper boat design is the result of combining optimum stability with a favorable weight distribution.

A boat that runs well is designed well and the most important factor in any hull design, which is as different as there are the many types of vessels out there, is getting everything in balance. With today’s higher horsepower, larger engines in both outboard and inboard sectors—as well as such “standard optional” equipment as a Seakeeper gyro, now available for boats under 40 feet in length—the attention paid to proper weight distribution is even more important.

“It all depends on how weight is distributed, including the longitudinal center of gravity, the LCG,” said David Neese, Grady-White Boats’ vice president of engineering. “This is a constant and we never waver from it. Everything else that comes, after all, depends on that concept. Once you nail that down and get it right, you’re going to get as close to what you want and need out of a particular design. If the boat is not balanced well it is not going to perform well. That’s it.”

LCG is the specific spot where all the weight of everything aboard a boat is concentrated and is usually found somewhere either forward or aft of amidships. A strong factor of proper buoyancy, if the LCG is off, the vessel will present itself either being bow or transom down. “Another important factor are sightlines,” Neese added. “Once we determine where the driver will be sitting and standing, we are very careful, for obvious reasons, to maintain excellent visibility from the helm.”

When Neese hung triple outboards on his Grady-White 33 design, not only did he have to look at the weight of everything on the boat, including fuel, water, batteries, furniture—again, everything going on a particular boat—but also had to consider the added load of another engine. “It changed the balance of a twin-engine design and the numbers had to be fine-tuned so that the LCG was just right,” he said. Even though the engine manufacturers—Grady-White uses Yamaha products—have incorporated weight considerations in the high horsepower engines, there is still an acceptable range to work within that has to be watched very carefully.

Neese builds his boats with a robust design for weight distribution, with the load evenly into the stringer system. And since he knows well in advance when a particular owner wants bigger engines, he can take those steps to add some extra glass on the transom. “We pay attention to all the detail and, after the safety of those on board, nothing is more important to the end product than proper balance and the superior ride of our SeaV2™ hulls,” Neese said.

As with any successful builder, Viking Yachts has established a comprehensive database over the years with which to dial in the precise measurements for every boat they build. And with more powerful inboard diesels along with the aforementioned Seakeepers adding extra weight to the overall equation, more attention must be paid to establishing the proper balance throughout the product line.

Regardless of its size, the concept of a properly balanced boat reaches across all platforms. “Our boats run so very well because they are designed to,” says Dave Wilson, Viking Yachts’ design manager. “Our success is comparing ourselves against ourselves and we scrutinize all our models past and present when thinking of bringing out another boat.” During the initial design process, powerful software is utilized to determine the all-important LCG. Weights and balances, as well as weight control, are taken very seriously by the company in order to deliver the kind of boat, with its expected performance and sea-keeping abilities, its owners require and expect.

Wilson seeks the most optimum compromise for a particular model. “The whole boat is a give and take and you always have to give up something to get something,” he said. When it comes to interior volume, size, number and location of staterooms, engines, fuel and water, all that and a lot more must be taken into consideration.

“Every component, a tower, electronics, electric motors, air conditioning, generators, holding tanks—no matter what is on your boat, it must all be accounted for and weighed before it gets installed,” agreed John Leek IV, Viking’s general manager of its Mullica River, New Jersey facility. “Even if it does not come with a specific piece of equipment, we want to make sure there is not only room for a later install but is already factored into the weight distribution of the boat.”

This weight study is taken into account during the entire design concept and follows the boat right though the build process. As technology brings forth more and more changes and improvements in material and techniques, Wilson can look at past models and see how the new ones are going to be different and how that will affect the boat once hull and water meet. “If, for example, we are building the new 68 Convertible, we’ll have taken a look at our 66 weight report and be able to immediately identify the differences: hull and laminates, size of parts, what mechanical items have changed, and other crucial and important items,” Wilson noted. “With past builds, when we would have to add something or take something out, we would need to start from the top with our numbers. With today’s powerful computer software programs, it’s all factored in.”

In boat design, everything is a compromise. Marine architects and designers are dealing with a defined amount of space, weight distribution factors they have limited control over, and our own ravenous desire to add more and more stuff on our boats. No matter what kind of boat you own, it’s all a matter of balance as to how she takes to the water.

