Maritimo C60 Sports Cabriolet

Vision splendour

It's stating the blooming obvious that sportsyachts, cabriolets, coupes and express cruisers are increasingly vying for marina space. But I have an issue with some of these single-deck flyers. When you drive from saloon level, perhaps for hours at sea if not cruising busy local inshore waterways, you need unfettered views foremost. It's imperative the skipper has perfect vision to see what lies ahead, be it a channel marker, sandbank, a kayaker or dinghy sailors, or a dugong or turtle.

And let's not forget the needs of passengers. When boatbuilders get it wrong, cruising in a sportsyacht can be every bit as mind-numbing and introspective as travelling in a paddywagon. At best, you will pull yourself out of the seat, crane your neck for a glimpse of the vista around you, then tire of the exercise, slump back in the seat and resign to a view of fibreglass, high-gloss timber, upholstery and a profile of the skipper's face.

Full marks, then, for Maritimo's new C60 Sports Cabriolet, the first of the Australian yard's single-deck motoryachts. Clearly, some effort has gone into providing commanding views for the skipper, terrific connectivity and vistas for the crew, wrapped in a boat that travels quite flat without being unduly wet. And during our sea trials on a flat track off the Gold Coast, the boat was smooth running. Hey, the antipathy of travelling in a paddywagon.

But the C60 is no less obliging at rest. With the anchor down, I paused for a moment, plonked myself in a leather lounge, and took time out to watch the world drift past the wonderfully deep picture windows. Wave Break Island on the Gold Coast was experienced from air-conditioned comfort, without the effects of the harsh Queensland sun and frying heat. But it could just as easily been an anchorage of Sydney or the Hawkesbury, on Port Phillip Bay with the reverse-cycle air-con running, on Kangaroo or Rottnest Island.

Back offshore, I could clearly see the horizon up ahead, the Seaway fading fast in the C60's flat wake, and those iconic Gold Coast high-rises announcing their presence to the south. And besides good vision, the saloon seating is arranged so you can converse with the crew as well as the captain.

Several other key objectives were met in the C60. She has walkaround sidedecks to assist crew and grandkids access the bow; an aft galley for snappy service back to the cockpit lunch setting; and an outdoor amenities centre including a barbie (factory fitted option) built into the transom. And, for the first time, you will find a boot to carry, launch and retrieve your tender at the press of a button. That means hassle-free access to the shore, cafes and eateries, if not the creeks for some Huck' Finn adventure or to check the crab pots.

Indoors, the styling is refreshingly nouveau and, well, a step-up in class. It's a thoroughly European look, without undue glitz, but well-finished high-gloss light beech joinery. A pat on the back for Into Boats, which did the bedding and soft furnishings, as some of its earlier Maritimos appeared a tad parochial. The decor here is sharp enough to work on the world stage. Same goes for the exterior lines, with sleek not boxy looks. In fact, the C60 is one of the yard's prettiest boats for sure.

But it's more than just eye candy and a keen entertainer. By rights, a 60-footer is a boat you should be able to stow away on for weeks at a time. To this end, the full-beam stateroom with panorama windows and en suite will assuage cruising couples. And there are three additional cabins, two with bunks, plus a VIP with island berth and en suite. This way, head away with another couple just as comfortably as the clan at Christmas.

SLIPPERY SUCKER
You would be doing Maritimo a disservice if you failed to acknowledge the heart-and-soul of the badge. Like its predecessors, honouring its family lineage, the C60 is an especially efficient boat. It's this message, above all else in times of rising fuel prices, that Maritimo's patriarch, Bill Barry-Cotter, wants to get across.

Construction doesn't break the mould, however, with a solid GRP hull bottom and cored sides and deck. The main bulkheads are fibreglass, including the collision bulkhead up front, while the fuel tanks are integral GRP as well. The non-skid deck pattern is the same old swirly number used by the yard for years. It's not especially easy to clean, however, nor easy to match up should it need repairing.

