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Recent review: "After spending a day on this boat and daydreaming about cruising the Whitsundays, I would have to say it’s my type of ve..."
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Recent review: "The vessel is not equipped with either a bow or stern thruster, but the computer-controlled pod drives make them unneces..."
Recent review: "Outdoor areas have been designed to offer guests an array of options for open air living. On the flybridge, the seating/..."
2014, December; Sydney Harbour: The design and philosophy of Arvor boats is rather unique, and it’s probably because of that they have done so well in Australia. The style is reminiscent of European North Sea professional fishing boats – which is indeed where they originated – and the practicality shows through with fully enclosed wheelhouses and large open cockpits.
The hull designs are exceptionally seaworthy and other aspects of their antecedents are apparent in features such as safe side-decks, big self-draining scuppers and the ability to quickly fit emergency steering tillers. The latter may never be needed with today’s reliable engineering and systems, but if nothing else it’s reassuring to see that the builders still consider such ‘what if’ factors and allow for them.
The external styling is hardly streamlined, but it has real appeal in its sturdy and businesslike appearance. Anyone who understands what ‘seaworthy’ truly means will find it has a charm all its own. A quick tour onboard will also show the benefits within the spacious wheelhouse of excellent visibility and efficient ergonomics.
Peter Collins of Sydney’s long-standing Collins Marine saw the potential for the Arvor approach quite some time ago. He has since sold more than 500 of them here including around 200 of the Arvor 20 that he built locally. Arvor itself has expanded considerably over that time and now has manufacturing plants in a number of European locations all using latest technology facilities and materials.
This time around we were fortunate to have two newly released models for a side-by-side comparison which highlighted both similarities and variations to give prospective owners a very interesting choice. Both boats are primarily serious fishing platforms, but both are also excellent day or weekend cruisers and make fine family boats. Both could also be either moored or trailered, although each is probably more suited to one method of being kept, and one is faster. Both are in the same mid $80K price range (all pricing at time of writing), so budget considerations don’t affect the choice.
The 690D is a 6.88-metre diesel-powered shaft-driven boat that cruises around 15 to 19 knots and tops out around 22 knots. It’s more likely to be moored or kept in a marina and offers all the simplicity of operation of an inboard diesel. Pricing starts from around $84,500.
The 675 Sportsfish is a 6.55-metre outboard-powered design and cruises in the 20 to 25 knots bracket with a top speed of 33 knots. It would be easier to trailer and offers that extra speed for those who favour fishing spots further away; its pricing starts from around $84,150.
A trailer for either boat is about $11-12,000, and there are various extra cost options for electronics and accessories, and both boats can be fitted with dual helm set-ups (wheelhouse and cockpit). Sun awnings and cockpit covers can be added. There are other versions - smaller and larger - of the boats, so if the style appeals but you need less or more in terms of space or cost, there’ll be an Arvor to suit you.
Mainly because of the amidships engine location, the shaft-driven 690D has a larger cockpit and smaller wheelhouse than the 675 Sportsfish. In practice though, the variation in wheelhouse space is likely to be more of a consideration as both cockpits have plenty of room for moving around and for any form of angling activity. The latter is clearly the dominant design approach with rod holders, live bait tanks, integral tackle drawers and stacks of storage lockers prevalent in both Arvors. The layout is spot on for fishing too with wide side decks, right-height gun’l support and foot-work space below.
Continuing the fishing theme, both boats have quick and safe access to the foredecks with recessed walkways alongside the cabins. These are well below the gun’ls and protected by effective guard rails. It’s only when it is pointed out that you see that the cabins are actually slightly offset to port, so that the starboard walkway is wider and that little bit easier to negotiate. That’s another very thoughtful touch from Arvor that again emphasises the real-world experience in their design and build processes.
The anchoring and mooring arrangements are good on both boats with excellent deck hardware, anchor lockers with appropriate capacities for chain and line, and safe and easy facilities for handling mooring duties. The 690D has a power windlass as standard, whilst that’s optional on the Sportsfish.
Moving aft to the transoms, the two boats are obviously different with the 675 having a Mercury Four-Stroke EFI 150 outboard in an engine well and a boarding platform to starboard. The 690 has a much larger full-beam boarding platform with a bracket for an optional auxiliary outboard. Both boats have drop-down swim ladders and entry ports into their cockpits.
The latter have non-slip fibreglass soles with hatches that lift on gas-assist struts above very generous under-floor stowage. The 690D has a raised section that also lifts for excellent access to the Mercury diesel and its systems such as fuel and raw water filters and so on. The 690 has a single lounge seat that folds out from under the starboard gun’l, while the 675 has twin lounges – one across the port side of the aft deck and the other in the rear port corner of the cockpit.
