It took the marine iguana years to develop its amphibious abilities – the Iguana Yachts 29 has done it in less than a decade
Iguana 29
Iguana 29 review
Anybody who watched last year’s wildlife series Planet Earth II will remember the dramatic sequence in which a newly hatched marine iguana runs across a rock-strewn beach while being pursued by an army of racer snakes. It was a desperate life-and-death sprint that ended in the narrowest of escapes for the iguana when it slipped from the snakes’ clutches and plunged into the sea.
This ability to transfer seamlessly from land to sea and back again is unique in the lizard world and has evolved over millions of years to ensure the survival of the species.
It has taken Iguana Yachts less than a decade to achieve a similar goal with its luxurious amphibious sportsboat. Admittedly, the company wasn’t being pursued by a tangle of poison-fanged vipers during that time but the marine industry is just as ruthless when it comes to survival of the fittest. Article continues below…
One of our Stars of Southampton, the Sealegs 7.7 Cabin amphibious RIB
To be honest, I didn’t rate the boat’s chances when I first saw the photographs of an early prototype in 2011. It looked too complex, fragile and edgy to stand up to the rigours of a harsh marine environment.
It didn’t help that most of the marketing images seemed to show it on the gently sloping white sands of some millionaire’s playground. Having now driven it in lumpy UK waters and over a variety of muddy, rock-strewn British beaches, I’m happy to admit that I couldn’t have been more wrong.
Read the full report in the October 2017 issue of Motor Boat & Yachting, within the Custom Yachting section.
Princess admits photos of a heavily camouflaged performance boat seen leaving BAR is a prototype for a radical new sportsboat
Pricing and production dates are yet to be disclosed
Princess Yachts is to build a stunning new superboat that promises to be one of the ‘most exciting and revolutionary products’ the British yard has ever produced.
Intense speculation about a heavily disguised performance boat photographed undergoing sea trials at Ben Ainslie Racing was resolved this morning when Princess Yachts confirmed that it was behind the mysterious prototype.
At first both BAR and Princess declined to comment on rumours that Motor Boat & Yachting had picked up about a possible collaboration between the two companies but after more photos of the boat emerged showing it undergoing sea trials they appeared to have a change of heart.
The boat is currently undergoing sea trials
This morning Princess’s Marketing Director, Kiran Haslam, finally broke the silence saying, “Many people have been speculating about photos circulating this week of a camouflaged yacht spotted in Plymouth and Portsmouth. We confirm that this is indeed a special project we are currently working on at Princess Yachts.
“We will release more information in due course but can say with confidence that this is one of the most exciting and revolutionary products Princess has developed.”
The admission raises almost as many questions as it answers with both companies remaining tight-lipped about the key details but our understanding is that the photographs are of a full scale prototype of the hull rather than the finished boat.
The final look, size, power and speed are still a closely guarded secret but judging from the photographs it looks to be around 33-37ft long with a pair of high performance Volvo sterndrives suggesting big petrol V8s are likely to be one of the possible engine options.
On the water at the Ben Ainslie Racing facility
The hull appears to be fairly conventional with a slender near vertical bow section flattening off to a medium vee further aft. However, the involvement of BAR, best known for its high-tech America’s Cup yacht, begs the question of what it might bring to the project.
Its experience of building lightweight carbon fibre mouldings would be an obvious benefit to a performance motorboat where power to weight ratio is critical. A more intriguing possibility is whether they might be investigating the foiling technology used to such good effect on its America’s Cup yacht, although how this would work while keeping the propellers submerged is unclear.
The final look, size, power and speed of the boat are still closely guarded
Princess won’t be drawn on any of this speculation nor is it giving any indication on likely pricing or production dates but we are led to believe the project is well advanced and will be a genuine production boat built at one of its Plymouth yards rather than a one off project for a special customer.
One thing is for certain, that this bold step into the performance boat arena marks a turning point for the brand as it moves from its previous focus on subtle evolution to one built on technological revolution.
MBY has teamed up with an entrepreneurial reader to launch Lifecord – a new type of kill cord that you can’t forget to wear
Four years ago, Motor Boat & Yachting issued an open challenge to the industry to design a better kill cord. Only now, after countless hours of research, development and testing are we able to reveal the result of that challenge – a revolutionary new kill cord that we believe is the solution we’ve all been waiting for.
Called Lifecord, for reasons which will become apparent, it is as simple as it is clever. Rather than trying to replace the kill cord with something completely different, its designers have stuck with tried-and-tested technology and focused instead on the problem of people forgetting to attach it.
In other words, it’s still a kill cord but a ‘smart’ one. It uses the same hardware and works in the same way as a conventional kill cord. It fits any new or secondhand boat that already has a kill switch and requires no specialist installation. And, most importantly, it will cost less than £100, so everyone can afford it.
The reason it’s so much better than a conventional ‘passive’ kill cord is because Lifecord has an intelligent alarm system built into it that knows when you’re wearing it and, more importantly, when you’re not.
If it senses that you’ve forgotten to attach it, after a ten-second pause it will start to flash and beep, gradually increasing in volume, until you do. The really clever bit is that it can sense when it’s round your leg or attached to a lifejacket rather being looped o to itself, so you can’t easily deceive it.
Remarkably, Lifecord hasn’t been developed by one of the big boat or engine manufacturers but by an entrepreneurial Motor Boat & Yachting reader who responded to our challenge and came to us with his idea.
Sensing he was on to something, we put him in touch with a trusted marine supplier and helped him to develop his idea into a sellable product that will soon be available to buy in chandleries the world over.
Only now that patents have been granted and full-scale production is about to begin are we able to reveal the full story behind this remarkable new lifesaving invention.
Read more about Lifecord in the February and March issues of MBY and find out more on the Lifecord website.
