When people hear that I bought a 34‑foot Sunseeker for £13,000, their reactions tend to fall into two categories. The first group thinks I’m lying. The second thinks I’ve bought a floating disaster. In truth, it was somewhere between the two: a genuine bargain wrapped in years of neglect, questionable repairs and the kind of mechanical surprises that only reveal themselves once you’re too far in to back out.

But that’s the point of this story. In a market where even tired petrol-powered 30‑footers are advertised for north of £50k, the idea of buying a fast, capable, twin‑diesel sportscruiser from a brand with the pedigree of Sunseeker for £13k sounds impossible – unless you’re willing to do the work yourself.

If you have the skills, the tools and the patience, there are still opportunities out there. They’re just disguised as problems! That said, it’s important to approach this with the full understanding that you are buying a liability rather than an asset. You have to make it into an asset.

And before you leap to the conclusion that it’s easy for me to say that, as I must be a trained mechanic, I am not and never have been. However, my career did include 27 years in the Ambulance Service, which does at least make me a good problem solver. This coupled with a passion for boating led me down the path of boat restoration both as a hobby and as an affordable means of going boating.

Before purchase. Photo: Paul Fareham

Bargain baggage

The Sunseeker XPS 34 is a bit of an 80s legend, a bona fide classic with a true performance hull designed by the legendary Don Shead. That meant a proper deep V-hull shape, a long foredeck and the kind of stance that promises speed even when sitting on the pontoon. Originally, it would have been fitted with a pair of petrol-guzzling V8s but the one I stumbled across had been refitted with a pair of more modern Volvo Penta KAD 44 diesels in 2000. On paper, it was everything I wanted.
In the flesh, it was… well, let’s call it “honest.”

You have to start with a boat that motivates you. It’s a bit like buying a classic car or bike – you know it’s going to soak up large amounts of time and money so it needs to energise you. This boat did, so I bought it.

Every project boat owner goes through the same emotional cycle; first excitement, followed by concern and then denial until finally you reach the inevitable conclusion and acceptance that the only way forward is to strip everything down and rebuild it properly. I have learned that if you assume nothing is in good working order, you won’t be disappointed when it isn’t.

The helm was just one of the many areas he worked on. Photo: Paul Fareham

The first few weeks were spent crawling through bilges, tracing wires, checking compression and making lists. Lots of lists.

The more I looked, the more I realised that while the boat had its fair share of issues, it wasn’t a lost cause – simply a victim of years of “that’ll do” maintenance.

The engines ran but the cooling systems were clogged with scale. The turbos had excessive play. The elbows were corroded. The injectors were suspect. A previous sump repair was a crime against engineering. The wiring was a fire hazard and an old transducer hole in the hull had been repaired with a bolt and rubber washer! But none of this scared me because if you can do the work yourself, the economics change completely.

Engines out

There’s a moment in every restoration where you fully commit. For me, it was the day I lifted the engines out. Having survived four previous boat projects, I had come to the conclusion that access is the main killer of motivation. Crawling around engines trying to remove components soon drains any enthusiasm you once had, so I hired a barn, brought in a HIAB and spent a long day disconnecting everything: fuel lines, exhausts, wiring looms, cooling hoses, mounts and the stubborn bolts that always seem to be placed by someone who hates the next person that might need to undo them. With the engines now hanging in the air, dripping old coolant and diesel, I knew there was no turning back.

Lifting out the two Volvo Penta KAD 44 diesels at the start of the engine rebuild project. Photo: Paul Fareham

It was time to strip them down, assess what needed doing and either repair or replace anything worn or damaged. All the main internal parts like the pistons, cylinder bores and cranks looked fine. The seawater cooling systems not so much. Years of salt, scale and neglect had left them partially blocked. I stripped out everything: the heat exchangers, aftercoolers, oil coolers, raw‑water pumps and all the hoses and clamps.

Every component was cleaned, descaled, pressure‑tested and rebuilt with new seals. The raw‑water pumps got new impellers, bearings and wear plates. This alone would have cost thousands of pounds in labour at a yard. I spent a few hundred on parts and a few weekends of graft making sure I followed the workshop manual.

Both the turbos were tired – not destroyed but badly worn. In my experience, having turbos rebuilt is a fool’s errand so I replaced them with new ones. The internet is your friend when sourcing parts. For example, a new turbo from the actual manufacturer of the part is half the price that the OEM will sell it to you for, even though it’s the exact same unit.

In the meantime, I sent the injectors off for professional servicing. While they were away, the heads went off for a skim and the valves were cleaned, reground and fitted with new oil stem seals.

The sump was a complete disaster zone. For some inexplicable reason a previous “mechanic” had sandblasted it and wrapped it in fibreglass. To this day I still don’t understand why but can only assume it was a misguided attempt at stopping a persistent oil leak. When I finally removed all the fibreglass and then the sump itself, I could see nothing that a new sump gasket wouldn’t have sorted. However, not wanting to take any chances, I sourced a secondhand sump in excellent condition and replaced it for peace of mind.

The heads were skimmed and the valves reground and fitted with new oil stem seals. Photo: Paul Fareham

With the engines out, I tackled the engine bay itself. It was filthy from years of oil mist, dust and overspray. I degreased it, sanded it, primed it and painted it in a clean, bright finish that makes leaks easy to spot. A clean bilge is a must in my book. How else can you tell if you have an oil, seawater or coolant leak? Once mixed in with all the other grime, they all look the same.

Then it was onto the outdrives – the devil’s egg whisks as someone once called them. It’s always an emotional moment when you undo the oil drain plug to see what comes out. Cream (emulsified oil and water) would have been upsetting but fortunately the oil was clean and clear. They were in good condition, as were the stainless-steel props so I stuck with a standard service and re-antifoul. It’s worth mentioning that I always stick to OEM parts for this. The seals and driveshaft bellows are critical components so aftermarket alternatives are just not worth the risk for the relatively small price difference.

The wiring was a mess; four batteries, five isolators, countless random fuses, cable runs that made no sense. I ripped everything out and started again. The shorter the cable runs, the less resistance there will be. It’s a very simple concept that many boat builders seemed to ignore back in the 1980s.

The previous fibreglass sump ‘repair’. Photo: Paul Fareham

I installed Albright heavy‑duty remote isolators, properly sized marine‑grade cable with logical routing, clear labelling, a new VSR system and a modern battery charger. The result is a system I trust – no mystery wires, no bodges, no surprises.

You have to take a common sense approach to interior renovation. I try to avoid removing any items that are sound and well made, but find ways to modernise and elevate them instead. Vinyl wrap is extremely useful for hard surfaces. It can cover a multitude of sins from the 1980s and can be removed in moments should you or anyone else decide to change it again in the future. I opted for a simple grey wrap that looked fresh, modern and inoffensive.

Shades of grey

Lighting is also vital, and replacing the old energy-hungry halogens with warm‑white LEDs was a no-brainer – lower power draw, better light and more modern styling. LED strip lighting was another game-changer that really lifted areas via backlighting.

Tatty blue upholstery was freshened up with vinyl spray dye. Photo: Paul Fareham

In my experience, if you want support for boating activities from your significant other, get the toilet facilities right, hence the reason I splashed out on a new electric flush toilet.

The classic red and blue hull stripes are classic Sunseeker but looked too dated for my liking. All it needed was some careful preparation, masking tape and decent two-part marine paint. With the hull stripes repainted in grey, the cockpit cushions needed a similar makeover. Once again the masking tape came out along with some grey coloured vinyl spray dye. The result, modern but still classic upholstery for rattle-can prices.

Bespoke graphics and carbon fibre effect wrap add a final flourish to the new look helm. Photo: Paul Fareham

Keeping with the grey theme, I replaced the old black race frame helm seats with stylish new bucket seats featuring a splash of grey and added some matching EVA foam decking to the cockpit floor for a combined cost of just £450. The folding cabin doors were solid, well-made items so I simply primed and sprayed them a darker grey for a bit of contrast.

Finally, the heavily corroded switch panels needed replacing so using 3mm aluminium plate, grey carbon wrap and inkjet printable transparent sheets, I cut them to shape, printed out my chosen text and logos and coated them with a clear top layer, all for a few pounds.

Refreshed upholstery and judicious use of vinyl wrap lifted the interior. Photo: Paul Fareham

The moment of truth

After three months of continuous evenings and weekends rebuilding and repainting them, the engines were finally ready to go back in. I aligned the mounts, connected the systems, bled the fuel lines, and turned the keys. They fired instantly. No smoke. No hesitation. Just the deep, confident thrum of two diesels that had been given a second life. It’s moments like this that make projects so addictive. It’s the payoff for every scraped knuckle, every late night and every moment of doubt.

After such extensive works it’s vital to sea trial the boat thoroughly before attempting a longer passage with friends and family. Build up slowly and constantly check everything you’ve done. My eyes were glued to the temperature and pressure gauges at all times.

You’d never know it’s nearly 40 years old from the way it looks now. Photo: Paul Fareham

Over a period of two weeks, I found and resolved a few minor issues such as small hose leaks and an exhaust bellow on the outdrive that I hadn’t tightened enough so that was a refreshing dip into the harbour to pop it back on! Once confident, it was time to unleash her. Straight out the gate, she flew to 40 knots, eventually topping out at 45.

Emotions at this point are always mixed. Pride at a job well done, excitement of the boating adventures to come, disappointment as I’ve got nothing else to fix and curiosity at what else might be out there. Eventually, curiosity killed the cat, or rather my ownership of this fine craft. After some wonderful times out and about around the Isle of Man, I sold Xcess to a new owner to help fund a new boat project. But that’s another story!

Straight out of the gate she flew to 40 knots, eventually topping out at 45. Photo: Paul Fareham

Final thoughts

Boating has become expensive. Too expensive, in many cases. But the path to affordable boating still exists, it just requires effort. The key is research. The internet is a wonderful thing but can also be filled with opinions rather than knowledge. I have been a member of the motor boat forum on MBY.com for almost two decades and it’s still my go to for questions, technical knowledge and humour. I would recommend joining it to anyone wanting to learn more about things that float (and avoid those that don’t).

If you lack the skills, the time, the tools or the patience, then £13k buys you a headache but if you do have them, or at least the willingness to learn them, then £13k buys you a boat you could never otherwise afford, a project that becomes part of your life, a machine you understand intimately and a sense of pride no amount of money can buy. £13,000 didn’t buy me a perfect boat but it did buy me the chance to create one.

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This article I bought this fixer-upper Sunseeker for £13,000. Here's what I learned appeared first on Motor Boat & Yachting.

While conducting a Yachtmaster Instructor training course recently, I had to put my own teaching into practice in the most dramatic way possible. It was a grey day with intermittent rain, light winds and relatively calm sea.

We were 30 minutes away from port and one of the instructor candidates had just completed an excellent explanation of how to perform a man overboard (MOB) drill.

Having completed the explanation, the whole team did an excellent demonstration of exactly that process. At that point, our trainee instructor stood up and turned to leave the helm. As he turned, he lost his footing. His feet shot out from under him, and his body crashed to the deck.

By some miracle, his head was cushioned by the end of the seat next to me. Without a hint of pain or panic in his voice, he said, “I’ve broken my leg”. Incredulous at how calm he was, I said “You must be joking”. Then I saw a wave of pain cross his face.

So what did we do? First, a crew member positioned themselves by his broken leg to stabilise the foot and knee. I put in a VHF call to the Coastguard on channel 16, and another crew member went below to grab some cushions for the casualty’s head and leg.

As soon as he was reasonably comfortable, we turned for home. At this stage, my VHF call was not a Mayday as, whilst scary for all involved, it was not life- or vessel-threatening. However, the Coastguard was struggling to hear us from the fl ybridge VHF set so I went inside to try again. When this proved no better, I called 999 instead.

So, what did I learn from the experience?

• The safety briefing at the start of the day was invaluable; we all knew where to fi nd key equipment like the VHF radios, procedure cards and fi rst aid kit.
• Check your VHF at regular intervals; the boat’s owner had reported that he was struggling to transmit on a particular channel. It transpired that we were struggling to transmit at all.
• Liaise as early as possible with the coastguard and the harbour chosen for an evacuation; the early communications paid dividends as they were able to co-ordinate a land-based team to assist.
• The RNLI were superb. Most importantly they were able to assist with pain management and casualty reassurance. Both the Coastguard and RNLI were also much better equipped to move a heavy, injured casualty at sea.
• The UK emergency services are very stretched; we were initially advised it would take eight hours for an ambulance to reach us, which later grew to ten hours. We ended up taking the casualty three miles upriver to another marina and evacuating him in the owner’s car instead.

Never be complacent

It started as a perfectly normal day afloat – rather grey and wet, practising for the RYA instructor exams. From here we went out into open water for MOB training drills.

Slippery when wet

Despite an excellent safety briefing, our trainee instructor somehow managed to slip on the wet decks, falling down hard between the helm seat, my feet and the rails around the hatch to the cockpit.

Check your equipment

The built-in VHF set on the flybridge would not transmit effectively, nor would the set in the saloon, so we had to revert to calling the Coastguard on a mobile phone and a hand-held VHF.

Make them comfortable

Once safely off the flybridge and into the cockpit, the casualty was made as comfortable as possible and attended to by both the Coastguard and the RNLI with stronger painkillers.

Lift ashore

Once the casualty was positioned on the stretcher, they strapped him down for the lift ashore and along the pontoon. I was a little surprised by this. How, if they dropped the stretcher and he fell in, was he supposed to get out?

Seek professional care

Ultimately we needed to get the casualty to hospital. Thanks to a great team effort by all involved, we finally managed that. It turned out that his leg was broken in four places. Take care, this boating lark can be dangerous!!

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This article How to deal with a medical emergency at sea appeared first on Motor Boat & Yachting.

Life afloat brings you into contact with all sorts of equipment – and my fondness for it is evident from the amount of kit I carry on my boats. Naturally then, I closely follow the various kit reviews, not least here in MBY. But every now and then, you come across some boating gear that solves its task in such an innovative way that it’s difficult not to speak up.

The problem

One of my core requirements for boating with Iron Explorer, my Iron 827 Coupé, is that it has to be towable at 80km/h while remaining manageable and practical to handle, despite the weight of a 3.5-tonne trailer.

The bare boat weighs around 1,700kg, but once you add the engine and onboard equipment, plus water and fuel for both engine and heater, you quickly approach 2,400kg. A 3.5-tonne trailer typically allows a payload of about 2,600kg, and I have no intention of exceeding that limit and risking illegal towing.

Over the years, I’ve used several trailers: first for our Flipper 620, then for a Buster Magnum, and later we bought a trailer with an electric winch for Iron Explorer. It worked reasonably well. But the trailer we encountered at Iron Brothers in Mölndal – the one Iron Explorer sat on when I first came to inspect her – was something entirely different.

It was a Norwegian-built trailer from Svela, featuring a simple yet remarkably clever design. The name Svela is from the founder Sverre Larsen. To the best of my knowledge, they have no dealer in Britain, but I feel certain that will change.

Multiple soft rollers of tilting axles help spread the load and adapt to fit the shape of the hull

The solution

At the rear of the frame sits an exceptionally long cradle, supported by a pivoting axle that tilts as the boat rolls up and down it. But the real stroke of genius lies in the support wheels. They are mounted in pairs on axles that rotate around a tubular shaft, allowing them to adapt to the hull shape.

The boat’s weight is then distributed across many wheels, meaning each wheel carries far less load than on traditional trailers, where most of the weight is concentrated on a few pairs of much harder side rollers and two or three directly under the keel.

On my trailer there are five rows of paired wheels on each side of the keel, which are adjustable in height if the boat has a deeper keel. That’s a total of 28 wheels sharing roughly equal load, making the boat remarkably easy to roll on and off.

Ahead of the main cradle is a smaller cradle built on the same principle, with four wheels mounted in pairs on individual rotating shafts, again adapting perfectly to the hull and adjustable for height. Right at the front sits a conventional bow support, which is adjustable fore-and-aft to achieve the correct weight on the trailer coupling.

There are attachment points for guide poles both fore and aft, but even without them, the winch pulls the boat straight if it comes in slightly off-centre. Perhaps the many low-load wheels help here too but, either way, the difference compared to trailers I’ve used before is really striking.

The trailer comes with an aluminium box housing the winch battery, as well as tie-down straps to secure the boat. It feels genuinely cutting-edge – outstanding in performance, yet elegantly simple in execution – and when that happens, I can’t help but admire it. So when the penny dropped, I sold my old trailer and ordered a new Svela trailer from Norway.

The model I use for Iron Explorer is the Svela B35 MAXE9. It’s rated for boats of up to 32ft, with a payload of 2,565kg and a weight of exactly 3,500kg. And just to underline my satisfaction, when my son Martin later bought his Iron 907, he too ended up with a Svela trailer!

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This article How an innovative Norwegian trailer solved my boat hauling headaches appeared first on Motor Boat & Yachting.

This new Manari 52, the first model from the Miami-based brand, is extremely rapid by the standards of an IPS-equipped 52-footer. Equipped with a pair of Volvo Penta D8-IPS800 diesels and a hull form from Mulder Design, it will apparently reach speeds in the region of 45 knots.

It looks the part too, thanks to its clean, purist lines and sleek, low-slung superstructure. But if this boat excites with its pace and style, there’s nothing especially new or unusual about the main deck arrangement.

The aft end feels like a proper beach club

An aft sunbed leads onto a convertible dinette with a central table. Ahead of this, a transverse wet bar butts up against a bank of helm seats and it’s all orbited by a set of symmetrical side decks that lead forward to a second lounge in the bow.

Back aft, an open transom helps connect you to the water and that connection is augmented by a drop-down hydraulic swim platform, plus a pair of folding terraces – one on either side of the central sunbed. It’s clearly a sunny-weather, dayboat-centric, beach-club-style layout with ease of movement and open-air parties at its heart and in that regard, it ought to work well.

But there are some more surprising elements here too. There’s a neat walkway between the split wet bar and the two pairs of helm seats that enables you to move fore and aft along a walkway at the heart of the social zone.

The bright port lounge looks aft to an open twin cabin

The finer elements of detailing, like the subtle angles in the furniture and the stylish T-top that flares out above the cockpit dinette are also very pleasing. And while this is principally a day boat, it does a decent job for some relaxed weekending too.

The lower deck space is split between a forward owner’s cabin and a twin guest cabin amidships. Between them, a lounge on the port side looks across to a starboard bathroom and a breakfast bar. There is only one bathroom and there are no windows, nor an access door in the mid cabin; and cooking has to be done up at the open-air wet bar, so it’s by no means a genuine cruising machine. But long hull windows do a good job of brightening the lounge and the fit-out looks first-class.

Manari 52 specification

LOA: 52ft 0in (15.85m)
Beam: 15ft 0in (4.59m)
Engines: Twin Volvo Penta D8-IPS800 diesels
Top speed: 45 knots
Price: €1.5M ex VAT
Contact: manariyachts.com

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This article Manari 52 first look: Miami-based speedster that looks the part appeared first on Motor Boat & Yachting.

Bad weather at the end of an early season cruise to Falmouth meant we had to leave our Duchy 35 Laila in the marina there rather than heading back to our home port of Noss on Dart, so when we returned in mid July for a 10-day summer break it meant we could set off from there instead. With no fixed plans of where to go, the world, or at least the South West, was our oyster!

Tuesday 22 July

We’d arrived a couple of days previously but with the wind still howling through the marina we used the time to stock up on stores and start making plans. Now the weather was looking much brighter, although there was still a stiff breeze from the east.

Confident in Laila’s seakeeping, we departed Fal marina mid-morning and headed up to Malpas. We called the Truro Harbour Authority and a helpful chap confirmed that the pontoon at Malpas was both quiet and deep enough for our 1.2m draft. By the time we arrived, the wind had dropped, the water was like sheet glass and the only sound was birdsong from the trees lining the banks.

Berthed on the pontoon at Malpas

Sara rustled up a quiche for lunch and I cracked open a nice bottle of rosé to kick-start the holiday! A lazy afternoon rolled into the evening, when the lure of the Heron Inn pub a stone’s throw away across the estuary proved too tempting to resist. We both opted for the paella, bursting with freshly caught local seafood – delicious!

Wednesday 23 July

Woke up to a fantastic view down the estuary. After fresh coffee and toast aboard, we headed ashore for a walk along the Tresillian estuary. Before long we came across the hamlet of St Clement with its beautiful Grade 1 listed church and a handful of picture perfect cottages. Phoning ahead to Mary’s Pasty Shop on a tip from the harbourmaster, Sara put in an order for “two Cornish pasties”, adding that we were “on our way from Malpas”. Mary’s reply was priceless: “You mean two pasties, my love, we’re in Cornwall, and it’s pronounced Molpos.”

I decided not to mention that we were from Devon when we arrived to collect our pasties but they were every bit as delicious as promised. Weighed down with pasty, we opted to catch the bus into Truro. The sun was shining and it was market day so all the stalls were doing a roaring trade.

Glassy conditions made for a perfect stay. Photo: Getty

We loaded up with fresh cheese, local honey and other local produce, popped into Fodders for a restorative cup of tea, then walked back along the east side of the estuary to Malpas. With stunning views in all directions and a well-trodden riverside path adorned with gnarled trees and abandoned craft, it was the ideal way to walk off our hearty lunch. We arrived back in Malpas at 1700 just in time for an ice-cold Cornish Orchards cider in the garden of the Heron Inn pub.

Thursday 24 July

We headed downstream and landed at the lower visitor pontoon on the Fal before taking the tender up to the pontoon at nearby Trelissick House. As National Trust members, entry was free and we spent a very happy few hours wandering through the sun-dappled forest, taking our dog Marmalade for a swim from the beach, and admiring the beautiful house and gardens. The weather was so nice, we decided to head back to Laila to feast on all the lovely goodies we’d picked up in Truro the day before.

