Grand Banks delivers a new flagship, the 76 Aleutian RP

By L.J. Wallace, Jr.

Make no mistake; despite its sensuous luxury and international reputation as the best of what a trawler yacht can be, the new flagship of the Grand Banks fleet is NOT a vessel for globe-girdling wannabes. It offers everything anyone needs to traverse oceans comfortably and safelybut the owners and crew can do it with panache. Again, make no mistake; it takes a lot for any boat builder to remain atop the desirability ladder for more than 50 years, but Grand Banks has done that and more. It has kept up with design and construction technology and consistently offered its customers exactly what they wanted in flair, styling, comfort, amenities, speed, reputation and status.

Not that many years ago, Grand Banks built trawler yachts that operated at displacement speeds only. Society has moved on, moves faster and our need for instant gratification has altered the paradigm for speed afloat. This 76-footer, with the maximum optional 1,724-hp CAT C32 ACERT power package, can hit more than 31 knots. However, the standard power of C18 ACERTs rated at 1,015-hp still tops out at 23.8 knots and cruises at 18.5 while burning a modest 35.8 gallons per hour. These figures were developed based on a half-load of fuel and 16 passengers. Imagine what it’s capable of with a light load and skeleton crew!

While speed is certainly important, I expect that those attracted to such vessels consider range as equally crucial. At that cruise, the Grand Banks 76 Aleutian RP offers a range of 652 nautical miles (based on 90 percent of usable fuel capacity.) Drop your speed down to true displacement speed—say, 10.5 knots—and your range jumps to more than 1,200 nm. And at just over 7 knots, you can boost that to almost 2,000 nm. That can get you to a whole host of remote anchorages.

Specifications:

LOA: 77′ 6″
BEAM: 19′ 19″
DRAFT: 5′ 4″
DISPLACEMENT: 104,000 lb. (dry)
FUEL CAPACITY: 2,845 gal.
STANDARD POWER: Twin 1,105-hp CAT
C18 ACERT diesels
OPTIONAL MAX POWER: Twin 1,724-hp
CAT C32 ACERT diesels
SLEEPS: 6 to 8 guests plus 2 crew
MAX RANGE: 1,973 n.m.
@ 7.5 Kt. (w/ std. CATs)
TOP SPEED: 23.8 Kt.
@ 2,346 rpm (w/ std. CATs)
30 Kt. @ 2,485 rpm (w/ opt. CAT’s)
CRUISE SPEED: 18.5 Kt
@2,000 rpm (w/ std. CATs)
22.9 Kt. @ 2,000 rpm (w/ opt. CAT’s)

As for the interior, there are numerous choices. The standard layout consists of four staterooms: a master with an athwartship king bed; a VIP cabin in the forepeak; and two side-by-side single berth cabins. Optionally, you can request a three-cabin layout. Both configurations include crew quarters for two, hidden beneath the cockpit with a separate entrance to the quarters and the engine compartment. Those who have succeeded, but not yet retired, might opt for the office cabin in lieu of one of the guest doubles. Having worked as crew in Europe, rest assured that by European standards, these crew quarters are opulent for a 76-footer. The space includes over/under single berths, head with shower and a washer and dryer.

Moving to the main deck, the extended pilothouse provides a larger-than-average saloon area able to accommodate a formal dining room consisting of six occasional chairs surrounding a teak-inlaid table. Or, you can choose a banquette-style dining table that seats four in the forward port corner of the saloon and four on occasional chairs on the facing side. An optional wine cooler can be placed mere steps away in the wet bar unit. One layout also provides a day head amidships to starboard in the saloon.

The galley comes in two configurations depending on whether you choose the three- or four-cabin layout. The difference is truly minimal, with the galley island curving in on the forward end in the three-stateroom layout, and being straight with the fourth. Additionally, the three-stateroom layout boasts a C-shaped dinette table and seating that is missing from the other layout. Aft of the dining room, the saloon sports a pair of facing straight settees that remind me of a stretch limo with a teak-inlaid coffee table between. The aft deck will be where most people will want to dine with its larger table and seating for more guests. Of course, that doesn’t even take into account the better vistas being alfresco provides. The substantial overhang will protect you in all but the most inclement conditions.

Moving all the way aft, twin stairwells descend down to the swim platform, affording you secure passage to the boat’s stern as well as a comfortable place to land your tender when coming and going. The aft deck offers hatch access to the crew quarters beneath, which in turn also has direct access into the engine compartment. The engine room is just shy of full-standing headroom as a concession to the overall sleek profile of the 76. However, all routine maintenance points can be found on centerline within easy reach. Such maintenance items include quick disconnects for the oil-change system, fresh water outlet and easy access to the sea strainers and batteries. Side decks afford passage to the Portuguese bridge around the pilothouse and ultimately, the foredeck. Mirror-image settees on either side of the centerline gangway to the foredeck hide copious storage and are topped with comfortable sunpads for your lounging pleasure. And everywhere you might stroll on any deck, there’s handsome but aggressive non-skid.

Next, climb the starboard-side stairs from the galley to access the flybridge where you’ll discover Stidd helm and companion seats and a pair of L-shaped settees. A break between the settees leads to the boat deck where you can carry your tender that readily launches with a sturdy electro-hydraulic 1,300-pound davit.

As you would expect from a company with Grand Banks’ longevity and reputation, the construction, materials and finish in this 76 Aleutian RP (and all GBs for that matter) rank second to none. From the outside in, Grand Banks prevents osmotic blistering in layers. From an epoxy resin barrier coat to a Hydrex-resin skin coat beneath the gelcoat, you’ll never need to worry about water intruding into the laminate, while the hull consists of solid, hand-laid fiberglass below the waterline and cross-linked PVC coring above. And very important for those who venture into uncharted waters, the full-length keel extends below the running gear for added protection.

Grand Banks doesn’t offer stabilizers as standard equipment. However, the company offers at least five different stabilizer systems as options, along with a stern thruster to augment the bow thruster if you feel the need. In fact, the standard equipment list runs to two-and-a-half pages while the options occupy barely a half page. That speaks well for any builder!

So if you dream of exploring remote spots but have reached a point in your life where you are no longer willing to sacrifice your comfort or style, the Grand Banks 76 Aleutian RP represents the near ultimate solution to your dilemma.

By L.J. Wallace, Jr.

It’s often been said that the eyes are the windows to the soul. When you first meet Larry Bonadeo, you can’t help but be struck by the intensity of his eyes—bright aquamarine, providing a portal to the inner being of a man with an uncompromising passion about building the finest boats possible, anywhere and everywhere… a pretty ambitious goal when you set up shop in Stuart, Florida, one of the world’s premiere custom boat-building towns. The Bonadeo company motto is pretty straight-forward: “Built by owners for owners, when only quality counts.”

Originally from Michigan, Larry sold his successful construction business in 1998 to pursue his love for boats and fishing, which he did from both U.S. coasts and the Bahamas. He owned a series of custom sportfishing boats and when he commissioned the construction of his 63-footer, he also signed on as a worker in the plant to start fine-tuning his boat-building skills. During this same time period, he acquired his 100-ton U.S. Coast Guard license. It’s that combination of complementary talentsunderstanding the design, construction and use of a sportfishing boatthat allows Bonadeo to produce such exemplary vessels.

When Larry later decided that he wanted a smaller boat built to yacht-quality standards, he couldn’t find one, so he did what any successful businessman does when he can’t find what he wants “off the shelf”: he decided to build one himself. The boat, a 31-footer, proved so successful and generated so much admiration and interest that in short order it established the family-owned and operated Bonadeo Boatworks. After a double-handful of launches in the lower-to-mid 30-foot range, late last year the Bonadeo 368 Walk Around was splashed. Or, given this boat’s pedigree, should I say it was introduced to the liquid elements the way a princess is properly christened. And like a true princess, from any angle on her trailer or in the water, this boat is gorgeous and turns heads.

