Engines

Check These Out at the 2016 Miami Boat Show

If you’re already in South Florida, or headed that way for this weekend, you probably know that The 2016 Progressive® Insurance Miami International Boat Show® has moved from the Miami Beach Convention Center to Miami Marine Stadium Park & Basin. And now that the dog days of the 2008 recession have more or less faded, there is lots of innovation to explore in recreational boating. So stop by the show and take a look at some cool new boats and gear. Some of my top pics for the show:

Navico

Navico, the world’s largest manufacturer of marine electronics, announced several new technology developments that will integrate some key industry systems monitoring capabilities into the company’s equipment.  The company announced it would partner with Naviop, an international leader in monitoring and control systems for yachts and luxury megayachts, to develop state-of-the-art solutions for displaying and managing sophisticated yacht systems. The effort will bring Naviop’s monitoring technology into the broader marketplace for production and high-volume boat building.

Naviop Monitor

Navico also announced that, in partnership with Mercury®, the full line of Simrad® GO, NSS evo2 and NSO evo2 multifunction displays will soon receive a new software upgrade that adds powerful functionality with the recently introduced Mercury VesselView® Link module, providing boaters with fully integrated Mercury engine data combined with their chartplotter, sounder or radar display. Leif Ottosson, Navico CEO, said, “Working together with Mercury, we are able to offer boaters a simplified approach to data management. Now information from radar, sonar, gauges, engine controls, and more, can all be viewed on one screen, minimizing distractions for captains and simplifying the boating experience.”

Navico’s Lowrance® brand announced the release of the Lowrance Precision-9 Compass, which delivers heading and rate-of-turn information with an enhanced level of accuracy to Lowrance Outboard Pilot™, Broadband Radar™ and navigational systems over an NMEA 2000® connection.

Lowrance Precision-9 Compass

The Precision-9 Compass incorporates a sophisticated solid-state sensor array measuring motion on nine separate axes. Data from all nine axes is used to calculate the most accurate heading and rate-of-turn information possible, avoiding common limitations of conventional fluxgate electronic compasses. Once the compass is calibrated, it delivers heading accuracy of ±2 degrees, with a pitch and roll range of ±45 degrees. Lowrance said the compass should be available this month in the U.S. and Canada at a suggested retail price of $645USD.

BRP – Rotax and Evinrude

Bombardier Recreational Products (BRP) announced that its Rotax Intelligent Shift and Throttle (iST) system was recognized by the National Marine Manufacturers Association (NMMA) with an Innovation Award in the Jet Boat category at the beginning of this year’s show. BRP says the game-changing iST option for Rotax jet propulsion systems brings electronic control to formerly mechanical functions. Now available on nearly all Scarab jet boat models and Chaparral Vortex models, iST allows boaters to optimize low-speed maneuverability in a variety of environmental conditions.

BRP’s Evinrude brand has a very high profile at this year’s show, with some eye-watering demos available with the E-TEC G2 models on several boats at the dock. BRP has also announced that they have approved the use of biobutanol fuel blends in Evinrude engines, and will be offering test rides to show the compatibility. Demonstrations will be held at the Miami International Boat Show for media and consumers at on a Key West 239 equipped with an Evinrude E-TEC G2 300HP engine, at Slip #120. Even if you don’t think you will have access to these new bio fuels in the near future, you definitely want to experience a 300HP E-TEC G2. That’s all I’m saying.

GOST

GOST® (Global Ocean Security Technologies), celebrating its 10th year as a world leader in marine security, tracking, monitoring and video surveillance systems, is highlighting its newest marine products at the Miami show this year at Booth: C368, in the C Tent. You can see the new GOST Nav-Tracker 3.0 SM, with its hardwired interface unit that allows it to be integrated with hardwired sensors you may already have aboard your boat. If you’re just getting started on the search for a serious security system, look at the GOST NT Evolution 2.0 security and tracking system. The pinnacle of marine security solutions, the NT Evolution 2.0 marine-grade, wireless security, monitoring and tracking system provides battery backed-up global arm/disarm and relay control via satellite from anywhere in the world. It is designed to defend oceangoing vessels and any other asset that requires a ruggedized, water resistant security, monitoring and tracking system. Easy to install, the wireless sensors can be monitored and the system can be controlled remotely, no matter where the vessel is located globally, with the exception of the most extreme polar latitudes.

GOST Nav Tracker

And finally, see if they’ll show you their new GOST Tracker App, which allows boat owners to link to vessel data from a corresponding Nav-Tracker device and other GOST tracking systems via a smartphone or tablet with an easy-to-use, secure interface. The intuitive application allows users to log in with the same username and password used to access their account on the GOST website. Users can remotely monitor and control Nav-Tracker devices installed on any number of vessels, while fleet managers can view multiple fleets of vessels, as their needs require.

As far as boats go, we’ll get back to you after the show with a roundup of the best of the new boats. There is some really cool stuff going on now with boat builders. While most companies got hit hard by the recession — and some did not survive — others are making a real comeback, including some names we thought might be gone for good.  I’ll mention just one here, and ironically, they don’t have their new vessel at Miami, in this case the Yachts Miami Beach 2016 show (formerly the Miami Yacht and Brokerage Show) on Collins Ave. But I know they’re at the Cocktail Barge and they’re talking about the new Bertram 35.  Yes, the Moppie is coming back! The first hulls are under construction at the Lyman-Morse Shipyard in Thomaston, Maine, and Bertram execs will be in Miami Beach to share some more details about the new boat. Check out the details at Bertram’s website.

Copyright © 2016 by OceanLines LLC. All rights reserved.

Posted by Tom in Boat Systems, Boats, Electronics, Engines, Marine Electronics

2014 Miami International Boat Show Opens Today

 

Open Doors of the 2014 Miami International Boat Show

What’s behind this door? The 2014 Miami International Boat Show

We’re in Miami for the opening of the 2014 Progressive® Miami International Boat Show and it’s clear from the exhibits on display, the boats in the water and the news already making headlines that there is a new optimism in the boating industry.

View of the show floor at the 2014 Miami International Boat Show

So much to see as you walk into the Convention Center show floor at the 2014 Miami International Boat Show

If you’re following our Tweets from the show (@OceanLines), you’ve seen some quick spy shots we got from the show floor last night while all the show employees and company folks were still putting last-minute touches on all the displays. We tweeted photos of the Lehr propane-powered outboard motors; a great solution if you have a diesel boat and don’t want to carry or mess with gasoline for your tender. Actually, it might be a great solution for anything you want to do with a smaller outboard.

