Tag: boat

Altima Yachts 38 Xcape SFE

Altima Yachts 38 Xcape Sport Family Edition appeals to the serious angler as well as families that enjoy entertaining and overnights.

Altima Yachts 38 Xcape has a wide beam provideing a stable platform that’s powered by triple Evinrude E-Tec GE 300-hp engines. Three seats with bolsters and armrests provide comfort at the helm, while the centerline cabin offers a V-berth, enclosed head and shower, refrigerator, two-burner cooktop, microwave, and flat-screen TV.

Anglers will utilize abundant tackle storage, an aerated transom baitwell, and port and starboard in-floor fish boxes. Cockpit features include a transom stern seat, starboard console storage for a boat brush, gaff and lines, twin dive doors with a ladder, a shower, raw/freshwater washdown, and a summer galley with refrigerator, icemaker, sink, and grill to maximize the outdoor space.

Central heat and air conditioning are powered by a 7.5kW generator with sound shield. For eye candy, indirect blue LED rope lights illuminate the cockpit and cabinets, and three LED underwater lights add to the nighttime ambiance.

37’8″ LOA, 13’2″ beam

altimayachts.com

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ARGOS NAUTIC 396

ARGOS NAUTIC 396 is a fully customizable 13-foot RIB that comfortably seats up to fi ve adults and still has room for storage. Its luxurious design features a fiberglass hull, premium crafted upholstery and functional accessories.

Full throttle will give a maximum speed of 36 mph.

MSRP $35,000;
argosnautic.com

Want more? Read Southern Boating’s Review of Argos Nautic in our Tenders and RIBs Roundup. 

Vintage Cigar Boat Humidor

Sir Jack’s Vintage Mid-Century Boat Form Cigar Humidor features several cigar rests, a removable metal ashtray and match holder at the ship’s bow. The wooden model has a removable lid at the ship’s cabin to reveal a cedar-interior lined compartment for storing fine cigars. MSRP $1,695; sirjacks.com

Bow Thruster Advantages

Adding a unit is easy, and provides confidence and safety when docking in challenging conditions.

Single-screw boats can be difficult to dock without aid in wind or when fighting current. Even experienced captains will relent for safety’s sake and ask for a helpful hand—someone on the dock who gets tossed a bow line and pulls the boat in. With a bow thruster, however, that helpful hand is a small propeller positioned forward on the boat and it applies side-to-side propulsion to get you safely docked.

If a boat doesn’t have a bow thruster, some boat owners are drilling tunnels through the bows of their boats. The tunnel is structurally engineered to accept the retrofit of a bow thruster, and when properly installed it adds strength to the vessel.

“Many people believe that drilling a 4-inch hole or larger in their boat will weaken the structure,” says Chris Deboy, Vestus America’s sales manager, a manufacturer of bow thrusters and other marine products. “The opposite is true, as long as the thruster tunnel is installed properly, using fiberglass, aluminum or steel, depending on the hull material. The installation can add strength to the bow of the vessel. This would include the proper lamination of the fiberglass tunnel or proper welding of the aluminum or steel tunnel.”

Lewmar bow thruster joystick

It’s estimated that half of all recreational boats from 30 to 65 feet have bow thrusters. Aftermarket installations are becoming common as people fix up their boats. To complete the work the boat must be hauled out for detailed fiberglass work as a tunnel housing is installed in the hull with the bow thruster impeller. The impeller is driven by an electric motor powered by its own battery. The cost to install a bow thruster on a 40-foot cruiser is approximately $8,000, and about 60 percent of that cost is for labor while the rest is for parts. Three companies have the majority of market share in the U.S.: Lewmar, Side-Power and Vetus.

Side-Power introduced its Proportional DC Thrusters in 2011 and won an NMMA Innovation Award that same year. “You can now operate a thruster relative to the conditions like a throttle providing smoother operation,” says Peter Nolet, IMTRA Corporation’s thruster product manager, the U.S. distributor for Side-Power. “The ‘hold’ feature is very popular. The SE170 is the most popular size for a 50-foot cruising boat and delivers 374 foot-pounds of thrust, and is used on models like the Fleming 55 and a Princess 56. With our full range of Side-Power Thrusters being available in On-Off or Proportional Control, we can meet any customer’s expectations.”

With the proper size electric motor for the bow thruster, the boat should hold its bow off the dock in a 20-knot wind. However, there’s a misconception surrounding the amount of time you can run an electric bow thruster.

“The common misconception is that you can only run the bow thruster for a few seconds,” says Nolet. “Side-Power Thrusters are designed to be run continuously in one direction for three minutes. When pulsing the On-Off thruster, you will get around six minutes of operation. We rarely hear about the motor’s thermal protection tripping, which is a testament to our purpose-built motors. If you have a Side-Power and are only getting a short run time, I would suggest you service the thruster.”

Vetus’ most popular model for a 50-foot cruising boat is the BOW12524D. “This unit is delivered with a single six-blade Delrin propeller which provides 308 foot-pounds of thrust,” says Deboy. “The single propeller allows greater flexibility for installation of the tunnel and thruster. The BOW12524D offers a standard run time of 2.5 minutes per hour and can be ordered as an extended run version, BOW1254DE, with 10 minutes of run time per hour for demanding applications.”

