bridge yachts reviews

• David Pascoe
• All Articles (over 180)
• Mid Size Power Boats
• Buyers' Guide to Outboard Boats
• Surveying Fiberglass Power Boats (2E)
• Marine Investigations
• Domestic (USA)
• International
• Privacy Policy
• All Articles
• Order Books

• Boat Reviews
• Buying a Boat
• Cores & Structural Issues
• Marine Engines
• Maintenance & Repairs
• Hull Blisters
• Marine Surveying
• Insurance Issues
• Boat Handling & Boat Safety
• Hurricane Preparations
• Fuel Issues

Read Online

Full Chapter One

by David Pascoe

As we make our daily rounds in a city that unquestionably has more high end boats and yachts than any other, as we talk with brokers, dealers and yacht captains, Sea Ray is probably one of the most maligned builders around. It should come as no surprise, of course, that there's a more than just a bit of snobbery in the yachting business. Not in a place hallmarked by the likes of Merritt, Rybovich, Bertram, Garlington, Viking, Hatteras, and so on. Status symbols are the province of the rich, and those associated with them are quick to express their opinions.

Now, that is certainly less true in other boating centers, particularly regions like the Great Lakes where the lifestyles of the rich and famous are not quite as prevalent as they are here. Never-the-less, one of the largest and most glitzy Sea Ray dealerships exists in Pompano Beach, Florida where these boats are sold like hot dogs at a football game. There must be a reason for it, and indeed there is.

Many of the e-mails we receive contain statements such as, "You obviously don't like Sea Ray." Unfortunately, many people who read these reviews are not reading them closely. We never said anything about not liking Sea Ray; they get that impression from our constant chiding Sea Ray to do a better job. We have, in fact, said over and over that Sea Ray comes close to being a VERY GOOD boat, but "consistently falls maddeningly short." That's not a condemnation but an encouragement to do better. After all, they are marketing their boats in one of the richest, most exclusive regions in the world. For Sea Ray's part, if they want to compete with the best, then they have to be prepared to take their knocks when their gorgeous brochures don't quite live up to reality.

That said, we're going to take a look at this recent offering in light of Sea Ray's history, and the market to which they are aspiring. It's one thing to market to a well-to-do Midwest farmer or rancher buying his first big boat, something else again to a guy who is looking at his seventh boat.

The demise of Chris Craft years ago as the world leader in boat building has pretty much left Sea Ray holding that position for quite a few years now, at least in terms of sheer numbers. With a heritage of Midwest, fresh water boat building, Sea Ray had long been known for moderately priced family cruisers and runabouts, the quality of which -- at least here in Florida -- had long been questionable. We called them "fresh water boats" because of the low quality hardware, excessive use of plywood, vinyl and other  components that quite simply did not hold up well in this climate. But as with Chris Craft, these are boats designed for the  not-quite-rich, though the degree of Sea Ray pretentiousness these days, as compared to the last decade of Sea Rays, is clearly unmistakable. That, in large part, is what leads to the overt condescension by the cognoscenti.

Times change, and over the years Sea Ray has aspired to the larger boat market, not always with success. In fact, in the mid to late 80's Sea Ray was putting out a 46' sport fisherman that we had never even heard of until several years ago when we got a look at one that was ten years old. Apparently they only made a few. What we found was almost laughable, what with engineering that could at best be called inept. We wrote a review on this boat, but then decided not to publish it. It was hard to keep a civil tongue about a boat that was basically stapled together, and had so much rotting plywood in it (including the hull stringers).

Since the late 80's Sea Ray has been trying to crack the larger boat market, with some degree of success, marketing boats up to 65' feet. And some of these larger boats have been less than stellar successes. Around these here parts, Sea Rays are commonly called cocktail cruisers for their over reliance on pseudo plush and trendy design, and coming up quite short on being classified as serious yachts. Too long on style, too short on substance. Good for the cocktail circuit on the Intracoastal, not so good for oceanic cruising, even if only hugging the Bahama Banks.

It's the accumulation of little things, like this low quality reefer that has leaked condensation onto this maple veneer deck, plus the rusting of the steel reefer (inset). This is why we recommend against the use of these interior grade woods. Maple does not belong on a boat.

Recently tasked to evaluate this Sea Ray 55 Motor Yacht, I'd have to say I was pleasantly surprised. If you've read any of my previous reviews, you know that I've lambasted them pretty hard for products that come quite close to being reasonably good quality for the money, but somehow always seem to find a way of falling short by cutting the wrong corners in the wrong place. When you're marketing high end products such as yachts to sophisticated buyers, it's hard to get away with cutting the wrong corners. There is not much of that here.

The builder has to set a minimum standard for everything that goes into a yacht. If he's got high quality here, and low quality there, the thing that attracts the attention is the low quality. The design and materials need to be consistent, across the board, if you're going to establish something other than a chaotic a reputation. Otherwise, they'll get mixed reviews of the likes we've published. If you know your motor boats, you know that Hatterases were never high end yachts. Yet Hatteras achieved its somewhat over-rated reputation through a remarkable degree of consistency. Repeat, c onsistency. The quality was never first rate, but neither was it ever shabby. There was an obvious minimum standard that they never violated. Well, almost never. This, of course, over the years created an element of trust in their products that no amount of advertising could create. Conversely, Sea Ray has historically been addicted to slick advertising and products that superficially looked great. Which is not to say that it hasn't been effective at selling boats. What it hasn't done is to create that much needed element of trust by the knowledgeable yachtsmen.