By Ken Kreisler, Southern Boating December 2017

Electric and Hybrid Marine World Expo 2017

Electric boat technology strives to keep up with the auto industry.

Chevy’s Bolt EV just won Car of the Year at the Detroit Auto Show, and luxury auto maker Tesla reports sales figures for the Q4 of 2016 up an impressive 27 percent. What’s taking so long for the technology to trickle down to the electric boat category? “We are not converting the message as a group,” Phil Purcell, CEO and Executive Director of the Marine Industries Association of South Florida stated rather bluntly as the opening keynote speaker at this year’s Electric and Hybrid Marine World Expo in Tampa. “I drive a Tesla, own a Duffy Electric Boat, have a Torqeedo motor for my dinghy… Electric is not a fad, but the battery makers are all in competition for a small slice of pie, and they need to be working together.”

Torqeedo, in collaboration with BMW, is making the very latest automotive battery engineering available for boats. Adapted to work with Torqeedo’s 40- or 80-hp Deep Blue systems, the BMWi3 technology is based on prismatic cell design allowing for efficient cooling and even temperature distribution within the battery, all in a compact form and tucked neatly into an extremely rugged structure with external power and data connectors.

Prismatic cells require precision assembly in a robust frame to achieve a long service life. Early adopters of electric technology have discovered that charging and discharging over time leads to cell expansion and collapsing, hastening the aging process. Boat applications place high demands on shock resistance and the BMW/Torqeedo design addresses those concerns.

The battery is waterproof to IP67 standards and has laser-welded cell connections over a larger surface, suggesting a stronger and more powerful design than conventional spot-welded cell connections. Should a particular cell fail, interchangeable access points and modules allow for upgrades.

BMW’s battery management system detects a replacement module and adjusts for that cell accordingly, while still providing appropriate recharging levels for older modules.

Torqeedo debuted a 25kW Range Extender for the Deep Blue system that is the first inverter generator capable of supplying electricity for yachts and supporting serial hybrid systems. With a promise of reduced pollutants, less vibration and a longer life for the combustion engine, the system does not require a separate starter. Instead, it uses the electric motor included in the genset.

Sailboaters also seem enamored with Torqeedo’s Cruise Fixed Pod motor as an alternative to an inboard diesel engine. Winner of the 2016 DAME Design Award, this year’s upgrades include new electronic throttles, a dedicated high-resolution marine display and an easy-to-understand user interface. The pod can be charged from shore power, solar, a generator, and even hydro-generation while underway. torqeedo.com

On the commercial side, BAE Systems introduced HybriDrive marine solutions that work in concert with leading marine diesel engines to provide efficient propulsion and auxiliary power systems. HybriGen Power & Propulsion eliminates conventional main engines and is targeted for passenger ferries, research vessels and expedition yachts. Hybrid Assist uses various components to drive a vessel electrically at low speeds and assist the main engine when high-end boost is required. Aimed at the tug market, BAE says there is a fuel cost savings and main engine hours savings of up to 50 percent. Their third product, HybriGen Zero, eliminates the need for conventional diesel generators with a focus on towboats and fishing fleets. baesystems.com

Several battery makers addressed thermal runaway—think Galaxy Note 7, hoverboards and Boeing Dreamliner battery fires—with proprietary heat dissipation design. AllCell Technologies, a Chicago lithium-ion assembler, offered a breakthrough honeycomb design that prevents the spread of thermal runaway. Scott Novack explained how their patented phase change composite, a mix of wax and graphite, keeps the battery in a constant cooling state and avoids “the domino effect prevalent in thermal runaway.”
allcelltech.com

While big names like Valence, Spear Power Systems and Rolls Royce were on hand touting their progress, there was also room for the garage entrepreneur. Seattle-based PureWatercraft debuted an all-electric engine resembling the outdrive of a stern-powered outdrive. “The difference is we built all the parts, including a more efficient propeller,” notes founder Andy Rebele. The Pure Outboard replaces a 9.9- to 40-hp engine, connects to standard steering cables and weighs under 100 lbs. With two modestly sized battery packs that charge from a standard 120V system, it delivers 35 minutes at wide open throttle or an entire day of typical tournament fishing on a lake. Rebele and his team of inventors are in the manufacturing stage with delivery expected this spring. “Quiet is what people pay for,” quips the former rowing coach. purewatercraft.com

— By Alan Wendt, Southern Boating Magazine March 2017

How to Buy a Better Used Boat

A marine surveyor offers advice based on more than 35 years of experience.

