They really aren’t lobster boats anymore. It’s hard to imagine anyone pulling traps from the well-varnished cockpit of a new Downeast model. However, today’s boats have the lobster boat heritage—the low profile, the long shear, the tumblehome, and, above all, the sea-keeping ability. View our collection of Downeast boat reviews to find the right one for you.
The newest model from Hinckley, a 34-foot runabout, (Hinckley 34R) is the newest in the iconic builder’s line of elegant, classic, Maine-built boats that almost define the Downeast aesthetic. Over the years, Hinckley has managed to blend the latest in hull design and performance with its boats’ gorgeous lines to create an American boating success story.
Indeed, Hinckley just launched its 1,000th jet-powered boat, a trend that started with the often-imitated Picnic Boat in 1994. In looks and in performance, the new Hinckley 34R, with twin 320-hp Yanmar diesels and Alamarin jetdrives, lives up to its heritage. The Hinckley 34R (for runabout) is designed as a dayboat. Board the boat via the integrated swim platform and a boarding door to the sunpad, and a centerline walkway.
There’s plenty of seating all around, with a U-shaped settee in the middle of the boat surrounding a teak table on a pedestal. The helm features an array of classic analog gauges. A folding teak door leads to the cabin, with small facing settees on each side and a head with toilet, sink and shower in the bow. The Hinckley 34R’s tumblehome is classic Hinckley, as are the flowing lines of the teak-capped, wraparound windshield. It cruises at 31 knots and tops out at 34. Jetstick controls make maneuvering fingertip easy. hinckleyyachts.com
They don’t come much more traditional—or much better looking—than the Bruckmann Abaco 40, a single-diesel, straightforward, solid Downeast boat with elegant fit and finish. Built by Bruckmann Yachts near Toronto, Canada, and designed by Mark Ellis, the Abaco 40 is a single-stateroom cruiser with a Herreshoff interior and flowing lines that turns heads anywhere she goes. From the cockpit, you enter the fully enclosed salon/helm deck through two sliding doors.
Bruckmann is a traditional sailboat builder, and the sailing lineage shows in the Abaco 40’s simplicity. The salon has two bench-type settees facing each other with a table in the middle—they convert to berths if needed. Matching Stidd helm and passenger seats are forward, and large windows provide excellent visibility all around. All the wood is exquisitely joined mahogany. There are no frills here, just seven coats of varnish. Down three steps a U-shaped galley is to port, with a large head and shower to starboard. A centerline berth is forward. Ellis designed the hull with fairly flat aft sections and broad chine flats for stability. A sizable skeg and rudder protect the single prop and help with tracking. Bow and stern thrusters are optional. A 670-hp Cummins produces a cruising speed of 24 knots and a top speed of about 28 knots.
With classic Chesapeake Bay deadrise lines, the new Eastport 32 OBX (outboard express) traces its heritage to a waterman’s working boat. But Eastport, an Annapolis-based company, uses modern composite materials and an innovative design to produce a performance that would set a waterman’s head spinning. Indeed, with twin 250-hp outboards, the Eastport 32 cruises at a steady 33 knots and tops out at 40 knots. And with a deep-V entry, a soft flare in the bow, a transom deadrise of just 12 degrees, and hard chines and lifting strakes, the Eastport 32 OBX gives a comfortable, dry ride whether you’re fishing in the bay or heading for a cruise off shore.
The Eastport 32 OBX has a large open cockpit for fishing, diving or entertaining. Originally designed with inboard diesel engines, a 300-gallon fuel tank now occupies that space, while under the cockpit sole aft, there’s room for a genset. An extended hardtop protects the pilothouse; an Eisenglass roll-down curtain can complete the enclosure aft. Eastport specializes in customizing each boat, but in this model there’s a settee on the port side; the galley to starboard comes with stainless sink, fridge, microwave, Corian countertop, and storage. Below, the cabin has a head with shower, sink and storage, and a V-berth with a filler cushion. eastportyacht.com
The Hunt 26CC (25’ LOA, 9’ beam) is a sporty center console that doesn’t skimp on sophistication. With plush social seating for 12 guests and ample storage for gear and food, the 26CC is made for fishing at dawn, cocktails at sunset and everything in between.