This Sea Ray 55, which is a two year old boat that was little used, is probably one of the more consistent efforts we've seen lately. Overall, there was less junk intended to merely look good, and more stuff intended to BE good. More of an effort to be practical than merely stylish. Now, I can't say that I was impressed with the overall style of the yacht, for I thought the overall design was clumsy looking. But that can be a matter of opinion, so let's take a look at what resides beneath the surface appearances.

On the outside, the hardware is pretty good. Bits and pieces of plastic stuff were limited. Overall, there were few design faux pas. Anodized window frames are holding up well. There is little in the way of stress cracking found on decks or superstructure. Externally, it's fairly easy to keep clean as the amount of clutter is kept to a minimum.

Ergonometrically, she was overall pretty good. Getting around was easy with few speed bumps except for the side decks that narrowed down to a mere 6", making getting up to the foredeck less than easy. Up on the bridge, they sacrificed some of the seating area to give you space to get around the helm pedestal chairs. That's good, for on far too many boats the helmsman has to move out of the way for anyone to get to the other seats. That's not good.

Next, the heart of the matter, the systems that make everything work. Unquestionably, this has the best engine room I've seen coming out of Sea Ray. On a 55 footer, there is no reason why it shouldn't be. The engine room is neither large, nor stand up, but they wisely refrained from  trying to cram everything into that one space. Things like the air conditioning compressors, batteries and some other stuff is located in the lazarette area under the cockpit. Overall, the installations are tidy and well thought out. In fact, it actually looks better than our photos below would suggest. There is good access all around the main engines with no problem at all servicing major components.

Note that up front you got the fuel filters, and the oil filters nearly poke you in the eye. Amazing. Systems installations are fairly neat. The space is larger than it looks in these photos.

Look at this! The sea strainers are mounted in a place that, not only can you see them, but actually reach them to clean them out once in a while.

The Detroit 6V92TI engines are mounted on Ace mounts (the kind that seemingly never fail, and which we highly recommend) on a massive stringer system, so we're not going to have to worry about the engines doing the Chubby Checker twist, bending shafts and wrecking transmissions due to flexible engine mounts.  The fuel and oil filters are mounted front and center with a factory installed oil changing system. The sea strainers, which are things that require frequent service, as you can see by the photo above, are also front and center. No problem servicing at all. Nice, very nice. Particularly for the do-it-yourselfers, and will certainly make the captains happy. Overall, this engine room is a commendable effort.

Located in the lazarette are three large Cruisair compressors. Hey, get this, folks! No self contained air conditioner under your bed! Why do I rave about this? Well, for one thing, besides having pumps and plumbing scattered all over the place, you don't have the noise in the cabin, nor the condensation problems. Compressors with remote air handlers cost a whole lot more, but there's no way I'd want a self-contained air conditioner humming away under my bed. For the kind of money you pay, you expect something a bit more upscale than a floating camper.

Another admirable point is that there is not a lot of equipment scattered throughout the hull. Nearly everything is located in the lazarette or engine room. This greatly reduces maintenance costs and increases ease of servicing. Unlike many smaller models, there is a real deck in the engine room so you don't have to stand in bilge water, like you do on many of their smaller boats.

The overall placement and routing of plumbing systems is quite good, and there are no tangled masses of hoses and electrical wiring that can turn finding or fixing something into a Frankenstein nightmare. Triple kudos here.

Hull Detail Work.   Unlike a lot of Sea Ray's smaller boats, we found the hull design to be considerably better. No shoddiness in places you can't see just because you can't see it.  No exposed holes cut in plywood stringers and frames (see photo below). As usual, the inside is smooth and completely get coated, yet the framing system is considerably beefed up, and the internal access is a bit better. Personally, I think it's very bad that the entire interior of any hull below the water line is sealed off. If you should poke a hole in the bottom, there is virtually no way to reach it to plug the hole. People don't consider this to be very important until it happens to them.  But let me tell you about two recent cases where exactly that happened to a million dollar Hatteras and a Viking. Because the owner could reach the holes in the hull, and stuff them with rags, the boats were saved. Otherwise, they'd have been lost.

. . . . having to negotiate this 6 inch wide side deck is not. Moving down the long deck is quite awkward.  The hand rail hanging out beyond the rub rail will get damaged when it hits a piling.

There is also some good detail work, like the PVC sleeves in the limber holes through the stringers. We also found a lot fewer internal wood components whacked together with staples, nails or joined with aluminum angle brackets. This has been a major complaint against Sea Ray in the past.

This is a plywood hull stringer in the ill-fated SeaRay 46 sport fish, circa 1987. Made of two sheets of plywood stapled together and covered with gelcoat and carpeting (no glass overlay), this stringer is badly rotted  as a result of a port hole leak. It is this sort of thing that makes the past hard to forget. Because of the sealed off design of the hull, it was not discovered and fixed until it was too late.

