World of Powerboats » Testing

Sunseeker Portofino 47

Nick — Thu, 13 May 2010 11:14:08 +0000

I tried a Sunseeker Portofi no 47 which is on the books of leading south coast broker Grange International Ltd at £429.950 inc. VAT. The craft has had little use with the twin Volvo 575hp D9 diesels running less than 100 hours. That is less than some demonstration boats and the general condition of this Portofi no is best described as exceptional. The craft boasts a vast cockpit with comfortable seating for eight while the accomadation has an owner stateroom with en-suite and a twin berth cabin under the cockpit again with en-suite. Without using the settee in the main saloon, the craft sleeps four in sumptuous luxury although this Portofi no has never had anybody sleeping in the berths, it that fresh. Again, purchasing a good used craft not only saves money but invariably there are many ‘extras’ fi tted that don’t come on a standard boat. The Portofi no 47 we tried had a hard top, air conditioning, heating, a larger generator, barbeque together with many other optionals.

The spacious saloon with open-plan galley boasts a fl atscreen television and iPod docking system and televisions are fi tted in both sleeping quarters. Outside, the helm position gives perfect al round vision and the dashboard features full instrumentation. A full array I of Raymarine’s navigation and communication equipment is installed inclding a colour radar/chartplotter with Raystar 125 GPS, a 240E Class D-DSC VHF radio, ST8002+ Autopilot and a ST60+ Depth sounder. The substantial bathing platform that was home to an infl atable dinghy can be raised or lowered and after leaving the water a hot and cold shower is at hand.

The Volvo diesels are through shaft drives which often need a modicum of skill when leaving or entering a tight marina berth. However the day we took the boat out for an airing, there was virtually no wind which made our departure an easy task, made even easier thanks to a bow thruster. Although the winter in Britain has been bitterly cold with snow, icy roads resulting in the usual traffi c chaos, the day we set off for my trial run in early March was glorious. Blue skies, gentle breeze and bright sunshine, so bright in fact that the sunshine roof was slid open. The Sunseeker Portofi no is one of the companies most popular mid-range models and it’s clear to see why. In terms of size, the craft can be managed single handed if an owner wished to cruise alone. However if he or she happened to be a par ty animal, there is enough room for several guests in comfort. The trial boat had been afl oat throughout the winter and had therefore a covering of slime underwater and how much this effected performance, I wouldn’t like to hazard a guess but when the throttles were pushed open, the boat was instantly on the plane and once in clear water 30 knots was recorded on the speedo. Maybe an extra 2 knots might by achieved with a clean bottom but although the Portofi no at 18.08 tons (16400 kgs) is not a race boat, she can maintain a high cruise speed all day and a bit of rough water does not upset the performance.

With the enclosed hard top, this craft is ideally suited to either the unpredictable UK climate or Mediterranean as with the sunshine roof fully open, its almost like sitting in an open cockpit. The feather light steering was a joy and although I’ve said many times, it’s unwise to turn the wheel hard over at speed, this Portofi no nevertheless performed effortlessly in sweeping turns without losing pace. Sunseeker’s own performance fi gures state a 34 knot top speed with fuel consumption at 47GPH and although they don’s publish a cruising speed for this model, I think around 24 knots would be anticipated when fuel consumption is an exceptable 24GPH. Once again, we are not stating buyers start looking at good used boats as opposed to new models, it is nevertheless worthwhile scouting around respected brokers for ‘As Good As New’ models and I thinks it fair to say, the Portofi no 47 on the market at Grange International is a fi ne example of what we are suggesting.

Emerati Magic – VooDoo 27

Nick — Thu, 13 May 2010 10:52:29 +0000

The newcomer in question is the VooDoo 27 from Emotion, a new Abu Dhabi based company that has entered the highly competitive world of sportsboat manufacture. However Emotion under the leadership of Hamad Bachi have taken a rather different approach to many of their rivals, they have designed and build something very original. They recruited the services of American design company Raymond Hunt Associates to create a craft that will succeed in the European and Middle East market place. Furthermore Hamad also invited Alberto Nencha to join the board of Emotion as Alberto has spent the last four years in the employ of powerboat legend Fabio Buzzi and prior to that he enjoyed a long and illustrious career with the Italian Guardia (Marine Police) Has Emotion got it right, as the Voodoo 27 is certainly different, a cross between a Bowrider and open sportsboat. T From inside it looks like is has the square front of a Dory, i.e. Boston Whaler but the hull is a true Deep V.

The test boat is the prototype and the production model will have the minor modifications that are required to make the VooDoo 27 a very desirable mode of transport. The modifications will include making the small ‘stepping stone’ between the cockpit and bathing platform, a step as opposed to a slippery slope. The other addition that will be appreciated is a foot rest for the driver and I’m told that will be on the production model. What does a Voodoo 27 consist of and how does it perform. Emotion make two models, the Mercruiser 496 powered version we got our hands on and an outboard version that should have been available but was still being finished. The hull of this hi-performer can best be compared with a ‘barn door’ only not so heavy. It is constructed of GRP with a honeycomb core which results in a thickness of around 3 cm.

To acquire a deep cockpit, the deck superstructure makes up a proportion of the topsides only this is of lighter moulding specification. On entering the Voodoo from the stern, a full width boarding platform complete with stainless steel foldaway boarding ladder greets guests before stepping into the aforementioned slope (soon to be replaced with step) to reach the cockpit.. The aft area is both specious and comfortable while the centre rear seat, complete with upholstery can be raised to reach the Mercruiser. Above the cockpit is a fixed GRP sun roof with a foldaway Bimini that protects rear seat passengers. The sun roof is held in place by a very substantial stainless steel framework that also provides more than enough handholds.

This stainless pipe work is used extensively throughout, and is the base of the forward cockpit seating. I enquired as to the ease of removing the sunroof frame for shipping and was assured the production model would have different fixing enabling easier removal. Two pods, one either side accommodates to port, a shutter door for entry into the toilet- washroom that boast full standing headroom. This feature is essential for extended family days out and it is both light and roomy. To starboard is the skipper’s domain with full instrumentation and everything is ideally placed apart from the need for a foot rest as this omission has already been addressed. Both pilot and co-pilot have a sumptuous seat each that has a stand-up or sit down option. A small windscreen in front of the skipper appears more for appearance than protection. Pass between the pods and into the very well laid out forward cockpit that can seat at least six in style and with the front of the pods upholstered, there are two very inviting sun beds. Under the floor in the forward cockpit is a vast storage area and throughout the Voodoo, there is adequate storage for essentials.

