The most brilliant onboard data is worthless if you can’t read it

Being able to create a dedicated data stream that can be displayed in a wide variety of ways might not sound like the kind of detail you might need from your instruments, but the technical team at B&G have been seeing steady growth in this side of their business for some time. So much so, that they have produced the next evolution in a product that, according to product director Matt Eeles, has been acknowledged as the market leader and industry benchmark.

‘The Hercules WTP is the topend solution in a line up of three sailing processors, that include the Triton Edge and Hercules systems,’ explains Eeles. ‘It’s aimed at the top-end of the market and ranges from grand prix racers such as the TP52s across to superyachts. The common denominator is the need to display very specific data.

‘For example, a TP52 may want to monitor mast rake and/or twist. To do this they would declare a new variable in the WTP and attach the relevant sensors to read the data into the system. From there the data can be displayed in a number of ways and of course recorded for analysis.

Main picture and below: The Hercules WTP is the top-end solution in a line up of three sailing processors from B&G. It’s aimed at both grand prix yacht racing teams and superyachts

‘Aboard a superyacht it may be the need to display information within hydraulic systems such as pressures, angles or positions. This information might need to appear separately from the main instruments and in most cases this would mean taking data from the PLC system.

‘Offshore race boats like Imocas or multihulls are looking for data across a wide range of areas. Loads, mast rotation angles and foil positions are just a few of the huge number of variables that teams now want to monitor. Often, it’s not just about displaying the single data stream either, but feeding data into a more complex calculation. Mast rotation is a simple example where linking this into the radar allows the system to maintain a constant display relative to the boat’s heading.

‘The ability to display the data in different ways is important too. Sometimes a graphical display rather than a numeric one gives a much better idea of what is going on. Displaying safe operating zones with graphics and colours is a much more effective way of knowing where you are on the scale than a set of fast moving numbers. The ability to create custom displays is another big part of Hercules WTP.’

Some might argue that there is nothing new in the ability to have data streams for more complex functions, but as B&G’s product expert Mike Sugden explains, creating a custom solution has not always been easy or practical.

‘One of the pieces of feedback we were getting from navigators and skippers was that they didn’t want to feel like they had to undertake a science project to get the data they’re after. Instead, they want to be able to configure it themselves and then just turn it on,’ he says. ‘So, the ability for crews to be able to create the information streams that they need without having to employ specialist help was a central part of the development of Hercules WTP.

‘The need for a better user interface was also very important so that data can be monitored on a range of displays beyond the boat’s instruments such as tablets and phones. And as boats have become more complex there has also been a growing need, for, say the delivery crew to be able to use the instruments in different ways when the race navigators are not on board.

‘The new capacity of the system is also very important,’ he continues. ‘Having the latest quad-core commercial grade processors at the heart of Hercules WTP not only leads to better processing but also means that we’re not as restricted as we were, say, 10 years ago, which has really opened up the possibilities.’

While Hercules WTP is clearly aimed at the grand prix and high-tech arenas, the technology is already having an effect elsewhere in the sport.

‘Data visualisation is an important issue for a much wider range of sailors,’ explains software engineer Alex Adams. ‘The growth of cruising charter cats means that there are plenty of people who are less familiar with multihulls and for example, don’t necessarily know how much mainsheet they should pull on. Having a graphical display of the safe settings as well as showing when they are approaching the red zone is a huge help. Behind the scenes this relies on specific data streams and good intuitive displays.

‘But, as well as the high-tech trickle down, I’d argue that there’s also an example of trickle up. Making data easy to understand is important for all, including those at the leading edge of the sport.’

Evidence that at some point in the future you might need, or benefit from more information than you first thought.

Click here for more information on B&G »

That was priority one... closely followed by the most stylish, light and airy layout that the best of Milano could conjure up

A frequently heard cliché in yacht club and harbourside bars around the globe is that the design and handling characteristics of every yacht are the result of unavoidable compromises. To increase performance, space and comfort must be sacrificed. However, this is a massive oversimplification and one that the Italian boatbuilder Advanced Yachts has understood for a long time.

The sleek deckhouse integrates the lines of the superstructure into the hull

As a result, right from the start of the development process of its latest yacht, Advanced Yachts was determined that this vessel would offer the same uncompromising sailing qualities as the rest of the range, but would invest heavily in interior design and deliver unrivalled accommodation.

