new boat buyer's guide 2014

New Boats

EXCLUSIVE FIRST TESTS FROMBELIZE, CAROLINA CLASSIC, FAIRLINE,

JUPITER, LAZZARA, RIVIERA, AND MORE

New Boat Know How

Sea Trial Your Next Boat

Like a Pro

New ElectronicsNeed to Know:

64Buyer’s Guide 2014

Display Until April 8, 2014

Compiled by the Editors of: PassageMaker, Power & Motoryacht, Soundings, and Yachts International

TALARIA 29R HINCKLEY T34

TALARIA 44 MY

PICNIC BOAT MK III

TALARIA 44 FB TALARIA 48 MY

WWW.HINCKLEYYACHTS.COM

TALARIA 38R TALARIA 40

TALARIA 48 FB TALARIA 55 MY TALARIA 55 FB

TALARIA 43

Chris-Craft Catalina 29 Sun TenderEverglades 255 CCIntrepid 375 Center ConsoleRegulator 25Sportsman Heritage 231Venture 39 Tournament Edition

Back Cove 37 DowneasterBruckmann 40Hinckley T34Hunt 52Palm Beach 55 ExpressZimmerman 38

Azimut 55SBelize 54Cutwater 30Fairline Targa 62Princess V48Riviera 565 SUVSunseeker 80Tiara 50 CoupeWider 42

12 Boat Shoppin’ Capt. Bill Pike recalls the trials and tribulations of buying a boat. 14 Knowledge Is King How the pros test boats.16 A look at the latest new electronics. 26 Must-have gear, engines, and equipment.

Albermarle 360Bertram 54Carolina Classic 25Garlington 49Jupiter 41Viking 52

ContentsNew Boat Buyer’s Guide 2014

4 2014 NEW BOATS BUYER’S GUIDE 2014 NEW BOATS BUYER’S GUIDE

MotoryachtsAbsolute 55Astondoa 72Carver 34Cheoy Lee Bravo 88Ferretti 960Fountaine Pajot Cumberland 47 LCHargrave 76Horizon PC 58 Lazzara LMY 64MarineMax 484Maritimo M50Mochi Craft Dolphin 54 FlybridgeMonte Carlo 70Monte Fino 85NISI 1700 XpressoOcean Alexander 120Outer Reef 720 Deluxe BridgePearl 75Prestige 550 FlySessa 54

32

Ferretti 960

Aspen C100Beneteau Swift Trawler 50Bering B18Coast Craft 54Garcia 54 TrawlerGrand Banks 43 Heritage EUGreenline 33 HybridKady Krogen 44 AEMagellano 43

76 Down East

102 Center Consoles

114 Passagemakers

132 On The BoardsPrestige 720Hinckley Talaria 43San Juan 32R RibFairline Targa 75 Grand TurismoFleming 58Huckins 45Intrepid 475 CC PanaceaChris-Craft Launch 36

64 Sportfishing

78 Express Cruisers

LESS WEIGHT. GREATER PERFORMANCE.

PREMIUM POWER HAS JUST BEEN REDEFINED.

Volvo Penta is setting the standard with the new V8-430. Offering more power and 20% greater fuel-effi ciency. All while reducing engine weight and maintaining our legendary quiet ride. Learn more at volvopenta.com/us

Digital Extras SCAN THESE QR CODES TO WATCH VIDEOS OF SOME SELECT BOATS. AND STAY IN THE KNOW: SIGN UP FOR RHUMBLINE, OUR FACT-PACKED E-NEWSLETTER, OR VISIT WWW.PMYMAG.COM.

Video: Intrepid 375

Video: MCY 70

Video: Monte Fino Echo

Video: Ocean Alexander 72

Video: Pirelli PZero 1400

Stay In the Know

Learn about what makes this speedy new center console tick—straight from the guys that know at Intrepid Powerboats.

Watch in wonder as the MCY 70 waltzes across the water. Come along as Monte Carlo Yachts shares a design you have to see.

The Echo 85 from Monte Fino Yachts is an expedition-style cruiser that combines a slippery hull and efficient Cummins diesels.

Take a ride on the Ocean Alexander 72, and see what a smart layout can bring to your next cruise in this capable yacht.

Ready to roll? This extreme RIB design offers a striking profile, open deck layout, spirited performance, and a cozy forward cabin.

Sign up for Rhumbline, our e-newsletter, and get updates and information on the latest launches sent straight to your inbox.

CHAIRMAN & CEO EFREM ZIMBALIST III

PRESIDENT & COO ANDREW W. CLURMANSENIOR VP & CFO BRIAN J. SELLSTROM

SENIOR VP, OPERATIONS PATRICIA B. FOXVP, CONTROLLER JOSEPH COHEN

VP, RESEARCH KRISTY KAUSDIRECTOR OF RETAIL SALES SUSAN ROSE

CREATIVE DIRECTOR ERIN KENNEY

EXECUTIVE EDITOR CAPT. BILL PIKE

MANAGING EDITOR CHRISTOPHER WHITE

SENIOR EDITOR KEVIN KOENIG

EDITOR-IN-CHIEF, POWER & MOTORYACHTJASON Y. WOOD

EDITOR-IN-CHIEF, SOUNDINGS BILL SISSON

EDITOR-IN-CHIEF, PASSAGEMAKER PETER SWANSON

EDITOR-IN-CHIEF, YACHTS INTERNATIONAL KENNY WOOTON

VP, GROUP EDITORIAL DIRECTORGEORGE SASS JR.

VP, GROUP MARKETING DIRECTOR JENNIFER JONES

VP, DIGITAL CHRIS KELLY

ASSOCIATE PUBLISHER JO-AYNNE VON BORN

TEL: 954-761-7073DIGITAL DIRECTOR

IAN BOWENIT MANAGER

ELAINE CIRILLOIT SUPPORT

COLLIN DEHNERTPRODUCTION MANAGER

SUNITA PATELPRODUCTION COORDINATORS LAUREN EGAN, BRIANA SMITH,

JASON LALIBERTE, JENNIFER MAURITZ BUSINESS OFFICE MANAGER

KATHY MOISAGROUP CIRCULATION DIRECTOR

STEPHANIE FLANAGANGROUP CIRCULATION MANAGER

CLAIRE F. BRAYFIELDCIRCULATION MARKETING MANAGER

MATTHEW BOYLES

HEADQUARTERS: 10 Bokum Road, Essex, CT 06426. Tel: 860-767-3200

Published annually by Cruz Bay Publishing, an Active Interest Media company, 10 Bokum Road, Essex, CT 06426. Printed in the U.S.A. TEL: 860-767-3200.

All information, specifications, and company name and addresses in the New Boat Buyer’s Guide 2014 are believed to be correct but may be subject to change without notice. While every attempt has been made to guarantee the accuracy of this information, the publisher accepts no responsibility for errors or omissions.

GROUP PUBLISHER, GENERAL MANAGER GARY DE SANCTIS

(310) 637-3400 | within U.S.: (800) 354-2000 www.searecovery.com

Produces up to 75 gal/hrAQUA MATIC

Maintain a great surface shine just by using Sea Recovery water for your wash downs. Best of all, with unlimited fresh water you get unlimited freedom on water.

2014 NEW BOAT BUYER’S GUIDE

Fleming Yachts . 1760 Monrovia Avenue . Suite A18 . Costa Mesa . CA . 92627 . USA . Tel: +1 949 645 1024

t is choice, not chance, that determines your destiny.

The Fleming 55 – Cruising the Queensland Coast, Australia

(Jean Nidetch)

The ultimate cruising yacht.

Every new Fleming Yacht now comes with an Apple iPad “eFIT” (Fleming InformationTablet) preloaded with an owner’s manual, schematics, parts lists, Navionics charts, the latest VENTURER magazine and more.

CATEGORY A

Models available: F55 · F58 · F65 · F78

00 2014 NEW BOAT BUYER’S GUIDE 2014 NEW BOAT BUYER’S GUIDE

Product by BrandAbsolute 55 — p.34Albermarle 360 — p.66Aspen C100 — p.116Astondoa 72 — p.36Azimut 55S — p.90Back Cove 37 Downeaster — p.78Belize 54 — p.92Beneteau Swift Trawler 50 — p.118Bering B18 — p.120Bertram 54 — p.68Bruckmann 40 — p.80Carolina Classic 25 — p.70Carver 34 — p.38Cheoy Lee Bravo 88 — p.40 Chris-Craft Catalina 29 Sun Tender — p.104Coast Craft 54 — p.122Cutwater 30 — p.93Everglades 255 CC — p.106Fairline Targa 62 — p.94Ferretti 960 — p.41Fontaine Pajot 47 — p. 42Garcia 54 Trawler — p.123Garlington 49 — p.71Grand Banks 43 Heritage EU — p.124Greenline 33 Hybrid — p.126Hargrave 76 — p.43Hinckley T34 — p.82Horizon PC 58 — p.44Hunt 52 — p.83

Intrepid 375 Center Console — p.108Jupiter 41 — p.72Kady Krogen 44 AE — p.128Lazzara 64 — p.46Magellano 43 — p.130MarineMax 484 — p.48Maritimo M50 — p.49Mochi Craft Dolphin 54 Flybridge — p.50Monte Carlo 70 — p.52Monte Fino 85 — p.54NISI 1700 Xpresso — p.56Ocean Alexander 120 — p.58Outer Reef 720 Deluxe Bridge — p.59Palm Beach 55 Express — p.84Pearl 75 — p.60Prestige 550 Fly — p.61 Princess V48 — p.95Regulator 25 — p.110Riviera 565 SUV — p.96Sessa 54 — p. 62Sportsman Heritage 231 — p.112Sunseeker 80 — p.98Tiara 50 Coupe — p.99Venture 39 Tournament Edition — p.113Viking 52 — p.74Wider 42 — p.100Zimmerman 38 — p.86

THE EQUIPMENTAIRSEP Diesl Engine Retrofit Kit — p.30Caterpillar C8.7 — p.30Dolfinite Bedding Compound — p.28Dry Case Waterproof Backpack — p.26FLIR MD-324 Thermal-Imaging Camera — p.18Furuno Dff1-UHD CHIRP Fishfinder — p.16Fusion Stereo Updates — p.22Garmin GPSMAP 8000 Series — p.20GOST NT-Evolution 2.0 Marine Security System — p.25ICOM IC-M73 Plus Handheld — p.16Intellian s80HD WorldView — p.22Interlux Marine Film — p.27KVH Tracphone V3-IP — p.24LifeProof iPhone Case — p.28Maretron DSM150 — p.17Mercury Stern Drives and Outboards — p.26Navico GoFree WiFi-1 Module — p.17Navionics SonarCharts — p.20Orpine Wash & Wax — p.28Perko Duplex 1.5-inch Water Strainer — p.30Pettit Hydrocoat SR Bottom Paint — p.27Raymarine gS Series Glass-Bridge Helm System — p.18Sea Recovery Aqua Whisper Mini 750 Watermaker — p.26Shakespeare 2060 Maine TV Antenna — p.30Vol-Test XL Solenoid Voltage Tester — p.28Volvo Penta Stern Drive and IPS Developments — p.27Webasto BlueCool Air Conditioner — p.27

THE BOATS

COMFORTwhen your boat is like home

(310) 631-6300 | within U.S.: (800) 366-4476 Find a dealer: www.hrosystems.com

The new Seafari Quest produces up to 25 gal. of fresh water per hour, giving you more freedom to enjoy your cruising getaway.

• Less weight to haul. Water can be produced on location.

• Obtain faster speeds with less fuel costs.

• Fresh water turns your boat into a home. Take showers, make drinks, and wash down with the best quality water.

Call or visit our website to find out what advantages you get with HRO watermakers.

fairline.com

Fairline’s new technology.Out in the OPEN

A result of Fairline’s new industry-leading production systems, this stunning Sports Cruiser is 25% lighter than other comparable boats

Lighter means even better handling and enviable sea keeping abilities, for this is one of the most exciting and technically advanced Fairlines built to date

For further information, contact your Fairline dealership, or visit fairline.com

COMPASS ROSE


So, you’re in the market for a new boat. After all, why else would you be reading the 2014 New Boat Buyer’s Guide put together by the

editors of Power & Motoryacht, PassageMaker, Soundings, and Yachts International? But hey! I don’t mean to suggest here that your present pride-n-joy isn’t filling the bill—undoubtedly she’s truly a ride for all seasons. But, if you’re anything like most of the rest of us crazies, although you’re ab-solutely, deeply, mystically, and wholeheartedly in love with that express cruiser, trawler, motoryacht, Down Easter, convertible, center console, or what-ever else you may (or may not) presently own, you never know! There may be a lil’ somethin’ in the following pages you simply can’t do without.

Oh sure, the process of buying a new boat—and it is most certainly a process in most cases—often re-quires a little time and effort but, on the other hand, it’s absolutely loaded with delights, no matter what sort of boat you’re in the market for. To this very day, I still enjoy a great wash of nostalgia every time I think back to the moment I provisionally decided to buy a brand new, all-fiberglass (except for cosmet-ics), 23-foot Down Easter some 20 years ago.

The idea, as I remember, came to me while perus-ing a publication very much like this one and then, after I’d exclaimed to myself, Hey, why not? You only live once, it simply grew and kept on growing. Of course, the whole extravaganza turned upon a mo-ment of total commitment, when I declared, Yes indeedy world, I am gonna buy another boat!

And then came the excitement and exhilara-tion of researching, reading, dreaming, calculat-ing, and recalculating, while I zeroed in on exactly what brand of boat I wanted, and exactly what model would best meet my rather specific needs. For although buyer’s guides like this one are great for starting the boat-buying process, they must inevitably give way to more in-depth sources of information like specification sheets, layout draw-ings, option lists, and full-fledged test reports in magazines like Power & Motoryacht.

Anticipatory buildup was the next phase of that old adventure. After I’d finally settled upon the

seemingly perfect model from what, based on nu-merous phone calls and a factory tour, seemed like the perfect manufacturer, months of quiet excite-ment began. While time passed speedily on some days and slowly on others, it was always spiced up with periodic oglings of my boat on well-thumbed pages of buyer’s guides, magazines, and sales sheets. And as I went back and forth with engine guys, upholstery guys, electronics guys, and so many other guys purveying so many products and services I frankly can no longer remember them all, I steadily synchronized the options I simply had to have with my fiduciary concerns.

Then finally that special, springtime day came. I took a ferry ride across Long Island Sound to the appointed delivery spot, had breakfast at a water-side eatery nearby, and then settled in to wait on a bench outside the restaurant. Not wanting to be late, I’d arrived a couple of hours in advance. I think I remember actually twiddling my thumbs at one point, as the minutes dragged on.

Eventually, the builder, with his dad for com-pany, brought my new Down Easter to the nearby launch ramp and slid her gently into the water with me in the pilothouse, standing at the helm with the same depth of excitement I used to feel as a kid on Christmas mornings. After I’d picked up the duo from a nearby finger pier, we did a short sea trial together, during which they seemed about as happy with my boat as I was, and then it was back to the finger pier for their departure.

The end of the tale was a beginning of sorts. Off I went to enjoy a wonderfully memorable mini-cruise across the Sound to Connecticut and, over the next several years, a wonderfully memorable series of adventures ensued, ultimately taking my wife, my Down Easter, and me all the way south to the wilds of the North Florida Panhandle.

I’m not guaranteeing you’ll find anything as sig-nificant as that wonderful little boat in the following pages, but hey, like I noted earlier, you never know. And I certainly wish you the best of all possible luck. If you have any questions, please feel free to reach out to me at [email protected].

By Capt. Bill Pike

Boat Shoppin’IF THERE’S A MORE ENTERTAINING AND EXCITING THING TO DO THAN SHOPPINGFOR A NEW BOAT, I’D LIKE TO KNOW WHAT THE HECK IT IS.

Capt. Bill’s Boat Nut Meter

You know you’re a boat nut if, as a kid, you:

• (1956) Patched an old, moth-eaten canoe with roofing tar, promptly sank in a chilly river, and still came back for more.

• (1957) Built a raft from creosote-soaked tele-phone poles, sank again, but still kept on comin’.

• (1960) Converted scrap plywood and two-by-fours into a boat, slathered it with house paint, added a one-horse Sea King motor, and started cruisin’.

• (1962) Experienced a parental intervention when plans to build a sub-marine (using a 55-gallon drum and a garden hose) were unearthed.

• (1964) Remained stead-fast, even after purchas-ing a Grumman canoe with paper-route money, launching it upon strange waters, and nearly going over Rainbow Falls.

• (1965) Were given a ride in a 25-foot cabin cruiser on an Adirondack Lake and, during said ride, resolved to hang with seafaring forever, a decision that ultimately led to patrol boats in Vietnam, ore-carriers on the Great Lakes, Mississippi towboats, oil-field supply vessels, and globe-trotting oceangoing tugs, as well as a Seabird Yawl, a Bristol 28.8 sloop, a Steigercraft Chesapeake 23, and a lovable Grand Banks 32 Sedan trawler.

CUMBERLAND 47LC

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QUEENSLAND 55CUMBERLAND 47LCSUMMERLANDNEW 2014 NEW 2014

40 LC

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F L A G S H I P C L A S S

In addition to the stability and space that all our catamarans offer, it is fast and has a long range.

It is elegant, and very comfortable, in a contemporary spirit combining the woodwork and the soft furnishings…

The new CUMBERLAND 47 LC is a genuine Motor yacht designed by Fountaine Pajot.

A LOW-CONSUMPTION MOTOR YACHT*

*40% less consumption

Roughly 26 years ago, as a callow young boat tester, I was dispatched to the coast of New Jersey to wring out a brand-new, lightweight, sportfishing convertible that would reportedly do 55 knots, a sporty speed even by to-day’s standards. It was November, a week before Thanks-giving, and the gray wastes of the Atlantic were cold, as

was the wind. Trouble started shortly after we’d finished the last part of the wring-out—two top-end speed runs that had sweetly exceeded the builder’s expectations. He sat proudly at the helm on the flying bridge, throttles firewalled, ballin’ the jack back for Atlantic City. I sat next to him. A bunch of other guys were be-low, in the saloon.

“Hey,” I said, eyeballing the readout on my radar gun, a device marine magazines used to use to measure boat speed before GPS omnipresence. I’d pointed the gun at a buoy and pulled the trig-ger just for the heck of it—a lucky bit of behavior the way things turned out, “we’re only doing 44 knots!”

In the seconds that followed, our speed dropped even further. The builder looked at me. I looked at the builder. He yanked the throttles back. And we both simultaneously lunged for the ladder to the cockpit, got momentarily entangled, went down the darn thing with a will, and together threw open the engine-room hatch.

“My goodness,” the builder exclaimed. Cold seawater was so deep in the ER that the rubber belts on the front of the engines were sling-ing water against the overhead. Immediately, totally, and eternally, every notion I’d ever entertained about boat testing being a boring, unadventurous line of work disappeared. Poof! And then, as if to emphasize the point, one of the gents from the saloon began scream-ing repeatedly “Oh no, we’re all going to die!” while everybody else, with the builder back at the helm, collectively morphed into a bucket brigade in hopes of making it safely to the nearest Travelift.

THE SCIENCE OF BOAT TESTINGOf course, over the ensuing years, very few boat tests have pro-duced such highly charged entertainments. Even back in the days of yore, test boats tended to perform properly, and there were steps and procedures to the boat-testing regime that testers at

Power & Motoryacht, as well as other magazines, followed closely. And these steps and procedures gave the whole endeavor a kind of (may I presume to say) scientific quality that still prevails today.

For example, virtually all the speed measurements in the test re-ports in this publication are carefully measured twice using onboard GPS, first in one direction and then in precisely (or as precisely as possible) the opposite direction. When the two speeds are averaged mathematically the resultant is an accurate indicator of the boat’s speed at any given rpm, minus the effects of wind and current.

Fuel-flow is handled in an equally straightforward manner. In the bad old days, before electronic fuel injection, testers used por-table computers and a vast array of compression and other types of fittings and hoses to tap into the fuel lines of diesel and gas en-gines, to get accurate fuel-burn data. Today’s testers have it easier and typically record GPH data via digital panels mounted on the test boat’s dashboard. Gone are the rather demanding sports of diesel-fuel swimming, bleeding air-locked engines at midnight, and extracting cracked engine-block fittings with Easy Outs.

And finally, checking sound levels means using the same ven-erable device boat testers have used for 30 years now—a Radio Shack Digital Sound Level Meter that produces better results than most of the more sophisticated, more expensive sound me-ters on the market. At Power & Motoryacht, we typically record sound levels at the primary helm of a test boat and sometimes in other areas (like the master stateroom or the saloon, let’s say) if the situation warrants. We use the dB(A) weighting on the meter because, unlike the dB(C) or other weightings, it comes closest to the frequency response of the human ear. And we use the slow response setting because it best measures steady, or compara-tively steady, sound sources such as those that occur on a boat that’s underway at a given rpm.

IS EVERYBODY HANGIN’ ON?Boat-testing science, however, rarely precludes having a little fun, often with some edginess mixed in. Typically, once a tester’s fin-ished recording the requisite data in his notebook, a task that can prove rather challenging, let’s say, in a Douglas Skater cat at speeds

PART SCIENCE AND PART FUN—THE JOB OF TESTING BOATS AT POWER & MOTORYACHT IS ALSO JUST A TAD ADVENTUROUS. BY CAPT. BILL PIKE

Knowledge is King

in excess of 116 mph, he typically climbs behind the wheel and, after a brief perusal of his controls and instruments, initiates a test drive or wring-out, after asking a simple but deadly serious ques-tion: “Is everybody hangin’ on?”

Most wring-outs have a certain subjective flair to them, al-though there are a few standard maneuvers, like: cranking the wheel hard over (both to port and to starboard) to get an idea of the diameter of the tightest turn possible; running downsea, up-sea, and sidesea at a variety of speeds (usually including top end) to gauge seakindliness under prevailing conditions and identify problems like excessive yaw or heel, propeller blow-out, chine-walking, or bow-steering; and chopping the throttles to see how well the test boat tracks at slow speeds.

Once the open-water phase of a wring-out’s complete, I person-ally like to maneuver a test boat in close quarters, back her into her slip, or take her alongside, unless she’s a sold boat, with an individual owner’s assets on the line. The reason I do this is simple. Sure, a given test boat may perform nicely offshore, with mind-blowing speeds, efficiencies, and sound levels, but if she’s a terror to dock, she’s going to be of little value to a prospective owner. Indeed, he’ll probably abjure taking her out—because he’s afraid to bring her back in!

AND OH YEAH—THE PROBLEM WAS...And oh yeah, after that wild-and-crazy boat test down in Jersey, we made it back to the beach—just! When the big convertible coasted over a set of Travelift slings in an Atlantic City marina her engines were beginning to balk and sputter and our five-gallon bucket brigade, while still going great guns, was starting to falter.

The problem?As the convertible came free of her element it quickly became

obvious—a set of high-performance-style rudders, with stocks inside fiberglass tubes protruding up into the lazarette, had broken loose due to water pressure at wide-open speeds, tearing two giant holes in the boat’s bottom. Lightweight composite technology at the time wasn’t quite what it is today and the laminate around the tubes had simply given way.

It’s funny, but the whole affair retains a certain paradoxi-cal quality. I never wrote up a test report on the unfortunate convertible because the builder, sadly enough, went down the tubes as a result of the fracas. But over the years, I’ve wound up telling the story of the near-sinking many times, mostly I guess because it gives the uninitiated a feeling for what a pro-fessional boat tester’s job is really like. And hey, I do mean really!

Can’t beat a plain ol’ notebook for notes.

Filson bag: tape measure, Sound Meter, clip board, Mini Maglite, Leatherman

Or a nice camera!

Inclinometer

GoPro video cam brain power


THE FLOW OF COMMUNICATIONS, NAVIGATION, AND SYSTEMS DATA HAS NEVER BEEN MORE SEAMLESS. HERE’S HOW TO MAKE THE MOST OF YOUR HELM AND YOUR TIME ON THE WATER.

New Electronics

Furuno DFF1-UHD CHIRP Fishfinder$2,000 (price subject to change); www.navnet.com

The best place to learn about the DFF1-UHD is at NavNet.com, which makes sense as it joins the other three black-box fishfinders that work exclusively with NN3D and TZTouch. You’ll see that apparently Furuno is using CHIRP—“The equivalent sound energy transmitted into the water can be up to 1,000 times greater than a conven-tional fishfinder” according to Furuno—for more than just the amazing fish-arch detail seen on the TZT screen.

The DFF1-UHD also includes, and probably refines, a Furuno feature called Accu-Fish that can pur-portedly analyze individual fish sizes, as well as the Bot-tom Discrimination Display (BDS) that was once only seen in its highest-end sonar like the BBDS1 ($1,500). Accu-Fish and BDS have also come to the new FCV627 ($995) and FCV587 ($1,695) versions of the company’s standalone fishfinders, and the features are shown clearly in their product photography.

So when Bottom Discrimination is in “graphic” mode it can indicate a combination or alternation of gravel and mud bottom. I think I’d prefer the “probability” mode, which trades the graphics for a chart of detected bottom-material types. And if you don’t like goggle-eyed fish icons, I’m pretty sure you can eliminate them and have guesstimated fish lengths only or just the original sonar returns. Furuno almost invariably gives a user lots of flexibility. — Ben Ellison

ICOM IC-M73 Plus Handheld$299.99; www.icomamerica.com

Icom has released a new version of its IC-M72 pro-level handheld VHF and it includes a feature that’s re-ally caught my eye (and ear). As suggested by the audio tape and REC(ord) icons on the screen, the IC-M73 Plus model will have a 60-second recording function so you can “rewind” a call you didn’t quite understand the first time. If you only half listen to your radio, or a possibly important call is broken up, this can be very handy.

The Icom IC-M73 Plus also has a new user interface that you can see at night. The “F” stands for function, I’m told, and apparently one function is the ability to change the call recording feature from automatic to manual if, say, you don’t want something important to be overwrit-

ten by the next minute of calls that break squelch. The IC-M73 Plus also has active noise cancellation, which may be the same or even better than what I’ve found impressive on an M36. By the way, Icom recently put up an interesting video about its noise-cancelling technology (scan the QR code to see it). — Ben Ellison

Navico GoFree WiFi-1 Module$199.00 (not shown); www.navico.comAfter Raymarine and Furuno introduced multifunction displays with Wi-Fi built in and apps that could mirror and even control the MFD screen on an iPad or Android tablet—a great idea that caught on quickly—I was frankly a dite dubious when various Navico folks said that they had an even better idea. Eventually, though, we got to discuss the WiFi-1, their MFD network hot spot, and then the whole multi-tier GoFree concept. It’s a compli-cated concept largely because it’s so ambitious—for instance supporting both Navico screen control apps and multiple third party apps—but it seems to me that GoFree is now doing even more than Navico promised, and there’s virtually no limit to where it’s headed.

I saw a GoFree WiFi-1 module that had just been installed for a B&G press event in Las Palmas. I was easily able to view and control the Zeus Touch goodness with my iPad mini using the B&G/Simrad/Lowrance GoFree app and also had success streaming GoFree “NMEA 0183” data into several third party apps. Getting Gizmo’s fairly complex Simrad network to work well with a WiFi-1 took me a while (due to various updates I misunderstood at first), but it’s been solid for months now.

But let’s note first that some people want GoFree to work with their own boats’ Wi-Fi routers, no WiFi-1 involved, and though Navico made no promises, they’ve apparently satisfied that desire by publishing details about how to do it

(see the download section down the product page). I say ‘apparently’ because I haven’t tried it (and am not sure I have the IT skills required), but some Panbo readers report success.

Navico also came through with the Android version of their GoFree app. I don’t think that it makes as efficient use of the screen space as the iOS version does (please stack the controls right or left if possible), but it’s fabu-lous that I can monitor Gizmo’s tank gauges while fueling from a dock. — Ben Ellison

Senior Electronics Editor Ben Ellison shares some of his observations from his Marine Electronics Hub, Panbo.com. Scan the QR codes to learn even more about each product.

It was good to hear [fellow blogger] Kees Verruijt’s comment about how sharp the Maretron DSM150 screen looks because it packs the same 320 x 240 pixels onto its 3.5-inch screen as Maretron’s DSM250 does on its 5.7-inch screen. But what seems really significant is that the 150 is half the price of the 250 while using about 25 percent of the power and taking up much less helm or panel space. So the 150 is similar in size, power needs, and price to the Raymarine i70 or B&G’s Triton all-in-ones (or the Simrad i40 Color or Garmin’s venerable GMI-10), but “all-in-one” is a vague term. All these displays will show conventional N2K data like depth, wind, heading, etc. But Maretron’s “all-in-one” is nearly another world altogether.

Over the years Maretron has developed an amazing array of NMEA 2000 sensors and other utility hardware, many of which aren’t available elsewhere and all of which can be dis-played, alarmed, configured, and managed with a DSM150.

I count myself lucky that an engine-room check revealed a main-engine coolant leak while I was moving down the ICW in late September and thus I was fairly well prepared when the engine’s heat alarm let me know that the leak had gotten drastically worse. But it’s easy to picture a

different scenario that might have drastically messed up my cruise plan and my bank account! That’s why I’d like to install a Maretron TMP100 Temperature Monitor that could not only keep a redundant finger on the engine block but also measure exhaust and three other tempera-tures that might save me heartache from future mechanical failures. Or even make life aboard easier, as in “Has the engine heated the domestic water yet?” — Ben Ellison

Maretron DSM150$495; www.maretron.com

2014 NEW BOAT BUYER’S GUIDE 17 2014 NEW BOAT BUYER’S GUIDE

New ElectronicsFLIR launched the MD-324 as one of the company’s MD-Series of fixed-mount thermal-imaging cameras. The cameras are simple to mount and easy to integrate into existing electronics, and come at an affordable price point. — Jason Y. Wood

THE MD-324 gets its thermal-imaging power from a 320-by-240 VOx microbolometer sensor with a 24- by 18-degree field of view.

WEIGHING IN at less than 3 pounds, and measuring 6 inches in diameter and 7 inches tall, the MD-324 is an unobtrusive addition to the bow or hardtop of any boat. The camera can pan 60 degrees, and tilt 60 de-grees, angles that are fixed upon installation of the unit. The housing is rated IPX6, meaning water projected from powerful jets from any angle should have no harmful effects.

FOR REAL-WORLD APPLICATIONS, FLIR considers the MD-324 able to detect a man-size object at a distance of approxi-mately 1,500 feet and a small vessel at a range of 4,200 feet.

THE MD-324 has a three-year warranty.

FLIR MD-324 Thermal-Imaging Camera$3,499; www.flir.com

Raymarine gS Series Glass-Bridge Helm SystemStarting at $4,999.99; www.raymarine.com

Raymarine’s new glass-bridge system gives boaters a touch-screen solution that works in tandem with a remote keyboard and wireless apps for full control. Each unit uses a fast dual-core processor, plus a dedicated graphics processor for respon-sive function and networking through Raymarine’s NMEA 2000-ready SeaTalk NG cabling system. — Jason Y. Wood

gS SERIES MULTI-FUNCTION DISPLAYS come in 9-, 12-, or 15.4-inch sizes and have edge-to-edge glass surfaces for a clean, flush-mounted installation. The LCDs are engineered to eliminate blackout for users wearing polarized sunglasses, according to Raymarine.

THE LIGHTHOUSE USER INTERFACE means a gS series unit can be a powerful, simple-to-operate, standalone helm solution, or can network with other components in the gS series or with the company’s a, c, and e Series.

THE gS SERIES LINKS to a range of components, such as Raymarine’s ClearPulse CHIRP sonar, color radar, thermal-imaging and IP cameras, a Fusion entertainment system, and more.


Then again, what can’t she do? After

reeling in that 500-pounder, designing

your next Bertram should be a cinch.

bertram.com/pro-custom

[email protected]

FINALLY, SOMETHING FOR YOUR WIFE TO DO.

New ElectronicsNavionics SonarChartsFree on Platinum+ (starts at $199); apps start at $4.99; www.navionics.com

Navionics’s SonarCharts uses sonar logs from users, along with data from the hydrographic office and proprietary surveys to add detail to a layer of cartography. Building on the company’s Community Layer of user-generated content, in which users can edit and update cartography on a data layer, SonarCharts allows soundings collected from user boats to upload data to a server, where it is added to the SonarCharts layer within 24 hours. — Jason Y. Wood

BOATERS CAN LOOK at Sonar-Charts’s added depth contours on compatible GPS chartplotters, web apps, and iPhone and iPad apps.

ALL NAVIONICS USERS with a GPS chartplotter and sounder can contribute content to SonarCharts by uploading their so-nar logs through the Navionics WebStore.

SONARCHARTS is part of Navionics Freshest Data program, which provides downloadable updates to cartography with the help of airborne laser and sonar surveys, satellite imagery, Local Notices to Mariners, and user-generated content (viewable on select plotters and mobile devices).

THE GPSMAP 8000 series comes in 8-, 12-, and 15-inch multitouch displays that are up to 32 percent slimmer than earlier models of similar screen size. The units can be flush-mounted or even inset in the helm dashboard for a nicely finished glass-bridge look.

A STREAMLINED USER INTERFACE offers quick access to oft-used settings and features, including a user control bar at the bottom of the screen that gives one-touch access to waypoints, autopilot control, and the all-important home menu.

Garmin GPSMAP 8000 SeriesStarting at $4,099.99; www.garmin.com

A BUILT-IN AUTOPILOT CONTROL means the sleek glass-bridge feel is preserved, because it requires no additional control head nearby. An optional Garmin Remote Input Device ($399.99, not shown) can be mounted in a helm-chair armrest for even more convenient control.

SMARTMODE IS A NEW FEATURE that allows the user to customize preset modes for various boating ap-plications, such as offshore cruising, fishing, coastal cruising, and others. When a boater activates a mode, all networked screens instantly turn to their assigned tasks, saving the time it would take to set each display to a different job when changing from mode to mode.

Garmin has introduced the GPSMAP 8000 series, its new flagship line of multifunction displays. Up to 20 units can be networked together to offer an integrated helm solution. — Jason Y. Wood


A T O T A L L Y N E W T R A D I T I O N

The extraordinary Belize 54 awaits your inspection

www.belizemotoryachts.com.au

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0

From the very moment you see the new Belize 54 on the water you will sense that this is a truly different style of Motoryacht from Australia’s Riviera.

Belize offer a Sedan and Daybridge model in the new 54 Motoryacht design and their distinctive lines and styling respectfully echo the past yet have a real modernity.

Step on board and you will see and feel the difference immediately.

Instantly the décor design will refresh your senses and pleasantly challenge you to consider something that is unique.

The attention to detail of design and quality of finishes, the considered blend of timbers, painted

surfaces, fabrics and leathers all come together in a way you will not have seen before in a Motoryacht of this size.

Her beauty is certainly not skin deep. An inspection of the engine room and on

board systems will reveal the latest technology such as Cummins Zeus pod drive propulsion with joystick docking control, digital switching, LED lighting and the fact that every wire and every hose has been tagged for identification will tell you that attention to detail is an obsession at Belize.

Step below and you will experience a truly extraordinary accommodation plan. Full beam master stateroom with ensuite, guest stateroom

forward with two-way day head/ensuite and a further guest cabin with twin berths to starboard.

The Belize 54 is the first in a new line of Motoryachts that will be crafted in a limited and bespoke fashion.

The Belize 54 Sedan has now arrived in the United States and you can be amongst the first to step aboard.

Visit our website to discover more about the Belize story and to locate your nearest Riviera dealer.

Fusion Stereo Updates$519.99 for the Fusion MS-IP700i; www.fusionelectronics.comRecently I had a long conference call with the Fusion Marine product management team in New Zealand. I came away even more impressed with how committed the company is to integrating its entertainment products with our boats and mobile A/V sources in every way possible. But I also got a deeper understanding of what a complicat-ed mess their innovative ways have created! I’ll start with the new MS-Unidock Universal External Dock. It solves the problem Apple created by put-ting a new and entirely different Lightning connector on the iPhone 5 and current iPods—without even telling their accessory developers in advance!—but it also created a new issue for Fusion.

There was no way to fit a Lightning adapter into all the existing Fusion standalone and built-in iPhone/iPod docks, so Fusion designed a Unidock that comes with three adapter cables such that all iThings and many Android media devices can live safely inside, plus Fusion will be ready should Apple make yet another connector change. (In fact, the Unidock design is very

similar to the PolyPlanar MRD80i dock I tested, which presumably was able to adapt to Lightning.) But here’s the problem: Fusion’s flagship MS-IP700 does not have an external USB port that the Unidock can attach to.

Fusion has come up with two Bluetooth streaming devices so that IP700 owners will soon have a way to use their new iPhones and iPods with the system, but it also rolled out a new MS-IP700i ver-sion of the stereo head. The revision even has a grayer, squarer style which harkens back to the 600 Series, and which I personally prefer. — Ben Ellison

New Electronics

Intellian s80HD WorldView$24,995; www.intelliantech.com

BY NOT REQUIRING manual LNB switch-ing, the s80HD offers an economical solu-tion for satellite-TV access.

Intellian’s s80HD WorldView is a dual-band satellite antenna that receives three DirecTV signals simultaneously. The unit is equipped with the WorldView Low Noise Block downconverter (LNB), which automatically switches between global satellites without manual intervention. According to the manufacturer, the s80HD is a simple marine satellite-TV system for boaters navigat-ing domestic and international waters. — Jason Y. Wood

RECEIVING SIGNALS from three DirecTV sat-ellites simultaneously means the user can watch all DirecTV chan-nels, and the channel guide stays up to date.


Day Cruisers. Coastal Cruisers & Coupes. Inflatables and Center Consoles. Express Motoryachts Sedan and Flybridge Cruisers.

Motoryacht luxury. Sportboat performance.

The Hunt Express Motoryacht. Flush deck spaciousness and convenience, 2 and 3

stateroom models with ensuite heads, and a dinghy garage, all on the legendary Hunt

deep-V hull. Ride the sea with confidence and comfort. Built to order for you in 44,52,and 68’.

THE TRACPHONE V3-IP ANTENNA has a diameter of just 15.5 inches, thanks in part to ArcLight spread spectrum technology. ArcLight is a system developed for mobile use in military applications by KVH’s technology partner ViaSat to provide robust, high-quality data connections that can be received by very small antennas.

AIRTIME RATES FOR THE TRACPHONE V3-IP system are $.99 or less per megabyte of data, while phone calls are just $.49 per minute worldwide.

KVH Tracphone V3-IP$16,995; www.kvh.com

Designed for the mini-VSAT Broadband service, the KVH Tracphone V3-IP provides download speeds up to 2 Mbps. KVH added its new Integrated CommBox Modem to meet users’ broadband needs and onboard networking requirements. The Tracphone V3-IP provides Voice Over Internet Protocol (VoIP), Ethernet-switch, and Wi-Fi capabilities. — Jason Y. Wood

New Electronics

huntyachts.com 401.324.4201

Shown: Hunt 52

THE HUNT 44: VOTED BEST NEW POWERBOAT OF 2012!

Hunt Express Motoryacht Line. 44, 52 and 68’. Sedan or Flybridge.

USING GOST’S Nav-Tracker and the Inmar-sat satellite constellation, the system can track a boat’s position virtu-ally anywhere in the world.

The NT-Evolution 2.0 from GOST Global is a wireless marine security, monitoring, and satellite-tracking system in a rug-ged, marine-ready package. Based on the company’s Phantom control unit, the system combines wireless sensors, outputs, and key-fob devices with a battery backup. — Jason Y. Wood

A QUAD-BAND GPRS/GSM module allows si-multaneous voice and text-message reporting and control with the addition of a SIM card when in cel-lular range.

COMPONENTS ARE DESIGNED to be small and unobtrusive to allow the system to be concealed in out-of-the-way places, even on smaller boats with less enclosed space.

