68 Hatteras Convertible

Source: David Lockwood, Boatpoint Magazine

Is the Hatteras 68 the ultimate live aboard cruiser? David Lockwood finds out

Fitted with twin Caterpillar C32 1650hp electronic diesel motors and eight-blade Michigan props – massive 49 x 85.5-inch wheels – on alloy shafts running through ZF 4:1 gearboxes, the Hatters 68 is a very different kind of boat. It is not, as you might imagine, a super-fast American convertible – though there are options up to twin 16V 2400hp MANs. Rather, this is a refined and dignified offshore chariot, the kind of luxury liveaboard that a well-heeled executive might use to gad about the Great Barrier Reef in each year.

Top speed comes in at 30kts and cruise speed was 24kts for a 450lt/h total fuel burn. That might sound a lot, but considering this is a 70-tonne-plus boat when carrying its near-8000lt fuel capacity and 1514lt of water, plus tackle and the kitchen sinks, it rates as a frugal 68.

Still, as with most engineering marvels, it’s the motion through the water that matters the most. Despite appendages like a full tower and matching hydraulic outriggers, nothing shakes, shudders or moves independently on what is a wonderful example of purpose-built production boatbuilding.

Famous for its big flybridge boats, Hatteras isn’t exactly new to our shores. However, there has been a hiatus of several decades during which the boatbuilder reinvented itself following Brunswick Marine buying the badge from rival Genmar Industries in 2001. It was then that the nautical evolution was cranked up a propeller blade or two. Hence those eight-blade props on the 68s.

BUILT STRONG
Despite being subjected to harsh offshore conditions, you don’t hear of Hatteras boats breaking their backs. This 68 was built like a battleship, with solid GRP and vinylester resin below the waterline – bordering on ridiculously thick layup – with a foam-filled fibreglass stringer system glassed in for stiffness.

Divinycell is used to core the sides, decks and superstructure, while resin-infused composite construction is behind the bulkheads. The engine bearers are steel and built into the hull which, along with the superstructure and engine room, is finished in AWLGRIP 2000 Series polyurethane paint.

Using tunnel hull technology borrowed from military boats, Hatteras puts an interesting running surface under its 68. The double converse hull has prop pockets and a relatively flat run aft, as reflected by the modest 1.6m draft. And it wastes no time getting out of the water.

Push the electronic throttles forward and the Cats have the big boat rising bodily and horizontally to planing speeds and, another sign of efficiency, it holds a low-speed cruise without running bow up or bum down. The boat also turns very flat, which can throw some spray, but hit the wipers and freshwater washers and the spray is gone.

A DIFFERENT LEAGUE
Engineering-wise, the 68 is something of a marvel. For those with run-of-the-mill production boats, it is also a source of envy and admiration. Everything in the standard-equipment list, which is twice the length of your usual specifications, is the product of years of boatbuilding.

Besides superior running gear and an intelligent hull design, there are things like quick-disconnect snaplock hose fittings that Hatteras designed and which are now found on garden hoses throughout the world, underwater exhausts, under-gunwale air induction and fan-forced engine room venting, a universal sea-chest water pickup for all raw-water intakes, amazing electrical circuits and, of course, bronze through-hull fittings, heavy-duty 316 stainless steel deck gear with backing plates, and keel-to-tower computerised boat monitoring systems.

Importantly, unlike many big American battlewagons imported here, the 68 had 2C Survey (yep, a collision bulkhead, too) so you can run it as a going concern, a VIP charterboat that can do a bit of everything in luxury.

Of course, a boat like this needs a professional skipper and crew. The 68’s skipper at the time of testing, Peter Lovett, says the enclosed flybridge adds to the appeal and helps makes this more than a fishing boat. Think executive pad.

BEDECKED WITH FEATURES
At 6.57m in width, the 68 is positively beamy. It has a huge (192-square-foot) teak-topped cockpit as big as an eight-metre boat. Besides catering for anglers, this is a crew-friendly boat with toe-under support when leaning outboard, padded coamings, 0.94m of aft freeboard, and wide gunwales that aren’t too high above the water. The boat also has walkaround sidedecks and a decent bowrail with intermediate wire (as per survey standards).