At a time when other builders had long since started using all fiberglass liners, SeaRay was still using loads of plywood. And, to make matters worse, they put carpet over it. The aft bulkhead, storage compartment, seating and side panels on this ten year-old 27 footer are completely rotted out.

Our purpose here is not rub Sea Ray's nose in their past, but rather to show why discriminating boaters remain skeptical. This is the reputation they have to overcome.

The large lazarette area has what looks like a fairly well sealed bulkhead between the engine room. Why is this important? Well, if you haven't heard about the importance of water tight bulkheads in a boat, perhaps you should do some more reading. The struts and rudders attach to the hull back there. If you should hit a rock or coral head, they'll tear off, leaving holes in the bottom. If that compartment is fairly well sealed, you have a good chance of surviving without sinking. Historically, Sea Ray boats have had no bulkhead between engine room and lazarette. Or if they did, the openings were large enough to crawl through.

The electric wiring is neatly done, although there is some notable cost cutting here. A single 50 amp shore power line falls below the standard for a boat this size. Two are needed. The main panel is a bit minimalist with no slots for add-ons. On a yacht this size, you'd expect a multiplex system with rotary switches. (One 250 VAC rotary switch costs about $700, and on a Hatteras you'll find at least two) Instead, with a simplex system, when one power source goes out, you're out. On the other hand, there is a 12 and 24 volt system, each serviced by separate battery chargers. Frankly, this is the second yacht we've seen with this system recently and we can't quite understand the need for it. While the batteries are mounted in nice boxes (unlike that hideous mass of threaded rods and wing nuts Sea Ray usually provides). Unfortunately, one of the boxes is under an exhaust pipe and you can't get the cover off without a major fight.

One large flaw was the 1" square plastic guard rail. Now, this kind of plastic molding is excellent stuff, one of the few uses of plastic on a boat where it is highly suitable. But this rail is far, far too small for this size boat, and we can predict that it's not going to hold up well. In fact, there was already some major damage on one side. This is the kind of obvious bean counting that really hurts reputations.  It was also noted that the manner in which the bridge coaming is attached to the house top resulted in some serious washboarding, causing the side of the bridge coaming to look very wavy as you sight down the sides.

While there are some nice things to say about the bridge layout, there are some not-so-good things to say about many of the railings. For some strange reason, the bridge aft railing is only 24" high, actually making it quite dangerous that you'll fall off. The standard railing height is 30-32". And then the bow rails are canted outboard, beyond the rub rails. I don't need to tell you what will eventually happen here.

The bridge and helm layout is generally okay. Mercifully, all the upholstered padding and stuff does not appear. Nor are there any wood cabinet doors. Notice the two stainless hand rails down low in front. Must be for children or midget operators.

Personally, I do not like  tiny little race car steering wheels, but that's what it's got. With the Hynautic steering system there is no problem turning it, but tiny little wheels on larger yachts not only  seems weird, but pose a bit of a steering problem.  For example, one can stand up and steer okay. But if you want to sit,  you have lean forward to reach the wheel, which causes a great deal of discomfort after a few minutes. But there is the autopilot, you say?  Sure, but try using it in the Intracoastal. The engine controls are also Hynautic, a better choice we think than electronic controls. We love the feel of these controls and highly recommend them.

The cockpit has what may be an optional molded fiberglass staircase up to the bridge. In my view, this thing takes up far too much cockpit space and I would rather have a plain old ladder. Even if I weren't a fisherman, I'd much rather have a tackle center with a freezer, sink and cabinet storage space than this awkward looking thing taking up nearly 25% of cockpit space. Sure, it makes getting up to the bridge easier, but not that much easier. Personally, I find tackle centers very useful even for the non fisherman as a place to wash hands, store tools and other junk, as well as using the freezer for keeping frozen foods on long trips.

The interior is, well, rather typically Sea Ray. Frankly, I think most builders today are going way overboard with too much plush. Ultra plush is fine on mega yachts, but on this size yacht, and the way people use them, it is not practical. Too much white, and too many non durables. Too much vinyl and fabrics to get stained and torn. Hey, that's fine if you don't mind footing the bill for redoing this stuff frequently. However, I can tell you most people will NOT foot the bill because by the time the boat is five years old, and it's all dirty, torn and worn out, we rarely ever see anyone replacing it. But, if you want that, that's what you get. Just remember that the cost of redoing it all gets very steep.

And you get a maple veneered galley sole, that all looks very nice and fancy. But when the el cheapo reefer inevitably leaked condensation all over it, the maple turned black, warped, and now looks all ugly and nasty. By el cheapo, we mean that it is steel framed and rusting badly.

While this yacht is something more than the standard cocktail cruiser, there are some factors that don't carry it beyond that descriptive adjective. Let's take a look at hull design. While the bottom is adequately veed to give a reasonably good ride, we have to seriously question the straight line shear. With the freeboard actually a tad lower at the bow than amidships, the design thinking here is questionable. If you know your boats, why on earth would you want to go out in the ocean with a low bow flare. Secondly, we've been recently testing integral platform boats with flimsy transom doors. In one case, backing down slowly in 2' seas, a wave over the transom took the door right off and put six inches of water in the cockpit, and even into the salon. 