Lifecord, a new alarmed smart kill cord that knows when you are not wearing it, ensures you’ll never forget to clip on again
Lifecord sounds an alarm if the cord is left dangling at the helm
We’ve all done it and we all promise we’ll never let it happen again, yet whatever steps we take, it keeps on reoccurring. We’re talking about forgetting to clip on your kill cord, that innocuous little red line that can literally make the difference between life and death.
Anybody who’s ever driven a sportsboat or an outboard-powered tender will know exactly what we’re referring to; in theory you should always keep the kill cord permanently wrapped around your leg or clipped to your lifejacket, even if that means cutting the engine when you leave the helm.
However, in reality, many of us choose to start the engine first before we clip on, or leave the engine running in neutral and unclip from the cord when we need to adjust a line or fender; the danger is that you forget to clip back on again when you return to the helm.
The Lifecord will fit any new or existing boat already fitted with a kill switch
Now Motor Boat & Yachting has helped develop a brand new ‘smart’ kill cord that ensures you need never forget again.
The Lifecord is a direct replacement for your boat or tender’s existing kill cord and operates the boat’s kill switch in exactly the same way; however, it also features a sophisticated built-in alarm than senses when you’re wearing it and reminds you when you’re not, much like the seatbelt alarm in a car.
It won’t trigger immediately – giving you time to start the engine or adjust a line – and features a number of other refinements to ensure it’s much better suited to life at sea.
Built to last
The whole unit is self-contained with its own battery so that it doesn’t need to plug into the boat’s electrical circuit.
No power is drawn until the clip head is attached to the kill switch, and the battery has sufficient power to sound the alarm continuously for 50 hours, so it should last for many seasons before needing replacing. Even then, a low-battery light alerts you that it needs changing — a DIY job that takes seconds to do.
A magnetic sensor recognises when the cord is pulled taut around the user’s leg or clipped to the lifejacket key and disables the alarm. A manual catch ensures the key can’t slip out accidentally
The Lifecord is waterproofed to IP67 and every part of it has been designed to be robust enough to withstand being thrown into grab bags or lockers.
It’s not just the construction that’s designed specifically for life at sea; instead of a simple audible alarm, the Lifecord has a sequence of warning tones that starts relatively quietly and gradually builds in volume at ten-second intervals to ensure it doesn’t irritate you or your guests if you do need to be away from the helm for more than the initial delay period.
After reaching its maximum volume (designed to be heard even over the roar of a powerful engine) it then starts the sequence again until you do remember to clip on. A bright LED warning light on the battery enclosure also flashes red as a visual reminder for the helmsperson and the crew.
The really clever bit is the sensor that attaches round your leg or on to your lifejacket. Instead of a tiny steel clip that can be awkward to use, particularly on colder days, Lifecord has a robust but compact clasp and key that is easy to attach and undo, even when wearing gloves.
The standard key is permanently attached to the cord and slots into the clasp once it has been pulled around the user’s leg. A separate second key is designed for clipping onto a lifejacket or clothing
Moulded into each part are opposing magnets that repel each other when not pulled tight so that it knows when the cord is stretched taut around your leg or simply looped on to itself.
For those who prefer to attach their kill cords to a lifejacket or item of clothing, a second ‘lifejacket’ key on a trap-gated carabiner clip is supplied that doesn’t need to be kept under tension to switch off the alarm.
A magnetic sensor recognises when the cord is pulled taut around the user’s leg or clipped to the lifejacket key and disables the alarm. A manual catch ensures the key can’t slip out accidentally
One size fits all
A system of detachable clip heads supplied with every Lifecord ensures that the vessel switch can quickly and easily be adapted to fit all common types of engine and kill switch, both old and new, including Mercury, Honda, Suzuki, Yamaha, Evinrude, Tohatsu, Mariner and more. Even if you change your boat or engine, you can simply remove the old clip head and attach a new one.
A plunger switch activates the unit as soon as it’s attached to the kill switch. It beeps once to signal it’s working. Removable clip heads adapt it to fit any make of boat or outboard engine
Lifecord is built in the UK to exacting standards and has been designed to pass the Lloyd’s Classification process. It has also been granted a number of multinational patents to protect its many innovations.
Motor Boat & Yachting has been closely involved in the development of Lifecord from the outset, having inspired its inventor John Barker to come up with a solution to the problem of kill cord-related deaths and injuries (see MBY February 2018 for the full story). We are now working with him to ensure its rapid adoption by boat owners and the industry.
Deliveries of the finished product are due to start next month and to encourage early adopters, the manufacturer is offering MBY readers a special introductory package that includes a Lifecord and a free lifejacket key (worth over £10) for just £89.95.
To be one of the first to own this game-changing device, pre-order your Lifecord now on the Landau UK website.
Enata Marine says that the Foiler, which can carry a crew of 8 (7 plus the driver), rises 1.5m onto its foils at speeds above 18 knots and is capable of gliding across wave heights of up to 2m.
The company claims that the boat is extremely quiet in flight as the waves pass below the hull with its slim foils offering low penetration, and that is it so stable that passengers can move easily around whilst the boat is foiling.
It also says that by reducing wave impact, the system ‘virtually eliminates sea sickness’ as well as leaving a third of the normal wake disturbance of a boat of this size and speed. Fuel consumption is also claimed to be reduced by 20%.
Powering the vessel is a sophisticated diesel-electric hybrid propulsion system. Two BMW 320hp diesel engines drive electrical generators that are linked to twin electric propellor ‘torpedos’ situated on the aft foils.
Top speed is 40 knots with a 30 knot cruising speed giving a range of 130 nautical miles from its 300 litre fuel tank. Battery back up means that the electric part of the hybrid system can run independently of the diesel engines for short periods, giving silent cruising for 10 minutes at 10 knots, allowing it to approach a dock or pass wildlife without disturbance.