Specifically designed and engineered to handle three different types of propulsion—inboard gas, inboard diesel and outboard gas engines—the 26CC can run up to 43 knots depending upon the chosen power. The 26CC’s teak swim platform with stainless steel ladder and transom door makes boarding a breeze, and a spacious interior features 6 feet of standing headroom with a shower, sink and head. Deluxe ergonomic helm seats with adjustable bolsters ensure the ride is comfortable, while the single-level walk-around cockpit is safe, secure and simplifies maneuvers like docking and anchoring.
The Hunt 26CC’s sportfishing features include an insulated forward fish well, in-transom livewell, insulated fishbox in port bow locker, insulated under-seat cooler, ample rod storage and optional lockable fly rod storage. In addition to a wide choice of power, options include a T-top, aft stern seat, windlass, outriggers, rocket launcher style rod holders, bow thruster, and full electronics package.
MJM Yachts: World’s Most Fuel Efficient Powerboats
The best indicators of powerboat cruising performance are: (1) fuel efficiency expressed in nautical miles per gallon (NMPG), just like automobiles and (2) speed attained per horsepower installed. With these criteria, MJM Yachts is #1. The attached data sheet, NMPG Fuel Efficiency Comparisons & Observations quantifies how its five models outperform other brands and types of powerboats . . . debunking some long held industry shibboleths in the process.
WHAT THE DATA SHOWS
MJM 29z power with single 260 HP diesel I/O.
1. Diesel I/Os are twice as efficient as gas outboards. A cruise-equipped MJM 29z with single 260 HP diesel I/O weighs the same as a Hunt Surfhunter 29 with twin 250 HP outboards. Harbor cruising at 8.3 knots, the 29z is 3.5x more fuel efficient . . . burning 2 gph vs. the Hunt’s 7 gph. Cruising at 25-26 knots, the MJM is 2x as efficient, getting 3.0 nmpg vs. the Hunt’s 1.5 nmpg.
2. “Hypebrids” is more apt as a description. A diesel/electric hybrid is not yet the answer. The Greenline 33 Hybrid weighs the same as an MJM 34z. At a displacement speed of 8 knots, where you’d think a hybrid would excel, the MJM is more efficient. Top cruising speed (using 87.5% of wide open throttle) for the Hybrid is 12.2 knots, the MJM is 26.6 knots.
3. Jet drives are not efficient. The MJM 36z (twin 220 HP Volvo Penta D3s) weighs the same as a Hinckley Talaria 34 (twin 260 HP Yanmar 6LY3s) with jet drives. The MJM 36z gets twice the mileage of the Hinckley and is 2 knots faster. You will also note a difference in engine/drive packages. The lighter Volvo D3s on the 36z are more fuel efficient than the heavier optional Yanmar 6LY3s.
4. Weight and beam are major performance factors. A Sabre 42 and MJM 40z have a similar length on deck and the same IPS 500 propulsion package. The Sabre is nearly 50% heavier and 2 feet wider. The epoxy composite MJM has (a) the stability from a lower center of gravity to earn ISO Category A Ocean Certification, (b) 50% better fuel efficiency, (c) an upper end cruising speed of 34 knots which is 5.9 knots faster, and (d) greater range.
The MJM 36z underway powered with twin 220 HP stern drive Volvo Penta D3s.
5. Pound for pound and dollar for dollar you get more out of an MJM. The Hinckley Talaria 43 (2×550 HP Cummins powered jet drives) and the 6 foot longer MJM 50z (Volvo Penta 2×435 IPS 600 pod drives) are the same cost per pound, $56. But, the differences are astounding. Apart from 15% more living space, the MJM 50z with 230 less HP has a 2 knot advantage in upper end cruising speed. At the same 25 knot cruise speed, the MJM burns half the fuel with a 200 mile greater range.
6. Triples are just as fuel efficient as twins. The MJM 50z with triple IPS 600s has marginally better fuel efficiency than that same MJM 50z hull powered with twin IPS 600’s. It’s all about the amount of HP applied to overcome resistance at a certain speed… even at displacement speeds. Seems 3 sets of props do a better job of separating the hull from the grip of the water than 1 or 2 sets of props, even with the heavier engine weight.