The anchor is not visible from the cockpit and is raised by an electric winch that hauls it into its own enclosure. The interior of the craft has been well thought out and although the builders do not imply that Voodoo is a weekender, there is a washing facility and cool box in the front of the port pod, accessible by pulling open a cushion covered door. After your guided tour around Voodoo it was time to see if it performed as well as it looks. She was moored at the Emirate Boat Show in a marina berth so there was no need to try out the bow thruster, a luxury I still think is a bit over the top on a boat of this size. After firing up the Mercruiser, it was out into one of Abu Dhabi’s many estuaries (Abu Dhabi is made up of many islands) which is used by pleasure and commercial craft and the latter moor up at nearby docks. The Voodoo was quickly on the plane and as there are no speed limits in these waters, 45 mph is quickly showing on the speedo. The steering is very responsive and the hull sticks firmly in the water as we take turns at 35 mph as the craft banks safely but steeply. Backing off the throttle to 30 mph and this speed is possibly the most comfortable and economical although users in the UAE are not worried about fuel prices. I could not fault both the performance and handling of the Voodoo although perhaps it would have been more thorough if we could have found some rough water but 10 miles out into the Gulf could not guarantee conditions we wanted. Crossing its own wash at speed did not produce any unusual quirks and with the input of Raymond Hunt and Alberto Nencha, I’m sure the Voodoo will handle all conditions with relative ease.

As I said earlier, the Voodoo is aimed at a European and Middle East market although the craft will find more favor in sunnier climes but its price should appeal to those looking for a family carrying high performance day boat as the price tag is $55,000 complete ex. works. We do not have the price of the outboard model as various engine options will make a considerable difference and even the craft we tried is offered with a bigger engine. An interesting footnote is that Hamad Bachi, who started his career as the importer of Fiat Cars into the UAE before going into Advertising also owns a waterfront 5 star restaurant on the Al Raha Beach development. Unlike Dubai, which has seen many of its developments put on hold, Abu Dhabi is steaming ahead on full power and Al Raha Beach will be magnificent when complete. An inland waterway has been created with residences overlooking the beach and waterway together with marinas, hotels and restaurants.

Azimut 58

admin — Mon, 21 Dec 2009 17:12:06 +0000

Bordering on perfection: having had the pleasure of spending a few hours in the company of the Azimut 58 flybridge, I cannot think of one thing that I dislike about this superb specimen of Italian craftsmanship. I can’t believe that only 24 hours before we set off on our Solent cruise, Southern England was covered in a blanket of snow, yet here we were leaving Hamble Point Marina under a blue sky and glorious sunshine together with a bitterly cold breeze. The Clipper Marine crew, who are UK agents for Azimut, had spent an hour or two getting rid of any surplus ice on the fl ybridge and decks and we were ready to roll. I was told by Matt Attree, director of Clipper that the ‘gizmo’ that operates the thrusters and gearboxes through a computer system had been playing games when they took delivery, but as we left the dock the system appeared to be operating satisfactorily. Could it be that technology is becoming too complex for its own good? Bow and stern thrusters are a great addition to boats of this size, but then I can’t see the point of linking them to throttles and gearboxes. Before describing the excellent performance of this 58 footer, I’ll take you on a guided tour around the craft. The approach to the foredeck from aft cockpit might be a bit of a squeeze for someone with a larger than average build as the side decks are perhaps narrower than usual, but what you lose outside you certainly gain within the deck saloon. The hull has prominent windows set on either side, and the forward windows allow light to enter the guest room which offers a choice of bed confi guration – V berth layout or the berths can be cleverly swivelled together making a decent size double. This forward cabin has an en-suite toilet shower which is entered from the guest cabin, but it’s important to ensure the second door in the bathroom is locked as the toilet-shower is also used by occupants of the twin berth cabin situated on the starboard side at the bottom of the companionway. Both forward cabins have spacious wardrobes with natural cedar interiors while a washing machine is at hand alongside the galley but enclosed by a door. A staircase from the lower deck takes you up into the magnifi cent spacious deck saloon which is also home to the galley with its low furniture on a level above the living space and facing the dining area. The décor on the test boat is very light and this together with big windows all round seems to make the area appear even larger. On entering the deck saloon through the sliding glass patio door, a modern seating area of loose-woven fabrics, and leather inserts, which seats eight in comfort is on the starboard side, complete with large Plasma screen television, while opposite is another settee layout and the well fi tted galley. As you turn to port sharply a staircase leads down to the exquisite owner’s stateroom complete with en-suite and the other set of hull windows. This area is extremely well lit thanks to the panoramic windows, and is furnished to a very high standard with cedar wood interiors and leather panelling on the headboard of the bed. Although most owners would not generally choose to sleep whilst underway, the fact that the en-suite is between the sleeping area and engine room means noise is kept to a minimum. The lower helm with full instrumentation has the wheel centrally fi tted with a sumptuous captain’s seat while to starboard is a small forward facing settee for two directly ahead of the dining area. A neat touch is two circular electrically operated windows that allow fresh air into the cabin. When underway, and with the deck saloon door in the closed position, the noise level in the saloon is remarkably low. The builders have installed the engines farther aft than would be expected yet have still used traditional shafts. Aft of the cockpit, entry to the basic crew accommodation is reached through a hatch below the wide cockpit seat, and a door in the transom leads onto a wide bathing platform. Climbing the staircase onto the flybridge reveals a sun-worshippers paradise. One can’t help being impressed by the spacious, cleverly planned expanse of seating, sun beds and alfresco galley. An owner can entertain at least ten guests in complete comfort while the helmsman sits in his own domain with clear all-round vision overlooking the sun-bathing area on the foredeck. Hopefully, you now have a good idea about what to expect in terms of creature comforts when you climb aboard the Azimut 58, but how does it perform? The standard boat is fitted with two MAN 800hp R6 diesels, and they are installed under the aft cockpit floor. From the flybridge the noise is virtually just a hum in the background, even when the throttles are turned up. In terms of weight our boat had seven people aboard and carrying about half full tanks. Although sea conditions were relatively calm the craft was quickly onto the plane for a boat of 28 tons. The top speed is around 32 knots, but during our voyage around Southampton Waters and the Solent as far as Portsmouth, we sat at a steady 24 knots, and although Azimut suggest a 28 knot cruising speed, of which we reached several times, the most economic speed would be around 24 knots. We cruised up the Media River to the Folly Inn for lunch and with a low tide the Azimut still had 3 foot under its keel as the river narrowed. A look of apprehension appeared on the face of Matt Attree as he approached the Folly Inn’s mooring pontoon as he was about to use the ‘all singing, all dancing’ thrusters. The blip that originally had given him a fright had apparently sorted itself out, and we enjoyed a perfect landing. After a delightful lunch it was back to Hamble Point and by now the chill factor was beginning to take its toll as everyone moved into the deck saloon. With the trim tabs slightly lowered the bow dropped enough to offer perfect forward vision, and this had little effect on speed. Everything that is required to drive this craft, i.e. steering, throttle, gear change, is finger light and precise. Although it is not normally recommended to turn the wheel hard over at speed (unless a submarine surfaced right in front of you) I did put the boat into a tight turn, and although speed decreased somewhat, it handled the manoeuvre with ease. As far as I’m concerned, Azimut 58 is as near to perfection as you can get in a craft of this size. Without wishing to appear ungrateful to the Clipper Marine crew, the only thing that could have impressed me more is to test the vessel under a hot Mediterranean sun, and maybe anchor up in a sheltered sandy cove where that glass of champagne would go down even better.