On board, the deck layout is an open plan bow rider configuration, with two forward facing comfortable looking arm chairs in the bow section. Further aft, a large seating pad to port curls around a central bolster whilst the back end of the cockpit is left completely open for sunbathing or water sports.
The foils can be retracted, reducing draught to just 0.6m (2ft) and allowing the boat to be used as a superyacht tender and stored on board of very large yachts.
Broom, one of Britain's oldest boat manufacturers, won't build any more new boats
Broom has announced plans to discontinue boat building in order to focus on the leisure side of its business.
The Norfolk based boat yard blames fast changing market conditions, low customer demand, overseas competition and rising costs for its decision to withdraw from boat building.
Instead the company will concentrate on developing its boat hire business as well as the marina and service operation it runs in Brundall on the Southern Broads.
Broom, which has a heritage stretching back to1898, has been a mainstay of the British boat building for well over 50 years. Its range of popular 30-50ft aft cabin boats are a common sight on inland waterways and coastal marinas all over northern Europe. Their reputation as comfortable, sea-kindly, solidly built boats ensures they are still sought after in the secondhand market. However, the fast changing pace of boat design and the death of its charismatic former
family owner Martin Broom in 2013 left the yard struggling to compete with its more modern series production rivals.
Broom 30
Recent attempts to modernise the range and return to its family boating roots with a new range of 30-35ft Coupes attracted plenty of praise but ultimately not enough sales to sustain the boat building side of the business. Broom has confirmed that a number of jobs will be lost.
The definitive guide on how to tie up your boat correctly
A wander around any marina will reveal a hundred different variations of how to tie up a boat and to be fair there is no universal one-size-fits-all answer.
However, while many of the solutions on show are perfectly valid, it’s clear that there are also plenty of boat owners with very little understanding of what the lines are supposed to do and in some cases it’s a minor miracle that the boat’s still there when the owners return.
For an alongside berth in a non-tidal marina, or one with floating pontoons, you need a minimum of four lines. The bow line should lead forward from the bow cleat to a cleat on the pontoon a short way in front of the boat.
The stern line should lead aft from a stern cleat to a pontoon cleat a little way behind the boat. These bow and stern lines are to keep the boat alongside.
Then comes a pair of springs, whose purpose is to stop the vessel surging fore and aft in the elements.
The correct terminology for spring lines always causes some debate. As far as I am concerned a line which stops the boat from moving backwards is a stern or aft spring and usually runs forward from the boat’s stern or mid cleat to a pontoon cleat several metres ahead of it.
One that stops forward movement is a bow or fore spring and usually runs from a bow or mid cleat to a pontoon cleat several metres astern of it.
I always like the bow and stern lines to have a touch of slack in them so that the boat is ‘relaxed’ on its berth and can move a little way out from the pontoon rather than being pinned against it, rubbing on its fenders all the time.
In contrast to this I like the springs reasonably taut so that any fore and aft movement is kept to a minimum. Most boats are tied up in this manner, but it is usually how the lines are set up on a cleat, know as the ‘lead’, that is incorrect.
This lead is very important as it ensures the correct loading of a cleat and minimises wear on both the rope and the boat. It also allows the load to be released easily when the time comes to leave.
A lead can be described as ‘open’ or ‘closed’ – we always want an open lead as this covers all of the above conditions.
Unlike sailors, who usually like to use a different line for each job, motor boaters are usually more pragmatic and often use one longer line to do two jobs, such as the bow line and stern spring or stern line and bow spring.
To tie up a motor boat up with two long lines, lead the stern line aft and make it off on the pontoon cleat ashore using the 0880 technique, then return it by going forward to a centre cleat aboard the boat, this makes it a spring.
Since this line will be stopping any forward movement, it is called a bow or fore spring even though it runs from a cleat positioned astern of the boat.
Repeat the same process with the bow line, i.e. lead it forward and make it off to a cleat ashore, then return it to a centre cleat on the vessel to act as a stern spring stopping any backwards movement of the vessel.
The disadvantage of using two long lines instead of four shorter ones is that any adjustments to the bow or stern line mean undoing the springs first.
The other consideration is how to start your lines. Either start the line on board with a bowline or made-up loop and then tidy up the loose ends on the pontoon, or start with the loops down on the pontoon cleats and leave the tails on the boat, which looks neater but means more hassle when you want to leave.
This is one area that the motorboat style of using two longer lines has an advantage as all the tails end up back aboard the boat in a neat, seamanlike manner.
Leaving is also relatively simple as the springs naturally have to come off first. The choice is yours, so long as they are lead and made off correctly, the boat will be nice and secure.
Can a self-polishing copolymer antifouling that gradually dissolves in the water be a better option than hard antifouling? We put International Micron 77 to the test
Lots of people seem to think that hard antifouling is the way to go for a fast planing boat because its harder finish won’t wear away too quickly. I don’t buy it, partly because it relies on the boat’s motion through the water to wear away the exhausted top layer of antifouling (so it doesn’t work as well when left in a marina) and partly because over the years, you build up countless thick layers of lumpy, part- worn antifouling.
I prefer to use a true self-polishing copolymer antifouling that gradually dissolves in the water, even when the boat is sat on its berth for weeks at a time. Not only does this ensure there is always a fresh layer of biocide-laden paint to keep the critters at bay, but it reduces the buildup of old paint and leaves a smoother, more fuel-efficient finish.
International Micron 77 is one of an increasingly small number of true copolymer antifoulings that you’re still allowed to apply yourself. The other big advantage for workshy lackeys like myself is that two thick coats should last a couple of seasons, which goes some way to offsetting the premium pricing.
That’s exactly what I applied on my Karnic 2250 around this time last year and when I pulled it out of the water at the end of October, the results spoke for themselves.