The 675 also includes as standard a demountable table for the cockpit that slots into a floor bracket positioned to suit the two lounges. It would be easy to find a fold-up table for the 690D to set out drinks and snacks, or for some extra work space. Both the Arvors have cutting/bait boards.
Whilst personal preference between inboard/diesel and outboard/petrol power will probably play a big part in anyone deciding between the two boats, the other major differences are in the wheelhouses/cabins and in how the two boats drive and perform.
Both wheelhouses are spacious and have top class helm positions. Being fully enclosed, they offer total protection so skippers can con their craft comfortably in any conditions. An often overlooked joy of boating is cruising along when it’s raining (not too heavily though!) – but that works only when you’re snug and dry with good visibility and effective screen wipers. The Arvors are brilliant in this regard, and are also as good as you can get in this size of boat when offshore in rough conditions.
Both helm stations are to starboard with large panels to accommodate engine gauges and navigation electronics; the panels are moulded in a non-glare black and sweep across to port with recesses for storage and a drink holder for the skipper. The tall, near vertical curved windscreens are key factors in the good visibility aided by large side windows with slide-open panels for ventilation. Overhead hatches that also slide help further with light and air. Headroom is very liberal and that plus all the light that flows into the wheelhouses makes you feel you’re aboard a larger boat than the actual size represents.
Both the 690 and the 675 have cushioned areas in the lower forward sections of the cabins with fill-in panels that extend aft with other cushions to make up into double berths. A clever aspect of the fill-in panels are sections that hinge into place in front of the helm seat to provide a higher foot rest ‘false floor’ when seated to drive; but fold them away and you have a better set-up with more headroom for standing to drive. The seats are adjustable fore-aft and have flip-up bolsters for either a higher seated line-of-sight or for good ‘bottom bracing’ when standing at the wheel.
The 690D has twin seats side-by-side to starboard whilst the 675’s two seats are on either side of the cabin. The 675 also has an additional double lounge behind the helm seat and opposite that is a mini-galley with a fridge/freezer plus a storage locker with a small sink and cold water supply. The 690D is not so well equipped in this area, although there is a similar sink (but no water supply) and a little workbench area. Both boats come with single-burner butane camping stoves that can be quickly set up and are entirely suitable for likely simple cooking requirements.
An option for the 675 is a flushing toilet with overboard discharge (for waters where that’s okay), or alternatively a portable toilet could be set up in either boat. The 675 had curtains fitted around the cabin windows for a degree of privacy, and it wouldn’t be hard to do the same for the 690D.
Both the Arvors had full depth stainless-framed glass bulkheads across the back of the wheelhouse with sliding doors to seal off the cabin space. From each cockpit, a step down into the cabin made it an easy transition and, with the door open, it was no problem to converse between the two areas of the boats.
Although the two Arvors are quite different in their speed and handing, I found that both were easy and enjoyable to drive. There’s a degree of extra exhilaration with the 675’s additional power and performance, but the 690D has a sure-footed feel that’s also appealing.
Both boats had steering that was light and to which the hulls responded quickly. Neither boat banked all that much as tighter turns were negotiated, although the 690D has a near full length keel to protect the rudder and prop so that gave a slightly more secure feeling and would help with directional stability in a seaway.
On the other hand, the 675 Sportsfish had a deeper vee hull which gave a slightly softer ride and still handled well in turns. We ran both boats across the Heads of Sydney Harbour in a typical wind-blown chop on top of some mild incoming swells and both were a delight to handle. It’s true I enjoyed the extra punch and faster acceleration of the outboard-powered 675, and that could well allow finer placement in rougher waters or when crossing a bar, but it’s only when driving the two boats one after the other that you’d really notice the difference.
The 690D still had plenty of grunt – a lot more torque of course from the diesel – and it would be a rare skipper who would find it wanting in any respect. Running before the swells in both boats was no hassle at all, and heading into the sets and plunging through some larger waves sent spray sweeping away to each side; any that reached the screens was swiftly dealt with by the wipers.
The 675 was a bit more manoeuvrable going astern with the prop-angle steering being a benefit, and that might make a difference in some higher-action fish fighting situations, but again that would be a rare situational advantage. In short, the long heritage of Arvor in generally far worse Northern seas than recreational anglers in Australia would encounter shines through in the way the boats perform.
This particular 690D dash panel was better equipped than the Sportsfish – although that’s just a matter of preferences and options as both could be set up the same. In this case, in addition to typical engine gauges and switch panels, the diesel boat had been fitted with a seven inch Simrad colour display combination GPS chartplotter and sonar fishfinder which certainly added to skipper information and enjoyment. Radar and an autopilot can optionally be added.
As well, a control topped by a large red button was for a trolling valve. Because the 115 Mercury diesel runs the boat at around four knots at idle revs, the trolling valve can be progressively opened below 1,200 rpm and that reduces oil pressure in the transmission. The result is a certain amount of slip to slow the boat to more desirable trolling speeds even down to half a knot or so.