The day of our sea trial around the St. Lucie River, aircraft from the Stuart Air Show were rampaging all around the skies, streaming smoke as they barrel-rolled and it seemed almost as if it was a celebration and tribute to this newest mini-yacht. With Larry’s son and V.P. of Operations, Tony, at the helm, we idled up the waterway as Larry took me below to show off his latest creation. More on that later. Back topside, Tony offered the obligatory “Ready?”, goosed the throttles and a tutorial in uncompromising boat design and

Specifications:

Length: 36’8″
Beam: 10′
Draft: 23″ (est.)
Fuel: 324 Gallons
Water: 50 Gallons
Holding Tank: 6 Gallons (est.)
Power: Max 900-hp
Cruise: 47 MPH
Top End: 56/60 MPH
Displacement: 12,900 lbs. (est.) full
load wet, triple Verado 300

performance commenced. The triple 300-horsepower Mercury Verados (color-coordinated with the hull, of course) growled and with hardly a bit of bow rise, the 368 leapt up on plane in scant seconds. Easing back on the sticks a bit, Tony started cranking the wheel over, harder and harder, as our circular path became increasingly tighter until we were whirlpooling around in less than three boat lengths. But even more fascinating, you couldn’t feel a bit of slip. It felt as though the hull was glued to the water and with just the right center of gravity and the boat’s degree of heel into the turn, there was none of that feeling of being thrown sideways.

The Saturday we were out there was a stiff and steady 15+ knot wind out of the northeast. As we approached the inlet, I could see four- to six-foot rollers barreling in between the stone jetties. I said, “Oh, we don’t have to run outside and get her all dirtied-up,” and Tony replied, “No, but I want to show you something.”

At the very mouth of the jetties he turned the boat beam-to into the incoming seas and there we waited for the next big set to roll by. As the waves approached, I grabbed a firm hold on the T-top upright, expecting that lunge/snap effect as the boat rose over the first crest and started sliding down into the trough. But no such thing happened. We just sort of… rocked a little. It reminded me of the way world-class hurdlers adeptly clear each barricade—they don’t really jump over it; instead they just spread their legs wide enough to stride over the barricade as their shoulders stay at almost the same height between or when jumping the hurdles. I looked over at Larry who hadn’t bothered grabbing a handhold and, like the Cheshire Cat, grinned in my direction.

“What the heck do you call that hull design,” I demanded, to which Larry replied, “Oh, we haven’t named it yet, but it would have to be pretty long.” The hull has no lifting strakes. The bottom begins with the keel, moves into a convex shape and then transitions to concave toward the chines. “It works like the wing of an airplane, creating lifting pressure from the center,” Tony explained. “You end up with a sound, deep-V feeling boat when it’s running, but at low speeds and when stationary, it’s stable like a flat-bottom boat.”

Bonadeo boats are constructed with a cold-molded vacuum bagged process, utilizing Vinyl Ester and Epoxy Resins, Kevlar, Carbon Fiber, Biaxial Fiberglass and Composite Cores. Each boat is built by hand one at a time starting with conceptual ideas from the prospective owner, through finalization with the naval engineer/designer. From that point the construction process begins.

After having me peek up under the gunwales where the workmanship and finish was seamlessly flawless, Tony explained, “When it’s all put together, it’s a totally monolithic boat with everything fiberglassed in place for a solid, but very light, one-piece structure.”

The topside overall layout is fairly standard and this boat sports a complete arsenal of angling systems and equipment, while extra touches and absolute attention to detail abound, too numerous to detail here. Everything seems to flow—nowhere do you encounter a feeling of being cramped or, “I wouldn’t have put that there,” as you move around. One standout in that respect is the expansive sun pad located directly in front of the helm. Yes, these boats are built with the serious fisherman in mind first, but even without outriggers—or as a tender to a larger yacht—it would hardly be a misemployment to choose this Bonadeo.

A contoured door on the starboard side of the helm pod swings forward, providing access down below. There you find the head, sink (with Corian countertop), Vitrifrigo stainless refrigerator/freezer, an exotic hard wood interior of book-matched open grain lacewood trimmed in Sapele hardwood, and durable and low maintenance Amtico flooring… not to mention a separate mechanical/pump room (with ABYC – American Boat and Yacht Council – Certified Electrical Panels with spark suppression) that’s pre-wired and exhaust plumbed for a future generator and fuel tank, should the owner desire. Oh yeah, and there’s the queen berth complete with an LCD/LED TV, and 6 inches and 5 feet of headroom. Did I mention this is all down below… on a 37-foot center console?!

One of the great pleasures of my job is getting to meet the people who build—and to learn about—the incredible boats I’d otherwise hardly have the chance to climb aboard, much less be offered the opportunity to run. The Bonadeo 368 is most certainly in that category.

Fearless, Bold and Adventurous

Joe Brenna must have an alter ego: Ricky Bobby. You know, the Will Ferrell character in the NASCAR comedy movie Talladega Nights who, as a young boy, commandeered his mother’s station wagon while repeating to himself, “I wanna go fast, I wanna go fast!” Well, that’s Joe Brenna for you… he likes to go fast and as the V.P. of Customer Service for Intrepid Power Boats, he couldn’t be in a better position to slake his need for speed.

I first met Joe at Harbour Towne Marina in Dania, Florida, on a gorgeous Saturday afternoon to check out their all-new 327 Cuddy. Standing on the high bulkhead looking down at the boat, I couldn’t help but notice it looked, well, fast. Not calm water fast, but rock-solid “Look out rough ocean, here I come!” sort of fast. By the end of the afternoon it was apparent that I continue to have pretty good instincts about a boat’s appearance.

After the initial pleasantries, Joe started the walk-through. Intrepid is not a custom boat per se, but it is a customizable higher-end production boat and this new model had a host of customized touches. Take, for example, the inward-swinging diving door, complete with a hydraulically-operated boarding ladder, which retracts and recesses into the hull when not deployed. This boat was set up more for family cruising than fi shing, so a lot of thought went into her below-deck areas. Forward of the console, Joe sat down on the port-side L-shaped bench seat, reached down to fl ick a switch and in so doing, the seat built into the front of the console slid to the starboard side, revealing a generously large head compartment.

“We figured that maybe the kids might be sleeping or playing fort in the Cuddy, and when kids are occupying themselves you don’t want to interrupt, so we thought it was a good idea to have a completely separate head compartment,” Joe related. When I commented that it was nice, but what happened if there was a mechanical failure and someone got trapped in the head, he showed me the latch release inside the compartment, similar to the interior trunk release handles found in automobiles now. In addition, if a young child or someone incapacitated was stuck in there and couldn’t get themselves out, you simply peel back the exterior cushion backrest and there is yet another door release from the outside. Of course, the compartment was also furnished with a sink and shower and plenty of turn-around and head room.

Specifications:

Length: 32′ 7″
Beam: 9′ 6″
Draft: 28”
Weight: 10,000 lbs.
Standard Fuel: 250 Gallons
Water: 20 Gallons
Power: 2x 300-hp Mercury
Verado (as tested)
Optional: 2x 350-hp Mercury….
Max HP Twin 350’s
Max HP Triple 300’s

The Cuddy cabin itself was fairly standard with a large convertible V-berth, but a nice touch was the optional drawerstyle refrigerator and all the small overhead storage spaces that would normally be dead space. Joe told me, “We figured, why waste usable space?”

We finally closed and locked down all the hatches, put a match to the pair of color-coordinated 300-hp Mercury Verados and let go the dock lines. With but a few squirts from the bow thruster, we cleared the dock and headed for the ICW.