The underside of the hull was completely free of weed and barnacles and even around the waterline where it was exposed to maximum sunlight, there was only a thin layer of slime. You only have to look at the full beard of weed growing from the small unpainted section of topsides at the stern of the boat to see how bad it could have been.
Even more gratifyingly, there still seems to be plenty of life left in last year’s application, so this spring I will be free to plant up my vegetable patch with lots of baby radishes rather than grovel around under my boat with rollers and facemasks. Result!
For more information click here.
Having topped the range with the Navetta 73, Absolute is now looking to tail it with the 48 – its smallest Navetta yet
In this context, small is a relative term because the Navetta 48 still looks like a very substantial
bit of kit. In fact, at a smidgen under 50ft long and with the same 15ft 3in beam, it’s not a lot smaller than the Navetta 52. It even packs the same twin 435hp IPS600 pod drives.
The missing 3ft means a shorter superstructure and a more compact layout below decks, but Absolute has still managed to find room for two good double cabins and a third twin. The difference is that the master suite is now forward with an offset island berth facing across the boat with an ensuite bathroom tucked alongside it. It’s a clever solution that only works because of the unusually beamy bow sections.
The other two cabins share the mid section, in the space where the 52’s full-beam master sits, and both share a very generously proportioned guest bathroom. There is even a small crew cabin behind the engineroom.
The shorter superstructure means a slightly more compact aft galley but the broad beam and a sociable lounging/dining area forward still makes for a very usable entertaining space. The same holds true of the flybridge, the entire perimeter of which is surrounded by either seating or sunpads, bar a small break in the middle for the wet bar and staircase. The bimini shade can also be upgraded to a hardtop if required.
Absolute haven’t yet revealed the price or top speed but with less weight to haul around, it’s bound to be a bit quicker than the 52 as well as more affordable. Provided the fit and finish lives up to the standards of its bigger siblings, it should make a very appealing buy.
We put six of the best electric folding bikes to the test to find out which one is the most useful for those using them on a boat
Many boat owners have already discovered the joys of carrying a folding bicycle on board. It allows you to explore further afield than the immediate confines of whatever marina you happen to be visiting and makes that boring but necessary trip to the supermarket that much less of a chore.
But even the best folding bikes can prove a bit of a slog, especially in warmer climes – after all, the only way is uphill from most marinas.
Now, however, the latest generation of electric folding bikes promises to take you further and faster than ever before, whatever your age or fitness level.
Designed from the ground up as electric bikes rather than hastily converted pedal cycles, they feature powerful electric motors, long-range lithium ion batteries and neat folding mechanisms that often conceal the batteries and cables within the frame. The result is a lighter, neater, more compact solution that is both fun to ride and easy to store on board.
Coyote Connect £499
The least expensive bike on test turned in a very solid performance, even if its packaging isn’t quite as neat as some
Build quality 3/5 The Coyote Connect’s 20in wheels feel sure-footed under way while the sturdy aluminium frame gives a secure, stable ride. It’s not the most stylish of packages but its utilitarian appearance won’t offend anyone either.
Performance 3/5 The six Shimano Tourney gears are slick and easy to use, rotating on your right handlebar. When you decide it’s time for a shot of electric power from the front-wheel motor, just use your left thumb to turn it on and choose the level of assistance you need from the three available.
The 24V lithium ion battery doesn’t have quite the same urge as some of its 36V rivals but it will still reach the 15.5mph restricted top speed and its 9Ah capacity delivers an impressive range.
Rider comfort 4/5 A wide range of seat and handlebar height adjustment with pedals in the natural place meant all our testers found it easy to find
a comfortable riding position. The broad saddle also met with approval from our heavier testers.
The front V-brakes and rear hub brake aren’t as powerful as some but are progressive and easy to use. The battery is stowed under the rear luggage rack rather than mounted in the frame but the extra carrying capacity is a welcome bonus.
Portability 3/5 It’s a little heavy to lug about but as you won’t be carrying it further than a few metres from the back of your boat to the pontoon, that shouldn’t be a major problem.
The Coyote folds and unfolds quickly and logically, although its slightly untidy shape and size (60x86x45) when folded may
not make it the easiest to stow on board.
Value 5/5 It may be the cheapest of our group at £499 but it doesn’t feel that way when you ride it. Our news editor Steve bought one for himself over a year ago and swears by it. It’s backed by a three-year frame and a one-year battery and component warranty.
It may be the cheapest of our group at £499 but it doesn’t feel that way when you ride it. Our news editor Steve bought one for himself over a year ago and swears by it. It’s backed by a three-year frame and a one-year battery and component warranty.
Verdict 3/5 Available exclusively at Halfords, the low price, sturdy build and comfortable ride make this a surprisingly good budget E-bike package. Spend an extra £30 on a bag suitable for any folding bike with wheels up to 20in and you’re ready to roll.
Kudos Secret £765 This cleverly designed and surprisingly affordable E-bike is unlikely to stay secret for long after this test
Build quality 3/5 The extruded aluminium frame is neatly welded with a modern rectangular design that houses the battery inside. Twenty-inch wheels and Kenda tyres with front and rear V-brakes and six-speed Shimano gears give confidence under pedal and electric power.
Performance 5/5 The Secret’s 36V 8Ah LiMnO4 battery is more powerful than the Coyote’s and hidden inside the aluminium frame –hence the ‘Secret’ name.
There is so much acceleration on tap that you really need to go carefully at first until you get used to the right-hand twist-
grip throttle controls. The LED unit on the handlebar displays three assist levels and tells you how much battery you’ve got left.
You can use the throttle to set off and start pedalling until the power automatically kicks in at the level you set on the handlebar display. Take care using the power to start without pedalling; the eager motor can cause your front wheel to rear up if you overdo it.