The percentage of new boats with factory installed bow thrusters has increased over the years with an additional increase in bow thrusters on boats under 30 feet. Bow thrusters give owners moving into larger boats the confidence to operate the vessels without worry.

“For 2017 we are offering a new range of retractable thrusters from 3-13 horsepower as well as improving our controller systems,” says Harcourt Schutz, general manager of Lewmar USA. “The new controllers will make dual thruster use easier and more intuitive. You will also see more emphasis on small boat systems.”

Lewmar’s 185TT bow thruster is a popular choice for 50-foot cruising boats. The 8-hp unit offers equal thrust in each direction without the complexity of dual-prop thruster. Its fully sealed lower unit doesn’t require an oil reservoir, which means there’s no maintenance of the lower leg. The propeller is a spline-driven, five-blade wheel for maximum efficiency. “Smaller boat owners are really seeing the benefits of having the addition of a thruster as standard equipment,” says Schutz. “This is creating a much higher level of comfort and confidence when docking, and that is often one of the most stressful parts of boating.”

INFORMATION:
imtra.com
lewmar.com
vetus.com

— By Doug Thompson, Southern Boating Magazine October 2016

Riviera 50 Enclosed Flybridge

Aussie Tough

Riviera Yachts has built top-quality boats for 34 years, launching more than 5,000 to date. The Australian builder has developed a reputation for turning out tough, strong boats that love bashing out to the fishing grounds. All that toughness, however, isn’t just limited to Riviera’s boats. During the global economic meltdown that began in 2008, Riviera and its dealers in 30 countries were hit hard financially—so much so, in fact, that it sought bankruptcy protection. That protection is usually only a first step and is generally followed by the appointment of a receiver and subsequent auction of the bankrupt firm’s assets.

But Riviera’s management team did not follow the usual pattern. They chose, instead, to tough it out and effectively manage the company back to financial health. Such an approach puts a massive strain on management, creditors, dealers, suppliers, and employees—in most cases, the bankrupt company can barely function, but that’s not what happened at Riviera. In fact, the builder not only continued to build—albeit at a reduced level—it developed new models and added new features to existing models. The end result is an encouraging recovery story and led to one of the newest Riviera offerings, the 50 Enclosed Flybridge.

Having tested several Rivieras—all equipped with the traditional open flybridge—I’d expected the enclosed flybridge model would prove to be an even better boat than those I had previously bashed around in. It was.

This newest Riviera with crisp, contemporary styling boasts a standout dock presence. Despite being one of the smaller boats tied along the dock, it was the vessel that first attracted my attention—and it will compare well with U.S. sportfish boats in the 55-foot range. As one would expect from such an experienced builder, the glasswork was excellent, perfectly fair, without signs of haze or print-through. Access to the vessel is off the swim step through either a port or starboard transom gate. The swim step is nearly the same height as most docks, which makes getting on and off the vessel safe, quick and easy.

Riviera designers have put together an open-plan saloon to take advantage of the fact that there is no inside helm station. The interior is bright and cheery, and will remain so even on a dull day due to the substantial amount of window glass. Windowsill heights are low enough that anyone sitting at the U-shaped dining settee and table, or on the lounge across from it, can comfortably see outside without stretching or getting up.

The U-shaped galley at the aft end of the saloon will become the focus of onboard entertainment. With the stainless-steel-framed aft saloon door pinned open and the similarly framed large glass window locked in the up position, the galley opens completely onto the aft deck. The bar directly across from the galley not only allows the cook quick and easy access to wines and spirits for sauces and other cooking requirements, but also allows those on the back deck to grab a cold one without having to move through or congregate in the saloon.

The galley’s easy access to the aft deck will allow the cook or caterers to easily prepare meals for more than a dozen people—especially when combined with the aft deck barbeque center. This area of the boat is also well protected from rain or blazing sun by the extended saloon roof.

Staterooms and heads are forward and down from the deck house, with the stairway ending on a landing or vestibule often seen on much larger yachts. Access to all three cabins is off that space. The 50 Flybridge we tested featured three staterooms: two with queen beds and the third with a pair of twins. By selecting a pod-drive system for this new model, Riviera has added five and a half feet to the interior hull living space compared with the traditional shaft-drive system. Riviera designers have thus been able to offer two nearly identical cabins. Both have plenty of natural light thanks to hull windows, plenty of storage, optional opening ports, and full ensuite heads—each with enclosed shower stalls. Riviera believes this layout allows the owner to choose either stateroom as the master.

My sea trial provided further evidence of this model’s mettle—from a cold start the twin 600-hp Cummins diesels fired instantly, without smoking or rattling. During our entire run the engines ran flawlessly as modern computer-controlled diesels are supposed to do. Once we cleared the no-wake zone, the vessel handled sharp turns easily, even going hard over from port to starboard.

This new Riviera manages to keep faith with those who want a traditional tough, strong, well-built fishing machine, while at the same time serving as a comfortable family motoryacht. The enclosed flybridge is a design stroke of genius. It’s large enough to allow the skipper to socialize with the whole family in style and comfort but offers staunch protection from the weather.