Have you ever been with a good hunting dog, the sort that loves retrieving so much that they actually start to quiver with anticipation before you give the command to fetch? Well, I’m not saying Joe was exactly twitching, but his anticipation to show off how special his boats are would be apparent to anyone paying attention. About halfway out the inlet, he didn’t exactly say, “Grab a hold, we’re going,” but it was definitely shy of “Are you ready to go?” My kind of man at the helm! Seconds later we were blasting eastward on no particular set course.

For the next half hour or so, we tacked back and forth across a fairly placid sea in front of Fort Lauderdale Beach with Joe constantly on the lookout for any larger wakes. Good thing there were a few megayachts out there churning up some threefooters, otherwise Joe might have headed for the surf line. Even at top speeds (this boat had no electronics installed yet so we had to guesstimate, but we were well into the 50’s, I’m sure) the ride was rock solid and gentle. Even when we caught a little air, the landing was Charmin soft. When Joe turned her over to me, I turned her around and found the handling to be crisp and extremely responsive, much in part to the Mercury hydraulic steering system pulling the reigns on the Verado ponies. In fact, Intrepid considers the Mercury system unsurpassed and prefers to install it regardless of the brand of engines selected.

The extremely soft and stable ride is the result of a highly engineered dual-vented aft keel, wider chines, increased running surface and elevated freeboard, all of which also facilitates the ability to install a larger engine package, but not at the cost of sacrificing fuel efficiency. Beneath that sea-kindly hull shape is a fused hull and deck with a core composite system molded by the industry’s first vacuum bag infusion molding process. There is little reason not to understand why Intrepid boats have been and continue to be the choice of so many local, State and Federal law enforcement agencies. When you have to spend all day on a boat, especially one that needs to run hard and long, you don’t want to feel like you’ve just gone 15 rounds with the ocean. In addition, the flexibility of customizable options means that each boat is specifically configured for its particular job.

On the way back through the inlet, I held onto one of the legs for the hardtop (given its size which shades a good half of the boat’s deck, Intrepid doesn’t call it a T-top) and wondered why there were two different gauges of pipe used to construct it. One was made for a nice handhold, but the other was a bit too big around to grasp securely, and I don’t have particularly small hands. But then it dawned on me. I poked Joe and asked, “So, just how much thought and engineering went into the size, shape, angle and thickness of the hard top,” and Joe cracked a wide smile, knowing he’d found a disciple.

“We experimented with eight of them. The boat is actually slower without the top.”

Indeed, the hardtop acts as an integral wing or a spoiler, depending on how you view it, but either way it not only provides lift to make the boat lighter and therefore faster, but that lift is also a big part of why the boat comes down off a jump so gently. To say this boat “flies” is an entirely factual and accurate statement.

And before you think an Intrepid is pricey, consider that they are sold factory-direct. That means you not only get a whole lot more bang for your buck, but you become part of the Intrepid family where customer input remains a major factor in the company’s continuing success.

Fast and fuel-efficient, the new MJM 40z is perfectly easy for a couple to short-hand.

“Nice lines” I said to no one in particular as I stepped on board ZING, Bob Johnstone’s boat. He was already in the saloon and must have heard, because he came up smiling and welcomed me onto his newest model for a ride up to Palm Beach at the close of the Fort Lauderdale International Boat Show.

Stepping onto the boat is easy. Easy, as in step right from the dock to the boat through a swinging gate and straight across without having to jump across a divide, as is usually the case with my shorter legs. I found myself making mental “checks” on a personal “Favorites List.” This boat is great for less mobile mariners! (Check.) Johnstone, MJM Yacht’s owner, together with builder Mark Lindsay of Boston BoatWorks who also joined us for the trip up the ICW, were happy to show me all the great details that they’ve built into this new yacht.

The basics

The 40z is the latest model from MJM Yachts. Designed by Doug Zurn, it’s both lean and fast. Combined with a shallow draft and an efficient diesel stern-drive or a Volvo-Penta IPS, it easily covers miles at a pretty good clip, up to the low 30-knot realm. The result is an energetic feel at the wheel and a very easy-to-control boat. With a high-tech design and construction keeping the center of gravity low, the boat carves turns with buoyant precision. The joystick system enables stabilization that borders on amazing.

This “virtual anchoring”—aka station-keeping—allowed us to “park” the boat while waiting for the two or three bridges that we needed to have open. It would make a terrific race committee boat! (Check.)

And speaking of bridges… we were able to get under all but the lowest spans between Fort Lauderdale and Palm Beach. The wheel house low clearance allows for getting under bridges as squat as 12 feet, but due to the FLIR installation on top of this particular 40z, we were only able to sneak under bridges no lower than 13.8 foot… with Doug on the foredeck, making sure that we had enough clearance. He had to duck since he was clearly the tallest item on board. Look, no waiting! (Check.)

Specifications:

LOA: 43′ 2″
Beam: 12′ 0″
Draft: 3′ 3″
Disp: 18,900 lbs (1/2 load)
Fuel/Water: 350/100 gals.
Waste Capacity: 30 gals.
Power: 2x 435-hp Volvo Penta IPS600 or 2x Cummins QSD4
Max/Cruise Speed: 39 kt/25+ mph
Bridge Clearance: 10′
Max. Cabin Headroom: 6′ 4″
Price: $879,000

Contact:

MJM Yachts
Boston, MA
617-723-3629
mjmyachts.com

Those details

Socializing is at least half the fun of boating and the 40z is designed with just that in mind. For example, the helm and companion seats swivel around and drop to the level of the port and starboard lounges in the pilot house. Our trip up the ICW was under partly cloudy skies and occasional sprinkles, but with the aft curtains down we stayed dry. With the curtains drawn back, the pilot house and cockpit—all on the same level—become one continuous spacious entertaining area. Port and starboard cockpit side-opening doors facilitate line handling, grocery wielding and of course, boarding from the dinghy.

As a sailor, I appreciate the detail down below in the galley and the forward cabin. You can clearly see Bob’s love of fine sailing yachts in his boats. As the founder of J Boats, Inc.—the company he started back in 1977 with his brother—Bob has continued to design and build beautiful yet functional yachts for racing, day-sailing and now, for just plain power boating fun. The wood-battened walls and ceiling in the stateroom with teak planking lining the wall in the saloon/galley give the boat a wider, more sailorly look, while the convertible saloon table lowers electronically to form a double berth. A third cabin is created by enclosing the bridgedeck with privacy curtains and converting the settees into additional berths that fit even the tallest crewmember. Sailors will love this boat! (Check.)

The head is located to port and conveniently accessible without disturbing those sleeping in any one of the three “cabins” and has adequate room, sink and separate shower compartment, as well as a VacuFlush head. Opposite the galley you have the option of either a lounge with a table that converts to bunk berths, or a dinette with a table that converts to a double. Both layouts offer a privacy curtain.

One zippy Zurn

Conceived as the biggest yacht a couple could easily handle at sea, around the marina, and at the anchorage, Johnstone made the 40z easy to use. It’s a breeze to dock using the Volvo-Penta IPS joystick-computerized control. The standard 400 IPS works well with the twin pod drives or with the optional twin Cummins sterndrives. Bob’s 40z is powered by twin Volvo Penta IPS 600s that he added for testing purposes.

Though it can achieve very fast speeds, it’s really overkill for this size yacht. The standard 400 is sufficient to achieve 30+ knots, while burning just half the fuel of other boats of its size while cruising at 25+ knots. On average, the MJM 40z gets 1.2 nmpg at 30 knots (according to tests conducted by Johnstone and Volvo). MJM credits this as setting their boat apart from all the other “green” boats currently on the market.

Doug Zurn designed the modified deep-V planing hull— which curves upward into a lovely Carolina bow flare—for the occasional steep following or head sea without yawling or burying the bow, making the ride way more comfortable and less jolting. The 40z’s lower center of gravity keeps her stable and able to carve into turns more gracefully. The 40z has an ISO (CE) Certified for Ocean Category-A rating and meets ISO structural standards for vessels capable of withstanding 45 knots and 21-foot seas.