A gentle squeeze of the very efficient brake levers cuts out the motor when you need to slow down.
Rider comfort 4/5 Taller riders will need a longer alloy seat post than standard (400mm) to ride comfortably and Kudos can supply a 500mm one for a nominal extra charge. This aside, it’s a pleasant bike to ride, although the pedals can clip the ground if you lean over too far into corners.
Portability 4/5 The Secret folds quickly down to a compact size and stands on its own without wobbling over.
A Velcro strap holds it all neatly in place while you lift it into your boat’s lazerette. Its 19kg weight is par for the class, although sadly they no longer supply a storage bag to protect the bike from salt water and knocks.
Value 5/5 At £765, we felt that the Secret represented excellent value for money, offering the style and features of the more expensive bikes without the hefty premium.
Verdict 4/5 This is the bike which most of our testers said they would buy for themselves. It performed well under both pedal and electric power, folded easily and its combination of style, quality and price was spot on.
Freego Folding Light £1,249 Stylish looks and an impressive array of equipment help justify this bike’s premium pricing
Build quality 4/5 Similar in style to the Kudos Secret, the rectangular section alloy tubing conceals the battery within the folding frame. A slightly more curvaceous shape and higher-spec equipment helps justify the extra cost.
Performance 4/5 Three-speed Shimano Nexus internal hub gears don’t give you quite the same range of pedalling options as the six-speed derailleur alternatives but they are blissfully easy to use and less prone to the chain falling off.
The electric motor is mounted on the front wheel with five different power modes giving strong performance uphill and on the flat. The disc brakes are so effective, they take a bit of getting used to.
Rider comfort 5/5 The frame is sturdy and strong with plenty of adjustment to suit all sizes and very comfortable handlebars. Like many of the bikes, the pedals are set quite low but the 20in wheels give a safe, secure ride.
Portability 4/5 Although Light in name, this model is almost identical in weight to the Coyote Connect and the Kudos Secret. During folding and unfolding, the black plastic locking band is a bit of a hindrance while you’re pulling levers on the handlebar stem but the whole bike does go down very neatly, including the pedals folding flat.
Value 3/5 Available in ‘sugar apple green’ and ‘pewter grey’, the Freego comes in at £1,249.
A two-year warranty reflects Freego’s confidence in the life of its 36V 8Ah battery – lithium batteries deteriorate over time so Freego uses only Grade A cells. And its frames are covered for five years!
Verdict 4/5 The Freego Folding Light is marginally better than the Kudos Secret due to its superior LCD display, it has better brakes and additional features, but it’s not quite enough to warrant the substantial extra price.
The production-ready solar-powered Solarwave 64 powercat solves the limited-range conundrum of true electric boats
Solar panels on the folding hardtop and flybridge can generate up to 15kW
A little over a year ago we reported on the Solarwave 64 an ambitious project to bring an all-electric 62ft powercat to the market for the very first time.
The fruit of that project has now been unveiled, causing quite a sensation when it was launched to the press and public at the Multihull Boat Show in La Grande-Motte last month.
Slightly bigger than expected at 63ft 9in long and bearing the new brand name of its parent company Silent Yachts, the first production-ready Solarwave 64 is now for sale at an asking price of €1.96 million ex VAT.
The efficient, low-drag hull of the cat is ideal for solar applications
Even by conventional motor yacht standards, it’s an impressive-looking beast with a vast owner’s suite occupying the whole of the starboard hull and two further double ensuites on the port side (four and five-cabin versions are also an option). But it’s the way the whole boat has been designed and built from the ground up as a self-sufficient solar-powered cruiser that makes it so unusual.
Unlike the hybrid diesel-electric craft from the likes of Greenline and Mochi, which still rely on a sizeable diesel engine for any lengthy cruises, and the range-restricted battery-powered pure electric craft from Nimbus and Frauscher, the Solarwave 64 can cruise in near total silence for days at a time. So long as the sun keeps shining, there’s no theoretical limit on how far you can keep motoring.
A 25kW generator can be used to extend the range if the batteries run flat
The choice of a multi-hull design makes perfect sense. Not only is it an inherently efficient low-drag hull shape, but the large surface area of the pop-up hardtop and flybridge overhangs provide the perfect place to locate the solar panels.
On a sunny day, these can generate up to 15kW – more than enough to propel the boat at 5-6 knots and power all the yacht’s household appliances.
A huge amount of effort has also been put into keeping the weight down through the use of carbon-fibre composites and structural honeycomb-cored furniture. It hasn’t quite hit its initial target weight of 18 tonnes light but even at 25 tonnes, it’s a full 10 tonnes lighter than a Lagoon 630.
TV personality Ben Fogle will attempt to break the record for the fastest circumnavigation of the British Isles this summer
Credit: Mike Jones
TV personality Ben Fogle will attempt to break the record for the fastest circumnavigation of the British Isles this summer. The attempt will be made by SUNUS Ocean Racing (SOR) using a Spectre 32R, a production powerboat based on the proven 31ft Phantom hull.
Two Mercury Racing Verado 400R outboard engines give the boat a top speed just shy of 100mph, making it one of the UK’s fastest production leisure craft. The punishing 2,000 nautical mile challenge includes the west coast of Ireland.
The crew of Bradstone Challenger have smashed the Round Britain record on the second attempt.
Skippered by racer Tom Montgomery-Swan with Ben Fogle and Michal Galczewski acting as navigators and Ben Allen from Mercury importer E P Barrus as engineer, the team hope to set a time of 60 hours at an average speed of over 45mph. The current record of 73 hours is currently held by Seahound V, a 10m Scorpion RIB powered by a Yanmar diesel engine.
The attempt is being used as a platform to raise awareness and funding for still birth charities, a cause personal to two of the team.