In addition to the dash panel, the forward overhead internal mouldings of the wheelhouses comprise three angled panels that are ideal for mounting additional electronics including marine radios or stereo systems. It was good to see Arvor had provided easy access into behind the panels through removable sections on the undersides of the mouldings – marine engineers would be most happy to see that, and to find ready accessibility behind the main dash panels to all the wring and steering hydraulics.
Arvor has done a great job of ‘getting back to basics’ in these boats; they have everything you could want for fishing, especially offshore, and for cruising around and relaxing, but there’s nothing superfluous to add to maintenance costs. It’s all easy-care and easy-clean; the overall design and packaging is extremely practical. Yet both these boats stand out with their ‘pro fishing’ seaworthy styling and you’ll receive nothing but looks of admiration and approval as you cruise and fish your own.
Cover photo: John Bertrand and his crew claiming victory in the 1983 America’s Cup, Larry Moran.
Some of the most effective leaders on the water use an inclusive communication style whenever possible.
Like trust, good communication is well credited for the success of countless teams. An investigation of maritime disasters by Eleanor Learmonth and Jenny Tabakoff (1) bluntly highlights this, finding that survival was less likely for those groups who communicated ineffectively. ‘Communicate,’ Eleanor and Jenny recommend. ‘Silence is your enemy.’ (1)
However, communication is also an unhelpfully broad and vague concept, so this blog will drill down into a more directly applicable style of communication that’s been used to great effect by successful sailing skippers. This communication style is an inclusive or participative one that enables input from the entire team.
Iconic Australian skipper John Bertrand observed that his legendary rival Denis Connor used a participative leadership style to great effect on the water, but in adopting the technique himself John was conscious of ensuring consistency and authenticity in its use both on and off the water. ‘Getting people involved and getting them connected is really powerful,’ says John. ‘It’s the empowering of the people, you can potentially get one plus one to equal three.’
Jimmy Spithill provides another perspective on the importance seeking input from the entire team. ‘From my experience, especially in America’s Cup campaigns, the new concepts and fresh ideas come from the fresh faces generally, not from the experienced guys. So it’s important to have an environment where people, especially inexperienced people, are encouraged to express themselves.’
A leadership study of the 2013/2014 around the world Clipper Race (2) listed ‘valuing contributions from all crew’ as a key characteristic expected of skippers. Winning Clipper skipper Wendy Tuck points out that input from all crew members can’t always be sought in urgent situations, but she also recognises the importance of team discussions that allow all crew members to air their views.
Like Wendy, explorer Tim Jarvis describes high-pressure situations where inclusive communication isn’t appropriate, but for that reason, he acknowledges its importance whenever it is possible. ‘If everybody is sitting there worried about what it will be like if they bring up a problem - if I’m going to get cross at them,’ says Tim, ‘then you get to the Southern Ocean and find things that you’ve missed, then that’s a problem.’
A few words about this blog series:
Sailing, whether for survival or competition, is an unforgiving business. The teams that excel in such environments provide a multitude of learnings for leaders back on dry land. So through this blog series, I’ve set out to explore some of the most important and universally applicable leadership lessons from the oceans.
Based on existing research, interviews with some very well-credentialed sailors and my own observations, I’ll be posting weekly, covering trust, communication, diversity, culture, leadership styles and team formation. I wanted to include a breadth of insight from the different extremes of sailing, so you’ll be hearing from legendary America’s Cup winning skippers, a skipper charged with leading largely amateur crews through some of the world’s most dangerous oceans, and a man who re-enacted one of history’s greatest survival voyages.
Occasionally I still see some of the concepts that will be covered in this series – such as trust and diversity – considered ‘fluffy’, nice ideas, luxuries that are secondary to a team’s core business. So by showcasing their importance in such punishing, competitive, life-threatening, and typically masculine environments, I hope to prove their worth.
1. Eleanor Learmonth and Jenny Tabakoff, No Mercy – True Stories of Disaster, Survival and Brutality, 2013
2. Mission Performance, Leadership: Lessons from Ocean Racing, January 2016
1994, June; Sydney Middle Harbour: Refined design and quality are the essence of Sea Ray, and the 230 Sundancer complies completely. It is the smallest in a series of Sundancer models that go up to 13+ metre luxury cruisers. All are sportingly styled with comfortable accommodations for family cruising, plus the performance and versatility to handle water skiing and fishing along the way.
It all started with a boat built by C. N. Ray in his Detroit garage in 1959. Today Sea Ray, along with MerCruiser, is part of the Brunswick Corporation which, founded in 1845, is America’s seventh oldest company and is the world’s largest producer of boats and marine engines. Collectively, that’s a powerful heritage.