We also sent a picture of the great line of Yamaha outboards on display; the cool paint jobs on the Mercury Verado outboards on Deep Impact’s boats; the rocketship-like go-fast boats from Marine Technology and some examples of the new Carver Yachts lineup.

Last night you also saw our Tweet with a photo of Boston Whaler’s innovative fold-down side gate on the 270 Dauntless. We’ll have two more news stories from Boston Whaler today, including one on a brand-new boat being developed by the company.

There is also a lot of news from the marine electronics companies this year and we’ll have all the coverage, including a roundup of the great new technology and content available from the Navico brands — Simrad, Lowrance and B&G.

So, stay tuned and be sure to follow us on Twitter for quick heads-up items and photos from the show floor and the marinas.

Copyright © 2014 by Oceanlines LLC.  All rights reserved.

 

Posted by Tom in Boats, Electrical Systems, Electronics, Engines, Gear & Apparel, GPS, Industry News, Marine Electronics, Performance Powerboats, Powerboats, Propulsion, Radar, Radios, Sonar, Technology

Torqeedo Launches Next Generation of Tiller-Control Electric Motors

Torqeedo Cruise 4.0T Electric Outboard System

Torqeedo Cruise 4.0T Electric Outboard System

Torqeedo, which I’ve talked about a lot here on OceanLines, has launched the next generation of its tiller-controlled electric outboard motors.  The company says the new Cruise 2.0T and 4.0T are “stronger, faster, more robust and more efficient.

Torqeedo says the motors have a new, innovative display on the tiller, which shows information regarding battery charge status, remaining range, speed over ground and input power.  A 4AWG  plug-and-go cable set, including fuse and main switch should make the motors more comfortable to use.

Some of the specs:

    • Operating on 48V with 8-9.9 hp, the 4.0T motor only weighs 40 lbs.
    • The smaller Cruise 2.0T operates at 24V with 5-6 hp and weighs 39 lbs.
    • Both models are offered in short and long shaft versions.
    • Torqeedo’s new Cruise 2.0T is priced at $3,299, while the Cruise 4.0T is $3,799.

I think Torqeedo has provided one of the two best technology paths for future tender and small-boat propulsion. Most cruising powerboats have plenty of excess electrical generation capacity and keeping some Torqeedo batteries fully charged for the tender shouldn’t pose any kind of real challenge. The benefit is clean, reliable and efficient propulsion. I’ve always wished someone (Evinrude, are you listening?) would develop a new-generation diesel outboard, but I may opt instead for a Torqeedo electric.

Copyright © 2012 by OceanLines LLC.  All rights reserved.

Posted by Tom in Cruising Under Power, Cruising Under Sail, Engines, Technology
Northern Lights Shrinks Genny, Adds WaveNet NMEA 2000 Monitoring

Northern Lights Shrinks Genny, Adds WaveNet NMEA 2000 Monitoring

Northern Lights is basking in the southern sunshine this weekend at the Fort Lauderdale International Boat Show (FLIBS) with a new skinny genny and a NMEA 2000-certified digital monitoring system called WaveNet.

Northern Lights M773LW3 Diesel Generator with WaveNet Digital Monitoring System

Northern Lights M773LW3 Diesel Generator with WaveNet Digital Monitoring System

The newly shrunk generator, the M773LW3, is a 9kW model and is almost 30% smaller than its predecessor.  “The overall size of smaller diesel generators and integration with vessel monitoring systems are two increasingly important issues with builders and boaters today,” said NLI sales and marketing manager, Colin Puckett. “We are looking forward to carrying this design philosophy throughout our power generation lineup. The smaller enclosure design and digital monitoring options further exemplify our commitment to keeping NLI at the forefront as a single-source supplier of marine systems.” 

According to NLI, the WaveNet system gives the user a digital window into the operation and output of the generator, including important parameters such as the generator output current, frequency and voltage that is being used at any given time. It also provides comprehensive data logging of generator-related events. WaveNet is NMEA 2000-certified allowing output to any number of NMEA 2000-compatible displays and can be retrofitted into existing NLI applications, the company said.

If you’re going to FLIBS this weekend, you can check out both new systems at the NLI booth, 1421.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Construction & Technical, Cruising Under Power, Cruising Under Sail, Electronics, Engines, Powerboats, Sailboats, Technology

Take the Poll — What’s the Ideal Tender Outboard?

A Maritime Engineering Group Vision Diesel Outboard

A Maritime Engineering Group Vision Diesel Outboard

Yanmar D-Series Diesel Outboard

Yanmar D-Series Diesel Outboard

If you could have the perfect outboard for your dinghy or tender, what would it be?  A diesel perhaps, because you’re already carrying hundreds or thousands of gallons of that fuel and because looking for and storing gasoline is such a pain in the neck, not to mention dangerous? I’ve long thought, for example, that Evinrude could probably make a small killing by adapting its current universal-fuel outboard for regular diesel use. It would probably get a little heavier, but since most of us are using a davit or crane of some kind already, that might not be a big problem. Size is probably the biggest current issue for small diesel outboards. Most engineering efforts, such as the Marine Engineering Group outboard in the top photo, have focused on larger, high-power units so far. But there are 20- and 30 hp diesels out there that might be adaptable. The second image is of the old Yanmar D Series, which I don’t believe is available anymore.

Marine Green Co-Founders Bill Parlatore and Howard Brooks test an early propane-powered outboard

Marine Green Co-Founders Bill Parlatore and Howard Brooks test an early propane-powered outboard

What about a propane-powered outboard? There’s at least one in development that looks promising and if you’re tanking propane for stoves or barbecue grills, it wouldn’t be much of an inconvenience to use that for the dinghy, too.

Yamaha's Current 2.5 hp Gas 4-stroke Outboard

Yamaha's Current 2.5 hp Gas 4-stroke Outboard

Maybe you just want whatever is cheapest because you don’t use it enough to justify any real investment. You just want something cheap and reliable. That’s probably a two- or four-stroke gas outboard, which is relatively inexpensive and (mostly) reliable.

New Torqeedo Travel 1003 Electric Outboard

New Torqeedo Travel 1003 Electric Outboard

What about an electric outboard? Like the Torqeedo or something similar?  Lots of benefits there — low noise, zero pollution, great acceleration, and plenty of fuel since most cruisers and passagemakers have copious electrical generating capacity. Okay, some sailboats don’t and maybe for them electric isn’t a viable option.  The downside to electric? Somewhat limited range, depending on what kind of performance you require (fast or slow). Read about Torqeedo’s outboards here and here.