Sam Newington, the son of Fairline founder Jack Newington, passes away peacefully at home
Sam Newington, the man who built Fairline into one of Britain’s leading boat manufacturers, has died peacefully at home aged 82. The family’s involvement with the marine industry began in 1964 when Sam’s father Jack Newington converted a gravel pit in Oundle, digging a trench to link it to the River Nene. Oundle Marina was created, the basis for a small inland waterways and marina business that hired and repaired boats. It was originally something of a hobby alongside the family’s main business of frozen foods. In 1966 Jack bought a mould for a 19ft glass fibre boat from a failing company. That boat became the Fairline 19 and Fairline was born.
Sam signed up to the RAF straight from school, joining RAF Cranwell – the entry point for those wishing to become permanent officers. He graduated top in academic work and became a fighter pilot flying Hawker Hunters in Germany. Following the Suez crisis, Sam became disaffected with the political situation at that time and left to join his father’s frozen food business. Frozen chickens didn’t hold Sam’s interest either, and when the business was sold he left to pursue an MBA at Columbia University in New York before returning to the UK to work for global consultancy firm McKinsay as a management consultant.
After Jack Newington voiced an intention to sell Fairline if Sam didn’t become a part of the business, he joined the firm in 1970. At the time the company had just 21 employees working out of the Oundle Marina site.
Jack and Sam ran the company together for a brief period, with Jack taking increasing time off as Sam got more involved. A keen boater who had many cross channel trips under his belt, Sam brought both his management acumen and love of boating to bear, introducing a 25 footer and then the 23 Holiday which went on to sell 600 units over the next 12 years.
Fairline grew rapidly under Sam’s command, and the Fairline 40 launched in 1977 allowed the company to expand into Mediterranean markets. By 1979 the company was employing 140 people and turning over £5 million a year.
His management style was very ‘hands on’, getting involved with the design as well as the manufacture of Fairline boats. The Targa range was created directly as a result of Sam and his wife Briony’s boating experience. With a holiday home at Port Grimaud in the South of France, the couple naturally kept a Fairline there, a 26ft Sunfury. It was their need for a larger boat that saw the creation of the hugely successful Targa 33 in 1984 that went on to sell over 350 units over the following seven years and spawned the entire Fairline Targa genre.
In total Sam and Briony owned 18 Fairline boats, testing a different model each year by taking it to their holiday home in France. Everyone at Fairline knew when they had arrived as the faxes would start coming in detailing changes that Sam wanted making which would need to be actioned immediately.
In 1986 Fairline was awarded the Queen’s Award for Enterprise, International Trade and in 1996 Sam retired, selling Fairline Boats to South African Graham Beck (who also owned Princess Yachts International) having run the company for 26 years.
Rare Porsche Kineo speedboat goes under the hammer
A Porsche Kineo speedboat has been sold at auction in The Netherlands.
One of only three prototypes built and believed to be the only one in unmodified form left in existence, the 28ft boat has been the subject of a two year professional restoration to return it to its original condition.
Conceived by Porsche Design in the late Eighties as an ‘exclusive racing boat’, a staggering $4 million dollars was spent on development.
It was built by the German industrial group Thyssen Krupp in 1990 to incredibly high standards. Marinised and turbocharged 5-litre V8 engines from Porsche’s 928S4 supercar were originally intended for the project however, after the Porsche engines proved unsuitable, twin Mercruiser Magnum 454 7.4 litre petrol engines were installed instead
They are said to give the boat a top speed of almost 70 knots.
Ultimately the price tag of 750,00 deutschmarks (equivalent to over a million dollars today) scuppered the project, with not a single order being taken when the boat was launched at Boot Dusseldorf in 1993.
History repeated itself at the auction, as despite an auctioneer’s estimate of £133,650 – £175,280, the boat finally sold for just over £70,000.
Fjord launches its first outboard powered boat – the 36 xpress
Fjord has launched an outboard-powered version of its 36 Open, the Fjord 36 xpress. With a claimed top speed of 45 knots and a versatile open cockpit, it looks like a bold attempt to steal market share from the popular Axopar 37.
Until now the Fjord 36 has only been available with Volvo Penta diesel sterndrive engines but this new 36 xpress model packs petrol-powered Mercury Verado outboard engines. Packing 350hp each and renowned for their punchy performance and refined delivery, they look like the perfect match for the Fjord hull.
Hanging the engines out back also frees up space in the cockpit for a number of different layout options. The standard specification loses the aft sunpads in favour of a large under deck locker but buyers can also opt for an extra row of seats and table to create a sociable aft dinette. A drop down pedestal and fill-in cushion converts it into a sunpad when required. Below decks the 36 express has an open cabin with a good size double bed, a small fridge and storage area at the foot of the companionway and a separate heads compartment with a pull out shower. The main galley facilities are provided by an optional wet bar in the cockpit.
The new flagship Axopar 37 will debut as Cannes and is likely to be at Southampton
Fjord describes its new model as a premium outboard powered boat that majors on luxury and quality in an effort to put some distance between it and the Polish built Axopar 36. Time will tell if that holds true but a starting price ex tax and engines of €129,900 keeps it competitive.
Hugo falls head over heels for the turquoise bays, waterside villages and calm waters of Corfu on a Moorings powercat charter
Moorings powercat charter
Exploring Corfu on a Moorings powercat charter
Like many of you, I’ve spent more than my fair share of hours poring over the pages of MBY reading about everybody else’s Mediterranean cruising adventures with a mixture of envy and desire.
If the photos are to be believed, the sun always shines, the water glows iridescent blue and the boats sparkle like sequins on a Strictly dancer’s dress.
And yet I’ve never spent more than a few fleeting hours on some sea trial or other verifying if that vision really does hold true or is merely a myth perpetuated by homesick boaters secretly yearning for the joys of a windswept Solent.