To break the cliché, they needed the very best in Milanese interior design – and they found that an 80-footer is the perfect size in which to do it.

The yard’s determination in this respect, together with the clarity of vision and attention to detail exhibited by all parties involved, has created a supremely luxurious, state-of-the-art villa on the sea. This next generation yacht that represents the best of Italian design, craftsmanship and style, promises to redefine the concept of luxury cruising. Yet it also has proven potential for race winning performance.

The A80’s hull lines are drawn by Reichel/ Pugh, with an emphasis on form stability

A key plank in the project’s success is the close collaboration between renowned naval architects Reichel/Pugh and Nauta Design’s team of designers and stylists. One of their masterpieces, created specifically for the A80, is the innovative architecture, with a sleek semi-raised deckhouse that integrates the superstructure’s lines into the hull.

This allows for the remainder of the deck to be on a continuous level with no steps, bulky superstructures or any obstacles to movement fore and aft. It represents a big boost to safety and ergonomics while also creating a crisp, uninterrupted aesthetic. The cockpit coamings, with reassuring and supportive backrests, support a safety-first approach to blue water cruising.

Advanced Yachts was founded 13 years ago by Antonella Di Leo and her husband Marco Tursini. It is now firmly established as top quality atelier-style shipyard with skilled artisans working across the full range of disciplines, exhibiting meticulous attention to detail throughout their work. With an “all-Italy” strategy for material procurement, this is an effective route to affordable custom building – minimising transport overheads and costly delays that arise from the well-known worldwide logistical challenges. Applying this atelier’s approach to the A80, every boat is optimised to its owner’s desires and exacting requirements.

The A80 allows owners to choose from a very wide range of interior configurations

The outcome of this rigorous pursuit of excellence across all domains is a yacht that stands out among other 80-footers. On deck, a key element that sets this boat apart from others is the integrated bimini and sprayhood. This offers the best of all options – you can have an open and extremely clean deck for regattas, but optimal shelter for serious cruising.

‘Sometimes there’s an assumption that, because this is an Italian boat and we show a nice clean deck on our website, people don’t realise there’s also the fully integrated bimini and dodger,’ says Advanced Yachts’ Jay Nolan. ‘The boat is very dry and has very protected deck areas.’ Visitors to the recent Palma International Boat Show were able to see this and appreciate the yacht’s superb interior by Nauta. More on that later.

Of course visiting a yacht at a boat show reveals little about a design’s real performance but the A80’s credentials are impeccable in that respect. The boat on show in Palma was fifth out of 140 entries in the ORC division of last year’s 151 Miglia-Trofeo Cetilar offshore race. Hull #1 completed a circumnavigation which included not only the ARC but also the Sydney-Hobart Race.

Instruments and controls at the helms are individually specified for each boat

Reichel/Pugh created a bang up-todate hull shape for the A80, with high form stability that enables a hugely powerful rig to be carried. At the same time a draught of 3.5m, allied to a hefty bulb, was selected to maximise stability while still allowing access to the most popular harbours and anchorages around the globe. This approach also avoids the expense, complexity and additional weight of the telescopic keel systems that have become popular on larger superyachts.

The hi-tech sandwich hull construction employs vacuum-infused epoxy resin with a full carbon deck plus strategic carbon reinforcement using unidirectional fibres in high load areas. This creates an extremely stiff, strong and reliable structure. At the same time it’s very lightweight, which is one of the keys to this yacht’s stunning performance under sail. Pointing upwind she achieves 6.5 knots boatspeed in six knots of true wind.

A more important aspect of minimising weight is often overlooked: lighter displacement yachts are easier to handle. There’s no escaping the basic physics that heavier boats mean bigger loads. Reducing weight is also the route to creating a yacht that’s more nimble and more easily manoeuvred than others of its size. As a result the A80 can easily be sailed by a small crew – important in achieving privacy for the owners on a long cruise, but also in reducing crew costs.

Similarly, the carbon mast and rigging does more than just improve performance. Minimising weight aloft reduces heel and has an even larger impact on pitching, resulting in a much improved and more comfortable motion at sea, even in severe conditions.