Whatever your thoughts are, we’d like to hear about them.  Please take just a few seconds to take the poll on our front page (lower right section, you may have to scroll down a bit). We’ll do a follow-up with the results, although you can see the results any time you’d like by clicking on the link at the bottom of the survey.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Cruising Under Power, Cruising Under Sail, Engines, Gear & Apparel, Powerboats, Sailboats, Technology
Video Debut: The Underway Series from OceanLines, Episode 1

Video Debut: The Underway Series from OceanLines, Episode 1

By way of introducing this new video series, let me re-state what will become obvious to you:  I am a writer. And writers may have great ideas for video but viewers will likely suffer a bit while the writer learns to be a filmmaker. And with that ugly excuse for the quality of our first effort here, let me introduce “The Underway Series” from OceanLines, which will document some of the routines of living and cruising offshore on a trawler or sailing vessel.  This first episode covers the “Periodic Engine Room Check” which all offshore cruisers should be doing, power or sail.

OceanLines Video - "The Underway Engine Room Check"

OceanLines Video - "The Underway Engine Room Check"

The philosophy behind an hourly, or every-two-hours engine-room check is that most big problems start out as small ones. And if they’re picked up early, many if not most, can be taken care of quickly and easily. Whether it’s a problem of the liquid outside the boat coming in — as in a leaking thru-hull or shaft seal; or one of the internal fluids — like oil, fuel or hydraulic fluid — leaking out of a component and into the boat, noticing it right away is key to offshore safety.

In the engine room, then, you will mainly be looking for leaks of the kinds just mentioned.  And as Gregg Gandy, project manager for Kadey-Krogen Yachts, and longtime yacht captain, demonstrates, a ritualized inspection will ensure you don’t miss anything.

This video was filmed during an offshore delivery of a new Krogen 58′ while more than 100 nm off the east coast of the U.S. Because our boat was brand new, with just enough time on the boat to be “broken in,” Captain Gandy was comfortable with a two-hour interval for the check. Some captains check every hour and a few go longer. I would say one or two hours is probably the right interval. Many owners these days will put a thermal imaging or even plain visible light camera in the engine room, fed to one of the helm displays.

You might consider creating and using a checklist at first. As pilots know, checklists are great for ensuring that distracting conditions don’t cause you to miss something critical. Another key, and you can see it in this video, is doing the inspection the same way every time.  Gregg likes to go to the far aft end of the engine room and work his way forward.

You can see him checking the running generator (we had two aboard the Krogen 58′) for leaks, vibration, loose belts or unusual noises. He then moves to the shafts, seals and transmissions, looking for proper cooling of the shafts, smooth, vibration-free turning of the shafts, no unexpected noise or vibration or movement from the transmissions.

While we may not have been able to get good voice quality in the engine room (remember to wear hearing protection, by the way), we will do so in future segments. Let us know in the comments what else you’d like to see.  I promise that we’ll keep them short and as interesting as possible.

Special thanks, by the way, to the folks at Kadey-Krogen Yachts — Larry Polster, Gregg Gandy and Greg Kaufman — who made this trip, and this video possible.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Cruising Under Sail, Engines, Maintenance & DIY, Passagemaking News, Powerboats, Sailboats, seamanship, Technology
Krogen 58′ Northbound:  Part 3

Krogen 58′ Northbound: Part 3

The magic of sunset at sea while aboard a trawler. . .

The magic of sunset at sea while aboard a trawler. . .

One of my favorite things about being at sea is “The Big Sky.” No, not the state of Montana or the great 1952 lubberly movie with Kirk Douglas — THIS big sky over me. Growing up in the hilly country of New England, the celestial vault never took up much more than half of the view above the horizon. Here, far off the coast of Georgia, a fairly calm sea permits a 180-degree perspective on the heavens. The sights and sounds of this big sky, both during the day and at night are highlights of a trip offshore.

A view of our position courtesy of Fugawi Marine ENC running NOAA ENC charts. Note the speed.

A view of our position courtesy of Fugawi Marine ENC running NOAA ENC charts. Note the speed.

Gregg and Greg are both standing at the helm, examining the chartplotting laptop as dawn arrives on our second day at sea. It’s still mostly dark, but a faint tangerine swath on the eastern horizon suggests where the sun will rise. As Greg Kaufman takes his watch, we agree things are running smoothly. Our speed over the ground (SOG) has risen to well over 10 knots, as the wind and swell have veered into the southeast, and the ride has smoothed dramatically. The engines are still only burning about 6.3 gallons per hour, combined, and the faint hum we hear from them in the pilothouse is accompanied by the sounds of the rushing water along the hull; a rhythm that shifts quietly and constantly with the set of the waves and wind. 

The tangerine deepens at its heart and bleeds a rose stain farther along the horizon and up into the sky and then, abruptly, the orb of the sun rises from the sea. It happens quickly, and the drowsy pilothouse is suddenly flooded in warm, yellow sun. Gregg has been drinking coffee on his 2-6 watch, but a fresh pot brewing in the galley awakens my breakfast appetite and soon enough I’ve got a bowl of cereal and some fruit in hand. The ride is so smooth now I fling caution to the wind and climb the steps back up into the pilothouse without “keeping one hand for myself and one for the boat.” Apparently, Poseidon was still asleep, because I make it to the settee in the pilothouse without spilling anything. 

Kadey-Krogen's Greg Kaufman has the sunrise watch.

Kadey-Krogen's Greg Kaufman has the sunrise watch.

After breakfast, we check the decks for flying fish who had one-way tickets. There are none today, which is a little surprising, given that we could see and hear them during the night, occasionally running into the hull. It’s probably just as well that we didn’t find any; flying fish sushi at this hour seems less than appealing. Gregg uses the freshwater washdown on the foredeck to rinse the Portuguese bridge and pilothouse windows of their salt crust from yesterday’s bash. I’m taking some time to wander around the yacht, taking pictures and making notes for a more detailed article about the Krogen 58′, which I’ll write up when I get home. 

The wind continues to veer and by midday is mostly from the southwest. We’re also in the core of the Gulf Stream and our SOG has risen above 12 knots — quite a fantastic speed for a trawler running at an economical cruise setting of 1,850 rpm.  Gregg managed to download the latest GRIB files before we were over the horizon, so we spend some time in the morning looking at the forecasted winds overlaid on the chartplotting software on his Mac laptop. It looks like a good day, with the winds behind us, at least until sometime early tomorrow morning. 

While today’s cruisers do not HAVE to be completely disconnected from the rest of the world, with Internet phone, TV and data services available by satellite, we don’t have any of those resources so my cell phone is silent and my laptop is without any connections. My brain eventually also catches up to this reality and it’s then that I really begin to notice little details — like how I can see the differencein direction of the wind waves and ocean swells. I look more closely at the old radar set we have and I realize I can see that difference in the “sea clutter” returns on the screen, too. That will be handy at night when I can’t see the waves visually. 