GOST NT-Evolution 2.0 Marine Security SystemStarting at $2,999.99; www.gostglobal.com


Gear Engines& Sea Recovery Aqua Whisper Mini 750 Watermaker$10,000; www.searecovery.comMeasuring 1 foot by 2 feet by 10 inches, the new Aqua Whisper Mini series of compact watermakers give you fresh water without taking up a lot of space. The new model can produce up to 750 gallons of fresh water per day and offers ease of operation with its touchpad control panel and LED status indicator. — Eric Colby

WHATEVER YOUR BOAT MAY NEED—HERE YOU’LL FIND THE LATEST IN GEAR, EQUIPMENT, AND ENGINES. BY THE EDITORS

Dry Case Waterproof Backpack $90; www.drycase.comIf you want to keep your stuff dry when you’re on the water, this backpack can hold items up to 12 inches wide in its main compartment. It’s made of waterproof marine-grade vinyl and even the padded shoulder straps are impervious to water. There’s a zippered external mesh pocket for wet gear and bungee straps to hold items on the outside. — Eric Colby

Like to put a little more speed in your boating without going whole-hog on a pair of full-blown race motors? You’ll be interested in the news out of Mercury Racing (www.mercuryracing.com), a division of Mercury Marine (www.mercurymarine

.com), that recently introduced a 520-horsepower (at the crankshaft) stern-drive engine that it says “fits nicely in both value and performance between the MerCruiser 8.2L MAG HO and the Mercury Racing 525 EFI.” Naturally aspirated, the engine represents a nearly 100-horsepower increase over the 430-horsepower 8.2L MAG HO yet still requires only regular pump fuel.

It can be mated to the Mercruiser Bravo One XR, Bravo One XR Master, or Bravo Three XR stern drives, and comes with a two-year limited warranty.

The two newest Mercury outboards are the 250 and 300 Pro Four Strokes. Both are in-line sixes displacing 2.6 liters, and like the rest of the Verado line, are su-

percharged with charge-air cooling. Standard features include power steering and this unusual option: your choice of either a 5.44-inch or 4.8-inch gearcase. The former, derived from the

latter, is aimed, says Mercury, at “saltwater offshore boats that are run more aggressively or in rough seas where the propellers frequently ventilate.”

Speaking of Verado, Mercury has now adapted its Axius joystick control system to outboard use. Available only on the 250- and 300-horsepower Verados, the system can coordinate the movements of two, three, or four engines, providing the same point-and-shoot maneuverability that pod- and stern-drive owners have been enjoying for years. — Capt. Richard Thiel

Mercury Stern Drives and Outboards

Webasto BlueCool Air Conditioner$2,490; www.webasto-marine.com

Pettit’s new Hydrocoat SR is a dual-biocide, multiseason bottom paint that offers excellent protection against both hard and soft fouling while keeping the environmental impact to a minimum. The water-based bottom paint uses an organic algaecide and Pettit’s Clean Core Tech-nology to reduce the amount of harsh solvents and heavy metals released into the water, and the self-polishing surface wears away with use, continuously exposing a new layer of biocide and eliminating paint-film buildup. Hydrocoat SR is available in blue, red, and black, and is offered in quarts and gallons. — Eric Colby

2014 NEW BOAT BUYER’S GUIDE 272014 NEW BOAT BUYER’S GUIDE

MarineFilm is a microfilm paint designed to provide a temporary fix for small scratches in gelcoat and paint above the waterline. It’s available in the 12 most pop-ular gelcoat and Interlux topside paint colors. Find the scratch, clean the damaged area, and carefully apply the microfilm. It provides an almost invisible, season-long solution and is eas-ily removable when the scratch is ready to be permanently repaired. — Eric Colby

Volvo Penta (www.volvopenta.com) is the only engine manufac-turer to introduce both new gasoline and diesel engine models for 2014, and both are significant. On the gasoline side, there is a new 430-horsepower (at the crankshaft) version of the familiar Gener-al Motors 6.0-liter V-8, which, like its 380-horsepower stablemate, employs variable valve timing (VVT). Long a standard feature of automobile engines, VVT improves efficiency and increases low-end torque. That provides an important advantage in getting boats on plane quickly. Available only mated to the company’s DuoProp stern drive, the engine uses a hydraulic “camshaft phaser” to alter what would otherwise be fixed opening and closing of the valves. Other features include a catalyzed exhaust system to lower emis-sions levels; 4G ECM, the newest electronic control module, which accommodates the catalytic converters’ oxygen sensors; and an integral oil cooler. Output, as measured at the propeller shaft, is 397 horsepower, and maximum engine speed is 6000 rpm.

On the diesel side, Volvo has introduced three versions of the D11 diesel inboard, the D11-625, D11-670, and D11-725 (shown), with crankshaft ratings of 607, 650, and 703 metric horsepower respectively. The 607- and 703-metric-horsepower versions can be

mated to the IPS 3 pod drive, in which case they are designated IPS800 and IPS950. Regardless of the ratings, the three models are physically identical; horsepower variations are effected via modifi-cations to Volvo’s proprietary electronic control system or EVC. All engines use the same 10.8-liter (661-cubic-inch) in-line six-cylinder block, electronic unit injectors, and twin-entry turbochargers, which are said to increase low-end torque output. — Capt. Richard Thiel

The BlueCool air conditioner of-fers a 15 percent improvement in efficiency in a unit that takes up 29 percent less space and weighs about 10 percent less than previous models, thanks to new compressors that use R410a refrigerant. The new air condi-tioner is also 25 percent quieter. The BlueCool series features a PC diagnosis interface for easy maintenance. — Eric Colby

Volvo Penta Stern Drive and IPS Developments

Pettit Hydrocoat SR Bottom Paint$189.99 per gallon; www.pettitpaint.com

Interlux Marine Film$19.95; www.yachtpaint.com

Gear Engines& Capt. Bill’s Picks

It was a Friday night in January and I was snoozing onboard the Betty Jane. Temperatures were in the 30s. All of a sudden—bleep!—there goes the electrical power, a grim develop-ment signaled by the halt of reverse-cycle heat. I soon determineded (via flashlight-lit breaker flipping) that there was no way to get power back on, at least immediately. So after a long, cold night, I started some early morning detective work, much facilitated by my now-extinct (more about this momentarily) Wiggy Solenoid Voltage Tester. Oh yeah, I have a multimeter onboard, a rather nice one. But quite frankly, in some situations, the Wiggy’s better. For example, stretch out on your back on a dock some time, with your two hands working the Wiggy’s probes, which you’ve inserted into the holes of a dockside receptacle. You’ll find it’s quite easy to tell what kind of power you’ve got by simply feeling the Wiggy vi-brating with a gentle hum—you don’t have to eyeball a screen like you do with multimeters. Moreover, you’ll find the extendable probes are long enough to bottom out in virtually any receptacle, unlike stubby multimeter probes. And finally, you’ll discover the Wiggy is both simple to use (vibrational and visual signals are proportional, i.e., 240 volts produces more vibrational activity than 120 volts) and robustly constructed. My detective work? I checked both voltage and phase issues on the dock and discovered a new 50-foot, 50-amp shore power cord was called for. Pricey? Cripes yes, but here’s what’s even more tragic. Turns out the Wiggy is out of production. Ideal Industries, however, has taken up the Wiggy mantle with a new Wiggy-inspired device: the Vol-Test XL Solenoid Voltage Tester. Wonderful!

Orpine Wash & Wax $24.99 (quart bottle); www.hmmarine.comA couple of months ago, after completing a sea trial on a big yacht that fairly glistened in the sun, I asked the cap-tain, “Hey Frank, whataya use for soap? To keep your boat lookin’ like she does, I mean?”

“Orpine Wash & Wax,” he replied with a grin and more than a little pride. “Been using it for quite a long time too.”Now, I was familiar with plain Orpine boat soap at the time. But I was not familiar with the Wash & Wax ver-

sion so, as soon as I got home, I stopped by my local West Marine store, bought some W&W, tried it out, and have been using it ever since with great success. Not only does the product leave a very thin film of après-wash wax on gelcoat, it makes gelcoat look extra-shiny and clean. Moreover, it almost effortlessly removes black streaks and at least some (but unfortunately not all) spider-related stains without damaging anything under-neath, like the wax you laboriously apply and buff once or twice a year.

I offer two caveats, though. First, make sure you use the W&W in the proportions that are recommended on the bottle—overdoing the soap-to-water concentration will leave a yellowish soap residue behind even after a good rinse and getting the stuff off is a serious pain in the transom. And second, if you have teak decks like I do, rinse them thoroughly after using Orpine Wash & Wax. No sense risking a slippery, waxy buildup.

LifeProof iPhone Case$79.99; www.lifeproof.comWhile easing into West Palm Beach after a recent sea trial, I noticed a phenomenon of sorts—everybody onboard, the captain, the dealer, and myself, had iPhones with identical LifeProof cases. What caused me to notice this nifty coincidence was a moment, albeit a rather dispiriting one perhaps, when all three of us were simul-taneously fiddling with our smartphones. Jeesh! Why the popularity of LifeProof cases for iPods, iPhones, and iPads these days? Each is waterproof, to such an extent that prior to installing an Apple device inside you’re directed to assemble the case and submerge it (my kitchen sink worked nicely) for an hour or so just to make sure no water enters. In addition to being waterproof (as well as shockproof and dustproof), LifeProof cases are sleek (way thinner than the OtterBox Defender

case I used prior to the LifeProof, for example), so robust you can all but forget about scratches, gouges, and cracks, and colorful in the extreme. Moreover, you can purchase a raft of adjunctive parts, includ-ing a foam “Life Jacket” ($39.99) that’ll boost the shock-resistance of your iPhone and keep it afloat as well as dry. The only negative I’ve seen with my iPhone 4 Life-Proof case over the past couple of months is that while the charging port accom-modates Apple equipment, plugs from other manufacturers don’t necessarily fit. Which is small potatoes really, particularly if you’re into ultra-convenient underwater photography. Or movies that feature the bottom of your very own boat.

Vol-Test XL Solenoid Voltage Tester$49; www.idealindustries.com

Several years ago, I had to hire a truck to move my Grand Banks trawler Betty Jane halfway across the Florida Pan-handle. Besides offering the old girl a ride that made her the fastest displacement craft in the Sunshine State (at least during the high-speed portions of the trip), the project meant I had to remove a lot of hardware from the flying bridge to meet highway height requirements. Once Betty got to where she was going, of course, the hardware had to be rebedded and secured. And to do this, I used one of the oldest bedding compounds known to man—Dolfinite. Oh yeah, I know. You’d rather use a modern polysulfide product for your bedding chores, or a polyurethane, or heaven forbid, death-grippy 3M 5200—anything rather than a can of old-fashioned, petro-leum-based goop. But lemme tell ya. After the stuff skins over and becomes waterproof, it remains flexible underneath for

years, so if you ever have to discombobulate the pieces you’ve squished together (which is highly likely, given the decompositional nature of boats), it’s flat-out easy.

Dolfinite Bedding Compound $36; www.pettitpaint.com


Power & Motoryacht’s intrepid Executive Editor Capt. Bill Pike shares some of his favorite gear and equipment he’s tested over the last year.

Edenton, North Carolina

Obsessive compulsive.So you don’t have to be.

For 25 years, Regulator Marine has raised the bar time

and again in pursuit of our legendary ride. We don’t cut

corners. We don’t compromise. We check, test and recheck

every square inch of each and every one of our boats.

Ensuring that you are getting nothing short of marine

engineering perfection. In fact, our boats are so well

crafted that all you’ll have to decide is SPF 15 or 30.

regulatormarine.com | 252-482-3837

Gear Engines& Caterpillar C8.7 Earlier this year CAT (marine.cat .com) announced what has proven to be one of the most interesting new diesel engines to appear in a long time. Designated the C8.7 and developed in partnership with Fiat Powertrain Technologies (FPA), the engine features both a belt-driven radial supercharger and an exhaust-driven turbocharger, combined with a proprietary common-rail fuel delivery system. At low speed the supercharger provides added boost to increase torque and improve planing performance. Once the turbo-charger is providing sufficient boost, the supercharger automatically disengages via an electromagnetic clutch. The result, says CAT, is vir-tual elimination of turbo lag and significantly improved time to plane. With a displacement of 8.7 liters, the in-line six-cylinder C8.7 is rated at 650 horsepower and is being promoted as a perfect match for the pod drive CAT announced last year. This is the first of two engines coming out of the CAT-FPA partnership. Next up will be a 12.9-liter model rated at 1,000 horsepower and utilizing the same basic supercharger-turbo-charger technology. Volvo Penta offered a similar system in the ’90s but discontinued it after a few years, in part because of the high sound levels generated by the supercharger. No word yet on how CAT-FPA is handling that issue. — Capt. Richard Thiel

Perko Duplex 1.5-inch Water Strainer$2,299.95; www.perko.comNow here’s a new wrinkle! You’ve seen duplex and even triplex fuel/water separators? Here’s a duplex sea strainer from Perko. Let’s say you need to run nonstop for several hours on a given day but halfway along your sea strainer basket gets clogged. No problem—you simply pull ’er back, go down to the engine room, switch over to the other side of this duplex unit (the side with the clean basket, of course) and deal with the clogged basket later on, when you’re in port or on the hook. Works off an existing through-hull fit-ting—no extra through-hull required. — Capt. Bill Pike

Shakespeare 2060 Marine TV Antenna$79.99; wwwshakespeare.com Shakespeare’s 2060 Marine TV Antenna allows cruisers overnighting in a marina or spending the night on the hook access to local television sta-tions. The slim antenna measures 13 inches tall, 12 inches wide, and just .02 inches thick, and can be easily mounted inside the vessel, say, on a win-dow or the back of the TV, with two quick-release suction cups. The 2060 works with any television equipped with an ATSC tuner, and comes with 18 ½ feet of mini-coaxial cable and three feet of USB cable, letting users power it directly through a TV’s USB port (it also comes with 12-volt and 110-volt wall adapters to accommodate various power sources). — Christopher White

AIRSEP Diesel Engine Retrofit Kit Starting at $800; www.walkerairsep.comGot a grungy engine room, due to engine oil blow-by? Walker Engineering sells AIRSEP kits for virtually all makes and models of diesel engines, old or new, turbocharged or naturally aspirated. Add an AIRSEP to your diesel and it will either trap blow-by-related vapors, particulates, and oil in the filter or return this unholy trio to the crankcase. Way better than letting your engine room film over with oil, eh? Also, for budget-minded yachtsmen, Walker recently introduced a series of new washable high-performance air filters (shown) that can be substituted for the paper and foam products found in older diesels. They start at about $125 per unit. Not quite as sophisticated as the AIRSEP, but cleaner and greener than the filter elements of yesteryear. — Eric Colby


C1 Bank

Maritime Financing

MEMBER FDIC

For a confi dential consultation, contact: (305) 702-6810 I [email protected]

C1Bank.comMiami HEAT

Corporate Partner

Loans subject to credit approval. Rates, program terms and conditions are subject to change without notice. Other restrictions and limitations apply.

Our experienced loan specialists offer you the advantages of in-depth

industry knowledge and fast, local decision-making from a Florida fi nancial

institution whose lending resources run deep. From sportfi shing boats to

superyachts and everything in between, C1 Bank is ready to custom tailor

a fi nancing solution to help get your client on the water today.

Courtesy: HMY / Princess Yachts

201097’ Ferretti Custom Line M/Y

$3.2 mm loan

2010141’ Cantieri Navali Baglietto M/Y

$6.0 mm loan

2010165’ Feadship M/Y

$17.5 mm loan

200974’ Bertram Convertible

$3.2 mm loan

2013 Closed TransactionsExperience at the helm.

Having plenty of space on a boat is key to your onboard enjoyment. That’s why you might want to consider a new motoryacht. Motor I

f you do a lot of cruising or enter-taining, then a motoryacht is the boat for you. With no shortage of onboard space, be it in the inte-

rior, in the cockpit, or on one of those ever-expanding bridge decks, moto-ryachts give you a lot of bang for you buck. This is the kind of boat that’s perfect for you if you’ve got a passel of grandkids, or just a ton of friends who like to have fun in the sun. Either way, lucky you. With ever more stylish designs coming out every year, gone are the days when motoryachts were compared to shoeboxes. These boats are big, sleek, and more than ready for a good time on the water.

32 2014 NEW BOAT BUYER’S GUIDE

Yachts New Models20

2014 NEW BOAT BUYER’S GUIDE 33

ABSOLUTE 55


SPLIT PERSONALITYThe IPS powered Absolute 55 Fly combines high-performance and fine living in a stylish Italian build. By Mike Ellis

Thanks to a made-for-pods-propulsion running surface, the Absolute 55 Fly eats up the sparkling blue sea at such a rate she’ll convince you you’re at the helm of some snarl-

ing, thrusting express cruiser, not a spacious and comfortable family motoryacht. And what’s more, she offers five-star-hotel treatment belowdecks.

ACCOMMODATIONS:The saloon features a galley-aft layout. The design includes a small bar area, perfect for lining up drinks or grabbing a quick breakfast. Natural light pours in and fills every corner of the area. A window adjacent to the helm opens, giving the skipper a great way of communicating with crew on the bow.

Belowdecks, there is a three-cabin layout with lots of natural light in the master and VIP cabins. Both get three huge windows on either side plus a round port that opens to provide some breeze. You and your guests will be happy for that feature on one of those warm Carribean nights, I’m sure.

CONSTRUCTION: The 55 Fly is built using Absolute’s “Integrated Structural System.” The process starts with a hand-laid, vinylester hull with a solid bottom and Corecell-foam-cored hullsides. Then a com-plex, foam-cored fiberglass grid is glassed inside, followed by a sub-floor that goes atop the grid, followed by a modular in-terior structure. Next, a Corecell-cored deck is secured to the hull flange using fiberglass tabbing all the way around, as well as stainless-steel through-bolts. And then finally, machinery (in-cluding engines, IPS drives and engines from Volvo Penta, and most other mechanicals) goes into the boat after (not before, as is typical of modern boatbuilding) the deck and hull have been thoroughly cured and joined. “We want to make sure that every-thing that winds up going into the boat can actually be removed if necessary,” says Cos Constantinou, president and CEO of Absolute of North America.

PERFORMANCE: Absolute was an early pod-propulsion adopter and has been fit-ting Volvo Penta IPS pods to its boats for six years. Moreover, Absolute offers so many engine choices you can almost tailor the propulsion to your exact taste.

The driving experience all this engenders announced itself au-thoritatively during our sea trial! Every nudge of the throttles was met with a turbo-induced shove in the back, 20 knots flew past at 1700 rpm and before I could blink the Absolute 55 Fly was whipping along at 33 knots in a fast, comfortable cruise. The top speed was a pretty astonishing 38.8 knots.

The company’s IPS expertise shines through in the handling as well. There is the risk with such a powerful and tall boat running pod drives that it could feel a little flighty from the flying bridge, but Absolute has struck the perfect balance. The 55 is respon-sive, fun, and engaging for the skipper without feeling like it’s going to turn around and bite you at any point

My overall opinion of the 55 Fly? As a customer, you’ll have so much choice when it comes to engine options that there is bound to be a setup that suits your every need. And if someone in a flashy sports cruiser roars up alongside and demands a drag race, you can nail the throttles and take ’em on with ease.

Absolute North America, 877-500-1686;www.absoluteyachts.com

LOA: 54'6"BEAM: 15'3"DRAFT: 3'4"DISPL.: 47,600 lb.FUEL: 502 gal.WATER: 148 gal.TEST POWER: 2/700-mhp Volvo Penta IPS900sSTANDARD POWER: 2/435-mhp Volvo Penta IPS600sGENERATOR: 1/20-kW KohlerBASE PRICE: $1,695,000

TEST CONDITIONS:Air temperature: 64°F; seas 1-2'; load: 250 gal. fuel, 188 gal. water, 5 persons. Speed mea-sured with Raymarine GPS. GPH estimates taken via Volvo Penta display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the lower helm. 65 dB(A) is the level of normal conversation. RPM

100014001800200022002400

KNOTS9.414.223.729.333.438.8

GPH11.427.740.244.953.467.9

RANGE372.5231.6266.4294.8282.8258.2

dB(A)646875767677

Want to know more? Go to www.pmymag.com.

ASTONDOA 72 GLX


A SPANISH CUSTOMThe Astondoa 72 GLX shows off the custom work this venerable Spanish builder can do. By Kevin Koenig

Astondoa Yachts is a Spanish company that was founded nearly a century ago, in 1916, which means that by the time man set foot on the moon, Astondoa had been in

business for 53 years. That’s impressive. I was afforded the op-portunity to test one of this august company’s latest launches, the 72 GLX, this past April in Miami.

ACCOMMODATIONS:The 72 has four staterooms plus crew’s quarters, and it feels like a very big boat inside. For instance, there’s the 6 foot 10 inches of headroom that pervades the main deck. Another area with a sur-prising amount of space was the engine room, which I accessed through a fairly tight entryway beneath the bridgedeck stairs. Once I popped through that little rabbit hole though, I found myself in a true engine room, to the tune of about 6 feet 3 inches of headroom. It certainly gave the beastly twin 1,224-horsepower MAN V12 com-mon rails enough space to breathe. Plus the area was ventilated with big blowers, so if you happened to find yourself down there doing some repairs, you could breathe too.

The bridgedeck is enormous, and actually bigger than Aston-doa’s discontinued 82-foot model’s bridge, since it extends all the way aft to shade the cockpit. The space is covered by a T-top with a canvas sheet that can roll back to let in sunlight as guests see fit. Layouts up top are fully customizable. Mine featured a sunpad forward, two lounges aft, and a barbecue and sink.

CONSTRUCTION: Astondoas are fully custom. For every Astondoa built, the designer Cristiano Gatto will sit down with the owner and go through ev-ery aspect of the boat with him. If the owner isn’t quite sure what he wants—paralysis of choice is common among buyers of custom boats—Gatto is happy to offer some expert guidance. Once a plan is agreed upon, Astondoa produces a rendering in photographic detail, and soon the Astondoa workforce, which averages about 25 years on the job mind you, gets to work. And there are a lot of in-teresting aspects to their process. For example, Astondoa owns the

largest furniture company in Europe. They build a lot of furniture for custom homes … like castles. Really. That same furniture goes into their boats. They own their own 5-axis CNC router, and can build a 90-foot mold in-factory. They have been stockpiling Burmese teak for more than 20 years. Astondoa, in effect, has figured out how to control the means of production.

PERFORMANCE: It was an absolutely freaking gorgeous day in South Florida, and as I cruised through S-turns at 22 knots, I couldn’t help but smile at the boat’s surprising agility, not to mention the way she skimmed over her not-insignificant wake as I checked out how she might perform in rougher seas than the one footers in the bay. She hit a two-way average of 25.4 knots, which is respectable for a boat of this size and type. (With optional MAN 1360s she reportedly cruises at 28 knots and does 32 at WOT. Choo! Choo!) And her acceleration, particu-larly from 1500 to 2000 rpm, was on point. She jumped from 10.7 to 20.8 knots with enough giddyup to remind you you’re alive. It’s enough to make you smile. And it was enough to make me not want to hand over the wheel when we were done.

Astondoa Yachts, 305-424-9069; www.astondoa.es

LOA: 73'0"BEAM: 18'8"DRAFT: 4'6"DISPL.: 107,000 lb.FUEL: 1,162 gal.WATER: 400 gal.TEST POWER: 2/1,224-mhp MAN V12-1224 dieselsOPTIONAL POWER: 2/1,360-mhp-MAN V12-1360 diesels; 3/900-mhp Volvo Penta IPS1200sTRANSMISSION: ZF 550 A, 1.91:1 gear ratioPROPELLERS: 31.5 x 47.2 Radice 4-bladesPRICE AS TESTED: Upon request

TEST CONDITIONS:Air temperature: 80°F; humidity: 60%; seas: 0-1'; load: 850 gal. fuel, 350 gal. water, 2 persons, 200 lb. gear. Speeds are two-way averages measured w/ Raymarine display. GPH estimates taken via MAN display. Range based on 90% of ad-vertised fuel capacity. Sound levels measured at lower helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Seakeeper Gyro, Alfa Laval centrifuge, automatic touch-screen system to control lighting, etc.

RPM6001000150020002300

KNOTS6.39.310.720.825.4

GPH2.615.040.074.0116.0

RANGE2,534648280294229

dB(A)6865677477


CARVER C34


SAME DIFFERENCECarver’s new C34 continues the builder’s tradi-tion of creating innovative designs that maximize space and comfort. By Capt. Richard Thiel

Carver has never been afraid to challenge the notions of what a boat should look like. In its quest to provide ever-greater levels of interior volume and comfort for every

inch of LOA, the builder has produced a number of models, es-pecially in its Mariner line, that have been the butt of more than a few unkind comments and a lot of scoffing by traditional-mind-ed boaters and, yes, marine journalists. Carver’s iconoclastic 35 Mariner was much on my mind as I prepared to test the C34.

I foresaw two possibilities: Either the newest Carver would be homely and humongous inside or stylish with a smallish interior. As it turned out, neither was the case. Oh, the C34’s profile is definitely something out of the ordinary—it will stand out at your marina—but it’s also one I found pleasingly reminiscent of an expedition-style vessel. But while the look may say expedition yacht, the reality is that the C34 is a coastal cruiser, and a fine one at that.

ACCOMMODATIONS:The main deck displays several advantages. A bright saloon is the most notable one, and a large starboard galley where you can cook and enjoy the view is another. When the two hinged doors leading from the saloon to the 6-foot 10-inch-long cockpit are both open, the two areas blend seamlessly into one. Cockpit seat-ing is optional, as is a lower helm station, forward and to star-board, which reduces the size of the galley by about a quarter. While not on our test boat, it seemed like this steering station would provide good sightlines forward, and better ones aft than those provided by the bridge helm, from which the view to the stern is pretty much blocked by the long cockpit overhang. That overhang shades about two thirds of the cockpit but those bent on bronzing needn’t fret as there’s a 5-foot-long sun space abaft the U-shaped lounge on the flying bridge.

The C34’s unusually high forward freeboard—5 feet 6 inches from the foredeck to the water, may pose some challenges when it comes time to put lines on a dock or pick up a mooring, but it also yields an unusually expansive forward master with 6 feet 2 inches of headroom. Foot-wide side decks and a high bowrail that extends all the way to the cockpit make accessing that virtu-

ally flat-but-sunpad-less area just as safe and easy as accessing the bridge via the molded-in stairway from the cockpit.

The vessels’ layout could appeal to either a couple or a family, but either way, it’s clear this boat is intended to woo owners of express boats. The argument is convincing, beginning with that big, airy master and continuing to the starboard guest stateroom whose privacy is ensured not by a curtain but by solid bulkheads. No, the port-side head does not open onto the master, but it is bigger than you’ll find on a comparably sized express and it has a big, tall, fully enclosed shower.

CONSTRUCTION: The C34 has a moderate displacement of 18,000 pounds (dry), and that can be largely credited to the vessel’s construction: She’s the first Carver to be totally infused, which not only reduces weight but also man-hours (and thereby labor costs), and produces an uncommon-ly rigid structure. While I wasn’t able to launch the C34 off any waves transiting the bay during the day of our test, there was enough of a sea running to give a favorable impression of this boat’s solidity.

PERFORMANCE: Running across Great South Bay to Fire Island, she handled the short 2-foot chop well—all that forward freeboard makes for a dry ride. There was no hint of tenderness, which you might expect with the lofty profile, and we managed a comfortable and quiet 19 knots at 3800 rpm. (That’s with standard 300-brake-horsepower Mercruis-er 5.7 Horizon DTS gasoline inboards; twin 300-metric-horsepower Volvo Penta D4 diesels are optional.) Although not power-assisted, the hydraulic steering was responsive and surprisingly light. Dock-side, the C34 is maneuverable, although if you stick with the gaso-line engines, I highly recommend the optional bow thruster to com-pensate for their lack of low-end torque. In any case the electronic MerCruisers make a compelling case in terms of low initial cost and decent fuel efficiency: 16.2 knots and .73 nmpg at 3500 rpm.

Carver Yachts, 920-822-3214; www.carveryachts.com

LOA: 35'6"BEAM: 13'0"DRAFT: 3'6"DISPL.: 18,000 lb.FUEL: 250 gal.WATER: 90 gal.TEST POWER: 2/300-bhp MerCruiser 5.7 Horizon DTS gasoline inboards OPTIONAL POWER: 2/300-mhp Volvo Penta D4 diesel inboardsTRANSMISSION: ZF 63, 2.5:1 gear ratioPROPS: 20 x 21, 3-blade nibralGENERATOR: 7.5-kilowatt Kohler (gas)BASE PRICE: $324,950PRICE AS TESTED: $373,665

TEST CONDITIONS:Air temperature: 75°F; humidity: 85%; wind: 10 mph; seas: 2-3'; load: 125 gal. fuel, 90 gal. water, 4 people, 50 lb. gear. Range based on 90% of advertised fuel capacity. Deci-bels measured at the upper helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:7.5-kilowatt Kohler gasoline generator ($12,765); freshwater washdown ($380); low-profile windlass ($3,445).

RPM100015002000250030003500400045004800

KNOTS4.86.58.09.311.016.221.125.628.0

GPH2.84.77.311.717.922.330.139.545.9

RANGE388312248179139164158146137

dB(A)586868697274767675


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CHEOY LEE BRAVO 88


TOUGH CUSTOMERThanks to a shipbuilding heritage, Cheoy Lee creates elegantly shippy yachts—like the new Bravo 88. By Capt. Bill Pike

Yacht-building companies that also construct large num-bers of commercial vessels have a special appeal. Often, technological virtues and advancements developed on the

commercial side wind up in the yachts. Cheoy Lee’s new Bravo 88, a four-stateroom, five-head (plus crew’s quarters) motoryacht we sea-trialed down in South Florida some while back, nicely illustrates the point.

ACCOMMODATIONS:The flying bridge is outfitted with a large hardtop, to make the top-side helm station and other appointments studding the spacious area comfortable in inclement weather. Upon entering the 88’s huge, elegantly appointed saloon for the first time, one might take the space and its adjoining formal dining area for a veritable show-case of solid-makore joinery. But actually, most of it is composed of a composite material wrapped in baked-on (using large autoclaves) skins of veneer. The overhead-mounted exhaust plenums for the boat’s Marine Air chilled-water air-conditioning system, for in-stance, look like fine cabinetry when first perused. But closer scru-tiny will reveal them to actually be composites designed to reduce top-hamper weight and optimize the boat’s vertical center of grav-ity. The remainder of the interior layout, while relatively straightfor-ward, is nevertheless gorgeous. The main-deck galley offers an in-formal dining area with wraparound views through the pilothouse windows. On the bottom deck, there are four ample staterooms for guests, as well as master and VIP suites accessed via a separate stair-well. Crew’s quarters are located abaft the engine room.

CONSTRUCTION: Many of the technical aspects of the yacht’s construction come from methods Cheoy Lee employs in its commercial operations. In-deed, according to designer Mike Burbenich, the well-known New Zealand-based structural-engineering firm of SP-High Modulus (rebranded Gurit early in 2013) was just as involved in developing the 88’s build program as it typically is in developing the scantlings for pilotboats, fast ferries, and other extra-seaworthy vessels. And what a build program! After the 88’s entire Divinycell-cored hull is

infused using comparatively pricey vinylester resin, it’s sealed with an epoxy barrier coat that’s virtually impervious to osmotic pen-etration and then topcoated with Alexseal paint. The deck, super-structure, and other major moldings are given much the same treat-ment and virtually all the small parts—bulkheads, soles, hatches, lockers, furniture bases, and consoles—are closed-cell-foam-cored and resin-infused as well, although some are not painted. Addition-ally, the 88’s longitudinals, transversals, bulkheads, and other hull-strengthening components are bedded, tabbed, and/or otherwise secured in place with such thoroughness that Cheoy Lee bills the fi-nal product as a resin-infused “monocoque,” or one-piece boat. The 88’s tankage bolsters this claim. All the tanks onboard—fuel, water, gray water, and black water—are made of fiberglass (with manhole-sized cleanouts and protective epoxy coatings inside), shaped to fit the spaces they occupy, and then bonded into the bottom of the boat with such care that they add a great deal of structural strength and rigidity. The fact that the baffles in the tanks are aligned with the longitudinals serves to illustrate this.

PERFORMANCE: The way the 88 is put together manifests in open water. The coastal Atlantic was medium-rough the day we sea-trialed the boat, thanks to a northerly wind that pushed legions of 4- to 6-footers (with oc-casional 8-footers thrown in) straight south. Despite conditions, however, we drove the 88 around, up-sea, down-sea, and side-sea, like a limo in a parking lot. Thanks to engine-driven power-assist, the wheel on the flying-bridge helm spun smoothly, albeit with just enough resistance. Sound levels were rock-bottom low (on very few vessels can you cruise along at nearly 20 knots, with only 66 decibels showing on the ol’ sound meter), the ride was both bone-dry and comfortable, and running attitudes (without tabs) topped out at a lovely 4 degrees. So our overall take on Cheoy Lee Bravo 88 is wholly positive. While she’s a thoroughly yachty yacht, she’s also a tough customer, with a commercial-grade backbone.

Cheoy Lee Shipyards, 954-527-0999; www.cheoyleena.com

LOA: 88'11"BEAM: 22'6"DRAFT: 5'5"DISPL.: 174,165 lb.FUEL: 3,011 gal.WATER: 845 gal.TEST POWER: 2/1,900-bhp Cat-erpillar C32 ACERT diesel inboards OPTIONAL POWER: 2/1,136-bhp Caterpillar C18 ACERT diesel inboards; 2/1,700-bhp Caterpillar C32 ACERT diesel inboardsTRANSMISSION: ZF3050A, 2.52:1 ratioPROPELLERS: 40 x 50 5-blade Hung ShenGENERATOR: 2/27-kW OnansBASE PRICE: $5,443,870PRICE AS TESTED: $6,605,080

TEST CONDITIONS:Air temperature: 60°F; humid-ity 55%; wind: 15-20 knots; seas: 4-6'; load: 1,500 gal. fuel, 420 gal. water, 4 persons, 1,000 lb. gear. Speeds are two-way averages measured w/ Furuno GPS sensor. GPH estimates taken via Caterpil-lar display. Range based on 90% of advertised fuel capac-ity. Sound levels measured at helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Caterpillar upgrade ($300,000); ZF Joystick Maneuvering System ($31,000); Naiad stabilizers with 2/genset PTOs ($67,460); Naiad bow thruster upgrade from 38 hp to 62 hp ($34,460); upgrade to 40-kW Kohler gensets ($34,460); electronics package ($135,200).

RPM100012501500175020002330

KNOTS10.112.816.019.623.627.1

GPH22.640.674.2103.6145.4199.9

RANGE1,211854584513437369

dB(A)596264666978


FERRETTI 960


THINKING BIGGERThe Ferretti 960 combines a proven hull and some clear goals. The result is greater than the sum of its parts. By Capt. Richard Thiel

Ferretti engineers certainly started off right by establishing explicit design goals for the new 960 from the beginning. The idea behind the 960 was to build a yacht small enough

to be classed by the European Union authority (known as CE) as a pleasure boat, meaning a crew would not be mandated, yet offer features that would allow it to compete with vessels over 100 feet.

ACCOMMODATIONS:The design of the 960 certainly meets those requirements: The boat has the amenities of larger vessels, yet everything seems to fit. Her layout includes a main-deck master, four guest cabins of nearly identical size, and expansive outdoor areas devoted to alfresco relaxation.

The saloon includes a separate forward dining area with a Bon-aldo glass-top table. The area is bathed in light thanks to sole-to-overhead windows that also provide water views, especially amidships where the gunwales have been cut down. Saloon fur-niture consists of facing lounges, and a fully equipped bar in the aft port corner is accessible from the cockpit.

The galley, forward and to port, is connected to the crew’s quar-ters, which are down and forward. A starboard companionway provides access to the pilothouse, and farther forward, the large master. Four guest cabins on the lower deck are accessed from a lobby that is also reached from the starboard side.

CONSTRUCTION: The 960’s hull is the same used by the Ferretti 881. It measures 78 feet 9 inches from the forward collision bulkhead to the aft en-gine-room bulkhead; fore and aft of these two points, all is new. There is no separate engineering room; it’s been eliminated to accommodate a garage that features a series of sunpads, which turn it into a chaise longue with water views. Press a button to open the garage door, then press another to lower the swim plat-form to half depth for easy water access. Water automatically en-ters the garage until it is partially flooded. Press another button, and the platform lowers to full depth and the garage sole/tender cradle tilts to allow the tender to float off. When everything is

back in place and the vessel gets underway, water empties auto-matically via four flapper valves.

PERFORMANCE: Three MTU 16V 2000s are offered: 2,218, 2,435, and 2,638 metric horsepower; our test boat was equipped with the last one. With nine people and 890 gallons of fuel aboard, I recorded a top speed of 31.7 knots at 2450 rpm, exceeding the builder’s prediction by 0.7 knots. Eighteen hundred rpm yielded 21.6 knots while burn-ing just under 131 gph, and 2000 rpm produced 25.6 knots at just over 165 gph. Sound levels were low: at 2000 rpm, 66 dB(A) in the pilothouse, 75 in the saloon, and 66 in the master.

Our passage from Santa Margherita, Italy, to La Spezia provid-ed no real challenge to the 960. Even with four- and occasionally five-foot swells on the aft starboard quarter the autopilot never had to work very hard, and when it wasn’t raining, the windshield remained dry even as the wind shifted to the forward quarter. All in all, this was a solid performance from a proven hullform—and a newly re-energized boatbuilder.

Ferretti Yachts, 954-462-5527; www.ferretti-yachts.com

LOA: 95'1"BEAM: 22'1"DRAFT: 7'3"DISPL.: 218,258 lb.FUEL: 2,378 gal.WATER: 349 gal.STANDARD POWER: 2/2,218-hp MTU 16V2000 M84TEST POWER: 2/2,638-hp MTU 16V2000 M94 OPTIONAL POWER: 2/2,435-hp MTU 16V2000 M93; 2/2,638-hp MTU 16V2000 M94TRANSMISSION: ZF 3070V, 2.52:1 ratioPROPELLERS: 46 x 50 5-blade RollaBASE PRICE: Upon requestPRICE AS TESTED: Upon request

TEST CONDITIONS:Air temperature 70°F; humidity 45%; seas 3-5'; load: 890 gal. fuel, 349 gal. water, 9 persons. Speeds are two-way aver-ages measured with onboard GPS. GPH taken from MTU display. Range is 90% of advertised fuel capacity. Sound levels measured at helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Williams 455 Turbo-jet tender; KVH M7 satellite TV system; 50-hp ABT Trac stern thruster.

*EDITOR’S NOTE: Numbers provided by Ferretti Yachts.

RPM*10001200140016001800200022002450

KNOTS11.613.415.017.821.625.628.631.7

GPH23.835.979.3103.0130.8165.1214.0258.9

RANGE1,040798406370354333286262

dB(A)6060616163666868


FOUNTAINE PAJOT CUMBERLAND 47 LC


THE SEEKERFountaine Pajot may have found a comfortable niche—bluewater cruising with speed on demand. By George Sass Jr.

Fountaine Pajot’s new Cumberland 47 LC is a purpose-de-signed motoryacht—don’t call it a trawler, since the com-pany is rebranding this line—that is a versatile cruiser. This

French boatbuilder has learned from long experience building sailing catamarans suited to bluewater voyaging, and that knowl-edge base has had a positive influence on this design.

CONSTRUCTIONThe Cumberland 47 LC benefits from Fountaine Pajot’s expertise in keeping weight in check on its sailing yachts. The builder incorpo-rates resin-infusion for the hull, deck, and superstructure. This pro-cess ensures a solid bond between the fiberglass and the closed-cell foam core. The consistency in resin distribution eliminates possible voids, and also ensures that the builder can achieve the intended part weight with much more precision. All bulkheads and struc-tural components are installed while the hull is still in the mold to ensure a more rigid structure, and the Kevlar composite fuel tanks are also integrated into the hull structure.

Both halves of the two-part hull mold are sprayed with isoph-thalic gelcoat in a strictly controlled process. Throughout the layup process, core samples are taken and resin batch tests are completed to ensure quality-control standards are met. Many Fountaine Pajot models enter the charter market in tropical destinations and after seeing older models in the Caribbean during my cruises, I can con-firm that, even after years and years, the glasswork of these boats still holds up and often looks as good as the day it left the factory.

ACCOMMODATIONSThe Cumberland 47 LC gives a nod to Fountaine Pajot’s bluewater heritage. For instance, the side decks are wide with a deep bulwark and teak caprail and a grippy nonskid surface. The anchoring sys-tem is beefy and easy to deploy.

