IPI Marine, a division of Island Plastics, have for some considerable time, had a very large involvement in the marine business by means of their association with one of the most prolific RIB builders on the worldwide scene. (No names given!)

No doubt, the experience and expertise gained in this regard has played a key part in the decision made by IPI to "go it alone" as it were, and enter the market themselves with full range of craft from 4.8 to 8.5 metres in length. The flagship of the series and the subject of our test being the 8.5 metre Barbarian wheelhouse model built for the international professional market.

As one would expect, IPI haven't simply chosen to rely on their own knowledge but have integrated the expertise of others in the project also. Amongst them, the well known designer and marine consultant George Marvin whose hull designs have proved most successful for other British companies like Avon and Ribcraft. In fact, the Barbarian features an existing Ribcraft/Marvin designed hull, one that already has a strong track record within the commercial sector.

The boat on test was fitted with the latest in marine diesel power technology, its Turbo-charged MerCruiser D-Tronic engine producing a healthy 300hp and an average top speed of 33.3 knots on the day of test. But more about this RIB’s performance in a moment.

Firstly, you will immediately notice that her lines are of the classic lifeboat/pilot boat type, this impression is further enhanced by her a forward raked wheelhouse and orange and grey livery. All the finish aboard the craft is of a very high standard and clearly shows the workmanship of people who know what they are doing. The craft therefore has a reassuring feel about it, one that suggests it has been built for the high end of the commer­cial/professional market where the parameters for acceptance are very much more stringent.

The natural focal point on this RIB is of course its wheelhouse, and it is this item which gives the boat its self-righting ability. Other notable external features include the aft raked glassfibre radar arch to the rear of the wheelhouse roof, suitable for antenna and radar positioning, a total of eight reinforced windows which provide excellent all round visibility from within, stainless steel grab rails to both the top of the wheelhouse roof and its rear section which enable a reasonable degree of security when working on deck, plus an optional secondary low profiled forward section that provides additional cabin space with access gained via the main wheelhouse interior.

Outside deck space aft is taken up largely by the engine housing just ahead of the transom, but of course on a boat of this size though it is 8.5m, the wheelhouse itself takes up by far the greatest of amount of room overall. Without the optional secondary cabin ahead of the wheelhouse, the foredeck would represent a working deck space of good size. Nevertheless, though room is largely restricted with this unit in place, access to the samson post remains adequate enough.

Large self draining ports aft ensure rapid clearance of any water shipped plus Treadmaster non slip decking assists in providing the necessary grip underfoot. Lastly on the matter of the boats exterior, it is of note that all sponson construction is carried out in house by IPI themselves. This particular model carries a heavy duty detachable hypalon tube which incorporates seven separate compartments. Once again, this latter item had been properly constructed and showed no evidence of irregulari­ties or manufacturing flaws.

Internally, the wheelhouse and forward cabin of this test boat had been left pretty Spartan this was understandable, as different clients will no doubt have very different requirements as to the matter of final fit out. Stepping through the watertight door into the rear of wheelhouse, the layout before one is fairly standard with two seating positions ahead, a central helm point with navigators position to starboard, and the opening to the forward cabin located on the port side.

Any criticisms would firstly be in connection with the three quarter height cabin surround. You'll note from the picture, that this section has been built in the form of a narrow wooden panel. Though this may be pleasing aesthetically, it should in my opinion be padded. It may seem a minor point, but in a heavy sea the first thing a crew member would be thrown against would be the cabin side. It was particularly noticeable when sitting in the navigators seat that this section tended to dig into ones right arm.

Crew seating consisted of a jockey styled seat for the helmsman and a full high backed heavy swabbed seat with foldable arms for the navigator. The latter is very adequate indeed, but although space is obviously at a premium, I don't feel the jockey seat is satisfactory as it neither offers enough security or is particularly comfortable. Two compact driver's seats or smaller editions of the existing navigators seat would be more appropriate in a boat of this type. The internal light to the cabin roof needs to be judged with some care as it stands proud as opposed to being flush mounted. A tall person or crew member wearing a helmet could easily hit this unit with his head.

As already mentioned, all round visibility is excellent and is further assisted for foul weather by the forward rake of the windows and the addition of electric wipers. Ventilation is good also and is achieved by means of sliding window panels as well as sky-lights to the roof of both the main and forward cabins.

The fore cabin had not yet been sound proofed and therefore its bare interior did act as something of a sound well for engine noise etc. This area would make a very useful sleeping compartment or could be used to house stretcher and first aid equipment with the room to accommodate a casualty as well.

From a performance point of view, her D-Tronic engine packs a capable punch giving the vessel a maximum top speed on the day of 33.3 knots. This was achieved with a 4 man crew up, in slight sea conditions, and a force 3 wind state. The 3.9 tonnes of RIB with 90 gallons of fuel on board rode up onto the plane in 8 seconds, achieved 0-20 knots in 6.9 seconds and 0-30 knots in 16.6 seconds. Fuel wise, in relation to performance, at 2000 rpm running at 1 1.7 knots the MerCruiser burns 16.8 litres an hour, whilst at the other end of the spectrum she burns 80 litres an hour at a maximum 3800rpm and at a top speed of 33.3 knots. Hence, at a sensible cruising speed of say 22 knots, consumption should be somewhere in the region of 30 litres of diesel fuel an hour.

I liked the overall way she handled very much. Respon­sive and enjoyable to helm, she just felt very good under ones feet. In spite of her size she was uncomplicated and easy to drive, plus, although the sheer to her bow rises to almost the same level as the bottom of the wheelhouse windows, forward pilot visibility was unimpaired when the bow lifted onto the plane.

She ran true underway and remained stable at rest. Although conditions on the day didn't allow for greater evaluation of the RIB's capabilities, she seemed a well balanced craft thus suggesting good head sea perform­ance. Plus, coupled to the degree of lift inherent of this particular hull design, the boat could be expected to run well and maintain good steerage in a following sea. All in all then, a new craft with much promise, constructed to a standard well suited to the high demands of a serious international market.

HMS

Builder

IPI MARINE LTD
Unit 8
St. George’s Square
Old Portsmouth
Hants PO1 3EZ
UK

Tel: +44(0)1705 892900
Fax: +44(0)1705 892908