Forty-Four Years of the Right Formula — Part 2

Unexpected structural issues and hull strengthening provided some unexpected challenges

In our previous issue, the origins of the classic Formula 233 design were explained and how one prime example of the breed has been enjoyed by three generations of the Toohey family ever since they bought it in 1976, after it had been built by Haines Hunter in 1968.

Although considerations had been given by the Tooheys to replacing the 233 when some wear from constant use was having an effect, they decided to carry out a major restoration despite the challenges of COVID-19. As the first part of our report reached what was thought to be near completion of all the shipwright work by Carl Hanley and his team at Cosine Marine, a new challenge came to light.

Project leader Michael Toohey recalls: “In a way this was the best and worst thing that happened during the project. What we discovered was that there was rot below the floor. It hadn't been obvious previously, but it certainly would have become obvious within a few years. As we dug deeper, we found that the rot was quite extensive and it continued into the forward cabin and areas where the boat has floatation tanks. We discovered that those floatation tanks were holding some water — not a good sign!”

He explains: “So, in the end, what we decided to do was to rip up all the subfloor and start again. In a way this was a good thing because we were able to effectively start with a blank canvas and put in some enhancements below the floor which, whilst not seen, were certainly very valuable. One of the things we did was to slightly increase the engine bay by approximately 20 millimetres in all directions. That allowed for a much easier ability to service the six-cylinder engines where there had previously been no space to move. We also ran sub-floor conduits that allowed power cables and various control cables to be run up to the helm out of the way and in a much safer way than previously.”

Michael notes: “Another enhancement came by way of reinforcing the sides of the boat. One of the things that we had come to realise was that our boat was really ideal for dry storage. It's 23 feet long and weighs about 2.5 tonnes which makes it a difficult boat to tow unless you've got a substantial vehicle. We also didn’t like the idea of going back to keeping it on a mooring as we had done many years ago. So dry storage is the best solution. One of the setbacks of dry storage is that the forklift lifting the boat, and the consequent potential flexing of the hull, ultimately leads to degradation of the hull’s integrity. By rebuilding the sub-floor and strengthening it, we were in fact making a boat that was ready to be dry-stacked for the rest of its life.”

In addition to the other structural changes under the floor, an extra 6 millimetres or so in three layers of fibreglass was laid all the way across from one side to the other. The Tooheys found that all this strengthening continued to give their boat a very positive and solid feel — something for which the integrity of the original Wynne/Walters/Aronow design had always been famous.

With the shipwright and engineering tasks well under control, the upholstery was updated and, fortunately, the artisans who had so expertly done that last time in the 2001 restoration project were available to do it all again, and to do it just as beautifully.

Michael adds: “When it came to everything else, we drew on our own experience and the knowledge we had from owning the boat for over four decades. Each time the Formula 233 was rebuilt, we not only replaced and made good things that already existed but we looked at every single opportunity there was to make things better. Over time the Formula had constantly improved in our eyes with enhancements that made it a better boat for our purposes.”

He continues: “In this particular rebuild we upgraded the electronics to Simrad and brought forward the GPS/fish-finding technology to a 2020 solution. The new electronics incorporated an autopilot and an audio system which these days is a Fusion ‘black box’ with the Simrad display showing all the information and providing Bluetooth connections to our phones. All these new things were good, but we also wanted to incorporate traditional analogue gauges that are not only befitting of the classic appeal of the boat itself, but in our opinion are better than the electronic solution for engine management. So what we ended up with was a hybrid solution of a ‘glass cockpit’ with ‘gas gauges’.”

What was new were a lot of NMEA 2000 devices including the NSS Evo3 16-inch Simrad display, the AP44 autopilot, the Precision 9 flux compass and the Fusion sound system. All these ‘black box’ devices needed to be put somewhere and again the sub-floor rebuild created an opportunity to do that. They are now located inside the cabin with access through a hatch that goes into an area dedicated to electronics. This additional space was needed for all the extra items that had been installed as the helm cabinet remained full of existing cables, wiring and other ancillaries.

After all the shipwright work was complete, it was time to re-install the engines and electrics to bring the boat to life. To do that, the skills and advice of Ian Hume from Hume Marine were greatly appreciated. The rebuilt six-cylinder engines with all the accessories from the four-cylinder re-power kits were put back into the boat. Then was added all the new running gear with the Alpha 1 Gen 2 sterndrives along with all the pumps and bits and pieces that go with them.

Michael comments: “We reused much of the electrical cable for the lights and so on because, when we did it 20 years ago, we had used quality Bambach cables. These were tinned, multi-strand and of a higher gauge than what would usually be installed. The result was that in 20 years we did not have one single electrical problem - not bad for a boat in a saltwater environment.”

With everything back in the boat, it was returned to Sydney Harbour Boat Storage where the “fantastic people” there gently lifted the Formula off the transport trailer and put it on a work cradle. Work proceeded to ensure that everything functioned correctly and that the integration of the six-cylinder engines with the four-cylinder kits was complete. The straight-six engines, being older technology with aspects such as points in the distributors, meant that not everybody had the skills to be able to work on them.