Sara gets the holiday off to a good start with a picnic onboard

Lunch done, we departed for Helford. Light winds and flat seas made for an easy hop round and we arrived in the Helford at 1630 in the hopes of picking up a mooring. We couldn’t see the mooring officer or reach him on the landline (01326 250749), so we were all set to anchor for the night in Robin Cove or Polwidden Bay when we spotted a day boat leaving a mooring buoy. We grabbed the buoy, scanned the barcode printed on it and paid our mooring fees for three nights, giving us time to explore the whole estuary.

Once settled in, Marmalade and I hopped in the tender for our usual evening walk while Sara rustled up her legendary spaghetti Bolognese. We landed at the Helford Sailing Club’s pontoon, put a few quid in the honesty box and headed into the village over a small footbridge surrounded by picture perfect cottages draped with colourful flower boxes.

Stumbling across The Shipwright Arms, Marmalade insisted we pop in for some liquid refreshment. Chatting to one of the locals over a swift pint, I learnt that the pub’s owner is the son of Roger Taylor, drummer for the legendary rock band Queen.

Their Duchy 35 Laila is ideally suited to cruising these waters

Friday 25 July

Over a late brekky, we studied the weather apps and realised we were in for a settled North Westerly for the following week. We both had a light bulb moment – the Scilly Isles! They’ve been on our cruising radar ever since buying Laila but we’ve never yet had the time or weather to make it there. This was our chance.

I messaged Dave Cockwell, who built our wonderful Duchy 35, for advice. Dave and his family have been going there for over 20 years in his 1936 converted ring netter Marie. As luck would have it he was heading there himself on Monday. His advice was typically forthright: “If you’re going to go, go now!”

This was exactly the confidence boost I needed. I’d been to the Scillies plenty of times before to row in the Pilot Gig championships but I’d never cruised there in my own boat. After a quick conflab, we decided to go for it. While Sara took Marmalade ashore for a quick walk, I conducted a passage plan, checked the fuel and strainers, assessed the winds and tides. F2 to 4 WSW with an easterly tide – not ideal but should be OK! After all, we were in a sturdy semi-displacement vessel with two 380hp V8 Yanmars and a Seakeeper stabiliser.

I called up the Helford moorings officer to let him know of our change of plan. He was kind enough to bank our two extra days for our return trip to the Helford. We let go of the mooring at 1130 with a 60nm passage ahead of us.

We headed south east towards the East Manacle cardinal, refining our passage plan as we went. By the time we reached the Manacle buoy, we had a Plan A and a Plan B, with Sara noting our positions and times in our logbook. We could now relax into the passage, enjoying the moment we passed 2nm south of the Lizard and changed direction due west out into the Atlantic – Scilly Isles here we come!

Keeping a sharp look out for ships as we entered the Traffic Separation Scheme, we switched the radar on as visibility was closing in a bit. Maintaining our speed at 24 knots we romped through the swell with ease, marvelling at Laila’s comfortable ride. In the distance a cruise liner was not moving from our guardrail stanchion so I put the radar’s variable line marker on it to check its ‘closest point of approach’ (CPA) and took a hand bearing to double check.

It was bearing down on us from 6nm so I called L’Austral on the VHF to inform the crew I was reducing speed to pass by its stern. The friendly French captain acknowledged the message and confirmed my intentions.

Our plan was to arrive in St Agnes, stay a couple of nights and work our way around the rest of the Scilly Isles over the coming days. All being well we would anchor to the south east in the cove between St Agnes and Gugh.

Visitors’ buoys are always in hot demand on the Helford River. Photo Getty Images

We arrived at 1415 in perfect conditions. It was busy though, I counted 24 masts and not a single motorboat. Given that we would swing differently to most yachts, we tried to find a spot on the north east side of the cove. We set anchor perfectly but were asked to move by a nearby yacht who seemed to think we were crowding their space.

Minutes later their friends arrived in another yacht and took the exact same spot – they had clearly been keeping it for them. They did look pretty sheepish when we ended up sitting on the next door table to them at the Turks Head pub later that afternoon!

Once we found a new spot and set the anchor for the second time with our new snubber bridle attached, we could finally relax and cracked open a bottle of Prosecco to celebrate our arrival. I hoisted my Isles of Scilly courtesy flag, inflated the tender and we all went ashore for a little explore, through St Agnes across to Troytown Farm for a local ice cream and onto Carnew Point to the best glamping site I have ever seen – the view across to the uninhabited island of Annet with Bishop Rock lighthouse in the distance was spectacular.

Helford village is home to the Shipwright Arms

Saturday 26th July

After a good night’s kip, we woke up early and headed out across St Agnes on a circular walk to see more of the island’s magnificent views and wildlife. We passed through Wingletang Down, pausing to admire the Giant’s Punch Bowl, a naturally balancing stone, Beady Pool and Nags Head, a rock resembling a horse’s head. Later in the day, we went for a refreshing dip at Bar Beach, the narrow sand bar that links St Agnes and Gugh at low water.

Once dressed and warm again, we popped into the Turks Head for a gin and tonic. It was such a lovely evening we decided to head across to Gugh. You have to be very careful not to disturb the nesting petrels, great black gulls and ringed plovers, as we found out when we took the wrong path and the ground erupted with screeching seabirds!

The Isles of Scilly are famous for their pristine white beaches and turquoise waters. Photo: Shutterstock

We beat a hasty retreat back onto the correct path and continued up over Kitten Hill to the ‘Old Man of Gugh’, a leaning stone that was once a Bronze Age ritual monument, before heading back to the boat for a simple supper of jacket spuds, coleslaw and another bottle of Prosecco!

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Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

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This article “Go Now!” A Sudden weather window sparked our unforgettable Scilly Isles cruise appeared first on Motor Boat & Yachting.

Welcome to Series 2, Episode 5 of Boat Nuts, the podcast about all things boaty, brought to you in association with Sleipner.

This week, Hugo and Alex dive into one of the most controversial and innovative designs in recent years: the Jeanneau Sealoft 480. They also tackle the essential world of inflatable tenders and get technical with the truth about Lithium batteries.

In this episode:
01:30 – Boat of the Week
15:20 – Product of the Week: The Great Tender Group Test
23:45 – Issue of the Day: Lithium Batteries. Are they the future of silent anchoring or a stop-gap full of risks?
33:10 – The Green Reality: A candid look at the environmental impact of Lithium mining

Special Thanks – This episode—and this entire season—is kindly supported by our friends at Sleipner.

The Boat Nuts is a boating podcast brought to you by Motor Boat & Yachting. Each new episode will provide you with in-depth boat-related insights. Whether you are thinking about your next purchase or you’re interested in the finer details behind new boat launches, the latest designs, or debates on big issues, this show provides a light-hearted, informative look at all areas of the boating world.

Boat Nut Number 2, Alex Smith plays the role of host with Motor Boat & Yachting editor, Hugo Andreae offering his expert insights as Boat Nut Number 1. Each episode the two will discuss what they’ve been testing, provide explanations of the latest new boat launches and upcoming launches, discuss the latest boating kit and how useful it is (or isn’t!) and tackle a big boating issue of the day.

You can watch every episode at our Boat Nuts Youtube page or listen to the latest episode (and every episode so far) of The Boat Nuts below…

Get in touch with Alex and Hugo by dropping them an email at: alex.smith02@futurenet.com or hugo.andreae@futurenet.com. We would love to hear your suggestions for boat reviews to cover, issues to discuss or kit to test out.

You can download each episode of The Boat Nuts from your favourite podcast platform. While you’re there, why not leave Alex and Hugo a review!

This article Lithium Batteries: Game-Changer or Fire Risk? What Every Boater Needs to Know | Boat Nuts Pod S2 Ep5 appeared first on Motor Boat & Yachting.

The irony of running a large motor yacht is that even though it’s propelled by a pair of big diesel engines, you still need at least one more to generate electrical power for all its ancillary systems. Not only does this mean running three or even four diesel engines under way, but the constant noise and fumes of the generators at anchor can take the edge off that perfect unspoilt bay you’ve spent so long getting to.

Now, thanks to a new off-the-shelf solution from Norwegian marine technology company Sleipner, that problem could soon be a thing of the past.

Called the Sleipner HPC (Hybrid Power Centre) system, it comprises a pair of 48V DC ‘super-generators’ that run off the main engines’ PTOs (Power Take-Offs), a battery bank to store the power they generate, a Smart Power Controller to manage it and an intuitive User Interface to control it all.

While the idea behind this isn’t new, it’s the first time a single manufacturer has developed a complete integrated system that can take care of everything from the boat’s thrusters and stabilisers to its power generation and management systems. With the sole exception of the battery bank, which the customer can source and specify to suit their needs, it’s all made by Sleipner, promising a seamless user experience and an easier installation process.

The HPC system can draw power from both the batteries and PTO generators then divert it to where it is needed most

Generation game

The heart of the system are the two 48V PTO generators. These are designed to fit onto the standard power take-offs of all major marine diesel engines, with a torque band of 25-120Nm. Sharing much of their internal structure with Sleipner’s electric thruster motors, they use the excess torque developed by the engines to generate electricity.

Such is their efficiency that even with the engines ticking over at idle, each one can generate up to 5kW. At cruising speed that rises to 25kW or 50kW across both engines – enough to charge a powerful 100kWh lithium battery pack in just two hours.

Generating this much power does create a certain amount of unwanted heat so a built-in water cooling system keeps it operating at the correct temperature while an integrated inverter and controller ensures a steady supply of power that can either drive 48V equipment directly or recharge the batteries.

The new HPC ‘super generators’ slot onto the engines’ power take-offs and can send power directly to 48V systems, like stabiliser fins, or the battery

One of the first yards to offer it as a factory fit option is Turkish builder Numarine. Marketed by Numarine as the ‘Mk2 Super Silent Pack’, it enables its latest 88ft explorer yacht, the 27XP, to offer a full night at anchor in complete silence with the air-conditioning and stabilisers running but without the need to run a generator.

The benefits are just as worthwhile during the day, when guests can eat in the cockpit or swim around the boat without the sound and smell of a diesel generator spoiling their enjoyment.

All the systems in green are supplied by Sleipner but the battery pack can be sourced by the customer to match the boat’s requirements

Smart thinking

To make this possible, Numarine has fitted the boat with a high capacity 92.8kWh Lithium Iron Phosphate (LiFePo4) battery bank linked to Sleipner’s Hybrid Power Centre and a full suite of Sleipner dynamic aids, including 48V DC bow and stern thrusters as well as electrical curved fin stabilisers.

This maximises the efficiency gains as it allows the PTO generators to power them all directly and means the boat can be run without the extra weight and complexity of hydraulics. On the hard top, 5.6kWp of solar panels provide an additional boost to the batteries, extending the time it can spend at anchor in silent mode.

Most boats will still need a conventional generator to avoid the need for running the main engines at anchor if you do ever run low on power, but it should significantly reduce the running hours, fuel consumption and servicing schedules to the benefit of guests and crew. It may also enable the fitment of smaller, lighter generators and improve the weight distribution by relocating the batteries further forward.

The HPC Smart Controller is linked to a series of modular switches so it can temporarily shut off non-essential items when power is needed elsewhere

Another key function is the system’s ability to prioritise power where it’s needed most. For instance, if you’ve depleted the battery reserves overnight but still need to use the thrusters to manoeuvre out of a tight spot in the morning, it will temporarily shut off power to less essential equipment, such as the water heater or stabilisers. This is all managed automatically through the intelligent HPC Controller and a series of modular smart switches that can be added to at a later date, future proofing it against further modifications.

Verdict

The advent of new technologies such as joystick control, station keeping and zero-speed stabilisers means the demand for both power on board is only getting bigger and yet the pressure to reduce unwanted noise, emissions and fuel consumption is growing just as fast.

For boats in the 60-90ft size bracket, which might previously have opted for hydraulic thrusters and stabilisers and always-on diesel generators, the new Sleipner HPC system offers a genuine alternative.

By replacing the hydraulics with 48V electrics and the diesel gensets with PTO super-chargers and a battery bank, owners can enjoy all the benefits of a fully stabilised, easy to manoeuvre boat and plentiful power on tap without many of the usual drawbacks. Numarine may be the first yard to adopt the new HPC system but it certainly won’t be the last once Sleipner officially launches it this autumn.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article How Sleipner’s new Hybrid Power Centre is quietly revolutionising life at anchor appeared first on Motor Boat & Yachting.

Testing boats at the Cannes Boat show is always a treat. As well as enjoying a dose of September warmth I get to review craft like this Beneteau in its home waters. Well, almost. The Grand Trawler 63 is actually built in Monfalcone, Italy, but everyone knows that Beneteau represents the quintessence of French boatbuilding. Pragmatic and keenly priced, practical and well designed, French boats rule the Mediterranean.

Given that the Grand Trawler 62 proved to be such a success for the shipyard – 29 were sold in four years – you might imagine that the development engineers on the GT63 trod carefully to avoid changing anything that contributed to its success. And so it proved. Some alterations are significant, but most are cosmetic. In all fundamental respects, the new model is simply an upgraded version of the old, with its businesslike profile, plumb bow, reverse-raked windscreen, and gigantic flybridge.

Glass transom and hydraulic bathing platform make for a very inviting cockpit

It’s not just the engineers at Beneteau who proceed with caution, but the designers too – not from fear of making ill-advised ‘improvements’ but from the corporate necessity of ensuring that every new project has at least a 40% mould commonality with its predecessor. It keeps costs down. For the same reason, there are very few curves in the interior fit-out, because curves cost money (Beneteau’s designers get very, very tired of hearing that they make ‘flat-pack’ boats).

Radii are standardised, shapes are carefully crafted to ensure they pop out of the moulds easily, and very few multiple mouldings are allowed. The production process has to be as streamlined as possible, for that is how you stay in business building boats. No one knows this better than Beneteau. Come to think of it, no one does it better either.

Xenta steering makes the new GT63 unusually light to helm for a big trawler yacht

GT62 VS GT63

When it comes to the differences between the GT63 and its predecessor, one of the more important improvements is the standard fitment of excellent Sleipner fin stabilisers. Another is the useful Xenta electro hydraulic steering. Beneteau’s new ‘Silent Boat’ option, a system of inverters, solar panels and 2000Ah of lithium batteries, is designed to keep all the electrics running while at anchor – including the aircon, for a while – with the genset switched off.

It was originally offered aboard the ST54, according to Beneteau, and proved popular. The system is monitored from the helm via one of the Raymarine screens.

On a cosmetic level, a lot of black paint has been applied around the cockpit and superstructure sides in an effort, successful in my view, to ‘lighten the profile’ of the boat and give it a more upmarket look. It’s not just any black paint, but quality stuff, RAL 9005, and it can also be applied to the hardtop and its supports if you so wish. Graphite vinyl cockpit headlinings replace white, LED strips replace downlighters, and the hull window framing has also been tidied up with the paint treatment. New Italian furniture options are available for the cockpit.

Inside, what used to be the ‘Luxe’ décor pack is now the standard finish, which includes slatted wood wardrobe doors, padded headboards, and sprung wood slats under the mattresses. Up on the main deck the high-level lockers in the galley are now faced with wood, and tactile checkerboard panelling features on the starboard sideboard and galley bulkhead.

Black detailing lightens the look of the GT63’s profile

At the lower helm station the three Raymarine screens sit on new ‘floating’ brackets, imparting a subtle sense of spaciousness. Finally, the 62’s laminate saloon floor has been replaced with solid hardwood parquet, which extends into the lower deck passageway.

Fans of its predecessor, then, will breathe a sigh of relief on climbing aboard the GT63 when they discover not only that their favourite trawler yacht wasn’t broke, but its builders didn’t try to fix it. It has the same hull, and the same machinery – a pair of six-cylinder MANs of 730hp apiece. These reside in considerable comfort in a spacious and well organised engineroom, reached via a door in the port side of the transom, and through an excellent storage lazarette which, as an option, can be fitted out as a crew cabin.

For rough weather there is another engineroom hatch in the cockpit sole. On the lower deck, customers can choose between three and four-cabin layouts. The Cannes show boat had the former, which provides a spacious full-beam master stateroom amidships. This has good proportions, useful volumes of stowage space, and close on 6ft 7in (2.00m) of headroom (reducing to 6ft 1in/1.86m at the bedhead). It feels comfortable and roomy, with a dressing table to port, a chest of drawers to starboard, and a head compartment that is almost cabin-sized.

Hull windows are pleasingly huge. The bed is a generous 6ft 7in by 5ft 7in (2.00m x 1.70m). This is a suite that sets the tone aboard a confident family cruiser. Divide it into two, as on the four-cabin layout, and the boat wouldn’t seem quite the same.

There are acres of space on the long flybridge deck

Down below

With its offset berth and forward lockers, the layout of the VIP suite up forward – which would be the master in the four-cabin version – is a smart solution to the problem of the bluff bow sections, where the topsides are almost vertical as they converge towards the stem. The bed is slightly longer and slightly narrower than the master’s, headroom is very much the same, the head is a decent size, and although it lacks the floor area of the midships cabin it is still reasonably well off for stowage.

The third cabin is a twin, on the port side, with ensuite access to the day head. It’s the smallest, but doesn’t feel particularly small, having plenty of headroom, especially between the berths, decent locker space and extra stowage under the mattresses. A big window lets in lots of light. The berths, not bad at all at 6ft 5in x 2ft 5in can slide together to make a double.

Glazed fashion plates with wooden slats look classy and help shelter the cockpit

The interior of the 63 can be finished in either oak or walnut veneers, one being slightly darker than the other. Stitched leather handles here and there lend a touch of quality, and there is a confident solidity to the numerous handrails and door hardware. The overhead handrail in the saloon is particularly pleasing. Behind the scenes, too, the pipework and cabling looks secure and reliable, even if it lacks the fetishistic orderliness and labelling that can be so reassuring on more upmarket brands.

Big side windows, light finishes and a sociable layout main deck

Main deck

One of the most successful features of the GT62 was its main deck layout, and the GT63’s doesn’t stray from the true path. Its most noteworthy asset, in my opinion, is the galley. This is set high on the mid deck with a door out to the port side, windows on the interior bulkheads and its doorway opposite the dining table. It feels at once enclosed and open, and sits at the sociable centre of things. The exterior hatch for access to the rubbish bin is brilliantly practical. The sliding internal door is optional, but even without it, this is a sterling piece of design.

The helm station also gets its own side door, and sits behind its serious-looking raked windscreen with the helm seat on the centreline, and a snoozing sofa for the navigator. Also on the port side is the internal flybridge companionway, while the stairs to the lower deck are to starboard. Visibility from the lower helm is good to the sides, not great aft thanks to the elevation and the galley bulkhead, and excellent forward.

The full beam owner’s cabin is reserved for the three-cabin version

Eight can sit at the dining table with four folding chairs augmenting the bench seating, although six might be more comfortable. In the main saloon area the low-level U-shaped sofa on the port side helps accentuate the size of the windows, while over to starboard you can specify a sideboard or another small sofa. Glass doors slide open into the cockpit, over a minimal threshold.

Outside

Wide side decks and two routes up to the flybridge help make the GT63’s external areas exceptionally safe and easy to get around. The cockpit itself, complete with glass transom and sleek new furniture, and sheltered as it is by the long flybridge overhang, will prove to be a popular spot. Up on the foredeck, which is an easy stroll protected by deep bulwarks and tall guardrails, the sunbeds have not one but two adjustable backrests, the forward pair creating an excellent little bench seat over the bow. This would be a great place to sit, whether at anchor or under way.

The bed in the forward VIP is angled across the beam to create more floor space

The big story, of course, is the flybridge, which is enormous. A roomy sofa and dining table sit opposite the bar and grill, augmented by forward-facing seating next to the helm and free-standing seats or loungers aft. There is another padded reclining spot just ahead of the helm console. It’s a full-beam upper deck, in effect, and is almost completely shaded by that substantial hardtop, with its massive fibreglass pillars and stainless steel supports.

If the GT63 doesn’t look much like a planing boat that’s because Beneteau doesn’t really think of it as one. Sure, it’s capable of 20 knots, but a waterline length of 53ft gives it a theoretical hull speed of around 9.7 knots, and a glance at our figures quickly shows how sensible that sort of speed is for long-distance displacement cruising, with a range of around 650 miles (allowing for a generous reserve). Bring it back to 8 knots and fuel economy just gets better, consuming a meagre 24 litres of diesel per hour for a range of over 1,000nm.

The twin enjoys plenty of headroom and light

Under way

Sleipner’s Vector fin stabilisers are now fitted as standard, and you’ll probably want to use them at all times when under way, for the weight of that hardtop is not only considerable in itself but also perched some 20ft above the waterline. These stabilisers are very effective. On our sea trial, conditions were hardly challenging for a boat of this class – a steady breeze and waves of two to three feet – but she didn’t roll, and even under hard helm inputs she went round like a billiard table.

One annoying teething problem with our particular boat, the first of the new 63s, was the proximity of the steering wheel to the upper helm console’s handrail, which produced a painful pinchpoint for the fingers. The reason, it turned out, was simple – the Xenta steering kit, standard on the GT63, is more compact than the system used on the 62, so the wheel sits closer to the dash. This will certainly have been fixed by now.

However, during our sea trial the issue was exacerbated by the fact that in following seas this is not a hull that tracks particularly true. At all speeds downwind it needed a lot of steering, which meant a lot of pinched fingers. In breezier conditions the hardtop’s sail area will also come into play when motoring downhill, and concentration will be required to guard against a broach.

Beneteau Grand Trawler 63 specifications

LOA: 62ft 2in (18.95m)
BEAM: 17ft 10in (5.45m)
DRAUGHT: 4ft 7in (1.40m)
DISPLACEMENT: 28.5 tonnes (light)
ENGINES: 2 x MAN 730hp diesel
FUEL CAPACITY: 3,870 litres
WATER CAPACITY: 840 litres
RCD CATEGORY: B for 16 people

Beneteau Grand Trawler 63 cost & options

From: €1.989 million ex yard, ex taxes
‘Essential’ trim level (includes hardtop, genset, monitoring system, inverter): €96,400
‘Comfort’ trim level (add hydraulic platform, deck wash, searchlight): €142,500
‘Lounge’ trim level (add BBQ, underwater lights, dishwasher, icemaker etc): €166,600
‘Silent boat’ pack: €114,000
Electronics pack: €26.700
Upgraded electronics pack: €62,200
Hydraulic passerelle: €43,000
Air-conditioning: €63,700

This article Beneteau Grand Trawler 63 review: Can you get a better trawler? appeared first on Motor Boat & Yachting.