7. Trawlers are slow, not fuel efficient. Pushing bluff, heavy hulls through the water at anything beyond 10 knots puts fuel efficiency ratings below outboards and jets. The Beneteau 44’ Swift Trawler 50 (anything but “swift”) at its top cruising speed of 20 knots goes a half nautical mile per gallon (40 gph) while the triple IPS 50z at 35 knot cruise goes 3/4’s of a mile per gallon (48.5 gph). The Grand Banks 43 with 2×480 HP Cummins burns more fuel at 10.3 knots (25.4 gph) than a 50z at 24 knots (24.0 gph).
8. Traditional construction results in low performance. This is evident in the Tiara 50 Coupe and the Asian built Hunt 52. Compared to the high-tech and admittedly more expensive advanced epoxy build of the MJM 50z, the Tiara and Hunt burn nearly twice the fuel at comparable speeds and have a 5 knot slower top end cruise speed with reduced range.
WHAT’S THE MJM SECRET? There are two explanations for enhanced cruising performance: (1) A very good Doug Zurn hull design and (2) a stronger and lighter pre-preg epoxy composite laminate. As Eric Sorenson, Technical Editor of Soundings commented, “Those MJM’s are built like the Dreamliner, they’ll probably last 100 years or more.”
The MJM Yachts 50z, the flagship of the fleet.
Built in Charlestown, MA on Boston Harbor under license by Boston BoatWorks, each MJM is constructed out of Corecell, Kevlar, Eglass, and epoxy through a proprietary wet pre-preg, vacuum-molding and oven post-cure method developed by Mark Lindsay over 35 years building America’s Cup, World Championship and Olympic medal-winning racing sailboats. Sailboats put a high premium on advanced composite construction to deal with extreme loads on while extracting every knot of speed from a finite energy source – the wind.
ECO-FRIENDLY MJM YACHTS This process fits perfectly with the MJM Yachts GREEN Mission as use of epoxy instead of vinylester and polyester resins virtually eliminates release of VOC’s (Volatile Organic Compounds) into the environment. Then, by burning half the fuel of other boats, owners are contributing to a greener planet as their carbon footprint . . . the amount of hydrocarbons, particulates, nitrogen oxides, and many other contaminants released into the environment . . . is halved.
A 40z hull being removed from the molds after the oven post-cure process.
An epoxy built, fuel-efficient performer contributes to a more satisfying, environmentally sensitive, life on the water . . . not to mention less time and money at the fuel dock. And, like a good stock, it’s not the initial investment, as much as the on-going operating costs, and how it holds its value over time.
CONFESSIONS OF A BOAT CREATOR by Bob Johnstone I was concerned about installing triple IPS 600s in the 50z because it seemed logical that 3 engines would use 50% more fuel than 2 engines. MJM’s mantra from the outset had been “Twice the Fun, Half the Fuel”. Wouldn’t I be pulling the rug out from under a key reason for MJM success? Our designer, Doug Zurn, and the engineers from Volvo Penta straightened me out, “Bob, fuel efficiency is a function of horsepower applied to overcome the drag of pushing a particular boat through the water at a given speed. So, it doesn’t matter whether it’s 1, 2, or 3 engines, the same amount of HP is required to get that hull going. So, 3 engines will each be working less than 2 engines.” But, I wasn’t buying that theory at displacement speeds under 9 knots, where the major part of boat hours are spent in harbors, watching races, on the ICW, etc. Seemed 3 engines would be just humming there, not very productively, when 2 would more than do the job. They had no answer for that.
Our most experienced dealer thought triple engines were a bad idea because his customers never cruised over 25 knots. Of course, there weren’t many boats around that could, so that hindsight was a safe 20:20 but his son said, “Go for it, Bob.”
MJM Yachts proves that three engines are better than two engines.
PERFORMANCE EXCITES Whether is it was blasting around the harbor in a Sunfish sailboat or a low freeboard Boston Whaler as a kid, those amazing moments launched most of us into the world of boating as a lifetime pursuit. Trouble is, as the boats got bigger, the thrill of driving the early sports car like craft was being lost . . . along with that feeling of being one with wind, boat and wave. That was the motivation in creating J Boats, Inc., which is the leading performance brand of sailboats and where we’re going with MJM Yachts.
