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The Making of a Wakeboard Boat Photo Gallery

Moomba Outback stringer system

The stringer system is what gives the hull its strength. It is a composite fiberglass system that is chemically bonded to the hull with a PolyCore resin-based bonding adhesive, creating a solid one-piece structure. The picture shows the stringer system of a Moomba Outback about to be dropped into the hull.

Notice the indention in the center of the stringer system. This is where the in-floor cooler is located in the Outback. Also, notice the tunnels that run along the sides of the stringer system. These are the air induction tunnels that flow fresh air from the air intakes, located on the deck in front of the windshield, into the engine

Supra Launch SSV stringer system

compartment. The dirty air is then forced out of the rear exit vents located on the rear of the boat on top of the deck.

In this picture of the stringer system of the Supra Launch SSV, you'll see a large area in the center of the stringer. This is the "basement" area found in the bow of the SSV under the playpen area.

Once the stringers are installed, floatation foam is injected under the floors and stringers. This is done every 12 to 18 inches. This allows the boat to continue to float in case the boat is somehow filled with water. It also adds strength to fiberglass floors and stringers and helps

Stringer System being installed

with sound dampening. This is a procedure that is not required by the Coast Guard on any vessel over 20-foot, but SC does it anyway on all models.

There are many other key areas that SC addresses during the lamination process. They mold in all bulkheads to increase strength in the walk-through areas while also using them to feed the air induction tunnels. They use PVC piping that is laminated to the backside of the deck to keep wiring out of wet areas near the floor.

Gelcoat spray booth ventilation system

Once the lamination process is complete, the hull and the deck are pulled from their molds and are then rolled into a grinding booth to remove the rough edges and cut the appropriate areas. Both the Gelcoat Spray Booth and the Grinding Booth are located in open-air rooms that are ventilated with state-of-the-art air systems. Clean air is blown down into the room through a circular vent. A large exit vent is located at the back of the room, which removes the contaminated air.

Bottom half of a boat on the rigging line

After the grinding booth, the deck and the hull (still in two pieces) are sent down the rigging lines. The deck and the hull of a Supra go side-by-side down the Supra rigging line, while the deck and the hull of a Moomba do the same down their own rigging line. Although the processes are similar, some of the parts are different. There are many standard features on a Supra, while everything is optional on a Moomba. This is where the Supra and Moomba lines begin to separate.

Top half of a boat on the rigging line

The underwater gear, engine, wiring, ballast system, and Syntec carpet are all installed while the boat is still in two pieces. This makes it much easier to mount and secure various parts in their proper positions rather than having to work in tight places when the boat is one single piece. Also, by installing carpet during this stage, SC can run carpet from wall to wall instead of just carpeting the floor. By looking at the pictures, you'll see how much easier it would be to install upholstery or run wiring at this stage than it would be if the deck were mounted to the hull.

Example of a jig

All holes are drilled by using a jig template to ensure consistency from boat to boat. This is a better fit for upholstery and handrails and is also a better fit for replacement parts. Aluminum backing plates are used behind lifting rings, swim platforms, tow eyes and tower feet. This spreads the force and pressure over a wider area when stress is applied, which helps prevent stress cracking and ensures that bolts will not pull through.

Super reinforced direct drive pylon bracket

All hardware on the tracking fins, struts, steering arms, pylon brackets and rudder boxes are all through-bolted. This allows them to be more impact resistant than traditional screws into fiberglass. All screws, nuts, bolts, washers and staples are all made of stainless steel. Obviously, this is longer lasting for the life of a boat since the boat is surrounded by almost constant moisture. There are recessed shaft log and water pickups on the hull to give the boat better water flow and less drag.

The actual floorboards of the Supra and Moomba boats are made of boxed aluminum to guarantee no rotting and no warping, a major problem many older boats have had. They also protect the plastic gas tank that lies under the floorboards. SC uses roto-cast (a form of plastic) tanks to eliminate any chance of corrosion or rust.

Deck about to be set into a hull

Once the hull and the deck are finished with their separate rigging, it is time for them to be joined together. "Shoe box assembly" is the method that SC uses to mount the deck to the hull. This means the deck fits over the hull like the lid of a shoebox. The result is that the fiberglass is double thick at the deck and hull joint where the rub rail will run. The deck is attached to the hull by running a stainless steel screw every 3 inches through the rub rail, through the fiberglass and into a strip of HDPE that is located behind the hull to make sure that the screws will not back out. This process also allows the deck to be removed in the future in case a major repair is ever needed.

HDPE behind the lip of the hull where the stainless screws will bite

The upholstery is another interesting feature of SC. Although the upholstery looks different between a Supra and a Moomba, they are very similar. In fact, they are the same. Both Supra and Moomba use a 34 oz. vinyl. It has an 18-mil SRT (stain resistant topcoat) and is laminated at the surfaces. This topcoat is the thickest wear layer used in the industry. On the Moomba line, the vinyl is double stitched and laminated on all horizontal surfaces. This makes it easier to install and keeps the cost down. On the Supra line, all vinyl surfaces, both horizontal and vertical, are laminated, which allows the upholstery department to add curves, extra detail and more design to the interior. The stitching is also done in a French seam, which means it is triple stitched.

Supra is then finished out with stainless steel grab handles, while Moomba uses less expensive automotive handrails. All upholstery uses HDPE backing to eliminate the chance of rot. The driver's seat in both lines is made of roto-cast seat bases for durability with a riser (built in booster seat) found in every boat as a standard feature.

Once the boat is lake ready, it goes through a 10-point "high risk" test to check all electrical, fuel and steering systems before the boat is actually dropped in a lake. A second 35-point tank test is performed to make sure there is proper operation of the engine, gauges, drive train and other systems.

After the test is complete in the tank, the boat is then ready to go to the lake for a 30-point lake test. This test gives SC a chance to see the fiberglass in natural light (a lot of blemishes cannot be seen under florescent lighting). Once the boat is dropped in the lake, numerous tests are done. SC must check the overall running attitude of the boat, check for any vibrations, check to see if the boat pulls hard one way or another and double check all electrical, fuel and accessory systems, such as ballast systems, heaters, showers and Perfect Pass. They also make sure the boat is watertight.

Ready for a trailer

When the boat comes back from the lake, it enters the "final finish." The boat rolls through this line for one last check up. All blemishes will be addressed, all systems will be repaired if there were any problems during the tests and all decals will be installed along with a final coat of wax. Then, there are a series of signoffs that must take place before the boat leaves the factory.

Obviously, there is an installer signoff to make sure that the particular boat in question received all of the features that were ordered on it. Then there is a Final Finish signoff stating that the boat did go through and graduate from Final Finish. Next are a Quality Control signoff and, finally, a second Quality Control signoff by one of the SC managers to assure the purchasing dealer that the boat is ready to go.

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