With a length of 5.90m (19ft 6ins) the Equator is a popular size for the RIB market. It comes in three versions, the main differences being in the power units where the options are diesel/waterjet, diesel/stern­drive or outboard motor. The main innovation in this new design is the way the deck moulding has vertical outboard sides to which the D-shaped inflatable tube is attached. With this system, the inflatable tube is just as effective as a fender and additional buoyancy, but the D shaped tube allows more room inside the boat. Another benefit of this tube svstem is the smooth integration between tile hull bottom and the tube.

This arrangement of the tube/hull interface means that the tube is mounted fairly low ­with a section of the deck moulding rising above it. With the tube low it provides excel­lent stability when the boat is at rest. but the tube does not rise clear of the water at speed and so it generates a fair amount of spray. This tends to fly aft so it is not a problem, but the immersed tubes do create extra resistance. However. with a top speed close to 4Omph with the diesel version, this is not a particular problem.

A lot of development has gone into the design of the deck. Amidships, a teak step on each side creates a boarding area and a platform which folds down from the console makes boarding easier and more dignified. Below the step on the starboard side is the dedicated stowage for the fire extinguisher.

The forward area has a bench seat around three sides with lockers under. Right forward is the anchor stowage locker and a further bench seat and locker is placed against the forward end of the console. The whole console tips forward under electric/hydraulic power to reveal the diesel engine. With the console tipped forward there is excellent access to the engine, and when necessary, to the electrical systems behind the dashboard. On the outboard version there is additional stowage in the console. There are two positions at the console with a backrest providing good support. However the steering wheel and throttles are close to the centre-line so the second person at the console has a hard time keeping out of the way of the helmsman and he is not provided with a secure handhold.

There is more stowage in the back of this bolster support and also under the bench seat at the rear. The backrest of' this bench seat rises to reveal the bimini top and aft sections of the cockpit surround hinge outward to reveal the support framework. It is a clever piece of design to get this sun shelter to stow away within the overall design contours of the boat. On the boat tested, the machinery comprised a 170hp Yanmar Turbo diesel coupled through a shaft to a Hamilton water jet. This provided excellent control, with the bucket lever of the water jet providing the main slow speed control allowing delicate manoeuvring alongside when used in conjunction with the steering wheel. At higher speeds, this bucket control lever is placed in the ahead position and control is switched to the conventional throttle lever.

The diesel engine installation is good when the Equator is used as a yacht tender because the fuel is compatible with the mother ship. The same applies when a Mercury Bravo One drive is substituted for the waterjet, but with the stern drive some of the flexibility of' the waterjet is lost and the propulsion is not so smooth. On sea trials in rough conditions in the entrance to Fort Lauderdale harbour, the waterjet performed extremely well and did not seem to suffer from loss of thrust even when the boat was being driven hard for the conditions.

The overall performance of the Equator was very Impres­sive. The acceleration was excellent with no hesitation and the boat came smoothly on to the plane. The boat responded well to throttle control in waves and there seemed a reluctance for the boat to fly, no doubt aided by the additional weight of the diesel engine and the water jet. With this combination, the boat is considerably heavier than the outboard version. This weight difference is partly balanced by the 50 U.S. gallon fuel capacity of the diesel version compared with the 85 U.S. gallons of the petrol version. With the diesel engine, the fuel consumption is a modest 66 U.S. gallons per hour at speeds.

The Equator is finished in white with dark grey trim on the tubes. Handrails around the tube capping complement the line and the boat has a very purposeful and functional air which would fit in well with its role as a yacht tender. The waterjet version can be beached easily for picnics or exploring and this

New concept from Novurania is a very versatile design which can fulfill many roles. Whilst there is a wide variety of standard features, it is sad to see that a fire extinguisher is offered as an optional extra although the stowage is standard, and of course, all the electronics are extra although the compass is standard.

These Novurania RIBs are built in Miami where production of the whole Novurania range is running at around 1000 boats per year. The tubes arc produced at the Italian parent company and about 15'% of production is exported to Europe. A smaller sister to the Equator is being developed and at 5.5 metres in length, this will be the smallest diesel/waterjet RIB yet produced.

Dag Pike

Builder

Novurania of America Inc.
4775 N.W. 132nd Street
Miami
Florida 33054
USA

Tel +1 305 685 2464
Fax +1 305 685 2912

Novurania Spa
Via Circonvallazione
38079 Trione di Trento
Italy

Tel +39 465 321162
Fax +39 465 321551