As ever, engineering is a highlight. The base boat was fitted with twin C12 715hp Caterpillar electronic diesel engines, which is modest power for a boat that - with full water, fuel, a tender in the boot, and all the paraphernalia and personal effects aboard - will weigh more than 30 tonnes cruise away. But as touched on, this is a keen conveyance, topping out near enough to 30kts carrying about one-third fuel and full water, some 800lt, in polypropylene tanks under the cockpit floor.

For local coastal cruising, 30kts with a mid-to-low 20kts is about as fast as you really need to go. In fact, the emphasis is increasingly on range rather than speed these days. And with a massive 5600lt fuel capacity, the C60 has legs. Maritimo figures following Caterpillar engine commissioning say you can travel more than 1500nm at nine knots and just over 700nm at 22kts, leaving 10 per cent of the fuel supply in reserve.

That said, European and American buyers of sportsyachts traditionally expect 35-plus knots in a boat like this and, for those markets, Maritimo will offer 1015hp Caterpillar C18s, we're told. Meantime, thanks to excellent sound insulation, this wasn't a noisy boat. Nor a bewildering one to maintain. Pre-departure engineroom checks are made easy thanks to a big engineroom hatch and moulded stairs.

Inside, you will find a checkerplate floor between the Cats, a big 17.5kW Cat generator, Racor fuel filters for all three engines, washable membranes on the air intakes, which are tucked away in the cockpit, and bright AC lighting that runs off the 2000W inverter that can power the boat's entertainment system, microwave oven, fridges and AC outlets. The Tecma heads are switchable to saltwater should you be in liveaboard mode and you can get the boat with provision for a desalinator. It's good to see sight gauges and remote shutoffs on the fuel tank, too, and a holding tank of 300lt for catering for weekends or onboard parties.

The boat has foolproof wet exhausts and running gear that meets CE requirements, such as 2.25in shafts and Nibral five-blade props. At 8.75º, the shaft angle is nice and flat to maximise thrust without having to resort to prop tunnels. Maritimo is always proud of that fact and the efficiency of its boats. The fingertip responsive hydraulic steering system is a legacy of the company's raceboats, while the C60 comes with a bowthruster and an optional ($13,000) sternthruster was fitted to No.1 driven here.

The electrical side of the boat is 24/240V with just a few 12V switches and a 60amp battery charger. There are, of course, separate engine start and big house-battery supplies, each with four 210amp units. Wiring is coded and labelled, and schematics are supplied. And there's 36,000BTUs of air-con to the saloon alone - which you might need with all that glass in summer - plus separate air-con below decks to all cabins. The sunroof is a must-have $16,253 option that helps make the boat.

OUTDOOR LIVING
A clever push-button electric actuator raises the garage roof at the same time it folds a section of the transom down as the launch platform for the tender. Without huff and puff, you can dispatch up to a 2.7m RIB. The demonstrator also had underwater lights, hot/cold deck shower, and twin stairwells leading to the cockpit, where a high-gloss teak table and chairs formed a handy lunch setting partly shaded under the extended moulded awning. Add a Euro-style demountable canopy for more shade again.

Besides the transom amenities centre with eutectic fridge/freezer, sink, storage and (optional) barbie, there was an (optional) icemaker, a cockpit fridge opposite, small serveries above the inboard engine vents, and (optional) teak decking. Meantime, moulded steps lead to the accommodating sidedecks, where bulwarks, handrails and a long bowrail forward back your passage. The foredeck was fitted with a ($4117 optional) round sunpad that creates a second outdoor station. The mattress was well anchored and didn't restrict vision either.

A dependable Aussie-made Muir windlass is bundled with the C60, along with a 30kg self-stow stainless steel anchor and 60m of 10mm chain. There's a raw-water anchor wash, fender and rope storage back aft, both of which are supplied, along with an EPIRB, safety pack, and more.