The non-skid foredeck was graced with a heavy-duty Marquipt davit and 3.4m RIB with 60hp outboard. You could just as easily strap a Boston Whaler skiff or tinnie up here. There are raw and freshwater continuously-rated deckwashes at either end of the boat.

Fishing features run from a Release gamechair to double in-transom livebait tanks to a tackle drawer, outdoor fridge and underfloor storage. There was a bait freezer and separate insulated baitbox on the raised mezzanine level which, with built-in lounges, provides a shaded spot for hanging out.

There is scope to join the fridges and create a bigger freezer, and a beautiful timber cockpit table carried in a dedicated slot indoors. Drop it in place and dine al fresco on the Reef. A rear freshwater demister is an option. While there wasn’t a boarding platform, the transom has swim steps.

THE ENGINE ROOM
The all-white engine room with watertight fore and aft bulkheads is a work of art. Along with twin 27.5kVA Onan generators that can run everything on this ship-like 68, there’s standing room around the big V12 32lt Cat blocks, twin redundant Racor fuel filters, an oil-change system, and the aforesaid integral hull sea-strainer system that feeds motors and machinery.

Ventilation is fan-forced, the generators run through silencers, and there’s good access to the fridge compressor pumps, Crusair air-con units, water-purifying system, and all the labelled seacocks. Rather than being tucked away, the boat’s wiring is in your face, neatly bundled and coded for easy access and fault-finding.

The 7947lt of fuel is carried in two aft day tanks and three forward tanks and linked to a push-button fuel transfer and management system. There is scope to fit a desalinator to boost the 1514lt supply for liveaboard boating, and I would recommend a gurney for at-anchor boat washing.

Naturally, the boat had an impressive array of electronics in the enclosed flybridge. The full-width dash was home to twin 17-inch screens linked to Furuno’s Navnet system with GPS, deepwater sounder and radar, back-up Northstar GPS, Simrad autopilot, and in-house Hatteras computer systems and Caterpillar electronics. There was closed-circuit TV and the 68 came sat-com ready.

IVORY TOWER
With an integral stairwell and external crew ladder, the enclosed bridge is a social sky lounge. There are three Pompanette helm seats for skipper, co-pilot and navigator, plus a raised L-shaped aft lounge that accommodates guests and affords great views of the ocean ahead.

The lounge contains rod storage, converts to a skipper’s bed, and can be used to do lunch on the run. The wet bar has fridge and icemaker, granite bench top and more. High-gloss US cherrywood adds to the sophistication and the upholstery was smart.

The aft bridge, so big it has room to entertain, was fitted with a portside fighting station with helm pod and a seven-inch Furuno screen. It had single-lever Palm Beach-style engine controls and, as with the main helm station, bow and stern thrusters. The controls for the thrusters are on levers that assist with backing the boat in a hurry. Thanks also to the flat aft run, the 68 backed up surprisingly well for such a big machine.

The Pipewelders hydraulic outriggers are wonderful bits of gear that can be put in any position at the push of a button. The matching Pipewelders tower, with integral rocket launcher at bridge level, was a similarly impressive bit of craftsmanship.

The centre ladder leading to the tower was a snap to negotiate, at least in flat water. The tower had a three-person bench seat, electronic engine and bow and stern thruster controls, and repeater electronics. And big views over the bow.

INDOOR LIVING
In the saloon, a massive aft picture window and plenty of glass brings the outdoors indoors. There is U-shaped seating for up to 10, a coffee table that converts to a dining table, a separate tub chair, a library and dedicated storage for the cockpit table when the fighting chair is in place.

The joinery is high-gloss US cherry with blonde burl tabletops and trim. The upholstery wasn’t at all chintzy, either, unlike some Hatteras interiors, thanks to the good taste of the local importers. The AV package, linked to the boat’s navigation system, includes a 110cm Sole flat-screen television, DVD/CD stacker with Yamaha surround sound, and separate televisions with DVD/CD players in three of the boat’s four cabins.

There was scope for fitting an internal icemaker, but central vac and a self-managing 240V/24V AC/DC master electronic panel were supplied. The dedicated dinette forward to port can seat four to six around a big granite table, where you can watch the GPS chartplotter on the TV and monitor your progress to the grounds while having breakfast.

Traced by oversized granite counters – they are the biggest serveries I’ve seen on a boat of this size – and with practical Amtico flooring, the U-shaped galley is a highlight that will appeal to Australians who like to entertain. Storage is in abundance.