Here's the problem with these spoon-billed bow, Euro style hulls. The bow overhang is like six to seven feet. The sheer line is flat, or even sloping downward. When meeting larger waves head on, or in a following sea, there's not enough buoyancy there to bring the bow up quickly enough. What happens, then, is the bow digs into the wave, not infrequently bringing blue water over the deck. Not good. People say, "Well, I'm never going out in that kind of weather." To which I say, "You hope!"  In fact, high seas don't necessarily keep us tied to the dock. Depends on what kind of seas they are. Many was the time when there were long, rolling ten footers out in the Gulfstream when there was no difficulty at all in crossing over to the Bahamas because the waves aren't steep. Yet with this hull design, you'd still have a hard time of it because this is basically a flat water design. This is truly a senseless stylistic sacrifice for no good reason. It's one very good reason that more experienced owners will snigger at the sight of boats like this. They know better.

I'd have to put this one in the near coastal cruising category, giving it a low mark for offshore operation.

The interior layout is one of the better features. Each of the three staterooms is sufficiently sized to limit any complaints. But while the master head and shower is okay, the shared guest head is not. It's an elbow knocker that you'd have a hard time putting your underwear on in. While the fairly long central companionway wastes a bit of space, there is enough to be wasted, with still enough cabin separation to make spending the night on board a pleasant experience without leading you to feel like you're in a motel for  midgets. Glazed bow hatches make it light and airy with a nice ambiance. I liked the starboard guest stateroom's size and layout better than the master. 

While the forward sections are loaded up with bird's eye maple cabinetry veneers, there's still a bit too much vinyl. While it tries for the appearance of  ultra richness, it fails to impress. Birdseye maple set  next to vinyl is rather like mounting a diamond in an aluminum ring.  While there's really nothing wrong with that, my own feeling is that I don't much care for the psuedo-riche. It's like a cheap shirt with a fancy label; it's not fooling  anybody. I'll take the cheap shirt without the fancy label.

Personally, I did not like the salon/galley layout, but this clearly a personal judgment. Some may like it, but it reminded me too much of a motor home. For one thing, there is no physical separation, nor any sense of separation of salon area from galley. The galley is in the salon, separated only by a counter space. A high counter back rail, or a set of drop cabinets from the ceiling would, in my view would have avoided this. So what's wrong with that? Here they've created a sense of ultra plush interior with the galley set in the middle of it all. It doesn't fit. A kitchen by any other name is still a kitchen, and it does not belong in your salon. This is not an efficiency apartment; it's a 55 foot yacht. And, being located up under all that windshield glass, the galley area gets hot enough from the sun that the A/C does not overcome it. Aim the boat toward the sun and you don't need to turn the stove on to cook.

On the plus side, we didn't find much in the way of leaking windows, ports or hatches.

Okay, so while we've punched a few holes in some of the illusions, we feel this model represents a considerable improvement by Sea Ray. Bearing in mid that it's competing in the mid price range -- though some will surely argue that point -- we are most pleased to see the mechanical engineering improvements, and more consideration to serviceability. On the other hand, there is no excuse for a boat this size not to be serviceable, even though many are.

Overall this 55 is a decent, moderately priced boat in which you are basically getting your money's worth. From what we see after two years of use, it should hold up reasonably well. Price wise, resale prices clearly plummet in the first couple years, making a used boat better than average value for what you pay. Judging her based on resale versus the new boat price, our calculus comes up a whole lot different. Losing nearly half the value in two years on a new boat is going to be a bit hard to bear. 

That's one of the reasons that the past tends to bear on the present, and why we gave you a bit of introductory history. The fact that the new boat is not holding its value well is more of a function of the past than the present. It's an entirely different matter on the used boat market where the size-for-value equation becomes far more favorable.

Posted May 29, 1999,  Revised April 13, 2000

David Pascoe - Biography

David Pascoe is a second generation marine surveyor in his family who began his surveying career at age 16 as an apprentice in 1965 as the era of wooden boats was drawing to a close.

Certified by the National Association of Marine Surveyors in 1972, he has conducted over 5,000 pre purchase surveys in addition to having conducted hundreds of boating accident investigations, including fires, sinkings, hull failures and machinery failure analysis.

Over forty years of knowledge and experience are brought to bear in following books. David Pascoe is the author of:

• " Mid Size Power Boats " (2003)
• " Buyers’ Guide to Outboard Boats " (2002)
• " Surveying Fiberglass Power Boats " (2001, 2nd Edition - 2005)
• " Marine Investigations " (2004).

In addition to readers in the United States, boaters and boat industry professionals worldwide from nearly 80 countries have purchased David Pascoe's books, since introduction of his first book in 2001.

In 2012, David Pascoe has retired from marine surveying business at age 65.

On November 23rd, 2018, David Pascoe has passed away at age 71.