The details continue throughout the accommodations. Take the galley as an example. Fiddles border horizontal surfaces (be still my beating heart), there are double sinks to make both prepping meals and clean-up so much easier, and the stove is propane. So there’s no need to run the generator or use an in-verter to make morning coffee. In addition, brackets secure pots

on the back burners to allow cooking while under way, and a handrail lines the counter for an added element of safety.

The galley takes up the bulk of the port side, and is huge with plenty of fridge and freezer capacity and stowage to allow several weeks between provisioning for the average cruising family.

Thanks to the 21-foot 6-inch beam, the saloon and galley area feel like a 60-foot monohull’s. Our test boat is the “Owner” ver-sion with the master accommodations taking up the port-side hull and two en suite guest staterooms lining the starboard hull. I like the optional crew cabin forward of the master head on the port side. This is the ideal kid’s cabin, especially for toddlers who may need to be kept closer to their parents. A four-stateroom ver-sion is available where the port hull mirrors the starboard hull.

PERFORMANCEPower on our test boat was a pair of 300-metric-horsepower Volvo Penta D4 diesels. These are an optional $23,640 upgrade over the 225-metric-horsepower version of the same model. Of course, the standard 225-metric-horsepower version is a fine choice if you’re willing to give up a little top-end speed. Comparing my data with the company’s report of the smaller horsepower engine, it appears there is a difference of about three knots in maximum speed. There is a slightly higher “top” cruise as well, although at 15 knots, both versions burn a total of about 12 gallons per hour.

The 47’s hulls and their interconnecting web form a tunnel that’s rounded in the after sections. This encourages the nozzling of water between the sponsons but allows it to evacuate through the stern with ease. During our test in a blustery Bay of Biscay, we power into sizable, short, head seas at 15 knots with no hard motion, pitching, or slamming. Also, the forward chine on each hull extends aft from the stem to just about amidships, helping to keep spray down. We take some water over the bow, but be-lieve me—we were in snotty weather. As the wind slices the tops of the waves off, we place the boat beam to the building swells. What happens? Nothing. Obviously lateral stability is a benefit to catamaran design and the 47 LC has it in spades. The motion is as steady as a cinder block in a bathtub.

Call on the Cumberland 47 LC if you need a bluewater cruiser that offers a choice of a nice turn of speed or a slow cruise with transoceanic range. But don’t call her a trawler.

Fountaine Pajot, +33 (0) 546 37 70 40; www.fountaine-pajot.com

LOA: 46'0"BEAM: 44'2"DRAFT: 3'6"DISPL.: 31,305 lb.FUEL: 635 gal.WATER: 185 gal.TEST POWER: 2/300-mhp Volvo Penta D4 dieselsOPTIONAL POWER: 2/225-mhp Volvo D4 diesels; IPS podsBASE PRICE: $790,680 (approx. for owner’s version)

RPM1500260030003600

KNOTS8.115.519.924.0

GPH2.912.218.230.1

RANGE1,596726625456

dB(A)60727677

TEST CONDITIONS: Air Temperature: 59°F; humidity: 55%; seas 4-6'; load: full fuel, full water, 7 persons; light gear. Speeds are two-way averages measured with Raymarine GPS. GPH taken via Volvo Penta display. Range based on 90% of advertised fuel ca-pacity. Sound levels measured at the lower helm. 65 dB(A) is the level of normal conversation.

HARGRAVE 76


TALL ORDERThe Hargrave 76 shows the unexpected beauty of custom builds with her human scale. By Jason Y. Wood

The custom Hargrave 76 is a flushdeck motoryacht with three staterooms plus a nifty crew’s quarters aft, and she makes a great argument for custom builds: Boats like this wouldn’t ex-

ist without people to build them and go to sea in them. Unlike many boats that have spaces clearly designed as though a person would never set foot in them, most notably engine rooms, the Hargrave 76 is built by people, for people, and feels like it.

ACCOMMODATIONS:The saloon has a 9-foot-by-6-foot L-shaped settee to port, opposite an angled 40-inch Samsung flatscreen to starboard, placed high in its curved, satin-finish Makore cabinet. The formal dining area is at the forward end of this space, which is bright and open thanks to the height of the ivory Ultra Vinyl overhead, as well as the large windows. The lower helm is forward, accompanied by a country-kitchen-style galley to port.

On the accommodations deck, a delightful amidships master stretches across the full beam, with a huge built-in chest of draw-ers to starboard and a desk or vanity to port, as well as two hanging lockers. Two-pane side windows provide natural light yet are situ-ated high enough to offer a bit of privacy even without the blinds drawn. The same style windows illuminate the master his-and-hers head with central shower.

Along the passageway forward, there’s a laundry room with side-by-side washer and dryer to starboard and a guest stateroom with twin berths (convertible to a double) to port. Heading forward to the VIP stateroom, there’s a large island berth (72 inches wide) and plen-ty of stowage, with a hanging locker and delightful en suite head.

CONSTRUCTION: In the engine room, two 1,150-horsepower Caterpillar C18 ACERT diesels sit on mounts positioned below the painted diamondplate walkways. Rigging is seamanlike and organized, and service points such as duplex Racor fuel-water separators are readily accessible, as are the Racor fuel filters for each of the 27-kilowatt Phasor gen-erators. Solid equipment choices such as Naiad stabilizers, a Torrid water heater, and a Sea Recovery watermaker complete the picture.

At the lower helm, a destroyer-style wheel and Glendinning bin-nacle-type engine control set the stage, while two Furuno NavNet

3D multifunction displays share the satin-finish console with a pair of Caterpillar engine-management screens and ancillary equipment. A handy pantograph door grants access to the starboard side deck.

On the flying bridge you begin to realize just how big a 76-footer can be. Beneath a robust hardtop sits a centerline helm with a Pom-panette seat, a single Furuno plotter, engine monitors, and more. Abaft that is a U-shaped dinette to port and a bar to starboard. While the hardtop may end there, the deck just keeps going (it shades the entire afterdeck below) until you find a 1,600-pound-capacity QuickLift davit.

PERFORMANCE: At sea, the boat handles very well, especially considering her wind-age—this is a big 76-footer. Her Jack Sarin-designed running surface was conceived to solve some perceived problems that arose in other designs. “The design features a full-length hard chine becoming a fairly aggressive spray knocker continuing all the way forward to the raked stem,” Sarin wrote in his comments on the project. “Coupled with a stylish amount of flare to the forward topsides the hull should be very dry with a minimum of side-wetting.” Our sea trial was no test of spray, considering the flat seas and light winds.

“We understand our market because we understand our owners,” says Mike Joyce, chairman and CEO of Hargrave Custom Yachts. “Because we build custom yachts, we know what they want because they tell us. And we come to the right combination of quality, value, and customization by working with owners in a partnership.” If such a partnership results in a 76-footer with interior volume like this, we’re listening.

Hargrave Custom Yachts, 800-551-9590; www.hargravecustomyachts.com

LOA: 76'0"LWL: 63'4"BEAM: 20'0"DRAFT: 5'5"DISPL.: 126,780 lb.FUEL: 1,300 gal.WATER: 450 gal.TEST POWER: 2/1,150-mhp Caterpillar C18 ACERT dieselsTRANSMISSIONS: ZF, 2.92:1 gear ratioPROPELLERS: 44 x 46, 5-bladeGENERATORS: 2/27-kW PhasorPRICE AS TESTED: $4.4 million

TEST CONDITIONS:Air temperature: 75°F; humidity: 67%; seas: flat; wind: 1 knot; load: 520 gal. fuel, 360 gal. water, 4 persons, 300 lb. gear. Speeds are two-way averages measured with Furuno NavNet 3D display. Fuel flow taken from Caterpil-lar engine display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM700100012501500175020002300

KNOTS5.08.810.812.314.217.521.0

GPH4.010.022.038.064.084.0118.0

RANGE1,4631,030574379260244208

dB(A)60636265677074


HORIZON PC58


A CAT FOR THE MASSESHorizon’s first mass-market multihull, the PC58, is a cat that monohull boaters can love. By Capt. Richard Thiel

Alot of boaters do not like catamarans because their inte-rior spaces are too—well, cat-like. That typically means one giant saloon with unusable space and then a few

cramped staterooms in the hulls. That complaint often includes the master, and if you’re the guy shelling out for a new boat, you’re most likely not going to want to feel like a sardine in a can when you’re sleeping onboard. The Horizon PC58 is different.

ACCOMMODATIONS:No boaters will feel like said sardine on this power catamaran, since the master is fully forward on the main deck. This not only allows for a much bigger stateroom but also great views out of the expansive windshield. The after part of that deck comprises the generously proportioned saloon.

The aft saloon doors open 8 feet wide onto a giant (13 feet long by 23 feet 8 inches wide) aft deck, where the six-person dining table sits, covered by the cockpit overhang. With the doors open, the saloon and cockpit become one huge space. Although there’s an L-shaped settee in the saloon, its table is too small for serious dining, thus the outdoor one will be the venue of choice for meals.

CONSTRUCTION: The PC58 has symmetrical semi-displacement hulls with “planing wedges” aft. (Basically they’re pads that produce lift to get the hulls up out of the water.) Each prop is in a tunnel and protected by a small keel that also enhances tracking.

Another notable design feature is the full-length “wave breaker,” a V-shape protrusion on the underside of the su-perstructure that disperses large waves that enter the tunnel. Many cats have a version of this, but I’ve never seen one that is full-length. The hulls’ interior sides also cant inward to give the boat a lot of reserve buoyancy. The idea is to avoid not only impact but a large wave closing off the tunnel, which can force spray back out the forward opening—the notorious “spitting” found in many cats.

It’s also worth noting that the boat was built using Divinycell coring laminated using the SCRIMP process, which should theoretically keep her weight down going forward. (My test boat was hull number one, and thus likely a bit beefier than her successors.)

PERFORMANCE: I got an excellent chance to match the 58’s real-world per-formance against her theoretical design constructs thanks to 15-knot winds and 4-foot seas that occasionally piled up into 5-footers—perfect conditions to test seakeeping but not so great to measure test numbers accurately. I’m not in the habit of making excuses for the test results, and a top speed of nearly 22 knots is nothing to apologize for. But if we’d had flat wa-ter, I’m pretty sure the 58 would have squeezed out a couple more knots, if only because it would have allowed the planing wedges to work better.

Horizon Yachts, 561-721-6068; www.horizonyacht.com

LOA: 55'9"BEAM: 24'6"DRAFT: 4'0"DISPL.: 77,000 lb. FUEL: 1,000 gal. WATER: 400 gal.POWER: 2/715-mhp Cummins QSM 11 diesel inboardsPROPELLERS: 32 x 25 4-blade nibral TRANSMISSION: ZF 500 A, 2.003:1 gear ratioPRICE AS TESTED: $3,583,000BASE PREICE: $2,787,000

TEST CONDITIONS:Air temperature: 75°F; humidity: 57%; wind: 13-15 knots; seas: 4'; load: 500 gal.fuel, 200 gal. water, 5 persons, 300 lb. gear. Speeds are two-way averages measured w/ onboard Garmin GPS. GPH taken via SmartCraft monitor. Range is based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM1000125015001750200023502500

KNOTS8.310.111.113.017.419.621.8

GPH7.613.824.432.846.064.072.0

RANGE1,131760472412392316313

dB(A)71747676777779


©2013 Garmin Ltd. or its subsidiaries GPSMAP®

8000

Complex and sophisticated, yet still quite simpleTHE GPSMAP 8000 GL ASS HELM SERIES

Never before has it been so powerfully simple to fall in love with a beautiful glass helm. The GPSMAP 8000 Glass Helm series gives you fully integrated control of everything on multi-touch displays, including sonar, integrated autopilot, such as a GHP™ 20, connectivity, apps, and engine data from one screen across all screens. SmartMode™ control allows you to switch all displays in sync to a custom preset mode like “planning” or “docking” without manually switching each display separately. Available as an MFD or Black Box with separate monitors.

To learn more, visit Garmin.com/8000

LAZZARA LMY 64


TURNING POINTTake the helm of the Lazzara LMY 64 knowing it’ll be just what you’re after. By Jason Y. Wood

The Lazzara LMY 64 lets the personality of the owner come through in all aspects of the onboard experience. While inte-rior volume and a smart layout make for comfortable cruis-

ing, this sophisticated motoryacht uses innovative systems to create a driving experience tailored to the needs of the moment.

ACCOMMODATIONS:The Lazzara LMY 64 does some things a bit different when it comes to living spaces, and nowhere is this more apparent than the amid-ships master stateroom. It feels like a room in a house—a large house. At the head of the king-size berth are three large hullside windows and an opening port, providing some natural light, but really giving a view that’s more like a living canvas hanging above the berth. The same glass array is opposite, over a desk with plenty of carbon-fiber accents and a pop-up television built in. But my point is not to tell you about the things that are in the stateroom, it’s the absence of things that is so striking: This room has floor space, an idea so un-common on yachts it caught me off guard. The space itself just feels luxurious. Of course, the master has a head with two sinks and spa-cious shower, and a walk-in hanging locker as well.

The forepeak guest stateroom also offers more floor space than many I’ve seen, and shares the dayhead with a twin-berth stateroom. Another guest stateroom is to starboard, and has a queen berth, clos-et, and private head with shower.

The main saloon encompasses the helm station and an L-shaped galley forward, flanked to port by companionway stairs leading be-low. An open galley with two-stool breakfast bar sits abaft the helm station, and a sitting area with a large settee is to starboard. The fore-deck has a great alfresco seating area, in case the comfortable cockpit and enormous flying bridge aren’t enough.

CONSTRUCTION: Boatbuilder Dick Lazzara understands the needs of yacht owners. The accommodations space is only part of that equation, but there’s also the feeling you get from a boat. I would describe the vibe of the LMY 64 as quiet confidence. The structure is solid, using prelami-nated balsa panels and foam core in bulkheads to save weight. In ad-dition, a lightweight steel cage, wrapped in carbon fiber, stands at the

heart of the superstructure sides and overhead to provide stiffness. I spent some time on the huge flying bridge at speed and there was no kind of wobble, though admittedly we saw very calm conditions on our sea trial.

Sound levels topped out at 72 decibels, thanks in part to Laz-zara’s sound-and-vibration-attenuation system, which includes hundreds of rubber pads that cushion and isolate the stringer system from many of the internal components. The engine room shows the level of attention paid to the structure, with every sur-face faired and finished.

PERFORMANCE: When I first took control of the Lazzara LMY 64, it was from the side deck, where Dick Lazzara and I were enjoying a break from some squalls that blew through prior to our leaving the dock. Lazzara encouraged me to use the joystick control from outside, through the window, as we transited the fairway. At slow speeds, the Volvo Penta IPS1200s really dug in, responding to light joystick commands positively. That close-quarters maneuvering complements the open-water performance, where the boat responded well to throttles and helm, more of the same feeling as the IPS props moved some water. We found a nice 26-knot cruise at an 82-percent load that felt right for covering some ground.

The test boat was equipped with a tuned ABT Trac fin stabilizer system that lets the helmsman set the “ride” as on today’s advanced sports cars. A sport-type setting let me feel the hull put its shoulder down and lean into hardover 24-knot turns, while a comfort setting took me through those same turns with seemingly no change in heel from the straight course. The boat is also equipped with Humphree Interceptors to tweak the speed and ride even further.

All in all, the LMY 64 can be a docile and comfortable ride, but she’ll also let you mix it up and match her power and handling to sea and wind conditions when the need arises.

Lazzara Yachts, 954-522-2118; www.lazzarayachts.com

LOA: 64'6"BEAM: 17'4"DRAFT: 4'9" DISPL.: 73,500 lb.FUEL: 800 gal.WATER: 200 gal.TEST POWER: 2/900-hp Volvo Penta IPS1200TRANSMISSION: Volvo Penta IPS3A; 1.88:1 gear ratioPROPELLERS: Nibral Q4 propsetGENERATOR: 17-kW OnanBASE PRICE: $2,975,000PRICE AS TESTED: $3,407,270

TEST CONDITIONS:Air temperature: 78°F; humidity: 86%; seas: 1-2'; wind: 3-5 knots; load: full fuel, 80 gal. water, 5 persons, 3,000 lb. gear. Speeds are two-way averages measured with Garmin GPS. GPH taken via Volvo Penta engine display. Range is based on 90 percent of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM90012001500180021002270

KNOTS9.211.314.420.326.330.2

GPH8.820.035.051.074.087.0

RANGE753407296287256250

dB(A)606469707072

NOTEWORTHY OPTIONS:Sea Recovery watermak-er, 450 gpd ($14,700); Volvo Penta IPS aft deck control station ($15,900); flying-bridge hardtop ($56,500); Garmin 600 AIS system ($1,590).

OUT OF THE ORDINARY MarineMax gives you unparalleled resources to be on the water with your family and friends. With the widest selection of premium brands, both new and used, we can satisfy all your boating activities. And with our exciting Getaways!® trips and boating classes, it’s never been

easier for you to get ON THE WATER

FOR ALL YOUR BOATING NEEDS, MARINEMAX HAS YOU COVERED

Call 1 (888) 929-4219 or visit us online at marinemax.com/boatguide

MARINEMAX 484


CRUISING CHAMPIONThe MarineMax 484 is An exceptionally comfortable cruising powercat. By Capt. Bill Pike

The MarineMax 484 Power Catamaran is roomy, versatile, and outdoorsy—not only is there a topside lounge area on the flying bridge, there are two lower, weather-deck cockpits

for lounging as well, one forward and the other aft. Couple this sort of thing with an ample four-stateroom-four-head accommodation space belowdecks, a voluminous saloon/galley/dinette on the main deck, and a register of fuel-burn numbers that are decidedly wallet-friendly, and you’ve got yourself one heck of a coastal cruiser.

ACCOMMODATIONS:The expansive, four-stateroom interior is tops in practicality. On the main deck, there’s an immense saloon, with U-shaped dinette area forward on the port side (and a lounge opposite) and there’s also a galley aft on the port side, opposite a credenza, a chart table, and a stairway to the flying bridge. On the bottom deck, instead of central-ized heads without proper ventilation (like you’ll find on some other power cats in this size range), the 484’s heads are outboard, with opening hatches and hullside windows. Moreover, the four state-rooms on our test boat were lofty (headroom was near 7 feet), comfy (thanks to ample berths and soft LED lighting), and quiet, whether they were on the bow or close to one of the engine rooms—even at 15 knots, we recorded just 81 decibels near the aft bulkhead of a cabin in the latter category.

CONSTRUCTION: The hull and deck of the MarineMax 484 are resin-infused using vi-nylester resin. Foam coring predominates in most of the boat’s lami-nates except in way of the hull centerlines and around through-hull fittings where solid-glass prevails. Each hull features a crash bulkhead that is also resin-infused, as are most of the other bulkheads and small parts onboard. NPG gel coat offers superior UV resistance.

PERFORMANCE: The 484 is economical (i.e., charter-friendly) in slo-mo mode—we recorded a fuel burn at 6.9 knots, for example, that was just 3.8 gallons per hour! Throughout the rpm register, her running attitudes were optimum as well and therefore indicative of per-fect, performance-enhancing balance—trim angles (without tabs) never exceed 3.5 degrees. Moreover, the boat seemed to be about

as seaworthy as a dolphin—the V-shaped, pod-like “central hull” molded into the underside of the web near the twin bows kept head seas from slamming and, parenthetically, produced enough interior space for an optional generator. And finally, there was the safety factor—we found that rails and handholds totally circum-scribed the 484’s weather deck, facilitating movement virtually anywhere onboard in sporty weather or at night.

The engine rooms, of course, contribute to the aforementioned, performance-enhancing balance. Each was gratefully basic—with a centerpiece V-drive diesel, various plumbing and electrics features, and, on the port side of the boat, a fuel-transfer pump that facilitated moving fuel amongst three aluminum fuel tanks, two saddles, and another forward which feeds either the mains or the optional genset. The simplicity of it all is a tribute to Chinese builder Sino Eagle and designer, J&J Yacht Designs.

Our opinion? The 484 was purpose-built for charter, although MarineMax just debuted a retail version at last year’s Ft. Lauderdale International Boat Show with either a 3-stateroom (with a giant master) or a 4-stateroom layout. In either case, whether you decide to charter or buy, this decidedly practical vessel will hand you a really good time, without breaking the bank on fuel.

MarineMax Vacations, 888-461-5497; www.marinemaxvacations.com

LOA: 48'3"BEAM: 23'6"DRAFT: 3'0"DISPL. 47,620 lb.FUEL: 461 gal.WATER: 206 gal.TEST POWER: 2/330-mhp Volvo Penta D6 dieselsSTANDARD POWER: 2/225-mhp Volvo Penta D4 dieselsOPTIONAL POWER: 2/330-mhp or 2/370-mhp Volvo Penta D6 dieselsTRANSMISSIONS: Volvo Penta HS80IVE-Bs w/2.49:1 ratioPROPELLERS: 23 x 23 4-blade BT Marine brass GENERATOR: 1/16-kW Northern LightsBASE PRICE (RETAIL VERSION): $699,990 (W/Volvo Penta D4s, 3 staterooms/3 heads)

TEST CONDITIONS:Air temperature: 78°F; humidity: 80%; seas: gentle swell: wind: 5-10 knots; load: 520 gal. fuel (includes 220 gal. in drums), 206 gal. water, 3 per-sons, 2,600 lb. gear (includes 2 RIBs). Speeds are two-way averages measured with Raymarine GPS. GPH taken from Volvo Penta display. Range based on 90% of ad-vertised fuel capacity. Sound levels were taken at helm. 65 dB(A) is the level of normal conversation.

RPM600100015002000250030003475

KNOTS2.94.96.98.910.313.318.5

GPH0.41.53.87.615.025.035.0

RANGE3,0081,342748486285221219

dB(A)60636874768182


MARITIMO M50


FREQUENT FLYERLike her siblings, the new Maritimo M50 is designed and built for boaters who really use their boats. By Capt. Richard Thiel

I’ve tested a number of Maritimos over the years, and my percep-tion of them has been colored by the way they’re built and the way they’re used. They’re generally rugged boats, built by rugged peo-

ple, for rugged conditions. And the new M50 is no different.

ACCOMMODATIONS:If you look at the M50 and her predecessor, the M48, side by side, you won’t notice much difference. Both have the enclosed flying bridge with sliding sunroof and aft balcony, a design element that is a trademark of Maritimo cruising models. And both also have full walkaround side decks, and a transom console flanked by walkways that lead to a deep integral swim platform. If you’re sharp-eyed, you might notice the 50’s bridge balcony is bigger (by 15 percent, to be exact) and her hull has more windows.

The reason for the similarity is that Maritimo is concerned less about styling and more about substance. Since its owners run their boats hard and often, the focus is on making them as cruiser-friend-ly as possible. In the case of the 50, that means replacing the 48’s port-side master with a full-beam one that’s significantly larger and offers a king-size berth angled to centerline to maximize room and provide more windows—one to port and two to starboard. The big-ger master is aimed directly at serious cruising couples.

CONSTRUCTION: Maritimos—including my most recent test boat, the M50—are built in Coomera, Queensland, Australia. At that yard I’ve seen the com-pany’s trademark monocoque structure—hull, deck, and full inte-rior liner—bonded together, all the way back to the saloon, creating a configuration that’s virtually impervious to torquing and twisting. The engine room has its own liner to which the mufflers and exhaust system are bonded. That’s why every Maritimo I’ve run has felt so solid. Slam it into a wave, and there’s no shake or shudder, just a solid thunk, like a pro lineman hitting a blocking sled.

PERFORMANCE: The new hull—2 feet longer and 4 inches deeper than the 48’s—al-lows for a saloon that’s nearly ten percent bigger and a cockpit four

percent larger. It still features a keel that tapers out of the stem, then disappears just forward of the shafts, a combination that gives admi-rable tracking and good slow-speed maneuverability. A fine forefoot and fairly full foresections make for good seakeeping, something that became clear to me on a test day that brought nasty, steep 3- and 4-footers. Even headed into them at full throttle, my 50 never pounded and always felt as solid as a hunk of marble.

Part of the reason for that is balance. Maritimo has always placed its fuel tanks on the center of balance, between the engine room and the accommodations. That ensures constant running trim as fuel burns off, but also restricts what designers can do with the accom-modations. On the 50, the fuel remains on the center of balance but is in saddle tanks, outboard of each engine, hence the roomier ac-commodations. Better yet, fuel capacity is up by 75 gallons.

Performance is also balanced. Test power was the standard pair of 670-horsepower Volvo Penta D11s—same as the 48—which yielded a top speed of 28 knots. But this is no runabout; she was born to cruise, and so a 1750-rpm lope will give you 19.1 knots and nearly 0.5 nmpg. Thanks to generous fuel tankage you can safely travel 453 nautical miles between fuel stops at that speed.

Maritimo USA, 206-462-6080; www.maritimousa.com

LOA: 53'0"BEAM: 17'0"DRAFT: 4'3"DISPL.: 48,502 lb.FUEL: 1,000 gal.WATER: 211 gal.TEST POWER: 2/670-mhp Volvo Penta D11-670 diesels OPTIONAL POWER: 2/600-bhp Caterpillar C12s; 2/705-bhp Cat-erpillar C12 ACERTs; 2/715-mhp Cummins QSM11s; 2/800-mhp Volvo Penta D13-800s TRANSMISSION: ZF 305-2A w/ 2.037:1 gear ratioPROPELLERS: 30 x 37 NiBrAl 5-blade GENERATOR: 1/21-kW OnanBASE PRICE: $1,390,000PRICE AS TESTED: $1,545,989

TEST CONDITIONS:Air temperature: 77°F; humidity 51%; seas: 3-4': wind: 8-12 knots; load: 333 gal. fuel, 211 gal. water, 2 persons, 500 lb. gear. Speeds are two-way averages measured with handheld GPS. GPH taken from Volvo Penta display. Range based on 90% of advertised fuel capacity. Sound levels taken at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Fisher & Paykel dishwasher ($1,995); Glendinning Cable- Master ($3,900); Stidd helm seats ($6,900); teak decking on bal-cony and swim platform ($8,900); LED underwa-ter lights ($3,400).

RPM100012501500175020002350

KNOTS10.912.215.719.123.527.8

GPH8.016.024.038.047.066.0

RANGE1,223685587453450379

dB(A)686970757580


MOCHI CRAFT DOLPHIN 54 FLYBRIDGE


MIXED BREEDThe Mochi Craft Dolphin 54 Flybridge adds a dash of Italian design flair to a motoryacht with Down East lobster boat salt. By Christopher White

A rainy Newport, Rhode Island, served as backdrop to our introduction to the Mochi Craft Dolphin 54 Flybridge. And it was that uncooperative weather that showed just

how roomy and comfortable this boat could be.

ACCOMMODATIONS:The first impression I got when stepping aboard the Mochi 54 was space, the boat feels open and large throughout, much more so than I would have expected for a 54-footer. Case in point, there were seven people onboard, all intent on staying out of the rain, and it didn’t feel crowded. Though we didn’t use it, the large teak-soled cockpit has plenty of seating. A large middle section of the transom folds out to create a swim platform and steps for easy boarding, but it must be folded up to access the tender garage be-neath the cockpit sole.

There is a sliding door on centerline for access to the saloon, which features a U-shaped settee to port with a dinette. The galley is one step down to starboard, and features a Bosch four-burner cooktop with fiddles, a GE profile microwave/convection oven, a Vitrifrigo fridge, and plenty of stowage. A companionway forward of the galley leads down to a room that can be fit out as a crew’s quarters with a single berth, but on our test boat was dedicated to stowage. A washer and dryer placed there seemed like a better use of space as it is most likely owners of the 54 won’t require a captain.

The helm, forward to port, has a large bench seat and excellent lines of sight thanks to a large, mullion-free windshield. There is a bench seat to starboard where a navigator would feel right at home, with plenty of countertop space for handling charts. A companionway on centerline leads belowdecks to the main ac-commodations area. There we found a twin stateroom to port with 78 ½ inches of headroom. It has an en suite head that doubles as the dayhead, and the VIP with a large queen berth to starboard. The master is in the forepeak and has an island queen and en suite head with a stand-up separate shower. There is plenty of stowage throughout all cabins, and good headroom everywhere. Natural light is plentiful thanks to hull-side windows in the guest and VIP stateroom and an overhead skylight in the master.

The flying bridge is accessed via a teak staircase on the star-board side of the cockpit. The upper helm is to starboard, and there’s plenty of seating for those looking to enjoy the weather on a sunny cruise. A small table is suited for alfresco snacks.

CONSTRUCTION: The 54’s hull is solid fiberglass below the waterline with balsa and foam coring above, and she is built to RINA Class A certifica-tion. The engine room is accessed through a hatch in the cockpit sole, and while it has stoop-to-work headroom, everything you need is easily accessible. She has Parker Racor fuel-water separa-tors, a Fireboy fire-protection system, and Gianneschi pumps. Her beefy 800-horsepower MAN diesels—the only engine pack-age Mochi offers—have 27 inches between them. That’s certainly enough to squeeze in when necessary.

The joinery throughout the interior was, as far as I could tell, flawless, and the satin-finished teak and light color scheme of the soft goods adds to the boat’s bright feel.

PERFORMANCE: The Mochi 54’s handling was like that of a sports car—powerful and assertive, taking corners with ease and running straight as a train on the tracks with the help of her deep-V hull. She got on plane quickly and cruises comfortably at around 25 knots. At top hop we hit 30.3 knots (though the company claims she can hit 32), and throughout the speed range she remained relatively quiet. While there wasn’t much in the way of rough seas on Narragansett Bay, we found a few wakes to run her through and she handled them all with aplomb, staying dry and feeling sturdy with no creaks or groans.

Back at the docks the company captain slid her easily into her slip at Newport’s crowded 41 North Marina with the help of a standard Side-Power bow thruster (our test boat was equipped with an op-tional Side-Power stern thruster as well). Mochi definitely nailed the Down East-ish look with the Dolphin 54, and while she certainly doesn’t hide her Italian heritage with her swooping lines and immac-ulate interior, she fit right in on those posh New England docks.

Mochi Craft, 954-462-5527; www.mochicraft-yacht.com

LOA: 54'8"BEAM: 16'1"DRAFT: 4'8"DISPL.: 59,304 lb.FUEL: 674 gal.WATER: 188 gal.STANDARD POWER: 2/800-hp MAN R6 diesels OPTIONAL POWER: N/AGENERATOR: 13-kW KohlerTRANSMISSION: ZF 325-1A, 2.37:1 gear ratioBASE PRICE: Upon request

TEST CONDITIONS:Air Temperature: 73°F; humidity: 93%; seas: 1-2'; load: 621 gal. fuel; 58 gal. water; 7 persons; minimal gear. Speeds are two-way averages measured w/ Furuno GPS. GPH taken via MAN display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation. RPM

6001000125015001750200022502330

KNOTS6.810.011.616.520.425.829.730.3

GPH4.012.020.030.044.0560078.082.0

RANGE1,031506352334281261231224

dB(A)6571747677798181

NOTEWOWRTHY OPTIONS:Sun canopy; remove-able satin teak cockpit table; cooktop on flying bridge. Prices available upon request.

MONTE CARLO YACHTS 70


POWER TRIPThe Monte Carlo Yachts 70 is both stylish and solidly equipped. By Capt. Bill Pike

How does the Monte Carlo 70’s optional ZF POD 4000 propul-sion system perform, both dockside and offshore? And also, how does the swoopy, Nuvolari-Lenard-designed, Italianate

beauty stack up for shoreside festivities? Quite nicely, we discovered.

ACCOMMODATIONS:While Monte Carlo offers a variety of layouts, our test boat fea-tured a standard arrangement with an ample cockpit (nicely shaded by an expansive flying-bridge cockpit overhang), a saloon with a giant L-shaped lounge to starboard, entered via an accor-dion-style set of Opacmare doors, a galley forward of the saloon and again to starboard, and a starboard helm station behind a giant wraparound windshield. Belowdecks, there’s a four-state-room-four-head layout, with an athwartship master, a VIP on the bow, and a couple of additionals, one with side-by-side berths, the other with bunks. One of the 70’s truly knockout features is the recessed fun-in-the-sun area on the foredeck. Pop-up LEDs, levitating table halves that magically combine for al fresco dinner parties, and crisp teak planking make it the place to be, especially when the stars are out and the anchor’s down.

CONSTRUCTION: What sets this hybrid builder apart (Monte Carlo Yachts is actu-ally part of the vast Beneteau boatbuilding enterprise but is run autonomously in Italy) is its reliance upon modular assembly methods. The interior of the 70, for example, is actually completed outside the hull and then lowered into it, typically in accordance with superbly accurate, hair-splitting tolerances, an approach that vastly improves access for installs, keeps technicians from getting in each other’s way while working within what would otherwise be an increasingly cramped interior, and actually improves the install quality of electrics, plumbing runs, air-conditioning duct-work, and other ancillaries. Indeed, the interior module of the 70, once it’s lowered into the hull and bonded there and then bonded to the underside of the deck after it’s lowered into place, actu-ally becomes a giant strengthening member which, according to Monte Carlo, requires much less space than conventional frames and stringers, a scenario that adds headroom, elbowroom, and lots of stowage space to the 70’s sumptuous interior.

PERFORMANCE: Prior to our sea trial, walking the 70 off the fuel dock where she was docked was an extravaganza. The movement with the ZF pods was authoritative, seamless, nuanced, and ultra-controlla-ble. Indeed, in order to clear a megayacht picking up her anchors just beyond our bow, all I had to do was rotate the top of the joystick slightly while keeping the sideways pressure on—the 70’s big ol’ diesels and props eased her away into the center of the fairway with ease.

In short order, the sea trial offshore was proceeding just as smoothly, despite wind gusts of 20 knots and confused seas with occasional 6-footers. The top speed in open water was 32.4 knots, with a 25.5-knot cruise. Sound levels at the lower helm (where we did our data collection) were exceptionally low, thanks in part to sound-and-vibration-insulated, soft-mounted interior floors and overheads, as well as an engine room that’s buttoned up with the same sort of noise-nixing technology. And the windshield stayed nearly bone-dry—we only had to hit the pantograph-style Gallinea wipers a couple of times throughout.

Downsea tracking was particularly noteworthy—in fact, it was so arrow-straight and mannerly that I let the boat steer herself (with hands lightly on the custom, leather-wrapped steering wheel) for long periods, some lasting almost a minute. And cornering was tight enough (the average tactical diameter of our hardover turns was about three boat lengths) and exhibited only a modicum of in-board heel. Pods from ZF, after all, are not deadrise-mounted (and therefore splayed as with Volvo Penta’s system) but hang straight down on heavy NiBrAl skegs from shallow tunnels. And this fea-ture, besides protecting the aft-facing, contrarotating props, also re-duces draft as well as outboard focused, heel-increasing lift in turns.

So? The highly distinctive, Italianate Monte Carlo 70 is not just a stellar performer. She’s also got lots of style, some solid engineering, and an array of top-shelf standard equipment. But those big, beautiful ZF pods? Total power trip!

Denison Yacht Sales, 954-763-3971; www.denisonyachtsales.com

LOA: 69'11"BEAM: 17'9"DRAFT: 5'0"DISPL.: 86,861 lb.FUEL: 1,055 gal.WATER: 221.6 gal.TEST POWER: 2/1,200-mhp MAN V-1200sOPTIONAL POWER: 2/1,000-mhp MAN V-1000sTRANSMISSION: ZF500 w/ 1:1 gear ratioPROPELLERS: 31.3 x 38.6 (front); 29.8 x 39.4 (rear) 4-blade ZFDG2 NiBrAl GENERATOR: 2/23-kW KohlerBASE PRICE: Upon Request

TEST CONDITIONS:Air temperature: 72°F; humidity: 49%; seas: 4-6': wind: 14-18 knots; load: 265 gal. fuel, 200 gal. water, 3 persons, 200 lb. gear. Speeds are two-way averages measured with Raymarine GPS. GPH taken from MAN display. Range based on 90% of advertised fuel capacity. Sound levels taken at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Humphree auto-adjusting interceptors; carbon-fiber hardtop with sunroof; custom hull paint from DuPont; pop-up LED deck-lights; Portuguese bridge.

RPM600100012501500175020002320

KNOTS7.110.212.114.320.825.532.4

GPH4.016.030.037.058.087.0122.0

RANGE1,685605383289290278252

dB(A)65576465666774


MONTE FINO 85 ECHO


LONG HAUL LIGHTThe Monte Fino 85 ecHo explorer is meant to go the distance, but leave smaller footprints. By Michael and Frances Howorth

For owners not prepared to wait three or more years for a fully-custom discovery vessel, the Monte Fino 85 ecHo of-fers substantial flexibility with interior fit-out, great energy

efficiency, a tip of the hat to the environment, and shorter deliv-ery times. Her model designation derives from the prefix “eco.” The uppercase H denotes her designer Rob Humphreys, who is best known for his sailboat designs.

ACCOMMODATIONS:Spacious interiors designed by the Australian based Giorgia Drudi provide plenty of relaxation space for up to eight guests, plus accommodations for four crew. Comfortable U-shape set-tees in the salon are finished in a soft gray-brown fabric.

The dining area with its glass, wood, and leather table seats eight. The windowless galley is a compact, but well-laid-out working space that suggests many of the family meals might be taken ashore, leaving this space to cope with breakfasts and light lunches. It is well equipped though, featuring a Corian work surface, electric stove, full-size refrigerator-freezer, and a double sink.

The guest and crew accommodations are all on the lower deck. Positioned forward is a spacious VIP suite large enough and pleasantly decorated such that it could be called a master cabin. Here, as elsewhere, the heads are well appointed and feature large marble-backed shower stalls and marble vanities.

The expansive sundeck is one of the yacht’s biggest selling points. Flybridge controls are starboard forward and offer, by far, the best place to drive the yacht and carry out berthing ma-neuvers. An electric davit capable of lifting 1,750 pounds will accommodate a substantial tender on the sundeck, and if you’re careful in getting the sizes right, maybe even a PWC alongside. The bar area has stools, a grill, an icemaker, and a refrigerator and is the place to hang out when the sun is at its zenith.

CONSTRUCTION: The Monte Fino 85 ecHo is built by Kha Shing Enterprises in Taiwan. Her hull and superstructure are composite. Her specifi-

cation on delivery is uncompromising. Examples include stabi-lizers fitted as standard. Esthec composite decking was selected as an environmentally friendly alternative to hardwood, and the effect is visually pleasing and highly effective. Interestingly, and by way of contrast, the treads of the stairs leading from one deck to another are finished in real-deal teak.

PERFORMANCE: Conceived to operate with maximum efficiency and exception-al fuel economy, the 85 ecHo has a range of more than 4,000 nautical miles. In keeping with the builder’s environmentally responsible philosophy, she is equipped with resource-efficient, low-emissions technology that filters engine exhaust gases. Her innovative hull shape with its integrated propeller tunnels and bulbous bow (an unusual feature in a boat of this length) helps achieve a fuel consumption figure that, with each engine turning 1350 rpm, produces a 10-knot speed with a burn of less than six gallons an hour. Designer Humphreys has given her the chunky good looks of an explorer yacht. Her high-freeboard and patrol-boat-style bridge deliberately reflect his desire to give her off-shore capabilities.

The 85 is the first model in what will be an ecHo range. She is a highly capable, long-distance yacht that is equally at home in Ft. Lauderdale or crossing the Pacific.

Monte Fino Yachts, 800-551-9590; www.montefino.com

LOA: 85'11"BEAM: 20'4"DRAFT: 4'7" DISPL.: 90 tonsFUEL: 4,040 gal. WATER: 793 gal. POWER: 2/715-mhp Cummins QSM11s PROPELLERS: Twin fixed-pitch TRANSMISSION: N/AGENERATORS: 1 x Onan 37.5-kW, 1 x Onan 13.5-kW STABILIZERS: NaiadBASE PRICE: $5,844,990

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NISI 1700 XPRESSO


WEEKEND MEGAYACHTThe midsize NISI 1700 Xpresso feels much larger than her dimensions, and may be a boat for today’s world. By Jason Y. Wood

If there was ever a yacht built for these global times, the NISI 1700 Xpresso is it. Measuring less than 60 feet long, this boat offers a striking profile that melds a salty feel with European cool. She

was assembled by Chinese craftsmen at Tricon Marine from plans by American firm Setzer Yacht Design, and is powered by British Ultrajet jet drives matched to Caterpillar diesels.