Galley amenities include four Subzero fridge and freezer drawers, a convection microwave oven, a four-burner cooktop, a deep sink with Insinkerator, a dishwasher, and coffee machine. Being on the same level as the saloon you can prepare meals and serve buffet lunches while enjoying the company of guests and crew.

Head down the companionways and you’ll find four cabins and four heads. The portside crew cabin has adult-length bunks and shares the communal dayhead. Guests get the choice of a starboard-side cabin with single beds that convert to a double or the guests’ cabin with island berth in the bow. Both are accommodating cabins, with ensuites featuring shower stalls and Headhunter toilets, plus plenty of cedar-lined hanging and under-bed storage space.

As to be expected, the owner’s stateroom was to die for. Full-width and with a central king-sized bed, backed by an ostrich-skin bedhead, flanked by opening portlights, walk-in wardrobe, desk or dresser with library and more, this is the kind of cabin you would expect in a superyacht. The ensuite with black granite vanity counter and five-star wallpaper finish was similarly upmarket. And even with the generators running there was no noise.

BLUEWATER CRUISING
Mine was a brief but revealing offshore test. However, Lovett, who drove this boat from the Gold Coast to Sydney during a 35kt southerly, 2.5m swell and 1.5m sea, had the perfect test run.

There was spray lashing the boat, he said, but being in the enclosed bridge, who cares? More importantly, Lovett found the hull design just so efficient and so clever that the boat simply didn’t fall off the plane or the back of waves. Instead it travelled with a constant, comfortable motion.

At 1950rpm, with the huge eight-blade props and 4:1 gearboxes, the motors are just loping along. The cruise speed of 22 to 24kts, depending on tide, current, wind and waves, is achieved using 400 to 450lt/h on both engines. Leaving 10 per cent in reserve that equates to a working range of about 390 to 400 nautical miles.

I found trim tabs weren’t needed at any stage, as the flat-riding hull trims itself. The eight-bladers and excellent engine installations lead to a very smooth cruise. At 8kts, where the engines use just 20lt/h, the boat felt rock solid and doesn’t roll around.

I backed the 68 up into the 1.5m seas that greeted me off Sydney. I buried the transom, but the water emptied quickly and the hatches remained dry. And the boat is, as touched on, surprisingly, if not amazingly, manoeuvrable in reverse considering its enormity and displacement.

More than just a gameboat and battlewagon, the Hatteras 68 is a consummate long-range liveaboard for offshore cruising in executive style, poise and sophistication. At $6.5 million, you probably couldn’t afford one, but you can dream.

HIGHS

• Sophisticated engineering and cutting-edge technology
• Incredibly efficient hull
• Wonderful motion at sea without rattles or vibration
• Huge beam
• Surprisingly manoeuvrable
• Among the biggest and best galleys ever on a gameboat
• Open plan interior
• Luxurious cabins
• Industry-leading boatbuilder and respected badge

LOWS

• Big-ticket boat
• Satellite communications are needed
• Perhaps a little wet compared to lighter, leaner, faster 68s
• Needs a cockpit sink
• Hatteras boats have great resale value

Boat Specifications: 68 Hatteras Convertible

HATTERAS 68 CONVERTIBLE

Options fitted: Survey upgrade, underwater lights, tender and davit, AV entertainment systems, laundry, electronics, tower, outriggers and lots more

Priced from: As above as race-ready and fish-ready package

GENERAL

Material: GRP fibreglass with Divinycell-cored decks, superstructure and hull sides

Type: Variable deadrise, double convex, planing hull with prop pockets

Length overall: 21.8m

Hull length: 20.89m

Beam: 6.57m

Draft: 1.6m

Weight: Approx 70,000kg loaded

 

CAPACITIES

Berths: 8+2

Fuel capacity: 7947lt

Water capacity: 1514lt

Holding tank: 473lt

 

ENGINE

Make/model: Caterpillar C32

Type: 12-cylinder diesel electronic common rail engine w/ twin turbocharging and after-cooling Rated HP: 1650hp at 2300rpm

Displacement: 32lt

Weight: Approx 2548kg each

Gearboxes (make/ratio): ZF 2350 4.444:1

Props: Michigan eight-blade 49 x 85.5-inch