| Maritimo 60 boat review |
So you think you know the ropes. You might have experience with onboard systems from electricals to, woe betide, plumbing; perhaps youcan park your boat with aplomb at the marina, navigate offshore and ride out a storm. But chances are you have an intimate knowledge of your boat and not all the myriad craft with different characteristics, systems and handling traits.
You need to go boating often, in all conditions, in all manner of craft to gain a true in-depth appreciation for the variety of vessels out there. After about a lifetime of playing nautical hopscotch and searching for the ultimate boat, you will need to start over again because technology and boats change. As do your needs.
 Or you could cut to the chase and buy a timeless boat from Bill Barry-Cotter — a lifelong boatbuilder who started Riviera, sold the company twice, and is now making the boats he says you need. They are called Maritimos and they include a 60-footer out now, a 51-footer in the near future, and perhaps a bigger or maybe a smaller boat at a later date. He has left the door open.
Barry-Cotter pulls no punches when he says he doesn’t like fishing and doesn’t want a convertible. Instead, he has sought to create owner-driver boats that are user friendly for cruising couples. His first boat, the Maritimo 60 unveiled at the Sydney Boat Show, is the culmination of decades of experience and, importantly, customer feedback.
 As such, the Maritimo 60 is a motoryacht for the cruising connoisseur; the person who has owned convertibles and sportscruisers before; who was perhaps considering an imported boat, but who likes to idea of buying local. As such, the Maritimo 60 is a boat for the experienced, probably the over- 55s, who have the time and inclination to go beyond, say, Wave Break Island, Store Beach, Geelong, Kangaroo or Rottenest Island.
 In fact, there is no more serious production or semi-production 60-footer for passagemaking and liveaboard boating on the local market. In many ways, the Maritimo redefines what we, or at least I, know and have come to accept about motorboating.
From the modern construction methods, efficient motors and huge fuel capacity to the redundant plumbing system that lets you isolate, for example, a bathroom in case of leaks, the keys to long-term liveaboard boating are all in evidence. Fuel, water and power are in almost greater supply than at your local marina.
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BUILDING BLOCKS
A well-known and successful competitor on the offshore race-boat circuit, Barry- Cotter applied some of that science to his Maritimo 60. The variable deadrise hull, which is quite flat at the transom, slips to planing speeds effortlessly, efficiently and imperceptibly from within the enclosed helm stations.
The hull has a solid fibreglass and Aramid bottom. The latter is a high-strength industrial fibre favoured by automotive, aerospace and the high end of the marine industry. The hull sides are balsa cored to save weight, as are the bulkheads, deck, wheelhouse and collision bulkhead.
It goes without saying that the vinylester resin is used to provide an impenetrable membrane to water, and thus prevent osmosis. Interestingly, the boat’s water and fuel tanks are integral parts of the boat and, as such, are fashioned from GRP. Presumably that removes concerns about OEM tanks splitting. They meet Lloyds and USL standards.
Tankage is just huge. Importantly for liveaboard boating, especially when in port, the boat has a massive 300lt grey-water holding tank for the showers and a separate 300lt black-water holding tank for the toilets, which can be run on saltwater if the freshwater supply is getting low.
The boat carries 1500lt of potable water, linked to a separate water filter and hence no taint at the drinking-water tap in the galley. But what about the sinks in the heads when you brush your teeth? The boat also has a surfeit of space in the engine room for mounting a must-have desalinator.
To this you can add 5800lt fuel (2500lt in the demo boat) in a GRP tank with sight gauge — the only accurate fuel gauge — that has an emergency fuel shutoff outside the engine room. The boat also has airvent shutoffs for the engine room, thereby appeasing waterways authorities who demand them in a commercial vessel.
The air intakes are inboard, in the walkaround decks, so salt-intrusion should be minimal. The intakes are also fitted with washable filters. To these things you can add stainless-steel skin fittings with ball valves, a redundant fuel filter for each motor, and a concerted effort on the engine-room insulation front.
The boat’s underwater gear is built to Lloyds and USL requirements too. There are four-blade Nibral computer-matched props, a hydraulic power-assisted tiller system, dripless shaft seals and whopping 3in shafts. |
ENGINE ROOM TO MOVE
 The engine room, which is accessed through a hatch in the cockpit, is a walkthrough design with a chequerplate passage between the two diminutivelooking Caterpillar C12 700hp straight-six engines (C18 1000hp motors are optional). In other words, there’s an absolute mile of room in what is very much an ownerdriver engine room.