There’s more life out here than first meets the eye, too.  We’re regularly visited by bottlenose dolphins; big, gray athletes running across our course who suddenly change course to check out our pitiful bow wave and then, unimpressed, move on. There are large patches of Sargassum seaweed; orphans snatched from the great Sargasso Sea by eddies of the Gulf Stream — each a haven for entire food chains floating underneath them in the water column. 

Audubon's Shearwater. Photo by Flickr user "Jforb"

Audubon's Shearwater. Photo by Flickr user "Jforb"

What looks like an Audubon’s Shearwater swings lazily by, evidently concluding we are not edible and then darting off to check out a suspicious surface swirl off our port beam. These birds periodically pass us and I wonder how they manage so far from land. The Gulf Stream this time of year is beginning to fill with the pelagic birds as they begin northward migrations. North Carolina, incidentally, is a great place to take some offshore pelagic bird trips. Check out this website of Brian Patteson’s

Traffic is pretty light and we seem to have the sea to ourselves for the day. The southwest winds persist and we make great time, racing along in the middle of the Gulf Stream.  It’s clear from the forecast and our progress that it’s going to be a race to the North Carolina coast for us. Our hope is to get as close as possible to North Carolina before the wind quickly shifts to the northeast, courtesy of a fast-moving cold front coming from the mid-west. By day’s end, we’re fairly certain there will be more head-bashing before we get where we’re going. 

Atlantic Ocean Sunset From a Trawler

Atlantic Ocean Sunset From a Trawler

After an early sailor’s dinner, Gregg heads below to get some sleep. The other Greg and I enjoy a spectacular sunset. The wind has picked up but it’s still calm enough for me to wander around the side decks experimenting with my camera. There are enough clouds around that the sunset has some canvas to paint on and it gets better and better as each moment passes. And then, as suddenly as it rose 13 or so hours earlier, the sun sets and a gray haze mutes the colors. 

Our ship sails steadily northward through the descending night. The pilothouse is darkened; all the lights and screens dimmed as far as possible to preserve night vision. I periodically step out onto the sidedeck to look at the stars. Low in the west, Orion poses majestically in full hunter glory. The dark skies of the moonless night pull the stars into three-dimensional relief and the constellations now truly resemble their ancient namesakes. I can even see the Orion Nebula, M42, with my naked eyes. Overhead a cloud stretches to the eastern horizon in a broad belt. As my eyes continue to adapt, I realize I’m looking at the Milky Way — an edge-on view into the heart of our very own galaxy, with its dense “cloud” of stars and gas paving my own sky. 

Later, on watch, stars rising from the ocean play tricks on my eyes and I think they are ships hull-down at the horizon. I have to watch them steadily to reassure myself they are indeed off-world and not the approaching range lights of some container-carrying leviathan. I have to move my gaze constantly to pick up faint lights with my more sensitive peripheral vision. Thankfully, the radar faithfully confirms or denies each apparition. I would be significantly less comfortable without this modern aid. 

Gregg comes up to the pilothouse shortly before his 2 a.m. watch and does an engine room check. We each check it at the beginning of our watch and once at mid-watch, which means someone has eyes on all the running equipment every two hours while we’re underway. We look for leaks in the shaft seals, hoses and thru-hulls; loose belts or pulleys; signs of oil or fuel anywhere, and finally check the sight gauges on the fuel tanks. We know to a small fraction of a gallon how much fuel we’re using, thanks to the digital information buss on the John Deere engines, but it’s nice to be reassured by a logical level in the sight glass. 

As I handover the watch to Gregg is the wind is picking up and beginning to complete it’s veering circle of the last 36 hours. By dawn we are once again bucking a stiff headwind and sea. Despite the pitching of the boat, I have no trouble getting some sleep in the forward stateroom, although eventually something in the anchor locker forward of my stateroom bulkhead decides to knock against the bulkhead in rhythm with the waves. 

This time we only have to endure the bashing for a couple of hours and then we begin to feel the lee effect of North Carolina. By mid-morning on Sunday (I think it’s Sunday; you lose track of the time and the day of the week quickly out here…) we are approaching the entrance to the Cape Fear River south of Wilmington. We follow a tug towing a barge up to the city, but duck out of the river and across to the Intracoastal again and head for our marina at Wrightsville Beach. 

Gregg brings the big Krogen up the channel toward the face dock at the marina and executes a beautiful 180; the starboard side coming within inches of the dock as he completes the turn. He’s done this a few times. I step off the boat because I’ve got a plane to catch back to the other real world, but the two Greg(g)s will pick up another crewmember and continue northward on Monday. 

Our leg from Jensen Beach to Wrightsville Beach took approximately 47 hours. We traveled as far as 120 nm offshore and in the core of the Gulf Stream saw speeds as high as 12.6 knots. The engines ran at a nearly constant 1,850 rpm and the smaller of our two generators also ran the duration. We burned less than 300 gallons of diesel fuel and suffered no mechanical or systems failures. The yacht handled breaking waves in the departure inlet of greater than 10 feet and serenely traveled through both head, quartering and following seas without complaint or wander. It was a great trip on a seaworthy yacht and I won’t forget it. 

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Cruising Under Power, Engines, Passagemaking News, Powerboats, Technology

Krogen 58′ Northbound: Part 2

Our Krogen 58' Departs Jensen Beach and turns north up the ICW

Our Krogen 58' Departs Jensen Beach and turns north up the ICW

It’s 2 p.m. on Friday and I’m stowing my camera gear carefully in the salon of this big yacht when I hear a sudden muted rumble from below decks. Our captain, Kadey-Krogen Project Manager Gregg Gandy, has started the John Deere diesels. We’re ready to depart our Jensen Beach, Florida, marina and head north to Wrightsville Beach, North Carolina with this brand new Krogen 58′.

Our departure has been delayed for a couple of hours, courtesy of the U.S. Postal Service, who somehow figured out how to take four days to make an express delivery from Tampa to Stuart of our radar set. But that’s behind us now; Gregg and a local technician have the old Furuno unit hooked up and running well. This is a brand new yacht that Kadey-Krogen has been using as a company demonstrator and now they’ve decided to sell it, so it’s on its way up to the Annapolis, Maryland, office. So naturally, we don’t want to be making holes in the beautiful helm panels for this temporary gear. We’ve got it installed on a removable panel offset to the right side of the helm, along with the new Furuno autopilot and the VHF radio.