The new 797 Spectre, the second smallest of Frauscher’s six runabout models, delivers all the ingredients that have helped make the brand so recognisable.

There are the scalloped hull sides, the rail-free sheerline, the elegant teak-lined foredeck, the seamlessly integrated swim platform and the sunken cockpit, tucked deep behind a frameless tinted screen. Then there’s the power. While you get a Mercruiser 6.2L V8 350hp petrol engine as standard, you can upgrade that to a 8.3L MAG HO 430 for speeds in the region of 50 knots.

A deep cockpit and an aft sunbed is all you get

As usual, the standard spec is also pretty comprehensive. You get the teak decking and aft platform, the bow thruster, the 12in MFD, the Fusion stereo and the fridge. You can upgrade the white finish with metallic hull paint and diamond-stitched upholstery in a custom colour; and you can also improve usability with a bimini extension, transom shower and cockpit cover.

Given the slick, featureless nature of that foredeck, adding an electrical windlass would also make sense. And if precedent is anything to go by, it won’t be long before we see a slightly more practical “Spectre Air” centre-console 797 joining the fleet.

Frauscher 797 Spectre specifciations

LOA: 26ft 0in (7.92m)
BEAM: 7ft 9in (2.37m)
ENGINES: Inboard V8 350/430hp petrol
TOP SPEED: 45 knots (est)
PRICE: from €259,000 ex VAT
CONTACT: www.frauscherboats.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Frauscher 797 Spectre first look: Almost 50 knots in this 26 footer appeared first on Motor Boat & Yachting.

The award-winning flagship of the Leopard fleet has received a well deserved overhaul – and given that the old model sold 142 units, it makes sense that this famous South African brand should be introducing a set of changes it describes as “evolutionary”. Launched at the Miami International Boat Show in February 2026, the key focus is the enhancement of the exterior living zones.

The aft cockpit, for instance, now offers a choice between a fixed layout and an open-plan deck with flexible furniture modules. It also gets a redesigned walk-through transom plus the option of an upgraded electric swim platform, which supplements its tender and water sports duties by expanding the cockpit in the raised position.

It offers the same choice between three or four cabins

The flybridge gets in on the act with a more spacious seating arrangement plus modular backrests that enable you to adapt the space to your guests. And it’s been treated to new fabrics, a more sophisticated wet bar with integrated sink, grill and fridge, and a helm station with uprated ergonomics.

The internal main deck spaces get a bit of a refresh too with an easier flow of traffic, a more open-plan connection between galley, dining and lounge zones and a cleaner, more modern fit out – including a reworking of the lighting systems – and all without any substantial change in the price point.

The fly features extra seating with handy mobile backrests

As for the accommodation, the Leopard 53PC again employs a pair of layout options to retain its appeal for both private owners and members of the Moorings yacht charter ownership programme. You can opt for a symmetrical four-cabin ensuite layout where each set of guests gets much the same deal; or the three-cabin variant with a private owner’s suite occupying one entire hull and features like a large island bed and a walk-in wardrobe.

Built by the renowned South African shipyard, Robertson and Caine, the hulls and engines remain unchanged. Yanmar 370hp diesels should deliver a top end of around 24 knots, alongside flat, efficient running all the way through the cruising band. But now that all the boat’s major systems are housed in a separate engine room, Leopard is claiming that the cruising experience ought to be smoother and quieter too.

Leopard 53PC specifications

LOA: 50ft 6in (15.40m)
BEAM: 3ft 3in (1.00m)
ENGINES: Twin Yanmar 370hp diesels
TOP SPEED: 24 knots
PRICE: From €1,359M ex VAT
CONTACT: leopardcatamarans.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Leopard 53PC first look: Evolution of a Leopard appeared first on Motor Boat & Yachting.

Boat batteries have changed over the years. While most of us grew up on a diet of heavyweight lead acid batteries, the likes of which are still commonly used as starter batteries today, these have increasingly been replaced by maintenance-free AGM and gel variants and, in the last ten years, by lithium boat batteries.

Given their natural advantages – lighter weight, higher energy density, deeper discharge, faster charging and longer life – that’s only to be expected. But as lithium battery banks have continued to find their way into homes, cars, campervans and boats in ever greater numbers and for ever more demanding loads, it’s important to understand their merits, their limitations and the continually evolving picture in relation to their proper management.

What is a lithium battery?

“Lithium-ion” is an umbrella term for any rechargeable battery that carries a charge via lithium ions as part of its cells’ electrochemical function. There are various chemistry types available and each comes with its own characteristics and applications. NMC (Lithium Nickel Manganese Cobalt Oxide) is often used for electric cars; NCA (Lithium Nickel Cobalt Aluminum Oxide) is popular for e-bikes; and at the smaller end of the scale, LCO (Lithium Cobalt Oxide) batteries have become critical assets for portable tech, powering everything from laptops and mobile phones to handheld GPS and VHF units.

But with its capacity for thousands of repeated cycles, its proven stability, its high safety standards and its modest pricing, Lithium Iron Phosphate (LiFePO₄ – often interchangeable in marketing terms with LiFeSO₄) is the go-to lithium variant for boats.

lithium, boat batteries are evolving. Discover how to navigate the benefits, safety, and tech of modern marine power

The basic elements of a lithium iron phosphate battery for marine leisure are quite simple. They use 3.2V prismatic (rectangular rather than cylindrical) cells for increased space efficiency. There are four of these prismatic cells (or in larger batteries, sometimes eight) inside a single battery box.

These batteries are used either individually or in a cluster and equipped with a Battery Management System (BMS), which is designed to maintain their stability and maximise their long-term effectiveness by, among other things, detecting the voltage, monitoring the temperature and controlling the rate of charge and discharge.

How do lithium batteries actually work?

Each cell contains a cathode (the positive electrode), on which a layer of paste contains the active cell chemistry that defines the battery type; opposite this is an anode (the negative electrode), which hosts a layer of carbon particles; and between the two is a separator, which guards against short circuit but remains permeable to ions.

All three are immersed in an electrolyte (usually a liquid or gel), which enables the movement of charged ions through the separator and between the two plates. When you charge the cell, charged ions move from the cathode to the anode; and when you discharge the cell, the direction of the ions reverses. While the inherently unstable chemical reaction that enables this movement produces heat as well as energy, that instability is mitigated by means of a passive coating of lithium salts on the carbon particles in the anode region known as the solid electrolyte interface (SEI).

Lithium Iron Phosphate provides between three and five times the energy density of lead acid, which means you can use much smaller, lighter, more compact battery banks to achieve the same capacity. Installed and managed properly, they will also last much longer than lead acid (in excess of ten years) and they’re also more user-friendly.

It’s vital to understand that a lithium battery bank is only as good as the components that protect and charge it

You can discharge them to a far greater degree and you can do that far more frequently than you can a traditional lead acid battery. As a rule of thumb, if you discharge lead acid to more than 50%, you won’t be able to do it more than 100 times. A decent AGM battery might enable that 400 times and a gel battery around 800 times. But a healthy lithium battery will happily do that 3,500 times, which is every single day for at least a decade.

They are also much faster charging; they retain far more of their charge while sitting idle for long periods; and while they are still more expensive, due in part to the additional protection and management components that modern batteries now use, they are (like-for-like) around 75% less expensive than when they first entered the market just over a decade ago.

Is the quality variable?

Yes, very. There are now lots of manufacturers in China and Vietnam that manufacture lithium cells but they’re by no means always identical, either from manufacturer to manufacturer or even amongst a single batch from an individual production line. To express that quality differential, the cells are graded A, B or C.

However, a great many ‘manufacturers’ are in fact assemblers, which means they buy the components and put them together, before branding and exporting them, so tracing and verifying the quality of the parts can be even more difficult. But while cheaper brands will buy Grade B or C cells, the best brands (like Victron and Mastervolt) insist upon the best Grade A cells for improved long-term performance.

Energy density four times higher than lead acid means even compact lithium banks can handle extremely demanding loads

But what does quality really mean?

Quality in the lithium battery world means Grade-A cells from established manufacturers with precise and consistent manufacturing standards that enable battery packs to meet or exceed specifications regarding energy density and internal resistance. Cells should be as similar as possible across a batch, which is critical for balanced, efficient and long-lasting performance, because it enables easier cell balancing with less heat generation, enabling them to live up to manufacturer claims regarding charge and discharge cycles.

Quality cells will also lose very little capacity while sitting idle; and as regards safety, they will have been tested for stability at higher temperatures without swelling, leaking or risk of fire, achieving UL (Underwriters Laboratories) listing standards for finished products and UL recognition for components. Critically though, however high-quality and well-matched the cells might be, a lithium battery is only as good as the components that protect and charge it. That’s why Mastervolt makes its own BMS units, while also operating a facility in China to directly oversee standards.

It even has a facility in Holland that enables it to test each cell and match them for capacity and voltage so that the cells in any given Mastervolt battery are all but identical.

Installation by a specialist, specifically approved by the equipment provider, is vital

Are there any guarantees?

Given that nearly all lithium cell production (and most associated componentry) takes place in the Far East, production and safety standards are tough to verify. Even a highly reputed supplier’s claim of 5,000 cycles will not have been formally confirmed because it would take too long to achieve that. As things stand, 2,500 to 4,000 cycles at 80% depth of discharge (DoD) remains pretty commonplace but quoted warranties should be treated with lots of caution, particularly as they are likely to involve stipulations about how the battery has been charged and discharged.

The government is looking into safety in use, safety in transport and credibility of performance claims, covering related issues like capacity, labelling and chemistry. But in spite of the industry’s exponential growth in the last decade, there are still no internationally ratified standards for battery production, so it’s vital to source your equipment from a recognised, established and reputable brand.

Do you really need lithium batteries?

No, not necessarily. If you tend to have access to shore power and you’re happy to use a generator at anchor, a good bank of AGM batteries remains an excellent solution. They are maintenance-free, spill-proof and significantly cheaper than a lithium battery bank but they still shouldn’t be discharged below 50%.

On the other hand, there’s a definite place for lithium on yachts that cruise extensively and don’t tie up in marinas every night, because you can save a bit of weight and discharge them to a greater degree, substantially increasing your off-grid autonomy.

It’s quite natural then that, just as we now see lithium battery banks providing the propulsive energy for both standalone and hybrid boats, we also now see high-capacity integrated systems that charge rapidly from the main engines (like the Fathom e-Power system) being used as very quiet, sustainable and user-friendly replacements for traditional diesel generators. And if that means you can run your engines for one hour instead of your generator for eight, that makes all kinds of sense from a cost, as well as a comfort, perspective.

The BMS sits at the heart of operations, monitoring temperature and controlling charge and discharge

How safe is lithium iron phosphate?

Done properly, it’s extremely safe. It’s used for industrial applications like forklift trucks, where it does heavyweight work all day, every day. It’s used in domestic energy storage, where the engineering has to be bulletproof both for safety and longevity. And many of the companies that service these industries also service the marine industry. But there certainly remains a risk…

If the SEI layer is damaged, the cell’s natural chemical reactions can take over, causing an uncontrolled exothermic (energy-releasing) reaction called thermal runaway. This quickly becomes self-reinforcing because the heat produced increases the pace of the chemical reaction itself, until all of a cell’s energy has been released. It can be triggered by physical impacts, cell manufacturing defects, ageing, overcharging at low temperatures, over-discharge or overheating – and it can result in smoke, toxic gases, fire and explosion.

If one cell fails, its heat can also trigger surrounding cells so, in addition to proper management and protection, mitigation measures are also vital.

How can you mitigate the risks?

You could, in principle, import a BMS and a set of batteries from China and fit them yourself. A lot of people are also tempted to simply swap lead acid for lithium. But if you want a safe and effective system that doesn’t invalidate your insurance policy, having it fitted by a qualified professional, specifically certified by the manufacturer of your equipment, is a must.

A high-quality marine-specific BMS is, of course, key. It should be able to handle cell balancing, over/under-voltage protection and temperature monitoring, ideally with independent cell-level (rather than pack-level) monitoring – and it should be properly set up for your specific boat and systems.

Properly managed lithium batteries can be discharged to a far greater degree than lead acid, AGM or gel batteries – and still last 3,500 cycles (or a decade of daily use)

Location and ventilation, as well as impact mitigation and overcurrent protection, with correctly rated fuses and breakers, are also vital. Short runs of properly supported marine-grade cabling with proper connections will help minimise chafe and vibration. Modern fire-proof materials in the casings and, potentially, additional fire-suppression safety measures, can also be fitted.

And a relay per battery that enables the system to isolate a problematic unit without disabling the cluster is a very worthwhile solution.

A low-temperature safeguard is also necessary because, if the temperature drops below zero, you can easily damage the cells by charging them at too high a rate. A self-heating plate is now a common solution. It simply sits at the bottom of the battery like an electric blanket. When the temperature drops to zero, the BMS sends the charging current through the heating blanket and when it reaches 5 degrees, it channels the charge back through the cells. In all cases, though, automation (and effective networking) is critical because it avoids the need for potentially slow and fallible human intervention if things do go wrong.

How green are they?

They’re by no means as green as people tend to think. On the one hand, they appear to help decarbonise transport; they provide storage for solar and wind energy to reduce the grid’s dependence on fossil fuels; and they are much more energy-efficient and longer lasting than traditional lead-acid batteries. On the other hand, they depend on energy-intensive, water-hungry and physically destructive mining practices.

Generating charge from the main engines can be much faster and more efficient than using a separate diesel genset

They are also extremely carbon-intensive to make – far more so in fact than internal combustion engines. And while they are almost entirely recyclable in principle, the global recycling rate is still estimated at less than 5%. Many lithium batteries end up creating toxicity issues in landfill sites and there is still no credible end-of-life recycling protocol to help guide and refine those practices.

The simple reality is that it costs far more to recycle lithium than it does to mine it afresh, so until that changes, these end-of-life issues are going to get worse. And if lawmakers do finally step in to make manufacturers responsible for recycling and disposal at end of life, prices will increase to potentially prohibitive levels.

Are solid-state batteries worthwhile?

They look very promising. By replacing a lithium battery’s liquid electrolyte with a solid (ceramic or polymer) material and using a pure lithium anode, they increase the energy density, further reducing the size and weight of your battery bank. The fact that the internal resistance is two to three times lower means they also generate far less heat during use, which removes the need for cooling systems and reduces cell degradation, theoretically extending the life of the battery. They also offer much faster charging (up to four times faster), while also improving safety by eliminating flammable materials and reducing short-circuit risks.

Predator was one of the fi rst companies to bring lithium batteries into the UK

But while functioning models do exist, this technology is still in its infancy so it will take a few years for testing and cost-effective production to make them truly viable. In the interim, semi-solid lithium batteries may have lower energy density (only a little higher than traditional lithium batteries) but they offer many of the same advantages as solid-state technology and are already available at realistic prices.

What about sodium-ion?

Sodium-ion batteries also look promising. Once again, they use a cathode, an anode and an electrolyte to move ions but their use of relatively cheap and abundant raw materials like sodium, iron and manganese makes them much more sustainable and cost-effective than lithium. They also offer much improved cold-weather performance (down to -40°C), as well as faster charging and improved safety. But lower energy density means they are likely to remain best suited to grid storage and smaller, more affordable EVs.

The Fathom e-Power system is designed to replace the generator on board your boat

The final word

Lithium batteries are by no means the perfect solution. They require careful management, their environmental credentials are questionable and, given the scale and ongoing growth of the modern industry, they remain oddly under-regulated. In a sector defined by rapid and continuous innovation and advancement, it’s also tempting for boaters to resist taking the plunge in anticipation of tomorrow’s game-changing technology – but the reality is that, although lithium batteries are undoubtedly more a stopgap than a final solution, they remain the best option we have today.

So if your boating lifestyle makes it worthwhile, and you can afford to get the latest and best-quality branded equipment installed by a specialist, then a carefully considered lithium battery purchase can have a genuinely transformative impact on the way you enjoy your boat.

Sincerest thanks to Predator Batteries and Mastervolt for their assistance in the creation of this article.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Everything you need to know about lithium boat batteries appeared first on Motor Boat & Yachting.

When you take the world leader in electric hydrofoiling and pair them with the high-performance engineering of Mercury Racing, the result is bound to be record-breaking. The new Fliteboard Race isn’t just an evolution of the brand’s existing lineup; it is a dedicated speed-machine designed for those who find 20 knots a bit too pedestrian.

The 30-knot Barrier

At the heart of this collaboration between Fliteboard and Mercury Racing is a custom Race impeller. This new impeller has been engineered specifically for high-RPM output, which allows the board to hit a blistering top speed of 30 knots (roughly 34.5 mph). To put that in perspective, most recreational eFoils cruise comfortably at 15-18 knots.

To handle that kind of pace without sacrificing stability, Fliteboard has redesigned the geometry from the waterline up:

• Aero-Dynamic Profile: The board component of the hydrofoiler features a longer, narrower silhouette. This reduces swing weight and sharpens the response during high-speed take-offs and aggressive touchdowns.
• Low-Drag Strut: The strut has been optimised specifically for flat-water racing conditions, slicing through the water with minimal resistance.
• FLITELab Integration: This is the first board to utilise the specialized FLITELab surf foiling wings, which the company claims provides the more ‘locked-in’ feel required when carving at pace.

Modular power

What is, arguably, most impressive about the new Fliteboard Race is its versatility. Despite its high-performance design, it remains fully compatible with the entire Flitecell battery range allowing users to pick the battery pack option that best supports their use case:

• The Sprint Setup: Use the 16.8Ah Nano battery for the lightest possible configuration, perfect for short, high-intensity heats.
• The Endurance Setup: Switch to the heavier 40Ah Explore pack for extended sessions where you want to maintain high speeds over longer distances.

Design & aesthetics

Visually, the board makes no secret of its DNA. The carbon fibre detailing isn’t just for weight reduction; it’s a statement of intent. With motorsport-inspired contours and a sleek, aggressive stance, it looks fast even when it’s sitting on the dock.

For the serious enthusiast looking to bridge the gap between leisure and competitive racing, the Fliteboard Race represents the current pinnacle of personal watercraft technology.

Fliteboard Race specifications

Top Speed: 30 knots
Material: Premium Carbon Fiber
Wings: FLITELab Surf Series
Compatibility: All Flitecell batteries
Price: From £12,460

Find out more at Fliteboard.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Fliteboard and Mercury Racing team up for the ultimate e-Foil appeared first on Motor Boat & Yachting.

When it was introduced in 2022, the Saxdor 320 GTC became an overnight success for Saxdor and it’s easy to see why. With its full-beam pilothouse, comfortable bow cabin, sociable aft cockpit, excellent driving dynamics and realistic pricing, it’s a very tough boat not to like.

But when, just two years later, Saxdor unveiled the Saxdor 340 GTWA, it looked like the new boat would create direct competition for Saxdor’s own best-seller. After all, this was a pilothouse-equipped day cruiser with the same twin-stepped deep-V hull, comparable styling and just 1ft 7in of extra length. Even the price difference was a matter of degree rather than sector. But the new 340 was actually designed to straddle the space between the open GTO models and the full-beam GTC pilothouse platforms, so when you put them side by side, the differences quickly become clear.

Outdoor day spaces

One of the key differences is, of course, the deck layout. The 320’s full-beam wheelhouse means that the bow space and aft cockpit are separated by the superstructure itself. There are narrow, raised side decks to go between one and the other (and that’s easier and more secure than you might imagine), but it’s much simpler to use the sheltered walkway, directly through the internal saloon from the aft cockpit’s sliding doors to a second hinged door in the port side of the vertical windscreen. But there’s a clear contrast in the way these two zones operate, as well as the way they’re reached…

The full-beam wheelhouse expands space but restricts movement

As the 320’s primary outdoor space, the aft cockpit uses a broad transom bench with glass gates on either side. A transverse table drops down to create a sunbed and the backrests can be individually repositioned to face aft over the water. You can also expand the cockpit on both sides, thanks to a pair of 2.1m drop-down terraces as standard; and that broad open space is made to feel all the broader because the cooking facilities are located indoors on the port side of the wheelhouse, through the aft patio doors.

As for the bow space, that adopts a relatively simplistic layout, with a raised island sunbed for two, framed by practical walkaround decks for easy access to the anchor and step-through forepeak.

By way of contrast, the 340 GTWA uses a walkaround (WA) configuration with a narrower pilothouse orbited by a set of peripheral side decks – and in order to factor in the option of an aft cabin (something the 320 lacks) it pretty much reverses the roles of the forward and aft decks. In place of a bench seat, the aft cockpit uses a very attractive glass balustrade at the transom with opening gates on both sides.

Saxdor 320: The cockpit has space for freestanding chairs

That’s bookended by thickset bulwarks containing fender storage, shore power, a transom shower and a beautifully designed wet bar with sink and optional grill. Instead of seating, the 340 features a big raised sun bed with a comfy lumbar-equipped backrest built into the aft end of the superstructure to provide the basis for that optional aft cabin.

Pilothouse access

Pilothouse access provides another interesting contrast. The 340’s cockpit layout puts the aft bulkhead out of action but our test boat does come with the optional slide-down glazing panel to open things up above the backrests. Crucially, you also get big sliding doors in the sides of the pilothouse, which can be opened up either forward or aft – and that’s particularly welcome because of the nature of the 340’s drop-down terraces.

Saxdor 340: A bright, spacious aft cabin is a superb option

These terraces are slightly longer than on the 320 and located further forward, straddling the space between cockpit and pilothouse, which means they open up the internal saloon as well as the aft deck. You could of course argue that the 340’s aft cockpit lacks the sociability of the 320’s seating zone but it makes up for that with its easy-access bow lounge. Spec the 340 with the test boat’s optional C-shaped dining station and there’s space for six, plus a drop-down table so you can turn the bow deck into a large sun pad.

