Both inventive spirits, Stevenson and Upfold have skirted the ‘same-old’ drudgery that dogs many marriages as the years roll by. And that’s probably because – like each of the 20 Elites the pair have previously tackled – Te Whara V is a supremely customised creation.
Launched late 2024, her lines echo those of other 16m Elites, but specifics reflect her owner’s preferences. She’s above all a family boat – created for easy entertaining, comfy accommodation, good fishing and fun watersports. All the ingredients for happy adventures.
“To varying degrees, every Elite is a one-off,” says Upfold. “This vessel is the owner’s second Stevenson-built Elite and she’s tailored to his changing lifestyle and circumstances – among them a growing clan of grandchildren.” The vessel is actually the third Upfold has designed for this owner – Te Whara lll is a 14m Elite, as is Te Whara IV, though the latter wasn’t built by LSB.
“In effect,” adds Stevenson, “every project is the product of a three-way discussion. I like to think our point of difference is our receptiveness to embracing a client’s ideas – even if converting those ideas into reality sometimes requires a little massaging.”
The vessel’s construction – end-grain balsa epoxy composite – makes for an exceptionally strong hull, while the light, foam ply superstructure avoids a high centre of gravity and reduces displacement (22,500kg). But it’s fair to say much of Te Whara V’s design was shaped by her twin Scania L13 engines.
Comparatively large and heavy, they produce their de-rated 550hp at 2,100rpm for a top speed of 26 knots. Slow-revving equates to better cruising efficiency and, no doubt longevity, thanks to the sweat-free workload.
“The engines were my starting point,” says Upfold. “Given their size and weight, I had to design a hull with reserve buoyancy forward for balance and centre-of-buoyancy considerations. That resulted in a ‘flatter’ drive train without tunnels – promoting prop efficiency.
“Those factors produced a different hull shape to other 16m Elites – slightly fuller up front and a little flatter aft to enhance planing performance (she planes at around 14 knots and cruises effortlessly at 21 knots). Engine position, of course, always affects interior layout options in the Mid Pilothouse design. It’s a juggling exercise.”
The drive train’s thrust bearings and universal joints also enabled soft mounts for the engines, significantly dampening vibration. For all their size the Scania’s are smooth operators, but for me, the sharpest players in the power equation are the Twin Disc QuickShift gearboxes.
Manoeuvring a 16m mid-pilothouse into a tight berth (particularly in windy conditions) can be daunting – even with a bow thruster. The Express setting on the QuickShift throttle control simplifies things considerably. It produces velvet-smooth, clunk-free shifting at very low engine speeds – perfect for delicate adjustments.
Pilothouse chilling
Access to the pilothouse is via a curved flight of teak steps from the cockpit, or steps from the saloon.
Welcoming, plush settees (port and starboard) invite you to settle in and absorb the expansive 360o views from this area. Spacious and comfortable, it’s an ideal area for sundown drinks and will offer weary adults a sanctuary away from high-octane grandchildren.
The area’s centrepiece is the helm station – dominated by twin Simrad MFDs (and alongside a third for radar). This is a comprehensive info-centre feeding you as much data as you like.
I like the fixed ‘ball mouse’ for scrolling through the Simrad menus.
Complementing the MFDs are twin screens for the Scanias, as well as Autopilot, Auto Anchor, bow thruster joystick, CZone and a control panel for the Humphree interceptor trim tabs. The open vistas are wonderful underway (a real sense of freedom), but a second, aft-facing helm station (at the back of the pilothouse) simplifies docking or backing up when arguing with a feisty marlin.
The helm station’s ‘false floor’ is a smart design feature. Standing at the helm for extended periods can be tiring. Equally, perched on the two-seater with dangling legs can become uncomfortable. The solution is a slide-out false floor – at the perfect height for your feet. Simple and discreet.
In fact, Upfold’s ‘discreet’ mantra is pervasive throughout the vessel – resulting in flowing, clean lines. Consider the BBQ that lives in a dedicated pull-out recess in the cockpit – immediately available when you need it, but out of the way when fishing, swimming or chilling.
Or the fishing kit. Rather than piled into some generic, corner locker, Te Whara V’s rods (quite an arsenal) are stowed in a purpose-designed space under a cockpit bench seat. Neat and instantly available when you chance upon diving birds.