Visibility while cruising is unparalleled. The fit and finish throughout the vessel is excellent, and all equipment and appliances are first class. The pod-drive system, combined with joystick controls, will make anyone a great boat handler.

If one is looking for a boat that can function as both a fishing machine and a family cruiser, the new Riviera 50 Enclosed Flybridge should be on the “must see” list. One should also remember that the Queensland company has proven itself—during the recent recession—to be as tough as the boats it builds.

SPECIFICATIONS

LOA: 56′ 8″
Beam: 16′ 5″
Draft: 3′ 10″
Weight: 50,706 lbs.
Fuel/Water: 793/198 U.S. gals.
Power: Twin Cummins 600HP with Zeus pod drives
Cruise/Top Speed: 23/28 knots
Range: 307 nm @ 25 knots
MSRP: $1.47 million (plus $79,400 shipping)

CONTACT:

Chris McCafferty
(561) 267-1995
cmccafferty@riviera.com.au
rivieraaustralia.com

Roger McAfee, Southern Boating May 2014

Horizon PC60 Skylounge

New powercat reaches for the sky

Horizon Yachts’ powercat lineup leapt to the forefront at February’s Miami International Boat Show, showcasing two versions of its impressive PC60 model. Founded in Taiwan in 1987, Horizon has been known for some time as one of the Asia-Pacific region’s leading custom boat builders, turning out an impressive array of both mono- and multi-hulled yachts, with a bevy of awards to back up its reputation.

The latest PC60, dubbed the Skylounge version, boasts a fully enclosed flybridge that will appeal to buyers looking for a spacious, highly stable option for coastal cruising or, depending on engine selection, long-range passage-making. It’s well suited to island cruising with wide, uncluttered decks; a bridle to minimize swinging at anchor; and ample stowage fore and aft for copious amounts of water toys, and diving and fishing gear.

“The power catamaran market is expanding,” says Stuart Hegerstrom, founder/director of the Powercat Company, which represents the Horizon line of powercats designed in collaboration with Lavranos Marine Design and JC Espinosa Yacht Design. “We’re seeing people trading up from sailing cats and down from larger monohulls,” he explains. Horizon has sold nine PC60s so far and took two more orders at the Miami International Boat Show in February 2014. Hegerstrom says the appeal lies in the boat’s maneuverability, use of space, sleek profile, stability, efficiency, quality of build, and customization options. “The fit and finish are fully customizable,” he says. “You’re limited only by the structural bulkheads and your imagination.”

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Painstaking is the word he used to describe the process of designing the boat’s profile. “I did not want it to look like another boxy catamaran. Someone who’s spent this kind of money wants to feel that at least they’ve bought something that looks good.”

Southern Boating joined Hegerstrom aboard the PC60 Skylounge for the return trip from Miami to Fort Lauderdale, where the boat would dock until its next public appearance at the Palm Beach International Boat Show. This four-cabin, three-head layout includes guest staterooms to port and starboard, a master stateroom amidships on the main deck level, and a smaller aft cabin sized for children in the starboard hull, which could also be outfitted as a utility room. The starboard guest stateroom has a queen bed while its port counterpart is outfitted with twin beds that can also be converted into a queen. Settees in the saloon and Skylounge convert to double beds, providing a versatile range of accommodations for owners fond of entertaining. There’s a version of the PC60 Skylounge on the drawing board that features four queen staterooms—each with its own ensuite head. “That layout has the galley forward, a nice big saloon to starboard, and dinette to port,” Hegerstrom says. “And you cut away part of the main bulkhead, so visually, when you walk into the boat, you see all the way forward to the front windscreen. That would be the preferred charter version.”

Because catamarans can make use of their entire beam for living space by the very nature of their hull form, the volume of accommodations found on the PC60 rivals that of a much larger vessel. Hegerstrom says it measures up well against an 80-foot monohull in terms of living space, and its aft deck is comparable to single-hulled vessels in the 100-foot range. At 60′ 9″ LOA, it’s aimed squarely at a particular subset of owner-operators, says Hegerstrom. “The boat’s appeal and what we feel is an opportunity in the marketplace is the owner who previously owned an 85- or maybe 90-footer, and is tired of having four to five crew and the cost of running the boat, but isn’t prepared to give up the amenities and space—and could have it all in one package for a fraction of the cost.”

Room for provisions won’t be a problem as the PC60’s aft starboard galley is equipped with a top-notch Subzero refrigerator plus two freezer drawers, four-burner GE stove, a convection/microwave oven, and dishwasher, nine drawers, and four large cabinets. Just forward of the galley and down a short set of steps is an Ariston washer and dryer firmly ensconced in the starboard aft bulkhead.

The master stateroom—accessed via a starboard companionway—offers a panoramic view out the forward windscreen. The cabin itself is stuffed with thoughtful touches, including spacious cedar-lined closets, plentiful under-bed storage, and a split head to port with shower and full vanity forward (with swivel seat for shaving, hairdressing, etc.) and a toilet aft.