Wheelhouse and cabins

The 320’s full-beam pilothouse comprises three basic parts – a galley, a dining zone and a set of helm seats. Being inside, the internal portside galley is larger than the wet bar provided by the 340. It comes with a sink and either a diesel or induction hob and there’s also a fridge beneath the port co-pilot seat to help free up some handy extra storage inside the galley cabinets.

The 320’s cabin gets a little extra headroom from the bow’s island sunbed

On the opposite side is a simple two-man aft bench and a transverse table; and ahead of that are three forward seats – two helm seats to starboard and a third co-pilot seat on the port side. The two helm seats rotate to face aft so they can integrate with the starboard dinette and, in spite of its modest-looking proportions, that dinette converts into an occasional double berth to help supplement the bow cabin.

How practical it is, though, is open to question. After all, it sits across from the galley and there are obviously no side doors in the full-beam wheelhouse, so if you do have guests, then when you want to exit the bow cabin in the morning and make breakfast, you have no option but to invade the space occupied by that second bed.

As for the 340, its pilothouse is, of course, narrower but the fact that the cooking facilities are outside means all of that internal space is available for seating – and it has to be said, the seating feels significantly more sophisticated than on the 320. There’s a full-beam three-to-four-man bench seat aft, and our test boat has the optional helm bench rather than the standard individual seat pods. This means you can reverse the backrest, drop the port side bolster and expand it to seat three more people, facing aft across the expandable drop-down table, potentially increasing dining capacity to seven.

Both boats use the same twinstepped full form

Contrasting accommodation

If the 340 confounds expectations by trumping the 320’s beamier wheelhouse, the bow cabins are much more similar in terms of footprint, volume and layout. Both get a port changing seat, a forward double bed and an open-plan starboard heads that you can shut away behind hinged concertina bulkheads. But the 320 gets slightly more headroom from the raised island sunbed at the bow and the 340 gets a little extra length and a little more natural light, thanks to larger overhead skylights and a port window.

In terms of accommodation though, the really key difference is the provision of an optional aft cabin on the 340. Accessed through the port side of the pilothouse’s aft bench or through the sunbed hatch in the aft cockpit itself, it’s a really effective space. It comes with long deep windows on three sides and surprisingly good views aft through the cockpit’s glass balustrade. And remarkably, there’s even space for two people to sit up in bed with a good book.

The walkway actually means less internal seating than on the 340

But it would be even better if you were to cut down the aft end of the cabin to create an integrated aft-facing bench in the cockpit’s sunbed moulding. That would of course limit headroom but only at the foot of the bed where it’s not actually needed. You would still have a window looking out across the aft deck and, if you added a table at the stern, you would then have the best of all things – an aft cabin, a raised cockpit sunbed and a transom dining zone with lovely views.

Better still, it would also buy you a dedicated outdoor seating zone capable of offering that bit more shelter from the elements than the bow lounge. In truth, it’s already an excellent layout but with an upgrade like that, the 340’s deck arrangement would be pretty much flawless.

On-water performance

We’ve known for a long while now what a good performer the 320 GTC is. Its twin-stepped hull, with its fine entry and fairly acute 21-degree deadrise, is a genuine pleasure to drive and with the uprated 225hp V6s on the transom, the figures look good too. We’re seeing a remarkably flat transition from zero to the plane in about five seconds and zero to 40 knots in 17 seconds, before pushing on to a top end of around 43 knots. We’re also seeing a very manageable fuel flow rate of around 2.3 litres per mile at everything from 20 to 30 knots for a range in the region of 150 miles.

The heads uses hinged walls to keep the space open when not in use

But in spite of its extra length and weight, the larger 340, with its twin 300hp V8s, trumps that by a hefty margin. An equally flat plane is achieved in just three seconds; zero to 40 takes just ten seconds; and our top end is just a whisker shy of 50 knots. Interestingly, you feel the larger boat trying to plane from as little as ten knots and that eagerness for pace continues higher up the rev range.

From 22 to 32 knots, we’re seeing remarkably similar fuel flow figures of 2.4 litres per mile for a range of around 160 miles, but with a cruising band that is just that bit more forgiving (and a fast cruise that is markedly more efficient than the 320), you can pick any pace from 20 to 40 knots and enjoy genuinely good returns.

It is worth noting that you could equip the smaller boat with the same 300hp V8s that bring such impressive results on the 340, so if 50 knots or more is what you want, it will certainly achieve it. But as the performance discrepancy disappears, so too will most of the price differential, and 43 knots already feels like a good place for the 320 – all of which brings us very neatly to the driving experience…

The big side doors can open up the forward or aft part of the structure

The driving experience

These boats use the same hull form so both enjoy good softness and reasonable dryness, which is not something you would necessarily expect from that slender, steep-sided bow shape. But there is a difference in the way the two boats feel. While the 320 behaves like a proper playtime boat, full of quick-witted agility and lively helm response, the 340 brings more in the way of maturity and composure.

The extra power and increased waterline length (as well as the subtle weight increase and windage reduction) seem to result in a drive that’s just a bit more composed and refined, as well as significantly more potent. It is, in truth, a matter of increments rather than outright nature, but it’s very discernible nonetheless.

The helm bench extends to seat up to seven at the full-width dinette

These boats are both quite quiet and comfortable for relaxed passagemaking but the 340 has the edge there too, returning figures throughout the cruising band that are 1-2dB(A) lower than the V6-powered 320. Whether that’s down to the extra drag or the extra reverberation of the 320’s beamier, more voluminous pilothouse, we’re not sure but again, it is discernible – and so too is the difference in the helm station.

Given that the 320’s full-beam (side-door-free) pilothouse slightly ‘contains’ the skipper, the opening side window looks like a very worthwhile option. The fact that the driver sits on the inboard (more central) of the two starboard seats also means that the co-pilot can get a bit trapped – and the contrast there with the wide-open pilothouse of the 340 couldn’t be greater.

The 340 cabin gets a little extra length and some extra natural light

With its big versatile side doors, its reverse screen, its superior visibility and the helm bench’s capacity to fold out into the starboard side deck for comfortable joystick manoeuvres, the 340’s helm position is absolutely first-class. Our only concern relates to the digital tabs, which you have to access via the MFD.

That makes no sense at all if you want to do anything more than leave them on automatic, so we’d give those a miss in favour of a more natural and intuitive manual switch that enables you to access and operate them rapidly while keeping your eyes on the water.

While the 320 feels very lively and engaging, the 340 feels more composed and refined, with extra pace, a faster cruise and comparable efficiency

Which boat wins?

The 340 provides easier on-board movement, an extra cabin and a very satisfying extra dose of pace and power. It also dials in an extra degree of maturity and composure in the ride and handling while all but matching the 320 in terms of cruising efficiency. With its narrower wheelhouse structure, reverse screen and extra length, the 340 is also a marginally more dynamic-looking platform than the slightly shorter, tubbier 320.

With its revised terrace positioning, it also does a better job of integrating the internal saloon with the external decks. And it does all of that at a price that only exceeds the 320 by 7% in base form and 11% in test boat form.

So is there really a case for denying the 340 outright victory? Well, arguably, yes, but realistically, no. Good though the 320 is – and it really is as good as its sales success suggests – we reckon that if you can stomach the extra cost, the 340 GTWA is the better boat.

Saxdor 320 GTC specification

LOA: 33ft 9in (10.28m)
BEAM: 10ft 2in (3.1m)
DRAFT: 1ft 10in (0.57m)
DISPLACEMENT: 2,600kg (dry)
FUEL CAPACITY: 428 litres
WATER CAPACITY: 117 litres
RCD: B6 / C9
ENGINES: Twin 200-300hp outboards

Costs and options

Price: From £180,830 inc VAT. Test boat includes the following options…
Mercury 225hp V6 upgrade: £4,192
Storm Grey Hull Colour: £3,144
Toilet & fresh water package: £4,716
Shore power system: £3,563
Trim tabs: £4,087
Bow thruster: £2,830

Saxdor 340 GTWA specification

LOA: 35ft 4in (10.78m)
BEAM: 10ft 2in (3.10m)
DRAFT: 2ft 7in (0.8m)
DISPLACEMENT: 2,650kg (light)
FUEL CAPACITY: 480L
WATER CAPACITY: 100L
RCD: B8 / C10
ENGINES: Twin 250-300hp outboards

Costs and options

Price: from £194,406 inc VAT. Test boat includes the following options…
Mercury 300hp V8 upgrade: £10,480
Joystick control: £18,865
Electric sunroof: £5,031
Shore power system: £3,563
Trim tabs: £2,830
Bow thruster: £4,087
Aft cabin package: £5,659
Aft barbecue: £2,306
Drop-down aft window: £3,039

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article The best just got better: Why we’d pick the Saxdor 340 Over the 320 appeared first on Motor Boat & Yachting.

When you lower the soft top of a 1980s-era Mercedes SL, you insert handles into the windscreen header rail and twist to release the front of the roof. Then get out, reach into the back and pull the lever that releases the rear of the roof. Raising that allows you to lift the deck lid. Carefully fold the roof into the compartment, close the deck lid and you’re done.

Meanwhile, in my own SL several decades later, I press one button.

That manual method wouldn’t be acceptable in a modern luxury car, and the same is becoming true of boats, people simply don’t want to wrangle a canopy on and off anymore. Don’t believe me? Take a look at the difference in value between an open Fairline Targa 38 with a canopy and the hard top sliding-roof version. That being the case, here are four hard top sportscruisers that give you open air thrills and sleek styling but the ability to close the roof at the touch of a button.

Beneteau Gran Turismo 38

Built: 2011
Price: £165,000

Launched in 2011, this model is actually based on Beneteau’s previous MC37, which dates back to 2006, combining an established hull with lessons learned from five years of selling the earlier model. And it proved successful: Beneteau sold 245 of these in four years before replacing it with the Gran Turismo 40.

Plenty of sociable cockpit seating and a rare centreline helm with space for three

Interior

Although the usual owner’s cabin forward, mid cabin aft and saloon opposite the galley in-between, there is one particularly interesting feature of the layout. Rather than putting the cabin door and steps in the centre and then the door to the mid cabin to one side, accessing a double berth that runs transversely, Beneteau put the cabin door to the port side, which allows the mid cabin door to be in the centre, giving access to a cabin that runs lengthways beneath the cockpit. There are a couple of advantages to this. It puts access in the deepest part of the hull, giving headroom without the need to steal it from the base of seating on the deck above. And that allows a deep walkway between two single beds that can be infilled to a double.

Exterior

The benefit of that unusual layout is felt in the cockpit too. Beneteau was able to position the helm on the centreline, and without sideways seating needed to create headroom, there is room for a double helm seat and a further single seat facing forward, which cunningly have a gap between them so everyone can get in and out without causing havoc. A solid sliding roof in the hardtop means the aperture is smaller but more durable.

Performance

Beneteau fitted twin D4 engines in either 260hp or 300hp configuration. Unsurprisingly, 70% went out with the 300s since there’s no size or weight disadvantage, only extra cost when new. Figure on low to mid 30-knot performance.

Offset companionway creates room for a central door into the spacious guest twin/double

Seakeeping

Another unusual facet (this boat is full of them) is Beneteau’s patented AirStep hull. The idea is to draw air under the hull to reduce friction and improve efficiency. We tested the MC37 with this hull, describing it as “very good out on the water. It offers a sporty ride and has the ability to perform incredibly rapid turns.”

Beneteau Gran Turismo 38 specifications

Length: 38ft 7in (11.8m)
Beam: 12ft 2in (3.7m)
Draft: 3ft 7in (1.1m)
Displacement: 7.4 tonnes
Fuel capacity: 650 litres
Engines: Twin Volvo Penta D4 300 300hp diesel engines
For sale: One Marine

Azimut Atlantis 34

Built: 2019
Price: £189,950

Italian builder Azimut is one of the most prolific and successful boat builders in the world. From top-end custom superyachts built under the Benetti flag through to production superyachts that fly under the Grande banner, Magellano trawler yachts, flybridge models, Verve dayboats and Seadeck hybrid craft, there’s something to suit everyone’s requirements – provided you’re extremely wealthy of course! Underpinning the fleet is the range of Atlantis entry-level boats. Currently comprising the 51 and the 45, the Atlantis model range once included boats in the 30ft range, such as this Atlantis 34.

The dinette in the open-plan lower saloon converts into a huge double bed

Interior

In the mid 30ft sportscruiser set up, manufacturers can choose to squeeze in a small forward cabin for a two-cabin layout, or opt to just have the mid cabin and use the front of the boat for a large converting dinette. That’s what Azimut did with this model. A large chaise longue next to the helm increases headroom in that mid cabin, making it one of the most spacious in its class – important given it’s the only permanent sleeping space. Convert the dinette to a berth and it’s a huge double, as wide at the aft end as it is long – 6ft 4in! There’s a sense of quality too, with the Azimut parentage elevating the finish.

Exterior

Only ever available as a hard top, the lid is very well integrated into the design; the windscreen frame simply sweeping aft supported by two black pillars that visually disappear. The chaise next to the helm seems an odd place for a sunbed – of course it’s really there to increase headroom below, but in practice it makes a great place to relax underway.

Performance

Only one engine option was offered when this model was born, and it’s the pair of Volvo Penta D3-220 engines fitted to this boat. We hit 30 knots when we tested a brand new example in Italy back in 2013.

The unusual rear-facing chaise longue is needed to create headroom in the cabin below

Seakeeping

“At all speeds it’s very steady across the water, with little tab required,” we reported on that test. “The Atlantis feels utterly solid and rattle-free, helped by the strength and stiffness of the resin-infused hull.”

Azimut Atlantis 34 specifications

Length: 33ft 7in (10.2m)
Beam: 11ft 6in (3.5m)
Draft: 3ft 1in (0.9m)
Displacement: 7 tonnes
Fuel capacity: 650 litres
Engines: Twin Volvo Penta D3-220 220hp diesel engines
For sale: Boats.co.uk

Bavaria SR41

Built: 2022
Price: £299,950

Launched in 2020, Bavaria’s SR41 was the blueprint for a new model line of boats that were intended to combine the sportiness of the brand’s S line of open boats with the more upmarket feel of its R line deck saloon cruisers. The SR35 and SR38 have since joined the line-up.

There’s a full beam midship owner’s cabin tucked behind the companionway stairs

Interior

Head downstairs and the lower deck appears entirely conventional – but only for as long as you remain facing forward. You’ll find the usual galley opposite a dinette, there’s a heads forward of that dinette to port and in the bow, a forward cabin with a centreline double bed, so far so ordinary. Turn around and head aft, however, and you’re in for a treat. Instead of the usual compact guest cabin squeezed under the cockpit, there’s a full beam owner’s cabin, complete with hull windows and a double bed that you can access from either side. Incredibly, there is even a private ensuite back here, complete with a separate shower cubicle.

Exterior

There are a couple of interesting features in the cockpit too, the most obvious right aft. Most 40ft sportscruisers have seating that wraps along the transom facing inwards. This does have that but behind it is another section of seating that extends out towards the bathing platform. Rock the aft backrest forward and you have an aft-facing dinette – perfect when at anchor. There was also an option for doors at the aft end of the hard top to make it a coupé.

Performance

When new, options ranged from a pair of petrol V8 Mercruisers to twin Volvo Penta diesels. The latter were more popular with buyers being able to pick from either the four-cylinder D4-300s or six-cylinder D6-380 engines. This boat has the latter, which should push past 35 knots.

The backrest of the aft bench swings over to create a second dinette that faces out to sea

Seakeeping

We described it as tenacious in the turns and enormous fun to throw about, and whilst the conditions were not challenging on our test day, any chop or wash from passing vessels was dispatched confidently. Elevated noise levels were the only fly in the ointment.

Bavaria SR41 specifications

Length: 43ft 3in (13.2m)
Beam: 13ft 1in (4m)
Draft: 3ft 4in (1.0m)
Displacement: 9 tonnes
Fuel capacity: 750 litres
Engines: Twin Volvo Penta D6-380 380hp diesel engines
For sale: Argo Yachting

Sealine SC35

Built: 2011
Price: £169,950

It’s hard to overestimate what a seismic shift in style the SC35 was when it hit the water in 2007. Those sharp angles and slab sides were game-changers at the time. This particular boat is a 40th anniversary special edition model celebrating 40 years of Sealine boats, hence the ivory hull and leather upholstery. Interestingly, Sealine also launched an S35 which was this boat, but with an open cockpit. Almost everyone opted for the pricier SC35 version – is this where the shift from open to hard top sportscruisers began?

Wide beam and tall, vertical topsides create room for a very spacious saloon and cabins

Interior

Those tall topsides pay dividends down below, as does its wide beam because whilst this is an entirely conventional layout with a cabin at either end and a saloon/galley in the middle, the room down here, and in particular the sense of space garnered by the headroom, is remarkable. In fact it was so good that it almost single-handedly killed the larger Sealine SC38 that was already in production because it offered almost everything that boat did bar a completely separate shower compartment.

Exterior

The hardtop on this boat stretches right back until it’s level with the transom. This minimises the canopies needed to totally enclose the cockpit, but also means that the fabric roof aperture is vast! Add the fact that you can remove the tops of the side windows and you end up with probably the most open feeling hard-top boat on the market.

Performance

The American Brunswick Corporation owned Sealine Boats between 2001 and 2011, which probably explains the existence of twin Cummins Mercruiser QSD 4.2L 320hp engines on the options list. But the vast majority went out with twin Volvo Penta D4 engines in 260hp or 300hp guise, giving plus or minus 30 knots.

Full-length hard top makes for a very sheltered cockpit with a huge fabric sunroof

Seakeeping

Powerboat racer/designer Ocke Mannerfelt fine-tuned the hull of this one, which probably explains why we enthusiastically described it as “simply one of the best hulls that you will helm.”

Sealine SC35 specifications

Length: 38ft 10in (11.8m)
Beam: 12ft 4in (3.8m)
Draft: 3ft 6in (1.1m)
Displacement: 8 tonnes
Fuel capacity: 750 litres
Engines: Twin Volvo Penta D4-260 260hp diesel engines
For sale: Salterns Brokerage

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

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This article Four of the best hard top sports cruisers on you can buy now appeared first on Motor Boat & Yachting.

There’s an interesting quote on the website of Finnish boatbuilder Botnia Marin. Attributed to Founder and Chairman Johan Carpelan it reads: “Targas are designed and built according to how the sea in reality is – not as one wishes it to be. Our guiding principle is to send you out to sea as a proud and confident captain with a smile on your face.” Fine words indeed, but does the Botnia medicine work? Well, according to Targa 44 owner Charles Craven, it really does: “You know what?” says Charles. “I feel like this boat looks after me.”

Given that Charles is a self-confessed adventurer whose resumé includes high-end motor racing as well as taking his boat out in conditions where others would turn back, he probably needs a bit of looking after. “I like to challenge myself so that I feel a little bit out of my comfort zone,” he says. “I like to push; I like to push the fear, if you see what I mean. Yeah, but in a controlled fashion and giving myself the best chance of safety.”

To illustrate his thrill-seeking tendencies, Charles recounted the last leg of his journey after collecting his Targa 44 from Botnia Marin’s factory in Malax on Finland’s west coast. “Boy, did we see some weather on that trip,” he says. “On the last day, we were cutting across from Dublin to Inverkip, where I keep the boat. It was an eight- or nine-hour day and for the last three to four hours, it was Force 6 with gusts up to 8 and 9 according to the weather station at Campbeltown. Although I was petrified, the boat was fine!”

Charles went on to tell us that his 44 feels like a tank which simply cuts through the sea, whereas his other boat – a Botnia Targa 32 – is more like a jetski. That said, the twin Volvo Penta D6 440hp sterndrives propelling his Targa 44 top out at a more than respectable 39 knots. Not bad for a boat, which if you include the bathing platform, isn’t far short of 50ft long!

The flybridge is quite spartan by the standard of some rivals

Our 2015 model

The Targa 44 we tracked down for this review, a 2015 example being offered by Berthon, Lymington, for £559,000 excluding VAT, is equipped with the slightly less powerful twin D6 400s which, according to the broker, is still good for 32 knots. Botnia Marin also provided us with fuel figures for a vessel equipped with 435hp IPS 600 units.

Apparently, these forward-facing pod drives will allow it to reach around 37 knots. The key operational difference in Charles’ opinion is that sterndrives make for more of a “driver’s boat” – hardly surprising that’s what he opted for!
While Botnia appears to have all the power, performance and handling bases covered, what about the creature comforts? Charles, who stands 6ft 2in in his stockinged feet, assures us the master cabin bed is more than large enough for him and that in trips of up to nine days at sea there was nothing that he missed.

Large, open cockpit is supremely safe and easy to move around

Among the prerequisites others might consider essential for a vessel of this size is crew, but Charles stresses that the Targa’s 44 twin pilothouse doors opening out onto the side decks’ high-sided, super-safe gunwales make berthing very simple even for single-handed skippers.

If you want to talk about desirability, it’s arguable that the Targa 44 doesn’t have quite the luxury factor that others in its size class might have. But that’s because this boat is primarily designed as a safe and sturdy passagemaker rather than a floating hotel. So although the build quality throughout is impeccable, what you don’t get with the Targa 44 are luxuriously appointed cabins and a separate saloon and galley area.

Similarly, while the aft cockpit is a generously proportioned space with bags of room for deck furniture and the flybridge will accommodate six or seven people, the upper deck is relatively modest in terms of its outright size.

That said, one thing we really like about the Targa 44 is that it has a proper little ship feel about it. That impression begins the moment you step aboard, as the side decks are on a level with the aft cockpit. Protected by waist-high teak-topped handrails, these walkways remain flat until you reach the pilothouse’s full-height sliding side doors, at which point, a couple of steps take you up to the foredeck. Glance back from here and the reverse raked windscreen of the pilothouse confirms that this is a boat built for business.