The saloon is an impressively bright living space thanks to the large skylights and windows on two levels. The owner’s cabin can be located either forward or aft

Recognising that clients are both unique and have a wide range of priorities, Advanced Yachts’ technical experts and equipment manufacturers work with owners to specify deck hardware and layouts to exactly meet their needs. Both regatta oriented and short-handed/solo cruising arrangements are possible. Given that every yacht of this size is a complex entity, only equipment manufacturers with a worldwide presence and service network are considered while needing an Italian distribution or centre of business to keep up with that “all-Italy” procurement strategy.

The spacious interiors are a masterstroke in capturing natural light, thanks to unusually large overhead glazed panels, the big deckhouse windows and carefully positioned hull windows. The wide living area therefore offers all round panoramic views, including from the raised dining area. The Italian materials selection is evident here with only natural materials and all with sustainability considerations. Natural linen where vinyl would have been, and responsibly sourced wood veneers or wood panels with water-based paints are noticeable examples.

Optimisation of the sailing performance, as well as handling and control, required maximum beam to be carried well aft. This in turn creates massive volumes for accommodation in the aft part of the hull. Boat #1 has the owner’s suite here, with a generous full beam cabin, two bathrooms, plus a central king sized bed with large sofas each side. Galley and crew quarters are forward and include a crew mess plus two crew cabins.

Alternatives include two versions of an owner forward layout, both with walk-in closets and lavishly appointed en suites. One of these has the galley, chart table and two crew cabins aft, while the other has an open American style galley amidships close to the saloon, with two guests cabins and a double crew cabin aft.

Each boat is a custom build, in much the same manner as top class tailors create bespoke suits for their clients. The starting points are where the owner wants to sail, who they plan to sail with, and their personal style of sailing. The yard can then propose solutions for an individual yacht that will fit the client perfectly. It’s also an economically efficient way to work, as investment is focussed on each owner’s key priorities. Advanced Yachts’ bespoke atelier approach to building each yacht is also a perfect fit in this respect.

The owner of Mindfulness, the most recent A80 to be launched, for example, wanted an open space living area where the saloon, dining and other socialising zones are easily connected with the galley, which can also be closed off if desired.

The composite hull is vacuum-infused with epoxy resin and then reinforced with unidirectional carbon in high load areas

On deck there’s ample space for multiple zones for different purposes and groups, including three main guest areas: a dining area with sofas and a large table, a relaxation area close to the helm stations, plus a huge sun bathing area right at the stern. Carrying maximum beam well aft also gives scope for a very generous bathing platform and creates considerably more volume for the garage that can accommodate a capacious tender while still leaving room for a large inventory of watersports toys.

Given that the A80 is such a perfect size for a comfortable performance yacht, it’s perhaps a surprise that other yards have allowed Advanced Yachts an almost free rein to dominate this this part of the market with this fast and luxurious custom design.

‘Granted there are other custom 80- footers, but most of them are aimed at the dayboat/weekender market or are narrowly focussed on racing,’ Nolan says. ‘At the other end of the spectrum are cruising oriented production yachts that can’t match the A80’s refined Reichel/Pugh hull shape, its regatta performance, or quality of craftsmanship and robustness.’

‘The A80 allows us to deliver on the Advanced Yachts strategy to the max. We can spend the extra time to get the finer points of customisation and the fine details right, because our setup makes the incremental cost relatively small.

‘The A80 is just perfect for that – it’s too small to get attention from superyacht builders but too big for builders who are more set up for series production and can’t match our quality. There are very few similarly sized yachts with anything like the quality and performance – it really is a sweet spot for us.’

Click here for more information on Advanced Yachts »

Renowned Spanish grand prix sailor Victor Mariño is committed to pushing the frontiers of sailmaking design and technology. However he places even greater importance on servicing his clients according to their particular needs...

Victor Mariño is the latest addition to Doyle Sails' virtuoso line-up. With a CV that includes several America’s Cup campaigns asw well as 10 world titles from performance dinghies to Farr 40s, TP52s and Maxis, Mariño brings huge experience to the toptable conversation that lies behind the relentless drive for development across all aspects of the Doyle Sails operation.

At the apex of the sailing pyramid in fully professional events such as the America’s Cup, The Ocean Race, the Vendée Globe and SailGP, the technology is unleashed to its full potential. Backed by big corporate sponsors, this is where the state of the art is redefined at every cycle. ‘It is like Formula One where the development process is pushed to the limits. Then the discoveries which are made at that level gradually begin to spread throughout the sport,’ says Mariño.