Ascending a starboard spiral staircase in the saloon leads to the yacht’s Skylounge, a highly livable space protected from the elements. With a full L-shaped settee and dinette table, 37-inch flat-screen TV, mini-fridge, and day head, there’s no need to scurry below when foul weather hits. The Skylounge’s aft sliding door has a built-in safety catch that stops it halfway—keeping it from slamming shut on a child or anyone else caught in transition between indoor and outdoor spaces. The sliding door on the boat’s main level that separates the saloon from the aft deck is similarly constructed; however, it needed to be completely locked while under way to keep it from sliding open. This very minor flaw has since been corrected, Hegerstrom says.

The helm station impresses with its elevated Stidd command chair and full suite of Garmin electronics. In an era in which helm seating sometimes resembles a couch, it’s nice to see a helm with a single seat that’s solely dedicated to the helmsman and the vital task of driving the boat, though Hegerstrom says an additional helm chair can be installed upon request. To port of the helm is a chart table with fully adjustable LED reading light—another welcome nod to the tried-and-true art of seamanship.

Though not protected from the elements, the flybridge’s aft deck is no afterthought. It sports a two-burner Gaggenau grill, plenty of storage and an ES1000 Steelhead marine davit. And it’s more than spacious enough for several deck chairs plus a table for alfresco dining.

It took several hours to get out into open water as we had to inch our way—along with dozens of other vessels—along Indian Creek to depart the boat show, but the go-slow time was a chance to put the PC60’s twin 715-hp Caterpillar engines and Side-Power bow thruster to good use. As we fell into line, the boat could be steered without even touching the helm. Just push one throttle forward while leaving the other in neutral to turn, then correct any over-steering with a tap of the thrusters. Easy.

After making the turn out into the Atlantic and getting clear of the chop stirred up by the boats around us, we settled into cruising speed, engaged the autopilot and sat back as the engines burned about 24 gallons of diesel per hour. Of course, we made the run as a light ship with fuel tanks half full, minimal crew and very little in the way of provisions, but still, the performance and fuel efficiency were impressive. “There’s far less resistance on two skinny hulls than one big hull,” explains Hegerstrom. “You’re pushing less water, so for a similar displacement it requires less horsepower to move the boat forward and get up to speed.” The ride was ultra-smooth: no spray kicked up onto the forward windscreen, and there was no need to walk around the edges of the cabin holding onto something for balance—even at 20 knots.

With the PC60 Skylounge, Horizon has managed to package the luxuries and amenities of a much larger yacht into a hull that two people can easily handle—no small achievement. For potential buyers open to options outside of the box of classic monohull yachts, Hegerstrom says it’s a no-brainer. We concur.

Specifications

LOA/LWL: 60′ 9″/52′ 6″
Beam: 24′ 6″
Draft: 4′ 9″
Weight (Displ.): 74,200 lbs.
Fuel/Water: 1,000/300 U.S. gals.
Power: Twin CAT C12A 715HP
Cruise/Top Speed: 18/23 knots
Range: 400NM @ 18 knots/900NM @ 9 knots
MSRP: $2.65 million

Contact:

info@horizonpowercatamarans.com

horizonpowercatamarans.com

 

 

Brian Hartz, Southern Boating April 2014

Princess 52 Fly

She’s a Grand Entertainer

The new Princess 52 Fly is a stunning motoryacht designed for entertaining a large group of people both at the dock and under way. And entertain she does. The party can be spread out across three distinct entertaining venues with abundant seating for accommodating a boatload of guests. Let’s fill our glasses and take a look.

The festivities begin on the main deck, where an aft cockpit that remains under the overhead protection of the extended flying bridge welcomes guests. Stairs to both sides of the hydraulic swim platform allow access to the cockpit, while a U-shaped seat surrounds an expandable table that still allows for plenty of room for guests to mill about.

Triple-wide opening glass doors blur the line between indoors and outdoors, and as we step inside we enter an aft galley. This design scheme is a first for Princess, and it’s a step in the right direction as far as we’re concerned. By having the galley right between two of the main deck’s entertainment spaces, the hosts—or caterers, as the case may be—are never out of reach of those needing another round of bacon-wrapped scallops or a refill on the wine. We measured over 23 square feet of usable counter space for food prep, and the sideboard to port adds even more space. That is a lot of buffet room, even on a much larger boat.

The galley also mimics the yacht’s rich dignified appearance with dark African Wenge wood decking, satin-finished walnut cabinetry and Aztec Brown Avonite counters, which look like granite but are much more durable.

Continuing forward the saloon deck is elevated just two steps up from the galley deck, which, of course, provides more head room in the stateroom below. Opposing Ultraleather couches create a warm, conversational atmosphere with stunning views through the massive windows. A large solid wood table is on a hi/low pedestal allowing conversion from a dinner table to a cocktail table, and it even supports an additional berth for those guests that don’t want to leave when the party’s over.

A third entertainment venue is the flying bridge itself. Princess set a goal of maximizing seating and clearly accomplished it, with huge J-shaped seating that wraps around a teak table. Forward is a U-shaped settee, and a filler cushion converts it into a sun lounge or a pair of chaise lounges. Ensuring that guests will not have to go far to keep the drinks filled, a top-loading cooler is just to the left of the helm. Just behind the helm is a galley with a sink, and this one includes the optional icemaker and electric grill. The optional hardtop not only adds to the stunning looks of the 52, but also makes the difference between our guests enjoying the day on the water and enduring it.