Swathes of satin-finished teak are a hallmark of the Targa’s top quality interior fitout

Cockpit and saloon

On our review boat, the pilothouse is entered from the cockpit by way of a sliding aft patio door. This was one of two options offered by Botnia, the other being an enclosed aft end to the pilothouse with access only via the side deck doors. This frees up the space for additional storage where the patio doors would have been. The saloon also has a flat floor throughout so the cockpit, dinette, galley and helm are all on the same level, making it very easy and safe for guests of all ages to move around.

Of course, a downside of the wide side decks is that the pilothouse is relatively narrow. It does feel a touch tight as you make your way through, but Botnia has nonetheless managed to fit everything in – a dining table, a six-seater wraparound settee (which doubles as an occasional berth), an oven, a two-burner hob, a sink, a fridge and some storage spaces.

Wide side decks mean the saloon is relatively narrow but well laid out and equipped

There’s also plenty of delicious woodwork and cabinetry on show here, all with a satin finish which again screams quality. Up at the helm, there’s a single driving seat to starboard and twin co-pilot seats to port. Radar and plotter displays sit above two lengthy ranks of Carling switches. And visibility, both to the sides as well as forward through that low-glare reverse windscreen, is excellent.

Split cabins

The boat’s cabins are accessed from either end of the saloon. Three forward steps lead down to the bow cabin, which on our review boat has a double bed nestled into the forepeak. This is a permanent built-in fixture rather than a V-berth with infill, but that option was also available on the Targa 44.

The forward cabin either has this permanent double or a convertible vee berth

There’s lots more satin wood-faced storage space in the forward cabin, as well as a good size of ensuite, which on our boat also comes with a washing machine. Another point of note here is that adjacent to the bow cabin’s entrance steps is another bed – a crawl-into space which can be screened off from view by a curtain. It’s an unusual feature for sure, but one that could prove useful when travelling with a child on board.

At the opposite end of the saloon is the entrance to the owner’s cabin. Again, there are three steps down and there’s another crawl-into bed alongside the stairs, this time a compact double. The ensuite is surprisingly sizable and, while the master itself has a large bed and plenty of storage around it, it’s still a cabin built to meet your practical needs rather than to provide a luxurious retreat.

Will it work for you?

When it was introduced in 2007, the Targa 44 represented an evolutionary step from the Targa 42, with its longer length allowing the possibility to fit Volvo Penta IPS drives. The Targa 46, which was launched in 2017, was again an evolution of the Targa 44. Mainstream production of the 44 would continue until 2024 but even then, that didn’t mean the end because today, it is still produced in very limited numbers for commercial workboat applications.

The aft cabin also has a small single berth at the entrance – ideal for parents with a child

Clearly then, the Botnia Targa 44 feels like a breed apart. It’s not a boat for everyone but for those with a spirit of adventure, who value function over form, and who want the ability to put to sea in even the most demanding conditions, this is a vessel you should consider. As owner Charles says: “I’ve looked at plenty of boats and for me, the 44 ticks all the boxes. It’s strong, solid and dependable. In fact, to my mind, it’s bulletproof – and I like that!”

Botnia Targa 44 specifications

MODEL: Botnia Targa 44
DESIGNER: Oy Botnia Marin AB
HULL TYPE: Planing
RCD: Category B (15 people)
LOA: 47ft 1in (14.36m)
BEAM: 10ft 10in (3.34m)
DRAFT: 3ft 6in (1.1m)
DISPLACEMENT: 12,400kg
FUEL CAPACITY: 2,000L
WATER CAPACITY: 350L
TOP SPEED: 37.2kn (speed and fuel figures supplied by Botnia for a Targa 44 with 2X IPS 600 435hp engines)
FUEL CONSUMPTION: 3.52L/nm @ 25.5 knots
RANGE: 453nm at 25.5 knots with 20% reserve

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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This article Botnia Targa 44 used boat review: A bulletproof passagemaker ready for anything appeared first on Motor Boat & Yachting.

Bellini Astor – even the name sounds exotic, an alluring hybrid of Italian beauty meets Anglo-American aristocracy. Doubtless that’s exactly what Bellini Yachts was hoping for when it settled on the name of its first new boat in over 50 years.

Founded by Battista Bellini in 1960 on the shores of Lake Iseo, the company started life as a low-volume builder of stylish wooden runabouts similar in concept to those of its better known neighbour, Riva. However, production ceased in 1973 when Battista fell ill, and the company switched to restoring and selling classic boats instead. Bellini Classic still forms a part of the business today, although these days it mostly deals in wooden Rivas from the glory days of the 1950s and 1960s.

It was only in 2023, under the auspices of the founder’s son Romano Bellini (chairman) and nephew Battista Bellini (CEO), that it started building new boats again. With the help of another Italian boat building legend, Norberto Ferretti, and an equally famous designer, Brunello Acampora of Victory Design, the Astor range was born. Starting with the boat featured here, the 36, and followed at last year’s Cannes show by a 58, there are now plans to build an Astor 68 as well.

To our eyes, the 36 is actually the prettiest of them all. With its flared bow, sculpted topsides, walkaround decks and large open cockpit, it’s cut from much the same cloth as its Italian compatriots the Solaris Power 40 (another Acampora design) and Pardo P38, but with one major difference – the Astor 36 comes with a pair of electric folding side platforms as standard.

Elegant lines conceal a surprisingly practical open sportscruiser with safe walkaround decks, a sturdy hard top and plenty of lockers

It’s a significant plus point, given that neither of the others even offer them as optional extras. But the big question here is whether something as pretty as this that looks so at home on its native Italian lakes is equally capable on Britain’s rather less predictable waters? There was only one way to find out…

Somewhat surprisingly Bellini does have a UK dealer – Sebino Yachts based in Christchurch, Dorset. Tucked into the small but very pretty Avon Marina, the Astor 36 looks remarkably at home in this quintessentially British setting with its backdrop of lush green trees and the 12th Century Christchurch priory.

Pottering out through the long winding channel to Mudeford Quay and the entrance to Christchurch Bay gives us a chance to appreciate the Astor’s practical qualities. With its tall bulwarks and wide side decks it’s very safe and easy to move around in the cockpit, although the lack of transom gates on either side of the aft sunpad might prove a little disconcerting for young kids.

The bow can be protected by fixed stainless steel rails or removable carbon-fibre ones

And while the Pardo and Solaris Power both maintain relatively deep walkaround decks all the way to the bow, there are a couple of steps on either side of the Astor’s centre console that reduce the internal depth of the bulwarks around the foredeck, making it feel marginally less secure. To counter this, Bellini offers the option of full stainless steel guardrails or the more discreet removable carbon fibre stanchions and ropes fitted to our test boat.

Life on deck

The fixed bathing platform makes carrying a conventional tender tricky but there is a big locker under the sunpad where you could store a deflated EZ Raft in addition to the usual SUPs, fenders, covers and lines. This whole section of decking also hinges up the other way on an electric strut, giving exceptional access to the two engines – in this case a pair of 300hp Volvo Penta D4 sterndrives.

The central dinette is large enough to seat 6-8 people thanks to folding leaves on both sides of the table. On our test boat, this had been painted the same Sebino Blue as the hull and console as part of a £61,000 package. Four other factory-approved colours are available, or you can opt for your own bespoke colour at an even higher cost. It does look good but heaven forbid you accidentally scratch it.

Both the hull and deck furniture can be painted in a wide variety of different colours

Both benches have extra storage under the cushions and backrests that flip over to extend the length of the sunpad and convert the aft-facing seat into a forward-facing one. The T-top isn’t quite long enough to shade the whole of this area but you can add extended fabric sun awnings on removable carbon fibre poles over the bow and stern if needed.

This space really comes into its own when you drop the two folding terraces, opening up the views and creating a 6m-wide deck area all on one level that extends right the way out to the bathing platform. Once again you can add removable carbon-fibre railings around both of these balconies for extra security.

The main cabin and separate heads are well proportioned, nicely lit and finished to a suitably high standard

Cleverly, the base of the helm seats doubles as a wet bar with a sink, fridge and ice-maker easily accessible from the aft side and an optional induction hob that can only be used once you’ve folded the co-pilot seat forward.

Three rather short steep steps lead down from the cockpit into the cabin. As with most walkaround craft of this length, it’s an open-plan layout but the feel and scale of it is better than you might expect. Rather than try to squeeze too much in, Bellini has kept things simple with a slimline galley area to port with just enough room for a small sink, optional microwave and fridge, a permanent double bed forward and a separate heads to starboard.

Natural light is a bit limited down here, especially with the bow cushions in place, but well-designed mood lighting, plenty of floor space and headroom at the foot of the bed, and an impressively high standard of fit and finish for a new yard ensure you could spend a very comfortable weekend away as a couple.

The second sleeping area under the companionway steps is best suited to kids or as overflow dry storage

There is a second low-level double mattress tucked under the cockpit behind the stairs but unless you’ve got a couple of young kids who are happy to make do with the limited headroom, lack of hull windows and absence of privacy, this is more likely to be used as dry stowage than overnight accommodation.

Most importantly of all, the heads compartment is a really good size with full standing headroom and a proper separate shower cubicle with the toilet hidden under a smart teak bench.

Sporting a vacuum-infused hull, the Astor 36 weighs in at a relatively trim 7.23 tonnes (at least a tonne less than its rivals from Solaris and Pardo). This means it can get away with only offering the smaller Volvo Penta D4 300hp diesels as an alternative to the 350-380hp petrol V8s (both Solaris and Pardo offer D6 options as well). It’s a smart decision, offering enough performance to satisfy most owners without the extra cost and fuel consumption of the bigger D6s. We recorded a top speed of 34 knots and perhaps more importantly fuel consumption of less than three litres per nautical mile at a comfortable cruising speed of 26 knots.

The two platforms form part of the topside mouldings when up but fold flat to extend the cockpit deck when lowered

The medium vee hull doesn’t set any new standards for ride comfort or handling but it responds safely and predictably to steering inputs with a satisfying amount of lean and just a hint of stern slip that helps tighten the turning circle without ever threatening to let go. That flared bow ensured the decks stayed spotlessly dry for the entire trial, and it’s worth noting that even when we stopped in a bit of a swell behind the Needles and lowered the side terraces, neither of them came close to shipping any water.

The helm position is equally comfortable both sitting and standing thanks to an angled footrest that allows you to prop yourself on top of the bolster for a more elevated view over the windscreen. This can be quite handy as I found the top of the windscreen frame was in line with the horizon when sitting down. As with most open boats the big diesels are a little bit intrusive under way but the T-Top stayed impressively still over lumps and bumps without the flexing that can affect some designs.

Bellini Astor 36 specifications

LOA: 37ft 8in (11.3m)
BEAM: 12ft 9in (3.9m)
DRAFT: 2ft 4in (0.8m)
DISPLACEMENT: 7.23 tonnes (dry)
FUEL CAPACITY: 700 litres
WATER CAPACITY: 170 litres
ENGINES: 2 x 350-380hp Volvo Penta petrol, 300hp D4 diesel or 400hp Mercury outboard
CONTACT: www.belliniyacht.it/en/

Bellini Astor 36 costs and options

PRICE FROM: £368,000 ex VAT (350hp petrol)
Upgrade to 300hp D4 diesels:£62,000
Painted hull and deck furniture: £61,000
Teak decking: £4,750
Hardtop with lighting: £27,550
Cockpit fridge: £2,325
Carbon fibre railings: £3,800

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Bellini Astor 36 review: Is this a Riva-killer? appeared first on Motor Boat & Yachting.

I could have simply inserted a huge photo of the Spirit P70 into the middle of this page and not bothered with words at all because, well, just look at it! But word count requirements aside, there is, in fact, plenty that needs to be discussed on the subject of coolness when it comes to this vessel, because it certainly runs more than skin deep.

Far from starting life as a fanciful design and then filling in the blanks, this vessel was developed around some cold, hard numbers. Commissioned by an owner who lived in the UK but wanted to be able to reach his preferred cruising grounds in the Baltic in one hit, those numbers were 1,000 nautical miles at 18 knots.

Built by Spirit Yachts in Ipswich (the builder of those staggeringly beautiful wooden yachts we saw 007 at the helm of in Casino Royale and No Time To Die) and designed by head designer Sean McMillian, who also happened to be the CEO of the company (telling you a great deal about its priorities), the exterior profile was the 22nd concept drawn. That in itself took one whole year, with the build a further three (not helped by Covid).

The plush interior is a study in mahogany magnificence

Construction is based around a sapele wood ring frame with douglas fir longitudinals and 3mm-thick kaya veneers, bonded together using vacuum-infused epoxy resin. The interior is mahogany – just varnishing it took three men seven months! And while all that wood might sound heavy, in fact the finished boat weighs about half that of the shorter but admittedly 2ft wider Fleming 65, due in part to the fact that the wood epoxy composite structure is similarly light and strong as carbon-fibre (yet less brittle and more forgiving, with superior sound-deadening properties).

That, in turn, means that the engines can be smaller and lighter than is usual in a boat of this size – in this case, twin MAN i6 800 diesels.

Add four fuel tanks that hold a total of 10,000 litres and you have the speed and range required.

The result, while not cheap, is certainly effective, not to mention drop-dead gorgeous and utterly, utterly cool.

See our full coolest boat hall of fame

Spirit P70 specifications

Year: 2020
LOA: 71ft 0in (21.7m)
Beam: 16ft 5in (5m)
Power: Twin MAN i6 800 diesel engines
Speed: 23.5 knots
Price when new: £4.5 million

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article World’s Coolest Boats: Spirit P70 – The Rolls-Royce of boats appeared first on Motor Boat & Yachting.

During its first 15 years in business, you might argue that Princess Yachts developed its skills and reputation by concentrating on relatively workmanlike designs. Then in 1980, up popped design guru, Bernard Olesinski, and the firm’s transition to sportscruisers began. It would take a further 15 years for the original V-class to arrive – and while it did so in style with two models, the V39 and V52, these first generation V-class craft were open boats and so very different to our review boat.

What we have here is a hard-topped 2014 V52 sports yacht on offer with Princess Yachts, Swanwick for £530,000 UK VAT paid. It comes from the second incarnation to carry the V52 badge, which was launched at the 2010 Southampton Boat Show and remained in production for six years.

A mid-life facelift in 2013 also saw the hull’s three vertical glazed hull windows replaced by direct bonded glass to spruce up the boat’s profile and increase interior light. And that production run resulted in around 120 V52s being built. Just a cursory internet search reveals examples as far afield as the Caribbean and Australia, but given its global success, you don’t have to go that far to find one. We found ours in Chichester, where owner Paul Tredwell, showed us around…

“I’ve been around boats all my life and came to Princess after owning a Fairline. We had a Targa 43, which we used a lot until the kids got slightly bigger and the aft cabin they shared wasn’t quite good enough anymore,” said Paul. “So we needed to find something with three cabins to appease the children. We also wanted something a little larger and with the same sea keeping as the Targa 43, which was superb.

Slide-out stools that stow under the table increase the dining capacity to eight

“Apart from space below, the other issue with the Fairline was the canopies, which you would put on and take off quite a lot. As fantastic as it is when you have an open boat, we all know the weather changes in the UK and you end up scrambling to put the canopies on and off. Then at the end of the day, it’s always the person who owns the boat, washing it down and putting the canopies on for two hours while everyone else goes out and enjoys themselves.

“After a while that got a bit tedious so our aim was to find something that we could step on and go. That was our challenge, and in early 2022, we ended up with the V52.”

Family day spaces

The V52 certainly ticks lots of family boating boxes. At the aft end, there’s a standard hi-lo bathing platform big enough to carry a sizable tender. There’s also an aft cockpit with a massive ten-seater horseshoe seating unit, plus a starboard wet bar and grill.

Nestled beneath the seating unit, and accessed by way of steps, is a compact crew cabin which we suspect is more likely to be used for stowing toys and baggage rather than crew. As for sunbathers, they’re best catered for up front, where a pair of hinged sunpads recline at whatever angle you fancy. Access is good too, thanks to sturdy guardrails and teak-clad side decks that gently rise towards the bow.

Sliding aft doors and a single-level deck create a sociable connection between the cockpit and saloon

Moving forward from the aft cockpit, the wheelhouse is entered via a super-heavy but nicely balanced three-part sliding door. Touch and feel is an important factor for premium builders and Princess’s commitment to quality is abundantly clear here. Inside, the saloon is defined by straight unobstructed lines. Running the full length of the port side is the principal indoor dining area, where a second large horseshoe seating unit wraps around a generous dining table. By our count, the settee would comfortably accommodate eight guests, and there are also two extra pull-out pouffes ready and waiting beneath the table.

To starboard, a straight run of Rovere oak-faced cabinets provides plenty of storage and a fridge. It’s topped by a smooth wooden counter top which, just like the table opposite, is reassuringly thick, robust and beautifully finished with a stylish leather inlay. Completing the saloon’s key features is a pop-up TV and an ice-maker below the navigator’s seat.

Article continues below…

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Linssen Grand Sturdy 29.9 Sedan used boat review: Perfect couple’s weekender

The helm keeps on ticking those premium boxes. Twin leather seats? Yes. Adjustable helm? Yes. Anti-glare surfaces? Yes. Excellent all-round visibility? Yes. Crisp and ergonomic control layout? Yes. Among those controls are two Carling switches, which operate the saloon’s ventilation system: an opening side window alongside the helm and a sunshine roof above.

We have seen one or two electric sunroofs that appear a bit worse for wear (possibly due to maintenance shortcomings) but the one fitted to our 11-year-old review boat opened as if it were brand new. And that’s important because it’s an absolutely enormous panel.

The quality of finish at the leather-trimmed helm is typically Princess

Down four steps from the saloon lies a U-shaped galley. Despite its relatively compact dimensions, it packs in everything you could reasonably require – a fridge/freezer, three ring ceramic hob, microwave/oven grill, sink, dishwasher, storage space and plenty of worktop. Forward of the galley are two of the review boat’s three cabins. The first is located to starboard (although on some V52s this space is occupied by a second dinette, which Princess offered as an option).

Even though this is the smallest of the V52’s cabins, it’s far from cramped with full size bunk beds, a three-drawer storage unit, full-height wardrobe, space for dressing and excellent headroom throughout. What this cabin does not have is an ensuite, so facilities are shared with the second cabin, which occupies the forepeak. Thanks to the Jack-and-Jill doors connecting it directly to the spacious day heads, this bow cabin is able to claim ensuite status. And in addition to V-berth beds that can be swung together to form a double, it offers a tall wardrobe and loads of storage.

The galley-down layout may no longer be in vogue but it still works very well

The full-beam master cabin is accessed from a door to the rear of the galley, adjacent to the steps down from the saloon. Two further steps take you past the cabin’s spacious ensuite and down to the bedroom area, which in addition to a king-size double provides a two-seater settee, a full height wardrobe and bags of storage space. Being a post-facelift vessel, our review boat’s master cabin also benefits from the large lozenge-shaped bonded glass windows for extra light.

Proven performance

In terms of propulsion, Princess offered three options for the V52: twin Volvo Penta D11s rated at either 670 or 725hp, or twin 715hp Caterpillar C12s. In our original test of the V52, we drove a model equipped with C12s, which achieved 34.9 knots. But our review boat has the larger 725 hp D11s and owner, Paul, reports a top speed of 36 knots, even with a full tank.

The bonded windows of this later generation V52 bring big benefits for the owner

“At that speed, you’re using around 144 litres per hour per side,” he adds as a cautionary note. “However, drop down to 24-28 knots and you’ll use between 70 and 84 litres, or go down to 18 knots and it falls to 50-60 litres. So fuel economy-wise, the boat’s actually very, very good – unless you open the throttles wide up!

“At 28 knots, it sits really comfortably and will go through pretty much any sea. I remember returning from Cowes when we had sea coming all the way over the top of the boat, but inside, we were relaxing with a cup of tea. No one in the family was worried at any point. The boat just ploughed through it all. Its seakeeping is as good as any boat I’ve ever been on. Slow speed manoeuvring is no problem either – it has variable bow and stern thrusters and the windage is less than a flybridge, so you can put this boat anywhere.”

The day heads sits directly across from the guest twin

The upshot

Although Paul is selling his V52 as part of a plan to move to Med boating, he remains firmly committed to it as the right boat for a growing family in home waters: “The kids now have their own cabin each, and they can bring a friend. We’ve had eight people on board, dining, fishing, barbecuing and swimming on the rare occasions it’s warm enough to get into the sea. It’s brilliant, it just does everything, In fact, in my view the V52 is the perfect UK boat.”

Princess V52 specifications

MODEL: Princess V52
DESIGNER: Princess Yachts with Bernard Olesinski
HULL TYPE: Variable Vee
RCD: B (12 people)
LOA: 54ft 6in (16.61m)
BEAM: 14ft 7in (4.45m)
DRAFT: 3ft 9in (1.14m)
DISPLACEMENT: 13,200kg
FUEL CAPACITY: 2,000L
WATER CAPACITY: 364L
TOP SPEED: 34.9 knots (with CAT C12 715hp engines – fuel figures below are for same engine)
FUEL CONSUMPTION: 166.38l/nm @ 25.4 knots
RANGE: 244nm at 25.4 knots with 20% reserve

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Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

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This article Princess V52 used boat review: The perfect UK boat? appeared first on Motor Boat & Yachting.

A smooth sea never made a skilled sailor”. There is so much truth in this well-known proverb. It reminds us that in life, true strength and skill are more often formed in adversity than on the easy path. That said, I feel I should clarify a couple of things.

Firstly, I do not regard myself as a skilled sailor but I do love to learn. And secondly, I fully appreciate that most of us, including Annette, Joe and me, much prefer calm seas to rough for our boating fun.

Even so, a key reason we bought Iolar, our Dale Classic 37, was for her exceptional seakeeping. This is due, in large part, to her underwater profile, which is derived directly from the legendary Nelson pilot boat lineage. The idea was not to battle the high seas for fun, but to extend our cruising windows, allowing us to go further and with greater confidence. And therein lies the rub. Having bought a boat that is so capable, the only way to realise the benefits was to develop the right skills, and that meant I needed to experience some unpleasant conditions first-hand…

Seasoned skippers use a variety of sources to gauge the likely severity of the sea conditions

Boat & crew

My first sea trial on Iolar, accompanied by Mike from Dale, was a 65nm trip around the islands off Pembrokeshire in conditions I would probably not have ventured out in on my previous boat. The ease with which she coped was astonishing – it was actually enjoyable and comfortable and that was despite having no helm seats at that stage!