ACCOMMODATIONS:We climbed the steps from the swim platform to the teak-decked cockpit and greeted a megayacht world created in miniature. In the shaded cockpit, an inlaid table awaits alfresco meals with guests on a broad settee across the transom. A stepladder to the flying bridge beckons, while a hatch inlaid with a teak compass rose seals engine-room access. Entering the saloon through gleaming stainless steel-framed glass pocket doors that disappear on demand we found an inviting L-shaped settee to starboard facing built-in cabinets to port. A concealed sink and two-burner cooktop mean this is the galley, working in tandem with a covered electric grill in the cockpit.

The helm station is forward in the saloon and to starboard, ac-companied by Treben electric helm and companion seats (that flip to bolsters). The helm dash is equipped with a pair of Simrad mul-tifunction displays, flanked by controls for Humphree interceptors and a Side Power bow thruster. We liked that half-orb of a compass prominently plunked inline with the wheel, while the Ultraject joy-stick and engine controls were right at hand. An undulating chaise longue is built in to port and will keep your companions comfort-able.Just don’t be surprised if they don’t stay awake too long.

On the accommodations deck, an amidships master makes the most of this hull’s slab-sided design and stretches over the full beam. The berth is situated on an angle to make it accessible from both sides and free up floor space, but the remarkable effect is to have such an airy room in less than 60 feet of hull. The glass-walled master head is to port, or to the right as you enter, and its see-through design takes advantage of the huge hullside windows. There’s a huge shower compartment and separate head compart-ment, and curtains ensure privacy for the modest.

A lower vestibule has pantry lockers and counterspace, as well as a fridge. Forward from there is a guest stateroom in the bow that

also offers excellent floor space and a hanging locker. It shares a head with the other guest stateroom, a single to port.

CONSTRUCTION: The NISI 1700 is built using copious amounts of carbon fiber to ensure lightweight, rigid construction. The metallic-blue hull fairly gleams in the summer sun, and a large polished-stainless steel an-chor plate protects the plumb bow from damage. An interesting fly-ing bridge is compact and yet had plenty of room for a helm with chair and a couple of companions on a lounge to port—to me, it fit the boat’s profile and design brief, as did a striking art deco radar arch that holds the Simrad broadband radome, Intellian satellite-TV dome, and VHF antennas.

The fit and finish of the interior looked impeccable to me, and when I got into the engine room I was glad to see the rigging and finish of this space was up to snuff as well. Groco strainers, Parker-Racor fuel-water separators, and a Cummins Onan genset, all served to reinforce my confidence that service would not be an issue. The engine room was absolutely enormous, with a huge open space above the jet drives—large enough for me to make note of it to the captain. And then I saw the Lehr outboard on a bracket stowed aft. The boat had plenty of room for a tender garage over the jet drives, but it hadn’t been included in this build.

PERFORMANCE: With well over 2,200 horsepower spinning out of those two big Cat-erpillar diesels, this boat fairly moves across the water, touching 37 knots on our test with a full crew and gear for a summer cruise on-board (she had just returned from a weeklong Down East voyage when we met her for a sea trial). The Xpresso is aptly named as she prefers to get up on plane and cruise at 30 to 33 knots. The Setzer-de-signed hull responded well to the helm, and ran flat through turns at a fast cruise—the flying bridge is the place to be underway. With this combination of speed and accommodations, the NISI 1700 would serve an owner who is looking for a megayacht feel yet has to get to the office on Monday morning.

NISI Yachts, 305-777-2138; www.nisiyachts.com

LOA: 59'8"BEAM: 16'4"DRAFT: 2'4"DISPL.: 50,500 lb. (dry)FUEL: 832 gal.WATER: 200 gal.TEST POWER: 2/1,136-hp CAT C18 ACERT dieselsOPTIONAL POWER: 2/715-hp Cummins Zeus; 2/700-hp Volvo Penta IPS900s; 2/900-hp Volvo Penta IPS1200sTRANSMISSON: UltrajetGENERATOR: 11.5-kW Cummins Onan BASE PRICE: $1,800,000

TEST CONDITIONS:Air temperature: 72°F; humidity: 66%; seas: 1-2'; load: 410 gal. fuel, 160 gal. water, 4 persons, 500 lb. gear. Speeds are two-way averages measured with Simrad GPS. GPH taken via Caterpillar engine display. Range is based on 90 percent of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM8009001200150018002100220023002361

KNOTS5.77.29.311.015.425.830.735.037.0

GPH1.63.814.828.851.277.891.2102.6113.4

RANGE2,6681,419471286225248252255244

dB(A)808170747482858786

NOTEWORTHY OPTIONS: Metallic hull paint, Hy-draulic swim platform, ABT Trac fin stabilizers. Option pricing available upon request.

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GREENLINE 33 - GREENLINE 40 - GREENLINE 48 - OCEAN CLASS 57 - OCEAN CLASS 70

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OCEAN ALEXANDER 120


BEST IN CLASSTake a look at the new Ocean Alexander 120. By Chris Caswell

The Ocean Alexander 120, though marketed under the Ocean Alexander name, is a collaboration that came from out-of-the-box thinking by two major boatbuilders, Ocean Alexan-

der and Christensen Shipyards. The result is nothing short of spec-tacular. Indeed, so spectacular that the OA 120 was named Best Overall Boat of the Year at the 2012 Active Interest Media Marine Group Editors’ Choice Awards one day after the yacht made her debut at last year’s Ft. Lauderdale International Boat Show. (Active Interest Media publishes this magazine.)

ACCOMMODATIONS:The 120 is built to ABS (American Bureau of Shipping) classifi-cation and MCA (Marine and Coastguard Agency) rules. And it’s clear that the design team had chartering in mind when it came up with the vessel’s distinctive trideck styling with a spa-cious main-deck master suite plus four large staterooms on the accommodations level.

The master suite is fit for royalty, with a centerline berth, a comfortable sitting area with a sofa, an expansive desk/van-ity, and two oversized hanging lockers. His-and-hers heads are forward and also span the full beam, separated by an oversized shower and a whirlpool tub, all accented by the intricate Chris-tensen marblework.

The main deck has an openness that makes the yacht seem far larger than 120 feet, starting with a marble-lined entry through electrically operated curved sliding doors from the afterdeck. The formal dining area is forward and, in a clever design touch, offset to port to create an unblocked passage fore and aft. The magnifi-cent handcrafted dining table seats 12 atop a marble sole for easy maintenance, and cabinets of black walnut and maple hide china, crystal, and silver behind frosted art deco doors. A sliding door in one corner allows seamless service from the galley just forward.

The skylounge on the upper deck has the feel of a private club, with burled cabinetry, art deco frosted doors, and, like the saloon, full-height windows. And the pilothouse is seem-ingly transplanted from a much larger yacht, with a wraparound dashboard holding five monitors, chart tables to port and star-board, and a pair of Stidd pedestal chairs behind the wheel.

CONSTRUCTION: The OA120 has a solid FRP bottom, although upper-hull ar-eas are cored with comparatively expensive, vacuum-bagged Baltek AL600 balsa. Carbon fiber is used on the tops of the stringers inside the hull and as reinforcement in other critical areas throughout the vessel where extreme strength is called for. Also, I-beams of 6061aluminum are used in various parts of the vessel, adding a great deal of strength but comparatively little weight. A highly sophisticated sound-and-vibration attenuation system (which includes numerous vibration-isolation features) produces an unusual level of quiet and comfort onboard.

PERFORMANCE: In keeping with the potential charterability of the Ocean Alexan-der 120, the designer and builders made an effort to create a yacht that will be economical to operate. The power is provided by a pair of MTU 12V 2000 engines that have been detuned to about 1,450 horsepower each, which allows them 12,000 hours between over-hauls, or twice the service hours of more powerful engines. This gives the 120 a transoceanic cruising speed of 11 to 12 knots but, be-cause the engines have a continuous-duty rating, the yacht can run all day at 16 knots without concerns.

The synopsis? It’s hard to explore the Ocean Alexander 120 and not keep thinking, this has to be larger than a 120 feet. It’s a tribute to everyone involved, builders and designer alike, that the airiness and space create a feeling of opulence and privacy that is usually the province of much larger yachts.

Ocean Alexander, 954-779-1905; www.oceanalexander.com

LOA: 121'2"BEAM: 25'2"DRAFT: 6'6"DISPL.: 420,000 lb.FUEL: 6,000 gal.WATER: 1,200 gal.STANDARD POWER: 2/1,450-bhp MTU 12V 2000 M72TRANSMISSION: ZF 3050 with 3.28:1 gear ratioPROPELLERS: 48 x 40 5-blade Nibral VeemstarGENERATORS: 2/76-kW CaterpillarsWATERMAKER: 2/1,200 gpd FCIPRICE: $17,900,000


OUTER REEF 720 DELUXE BRIDGE


THE LONG RUNWith its signature blend of luxury, range, and seakeeping ability, the Outer Reef 720 Deluxe Bridge was designed to go the distance. By John Wooldridge

Owner-operator cruisers know that space for living and stowage are key to enjoyable passages. But to be safe and happy in open waters means knowing that your boat is

designed and built to very demanding specifications.

ACCOMMODATIONS:The OR72 Deluxe Bridge is Outer Reef CEO Jeff Druek’s inspired answer for clients who want more living space, and who typically run the boat from the flying bridge. By enclosing the bridge deck and eliminating the lower helm, Druek created a massive galley and country kitchen with side doors for easy access to exterior deck space and outstanding views for family and friends. He did this while keeping the traditional separation for the saloon aft. That space is massive, with large windows for light and great views when the owners are relaxing or entertaining. A sliding door gives easy access to the aft deck, which is covered by the flying bridge. Molded stairs with a slight spiral at the top lead to the bridge deck, but most of the traffic to the enclosed bridge will likely take place via the interior stairs near the galley. On the accommodation lev-el, the full-beam master stateroom is amidships, with an athwart-ship berth to starboard and a large dressing area with separated head and shower compartments. A massive amount of stowage makes this stateroom an owner’s delight. The VIP stateroom is in the bow, and there is a port-side stateroom perfect for grandkids.

CONSTRUCTION: The OR72 Deluxe Bridge is built at the Tania Yacht Company in Kaohsiung, Taiwan, under the direction of naval architect and en-gineer Chaucer Chen. The boat is constructed from three major molds. The hull is a hand-laid fiberglass structure that is solid fi-berglass below the waterline and cored with Divinycell PVC in the topsides. The faux-planked exterior begins with Cook premium gelcoat, followed with a vinylester barrier layer for protection from osmosis. Full-length fiberglass longitudinal stringers and cross members that stiffen the hull are also foam cored, as are the decks, house, and flying bridge. The emphasis is on strength with-

out excess weight, which helps this twin-engine cruiser when it comes to fuel consumption. Deck and hull areas where hardware is attached are core free. There are five coats of epoxy primer and two coats of black antifouling paint below the waterline. A full keel extends below the arc of the props to help protect the running gear in case of grounding, and the rudders and the struts support-ing Aquamet 22 prop shafts are all stainless steel.

PERFORMANCE: Crisp handling, comfortable motion, and excellent tracking are all desirable characteristics in a distance cruiser, and like all the Outer Reef yachts I have had the pleasure to test, the OR72 Deluxe Bridge has them in spades. One- to 2-foot waves are mere wind chop to this substantial vessel, and I’m guessing it will really shine when the winds build and the waves start topping out at 6 feet. Substantial flare forward should make this a dry-running cruiser in all but the worst crosswinds. The boat answers the helm very well, and has two wing stations—perfect for pulling alongside a dock or backing in—within easy reach of the capacious helm console. With an enclosed head to starboard and a comfortable L-shaped bench to port, the only reason you’d ever leave the climate-controlled comfort of the helm would be for meals.

Outer Reef Yachts, 954-767-8305; www.outerreefyachts.com

LOA: 72'0"BEAM: 18'6"DRAFT: 5'0"DISPL.: 112,000 lb.FUEL: 2,000 gal.WATER: 400 gal.TEST POWER: 2/503-bhp Caterpillar C9 ACERTs TRANSMISSIONS: ZF 360A, 2.609:1 gear ratioPROPS: ZF Faster, 34.5 x 24.38 4-bladeBASE PRICE: Upon request

TEST CONDITIONS:Air temperature: 82°F; humidity: 86%; wind, 10 knots; seas 2-3'; load: 2,000 gal. fuel; 400 gal. water; 14 persons. Speeds are two-way averages measured with GPS. GPH taken via Caterpillar dis-play. Range is based on 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Star Zero stabilizers; crew quarters; Sea Torque shaft system; fully customized interior; teak w/ wenge border throughout. Prices on request.

RPM7001000150020002500

KNOTS5.47.09.111.212.8

GPH2.03.69.023.049.0

RANGE4,8603,5001,820876470

NE

IL R

AB

INO

WIT

Z

NE

IL R

AB

INO

WIT

Z

PEARL 75 FLYBRIDGE


LUXURY ON THE FLYPearl Motor Yachts steps up its game with a new 75 Flybridge. By Alan Harper

The big British and Italian boat brands fight for market share in this sector, but over the last 15 years small UK producer Pearl Motor Yachts has carved a successful

niche for itself. With this new flying-bridge design it is taking the fight to the enemy by offering an unusual level of customiza-tion. The Pearl 75 boasts naval architecture and external styling from Bill Dixon, and this example features an interior scheme from the studio of London-based designer Kelly Hoppen.

ACCOMMODATIONS:If Hoppen’s mix of modernism and eastern themes is not your thing, Pearl is happy to introduce you to their in-house design-ers, or have you introduce yours to theirs. The shipyard stresses its willingness to customize—variations on the 75 include an in-ternal dining table, with galley access aft instead of forward. You can also have an enclosed wheelhouse. Her generous beam makes the 75 seem big inside, with excellent headroom too. The amid-ships master suite has a separate entrance lobby, a large walk-in wardrobe, and a space-saving sliding door into the head. The two guest cabins are similar in size but different in character, one with a good-sized double bed and the other with a pair of singles, while up in the bow the VIP suite is cleverly laid out with its bed offset to starboard. Stowage has been well planned, and the corridor is fitted with transparent panels to let the daylight in.

CONSTRUCTION: Pearl says that the only way to thrive as a small British yacht-builder is to do what the big builders do, but better. That sounds ambitious, but key to the Pearl operation is its unusual produc-tion regime. Mold-tooling, molding, and first-fit engineering are all done in Taiwan, with the part-completed boats then shipped to Pearl’s Portsmouth factory for high-quality fit-out and finish-ing. The Taiwan connection is crucial, the company explained, and helps to make customization financially viable.

One of few negatives we noted on the Pearl 75 was the dif-ficult engine-room access—but Pearl is planning some de-sign improvements by all accounts. The engine room itself, however, once we’d negotiated the tortuous entrance, has

excellent headroom. The compact motors are mounted flat and well aft, and the gensets are installed outboard. Crew accommodations are reached via the ER entrance lobby.

PERFORMANCE: In a choppy trial off Palma, Mallorca, the ride was on the firm side upwind, but not so firm as to make us want to slow down, and on all other points the 75 demonstrated confident, fun, and vice-free handling.

This is the biggest boat so far to have been fitted with ZF’s pod drives, and 1,250-horsepower per side is right on the maximum for the torpedo-shaped 4000-series units, which are indepen-dently controllable via the joystick and SmartCommand soft-ware, with twin contrarotating props facing aft.

They passed the handling test with flying colors, and the way in which the boat was so willing to obey even our wildest helm inputs without so much as changing stride suggests that the en-gines’ considerable torque is being transmitted to the water ef-ficiently. ZF claims significant speed and consumption benefits, and certainly Pearl is delighted with the new drives.

Pearl Motor Yachts, +44 (0) 1789 740088; www.pearlmotoryachts.com

LOA: 76'4"BEAM: 19'6"DRAFT: 5'9"DISPL.: 108,025 lb. FUEL: 1,506 gal.WATER: 396 gal.TEST POWER: 2/1,250-hp MTU 8V 2000 M94sOPTIONAL POWER: 2/1,150-hp Cat C18s; 2/1,200-hp MAN V8sTRANSMISSION: ZF 4000 pods, 1.985:1 ratioPROPELLERS: 2/ZF 4-blade con-trarotating twinsGENERATOR: 20-kW KohlerBASE PRICE: $3,995,663 (ex. taxes) PRICE AS TESTED: $4,101,731 (approximate, ex. taxes)

TEST CONDITIONS:Air temperature 59°F; humidity 86%; seas: 3'; load: 760 gal. fuel, 330 gal. water, 7 persons, 250 lb. gear. Speeds are two-way averages measured w/ Garmin GPS display. GPH taken via MTU dis-play. Range is based on 90% of advertised fuel capacity. Decibels mea-sured at helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:2 Seakeeper M8000 gyro stabilizers ($205,140); second 20-kW genset ($55,146); colored hull ($42,978); underwater lights ($5,928); Intellian 16 satellite-TV system ($24,320); hydraulic fly-bridge bimini ($20,046); 3 wicker chairs ($1,053).

RPM1000130016001900210023002450

KNOTS9.211.713.918.922.126.128.6

GPH9.223.253.979.294.0113.6131.0

RANGE1,355827352325312312298

dB(A)57616467686870

PRESTIGE 550 FLY


ECONOMY-SIZEDThanks to a rigid production process, the Prestige 550 delivers a lot of boat for the money. By Alan Harper

As one of the world’s biggest boatbuilders, Jeanneau has a variety of product lines. Foremost are the immensely popular sailboats, which enjoy an international follow-

ing. Then there are their capable little motor cruisers, and their distinctively French day-fishing boats. And at the other end of the scale come the Prestige motor yachts, a range of hardtop and flying-bridge boats from 39 feet to 62 feet with sleeker looks, more luxurious interiors, and higher performance than their smaller and more workmanlike siblings.

Sleek; check. More luxurious; check. Better performance; check. But Jeanneau makes no unrealistic claims about its Prestige line. As a high-volume producer, what Jeanneau can do more effectively than any of the company’s supposed rivals is to build boats to a price. Put another way, Prestige sets out to give you a lot of boat for your buck.

ACCOMMODATIONS:A substantial cruising yacht with high topsides and a tall super-structure, the 550 may have plenty of internal volume, but its de-signers have not attempted to cram it with accommodations in a misguided attempt to add value. Instead, they celebrate the space. The windows are huge—both above and below. The master cabin is spread across all 15 feet 8 inches of beam, and the VIP forward feels almost as big. Headroom is well over 6 feet everywhere—and over 6 feet 6 inches in some places—and the master suite has a separate dressing room as well as a breakfast dinette. The VIP has a clever queen berth that scissors apart into two twins that border the hull-sides. There is space for a full-size washer-dryer under the stairs. Stowage spaces are big and numerous. The guest twin is on the port side, sharing the forward head compartment, and with no attempt at a third head or a fourth cabin, all these spaces can breathe. They all feel big. Actually, though, there is a fourth cabin. It’s in the stern, intended for the captain, and has its own shower and toilet plus a large window in the transom—and it’s really not bad.

CONSTRUCTION: Behind the scenes, we found the 550’s fit-out to be tidy and com-petent, but pretty basic. The engine room was reasonably well ex-

ecuted, with good access through the cockpit sole. Interestingly, jackshafts between the engines and the Zeus pods pass beneath the crew cabin—and with the tender housed on the optional hy-draulic swim platform, there is no garage taking up valuable space in the stern. Inside the boat, as you might expect, economies have been made. It’s true that the stainless steel and leather trim are nicely executed, but some locker doors (by no means all) turn out to be simple removable panels, to save on hinges. The anchor sup-plied might be a 70-pound Delta, but inside there is considerably more plastic than aboard the average Ferretti or Grand Banks, more veneer and less hardwood. Our 550 could boast plenty of teak decking, though, and its cockpit and flying-bridge tables were generous slabs of solid teak, but there is also a limited choice of interior color schemes and only one choice of engines.

PERFORMANCE: Power for the 550 Fly comes from a pair of 600-horsepower 8.3-litre Cummins QSC diesels, coupled to Zeus pod drives. Constructed using resin infusion for optimum strength and light weight, the hull was designed specifically for this perfor-mance package, and it shows. Accelerating to 25 knots in just 20 seconds, the 550 provides a zippy and fun ride, topping out at nearly 32 knots and cruising comfortably and economically in the low- to mid-20s.

The designers clearly intended the 550 for use in a variety of sea states. Underway on flat water she runs most efficiently with a little downward tab, otherwise she rides too bow high. This made a difference, we discovered, of up to three knots at 2700 rpm, and it means that when you do want to lift the bow—in a following sea, for example—you can.

Sightlines proved extremely good. The 550 was a fun drive: a lit-tle stolid in its handling, but responsive to the helm and throttles. Cummins claims their QSC motors to be pretty quiet and sound levels did indeed prove to be commendably low, with nothing to be heard on the flying bridge but the swoosh of the hull through the water and the buzz of PWCs playing in our wake.

Prestige Yachts, 410-280-2775; www.prestige-yachts.com

LOA: 58'9"LWL: 52'8"BEAM: 15'8"DRAFT: 3'10"DISPL.: 38,470 lb.FUEL: 510 gal.WATER: 211 gal.TEST POWER: 2/600-hp Cum-mins QSC8.3-600 dieselsOPTIONAL POWER: NoneTRANSMISSION: Zeus, 1.957:1PROPS: Mercury M9 4-bladeGENERATOR: 1/17.5-kW OnanBASE PRICE: Upon request

TEST CONDITIONS:Air temperature: 68°F; humidity: 48%; seas: flat; load: 250 gal. fuel, 100 gal. water, 7 persons. Speeds are two-way averages measured w/ Raymarine GPS display. GPH taken via Volvo Penta display. Range is 90% of advertised fuel capacity. Decibels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Seakeeper stabilizer ($121,549), washer-dryer ($3,025), 61,000-Btu A/C ($47,760), hydrau-lic platform ($27,376), Zeus joystick in cockpit ($8,700). Prices are subject to change.

RPM10001500200025003000

KNOTS7.610.213.322.231.6

GPH3.711.826.442.331.6

RANGE943397231241226

dB(A)6160697575


SESSA 54 FLY


STYLE AND SUBSTANCELooking for a boat with loads of style and seakindly performance? Take a peek at the Sessa Fly 54. By Kevin Koenig

The Sessa Fly 54 is an Italian cruiser with all the requisite style and luxury you’d expect. But she’s not just a pretty boat, she runs really well too, as we would come to find

out on a particularly snotty day off of Dania Beach.

ACCOMMODATIONS:Sessa prides itself on building sleek and modern-looking boats that have a cool freshness to their onboard style. The Fly 54, which launched in Europe in 2009 and in the States at the Miami show last year, is no exception.

Both the amidships master and VIP have good headroom and enough space to maneuver. The master’s en suite head has that most Euro of all features—a bidet, but the forward VIP isn’t en suite. Access to the VIP’s head is shared with a guest stateroom to starboard. I’d personally like to see the accommodations-level galley topside, but maybe you like to do your cooking in private.

The Fly 54 is notable for her excellent fit and finish. The stitch-ing on the leathers throughout the boat is intricately executed and tightly laced, joinery is top notch, and stainless steel accents throughout the boat lend the interior an understatedly modern and unified look.

CONSTRUCTION: One reason for the Sessa Fly 54’s success in messy conditions is her hull. She possesses a sturdy, hand-laid hull that is solid glass below the waterline, which could come in handy in case of a grounding. The rest of the boat is foam-cored for weight con-siderations. She’s also fully designed for an IPS system. She was never a shaft boat, nor meant to be one. All of her systems, the layout of her accommodations, and her hull shape are attuned to the Volvo Penta pod drives, which helps with her performance.

This is a boat that can pretty much do it all. She’s more than capable in a sea, has plenty of indoor and outdoor entertainment space, and is pretty inside and out as well, since her low-profile lines mitigate what could easily become a boxy silhouette. There doesn’t seem to be much more you could want out of a flying-bridge cruiser.

PERFORMANCE: Oftentimes, motoryachts like the Sessa Fly 54 don’t always get the respect they deserve as seafaring vessels, and instead are thought of as “sun worshippers” in the minds of old salts. The 54 bucks that trend with panache. I had her out in choppy 4-foot seas and she did quite well. Her entry was soft and her steering and throttles were pleasingly responsive. And her twin 700-horsepower Volvo Penta IPS900s had just the right amount of juice. I cruised her at about 25 knots and hit 33 knots at WOT with ease and a pleasing amount of acceleration. (Trust me, 33 knots when you’re driving from the bridge—that’ll put a little pop in your step back at the docks.) She swatted away the slop with authority, felt very solid underfoot, and was structurally quiet. Not much in the way of creaks and moans. I have to say, overall, I was pleasantly surprised by her performance.

Sessa Marine, 39-0363-946500; www.sessamarine.com

LOA: 53'8"BEAM: 15'4"DRAFT: 3'3"DISPL.: 48,502 lb. (dry)FUEL: 528 gal.WATER: 141 gal.TEST POWER: 2/700-mhp Volvo Penta IPS900s OPTIONAL POWER: N/ATRANSMISSION: Volvo Penta IPS systemPROPELLERS: dual propsBASE PRICE: $1.43 millionPRICE AS TESTED: Upon request

TEST CONDITIONS:Air temperature: 84°F; humidity 65%; seas: 4': wind: 5 knots; load: 396 gal. fuel, 0 gal. water, 3 persons, 100 lb. gear. Speeds are two-way averages measured with handheld GPS. GPH taken from Volvo Penta display. Range is based on 90% of advertised fuel capacity. Sound levels taken at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Side deck teak ($11,475); hydraulic gangway ($25,650); 16-kW Nordic a/c upgrade ($8,100); electric shore-power cable stowage system ($4,320).

RPM6001000150020002300

KNOTS5.79.415.826.133.4

GPH2.610.230.050.070.0

RANGE1,042438250248227

dB(A)6469717780

Sportfish New Models6


These fishing machines are getting faster, lighter, bigger, and more fishable everyday. It’s no wonder they attract such a diehard following.ingW

hether you’re looking to do an overnight in the canyons or just cruise around the bay, a good convertible has got you covered. They’re unbeat-able for their fishability, and these days, nearly just as notable for their creature comforts. This is the kind of boat you’ll need if you want to get

serious about fishing the big tournaments, but it’s also the kind of boat you want if you’ve got a family (or just a bunch of high-falutin’ buddies who demand only the best when they’re fishing with you). Trust us, there’s no shortage of stocked-to-the-nines fishing boats at this years FLIBS.


ALBEMARLE 360 EXF


SAFE AND SOUNDThe Albemarle 360 EXF is a seaworthy vessel ready to raise the fish whatever the conditions may be. By George Sass Sr.

Albemarle has been building flat-out fishing machines for 35 years, and today it offers a range of Carolina-styled fishing boats from 24 to 41 feet. Its 36-footer has re-

mained one of its most popular models through a program of reinvention. Not long ago it was redesigned to optionally in-corporate Volvo Penta’s IPS drive system, making it more fuel-efficient and uncannily maneuverable. To appeal to the fisher-man who wants his family to join him on a weekend outing or a weeklong cruise, Albemarle has introduced the 360 EXF—or “Enclosed Express Fisherman.”

ACCOMMODATIONS:Descending three steps, the teak and holly sole and wood joinerwork provide a rich, warm atmosphere. To port a settee converts to over and under berths. Rods and reels are stowed in a hidden rack. A galley with a sink, microwave, drawers, and counter space is to starboard. Nearby is a stainless, two-drawer refrigerator/freezer. Above it a flatscreen TV faces the settee. A full-size head with a separate shower stall is also to starboard. Separated from the saloon by a folding door, the forward stateroom features a double berth as well as an op-tional single berth above. In total this 36-footer sleeps five. The enclosed bridgedeck option features a centerline helm with excellent visibility and room for three 15-inch displays. The forward windshield and two large side windows open for ven-tilation. Dropping the EZ2CY aft curtains provides full protec-tion. The optional air-conditioning system keeps the area cool and comfortable. Aft of the helm is a raised settee with stow-age underneath. The entire bridgedeck raises with the flip of a switch for easy access to the engine room.

CONSTRUCTION: It says something about Albemarle’s construction philosophy that its first boat built in 1978 (a 24-footer) is reportedly still in service. Today its hulls are built using up-to-date materials in-

cluding Armorcote gelcoat and vinylester and polyester resins. Stringers are encapsulated in fiberglass and bonded to the hull for added strength throughout the structure. Above the water-line, the 360’s hull utilizes Baltec coring to increase strength and minimize weight. The hull-to-deck joint is bonded with stainless steel bolts and 3M sealants.

For a clean, neat appearance, the engine room and bilge area are finished with white gelcoat. The Volvo IPS600 engines are located amidships and connected to the drives with jackshafts. With the U-shaped fuel tank forward of the engines, the weight of the boat is ideally balanced.

PERFORMANCE: Volvo’s IPS system is a $76,000 upgrade, no trivial amount for a boat in this price range. Fuel efficiency is improved by as much as 30 percent, but it’s the boat’s enhanced maneuverability that justifies the extra bucks. With its joystick control you can liter-ally make this boat dance sideways. Find the perfect spot and you can stay there without having to drop anchor by engaging Volvo’s Dynamic Positioning System. Because the IPS drives deliver a more horizontal angle to the water, backing down hard doesn’t bury the transom. When in Volvo’s “Sportfish” mode, the drives “toe out,” greatly increasing directionality and allowing it to outmaneuver the quickest, most agile fish. A nasty front was blowing through on test day, but the Albemar-le’s proven hull, with her 16.5 degrees of deadrise and Carolina flare, let us head into the steep 3- to 5-foot seas with confidence at her ideal cruising speed of 26-knots.

Albemarle, 252-482-7600; www.albemarleboats.com

LOA: 38'8"BEAM: 14'5"DRAFT: 4'0" DISPL.: 25,000 lb. FUEL: 450 gal.WATER: 95 gal.TEST POWER: 2/435-hp Volvo Penta IPS600s OPTIONAL POWER: 2/575-hp CAT C9ACERTs;2/600-hp Cummins QSC8.3s; 2/530-hp Yanmar 6CX-530s; 2/660-hp CAT C12 ACERTs BASE PRICE: $473,995PRICE AS TESTED: $729,986

TEST CONDITIONS:Air Temperature: 73°F; humidity 90%; seas 3-5'; wind: 20-25 knots; load: 350 gal. fuel, 25 gal. water, 3 persons, minimal gear. Speeds are 2-way averages mea-sured with onboard GPS. Range is based on 90% of fuel capac-ity. Sound measured at helm. 65 dB(A) is the level of normal conversation.

RPM600100015002000250030003400

KNOTS4.26.29.011.018.026.032.0

GPH0.62.26.715.023.032.042.0

RANGE----1,141544297316329308

dB(A)7480 8389929496

NOTEWORTHY OPTIONS: Volvo IPS ($76,000); hardtop enclosure ($65,000); Garmin electronics and satellite-TV system ($45,000); helm deck air condition-ing ($8,995); anchor windlass ($5,795); additional forward berth ($5,995); pre-mium entertainment package ($6,995).

Distinctively Dyna.

33 Gong Yeh Road, Kuan Tien Industrial Zone • Tainan, TaiwanTel: +886-6-6987608 • Fax: +886-6-6987307 • [email protected] • www.dynayachts.com

Dealer inquiries invited

51 52 55 58 61 65 70 77 95/105

Built for those who know quality

In Australia: Queensland Marine Centre (QMC) • [email protected] • +61-7-5591-7032

In New Zealand: Laurie Collins Westhaven ltd • [email protected] • +64 (0)9 376 6331

BERTRAM 54


THE GROOVE IS BACKThe Bertram 54 embodies good ol’ American boatbuilding know-how. And that’s why this brand is once again riding the rails at full steam. By George Sass Jr.

If you’re scratching your head wondering if the 54 is “new,” well, yes and no. An Italianate version of the fabled original 54 was introduced in 2008, a launch that raised a few eyebrows

in diehard sportfishing circles. I understand why. Sure, there were lots of nifty interior treatments. The aft galley arrangement and forward windshield were practical and made a lot of sense, for example. But these features fit squarely into the cruising and entertaining categories. And Bertram’s heritage is firmly embed-ded in the tough, salt-stained battlewagon realm. Another issue was the handling—mainly the steering. In my opinion, driving that particular 54 felt a little squirrelly, a little less responsive than I’d have liked. But here’s the good news. Thanks to naval ar-chitect and sportfish-design heavy hitter Robert Ullberg, the lat-est version of the 54 suffers from neither of these foibles. Indeed, if you have a boat with the same model designation as one of the best-riding convertibles on the water—the original Bertram 54—it better kick ass. And this new 54 certainly does.

ACCOMMODATIONS:A refreshing nod to American boatbuilding practices is the in-terior option of a forward galley. Of course, there is nothing in-herently wrong with the aft-galley arrangement emphasized in Europe and other parts of the world these days, and in fact Ber-tram offers that plan. However, the team on the 54 project real-ized that the majority of its diehard sportfishing clientele prefers the more traditional forward galley sans windshield, allowing for extra stowage and a very workable layout. Plus, the galley-forward layout sends the message that a true Bertram remains a kick-ass, hard-core fishing machine, not a fluffed-up cruiser. The stateroom arrangement belowdecks remains the same as in former years—a very functional layout. The forward guest stateroom can be or-dered with an over/under berth arrangement as well. The interior joinery—finished by a subcontractor—is well executed.

CONSTRUCTION: The hull’s bottom, keel, and chine areas are made of hand-laid, solid fiberglass using premium vinylester resin. Hullsides are cored, as is the deck and superstructure. Exterior finishes in-clude Ashland Maxguard ISO-NPG gelcoat and (for feature stripes) Dupont Imron paint. Internal strengthening comes courtesy of a complex and robust grid of foam-cored fiberglass longitudinals, transversals, and bulkheads.

PERFORMANCE: The twin 1,700-horsepower Caterpillar C32 ACERTs in our test boat provided impressive acceleration and torque propelling us to a top speed of nearly 40 knots. The lines of sight from the aft-oriented helm were superb, allowing me to see the action in the cockpit or over the bow easily. During our sea trial there was zero wallowing or excessive smoke as I put the boat through her paces. And the helm response? Bingo! Ullberg and the Bertram team have nailed it.

The 54’s single fuel tank is on centerline in the engine room. (I like single-tank installations that eliminate the need for often-complicated fuel-manifold systems.) This got the weight distri-bution right and we achieved a plane effortlessly without touch-ing the tabs. Pulling the throttles back to about a 67-percent load produced an easy, 20-knot-plus, low-cruising speed and a range of about 300 miles with a 10-percent reserve. The Bertram 54 is not a particularly light boat. Tipping the scales at a bit more than 83,000 pounds, she’s a little heftier than some of her competitors. Yet I felt the benefit of her heft when pounding through some stacked seas off Ft. Lauderdale. Man, this is a fun boat to drive, with no excessive rattling or shaking.

The bottom line? One way or the other, the new Bertram 54 seems indicative of what may be rolling out of Bertram’s new waterside facility at Merritt Island in the future. She is a sweetly performing, sweetly engineered, diehard sportfishing boat, with comforts galore. And dare we repeat—she’s a truly kick-ass battlewagon!

Bertram Yacht, 954-462-5527; www.bertram.com

LOA: 57'1"BEAM: 18'2"DRAFT: 4'10"DISPL: 83,737 lb.FUEL: 1,524 gal.WATER: 225 gal.BLACK WATER: 55 gal.TEST POWER: 2/1,700-mhp Caterpillar C32 ACERTsSTANDARD POWER: 2/1,380-mhp MTU 10V-2000-M84sTRANSMISSION: ZF 2060A w/2.092:1 ratioPROPELLERS: 34 x 51 five-blade VeemGENERATOR: 1/15.5 kW BASE PRICE: Upon Request

TEST CONDITIONS:Air temperature: 76°F; humidity 69%; seas: 4-6': wind: 7 knots; load: 1,219 gal. fuel, 225 gal. water, 5 persons, 100 lb. gear. Speeds are two-way aver-ages measured with GPS. GPH taken from Cat dis-play. Range based on 90% of advertised fuel capacity. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Aquamatic 700-1 wa-termaker ($19,664); Z Mitsubishi ARG stabilizers ($164,626); Eskimo ice maker for transom fishbox ($18,775); second 17-kW generator ($23,602).

RPM100012501500175020002250

KNOTS11.613.420.026.932.838.1

GPH326082108146180

RANGE497.2306.3334.5341.6308.1290.3

dB(A)818385879090


Timeless Design, Legendary Dependability.

[email protected]

(954) 928-1300

A L A S K A N YAC H T S : 56 60 65 66 70 75 80

Built Alaska Tough

70

65

CAROLINA CLASSIC 25


CAROLINA FLAIRCarolina Classics’ newest launch is a hard-running go-getter. By George Sass Sr.

O ne word best describes this new offering from Carolina Classic—fun. But it takes several other words to explain why this outboard version of the company’s popular

25-footer is so great. Start with simple. This is a boat you can hop on and go, without a lot of preparation. And when you get back to your slip, you can hose her down in minutes and get back to business, or whatever else is dragging you away from all this good stuff. A big part of the boat’s charming personality is her perfor-mance. True to her fishing heritage, the 25 is capable of running swiftly offshore and getting you back safely when the conditions turn snotty. And she does so economically, burning a modest amount of fuel while running 30-knots or more.

ACCOMMODATIONS:A cuddy cabin forward along with a starboard helm seat and pas-senger seat to port set this 25 apart from the world of center con-soles. It’s a welcome alternative, especially for the family who wants to join Dad for a weekend on the water. A V-berth with a filler sleeps two, and a stowable electric marine head disappears when not in use. This semi-custom builder also offers an optional galley below with refrigerator, microwave, and table, as well as a lockable rod stowage compartment. A sink can be added topsides. For ven-tilation and light, there’s an overhead Bomar hatch. The helm’s dash accommodates two 12-inch displays as well as engine instrumen-tation and other electronics. Our test boat had an optional hard-top with an overhead compartment for personal items. The boat’s 38-square-foot cockpit is set up for serious fishing with a 35-gallon transom fishbox and livewell. Two deck boxes with seat cushions provide additional stowage. Gunwales are the right height to com-fortably keep you inside the boat when you’ve got a big fish on.

CONSTRUCTION:Like her bigger sisters, this 25-footer is NMMA Certified and built for offshore conditions. Her solid fiberglass hull employs a fiberglass encapsulated stringer system specially designed for the outboard power package. The deck is bonded and mechanically fastened to the hull. Critical stress points including chines and the keel are re-inforced with extra layers of glass. A 210-gallon marine aluminum

fuel tank sits on foam isolators to prevent corrosion and is acces-sible under the hinged helm deck. Large scuppers with flaps create a fast, self-bailing cockpit. Deck hardware is quality stainless steel and properly through-bolted. The electrical system is bonded and protected with proper circuit breakers and weatherproof switches.

PERFORMANCE: This is where the fun begins. On test day the wind was piping 20-25 knots, and even up river there was a steep 2 to 3-foot chop. Three more descriptive words come to mind—fast, soft, and dry. With an aft deadrise of 24 degrees this hull delivers a sweet ride that imme-diately builds confidence. Falling off the highest rollers, she lands softly. No bone-jarring banging or slamming. And her Carolina flare keeps us completely dry from spray. Her test power of 600 horses (which this owner specified) is more than enough juice. I’d opt for twin 250’s or the 200’s for better fuel economy and less of an impact on my wallet. But either way, this new outboard version of Carolina Classic’s successful 25-footer keeps engine noise and vibration to a minimum and performance at a maximum, making it highly attrac-tive as an all-around, trailerable family boat.

Carolina Classic Boats, 252-482-3699; www.carolinaclassicboats.com

LOA: 29'9"BEAM: 8'6"DRAFT: 3'0"DISPL.: 8500 lb. (w/ fuel)FUEL: 210 gal.WATER: 25 gal.TEST POWER: 2/300-hp Ya-maha 4-Stroke OutboardsOPTIONAL POWER: 2/200 or 2/250-hp OutboardsBASE PRICE: $116,950 w/ twin 200-hp Yamaha outboardsPRICE AS TESTED: $154,056

TEST CONDITIONS:Air Temperature: 73°F; humidity 90%; seas 2-3' or less. Load: 170 gal. fuel, 15 gal. water, 2 persons. Speeds: 2-way averages measured by onboard GPS. Range is 90% of fuel capacity. 65 dB(A) is the level of nor-mal conversation. Sound measured at open helm area in windy conditions.