So it didn’t take much encouragement from the more youthful of our MJM dealers to brighten the vision of having a 50z that outperformed the Sabre 48, Hinckley Talaria 48 and East Bay 50 by 10 knots, with the same 50 gph fuel burn at 35 knots others got at 25 knots, while keeping a lower profile, flush decks and side doors at floating dock height. We were off and running.
VOILA! 3 ARE BETTER THAN 2
Of the 11 MJM 50z’s ordered to date, 9 have been triples. Only 2 have ordered twins. One for shoal cruising on the Chesapeake and Bahamas and the other due to a ledge in front of his dock in Marblehead harbor. The 50z with twins draws only 2 feet 10 inches which is less than a 40z, because the drives are mounted further up and outboard under the hull on the deadrise.
And, fuel efficiency of triples is marginally better at slow harbor speeds on a heavier boat than with twins. No one forecast this. My explanation from sailing days is that 3 sets of props blowing bubbles under the back end of the hull do a better job than 2 sets of props or even a single prop in helping the boat break loose from the drag of the water. Sailors were always trying to come up with schemes to win races, like pumping liquid ivory soap through a head’s overboard discharge to lubricate the hull.
If you would like to download the PDF of the above chart, click on the chart, you will be able to save the PDF to your desktop, or print. You must have Adobe Reader installed on your computer.
Conceived for fishing and diving, Zurn Yacht Design’s Zurn/NEB 38, expected for a February 2016 launch, is sure to grab the attention of boaters looking for a fast and fun pleasure yacht. Twin Volvo Penta D-6 Diesel engines power the ultra jet drives allowing the Zurn/NEB 38, with a choice of wheel or joystick steering, to comfortably cruise at 36 knots.
Boat production is already underway at New England Boatworks for this 38 footer that’s the ultimate adaptation of the iconic New England design with sleek lines, low-profile open pilot house, spacious cockpit, and stable hull form. The hull and deck are built with an epoxy resin-infused, cored composite construction for a lightweight and strong structure. With a hard-chined, moderate V-planing hull, the boat also comes equipped with Seakeeper’s new 3DC battery-powered gyrostabilizer.
The spacious queen-sized berth of the Zurn/NEB 38.
The pilothouse sports settee and table seating along each side with swiveling Stidd helm seat, while the open cockpit offers great space and includes removable bait wells, fish lockers and storage space for fishing and diving gear. Below deck, the Zurn/NEB 38 boasts a simple and elegant quarters for two with a queen-sized berth, a head and a modest galley with a sink, microwave, and small fridge.
Specifications
LOA: 44′ 2″
Beam: 12′
Draft: 2′- 0″
Displacement: 17,925 pounds
Fuel/Water: 290/51 U.S. gals.
MSRP: contact for pricing
Hinckley Yachts launches yet another winning addition to their iconic Picnic Boat line-up.
With its new Talaria 43, Hinckley Yachts has managed to get both the big things and the little things just right. For the big picture, take a look at the 43’s profile. The 43 is a big boat. In fact, the beam is one foot more than the beam of the 44 that it replaces but the proportions are almost perfect. On a smaller scale, consider this: Hinckley makes the toe rail out of eight pieces of Burmese teak and then covers them with exactly ten coats of varnish. The overall result is stunning.
The new Hinckley 43 is a blend of traditional made-in-Maine craftsmanship with the latest cutting-edge technology. The lobster-boat-inspired profile is classic, the shear line is long and flowing, the hull curves are just right, and the tumblehome is sensuous and eye-catching. But inside lie some head-turning surprises, particularly the new patent-pending mechanism that electrically lowers the windows in the port and starboard aft bulkheads and the window in the aft door and then slides the door into the port bulkhead. Push a button on the dash—the windows and door disappear, and the elegant climate-controlled motor yacht morphs into a jaunty open sport boat with an open-air socializing area from helm to transom. “Other boats have windows that retract,” says Jim McManus, Hinckley’s president and CEO, “but Hinckley is the first to make the door retract fully as well.”