There’s a reason why sales of pre-owned boats outpace new purchases 10 to 1. They represent a heck of a good value, particularly when factoring in perks like depreciation and owner outfitting. The trick is finding the most boat for your money with the least amount of previous owner headaches. Here’s a look at three issues that can turn your potential dream boat into the proverbial hole in the water.

Issue 1: Engine problems

Engines are typically the most expensive piece of gear on board, and it’s a hard lesson to learn after purchasing that deal of a lifetime to discover a rebuild or replacement is required.

Warning signs: Start by looking for obvious problems such as leaks, excessive rust, broken components, etc. Next, check coolant level and properties (for closed systems). Lack of antifreeze should be a concern (a possible indication of leaks) as would coolant with a rusty color or an unusual amount of solids.

Pull the dipstick and check the oil. A slightly low level might be okay, but higher than normal levels could be a sign of trouble, especially if the oil is milky or frothy—an indication that water, antifreeze or transmission fluid is present. The cause of this could mean anything from a blown gasket to a cracked block.

Is the engine difficult to start? Depending on the engine (gas or diesel), hard starting could be caused by anything from weak batteries to faulty plugs, fuel pump issues or bad fuel. How does the engine sound? Does it run smoothly at idle and under load, or does it idle unevenly and stall out when placed in gear? Rough running can be caused by anything from clogged fuel filters to compression problems, while engines idling at more than 800 rpm may have been set high to mask idling problems.

Verify proper oil pressure and operating temperature. Low oil pressure could be due to anything from faulty oil pumps to cam bearing failure. High water temperatures may be something as simple as a failed impeller, but could also be caused by corroded manifolds or exhaust risers. Also, read the smoke signals. A well-maintained engine may smoke when it’s initially started or while idling but not when warmed up or under load. Smoke color can also provide an indication of problems (blue for burning oil, black for incomplete combustion, etc.).

Red flags: Have the engine surveyed by a marine mechanic, then discuss repair options and cost. Engines are a big-ticket item, so always weigh the cost of repair or replacement versus walking away from what initially seemed like a great deal.

Issue 2: Wet/delaminated decks

Water intrusion into cored decking likely causes more boat damage every year than sinking, grounding and fire combined. Cored construction simply means you’ve got an inner and outer skin of fiberglass sandwiching some other material between them: balsa, plywood, foam, etc. The prime directive with cored construction is to keep water out, particularly with balsa or plywood. Wet wood coring can rot and allows the cored deck to separate, which drastically reduces structural integrity. Long-term water exposure causes problems with foam-cored decks as well: core separation, freeze damage and even disintegration in some cases.

Warning signs: The first step in finding deck problems can be as simple as walking on them. Soft spots, oil-canning (flexing) or even water squishing from deck fittings are all indicators of a potentially expensive repair. Drips and brownish stains below decks are also common signs of water-soaked decks and rotting core.

Sound out the decks by tapping them with a small plastic-headed hammer or the end of a screwdriver handle. Sharp, crisp sounds are what you want to hear, while dull thuds can be an indication of delamination. Moisture meters such as those available from JR Overseas (jroverseas.com) are also an excellent tool for sniffing out soggy decks.

Red flags: While repair costs will be directly related to the size of the delaminated area, cutting open a deck for core replacement is rarely a cheap proposition. If a deck flexes like the bounce house you rented for junior’s birthday, run or get ready to lay out some serious cash.

Issue 3: Manufacturer’s defects

It’s a sad fact that some problems you’ll encounter are fresh from the builder or caused by improper aftermarket installations by the dealer.

Warning signs: The sky’s the limit with the range and type of problems you’ll encounter. Common issues include holes drilled or cut into cored decks that aren’t properly sealed afterward against moisture entry. Windlass hawse holes are notorious for this. Also, inadequate backing plates for railings and cleats, unsupported wire runs, inaccessible fuel tanks, and lack of seacocks below the waterline thru-hull fittings—the list seems endless.