Biography - Long version

Boat Reviews Articles At-A-Glance

• Introduction to Boat Reviews
• Albemarle 305
• Aquasport 215
• Baha 260 Targa (not "Baja")
• Bertram Yachts
• Bertram Yachts: Introduction
• Bertram 26.6 II
• Bertram 28 II
• Bertram 30 Express
• Bertram 30 Moppie
• Bertram 31 SF
• Bertram 33 SF
• Bertram 36 Moppie
• Bertram 42 Convertible
• Bertram 46 Convertible
• Blackfin Yachts
• Blackfin 29 SF
• Blackfin 29 Combi
• Blackfin 32 Flybridge
• Blackfin 33
• Boston Whaler Outrage 26
• Cabo 31 Sport Express
• Century 3000
• Chris-Craft 302 Crown
• Contender 25
• Cranchi Mediterranee 40
• Cruisers 4270 Esprit
• Cruisers 4280
• Glacier Bay 2640 Renegade
• Grady-White Offshore 24
• Grady-White 24 Voyager
• Grady White 272 Sailfish
• Grand Banks 42
• Gulfstar 43  Trawler-style Yacht
• Hatteras Yachts
• Hatteras Yachts: Introduction
• Hatteras 36 Convertible
• Hatteras 38 Convertible
• Hatteras 38 Convertible - Updated Review
• Hatteras 39 Sport Express
• Hatteras 45 Convertible
• Hatteras 52 Convertible
• Hatteras 53 Motor Yacht & Convertible
• Hatteras 61 Motor Yacht
• Hyatt 45 CMY
• Intrepid 289
• Island Gypsy 40
• Legacy 34 Express
• Luhrs 320 Open
• Luhrs 34 - 340 F.B. Sedan
• Luhrs Tournament 350
• Luhrs Tournament 360
• Mainship 31
• Mainship 350 Trawler
• Mako 221- Updated 11/05/99
• Maxum 4600 1998
• Morgan 462 Ketch
• Offshore 48
• Post 46 Convertible
• Pursuit 2855
• Pursuit 3000 Offshore
• Pursuit 3070 CC
• Sea Ray and Balsa Core Bottoms (from "Structural Issues")
• Sea Ray 250 Sundancer
• Sea Ray Sundancer 290
• Sea Say Sundancer 290 Update
• Sea Ray 370 AC
• Sea Ray 39 Express
• Sea Ray 500
• Shamrock 26
• Thompson Santa Cruz 2700
• Tiara Yachts
• Tiara Today
• Tiara 3100 Open
• Tiara 3600 Convertible
• Tiara 3600 Open
• Topaz 28_1981
• Trojan 10-8 Meter
• Trojan 14 Meter Convertible
• Trojan 440 Express
• Viking 43 Open
• from Buying a Boat cat.
• Marlin Monroe 42 Bertram Convertible Make an Old Boat New
• A Few Favorites

• Basic Considerations
• Boat Types: Which is Right for You?
• Old Boats, New Boats and Quality
• Basic Hull Construction
• Evaluating Boat Hulls
• Performance and Sea Keeping
• Decks & Superstructure
• Stress Cracks,Finishes and Surface Defects
• Power Options
• The Engine Room
• Electrical & Plumbing Systems
• Design Details
• Steering, Controls, Systems & Equipment
• The Art of the Deal
• Boat Shopping
• The Survey & Post Survey
• Boat Builders by Company

• What is Pre-Purchase Survey?
• Business Practices and Client Relations
• Sound vs. Seaworthiness
• Hull and Its Structure
• Surveying the Hull
• Using Moisture Meters
• Stress Cracks & Surface Irregularities
• Deck & Superstructure
• Drive Train
• Gas Engines
• Fuel Systems
• Exhaust Systems
• Electrical Systems
• Plumbing Systems

Published by: D. H. Pascoe & Co., Inc. Articles, Images: Copyright © 1997 - 2018 David H. Pascoe All rights reserved. Articles, Images: Copyright © 2019-2022 Junko A. Pascoe All rights reserved. Web site design & developement: Copyright © 1997 - 2023 Junko A. Pascoe All rights reserved. Web site: Maintained by Junko A. Pascoe

• Subscribe Now
• Digital Editions

Nimbus 495 review: Unlike any you’ve seen before

• Top stories

Swedish builder, Nimbus, changes the game with a 50ft flybridge unlike any you’ve seen before. Alex Smit takes it for a test drive

Quality flybridge cruisers in the 50ft range are not in short supply. Brands like Absolute, Fairline, Galeon, Prestige, and Princess offer stellar options at this size. The competition is fierce. So why would a Swedish sportsboat builder like Nimbus step into this space with the Nimbus 495? Nimbus has never focused on this sector.

Despite delivering more than 12,000 boats in 86 models since 1968, the new Nimbus 495 Fly is the largest it has ever built. It’s also the first to feature IPS drives and one of only two flybridge cruisers in Nimbus’s current fleet.

The decision makes sense from a business perspective. Nimbus has a loyal customer base and wants to offer an option beyond the 40ft mark without forcing them to switch brands. The design and approach Nimbus is taking with this 50ft flybridge are different enough to stand out.

The 495’s compact upper deck is shifted aft and sunken deep, reducing the impact on its profile.

Coupé with a toupée

The trend for big, open-plan living spaces has made single-level decks almost standard in flybridge design. However, the Nimbus 495 picks up on the brand’s coupé heritage. Its compact upper deck is positioned aft and sunken, reducing the impact on the profile.

Recommended videos for you

This allows for sunroofs above the lower helm. The shorter rear end also creates space for solar panels above the cockpit.