Gregg Gandy (foreground) and Greg Kaufman in the Krogen 58' pilothouse

Gregg Gandy (foreground) and Greg Kaufman in the Krogen 58' pilothouse

We’ve got full (1,760 gallons) fuel and water (400 gallons) tanks; the galley lockers are loaded with fruit, cereal, granola bars and microwave meals and we let go the lines and head east from the marina into the ICW, then turn north and head for the Fort Pierce Inlet. We could have turned south and gone out the St. Lucie inlet, but the tide isn’t high and Gregg “hates” backtracking, so north we go.

A bottlenose dolphin swings by while we’re in the waterway, just checking out the nice lines of the big Kadey-Krogen. I’m adjusting to steering the yacht from the flybridge. It takes a few minutes before I stop over-correcting and adopt the smaller, more anticipatory movements that keep this deep-keel boat on track. In short order we turn east into the Fort Pierce inlet and get ready to head offshore. Gregg takes the wheel, transferring command from inside the pilothouse and I head below to join him and Greg Kaufman, Kadey-Krogen’s newest sales team member, himself a long-time sailor and captain.

The Fort Pierce Inlet is deceptively calm when viewed from inside

The Fort Pierce Inlet is deceptively calm when viewed from inside

From well inside, the inlet looks calm enough, but the aerial antics of a couple of kite surfers suggest that more is going on at the mouth of the inlet than we can see from here. The tide is still going out and a strong east wind is piling up wickedly steep waves. Gregg has a firm hand on the wheel as the bow starts to rise and fall with the increasingly short-period waves; some breaking now. The TRAC stabilizers have the roll element handled nicely but we’re pitching markedly as even our big, heavy yacht can’t defy the physics of tons of green water completely. It’s a tad dramatic and a crash from somewhere aft in the saloon reminds us that we forgot to latch the refrigerator doors. The lovely Jenn-Air has neatly emptied itself during one of our uphill climbs. Oops.

The water color marks the limit of the inlet outflow

The water color marks the limit of the inlet outflow

Just when the ride is getting to be a little tiresome, we approach the boundary of the inlet outflow, marked by a decidedly sharp line between the murkier water of the inlet and the blue water of the ocean. We’re still in for a bit of a head-bash as we turn north, with the long ocean swells from the northeast and an east-northeasterly wind mixing the sea surface up. Full confession — I’m a tad green around the gills by nightfall and find I need to stay topside while my inner ear, brain and stomach negotiate a settlement. I have the 10-2 watch and by my turn I’m feeling better and slip into the routine. My two shipmates decide to get some sleep and head below to the guest stateroom amidships, which has twin bunks.

The helm routine on watch is simple. Let George (the autopilot) steer, while you watch the course track on the GPS-linked laptop, monitor the VHF and watch the radar. We periodically change the radar range to ensure we don’t miss a small boat up close, but mostly we’re focused on keeping a lookout for the big stuff; large freighters, warships and cruise ships, moving a high relative speeds and sometimes seemingly oblivious to anything else in their way. Gregg is running MacENC on his Mac laptop, while I’m running the latest version of Fugawai Marine ENC on my Windows 7 laptop over on the other side of the helm. Our SPOT Messenger is velcro’d to a forward pilothouse window where it reports our position every 10 minutes. Friends and family follow our trip by checking in on a website that displays the last 50 position reports.

We keep an hourly manual log of time, position, heading, speed, engine RPM, and comments. It’s standard practice offshore and allows you to pick up a dead reckoning position should you lose your electronic fix. The paper charts we would need to do so are in the wide chart drawers to either side of the helm. We do an engine room check every two hours, looking for leaks, loose belts, odd vibrations, expected fuel levels in the sight glasses, etc. The John Deere diesels are in their element, however, and run on and on at 1,850 RPM for virtually the entire trip. These are continuous duty-rated engines that are built to be started and run forever. At that RPM, we’re getting somewhere just north of 8.5 knots of basic hull speed, but the Gulf Stream will add to that significantly once we get in the middle of it.

Toward the end of my watch, the wind and waves have both veered into the southeast, easing the ride considerably and I hand over the helm to Gregg, who has the 2-6 watch. It’s a dark night, with no moon and lots of clouds obscuring the sky. I settle back onto the comfortable settee behind the helm and close my eyes, listening to the symphonic rhythms of a boat at steady cruise — the steady thrum of the engines, the constant rush of water by the hull, the occasional splash of an errant wave. I’m tired, and it’s all very. . . sleep. . .inducing. . .

Cruise ship passes astern of our Krogen 58' at sunset on friday

Cruise ship passes astern of our Krogen 58' at sunset on friday

(to be continued)

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Cruising Under Power, Destinations, Electronics, Engines, Environment & Weather, Passagemaking News, Powerboats, seamanship, Technology

A Closer Look at the New Krogen 52′

Stateroom with Office Accommodation Layout of new Kadey-Krogen 52"

Stateroom with Office Accommodation Layout of new Kadey-Krogen 52"

Kadey-Krogen’s recently announced 52′ is a classic example of a builder filling out a product line in specific response to customer demand. In this case, the company already had on offer its well-established 48′ and the new 55′ Expedition. The 55′ Expedition, however, is not really the “other” boat in this comparison — it’s the Krogen 58′ which was more of a model for the new 52′. In a recent interview, Kadey-Krogen Vice President Larry Polster talked about the boat itself and what kind of customer is the target for the new 52′.

With the first signs of the economic recovery beginning to emerge in the recreational boating industry, Kadey-Krogen is optimistic about the market for the new boat. “There’s clearly a market for bigger boats — upper 40s to mid-50s,” says Polster. He says the company originally had a hole in its lineup that stretched from the 48′ to the 58′ and originally started out designing a 53′. But input from the early customers on that design turned it into the 55′ Expedition, a significantly different design that the traditional Krogen. And the price wasn’t between the two original yachts, either.

Polster says the 52′ is better understood as a smaller 58′, rather than a larger 48′. And of course, he emphasizes, the new boat is designed fresh from the keel up. “It’s a purpose-built boat; not a stretched hull,” says Polster. The familial resemblance to the 58′ can be seen in details such as the Portuguese bridge, the Dutch door in the starboard-side galley, and the open office space below. So, the 52′ will appeal to those who like the design of the 58′ but might be intimidated either by the size or the price. And yet, it is substantially roomier than the 48′, not least because of the extra foot of beam (17′-9″).

Interestingly, all of the launch customers have chosen the same layout — master stateroom forward, twins to starboard, and a convertible open office to port. Kadey-Krogen has converted several of the initial letters of intent to firm contracts and construction is on schedule.