And if you’re successful in hooking something large, you’ll love the sliding doors that separate the cockpit from the boarding platform. Hidden in the transom, they leave a wide, welcoming gap for coaxing the catch aboard. For short trips, you could also bring the tender aboard through this gap.
Another clever feature is a cockpit spigot that’s part of
a plumbing system for flushing the engines’ heat exchanger loops with fresh water. The owner simply connects a hose to the cockpit fitting after a day’s boating and runs the engines for
a few minutes. Leaving freshwater in the circuits while the boat lies idle suppresses galvanic activity.
Comfortable, extended cruising needs reliable power, and a comprehensive electrical infrastructure keeps Te Whara V’s systems alive. Key players are a 9kVA generator and an inverter for running the 240-volt AC appliances – and the air-conditioning.
Day-to-day power is supplied by a large bank of lithium-ion batteries – they receive a helping hand from an extensive array of solar panels atop the pilothouse roof. All ensuring hassle-free holidays with a healthy measure of independence.
Accommodation
Understated elegance and comfort are the interior’s overwhelming impressions. It’s ‘traditionally nautical’ – and as you might expect with LSB – features superbly-crafted teak tables/lockers/floors/joinery offset by white surfaces/ceilings and thick off-white carpeting. All are accented by tonnes of natural light.
There are three cabins – a master with an island double bed up front and its ensuite. A double bunk cabin (just aft to starboard) shares this ensuite through a separate door. The third cabin – also with an island bed and ensuite – is much further aft, to port.
This arrangement underscores the owner’s commitment to family cruising. I’m told he and his wife will use the aft cabin – the forepeak and double bunk cabin will serve as a playpen/den. Probably a smart strategy for preserving everyone’s mental equilibrium.
With the saloon’s raised floor (accommodating those engines) the views through the large windows are infinite. It’s a multi-purpose space. An L-shaped settee serves the dining table (starboard), while opposite are two standalone lounge chairs. This configuration offers flexible seating for different group dynamics.
The lounge chairs also service the ‘office’ built into the port side cabinetry. It’s equipped with a dedicated locker for a laptop and printer. Significantly, this work area is right next to a well-stocked wine locker – perfectly positioned for when life’s balance sheet becomes too complicated.
Immediately aft of the saloon, down three steps, is a starboard, U-shaped galley. Spacious with expansive surfaces, it’s well-equipped and features 240-volt AC domestic appliances such as a coffee maker (in a custom-built locker) and a microwave.
A washing machine lives in the engine room. Scores of lockers (including a large pantry) will swallow the necessary supplies for extended cruising.
Aft of the galley is a cosy dinette – another teak table serviced by a L-shaped settee and two, swing-out pedestal stools. I suspect this will become the epicentre for family meals, given its proximity to the galley and cockpit. Also, an excellent spot for enjoying a dawn cuppa while watching lures.
The dinette’s ‘integration’ with the cockpit is enhanced by a rear door which disappears into the bulkhead and, adjoining it, a large drop-down window that slips silently (electric) into another recess.
A clever piece of design/engineering that transforms the area in seconds.
Glass insets built into the sides of the cockpit (just aft of the dinette bulkhead, under the flybridge overhang) help to keep spray/wind at bay, making for a drier cockpit. A simple, clever way to boost the cruising experience.
A large inflatable dinghy lives on the foredeck – launched and a retrieved with its davit alongside. Just aft of the dinghy a few steps lead up to another deck. It’s designed for paddleboards and/or kayaks but will be
a perfect sunbathing spot when these (and the children) are in the water.
While the boat’s equipped with air-conditioning, it also benefits from natural air (particularly under way) flowing through ‘inlets’ built in the sides of the dinghy deck. Hidden under the coaming, they’re a bit like a conventional dorade vent but don’t detract from the lines. Another Upfold aesthetic tweak.
Similarly, discreet vents built into the forward superstructure (just below the flybridge windows) operate like a ‘venturi’ and help to extract stale air from the pilothouse.
The owner’s grandfather initiated the Te Whara tradition – naming the first boat, it seems, after the prominent geographical feature of the same name on the Northland coast (Captain Cook named it Bream Head in 1796). Given her cruising capabilities,
I know Te Whara V will regularly pass under the landmark’s shadow, steaming serenely to happy, family adventures.
Words by Lawrence Schaffler
Photography by Bryce Taylor