Azimut 58

Length overall including pulpit: 17.88m / 58 ft 8 ins

Hull length including platform: 17.59m / 56 ft 9 ins

Beam at main section: 4.95m / 16 ft 3 ins

Draft, including props: 1.37m / 4 ft 6 ins

Displacement at full load: 28.8 ton

Engines: 2 x MAn R6 800mHP (588kW)

Maximum Cruising speed: 32 knots

Cruising speed at half load: 28 knots

Fuel capacity: 2,800 L

Water capacity: 630 L

Exterior styling & concept: stefano Righini Interior Designer Carlo galeazzi

Phantom 21

admin — Mon, 21 Dec 2009 13:04:00 +0000

My history with phantom dates back over 20 years, i have been a phantom dealer In the past selling and rigging many of these versatile craft for the pleasure Market. Although cobra specialise in ribs, when the opportunity came along To purchase the moulds of an iconic boat such as this it seemed too good an opportunity to miss, as many of today’s performance powerboaters cut their Teeth behind the wheel of a Phantom. Cobra bought the moulds for the Phantom 21 in June 2007 and the first boat was produced just one month later. The boat we tested was built with performance in mind, the layup of our test model had been slightly altered from the standard pleasure version to make the boat stiffer and lighter, more suitable for higher horse power. The rig had a V6 2.5 EFI Mercury 280 HP on the transom. The boats are still produced out of the original moulds made by Steve Baker and looking at this particular model, none of the beautiful shine and fl owing lines have been lost as sometimes happens if moulds aren’t stored or preserved correctly Cobra have kept very close to the original layup and build specifi cations in the standard boats just making a few changes to incorporate newer and more modern techniques and materials. Certain changes also had to be made to comply with current CE marking, something the original designer didn’t have to worry about as the regulations were non-existent back then! The standard leisure boats are now a little heavier than they used to be with the centre of gravity moving slightly towards the bow, this is perhaps not such a bad thing if you consider the weight of modern outboards compared with older models. For example, a 200HP engine in the 1980s would typically weigh around 175kgs, today a similar engine will weigh appro ximately 234kgs resulting in an extra 59kgs hanging over the transom! And if your engine choice was to be a 4 stroke outboard the weight would be even greater. The ‘performance’ model tested had a good solid feel due to the extra stiffening (Kevlar and carbon) and as I put it through its paces it felt every bit as exciting as the one’s I used to run many years ago. The hydraulic steering gives the craft the ability to carve turns effortlessly as in the early days boats like this were often fi tted with ‘twin rack and pinion steering’ or wire and pulley’s, meaning sheer brute force was the only wa y to get the steering wheel to turn the engine in the direc tion you wanted to go. In fairly calm sea conditions the boat ran at a respectable 79.3 MPH average speed, with a 0-60 time of 13 seconds. My thoughts are that a different prop selection would enhance this particular boats performance and I understand that Cobra are still searching for that elusive prop. After my test we had a call from Cobra informing us that they have now found a prop that will take the boat over the 80mph barrier. Driven at a more leisurely pace the boat responds to the helm and foot throttle in positive fashion, with an almost instantaneous reaction as if it already knew what you wanted it to do. The conveniently placed ‘trim stalk’ placed just next to the steering wheel enables the driver to adjust the trim without taking his hands off the wheel Running the boat over some fairly large wakes presented no problems, the craft landed with a nice attitude. The balance of the craft was good and there were no signs of ‘porpoising’ from the hulls ‘pad keel’. Although there was no bow tank fi tted on this particular model, the boat jumps and fl ies as you would expect from a thoroughbred. I have to admit that on a personal note I would always choose to have a bow tank whenever possible as this will enable the driver to push the craft to its extremes in choppier conditions Performance orientated boats need to be able to achieve more than just high speeds in a straight line, for instance it’s no good travelling along at a fast pace if you can’t steer clear of the lobsterpot you spotted at the last minute without your boat high siding, spinning out or sliding into the very thing you are trying to avoid. This Phantom 21 didn’t show any adverse behaviour when put into sudden changes of direction gripping well and coming about without any of the possible pitfalls of high speed manoeuvring The low seating position gives the feel of sitting in the boat as opposed to on it. The driver and passenger have the comfort of high backed bucket seats which hold you securely in place, the bench seat in the back is comfortable and there is plenty of leg room, one thing I did notice was the lack of grab handles in the back, this seems to be a common failing with many manufactures as this is certainly not the only boat I have tested to have this issue! Storage for fenders and other paraphernalia was limited to under the back bench seat and two pockets in the sides, although there is more than enough space in the back should you wish to strap in bags or boxes This boat is as much fun as it always was; even with the heavier modern day engines the razor like handling has not been compromised. The performance orientated model of the Phantom 21 is ideal for total performance enthusiasts or even maybe a budding racer!, and with the reasonable price tag it shouldn’t break the bank.

Statement 50 & Ultimate 42 Vee Bottom

admin — Fri, 18 Dec 2009 13:07:47 +0000

While the global marine industry is enduring possibly the most serious economic crisis in its history, three veteran high performance power boating fanatics have ‘bucked the trend’ by launching a brand new boat building company and two new boats – the ultimate 42 Vee bottom and the Statement 50.