The Sundancers have sleek lines with balanced and pleasing integration of hull, deck and superstructure. Keeping the appearance streamlined for the smallest member of the family is tough where the height and beam to length ratios are greatest, but Sea Ray designers have done a great job with the 230. Clever use of colour trim and mould lines visually lengthens the boat, and the effect is enhanced with a smoothly rounded foredeck that flows up to the curved safety glass screen.
It is the accommodations that have been designed into the 230 that are so remarkable. Here is a boat of just over 7 metres with a legally trailerable beam of 2.43 metres that has standing headroom in its cabin, a separate toilet compartment, seating in the cockpit for seven or eight, and sleeping accommodation for four adults.
The cabin has a dinette that seats four around a removable table. The seating becomes a vee berth, or a double with infill cushions, for overnighting. A small galley to port features pressure (cold) water into a sink as well as containing an icebox, a single burner stove, and several stowage areas. Opposite the galley is a head compartment that is (just) large enough in which to stand, and that has a Sanipottie toilet. Cleverly tucked back under the cockpit is another full sized double berth with a privacy curtain and a sliding, screened porthole for ventilation.
Four steps lead up to the cockpit; with detail typical of Sea Ray, the top one has a lip and is self-draining to help prevent water dripping down into the cabin. A double seat with stowage beneath is at the helm position, and has another double behind it for very comfortable seating facing aft. Across the back of the cockpit is a full width lounge that takes three or four people; it can be easily removed for more space on, say, a fishing trip. A second demountable table locates in the centre of the cockpit.
Across the transom is an integral boarding platform with a stainless steel drop-down ladder for climbing out of the water. The back of the aft lounge has a gap to facilitate moving into the cockpit from the boarding platform; a safety chain protects the gap when the boat is under way.
The cockpit carpet clips out and rolls away to reveal a large hatch that gives access to the engine compartment and bilges. Neatly and strongly mounted are the twin batteries and their master switch, the bilge pump and blower, and an automatic fire extinguisher system.
The helm position is comfortable with excellent 360-degree vision. The throttle and gearshift are on a single lever mounted to the cockpit side that has a good relationship with the wheel. The latter is relatively low, so that knees need to go to either side, and I would have preferred a little more footroom. The instrument binnacle is stylish and sets out all but the trim gauge in excellent line of sight over the wheel rim. A compass is mounted further forward, and a VHF radio had been located under the dash to starboard of the wheel.
There are several power options of MerCruiser petrol or diesel engines; this 230 had a 5.0LX MerCruiser Alpha 1 Sterndrive - a 5 litre V8 petrol engine that develops 205 horsepower to be a mid-range unit for the boat.
Power steering keeps effort on the wheel light, and the hull is nicely responsive to directional and trim controls. With a new engine to be respected, the throttle was used carefully but a top speed of between 65 and 75 kph is likely. Cruising at 3,000 rpm was most pleasant and the 166-litre fuel tank would allow a reasonable range.
Accelerating from rest resulted in little bow rise, but it was necessary to have the Alpha 1 leg trimmed right in to avoid prop ventilation. The same was true for turning where the best (and quite usual) technique was to trim in the leg just before turning the wheel, and to then trim it back out as soon as the 230 was steady on its new course.
Running the 230 Sundancer out toward Sydney Heads encountered quite large swells topped by some wind induced chop. The hull handled the conditions admirably, landing softly and displaying plenty of forward buoyancy when sweeping down the face of the rollers. The chines pushed displaced waters away from the boat, and only an occasional spot of spray was caught by the wind to splatter the screen. The tabs were useful to keep the boat laterally balanced, although the 230 needs less trimming than most to stay level.
Back at the marina, the comparatively high helm seating with its unobstructed vision made it easier to position the boat whilst reversing into the Sundancer’s home berth. Directional control when going astern was good.
The hull undersides are conventional with a deadrise of 17 degrees on a sharp vee keel, devoid of any planing pad, and two planing strakes each side. The boarding platform projects out from the transom to partially conceal the Alpha 1 drive leg below.
The level of inclusions is high and provides good value in the pricing which starts from around $65,000 depending on power and options. The 230 is a versatile boat that would suit experienced boaters seeking a refined quality craft as well as first time buyers looking to try different aspects of having fun afloat. The accommodations allow six to eight people to enjoy the cockpit, and the two sleeping areas do mean that four adults could comfortably overnight on board. Extended trips or holidays for a couple or a family of four would be delightful with economical performance, relaxed cruising and easy handling.
Length: 7.06 metres
Beam: 2.43 metres
Draft: 0.84 metres
Weight (dry): 1,950 kilograms
Fuel: 166 litres
Water: 41 litres
Power: MerCruiser V8 205 hp
Top Speed: 75 kph (estimated)
Pricing: from $65,000
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