SALOON WITH A VIEW
Triple sliding doors with adjustable positions lead into the saloon, which is where this story began. It's a room with a view, a great view, plus a handy portside galley feeding forward or back into the cockpit. Amenities range from a standing-height Liebherr fridge/freezer to a four-burner Fisher and Paykel cooktop, drawer-style dishwasher to Panasonic convection microwave oven. There are solid Staron counter, a deep sink with spray rinser, and filtered drinking water supply.

The AC/DC panel is opposite including the generator start and battery monitoring, plus dedicated crockery storage and wetbar. There's also a servery space at the galley and across at the wetbar.

The lounge seating forward near the helm beckons. It's surrounded by deep picture windows and with the optional sun/moon roof (with flyscreen included) you can dial up fresh air. There's also a big opening side window, designed so the skipper can leap out to the deck and dock this baby solo.

Low-slung lounges finished in executive-black leather can seat eight before a hi-lo drinks table or dinette. The NEC flatscreen TV emerges on a folding rather than retractable mechanism, so it doesn't swallow valuable space below decks. And need I remind you of the views, whether you do what I did and sit and muse or head offshore and cruise. Now for the accommodation.

BEDS AND BATHROOMS
The C60's four-cabin layout sleeps eight if you had to, with each cabin air-conditioned and fitted with an opening hatch including a roller blind. Headroom is a high point, ranging around two metres. The starboard cabin, presumably intended for kids foremost, has smallish bunks and a cabinet containing the combo washer-dryer. The port cabin also has bunks, the lower one big and acceptably wide, and a hanging locker.

VIP guests get an island double berth in the bow with twin hanging lockers and drawers plus a door to the communal head so it doubles as an en suite. Besides the rather excellent Tecma loos and deep washbasins, both heads include full-sized shower stalls and natural ventilation as well as air-con.

All cabins including stateroom have opening port lights for fresh air - an important consideration when sleeping aboard at night - and the bedding was snappy. The factory finish, meanwhile, appears to have lifted a notch or two. And the boat has trick lighting throughout.

But I was really hit by the wow factor of the full-beam owner's stateroom. You range down several levels, via a seat and mirror, to an athwartships queen-sized bed before three portrait windows along the bedhead. Sit up in that bed and it's like floating on water, although the portlights could do with some kind of curtain if you want to sleep in.

Besides a ceiling feature, there's a walk-in wardrobe opposite, with the option of fitted opening portrait windows in it for better cross-flow ventilation, plus reading lights, bedside tables and a private flatscreen TV. A vanity at the foot of the bed will keep first mate happy. The en suite is perfectly private, too. Time for a drive.

UP, UP AND AWAY
The C60 feels like a big speedboat. The helm is located a fair way forward and it's easy to forget how much boat you're towing astern. I'm not a fan of faux walnut dash panels, but the spread of Simrad electronics - two new Glass Bridge GB40 screens with 3D chartplotter and more - SP28 pilot, Bennett tabs, and wipers with washers are all good gear.

Bow and sternthrusters make decamping a snap and the slippery boat shoots to planing speed nice and level, with no loss of vision. Trim tabs aren't needed at this stage, though a touch of tab at cruise revs kept the bow buttoned to the ocean. And what spray was displaced can always be wiped away.

The figures I took from the Caterpillar engine control panels weren't that different to those from the official sea trials, just a whisker slower due to the boat being in the water for a while.

According to my arithmetic, hull speed is 9.56kts. According to the supplied figures, 9.1kts and 900rpm uses just 30lt/h for a range of more than 1500nm. Way to go... if you have the time.

Low-speed cruise at 1500rpm and about 15kts cost 103lt/h giving a safe range of 734-plus nautical miles; 1900rpm returned a sweet 22-knot cruise for 159lt/h and a 704-plus nautical mile range; while maximum continuous revs - read at 2137rpm instead of 2150rpm - returned a fast cruise of 26 to 27kts for 215lt/h and a range of about 600nm. At which point you really feel like you're going places.