Red flags: Here’s where a good marine surveyor is worth his weight in gold (marinesurvey.org). It’s the surveyor who, like crotchety old Aunt Emma did on your first real date way back when, picks and gnaws at your new love, ferreting out all those faults your own moonstruck eyes have overlooked. With survey report in hand, you can work with the seller to correct these issues outright, negotiate a reduced price or determine if it’s better to find a boat with fewer issues.

— By Frank Lanier, Southern Boating Magazine February 2017

Spring Cleaning? Don’t Miss the Engine Room!

Spring cleaning your engine room has long-term benefits.

A dirty engine room is like dirty fingernails; it says a lot about your boat’s overall cleanliness. The accumulation of dust, sea spray, oil, and other fluids in the engine room can affect a boat’s value as well as the boat’s seaworthiness. The boat may look great outside, but it is sick inside and may be dying. “A boat that’s a mess down below can be difficult to repair when there is a problem,” explains Issy Perera, owner of Apex Marine in Miami. “That’s why a clean engine room and pre-flight check at the dock is so critical. Keeping a tidy engine room offers three advantages: It preserves the value of your boat, prevents issues before they start and helps you spot bigger problems faster.”

With some vigorous spring cleaning, boat owners can separate engine room clean-up into three areas:

• Mechanical issues associated with the engine

• Electrical issues with batteries and connections

• Auxiliary systems such as seacocks, sea strainers and watermakers

When it’s clean, problems are seen.

Perera puts down clean, oil-absorbent pads in the engine room so that he can see immediately if there are drips or leaks. During his frequent checks of the engine room he scans for dust that may be a sign of a worn or slipping belt, or if there’s smoke or residue from a leaking exhaust hose.

Anything out of place—loose clamps, wires or hoses—is obviously a sign that something is amiss and needs to be checked out. “There’s an awful lot of stuff in play in the engine room,” says Perera, who runs his 51-foot sportfishing boat to The Bahamas with friends and family. “Once you make a habit of getting down there and cleaning every time you go out, you’ll begin to notice things. You become very in tune with your boat and can also perform vital fluid maintenance.”

Making sure oil is at the proper level and changing it regularly benefits your diesel engine in innumerable ways. While a diesel engine may run at low rpms, it’s still working hard whenever it is running, and the engine oil does more than lubricate moving parts and reduce friction. Oil also keeps pistons and cylinders cool, and protects the walls, valves and turbochargers by acting as a sealant to stop corrosion.

Whether or not to change your own engine oil depends on your mechanical skill level. Most new boats have oil-changing pumps that make it easy to get the oil out, but older boats don’t have such conveniences. You’ve got to get down and dirty to find the oil pan and drain the oil. The bottom line is changing the oil can be a big job that’s not worth the hassle. However, it’s a great idea to know how to change filters and add oil when needed.

Eye on electricity

“Some people will start to spray water all over the engine room, and that’s when things can really get screwed up,” warns Perera. “You have to know what you can and cannot spray. That’s why it can be a benefit for some boat owners to have a qualified marine professional do the maintenance on their boat so they can just turn the key and go.”

Many diesel engines use sacrificial anodes known as “pencil zincs” to counter galvanic corrosion. It’s important to check the zincs often and replace them when they are worn out. “If you let those zincs expire you can have major problems,” Perera cautions. “I’ve seen them wear out after three or four months. Now, they don’t use zincs on all brands, so boat owners need to check their book and find out and then know how to change them when needed.”

Many of today’s diesel engines use covered plugs and connectors for the electrical system, but if you do have exposed connections, there are ways to ward off corrosion. Boeshield T-9 is a spray-on product that creates a film over the exposed connection and protects it from the saltwater environment.

Focus on the fluids

Many boat owners don’t give thru-hulls and seacocks much thought regarding maintenance. They might think of thru-hulls, made of bronze or plastic, as finished-off holes in the boat, and seacocks, also available in bronze or plastic, as simply valves that can be opened or closed. However, when there’s a serious failure of a below-the-waterline thru-hull and seacock, the boat can sink or an engine can burn up when deprived of cooling intake water.