On the other hand, for our little run up the ICW, I was impressed with how fast she was. Her narrow beam is just 12 feet—narrower than others in its class, another purposeful design aiding in the overall performance and allowing the added ability to cost-effectively transport the boat over the road. Great for Snowbirds! (Check.)

Though it took us a few hours to get away from the crowded post-show exodus from Fort Lauderdale, we were soon ahead of the pack, zipping along past all of the departing yachts until we reached the head of the line, up the choppy ICW. Being able to get under all but three of the bridges on up to Palm Beach combined with good speed when we could legally high-tail it, meant we got there in record time. A most enjoyable trip on a lovely boat. Who could ask for more?

The 2012 models will carry an MSRP of $879,000, and the plan is to build just eight. Best to order yours now!

Hard as it may be to believe, there was actually a time when the center console boat simply didn’t exist. No one had invented it yet. Really. I saw my first center console boat, a 16-foot Boston Whaler, in 1961 and I thought, “Wow, what a great idea!” Over the intervening decades, I’ve spent literally thousands of hours running center consoles and now, half a century later, I still say, “Wow, what a great idea!”

But the new Deep Impact 399 bears as much resemblance to that early Whaler center console as my first bicycle does to a new Ferrari Fiorano and, come to think of it, the speed differential is about the same, too. That early Whaler would pound your fillings loose at 35 mph in 3-inch chop, but the Deep Impact lopes along at 70-plus mph in ocean swells and is as comfy as Granny’s rocking chair.

Deep Impact, which launched in 1998, is a relative newcomer to the center console wars but, in spite of the down economy, is doubling their factory space to keep up with the demand. They’ve built a solid reputation on four facets: innovative engineering, high-quality materials, exceptional performance and their willingness to fully customize each boat to fit an owner’s needs.

The starting point for the 399 is a deep-V hull designed by John Cosker that uses a traditional 24-degree deadrise updated with twin steps to reduce wetted surface at higher speeds. Deep Impact uses an infusion process to build the hulls, with vinylester resin backed with Divinycel coring and further reinforced with layers of Kevlar. The result is a rigid structure that has a consistent resin ratio throughout for the lightest weight possible.

Moldwork on the 399 is impeccable and, for the first hull, they were so confident in their craftsmanship that they chose a black finish which is unforgiving, but the surface was mirror-like and unrippled. Even better, I noted that the joints between different panels were crisp and tight: too many builders just get the panels close and then conceal the gap with silicone sealant.

The 399 stands apart from other look-alike center consoles because of the trademark Deep Impact sheer line, which swoops rather than curves from bow to stern. Some hate it on sight, but I found it both appealing and modern.

Step aboard and you quickly realize how much room you get in a 39×10 foot package. The area from console to transom can easily carry a Little League team without crowding the coaches and, like everything on a Deep Impact, is designed to suit each owner. In this case, General Manager, Tim Gallagher, pointed out that the first 399 was sort of a “neutral” arrangement with fold-down lounge seating for guests aft, but there were also hatches for bait wells in the wide transom coaming. Facing aft, the back of the helm seats held four rod holders and also doubled as bench seating with a padded ice chest. Rodholders in the gunwales and big fish lockers in the cockpit sole make the 399 attractive to fishermen, while the comfy seating and open space make this a family boat as well.

Specifications:

LOA: 39′ 8″
Beam: 10′ 7″
Draft: 2′
Weight: 13,800 lbs (dry with triple engines)
Fuel/Water: 480/50 U.S. gals.
Power: 3x Mercury 350 SCi Mercury Racing Verado
Top/Cruising Speed: 62.8/ 43.4 knots
Range: 450 nm @ cruise
MSRP Base Price: $369,955 w/triple 300hp Mercury Verado
Price As Tested: $405,955 w/triple 350 Sci Mercury Racing Verados

OK, I admit it: I loved the helm. This surely isn’t the console from that old Whaler. A pair of big Garmin monitors provide touch-screen capabilities for GPS, 3D chart plotting, radar, satellite weather and bottom topography, while Mercury’s SmartCraft VesselView panel between the screens keeps the skipper posted on all onboard systems. Toggle switches are clearly marked in a tidy panel and I liked the triple mechanical fuel gauges front and center on the dash.

Drawing on offshore racing technology, there are three seats behind the helm, each with deeply padded sides and drop-down bolsters for standing, and this arrangement puts the skipper directly on the centerline. Overhead, a beautifully finished T-top is supported by a framework so solid it could serve as the rollbar on a racecar.

It takes a moment of study to realize why this T-top is such a clever design. The overhead electronics on most T-tops either bolt to the top (thus hanging in your face) or are fitted into a box, which also hangs in your face. The Deep Impact crew built a bubble into the T-top, so the electronics are neatly recessed, angled for easy viewing, and are virtually unnoticeable. The only item hanging down is the microphone cord and, with the advent of wireless mikes, that will soon be gone, too. At the back of the top are six rocket launchers for rods and, with recessed lighting and speakers, it’s truly an exceptional T-top.

Unlike that old Whaler which barely had room for a sweatshirt and a soggy sandwich under the console, the 399 console stretches forward past the windscreen to allow quite a remarkable head compartment. If you’re thinking, oh no, dark and depressing, you’re wrong. Not only does the cabin have more than 6-feet, 6-inches of headroom, but it is bright and cheerful with a skylight in the glossy white liner, plus Corian counters, a porcelain electric head and, ta-dah, a full shower! Even better, there is a watermaker tucked away aft, so you never run out of water. After a day of sun and salt, you can disappear into this head and reappear fresh and scrubbed. This is a center console to please James Bond.

While the after cockpit serves both families and fishermen, the forward area is for loafing. A pair of bolstered seats face forward, while a U-shaped lounge wraps around the bow with padded coamings. But, like everything else on the 399, there is some clever thinking in play. Both seats have tilt-up backrests that converts them into lounges from which to watch the world drift pass. Pure hedonism.

As cleverly as this Deep Impact is designed, the real heart of this beastie is the trio of Mercury Racing 350-hp SCi Verado outboards hanging on the transom. But looking at the three seemingly benign black clamp-ons is one thing. Imagining a corral with more than 1000 very healthy stallions pawing and snorting is another.

Opening those corral gates or grabbing a handful of the three throttles on the 399 and shoving them forward is not for the timid of heart. At that moment, a lot starts happening aft as three 23-inch four-bladed Mercury Revolution 4 props struggle to get a bite on the water.

A result of both the hull steps and the full length strakes, the Deep Impact 399 comes onto plane fast and flat, with none of the usual bow rise and horizon loss during acceleration.

And acceleration is, hmmm, what’s a good word? Impressive? Ferocious? Those are good starts, but hardly descriptive enough. You simply have to experience it.

The 399 carries a total of 480 gallons of fuel in fiberglass tanks but, with a half load and several people aboard, she easily topped out at nearly 63 knots—that’s 72-plus miles per hour, or a rate that would put you on a first-name basis with a judge if you were to try that on the streets.

But why three outboards? Well, because you can go fast, of course, but also because they provide a nice margin of safety for families. If you have an engine problem, say, out on the Bahamas Banks, the 399 will still plane on two engines at 45 knots so you can get back across the Gulf Stream quickly and comfortably.

Underway, the 399 is nothing if not solid and predictable. The hydraulic steering is light and precise, and she dances across ocean swells gently and with grace. No crashing and smashing… just clean slicing and spray flung far to the side. This is the Ginsu knife of center consoles.

Fast enough to satisfy anyone with speed lust, sure to please the offshore fisherman and great fun for families, the Deep Impact 399 stands out as a must-see in the center console world.