Despite its compact size, the flybridge provides enough space to serve as a leisure zone. Across from the helm, a starboard dinette and sun pad are combined, providing seating for 12. The cushions extend forward, making the skipper’s duties sociable.

Facilities on the flybridge are minimal but practical. There’s a drawer fridge beneath the co-pilot seat and a table with a sink and removable chopping board. The sink serves well as a quick-access stash for drinks or ice.

The flybridge dinette features a hidden sink in the centre of the table

Designer Joacim Gustavsson has cleverly mitigated potential downsides. The low-profile flybridge could compromise headroom in the lower saloon. But by placing the upper dinette on the starboard side, the saloon gets extra headroom where it’s needed most.

The flybridge deck reduces vertical space on the port side of the saloon. However, this space is used exclusively for lounge seating, making any headroom limitations irrelevant.

Article continues below…

Main deck day spaces

The flybridge steps are another smart design element. Joacim made them steep to maximize cockpit space, but they are sandwiched between the superstructure for security. The space beneath the steps is used for an electrical cabinet.

The semi-closed design of the aft deck is also noteworthy. A transom window swings out from the overhead moulding, separating the boat from the pontoon traffic at a stern-to berth. It provides better light and views than a canvas curtain.

The island sunbed comes with an integrated forward lounger

A traditional L-shaped settee faces a large starboard galley, where a fold-out bar connects the saloon and cockpit. Further aft, there’s a lazarette with a fold-out wet bar, a drop-down seat, and a hi-lo platform with an integrated ladder.

Though the cockpit bench is asymmetrical, you can still climb into the cockpit via the gunwale-top tread plates on the port side. The fender nets in the port hatches, though practical in theory, seem too tight to be genuinely useful.

Access to the bow is excellent, thanks to broad, deep side decks. The bow space is more sociable than the compact aft cockpit, but the saloon is the true highlight.

The reduced headroom created by the flybridge deck is well managed with a casual saloon dinette

The saloon places the galley at the center of the action and offers seating that doesn’t leave passengers envying the skipper. The raised companion seating to port, opposite the helm, is a beautiful feature.

Passengers sit at the same level as the skipper, with unobstructed views. The curved glass at the saloon’s corners enhances light and views, avoiding the boxiness of sharp corners. Nimbus’s styling remains subtle and refined, staying true to its Nordic roots.

Thoughtful design

Below deck, the Nimbus 495 features a full-beam owner’s cabin amidships, along with two bathrooms to port, leaves space on the starboard side for a bunk cabin rather than a twin. There’s also a VIP cabin in the bow, allowing for six people across three cabins.

Nimbus is exploring the option of splitting the owner’s cabin into two doubles, which would be great for charters or large families. Despite its sleek profile, the below-deck

The sheltered, sociable and fully specced upper helm is among the best we’ve seen

area feels natural and unobstructed, thanks to thoughtful design choices.

The owner’s cabin, in particular, stands out. Instead of the usual bulky storage cabinets on both sides of the bed, there’s a deep lounge seat on the port side and a full-length chaise longue beneath the starboard hull window. While some may prefer facing seats and a breakfast table, Nimbus’s manufacturing flexibility means custom options can be incorporated into the design.

The scale of the owner’s cabin means there’s only space for a bunk room to starboard

Radical refinement

The Nimbus 495 accommodation is separated from the engine room by a cavity containing twin 850L tanks and a gyroscopic stabiliser. This setup offers several benefits. It places core weight further forward and lower in the boat, and it reduces noise levels at the helm to less than 70dB, even at the 29-knot top end.

The result is a remarkably quiet and comfortable boat, with superior refinement compared to other models in this sector.

The Nimbus 495 is easy to handle, too. The skipper’s side door is large enough to serve both the helmsman and saloon guests, providing direct access to the side gate and offering convenient tie-off points.

Plenty of space in the forward VIP

The wheel and throttle are well-positioned, with a central hub for key switching and F1-style paddles for the windscreen wipers. On the high-spec test boat, Volvo’s Joystick Driving system allows for joystick-only operation. Some may find this odd, but it’s worth considering, especially if the joystick can be relocated to a chair-mounted plinth for added comfort.

Upstairs, the upper helm is one of the best seen on a flybridge cruiser. The gap between the helm seats allows the co-pilot to move freely without disturbing the skipper. The seats are low-slung for better protection, though this limits visibility of the bow. You can stand up or use the bolster if a clearer view is needed, or rely on Garmin’s Assisted Docking system for a bird’s eye view of the boat.

In terms of handling, the 495 behaves like the modified coupé that it is. There’s a slight bow lift on the plane, easily corrected with the tabs, and some heel in turns, quickly balanced with the wheel. The weight distribution is well managed, and the cruising band is generous. A 16-17 knot cruise gives a range of 230 miles, while the 29-knot top speed keeps fuel consumption under 7L/Nm, maintaining a range around 200 miles.

