Webster 4.6

One of the biggest financial considerations when fitting out a boat for the first time is engine cost. This is one of the biggest single expenses to factor in when making a decision between a monohull and a cat-style hull, the latter normally requiring a powerplant behind each pontoon. Generally speaking, multihulls require less horsepower overall to get onto the plane and remain there, but this is cold comfort financially when it comes to installing two outboard engines, however small.

Ron Webster from Orange in NSW has been manufacturing Webster Twinfishers for some years now, and they are commonly seen up and down the coast of NSW and further afield. The design's strong following comes not only from the stability offered by the catamaran hull and its prowess in less-than-friendly water, but from the fact it is designed to run on just one engine. This offers the multihull owner the best of both worlds - awesome rough water handling, stability at rest and low initial purchase price, not to mention reduced running costs. Judging by the fact that demand is outstripping supply, Ron Webster must be getting something right, so we decided to have a closer look for ourselves.

Our difficulty in securing a test boat was the first indicator that either Ron Webster is resting on his laurels or that a lot of boat buyers have realised how much these boats have to offer.

Bay View Marine at Manly are the Webster agents in the Moreton Bay area, and it too wishes it could get its hands on more of these popular boats. After a ring-around to some loyal Twinfisher customers we managed to borrow a 4.6 and a 5.2 Runabout that we used as a camera boat.

BACK TO THE FUTURE
The transom is an interesting design. Between the pontoons and fixed to the upper hull is a splitter that relieves the water pressure on the leg of the outboard. On a monohull or twin-engine catamaran, this job is done by the pontoon or hull positioned directly in front of the engine leg. The test vessel was fitted with a half pod holding a single 60hp Tohatsu two-stroke outboard and a full-width step extended across the transom. Those wishing to fit an auxiliary motor would have to consider a mounting bracket that would keep the engine head further aft of the transom so that it clears it when tilted up. Extra long shaft motors are required to get enough depth below the pontoon. Webster also recommends extra long shaft engines for the main drive.

A deck drain bung was located under the rear step and below that a flotation chamber that was independent of the hull. The bottoms of the chambers were flat and stopped just above the profile of the pontoon proper, where a drain plug is installed.

The transducer for the Humminbird Piranha sounder was mounted on a bracket welded to the back of the flotation tank. When on the plane, it was obvious that the rear of the tank is in the water, but the turbulence generated by the change in hull shape caused some signal disruption. A deep-set transducer would remedy this situation to a certain extent.

These boats roll on Dunbier trailers and feature a Teflon skid system. After the initial shove to get the boat away from the trailer post crossbar, the boat slid effortlessly into the water, the painter wrapped around the post a few times to slow things down.

SWEET PERFORMER
My initial impression of the boat was that it sits in the water with a noticeable stern-down attitude. Closer inspection reveals the deck is actually near parallel to the waterline, and that the forward section of the hull is elevated, giving the stern-down impression. This serves to greatly improve the ride when punching into big waves and chop, adding heaps of freeboard to that forward section.

Manoeuvring at slow speeds was as direct as it gets, with each pontoon acting as a long rudder. It was no different on the plane with tight, high-speed turns made with no hull slip at all and with the typical multihull trait of the boat leaning out of a turn rather than leaning in as experienced with a monohull.

The mechanical steering handled the single engine easily, with no prop torque from lock to lock at any speed. At full throttle, the Tohatsu spun out to 5500rpm for 48kmh showing on the handheld GPS. Getting there from dead in the water was not the norm either, with no apparent point where the boat came out of the hole onto the plane.

With near calm conditions there was not a lot of pressure that could be brought to bear on the Twinfisher, but some friends of Trailer Boat own a 4.6 in centre-console format, and report that the boat handles rough conditions beautifully. That particular boat is seen on page six of Webster's catalogue, sporting a rocket launcher that would not look out of place on a battleship!

INSIDE LINES
The test boat featured an opening windscreen that allows access to the anchorwell by leaning through. An anchor windlass would best be installed in a locking bowsprit roller, with the chain pulled through to alleviate the need to lean forward out to the bow of the boat. The almost flat foredeck either side of the medium-sized anchorwell would be a good place to fix a plastic crate if extra rope and ground tackle is required.

Back inside the cabin, the helm side of the bulkhead has ample room for a large-screen fishfinder or GPS. The passenger side featured a small lockable compartment. Both modules were serviced with a comfortable seat featuring a forward-folding backrest that is fixed to a hinged lid on an aluminium storage box base.

Forward of the helm area below the deck is a short storage area, with gear held in place by a low wall that also acts as a footrest for driver and passenger.

A collapsible bimini top to which optional clears were fitted helped protect the helm area. Only a few drops of spray found its way over the front of the boat and onto the windscreen during the test. No doubt in messy seas there would be a lot more due to the flat forward area between the pontoons holding water between short chop. This is a trait of many multihulled boats and one that is difficult to address, but is best resolved with the addition of a set of clears.

A sidepocket about a metre in length was fixed between the ribs on each side of the cockpit and did not interfere with your shins when standing at the gunwale, which is set at a good height.

The standard 4.6 Twinfisher comes with a rear seat that features a cushioned lid on an aluminium box that may be used for dry storage or converted to an icebox. The owner of this particular boat opted to use his own icebox, which he fixed to the deck in the middle of the transom bulkhead. Access to the transom for fishing is excellent between the gunwale and the icebox. A livebait tank in the broad coaming of the port side corner is sufficient for a lengthy flathead or jew fishing session. The area on the starboard side is bare save for some non-slip fixed to its surface. Any accessories recessed into this part of the coaming would have to be shallow as the battery box is directly below, fixed to its tray, which is suspended up off the deck.

The fuel tank is fitted centrally under the transom bulkhead coaming and is 70lt in capacity. It is secreted behind the standard icebox and the fuel filler is located on top of the coaming. The breather for the fuel tank is also located here, and should there be any fuel surge pushing a lot of petrol out of the breather it may well flood into the cockpit and bilge. For peace of mind, it should be relocated into the half enginewell or set somewhere along the boat's side.

TOP CAT
When it comes to cockpit space for working, fishing or just boating, it is hard to beat a cat-style hull. Webster's 4.6 Twinfisher is right up there with the best of the cat family. Where it will leave the others wanting is the single motor configuration, which serves it well and will certainly keep your bank balance looking a lot healthier after the first and subsequent engine installations.