RPM100015002000250030003500400045005000WOT

KNOTS5.57.58.112.421.027.033.036.540.046.5

GPH2.03.05.49.512.415.822.028.038.044.0

RANGE522475285248322325285248200 200

dB(A)757885899294959698100

NOTEWORTHY OPTIONS: Hardtop with enclosure ($11,335); Bow thruster ($4,892); Custom hull color ($4,250); Outrig-gers: ($3,000); Yamaha Twin 300’s ($13,000).

GEO

RG

E S

AS

S S

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GARLINGTON 49


THE PERFECT ANGLEGarlington built this gorgeous 49-footer with every amenity the owner requested, and not a single thing he didn’t. By Scott Shane

The newest creation from Garlington Landeweer is a su-per-sleek 49-foot express. The owner wanted a more tra-ditional dayboat—express-style rather than a convertible

sportfisherman. And that’s exactly what he got.

ACCOMMODATIONS:The cabin interior volume is in keeping with the dayboat philos-ophy, though there are great amenities with sufficient room and stowage for extended cruising. The master has an island queen berth, the dinette converts to a berth, and the settee could easily function as a sleeper.

The head certainly won’t be confused in size with a hanging locker and the stall shower is big-person friendly. Stowage areas and lockers are plentiful and the teak-and-holly sole and maple joinery are finely crafted.

Many might believe that a custom yacht is out of reach finan-cially. But the beauty is that an owner gets everything he wants, and nothing he doesn’t; the dollars put toward the build are spe-cifically targeted. And one thing is for sure: Your custom boat won’t be left at the dock waiting for a date.

CONSTRUCTION: Osprey is hull number one of the 49s and she summers in Mon-tauk, New York. All custom boats are specifically designed for a particular owner’s needs and desires, and Osprey is no excep-tion. The GL 49 exhibits a pretty sweet mix as far as radiused corners and hard angles, especially in the cockpit; it’s nice to see the blend of thoughts. The twin mezzanine seats are not just an-other inadequate version of a current fad, they are in fact wide, comfortable to sit on, and have compartments beneath that are electronically controlled either to refrigerate or freeze contents.

The transom door is just shy of 3 feet wide and just within, in the cockpit sole, are two receivers for a swim ladder. This allows the tran-som, above and below the waterline, to be clear of any potential line cutters. The 50-amp service can be plugged in on either side since Osprey’s owner did not spec a retracting shore power cord system.

Garlington Landeweer uses female-mold construction, vacu-

um-bag technology, and Corecell in the layup process. All hulls are finished with an Awlgrip paint job. GL engineered the Rob-ert Ullberg and Peter Landeweer-designed hull with shallow tunnels that support shaft angles of 10 degrees.

PERFORMANCE: Osprey is powered by a set of 800-horsepower MAN engines that are paired to 1.75:1 ZF marine gears, 2.5-inch stainless shafts, and Veem four-blade props. Her 800 gallons of fuel is carried centerline in three tanks; forward, engine room, and cockpit. The 14.5-kilowatt generator is placed abaft the engines.

The engines can be accessed by either a day hatch or by an al-most-full-beam hatch in the helm area if a major repair is needed. The engine space is neatly wired and thoughtfully laid out—a con-cise area with ample access to all the systems housed within.

During my sea test, the decibel readings were fairly constant as we went from idle to WOT. Sound levels were a little loud yet manage-able at the helm, though it was quieter in the cabin below. At 1000 rpm the hull was already itching to get up on plane and at 1500 turns, the 49 Express was skimming along quite nicely at 21.5 knots with a fuel burn of 30 gph. Osprey will cruise all day at 31 knots and tops out at 37. The builder will accommodate those requiring more speed with larger engines, but it seems unnecessary.

Garlington Landeweer, 772-283-7124; www.garlingtonyachts.com

LOA: 48'11"BEAM: 15'9"DRAFT: 3'7"DISPL.: 41,000 lb. FUEL: 800 gal.WATER: 164 gal.TEST POWER: 2/800-hp R6-800 MANsTRANSMISSION: ZF gears w/ 1.75:1 ratioPROPELLERS: 4-blade VeemsGENERATOR: 14.5-kW PhasorBASE PRICE: Upon request

TEST CONDITIONS:Air temperature: 70°F; humidity: 50%; seas: flat; load: 500 gal. fuel, 164 gal. water, 4 persons, 350 lb. gear. Speeds are two-way averages measured w/ Simrad GPS. GPH taken from MAN engine display. Range is based on 90% of advertised fuel capacity. Decibels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Bausch-American tuna tower ($56,000); Rupp hydraulic outriggers ($20,000); Eskimo ice maker ($12,000); Release rocket launcher ($5,000).

RPM6001000150020002350

KNOTS8.011.321.331.137.0

GPH4.012.030.056.060.0

RANGE1,400678516400444

dB(A)94105101102104


JUPITER 41


SERVE AND PROTECTThe Jupiter 41 handles like a runabout while delivering the accommodations of a yacht. By Chris Landry

The Jupiter 41 is the flagship for this Palmetto, Florida, builder of outboard boats, replacing the 39 Express. “A lot of our customers are looking to go farther and have more

coverage and protection from the elements,” said vice president of sales Todd Albrecht. “The boat appeals to boaters stepping down in size from larger sportfish boats.”

The 41 comes in an Express and a Sportbridge version (which we tested) with hardtop and closing windows.

ACCOMMODATIONS:The cabin includes a forward V-berth with storage. The full galley on the starboard side comes with a refrigerator/freezer and Corian countertop, and the head abaft the galley houses a separate shower and a Corian-topped vanity with sink. A four-person settee and table to port face the head and galley. The out-board engines allow for ample space under the bridgedeck for the amidships berth.

Comfortable seating fills the bridgedeck area. An L-shaped lounge sits on the port side, and the skipper drives from a star-board helm station. The driver looks through huge windshield and side panels for great lines of sight.

Watch the fishing action from the raised two-person mezza-nine seat with freezer below. The test boat was equipped with an ice maker and sink just abaft the helm. There’s also an aft-facing grill in the forward part of the cockpit to starboard. A transom door with oversized hardware swings open for easy boarding via the aft platform.

CONSTRUCTION: Jupiter builds the 41 with closed-cell PVC coring, multi-direc-tional knitted biaxial and triaxial fiberglass fabrics, and vinyles-ter resin—top-quality materials. The deck is married to the hull with mechanical fasteners and fiberglass. The hand-laid hull has a solid-glass bottom, and there’s no skimping with the fiberglass. “We are firm believers in the ride quality of heavier boats,” says Albrecht. The extra weight is offset by an efficient hull bottom

with a flat pad section along the centerline just forward of the transom, he says. The modified-V hull has 18 degrees of dead-rise at the transom.

PERFORMANCE: With her triple Yamaha F350s, the Jupiter 41 rose to plane smoothly, and the bow remained low so I could see the horizon from my seated position. I whipped the boat into 30-knot hard turns, and she confidently leaned into them, seamlessly return-ing to a flat running angle.

Capt. Mike Adams, a sales manager with the local dealership, told me to keep my eyes off the engines when working the joy-stick. Good tip. Trying to read the self-articulating engines only confuses you.

At a cruise speed of 30 knots, the boat gets 0.7 mpg—a respect-able number—with a range of 262 nautical miles on a 480-gallon fuel supply.

Jupiter Marine, 941-729-5000; www.jupitermarine.com

LOA: 40'3"BEAM: 12'8"DRAFT: 3'6" (engines down)DISPL.: 22,480 lb.FUEL: 480 gal.WATER: 80 gal.TEST POWER: 3/350-hp Yamaha 4-strokes BASE PRICE: $599,950 (Sportbridge); $549,760 (Express)PRICE AS TESTED: $744,000 (Sportbridge)

TEST CONDITIONS:Air temperature: 73°F; humidity: 86%; seas: 2'; load: 355 gal. fuel, 2 people, 80 gal. water, 100 lb. safety gear, 40 diesel for genset. Speeds are two-way averages. GPH taken by Yamaha system. Range is based on 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:A/C on bridgedeck ($4,475); Yamaha Helm Master joystick system ($29,780); deluxe hardtop with LEDs, spreader lights, ventilating hatches and rod holders ($28,970).

RPM10001500200025003000350040004500500055005700

KNOTS5.57.69.210.412.919.030.135.739.744.646.0

GPH4.58.414.422.931.239.044.155.966.491.695.1

RANGE528.0390.9276.0196.2178.6210.5294.9275.9258.3210.3209.0

VIKING 52


BORN TO RUNThe Viking 52 is a semi-custom battlewagon with speed to spare. We gave her a good workout one gusty day off Cape May, New Jersey. By Kevin Koenig

As of late, Viking has been churning out new models with re-markable efficiency—and exciting results. One of their latest launches, the 52 Convertible, is typical of the Viking breed

in that she’s fast, fishable, and has some nice onboard amenities to keep you happy during those long overnighters in the canyons. ACCOMMODATIONS:Viking managed to pack a laudable amount of interior space into a 52-foot 2-inch boat. That’s the size of vessel that some serious anglers will balk at when fishing in big-time tourneys. Though size shouldn’t be a problem for this boat. Scissoring bunks in the forepeak VIP (shown at right) are great for two very impor-tant mates, while the starboard master is befitting of the quality we’ve come to expect from Viking. The shower is quite large and features a bench seat, and the air conditioning shoots out not from one single point, but from vents lining the entire room, so no one area becomes frigid—that’s great for sleeping, if you can imagine. A third stateroom to port had bunk beds. This room would be useful for a tournament, though may end up being used more as stowage unless there are kids staying onboard.

To be sure, she’s got lots of room to rest, and that’s good, be-cause with the way she runs and fishes, you’re near guaranteed to tire yourself out.

CONSTRUCTION: Viking has ensured light, strong, and bubble-free hulls by infusing vinylester resins into all of its builds since 2010. (Parts of the bridge, fuel tanks, and other pieces remain infused with polyester resins.) Kevlar and hybrid laminates provide further ruggedness to a slip-pery running surface highlighted by a fine entry and a transom sec-tion that has been widened by eight inches, and flattened from 15 degrees to 12 degrees of deadrise over the 52 model that debuted in the early 2000s. The result of those latter developments is better lift, and more speed, while the steep entry and loads of freeboard take care of Mother Nature. My test boat had a beefy tuna tower from Viking subsidiary Palm Beach Towers that looked to be an ideal spot

for spying game fish. A cavernous engine room was painted white for easy oil-leak spotting, had plenty of room to starboard to access the batteries, and had an easily reachable Airmar transducer that was built into the center of the hull.

PERFORMANCE: I tested the Viking on a blustery August day off the coast of New Jersey. Winds were near 30 knots, and the seas were a mishmash of 4- to 6-foot peaks. No matter. The Viking handled very well in the slop, slicing over the tops of waves and landing softly in the troughs, even at our chosen cruise speed of 27 knots or so. At slower, fish-on speeds, she was also quite admirable, spinning readily and nimbly and backing down even in the not-so-perfect conditions without spilling a drop into her cockpit. Woe unto the billfish that attacks a bait trailing behind this boat. She’s already won the Beach Haven White Marlin Invitational, and looks to have plenty more victories coming her way.

Once out of the churning Atlantic and into a sheltered straight-away, we dropped the hammer, and the boat’s twin 1,400-horsepow-er MANs conspired to rocket her over the flats at 43.5 knots, (with some aid from the current). Fast enough for ya?

Viking Yachts: 609-296-6000; www.vikingyachts.com

LOA: 52'2"BEAM: 17'6"DRAFT: 4'11"DISPL.: 70,280 lb.FUEL: 1,467 gal.WATER: 186 gal.TEST POWER: 2/1,400-mhp MAN V12 dieselsSTANDARD POWER: 2/1,200-mhp MAN V8 dieselsTRANSMISSION: ZF, 2.75:1 gear ratio PRICE AS TESTED: $2,447,447

TEST CONDITIONS:Air temperature: 80ºF; humidity 80%; seas 4-6'; load: 700 gal. fuel, 186 gal. water, 3 persons, 500 lb. gear. Speeds are two-way averages measured w/ GPS display. GPH estimates taken via MAN display. Range is 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Viking Lady yellow gel-coat ($14,850); DC bow thruster ($14,855); cock-pit ice machine with dis-charge ($14,845); saloon door with electric door opener ($5,500); bridge refrigerator ($3,170).

RPM100012501500180021002300

KNOTS12.016.423.830.536.642.1

GPH24426282114148

RANGE696543534518447398

dB(A)777984868788


Down East


Far removed from a blue-collar lobster boat in looks and amenities, but not in spirit, today’s Down East yachts are both beautiful and functional.

New Models6

Down East boats are about as classic looking as power-boats get. With undeniably salty lines, these boats look nothing short of gorgeous when silhouetted against a rocky outcropping in Maine, or docked in front of a

canal-side home in Florida. But they’re not just pretty. Down East boats have always been highly functional with their stable, beamy designs, but these days their athletic performance is also raising eyebrows. So don’t be surprised if you see one of these boats whipping around the waterways like a sporty express cruiser—you can’t say we didn’t warn you.


BACK COVE DOWNEAST 37


DOWN AND BACKJoin a cruise on the Back Cove Downeast 37 and gain an appreciation for the details. By Eric Sorensen

My family and I recently had the use of Back Cove’s new Downeast 37, and we ran her from Portland, Maine, to Newport, Rhode Island, for the boat show in early

September, with leisurely stops along the way in Maine and Massachusetts. This five-day, four-night trip gave us the oppor-tunity to put the boat through her paces and come to understand her nuances far better than would have been possible otherwise.

ACCOMMODATIONS:The cabin sleeps two on an island berth forward. There’s an en-closed head with a separate shower to starboard and a galley op-posite with a large countertop, microwave, drawer freezer, and refrigerator. One large and two small hatches overhead and side ports let in sunlight and fresh air. The cabin is also quite com-fortable, with large proportions.

The pilothouse is open to the cockpit for the excellent reason that the Downeast 37 is intended to be, firstly, a dayboat for en-tertaining. To port in the pilothouse is a convertible seat module that lets you face forward or aft and a dinette aft with an adjust-able table that converts the settee to a double berth. The cush-ions and backrest come off, and the forward seat hinges up for access to a large stowage compartment below the helm area. The helm is to starboard, and there’s plenty of room for an electron-ics flatscreen monitor or two on an angled flat that’s up high, where it should be. Also, sightlines are excellent.

CONSTRUCTION: The Downeast 37 is a large and capable dayboat built on the same hull as the original Back Cove 37, only with a larger cockpit that’s flush with the pilothouse deck and a smaller cabin and pi-lothouse. The generator and batteries are farther aft to compen-sate for a deckhouse (and LCG) that’s more forward-oriented.

Back Cove uses vinylester-infused construction, and the advan-tages in terms of high-integrity skin-to-core bonds, resin-to-glass-ratio consistency, and structural-component bonding are real and meaningful. This includes a chemical, primary bond between hull skin and the supporting, interlocking stringers and bulkheads.

The hull sides are solid glass, which Back Cove says reduces print-through of the reinforcement pattern to the gelcoat, and the bottoms are cored with Corecell foam, which makes the hull stronger, stiffer, and more impact-resistant for the weight, as well as being quieter and thermally insulated. The hull bot-tom forward of the forward engine-room bulkhead is cored with thicker foam, minimizing the need for stringers below the cabin. This allows the cabin sole to be set lower in the hull, reducing the height of the boat’s profile or increasing headroom for a given trunk cabin height, depending on how you want to look at it.

PERFORMANCE: Our boat had the optional 600-horsepower Cummins 8.3-liter electronically controlled diesel. Engine control was smooth and precise. Acceleration was strong, with the boat on plane in just a few seconds. Another good thing about inline inboard power is that the center of gravity is a little farther forward than aft-mounted inboards or sterndrives, which, along with the angle and location of thrust, allows the boat to get up on plane at just 11 knots and 1600 rpm. She did so with very little bow rise. She just slid right up—even with the auto tabs shut off.

We cruised between 18 and 21 knots at 2200 to 2400 rpm and recorded more than 29 knots at full power (3080 rpm). The ef-ficiency of this boat with a single Cummins is superb. We re-corded 1.4 nautical miles per gallon at 13 knots, a speed at which most similar boats are still climbing out of the hole. At 21 knots we got 1.2 nmpg, which is way more efficient than many twin-diesel 32- or 33-footers running at a similar speed.

The fact is, those (ostensibly) 30-knot boats have to run in the midteens just to survive a modest seaway with their short, fat hulls. The Back Cove won’t cruise at 30 knots, but it’s a faster boat than the others because it can actually cruise with her bow down at any speed you like, fully and efficiently on plane, from 12 to 23 knots when the waves pile up.

Back Cove Yachts, 207-594-8821; www.backcoveyachts.com

LOA: 42'6"BEAM: 13'3"DRAFT: 3'7" DISPL.:22,100 lb.FUEL: 300 gal.WATER: 120 gal.TEST POWER: 1/600-hp Cummins QSC8.3 dieselOPTIONAL POWER: 1/480-hp Cummins QSB6.7 diesel (standard); 1/530-hp Yanmar 6CX dieselTRANSMISSION: ZF 286A, 2.3:1 gear ratioPROPELLER: 28 x 33 ZF FPS 4-blade NiBrAlGENERATOR: 6-kW KohlerBASE PRICE: $433,500PRICE AS TESTED: $475,000

TEST CONDITIONS:Air temperature: 74°F; humidity: 50%; seas: 2' swell, 1' wind chop. Load: 225 gal. fuel, 120 gal. water, 4 persons, 400 lb. gear. Speeds are two-way averages mea-sured with Garmin GPS. GPH estimates taken from Cummins digital display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM600100014001800220026003080

KNOTS6.28.09.313.018.023.529.6

GPH0.51.64.49.413.820.131.7

RANGE3,5271,422601393371332265

dB(A)67686978818390

NOTEWORTHY OPTIONS:Lenco Autoglide Trim Tab leveling system w/ GPS kit ($2,150); Espar heater for cabin and helm deck ($9,950); dark blue hull ($4,540).

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BRUCKMANN 40


DREAM MACHINEThe traditional-looking Bruckmann Abaco 40 is a sweetly performing, efficient powerboat. By Capt. Bill Pike

The Bruckmann Yachts Abaco 40 is a traditionally styled, albeit racily swept-back, single-engine-type powerboat from sailboat maven Bruckmann Yachts. Moreover, she’s

a very boaty-looking boat, with the sort of traditional, New Englandish demeanor that can be appreciated from the naval architectural standpoint, as well as from the standpoint of pure, take-a-seat-and-stare-for-a-whole-hour art.

ACCOMMODATIONS:The saloon of the Abaco 40 has a traditional, sailboaty look, un-doubtedly due to Bruckmann’s sailboat-building heritage. There’s a starboard-side helm station forward, a Stidd pedestal chair im-mediately abaft it (with another Stidd to port for the copilot), and an opposed set of bench-type sofas (with table) occupying the remainder. Not only does the simplicity of the place promise a lovely, easy-living ambiance, the pure elegance of it is captivating. A tour belowdecks will only bolster a traditionalist’s enthusiasm. There’s a V-berth in the single stateroom forward (Bruckmann suggests an island berth as an option, by the way) complete with golden-hued ceiling planks and jewel-like Ocean Frigast reading lamps. And the layout abaft the stateroom, although undeniably spartan and just as simply arranged as the saloon, offers all the ex-tra comforts (like a big, separate shower and an ample U-shaped galley) that powerboat converts are looking for.

CONSTRUCTION: The Abaco 40 is a solid boat. Pricey, osmosis-resistant vinylester resin is used throughout the hull laminate, which is Corecell-cored and vacuum-bagged. A structural grid of longitudinals and transversals inside the hull features fiberglass roving and, for ex-tra strength, unidirectional E-glass. Limber holes are strategically positioned throughout the grid to provide ample drainage into the bilge. To obviate compression-related problems that threaten watertight integrity, coring material is removed from the vicinity of the shaft log, rudder port, and centerline skeg, as well as from around all throughhulls. Solid laminate is substituted. The skeg, which thanks to an aperture astern protects the single prop, is solid from bow to transom, for impact strength on centerline. The deck is Corecell foam-cored and vacuum-bagged as well, and the foam

is removed around all deck fittings, for the reasons already stated. The hull-to-deck joint is a complex lap that’s bonded, fastened on 4-inch centers, and then topped off with a varnished toerail.

PERFORMANCE: The average top hop of 27.7 knots we recorded during our sea trial was not exactly radical. But then again, by mixing an assemblage of fairly flat after sections with a modified-deep-V hullform forward, and then adding a sizeable skeg and rudder to both protect a single propeller and enhance tracking, Mark Ellis, the designer of the 40, has put some serious flexibility into the boat’s performance. Based on numerous running attitudes we measured over the entire rpm register during the test, the 40 seems to swoop over her bow wave (at a maximum angle of just four degrees) and plane off at just 1250 rpm, an almost unheard-of feat of hydrodynamics that, among other things, allows a driver to remain on a comparatively efficient plane at speeds as low as 12 or 13 knots. In addition, if you continue to back off on the Abaco 40’s throttle, efficiency increases significantly—at 1000 rpm, for instance, she gets nearly 2 mpg by our calculation and at idle speed (6.1 knots) she gets over twice that. Indeed, even at a high-cruise of 24.4 knots at 2000 rpm she achieves more than 1 mpg, a figure that trounces the performances of numerous other vessels in this size range, many of them only half as efficient.

Bruckmann Yachts, 905-855-1117: www.bruckmannyachts.com

LOA: 39'3"BEAM: 12'9"DRAFT: 3'11"DISPL.: 19,000 lb.FUEL: 300 gal.WATER: 55 gal.TEST POWER: 1/670-mhp Cummins QSM11 diesel inboard OPTIONAL POWER: 1/610-mph Cummins QSM11 diesel inboard; 2/300-mhp Volvo Penta IPS400sTRANSMISSIONS: ZF325A 1.49:1 ratioPROPELLERS: 25 X 26 5-blade ZFGENERATOR: OptionalBASE PRICE: $763,000PRICE AS TESTED: $850,000

TEST CONDITIONS:Air temperature: 80ºF; humidity 80%; seas: calm; load: 60 gal. fuel, 75 gal. wa-ter, 3 persons, 100 lbs. gear. Speeds are two-way aver-ages measured w/Furuno GPS sensor. GPH estimates taken via Cummins display. Range based on 90% of advertised fuel capacity. Decibels measured at helm on A scale. 65 d(B)A is the level of normal conversation.

NOTEWORTHY OPTIONS:6-kW Onan generator ($15,200); upgrade to Cummins 670-mhp QSM11 diesel inboard ($8,500); thruster up-grade to variable speed, both bow and stern ($13,270); teak deck-ing in cockpit ($8,200); 16,000-Btu Cruisair AC for pilothouse ($9,200); 2/8,000-Btu Cruisair AC for interior ($16,800)

RPM600100012501500175020002350

KNOTS6.18.810.916.419.024.427.7

GPH1.24.68.412.019.722.833.7

RANGE1,372517350369260289222

dB(A)67747476798285


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HINCKLEY T34


HIGH FLYERThe Hinckley T34 is a peppy craft that uses jet power to deliver the joy of boating. By Peter A. Janssen

The Hinckley Picnic Boat has become one of the most successful—and most easily recognized—boat lines ever launched. She was acclaimed for her graceful sheer, gentle

tumblehome, and gleaming teak inside and out. Indeed, the Hinckley Picnic Boat has become an icon in the pantheon of modern yacht design. And Hinckley’s newest vessel, the T34, a somewhat smaller, sportier (and cheaper) version of the Picnic Boat, shows that the company is on a roll.

ACCOMMODATIONS:The T34’s helm is both ergonomic and graceful (and sightlines are superb), with just enough teak and elegant curves to main-tain the Hinckley tradition. The galley is more appropriate for a picnic than an extended cruise, but the head is indeed gen-erous for a 34-footer. To maintain the boat’s socializing space, with two separate seating areas (one with U-shaped lounges just abaft the helm, protected by the hardtop, the other with for-ward- and aft-facing seats in the cockpit), the forward cabin has been shortened a bit from the size of the cabin in the Picnic Boat while the helm is proportionally farther forward. Picnics are still encouraged, as are possible overnights (the galley and cabin are smaller than on the Picnic Boat, but the V-berth is still sized for two adults).

The design advantages of twin engines are that they add to stability, and they eliminate the need for a center engine box taking up space in the middle of the boat. Access to the engine room itself is extraordinary: Push a button and the forward section of the cockpit rises on two struts, providing standing headroom between the diesels, with plenty of space all around for daily checks or more serious work. You can climb into the engine room from the cockpit, of course, but there’s also a walk-way forward if you need to pick up a rag or something from the helm area.

CONSTRUCTION: The boat’s sporty performance, not surprisingly, is due in large part to her weight, her twin 260-horsepower Yanmars, and the

ever-maneuverable jet drives. To save weight while maintaining structural strength, Hinckley has been using the SCRIMP (See-mann Composite Resin Infusion Molding Process) system with vinylester resin, Kevlar, E-glass, and balsa core for almost two decades. An additional 700 pounds or so was saved in the 34 by optimizing resin flow during infusion (cutting curved areas perfectly so resin flows evenly without creating channels in the outer bends), and eliminating parts of the internal grid by using some interior features as structural members. As a result, the 34, even with twin engines, weighs in at only 14,000 pounds.

The 34 is also user-friendly, designed so that owners can spend a maximum amount of time actually enjoying the boat, and less time worrying about varnishing the brightwork and other mainte-nance. In fact, there’s considerably less teak on the T34 than is the norm for previous Hinckleys, although you can add more (cockpit coamings, swim platform, cockpit sole, for example) as options.

PERFORMANCE: The boat’s twin Yanmars pushed the 34 to a top speed of 32.8 knots on a lovely sea-trial afternoon on Somes Sound, Maine, al-though I’d see a two-way-average top speed of 33.5 knots on the GPS a few weeks later on Long Island Sound with three people onboard and a full load of fuel.

During our trial, I left my position, comfortably settled in to the Hinckley-designed navigator’s seat, and walked aft—straight aft, in this case, since the helm deck and the cockpit are all on the same level—to the transom bench seat. Once I was seated, the skipper put the boat into a rousing turn at about 30 knots. to do this he cranked the wheel all the way over and the Hinckley carved through the deep-blue Maine water as if she were a Porsche on the test track in Stuttgart. As the grin on my face grew, I realized that, despite the low freeboard, I was totally dry (there’d been no spray thrown back at all). This was definitely a well-behaved, elegant, and above all, fun boat.

Hinckley Yachts, 866-446-2553; www.hinckleyyachts.com

LOA: 34'3"LWL: 31'5"BEAM: 11'0"DRAFT: 1'10"DISPL.: 14,000 lb.FUEL: 160 gal.WATER: 35 gal.TEST POWER: 2/260-mhp 6BY2-260 Yanmar diesels TRANSMISSIONS: ZF 63BASE PRICE: $564,500

TEST CONDITIONS:Air temperature: 81°F; wind: light; seas: calm; load: 120 gal. fuel, 17 gal. water, 6 persons. Speeds are two-way aver-ages measured by GPS. GPH measured with Yanmar engine display. Range based on 90 percent of advertised fuel ca-pacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Teak pilothouse and cockpit soles ($15,850); Hinckley-designed stainless steel bowrail ($4,300); 5-kW Onan genset with sound shield ($18,500); reverse-cycle heat and air condition-ing for interior and pilothouse ($19,250); Raymarine P70 autopilot interfaced to GPS/chart-plotter ($3,900).

RPM10001500200025003000350038004000

KNOTS4.55.67.99.815.626.331.232.8

GPH1.02.44.88.014.221.825.428.2

RANGE648335237176158173176167

dB(A)6876747881838487


HUNT 52


GOIN’ GOIN’ GONEThe Hunt 52 combines yachty elegance with rous-ing, military-spec performance. By Capt. Bill Pike

Some while back, I had the opportunity to sea trial a brand-new Hunt 52 Express, a relatively fast and very comfortable straight-shaft Down Easter with a deep-V

running surface designed by C. Raymond Hunt Associates. More recently, Power & Motoryacht featured another 52 Ex-press (see “Don’t Worry, Be Happy,” in the October 2013 is-sue) that sported an entirely different powerplant—a couple of Volvo Penta IPS900s. Certainly, the straight-shaft boat that I ran generated some serious speeds (check out our performance data shown below). But, it’s interesting to note that, according to some data the Hunt folks sent me, the IPS-powered version of the 52 is pretty darn fast as well, in addition to also being comparatively fuel efficient. Indeed, the 52 with IPS, says Hunt, should top out at approximately 30.3 knots (compared to our test boat’s 35.9 knots), with a total fuel burn of just 63.3 GPH. My test data indicates that, to achieve about the same speed via straight-shaft technology, the total fuel burn is going to be at least 70 gph and probably a good bit more.

ACCOMMODATIONS:The layouts for the straight-shaft and IPS versions of the 52 are considerably different. While the former offers two staterooms and two heads in a galley-down configuration, the latter is more expansive thanks to IPS-generated space savings. More to the point, the IPS version features an extra stateroom (with full headroom and single berths that can be pushed together to form a double) abaft the central bulkhead of the boat and below the saloon. On the main deck, both IPS and straight-shaft versions are somewhat similar. Each features a starboard-side helm sta-tion forward, but beyond that there’s a great deal of customiza-tion that’s available. In fact, the company prides itself on the fact that each 52 Express it builds is wholly distinguishable from all of her sisterships except, of course, when it comes to climbing behind the steering wheel.

CONSTRUCTION: Once the 52’s PVC-cored hull is infused using stitched e-glass and vinylester resin (to nix osmotic penetration), more PVC

is fitted into the bottom of the hull to serve as forms for four major-league, hat-section-type longitudinals that run bow to stern. Because Hunt builds the 52 longitudinally (a technique common to aircraft construction), ring-like web frames are used for athwartship strengthening inside the hull, not transverse members that reside wholly or partially belowdecks. Decks and superstructure, by the way, are also cored with PVC to reduce top-hamper weight. And the 52’s shoebox-style hull-to-deck joint is belt-and-suspenders all the way—not only are hull and deck flanges secured with polyurethane adhesive, they are ad-ditionally fastened with through-bolts and fiberglass tabbing around the entire interior of the vessel.

PERFORMANCE: Besides her classical, Down East appearance, what sets the Hunt 52 apart from many other watercraft in her size range is her time-tested deep-V running surface, invented decades ago by C. Raymond Hunt and refined over the years by the engineer-ing firm (Hunt Yacht’s sister company) that carries his name. There are plenty of good reasons why Hunt’s deep-V undergirds its own hulls as well as the hulls of several other manufactur-ers today, like Grand Banks, Regal Boats, and Grady-White. For one thing, the deep-V’s knife-like shape (the 52’s bow sections are especially sharp) tends to slice seas, as opposed to pound-ing them into submission. And then, when balanced precisely, Hunt’s hulls tend to run at optimum angles of attack (our test boat’s running attitudes maxed out at a perfect 4.5 degrees com-ing out of the hole), a virtue that produces great sightlines, solid efficiency numbers, and a sea-stompin’, sea-chompin’ driving experience, especially on days when, as the old-time seafarers used to say, “the hawk’s out.”

Hunt Yachts, 401-324-4201; www.huntyachts.com

LOA: 57'4"BEAM: 15'0"DRAFT: 4'7" DISPL.: 63,000 lb. (half load)FUEL: 750 gal.WATER: 150 gal.TEST POWER: 2/1,001-hp Caterpillar C18 ACERT diesel inboards OPTIONAL POWER: 2/705-hp Cat-erpillar C12 ACERT; 2/700-hp Volvo Penta IPS900sTRANSMISSIONS: ZF550A, 1.97:1 gear ratioPROPELLERS: 32 x 43 Hung Sheng NiBrAl 4-bladeGENERATOR: 16-kW Northern LightsBASE PRICE: $2,055,000

TEST CONDITIONS:Air temperature: 70°F; humidity 57%; wind: light, variable; seas: calm; load: 745 gal. fuel, 128 gal. water, 2 persons, 400 lb. gear. Speeds are two-way averages measured w/ Stalker radar gun. GPH estimates taken via Caterpillar display. Range based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

RPM1000125015001750200022502400

KNOTS10.211.518.623.729.134.435.9

GPH17.626.438.854.672.296.2101.0

RANGE390295324293272241240

dB(A)73687277787980

NOTEWORTHY OPTIONS:Volvo Penta IPS ($108,000); up-grade to C18 ACERTs ($110,500); elec-tronics package ($35,000); custom dinghy ($17,750); 10.5-hp Lewmar stern thruster ($11,100).

PALM BEACH 55 EXPRESS


DOWN FOR ANYTHINGThe Palm Beach 55 is a luxurious, highly customizable Down East-style cruiser from Down Under. By Kevin Koenig

There’s real passion behind the Palm Beach 55, which I tested off the Gold Coast of Australia this past May. The commit-ment to perfection of Palm Beach’s founder—champion

sailor Mark Richards—is evident throughout the boat, as I would come to find out. And my goodness is she capable in a bit of a swell.

ACCOMMODATIONS:The 55 is notable for her fit and finish. The joinery on my test boat—an aspect Richards has been a stickler for since his early days as a shipwright—is sublime. The saloon bar looks like a solid piece of teak even though it isn’t. The seams are so tight that I literally had to lean over and study the wood for a while until one finally emerged like Waldo in a crowd.

Below, my boat had a forepeak master with nice headroom, as well as a guest with twin berths to starboard. However, Palm Beach will customize the accommodations layout just about any way you like. Which is good, because at about $2,600,000 the Palm Beach 55 isn’t cheap, but she’s a damn fine vessel.

CONSTRUCTION: The hull is foam-cored and hand-laid using high-end vinylester res-ins. Richards prefers to roll out or squeegee his laminates by hand, he says, so he and his workers can better control their distribution, and the consequential weight and strength factors. The hull is warped, and has a super-fine entry at the bow that flattens out markedly to a mere six degrees of deadrise at the transom, a characteristic which helps with stability, both at rest and underway. A keel aids in tracking. The hull is very streamlined, lacks any strakes, and is designed to slip through the water like a dolphin. And despite the formidable condi-tions I tested her in, the boat was absent of creaks or groans due in no small part to the fact that all of her structural components are solidly glassed directly into the hull—a process that takes time, but pays off in all sorts of other great dividends.

PERFORMANCE: At the beginning of the 55’s test, before I took the wheel, the Palm Beach captain buzzed down an inland waterway towards the in-let doing 30 knots. There was a 40-foot sailboat moored in open

water off to port ahead of us, her captain lazing in the cockpit. As we breezed by, our wake normally would have rocked the sailboat, and yet it didn’t. The 55’s hull creates such minimal turbulence in the water that her wake is nearly negligible.

In the inlet, the boat met 7-foot rollers and sliced so cleanly through them at 20 knots that the handwriting in my notebook didn’t even change. And outside the inlet in even bigger seas the boat performed outstandingly well, landing softly in the troughs and tracking straighter than a fat kid running down an ice cream truck.

The relatively low-horsepower, twin, straight-shaft 670-horse-power Volvo Penta D11s were sitting pretty below in a spacious engine room that was particularly notable for its teak sole. Yes, teak. In the engine room. The 55, with her 59-foot LOA, can hit top speeds cresting 30 knots with those engines. And that’s thanks to her slippery hull and a displacement of only 36,400 pounds, which derives from the fact that the entire boat, hull, deck, furniture, everything, is cored.

Palm Beach Motoryachts, 877-291-4220; www.pbmotoryachts.com

LOA: 59'0"BEAM: 17'2"DRAFT: 3'6"DISPL.: 36,400 lb.FUEL: 687 gal.WATER: 317 gal.TEST POWER: 2/670-mhp Volvo Penta D11 dieselsOPTIONAL POWER: various Volvo Penta and Cummins power configurations TRANSMISSIONS: ZF, 2.05:1 gear ratioPROPELLERS: 30 x 34 bronze Teignbridge 5-bladesBASE PRICE: $2,600,000

TEST CONDITIONS:Air temperature: 70°F; humidity: 30%; seas: flat for speed numbers, 6-9' in open water; load: 225 gal. fuel, 300 gal. water, 5 persons, 1,500 lb. gear. Speeds are two-way aver-ages measured w/ GPS display. GPH estimates taken via Volvo Penta dis-play. Range is based on 90% of advertised fuel capacity. Sound levels are measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Fixed rear cockpit awning ($15,000); bow rider seat ($12,000); full Garmin electronics package ($9,200); hydraulic tender launch system (upon request).

RPM6301000150020002380

KNOTS7.510.518.025.731.8

GPH2.07.921.741.765.0

RANGE2,319822513384302

dB(A)6673777883


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ZIMMERMAN 38


VIRGINIA BELLEThe Zimmerman 38 melds a Down East sensibility with custom Virginia boatbuilding in a cruiser with comfort, economy, and speed. By John Wooldridge

It was a chilly, spring day on the middle neck of Virginia’s western shore. I was driving the new Zimmerman 38, a solid Down East lobster boat design, from the board of Spencer Lincoln, made into

a custom cruising yacht at the Zimmerman Marine yard near Car-dinal, Virginia. And I was loving the weather-protected inside helm.

ACCOMMODATIONS:The saloon and helm are spacious and comfortable. Twin Stidd helm chairs provide excellent sightlines, and the cabin has a true pi-lothouse feel with a starboard side door, so the helmsman can gain quick access to the side and forward decks. A large chart drawer and flat just ahead of the navigator’s seat is an excellent feature. The elec-trical panel is found just to port of the wheel.

Four large steps lead to the down galley, yet its position aft of and beneath the windshield gives the area an abundance of natu-ral light. The head is located to starboard opposite the galley, and it is large enough to include a stall shower, complete with a seat and easy-to-clean fiberglass surfaces. The centerline queen berth in the forward master stateroom hinges up to provide access to voluminous stowage areas—there are a locker with drawers and a hanging locker for additional stowage.

CONSTRUCTION: The boat’s sporty performance, of course, is due in large part to her hull. The hull and deck are fabricated by Flowers Boatworks in Walpole, Maine, a fifth-generation, family-owned boatbuilder and repair facility well known for their craftsmanship, both com-mercial and recreational. Zimmerman receives the rough hull, deck, and cabin components by truck, and then begins to rein-force the structure. “We have our own mold for the cabin top, the cockpit, and the shower,” says company president Steve Zimmer-man. “But we get it as a stripped hull—we don’t want any string-ers, or any bulkheads. We specify a vinylester outer laminate on the hull. We request the hulls with the deck and cabin in Nidacore honeycomb core. The hull is cored with closed-cell foam from the waterline up, and all the cores are vacuum-bagged. As far as the

rest of the layup is concerned, it’s pretty conventional.”Zimmerman uses vinylester resin for everything that’s a secondary

bond to attach all interior structure—all the stringers, all the bulk-heads. The hull-to-deck joint is bonded with Plexus and fastened mechanically, with the deck resting on an inward turning flange.

PERFORMANCE: We had a stiff wind chop on the day of our test, and the Zim-merman 38 acquitted herself well, both in her ability to provide a smooth ride, and her ability to stay dry. This hull form illustrated once again the design benefits proved over years of commercial work in all kinds of weather.

“More speed when you need it is a valuable asset, but the boat certainly performs very well as an 8-knot cruiser if you want more fuel economy,” Zimmerman says. “And one of the unex-pected benefits you get from more speed is the stability you get from it. If it’s rough, you can be much more comfortable at 14 knots on this boat than you would be at 8 knots.”

The Z38 tracks very straight on all points, and turns with au-thority—the qualities you’d expect from a substantial yacht with a full-length keel. This is a great boat underway, and our test boat was easy to dock thanks to the bow and stern thrusters specified by the customer.

Zimmerman Marine, 800-397-3442; www.zimmermanmarine.com

LOA: 42'8"BEAM: 13'3"DRAFT: 4'3"DISPL.: 25,000 lb.FUEL: 400 gal.WATER: 100 gal.TEST POWER: 1/600-mhp Cummins QSC 8.3 TRANSMISSIONS: ZF 286A, 2.391:1 gear ratioBASE PRICE: Upon request

TEST CONDITIONS:Wind: 12 to 15 knots; seas: 1-2'; load: 400 gal.fuel, 90 gal. water, 4 per-sons onboard. Speeds are two-way averages mea-sured with an onboard GPS. Range is based on 90% of advertised capac-ity. Sound levels recorded at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Steelhead ES 1000 davit; HDTV w/ lift; Splendide combo washer/dryer; Glendenning Cablemas-ter; Hurricane 24,000-Btu diesel heater; Teak cockpit trim package.