First stop on that journey through the pyramid and not far from the apex are classes like the TP52s, RC44s, Maxis and superyachts, where professional crews support amateur owners and their guests. This brings another dimension into the equation and Mariño is acutely conscious of the distinction.

Victor Mariño (below) has a sailing CV that includes victory in the most recent 52 Super Series among many other achievements. Now he has joined Doyle Sails’ virtuoso line-up

Owners at this level are generally highly successful, competitive personalities who like to win. However, Mariño says it is vital to strike a balance between all-out competition and the owner’s enjoyment. ‘The owners want to come to refresh their minds away from their business lives,’ he says. ‘We need to take care not to make the sailing another burden. A big part of our job is balancing enjoyment with the technical performance aspects, the strategy and the sport.’

With qualifications in physical education, Mariño also has a professional background in coaching, working with crews and individuals to enable them to develop their skills and perform to the best of their ability. As such he has imparted his knowledge and experience in the service of other people – a useful platform to bring to the world of big boat sailing.

‘When I think about what I do in the TP52, Maxi or Grand Prix classes all over the world, it is really about taking everything that has been discovered at the top echelons of the game and passing on those developments to our clients and coaching them in how to get the best out of them.’

Victor Mariño grew up in Vigo in Spain’s mountainous Galicia region. Situated on the Atlantic coast north of Portugal, Vigo is home to large fishing fleets and popular with big wave surfers. Cold water and heavy winds combine to produce a tough breed of seafarers. The family name Mariño (meaning marine, or of the sea) is common in the region.

‘Some very good sailors have come from this part of the world, Mariño says. ‘I sailed a lot, for example, with Roberto de Castro, widely known as ‘Chuny’, who has done seven round the world races, the Olympics and the America’s Cup.’

Victor Mariño’s father owned a small yacht and enrolled him in a local sailing school at the age of six. ‘He wanted to share time with me on his boat. As kids, we started with Optimists. That grew into a wide circle of sailing friends in the local yacht club with other kids. My love for sailing and racing grew out of that.

‘I loved all sports. I was much better at sport than studying, for sure,’ he laughs. ‘Sailing, football, running, cycling – even basketball, even though I am really small.’ But sailing is where he excelled, progressing quickly from training classes to national and world titles in the two-person Vaurien dinghy class before embarking on a professional sailing career.

Although he never worked as a sailmaker, his abiding interest and role on racing yachts has focused on sails. ‘I am a sailor who trims sails,’ he declares simply. ‘All my racing revolves around trimming.

‘Of course in that process you come to understand how sails work, how to shape them for best performance, how they are designed and manufactured, the properties of different materials and so on.

‘I began trimming headsails and spinnakers, then that developed to mainsails and runners. During the America’s Cup, I was on the traveller and part of the strategy group. I try to understand the whole aero package rather than specialising in one area.’

Over the course of his career, particularly sailing Platoon, current champion in the 52 Super Series, the maxis Momo and Cannonball, plus the Six Metre Momo, Mariño has plenty of experience sailing with and against Doyle Sails’ high-profile line-up of more than 20 sailing superstars, including fellow Spaniard Jordi Calafat, with whom he has a long-standing sailing relationship.

‘We talk the same language,’ he says of the group, which embodies the Doyle Sails “by sailors, for sailors” credo. ‘We are sailors first. For sure, it is about technology and manufacturing and performance, but the passion is always for sailing.

Above: Mariño was also a key member of the team that won the ClubSwan 50 European Championships in Menorca last summer aboard the Austrian-flagged Stella Maris

‘I feel honoured to be joining a group of very high calibre sailors, who love the sport and share their passion for sailing within the group and with their clients. I had heard that Doyle Sails worked in a collaborative way and I am happy to confirm that this is true to a much greater extent than I have experienced elsewhere. They talk very openly and share their experience and ideas. And most of all they want their clients to get the best possible sailing experience and enjoy their time on the water.’

Looking to future shifts in the sport, will we see TP52s, Maxis and superyachts following the America’s Cup and even offshore classes like the round-the-world Imocas into the foiling world?

Victor is doubtful. ‘When you start to talk about foiling, the danger and risk levels go up. The damage becomes more serious and there are bigger chances of injury. Also we can see clearly in the America’s Cup and SailGP that it is for young athletes.’