Naturally, I’ve toyed with the idea of chartering in the Med but if I’m honest, both the expense and the responsibility of renting a motor yacht big enough for it to feel like a holiday rather than an endurance test have put me off. It’s a preconception charter specialists the Moorings have been battling to overcome.
Its fleet of comfortable cost-effective powercats are surprisingly easy to handle and with charter bases all over Europe and the Caribbean, you can always find a sunny destination at any time of year. Article continues below…
A wholesale update of the 39PC, the new Leopard 43PC proves itself as one of the best small power catamarans…
The flagship of the fleet is the Moorings 514 PC built by South African yard Robertson and Caine and sold in Europe as the Leopard 51. This four-cabin, four-bathroom craft can sleep 8-10 people in some style and privacy, meaning two families can split the costs between them.
Our friends Matt and Fen were keen to join us; now all we needed was a destination. In the end, the limited availability of 514 PCs during the summer half-term break and our wives’ insistence on a location as far south
as possible all pointed to one place – Corfu.
Other than what I’d read in Frank and Fiona Walker’s MBY articles about cruising in the Ionian, I had no idea what to expect. In hindsight, I can’t believe how lucky we were – it’s hard to believe we could have chosen anywhere better.
Read the full cruise report in the October 2017 issue of MBY.
It took the marine iguana years to develop its amphibious abilities – the Iguana Yachts 29 has done it in less than a decade
Iguana 29
Iguana 29 review
Anybody who watched last year’s wildlife series Planet Earth II will remember the dramatic sequence in which a newly hatched marine iguana runs across a rock-strewn beach while being pursued by an army of racer snakes. It was a desperate life-and-death sprint that ended in the narrowest of escapes for the iguana when it slipped from the snakes’ clutches and plunged into the sea.
This ability to transfer seamlessly from land to sea and back again is unique in the lizard world and has evolved over millions of years to ensure the survival of the species.
It has taken Iguana Yachts less than a decade to achieve a similar goal with its luxurious amphibious sportsboat. Admittedly, the company wasn’t being pursued by a tangle of poison-fanged vipers during that time but the marine industry is just as ruthless when it comes to survival of the fittest. Article continues below…
One of our Stars of Southampton, the Sealegs 7.7 Cabin amphibious RIB
To be honest, I didn’t rate the boat’s chances when I first saw the photographs of an early prototype in 2011. It looked too complex, fragile and edgy to stand up to the rigours of a harsh marine environment.
It didn’t help that most of the marketing images seemed to show it on the gently sloping white sands of some millionaire’s playground. Having now driven it in lumpy UK waters and over a variety of muddy, rock-strewn British beaches, I’m happy to admit that I couldn’t have been more wrong.
Read the full report in the October 2017 issue of Motor Boat & Yachting, within the Custom Yachting section.
Princess admits photos of a heavily camouflaged performance boat seen leaving BAR is a prototype for a radical new sportsboat
Pricing and production dates are yet to be disclosed
Princess Yachts is to build a stunning new superboat that promises to be one of the ‘most exciting and revolutionary products’ the British yard has ever produced.
Intense speculation about a heavily disguised performance boat photographed undergoing sea trials at Ben Ainslie Racing was resolved this morning when Princess Yachts confirmed that it was behind the mysterious prototype.
At first both BAR and Princess declined to comment on rumours that Motor Boat & Yachting had picked up about a possible collaboration between the two companies but after more photos of the boat emerged showing it undergoing sea trials they appeared to have a change of heart.
The boat is currently undergoing sea trials
This morning Princess’s Marketing Director, Kiran Haslam, finally broke the silence saying, “Many people have been speculating about photos circulating this week of a camouflaged yacht spotted in Plymouth and Portsmouth. We confirm that this is indeed a special project we are currently working on at Princess Yachts.
“We will release more information in due course but can say with confidence that this is one of the most exciting and revolutionary products Princess has developed.”
The admission raises almost as many questions as it answers with both companies remaining tight-lipped about the key details but our understanding is that the photographs are of a full scale prototype of the hull rather than the finished boat.
The final look, size, power and speed are still a closely guarded secret but judging from the photographs it looks to be around 33-37ft long with a pair of high performance Volvo sterndrives suggesting big petrol V8s are likely to be one of the possible engine options.
On the water at the Ben Ainslie Racing facility
The hull appears to be fairly conventional with a slender near vertical bow section flattening off to a medium vee further aft. However, the involvement of BAR, best known for its high-tech America’s Cup yacht, begs the question of what it might bring to the project.
Its experience of building lightweight carbon fibre mouldings would be an obvious benefit to a performance motorboat where power to weight ratio is critical. A more intriguing possibility is whether they might be investigating the foiling technology used to such good effect on its America’s Cup yacht, although how this would work while keeping the propellers submerged is unclear.
The final look, size, power and speed of the boat are still closely guarded
Princess won’t be drawn on any of this speculation nor is it giving any indication on likely pricing or production dates but we are led to believe the project is well advanced and will be a genuine production boat built at one of its Plymouth yards rather than a one off project for a special customer.
One thing is for certain, that this bold step into the performance boat arena marks a turning point for the brand as it moves from its previous focus on subtle evolution to one built on technological revolution.
MBY has teamed up with an entrepreneurial reader to launch Lifecord – a new type of kill cord that you can’t forget to wear
Four years ago, Motor Boat & Yachting issued an open challenge to the industry to design a better kill cord. Only now, after countless hours of research, development and testing are we able to reveal the result of that challenge – a revolutionary new kill cord that we believe is the solution we’ve all been waiting for.
Called Lifecord, for reasons which will become apparent, it is as simple as it is clever. Rather than trying to replace the kill cord with something completely different, its designers have stuck with tried-and-tested technology and focused instead on the problem of people forgetting to attach it.
