Is this the best boat yet to be built by Graham Jelley’s South Coast RIBs yard? There is no doubt about it, she represents the very latest in an ongoing 5 year record of research and development which has produced some of the finest leisure RIBs yet seen in this specialist market place. Jelley’s boat building background is an interesting one. Prior to first entering the RIB industry with a range of customised BWM RIBs, his first company, Graham Jelley Yacht Services, built an enviable name for its unrivalled skill in restoring classic Fairey Huntsman craft. As the demand for RIBs grew, Jelley had to make the decision whether or not to cease the fitting out work and concentrate entirely on the expanding RIB side of his company’s business. RIBs were an attractive option because they offered Jelley the chance to design and build his very own range of craft - an aspect of creativity that even the lucrative business of restoration could not offer.

South Coast RIBs was duly born with the commitment of injecting a flare for design and attention to detail into an industry which at that time had rarely been responsible for such outside the ranks of its Mediterranean RIB producers. At first, quite a few people continued to be puzzled in the U.K. by the company’s strident departure from the traditional grey tube, orange superstructure, open dive/rescue styled RIB that had for so long dominated the northern European RIB market. Coloured sponsons, moulded consoles and evidence of much forward thinking made these boats different. Not only that, but for a long time the humble RIB had rightly been viewed as a rather poor cousin in terms of quality of finish and GRP construction to that of the production line orientated sports boat with its moulded decks and piped upholstery. This is where Jelly’s previous experience proved to be really worthwhile, for he recognised that with his company’s level of craftsmanship he not only had the means to make serious inroads upon this alternative market but also turn the public’s attention onto the fact, RIBs could be synonymous with style and quality.

However, the design which launched the new range of Scorpion RIBs was perhaps less radicle than many had first expected. Nevertheless, a sound balance in seagoing functionality and pleasing lines allowed for the potential of a variety of customised `variations on a theme’. An open plan sports RIB, a diesel powered cruising vessel, a stepped hull high performance boat, even a full blown cabin cruiser, such was the flexibility of this initial design.

One of the great assets behind the ongoing development program of the company is the fact that the man at the helm is a RIB enthusiast himself. Of course this is not rare in the RIB game, but when such is the case it often becomes evident in the finished product itself. Jelley, for example, was not only a competitor in the 1999 Round Britain Challenge but also had a further 7 boats entered in the event. (It’s worth pointing out that all 8 finished the course.) There is no substitute for first hand experience gained in the field. Things have a nasty habit of breaking at sea hence the only way to find out whether something is up to the job is to use it in earnest. This applies to all manner of items - fuel tanks, arch mast, suitability of seats, engine housing etc. Of course in the case of this new 8 metre craft, our evaluation was limited to a day’s thrash in the Solent, or to put it less flippantly, we proceeded to put her through her paces off the Needles lighthouse at the western end of the Solent amidst conditions which allowed for a well rounded out trial!

The level of pre-thought given to this RIB, aptly named Twister, is excellent. By way of an example, consider the matter of the engine housing. Firstly, this all new design represents a major investment on the part of the company both in terms of tooling and man hours. Curved faces and contours lines don’t come cheap but they do look wonderful. The large and strikingly handsome `lid’, lifts with a reassuring ease to reveal the housing’s interior. Enough room here to stow the auxiliary outboard and enough room too to climb in and gain access to every part of the engine’s anatomy including its underside where the starter motor and other `goolies’ are so often located. One thing that really impressed me when closely examining this internal area was the total absence of any sign of damp, water ingress, or salt. Granted, this is a new vessel with limited sea hours under its belt but the real reason lies not in good fortune but rather in sound design. Firstly, the housing’s air in-takes `draw their breath’ from above the height of the sponsons which means even if the boat were to become flooded, water would not infiltrate the engine bay. (The boat’s electrics also are housed in such a way to prevent them being damaged or affected by seawater.) Secondly, the exacting design of this unit ensures no salt air or fine spray can make its way beneath the engine lid. To this extent, and coupled to the fact deck water is routed under deck not through the bottom of the housing itself, the engine housing offers complete protection to the large investment it contains. By the way, any water shipped on deck can make a hasty exit via a single large diameter elephant trunk to the transom of the craft.

The stern seat located to the front section of the engine housing continues the contoured lines of the main unit and is able to take four adults comfortably. The upholstery follows the theme and is plush yet tasteful in its design. Though it remains essentially a bench seat, its curved side supports offer sufficient security against sidewards movement plus its stern location means the effects of the boat’s more livelier movements are substantially reduced.

As regards the helmsman and navigator pods, these are of double length design providing seating for 4 crew each with their own back rest and grab handle. These units are good in that they afford a high degree of security and comfort for those `up front’. This is achieved by the jockey seats being suitably padded with varying degrees of high density foam, plus, they are of a comfortable width and height which helps to spread the load. The high back rests too, allow for that welcome change of position, required when the ride begins to dictate it’s time for the legs to relieve a tender end!