He notes that most of the current generation grew up in displacement or planing classes, hence have no background in foiling. Now it is different. The next generation is already foiling at 13 to 15 years old. So maybe foiling will be embedded in their sailing DNA, which will likely continue into bigger boats in the future.

With Doyle Sails at the vanguard of major advances such as Structured Luff and Cable-less technology and state-of-the-art materials like Stratis and the new Hybrid formula, the search for progress and improvement never ceases.

‘The technology is always moving forward,’ Mariño acknowledges. ‘Computer software gives us much more data every year so we discover things all the time that we didn’t know before. We experiment. There are always new ideas. New materials. New combinations of materials, lighter and stronger. Better support for the fibres.

‘So, there is a constant evolution of technology and a constant process of development.’ But, for Victor Mariño, it is never about progress for its own sake. ‘The most important thing is always the service to the clients and the support the Doyle Sails professional sailors can give to the clients.’

‘That is the secret,’ he says. ‘That is the best form of development.’

Click here for more information on Doyle Sails »

The prototype Gori folding propeller was informed by a range of influences, from engineers, from a manufacturer of specialist paints and a designer from iconic audio group Bang & Olufsen. So it’s no wonder that approaching its 50th anniversary the original concept is still winning awards

The first real attempt to design a folding propeller with synchronised blades was made in Germany in the early 1970s. Shortly after the news broke, the phone rang at the office of the inventor, Mr. Menke. The man on the other end of the line introduced himself as Niels Oluf Ehrenskjöld from Denmark, who ran a company called Gori.

At the time, Ehrenskjöld’s company produced paint and wood protection for houses and is still a major player in the construction industry today. But he also had a maritime subsidiary, Gori Marine A/S, an agent for Nautor’s Swan in Denmark, Germany and Switzerland. Ehrenskjöld told Menke that he had heard about this new propeller that could be folded under sail, and he thought it might be a good idea to be an agent for the new invention.

It turned out to be a very good idea. Soon Ehrenskjöld took over the entire project and developed an improved version. A collaboration was established between Gori and the Danish Maritime Institute. The Bang & Olufsen designer David Lewis was also involved. Based on the original German design, the team developed a new two-bladed folding propeller that changed the history of sailboat propellers.

In 1976, Gori's two-bladed folding propeller won the Danish ID award for outstanding industrial design. The propeller has not changed since, and is still in production today, recognised as one of the most popular folding propellers ever introduced to the sailing community. And it has proven to stand the test of time: In 2007, the German sailing magazine Segeln carried out a tank test comparing folding propellers. More than 30 years after its launch, Gori's two-bladed folding propeller still came out as the most efficient.

Today, the 50th anniversary is within sight and Gori Propeller is a brand known to virtually every sailor on the planet. New products have appeared over the years but the list of products on Gori's website is still short. They rarely introduce a new product – but when they do, it tends not only to win awards and large market shares, but also to remain in production for decades.

Above: a bigger engine needs more propeller blade surface area so Gori developed its three-blade design for larger cruising boats. It’s the best selling model today.

After the success of the first product, the next big project was the Gori two-bladed racing propeller. In the early 1990s when the Whitbread Round the World Race was peaking, Gori was approached by Silette Sonic, a British manufacturer of saildrives. They wanted to supply a propeller to a Whitbread Race competitor with as little water resistance as possible. Gori took on the development work and the result was the Gori Racing Propeller – still today the propeller of choice on most professional racing boats. Most of the newer one design classes, such as Cape 31, Melges 37, ClubSwan 43 and ClubSwan 50, are supplied with Gori Racing propellers. For the recent round-the-world race in giant trimarans, Ultim Challenge Brest, all participants used Gori. And for the upcoming Vendée Globe, 95 per cent of the Imoca fleet will be equipped with Gori Racing.

The development in the cruising market up through the nineties went in the direction of larger boats with larger engines. ‘Bigger engines need bigger propellers’, says Lars Østergaard, senior vice president for sales at Gori Propeller. ‘You can compare a propeller with the tyres on a car: A car with a big engine needs wide tyres to transfer all that engine power to the asphalt. The same applies to a propeller: with a larger engine, you need a larger propeller blade surface area. And there is a limit to how much area you can get with only two blades. That was the background for developing a three-bladed folding propeller, launched in 1994 and winner of the METS DAME Award in the same year. It quickly became a bestseller and today it is our main product. We sell it primarily to cruising boats.’