Hinckley also improved its patented JetStick fingertip controls in the 43, which work with the boat’s twin Hamilton water jets and standard bow thruster to provide pinpoint maneuverability and worry-free docking. The new JetStick II on this boat has Hover Lock—a station-keeping program that keeps the boat in place while you’re waiting for a bridge to open or an empty space on the fuel dock—and Heading Hold, which keeps your boat’s course on track at low speeds. Hinckley also offers its own PalmStick, an elegant teak wireless remote about the size of two decks of cards that comes with finger insets to fit easily into your hand. An $11,992 option, the PalmStick remote allows you to control the helm-based JetStick from anywhere on the boat—standing in the cockpit, say, or next to the pulpit for a better view.
Then there’s the high-tech hull. Hinckley uses the SCRIMP process to build its DualGuard hulls, complete with Kevlar, carbon fiber, E-glass, and a Corecell core using vinylester resin for exceptional strength and light weight. All this only adds to the builder’s worldwide reputation for exceptional quality and innovation.
Hinckley has been on a roll the past few years. The 43 is Hinckley’s third new model in three years—after the 48 and 34—and McManus indicated that 2014 was the best in Hinckley’s history. The company has already sold 21 of the new T43s. With degrees from Yale and Harvard Business School, McManus instituted a comprehensive product development group at the company, which conducts long interviews with owners, prospective owners and owners of competing brands, often walking them through a plywood full-scale model of each new model under consideration. “We’re not building the boats we want,” McManus said. “We’re building the boats that owners and prospective owners want.”
Hinckley hit a nerve—and a home run—when it launched the first 36-foot Picnic Boat in 1994. With its single diesel, jet drive and lobster boat lines, the Picnic Boat quickly became an icon that has been copied around the world. Now stretched to 37 feet with twin diesels, the Picnic Boat is in the middle of Hinckley’s powerboat line, with models from 29 to 55 feet.
When testing the market for the new 43, Hinckley found that people still want an elegant day boat or weekender. “That’s the way most people use boats today,” McManus says. “And they want large social areas on their boats the same way they have large social areas connecting their kitchens and their family rooms at home.” As a result, the galley on the 43 is up—a first for a Hinckley—opposite twin Stidd helm seats. The new disappearing aft window and door treatment was born from this socializing concept also; the entire assembly is produced in one aluminum frame in Detroit and built into the hull. The problem is that the windows fall below the sole when they’re retracted, so the engines have to be placed aft.
Hinckley hired Michael Peters, the Sarasota-based designer, to draw the hull for the 43 (he also previously designed the 48 and 34) and he ended up with what he calls a balanced deadrise design, with more deadrise carried farther aft than on the previous boats; deadrise at the transom is a relatively steep 19 degrees. The lazarette is forward of the engines, and two 250-gallon fuel tanks are forward of that. Draft is still a negligible 2′ 4″ with the Hamilton water jets, ideal for exploring thin waters of the Bahamas, say, or avoiding Maine’s lobster pots. The 43’s hull is painted with gleaming Awlgrip, as are all the company’s new boats.
You climb on the boat from the teak swim platform via a very solid, inward-opening door on the port side of the transom or via a small door built into the cockpit coaming on the starboard side. A large social area, the cockpit has two L-shaped settees holding up to eight people plus a large entertainment center with gleaming teak accents housing a wet bar, sink and fridge. For protection from the elements, an optional ($19,450) SureShade awning extends over most of the cockpit at the push of a button—it retracts into the pilothouse hardtop. The cockpit sole tilts up electrically for easy access to the engines, and a small hatch is built in for daily checks.
The salon is straightforward, with twin inboard-facing bench seats and a varnished wood table, while the galley—with a Corian counter, two-burner electric cooktop, fridge, freezer, icemaker, and microwave—is forward to port. The view from the helm—indeed, the view from anywhere in the salon—is outstanding. The three forward windows are large, and the side windows (which open electrically, as do the two forward overhead hatches) are supersized. Two Raymarine eSeries displays are centered on the dash. The cherry interior gleams with satin varnish.
Down three steps, the guest cabin is to starboard behind a sliding door, with a small seat in front of the hanging locker and a slide-out double berth. The master head is opposite it to port, with a molded fiberglass shower with a teak seat. The master cabin forward has a walk-around queen berth, ample headroom even for my 6′ 2″ frame and lots of storage.