Thru-hull fittings and the seacocks attached to them function as gatekeepers, allowing water to pass into and out of the boat. Thru-hulls are both above the waterline for bilge and A/C water discharge, and below the waterline in combination with seacocks for raw-water intakes for engines, generators, A/C systems, washdown pumps, and more.

When doing maintenance, test bronze thru-hulls with a pocketknife by poking into the flange. If you see bright shiny bronze you are okay, but if you uncover pink, flaky material, it’s time to replace it. Likewise, plastic thru-hulls can crack and leak. Thru-hulls can be fouled by barnacles, and you want to check the seacocks to make sure they open and close smoothly and that there are no leaks.

One cool tool

Finally, Perera recommends every cruising boat owner have a wet vacuum that’s always at the ready. Wet vacs allow for the fast removal of accumulated water, which helps prevent bacterial growth as well as keeping the area clean. “We can help customers clean up their engine rooms, but sometimes it’s a do-it-yourself job and that’s where you have to have the wet vac,” Perera says. “You don’t want standing water or fluids in your boat, and again, any fluid is a sign that something is wrong. Fix the problem, eliminate the fluids, and you’re going to be a much happier boat owner.”

— By Doug Thompson, Southern Boating Magazine January 2017

Making (Green) Water

A Wilmington, NC trio is making fresh water green in an innovative way.

Nature has done a pretty good job of providing water for a few million years now, but it isn’t always the type of water we need where we need it. For example, many island and coastal communities have plenty of seawater at their shoreline but often struggle to produce enough fresh drinking water economically. If you happen to be cruising along the coast of North Carolina, you may see a young company’s attempt at a solution to this problem. Saros Desalination, founded by Chris Matthews, Justin Sonnett and Laura Smailes, has placed a test buoy just south of Masonboro Inlet. The buoy concept, explains Sonnett, “is for the buoy to be part of a wave-driven seawater desalination system, which has a minimal operational carbon footprint and that is powered solely by ocean waves. The Saros EcoH2O innovation aims to utilize renewable resources to provide inexpensive, clean water to developing coastal regions, areas looking for sustainable desalination solutions and communities struck by natural disasters.” The next phase of testing could see additional buoys placed in the vicinity of Wrightsville Beach fishing piers to enable easy transfer of seawater to a shore-based unit. More information on this unique project or how to contribute to their fundraising efforts can be found at sarosdesalination.com.

Beaufort International Film Festival

Beaufort, South Carolina, isn’t just a favorite destination for cruisers. The city and its scenery also draw filmmakers with notable box office hits like Forest Gump, The Big Chill, The Prince of Tides, and The Great Santini. This combination creates the perfect opportunity to tie your boat up at the Downtown Marina of Beaufort February 15-19, 2017, for the 11^th Annual Beaufort International Film Festival. The festival will feature screenings of original films, screenplays and workshops with the directors. Join actors and producers for the awards and requisite cocktail parties, and you will feel like Hollywood has moved east. Information on tickets and screening times is available at beaufortfilmfestival.com.

Florida art festivals

Starting in February there’s no better place to appreciate the work of fine artists and craftsmen than the open-air spaces of Florida’s coastal towns. Begin with the 16^th Annual Hobe Sound Festival of Arts February 4-5. This festival is set up along four blocks of A1A at 11954 SE Dixie Highway in Hobe Sound, Florida. Also produced by Howard Alan Events & American Craft Endeavors is the 27^th Annual Downtown Stuart Art Festival. This festival has become a premier event in central Florida with artists coming from around the nation to display their work. The festival runs February 25-26 on SW Osceola Street in downtown Stuart. Additional information on both the Hobe Sound and Stuart festivals can be found at artfestival.com.

Finally, consider visiting the ArtiGras Fine Art Festival in Jupiter, Florida. This highly anticipated event takes place February 18-20. Artists’ work will be on display at Downtown Abacoa, 1200 Town Center Drive in the city. Tickets may be purchased in advance at artigras.org.

By Bob Arrington, Southern Boating Magazine February 2017

The Wondrous Windlass

Heavy-duty lifting is this marine powerhouse’s job.