Crank the wheel around and the C60 barrels through the bends, turning flat and fast without washing off too much speed. Through the Seaway broaching wasn't evident. Back inshore, top speed was 29.5 to 30.2kts depending on the tide.  And then we put the anchor down.

Fast or slow, the C60 is eager to please. She's efficient, nimble and dignified. In fact, she's so obliging you can enjoy the boat going nowhere much at all. Kick back and take comfort from the plush lounges tracing the saloon that affords such wonderful views. And when it's time to move on, you can do so without chugging the diesel. With long legs and good looks she answers some questions and points to the future.

LOWS

SHOOTING THE BREEZE WITH BILL
Bill Barry-Cotter is a doyen of Australian producution-boat building and in a frank interview with David Lockwood he discusses the challenges facing the industry Bill Barry-Cotter turned 64 years-young in late-June. Yet he doesn't look any older than he did last year, the year before or prior to that when I spent time talking with the doyen of Australian production-boat building.

Okay, maybe there's a hair or two less on his head - which leaves two. But, seriously, a passion for life - as the French say joie de vivre - and especially the business of building boats has kept the patriarch sharp, insightful and forever on his toes.

Trade-A-Boat tested the new Maritimo C60 hereabouts with Barry-Cotter, general manager Martin Lewis, and Ross Willaton, a shipping expert and throttleman for the company's eponymous raceboat.

We tossed a few questions at the Maritimo crew who, like all boatbuilders today, are facing challenges on the road ahead. None is greater, of course, than the rise and rise of crude oil.

"From the outset wet have strived for efficiency," says Barry-Cotter.

"Lowering shaft angles and using five-blade propellers. But the bottom of the Sports Cabriolet is different again.

"As our C60 will likely be used mostly at eight to 10 knots as an entertainer, I put some rocker in the bottom so she runs level when you throttle up and she stays level through the acceleration range," Barry-Cotter said.

And this writer will add that 30kts for a 30,000kg (half-loaded) boat is impressive, especially considering the C60 is fitted with modest 715hp C12 Caterpillar engines.

"We have been proven to be more efficient when stacked up against even the best of the imports. A lot of that efficiency comes back to our recessed running gear and rudders," Barry-Cotter adds.

Barry-Cotter says Maritimo is the only company in the world that keeps accurate performance records of all its boats so it can determine from sea trials the source of a performance problem.

"When that happens, which it recently did, we check the propellers. We then weigh the boat to within a few kilos. And if we still have a problem we point the finger at the engine manufacturer," he said.

Interestingly, Barry-Cotter says, there can be quite wide variations in horsepower output between engines and with what's stated by their manufacturers.

"But as a company, I can tell you 80 per cent of our focus is striving for greater efficiency," he said.

"We are trying to be the most fuel efficient of the lot and we will be pushing that point more than anything," Barry-Cotter explains.

Maritimo crunched all the numbers on pod drives for its upcoming 50 Sports Cabriolet, but found that its shaft and hull set-ups were more efficient.

YANKEE GAS SIPPERS
Besides, Barry-Cotter says he is now seeing the first signs of a significant change in attitude of gas-guzzling Americans, with boat dealers leaning towards smaller horsepower, much like the metamorphosis taking place in their motoring industry.

"Our 500 Offshore Convertible does 30kts with twin 660s (Cummins QSMIIs) and uses the same amount of fuel at cruise as some 37-footers," he adds, "We cleaned up the strakes to make it faster, but not wetter."

As ever, Barry-Cotter is looking forward to the future, the new challenges created by strict emissions laws in 2013, and coming Caterpillar engine technology where special 'maps' are locked into the engines for optimum performance at pre-determined throttle positions of, say, low-speed cruise, cruise and fast cruise.

There is also new 'skyhook' technology on the way that will be offered by Sidepower with its (bow and stern) thrusters. In other words, he presently sees no reason to go down the avenue of pods.