All in all, the 43 is a luxurious weekender, or day boat, or a platform for getting away from it all. And it’s guaranteed to turn heads wherever it goes. “It is, indeed, a beautiful boat,” says McManus. “It’s the magic of the proportions.”
By Peter A. Janssen, Southern Boating April 2015
Here is the brilliant Talaria 48′ launched by The Hinckley Company and filmed in FL. The yacht features jet propulsion and is capable of speeds up to 35 knots.
This beauty handles like a high-end performance race car.
The only problem with the new Hunt Harrier 25 Sport—and this is a serious one—is that it’s addictive. Once you climb behind the custom wooden wheel and nudge the throttle forward, the boat just comes up on plane —no hump, no bump…nothing but steady power and speed. The mid-range acceleration is simply outstanding, and when you carve the first turn, it’s so much fun that you want to carve another, and then another. This latest Hunt is a combination of a Porsche 911 and the Energizer Bunny. The performance is so exhilarating that you just want to stay behind the wheel and keep on going. The fact that it’s a Hunt, with a C. Raymond Hunt deep-V hull and blue-water pedigree, is just icing on the cake.
The first thing I noticed about the new Harrier 25 Sport is the very cool-looking windshield. Somehow it’s a combination of classic/retro and high-tech, all wrapped into one. “We spent a lot of time on this,” said Peter Van Lancker as he put down a chamois while we talked. The hands-on company president was helping to wash the boat before our sea trial.
[photomosaic ids=”5991,5992,5993,5994,5995″]
Even though it’s owned by ScoutPartners—the same company that bought Hinckley Yachts a few years ago—Hunt still defines its own corporate culture by doing one thing, and they do it very well. They build a relatively small number of semi-custom New England-styled boats from 25 to 80 feet that are all designed by C. Raymond Hunt Associates using the performance, sea-conquering principles and deep-V hull developed by the legendary Ray Hunt more than 50 years ago. In case you missed this part of yachting history, Ray Hunt designed the iconic Bertram 31, the legendary Boston Whaler 13 and 17, and in his spare time, the Concordia yawl, arguably one of the prettiest sailboats of all time. All that goes to say that Hunt builds boats that are meant to be classics—not a lot of frills or bells and whistles here. These are solid ocean-going performers that will take you out⎯and bring you back⎯no matter what the conditions are off shore. That’s not to say that Hunt yachts don’t have a lot of built-in luxury and technology when appropriate. It’s just that with Hunt, first things come first.
As we headed down Narragansett Bay toward Newport, it was easy to see that the new Harrier 25 Sport takes advantage of its heritage. Indeed, it has the same hull with 24-degree deadrise at the transom as all previous Harriers. “We’ve built probably 1,000 Harriers,” Van Lancker said as we cruised into a 15-knot headwind. “We know we have a successful hull. What’s new is the style of the boat.” Above the waterline, Hunt redesigned the boat starting with its aggressive composite windshield and ending with the 3×7-foot sunpad in back, above the 380-hp Volvo gas engine (an upgrade from 320-hp gas Volvo that’s standard), paired to an OceanX stern drive. “We put the engine in back for better balance,” Van Lancker said. “And there’s no engine box.” There is, however, a supersized wraparound six-person back seat that starts behind the passenger seat on the port side and ends at the new wet bar with sink and fridge just aft of the driver’s seat on the starboard side—a great place for a group of friends or family to relax.
The real news about the Harrier 25 Sport is that less is more. There’s no exterior teak here. The boat is made to be used and enjoyed. “It’s a wash-and-wear boat,” Van Lancker says. Not even the wide swim platform is teak. Instead, it’s fiberglass with synthetic teak inserts. The cuddy cabin, which has a convertible V-berth and a manual head, has a faux teak and holly sole. All this adds up to a boat that manages to keep its traditional Down East looks while requiring minimal exterior maintenance. It can serve variously as a sport boat, a fishing boat, an overnighter, or as a water sports platform (it even has a retractable water ski pylon), and then you can put it away.