Electronically controlled, the Cats sit on flexible mounts on solid GRP engine bearers. The engine room will have a full moulded liner on future boats. There was an annoying timer on the lights, freshwater tap and hose, and oil-change lines linked to a manifold between the engines and their 2:1 ZF gearboxes.
Things get really interesting in the electronics department. All the wiring is tin coated where possible, coded and labelled, and a schematic diagram comes with the boat. The wiring is linked to dedicated control panels for the accommodation level, deck and bridge.
As expected, there are reverse-polarity safeguards and emergency parallel switches for engine starting and charging.
The boat was fitted with eight 200amphour batteries giving 200amp hours per engine starting and 400amp hours for the house power. There was a 3000W 24V 100amp invertor that makes 240V power without running the generator at night. But before you get too excited, its primary purpose is to keep the boat’s 240V-only Gaggenau fridge running.
Says Kendall Barry-Cotter: “You can’t get a fridge of this quality in 12V or 24V/240V. In any case, a boat like this is going to be running its generators most of the time.”
Among the other 240V necessities are 82,000BTU reverse-cycle air conditioning to all cabins, a Bose sound system, microwave oven, hot shower, doubtless an aftermarket cappuccino maker... you get the idea.
 There are two 15amp shorepower leads as per usual, but in future one lead will be used for the fridge and the other for the house. Run the boat on one 15amp lead and you can boil the kettle (12amp draw) but not much else. So at least one generator will need to be brought into service pretty much whenever the boat is used.
And if you have a boatload of punters opening the fridge all day while you are running the air-con, then the two generators will need to be called into action.
You’ll find the two 17.5kVa Caterpillar generators either side of the entrance to the engine room. They have water-exhaust separators and 24V 40amp charging alternators linked to the house 24V system — yes, all 24V — and engine-start batteries.
Why 24V? It’s more efficient than 12V in that you only need to use wiring half the amperage or thickness of what you do with 12V. Is that a big deal? You bet. There is half a tonne of wiring in the Maritimo 60.
Weight equals fuel, which is what this boat is not about burning. Indeed, efficiency appears to be Barry-Cotter’s new drive. As tested, the Maritimo 60 weighed just 29,000kg with half fuel. So it is not a heavy ship by any means. |
MORE MARVELLOUS ENGINEERING, RITCHIE
There are also seven bilge pumps, a quick-recovery 80lt 240V hot-water service, and hydraulic power-assisted steering that is a joy to use.
The 60-footer turns off the wheel like few boats I have driven. Hey, it virtually turns on its length at speed with very little action on the wheel.
There are electric hydraulic trim tabs with sight gauges and a Sidepower bowthruster. The options lists includes a sternthruster. The davit on the bridge, where the tender lives, has a serious 400kg lift capacity. Little wonder the tender was an Aquapro Monaco 371 centre console Rib with 40hp outboard.
But it could just as easily be a tinnie filled with crab pots, dive gear or rods. There’s plenty of room to fit a compressor aboard too.
The 24V windlass up front was linked to a beautiful self-stow 62kg stainless-steel Manson anchor. The ground tackle was USL and Lloyds compliant. A raw-water wash hides in the bow; fuel and water fillers and pumpouts are concealed under the steps in the side decks, and there are electric capstans back aft and a sunken bow pit to help with husband-and-wife mooring.
There is also a side-opening door beside the lower helm so the captain can see along the starboard side when he or she is parking.
To help sage sailors get around the boat, there are partially covered bulwarks backed by rails. There are no ladders, but rather an internal staircase (not a moulded one but comprising big timber steps) to the bridge.
Ingeniously, the bridge has a forward hinged section with moulded steps and a small three-step timber ladder to the foredeck, which has been changed on future boats. The rounded foredeck edges were too slippery when putting on the windscreen covers.
Back aft, there are twin transom doors, twin fender lockers and an aft garage of sorts. Press a button and the cockpit floor lifts on an electric strut to reveal a huge walk-in lazarette.
There is also a trusty eutectic fridge/freezer in the cockpit and an aft-facing amenities centre across the transom with a 12V drinks fridge, Gaggenau electric barbecue and sink. Oh, and teak-toped deck space exists for assembling a table and chairs.