Dropping anchor in a beautiful cove is often the goal of cruisers, who seek and set sail for stunning destinations only accessed by water. To aid anchor deployment and retrieval, most cruising vessels are equipped with a windlass, and power options include manual, electric or hydraulic. Installing a windlass can aid a cruiser for years to come.

The electrically powered windlass is the type most often used on cruisers. Vertical windlass designs have the electric motor and rope/chain gypsy (the chain wheel that the chain and rope roll up on) installed in a compartment just below deck on the bow, while horizontal designs have the entire lifting assembly mounted on the bow and covered for protection. An electric windlass allows the anchor line to pay out at a controlled speed as you deploy your anchor. When you’re ready to haul the anchor up, you hit the switch and the electric motor hauls in your chain and anchor.

Windlass technology does not change quickly, yet there have been advancements in metallurgic compounds and motor and gearbox designs. For example, Anchorlift uses AISI 316L-grade solid stainless steel for the production of all of its models and accessories. John Lynch, Anchorlift general manager, explains why. “The reason is durability and stability of the material. AISI 316L stainless steel is the best available, and we don’t use nylon, aluminum or plastic because we feel these reduce performance and compromise the durability of the windlass.”

Anchorlift Aquarius 2500 Series Windlass

Other leading windlass manufacturers include Lewmar, Maxwell Marine and Quick Nautical Equipment. Windlass selection is based on three criteria: vessel size, vessel weight and anchor size. “These all go into the science of selecting the appropriate windlass for the boat, because it’s not just the windlass that is needed,” Lynch explains. “You need to have the correct bow roller for the style anchor that is used, and the anchor design affects this as well as the position of the windlass, whether it is deck-mounted or thru-hull.”

Boat owners also need to utilize the correct rode kit, which is determined by the gypsy size in the windlass, how deep you normally anchor, the size of the anchor locker, and your scope ratio (the distance of rode compared with the depth you are in). In addition, whether the boat has a 12v or 24v power system is also a factor.

Lynch says their website was designed to take out the guesswork for customers. “We have an extensive amount of information, photos, drawings, diagrams, comparisons, and specifications available to view and download in order to help make the selection process very easy. Plus we have staff that is always available to answer calls regarding windlass and windlass accessories.”

Maintaining the windlass involves rinsing the windlass with fresh water after a day of use and polishing periodically to keep its shiny luster – especially stainless steel. Boat owners should ensure the unit is properly greased and that no corrosion starts to form on the surfaces of the unit. This includes the motor and gearbox of a vertical windlass that are located below deck, usually in the anchor locker.

“We recommend using an anti-corrosion spray (paraffin based) and spray the entire motor and gearbox thoroughly,” Lynch adds. “Boat owners should periodically check to see if any white powdery material (corrosion) is present. If so, remove it with a wire brush and apply more anti-corrosion spray. The anchor locker is a harsh environment and gets very wet when the rode (anchor rope and chain) whips around in there when the windlass is in use. This creates a very unfriendly environment for materials that can corrode.”

Regardless of the manufacturer and model installed, user error can still happen on the water. For example, a windlass should never be used to haul the seabed to the boat, or drag the boat to the anchor. This can cause damage to the windlass such as a bent shaft or damage to the vessel itself.

“The only way to avoid any mistakes is to follow the manufacturer’s recommended use of the product,” Lynch says. “If you have never used a windlass before, there are blogs, websites and, of course, your local marina staff that will help you decide which is right for you and how to properly use it. We also strongly suggest professional installation of the windlass and its accessories. Although they look easy to install, it can become quite involved and frustrating once you get into it.”

Anchorlift’s Anchor Turner Kit also helps boat owners avoid problems with twisting anchors when they’re retracted. It includes an anchor connector swivel and anchor turner, which helps the anchor park correctly in the bow roller rather than upside down.

INFORMATION:

anchorlift.com

lewmar.com

maxwellmarine.com

quicknauticalequipment.com

— By Doug Thompson, Southern Boating Magazine November 2016

Volvo Penta Power Punch

Volvo Penta pairs their new D11 diesel engine with IPS950 pod drives for a perfect combination.

Green and clean may have a fuddy-duddy reputation to some people—good for the environment but some say not much fun—however, Volvo Penta is changing that with its new D11 725-hp diesel engine. When paired with the company’s new IPS950 pod drives, the robust powerplant is more fuel efficient and pollutes less.