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Clearly the 52 Fly is equally well suited for extended voyages with three staterooms designed to keep guests from ever wanting to return to the dock. In the full-beam master there’s a king-sized island berth with a dresser to starboard and a sofa to port. Massive hull-side windows provide impressive views while filling the room with natural light. The head is forward and continues the rich look from above with walnut cabinetry; black marble Avonite decking flaunts a high-gloss finish.

The forward VIP features the usual arrangement of an island berth, hanging lockers and opening portlights. There are two cleverly placed stools under the corners of the berth held in place by straps when not in use. Just above the large oval port lights, overhead cabinets line the flare of the bow—a great use of space that most builders ignore.

It’s tough to fit a third stateroom in a 52′ boat, but Princess manages to pull it off. This one has full standing headroom, a good-sized hanging locker, and the added storage in cabinets over the portlights much like the VIP. Twin berths easily convert to a queen, so we can accommodate two individuals with the same level of comfort as a couple.

While remaining an owner/operator’s boat, those who can afford this level of luxury have little desire to change oil or constantly clean. For that reason there is a small crew cabin in the stern of the boat with a head. A large window in the transom helps keep this space from becoming claustrophobic. It also makes a great place to stash the kids at night, so they can make as much noise as they want without disturbing the adults.

Daily engine checks are a step down a ladder from a hatch in the cockpit deck. There’s crouching headroom but easy access to the checkpoints between the main engines. Fuel tanks are to the outboard sides of the engine room, and Racor filters are attached to both tanks. Several signs reveal a compartment thoughtfully designed: All deck and hatch drains lead into single chests to either side with a single fitting through the hull; battery boxes are covered and vented; an oil change system runs to both mains and the genset; and soundproofing is virtually everywhere.

The lower helm is standard on the 52 Fly, which differentiates this yacht from others that add it on the options list. As this lower station is well suited to serve as the primary, her classic looks don’t have to be ruined by wrapping the flying bridge in isinglass in order to make the flybridge helm always accessible regardless of weather. Both helms have dual seats with the map display in front of the observer. Interestingly enough, the upper helm is mounted to starboard, but the wheel is to the port side of the helm. This will make the lower helm the choice for docking, as it will have better visibility plus easier access to the dock. Princess went with progressive bow and stern thrusters that have variable speeds allowing more control. They also have a hold feature to keep the boat pressed against the dock allowing her to be tied up singlehandedly.

The Princess 52 Fly isn’t cheap, but quality never is. She tips the scales at $1.8 million, but you get a lot for that money and she’s customizable to a high degree for how she’s outfitted. Besides, the good times she is sure to present are likely going to be priceless.

Specifications

LOA (incl. pulpit): 54′ 6″
Beam: 14′ 7″
Draft: 3′ 9″
Weight (Displacement): approx. 44,100 lbs.
Fuel/Water: 528/96 U.S. gals.
Power: 2x MAN R6 6-cylinder 800-hp engines
Cruise/Top Speed: 25-26/30-31 mph
Range: 255 miles @ cruise
MSRP: Price upon request

Contact

Princess Yachts America
(877) 846-9874
info@princessyachtsamerica.com
princessyachtsamerica.com

 

Capt. Rick Price, Southern Boating March 2014

Outer Reef 860

Contemporary Classic

“Yes! This can be done,” Outer Reef Yachts’ team responded emphatically after a request was made for a high degree of interior customization aboard the 860 cockpit motoryacht Ti-Punch. The new build’s owners wanted a thoroughly modern, open interior—a layout incongruous with the traditional, classic exterior of an Outer Reef Yacht.

Built exclusively at the Tania Yacht Company in Kaohsiung, Taiwan, each Outer Reef is designed and constructed with seakeeping and reliability at cruise as a top priority. Past interior designs by the builder’s in-house team are an extension of that safe, conservative theme, and Ti-Punch’s owners wished to push those boundaries. “We were asked by the owners to work with Destry Darr Designs on the interior,” said Mike Schlichtig, general manager of Outer Reef Yachts, Fort Lauderdale. “They wanted a modern interior that suited their taste inside a boat that had a very traditional look from the outside while also giving them the handling and sea-keeping characteristics they would not compromise on.”

The result was a cockpit motor yacht that fully utilizes the generous 21-foot beam and offers a feeling of openness from the wheelhouse that extends through the midship galley and main-deck saloon. Intricate design details for faucets, sinks and mullions were conceived by Destry Darr Pethtel, the Fort Lauderdale interior designer who guided the yard to create the owner’s dream interior.

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“Every detail was included in the layout drawings,” explains Pethtel. “While the main deck extends from the saloon to the wheelhouse, an electric wall can be raised between the galley and wheelhouse for privacy.” The wall is acrylic and features a decorative wave pattern that matches the galley cabinets. Pethtel visited the yard in Taiwan to achieve a custom look with the different grain patterns of the wood—all of which is high-gloss, light beech wood on the lower deck and darker walnut on the upper decks.

An amber-glass sink in the dayhead on the main deck is characteristic of the tasteful elements. The round bowl is centered on a light-and-dark granite countertop, and a shiny faucet reflects the amber coloring as it arches over to deliver water. Pethtel also visited various stone suppliers in Taiwan and assisted in the selection of specific stone slabs.