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THE PARTIES UPSTAIRS
The Maritimo 60 hasn’t a huge cockpit compared to a convertible. Rather, it has an enclosed bridge (the open version is optional) with built-in amenities.
The only problem would be walking through the boat with the lunch. But tell them the prawns and salad are upstairs, along with the sundowners and superb views, and you won’t get any complaints. Drop the tender off the back and you have a balcony too.
Bridge seating exists for six people on a U-shaped lounge around a teak table that, I’m told, has been designed to convert into a big double bed on future boats. At this level, that shouldn’t be an option but a given when undertaking long coastal passages and anchoring in unfamiliar waters.
Sliding windows and two hatches ensure that there is plenty of ventilation, and there is air-con in any case. AC outlets at the windscreen double as a demister. Other must-haves include a fridge in the bridge, a sink, and bottle and glass storage. Oh, and a separate stereo system. They come in handy when cruising.
There was a portside lounge with a small second table for doing drinks and a single helm ‘tub chair’ on an electric slide alongside the co-pilot seat. I had a problem with that helm seat: it’s just too low to offer back support on long journeys, and the top edge of the backrest hits at kidney level. The seat also squeaked. I’m not sure if it’s possible to have a bucket seat with the low console.
Anyway, the console dutifully housed the Cat engine panels, a full spread of Raymarine electronics, thruster, searchlight, VHF radio, so on and so forth. The timber wheel and electronic ZF gearboxes are a delight to use.
The glaring omission was an intercom back to the saloon or lower helm. After all, you want to be able to dial up your lunch or at least check to make sure your darling crew hasn’t fallen overboard. |
INDOOR LIVING
The noticeable difference indoors is the aft galley. Kiwis are especially big on it, and with good reason. Add a sliding door, like you will find on the Maritimo 60, and you can entertain in style, sending platters back to the cockpit. The caterers will love you for it.
Most of the appliances are Gaggenau, including the three-door fridge with separate meat keeper and icemaker, convection microwave oven and four-burner cooktop with rangehood. The dishwasher was a Fisher and Paykel number. Or a luckless human.
There are twin sinks, a drinking-water tap, concealed garbage bin, pull-out pantry, crockery, cutlery and appliance drawers (smart drawers that retract) and more. The Corian counter was traced by a high-gloss teak servery that set the tone for the boat’s joinery. However, the choice of joinery, upholstery, carpets and soft furnishings is entirely personal.
 The entertainment centre and bridge stairs are across to port. The former includes a very large Sharp plasma television that rises out of a cabinet like a phoenix; a Bose Lifestyle surround-sound system, and a Sharp DVD/CD player. There’s also a 12V drinks fridge, glass cabinet and some very trick blinds tracing the big saloon windows, which are way better and less prone to scrunching than roman blinds.
The seating arrangement forward is best described as open plan. It encourages social discourse and casual get togethers or smartcasual dining. There is an L-shaped fiveperson lounge set around a teak dining table forward of the galley, and a portside fiveperson lounge set around a coffee table with views back aft and to the television.
The lower helm station hasn’t got a seat, but the autopilot will do the hard work for you. Besides, it will likely be used more for parking than passagemaking. There was a full spread of repeater Raymarine electronics, a groovy Italian wheel, control panels and great access under the tilt-up dash to the wiring. |
SLEEP CITY
Down five stairs is the accommodation and, under the floor, an air-con room. Headroom through the cabins and companionway is excellent and, well, nothing feels pinched about the three-cabin, twin-head layout.
The starboard cabin has two adult-sized bunks (tested by Yours Truly), three drawers, a full-length hanging locker and a separate Miele washer and dryer. So no five-hour long loads to worry about, as is the case with combo washer-dryers.
VIP guests get an island double bed in the bow with his and hers hanging lockers; steps up the sides for access and easy bed making; shelves for storage; and port lights and hatches for light and fresh air. The square hatches incorporate privacy and insect screens. Best of all, as the hatches are inboard of the bulwarks, the cabins are immediately private.
Both guests’ cabins are divided by and share the second bathroom-cum-dayhead. It had a trendy frosted-glass sink bowl, mirror, vanity and storage for personals, a mock moulded ‘tile’ floor, planked fibreglass liner and a generous shower stall. The Techna loo runs on freshwater and, if you must, raw water too.