Statement Marine LLC is situated in St Petersburg, Florida, and the three founders of the new company are Nick Buis, a native of Tampa Bay, ex.racer Todd Werner and designer Mark Spates. Shortly after the creation of Statement Marine, Gene Weeks, also a veteran of the marine industry, became involved as General Manager, and more recently the legendary Chip Fendt joined this ‘Dream Team,’ all have one thing in common; to make the ultimate Statement. Nick Buis grew up on the water, training for competitive water skiing and his passion for powerboats led to him starting his own marine services company, and later a Poker Run concierge business. After owning and driving many types and makes of powerboat, Buis had a desire to design and build a brand new line of performance boats, superior to anything else on the market, and that dream was shared by Todd Werner. Todd is a confi rmed motorhead; a semi-retired inventorentrepreneur who had made a hobby out of power ful toys such as muscle cars and powerboats. Competitive by nature, he successfully raced Vee hulls and cats under the name ProMarine, Flowmaster and Nichols Racing. As he searched for a new pleasure boat he found nothing on the market that suited his specifi cation, and that’s when he linked up with close friend Nick Bius. Mark Spates was known for his successful full canopied A class boats from 1996 when he witnessed his creations dominate one of the most popular offshore racing classes. He started Extreme Powerboats and continued to innovate, working with the APBA to develop a safe canopied raceboat. Spates continued to hone his concept with the introduction of the GM Vortec race boat that still holds speed records in the Super Vee Lite class. A fourth member of the management team, Gene Weeks, has been in the marine industry longer than he cares to remember, having worked in sales, service, racing, design and manufacturing. His love of high performance boats has led him from one company to another which has given him an invaluable all round expertise in high performance craft. The most recent member of the team, Chip Fendt, is a native of Sarasota, Florida, and is a former world offshore champion having campaigned race boats from Talon, Donzi and Outerlimits, so it’s fair to say that Chip knows a good one from a lemon. His broad experience from racing through to manufacturing to sales and brokerage will be invaluable and incorporated in his role at Statement Marine. Chip commented after joining the company, “I couldn’t ask to be in a better place. The West Coast of Florida is not only home to me, but it’s a great place to test and run high performance powerboats, and they don’t come any better than Statement.” Despite the recent troubled waters in boat sales, Statement Marine have launched their two new craft at the 2009 Miami Boat Show; a 50 foot catamaran and a 42 foot Vee bottom, and they both received tremendous acclaim from the industry and media. The company propose initially to produce 4-6 boats a year, which should produce a reasonable growth and profit. Weeks explained, “The team is making decisions based on engineering and customer satisfaction first, then marketing and sales. We want to do what’s best for the customer and so far it seems to be working.” Both boats were built from scratch in Statement’s state-of-theart 40,000 square foot facility in St Petersburg, which houses a specially designed thermal chamber to accommodate high temperatures for post curing epoxy composite laminates. Both boats are powered by Mercury Racing 1075 SCI’s, and as we go to press, the cat in undergoing an intense engine development, programme. Both boats feature a unique ‘air cushion cockpit’ designed to reduce the shock when running hard in rough waters. “This technology was derived from years of getting beat up on the race course.” says Werner, who has filed for a patent on the ‘air cushion’ and several other aspects of the new boats, including the cat’s tunnelled hull. The Statement 42 foot Vee botton ‘Ultimate’ made its Poker Run debut in conditions far from ideal in the season opener at St Petersburg. According to Weeks, the very rough conditions during the Poker Run were perfect for showing off the new boat’s exclusive design features. “The 42 Ultimate exceeded all our expectations. We knew she was good, but not that good.” enthused Weeks. Of the 82 boats that left St Petersburg marina, only eight boats, and three of them Vee bottoms, were bold enough to take on the Gulf of Mexico travelling 20 miles to the first lunch stop. Most of the fleet turned back rather than face the 6-8 foot seas in the mouth of Tampa Bay. “Hats off to Mark Spates, who designed the aerodynamic hull.” said Weeks “The boat is far more efficient than it should be for its weight, and the air-cushioned cockpit works really well” The entire helm and seating area of the 42 rides on an exclusive patent pending shock absorbing system that eliminates the jarring impact typically experienced in Vee-bottom hulls in rough seas. “When we completed that first offshore run, the only damage was two loose audio speaker covers, everything else was in perfect shape.” said Weeks who went on to describe the boat’s performance. “At 137+mph the boat is very stable and requires almost no wheel input. At 125mph, with five people aboard, it was like driving a luxury car straight down a motorway at 100mph. The boat is extremely user-friendly with no hint of chine-walking or porpoising, and the nose does not dive when you chop the throttles. The dual helm position is digital and includes Mercury Racing’s Vessel View Race Edition as a ‘pop up’ together with 10 inch Northstar screens which monitor engine functions as well as navigation.” Statement have designed and produced a hydraulically operated engine hatch that opens from the side to accommodate the unusual aerodynamic hatch. Over the coming months Statement will be putting the catamaran through a vigorous testing programme and we will keep you up to date on its progress.

Statement Ultimate 42

Length 42 foot

Beam 8 foot 2 inches

Deadrise Variable

Draft 2 foot 6 inches

Power 2 x Mercury Racing 1075 sCi’s

Propellors Merc ssM

Fuel Capacity 225 gallons

Hull Weight 9000 lbs

Construction Kevlar, e-glass, foam composite (vacuum bagged, post-cured epoxy)

Steering Latham

Statement Catamaran 50

Length 50 foot

Beam 12 foot

Deadrise Variable

Draft 2 foot 6 inches

Power Customer options

Propellors Merc ssM

Fuel Capacity 350 gallons

Full Weight 10,000 lbs

Construction Kevlar, e-glass, Foam Composte (vacuum bagged, post-cured epoxy)