The steering console is a full double width unit topped with wrap around screen and grab rail. The main face of the console is slanted toward the helm to ensure screens etc. to the electronic systems are correctly angled for ease of viewing and operational use. Though not overly stylised, being above all practical, the console offers good protection and keeps all instrumentation and helm controls well to hand and in good view. This latter aspect can be a weak point in some boats but it should to my mind comprise one of the key qualities found in a good sea going RIB. An additional seat has been nicely integrated into the front of the console so that it does not simply look like an `add on’ although essentially it is an extra. As elsewhere, extra hand holds have been strategically placed to ensure crew members remain with their vessel, in the instance of her becoming a little boisterous!

Even though the engine housing and the helm/seating positions effectively take up two thirds of the total deck area, with a boat of this size, their remains ample free room on the foredeck for lounging, kitting up, lashing down one’s gear or just simply just stretching the old legs.

The quality of the ancillary equipment equals that of the boat itself. Items such as the Lewmar hatches, the general fixtures and fittings and the steel work to the arch mast etc, have all been chosen with the aim of complimenting the overall rig. Quality, top of the range products, manufactured for offshore or professional use, all help to prevent annoying or costly gear failure a few months down the line. It’s encouraging to note such a high level of commitment on the part of the builder toward the more detailed areas of the boat’s specification.

The sponsons to this craft are true Scorpion in style, clean and `un-fussy’ with just a single rubbing strake running their entire length. The company are highly regarded amongst those in the know for the standard of their work in this respect. You’ll note that the hypalon fabric has been chosen to match the boat’s upholstery - and its a good match, hardly a difference in pigment or strength of colour. The general colour scheme is then set off with blue and black highlights to the tubes and soft interior.

The Scorpion hull features substantial chines which causes the boat to sit high in the water. This is not so noticeable with a heavy diesel installation but it would certainly be more pronounced in the case of the outboard powered alternative. Although in some instances this might be a disadvantage, the Scorpion hull design doesn’t appear to possess stability problems at rest. If the 1999 racing calender is anything to go by, then the Scorpion hull was not only a popular choice amongst the more sporting of Ribsters but it also proved highly successful - picking up a healthy quantity of line honours to prove it. It’s quick but not volatile, therefore it makes for good all round application too, including one of the more popular pursuits amongst Scorpion owners - cruising. This 8 metre vessel does indeed make a wonderful open cruising boat.

The 300hp Yanmar turbo charged diesel answers the call for power in a most satisfying and responsive manner. Both the 240hp and 300hp variants have become very popular choices amongst RIB owners and for good reason too - Yanmar diesels feature first class engineering. Coupled to the 300hp fitted to this craft, a Mercruiser Bravo three drive takes care of the propulsion, and like the motor which drives it, the Bravo is a product specifically designed for performance craft and therefore highly suited to RIBs. If you floor the throttles aboard this baby you’ll find yourself being pushed squarely back in your seat with grunt akin to that of a Boeing launching off the tarmac of an airport runway. Once the engine is fully run in she’ll make good over 55 mph which is probably sufficient to satisfy most needs and more besides. The great thing I like about this RIB, is that whilst she has a good turn of speed and in general terms could be described as a high performance craft, she nonetheless remains very much a cruiser at heart. Soft riding, (though the saying,”the bigger they are the harder they fall” applies,) sure footed and able to be driven hard in an adverse sea state, are the attributes I would describe this boat as possessing based upon the sea trials undertaken this February off the south coast of England.

Scorpions tend to carry something of a price premium, but then again, the degree of attention given to these RIBs has to come with a price. And of course, it’s not just the aspects of the boat that can be seen, of equal importance is that which is hidden - underdeck, where stringers, fuel tanks, and all manner of hidden nasties can lurk. Such can often form the forgotten items on the inventory check list! To his credit, Jelley will and has in the past demanded his workmen remove an entire deck if he has suspected there may be a problem with the standard of work beneath it. Clearly, there is no substitute for the MD personally taking charge of quality control.

To sum up, this is clearly a high quality and most likeable vessel of which our industry can be rightly proud. Long may her builders continue to maintain the high standards they’ve become so widely known for. Oh, yes I nearly forgot..........in answer to the opening question posed. Apart from the original Scorpion Cabin RIB which is a personal favourite of mine, I think Twister probably is!

HMS

Builder
South Coast RIBs Ltd
Haven Quay,
Mill Lane,
Lymington,
Hampshire
SO41 9AZ.

Tel +44 (0)1590 677805
or +44 (0)1590 677080
Fax: +44 (0)1590 671911
Workshop: +44 (0)1590 677582