All Outer Reef vessels are fully rigged with appliances, electronics, A/V, and décor at the factory in Taiwan then delivered to any of Outer Reef’s 14 locations worldwide. General manager Karl Lin and lead engineer Chaucer Chen sea trial each boat, utilizing the builder’s prime location right on Kaohsiung Harbor with direct access to the ocean. By the time the yacht is delivered to the client it has undergone extensive sea trial testing, which reduces the final commission time. This fourth-generation boatbuilding company employs 130 people and has built boats exclusively for Outer Reef Yachts since 2001, when the company was founded by Jeff Druek.

Ti-Punch has Furuno electronics for navigation and KVH communication equipment contracted through Concord Marine Electronics in Fort Lauderdale. Utilizing the latest in CAD design, all the specifications of the electronics’ sizes are exact in the design, and the equipment is delivered to the shipyard. “Everything just plugs in,” Schlichtig said. “We send container loads of equipment over and ensure that the physical dimensions of the models don’t change; the last thing you want is a TV size to change and then it doesn’t fit.”

Ti-Punch sleeps eight guests in four cabins, and there are crew quarters for four, with a full galley and lounge. A starboard staircase accesses the lower deck, and the layout begins with a VIP queen cabin and ensuite head forward in the bow, and a queen guest cabin to port. An additional small guest stateroom with upper and lower berths is to starboard. The king master suite is amidships and forward of the engine room, with an ensuite bathroom aft of the bed to port and a large walk-in closet to starboard. The owner may access the engine room through a doorway in the closet.

Ti-Punch can be operated from the main deck wheelhouse or the flybridge control station. The wheelhouse features twin Stidd helm chairs facing a dash with three large multi-function displays forward and engine controls to the right, looking through five large forward window panels that offer excellent visibility. The flybridge is accessed from either an interior starboard staircase near the wheelhouse or a staircase off the aft deck. A hardtop covers the two L-shaped settees with tables that face forward to the flybridge helm. Windows are made of flexible clear material that can be in place during weather or removed to let the breeze flow through. Further aft on the flybridge deck is a galley and grill, and all the way aft is a davit and chocks for a tender and personal watercraft, with a stainless-steel rail around the outside for safety.

While the modern, open interior is inviting and spacious for group gatherings, Ti-Punch offers more intimate areas as well. On the bow, for example, a settee against a Portuguese bridge offers the perfect place to sit and watch the world while under way. The high freeboard of the bow area shields you from spray, yet if it gets too rough it’s a short trip back inside. Then there’s the fishing cockpit aft, equipped with a Bluewater fighting chair for hauling in big fish. The deck is covered in non-skid and there’s plenty of storage for fishing and dive gear. Walk down through a starboardside door to a huge swim platform that’s fitted with decorative-yet-functional stainless steel safety rails.

“The owner embraced the build process of Ti-Punch,” said Druek, Outer Reef’s president and CEO, who is personally involved in every sale and design, and only sells his boats direct throughout Outer Reef’s worldwide in-house distribution network. “It may seem like a big departure in interior design, but it’s not a departure for our willingness to please and build anything the customer wants.”

Specifications

LOA: 86’3″
Beam: 21’0″
Draft: 5’6″
Displacement: 95 tons
Power: 2x Caterpillar C-18 diesel engines @1134-hp each
Fuel/Water Capacity: 3,500/500 U.S. gals.
Econo Cruise/Top Speed: 8/17.8 knots Range @cruising speed: 4,000+ nm w/ 10% reserve
Price: Upon Request

Contact

Outer Reef Yachts
1850 SE 17th Street Suite 101
Fort Lauderdale, FL 33316
(954) 767-8305
outerreefyachts.com

 

Doug Thompson, Southern Boating March 2014

Marlow Explorer 80E

A Star Is Born

Sometimes the stars align properly. The heavens over the Manatee River were cloudy, cold and gray to start, but the air warmed as dreariness gave way to sundrenched blue skies by photo time. It was review day at the Marlow Yachts facility on Snead Island, Florida, for two new launches—the new Marlow Explorer (ME) 80E Command Bridge and the new 58E (for a later review). The 80E—the “E” stands for European-style transom—proudly carries on the Marlow style as the replacement for the 78E in a well-proportioned hull, superstructure, deck, and enclosed command bridge combination. The form is masterful. The pedigree is all Marlow.

Making its debut at the 2013 Fort Lauderdale International Boat Show, hull number one for the ME 80E was the showpiece du jour. A gleaming white finish accentuates the length, while properly sized and located hull-side ports complement the overall style and classiness of the 80E. Whether slicing the water at speed or nonchalantly plying at a slower clip, the 80E is tuned to deliver inside and out. On board the foredeck offers twin bench seats on the forward side of the Portuguese bridge for commanding vistas, and a covered aft deck with teak table to see where you have been. In between, there’s form and function focused on comfort and enjoyment. The saloon is, well, immense. Equally suitable for a family room or an evening cocktail gathering, you’d need a lot of bodies to fill it up. To port is a sectional sofa and coffee table with storage, while way across to starboard are twin chairs that flank their own coffee table. Teak and holly flooring throughout need nothing more than a throw rug if desired. Marlow uses primarily teak wood for walls and cabinetry for a classic and timeless interior finish. Couple that with the masterful craftsmanship attained at the Norsemen Shipyard in China where all Marlow Explorers are built, and it’s evident that those in charge do it right. Additional features include a wine locker, entertainment center with wet bar, sink and icemaker, TV cabinet, bookshelves seemingly everywhere, and overhead handrails (always a nice touch). Illumination is from recessed ceiling lights and wall sconces.