Next came an autumnal rough-water training session (again with Mike) off St Anne’s Head. Annette and I both helmed in waves from 3-4m and started learning how to manage Iolar, even though it felt more like she was looking after us. Under the guiding hand of Mike, our competency grew.

Iolar is strong. Her hull is built to RCD Category A and she has plenty of power available. The way she handles steep and confused seas without slamming is difficult to describe. Even if you carelessly launch all 12 tonnes of her off the top of a large steep wave (which I confess I have done a few times) you get a thud rather than a crash. Experiencing how she handles different conditions has built our confidence in her as a boat.

However, the crew are even more important. Nobody wants to be scared so we operate on the principle that there is nothing wrong with staying in port or turning back. I’ve also learnt that helming in rough water is tiring so being able to share duties on a longer passage is vital. lessons learned I tend to obsess over trying to predict the sea and weather conditions but in the end, I accept you don’t know what you’re dealing with until you’re there.

Dale’s semi-displacement hulls are derived from the legendary Nelson pilot boat

I use apps like Predictwind and Windy, plus my tidal atlas, as well as live wave buoys (accessed through Surfline) and even the occasional call to an NCI station. In fact, on a recent trip, we were approaching the Lizard, returning from the Scillies with a decent following sea. A quick call to Lizard NCI confirmed it was “pretty bad” close in but four miles out they could see a ferry passing in more settled conditions – job done!

We’ve also learned to assess the conditions as we go and to change our plans whenever necessary – and honest communication is an essential part of that. On a trip back from Kilmore Quay in Ireland, I was fortunate that my crew was an experienced skipper from Dale.

We set off into a steep head sea with waves up to 3-4m. Backed off to 8 knots, throttling up and down each wave, we were in for a long trip. We discussed how we felt and each agreed we could manage the conditions. Then we assessed if things could get worse or better.

Confident that they ought to improve, for a number of carefully considered reasons, we jointly agreed to keep going. in the event, we were proven right, arriving safely in Wales just a few hours later. It was a satisfying trip and another valuable learning opportunity courtesy of a very experienced skipper.

lolar at anchor in more tranquil conditions

Rough water tips

I had read books and articles that talked about the importance of throttle control in rough water, but it wasn’t until I was in big seas myself that I fully appreciated just how fundamental using the throttles is in keeping control. Another common trait of the experienced skippers I’ve been lucky enough to learn from is their ability to stay calm. It’s a vital attribute for maintaining focus in tough conditions, but it’s also about keeping the crew confident and assured.

You have to understand your equipment too. When conditions are not great, particularly during the winter months, we always have our lifejackets on and wet weather gear close by; and we also carry a six-person valise life raft. It’s ready to go in the wheelhouse, together with our grab bag, which includes flares, a portable VHF and an EPIRB. It’s also become second nature now to monitor AIS and radar, while also keeping a look out for potential hazards.

I’m certainly not advocating boating in dangerous conditions. However, experiencing conditions that have pushed me out of my comfort zone, and spending time with experienced skippers, has been hugely rewarding. In addition to learning new skills, you get a tremendous sense of achievement arriving at a new destination, as well as more confidence as a family to go further and see more. And if we get caught out by conditions, we know we have a very capable boat, plus a bank of experience to draw on when panic may otherwise have been the natural reaction!

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This new high-performance coupé is every bit as different as you would expect of Spanish builder, Astondoa, and its radical styling fully embodies that. With its plumb bow, fine entry, aggressive spray rails and long tinted windows, all set off by decorative steelwork, recessed LED lighting and dramatic flourishes in the mouldings, it’s a treat to look at.

It’s well arranged too. Ahead of the high-low aft platform, beneath the raised sunbed, the garage is big enough to swallow a 2.8m tender, which is not huge for a boat of this scale. But you do get an interesting choice of engines – either twin IPS-800s or (remarkably) a triple rig of ripsnorting 600hp V12 outboards.

Further forward, it’s good to see that a beam just in excess of 15ft creates a lovely broad cockpit that is covered in its entirety by a full-width hardtop. That provides the shelter for a really sociable eight-man dining station with walkaround side decks and a pair of drop-down terraces to expand the aft deck. Ahead of that, a transverse galley, comprising two big parallel cabinets, provides all the ice, refrigeration, storage and work surface you could want; and beyond the central three-man helm, a set of aft-facing seats in the forepeak creates a neat little lunch zone at the leading edge of the island sunbed.

The broad hardtop provides great shelter for the day spaces

The helm is also a bit of a treat, courtesy of three raised offshore seats, carbon fibre detailing, a central helm position, a one-piece glass screen, an upper tier with three 16in plotters and a neat arrangement of throttles, thrusters and joystick, all at the right hand. And when you step down below, things could hardly be more Astondoa.

The central atrium features a really well appointed day heads to starboard and a large breakfast bar to port, with plenty of little extras, like a coffee machine and wine fridge, so you don’t have to head up top to grab food and drink. There’s also a lovely VIP cabin with a large lounge seat; and the owners midships cabin also feels very striking, thanks to a diagonal bed and all kinds of extravagance in the fit and finish.

All of this luxury does, however, cost a fair bit. While it goes from €1.35m plus tax, a more realistic price is likely to be closer to, or even a little beyond, the €2m mark.

Astondoa 577 Coupé specifications

LOA: 50ft 11in (15.52m)
BEAM: 15ft 1in (4.61m)
ENGINES: Twin IPS-800s / triple 600hp V12s TOP
SPEED: From 40 knots
PRICE: From €1.35m ex VAT
CONTACT: astondoa.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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Lawrence Nathan, the co-founder of WATCHIT, can recall in chilling detail the moment when the boat he was a guest on crashed into a reef. He’d been invited for a couple of days’ cruising around the Greek islands on board an Azimut flybridge he’d sold to a customer. They were making their way back to Athens when the owner asked the captain to help the hostess prepare lunch. Lawrence, meanwhile, was sunbathing on the flybridge.

“I was lying on my back looking up at the sky thinking life can’t get any better, when the boat suddenly shuddered to a halt.”

Thankfully, nobody was hurt and the boat was towed back to port, but embarrassment soon turned to frustration when they realised how easily it could have been avoided.

“The information was all there but none of the systems alerted us to the danger,” says Lawrence. “Modern cars and planes have multiple warning systems to prevent accidents, so we started to investigate whether we could develop something similar for boats”.

The solution they hit upon is as elegant as it is practical. Called the WATCHIT Smart Prevention System, it uses an NMEA-compatible blackbox to take data from existing navigation aids, such as the GPS, depth sounder, AIS receiver, electronic compass and autopilot, as well as its own built-in charting software, to identify potential hazards, determine whether they pose a risk using AI-enhanced algorithms, and alert the user in time to take evasive action.

The WATCHIT Eye high frequency radar adds short-range collision avoidance

Dynamic alerts

This latter point is key, as unlike many boat warning systems, which trigger alerts based on distance, WATCHIT uses a ‘Dynamic Alert Zone’ that automatically adjusts the danger area based on speed, course and operator awareness. After all, at 200m, a static object, such as an island, presents little immediate risk to a sailing boat pottering along at 5 knots, but a jetski at the same distance travelling at 40 knots towards a sportscruiser running at 30 knots in the opposite direction is only seconds away from disaster. WATCHIT’s goal is to give at least 10 to 30 seconds’ notice of impending danger.

The other key point is that it’s an ‘always on’ system that constantly monitors all the variables but only intervenes when imminent danger looms. This could be an above-water hazard such as a ship or exposed rocks, or an underwater one like a reef or shallows that is invisible to the naked eye. Crucially, it will only flag this if it’s on a collision path. If it’s off to one side or the boat is moving away from the danger zone, it won’t sound an alert. It’s even smart enough to recognise when you’re coming into a port or marina so it doesn’t bombard you with unnecessary warnings about nearby boats.

When it does sense a serious risk, it flags this through both visual pop-ups on the boat’s existing MFD and audible warnings via its own Bluetooth speaker system. This starts with a simple beep and a calm voice describing the nature of the threat, such as “Watch it, underwater obstacle ahead” then increases in intensity until action is taken. The idea is to avoid the constant stream of minor alerts that often end up being ignored and only serve warnings when they are really needed.

The software uses AI to assess potential threats and only fl ag those that present an imminent risk

WATCHIT eye

This was, and still is, the basis of WATCHIT’s core early warning system (known internally as Sense), but a recent add-on has made it even more effective. Called WATCHIT Eye, it’s a high-frequency, short-range radar that can pick up objects as small as a human head bobbing among the waves. Light enough to mount on the A-frame of a RIB or the bow of a larger yacht, it can pick out both static and moving obstacles, as well as their speed, bearing and course. And unlike other camera-based systems, it can do this in rain, fog or light.

The reason this is such a game-changer is that the core system isn’t yet compatible with radar or night vision cameras, so smaller craft and uncharted objects won’t be picked up unless they are fitted with AIS transponders. It is something the company is hoping to add in the future, but even then it wouldn’t have the speed or sensitivity of the WATCHIT Eye.

Interestingly, it was developed in conjunction with the Azimut Benetti Group, which liked the idea of the WATCHIT system but felt it was lacking this functionality. It can now pick up anything from navigation marks to kayaks, jetskis and paddleboards, as well as larger boats and RIBs. If the operator fails to heed the warning and take evasive action, it could even be programmed to slow or stop the engines, but for the moment at least, boat builders have shied away from enabling this.

The blackbox has its own built-in charts but also takes information from the boat’s existing navigation gear

MBY Verdict

Although the core WATCHIT system is both retrofittable and compatible with all the major brands such as Raymarine, Garmin and Navico, Azimut’s role in developing the WATCHIT Eye means it has a one-year exclusivity deal on fitting this new feature to its superyachts.

Pricing for the core system starts at around €4,800, with the Eye module likely to add another €6,000 once it becomes more widely available. There’s also an annual subscription of €350 to ensure the charts and software are constantly kept updated. Given the potential WATCHIT Eye has for eliminating many of the most common boating accidents, over 80 per cent of which are caused by human error, that seems like a tempting proposition, especially on a bigger boat where the human and/or financial costs of an accident could prove crippling.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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This article The ultimate lookout: Can WATCHIT's AI replace human vigilance? appeared first on Motor Boat & Yachting.

When we tested the flybridge version of the Merry Fisher 1295, we thought it was a tremendous boat – probably the best and most broadly talented boat of its size and price in the world. So why chop off the roof and introduce a coupé version?

Well believe it or not, there are a few reasons. Reduced bulk for uprated style. Reduced weight and windage for improved performance, efficiency and handling. A reduced price – usually of between 4 and 7% – but in this case, closer to 8%. A saloon with extra brightness and a roof structure that can be used for more because it’s freed of the requirements imposed by a flybridge. And the luxury of being able to get in and go – and get back and leave – without having to mess about with cushions and covers.

True, you do tend to lose the second helm, as well as the top deck, that a flybridge model provides, and the 1295’s upper level really is a very worthwhile day space. But by the standards of a 41ft cruiser, the Coupé model certainly doesn’t struggle in that regard…

Cockpit and foredeck

The long deck saloon superstructure, positioned a good way aft, means that the open cockpit is relatively short but, as on its sister model, the space is cleverly used. The cockpit’s aft bench, for instance, pushes way back above the engine well, significantly extending the usable space. When you’re finished for the day, runners in the deck then enable you to slide it forward so you can trim the engine legs out of the water.

The absent ladder is great for the 1295’s short cockpit

The flybridge ladder is of course gone, and that helps free up a little more space back here, while also ensuring that you get immediate access to the storage lockers beneath the deck without having to shift the ladder struts from the hatch.

The asymmetrical nature of the broad L-shaped bench is also well managed. There’s a drop-down terrace on the starboard side, ahead of a walkway to join the aft swim platforms to the cockpit. But Jeanneau has helped mitigate the limitations of this single dedicated access point by means of a side gate to port as standard, plus a neat little lift-out backrest in the port corner so you can rig a little channel through to that side of the swim platform.

In the absence of inboard engines, the storage beneath the deck is also fantastic. There’s enormous volume and it’s really well arranged with a deep central cabinet and a pair of smaller compartments, one on either side. And if you look forward a touch, just beyond the single-level threshold at the aft end of the saloon, you will find another under-deck locker of a very similar size.

Arguably though, the best day space on this Coupé model is to be found at the bow. The fact that the screen brings the superstructure to an end a decent way aft creates plenty of length up here as well as breadth, and it’s beautifully used. There are three long, forward-facing sun loungers with raised backrests and integrated armrests.

The spacious and practical six-man bow lounge is a triumph

Ahead of that is a broad aft-facing bench at the squared-off forepeak, which is big enough to seat another three people – and the fact that the transverse walkway between the two sections is sunken deep creates a very natural place for your feet when you’re sitting at the bow table.

It’s a highly practical arrangement too. For instance, that same sunken section of deck creates the space for a long letter-slot window built into the leading edge of the sunbed structure for extra light down below. The generous length also means you get four skylights ahead of the screen, which funnels plenty more natural light into the bow cabin, whether the six bow seats are occupied or not.

And if your guests do happen to be embroiled in a six-person foredeck party, there’s some handy tread machined into the fibreglass of the coachhouse roof, between the hatches and the sunbed backrests, so you can make your way from one side to the other without getting in anybody’s way.

Plunging windows and a low-slung dash enable excellent views

Simple saloon

As intimated, any worthwhile coupé model needs to really make the roof work hard and the 1295 makes a very decent fist of it. There’s the option of a big roof rack for a whole collection of toys. There’s also space up here for solar panels so you can keep your domestic batteries topped up; and the sunshade extension that comes off the back end of the roof structure can be coupled with an optional cockpit closing kit to keep the entire aft end properly sheltered.

There are a couple of skylights above the helm to brighten up the saloon too but you can’t help feeling that a larger single sunroof might have been a more productive way to really leverage the potential benefits of the Coupé’s roof structure.

Even so, the overhead light does make the saloon feel subtly more pleasant and the near-identical layout also works well. Once again, the raised port side deck is kept nice and narrow (about the width of a single foot in fact) to generate excellent internal breadth and that’s used for a sociable C-shaped galley to port and a single step up to the forward part of the saloon, where a low-slung C-shaped dinette mirrors the aft set-up and enjoys big views through plunging side windows.

While it’s brighter than the fly model, more might have

The dash structure is also quite low-slung, which means you get excellent forward views from the dinette seating, even when you’re underway on a cruise.

As part of the optional Premier Pack, there’s an opening port window here for ventilation and communication but it doesn’t line up with the midships cleat so while it’s certainly worth having, its seamanship credentials are slightly limited. But even so, the skipper’s side door and broad starboard side deck help make up for that. And the fact that the refrigeration duties are taken care of in the form of low-level units beneath the worktop on the starboard side also helps preserve easy movement and all-round views.

You get 144L of refrigeration capacity across two fridges and there’s plenty of space here for an ice-maker too, should you want one. And when you step down the forward steps, between the port dashtop’s pop-up TV and the starboard helm, the three-cabin lower deck layout feels really strong for a boat of this size.

The short day heads allows for a longer port twin

Three-cabin layout

The owner’s bow cabin is every bit as bright as the foredeck arrangement suggests it ought to be, and it feels all the more so because of the big hull windows. It’s voluminous, too, thanks to the hull’s softly angled taper, which enables you to gain full access on both sides of the bed, even though it’s positioned quite low down for outstanding headroom.

In fact, there’s plenty of space to sit up in bed, even beneath that deep-set forepeak lounge. There’s plenty of storage space beneath the bed too, and the detailing, not least in features like the stylish backlit bed head, feels a cut above the original flybridge model.

Rather impressively, there are two bathrooms here. The owner gets direct access to a long starboard ensuite with separate shower, and on the port side, there’s also space for a shorter but equally practical day heads. Aft of these, the beam is sensibly divided between a pair of guest cabins.

Lots of light and headroom, even to starboard

There’s a really good sized twin to port with an infill so you can turn it into a huge double. It comes with a really lofty changing zone and plenty of volume beneath the saloon deck to sit up in bed, plus impressive storage and good light and views through deep hull windows. The starboard twin is shorter, but it too provides all the key ingredients you would want, not just to spend the night but to linger a little with a cup of tea in the morning.

Easy underway

As on the flybridge model, triple 300hp outboards are the only option here, but you can go for either the test boat’s Yamahas or the optional Mercurys. Either way, what we’re seeing is remarkably similar to the 1295 Fly. So much so that we’re not actually recording any clear and obvious speed or efficiency gains, and in spite of the fact that we’re a little more heavily loaded, with six crew and relatively full tanks, that’s a bit of a surprise.

Spacious owner’s cabin

Nonetheless, the general performance is very strong indeed. From the solid directional tracking, through the flat transition to a low-speed 16-knot plane and on to the top end of around 37 knots, it all feels extremely well sorted.

There’s good composure, grip and speed retention in the turn, as well as attractive vigour in the regaining of its natural trim when you straighten up the wheel. Running efficiency is also decent in the chief cruising band from 20 to 30 knots, where 5 to 6L per mile delivers a range of between 160 and 200 miles. It’s quite a quiet boat too – slightly more so in fact than the fly model, with sound readings of 70-75db at everything from 20 to 30 knots. And the ergonomics also feel pretty strong…

While the helm station has to be compact to free up space for the big port dinette and the access point to the lower deck, you get a really wide skipper’s side door and very narrow mullions for excellent visibility, plus space for two 12in MFDs on the main tier of the dash and excellent travel on the adjustable helm seat.

That helm seat also rotates to face across to the rest of your guests and, while we would favour relocating the tabs switch so you don’t have to reach beyond the throttle lever to access it, this is about as positive a helming experience as you could possibly want from a high-volume, outboard-powered six-berth family cruiser.

Jeanneau Merry Fisher 1295 Coupé specifications

LOA: 40ft 9in (12.41m)
BEAM: 12ft 6in (3.80m)
DRAFT: 2ft 6in (0.76m)
DISPLACEMENT: 8,181kg plus engines
FUEL CAPACITY: 1,174 litres
ENGINES: Triple Yamaha F300 4.2L V6 outboards
RCD: B10-C12

Jeanneau Merry Fisher 1295 Coupé costs and options

From: £482,804 inc VAT. Test boat includes the following options…
Aft cockpit sun awning: £2,692
Cockpit closing kit: £3,398
Roof rack: £897
Upgraded electronics pack: £8,579
Bow thruster: £3,600
Diesel heating: £11,181

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Jeanneau Merry Fisher 1295 Coupé review: Testing this brand-new flagship coupé appeared first on Motor Boat & Yachting.

This latest Aquila Coupé is a direct response to existing customers who want fully enclosed shelter without having to mess about with flappy canvasses. But it’s actually much more than just that. For a start, there’s the fixed carbon-fibre hydrofoil system. According to Aquila, if you take this boat to about 22 knots before angling the foil by trimming out the engine legs by 20%, the hull frees up, the revs rise and you get 30-35 knots alongside a 20% reduction in the fuel flow, nearly halving your consumption per mile.

In addition to a 40-knot top end, you also get a 500nm cruising range with a pair of 440hp Volvo D6 sterndrives. Alternatively, you could ‘invest’ in a pair of 400hp V10 outboards but you should be aware that, according to Aquila’s own figures, that will halve your cruising range at a stroke.

A more palatable Aquila claim is that this boat offers the volume of a 50ft monohull and, in the absence of proper side decks, it really does feel that way.

The saloon is a massive space, with a lovely seating zone opposite the two-man helm and a huge C-shaped dinette opposite the long L-shaped starboard galley.

There’s still room for a staircase to an ensuite bedroom in each hull and a bow door to access the squared-off forward lounge, plus a three-section sliding aft patio door that enables you to open it up either to the right or left. This makes even more sense when you see the galley, which projects out, connecting the internal work surface to an external storage module by means of a fold-up extension. It then continues further aft by means of a hinge-up table on the back of that module, so the quality of integration between saloon and cockpit is first-class.

There’s plenty of space for toys and furniture inside the twin sunbeds

The only thing that might seem out of kilter here is pricing. With a base price of €916,000 ex VAT and a high-spec package price closer to €1.4M, it’s at the same level as the Aquila 42 Fly. But as a genuinely rapid 40-knot sports coupé rather than a sedate 20-knot cruiser, the extra money has quite rightly been spent on upgrading the flex-free integrity of its vinylester resin-infused structure.

Aquila 42 Coupé specifications

LOA: 42ft 10in (13.06m)
BEAM: 13ft 4in (4.05m)
TOP SPEED: 40 knots
ENGINES: D6 400-440s / 400hp V10 outboards
PRICE: From €916,000 ex VAT
CONTACT: aquilaboats.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

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This article Aquila 42 Coupé first look: The 40-knot powercat that defies gravity appeared first on Motor Boat & Yachting.

Considering my grandfather, Charles Wadham Lyne, chose to be a poor vicar, he wasn’t quite as hard up as he might have been thanks to the decisions of his forebears. Thankfully his great uncle Charles Lyne chose to be a rich merchant, which meant my grandparents could indulge in the occasional luxury, such as boating holidays on the Broads during the 1920s.

Given his interest in boating, there is every chance he spotted their holidays advertised in The Motor Boat, which by then was already a well-established periodical, having published its first issue in 1904.

Coincidentally, at about the same time, Hugh Poths of Boston, Lincolnshire, and almost certainly another reader of The Motor Boat, retired from his position as the manager of the Tai Thong Rubber Works Co., in Malaya (now Malaysia). Before leaving, Hugh had purchased and arranged for a quantity of the local teak to be shipped back to England for a special project.

Moored on the river Witham in Boston circa 1930. Photo: Charles Lyne

Cover star

Hugh had decided to have a boat built which he and his family could enjoy cruising on the local rivers. Once resettled in Lincolnshire, he chose H C Banham Ltd as the company to build it. As well as being local, Banhams ran a holiday charter business and knew what was required of an inland waterways boat.