‘Product tests against the leading competing brands have shown over decades that Gori's three-bladed folding propeller continues to be the most efficient’, says Østergaard. ‘It differs quite significantly from other three-bladed folding propellers. The Gori propeller operates with the same pitch in forward and reverse, and the blades turn 180 degrees, which gives the boat excellent manoeuvrability. Safer and easier harbour manoeuvres are essential for cruisers. They want to be able to stop the boat efficiently and the Gori three-blade propeller delivers that feature better than any other product on the market. At the same time, it has lower resistance through the water – 1.4 newtons at six knots of boatspeed – than all competing three-blade folding propellers.’

The overdrive function is also an attractive feature: the three-bladed Gori propeller has two different forward pitches – normal and overdrive. ‘The function in overdrive can be compared with the fifth gear in a car’, says Østergaard, ‘a gear you use when you drive at good speed on the motorway with low revs and want good fuel economy. If you drive up a mountain side, you need to change gear to avoid choking the engine. The same is the case with overdrive: If you are in a counter current or large waves, you switch from overdrive to normal. What happens in overdrive is that the blades turn 180 degrees, just like in reverse, but the propeller keeps pushing forward. The increased boost now acts as a higher gear, resulting in a 20 per cent fuel saving. This means 20 per cent more nautical miles on the same amount of fuel. And you don't need to look at our numbers. Hallberg Rassy, one of the yards using Gori on all their models, carries out thorough tests on all their products, and their numbers show the same result.’

Another unique feature is the ability to prevent automatic rotation. Other folding propellers tend to keep rotating under sail when the propeller is folded. This does not happen with Gori's three-bladed model: when fully folded, the star-shaped blade configuration creates a water pressure that keeps the propeller folded and prevents it from rotating.

Above and below: Gori propellers are designed and made in Denmark with the very latest in Hi-tech CNC machinery

The model is particularly popular among long-distance sailors: Gori claims that eight out of 10 boats crossing the Atlantic have a Gori three-bladed folding propeller. Although the operation of the two modes is fairly straightforward (basically you put the engine in reverse to change gear), there is also a single pitch version available, for sailors who want simpler operation.

‘A few simple routines will ensure that you get the most out of your folding propeller’, says Østergaard. ‘Maintenance is easy, but still essential to do. In short, the propeller must be kept clean and when the boat is on shore it must be rinsed, lubricated and supplied with a new anode. Also, most sailors know that a folding propeller has to stop rotating to fold completely. This is why the engine has to be put in reverse after the engine has been stopped. But not everyone is aware that this practice only works for engines with a mechanical gearbox or sail drive. For engines with a hydraulic gearbox, it is necessary to put the engine into reverse briefly – just a few seconds – before putting it into neutral and stop. In short, the shaft has to stop before the engine stops. Otherwise the propeller may still be slightly open, causing the shaft to continue rotating.

‘When we calculate the correct propeller for a customer, we always optimise first on the diameter, since that is what primarily provides the efficiency in a displacement boat. At the same time, we aim for a pitch between 65 and 83 per cent, which has proven to be optimal. At an engine size of around 35hp you begin to need a larger blade area than can reasonably be obtained with two blades. So from there on we usually recommend a three-bladed propeller. When we reach approximately 150hp, four blades are needed. And with really big engines, around 400hp, it doesn't really make sense to have a mechanical folding propeller any more. For these purposes, we refer to our sister company, Hundested Propeller. They make large propellers with controllable pitch’.

Gori propellers are still produced in Denmark, where the company’s HQ is in Haderslev. Control of materials, design, production and quality control are done in house. A €1 million investment in CNC machines and technology means that new products can be developed with even greater precision.

Since the days of Niels Oluf Ehrenskjöld the company has changed hands a few times and since 2015 Gori Propeller has been part of the BSI Marine Equipment Group. BSI is today one of the world's largest manufacturers of equipment for the boating industry: rigging, propellers, steering systems, blocks, hatches and bow thrusters are the main product types, all of which are produced by independent companies under their own brands. In addition to Gori Propeller, BSI today owns Hundested Propeller, Jefa Steering, Easy, Moonlight Portlights and Hatches, Ocean Marine Systems (OMS) and OYS.

Click here for more information on Gori Propeller »