Three steps up forward finds the spacious galley and dinette. With a U-shaped layout the galley takes up about two-thirds of the yacht’s beam—any chef would be delighted—and flaunts acres of granite honeycomb counter space for prep, plating and cleanup. A Kenyon four-burner cooktop with potholders and Wolf microwave/convection oven take care of the hot stuff, while four under-counter fridge/freezer drawers chill it all. Add in a Franke double sink with Grohe faucet, louvered cabinets, exhaust blower, dish lockers, cutting boards, and well, you get the idea. Lest the chef feels left out of the conversation, the galley aft wall is open to the saloon for visibility and conversation. The dinette is forward and nestled under the windshield—no lower station needed here. U-shaped in style, large in size and able to accommodate at least eight plus two more on the fixed stools, it’s close to the galley for meals or morning coffee.

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As the 80E is built for cruising she must be able to accommodate guests for extended stays, but there’s no skimping on the goods below deck. With a four-stateroom configuration plus crew quarters aft, there’s room for everyone. Forward is the VIP with king berth, vanity, 22″ TV, and ample storage, plus a private head with sink, toilet and glass shower stall. A twin guest stateroom to port offers a cedar-lined locker and private head with shower. Directly across a smaller room with a single bunk can double for laundry with washer/dryer or walk-in pantry, you decide.

The pièce de résistance is the mid-ship full-beam master that’s simple in elegance yet long on accoutrements, with a king centerline berth, more drawers than my house, vanity, 26″ flat panel TV, cedar lockers, port side bench seat, multiple portlights, and more. A burl wood panel behind the headboard complements teak woodwork and the teak and holly flooring. Shoji screens in front of the portlights keep the room private, and his-and-her heads are connected by a center stall shower.

Marlow’s 80E sports the same features found on the Explorer series of yachts from 58 to 97 feet: a standup engine room, semi-displacement hull and Velocijet strut keels—a one-piece keel that envelopes each strut protecting it while enhancing performance. Add that to the solid hull constructed with RIVAT (Resin Infused Vacuum Assisted Transfer) through DuPont Kevlar fabric. To manage weight, bulkheads, floors and stringers are of cored sandwich construction.

Propelling 100,000 pounds of beefcake through a liquid is no easy task, but thanks to the Caterpillar C-32 diesel engines generating 1,800 horsepower each, the 80E is nimble at slow speed and a bit of an adrenalin rush when the throttles are pinned. I know that because the CAT technicians were performing their final commissioning analysis and certification on the new engines after our test runs, and I tagged along to see how the 80E felt at speed. Well, and this was per the techs directions, it took only 15 seconds to get to 28 knots, topping out at 29.4 knots and 90.5 GPH (measured in one direction only). That is a wind-in-the-hair exhilarating speed on an 80-footer. Of course, you can always dial the throttle back for a more respectable speed (and range). Marlow Marine President Mike Canova rode along for the testing as he does on many of the engine commissioning runs. Of course, David Marlow would also have been along if he was in town. The point is that this is a very hands-on organization from the top all the way through each sales rep and technician.

Up top is the fully enclosed command bridge for all-weather cruising. The expansive helm houses four digital 19” displays for charts, cameras, radar, and sounder, but there’s still more room for CAT engine displays, thruster controls, throttle, radios, display pads, and pretty much anything else you need. Overhead are 12V/24V breakers, ship system indicator lamps, Naiad stabilizer controls, and switches. Twin Stidd helm chairs offer comfort as well as style. Doors on either side allow for easy side-to docking, especially with a remote control. Overhead hatches, a large aft door and big picture window alleviate any claustrophobic feelings you may have, while aft to starboard is an L-shaped settee and table for great viewing. Step out onto the aft deck for a breath of sea air, lounging, food prep on the grill, cold drinks, or to lower the aft tender.

Having explored the ME 80E on board and viewed from a distance, it’s clear that size does matter. But don’t take it from me. Size up the Marlow Explorer 80E and see for yourself.

Specification

LOA: 84′
Beam: 21′ 6″
Draft: 5′ 3″
Bridge Clearance: 19′ 3″
Weight: 100,000 lbs
Fuel/Water: 4,000/600 U.S. gals.
Standard Power: Twin Caterpillar C-32 ACERT 1,800-hp diesels
Cruise/Top Speed: 25/30 knots
Range: 700 nm @ cruise/3,100 nm @ 9 knots
MSRP: Contact Marlow Yachts

Contact

Marlow Yachts
4204 13th Street Court
West Palmetto, FL 34221
(800) 362-2657
marlowyachts.com

Tom Serio, Southern Boating February 2014

Grand Banks Eastbay 50 SX

A Modern Classic

By Doug Thompson

When the Grand Banks Yachts’ design team conceived the new Eastbay 50 SX at the 2012 Miami International Boat Show, choosing Volvo Penta IPS (Integrated Propulsion System) propulsion was a landmark move. IPS was introduced in the mid-2000s and is now common, yet Grand Banks had never utilized the forward-facing propeller IPS design. “It’s our first foray with Volvo Penta and we are impressed,” explained Tucker West, general manager of Grand Banks Northwest in Seattle. Tucker was on hand at the 2013 Fort Lauderdale International Boat Show to introduce the brand-new Eastbay 50 SX. “The horsepower is outstanding, and the location and setup of the engines allows us to keep the cockpit lower.”