If the weight feels well distributed, the generosity of the cruising band is also quite striking

Nimbus 495 specifications

LOA: 49ft 7in (15.00m) BEAM: 14ft 9in (4.60m) DRAFT: 3ft 9in (1.20m) DISPLACEMENT: 14,600kg (light) FUEL CAPACITY: 1,700 litres WATER CAPACITY: 520 litres ENGINES: Volvo Penta IPS-650s RCD: B10/C12

Nimbus 495 Costs & Options From: €1,210,675 ex VAT. Test boat includes the following options… Upgraded 16in MFD glass cockpit DPS and Assisted Docking Interceptor upgrade Proportional stern thruster Quick anti-roll stabiliser Zoned air-conditioning

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.

If the idea was to deliver simple sportsbridge flexibility rather than flybridge volume, alongside a faithful coupé-style aesthetic, all wrapped up in a package that echoes Nimbus’s heritage while differentiating itself from the rest of the market, then it’s worked. If you own a Nimbus and are keen to upsize without abandoning the brand, this is the solution; and if you enjoy Nimbus coupés but fancy the extra flexibility of a flybridge, this will hit the mark. There are some provisos of course. The flybridge is small, the styling is understated and it doesn’t come with the option of a crew cabin. But if none of that fazes you, then this ultra-refined Nordic interpretation of the 50ft flybridge cruiser is likely to raise a very big smile

Latest reviews

Targa 41 review: the offshore weapon you can take to the med, quarken 35 cabin review: fast, fun and fantastic value, latest videos, pearl 82 tour: must-see £6m ‘mini superyacht’, princess s65 sea trial and tour: £2m sportsfly ticks all the boxes, watch: beneteau swift trawler 54 sea trial – £1.4m cruiser is the ultimate home, watch: parker sorrento sea trial: 50-knot cruiser with a killer aft cabin.

• THE PRINCESS PASSPORT
• Email Newsletter
• Yacht Walkthroughs
• Destinations
• Electronics
• Boating Safety
• Ultimate Boating Giveaway

On Board: Meridian 541 Sedan

• By Pete McDonald
• Updated: July 27, 2011

Meridian Tout

As I jumped onto the new Meridian 541 Sedan through the side-boarding step in the cockpit, something captured my attention: the two bar stools. Immediately, I realized the potential of this boat as an entertainment vehicle and reconsidered altering my sea-trial mission. I was tempted to call in my six closest friends and a bottle of Ketel One and do my entire review from one of those stools while Brunswick’s Capt. Rusty Higgins manned the helm. But duty dictated I explore the rest of the boat, and I’m glad I did.

The Meridian 541 is the new flagship of the builder’s line of sedans, with four in the fleet ranging from the 341 on up. It is the first Meridian built in Brunswick’s Sykes Creek facility in Merritt Island, Florida, normally reserved for construction of the largest Sea Rays. Meridian became part of the Sea Ray group in 2009, and the entire lineup has benefited from the infusion of Sea Ray quality. The 541 is the only three-stateroom model in the lineup, but it is not only space that sets the 541 apart — it’s how that space is used ( see the complete photo gallery here ) .

Those bar stools in the cockpit sit in front of a countertop and an electronically actuated window that opens into the galley on the main deck. That’s right, the galley. “We decided to bring the galley back and make it centrally located so it serves the salon, the dinette and the cockpit equally well,” said Matt Guilford, the brand manager for Meridian Yachts. He elaborated that, in the design stage, they all realized that, at every party, people at some point gravitate toward the kitchen. It made sense to put the galley in a prime spot.

The electronically actuated window, along with the signature twin-tier windows on the main deck, help Meridian meet one mission point: blurring the line between indoor and outdoor spaces. The entire inside area of the main deck is bathed in warm, natural light. Guilford was quick to point out another attribute: The windows allow for a view of the horizon, whether you are standing or sitting, which is an important feature for those prone to seasickness.

The dinette, opposite the galley, provides another example of how Meridian thought through its spatial relationships. The designers initially set it up as a U-shape to allow for more seating but realized a standard booth provides far more legroom, so they switched it. The table drops down to create an extra berth.

Another main theme of the 541, as evidenced by the cockpit stools and the galley, is to create social gathering points. This carries through to the salon on the main deck, raised up from the galley and dinette. The area is set up like a circular living room, with light-color carpet and upholstery. What look like movable furniture pieces are actually molded fiberglass components that are part of the deck and dressed to look like a conventional couch and chair. The only difference is they’ll hold fast under way. Meridian keeps the whole area cool with air-conditioning plenums built into the overhead, which allow cool air to fall evenly throughout the main deck.

The spacious full-beam master stateroom sits amidships and has a diagonally positioned queen berth. It has a full set of shelves and hanging lockers, with the option for a desk and chair on the starboard side. Its 6 feet 5 inches of headroom should make most people feel anything but confined below. The master suite has a private head with a tile floor, granite countertop and circular stand-up shower stall.

The forward guest head is equally well appointed, with private access from the guest stateroom in the bow. The third stateroom sits opposite the guest head to starboard and features over/under bunks capable of sleeping guests who are up to 6 feet 5 inches tall.

Here’s where things get more interesting. The 541 is Meridian’s first boat designed from the bottom up to run with pod-drives. Pod-drives are well known for their close-quarters maneuvering, but the additional benefits compared with straight-shaft inboards include improved fuel economy and space. The extra room afforded by the twin Zeus drives not only allows for the spacious three-stateroom configuration on a 50-footer but also leaves room for an additional area below the galley. Our test boat had it set up as a utility room, with access to the 16 batteries in the bank, and with stowage to load up for an extended cruise. Meridian also offers the option to configure it as a crew’s quarters.