RPM120016002000240028003000

KNOTS7.59.311.617.221.623.9

GPH2.46.112.718.027.032.0

RANGE1,125549329344288269

dB(A)667173757778

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New Models9


AZIMUT 55S


TRIPLE PLAYThe Azimut 55S shows that forward-looking design can help prove the old saw that good things come in threes. By Alan Harper

Three engines in a 55-footer might seem excessive, but Azimut has its reasons. The shipyard points out that three IPS 600s are lighter than two IPS 800s or 900s—although of course there is

the extra drag of the third leg to think about. And fuel consumption with three 600s is also slightly better than two 800s.

Interesting—but the real reason for the triple installation is surely that the 600s are three feet shorter than the bigger motors. That’s three feet of extra volume right where it matters—across the widest part of the hull.

ACCOMMODATIONS:IPS drives made other choices inevitable. The engines have to be mounted right astern, so the crew cabin is in the bow and the VIP cabin farther aft than usual, in a wider and roomier part of the hull. So the VIP has the feel of a midships suite, with substantial hull windows, a ful-size bed and 6 feet 5 inches of headroom. On the starboard side, sharing the dayhead with the VIP, there is a twin-berth guest cabin.

In the master cabin the extra hull volume has really been put to work: an L-shaped suite with a big head and shower compart-ment, and a sleeping area that spans the full beam of the hull. The big bed is set on the diagonal, while there is a useful two-seat di-nette by the window and plenty of stowage volume.

On the main deck some smart design also helps to maximize the size. There is no step between cockpit and saloon, the cockpit door is divided into slideaway sections, and an infill seat joins up the two areas. A sunroof opens up to the sky and the port-side deck cleverly continues straight down to the aft steps, while the cockpit is fitted with an electric sunshade. The convertible saloon sofa is smart and space-saving. The galley reveals itself from a sideboard, and stowage appears in unexpected places.

CONSTRUCTION: This boat is about as high-tech as production yachts get, with her computerized IPS pod-drive system, a super-light, carbon-fiber superstructure and deck, and carbon also used to reinforce the 16-degree deadrise hull.

Those three engines are squashed in with the generator, air con-ditioner, calorifier, electrics, hydraulics, hot exhausts, and turbo-chargers, closely overlaid—very closely—by the tray molding that supports the tender. Basic servicing components are near enough to the surface, but anything else presents an access problem.

PERFORMANCE: Helm sightlines are excellent, and the dash layout is busy but work-able, and coolly surmounted by three tachometers. Up onto plane from a standing start took less than 15 seconds, with peak velocity clocking in 20 seconds later. We didn’t manage Azimut’s claimed 36-knot top speed for the 55S, but cruising speeds from around 22 to 30 knots are a comfortable and practical prospect. The 55S has a significantly smaller fuel capacity than many of her twin-engine competitors, which is reflected in our calculated range figures.

She proved lively and responsive to the helm, and quiet in the saloon with the roof and doors closed. That clever sofa comes into its own underway, providing an extra forward-facing seat with great views all round.

Azimut Yachts, 631-424-2710; www.azimutyachts.com

LOA: 56'9"LWL: 54'5"BEAM: 15'5"DRAFT: 3'9"DISPL.: 41,440 lb.FUEL: 423 gal.WATER: 256 gal.TEST POWER: 3/435-hp Volvo Penta IPS 600s OPTIONAL POWER: noneTRANSMISSIONS: Volvo Penta IPS, 1.81:1 gear ratioPROPELLERS: Volvo Penta IPS 3-blade propsetsGENERATOR: 18 kWBASE PRICE: $1,685,000, ex taxesPRICE AS TESTED: $1,800,950 approx, ex taxes

TEST CONDITIONS:Air temperature 72°F; humidity 25%; seas: 1-2'; load: 260 gal. fuel, 78 gal. water, 10 persons, 600 lb. gear. Speeds are two-way averages measured with GPS display. GPH taken via Volvo Penta display. Range based on 90% of advertised fuel capacity. Decibels mea-sured at helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:‘Advanced package’ (83,200-Btu a/c, tender launch system, duplex Racor filters, emergency bilge discharge via engine, electric cockpit winches, etc.) ($31,300); teak side decks, platform, garage door ($29,950); bow cushions and sofa ($2,400); cockpit table and cushions ($4,350); hull paint ($39,350).

RPM100015002000250030003400

KNOTS7.19.612.620.028.634.4

GPH2.59.221.934.947.863.9

RANGE1,082398219218228202

dB(A)436567707172


www.pearlmotoryachts.com

Greece/CyprusGreekwaters

tel: 0030 693 2733444email: [email protected]

UK, South CoastInwards Marine


South of FranceOcean Drive


Spain & BalearicsBaxter Marine

tel: 0034 971 676 786email: [email protected]

ChinaHudson Yacht Marine

tel: 0086 595 6890 0880email: [email protected]

INTERIOR DESIGN BYKELLY HOPPEN MBE

Our latest fl agship breaks new ground. Refl ecting our owners needs anddesires, in collaboration with award winning naval architect - Bill Dixon andworld renowned British interior designer - Kelly Hoppen MBE, the Pearl 75brings together technically advanced systems and sumptuous space with luxurious styling and outstanding levels of comfort and sea keeping..

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BELIZE 54


SMOOTH AND COOLThe onboard details, exemplary ride, and ca-sual good looks of the Belize 54 should make quite an impression. By Kevin Koenig

The Belize 54 is the brainchild of Riviera CEO Wes Mox-ey, a hands-on digger with a penchant for building great boats. The 54 is no exception to his record: She combines

a smart use of space and good performance in a really cruis-able package. Here’s how she held up during our test of her.

ACCOMMODATIONS:Onboard, the clear attention to custom detail that went into this boat persists throughout. The engine room is gelcoated and orderly. Belize clearly labels nearly every component, a highly appreciated virtue when you’re trying to find a pump or track a fuel line in a hurry. Duplex Racor fuel-water separators forward are easy to reach, and forethought is plainly evident.

Below, a sizable amidships master was notable for a somewhat unorthodox detail that acted as a microcosm for the entire area. There’s a starboard-side hanging locker near the head of the king-size berth that is absolutely cavernous—so big it’s hard to see the back wall. That’s an impressive feat of design on a boat this size. The forepeak VIP was no slouch either, with an island queen berth, and access to a head that also opens up to the com-mon area. Bunked berths to starboard round out the deck.

CONSTRUCTION: Moxey designed both the Daybridge and Sedan iterations of the 54 (previously known as the 52), and though they’re very simi-lar boats, he designed them separately, so the Daybridge’s titular deck wouldn’t look like somebody just tossed a big ol’ ball cap on the Sedan’s head. It worked. My test boat, the Daybridge, had unusually sleek and graceful lines for a flying-bridge boat. From a distance she looks traditional without being stodgy, and classic while still feeling fresh. Lots of credit for that feeling also be-longs with the Taiwanese labor that went into her. Belize choos-es to build in Taiwan—with plenty of Aussie oversight—because of the island’s proximity to shipping lanes, its yards’ ability to handle larger vessels, and of course, its concentrated and skilled workforce that excels at custom builds.

PERFORMANCE: Out on the water, the boat was relatively swift with a top hop of 28 knots, and she was as smooth and nimble as any boat I’ve tested. Her twin 600-horsepower Cummins engines with Zeus pods were dialed in so perfectly that I turned her hard-over in about a single boat length, without encountering much heel at all and with little obstruction of sightlines. Her acceleration was even and powerful throughout her range, and her trim numbers remained absolutely fantastic. Coming out of the hole she peaked at a measly 3.5 de-grees on my inclinometer, and then settled into a comfortable 3 degrees flat in her upper rpm echelons. What’s more, she never breached 77 decibels even running flat out.

The 54 is, at her core, a sturdy and able Aussie cruiser. She’s got a fine entry in the bow and just a bit of flare to shrug off waves. She’s also got a deep keel to help with tracking at both low and high speeds, as well as a strong, hand-laid hull. All of these de-tails add up to one thing. When she hits the States, the Belize 54 will be able to take you wherever you’d like to go.

Belize Motoryachts, 561-267-1995; www.rivieraaustralia.com

LOA: 52'10"BEAM: 16'6"DRAFT: 3'6"DISPL.: 42,000 lb. (dry)FUEL: 634 gal.WATER: 185 gal. TEST POWER: 2/600-mhp Cummins Marine QSC8.3 diesels w/ Zeus podsOPTIONAL POWER: N/ATRANSMISSION: Cummins Zeus, w/ 1.21:1 ratioPROPELLERS: Cummins M8 ZeusBASE PRICE: $1,595,000PRICE AS TESTED: $1,610,000

TEST CONDITIONS:Air temperature: 65°F; humidity: 30%; seas: flat; load: 317 gal. fuel, 93 gal. water, 5 persons, 1,500 lb. gear. Speeds are two-way averages measured w/ GPS display. GPH estimates via Cummins display. Range based on 90% of advertised fuel capacity. Sound levels measured at the lower helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Metallic hull paint ($26,760); Full cockpit awning on oval stainless steel tube ($16,739); Fisher & Paykel Dish-washer ($1,950).

RPM60010001500200025002930

KNOTS4.77.310.112.421.228.2

GPH1.13.310.224.438.060.8

RANGE2,6001,346602309339282

dB(A)666467717776


CUTWATER 30


FORGING AHEADThe new Cutwater 30 blazes a trail in the compact cruiser market. By John Wooldridge

The Cutwater 31 is the third single-inboard model from parent company Fluid Motion to offer excellent interior volume, a surprisingly long list of standard features, and

a clever hull form that delivers excellent ride comfort, speed, economy, and handling characteristics. And it’s trailerable, mak-ing cruising distant waterways a reality.

ACCOMMODATIONS:Unexpected innovations are the rule rather than the exception from the folks at Fluid Motion, builders of the Cutwater and Ranger Tugs lines. Side bench seats fold outward from each hull to accommodate four adults—without taking up cockpit space. A double seat, built into the transom, has a moveable back that you can adjust to face forward or aft. An opening panel in the cabin bulkhead allows the aft dinette seat to be reversed and accommo-date two more cockpit guests for al fresco socializing.

An expanse of opening windows brightens the roomy main-deck saloon, equipped with a four-place convertible dinette and a European-style galley counter. The helm features a double-stitched Ultraleather console and double-wide helm seat. Be-neath the raised dinette is a private guest cabin. The forward master offers an island double berth, large hanging locker and stowage compartments, plus four hull portlights and an opening skylight hatch in the 6-foot 8-inch overhead. The adjacent head compartment includes a vanity with sink, electric-flush toilet, and separate shower enclosure with curved sliding door.

CONSTRUCTION: There are four major molds: the hull; a full-length, one-piece fiber-glass stringer grid that is bonded inside the hull while it is still in the mold; a full forward liner and saloon liner; and finally the deck. The bond between the stringer grid and the hull is so strong, the builder uses it as an attachment point to pull the finished structure out of the mold. Together, they are engineered to give the lighter, stronger and stiffer structure that aids performance and increases fuel efficiency.

During the construction phase, the hull is ready for tank, en-gine, and systems installation, while alongside the saloon liner

and the deck are available for equipment installation. All three functions are going on at the same time, and access is phenom-enal. The adhesive bonding putty from 3M is permanent, and is even used in the strakes.

The keel is heavy and solid, designed not only to aid tracking but also to support the prop shaft and protect the running gear.

PERFORMANCE: The Cutwater 30’s hull design incorporates a number of interesting features, including a stepped bottom, a keel pad that runs the full length of the bottom to concentrate lift and add directional stability, and rounded shoulders alongside the keel keep the engine low in the hull. The raked stem curves downward near the waterline to a slender, near-vertical forefoot that cuts oncoming waves to ensure a smooth ride. This nuance also extends the waterline to improve fuel efficiency, and allows fuller sections throughout the forward end of the boat for greater usable interior space.

All of the features work together to give a barely noticeable bow rise during acceleration, and a quick transition to planing speeds. Handling is positive and firm, and the boat tracks so well at cruis-ing speed, I could let go of the wheel for a couple of minutes at a time. Turning at speed feels like maneuvering a substantial luxury car, with precise control and comfortable heel angles. Low-speed handling is a breeze with the standard bow and stern thrusters.

Cutwater, 800-349-7198; www.cutwaterboats.com

LOA: 34'4"BEAM: 10'0"DRAFT: 2'5"DISPL.: 10,200 lb.FUEL: 180 gal.WATER: 80 gal.TEST POWER: 1/370-mhp Volvo Penta D6 dieselBASE PRICE: $279,937

TEST CONDITIONS:Air temperature: 72°F; humidity: 63%; load: 110 gal. fuel, no water, 2 people. Speeds are two-way averages measured with Garmin GPS. GPH estimates via Volvo Penta engine display. Range is based on 90% of adver-tised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Aft steering station ($4,350); wireless thruster remote ($759); solar panel ($1,200); die-sel generator ($7,990); rocket launchers ($750).

RPM150020002500300035003640

KNOTS6.38.212.818.524.025.1

GPH2.25.18.812.518.020.0

RANGE463.9260.5235.6239.8216.0203.3

dB(A)666870737677

FAIRLINE TARGA 62GT


PURE ALLUREThe Fairline Targa 62GT is a sleek and sexy cruiser with plenty of attention to design and detail. By Kevin Koenig

The entire look and feel of the Targa 62 is sophisticated and cool, from her low-profile lines to the understated interior décor. And yet this boat isn’t simply sizzle. There is also steak

here, in the form of well-conceived and executed design attributes, amenities, and an irrefutably fastidious attention to detail.

ACCOMMODATIONS:The boat’s sunpad was the very first thing I noticed about her. It’s like a normal sunpad ramped up by a K-factor of 1.25, as if it be-longs on a 76-footer, and it’s the premiere outdoor space onboard the 62, in my opinion. Below, the foreward master has an athwart-ships queen-size berth and a modern-apartment feel augmented by a small settee to starboard. Forward of that, there’s an excep-tionally large en suite head. The shower in particular is engulfed in light that shines through the overhead glass hatches, affecting an outdoorsy feel. Moving aft you pass a supplementary Isotherm freezer to port as well as the washer/dryer, en route to the two nearly identical guest staterooms amidships.

One thing to note about the 62’s interior, and lately, Fairline’s boats in general, is the fit and finish. In short, the company has really got it down. Case in point on this boat is the satin walnut ve-neers throughout, which are lacquered after they are fit together—at the edges of corners, for example—so there are limited issues with peeling later on. The grains in the veneers are also matched to one another at seams for a fluid, monolithic appeal.

CONSTRUCTION: The boat’s engine room is as well laid out as you might expect from a company that puts so much thought into the details. My test boat’s Volvo D13-900s fit easily into the space, and left enough room to effortlessly access both the twin fuel filters on the forward bulkhead, and the service points on the 22.5-kilowatt Onan generator aft. A large, bolted-on soft patch overhead means that if one day you need to change engines or fuel tanks, you can remove them from the boat without cutting into the deck. That’s a nice little design tidbit with an eye toward the future, and perhaps the resale market as well.

The Targa 62 is exceptionally rugged and rigid for a boat that looks like she was meant simply for breezy Mediterranean jaunts. A good deal of that rigidity is thanks to her sturdy, hand-laid hull, which is solid below the waterline.

The rest of the rigidity comes from her internal structures.

There are four longitudinals as might be expected, but Fairline also tossed in a wrinkle. The aft end of the superstructure—es-sentially the saloon’s doorframe, which Fairline refers to as “the goalpost”—extends straight down through the boat to the hull, creating a massive, inverted-U-shaped structural member that drastically reinforces the boat’s backbone.

PERFORMANCE: Out on the water those straight-shaft diesels acquitted themselves well, shooting the 62 along at a top hop of 33.8 knots. Steering was smooth and the boat proved herself proficiently agile, ripping through a corkscrew to starboard in about three boat lengths, and a similar maneuver to port in just slightly more. What’s more, she simply felt solid out on the water, and moved like a high-speed tank. I know that is an odd way to describe a boat, but when the builder puts so much forethought into building her so sturdily, and then plops those big diesels down in her hull, that’s exactly the sen-sation that is produced. Out on Biscayne Bay she brushed aside the mild chop without a care as we slalomed dreamily through the relics of Stiltsville. Not a bad way to burn away a day.

Fairline, 954-621-9340; www.fairline.com

LOA: 63'2"BEAM: 16'6"DRAFT: 4'3"DISPL.: 49,200 lb.FUEL: 676 gal.WATER: 145 gal.TEST POWER: 2/900-mhp Volvo Penta D13-900 dieselsOPTIONAL POWER: 2/800-mhp Volvo Penta D13-800s; 2/1,200-mhp MAN V8 dieselsGENERATOR: 22.5-kW OnanTRANSMISSION: ZF 3351-2, 1.96:1 ratioPROPELLERS: 31 x 40 4-blade Hyper-QBASE PRICE: $1,850,000PRICE AS TESTED: $2,072,300

TEST CONDITIONS:Air temperature: 80°F; humidity: 40%; seas: 1'; load: 300 gal. fuel, 90 gal. water, 4 persons, 200 lb. gear. Speeds are two-way averages measured w/ Garmin display. GPH estimates taken via Volvo Penta display. Range based on 90% of adver-tised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Power-drop windows and electric venetian blinds ($59,012); cockpit bar pack including refrigerator, griddle, and ice maker ($12,342); crew’s quar-ters ($31,627).

RPM6001000150020002350

KNOTS7.210.218.428.233.8

GPH3.011.532.561.487.9

RANGE1,460540344279234

dB(A)6363697782


PRINCESS V48


CONSERVATIVE AGENDAAt Princess change is always measured and carefully considered. By Capt. Richard Thiel

The folks at Princess Yachts are a conservative lot. Look at their boats over the past decade and you’ll see a consistency in both design and engineering that’s rare in the boat busi-

ness. This tradition makes the new V48 remarkable on two counts. One is its construction, and the other its power.

ACCOMMODATIONS:This is the first and only Princess to be powered by pods, specifi-cally Volvo Penta IPS600s. The impetus behind this is the fact that it gives theV48 a full-beam master mid-cabin. Don’t let that term “mid-cabin” fool you. This is not one of those cuddys that require you to double over so you can climb into bed. There’s a lot of space here, plenty for most people to be able to move around freely without stooping, and thanks to large side-windows, everything is bathed in light when you raise the standard blinds. And like the stateroom up forward, this one has en suite facilities complete with an enclosed shower.

Princess also made another crafty move in laying out a U-shape cockpit, with only one starboard walkway to the side decks and standard hydraulic swim platform instead of having port and starboard walkways. Traffic flow is a more restricted this way, but in compensation you get seating for at least four more people. The cockpit is a very sociable area that works for dining, thanks to a hydraulic hi-lo table, and sunning, because it’s not covered, al-though an extendable sunshade is standard.

CONSTRUCTION: The V48 is also notable because it’s built using resin infusion. The first boat to get it was the V78, four years ago, and every new Prin-cess since has been infused. Naturally when it was decided to finally end the run of the V45 (which never came to the United States), its replacement, the V48, was designed and engineered for infusion. Most builders say this process saves a lot of weight, but all the engi-neers on the dock on test day wanted to talk about was how the pro-cess makes for a much cleaner factory and a much more solid boat.

PERFORMANCE: I can’t attest to the factory but I can tell you that this boat is as

solid as a brick. Despite the three and four-footers on test day, we heard not a creak or groan when we repeatedly ran her up to full throttle (27 knots).

The sensation of solidity was no doubt enhanced by notably low sound levels—just 71 db(A) at 3000 rpm (18.3 knots). Part of the reason for this is the solidity that comes with resin infusion, but part is also because this builder traditionally invests heavily in sound attenuation materials and techniques—even when they aren’t visually apparent. One example: Both saddle fuel tanks are wrapped in foil-lined acoustical insulation to preclude resonance, which if left unattended, will migrate to the rest of the boat.

For a builder hardly known for winging it, the IPS-powered V48 is an uncharacteristic gamble. But this is a company that always hedges its bets, and I’m wagering when its conservative customers see that big mid-cabin, they’ll take a very liberal ap-proach to this boat.

Viking Sport Cruisers, 877-846-9874; www.princessyachts-us.com

LOA: 50'10"BEAM: 13'6"DRAFT: 3'9"DISPL.: 39,020 lb.FUEL: 330 gal.WATER: 80 gal.TEST POWER: 2/ 435-mhp Volvo Penta IPS600 diesel pod drives OPTIONAL POWER: 2/435-mhp Volvo Penta IPS600 diesel pod drivesTRANSMISSIONS: Vol-vo/2.34:1 ratio BASE PRICE: not availablePRICE AS TESTED: $1,366,815

TEST CONDITIONS:Air temperature: 72°F; humid-ity: 55%; wind: 15-18 mph; seas 3-4'; load: 264 gal. fuel, 80 gal. water, 9 people, 500 lbs. gear. Speeds are two-way averages measured by onboard GPS. GPH taken from Volvo Penta display. Range is 90% of advertised fuel capacity. Decibels measured on A scale. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Oil changer for mains and genset ($4,025); bow thruster ($12,350); hi-lo cockpit table w/ fill cushion ($2,705); scissors berth in forward cabin ($7,090); electro-hydraulic swim platform ($36,315); Glendinning Cablemaster ($9,100); central vacuum ($1,600); voltage stabilizer transformer ($6,675); cockpit icemaker ($3,145).

RPM100015002000250030003500

KNOTS4.98.610.214.621.131.1

GPH1.45.311.921.433.044.4

RANGE1,033482254203190208

dB(A)636465707175


RIVIERA 565 SUV


THE BRO BOATNo doubt about it, the Riviera 565 SUV is a versatile, macho boat built for doing just about anything her owners can think of. By Kevin Koenig

During a trip to Australia this past summer, my suspicions of the Down Under lifestyle were officially confirmed. The Auss-ies have a big-time “bro” culture going on down there. It seems

like a good portion of the country—even the women—have a healthy dose of frat in them. They like sports, they like adventure, and they’re not afraid to raise a pint or two of VB with the lads. And if that’s the case, then the all-new Riviera 565 SUV might just be the most quint-essentially Australian boat on the market this year.

ACCOMMODATIONS:The 565 is a beast of a machine. With an overall length just shy of 61 feet and a beam measuring 16 feet 11 inches she is significantly larg-er than her name might imply, and when you’re onboard, you can tell. Accommodations down below are sizable. All three cabins have relatively large amounts of space, but the highlight is the amidships master, which came about due to customer demand. With plenty of stowage, a king-size island berth, and a large en suite head, this stateroom should keep any owner happy.

But where the 565’s layout really shines, at least for me, is in the saloon, where there’s comfortable seating for 11 of your best buds. Included in those accommodations are four Pompanette seats forward. Comfortable, sturdy, and most importantly, forward-facing, they are the perfect option for the rugged voy-ages this boat was built to undertake. An L-shaped dining settee to port and a three-person bench seat to starboard round out the indoor entertainment area.

CONSTRUCTION: The 565 has a robust, hand-laid hull that is solid below the waterline and cored with Divinycell above. The boat is essentially the same as Riv’s 53 Flybridge model, except without the bridge. So yeah, you lose some entertainment space, but the design choice makes the boat a heck of a lot easier to wash down after a trip, and therefore easier to own. She’s basically a wash-n’-wear-type boat. Which is on purpose, because the company pictures her owner as the laid-back hard char-

ger. The kind of guy who’d want this hybrid express cruiser/fish boat for its versatility, ruggedness, and simplified design.

PERFORMANCE: In the engine room the 565 has just what you might expect: Big, powerful engines, to the tune of twin 700-metric-horse-power Volvo Penta IPS900s. Fuel filters and a Cummins Onan generator were easily accessible for maintenance requirements. A 924-gallon fuel tank gives the 565 a range of 380 nautical miles at 26 knots. I took her out in the Pacific Ocean just off Australia’s Gold Coast in some confused 9-foot swells, and she handled the rough stuff with aplomb. She was nimble enough to allow me to maneuver into the best position to crest the waves, and her wide beam helped her remain stable through-out the onslaught. She was quite fun to drive, even in condi-tions some might consider challenging. And she left me with the impression that this boat is just plain old ready to rock and roll, just as I suspect her owners will be.

Riviera Yachts, 561-267-1995; www.riviera.com.au

LOA: 60'9"BEAM: 16'10"DRAFT: 4'3"DISPL.: 53,000 lb.FUEL: 924 gal.WATER: 198 gal.TEST POWER: 2/700-hp Volvo Penta IPS 900s PROPELLERS: contrarotat-ing, T3 propsetPRICE AS TESTED: $1,793,000

TEST CONDITIONS:Air temperature: 75ºF; humid-ity 30%; seas: flat for speed numbers, 7-9' in open water; load: 264 gal. fuel, 75 gal. water, 5 persons, 0 lb. gear. Speeds are two-way averages measured w/ GPS display. GPH estimates taken via Volvo display. Range is based on 90% of advertised fuel capacity. Sound levels mea-sured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Volvo IPS joystick system ($15,495); fresh water maker ($21,237); hydraulic lift for swim platform ($49,535); cockpit awning ($4,332); sunpad on forward deck ($2,971).

RPM6001000150020002410

KNOTS6.19.014.924.932.9

GPH2.69.225.944.966.0

RANGE1,951814478452415

dB(A)6964697376

SUNSEEKER 80


STAR POWERThe Sunseeker Predator 80 combines a swoopy profile with spirited performance. By Chris Caswell

The Sunseeker Predator 80 slots neatly into the company’s Predator line between the 68 and 84. Like other Predators, she is intended to be the most flexible type of yacht in the

Sunseeker portfolio: equally comfortable whether running flat out or slowing down for a long-distance cruise. With an impressive list of options, owners can truly tailor the 80 to suit their own lifestyles.

ACCOMMODATIONS:The 80 features brand-new styling developed exclusively with designer Ken Freivokh and labeled the “Signature Look,” which offers several seating arrangements in the saloon, and our yacht was fitted with inviting couches to starboard. Oversized windows surround the saloon, which allow seated guests killer views, but also do the same for the skipper at the helm.

In the forward port corner of the saloon is the dining area, with a settee around a wenge-and-leather table, plus four loose chairs. Six large overhead windows create a skylight effect and, in fact, there is a very large sunroof over the saloon that further creates an indoor-outdoor living area.

Forward and down are the accommodations, with an atrium ef-fect from the windshield above the foyer. The master suite is just aft, spanning the full 20-foot beam, with the berth to port, a comfortable chair with hassock, and a vanity/desk. The VIP cabin in the bow is an airy hideaway with desk and en suite head with shower. Between these staterooms are two guest cabins: The port cabin has two singles that slide together to create a double suitable for couples, while the starboard cabin has two singles that remain separate.

CONSTRUCTION: The 80 is the ultimate express cruiser on steroids and the big swoopy hardtop defines her. The hardtop doesn’t extend over the teak-planked cockpit though, because sun is as important to potential owners as the company’s name suggests. Centered between the two sets of steps from the swim platform is an immense sunpad.

EU regulations require that a boat’s design keeps water from entering the interior from the cockpit, a mandate that usu-ally takes the form of a sizable step up from the cockpit to the interior. Sunseeker solved the issue in style by creating a “moat”

between sliders and cockpit, and then covered it with a beautiful-ly crafted teak grate. EU inspectors are satisfied, and no Predator 80 guest is going to stumble on an unsightly step because the sole remains flat from cockpit to helm.

PERFORMANCE: Our Predator 80 had a pair of 1,800-horsepower MAN V12-1800s, which kicked us along at 33 knots without breathing hard. You can choose almost anything (short of outboards) up to a pair of 2,000-horsepower MAN V16s with Arneson drives that will quench your lust for speed at 46 knots.

And I don’t want to confuse you with technical terms, but she’s a giggle to drive. Carving a great big S in the water is something you want to do the minute your fingers wrap around that small leather-covered wheel. It is, perhaps, the nautical equivalent of downshifting a sportscar in a tunnel: Who can resist? But the Predator 80 is way ahead of you, banking smoothly into turns and, because the props are in pockets, biting easily no matter the amount of helm input.

This is a boat to savor and enjoy and, okay, here’s the bottom line. The options abound, so if you like the look, chances are the Predator 80 most certainly can be your kind of yacht.

Sunseeker Florida, 305-856-4050; www.sunseeker.com

LOA: 81'8"BEAM: 19'11"DRAFT: 6'1"DISPL.: 123,200 lb.FUEL: 1,586 gal.WATER: 317 gal.TEST POWER: 2/1,800-mhp MAN V12-1800s OPTIONAL POWER: 2/2,000-mhp MAN V16sGENERATORS: 2/27.5-kW OnanTRANSMISSION: ZF 3050-V, 1,441:1 gear ratioPROPELLERS: 39 x 54 5-blade CRJPRICE: Upon request

TEST CONDITIONS:Air temperature: 76°F; humidity: 55%; seas 1-2'; load: 325 gal. fuel; 261 gal. water; 7 persons; 100 lb. gear. Speeds are two-way averages measured w/ Simrad GPS. GPH taken via MAN display. Range is based on 90% of adver-tised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Sleipner zero-speed stabi-lizers ($119,294); line volt-age regulator ($18,725); Idromar watermaker ($20,184); tropical-spec A/C ($16,418); cockpit engine control station ($12,213); Simrad AIS radar, GPS, autopilot, and VHF ($10,551); JMS joy-stick control ($23,556).

RPM1000150020002350

KNOTS7.116.926.132.9

GPH5.126.657.587.4

RANGE1,986906647537

dB(A)70747678


TIARA 50 COUPE


HIGH I.Q.The first of a new generation of sport yachts from 31 to 58 feet, the Tiara 50 Coupe mixes modern styling with quality construction and engineering. By Chris Landry

The 50 Coupe made its first major boat-show appearance in Fort Lauderdale this fall, but I had the opportunity in September to check out the 35-knot sport yacht powered

with the new Volvo Penta IPS950s and D11 diesels. The Ti-ara 50 Coupe departs from the more traditional Tiara profile. The Holland, Michigan-based builder has used contemporary interior elements, such as modular settees and angular door handles but has maintained some brand design characteristics like the Tiara swept sheer and deck wings. “While we have an aesthetic departure from what made a Tiara, we want to make sure that all those basic Tiara DNA elements are there so that the future customer is getting to experience ‘a Tiara,’” says S2 Yachts CEO Tom Slikkers.

ACCOMMODATIONS:“We opened the boat up so it all feels like one space,” says George Hetzel, S2 vice president of sales and marketing. “‘So-cial Zones’ throughout the boat are connected and we’ve elimi-nated barriers. We want the boat to be like home.” Tiara plans to introduce a flying-bridge version of the 50 in the spring.

The yacht can be ordered with two or three staterooms and crew’s quarters. In both cases, Tiara makes the amidships sec-tion of the lower deck the home for a full-beam master state-room with private head and hull-side windows. With the slid-ing glass doors open, the cockpit, galley, saloon and bridgedeck are all connected.

Moving forward from the cockpit, you step into a full gal-ley. A seating area with a dining/coffee table fills the port side of the saloon. There’s a 40-inch LCD TV and entertainment center opposite. The companion seat can face forward or aft. Overhead, the hardtop sunroof opens and two skylights on the companion dash direct light into the cabin.

Light plays a key role throughout the boat: The hullside win-dows, cabin skylights, sunroof, and large windshield and side windows light up the boat and put you in better touch with your surroundings.

“I think we were very creative in the ways we have brought in the natural daylight in areas like the staterooms and heads,” Slikkers says.

CONSTRUCTION: Tiara hand-lays the 50 with a solid fiberglass bottom and bal-sa-cored sides and decks. The company uses vinylester resin in the skincoat for osmotic-blister protection followed with a high-grade polyester. Resin infusion is used to construct the hardtop, and the builder employs Resin Transfer Mold tech-nology for the hatches, doors and other small parts. You’ll find no rough fiberglass edges or unfinished hatches on the 50. The stringers are built with a “ply-foam,” a combination of wood and foam in fiberglass sandwich construction, says Tiara engi-neering manager Adam Rolinski.

The builder backs away the balsa in through-hull areas and fills them with composite material, taking great care to seal the installation to guarantee no water intrusion, says Rolinski.

PERFORMANCE: The 50 Coupe becomes the first North American production yacht with Volvo Penta’s Glass Cockpit, an integrated electronics system that collects all navigation, engine, and mechanical information and delivers it to touchscreen displays from eight to 19 inches.

The 50 Coupe was outfitted with twin 15-inch screens. The Glass Cockpit included “Joystick Driving” technology that al-lows joystick steering at high speeds in addition to displace-ment and docking speeds. Jackshafts link the amidships en-gines to the pod drives. The installation places the center of gravity low and forward for ride quality. She stepped onto plane with minimal bow rise. I never lost sight of the horizon while seated—a sign of a well-designed boat. Sightlines rank right up there with the best I’ve seen.

At 26 knots, the boat gets 0.5 nautical miles to the gallon. In fact, that number rings up at nearly every cruising rpm. I heard no rattling or clanking or other noises, indicating tight construc-tion practices. Bottom line: She performed solidly in all areas.

Tiara Yachts, 616-394-7466; www.tiarayachts.com

LOA: 54'6"BEAM: 15'11"DRAFT: 4'8"DISPL.: 45,640 lb.FUEL: 654 gal.WATER: 200 gal.TEST POWER: 2/750-hp IPS950s OPTIONAL POWER: 2/600-hp IPS800sBASE PRICE: $1,324,392 PRICE AS TESTED: $1,377,725

TEST CONDITIONS:Air temperature: 70° F; water temperature: 57° F; seas: 1- 2' chop. Full fuel and water. Speeds are two-way averages. Range is based on 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Walnut cabin sole ($10,940), Nautical Structures hydraulic swim platform ($58,100), SureShade aft sunshade ($13,320), Volvo Joystick Plus cockpit station ($17,860).

RPM6001000140018002000220024002562

KNOTS5.68.811.217.922.927.330.734.0

GPH2.48.521.937.143.652.560.471.6

RANGE1,373609301284309306299280

EDITOR’S NOTE:Performance numbers provided by Tiara Yachts from a separate test.


WIDER 42


ALL EYES ON METhe Wider 42 is a one-of-a-kind boat that’s perfect for a short cruise down Key Largo way. By Kevin Koenig

The Wider 42 is the brainchild of Tilli Antonelli, the famed founder of Pershing, who left his former company in 2010 to launch Wider. His vision for the boat, which first saw

the light of day—wait for it—drawn on a cocktail napkin, was unlike anything the world had ever seen.

ACCOMMODATIONS:In repose, the Wider 42 looks a lot like various other near-go-fast boats on the market. Her lines are low profile, her copper-and-black coloring commensurately flashy. However the 42 has a very big trick up her sleeve. Basically, she’s a Decepticon. She can transform from an ordinary boat into something wholly other. At rest, at the push of a button, her hull can flare out like the hood of a cobra. The effect is to make her onboard enter-taining space significantly larger, to the tune of about 60 square feet total. That’s the denotative effect anyway. The connotative effect is that now you are the guy who every single person on the water is looking at. It doesn’t matter who or what you’re moored next to, when those hull sides pop out, the Wider 42 is the star of any show.

She’s also got a cabin with a V-berth large enough for two that is a suitable spot to lay down for a nap or spend a night or two onboard. And a single-burner cooktop, microwave, refrigerator, and freezer make the boat even more amenable to an overnight.

CONSTRUCTION: A boat with so many moving parts might strike some as flim-sy, so I wanted to get a good feel for how sturdy her terraces were, since at first glance that could be of concern.Turns out they’re rock solid thanks to 2,000-pound buoyancy compen-sators under each wing. Good to know. Elsewhere onboard, there’s carbon fiber all over the place. The Wider is, in fact, 70-percent carbon fiber (which accounts for her featherweight 18,700-pound displacement), and the remainder is fiberglass. So if you’re into that sharp-looking, black-thatched carbon look, rejoice! Even the toilet is carbon fiber. It looks like it

should be on a rocket ship, which, considering the 42’s heady speeds, it sort of already is.

PERFORMANCE: The boat’s stepped hull, which was designed by Wider in con-junction with world-champion offshore racer Mark Wilson, is slippery, nimble, and also sturdy in comparison to some other similarly designed hulls I’ve tested. Hull performance was of high importance to Antonelli, who wisely foresaw that if his boat didn’t run well, it might easily be denounced as gimmickry—which I promise you, it is not. The twin 480-horsepower Cum-mins QSB 5.9s matched to Arneson surface drives made the 42 sheer fun to drive. She rocketed through S turns with a pleasing amount of bite, and screamed down straightaways at 48 freakin’ knots. It’s a gusty ride though, that’s for sure, since the Wider’s console lacks much wind protection below the windshield. It’s also incontrovertibly loud. Decibel levels cresting 100 at the helm are a concern Wider has identified, and the company is installing mufflers on its builds in the future.

Wider Yachts, 954-347-6771; www.wideryachtsusa.com

LOA: 42'0"BEAM: 11'6"DRAFT: 2'11"DISPL.: 18,700 lb.FUEL: 264 gal.WATER: 65 gal.TEST POWER: 2/480-mhp Cummins QSB 5.9 diesels TRANSMISSION: Twin Disc MG-5061 SC, 1.48:1 gear ratioPROPELLERS: 21.25 x 29 six-blade Rolla propsPRICE AS TESTED: $1,400,000

TEST CONDITIONS:Air temperature: 78°F; humid-ity: 40%; seas: 0-1'; load: 140 gal. fuel, 45 gal. water, 2 persons, 100 lb. gear. Speeds are two-way averages mea-sured w/ Garmin display. GPH estimates taken via Wider multifunction steering-wheel display. Range is based on 90% of advertised fuel capac-ity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:PWC garage; JL audio/video system; Custom metallic paint.

RPM15002000250030003200

KNOTS7.89.029.642.948.1

GPH10.015.025.034.050.0

RANGE185143281300229

dB(A)8590104110115



Whether you use a center console to scoot around the bay or to fish in big-time tournaments, these boats are ready for anything. Center T

here’s a lot to be said for a boat that’s ready when you are. And that’s exactly what a center console is. Rel-atively low-maintenance outboards

and a no-frills attitude define these fast-riding, hard-charging vessels, and they’re all the more fun because of it. If you’re the kind of boater who likes high speeds, the wind in your hair, and maybe a little spray in the face every now and again, a center console is right in your wheelhouse. And with the new launches debuting at this year’s Ft. Lauder-dale show, you’ve got plenty of exceptional options to choose from.


Consoles New Models6


CHRIS-CRAFT CATALINA 29 SUN TENDER


CENTER OF ATTENTIONHigh-end all the way, the Chris-Craft Catalina 29 Sun Tender pleases the day boater with luxury and comfort. By Chris Landry

The Catalina 29 is the largest center console in the four-boat fleet for Sarasota, Florida-based Chris-Craft, known for its premium runabouts, bow riders, and sportboats. The same

levels of luxury, craftsmanship, and fit and finish on these boats were evident on the Catalina 29 I tested on Sarasota Bay.

ACCOMMODATIONS:The Catalina delivers on its mission to provide comfort and conve-nience from bow to stern with posh seating, sunpads, pop-up tables and a cockpit awning. The boat has redesigned stern seating—a straight seat in the aft cockpit. The builder uses diamond-pattern upholstery for this settee and all others. You board the boat from the swim platform—covered with PlasTeak, a composite faux teak—and through a port-side transom door. I like the fold-up teak table that emerges from its recessed home in the leaning post’s aft end. A beefy rail surrounding the post gives crew a sturdy, easy-to-reach hand-rail to grab while running. The entire forward section of the console swings up on gas shocks to reveal the head. The wraparound settee in the bow seats at least four. A pedestal dining table also serves as an insert to hold the centerpiece sunpad. A two-person settee on the console’s forward end rounds out the seating offerings.