Making available his ample supply of quality Malayan teak, Hugh commissioned a boat that would allow him to enjoy the delights of the inland waterways, including the narrow canals.

Sometime in 1925, Banham’s designer, A. H. Comben, put pencil to paper and adapted one of his existing Broads cruiser designs to meet Hugh’s wishes. Boatbuilder John A. Hodgkinson then set about creating this rather special boat.

Photo: Charles Lyne

As it neared completion in the spring of 1926, someone suggested that it might be of interest to The Motor Boat magazine, and sure enough, in the April 1926 issue, it was featured over one-and-a-half pages.

Described as being a “most interesting vessel” the article continues “due to the restrictions necessitated by lock dimensions, it is by no means an easy matter to evolve a good canal cruiser, but in this case the designer appears to have achieved the desired object and the boat is of by no means unprepossessing appearance.”

With the old diesel engine gone, the forward cockpit has been repurposed as a four-person dinette. Photo: Charles Lyne

Reading between the lines, the author was pleasantly surprised by how pretty it was, despite its unusually long, thin design – the LOA of 40ft dwarfs its narrow 6ft 11in beam.

On 10 May 1926 (amidst the turmoil of the General Strike), Hugh Poths registered this boat as ship no. 147966 with a 9.7bhp motor and a cruising speed of 5.6 mph. He named it Malaya.

Malaya crossing The Wash in summer 1938 – quite an undertaking in a boat designed for sheltered inland waterways. Photo: Charles Lyne

Lone Survivor

Malaya may not have been the first cruiser designed specifically as a leisure craft for use on the narrow canals of England and Wales (rather than a converted barge) but as far as we know, she is the oldest surviving example.

The Poths family enjoyed their unique boat for more than three decades, undertaking several long voyages. In the summer of 1938, for instance, Hugh’s eldest son Jack took Malaya across the Wash from Boston to King’s Lynn and up the Great Ouse to Denver Sluice and beyond, to Cambridge– a 14-hour voyage across open seas in a boat designed for inland waters.

Jack Poths with Hugh Poths (jnr) and Mary. Photo: Charles Lyne

After 33 years of happy ownership, the Poths family decided to sell Malaya. Her new owner, Jack Craddock, was a garage owner and a keen supporter of the newly formed Inland Waterways Association. Her history gets a little murky after that before she appeared on the market once again in 1980.

This time she was sold to Rod Beever, who saved her from being scrapped but was possibly not well advised on the subsequent restoration, which removed all her internal bulkheads in a rather ill-fated attempt to modernise her.

The lack of bulkheads, which formed an integral part of the structure, meant that Malaya gradually developed a middle-aged spread to the point where she struggled to pass through some of the narrow canal locks she was originally designed for.

Moored outside the Cutter Inn, Ely, in 1953. Photo: Charles Lyne

Going Cheap

By the time I first spotted an advert for her in 2012, Malaya was in a very sorry state. Being newly retired with lots of time on my hands but very little money, it sounded like just the kind of project I was looking for.

I’d been into boats for years, having grown up watching my grandfather’s 9.5mm films of holidaying on the Broads, so later in life, with an adaptable wife and three sons in tow, I suggested we try exactly the same sort of holiday I’d seen my grandparents enjoying: a cruiser on The Broads. We all loved it.

Hugh Poths (jnr) at the wheel of Malaya. Photo: Charles Lyne

One thing led to another and soon we were regularly hiring narrowboats for holidays. Then in 1998, we purchased a 1/12th share in a purpose-built narrowboat, giving us four weeks of cruising every year at a much lower cost than hiring.

We enjoyed many happy days on that ‘Ditch Crawler’, as some coastal boaters like to call it, and while its speed obviously fell some way short of an adrenalin rush, it most certainly boosted our dopamine and endorphin levels as we pottered along, taking in the fascinating sights and sounds of the rich variety of canal and river scenes.

In Boggs Lock on the Staffordshire & Worcestershire canal in 1963. Photo: Charles Lyne

So, many years later, when I spotted an advert for an elderly wooden narrowboat in need of restoration, my interest was piqued. Further investigation revealed that it was being sold very cheaply (to the right buyer) as it needed a significant amount of work: £20,000 – £30,000, according to the surveyor’s report.

It came with some disadvantages – such as a rather large and extremely noisy diesel engine – and was only configured to sleep two people. But, with a bit of work from us, she could be ours to cruise whenever we fancied.

Malaya takes to the water again in 2018 after a six-year restoration. Photo: Charles Lyne

Restoring an old narrowboat: Test drive

A short demonstration cruise on the River Weaver proved to be rather interesting! At some point Malaya had been fitted with a 37.5hp Beta diesel engine. It sounded monstrous; every stroke of the pistons reverberated through the structure.

New owner Charles Lyne at the helm of his lovingly restored Malaya. Photo: Charles Lyne

We later discovered that the owners wore ear-defenders whenever they went for a cruise.

Thankfully, I already had a plan to replace it with an electric motor and knew of a spacious under-cover area where I could restore it. I also discovered that the father of one of our son’s friends was a carpenter and a bit of a wooden boat specialist.

Malaya being wheeled into the cow shed in 2012. Photo: Charles Lyne

I invited Dave up to the River Weaver so he could check what work was needed. His response was largely positive but it would require considerable time and expense. He’d be able to do the skilled work as long as I could do the rest of it.

That was all the encouragement I needed. On a cold December day Dave and I drove up to the boatyard to oversee her being craned onto the back of a low-loader but first we needed to remove the heavy diesel engine. Dave set about disconnecting the engine from the diesel tank, cooling system, exhaust, battery and throttles.

Removing the old Beta diesel engine. Photo: Charles Lyne

Even then the engine couldn’t just be lifted out due to the limited gap between the gunwales and the roof. It had to be done in stages: lifting the engine, supporting it on pallets, shortening the strops and repeating multiple times until the strops were short enough to clear it.

Shirley and Hugh Poths, previous owners Mac and Dave, and Barbara Lyne formally relaunch Malaya in 2019. Photo: Charles Lyne

Disaster strikes

Two days later, a huge low-loader arrived at our farmyard with what looked like a very small boat on its back. In the intervening days, Dave had been busy assembling a custom-built trolley from old lorry wheels, timber beams and steel plates, so we could wheel our new (old) boat into the cowshed/workshop.

With Malaya safely under cover, we celebrated Christmas with our traditional Boxing Day BBQ. While the BBQ was warming up, I popped over to the cowshed to check on our investment. Disaster! The rain had flooded the farmyard and the shed. Malaya was still high and dry but many of the things I’d bought to restore her, including an expensive diesel generator, were already underwater. Not a good start.

Sparks fly as the restoration begins. Photo: Charles Lyne

The weather continued to dog our efforts. By mid-January we were under several inches of snow but eventually work could begin. Dave had given me a brief: clear the inside of the boat of everything. Partitions and flooring went first, then the sea toilet, which after polishing up its brasswork and adding a smart new seat, I sold on Ebay.

With the boat empty, we now had to decide where to site the new electric motor – up at the front where the diesel had been or in the middle, closer to the centre of gravity and the batteries in order to minimise cable losses. We chose the latter. Dave set about cutting down the propshaft with a disc cutter while I stood by with a fire extinguisher in case the stream of red-hot sparks set fire to Malaya’s drying timbers.

New deck beams. Photo: Charles Lyne

In order to prevent the boat from changing shape any more than it had already, I supported the roof with Acrow props and once the windows had been removed, we wrapped heavy duty ratchet straps around the hull and through the window frames to squeeze the beam back into shape.

Meanwhile, Dave taught me all about copper nails and roves, so I could assist him with the 2,000 fastenings that were required to hold all the planks securely in place.

The restored helm. Photo: Charles Lyne

Article continues below…

Renovating a bargain boat: I ended up with so much boat for so little money

After a 13-month delay our Rustler 41 motor yacht is finally ready!

Launch day

Perhaps inevitably, the restoration proved far more time consuming and expensive than expected. I’d hoped we’d finish it in two or three years, in the end it was almost exactly six years before we gently lowered Malaya into the Thames at Lechlade.

The original throttle was adapted for use on Malaya’s new electric motor. Photo: Charles Lyne

Despite having carefully caulked all the joins in the carvel-built hull prior to painting, I knew that it would be some time before the dry timbers below the waterline would swell and start to seal properly. I’d armed myself with a variety of pumps for that very reason but I still spent an anxious first night aboard, bilge-watching and pumping until the leakage rate gradually slowed.

‘Sea’ trials proved that most things worked as intended. The one disappointing aspect was the cruising range. I’d made up two coffin-sized battery boxes under the seats in the centre cabin to keep the high current cables (up to 450 amps) as short as possible. Each bank contained six 110 Ah batteries, each of which I’d hoped would be sufficient for a day’s cruising, so I could recharge alternate banks overnight.

Newly rebuilt foredeck overhang. Photo: Charles Lyne

In practice, even with both banks in parallel, there wasn’t enough capacity for a day’s cruising. I tried replacing them with 130 Ah lead-carbon batteries, which were better, but still disappointing. Eventually, I bit the bullet and installed LiFePO4 (lithium-iron phosphate) batteries which offer significantly more usable capacity in the same volume.

This has proved to be been hugely beneficial, not just in terms of range but also because I can now monitor the battery charging, temperatures and tank levels by remote.

A fully restored Malaya is lifted into the Thames at Lechlade. Photo: Charles Lyne

Hooray Henley

That was all in the future, though, back in 2019 we were still learning about our ‘new’ boat. For some years during the restoration we’d been visiting the Thames Traditional Boat Festival in Henley-on-Thames and decided this would be the ideal place to show off her newly completed restoration.

Malaya’s original registration number. Photo: Charles Lyne

Our progress downriver from Lechlade to Henley can best be described as stately. Although we could certainly go faster, doing so flattened the batteries too quickly, so we soon got used to being overtaken by almost every other river user from swans to paddle boarders!

The helm gives few clues to its new power source. Photo: Charles Lyne

We did eventually get to Henley – albeit four days later – having recharged at various locks and in at least one case, a charging point belonging to a fellow electric boat owner.

Having had the good fortune to find the descendants of Hugh Poths still residing in the Lincolnshire area, it seemed appropriate to ask the youngest Hugh Poths to officially relaunch his great grandfather’s old boat at Henley.

Galley mixes modern appliances with classic style. Photo: Charles Lyne

Hugh and his wife Shirley have since joined us at many of the subsequent Henley Trads and will hopefully join us again for Malaya’s 100th anniversary this year.

Malaya recharging her batteries outside the Kings Arms at Sandford Lock. Photo: Charles Lyne

We’re hoping that perhaps Motor Boat & Yachting would like to attend this milestone as well and complete the happy reunion that started all those years ago…

The new electrics panel. Photo: Charles Lyne

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Restoring an old narrowboat: The 100-Year-Old teak canal cruiser’s journey to electric power appeared first on Motor Boat & Yachting.

This new 40-footer is claiming to redefine what we expect from the family sportsfisher. Designed and built by Turkish company, Mercan Yachting, which is better known for its work in the light commercial sector, the first and most obvious difference is the deck arrangement.

The bow is relatively short because the wheelhouse, which is also quite short, is positioned way forward, so inevitably, the long, open aft cockpit takes far more than its fair share of space – particularly as it enjoys the whole of that 12ft 6in beam.

The big aft cockpit can be equipped with a second helm

Its arrangement is interesting too. There are lots of subtly integrated fishing features back here, like a pair of bait wells built into the transom, a fold-down seat to starboard and an optional tuna gate to port.

There are also some neat portable armrests to help you configure the L-shaped cockpit bench; and you can add to the wet bar and storage module with a second helm on the starboard side, which is particularly handy, given that the cockpit is the social hub, as well as the fishing zone.

There’s also plenty of space beneath the deck to accommodate a gyro, to store some bulky baggage and to expand those twin 800-litre fuel tanks for extra range.

The two cabins share a single heads

Further forward, the square saloon space provides a galley to starboard with fridge, sink and two-ring gas hob, plus a four-man dinette to port, which can be turned into an occasional double bed.

The reverse screen is great for shade, style and visibility, and while the bow’s island sunbed may feel a shade squat, its raised mouldings provide plenty of headroom in the forward cabin.

There’s lots of volume beneath that squat, raised foredeck

There’s also a second double cabin running fore-and-aft beneath the saloon’s port dinette and a single bathroom to starboard. It does get a bit pinchy, where the doors’ arcs of travel cut into the space, so sliding or two-part units might serve better. But in view of the pre-eminence of the seagoing hull and the open upper deck, the accommodation is perfectly adequate.

So if you want a fast, tough sportsfisher with extra outdoor space, purposeful styling and a sensible price, this looks like quite a pleasing alternative to the established players.

Article continues below…

Mercan Petra SF-39 Specifications:

LOA: 38ft 3in (11.65m)
Beam: 12ft 6in (3.82m)
Engines: triple 350-450hp outboards
Top speed: 46 knots
Price: from €375,000 ex VAT
Contact details: www.mercanyachting.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article New Mercan Petra SF-39: This boat is redefining the sportsfisher appeared first on Motor Boat & Yachting.

Our cruise from Guernsey to the Morbihan aboard our Princess V50 Echo Beach had all gone very smoothly. The V50’s joystick, coupled with the IPS drives and the powerful bow thruster, definitely helped.

Now we had our friends David and Debra Corson joining us. Having another pair of hands on board is always welcome, as is fresh company. Not only that, but Debra is an excellent cook! Fortunately, Echo Beach is well equipped for guests with two comfortable cabins, each with its own en suite facilities. We’d arranged to meet them in Vannes, two hours south of St Malo by train and an easy place to get to if you ever need to leave your boat in southern Brittany.

Echo Beach moored in front of the old walled town of Concarneau.

Vannes is also an attractive walled city, with many interesting features, lots of good restaurants and cafés, numerous boulangeries and a lovely feel to it. This was made all the better by one of the best markets we have been to in Brittany, all in a beautiful setting.

We visited Auray by land and the area by the bridge called Pont de Saint Goustan is small but very pretty and would be great to visit by boat, although given the tides and the shallow approaches there, probably not in a 50ft motor boat that cannot dry out.

The old town centre in Roscoff is well worth wandering through for a browse in the various shops

Vannes to Crouesty

On the day we planned to leave Vannes, it was blowing a F4 gusting F5. Because access is restricted by tide, we were due to leave as soon as the gate opened at 2pm. We followed the marina attendant down the channel, knowing that departing boats have priority over incoming ones.

Camaret town is pleasant… The highlight, though, was the walk around the coast

The gate opened promptly at the published time. However, the operator then had to get back into his dinghy, go to the road bridge and open that separately, which took a further 15 minutes – not ideal when you’re trying to hold station in a narrow channel with a F5 crosswind whipping across it. In fact, thanks to joystick control and my full concentration, it wasn’t as problematic as we had anticipated.

Before long, we exited the channel and were back in the main channel of the Morbihan. Although it was not at its best, due to the overcast conditions, David and Debra still enjoyed seeing the many islands.

Coming out of the Morbihan, there was a nasty wind against tide. Thankfully, the rough patch only lasted for a few minutes and Echo Beach took it in her stride.
A short while later, Crouesty came into view, and we headed in to find a berth.

The walk along the coast to Haliguen encompasses several nice beaches and scenic paths

The mooring in Crouesty was our worst experience of the trip. Having been told they could accommodate us, the marina attendant said they were very full and asked us to moor on the outside of a 40ft motor boat, which was on a small hammerhead at an angle to the main causeway.

It needed David and Linda’s hard work and expertise to tie us alongside as best they could but our bow was left sticking out into the fairway. Without lines ashore to secure us both and a forecast of F5 during the night, I was worried about a boat of our size relying on the smaller boats’ lines to hold us both.

In the end, I telephoned the marina and eventually they found us a much better berth. It was not very accessible from land but we were relieved to be on a secure mooring.

Moored by the Capitanerie in Vannes marina

Crouesty to Trinité

The next morning it was still F4 gusting F5. However, the Bay of Quiberon is like an amphitheatre and sheltered from most directions. Even when the wind is from the south, the islands of Houat, Hoëdic and Belle Île provide some protection. The resulting short chop meant we were able to maintain a steady 25 knots en route to Trinité-sur-Mer.

We called the marina office a number of times on arrival on VHF9 but got no reply. With nobody on site to direct us, we moored on the hammerhead of the visitors’ pontoon just behind a 25ft yacht. I presumed one or both of us would be asked to move later on, when moorings became available, but it never happened so we stayed where we were.

Pont de Saint Gustan in Auray

Trinité proved to be an interesting spot. The town itself is attractive and blessed with a good selection of appealing shops. We also enjoyed an excursion on The Petit Train, a tyred tourist train that takes you on a tour of the Carnac Stones – a series of Neolithic standing stones erected around 3,300 BC.

The marina was undergoing development work at the time of our visit, including the fuelling pontoon, which should now be better able to cope with larger boats. Thankfully, the captain was very helpful and proactive, showing us the old facilities at our end of the marina and the much newer (and better) ones at the other end.

The finger mooring in Roscoff was the perfect size for Colin’s Princess V50

Trinité to Haliguen

Our next stop was Haliguen, just across the bay on the Quiberon peninsula. This proved to be one of the highlights of our trip.

We were met on arrival and shown to a good finger mooring on Pontoon I. The marina is lovely, with three sets of modern facilities and another Petit Train that takes you to Quiberon Town.

In Vannes’ market

Quiberon was bigger than expected and has a pretty beach front with lots of activities. We decided to walk back along the coast to Haliguen, which takes around an hour and encompasses several nice beaches and scenic paths.

Haliguen can also be used as a base to explore Belle Île. A ferry runs there all year round from Quiberon, and in the summer months there’s a smaller one from Haliguen. We very much enjoyed our stay here and will certainly go back again.

We enjoyed Etel so much on the way out that we decided to pop in again on the way back for an additional night’s stay. We knew what to do and when, so as soon as we arrived, David and Debra caught the tourist boat up the river before meeting us for dinner at the Restaurant Le BB and a trip to the market in Rue de la Libération.

Carnac’s ancient standing stones

This was our longest passage since David and Debra joined us, but it was still only 37nm. We passed close to Île de Groix and headed for an old favourite, Concarneau. The marina is pleasant and the walled town is lovely to visit – a bit crowded in peak season, but quieter in the evenings.

The only moorings for a 50ft boat are inside of the breakwater. This looks to be a solid concrete pier but it’s actually made up of several floating sections that move independently of each other so do not tie up between two different sections. Also, ensure you are not too close to the next boat, as the movement can bring you closer.

Article continues below…

Boating in a Princess V50 to Southern Brittany part 1: 'The Semaine du Golfe festival was heaving with people'

Channel Islands boating: Local’s guide to Guernsey and its stunning neighbours

Sainte Marine

Sainte Marine is one of our favourite places and although we had the pleasure of stopping there on the way down, we were keen to drop in again for a night on our way back.

On the day of our departure from Concarneau, I did my normal early morning croissant run to the boulangerie. On the way back, the skies darkened and within seconds the heavens opened, drenching me. It was an amazing thunderstorm and quite rightly, no one wanted to go to sea.

Echo Beach squeezes along the narrow Vannes channel

After a couple of hours, the storm passed, so we left our mooring and motored to Sainte Marine. It was great to be back and a visit to our favourite creperie, La Misaine, completed our day. Knowing how lumpy the Raz de Sein can be in any kind of tide, we left the Odet River two hours before slack water at the notorious overfalls.

Camaret

Although only F3 gusting F4, the forecast was for 2.6m swells. Sure enough, the sea was confused and seemed to be coming from several different directions as we passed through the various tidal streams on the south-west tip of Brittany. Nevertheless, we managed to maintain a steady 21 knots for most of the journey, and arrived at the Raz five minutes early. Our timing was spot on and once through the Raz de Sein, the sea flattened out and we had a good run to Brest.

We had such a good experience of fuelling at Brest’s Chateau Marina on the way down, that we decided to refuel there again. A quick call on VHF9 and the fuel pump was unlocked, with the attendant coming to collect payment once we were done. Very efficient.

Teignouse lighthouse on the tip of the Quiberon peninsula

We left Brest and travelled the 10nm to Camaret, heading for the outer, visitors’ marina, where we called on VHF 9 and were taken to our berth on the inside of the wave wall. It looked fine but the wall is lower than it looks and all visiting boats, including ours, had to quickly drop their fenders so they touched the sea. The bollards are a very old style and there is a constant surge, day and night.

Snubbers and nylon ropes helped take the snatch out of the movement but it was still pretty uncomfortable. It also had the worst facilities, being based in an old German bunker!

Although the marina was very disappointing, the walk to the town of Camaret, past the Vauban tower and the old fisherman’s chapel, is special and the town is pleasant with plenty of places to eat. The highlight, though, was the walk around the coast to see the semaphore at Pointe du Toulinguet, the ruins of the Manoir Saint Pol Roux, the Alignements de Lagatjar stones and the Liberation Cross at Pen Hir – all part of our favourite GR34 walking route.

The tranquil bay at Sainte Marine

After two nights of the unpleasant surge, we headed for Roscoff.

It is a surprisingly long distance from Camaret to Roscoff. You pass Pointe Saint-Mathieu, with its red and white lighthouse and derelict abbey, and up the Chenal du Four past Le Four Lighthouse, before heading east. It’s still 37nm from here, passing L’Aber Wrac’h, and as it was above half tide, slowly along the inside of Île de Batz.

Going around the outside of the Île de Batz is longer still, and can be rough due to the meeting of tidal streams unless you go a long way out.

Roscoff has a new “register my arrival” option on its website, which worked a treat. They were expecting us on arrival and showed us to a great finger berth, one of the best moorings of the trip.

The seafront at Quiberon

The walk to the town and the town itself is always special. We had booked into the Café du Port for lunch and had a great meal.

We had already sent in our “departure from the Schengen area” forms and were instructed to report to the douane office in the departures area of the Roscoff Ferry Terminal at 9:15. The officials were very helpful and efficient.