We were on Hull #1, so we wanted to see how the boat would perform. With three people on board and half a tank of fuel, we registered 41.5 knots going into the headwind at 5,250 rpm. But more than that, the attitude of the boat and the cruising comfort were remarkable, even in less-than-ideal conditions. “Look,” said Kristan McClintock, Hunt’s marketing director who was sitting all the way aft. “I’m perfectly dry.” Indeed, there was no spray or water anywhere inside the boat, a remarkable performance considering the 15-knot headwind. The boat’s flared bow, lifting strakes and hard chines managed to deflect all the spray. Turning around and going downwind we picked up another 1.2 knots of speed, but the comfort level remained the same. I put the boat through a series of tight turns at speed, and Volvo’s twin, three-bladed counter-rotating props did their thing, biting in, responding instantly to the throttle. Over the years I’ve driven Hunts from the Florida Keys up to the Reversing Falls at the top of the Bay of Fundy in Saint John, New Brunswick, so I pretty much knew what to expect. Still, the Harrier 25 Sport’s performance was both impressive and memorable. I definitely did not want to go back to the dock.
Hunt offers a variety of engine options on this boat, from the standard 320-hp Volvo gas stern drive up to a 430-hp Volvo gas stern drive, a 300-hp Volvo diesel stern drive or even a 300-hp Yamaha outboard. With any of these, you know you’re getting one of the most time-tested hulls in the world. But with the new Harrier 25 Sport, you also know you’ll be getting time to use and enjoy the boat. It’s a different approach, but if the idea is to maximize the fun time and to minimize the not-so fun time, it’s definitely the way to go.
By Peter A. Janssen, Southern Boating December 2014
The Marlow Mainship 37’s rugged construction and systems are based on proven big-yacht techniques.
David Marlow’s considerable influence is clearly evident aboard the new Marlow Mainship 37, a speedy, seaworthy trawler introduced last year. His company bought the Mainship brand in 2012 and the MM37 exhibits the Marlow design pedigree that is both easily apparent—and purposely hidden—throughout the vessel.
Some of Marlow’s good ideas you just can’t miss. For example, the MM37 features a folding stern bulkhead that drops outward toward the water or dock. This was a big hit at the 2014 Fort Lauderdale International Boat Show because it was very simple to board the boat. The stern fold-down opens up the cockpit for easy access and more space, and when in the down position it makes for a nice platform to rest a chair or two. “It makes the stern more useful and offers more space to move about in the cockpit and swim platform,” says Greg Emerson, director of sales for Marlow Mainship. “It raises and lowers electrically and there’s a control station for remote operation.”
Marlow Yachts, the company David Marlow founded in 2000, rank among the most efficient and seaworthy recreational vessels on the water. When Marlow brought both Mainship and Hunter Sailboats into the fold, there was no doubt that Marlow’s ideas would make it into new builds, and that’s exactly what has happened with the MM37. The electric stern is an in-your-face feature that makes sense, but the really interesting upgrades take more investigation to discover.
For example, the Mainship 37 has a dry bilge, a concept brought over from the Marlow Yachts line. All water that accumulates inside the vessel runs to a common drain and off the boat. “Whether it is condensation, air-conditioning run off, sinks, or faucets, it all runs to this common drain,” Emerson explains. “This set of pumps (located under the forward V-berth) moves the water overboard. The mindset is that any time you have water in the bilge you are creating an opportunity for mold and mildew to grow. If the bilge stays dry you have less of an opportunity for that to happen.”
Another significant improvement that takes a little bit of looking involves the type of gelcoat used on all new 2015 Mainship models. “We changed to a better gelcoat with better production qualities, improved blister protection and less chance of cracking over time,” Emerson continues. “The new gelcoat is oyster white and you can see how much better it looks overall when comparing it to another boat.”
[photomosaic ids=”5927,5926,5925,5924,5923,5922,5921,5920,5919,5918,5917,5916″]
Mainship vessels also now feature wood-free construction, as all the balsa coring in the hull has been replaced by Nida-Core. “Nida-Core is stronger in addition to not retaining water,” Emerson maintains. “We tested the panels that included balsa and found they would separate in shock tests, while Nida-Core would not.”
