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| Length |
68'6.5" |
20.89 meters |
| Beam |
21'6.5” |
6.57 meters |
| Draft |
5'3” |
1.6 meters |
| Freshwater Capacity |
400 gallons |
1,514 liters |
| Fuel Capacity |
2,100 gallons |
7,947 liters |
| Weight Displacement |
140,000 lbs |
63,503 kilos |
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| Twin CAT C-32 Diesel Engines |
1550 BHP |
| Twin CAT C-32 Diesel Engines |
1650 BHP |
| Twin CAT C-32 ACERT Diesel Engines |
1800 BHP |
| Twin MTU 12V-2000 CR D-Engines |
1800 BHP |
| Twin MTU 16V-2000 Diesel Engines |
2000 BHP |
| Twin MTU 16V-2000 CR Diesel Engines |
2400 BHP |
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Running gear advancements. The 68 Convertible will debut several new patent-pending innovations. A new cylindrical keyway and key eliminates stress risers, leading to a significantly longer life for your shafts. New cross-cut bearings use crisscrossing grooves to disperse water and ensure a consistent film of lubricating water, giving longer life to your bearings and less noise while trolling or cruising. Stainless-steel rudders are far stronger and lighter than comparable bronze rudders.
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Hatteras' 68 Convertible features fresh approaches to cockpit and bridge design, as well as groundbreaking technology in the engine room and ship's systems. Built on a solid fiberglass, convex hull with deep propeller tunnels, the 68 will achieve the speeds expected in today's competitive tournament circuit. And it will do so in style thanks to a 21'6'' beam, by far the largest in its class.
The 68 Convertible is a technically superior vessel. Some of its many advancements:
Convex hull shape with bow flare. The 68's hull shape features a “warped” bottom, which simply refers to a highly variable deadrise that flows from approximately 20 degrees in the midship sections to a nearly flat 2 degrees at the transom. The convexity of the bow reduces impact accelerations and contributes to an incredibly smooth head-sea ride. Double chines knock spray down and away, as does an exaggerated bow flare -- the most flare seen in any Hatteras to date. Specially designed strakes that bisect the stagnation line -- the point at which the water’s surface meets the hull bottom once on plane -- provide additional dynamic lift, increased stability and improved tracking in all sea conditions.
Deep propeller tunnels. Hatteras tunnels are significantly deeper than most, which reduces draft and allows larger propellers to be tucked in tighter to the hull. This reduces the amount of space needed between the tip of the blade and the hull bottom -- often to as little as 6 percent of the blade diameter. That tight fit into the tunnel provides uniform containment around the blades, which eliminates the slapping of water against the hull that you typically get with a flat bottom. It also helps accelerate the water through the blades, much like a bullet through the barrel of a gun.
Tunnel tabs. With the 68C, Hatteras is introducing a patent-pending trim tab design that is located within the propeller tunnel. The new tunnel trim-tab system utilizes the thrust energy of the tunnel for increased trim control. In a basic sense, it’s the marine version of a thrust nozzle. These tabs achieve the same trim adjustment with only 30 percent of the tab area.
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