Steering Latham

Donzi 38 ZRC

admin — Fri, 18 Dec 2009 12:03:16 +0000

P1 newcomers Daniel Cramphorn and Kim Collins have abandoned their Velocity in favour of a Donzi 38 as they chase P1 Super Sport honours this year. I left the rather premature, and probably fl eeting Spring like weather of the United Kingdom in mid-February, and after a one hour fl ight, arrived in the bitter cold of Belgium to test an offshore powerboat on a canal that runs through the town of Klein Willebroek, 30 kilometres south of Brussels. Team 26, as they like to be known, are Daniel Cramphorn and Kim Collins with their 2009 steed, a Donzi 38 ZRC monohull powered by two 600hp supercharged Sterling V8 engines. They arrived on the Powerboat P1 scene halfway through the 2008 campaign in Cramphorn’s Velocity ‘Team Konrad’, and despite being the latest ‘offshore rookies’ they took the Super Sport class by storm. However, neither Dan nor Kim felt the Velocity was up to winning the championship, so they decided that they would convert Kim’s ultra fast pleasure boat, a Donzi ZRC, into a pukka race craft. Twin Sterling engines were installed in the leisure boat, but these units did not comply with Super Sport rules, so it was agreed Kim would supply the hull and Daniel would provide two new Sterling 600hp SC engines with transmission through BAM gearboxes and Arneson ASD7 surface drives. Daniel Cramphorn has been a keen water skier in the past, and this has brought him into contact with legendary ski-racer/boat builder Nico Bertels. Nico has a fully equipped fi tting shop in the town of Willebroek, and it was agreed to tow the outfi t from Kent, UK to Bertel International for its engine transplant and testing. In pleasure mode the Donzi had a side by side engine installation, but for racing the engines have been staggered. After removal of the pleasure powerplants, the engine room had been completely repainted and rewired, and both Arnesons had been reconditioned. While watching the Team 26 duo working frantically to get the engine bay ready to take the new engines, I enquired why they had abandoned the Velocity that served them so well, for the Donzi which, after all is a very old design. Dan explained, “We are both fans of Don Aronow, and his designs do not seem to date. Last year the Cigarette ‘Fantastic One’ was always in the thick of the action, and although the design is not 21st century, what brand new designs have come along in recent times and beaten Aronow’s famous names?” With the help of Nico and using the excellent facilities of his workshops, the engines were lowered into place midway through Saturday afternoon. As the layout was completely different from the previous installation I would have at least expected a few problems, but everything fi tted as it should, including the prop shaft between the forward engine and gearbox. Before the fi nal touches in the engine room, the Donzi was hauled outside where a mobile crane was waiting to weigh the whole outfi t. This seemed straight forward enough until the team realised that the scales were about 50 foot above the boat which was now hanging on its slings. It required a pair of binoculars to see the weight on the small LED screen between the crane’s hook and the slings to establish that the reading was about 4940 kilos, which seemed to please Dan and Kim. They were then left with the arduous task of sorting out the plumbing and electrics. Although this looked simple enough, it was all very time consuming, but by late Saturday evening the team were left with a few simple jobs to complete the outfit before Sunday morning’s launch. The engine hatch needed fitting and the helm had to be bled before fitting two five blade props. It was decided to fire up both engines before hitting the water, and much to everyone’s dismay a wiring problem occured, resulting in neither fuel pumps working. However, this was swiftly cured and eventually the still morning air was shattered by the roar of two throaty exhausts. After a quick run up on the trailer, the Donzi was lowered down the slipway for the real test. The Bertel’s marina runs into the tributary of a wider canal which caters for 4000 ton freighters, barges and tugs pushing dumb barges. Unlike anywhere else in the world the Willebroek Canal has no speed limit despite being no wider than a three lane motorway. Once out into the main canal, it was throttles wide open, and the 4.5 ton Donzi leapt onto the plane. Bearing in mind this was the first time the outfit was being run with its new engine configuration, a respectable 84 mph was reached with ease. However, it was obvious that larger propellers would have to be tried as the team’s target for racing is 100mph +, even though 85mph is the maximum speed permitted in Super Sport racing. There was also the issue of adding weight to the Donzi hull to comply with P1’s power to weight ruling. In terms of handling the rig turned with ease, bearing in mind the narrow canal, and returning to the marina Dan and Kim were quietly confident this craft will be a serious contender for honours particularly as they have more than enough time to dial the outfit in. Unlike many Super Sport craft the Donzi has a cockpit that can accommodate five people, so the chances are ‘Team 26’ have room to take sponsors along for the ride if they wish. The boat is expected to stay in the Bernico International yard for a few more weeks before moving down the coast for trials in true offshore waters, and then it’s back to the UK for a programme of PR events.

Bladerunner RIB 35

admin — Fri, 18 Dec 2009 10:10:08 +0000

The Blade Runner 35 by Ice Marine has a distinctive appearance with sleek styling and a look that perceives high performance. With its unique air entrapment hull (AEM) the boat is radically different to a conventional monohull, with curvaceous twin tunnels that fl are out either side of the slender twin stepped hull, and fi nish with sharp knife like sponsons at the sides. This unique combination gives the Bladerunner impressive aerodynamic lift, improving performance and comfort by compressing the air inside the tunnels adding a cushioning effect and producing a softer ride than most mono hulls. A further advantage is that the centre of lift is located much further aft than a comparative high performance catamaran, providing a safer and more level ride in rough seas. The sharp keels of the Bladerunner’s sponsons carve through the water with little resistance. They also form the outer walls of the tunnels, which is essential for air compression and the resulting aerodynamic lift. The Bladerunner is kept stable and level in a straight line, and when turning by a combination of the sharp keels and the pressurised air in the tunnels. These same sharp keels also provide superior directional stability to avoid any unforeseen sudden changes in direction (hooking) to the left or right that high-speed monohulls and catamarans are prone to. Ice Marine purport that the net result of all this is a quicker, safer and more effi cient hull that has superb rough water capabilities with inherent soft riding characteristics. My experience with AEM or ‘three pointer’ craft began back in the late 1980s racing a single engine 23ft three pointer in the highly competitive offshore 2 litre class, winning the championships and going on to take the world 4 litre in a 28 foot twin V6 mercury power three pointer. I had a fair idea what to expect and what capability these type of craft have but was looking forward to seeing how modern technology had morphed these race craft into pleasure boats! A freezing cold December day with very little wind and almost fl at seas is perhaps not ideal test conditions for this craft, as I know from experience that it chomps through waves effortlessly, however it was going to be a good opportunity to test for high speed comfort and performance and it certainly didn’t disappoint. This 10 metre RIB took just 2.9seconds to get on the plane, defi nitely the fastest hole shot for any boat I have tested so far and phenomenal for its size. Timings for the mid range 30-60mph test were equally as impressive achieving this in 6.7 seconds. And from a standing start to 60mph was an astonishing 10.6 seconds. The top end speed of 81mph with a crew of 3 people and a half tank of fuel complete the achievements of this boat. Ullman suspension seats are one of the luxuries of this boat; although they do take a few minutes to get used to as it’s a rather strange feeling to ‘wobble around’ rather giving the impression that the seats are not actually bolted down! But I think it’s fair to add that these are prototype seats and Ullman are constantly striving to improve their products. But the upside of these stylish seats is that they take the impact rather than your back and are incredibly comfortable, for long distances especially. With four individual seats and a large bench seat to the rear, the boat can comfortably seat 8 people, and a bonus with a boat this size is the quantity of storage space with large forward, side and aft lockers. There is sufficient space around the cockpit to walk by and there are added extras such as fold away table and bow cushion which all add to the comfort on this craft. Helm position is comfortable and well planned with Garmin touch screen GPS and enough gauges to keep all the techies out there happy! Deck LED lights guide the way at night time and a 6 speaker stereo system with radio and CD player will help set the ambience for a trip at dusk. The DTS (digital throttle and shift) works effortlessly with immediate response from the twin 300 Verados. A pair of revolution four 25’’ pitch props completes the set up of this performance package. The build of this particular blade runner rib is a full carbon fibre construction and this shows in the handling and rigidity of the boat, giving a reassuring solid feel and reducing the hull flex and twisting that is normally apparent in conventional fibre glass layups. The carbon layup gives a weight saving of approximately 400kg, resulting in a faster boat with extra strength, perhaps the only downside of this structure is the increased cost but weigh that up with the outstanding performance and the extra durability it may be worth considering the extra cost. Cruising speed is comfortably achieved at around 60mph although if the devil in you wants to push the boat more, hit the trim button, open the throttle fully so you are balancing on the steps of the centre hull and you will feel the hull lift out from the water and hurtle towards the 80mph mark. At this point your driving technique would be the same as a conventional performance stepped mono hull. Although there was very little in the way of waves during the test, the boat coped effortlessly with the large washes produced from the tug and ferry boats chugging up and down, landing in a soft and stable fashion. It was interesting to see how the AEM race boat hulls of the past had evolved into the BR35x leisure hull as it is today. Sacrificing the ultimate top speed for better handling is well worth the trade off. A wider centre hull and finer entry sponsons make for a much softer ride. These additions in no way detract from the ‘three pointers’ driving thrill. And even better the boat is still more than capable of handling big seas with hardly a falter. ConClusion If you are looking for something a little out of the ordinary then the Blade Runner 35 Rib may be the boat for you. Large and safe enough to take the family but also with enough power and endurance to take longer trips, this boat has been known to cross the channel to collect a bottle of red wine. And if the weather blows up then you need hold no fear – as from experience, I know this style of craft is more than capable of handling the large seas that may intimidate many other boats.