CONSTRUCTION: Chris-Craft constructs the Catalina 29 with a solid-glass bottom and hull sides. “There is no core in the hull at all,” says Chris Col-lier, vice president of engineering for Chris-Craft. Collier previ-ously worked for a performance boatbuilder that used coring for the entire hull. “Coring is done to achieve lighter hull weights,” says Collier. “You can use less material and achieve a lighter hull that’s just as strong [as a solid one]. But we’re not building per-formance boats. We’re not worried about the weight as much as the strength, so we’d rather just have the solid structure with no chance of the core delaminating. [The Catalina] is probably over-built, but you know it is strong and going to last.”

Chris-Craft hand-lays the hull and uses vacuum infusion with vinylester resin to build small parts such as deck-sole hatch lids and seat tops. The builder uses a composite coring material in the

decks. All fiberglass parts are cut on a CNC router. The one-piece fiberglass stringer system is chemically bonded to the hull with a high-strength adhesive and filled with foam. Chris-Craft bonds the hull and deck with 3M 5200 and mechanical fasteners.

PERFORMANCE: The twin 300-horsepower Verados pushed the Catalina from zero to 27 to 36 knots in seconds. Talk about midrange accelera-tion. With the trim tabs tucked in and drives completely down, I pegged the throttles and watched the boat’s bow rise only a few feet. I never lost site of the horizon—and I was seated. The Chris-Craft dove in and out of hard turns at 25 knots seamlessly and held a straight course with my hands off the wheel. I toyed with the trim tabs a bit, which are occasionally undersized on some boats. Not here. Response was swift and effective. It took 3½ turns of the wheel to get from lock to lock, which provided just the right amount of steering control. And she’s fast, topping out at nearly 47 knots. I found the boat’s maximum fuel effi-ciency at 4000 rpm where it travels 1.3 nautical miles per gal-lon—decent mileage for a 600-horsepower boat.

Chris-Craft, 941-351-4900; www.chriscraft.com

LOA: 29'5"BEAM: 10'2"DRAFT: 1'9" (engines up)DISPL.: 7,000 lb. (without engines)FUEL: 220 gal.WATER: 31 gal.TEST POWER: 2/300-hp Mercury Verados BASE PRICE: $181,219 with 2/250 Mercury Verados PRICE AS TESTED: $240,897 with 2/300 Verados

TEST CONDITIONS:Air temperature: 85°F; humidity: 90%; seas: 1'; load: 80 gal. fuel, 2 persons, 100 lb. safety gear. Speeds are two-way averages. GPH taken from Mercury SmartCraft display. Range based on 90% of fuel capacity.

NOTEWORTHY OPTIONS:Underwater lights ($1,459); Mercury Joystick Piloting for Outboards ($21,117); Raymarine e165 ($13,292); windlass with SS anchor and chain ($3,499).

RPM50010001500200025003000350040004500500055006000

KNOTS3.55.07.08.09.514.022.029.034.038.043.047.0

GPH1.002.103.856.7510.3512.6516.3020.8026.2535.1047.0059.90

RANGE693471360235182220267276256214181155

dB(A)555868707478808283838486

EVERGLADES 255 CC


EYE OF THE STORMThe Everglades 255 CC is a rugged and sporty little center console that can go out in the rough stuff, and more importantly, get back home safely. By Kevin Koenig

Ihad heard for years that Everglades built boats that were rug-ged and geared towards high performance in relatively rough seas, but I wouldn’t know for sure until I tested one in the

middle of a squall off Ft. Lauderdale this past September. Here’s what I found out.

ACCOMMODATIONS:The Everglades 255 CC is about as suited to cruising as she is to fishing. She’s got plenty of available seating, particularly up in the bow where a padded, U-shaped seat offers comfort and perhaps the best view a passenger can get. Meanwhile a full bait station aft of the helm, as well as two in-deck fishboxes with macerated drains, one in the stern and one in the bow, should come in handy when the mahi start to bite.

All fiberglass onboard the boat is finished, which is a nice touch not often seen in the rugged center console class. Side-flushing scuppers are also a welcome detail, as most of Ever-glades previous models used to only have scuppers at the tran-som, which sometimes hindered drainage. And that’s a smart move, because considering the ease with which the 255 handled the seas I had her out in, I’d guess that won’t be the last time she sees inclement weather.

CONSTRUCTION: The reason the boat felt so solid during my test is because of Ever-glades somewhat unorthodox construction style. It’s based on the legendary foam-sandwich technique pioneered by Boston Whaler, which was said to make a boat “unsinkable.” The outer layer of the hull is one piece of solid fiberglass, which is then sprayed with res-ins on the inside. Then, six separate pieces of high-density flotation foam are set in place inside the fiberglass hull, and also sprayed with resins. It’s notable that the foam is pre-cut, and not squirted into the space. This technique helps Everglades ensure that the foam is evenly distributed throughout the hull, and also that there are no air bubbles within it. A fiberglass liner is then placed over the foam, effectively sandwiching it in. Interestingly, there are no stringers, and

no wood at all used in the construction. After about a day of curing and vacuuming out the excess air, the hull essentially becomes one, single, beefy, and nearly unsinkable piece.

PERFORMANCE: When we pushed off from the dock in Dania Beach aboard the 255 the skies looked threatening. It had been intermittently dumping rain all day, and I knew from a test earlier in the day that the Atlantic was churning with confused 4- and 5-footers. But to hell if I flew all the way to Florida to not test this boat. So I climbed aboard with Yachtworks rep Shane Kwaterski, and we headed out into the impending maelstrom with fingers crossed. It didn’t do any good. Just as the inlet came into view, sheets of rain began falling from the sky and the wind picked up to about 25 knots. Much bigger boats than ours were hightailing it back in, their passengers peering out from enclosed helms at us like we were nuts. Kwaterski looked at me, “You OK to keep going?”

I shrugged, “I’m game if you are.”In the inlet, tightly packed 7-footers fizzed white foam at their

peaks. Undeterred, we smashed through them in the 27-footer. Due to the powerful twin 200-horsepower Yamahas the climb up each peak was steady, and thanks to the well designed hull the landing was soft. And even on the way back in, in a wild following sea, the tracking remained true. What’s more, the boat herself felt unusually solid when confronting the elements. Even in such rough environs, at no point did she arouse even the slightest suspicion that she wasn’t up to the challenge. And that’s good, because hot damn was that a wild day on the water!

Everglades Boats, 386-409-2202; www.evergladesboats.com

LOA: 27'3"BEAM: 9'3"DRAFT: 3'0"DISPL.: 5,800 lb. (dry, w/o engines)FUEL: 154 gal.WATER: 20 gal. TEST POWER: 2/200-hp Yamaha F200 four-stroke outboardsOPTIONAL POWER: various outboard configurationsTRANSMISSION: Yamaha, 1.86:1 gear ratioPROPELLERS: 14 ¼ x 17 Yamaha stainless steel, four-bladesPRICE AS TESTED: $140,000

TEST CONDITIONS:Test Conditions: Air temperature: 75ºF; humidity 100%; seas: 7'; load: 75 gal. fuel, 0 gal. water, 2 persons, 150 lb. gear. Speeds are two-way averages mea-sured w/ GPS display. GPH estimates taken via Yamaha display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Hydraulic power steer-ing ($4,280); Taco Grandslam Outrigger Package 15-foot poles ($4,405); Bow seating area coaming bolsters ($1,231) 4/underwater lights ($1,298).

RPM1000150020002500300035004000450050005500WOT

KNOTS4.56.27.88.612.320.825.530.332.437.941.2

GPH1.72.54.76.810.212.113.717.625.030.040.0

RANGE378356236182174249269249187182149

EDITOR’S NOTE: Due to rough sea conditions on our test, we were not able to conduct speed trials. Performance numbers were provided by the builder.

INTREPID 375 CENTER CONSOLE


WHAT A PAIRWhen outfitted with twin 557-horsepower Seven Marine outboards the fully custom 375 Center Console from Intrepid might as well be a rocket ship. By Kevin Koenig

With a glossy black hull and a newly conceived sheerline that’s a bit of an update from Intrepid’s older models, the new 375 Center Console certainly looks the part.

And that’s not even taking into account the massive, 557-horse-power outboards hanging off her transom.

ACCOMMODATIONS:Intrepid has always prided itself on the level of customizability its boats have, and the 375 Center Console is no exception. One strong point on my test boat—in a few different ways—was the boat’s starboard-side dive door, which, unlike most dive doors, was able to open inward so as not to bump up against docks or other boats. The hullside around the door is reinforced with stringers to make sure what could be a structural weak point is actually one of the very strongest parts of the entire hull.

However, I’d be remiss if I didn’t note one striking item on the 375’s spec sheet, and that, without a doubt, is her power pack-age. Twin 557-horsepower outboards have a way of drawing a crowd. And rightfully so. They’re not huge—only about four inches wider than a 350-horsepower Yamaha—but man do they pack a wallop. This is essentially the very same powerplant you’ll find under the hood of a Chevy Camaro. And Intrepid put two of them … on a boat.

PERFORMANCE: How’d that work out? You might be thinking right about now. Pretty freaking well, is the answer. Those engines are something else. The boat accelerates with panache and in a straightaway in calm conditions is said to have reached 61 knots. We got her up to 57 in a truncated section of the ICW, and my guess is that we could have gotten her up above 60 knots, but we would also then have planted ourselves headfirst into a bridge pylon. We went ahead and made the smart decision to lay off the throttles.Most of the test however didn’t take place in calm seas, but in-stead in chopped up and confused 4-foot waves off of Ft. Lau-derdale. Once on plane, the boat’s single-stepped hull with 66

degrees of deadrise at the bow and 22 degrees at the transom sliced right through the whitecaps. That single step is a nice design feature. It gives the boat the speed and chop-chewing ability of a stepped hull, without making her feel squirrelly, as has been a common knock on double-stepped hulls. And once you push the throttle down and the Seven Marine outboards get above about 4000 rpm, the sound, my goodness, the sound is like no other boat engine I’ve ever heard. It’s not a rumble, and it’s not a throaty roar—it’s a high-pitched whine like you’d hear coming from a performance motorcycle, or a ’roided-up mos-quito trapped inside your skull. That’s what it sounds like at the helm—I can only imagine what it sounds like from the dock.

CONSTRUCTION: Intrepid builds its hull by infusing high-quality vinylester resin into a quad-ply laminate. Up until 2012, Intrepid was known for using polyester resins and a variety of laminates, including Kevlar. However, since then, they have been building exclusively using the quad-ply system, as they have found that the vinyles-ter resin bonds very well with the quad-ply laminate, which has four multi-directional fibers woven into it.

Elsewhere, the builder has ensured durability by doing things like replacing rubber grommets on stowage compartments with rugged cable systems for the latches. Those systems won’t wear out anytime soon, and they keep the compartments snug as a bug.

The Intrepid 375 Center Console with 557s is the kind of boat that, if you’re in the market, you should definitely give a test drive. Even if she’s got more muscle than you think you need, she’s an absolute blast to drive.

Intrepid Power Boats, 954-922-7544; www.intrepidpowerboats.com

LOA: 37'5"BEAM: 10'6"DRAFT: 2'6"DISPL.: 15,000 (dry)FUEL: 400 gal.WATER: 40 gal. TEST POWER: 2/557-hp Seven Marine outboardsOPTIONAL POWER: various outboard configurationsTRANSMISSION: ZF, 1.75:1PROPELLERS: 15"x27" Inertia 5-bladesPRICE AS TESTED: $460,000

TEST CONDITIONS:Air temperature: 93ºF; humidity: 75%; seas: 4'; load: 140 gal. fuel, 20 gal. water, 3 persons, 100 lb. gear. Speeds are two-way averages mea-sured w/ GPS display. GPH estimates taken via onboard engine-monitoring system. Range is based on 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Vision livewell helm seat ($9,750); fiberglass T-top ($12,000); fiberglass folding rear seat ($3,667).

RPM60090012001500180021002400270030003300370040004500500055005550

KNOTS4.65.27.08.510.314.019.625.229.032.837.539.848.554.660.361.0

GPH1.63.05.28.613.818.422.429.232.042.252.464.462090.0116.0118.0

RANGE1,035624485356269274315311326280258222282218187186

REGULATOR 25


BY THE NUMBERSCount on the Regulator 25 to fall right into a line of great-running, good-looking center consoles. By Jason Y. Wood

Certain boat brands have built real cachet in some ports of call, and the result is a heavily tilted numbers game as you motor through the anchorage. Regulator Marine plays the game as

well as anyone. The company has built handsome, seaworthy center consoles in Edenton, North Carolina, since 1988, and is refreshing its line with some new models. One of them is the Regulator 25, which matches a classic profile with sporty performance.

ACCOMMODATIONS:One big reason that center consoles skyrocketed in popularity is all-around access, and the Regulator 25 does not disappoint. The deck is flush from bow to stern, so there’s no step to trip you up when you’re focused on fighting a fish. A forward seating area with built-in benches and a recessed grabrail has cavernous lockers beneath the seats: Port and starboard fishboxes offer dry stowage to the tune of 160 quarts each, while a bow locker holds 140 quarts of volume. Between the benches in the sole there’s another locker that holds 408 quarts and has a built-in rod rack.

The console itself is large, at 52 inches tall, as it would have to be to have a head inside, but it’s not overbearing—the best way to describe it is that it fits the space. It has a two-person seat forward over an insulated cooler box. The head compartment is a bit tight getting in and out for a guy of my average stature at 5-foot-10, but it has 74 inches of overhead height once inside and would work just fine.

Behind the console is a leaning post with helm and companion seats that easily flip up to bolsters, or should I say, bolsters that flip down to seats, since that will be the default position. My first im-pression is that this leaning post is tall and doesn’t take up a lot of fore-and-aft space—there’s 40 inches of cockpit space abaft. Our test boat had a built-in tackle station featuring cabinets with integrated tackle-tray stowage, cupholders, another matched tubular rocket-launcher rod holder smartly integrated with a grabrail, and a rack to hang lures, pliers, knives, and more. When kitted out for fishing, all the gear will be stowed yet easily accessible.

There’s a clever transom bench seat that folds out of the way, but adds to the seating options, though it doesn’t offer much of a view forward, due to the leaning post. The transom also has a plumbed

23-gallon livewell and 120-quart dry stowage locker side-by-side un-der matching lids. Bilge access is through a deck hatch in the cockpit.

CONSTRUCTION: Regulator builds what it knows, which is hand-laid fiberglass, using the signature Fiberglass Grillage System of stringers to add strength and rigidity to the hull. While she may not be a showpiece for inno-vative new-wave construction techniques, the Regulator 25 is built in the finest Carolina tradition by craftsmen using top-quality mate-rials ranging from the resins, gelcoat, and glass in the hull, to electri-cal components and wiring, deck hardware, tanks, and plumbing. Run your hand along a hidden edge or two, and you’ll feel the finish.

Naval architect Lou Codega designs all Regulators and they share the same basic running-surface design—no surprises there. The 25 also has an Armstrong bracket, which the company uses on its new designs, the 28 and 34, and the rigging couldn’t be neater. Regulator’s 24- and 32-foot boats have Euro-transom designs.

A close inspection of the optional T-top revealed gleaming fiber-glass all around setting on beefy powder-coated tubes. That shelter offered some additional options on the test boat, including a match-ing powder-coated rocket launcher aft, and molded-in LED lights.

PERFORMANCE: The best thing about Regulators is that they offer no surprises in terms of performance. At one point during our sea trial the twin 200-horsepower Yamaha four-stroke outboards managed to get us a one-way speed of 53 mph (we use knots in the table below), and the boat was responsive to the helm and tracked like a champ. Rough conditions were hard to come by, but we found some wakes on Long Island Sound and the modified-V hull slid right through them.

If you’re looking for a center console with good speed, a solid feel, and smart use of onboard space, think of the number 25.

Regulator, 252-482-3837, www.regulatormarine.com

LOA: 30'0"BEAM: 8'10"DRAFT: 2'9"DISPL.: 6,200 lb. (dry)FUEL: 160 gal.WATER: 21 gal.TEST POWER:2/200-hp four-stroke Yamaha F200XCA outboardsTRANSMISSION: Yamaha 1.86:1 gear ratioPROPELLERS: 14 ¼ x 18 Reliance Series SDS, polished stainless steelBASE PRICE: $130,395

TEST CONDITIONS:Air temperature: 73°F; humidity: 74%; seas: 1-2'; wind: 5-7 knots; load: 80 gal. fuel, no water, 2 persons, 40 lb. gear. Speeds are two-way averages measured with Garmin handheld GPS. GPH taken via Yamaha engine display. Range based on 90 per-cent of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS: T-top with molded-in LED lights ($11,995); Raymarine electronics package with single E125 display, B260 transducer, Ray 55 VHF, and 8' VHF antenna ($9,895); Deluxe tackle center with seatback rocket launcher ($6,195).

RPM100020003000400050006000

KNOTS5.57.912.727.736.744.8

GPH1.44.410.915.726.439.8

RANGE514259168254200162

dB(A)657684909398

SPORTSMAN HERITAGE 231


HIGH I.Q.The Sportsman Heritage 231 excels as a no-nonsense center console with smart stowage and plentiful seating. By Chris Landry

Built by the former founders of Sea Pro and Key West boats, Tommy Hancock and Dale Martin, respectively, the Sports-man Heritage 231 deserves consideration as a formidable,

premium, small center console. This multi-purpose platform rides on a modified deep V. With a single 200-horsepower outboard, the 231 gets good fuel mileage from trolling to full speed.

ACCOMMODATIONS:Former boatbuilding rivals, Hancock and Martin have built in several nifty design features on deck. Their boatbuilding expe-rience shines through in the functional layout and thoughtfully designed stowage boxes, hatch lids, and seats. For instance, the full-beam bench seat’s center section lifts open via gas shocks to reveal a gelcoat-finished bilge with easy-to-reach pumps, filters, and stowage space. The wraparound bow seating includes drop-in backrests that face forward. The in-deck locker on centerline includes a recessed area to sit a large bucket—a perfect place for a cast net. The console door opening is plenty big and houses the batteries and electrical panels and can also hold a portable head. The builder provides dry rod stowage under the port-side bow seating, with more homes for your rods along the gunwales and the coaming tops. The anchor-locker lid swings open to port and out of the way for easy access. The two-person seat forward of the console holds a 12-gallon insulated cooler.

CONSTRUCTION: Sportsman boats are built with knitted fiberglass fabric, vinyles-ter and polyester resins, and PVC coring materials, says Hancock. The manufacturer builds the hull bottom with solid glass and uses coring material in the sides and deck hatches. “In areas where there will be through-bolting or fasteners we use a higher-density core,” says Hancock. The company uses a high-quality gelcoat and a vinylester resin in the skin coat to protect against osmotic blis-tering. Sportsman hand-lays the materials, overlapping the chines and keel and other high-stress areas with fiberglass for strength and durability. The fiberglass stringer grid system is bonded to the hull with a methacrylate adhesive. “You’ll shear a laminate before

you break the hold of that glue,” says Hancock.Rhodes Yacht Design in Charleston, South Carolina, carries out

all the naval architecture for Sportsman, and Vectorworks Marine LLC in Titusville, Florida, cuts the plugs. Sportsman builds it own molds, says Hancock.

PERFORMANCE: With Yamaha’s new 200-horsepower, four-cylinder 4-stroke, the boat proved to be quick, fast, and fuel-efficient. At nearly 21 knots, the F200 burns 5.2 gallons per hour, allowing you to travel 4.5 miles for every gallon burned—that’s good mileage for a powerboat.

The steering wheel is mounted on a raised pod on the console’s port side, with the throttle, breaker switches, and cupholder to starboard.

The 487-pound F200 possesses some get-up-and-go, for sure, thanks to its variable camshaft timing. The boat accelerated from 17 to 26 knots in about 4 seconds and made the jump from there to 41 knots (WOT) in another 3 ½ seconds. The Sportsman re-mained on track and the engine never came unglued when I threw the boat into some high-speed doughnuts.

The boat rises to plane at a flat angle, which is good—you never want to lose site of the horizon. The Sportsman’s narrow forefoot slices and dices through the chop. The boat, which has an 18- degree deadrise at the transom, stayed on plane at only 13 knots. That slow planing speed is ideal for driving in rough waters when 13 knots is as fast as you would want to go.

Sportsman Boats, (843) 376-2628; www.sportsmanboats.com

LOA: 22'9"BEAM: 8'6"DRAFT: 1'2" (engine up)DISPL.: 2,150 lb. (without engines)FUEL: 103 gal.TEST POWER: 1/200-hp Yamaha F200XBBASE PRICE: $68,995

TEST CONDITIONS:Air temperature: 60°F; water temperature: 55°F; Load: 2 people, Speeds are two-way averages. Speed and fuel-burn numbers taken by Yama-ha in separate test. Range is based on 90% of advertised fuel capacity.

RPM10001500200025003000350040004500500055006050

KNOTS4.15.67.09.715.220.426.129.132.938.040.8

GPH0.71.32.23.34.45.27.19.313.416.820.2

RANGE543399295272320364341290228210187

VENTURE 39 TOURNAMENT EDITION


TOURNAMENT TACKLERThe Venture 39 Tournament Edition is a truly semi-custom center console that is fully equipped to challenge the big boys. By Kevin Koenig

I tested the Venture 39 Tournament Edition this past September on a river near the Venture yard in Stuart, Florida. What I found was a fast, solidly built boat turned out by a re-

invigorated builder that is keeping an eye on pleasing even the most demanding customer.

ACCOMMODATIONS:Venture makes a true semi-customizable boat. As such, outside of the hull, nearly everything onboard the 39 I tested was at the owner’s behest. He will use the boat primarily as a dive and fishing boat (he’s apparently got other boats for cruising), so my 39 was ruggedly out-fitted for those activities. An inward-opening dive door to port was a highlight you won’t see on many boats since lots of builders shiver at the thought of essentially putting a hole in the side of their boats. Not Venture. The guys there build sturdy, reinforced doors that can open either inward or outward at the owner’s request. A flush deck made it a snap to get around the boat, even with lots of people onboard, and was a highly appreciated design attri-bute. So too was the removable bench seat at the transom, which can seat about three or four people when it’s installed, but which also can be taken out when this boat is performing the rough, rugged, and ready duties she was designed to undertake. The head compartment inside the console boasted 6 feet, 4 inches of headroom, as well as access to the boat’s systems control panel, which was on the aft wall of the space.

Elsewhere, a marlin tower featured a ladder aft instead of to the side—a specific customization for the boat’s owner, who found the standard side entrance to the tower ungainly. A cushioned coffin box in the bow acted as a giant ice box, or a seat if you so choose.

CONSTRUCTION: To me, the most interesting part about the 39’s construction was the hull, which is super sturdy and geared towards performance. It’s hand-laid with vinylester resin and is solid below the water-line—always reassuring. And the whole thing is reinforced with Kevlar laminates, making it basically bulletproof. In fact, Venture

is so confident in its hulls’ ruggedness that they offer limited life-time warranties on every one they build. (In a nutshell,“limited” means that the first owner has full coverage, as well as the second owner, but the 15th owner might not get the same treatment. Seems more than fair to me.)

Below the waterline there’s some interesting stuff going on. A fine entry point helps slice through waves, while a running pad—essentially an added flat surface along the keel—stretches from the console back to the transom to help the boat get on plane easily, and stay neatly trimmed at speed.

PERFORMANCE: Indeed, among many impressive attributes I noted while driving the 39, her trim numbers were probably the most memorable. Once on plane, she stays almost perfectly horizontal with the water, clocking an almost nonexistent 0.5 degrees on my inclinometer at her higher speeds, until I dropped the hammer and she hit 48 knots and rocked all the way back to 1.5 degrees. (That’s still really, really good.)

At her cruise speed of 32 knots I whipped her around in a circle to starboard in about 1 ¼ boat lengths. To port she turned even more tightly. Acceleration was so powerful that I, and I think everyone onboard, was happy that there’s plenty of handholds to grab on to.

This boat is a heck of a lot of fun to drive, and with tons of rod holders, that 7-foot-long fishbox in the bow, a livewell, and many other fishy accouterments, she will almost certainly be a star on the tournament circuits after she debuts at this year’s Lauderdale show.

Venture Boat Company, 800-658-1092; www.ventureboatcompany.com

LOA: 39'2"BEAM: 10'8"DRAFT: 2’7”DISPL.: 14,200 (dry)FUEL: 530 gal.WATER: 50 gal. TEST POWER: 3/300-hp Yamaha Four StrokesOPTIONAL POWER: various outboard configurationsTRANSMISSION: Yamaha, 1.75:1 gear ratioPROPELLERS: Yamaha 3-blades PRICE AS TESTED: $472,848

TEST CONDITIONS:Air temperature: 88ºF; humidity 75%; seas: flat; load: 180 gal. fuel, 25 gal. water, 5 persons, 100 lb. gear. Speeds are two-way averages measured w/ GPS display. GPH esti-mates taken via Yamaha display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS: Rear tower lad-der (price upon request); inward-swinging dive door ($10,500); custom lean-ing post with aft-facing cooler seat ($6,880).

RPM*10001500200025003000350040004500500055006100

KNOTS6.18.19.712.523.030.535.739.944.448.755.6

GPH4.47.814.120.224.229.436.046.960.879.199.1

RANGE661495328295453495473406348294268

*Performance numbers taken from Yamaha’s test of a Venture 39 Open with 3/350-horse-power Yamaha outboards.

Passage

One of the most underrated things about the nautical life is the chance to find some utter peace. Alone in a secluded cove, or on the graveyard watch during a long voyage, boats can offer respite from an increasingly busy world. That’s where passagemakers come in. No type of boat is

better for getting you far away, while also keeping you safe (not to mention off the skids, thanks to excellent fuel efficiency). So whether you plan on taking your boat to Tahiti, or just cruising down the ICW for a spell, might we suggest having a look at these practical, long-range vessels.

New Models9


makers For those with a case of wanderlust, there’s nothin like a well-built passagemaker to take you to the ends of the earth.


ASPEN C100 ESCAPE


A NEW BREED OF CATThe Aspen C100 Escape is a seaworthy, fuel-efficient, and well-built power cat with distance cruising credentials. By John Wooldridge

Believing a single-engine catamaran is powerful enough to tackle the Pacific Northwest seas and continue on to the Inside Passage and Alaska, Larry Graf came up with a de-

sign that feels right.

ACCOMMODATIONS:Enter the main cabin from the aft deck looking forward toward the helm station and experience wide-open visibility. There are clear sightlines to port, starboard, forward, and aft. You can see everywhere with no appreciable blind spots. Between the entry door and the helm is an efficient galley to port and comfy dinette to starboard. Each feature seems to be a smart use of space. Tucked into the port hull is a single berth for an extra fishing buddy or lots more stowage when provisioning for the Great Loop.

Beneath the dinette a deck hatch in the starboard hull opens to reveal some items requiring low-frequency maintenance, includ-ing batteries, battery charger, inverter, and fuel filters. This is a great dry-stowage location for those seldom-needed spare parts. Continue forward and starboard of the helm, down a step or two and you have arrived in the hallway—OK, so it’s the starboard hull but it feels like a vestibule. Turn forward where you’ll find a king-size bed in the master stateroom or turn aft to a roomy head.

CONSTRUCTION: The hull is all hand-laid by the builders of Nordic Tugs, while the gelcoat is the CCP Premium Armorcote, a flexible UV-sta-bilized blend. This is followed by pure vinylester Hydrex for the first layer of fiberglass under the gelcoat. The vinylester prevents water intrusion and acts as a barrier coat. Above the waterline a 3-millimeter Coremat with an ounce and a half of mat under and over is followed by alternating layers of mat and 18-ounce woven roving. Each layer is carefully squeegeed of any and all excess resin. Additionally the bows have a layer of Kevlar making them impact resistant and proud to carry a 10-year warranty.

Five bulkheads in each hull provide three watertight compart-ments, each with bilge pumps. The hull and deck overlap as a “shoebox” fit. An aluminum backing plate is bonded into the

hulls’ top inside edge and the fiberglass deck cap is joined and sealed with aircraft-grade urethane adhesive. Then everything is screwed down every 3 inches with stainless steel screws. The fi-nal fitting includes knitted biaxial material glassed into this joint everywhere accessible.

PERFORMANCE: Our sea trail saw fair weather with sea conditions varying from flat calm just outside the marina to a good chop with swells from the tugboats operating in the area around Guemes Island off Anacortes, Washington. Our decibel meter was on the fritz but noise was never a concern while underway even at top speeds. The fiberglass hull interior is soundproofed with foam insulation and the engine compartment is outside the rear cabin bulkhead, reducing engine noise. During the sea trial we experimented with different angles of approach to tug wakes to see how the boat would right itself after crashing across tall seas. As promised, the two hulls pierced the wakes. We felt buoyant upward forces but did not pound like a planing boat might. We ran at WOT to steer hard over port and then starboard and the boat rode steady. It did not throw us around the saloon nor make us feel uncomfortable. This boat seems ready for most any voyage.

Aspen Power Catamarans, 360-668-4347; www.aspenpowercats.com

LOA: 32'4"BEAM: 10'0"DRAFT: 2'7"DISPL.: 8,400 lb.FUEL: 80 gal.WATER: 50 gal.TEST POWER: 1/220-mhp Volvo Penta D3 dieselBASE PRICE: $262,330

TEST CONDITIONS:Air temperature: 63°F; seas calm to 1'; load: 60 gal. fuel; 50 gal. water, 4 persons. Speeds are two-way averages mea-sured with Garmin GPS. GPH taken via Volvo Penta display. Range is 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Hardtop antenna mast ($1,575); cockpit shower ($450); Sunbrella cockpit extension ($2,450); Amtico floors and steps ($980); Lew-mar windlass ($2,600); Sirius stereo upgrade ($220).

RPM1000150020002500300036004000

KNOTS4.26.08.510.214.719.521.5

GPH0.41.02.23.95.69.012.0

RANGE756432278188189156129

A PIECE O F PA RA D I S Eto call your own

Experience the benefits, explore worldwide destinations.

We understand the pride you take in ownership. We work to build a lasting relationship with our owners by offering a level of personal service and support that no other company can match. Our first-class owner services team and dedicated booking agents take care of your individual needs and ensure all of your requests are met.

Through the ownership program owning a yacht is both simple and affordable.

Call 800.675.7996 or visit www.mooringsyachtownership.com

BENETEAU SWIFT TRAWLER 50


FRENCH MASTERPIECEBeneteau’s Swift Trawler 50 is an exciting fusion of contemporary design, liveaboard luxury, and seakindly performance. By John Wooldridge

In Mediterranean waters off Palma de Mallorca, we had an op-portunity to thoroughly test the new Beneteau Swift Trawler 50 in challenging conditions. We found her well suited for

liveaboard distance cruisers.

ACCOMMODATIONS:The 50’s bridge deck extends well aft to provide shelter for the teak-planked cockpit, which is large enough for several chairs and has a huge watertight hatch in the sole for excellent access to the engine room.

Wide opening doors lead into a compact saloon that has excel-lent views, whether to port, starboard, or aft. Up two steps, the large, U-shaped galley shows considerable design effort to make the chef ’s life easier, and there’s loads of stowage space above and below the counters for appliances and cookware.

Sightlines from the helm are truly outstanding, with only a quick glance out the starboard sliding door required to check the aft quar-ter for traffic. Of particular note: the console is hinged for easy access to the electrical wiring and termination of ship-handling controls.

A quarter-turn staircase leads down to the accommodations level.That area features a full-beam amidships master, a nearly full-beam forepeak VIP, and a guest stateroom to port that can have either double twin bunks or a single convertible berth and a small but workable office. Headroom, as throughout the rest of the ship, is more than sufficient for this 6-foot-3-inch boat tester.

CONSTRUCTION: The ST 50’s hand layup begins with ISO-NPG gelcoat, followed by a vinylester skin coat for print-through and osmotic protection. Bene-teau engineers design the layup of the hull, deck, and flying bridge structures using various kinds of mat and woven roving to address mechanical and stress needs. Specialized directional weaves are des-ignated for places in way of the anchor locker, the intricate support-ing structure for the pods, the chines, and the keel.

That keel is a solid fiberglass structure. Balsa is the core material used for stiffening in the hull, deck house, and flying bridge, but sol-id fiberglass is used wherever fasteners are employed. The stringers are laid up with polyester resin, and incorporated into the bottom

with layers of mono- or bi-directional fabrics. The hull and deck are glued and screwed following current industry practices. The flying bridge is also glued and screwed to the wheelhouse, as well as the mullions of the windshield. Beneteau provides a limited five-year warranty for the hull, deck, and other structures, as well as a limited three-year warranty for manufacturing and assembly.

PERFORMANCE: When I finished gathering all the performance data, which in-cluded measuring sound in the cabins below and in the saloon aft, not just at the helm, we spent several hours just putting the ST 50 through her paces on all points of the compass.

The hull shape is truly marvelous not only because of its soft, deep entry, but, in view of the heavy wave action on test day, also for its natural balance when it comes to roll and pitch dampening. The deep keel combined with the Volvo Penta IPS drives made the boat track straight, and her helm response was quick. The ST 50 showed no problems whatsoever climbing the waves at a workable angle or running down their faces.

Back inside the breakwater, I found a buoy and measured the joystick capabilities of the IPS drives, finding them easy to under-stand and operate. I could even step out of the pilothouse door and reach inside to adjust the well-placed joystick—a benefit when you want a good view of a tight slip or need to make adjust-ments to land softly on a side-tie.

Beneteau America, 410-990-0270; www.beneteauusa.com

LOA: 43'9"BEAM: 15'3"DRAFT: 3'5"DISPL.: 35,264 lb.FUEL: 634 gal.WATER: 212 gal.TEST POWER: 2/435-mhp Volvo Penta IPS600s BASE PRICE: $990,700

TEST CONDITIONS:Air temperature: 70ºF; wind: 20 knots; Load: Fuel: 90%. Water: full. Four people aboard. Speeds are two-way averages measured with the Raymarine GPS. Fuel burn estimates are via the Volvo engine display. Range is based on 90% of ad-vertised fuel capacity. Sound levels measured at the helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Hydraulic swim platform ($23,970); desalinator ($19,160); underwater lights ($2,625); 23-bottle wine cellar ($2,705); dishwasher ($1,755); chilled-water air condi-tioning ($49,690)

RPM900127015002000250030003450

KNOTS5.06.07.69.511.015.223.4

GPH1.52.13.910.219.031.244.6

RANGE1,9031,6311,112531330278299

dB(A)61626565687171

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12 Series12 Se ies

BERING B18


STEEL THE BESTThe contemporary Bering Yachts B18 is a long-range passagemaker that is safe, rugged, and reliable by design. By John Wooldridge

By combining hulls that have been developed from proven commercial designs with the ultimate in layout flexibility, thanks to the use of structural steel, Bering offers truly

unique and extraordinary long range cruisers.

ACCOMMODATIONS:Bering currently offers two layouts for the accommodation deck of its B18. The first is a three-stateroom layout with separate crew’s quarters just forward of the engine-room bulkhead, twin guest staterooms amidships with athwartship berths, and a large master in the bow. All have private en suite head compartments with separate showers, save the crew’s quarters, which has a wet head. The alternate arrangement features two staterooms, with a master amidship that features excellent stowage, a large desk, and a large head with bathtub. There’s a guest stateroom in the bow, with an equal amount of stowage. The remainder of the space is given over to stowage large enough for extra freezers, washer and dryer, and a sizable pantry.

The flying bridge, accessed from the saloon, is massive, with the helm on the centerline amidships and a large L-shaped settee with table aft and to port. The bridgedeck has room for a large RIB and optional davit. It covers a built-in bench on the aft deck, with ac-cess on either side to the large integral swim platform. Side decks are wide and well protected by high bulwarks, and lead to a foredeck that features a large bench seat and a raised anchoring platform. The saloon and raised galley are spacious by any measurement, and the pilothouse offers two doors to the side decks and side gates nearby.

CONSTRUCTION: Designed for extended voyages in the open ocean, Bering trawl-ers are made of steel because they believe that it provides the strongest ratio of benefits to drawbacks of any of the available shipbuilding materials. “Steel provides the strength, durability, fire resistance, ease of maintenance and repair, and abrasion re-sistance that makes it the natural choice for a serious offshore vessel,” says Alexi Mikhailov, Bering’s founder.

The hull and superstructure are fabricated from A-36 marine steel, with 8-millimeter-thick plates for the bottom and inte-

grated tanks, 6-millimeter-thick hull sides, and 5-millimeter-thick superstructure panels. There are four watertight bulkheads, all of which are acoustically and thermally insulated with fire-resistant composite insulation. Integral water tanks are painted inside with enamel appropriate for potable water. The engine-room walls and overhead are lined with 4-inch thick composite insulation and perforated aluminum panels. The flying bridge is a resin-infused fiberglass part, featuring three initial layers of vi-nylester resin for durability. Fairing of the outer surfaces above the waterline is megayacht quality, finished with Alexseal.

PERFORMANCE: The first B18, shown, has twin 225-horsepower Cummins QSB5.9s and a ZF-220 transmission with a 2.5:1 ratio. Subsequent boats will be equipped with twin Cummins QSB6.s or optional John Deere 6068AEM75 diesels. According to the owner, the B18 is “extremely maneuverable because of its two 11-square-foot rudders. It can turn a complete circle in only two boat lengths.”

He went on to say that the B18 felt “very steady underway and had an almost slow-motion feel in all kinds of waves—a predictable and gentle ride.” He elected to install a Seakeeper gyro-stabilization sys-tem for optimal roll dampening, and electric bow and stern thrust-ers with proportional controls, integrated with a Yacht Controller remote. His description of sound levels in the pilothouse was “abso-lutely quiet—the only way to detect that the engine was running was to check the SmartCraft display.”

Bering, JW Yachts, 954-894-8844; www.beringyachts.com

LOA: 60'0"BEAM: 18'8"DRAFT: 5'4"DISPL.: 180,000 lb. FUEL: 2,300 gal.WATER: 1,000 gal.POWER: 2/225-hp Cummins QSB5.9OPTIONAL POWER: 2/223-hp John Deere 6068AFM75 TRANSMISSIONS: ZF 63BASE PRICE: $1,500,000

TEST CONDITIONS:Air temperature: 91°F; seas: 1'; Load: full fuel and water, four persons aboard. Speeds are two-way averages measured by onboard GPS. Predicted range numbers at cruise speeds are based on actual fuel burn as shown by Cummins instrumentation, and reflect 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Teak-planked decks ($54,000); Steelhead double-action davit with remote ($30,500); Glendenning CableMaster ($3,500); elec-trically heated soles in three of the heads ($4,600)

RPM8001200160020002400

KNOTS4.26.17.58.69.8

GPH1.22.86.514.623.0

RANGE7,2454,5102,3881,219882

COASTAL CRAFT 560 IPS


CUTTING EDGEThe Coastal Craft 560 IPS is aluminum boatbuilding at its best—outstanding craftmanship married to elegant design. By Steve D’Antonio

My introduction to the Coastal Craft 560 IPS entailed every-thing from hard-copy drawings, sketchpads, and diagrams to LCD screens, iPads, and iPhones. I soon realized that

Coastal Craft’s vessels are among the most technologically complex I’d ever encountered—truly cutting edge—and I was just as quickly rethinking my theme for this review. It was no longer just about finely built alloy vessels.

ACCOMMODATIONS AND SYSTEMS:Basically, the layout is two staterooms with two heads. Views from the saloon and lower helm are incredibly open in all directions. The well-equipped galley-up layout lets the chef, the helmsman, and guests interact easily. Beautiful cherry adorns much of the interior, with yacht-quality fit and finish everywhere you look.

Coastal Craft’s 560 IPS is equipped with the E-plex digital switch-ing system and a Faria Maestro PC marine-grade computer and touchscreen, which essentially provide a means of control for most of the vessel’s major and minor systems, from lighting and pumps to heat and air conditioning, via a permanent touchscreen as well as wireless remotes.

Onboard, AC power is supplied via a 12-kilowatt generator or via two Victron Quatro 10-kVA inverters. The vessel is capable of ac-cepting a variety of shore-power inputs, from 15 amps at 120 volts, essentially a common extension cord, up through 50 amps at 240 volts. Incorporating Charles Iso-Boost transformers among other components, it is resistant to high and low input voltage; it can boost the latter, as well as correct reverse polarity.

Coastal Craft specifies a FLIR infrared night-vision package that is standard for all models to help those at the helm spot float-ing debris, along with a full suite of Garmin navigation and com-munication electronics.