Starboard Profile Rendering of the new Krogen 52'

Starboard Profile Rendering of the new Krogen 52'

As a clean-sheet-of-paper design, the new 52′ is one of the few boats of her size that was designed from the outset for the baby boomers who started retiring last year. Manufacturers today — from the boat builders themselves to systems providers like KVH — understand that liveability aboard is key to success with the boomers. That liveability issue is directly related to keeping household standards. Not only do you see household-standard appliances and near-shore size beds and head fixtures, but even minor details like stair steps. “We’ve taken great pains to make all risers and treads house-standard,” says Polster. “The magic ratio is about 17 — rise plus run — but a tread of only 7″ is hard to stand on.”

Kadey-Krogen expects high efficiency from the 52’s hull. Predicted performance at a speed/length (s/l) ratio of 1.1 shows the requirement for 70 hp, moving the boat at 7.6 knots. The boat will displace 70,000 lbs at half-load. Standard engine is a 231 hp John Deere (all Krogens have JD power), and the genny will be a 12kW Northern Lights set.

The new 52′ has a competitive base price right now of $1.295 million. That compares to a base of $949K for the 48′ and $1.595 million for the 55′ Expedition.

One interesting side note: the question often arises — how big a boat do I need to live aboard? Obviously, there can’t be only one answer to that question, but in Kadey-Krogen’s experience, the answer is — “somewhere in the 40’s.” “We built 50 of the 39’s and as far as I know, only one couple lived aboard full-time,” says Polster. One size up, however, and it’s a different story. “The 42′ is a little bit longer, but a full 18″ wider in beam and tons of owners are full-time liveaboards.”

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Engines, Industry News, Passagemaking News, People, Powerboats, Technology

Island Pilot DSe Hybrid to Air on Discovery Channel’s HD Theater

HD Theater “World’s Most Expensive Rides” Sunday, March 7th at 9 p.m. EST (check your local listings for other times).

Island Pilot DSe 12m Hybrid Enjoys Energy Independence in the sun.

Island Pilot DSe 12m Hybrid Enjoys Energy Independence in the Sun.

Last winter Reuben Trane, owner of Island Pilot was contacted by the producers of Discovery Channel’s HD Theater who were interested in featuringhis DSe Hybrid 12m in an episode about the world’s most expensive rides. The show’s crew met Reuben and his wife, Cheryl, in Key Largo for time on board the DSe to experience her quiet ride and hybrid technology. Episode 9 in “The World’s Most Expensive Rides” series airs this Sunday, March 7 at 9 p.m. EST and will feature the DSe in one of its three segments.

The DSe was introduced in the fall of 2008. Built in Zhuhai City, China, the DSe 12m was America’s first hybrid pleasure cruising vessel combining diesel, solar, and electric technologies. The integrated nature of the diesel, solar, and electric components provides various fuel-efficient cruising options as well as the ability to be independent from shore power for days on end. The cutting edge technology used to power the DSe is balanced with a comfortable and inviting interior equipped with efficient galley components and high-quality entertainment systems.

A 6kW solar array can generate enough energy to stay at anchor indefinitely. When operated in electric zero-emissions mode, the DSe can run up to 5 knots with additional energy supplied from the two banks of 48-volt Lithium battery arrays. For added speed, a pair of 75hp Steyr Monoblock engines supply power and can operate on diesel, bio-diesel, or 100% bio-fuel. Boat handling is simplified by the fly-by-wire system with a bridge steering station and remote control.

Base price for the DSe 12m is $600,000, which certainly puts it in the “expensive ride” category, but frankly, that pales in comparison to the $20 million titanium car that is also in Sunday’s program.  I’d rather have the DSe 12m.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Electronics, Engines, Industry News, Passagemaking News, People, People & Profiles, Powerboats, Technology

The Marlow Ocean Challenge

Marlow Ocean Challenge -- Source: Marlow Website

Marlow Ocean Challenge -- Source: Marlow Website

David Marlow has a reputation in the industry for being. . . well, let’s say. . . outspoken. He believes strongly in the superiority of the boats he builds and isn’t afraid to name the names of competitors whom he feels don’t live up to their own marketing claims.  To say the least, he can stir up quite a conversation among boaters, brokers, builders and yes, bloggers. So it might not come as a surprise that he has a bold new challenge for his competition — an ocean crossing to prove, or discredit, range and performance claims made by a group of long-distance-cruising yacht builders.

Specifically, Marlow has issued a challenge to Grand Banks Yachts, Offshore Yachts, Fleming Yachts, Nordhavn Yachts, Selene Yachts, Ocean Alexander Yachts, Out Island Yachts, Outer Reef Yachts, and Kadey-Krogen Yachts. And here’s the challenge:

“The Ocean Challenge is open to all production yacht builders representing their products as long-distance passage makers. We challenge any and all of the above to join us in a epic voyage in the summer of 2010, from West Palm Beach, Florida, to Reykjavik, Iceland, non-stop, using only the advertised standard fuel capacity of currently offered vessels. Dependent upon chosen course, this voyage is as much as 3,500 miles offshore.

Alternatively, the challengers may opt for a shorter voyage from West Palm Beach, Florida, to Gibraltar. No stops in Bermuda or Azores are permitted. This voyage, dependent upon route, is around 2,700 miles offshore.

The first to arrive is the winner; though it can be clearly stated that all capable of either voyage are winners as well.”

Basically, Marlow thinks people have swallowed too much marketing hype involving range and performance capabilities and he wants to prove it by having builders demonstrate their performance. According to Marlow, “Though most companies in the offshore cruiser field advertise great capability to do long distance voyaging, factually few of them can in our opinion, unless they restrict their speed to a mind numbing, turtle-like pace of around 6 knots or so – little better than controlled drifting.”

“At the boat shows we routinely hear the claims of range at ten knots to cross the Atlantic for example on vessels of 60-75’ length. To be candid, we know better, as there is not another cruiser in this size sector, (other than Marlow) that can cross the Atlantic at ten knots. In fact very few can cross it at 6 knots and virtually none at 7,” Marlow says.

New Marlow Voyager 76LR Artist's Rendering

New Marlow Voyager 76LR Artist's Rendering

Marlow happens to have a new yacht to compete in this market — the Voyager 76LR, with a new hull design that is a little bit slower than the semi-displacement hulls of the Explorer series, but, according to Marlow, dramatically faster than the traditional, round-bilge full-displacement hulls of the competition.  We’ll have more on the Voyager 76LR in an upcoming article.