Bladerunner…..A rare species:

When Jeremy Watts MD of Ice Marine commissioned Lorne Campbell to design a trimaran for the leisure market a lot of people thought he was heading for disaster. Although Lady Arran had enjoyed success with her Campbell designed racing trimaran ‘Skien Deu’, no-one had produced a leisure three-pointer that appealed to the boat buying public. That was until the first Bladerunner took to the water. The superb craft operates in all sea conditions and has an awesome performance. The natural progression from a fi xed hull is the RIB and in this issue we feature the first Bladerunner ‘Rubberadub.’

Pershing 80

admin — Wed, 16 Dec 2009 17:07:32 +0000

When a boatbuilder wishes to unveil ‘something special’ to the world’s boating press, they choose a location that is equally as impressive, and in a joint promotion, Pershing and their distributor Venturer Yachts found the magnifi cent Port De Mallorca on the Mediterranean island of Majorca to debut their brand spanking new Pershing 80. The craft had only been completed a week before its arrival in Palma and being number one off the production line, we might have expected a few ‘last minute’ adjustments. However, this was not the case and the Pershing 80 is yet another superb example of the Italian company’s build quality. What makes a Pershing super yacht stand out from the rest is its unique combination of awesome performance and opulent luxury without being garish. Even so, for those looking for a traditional mode of waterborne transport, look elsewhere as the 80 is anything but. This is a product of the electronic age where almost everything is operated by buttons and joy sticks. Pershing designers have created an eighty footer with the interior space of a vessel considerably larger. The two engines are installed at the rear of the hull leaving acres of room forward for the spacious accommodation of either a four or three cabin layout. Boat number one featured four cabins comprising a sumptuous VIP guest room with king size double berth situated at the forward end of the craft which boasted en-suite bathroom, digital air-conditioning and audio system. Between the VIP guest room and owner’s stateroom are two guest cabins on either side of the corridor and both are fi tted with twin single berths. Again each cabin has its own air-con, audio system and a separate guest bathroom. A twin bed guest cabin is replaced by a small dining area in the three cabin version of the eighty. The owner’s stateroom is a delight and occupies the full beam of the craft, and as one would expect, the cabin features luxuries that will fulfi l the demands of even the most fastidious owner. This cabin also enjoys extra light as the large hull window midships is for the owners benefi t. Owner’s and guest bedrooms are accessed down a wide staircase at the forward end of the deck saloon. The deck level dining and lounge area can be either open plan or, at the press of a button the deck saloon becomes enclosed. This facility has been produced by Besenzoni, famed for their electric lifting gear and slide-away boarding platforms. A two piece, reinforced glass partition lowers into the fl oor at the touch of a button when an open space area is required, and when the partition is in the raised position the saloon area becomes an enclosed dining room and lounge. The partition is in two sections and one side slides open for access. The saloon has a dining table with seating for eight and a large L shaped sofa. A Plasma television appears at the touch of a button together with audio system. Pershing has perfected the sliding hardtop in their larger craft and the 80 features two. A hardtop above the outside dining area on the aft deck and another directly above the triple helm station…. all operated electronically. As one would expect, quality is evident throughout and the interior furnishings have been designed by celebrated Italian designer Poltrona Frau who uses leather extensively and unsealed oak timber. The foredeck is reached by two large fl ush fi tting doors on either side of the deck saloon and this private area accomadates a vast settee-sunbathing-dining area which is upholstered in white vinyl and a manually operated bimini provides protection when the sun is at its hottest. A staircase on the port side of the deck saloon leads to the ‘business’ section of the 80 – galley, engine room and crew’s quarters. The kitchen is very efficiently laid out with every facility for the most demanding chef, and is again finished in oak. While the crew’s berths, dinette and bathroom are adequate, they are not quite what you would expect on a craft as it looks like not a lot of thought went into the layout. However I understand that modifications in this area are being considered. The engine room, home to two MTU V16 2000 M91 engines, each producing 2030hp, is a work of art. The power is transmitted through twin Arneson ASD 15 drives fitted with 5 bladed nickel/aluminium/bronze propellers, while lift is also provided by hydraulic trim tabs. Just about every item of equipment to make life aboard, self sufficient is fitted within the engine room, yet the area does not feel overloaded or cramped. For regular maintenance, engineers can work in relative comfort and the engine room can also be reached through a hatch on the deck. There are many design features and innovations on this magnificent craft, like the toy cupboard, or garage on the after deck, big enough to store a jet ski, RIB and windsurfer’s gear, but it’s the Pershing 80’s performance that will ensure this latest product from the company is a winner. The skipper’s domain is three sumptuously upholstered seats overlooking the impressive dashboard which houses a television screen with pictures beamed from the engine room. The captain has a choice of a wheel or joystick to steer the craft with traditional single lever throttle and gear sticks, and directly in front of the helm is trim tab controls and bow thruster buttons. With around fifteen guests aboard it was time to fire up the twin MTU’s and head for the open waters of the Mediterranean. Despite being moored stern on, in a very confined space between two other craft from the Pershing range, the eighty effortlessly slid out of the berth with a little assistance from the bow thruster. Once clear of the inner harbour, power was applied and we were ‘up and away’. The craft feels so at ease despite 47 knots registering on the speedo. This is where Pershing excel, high performance together with comfort, so I was surprised that a journalist should ask our helmsman to carry out an acceleration test. From a stationary position full power was applied and the scribe set his stop watch, but I was unclear what this would achieve. Despite having around 4500hp under the bonnet, the Pershing 80 weighs in at around 60 tons so we were not going to scorch away like an F1 powerboat. Once up and running the eighty returned everything that was expected of it and even in the tightest of turns there was not the slightest sign of cavitation from the Arneson drives. As mentioned at the beginning, this was the first Pershing 80 off the assembly line and despite very little test time the craft made its maiden voyage from the Pershing headquarters in Mondolfo, Italy on the Adriatic coast to Palma, Majorca, a distance of approximately 1100nm, stopping off in Montavecci for refuelling. The crew reported no problems and although they enjoyed favourable conditions for most of the journey, they did encounter the odd ‘lumpy’ sea and the craft ploughed through it with ease. Pershing, like every other builder of Super Yachts are in a very competitive market and potential owners have a wide choice. It’s fair to say, the eighty footer from Pershing ticks all the right boxes and this newcomer can top the ‘magic’ 50 knot milestone, which is lightning quick for a craft of this size. Pershing are also renowned for their colour schemes which have a very metallic appearance. Any potential buyer of a Super Yacht of this size would be well advised to book a ride out and I can guarantee you will not be disappointed.