However, Ian Hume and his team plus a boat electrician and the Toohey crew themselves managed to diagnose and resolve a few teething issues. One of those proved tricky to solve regarding the fuel supply. When fitting the four-cylinder fuel pumps to the six-cylinder engines, a spacer should have been fitted under the pump mountings. The spacer reduces the higher pressure of the later-tech pumps to suit the old-tech carbies on the straight-six engines. Without the spacers, which were inadvertently overlooked, the too-high fuel pressure meant that the carburettors would flood at idle. It was only after getting input from the carburettor rebuild company, Hume Marine and others that the problem was diagnosed and corrected.

Michael reports: “It's amazing how Google and the internet helped in that regard. We installed the spacers and the problem was resolved. Final adjustments were made and off we went for 10 hours of engine running-in and sea trials. It’s very pleasing to say that, from then on, everything went very well. The boat had its 10 hours service, the fluids changed, the running-in completed and we met our target which was a serviceable boat for the first day of spring.”

He summarises: “Initially, we tried to do the project within two months. That proved to be extremely ambitious as there was a lot of work that needed to be done. Then we found out as we went along that even more had to be done — some would say this is always the case with these types of projects! In any event we managed to totally rebuild the Formula 233 to a brand new boat in 100 days. Our target was to have it all done ready for the first day of spring. On the 1 of September 2020, we were out on the harbour with our newly rebuilt, refurbished and almost completely new Formula 233.”

Michael adds: “To us, the Formula 233 is a family member. We've had her for 44 years and it is just our boat that we go out on to enjoy regularly. To many others, the Formula 233 is becoming a rare boat and a good specimen of one is hard to come by. It is not uncommon to have strangers come up to us at a wharf, or even come over in other boats, and look in wonder at how superbly our Formula 233 looks and goes. Over the years we've met many people who have much larger boats who talk about the time they owned a Formula 233 and how much they enjoyed owning that boat and how much they miss it.

“While it is nice to go to boat shows and to look at new boats, there are occasionally rare gems of boats that have been around for a long time like the Formula 233. We discovered on Facebook a very passionate worldwide forum for the boat. People are rebuilding these boats globally, and there are willing participants to help out with information and more that will make a rebuild of the Formula 233 an easier thing to do. For example, we reached out when we wanted to get logos and graphics so that we could get the signwriter to put the new livery on the boat. There were plenty of willing participants here and abroad.”

Michael concludes: “If you can find a gem of a hull of a boat like the Formula 233 in Trade-a-Boat we highly recommend you consider doing a rebuild. You can design it the way you want it and you end up with a boat that performs the way it was designed, yet combined with the latest technology. That is something difficult to do with a car, but you can certainly achieve with a boat!” 

JIM WYNNE AND 'THE GREAT STERNDRIVE CONSPIRACY'

Jim Wynne was already famous in powerboat circles during the 1950s and ‘60s. Amongst many race wins and hull design achievements, he co-drove a small outboard-powered cruiser across the Atlantic from Copenhagen to New York in 11 days during 1958. More or less at the same time, he was credited with inventing the modern sterndrive and patents were later issued in his name.

However, the sterndrive was actually invented by Charlie Strang who worked for Carl Kiekhaefer, the notoriously tough owner of Mercury Marine (a great read is ‘Iron Fist’ by Jeffrey Rodengen which details the history of Kiekhaefer and Mercury and includes details of the ‘conspiracy’). When Strang suggested Mercury add sterndrives to its potent range of outboards, Kiekhaefer dismissed the concept as ridiculous.

But Strang was passionate about his invention, and convinced Wynne to present it as his idea. That was a non-runner at first as Wynne also worked for Kiekhaefer. But 90 days after Wynne resigned from Mercury in the spring of 1958, he ‘invented’ the sterndrive by piecing together a protype in his garage. He used a Volvo 80hp motor for power, and that led to Volvo becoming involved.

Wynne wanted Strang to be a part of everything, but Strang was busy at Mercury in a time of rapid expansion and success, so he told Wynne to proceed alone. Wynne convinced Volvo to proceed into volume manufacture and from that was born the first commercial sterndrive under the Volvo banner. Wynne raced the Volvo ‘drive with considerable success, often beating Mercury outboard-powered boats in the process. He was paid royalties on every Volvo sterndrive sold and Strang received nothing.

Later of course, Mercury released its own MerCruiser sterndrives and, by the end of 1961, had begun to dominate the sterndrive market, partly through using more powerful engines.

SPECS AND PERFORMANCE

Length 7.1m (23ft 3in)

Beam 2.4m (8ft)

Weight (approx): 2.5 tonnes

Power Twin MerCruiser straight-six petrol engines 123+kW (165+hp) each

Drives MerCruiser Alpha 1 Gen2, 1.62 ratio

Propellers Solas stainless 4-blade 13¾in diam by 21in pitch

Fuel 206L

Cruise 3,000rpm — 28kt

Top Speed 3,700rpm — 35kt