Turkish Builder Vicem’s 72 Classic

Owners of Vicem Yachts’ 72 Classic Flybridge have options when it comes to using their twin-engine motoryacht. With crew quarters for two, she’s outfitted for a captain and mate, but she’s also easy enough to handle that an owner can operate the vessel with a capable mate aboard.
The question was foremost on my mind as I prepared to take the 72 Classic for a sea trial on a scorching summer day in Fort Lauderdale, Florida. Moored behind Vicem’s office along 17th Street, the 2011 72 Classic was readied for action by Captain Steve Dumont and Vicem Sales Manager, Kathy Azuma. I boarded the boat on the aft deck and immediately noticed two things as I stepped into the saloon. First, a Cruisair chilled-water 108,000 BTU air-condition system had the interior down to a refreshing 71 degrees. Second, the generous use of mahogany had me feeling as though I stepped into my vision of the Men’s Grill at Augusta National Golf Club. The deck, the paneling, the helm—it was all African and South American mahogany with a satin finish. Escaping the bright sun and hot weather and moving into the cool elegance of the Vicem’s interior made me lose my train of thought for a few seconds. Then I wondered: is this yacht best operated by a captain or owner?
“It can be both,” said Dumont, who captained a similar Vicem 72 with (husband and wife) owners on a three-month tour of the Hudson River and St. Lawrence Seaway. “The husband wanted to learn everything there was to know about the boat. I trained him and he took on a lot of the duties. But usually a boat of this size needs a captain and a mate.”
Outfitted with the latest navigation equipment from Raymarine, the Vicem 72 is perfectly suited to Bahamas and Caribbean running, as well as plying the waters of the Northeast and Northwest. It is constructed using the cold-molded process whereby the hull is laid up with thin solid-wood veneers oriented at different angles, and then saturated and laminated with specially formulated epoxy resin, then the entire structure is encapsulated in a layer of 10 oz. e-glass cloth for a sealed and smooth finish inside and out. More than 100 Vicem Yachts up to 92 feet have been built this way.

Specifications:
LOA: 76′ 9″
Beam: 18′ 6″
Draft: 5′ 7″
Displ: 102,500 lbs.
Fuel/Water: 1,712/311 U.S. gals.
Power: 2x MAN V12 @ 1550-hp
Top/Cruising speed: 31/25 knots
Range: 376 nm @ 25 knots
MSRP: $4,032,150

Contact:
Vicem Yachts
Fort Lauderdale, FL
(954) 713-0737
vicemyacht.com

Powered by twin 1,550 MAN V-12 diesel engines, she can run to a top speed of 31 knots and cruises at 25 knots. At cruise, she has a range of 376 nautical miles with a 1,712-gallon fuel tank, which will keep you from straying too far offshore. During our sea trial there were hardly any waves or sloppy water to contend with, so I didn’t get a chance to test the boat’s TRAC 250 System stabilizers. Still, as Captain Dumont pointed out, “Once you experience riding with stabilizers, and then go without, you’ll always choose the stabilizers.”
While underway, we enjoyed the flybridge view and breeze, accessing the top deck via a spiral staircase on the port side of the aft deck. Captain Dumont piloted the boat from the flybridge starboard-side helm station, under the 17th Street Causeway and out of Port Everglades into the Atlantic Ocean. Fair seas and light winds allowed easy running in any direction and the ride was smooth. The flybridge deck offers seating for two at the helm station and a two-person settee on the port side. Aft is a large U-shaped lounge with two tables inlaid with a star-pattern design. Directly across to port is a sink, stove/barbecue and refrigerator.
Descending back down into the saloon, the cool air again greeted us and I began a tour of the interior. The saloon features facing couches port and starboard, and a large-screen TV in the aft port-side corner. The main deck helm station is to starboard, with an owner’s two-person bench seat to port. Huge windows throughout provide excellent visibility for both the captain and guests.
Access to the three guest cabins is forward via a small staircase, with a nicely appointed galley to port and a dinette. The galley countertops were Corian while marble or granite countertops are available as options. The master cabin is located opposite the galley to starboard, and features a king bed and ensuite head and shower. Forward of the master is a twin guest cabin with access to a dayhead. The VIP suite is all the way forward and features a king bed with ensuite head and shower. Clients may opt for a four-stateroom arrangement, where the dinette area would be replaced with a bunk cabin.
The two-bunk crew quarters and crew head are located below the aft deck and accessed via a hatch which also allows access to a large, clean engine compartment. There is also access to the engine compartment via a covered panel under the flooring in the saloon—just in case any major engine repairs need to be completed.
Azuma pointed out that the 72 Classic can be outfitted with many available options at the owner’s request. For example, the flybridge can be outfitted with a Bimini or a hard top. Our test yacht had neither, so we enjoyed the full sun on our faces as Captain Dumont effortlessly wound our way back to the Vicem offices, and I asked myself: if I owned this boat, would I want to be driving or would I rather be reclining and taking in the view?
I still haven’t answered that question.

Putting Long-Range Back In Cruising

The first Nordhavn, a 46-footer that splashed in 1989, quickly became a cult phenomenon and arguably created the trawler-yacht industry of today. With the look of a North Sea fishing trawler, it drew on the precepts of Voyaging Under Power, Robert Beebe’s classic power-voyaging handbook: tough, seaworthy, simple. More than 80 of the 46s continue to cruise the world and, over the years, Nordhavn built upon that success with an eclectic and well-received series of cruising yachts to fit every taste.
This latest, the Nordhavn 63, draws her DNA from a smattering of previous (and still in production) Nordhavns. From the popular Nordhavn 55, she draws Jeff Leishman’s seakindly hull, with the waterline stretched to more than 57 feet. The Nordhavn 62 contributed the aft wheelhouse, while the enlarged cockpit and longer boat deck came from the Nordhavn 60. The result is, quite simply, a spectacular cruising yacht that can easily be handled by a couple, which is exactly what the owner of Silver Spray, the first of the 63’s, had in mind. The salty look is attractive but, more important, the aft wheelhouse puts the crew in a comfortable (and dry) location in big seas. It also creates an immense flush foredeck and that, in turn, allows for spacious accommodations.
This is a yacht that follows the philosophy of “less is more,” at least when it comes to the number of guests present. The master stateroom is a liveaboard suite, while the size of the guest cabin forward would be called the master on most other yachts. There is a single-berth crew cabin tucked near the engine room, as well as a self-contained captain’s cabin just abaft the pilothouse, complete with head and shower.
On deck, the Nordhavn 63 is seamanlike and the large flush foredeck allows room for a 15-foot tender that can be launched on either side by a 2000-pound Steelhead crane. Oversized bow rollers handle twin anchors, and a watertight hatch leads into the rode locker. The pilothouse is protected by a Portuguese bridge, which includes a hidden tank for refueling the tender outboard, as well as wing controls.
The nexus of any cruising trawler is the pilothouse and this one is fit for a king. The forward-raked windows are 12mm thick Diamond Seaglaze, and a pair of staggered wing doors lead to the foredeck on each side. The skipper gets a Stidd pedestal chair behind the black dash that has space for three large monitors, plus additional electronics in an overhead panel. At the skipper’s right is a counter with computer keyboard, and I admired the dedicated nav table with a chart drawer to port. Guests enjoy an L-shaped settee on a raised platform to port so they can see forward.
The captain’s cabin is perfect for short-handed cruising so the offwatch can catch 40 winks but remain close to the bridge, and the head has a separate door so it can serve as an upper dayhead. Just abaft the pilothouse is a protected after deck, with a bench seat and teak table that would be perfect for morning coffee.
The standard decor on the 63 is superbly finished cherry in a raised panel style which, with large windows, creates a bright and cheery interior. Watertight Dutch doors from the afterdeck are rugged but, once into the saloon, you’re in a world of luxury. The house is offset to port (the only outside walkway forward is to starboard) which takes full advantage of the 18-foot beam. A curved lounge is to port, facing a settee to starboard with a three-piece dining table and a barrel chair.
Open to the saloon is the U-shaped galley, with granite counters and backsplashes, and a full array of GE appliances including a propane four-burner stove and oven. There is more than ample storage in every possible nook; a walk-in pantry is to starboard; and an extra freezer is hidden in the crew cabin for long-range provisions.
The raised foredeck minimizes level changes so the master and guest cabin are just two steps down from the saloon level. The master fills the port side with an athwartships Queen-sized berth that leaves plenty of walk-around space to reach the built-in bureaus, bookshelves and large hanging lockers. The ensuite head compartment is also generous, with an L-shaped granite counter, plenty of cabinets and drawers and a large stall shower.
Forward is the VIP cabin, and the central passage is cleverly configured with dual doors: close the after door and the VIP stateroom and large head with shower become an en suite private cabin. Close the forward door, and it provides privacy in the VIP cabin while allowing the head to become a dayhead.
The VIP has a raised Queen berth surrounded by gorgeous cherry woodwork that includes numerous storage areas as well as a spacious bookshelf, and the cabin even has a settee to make it a getaway. Under this cabin, through a hatch in the sole, is the “basement,” a huge storage area that holds the watermaker, provides access to the bow thruster and, depending upon your preferences, could be an immense wine cellar or else hold enough stores for a very lengthy voyage.