Volvo Penta isn’t the only company offering pod propulsion, and Grand Banks has offered boats with Cummins diesel power and Zeus pod drives. However, the combination of new twin Volvo Penta D11 700-hp engines and IPS 950 drives are a superb fit for the low-profile Eastbay 50 SX (traditional shaft drives are also available.) The yacht features a swept-back look from bow to stern with large side windows that create a feeling of speed even at rest. “The IPS propulsion offers an improvement in fuel efficiency and excellent maneuverability with the joystick controls,” West said. “At 28 knots you are burning 45 gallons per hour of fuel, and that is excellent for a boat of this size.”

Grand Banks launched the Eastbay Series in 1993, and the new 50 SX stays true to the C.R. Hunt design, while adding big boat features such as side bulwark doors, an integrated foredeck sunpad, retractable cockpit awning/shade, side helm door, and a mammoth retractable sunroof. Opening the sunroof fills the helm station with natural light and connects the captain and passengers to the outdoors. The boat’s stout construction begins with a PVC foam-cored, hand-laid fiberglass hull, with a deep-V entry for excellent sea-keeping in rough water. Humphree trim tabs are standard equipment with the Volvo IPS package—with the push of a button, a stainless steel plate descends or ascends to change the running angle of the boat.

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“Most Eastbay owners cruise the Eastern seaboard down to The Bahamas in the spring and cruise New England, Maine or Canada in the summer,” West said. “If you were to order one right now we can deliver the boat in about 12 months. The boat is built at our factory in Singapore, shrink-wrapped and delivered to the U.S., where we install the electronics to the owner’s liking and do the final fit and finish. We are on hull number three. Hull number one was sold to the same customer that bought our first Eastbay 49 in 1996.”

The 50 SX is entirely done in teak, and when boarding the boat the aft cockpit offers a stately setting with a white transom couch and table forward. The table folds in half and allows access to the engine room through a hatch in the deck. Removable buckets act as storage bins when in place—simply remove the bins to access the pod drives for servicing. An optional docking station was added to the boat we reviewed, housed inside a hideaway compartment aft of the deckhouse. The IPS package also offers Volvo Penta’s optional DPS (Dynamic Position System), which holds your boat’s heading and keeps it within a very limited area—even in a current or in windy conditions—while you set fenders and lines.

Off the back of the boat is a teak swim platform that’s both wide and deep enough to accommodate a few deck chairs for lounging, and it also has chocks that pop out and rise up from a flush position for mounting a dinghy. An optional hydraulic swim platform with a 350-kg capacity can help assist the launch and storage of a tender.

Double-sliding six-panel doors lead into the main saloon with 6′ 8″ headroom and elongated side windows to provide expansive views. Comfortable couches are positioned to port and starboard with a popup flat-screen television for an extra touch. The control station with two Stidd helm chairs is to starboard and offers an expansive dash with all the necessary electronics, steering wheel, and throttle and trim tab controls.

The galley and staterooms are accessed down a three-step staircase and again, the teak joinery is resplendent amid the drawers and cabinets of the portside galley. The galley features intelligently designed pullout glassware stowage, a Sub-Zero refrigerator and freezer, and Meile fourburner cooktop. “We offer this boat in numerous different layouts,” West said. “This is the midship master two-cabin layout option, and the master has a queen bed, and an ensuite head with a full vanity and shower that closes off. The VIP or bow stateroom also has an ensuite head and separate shower with a queen bed, a deck hatch and port holes for lots of light.” A second layout option situates the galley starboard of the helm, with three separate staterooms below. The third option is a mid-level galley, and instead of three steps down, it’s up a little higher and allows a view of the water.

Moving forward to the bow of the 50 SX, the wide side decks are easily accessed from the cockpit, and sturdy stainless-steel handrails provide security. The huge windlass and anchor are easily accessed if needed, but it’s more likely you’ll come to the bow to recline on the two-person sunpad. From here you can watch the voyage unfold in comfort on board the Grand Banks Eastbay 50 SX.

Specifications

LOA: 50’1″
Beam: 16’6″
Draft: 3’6″ Half Load
Displacement: 50,050 lbs.
Fuel/Water: 800/162 U.S. gals.
Power: 2x Volvo Penta D11 engines and IPS 950 @ 700hp
Cruise/Top Speed: 22.5/28.9 kts
MSRP: Contact dealer for pricing

Contact

Grand Banks Yachts
2288 West Commodore Way Suite 200
Seattle, WA 98199
(206) 352-0116
grandbanks.com

 

Southern Boating February 2014

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