Naturally, owners get the pick of the beds — an island double roughly amidships on the port side — away from the slap of water on the chines in the bow. There are bedside tables and lots of cupboards running down the outboard side of the bed, where the joinery included a dresser or work desk.
There was also a separate Bose sound system and a flatscreen Sharp LCD television. Looking for another hanging locker? Then look under the bed. It rises on gas struts to reveal a walk-in storage area with drawers and a big hanging rail. The owner’s en suite mirrors the dayhead.
I couldn’t find any extractor fans, noisy buggers that they are, but only opening hatches for ventilation. |
CRUISING BEAUTY
In gear, 700rpm on the C12 Cats gives 7.5kt. Thankfully, the electronic ZF gearshift have Slow Vessel Mode for no-wash zones, a Troll setting and Synchro. The latter is essential for getting the harmonics just right and engines purring in unison on long offshore trips.
Speaking of long trips, at 1050rpm the 700hp Cats consume 36lt in total for a 10kt displacement cruise. Range? Heck, leaving 10 per cent in reserve the Maritimo 60 can run for 145 hours and cover 1450nm. Little wonder that the second boat is going to New Zealand on its own bum, as they say, via Lord Howe Island.
The boat slides imperceptibly to planing speed, and at 1750rpm it’s doing 18.3kt for 140lt fuel burn in total. Using the above maths, you will get more than 37 hours running for a range of more than 682nm. A noticeable vibration crept in at 2100rpm — I’m told it wasn’t there before the delivery to Sydney, so maybe they hit something — where the boat does 21.7kt and consumes 216lt.
Top speed was a spiffing 25.8kt with half tanks and the motor running at 2300rpm. Fuel burn at such speeds is 274lt/h in total. But the handling is what counts the most. You can drive the 60-footer as though it’s a third the size. And the boat felt great at sea. It’s slippery, easily driven and far ranging.
Only one lick of spray kissed the windscreen of the hardtop in the 15kt southerly. Wipers with washers saw to that.
I’m told the Maritimo 60 took 15 months to build and 20 years to think about. The first year’s production of 12 boats has sold out. There’s also a little bit of the old Riviera 46 about it, but moreover the boat reflects the efforts of a very committed and considerate boatbuilder. Many of the ideas are borne out of experience, and it will take a seasoned skipper to appreciate them. The wow factor is within. |
| Pros/Cons |
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HIGHS
- True liveaboard with all essential amenities
- Easily driven and very efficient
- Engineering, plumbing and electricals
- Great offshore range
- Storage and comfortable accommodation
- Full walkaround decks and internal stairs
- Upmarket Gaggenau appliances, Bose entertainment centre and electronics
- Aft galley is good for outdoor entertaining
- Electronic Caterpillar engines were quiet and smoke free
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LOWS
- Helm seat on the bridge is too low
- Couldn’t find any extractor fans in heads
- Cambered decks around windscreen are slippery, but they are being changed
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| Specifications |
PRICE AS TESTED
$2.258 million drive-away as tested |
OPTIONS FITTED
RIB and deluxe 400kg davit |
PRICED FROM
About $2.2 million |
GENERAL
Material: ..GRP hull with Aramid, vinylester resin and foam and balsa-cored decks and hull sides
Length (overall): .................18.7m
Beam: ...............................5.55mm
Draft: ...................1.40m inc props
Deadrise: ......................... Variable
Rec/max hp: ................2 x 1000hp
Weight: .............. About 27,000kg hull and motors only |
CAPACITIES
Fuel:.....................................5800lt
Water: .................................1500lt
Holding tank: ..About 600lt total
Accommodation: ...... Six plus two |
ENGINE
Make/model: ....... Caterpillar C12
Type: .....Injected electronic inline six-cylinder IMO compliant
Rated hp: ............ 700 @ 2300rpm
Displacement: .........................12lt
Weight: ................. About 1177kg
Drive (make/ratio): ............. ZF 2:1
Props: ............. Four-blade bronze |
SUPPLIED BY
Maritimo Offshore, Lot 6 John Lund Drive, Hope Island, Queensland 4214, tel (07) 5530 1477 or visit www.maritimo.com.au | |