SPECIFICATIONS
LOA: 62’6″
Beam: 18’
Draft: 6’8”
Weight: 130,000 lbs.
Fuel/Water: 2500/600 gals.
Power: 1 x Lugger 1276 340-hp
    diesel, 1 x Lugger 65-hp diesel
Top/Cruising Speeds: 9.8/7.8 knots
Range: 3000nm @ cruise
MSRP: Inquire
nordhavn.com

Another area in which the Nordhavn 63 excels is in the engine room and the myriad of systems it houses. For starters, revel in the 6’2″ headroom throughout, which means you can walk around all sides of the single Lugger 340-hp turbocharged after-cooled diesel. Silver Spray had the optional wing engine, a 65-hp Lugger with a Gori folding prop which not only provides “get-home” power at 4 knots in case of problems with the main, but it also backs up the hydraulic systems that include ABT Trac stabilizers, Maxwell anchor windlass, SidePower bow and stern thrusters, and an immense emergency bilge pump.
A new mold was created for the engineroom of the 63 which gives it a beautiful finish, and every detail of the plumbing and wiring is to very high standards. Four fiberglass fuel tanks have a total capacity of 2500 gallons, giving a range of about 3000nm. Other tankage includes a taste-free 600 gallon water tank, the usual black and gray holding tanks, and even a pair of 50 gallon tanks for new and used oil.
Entry to the engineroom is safe and secure via an interior stairway opposite the galley, which leads to the crew cabin. A single berth is to port (a temporary pipeberth for a second crew), and the area is lined with storage for supplies and spares. A watertight door secures the engineroom and, if you continue aft, another watertight door opens to the large lazarette with the battery banks.
Underway, the Nordhavn 63 is nothing if not predictable. If you need speed, find another boat. The 63 probably wouldn’t exceed 10 knots in free fall but, on the other hand, she will always get you wherever you desire in comfort and safety, at 9.8 knots. Flat out. The big Lugger diesel is spinning a 42-inch five-bladed prop and it doesn’t take much to quickly get this full displacement round-bottomed yacht up to hull speed. We didn’t have a chance to test her seakindly aspects on our fairly calm sea trial, but Nordhavn has built its reputation on yachts that are comfortable and easy in all conditions. When you back off the throttle a bit, you quickly enter the passagemaking range, with just shy of 8 knots giving you a 3000nm range. That speed also puts less than a 50 percent load on the engine, so it should last somewhere around, say… forever.
The stabilizers worked well, as they do on all fairly round-bottomed vessels, while stability at anchor is provided by a flopper-stopper rigged off the port side.
As a testament to the superb build quality of Nordhavn, Silver Spray’s owner wasn’t willing to wait around for the usual commissioning process that double-checks everything when the yacht arrives from the yard. Instead, he set off immediately and put 200 hours and 1100 miles on his new yacht, mostly in the Bahamas. When he finally returned for the commissioning, his punch list consisted of just 14 items, most of which he had fixed himself.
Don’t dally if you’re interested: the 63 is already proving its popularity with several sales before the first hull was even launched. Built for serious voyaging but with luxury liveaboard comfort, the Nordhavn 63 is on track to become a new classic for a company whose yachts have already compiled more miles cruised and more long adventures than any other builder in its class.

If imitation is the sincerest form of flattery, Grand Banks is flattered to the extreme.

There are but a mere handful of truly iconic brands in the boating world and when speaking of trawlers, the single uncontested brand mentioned most often⎯hands down⎯ is Grand Banks. Since the company’s founding over 50 years ago, “GB” has inspired a legion of followers, both builders and owners, who aspire to construct or cruise in a boat with classic workboat-inspired good looks, creature comforts and superlative sea-keeping ability.
It was 1956 when Robert J. Newton and his sons, John and Whit, started American Marine Ltd. in Junk Bay, Hong Kong. The company was a custom boatyard specializing in constructing big motor yachts and stout sailboats designed by the world’s top marine architects of the time—Nat Herreshoff, William “Bill” Garden, Ray Hunt and Sparkman & Stephens, to name a few. By 1962 they commissioned another well-known marine architect, Kenneth Smith, to work up the details for a 36-foot diesel-powered cruising boat with pleasant, yet workman-like lines. They called the project “Spray.” Though it’s not known if it was a nod to Joshua Slocum or not (the first man to sail single-handedly around the world), it’s nice to imagine that it was. Inspired by Smith’s design, within the next year the Newtons gave up custom builds to focus solely on producing the first of a line of boats that would come to be known as Grand Banks. The boat, GB36 #001, was launched in 1964 and by the time the model was retired in 2003, there were 1,141 of them that had rolled down the ways. In 1965, the GB36 had a big sister with the launch of GB42 #001, and by the retirement of that model in 2005, about 1,560 were produced.
“It’s the boat that put GB on the map,” is the way decades-tenured Special Projects Manager, Bob Phillips puts it. “It had the longest production run of a given class of boats in history, over 40 years!”
Along with the GB32, GB36 and GB49, the GB42 literally gave the name “trawler” to the industry. Around the world, this original design is recognized as the Grand Banks Heritage Series, first built of wood and then, beginning in 1973, of fiberglass (GB36 #366) at a new factory in Singapore. The design was so admired in fact, that the general styling of the GB was borrowed by other builders for fleets of similar looking yachts sold under dozens of names. But matching the quality of construction for which Grand Banks is legend? That was a different matter altogether.
You can often tell a lot about a company by how long people stick around, especially the really key people. Chief Engineer, Yung Pine “Y.P.” Wong, started with the company in 1971 at the Hong Kong facility up until it closed in 1975 (as production of GB wood-hull yachts ended), then rejoined in 1988 and remains there to this day. Y.P. is generally regarded as one of—if not the—most respected and knowledgeable boat builders in all of Asia.
Enter former President, Chairman and CEO, Robert W. Livingston who, in 1975, led the new management team that acquired the company. Under his skillful leadership, GB has remained on a course of profitability and you could say Bob’s name is as synonymous with GB as Dennis Conner’s is to sailing. Economic times were good in the 1980’s and boats were selling well, so in 1987 Grand Banks was inaugurated to the Singapore Stock Exchange. In late April of that same year, GB42 #1000 was launched.
After a few subsequent rocky years in the marine industry, times turned good again and in 1993, GB took the yachting world by storm with the introduction of the first of the Eastbay Series, a 38-footer. With their “Down-east lobster boat” look, these C.R. Hunt designed cruisers opened everyone’s eyes, best evidenced by how many companies followed suit. With teak toe rails, a dark blue hull accentuated by a bright gold stripe and a powerful pair of diesels underfoot, there was no other boat that combined ageless design and high performance like the Eastbay did. GB eventually added several new Eastbay models in lengths up to 58 feet.
In 1995, GB opened a new boatyard in Pasir Gudang, Malaysia, with over 100,000 square feet of space on the factory floor. It is now the company’s current and sole production facility, and what goes on under that massive roof is a tutorial in excellence. Every GB yacht undergoes rigorous quality control inspections throughout the manufacturing process. A senior management team is assigned to each yacht that follows the boat through the design, building and launch process. At the completion of each project, no matter how big or small, the work is checked and signed off by a dedicated quality control inspector. If you were to tour the factory and pick up even a small piece of hardware, such as a deck cleat waiting for installation, you would find a small GB label marked “QC Passed” with the date and initials of the person who checked it. Come launch time, the same rigorous standards are applied and every system is checked to make sure it meets the manufacturer’s specifications, and there’s not even a single switch or bulb that goes unscrutinized.
By 2001, many Grand Banks owners were
ready to step up to a larger and more luxurious vessel, but weren’t prepared to sacrifice quality, and GB listened. (Customer input is and has always been the central hallmark of this company’s approach to designing and building boats.) The launch of the Aleutian Series of raised pilothouse yachts delivered, with a new level of style and sophistication, along with the seaworthiness owners have come to expect from a GB. The raised-pilothouse Aleutian Series made its debut with the 64RP. Over the next four years, the Series was expanded to include the 72RP and 59RP models.
Some other notable Grand Banks milestones would be:
2005: Launch of the first next-generation Heritage Series, the 47 Heritage EU.
2006: Their 50-year anniversary as the company continues to expand its worldwide dealer network.
2008: Displays innovation while staying true to traditional roots, debuting the revolutionary new Heritage 41 model, featuring the new Cummins MerCruiser Diesel Zeus propulsion system.
2009: After 35 years—the latter of them as the company’s CEO—Robert W. Livingston decided to retire and his son, Robert W. Livingston II, was selected to shoulder the legacy as the company’s new CEO.
In each of the three yacht series, GB has always sought to capture the spirit of a nautical ideal—a rugged, practical, yet comfortably elegant vessel.
Grand Banks, iconic? Yeah, you might say so… and you say so loudly! grandbanks.com