The engine room, which is located under the cockpit, and machin-ery space, located under the saloon, both rely on a fully automatic, temperature- and pressure-sensitive Delta T ventilation system. A separate and proprietary Delta T head-ventilation system is also em-ployed in the accommodation spaces.

CONSTRUCTION: The hull, cabin, decks, and supporting structures are all marine grade alloy, cut with numerically controlled water jets and welded with either Pulse MIG or TIG equipment and techniques. Hull bot-tom, chines, and transom plates are 5/16-inch 5086 H116 plates, the same alloy used for the ⅜-inch internal hull transverse frames and longitudinal stringers, and for the ¼-inch hull side plates. Other al-loys are used for decks and internal secondary framing. Soundown is used extensively to minimize noise transfer throughout the vessel, and polyurethane foam insulation protects large areas of the hull and cabins. Diamond Sea Glaze doors and windows are used through-out, powder-coated to match the exterior cabin color. Following an acid wash and etch primer, Alexseal’s fairing and paint system is used for a long-lasting finish. Manship stainless steel opening port-lights and deck hatches are standard. All exterior deck fittings and fasteners are 316 stainless steel, as are the oval handrails.

PERFORMANCE: Under way, the 560 IPS kicked up her heels and held a bone in her teeth, moving with alacrity up to 31 knots at 2100 rpm. Noise levels throughout were very reasonable, due in part to generous application of acoustic insulation as well as the isolation of the engines under the cockpit.

Coastal Craft, 604-886-3004; www.coastalcraft.com

LOA: 56'6"BEAM: 16'6"DRAFT: 4'9"DISPL.: 14,000 lb.FUEL: 800 gal.WATER: 180 gal.STANDARD POWER: 2/800-hp Volvo IPS1050TEST POWER: 2/900-mhp Volvo Penta IPS1200s TRANSMISSIONS: 2/IPS3PRICE AS TESTED: $2.7 million

TEST CONDITIONS:Air temperature: 46°F; wind: 5-10 mph; seas: calm; load: 50 gal. fuel, 80 gal. water, 3 persons. Speeds are two-way averages measured with Garmin GPS. GPH taken via Volvo Penta display. Range is based on 90% of advertised fuel ca-pacity. Sound levels taken at the helm. 65 dB(A) is the level of normal conversation.

RPM60010001400180022002350

KNOTS7.711.115.725.134.037.7

GPH3.614.232.852.274.789.1

RANGE1,552582343345327304

dB(A)--62----70--

NE

IL R

AB

INO

WIT

Z

GARCIA TRAWLER 54


MAJOR LEAGUERThis greyhound of the seas is a truly a big-time bluewater cruiser. By Capt. Bill Pike

The Garcia Trawler 54 was born to run, and run, and run. In-deed, on her maiden voyage, she covered over 1,800 nautical miles in approximately 9 days while doing an average speed of

just 8.1 knots. Thanks to her full-displacement hullform, single-en-gine efficiency, and oodles of tankage for fuel and water, she will take you just about anywhere you want to go on this fabulous blue planet.

ACCOMMODATIONS:Interior arrangements of the Trawler 54 are straightforward. Up top, there’s a helm station to port, with a companionway commu-nicating with the main deck to starboard, and a long boat deck at the rear. There’s also a useful feature (particularly for ocean voy-aging) that is standard—a mast with a large steadying sail, which not only tends to reduce roll in a cross-sea when deployed but also boosts speed (particularly on a beam reach) by a knot or so, a not insignificant virtue especially on long trips. Below, on the main deck, you’ll find an ample, thoroughly windowed saloon with helm station (and dinette area) forward, a big glass slider opening onto the cockpit aft, and a compact but eminently well-outfitted galley in between. Going down one more deck you’ll find an am-ple berthing area forward, with several layouts available, and an engine room aft. From the standpoint of layout here, our test boat offered a forward cabin with en suite head and a large amidships master, with a shower and MSD arrangement the builder charac-terized with considerable accuracy as a spa.

CONSTRUCTION: This all-aluminum trawler has a tough, slab-sided look to her, and a personality to match. Indeed, the experience of being onboard in open water has a dreadnought quality to it. Sure, forward movement may be slow, but it is also most certainly feels inevitable. Garcia’s construction regime contributes to the impression. Longitudinal and transverse members; keel and engine keelsons; bilge, garboard, and other strakes; shell plating; decks; bulkheads; fuel tanks; and superstructure are all aluminum, with varying thicknesses depend-ing on usage, and either TIG or MIG welded. Steel is used for bal-last and is insulated against galvanic corrosion and locked into the keel with poured resin. Accommodation spaces are insulated from the hull and deck with polyethylene foam panels. And the engine

room is also insulated using fireproof-sprayed polyurethane foam, Rockwool panels, and sound-insulating materials finished with per-forated aluminum. The exterior of the vessel is largely protected with various types of coatings, epoxies and colorless varnishes mostly, and then painted (superstructure only) with two-part polyurethane. While the hullsides are typically left bright, the options list includes hull fairing and painting.

PERFORMANCE: We are not talkin’ speedboats here. The Trawler 54 is a round-bot-tomed displacement watercraft designed to achieve a hull speed of roughly 10 knots efficiently and, while doing so, keep her occupants reasonably comfortable, especially during long-haul, bluewater ex-cursions. We sea-trialed our 54 on the coastal Atlantic near Ft. Lau-derdale under comparatively balmy conditions, with light winds and 1- to 2-foot seas, just a few days before she was scheduled to make her way back to France. The ride at her top speed of 9.6 knots was smooth yet determined, thanks to a gentle (neither overly abrupt or lazy) roll that we found we could lessen considerably by deploy-ing the steadying sail. We also found, interestingly enough, that we could add about a knot to our cruisingspeed of roughly 8 knots by deploying the sail, at least when going beam-to the light southwest-erly wind. Coming up with gph and range numbers proved impos-sible, however, since the helms had no fuel-burn monitoring and the tachs at both the upper and lower stations were reading 2500 rpm at WOT, radically higher than the 2100 rpm the 3056-TA is rated for. But we did finish the day with some good news. While the 54’s forte is long-distance cruising, her dockside performance was pretty im-pressive too. Thanks to strong thrusters (bow and stern), our tester had no trouble backing into a difficult slip after the trial.

JW Yachts, 888-229-5417: www.garcia-yachting.com

LOA: 56'4"BEAM: 16'1"DRAFT: 5'1"DISPL.: 70,500 lb. FUEL: 1,370 gal.WATER: 142 gal.TEST POWER: 1/185-bhp Caterpil-lar 3056-TA diesel inboardOPTIONAL POWER: 1/75-mhp Volvo Penta D2-75 diesel w/Sail-drive (as wing engine)TRANSMISSION: ZF301-A10 w/ 2.9:1 gear ratioPROPELLERS: 34 X 24 4-blade cuprous-aluminumGENERATOR: 13.5-kW Onan BASE PRICE: $1,701,679PRICE AS TESTED: $1,893,760

TEST CONDITIONS:Air temperature: 85ºF; humidity 70%; wind: 10-12 knots; seas: 1-2'; load: 700 gal. fuel, 47 gal. water, 5 persons, 1,000 lb. gear. Speeds are two-way averages measured w/onboard GPS. GPH esti-mates not available. Range unavailable due to lack of fuel-burn data. Decibels measured at helm on A scale. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Sea Recovery watermaker ($25,376); Samsung stereo/CD/MP3 player ($1,988); Axis closed-curcuit TV system w/3 cameras ($5,897).

RPM600100012501500175020002350

KNOTS6.18.810.916.419.024.427.7

GPHNANANANANANANA

RANGENANANANANANANA

dB(A)67747476798285

EDITOR’S NOTE:Fuel burn and range numbers were un-available due to lack of fuel-flow equip-ment and calibrated tachometers.


GRAND BANKS 43 HERITAGE EU


SWIFT AND SUREThe new Grand Banks 43 Heritage EU bundles comfort, luxury, and a range of speeds to suit every cruising need. By Milt Baker

The new Grand Banks Heritage 43EU is radically different from any Grand Banks I’ve ever known. Dockside or loaf-ing along at 8 or 9 knots, she may look a lot like a tradi-

tional Grand Banks, but when she’s on plane at 20 knots plus, the onboard sensation is more like flying.

ACCOMMODATIONS:Compared to the 41EU which it replaces, the new 43EU has a 30-percent-larger cockpit, and, due to the larger flying bridge, good protection from the elements for those who want to open wide the saloon’s aft door to enjoy indoor/outdoor living. The galley-up design lets the cruising couple stay in touch while un-derway. Sightlines from the raised helm platform are excellent, and there is a sliding starboard side door allowing quick access to the deck for line-handling or anchoring duties.

The master stateroom is in the bow with an en suite head com-partment and separate shower. The guest stateroom is to port and features twin berths that can be converted into a large double. It has private access to the second head, which is also the dayhead. While both staterooms have excellent stowage, the use of Zeus drives, which are located under the aft deck, open up enormous space amidship for a utility and storage room, perfect for a wash-er/dryer and freezer, desirable conveniences for distance cruisers.

CONSTRUCTION: Grand Banks begins the layup with premium gelcoat and vinyl-ester resins. The 43EU is fully cored, using varying thicknesses of materials from different manufacturers to achieve optimal stiffness, strength, and sound dampening. Fiberglass liners are used to form the deck and subsurfaces, firmly bonded to the in-side of the hull with adhesive so strong, the company claims it will never fail. When you enter the engine room, you note that the stringer grid, the overhead, and the bulkheads are beauti-fully finished gelcoat, saving hundreds of hours of hand finish-ing. Sound attenuating materials are used extensively to isolate engine-room noise. The hull-to-deck joint is a combination of mechanical and adhesive systems designed to last a lifetime.

PERFORMANCE: Put the wheel hard over at full speed, which I couldn’t resist do-ing repeatedly, and the boat banks into the turn ever so slightly, just a couple of degrees. When I persisted, keeping the wheel hard-over, the turn radius got tighter, then tighter again, but the heel was barely noticeable as the yacht closed in toward the cen-ter of a frothy whirlpool.

As I put this new Grand Banks through her paces several times, I slowed her to idle, let her settle into the water, then pushed the throttles to the hilt and watched, with a gleam in my eye, as she rose serenely onto plane. Thanks to automatic trim tabs built into the Zeus drives, each repetition produced a comfortable, natural motion—as the boat gained speed the tabs kept the bow down giving good visibility over the bow. As she came up on plane, the yacht’s running angle never exceeded 4 degrees, save for only a few seconds as she came over the bow wave between 10 and 13 knots. Otherwise, she ran at less than 3 degrees, very close to level. Acceleration was swift: the transition from idling along at 3.8 knots to cruising 21 knots was right at 20 seconds each of the three times I tried it.

Grand Banks, 206-352-0116; www.grandbanks.com

LOA: 48'11"BEAM: 15'8"DRAFT: 3'9"DISPL.: 41,000 lb.FUEL: 600 gal.WATER: 200 gal.TEST POWER: 2/480-mhp Cummins Marine QSB6.7 diesels w/Zeus drives TRANSMISSIONS: ZF Zeus drives, 1.39:1 gear ratioBASE PRICE: $865,600PRICE AS TESTED: $1,099,992

TEST CONDITIONS:Air temperature: 83°F; seas: 1'; wind: 5-10 knots; load: 300 gal. fuel, 150 gal. water, 5 persons. Speeds are two-way averages measured with onboard GPS. GPH estimates taken via Cummins Marine display. Range based on 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Electronics package ($30,000); davit & dinghy chocks ($28,470); flybridge wetbar ($2,860); granite galley countertops ($1,500); spare parts kit, ($3,500). All prices approximate.

RPM1200160020002400280032003300

KNOTS7.08.89.810.317.721.722.7

GPH4.48.817.425.435.047.650.2

RANGE859540304219273246244

GREENLINE 33 HYBRID


HYBRID ON THE WATERGreenline’s 33 Hybrid is designed for those who want to cruise in style and quiet comfort. By Bill Parlatore

The Greenline 33 Hybrid is a cool, innovative boat that is a thoroughly modern integration of solar, shore power, diesel-electric motor, generator, and lithium-polymer

battery technology.

ACCOMMODATIONS:My first impression is that this is a boat with a fresh, sleek de-sign with contemporary European style. The layout is what one would expect in a boat this size, with the master in the bow, and the head, shower, and a spacious saloon on the main deck level. The transom lowers electrically to lie flat, enlarging the cock-pit even more, ideal when at anchor and guests want to swim or simply enjoy the surroundings. The boat’s openness is also enhanced by large saloon windows, some of which slide open.

There is plenty of headroom in the interior, 6 feet 4 inches at a minimum, and the light-colored laminate and cool colors help cre-ate a relaxing, comfortable living area. The galley comes standard with a large fridge and freezer, a microwave/convection oven, and an electric stovetop. Stowage is sufficient, but not overly so.

The saloon is roomy and comfortable, and the double helm seat can quickly convert to form the back of the saloon settee. Access to the engine space is under the saloon sole. A movable hi-lo table can be raised or lowered as required and expands thanks to a flip-up leaf.

CONSTRUCTION: The Greenline hull has a sailboat-thin bow and a hull that grad-ually flattens out toward the stern. This hullform won’t achieve planing speeds but is very efficient under 15 knots. There is a very pronounced knuckle high above the sharp-edged bow, giv-ing the forward interior volume and making the boat very dry as the bow cuts, rather than plows, through waves, which are thrown out to the sides.

The boat I was on is equipped with a Volkswagen TDI diesel engine rated at 165 horsepower, now rebadged by VW as a 150 horsepower engine, enough for a top speed of just over 12 knots during our test.

On just battery/solar power, we traveled at 4 knots (with a report-ed range of 20 nm)—not exactly fast, but cruising slowly among the

winding rows of yachts and homes along Ft. Lauderdale’s New River, we were doing the same speed as everyone else, with a silent ride with no wake. Above 5 knots and the boat produces a wake. Electric mode is perfect for creek crawling and no-wake zones.

PERFORMANCE: Running at 1700 rpm at 5.2 knots, indicated fuel burn was just 1.3 gph, or 4 mpg. And visibility is outstanding from the helm seat, especially with the aft bulkhead swung up out of the way.

When I pushed the throttle up to high speed, the VW diesel inside its sound enclosure (standard with the hybrid version) propelled us to just over 12 knots, the boat cleanly cutting into the confused chop of the Ft. Lauderdale inlet. In this mode the electric motor becomes a generator, recharging the lithium-ion batteries. The diesel powers both boat and generator simultane-ously through a specially designed clutch.

Unlike a hybrid car, the Greenline 33’s operating modes are dic-tated by the person at the helm. Select diesel power, and the engine comes on, when you want to change driving modes, simply turn off the diesel and switch to the electric drive. Your iPad and helm instruments make the transition seamless, and the indicators on the monitor gauges go from red (diesel) to blue (electric).

Greenline North America, 877-500-1686, www.greenlinehybrid.com

LOA: 32'9"BEAM: 11'5DRAFT: 2'3"DISPL.: 10,500 lb.FUEL: 132 gal.WATER: 79 gal.POWER: 1/150-mhp VW Marine TDI-150-5 diesel BASE PRICE: $330,000 (with optional hybrid power)

TEST CONDITIONS:Air temperature: 73.4°F; Seas: 1'; Wind: 8 knots; Load: 32 gal. fuel, 26 gal. water, two people, misc. gear. Speeds are two-way averages measured by Raymarine GPS. Range is based on 90 percent of advertised fuel capacity.

NOTEWORTHY OPTIONS:Gelcoat colors ($4,025); ECO-teak cockpit and side decks ($6,116); QL trim tab system ($1,925); Stern thruster ($5,950); Electric sliding glass sunroof ($12,075.)

RPM10001600200024003000320038004032

KNOTS4.16.17.38.49.510.412.813.9

GPH0.450.981.772.483.834.527.168.58

RANGE1,084741491403295274213193

EDITOR’S NOTE: Performance numbers provided by builder.

Any closer would be perfection. Only those who really know the sea and the art of navigation, see in Ferretti the ultimate expression of the Italian nautical tradition. A superiority that can now be translated into three distinct classes, all synonyms of the same excellence: Ferretti Yachts, Ferretti Custom Line and Ferretti Navetta. Vessels of uncompromising style that fly the flags of passion, craftsmanship and technological innovation, bringing you as close to perfection as you can get. [email protected]

*I N T E L L I G E N Z A N A U T I C A I T A L I A N A

a Ferretti Group brand

Ferretti YachtsFlybridge planing yachtsfrom 53’ to 96’

Ferretti Custom LineTailor-made flybridge planing yachtsfrom 97’ to 124’

Ferretti NavettaTailor-made semi-displacement yachts,26m and 33m

ferretti-world.com

FERRETTI GROUP SALES CENTERS:

FT. LAUDERDALE, FL MIAMI BEACH, FL NAPLES, FL NEWPORT, RI PALM BEACH, FL SAG HARBOR, NY STUART, FLPHONE: 1.800.428.3727

KROGEN 44 AE


ADVANCED NOTICEThe new Krogen 44 AE is a harmonious blend of efficiency, comfort, and seakeeping ability. By John Wooldridge

Every boat builder strives to constantly improve each new mod-el. In that spirit, Kadey-Krogen’s naval architect, Dave Glasco, who heads their in-house design team, brought together the

experiences and wish lists of owners and prospective customers in the new Krogen 44 AE (the suffix stands for Advanced Ergonomics).

ACCOMMODATIONS:The Krogen 44 AE is the company’s next iteration of the renowned Krogen 42, a 1977 design that has served countless long-distance cruisers well.

There are many advancements on the 44 that differentiate it from the Krogen 42, including twin watertight Dutch-style doors in the wheelhouse that provide quick access to the side decks and foredeck, and an optional companion seat to starboard of the centerline helm on the flying bridge, along with a large L-shaped settee with a table for guests to port. The engine room now has walk-in access and fea-tures a new ventilation system that utilizes fans with eductors (wa-ter extractors) for air intake and exhaust. LED lighting throughout helps conserve energy and reduce heat inside the boat. In the galley, there is an 18-cubic-foot refrigerator that opens to port for improved access, and a new four-burner Viking range.

As in her smaller sibling, the master stateroom is in the bow with an island queen berth and plenty of stowage. The guest stateroom can be configured with over-under berths or a queen berth, or it can be made into a den/office. The U-shaped galley is adjacent to the L-shaped dinette for ease of serving meals. At the raised pilothouse helm, notable features include a chart table to port and a console large enough to accommodate multiple screens and instruments without destroying the excellent sightlines.

CONSTRUCTION: Hull construction begins with high-quality Cook Composites gel-coat. After the gelcoat is set and hard, two fiberglass skincoats, con-sisting of vinylester resin and alternating layers of stitched biaxial fiberglass, are applied to both eliminate unsightly print-through and

prevent osmotic penetration of the underlying laminate, which is laid up with polyester resin. Kadey-Krogen specifies Twaron cloth, an aramid fiber like Kevlar, in specific areas for high-impact protec-tion, as well as for joining the transom to the rest of the hull, and in the bow for the watertight forward compartment to achieve integrity for contact beyond normal design pressures. Major overlapping re-inforcements are made in way of the keel and/or the skegs.

Lamination is a continuous process that starts forward and works aft, beginning at the keel and working up above the waterline, where the hull lamination has Composites One Corecell structural foam-core material vacuum-bagged inside to prevent water migration and add strength. For additional durability and safety, the core stops 6 inches before the stem, which is solid fiberglass reinforced to a thick-ness of almost 1 inch. All of the areas around portlights, hawsepipes, boarding doors, and the like have the core removed and hard ma-hogany inserts installed to accept fasteners. The upper edge of the hull is an inward-turning flange, designed to mate with the deck mold in an overlapping-flange joint.

Six major bulkheads are installed after the hull lamination is complete and prior to removal from the mold, so when the hull is released, it is well supported as it sits in its cradle on the floor. In the engine room, four massive, vacuum-bagged, closed-cell-foam-cored fiberglass stringers extend between the bulkheads and are tabbed to the inner hull skin with major overlapping layers of fiber-glass. The two central stringers or engine bearers are beefed up with solid mahogany to solidly support the engine mounts as well as the engine itself. PERFORMANCE: The boat I tested had a single 158-horsepower John Deere 6068TFM75, the last of the Tier II engines. Order a 44 today and it will come equipped with a single 160-horsepower John Deere 4045AFM85 Tier III, with a ZF transmission and gear reduction of 2.80:1. Regardless, acceleration across is smooth, and the 44 AE handles like a dream. Upwind it runs dry and soft, while downwind the wineglass shape of the bottom offers outstanding control. It re-sponds instantly to changes of the helm, and will be appreciated by those dodging deadheads in the Pacific Northwest or lobster and crab pots on the East Coast. Turns are predictable underway, and handling around the docks will please experienced and novice own-ers alike.

Kadey-Krogen, 800-247-1230, www.kadeykrogen.com

LOA: 49'0"BEAM: 16'4"DRAFT: 4'6"DISPL.: 43,140 lb. FUEL: 850 gal.WATER: 300 gal.TEST POWER: 1/158-hp John Deere 6068TFM75TRANSMISSION: Twin Disc, 3.0:1 gear ratioBASE PRICE: $895,000

TEST CONDITIONS:Air temperature: 70°F; humid-ity: 85%; wind: 17 mph; seas: 2-3'; load: 425 gal. fuel, 150 gal. water. Speeds are two-way av-erages measured with onboard GPS. GPH taken from John Deere digital engine display. Range is based on 90% of advertised fuel capacity.

NOTEWORTHY OPTIONS:Steelhead Marine ES-1000 four-function hydraulic davit; radar arch in lieu of mast and boom; Aritex 110VAC TV lift, port or starboard; summer kitchen. Prices for all options upon request.

RPM10001400180022002300

KNOTS5.57.08.29.69.9

GPH0.81.93.76.77.8

RANGE5,2832,8481,7011,096979

The pershing 62

The most powerful statements require no words.

Pershing.america pershing-yacht.com Phone: 1.800.428.3727

Ferretti Group Sales Centers: FT. LAUDERDALE, FL MIAMI Beach, FL naples, FL Palm Beach, FL STUART, FL NEWPORT, RI SAG HARBOR, NY

MAGELLANO 43


COUPLES THERAPYThe newest Azimut Magellano can accommodate you and four of your friends, or even better, just the two of you. By Capt. Richard Thiel

It’s a fairly common marketing strategy in the boating busi-ness: Introduce a new model, and then leverage its success by adding smaller versions that bear a familial resemblance and

retain many, but not always all, of the original’s best features. That’s the path Azimut Yachts took in launching the Magellano 43. She premiered after the company introduced its new line of cruising-oriented motoryachts with a 74 (now a 76) in 2009, a 50 in 2010, and a 53 coming in 2014. Though smaller, to my mind the 43 is actually truest to the original concept: an ef-ficient, seaworthy cruiser that puts to maximum use every bit of interior space.

ACCOMMODATIONS:Azimut claims, and delivers, accommodations for five on the 43, and that means not only berths but dining and lounging areas as well. Thanks to a bit of design magic, it has managed to fit in three roomy cabins—a forward master with en suite head, a portside double, and a starboard stowage space that can be or-dered as a single—plus a dayhead, a large interior dinette, and a compact but eminently workable galley. Another dinette on the flying bridge can convert to a sun lounge—maybe not for five but certainly for three adults. But it is to those who are inclined towards a smaller crew—say, a couple or a couple with a child—that this boat may prove most enticing, especially if that third cabin is ordered outfitted for stowage.

A length of 42 feet 6 inches (not including pulpit) means the 43 is nimble and maneuverable enough for two to handle, especially when equipped with the optional Xenta joystick (learn more about the aftermarket Xenta joystick upgrade at www.pmymag.com), which integrates control of both marine gears and the optional bow thruster.

CONSTRUCTION: The 43 has precisely the same high-level interior furnishings, and nearly all of the features that made the first two Magellanos so successful. Part of the reason Azimut was able to get so much into this envelope is the 43’s bluff bow, a Magellano trademark,

and comparatively generous beam of 14 feet 5 inches, which is carried well forward. But honestly, after three hours on this boat, I’m still not exactly sure how they pulled it off.

Furthermore, the sightlines from both the lower and upper stations were excellent forward and good aft. (A hardtop version without the flying bridge is available.) Combined with wide side decks, plenty of handholds, a tall bowrail that extends nearly to the cockpit, and a virtually flat foredeck, the general deck ar-rangement bodes well for short-handed operation. Of course, with a crew of four, running should be even more hassle-free.

PERFORMANCE: The principal means to accomplish a combination of increased efficiency, range, and available speed is what Azimut calls its Dual Mode hull. Designed by Bill Dixon and employed in each of the three Magellano models, it is an interpretation of the traditional semidisplacement form, with full foresections that continue to about midship, a plumb bow that increases water-line length and thereby displacement speed, and enough flat-ness in the aftersections to produce the lift necessary to exceed displacement speed.

Together they yield a boat that in our test managed 1.5 nmpg at 9.3 knots—not bad for a 17-tonner (full load)—yet with the throttles down, topped out at 22.3 knots. And with a 444-gallon fuel capacity, you’ll get decent range wherever you set the throttles, from 248 nm at full throttle to 1,137 nm if you can somehow manage to keep the motors lazing along at 1000 rpm (7.4 knots).

But that’s the thing about the 43: She offers you many more choices than most boats—including, in my opinion, her sisterships.

Azimut Yachts, 631-424-2710; www.azimutyachts.com

LOA: 44'9"BEAM: 14'5"DRAFT: 3'5" (to keel)DISPL.: 13.6 tonsFUEL: 444 gal.WATER: 158 gal.TEST POWER:2/355-mhp Cum-mins QSB5.9 diesel inboardsSTANDARD POWER: 2/305-mhp Cummins QSB5.9 diesel inboardsTRANSMISSIONS: ZF85-IV, 2.01:1 gear ratioPROPELLERS: 23 5/8 x 26 four-blade nibralBASE PRICE: $805,000PRICE AS TESTED: $840,000

TEST CONDITIONS:Air temperature: 75°F; humidity: 55%; wind 4-9 knots; seas: 2-3'; load: 110 gal. fuel, 158 gal. water, 2 people, 100 lb. gear. Speeds are two-way averages measured with onboard GPS. GPH taken via Cummins display. Range is based on 90% of advertised fuel capacity. Sound levels measured at the lower helm. 65 dB(A) is the level of normal conversation.

NOTEWORTHY OPTIONS:Telescoping passarelle ($18,900); 6.3-kW Side Power bow thruster ($6,900); Raymarine Gold Electronics pack-age, including Raymarine c125 multifunction display, 4-kW radome, VHF 240, and p70R autopilot ($18,200); teak decking ($11,100).

RPM10001250150017502000225025002850

KNOTS7.48.29.310.312.615.618.122.3

GPH2.63.66.211.817.821.426.636.0

RANGE1,137910599349283291272248

dB(A)6870727274757576


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@


On The Boards(AND ONE THAT JUST LAUNCHED) BY KEVIN KOENIG

Prestige 720WITH ITS 720, PRESTIGE PLANS ON LAUNCHING A BOAT THAT WILL CONCENTRATE ON HAVING WIDE-OPEN SPACES AND GOOD ROOM FOR ONBOARD MOVEMENT.

For lots of boaters, life on the water means enjoying the great outdoors. Prestige Yachts understands that concept. And they kept it in mind when conceiving of a yacht that is

currently in the build process—the Prestige 720.That boat will fully utilize her nearly 75 feet of LOA and 18-

plus feet of beam so that her owners can enjoy the salt air and balmy breezes that can make boating so pleasing to the senses. Everything about the boat’s exterior spaces will be oversized, from an extra-large swim platform, to a highly spacious cockpit, to a flying bridge that should be able to give your guests more than enough room to max and relax.

The boat’s design will also concentrate on feng shui in the in-terior, so passengers aren’t on top of one another while moving

about inside. In an e-mail interview, Prestige’s marketing manag-er Megan Koppe expressed her anticipation over the build thusly, “Prestige has once again fulfilled a unique niche in the exclusive motoryacht market. The new Prestige 720 features one-level liv-ing with an open design that still allows for privacy and ease of movement throughout. We are pleased and excited to debut her beauty at the Ft. Lauderdale International Boat Show in 2014.”

That’s right, 2014, not ’13. We’re going to have to wait until next year to catch a glimpse of this beauty stateside. However if you happen to be across the pond this winter, you may be able to catch her at the Paris International Boat Show in December.

410-280-2775; www.prestige-yachts.com;

Hinckley Talaria 43

The night before the 2013 Newport International Boat Show, Hinckley re-vealed the news that it will soon be launching a 43-foot version of its ever-popular Talaria line. What’s more, the boat heralds a new direction for

Hinckley, as she will be the first model the august company turns out that will be available with Volvo Penta IPS600 drives from the get-go. This is a big step, since Hinckley, of course, is nearly synonymous with the jet drives that have tradition-ally powered its Down East-style “lobster yachts.” Yet the traditionalists among you have no cause for chagrin. The boat will be available with jets too. Owners who choose that setup will have the Jetstick II, Hinckley’s trademarked joystick, at their fingertips, so maneuverability will never be a concern.

As might be expected, the boat will be constructed using high-end materi-als such as carbon fiber, Corecell coring, and Dualguard laminates. She’ll also come with the support of Hinckley’s full network of boatyards, three days worth of onboard training, and a lifetime warranty on the hull and deck. It’s customer care like that, as well as plainly evident faith in their product, that has made Hinckley such a time-tested and well-respected brand. Keep an eye out for the 43 in spring of 2014.

866-HINCKLEY; www.hinckleyyachts.com

THE TALARIA 43 USES POD DRIVES TO BROADEN HINCKLEY’S HORIZONS.

Nothing rides like a RIB. There’s just something about the stability af-forded by those inflatable tubes that makes these types of boats so com-fortable at speed. And the San Juan 32R should be no exception when

she launches in December. Washington State-based boaters have no shortage of powerful seas to contend with, and as such, San Juan Yachts has produced a fast and rugged boat that is perfect for her environment, or for that matter, anywhere where the current and waves can get nasty. Know a place like that?

Donald Campbell of San Juan Yachts practically gushed over the new boat while telling me, “Her major features include joystick docking, four seats in the pilothouse, a removable composite aft pilothouse bulkhead, twin bunks,

and a separate head with closing door and sink. She’s got more headroom belowdecks than others, 182 gallons of fuel, walk-between outboards, all-round great access to equipment, and lots or storage. You get all of the above with all-weather performance and a projected 65-mph top speed with twin 300-horsepower outboards.” That’s a mouthful. But it seems to be pretty realistic, which is why there’s lots of excitement building over the 32R. Hull No. 1 is currently in the mold and under construction. She should be a heck of a boat when she finally splashes.

360-299-3790; www.sanjuanyachts.com

San Juan 32R RIBTHE ROUGH AND READY SAN JUAN 32R WILL BE TOUGH ENOUGH TO TAKE ’EM ALL ON.

LOA: 74'11"BEAM: 18'4"DRAFT: 5'1"

STD. ENGINES: TBDCRUISE SPEED: 24 knots

TOP SPEED: TBDPRICE: TBD

LOA: 43'9"BEAM: 14'6"DRAFT: 2'4"STD. ENGINES: 2/550-hp Cummins QSBsCRUISE SPEED: 29 knotsTOP SPEED: 34 knotsPRICE: $1,525,000

LOA: 32'3"BEAM: 10'3" DRAFT: 2'8"STD. ENGINES: 2/250-hp outboardsCRUISE SPEED: 30 knotsTOP SPEED: 56 knotsPRICE: $325,000

2014 NEW BOAT BUYER’S GUIDE 2014 NEW BOAT BUYER’S GUIDE 133

Fairline has been on the charge for the past yew years, turn-ing out elegant, fun, and stable cruisers that have been snapped up by an eager boating public. With the new 75

Gran Turismo, the company is testing its own limits, building an all-new flagship it hopes will garner them some attention from those used to cruising with larger boats than the typical 50- and 60-footers that are this British builder’s bread and butter.

The vessel’s interior is expected to be a high point, particu-larly the saloon, which will feature tons of comfortable seating, a 50-inch television, and a surround-sound system for blasting “Flight of the Valkyries” while underway (I imagine).

The accommodations level will feature either a three- or four-stateroom layout. If the three-cabin option is chosen, a large gal-ley with an integrated wine cooler will also be down below. But no matter the number of cabins, they will all be en suite, and the master will not only be full beam, but so will its head.

Outdoors, the cockpit will be particularly welcoming, since it will be replete with a wet bar and a huge sunpad, while a garage below

Fairline Targa 75 Gran Turismo

FAIRLINE IS SET TO UNLEASH A NEW FLAGSHIP, THE DASHING TARGA 75.

is suitable for a Williams 445 diesel jet tender.The boat is expected to be powered by Cater-

pillar C32 engines, with three different horse-power options: 1,622, 1,825, and 1,925, respec-tively. With the biggest iteration, she should be able to top 40 knots.

Considering all these factors, it’s no surprise that Fairline’s marketing chief Oliver Winbolt told me, “This is set to be the most exciting motoryacht yet from Fairline and, with the boat currently in the design and engineering phase, we are expecting the first model to be carrying out sea trials in late 2014.”

954-621-9340; www.fairline.com

Fleming 58

THE FLEMING 58 IS A SEAWORTHY VESSEL THAT’S PERFECT FOR THE OWNER WHO WANTS THE OPTION TO GO ANYWHERE.

Long voyages at sea are not for the faint of heart. Rough wa-ter and long periods of isolation are challenges that seasoned boaters take on to test themselves. If you’re planning on mak-

ing an expedition out of your next trip, it’ll help to have the right boat. And the soon-to-launch Fleming 58 certainly fits the bill.

LOA: 78'8"BEAM: 18'10"DRAFT: 5'3"CRUISE SPEED: 28 knotsTOP SPEED: 40 knotsSTD. ENGINES: 2/1,622-hp Cat C32 dieselsPRICE: $4,100,000

On The Boards

The 58, which splashed late last sum-mer, is a fitting complement to Fleming’s other well-respected builds, the 55, 65, and 78. Like them, she has a seakindly, semi-displacement hull that should be able to handle relatively rough seas without so much as a hiccup.

Power options include either 500-horsepower Cummins QSC8.3 or MAN R6-800 diesels. Either configuration should more than do the trick for efficiency, power, and reliable cruising.

The 58 is a logical evolution of Fleming’s popular 55. Her highlights include increased headroom in the engine room, extended waterline length, and a full-beam amidships stateroom. A large flying bridge will be great for comfortable cruising since it is equipped with a bar-becue and additional fridge and freezer space, not to mention room for a tender should you want to move the party onshore.

The captain will find himself comfortably situated in the bridge deck’s primary Stidd helm seat while he maneuvers using Hypro Marine fly-by-wire steering, and checks his boat’s vitals using the Böning ship-monitoring system.

Those are nice digs for any captain—just don’t let yourself get too comfortable, you’re supposed to be having an adventure out there!

949-645-1024; www.flemingyachts.com

Huckins 45

Huckins Yacht has made a name for itself in the past build-ing old-school-looking boats that were as seakindly as they were beautiful. This approach has left the Jacksonville-based

builder with more than a few fans, many of them enamored with the

THE HUCKINS 45 WILL BE A STYLISH FISHING BOATWITH CLASSIC LINES AND MODERN AMENITIES.

LOA: 59'0"BEAM: 17'6"DRAFT: 4'11"STD. ENGINES: 2/500-hp Cummins QSC8.3 dieselsTOP SPEED: 20 knots (approximate)PRICE: Upon request

company’s trademark Quadraconic hull, and lines that are, might I say, Hemingwayesque.

Thus it was with great excitement this past summer that Huckins announced that a prospective buyer had inked a contract for a new 45, a boat which promises to be eminently fishable and cruisable, without being overly huge.

Cindy Purcell, president of Huckins Yacht, likes to say of the boat “small is the new big.” When I asked her for clarification, she told me just what she means by that. “We offer a nice interior space. This boat has two heads and one shower, and the heads are large. She’s got two staterooms and a large saloon. So the interior space feels very open and very comfortable. There’s large windows in the saloon, so you’ve got good lighting and open space. It’s a nice feeling on the inside, particularly for a boat this size.”

But that concentration on the interior doesn’t mean Huckins ig-nored the boat’s performance. When she’s delivered to her home in Miami next June (Lord willing and the creek don’t rise) she’s expect-ed to run 26 knots while burning a gallon to the mile. And those are numbers that are as pretty as anything else about this boat.

904-389-1125; www.huckinsyacht.com

LOA: 50'4"BEAM: 13'9"DRAFT: 3'0"STD. ENGINES: 2/420-hp Cummins QSBsCRUISE SPEED: 26 knotsTOP SPEED: 30+ knotsPRICE: Upon request

On The Boards

Intrepid 475 CC PanaceaTHIS BURLY CENTER CONSOLE IS BIG ENOUGH TO DO WHATEVER SHE WANTS, WITHOUT SACRIFICING THAT OH-SO-IMPORTANT, OPEN-BOAT FEEL.

There’s no denying it, center consoles seem to just keep get-ting bigger and bigger. As a major player in the center con-sole game, Intrepid is well aware of this trend. So when a

customer came to Intrepid president Ken Clinton a while back and asked that they build him a center console using Intrepid’s popular 475 Sport Yacht hull, Clinton didn’t even bat an eye. After a bit of number crunching—getting the center of gravity correct was of paramount concern since the original hull was meant to carry more weight forward—Intrepid managed to turn out a fully custom boat that the customer loved. As did the company. In fact they liked the build so much that they decided to turn her into a new model, the 475 Panacea, which should debut at next year’s Miami International Boat Show. Full speed ahead.

Intrepid Power Boats, 954-922-7544; www.intrepidpowerboats.com

LOA: 47'6"BEAM: 13'8"DRAFT: 3'0"STD. ENGINES: 4/350-hp Yamaha four-strokesCRUISE SPEED: 39 knotsTOP SPEED: 53 knotsPRICE: $675,000

Chris-Craft Launch 36THIS DAYBOAT IS CONCERNED WITH THREE THINGS: FUN, FUN, AND FUN.

On a dayboat that’s built for a good time in the sun, maybe the most important factor is having tons of open deck space. Chris-Craft gets that. That’s why their newest build, the

Launch 36, will have an open, walkaround bow with plenty of plush seating and a sunpad. That’s not even to mention the triple seats at the helm or the comfy-looking, U-shaped seating aft.

Chris-Craft also promises tons of stowage for water toys and dive gear. And if someone onboard gets tired out, there’s even a berth be-low for a mid-afternoon snooze.

Add to all these amenities Chris-Craft’s time-tested reputation for building quality boats with iconic lines, and you begin to see why there’s so much anticipation for the Launch 36’s, well, launch, at the upcoming Miami International Boat Show.

Chris-Craft, 941-351-4900; www.chriscraft.com

E

LOA: 38'2"BEAM: 12'6"DRAFT: 2'7"STD. ENGINES: 2/380-hp Volvo Penta V8sCRUISE SPEED: 25 knotsTOP SPEED: 42 knotsPRICE: TBD

2014 NEW BOAT BUYER’S GUIDE

WHEN ONLY THE BEST WILL DO

When only the best materials, craftsmanship, and service after the sale will do...the choice is clear.

ONE OF A KIND. ONE AT A TIME.

COME BUILD THE INTREPID OF YOUR DREAMS. CONTACT US TODAY /// 954-922-7544 /// intrepidpowerboats.com

327 Center Console

UNIQUE IN THIS CATEGORY, WITH LARGER FLYBRIDGE, HEIGHTENED STYLE AND COMFORT FEATURES. UNIQUE WHEN IT COMES TO THE INTERIOR LAYOUT: LIVING AND DINING AREAS DESIGNED TO OFFER MAXIMUM SOCIABILITY. THE ONLY ONE IN ITS CLASS TO OFFER 3 GENUINE DECKS WITH LIGHTING AND UNPARALLELED SPACES.

AZIMUT 54. EVOLUTION OF THE SPECIES.

azimutyachts.com

FLYBRIDGE COLLECTION

40 - 45 - 48 - 54 - 60 - 64 - 70

80 - 84 - 88 - 100 LEONARDO

FLYBRIDGE COLLECTION - OFFICIAL DEALERMarineMax: Southeast - Tel. 954-618-0440; Northeast - Tel. 631-424-2710; Great Lakes - Tel. 419-797-4492; California - Tel. 619-294-2628 www.marinemax.com

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