Building strong, seaworthy boats is certainly a tradition with the Marlow boats family, and the 37 Pilot carries a CE Category A rating, the highest designation possible. The 37 Pilot isn’t going to set any speed records, but most owners of this type of vessel are more interested in comfortable cruising than top-end speed. The 37 Pilot we reviewed, however, was outfitted with twin Yanmar 220-horsepower diesel engines, an upgrade from the single Yanmar 320-horsepower diesel that comes standard. Not only does the twin-engine setup provide a redundant safety factor over a single powerplant, but it also makes a top end speed of more than 26 mph.
Comfortable conversation areas abound aboard the MM37, beginning with the cockpit/transom area. Whether you’re lounging in a chair or just lying out on the teak deck or swim platform, the aft end of the MM Pilot puts you in touch with the outdoors while having all the shipboard comforts within easy reach. A hot-water washdown is in a starboard compartment off the transom, so it’s easy to rinse off after a swim.
Moving forward into the salon, the teak theme continues with the flooring and woodwork. The salon features facing settees to port and starboard with a table and flat-screen TV that raises and lowers into a starboard console. Large windows let in lots of natural light, and further forward is the helm station to starboard with a twin-seat setup looking toward a wide dash. A large steering wheel is in a good position for the pilot, while the dash itself offers an abundance of room for one or two multifunction displays. “The dash can be configured however the customer wants it,” adds Emerson. “Some people want a lot of electronics in front of them, some don’t, so we leave it up to them.”
The MM37 features a light-filled open portside galley, two staterooms and two heads below. Customers have requested variations off this theme, such as a single master stateroom in the V-berth bow, with the second stateroom changed over to a dinette. Another option is to turn the second head completely into a full shower. “Again, just like the dash electronics there are many ways we can customize the boat,” Emerson states. “And I know the amount of light and openness of our galley down design will surprise people. You don’t feel claustrophobic down here at all. The open galley is achieved by moving the windshield forward and not covering the top of the galley space.”
The galley features lots of storage as well as a full complement of appliances you would expect in a boat of this class, including a refrigerator, microwave, stove, and oven. A dual sink and countertops offer plenty of work space for whipping up meals. Opposite the galley to starboard is the guest cabin with a double berth, and forward of that is the dayhead. All the way forward is the master stateroom, with a double V-berth and private head. All closets are cedar-lined and the teak joinery adds to the boat’s elegant feel in the cabins.
“You’ll notice that even on a warm day it’s cool in this boat,” Emerson says. “That’s because there are three 10,000 BTU air-conditioning units. The boat also has a 7.5kW generator, which is enough to run the three units. Having three separate A/C units helps ensure you get the cooling you need throughout the boat. Each cabin has its own A/C controls so you’ll stay comfortable.”
The Mainship 37 Pilot is at the forefront of the new direction that David Marlow has set for the company. Emerson had been with Luhrs Marine Group for 34 years—the previous owners of Mainship and Hunter—and says the future is bright. “It’s a great rebirth for this company. The quality and expectation level is beyond anything that I have seen over the 36 years I have been here. It’s exciting to learn how much people enjoy their Mainship boats, and we’re all proud of what we are doing here.
Duffy hulls have been wholly proven over the years. Often described as boats with great seakeeping abilities, this line of lobster-boat-inspired cruisers is built by the Atlantic Boat Company of Brooklin, Maine, although it owes its name to the firm Duffy and Duffy Custom Yachts, which constructed the boats up until 1995. Customers range from commercial fishermen to liveaboard cruisers, and many Duffy models are built to meet a buyer’s specific requirements.
This new 29H is based on the Duffy 26, but the hull has been extended and outboards have replaced the inboard engine. The result is a larger cockpit since the engine box has been removed along with the convenience and efficiency of outboard propulsion. The hull design remains essentially the same, with a deep forefoot at the bow that offers a soft entry and a modified keel and lifting rails to provide a planing stern. Available with single or twin outboards, the 29H offers the same soft ride as the 26 at cruising speeds of 18 to 28 knots. It can serve as either a great runabout or an overnighter cruiser as there’s a fully enclosed cabin with V-berth and optional enclosed head. Base price is attractive at $169,000. atlanticboat.com