David Marlow once again proves he’s always got something new up his sleeve

It was fitting that the debut of the Marlow 97E should have been at the 2011 Miami International Boat Show, because that’s where David Marlow first dipped his toes into the boatbuilding arena with a 65-footer just 10 years ago. Can it have been just a decade ago? Time flies.
In these few years, Marlow Yachts has not just established itself as a world-class builder of cruising yachts, but the company has raised the bar for the industry in many areas of design and construction, as well as for its ecologically “green” conscience.
This new 97 is both the flagship of their line and their first yacht over 100 feet (she’s nearly 101 feet) and I would call her a small ship⎯except that every Marlow I’ve ever seen has been built with the qualities of much larger yachts. Some builders start with small boats and then learn the niceties of large yacht construction, but David actually built smaller yachts (53s, 57s, and 61s) after that first 65.
More important, however, is that every Marlow yacht has always been built with a “small ship” mentality exhibited in the construction and equipment used aboard. The 97, like other Marlows, eliminates wood framing or stringers which take up space and, no matter how carefully encapsulated with fiberglass, still have the potential for rot. Similar to much larger megayachts, the Marlow 97 is built to Bureau Veritas Unrestricted Navigation certification, as well as the equally rigorous standards of ABS and Lloyd’s Register (Ocean Class A).
Born and bred around the water, David fulfills every requirement to be called a true “waterman,” and it was this lifetime of experience that led him to start playing with boat design. One result is his proprietary Marlow Velocijet Strut Keel, which he credits for both enhanced performance and stability. This design actually features twin keels on each side of a centerline skeg, and the twin propellers are protected by these short keels since there are also prop tunnels. In addition to keeping the running gear out of harms way, the keels also act as stabilizers to dampen the rolling motion.
An innate tinkerer, David wanted a hull that was strong and rigid but, as a former offshore racing sailor, he loathed the idea of adding any weight that would affect the performance. The result is another Marlow innovation: Full Stack Infusion. This process uses miles of tubing and extreme vacuum to impregnate an entire hull lay-up of unidirectional stitched fibers, Kevlar and Corecel foam coring with a carefully measured flow of resin and catalyst. An important point to understand about fiberglass construction is that any resin beyond the precise amount needed to fully saturate the lay-up actually reduces the strength of the final product. Not only does Full Stack Infusion create a laminate with maximum strength, it reduces the weight (by eliminating three barrels of resin) and slashes construction time from 36 days to 1 hour. It’s no surprise that Full Stack Infusion has won international awards for innovation.
The Marlow 97 shown on these pages is actually Hull #2 and, as such, is a significant departure from the first yacht. I have to admit that I loved the first 97, with its huge on-deck master suite where most builders put the pilothouse, and I enjoyed the enclosed skylounge that doubles as the pilothouse. Being able to step on deck directly from the owner’s suite, or soak in a hand-carved marble bathtub while looking out at the world, is hedonism usually reserved for the yachts of Russian oligarchs.
But then I saw Hull #2 and, once again, it was love at first sight. Step into the saloon and the vista sweeps all the way to the very bow without a bulkhead. And the owner’s suite is a private getaway spanning the full beam in the very center of the yacht for the least motion. The bridge? Protected by a fiberglass hardtop but wide open from the helm to a boat deck large enough for a fleet of water toys… or perhaps it was designed to host Dancing with the Stars.
Juggling the pros and cons of the two versions of the 97, I felt like a man faced with choosing between two beautiful women: one statuesque and blonde, the other sultry and brunette. It will be a difficult choice for buyers, who may wish they could be yacht bigamists.
The most obvious differences between the first and second 97 are the location of the master suite and the enclosed skylounge/bridge. But there are other subtleties as well. The first yacht had seven staterooms, including the master, two VIPs, two smaller staterooms with queen-berths and two kid cabins with bunks. This 97 has reduced the number of mouths to feed by having four staterooms: the master, plus a VIP; a large guest cabin; and a smaller kid’s cabin with singles. Decide how many people you want aboard and make your choice.
This second 97 also has an airy pilothouse that includes the galley, giving the chef a fine view not only forward over the skipper’s shoulder, but also aft through the saloon. This layout also allows for a formal dining area to seat eight without crowding, and the rest of the space is devoted to entertaining or as a media room with a big screen pop-up TV. This version has the wet bar on the after bulkhead, making it convenient to the cockpit which is a delight as well, with an outdoor kitchen, sitting area and day head.
The master suite, reached via a foyer with steps from the pilothouse, features a loveseat to port, a bow-front bureau to starboard and no fewer than five large hanging lockers. The his-and-hers head also spans the full beam, separated by a large shower.
A guest cabin with a queen-size berth is in the bows, with a pair of upper berths on each side of the centerline berth. This is a clever idea that allows four kids to share the cabin and, if used by a couple, the uppers are perfect for stashing gear or bedding. Another feature I liked on this 97 is an alcove off the foyer just outside the master suite. At first glance it seems unused, but it’s actually a full laundry with hidden washer and dryer, and what seems to be a table for folding clothes doubles as a bunk if needed.
Stairs from the saloon lead separately to the VIP suite which, like the master, spans the full beam and includes two head and shower compartments. No guest will feel like a second-class citizen in these quarters.