Formalities done, we headed back to Guernsey, via Sept Îles, and averaged 27 knots all the way back. The end of a great trip in a great boat.

French schooner looking majestic outside Concarneau

Lessons from Boating in Brittany

We contacted the marinas well in advance of our visit to see if they had any large events or rallies on which we should avoid. The only marina to say “Non” was Morgat, which will not take large boats.

None of the marinas take bookings for stays of less than a week, so the best approach with a larger boat is to contact the next marina a couple of days before arrival so they can give an indication of whether they can take you or not. The marinas in southern Brittany are fairly close, so if you can’t get into one, you can get to another in less than an hour. An early arrival, just before or after lunch, is ideal, as the yachts tend to arrive later in the afternoon.

The Liberation Cross at Pen Hir

Most cost around €44 a night for a 15m boat with no additional charge for electricity or Wi-Fi. Wi-Fi is pretty slow in most marinas so a good 4G hotspot is the best solution.

The Passeport Escales loyalty card works well too. Etel, Crouesty, Île-aux-Moines, Vannes, Trinité and Haliguen are all part of this initiative. The card or app gets you into most of the facilities, your Passeport Escales number means the marina can look up all of your information and after a while you’ll build up enough points for a free night.

Gasoil is diesel and comes from the yellow pump. If there is a lorry sign on the pump, press it, and the fuel flow will go from slow to not quite as slow. We used 3,147 litres during the 597nm round trip.

Colin and David en route back to Guernsey after a fascinating tour of Southern Brittany

We only saw 16 amp sockets – no 32 amp sockets. Some electric points have push buttons, which you need to press every 24 hours. Take long leads and extensions.

Water connections mostly use the French bayonet type. Some of the cleats are just hoops, so it’s best to thread the rope through and take it back to the boat.
I took a video of Echo Beach going into each marina which you can view on www.digimapmarinas.com.

If it is your first visit, it is a great way to visualise the way in.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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This article Boating in a Princess V50 to Southern Brittany Part 2: 'The walk along the coast to Haliguen encompasses several nice beaches' appeared first on Motor Boat & Yachting.

Highfield has long been famous for its aluminium RIBs and rightly so, because they’re very effective at what they do. But like so many other builders, it has been tempted to stray from its established niche in pursuit of a parallel product line with the potential for broader market appeal. Their answer is this – the ADV (or adventure) line – and while a larger 9m model has since been launched in Düsseldorf, this 7m craft is the first in the line and a blueprint for the rest of the ADV platforms to follow.

It’s very pleasing then that the base principles are so clear. What we have here is a RIB/sportsboat hybrid built not from aluminium but from fibreglass. While it uses an all-round inflatable collar in the fashion of a RIB, that tube is much slimmer (just 32cm in diameter) and higher than normal, taking it well above the water’s surface, more in the style of a wraparound fender than a stabilising buoyancy aid. In tandem with the hull’s elevated freeboard, the idea is to free up more room for interior space. The dimensions back this up – the internal breadth of 2.0m is a good 30cm more than you would expect of a traditional 7m RIB.

The bow lounge has another day space for four

Making the most of the beam

The next step then is to ensure that the space this frees up is profitably used and the Highfield could hardly do a better job in that regard. Ahead of the twin swim platforms, the Honda BF200 and the aluminium A-frame with towing eye, the cockpit’s U-shaped dinette is a mightily impressive piece of work.

The central section of the aft bench hinges forward in its entirety, revealing the fuel and water fillers and creating plenty of space for the engine to trim right out at the end of a day. Better still, it creates a handy spot for a couple of swimmers to sit in comfort, facing inboard, so they can dry off before making their way forward into the main part of the cockpit. At the dinette, raised backrests all round create a really welcome sense of security for up to seven people to congregate around the fold-out table. LED deck lights and EVA foam decking give the whole thing a very modern and rather premium feel.

The compact wet bar provides a sink, a fridge and some storage plus space for a small hob

As you would expect, you can convert this section into a huge aft sunbed and, given that this is the primary seating zone, it’s also good to see that the two helm seats fold forward to reveal a wet bar, with a sink, a fridge, some storage and a section of worktop that can be specced with a small hob. This whole area is sheltered by a powder-coated aluminium T-Top with a stretched canvas roof and an extended sun shade over the diners.

As you move forward to the bow, that internal beam again plays its part, freeing up plenty of space for a central (rather than offset) helm console with symmetrical walkways on both sides. The bow lounge is also big enough for four people and, like the aft section, it can be converted into another sun bed. There’s storage up here too, both beneath the deck and inside the seats. And in addition to a good size of changing space with a toilet inside the console, there’s an electric windlass on our test boat, which is by no means a common feature on a boat of this size and type.

The test boat’s 200hp Honda sees us to around 38 knots

You might think that many of the more desirable features fitted to our test boat are expensive optional add-ons but that really isn’t the case. Even as standard, you get Hypalon tubes, hydraulic steering and grippy soft-touch EVA decking. You also get the T-Top, cushioned sundecks, table, fridge, windlass, sunshade and A-frame.

In fact, aside from a modest engine upgrade from 150 to 200hp, the only optional extras on our test boat are the overall mooring cover and the electronics – in this case, a Garmin 9in MFD, VHF and transducer, plus a Fusion Apollo stereo and four speakers. You can also replace the standard portable loo with a marine toilet – an option you would do well to take. But either way, if you have any ideas with regards to optimising the fit-out, Essex dealer, Morgan Marine, is keen to hear what you have to say.

Child’s play underway

With its short waterline length, raised hull sides and narrow collar, you might argue that this boat looks a shade ungainly in the water, but there’s nothing awkward about the way it drives. The directional tracking off the plane is good and solid and, while there’s a little bit of bow lift as you move onto the plane, it’s very easy to blip the throttle and leave your hump behind. In terms of pace, you find yourself passing 30 knots very swiftly before topping out at around 38 knots and, while we only have one or two-foot waves to play with on our test day, the ride also feels commendably soft and dry.

You can spec anything from 150hp to 300hp single outboard engines

In spite of the fact that there’s no analogue compass, the helm is strong too. You get bolstered seats with handy lateral support and fore-and-aft adjustability, paired with grippy foot braces and an adjustable wheel. There are useful T-Top grab rails on either side of the screen too and the screen itself is usefully elevated with little side extensions, providing really impressive levels of shelter, whether you decide to sit or stand.

Handling is also good fun. The arresting moment in the heel you often feel as the collar of a RIB nestles against the water’s surface is conspicuous by its absence here. You find yourself leaning in at an enjoyably acute angle but it still settles well and inspires plenty of confidence. Efficiency is also pretty solid, with a cruise from 20 to 30 knots seeing 1.5 to 1.6 litres per mile for a range in the region of 135 to 150 miles.

You could of course push the envelope with a 300hp outboard or you could save £3,000 or so with a 150hp. But even if you plan on inviting large parties of people on board or you want to enjoy lots of towed watersports, the test boat’s 200hp outboard seems like a perfectly practical solution.

The impressively secure full-beam aft dinette will happily seat seven

Highfield ADV7 specifications

LOA: 22ft 11in (6.98m)
BEAM: 8ft 10in (2.68m)
DISPLACEMENT: 1,300kg (light)
FUEL CAPACITY: 270L
WATER CAPACITY: 270L
ENGINES: Outboard from 150-300hp
PRICE: £87,995 inc VAT
CONTACT: highfieldboats.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article Highfield ADV7 review: The RIB that thinks it’s a sportsboat appeared first on Motor Boat & Yachting.

I know I’ve done the new car prices analogy to death, but seriously, £50,000 no longer even buys you a top of the range Honda Civic! Yet that’s where I’ve set the price cap this month for a collection of entry-level boats that just might tempt you onto the water. But I stress, this isn’t a price challenge – that’s merely the top end. The cheapest offering that I’ve brought you is less than the cheapest new car for sale in the UK full stop! (Dacia Sandero is the cheapest new car with an actual engine, according to Google AI, at £14,285).

All of them will allow you to sleep on board (with varying degrees of comfort) and head to sea (subject to a careful inspection and a common sense approach to risk and weather). But lets not get too hung up on the money, because what you also have in front of you is freedom, joy, family time and above all, escape.

Yes, you might have breakdowns, aggravation and expense, but hey, welcome to boating! Remember, your glass is neither half full nor half empty, it’s simply twice as large as it needs to be. Enjoy!

Sea Ray 200 Overnighter

Built: 1991
Price: £8,950

I started my marine career in 1989 at a Sea Ray dealership, and so got to play with a lot of Sea Ray boats. One that stood out as a great blend of trailerable practicality with good seakeeping was the Sea Ray 200 CC. In 1990 that boat was updated to the 200 OV (Overnighter) you see here.

Interior

This is a cuddy cabin boat, so consider a night on board to be akin to a night in a two-man tent, albeit slightly more comfortable and a lot more fun. There is a large vee-shaped double bed beneath the foredeck with a deck hatch above it and a space beneath it for a chemical loo that you will never use. There’s no standing headroom but there’s plenty of space for two to lie down. Berth the boat in a marina so you can use their facilities and showers and it’s perfectly enjoyable.

The cuddy cabin has limited headroom but is fine for overnight ‘camping’

Exterior

The result of that tiny cabin is plenty of space where you most want it in a boat like this, in the cockpit. The layout is typical for the era, a pair of back-to-back seats either side that fold flat to create sun loungers, and a pair of jump seats either side of the engine box that slot in level with its upholstered top to create another slim sunpad. Updates over the 200 CC include a curved windscreen rather than the previous flat-pane one, plus a full-width bathing platform. Despite its age, it’s still a great looking boat!

Performance

Sea Ray offered a Mercruiser 205hp 4.3 litre V6 or the lusty 5.7 litre V8 fitted to this boat, which produced 260hp when it was new for a top speed somewhere up toward 40 knots. It may have lost a pony or two in the intervening 30+ years, but if it’s in good shape generally, there should still be ample performance.

The back to back seats fold flat to create a pair of slightly lumpy sunloungers

Seakeeping

This boat has a great hull that punched well above its weight. However this model morphed into the 220 OV a year or two later as manufacturers began including the new integral bathing platforms within the length related model designation, and confusingly Sea Ray then brought out a smaller cuddy cabin called the 200 OV, which proved a harder ride. Make sure you’re getting the correct 200 OV!

Sea Ray 200 Overnighter specifications

Length: 24ft 0in (7.3m)
Beam: 7ft 0in (2.1m)
Draft: 3ft 5in (1.0m)
Displacement: 2 tonnes
Fuel capacity: 100 litres
Engine: Mercruiser 5.7 litre V8 260hp petrol engine
For sale: Boats.co.uk

Princess 37

Built: 1979
Price: £29,950

I remember the Princess 37 being launched at the Earl’s Court Boat Show back in 1974! Admittedly I was a child at that point, my father kindly satisfying the boat obsession I had even at that age. I can still recall the glass hatches that were fitted into the saloon floor so that visitors could admire the huge Ford Mermaid diesel engines.

Interior

The Princess 37 was launched before the optimum sub-40ft flybridge layout became established, so it’s rather different to the boats that followed. On this model, the guest cabin is in the bow instead of the owner’s cabin, vee berths staggered in height so that the foot of one runs across the foot of the other. The owner’s cabin is aft of this to port, with a double bed against the aft bulkhead. It has its own en suite, completely separate to the day heads. The galley is down here too, sporting the then popular eye-level cooker and grill. The saloon on the main deck has the helm to starboard and an L-shaped settee to port. Rather than a second settee aft of the helm station, there’s a full signal flag locker too! Old skool.

The interior looks dated but this is still a perfectly usable boat with plenty of potential

Exterior

Whilst it does look dated, the Princess 37 is still a well proportioned boat. There’s no transom door, access is a scramble over the cockpit coaming, and the flybridge ladder doesn’t even go through a hatch, it is simply bolted to the back of the flybridge deck. This boat has been fitted with a full-width bathing platform, which is a very useful modification.

Performance

Princess not only offered a range of engines from displacement speed plodders at 120hp each to the biggest fitted at 300hp aside, it also offered different hulls depending on whether the engines were powerful enough to give planing performance. Lower powered boats got Y hulls, which had a long shallow keel to aid low-speed directional stability. More powerful boats were given V hulls to enable them to plane at speed. This boat, with twin 180hp Ford Mermaid engines, should have the V hull and a top speed close to 18 knots if the engines are fit.

The owner’s cabin enjoys plenty of wood cabinetry and its own ensuite facilities

Seakeeping

Stately, probably best sums up the Princess 37 at sea. Certainly not a bad boat, but very much of its era.

Princess 37 specifications

Length: 37ft 0in (11.3m)
Beam: 12ft 11in (4.0m)
Draft: 2ft 11in (0.9m)
Displacement: 9 tonnes
Fuel capacity: 800 litres
Engines: Twin Ford Mermaid 180hp diesel engines
For sale: Boats.co.uk

Crownline 270CR

Built: 2007
Price: £46,950

The challenge for boat designers is that, annoyingly, people buying shorter boats are not shorter in height, so as the length decreases and the height of the boat remains the same to accommodate a typical adult standing up, the risk is that the boat begins to look stumpy and out of proportion. There are ways around this, and Crownline utilised pretty much all of them in the design of the 270, because despite its sub 30ft length, this is a genuinely great-looking boat!

Interior

The interior is conventional. Crownline gives you standing headroom where you need it, at the base of the steps where you’ll discover a fairly basic galley to port and a wet heads with a pull-out shower to starboard. Ahead of this, the roofline tapers down, but it doesn’t matter because this is where you’ll be sat at the dinette, or sleeping, if you’ve converted it to a double bed. But you don’t need to, as there’s a second bed back behind the steps under the cockpit floor.

The cockpit still looks very clean and tidy for a 2007 boat with plenty of seating options

Exterior

Where Crownline has been clever is in giving this boat high topsides cunningly disguised by the wide blue hull band and then a very sleek and low profile superstructure. Garnish with a forward-sloping radar arch and rubbing band that sweeps down to the bathing platform, and the result is a great looking boat! In typically American fashion, side decks have been abandoned, allowing the cockpit to stretch to the edges; foredeck access is through the centre opening windscreen only. The sunbed aft can be extended by folding the aft seat backrest forward and there’s a useful ‘boot’ beneath it.

Performance

Pretty much all of these went out with a single Mercruiser 350 Magnum beneath the cockpit sole. That 350 refers to cubic inches rather than horsepower, what we would call 5.7 litres. It’s about 300hp, which is ample, giving a top speed in the high 30-knot region.

Convertible dinette is one of two double berths squeezed into this compact family cruiser

Seakeeping

We described the Crownline 270CR on test as ‘poised, balanced and comfortable, the deep vee hull landing smoothly and comfortably’. Cornering was pretty impressive too, ‘banking hard into a turn like a fast motorbike’.

Crownline 270CR specifications

Length: 27ft 0in (8.3m)
Beam: 8ft 6in (2.6m)
Draft: 3ft 2in (1.0m)
Displacement: 4 tonnes
Fuel capacity: 270 litres
Engine: Mercruiser 350 Magnum 300hp petrol engine
For sale: Burton Waters

Sealine 255 Senator

Built: 1989
Price: £19,950

In the 1980s, three of the big four British motor boat builders made boats you could tow behind a Range Rover – Sunseeker the Mustang 20, Fairline the 21 Weekend and Sealine the 195 Attaché. Indeed Sealine topped out at about 30ft with the Sealine 305 Statesman, the only flybridge boat in its range. Slap bang in the middle of its fleet, just below the 285 Ambassador and launched at the Earl’s Court Boat Show in 1987, sat the 255 Senator.

Interior

For a 25ft sportscruiser, the accommodation is really rather good. It’s the usual horseshoe of dinette in the bow that converts to a double bed and then a galley opposite the heads and a double berth beneath the cockpit, but look at the details. That double berth aft is split off from the rest of the accommodation by a door, making this a proper separate cabin, something you almost never see at this size point. The galley has a proper two-burner gas stove with a grill rather than the token single burner alcohol stove so many boats of this era got, and there are opening windows in the coachroof.

Dated interior belies a surprisingly practical family cruising machine for a sub-27ft boat

Exterior

Despite what some might claim, Tom Murrant, ex-aircraft engineer and founder of Sealine International, actually penned this one. A generous 9ft 6in beam gives space for both a decent cockpit and proper side decks. Sealine was always at the vanguard of design, which is why this boat has a transom door where many boats of this age don’t.

Performance

Options when new were a single 270hp petrol or 200hp diesel, or twin 130hp or 167hp petrols, but the twin 146hp motors fitted to this boat were the most popular. In our 1987 test these achieved 32 knots.

The transom door (a rarity for this era) makes access to the cockpit much easier

Seakeeping

Our two days of testing also served up a variety of sea conditions, “all of which the Senator coped with well for a boat of its size”.

Sealine 255 Senator specifications

Length: 26ft 6in (8.1m)
Beam: 9ft 6in (2.6m)
Draft: 3ft 3in (1.0m)
Displacement: 3 tonnes
Fuel capacity: 385 litres
Engines: Twin Volvo Penta AQ151 146hp petrol engines
For sale: Tingdene

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article 4 of the best entry-level yachts you can buy for under £50,000 appeared first on Motor Boat & Yachting.

Having now seen the new Greenline 42 at the Düsseldorf show, we can confirm that it isn’t just usefully bigger and more stylish than the current 40, it’s also much more versatile.

Its efficient planing hull design means the standard 250hp Yanmar diesels give it a faster top speed of 25 knots, which, combined with an RCD Category B rating and a substantial 700-litre fuel tank, makes it just as well suited for coastal cruising as for inland waterways.

Drop-down windows make for a bright, airy saloon and galley

It still comes with 4.5kW of solar panels on the roof and a 22kWh house battery, but rather than using this to power electric motors, its main purpose is to allow silent running at anchor of all the boat’s electrical systems without the need for a generator.

Upgrade to the maximum 66kWh battery bank and you can run everything, including the air-conditioning, for up to 48 hours.

There is still an option to make it a full hybrid propulsion system by adding a pair of 23kW electric motors between the engines and propellers for silent cruising at speeds of up to 6.5 knots, but it does bump up the price.

Bulwark cut-outs improve the view from the owner’s cabin

The launch boat was fitted with the optional hydraulic bathing platform, glass transom and face-to-face cockpit dinette, rather than the folding transom and freestanding furniture, which felt like another nod to coastal use.

Drop- down side windows in the galley, in addition to a lifting aft window and helm side door, make the main deck feel even lighter and more open than the 40’s, while the larger second cabin with its optional ensuite heads makes it much more comfortable for two couples to stay aboard.

Second cabin with optional ensuite is impressively spacious

Other nice touches include cut-outs in the forward bulwarks, giving a better view out from the forward owner’s cabin, and a bow lounge with more face-to-face seating and a pair of sunbeds with adjustable pop-up backrests.

Taken together, this should make it much more appealing for those who plan to use their boat at sea as well as on rivers and canals.

Article continues below…

Greenline 45 Fly Hybrid review: Can this Hybrid hold up to my overnight test pushing its systems to the limit?

Greenline 45 Fly: Options abound on wonderfully decadent yacht

Greenline 42 Specifications:

LOA: 44ft 3in (13.5m)
Beam: 14ft 10in (4.3m)
Engines: 2 x 250hp Yanmar (optional 2 x 23kW electric)
Top speed: 25 knots
Price from: €545,000 ex tax
Contact details: www.greenlinehybrid.com

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article New Greenline 42: Is This the Ultimate Solar-Powered Coastal Cruiser? appeared first on Motor Boat & Yachting.

This new 41ft open day cruiser continues many of the ideas laid down on the flagship 52 by Francesco Guida, designer and founder of Santasevera Yachts. The day spaces, for instance, flow one into the next in a very attractive way.

A central island sunbed links the swim platform and aft deck. Ahead of this, a pair of comfy loungers brings the walkway into the centre, guiding you forward to a sheltered C-shaped dinette on the portside with a really clever table that can be angled in any direction you please. There’s also a compact but very elegant L-shaped galley on the starboard side behind the helm with two fridges and a subtly integrated Champagne drawer.

The upper cockpit runs aft to three staggered lounging units

The helm itself is a one-man affair that is specifically designed to steal as little space as possible from the big party zone. And if you need a little more space, you can head up one of the symmetrical side decks to the raised island sunbed at the bow.

Now clearly, this Santasevera 42 is not so much a cruising machine as a high-end day boat for weekending couples, so it comes with just the one cabin – but this is where that bow arrangement pays off. Generous headroom is maximised by means of quite a low-profile minimalistic bed. There’s also a long, comfy changing seat to starboard and a separate heads compartment with shower.

The single helm backs onto a really hardworking wet bar

As for performance, this is a very flexible boat. Apparently, D4-320s on sterndrives are all you need for 30-knot performance, but you can also opt for a pair of D6-480s for 45 knots. IPS pod drives on lengthy jackshafts are also on the cards and so is outboard propulsion.

Of course, a pair of 600hp V12 outboard engines would do little for the beach club but speeds in excess of 50 knots are likely to be a major temptation for some.

A single cabin makes this a posh day boat for weekending couples

Other elements of the boat are just as flexible. For instance, while this Sport model’s enclosed slide windows already give it more protection than the HT and Open variants, a Coupé version is also now an option, with an extended roofline and sliding aft doors. And if you have ideas of your own that the standard palette doesn’t cover, the fact that everything is built in-house at the firm’s own yard means that they are well set up for custom requests.

Article continues below…

Santasevera 52 first look: As fresh as the Mediterranean breeze it's destined for

Yamarin 80 DC tour: A new direction for the Nordic day cruiser

Santasevera 42 Sport Specifications:

LOA: 41ft 2in (12.55m)
Beam: 13ft 1in (4.00m)
Engines: twin 320-480hp diesels/ 600hp outboards
Top speed: 50 knots +
Price: €900,000 ex VAT
Contact details: www.santaseverayacht.it

The compact bathroom does provide a separate shower

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article New Santasevera 42 Sport: 41ft open day cruiser with flowing spaces appeared first on Motor Boat & Yachting.