In other words, it’s still a kill cord but a ‘smart’ one. It uses the same hardware and works in the same way as a conventional kill cord. It fits any new or secondhand boat that already has a kill switch and requires no specialist installation. And, most importantly, it will cost less than £100, so everyone can afford it.
The reason it’s so much better than a conventional ‘passive’ kill cord is because Lifecord has an intelligent alarm system built into it that knows when you’re wearing it and, more importantly, when you’re not.
If it senses that you’ve forgotten to attach it, after a ten-second pause it will start to flash and beep, gradually increasing in volume, until you do. The really clever bit is that it can sense when it’s round your leg or attached to a lifejacket rather being looped o to itself, so you can’t easily deceive it.
Remarkably, Lifecord hasn’t been developed by one of the big boat or engine manufacturers but by an entrepreneurial Motor Boat & Yachting reader who responded to our challenge and came to us with his idea.
Sensing he was on to something, we put him in touch with a trusted marine supplier and helped him to develop his idea into a sellable product that will soon be available to buy in chandleries the world over.
Only now that patents have been granted and full-scale production is about to begin are we able to reveal the full story behind this remarkable new lifesaving invention.
Read more about Lifecord in the February and March issues of MBY and find out more on the Lifecord website.
Lifecord, a new alarmed smart kill cord that knows when you are not wearing it, ensures you’ll never forget to clip on again
We’ve all done it and we all promise we’ll never let it happen again, yet whatever steps we take, it keeps on reoccurring. We’re talking about forgetting to clip on your kill cord, that innocuous little red line that can literally make the difference between life and death.
Anybody who’s ever driven a sportsboat or an outboard-powered tender will know exactly what we’re referring to; in theory you should always keep the kill cord permanently wrapped around your leg or clipped to your lifejacket, even if that means cutting the engine when you leave the helm.
However, in reality, many of us choose to start the engine first before we clip on, or leave the engine running in neutral and unclip from the cord when we need to adjust a line or fender; the danger is that you forget to clip back on again when you return to the helm.
The Lifecord will fit any new or existing boat already fitted with a kill switch
Now Motor Boat & Yachting has helped develop a brand new ‘smart’ kill cord that ensures you need never forget again.
The Lifecord is a direct replacement for your boat or tender’s existing kill cord and operates the boat’s kill switch in exactly the same way; however, it also features a sophisticated built-in alarm than senses when you’re wearing it and reminds you when you’re not, much like the seatbelt alarm in a car.
It won’t trigger immediately – giving you time to start the engine or adjust a line – and features a number of other refinements to ensure it’s much better suited to life at sea.
Built to last
The whole unit is self-contained with its own battery so that it doesn’t need to plug into the boat’s electrical circuit.
No power is drawn until the clip head is attached to the kill switch, and the battery has sufficient power to sound the alarm continuously for 50 hours, so it should last for many seasons before needing replacing. Even then, a low-battery light alerts you that it needs changing — a DIY job that takes seconds to do.
A magnetic sensor recognises when the cord is pulled taut around the user’s leg or clipped to the lifejacket key and disables the alarm. A manual catch ensures the key can’t slip out accidentally
The Lifecord is waterproofed to IP67 and every part of it has been designed to be robust enough to withstand being thrown into grab bags or lockers.
It’s not just the construction that’s designed specifically for life at sea; instead of a simple audible alarm, the Lifecord has a sequence of warning tones that starts relatively quietly and gradually builds in volume at ten-second intervals to ensure it doesn’t irritate you or your guests if you do need to be away from the helm for more than the initial delay period.
After reaching its maximum volume (designed to be heard even over the roar of a powerful engine) it then starts the sequence again until you do remember to clip on. A bright LED warning light on the battery enclosure also flashes red as a visual reminder for the helmsperson and the crew.
The really clever bit is the sensor that attaches round your leg or on to your lifejacket. Instead of a tiny steel clip that can be awkward to use, particularly on colder days, Lifecord has a robust but compact clasp and key that is easy to attach and undo, even when wearing gloves.
The standard key is permanently attached to the cord and slots into the clasp once it has been pulled around the user’s leg. A separate second key is designed for clipping onto a lifejacket or clothing
Moulded into each part are opposing magnets that repel each other when not pulled tight so that it knows when the cord is stretched taut around your leg or simply looped on to itself.
For those who prefer to attach their kill cords to a lifejacket or item of clothing, a second ‘lifejacket’ key on a trap-gated carabiner clip is supplied that doesn’t need to be kept under tension to switch off the alarm.
A magnetic sensor recognises when the cord is pulled taut around the user’s leg or clipped to the lifejacket key and disables the alarm. A manual catch ensures the key can’t slip out accidentally
One size fits all
A system of detachable clip heads supplied with every Lifecord ensures that the vessel switch can quickly and easily be adapted to fit all common types of engine and kill switch, both old and new, including Mercury, Honda, Suzuki, Yamaha, Evinrude, Tohatsu, Mariner and more. Even if you change your boat or engine, you can simply remove the old clip head and attach a new one.
A plunger switch activates the unit as soon as it’s attached to the kill switch. It beeps once to signal it’s working. Removable clip heads adapt it to fit any make of boat or outboard engine
Lifecord is built in the UK to exacting standards and has been designed to pass the Lloyd’s Classification process. It has also been granted a number of multinational patents to protect its many innovations.
Motor Boat & Yachting has been closely involved in the development of Lifecord from the outset, having inspired its inventor John Barker to come up with a solution to the problem of kill cord-related deaths and injuries (see MBY February 2018 for the full story). We are now working with him to ensure its rapid adoption by boat owners and the industry.
To be one of the first to own this game-changing device, buy your Lifecord now for just £89.95 on the Landau UK website.