SPECIFICATIONS
LOA: 100’11”
LWL: 83’    
Beam:    21’
Draft: 5’6”
Weight (light):  147,000 lbs.
Fuel/Water: 5000/600 gals.
Power:    2 x Caterpillar C32 diesels @ 1760-hp
Top/Cruising Speed: 30/25 knots
Range:    1200nm at 25 knots, 4000nm at 9 knots
Classification: ABS/Bureau Veritas/Lloyd’s Register

CONTACT
Marlow Yachts,
Palmetto, FL
marlowyachts.com

But wait. There are crew quarters, too! With stairs from the after deck or through a watertight hatch off the swim platform, a crew of three has impeccably finished accommodations that include a mini-galley and crew mess, as well as three berths and head with shower.
Outdoor living is an important part of both Marlow 97s, with the bar and seating on the after deck protected by wing doors and easily enclosed with side curtains. The open bridge on this second 97 has two large settees with tables under the hardtop, plus a huge sunpad and outdoor kitchen outside the shade of the hardtop. But even that has been carefully planned, and a huge awning deploys electrically from the hardtop at the touch of a button.
I give David credit for knowing how people really enjoy their yachts, but you have to stroll up to the foredeck to fully appreciate his insightfulness. Usually the foredeck is wasted space as far as guests are concerned, instead being dedicated to anchor winches and storage for fenders and deck gear. On this yacht, however, there are two comfortable lounges built into the forward side of the Portuguese bridge. No, I wouldn’t put people up there while underway because the safety mavens would scream. But at anchor, as the sun is setting and the yacht is facing into a mild tropical breeze, this would be the most wonderful place on the yacht to savor life with something rummy and cold.
Power for the 97 comes from a pair of Caterpillar C32 diesels of 1760-hp each, and the yacht carries 5000 gallons of fuel. To David, performance isn’t just about speed, it’s about economy, and the 97 clearly has a very slippery hull indeed. Top speed is around 29-30 knots with a moderate load, and a comfortable cruise is 25 knots. Marlow’s testing shows that the 97 has a passagemaking range of 4300nm at 9 knots and, carrying equal fuel loads, David believes his 97 will cruise twice as far as most of his competitors at similar speeds.
The equipment list is long and distinguished, including a pair of Onan 32kW gensets and Naiad stabilizers. But it is in many of the thoughtful details where the Marlow 97 really shines: from the staggered anchor rollers forward, each with Maxwell 4000 winches, to the dual 100-amp shore power connectors at both the bow and stern for easy hook-ups, regardless of the docking situation. There are extra freezers tucked throughout the yacht for long-range provisioning and a hidden stern anchor and windlass to make bow-and-stern anchoring painless.
Good-looking and built to exceedingly high standards, the Marlow 97E enjoys the kind of performance that is only a dream to most builders. Whether you’re looking for a long-range cruiser, a weekender for family and friends or a liveaboard yacht, put the Marlow 97E on your short list. For his first entry into the Century Club of yachts, David Marlow has done it with his usual élan.

The Builder’s latest flagship showcases state-of-the-art construction.

Surprisingly roomy, the PRESTIGE 440s EXPRESS exemplifies the French reputation for romance and spaciousness.

The French have long had a reputation for romance and the new Basque-built Prestige 440s Express continues that tradition with a yacht that is styled to get your blood racing at first glance. But the French are also masters of spatial economy—you only have to spend one night in a tiny garret in Paris to know that they are able to make the most out of almost no space. And that’s exactly what Prestige has done with the 440s: combines romance and efficiency into a most appealing and affordable package.
Prestige may not yet be a household name in North America but their parent company, Beneteau, is the largest yacht builder in the world, producing more than 12,000 sail and powerboats under such brands as Jeanneau, Lagoon, Swift and Wauquiez.
But before you can even start to think, “Uh-oh, French boat; parts are going to be a problem,” Joel Lipton, owner of United Yacht Sales in Stuart, Florida is quick to point out that everything onboard—from the Rule bilge pumps to the MarineAir air conditioning to the Volvo IPS pod drives—are all easily serviced here in the states.
Still, the Prestige 440s is truly a multi-national yacht: the hull was designed by American performance designer Michael Peters; the interior was styled by Garroni Design of Italy; and construction is to the highest standards in Beneteau’s state-of-the-art facilities.
Boarding is easy via the wide swim platform which leads to the first of several lounge areas, perfect for entertaining (underway or at anchor). On the model tested, the portside lounge has a table that converts into a large sunpad if you’d rather tan than dine.
Step inside the cabin and once again there is a comfortable settee and table, but now cooled by 28,000 BTUs of climate control. If it’s fresh air and alfresco living you want, the entire rear window slides down to open this area to the cockpit. Press another button and the massive fiberglass sunroof slides open, making this an express cruiser that morphs into an open air runabout.
The skipper is treated to a sleek instrument console with a centerline Raymarine 120w monitor backed up by easily understood analog gauges for the engines. An opening window next to the flip-up helm seat takes full advantage of the joystick control for the IPS drives— just lean out the window, place the boat within inches of a pier, and hold it there while the fenders and lines are secured.

SPECIFICATIONS
LOA:   43’ 9’’
Beam: 13’ 8’’
Draft:  2’ 9’’
Disp:   20,502 lbs.
Fuel/Water: 243/106 U.S. gals.
Power: 2 x Volvo IPS 500 @ 370-hp
MSRP: $548,359
CONTACT
United Yacht Sales
Stuart, FL 34994
(772) 463-3131
unitedyacht.com

The galley and a third settee with a table are just steps down, but they seem connected to the bridge and cockpit because they are bathed in light from the windshield and skylight, creating a bright and airy atrium. The galley is to port and a model of efficiency with a two-burner cooktop, large fridge and microwave.
Just forward is the VIP cabin with an island berth and private access to the day head with shower. Pleasantly sized and with ports on each side plus a hatch overhead for light, guests have a wealth of storage space with two hanging lockers and (get this), a walk-in closet with even more storage and hanging space.
The master suite spans the full beam amidships, taking full advantage of the reduced size of the Volvo IPS drive package and creating a surprisingly large stateroom for a yacht of this size. The island berth is angled, allowing access on each side, and the padded headboard curves under an oversized window. On the opposite side, a vanity and bureau are built under an opening port. The private head with shower is Euro-styled with a vessel sink and a teak grating for the shower area.
Placement of the Volvo IPS drives not only allows for a larger master cabin but there is also a garage for an 8-foot tender that is accessible by raising the rear area of the cockpit on electric/gas lifts. This garage also provides access to the engines via gasketed and locking hatches above the compartment.
Our test boat had a pair of Volvo IPS 500 370-hp turbo and aftercooler 6-cylinder diesels with common rail fuel injection, turning twin props in a tractor configuration on the pods. These are the only engines currently available and are a comfortable fit for both speed and economy. Our boat also had the optional 5.5kW TRS genset, which is the way United Yachts delivers the Prestige 440s.
Underway, the 440s is great fun. It has the light handling and zippy performance of a much smaller boat, but the deeply-V’d hull with both strakes and wide chines was soft-running and gentle in a seaway. Like most deep-V’s, she is sensitive to trim tabs but that’s an easily acquired touch.
We topped out at 34.1 knots, quick by any standard, let alone the fact that we were on 10 moving tons of luxury. In fact, Volvo detuned the steering a little bit because she is so nimble and they were concerned about nautical cowboys trying to spin watery donuts. She now banks nicely into even a full-over turn.
But what impressed me the most is that this boat has an almost flat fuel curve from about 2000rpm to 2750rpm, holding slightly better than one mile per gallon across this range. That means you don’t have to feel guilty when you want to shove the throttles forward because you’re not eating up more fuel than when you were at a lower rpm.
Even at higher rpms, she is still remarkably efficient—with the hammers down at 3500rpm, we were still getting 41gph at nearly 40 mph!
This is a boat made for families and for entertaining friends. Joel Lipton noted that he had 14 guests aboard for an after-boat show cruise recently, without crowding and also without even using the dinette in the saloon.
Solidly built by a company with a reputation for quality, the French Prestige 440s should be on your short list of must-sees. Ooo-la-la!