To-date, there don’t appear to be any takers for the challenge, but time will tell. If you have your own thoughts about the validity of this challenge, or the details, let us know in the comments.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Engines, Industry News, Passagemaking News, People, Powerboats, seamanship, Technology

Polish Your Diesel Nonstop

Parker FPM-050 Fuel Polishing Module

Parker FPM-050 Fuel Polishing Module

Parker Hannifin has a remarkable new fuel polishing system that has been designed specifically to run nonstop, using extremely small amounts of electricity and with a design that makes it seem nearly immortal when compared to conventional pumps.

The new FPM-050 Fuel Polishing Module (click on the photo above for a larger view) consists of a state-of-the-art piezoelectric pump that uses about 2 watts to run, equivalent to 3.6 Ah/day. With such a low power draw, Parker says the unit can run continuously and unattended for extended periods of time without depleting available batteries. The system is designed to remove emulsified water from diesel fuel systems. It will filter 50 gallons of fuel a day — which at first glance seems like a fairly small quantity. But imagine how long your boat sits at the dock, between weekend cruises, or even during the off-season. In less than three weeks, it will run a typical cruiser’s 1,000 gallons of fuel through the Racor filter in the system. If installed on a new build, or after a comprehensive system and fuel tank cleaning, it should enable that system to remain pristine and free of water problems.

Parker says the design of the FPM-50’s pump eliminates many of the wear points that others typically have, “enabling owners of the FPM-050 to enjoy many years of use without seeing performance diminish over time.”  The product brochure — which you can download here — shows typical installation diagrams, both for use inline with an existing fuel system, or as a dedicated fuel polishing loop.

An available timer accessory can help you run the system on a regular schedule.  My only question about the system has to do with the advisability of running a fuel pump of any kind while the boat is unattended. I have contacted Parker and am awaiting an answer on that issue. Maybe readers have an opinion or experience with unattended fuel polishing?

Price for the full FPM-050 installation kit, including the unit and a Racor 503MA-10 filter and FPM-PTC-12-A Timer is $1,149.

Parker FPM-050
Specifications

Filtration Rate 50 gallons/day
Power Requirements Less than 2 W (less than 3 A-hrs/day)
Internal Pressure Drop* Less than 0.5 psi
Voltage Requirements 10-16 VDC, 12 VDC nominal
Approx. Max. Dimension
(L x H x D)
3.87″ x 2.47″ x 2.14″ (Body)
3.87″ x 4.48″ x 2.14″ (With Bracket)
Port, Inlet & Outlet 3/8 NPTF
Port, Recirculation 1/4 NPTF
Weight Less than 2 lbs
Acceptable Fuels Diesel, Bio-diesel, Kerosene

* Internal pressure drop measured in through-flow configuration with fuel flow rate  between 5 GPH and 60GPH

 

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Cruising Under Sail, Engines, Gear & Apparel, Maintenance & DIY, Passagemaking News, Powerboats, Sailboats, Technology

More Details on New Krogen 52

Kadey-Krogen 52' Artist's Rendering

Kadey-Krogen 52' Artist's Rendering

Kadey-Krogen yesterday released more details of its newest trawler, the Krogen 52′, which we first reported on here. It’s decidedly a classic Krogen trawler, with its raised pilothouse and 3,000 nm range at about 7 knots. It shares many of the features of its bigger sister, the Krogen 58′. 

Main Deck Layout for the New Krogen 52'

Main Deck Layout for the New Krogen 52'

The main-deck galley is “Iron Chef”-equipped (my term) with a full-size Jennair fridge and a Viking range. It also has a weather-tight Dutch door with direct access to the starboard walkway. The stairs up to the pilothouse are on the portside and feature household-standard size risers and treads. The pilothouse on the 52′ accommodates dual helm chairs.

Accommodations Layout for the New Krogen 52'

Accommodations Layout for the New Krogen 52'

The yacht offers either a two- or three-cabin arrangement, with the master stateroom forward or amidships. Kadey-Krogen says those opting for a two-cabin arrangement will enjoy the utility of a large, dedicated office space. Both configurations include two heads with enclosed stall shower.

Midship Master Stateroom Layout for 3SR Version of New Krogen 52'

Midship Master Stateroom Layout for 3SR Version of New Krogen 52'

The company says the boat is being offered in both single- and twin-engine configurations. The hull design will feature Kadey-Krogen’s counter-faired keel, pioneered on the Krogen 58′, which imparts a counter-rotation to water flowing into the propeller, canceling some of the propeller-induced water rotation and resulting in straighter water outflow and improved forward thrust, which implies better fuel economy than that of conventional keel designs, according to Kadey-Krogen.

Midship Master Stateroom Layout for 2SR Version of New Krogen 52'

Midship Master Stateroom Layout for 2SR Version of New Krogen 52'

In the specs table below you can see that the engine options are from John Deere, with the single 6068AFM75 offering a continuous duty (M1) rating of 231 hp.  The company said tooling will be complete by late fall this year and first delivery is planned for summer 2011. The companysays it took a “more grassroots approach and contacted current owners to see if they were interested in the project,” says Larry Polster, vice president of Kadey-Krogen Yachts. “We also took a set of plans to Trawler Fest in Fort Lauderdale and within ten days of initial exposure, the first five hulls were reserved.”

Krogen 52’
Preliminary Specifications

Length on Deck:                                                 52’-2”
LOA (including swim platform):                       54’-4”                                                    
LOA (including swim platform & pulpit):        57’-0”
LWL:                                                                  47’-0”
Beam (molded):                                                  17’-3”
Beam (over rubrail):                                            17-9”
Beam (waterline):                                   16’-0”
Draft at Keel (half load, single eng): 5’-3”
Displacement (half load):                                    70,000 lb approx.
Fuel Capacity:                                                 1400 gal.
Water Capacity:                                               400 gal.
Top Speed (estimated):                                       9.5 knots (at Half Load)
Cruising Speed (estimated):                               8 knots (at Half Load)
Main Engine (single):                                          John Deere 6068AFM75 M1, Tier 2, 231hp @ 2300RPM
Main Engines (twin):                                          John Deere 4045TFM75 M2, Tier 2, 121hp @ 2500RPM
Reduction Gear (single engine):                        ZF Marine model ZF286 with 2.917:1 reduction
Reduction Gears (twin engine):                         ZF Marine model ZF220 with 3:1 reduction
Range at 7 knots (w/ 10% reserve)                    3000 nautical miles
Generator:                                                               (1) Northern Lights 12 kW, with sound shield
Ballast:                                                                   5300 lb approx.     
Base Price $1.295 million
   
Hydrostatic Data  
Displacement-to-length ratio                              301
Prismatic coefficient                                            .64
Pounds per Inch Immersion                               2700
Moment to Trim an Inch                                     7500 ft. lbs.