Length overall ISO 8666: 24.50m – 80 ft 5 in.

Construction length: 23.98m – 78 ft 8 in

Construction height from keel to radar arch: 5.50m – 18 ft 1 in

Minimum transport height from keel: 5.36m – 17 ft 7 in

Maximum Beam: 5.50m – 18ft 1 in

Draft at full load: 1.4m – 4 ft 7 in

Displacement without load and dry: 51 t – 112436 Ib

Displacement at full load: 60 t – 132498 Ib

Fuel tank capacity: 5950 ltr.- 1572 US gals

Water tank capacity: 1300 ltr – 343 US gals

Generators: 2 x 20 KW – 50Hz

Engines: 2 x MTU 16v 2000M91 – 2030mhp

Propulsion: 2 x Arneson ASD 15

Maximum speed at light displacement: 44 knots

Range – at cruising speed: 370 nm

Cabins: 4

Bathrooms: 3

Crew cabins: 2

Crew bathroom: 1

Maximum people on board: 16

Safety equipment: 12 (3)

Homologation certificate: A

PERSHING 80 VITAL STATISTICS

The performance data produced in the specification refers to a craft with standard equipment with a displacement of 54 tons which is the equivalent to a one third load and the data was taken in a calm sea, no wind and air temperature of 25 degrees with a clean hull. However the performance figures of the boat we tested in Majorca produced a higher speed with a full cargo of guests but the amount of fuel aboard was not recorded.

Hunton XRS 37

admin — Wed, 16 Dec 2009 16:52:16 +0000

There was once an old chicken farm in the depths of Wiltshire, and on that farm there was a chicken shed and in that chicken shed Jeff Hunton built his fi rst Hunton powerboat, a 23ft gazelle (why didn’t they name it cockerel?). It was originally intended to be a one off but it created so much interest from its fi rst race appearance that many orders followed. The year was 1979 and nearly 30 years later Hunton Powerboats is a well established and respected company producing top quality performance cruisers.eff ’s interest in boating started early in life and by the mid 70s he was racing in classics such as the Cowes –Torquay – Cowes, Class 2 and Cruiser classes and doing pretty nicely for himself thank you! Combine this with his background in engineering and you have all the skills necessary to produce a top quality performance boat. The company now produces both cruisers and RIBs The Hunton XRS 37 is a sleek stylish sports cruiser and Martin from Hunton sales kindly lent me his boat to play with! Although they come in pretty much any colour you want the one we tested was ‘Tusk (imagine café latte) and Black’ with ‘parchment’ (imagine champagne) upholstery making it look very sophisticated. Hunton boast their craft have a super yacht fi nish, all stainless steel fi ttings with no visible welding and all custom made. Onboard there is plenty of storage for ropes and fenders which makes a change from having to poke them into whatever gap you can fi nd, teak decking, led lights and lockers under all the seats. The seating area on deck is shaped and has high quality upholstering and breathable cushions. The front bolster seats although luxurious were surprisingly not electric; although I believe you can have this option but it’s not as standard, these seats are custom made to fi t your requirements (i.e. large or small bottom, long or short legs!) The dash is made of stainless steel laser cut and is clean and uncluttered with just the important gauges at hand and the rest of the gauges placed above the cockpit door. A touch screen Garmin was well placed in the centre of the dash enabling the driver easy use. Attention to the diffi culties of boating seem to be something Hunton has addressed, with a locker on the starboard side containing all the wiring, and a light to see what you are doing when you try to fi x it and easy access to all services. A cool box is hidden in the side panel of the aft seating section allowing you to easily get your beers when cruising, although I do have my doubts that the lid won’t bounce off if its rough as it didn’t seem to have a latch, but my companion who sat in the back didn’t see any evidence of that as we bounced over the wash! Inside, the cabin is spacious with a diesel powered ceramic hob, and if you want a fridge you would need to sacrifi ce a cupboard – but that’s not really a hardship as there is plenty of storage on board. There is a rectanglular table which stores away in a purpose built holder under the bed leaving fl oor space if you want to dance when you plug your iPod in the specially adapted connection, and drop down DVD in case you fancy watching the latest release on your weekend away. There’s lots of LED mood lighting! Although not massive the shower and toilet is adequate and well planned. The toilet has a freshwater fl ush so you don’t get a nasty smell! and a hot water immersion ensures hot water for the shower and washing up. The super yacht quality continues with real leather upholstery, wool carpets and a material called Alcantara covering the walls and ceiling; this is similar to look at and has the same feel as suede but is incredibly strong and hard wearing making the cabin very cosy. Back on deck there is a nifty little piece of teak walkway over the engine hatch allowing you to reach the bathing platform without traipsing over the cushions or the sunbathing babes you have with you! And underwater lights complete the luxury of this boat. A flick of a switch lifts the engine hatch revealing two Volvo D6 diesels nestling snugly inside. You can choose your engine package from twin Yanmar 315s, twin Volvo D4s , D6s and in the petrol range choose from twin 350 Magnum MPI or top of the shop is the twin Magnum 496HO. Getting down to the boat’s performance: an impressive 5.49 seconds was all it took to get the boat on the plane, not bad for a boat weighing around 4.5 tons. This stunning out of the hole shot performance has a lot to do with the D6s being both turbo and supercharged whilst running a ‘common rail fuel system’, and to add to that the engine is controlled ‘fly by wire’, maybe not something you would normally expect to produce this sort of performance. On a fairly flat day the boat achieved a 62mph average speed with standard Volvo props and took 19.37 seconds to reach 60mph from a standing start, a remarkable time considering it’s just 2mph short of the top speed the boat is capable of! When driving the boat, the first thing I noticed was the incredibly matched engine RPM, I haven’t seen that happen for a long time as it can be quite difficult to achieve on multi engine installation. There is nothing I like better than putting a performance boat through its paces and the XRS 37’s non stepped hull slices through the water beautifully like a hot knife through butter! Throwing the boat into a tight corner didn’t present any problems, gripping well and giving a feeling of security, and whilst I appreciate there isn’t often a need to suddenly change direction especially at full pelt, if a yacht just happens to cut in front of you there are two choices. Either hit him, or take evasive action – if you choose to do the latter then this boat will handle it well. As the water was flattish when we went for our spin, it was hard to determine its performance in the rough, although I have been in a few similar size Hunton’s when there’s been a good old chop out there and they certainly seemed to handle it without any problems. Cruising along at 40knots (not something I often do) it was a surprise to be able to hold a conversation with the person next to me. And with fuel costs high on everyone’s agenda it was a pleasant surprise to find that the fuel consumption is only 140 litres per hour and at 35 knots (cruising speed) it drops to just 60 litres per hour with the D6 engine package. After a bit of searching I managed to find a patch of bumpy water (ok it was the wash from the IOW ferry!) opening the throttles we hit the wash at about 55mph, it jumped cleanly staying level, and with a great soft entry upon landing. Manoeuvring the boat back on to the pontoon is made easy with the addition of a bow thruster; you also have good vision when at the helm and the cleats are in the right places to attach fenders without too much effort (don’t you just hate having to lean over or walk the sides?) I think this boat is best described as being like an Aston Martin of the water, comfort, quality, and performance, but with the slight air of that car you used to race your mates away from the lights in when you were in your teens. If I had the opportunity I would love to take the XRS 37 along the coastline, it’s a boat that needs to be used for what it’s designed for, long weekends away… Happy days!