The D11 engine’s innovative technology creates an optimized air and fuel pressure ratio, which increases combustion efficiency. After-cooling provides more engine power, and on the exhaust end it simply emits less particulate pollution. That’s because the new D11 engine must comply with the world’s most stringent environmental legislation, U.S. EPA Tier 3, which comes into force this year. The particulate emissions requirements are 40 percent lower when compared with the old Tier 2 levels.

“The IPS800 and 950 are matched with the new 625- and 725-horsepower D11 diesel engines, providing a perfect combination of torque, speed and maneuverability for 40- to 60-foot flybridge yachts and sports cruisers,” says Marcia Kull, Vice President, Marine Sales North America, Volvo Penta of the Americas. “The result is two new and reliable drive packages both with a unique high torque.”

At the 2013 Fort Lauderdale International Boat Show last fall, the Tiara 50 Coupe was equipped with the D11-IPS950 package. In fact, the boat builder designed the 50 Coupe specifically to utilize the new engine. “Tiara has enjoyed a very successful engineering and working relationship with Volvo Penta from the beginning of the IPS system in 2005 in North America,” says David Glenn, marketing director for Tiara Yachts. Tiara was one of the first manufacturers to incorporate that entire IPS system in a boat, which was the 40 Sovereign at that time. “With the Tiara 50 we took the same approach,” Glenn continues. “We designed the hull around the D11 engine to take advantage of the higher fuel efficiency and the EPA ratings. The IPS950 drive line gives you less drag, and we positioned the engines and drives accordingly to take advantage of the CG (center of gravity) and loads. It runs well and is very nimble around the docks.” On the all-new Tiara 50, the technologically advanced D11-IPS950 power package in a twin application is matched to a successful ocean proven hull. This delivers a solid ride whether enjoying a calm day cruise or pushing the vessel to island getaways far offshore.

Cruisers Yachts is developing new 50- to 58-foot coupe and bridge models for 2015 utilizing the D11 engines and IPS950 drives. “We are closely tied with Volvo Penta on this project,” offers Jon Viestenz, Cruisers’ regional sales and product development manager. “It’s exciting and the engines and drives offer a wide range of performance options.”

Offered in three power classes—625, 670 and 725 horsepower—the D11 engines also provide more powerful torque, improved drivability and reduced noise levels compared to other engines in these horsepower classes. “The new D11 series is based on the latest technology within the Volvo Group, and has been optimized for marine use,” Kull adds. “The result is a compact, powerful engine series with new and improved basic design. In addition to a wider range of power classes, the in-line, six-cylinder diesel engines are enhanced with a large number of technical upgrades.”

The engines use the latest generation of the Volvo Penta electronic platform, the Electronic Vessel Control (EVC). The latest generation of EVC enables an additional number of features for increased security and control, and improved functionality.

“We have further enhanced our twin-entry turbo where each exhaust pulse maximizes charging pressure,” explains Thomas Lantz, Chief Product Manager at Volvo Penta. “This gives an extremely powerful torque already at low RPM. The engine responds instantly to operator commands and provides improved drivability with stronger acceleration.”

Pairing the D11 engine with the new IPS800 and 950 drive packages provides higher torque, better drivability and significantly less noise. With steerable drive units and double forward-facing propellers, the Volvo Penta IPS system provides about 30 percent lower fuel consumption and 20 percent higher top speed compared with traditional shaft installations.

Inside the IPS unit the mechanical compressor increases the charging pressure directly from low RPMs and creates an even more powerful low-speed torque. Together with the double forward-facing and counter-rotating propellers the boat operator enjoys an extremely good grip in the water. “The drive packages are more responsive to commands and together with the joystick control, the result is significantly improved maneuverability,” Lantz adds.

The D11 series and the new IPS models are based on the same installation dimensions as before, which could help reduce costs for boat builders. All fuel and oil filters, oil dipstick and oil filler are gathered in the back of the engine where they are easily accessible for servicing, which allows for easier maintenance. The IPS installation is delivered in a complete package from Volvo Penta. In comparison to a setup with shaft drives, the installation time is reduced by more than 50 percent.

By Don Minikus, Southern Boating February 2014