 

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Engines, Industry News, Passagemaking News, Powerboats

New Partnership Will Develop Independence 60 Green Yacht

 

Click for larger view of Independence Green Yachts 60 -- Artist's Rendering

Independence Green Yachts 60 -- Artist's Rendering

HB Marine and Independence Green Yachts yesterday announced a partnership that will form a joint venture to develop the Independence 60 Luxury Yacht that IGY started a few years ago. The Independence 60 is billed as the “world’s first ‘no compromise’ sustainable yacht.” A combination of solar cells, hydrogen production and storage and fuel cells provide complete independence from fossil fuel.

Here’s what the two companies had to say yesterday:

“The partnership between HB Marine, owner of a patented technology for the production, storage, and use of hydrogen aboard marine vessels, and Independence Green Yachts, developer of the solar/hydrogen powered Independence 60 power yacht, is a very compelling and timely combination. The joint venture will offer the marine industry fully integrated and self sustainable yachts (like the Independence 60) as well as clean energy power and propulsion systems for new construction and retrofits of existing yachts.

IGY is the developer of the Independence 60, the first totally self-sufficient, solar/hydrogen powered motor yacht that requires no fossil fuels or internal combustion engines. “Building a sustainable boat that can cruise cleanly, quietly and without ever having to use fossil fuels has been my dream since the Navy,” said Fred Berry President of IGY. “In conjunction with HB Marine, we can make this dream a reality.”
 
HB Marine has developed and patented internationally, a hydrogen-based, multi-use power and propulsion system for all types of marine vessels using readily available technology. “We have been searching for the right marine partner to bring this clean technology to market. The unique design of the Independence 60 effectively integrates the best of clean energy marine power and propulsion technologies , which will open a new era of simple, clean, quiet, reliable and sustainable yachting,” said Bruce Wood, Managing Director of HB Marine.”

The power system for the Independence 60 represents the very cutting edge of energy generation, storage and management. To-date, that title has been held by Island Pilot’s DSe Hybrid, developed by Reuben Trane. The DSe has the solar cells and vertical wind turbines, but still relies on a diesel engine/generator to recharge the batteries on cloudy days or when energy usage exceeds a little more than 6 kW. The Independence 60 has twin azimuthing electric motors. The system takes electricity from the solar arrays, or from the battery bank, and uses an electrolyzer to separate pure water from a watermaker (or, downstream in the process from a fuel cell)  into molecular hydrogen, which is then stored in a room-temperature, normal atmosphere metal and then provided upon demand to a fuel cell, which will generate a lot more electricity to replenish batteries, or to provide power to an inverter, and through a service panel to the electric motors.

Here is a simplified diagram of the power system aboard:

Click for larger view of Independence Green 60 Power Schematic -- Graphic from IGY 60 Brochure

Independence Green 60 Power Schematic -- Graphic from IGY 60 Brochure

Have a look at the yacht in this updated brochure.

Here are the basic specs on the boat:

Independence Green 60
Specifications

•LOA:      59′ 5″
•LWL:      53′
•Beam:     14′
•Draft:        4′
•Displacement:      61,000 lbs
•(2) 75 KW 480 V AC external azimuthing submersible electric motors
•Fuel:      Water
•Energy source:      The Sun
•Fresh water:            200 USG
•Black water:               84 USG
•Grey water:              300 USG
•Top speed:                13 knots*
•Cruising speed:         8 knots*
•Range at cruise:      6 00 nm*
•Range at 6 knots:   1200 nm*

*Figures are based from Engineering estimates
More detailed specifications are available on the Independence Green website here.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Electronics, Engines, Passagemaking News, Powerboats, Technology

Pacific Expedition Offers Zeus Pod Drives for PE60 Catamaran

Pacific Expedition Yachts PE60 Expedition Power Catamaran

Pacific Expedition Yachts PE60 Expedition Power Catamaran

Pacific Expedition Yachts will offer Cummins Mercruiser Diesel Zeus pod drives on its PE60 Expedition Class Power Catamaran. The first hull with Zeus drives is already under construction at Pacific Expedition’s Astoria, Oregon shipyard, with delivery expected later this year.

Here’s how Pacific Expedition describes the decision to offer the Zeus drives:

The PE60, equipped with twin Zeus 3000 series pods coupled to QSC8.3-liter 600-hp engines, uses the intuitive joystick for docking and other slow-speed maneuvers, fundamentally changing the ability to control the large power catamaran with safety and confidence in the most challenging conditions. From offshore running to slow speed docking in crowded marinas, the Zeus system provides tremendous confidence and control to the owners of these large luxury yachts. It all but eliminates the fear and potential for damage that often accompanies operating a yacht with conventional inboard engines in tight quarters. The system also offers unmatched speed and economy in a vessel of its size.

CMD is “very happy to have partnered with a leading innovator in the emerging expedition power catamaran market,” said Richard Newman, CMD’s director of sales. “The Zeus system is a great match for the PE60. We believe this combination will be a game-changer in this category.”

“We are excited to work with Cummins MerCruiser Diesel in offering this kind of revolutionary technology to our clients on what we feel is one of the most exciting boating platforms to come along in some time,” said Patrick Meyer, partner with Pacific Expedition Yachts. “At over 60 feet long and 25 feet wide, a PE60 cuts an intimidating path. However, the Zeus system from CMD offers a new level of sophistication and control to our expedition power catamarans. This results in very comfortable and safe operation of our large yachts with little stress or anxiety by the owners,” he added.

Meyer told OceanLines he believes shaft drives are still a valid option for the PE cats because of the inherent maneuverability of a twin-engine boat with such wide spacing between the engines. Although PE did not disclose the price of the Zeus option, it’s safe to assume that the Zeus drives are more expensive than a standard shaft and prop arrangement.

New Model Lineup at PE

Pacific Expedition also recently announced a re-focusing of its model lineup, with the main offerings the PE50 and PE60. When the company first started, it was offering a 45, 55 and 65. The customer feedback has been such that the most demand was for a PE50 and a PE60. A smaller “Coastal Expedition” (CE) 47 is also offered for those who don’t need the room or extreme range of the PE series.

The current PE60 was derived from the original PE55 as a result of customer interest in having more space available aft of the salon bulkhead. The PE50, however, was a fresh design that took the basic beam and layout of the PE60 and put it into a smaller form. PE said it didn’t want to stretch the original PE45, because it was designed with a beam a couple of feet narrower than the new PE50 and PE60.

You can download the specs for the PE50 here.

And you can download the specs for the PE60 here.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Engines, Industry News, Passagemaking News, Powerboats, Technology