Specifications:

LOA: 11.35m / 37’ 3”

Beam: 2.59m / 8’ 6”

Sleeping Accom: 4 persons

Engine Options:

Twin Mercruiser 350 Magnum MPI petrol
Twin Mercruiser 496 Magnum HO petrol
Twin Volvo 300 HP D4 diesel
Twin Volvo 370 HP D6 diesel
Twin Yanmar 315/Bravo diesel

Propulsion: Stern drives

Performance:

Maximum Speed: From 45 knots to 65 knots

Cruising speed: From 30 knots

Fuel capacity: 680 litres / 150 gallons

Fresh water capacity: 90 litres / 20 gallons

Cruising range: From 250 nm

Price: On application

Contact: Hunton Powerboats Ltd

E-mail: sales@ huntonpowerboats.com

Tel: +44 (0) 2380 207750

Pursuit 0S 315

admin — Wed, 16 Dec 2009 12:04:15 +0000

Superb weather in mid-October is a bonus when testing boats in the United Kingdom and the south of England was enjoying an Indian Summer when I stepped aboard the American built Pursuit OS 315 prior to putting it through its paces. The craft is, without doubt built like a barn door and the makers are confident enough in their product to offer a 5 year warranty. The craft is constructed with three main moulding, the hull, inner liner and superstructure. Prior to completion, the hull and liner are fitted out with all the essential skin fittings, wiring, furniture etc and like wise the superstructure. The two are then ‘glued’ together before the final fit-out is performed. Everything about the 315 is substantial and this is illustrated in the weight of the finished craft… The profile of the Pursuit 315 is all American, a look that is almost impossible to disguise from the protruding nose through to the hard-top installed above the driving position on an alloy frame that is a work of art and the twin big Yamaha 250 outboards provide the oomph. While the US would describe the outfit as an awesome fast offshore fisher, the European market will call it a fast offshore express cruiser capable of extended sea passages in all weathers. While the standard product might initially appear a little too plastic in the vast comfortable cockpit, Pursuit UK have had teak decking fitted on their test model and the produces a kind, warm appearance. Being outboard powered, the entire boat is for crew and guests with more than enough space for eight in the cockpit although for weekends away, the OS 315 can sleep four in a vee berth forward and a double under the cockpit sole which is ideal for two kids but a bit tight for two adults. With it’s fishing pedigree, there are numerous lockers and fish storage tanks and the latter are all self draining. Under a large wide seat across the rear of the cockpit is a very roomy locker for fenders etc and this unit lifts out to reveal the systems and equipment that looks after the well being of the mechanical and electrics and I must say the installation was very well thought out, neat and tidy. While the skipper has a comfortable seat with all essential controls within easy reach an L shape settee is on the port side which seat four. This boat that has to be driven to really appreciate the well designed hull. The steering wheel has one of those rotating knobs that make directing the craft, particularly in confined spaces so easy with one hand. The Yamaha twin lever control box was smooth and precise which made our testing session even more enjoyable. As we left the marina berth to see how the craft performed it was obvious the 315’s sea-keeping qualities would not be put to the test as despite being the start of autumn, the sky was blue, the sun was shining and the waters were flat calm. However once clear of the harbour, the craft’s dynamic performance soon shone through as the throttles were pushed forward. The six ton hull was quickly on the plane and 40 knots were recorded on the speedo in less than 15 seconds. This is a great boat for getting to those offshore fishing grounds in the shortest possible time. Few would argue, outboards are not the most economical form of power but the two Yamaha’s were quiet and packed a healthy punch and of course you have all that extra space that twin inboards would usual occupy. Being a product from the US, a land of cheap petrol, large outboards are a popular choice but since the banning of red diesel in the UK, 4 stroke outboards become a viable option. For reason that are not particularly clear, there was a small gap at the bottom of the centre section of the screen that allowed wind to rush through although this section is opened electronically for ventilation purposes. Not such a good idea is leaving the section without a windscreen wiper. The outside screens have a wiper each but when heavy spray is flying, it would be nice to have full vision across the entire screen. In terms of handling, the hull is superb, turning with ease without the slightest hint a cavitation and a new owner would have more than enough time to play with throttle and trim to discover the ideal cruising speed for ultimate economy probably between 25 and 30 knots. The dashboard is ideally situated for perfect viewing with chart plotters etc and engine instrumentation and again I mention the swivel knob on the wheel that makes steering child’s play. When at anchor bathers gain access to the swim platform through a door in the aft end of the cockpit and a shower head is stowed in the coaming for rinsing off after a swim. sun-worshippers have acres of space to top up the tan, and although the rod holders are evident throughout, this 32 footer is equally at home for Mr Family man who has no interest in angling. Although the only waves we could conjure on test day was passing over our own wash, the 315 and its smaller brother the 285 proved their worth in offshore conditions when both were driven to the Channel Islands for the Guernsey Boat Show during the summer. Despite some lumpy conditions as the two approached the islands they handled the unpredictable waters with ease. The OS 315 is a great all-rounder and although I would have liked to have thrashed through a few big waves at speed it was not to be. However my two hours aboard were most enjoyable and I could not find any negatives that would make me shy away from this well built product from Florida.

PURSUIT 315

Length overall: 32’ 8”

Beam: 10’ 8”

Weight: 4989 kg with 2x 250hp O/B

Fuel Capacity: 1075 litres

Top Speed: 40 knots with 2x 250hp O/B

Power: 2 x Yamaha 250hp 4 strokes

Price: £146,541 ex