However, no one is gravitating to pod-drives solely for the extra space. At the helm on the bridge, Higgins, a seasoned captain, showed what the twin Zeus drives bring to the table. A boat with this high profile is especially susceptible to wind at slow speeds, particularly around the dock. By constantly keeping the joystick actuated, even with just the slightest touch, Higgins used directed thrust to keep the 541 steady while sliding her into and out of the slip.

Under way, the twin 715-horsepower Cummins diesels powered the 541 to more than 30 knots, and we easily carved S-turns reminiscent of those of a far smaller, sportier boat.

Access to the bridge is via a staircase designed to be less bulky than molded fiberglass stairs. A hatch above closes them off for safety under way. The dash at the helm is configured for twin Raymarine E120 displays. The helm chair on our test vessel needed a bolster seat, something Meridian says it will add, but from a standing position I enjoyed a great line of sight from the wheel. With its aft table and bench seating, the bridge works as yet another social gathering point, enhanced by the double-wide passenger seat, which can be rotated aft to form a conversation pit.

Another feature I really liked: The sun lounge area on the bow has a separate set of speakers, so sunbathers can chill to tunes without overwhelming the crowd on the bridge. Everybody’s happy.

Of course, some might consider those twin bar stools to be the best seats in the house. The cockpit is a good hangout spot too. In a nod to function as well as fun, Meridian added switches to the house battery mains in the cockpit, accessible under a hatch, so you can turn on the power as soon as you step onto the boat, and make sure it’s off before you step onto the dock. But if the bar is open, you may never want to leave.

LOA: 53’10” BEAM: 15’6″ DRAFT: 4’9″ DISPL: 52,000 lb. FUEL: 634 gal. WATER: 150 gal. TEST POWER: 2 x 715 hp Cummins QSM 11 diesels with Zeus drives STANDARD POWER: 2 x 600 hp Cummins QSB 600 diesels with Zeus drives BASE PRICE: $1,308,133 PRICE AS TESTED: $1,590,803

Meridian Yachts, 866-992-2487; www.meridian-yachts.com

• More: Meridian , Motoryachts
• More Yachts

Top Nine Fishing Tenders For 2024

First Look: Meet the Apreamare 88 Motoryacht Flagship

Holterman Shipyard Debuts Xtreme X-65

Unveiling the Tiara Yachts EX 54: A Comprehensive Review

Unforgettable Caribbean Voyage: Sailing Through St. Maarten and Dominica

Next-Level Cruising: 2022 Palm Beach PB70 For Sale

For Sale: 2014 Sabre 42 Salon Express

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

• Search forums

Follow along with the video below to see how to install our site as a web app on your home screen.

Note: This feature currently requires accessing the site using the built-in Safari browser.

• Sea Ray Boats
• Sport Yachts/Yachts

Opinions on 47 Sedan Bridge

• Thread starter Zach312
• Start date Oct 2, 2016

• Oct 2, 2016

Active Member

We have been set on finding a 48 sundancer. Our broker recently mentioned the 2008-2010 47 Sedan Bridge. I have noticed these weren't produced for very many years and there doesn't seem to be many on the used market. Looking for others opinions on the boat. What do you like? What issues do these boats have. Was there a specific reason they didn't get produced very long?  

Well-Known Member

Don't have anything of substance to offer other than I've always been confused as to why this boat had such a short lifespan. I've been on one in our marina and I loved the boat, and specifically the layout. I love the full beam mid-ship master, the galley aft and the flybridge. At the time I looked at it I was toying with moving to 420DB but after looking at the 47 I was convinced it was the better bridge boat. In the end we felt we had no need for a bridge boat with the way we use our boat and if we were to make a move it'd be for a 48DA. Good luck. What a fun time.  

I have not been on one but love the layout. We end up doing a lot of cooking and having the aft galley helps make it a more social experience. Way better than cooking in the cave...  

The master state room is what is appealing. We aren't sold on the idea of a bridge boat yet. We really to love the 48 sundancer but I have to admit this boat may have some appeal. It is challenging that there are so few available. The closest one to us is almost 800 miles away.  

Yeah, I would love to consider one but I know of none on the West coast.  

Gofirstclass

I can't speak to your questions about the short production life and have not been on a 47 Sedan Bridge boat but let me add some comments about sedan bridge boats in general. I had two Sundancers before moving up to a sedan bridge boat. I loved the Sundancers but I gotta tell you that I REALLY LOVE having a boat with a fly bridge. We often have guests on board and when they go up on the bridge the comment almost every one of them makes is along the lines of "Wow, What a VIEW! I could get used to this." The fly bridge is where everyone wants to be when cruising. It's one thing to be in the cockpit of an express cruiser, but you can't see forward. You can't see where you're headed, all you can see is to the sides and aft. With a fly bridge boat you have pretty much uninterrupted 360* views and that is one of the best things about a fly bridge boat. It also allows you to have more guests on board because you have three areas for them to sit, talk, enjoy the ride--the salon, the cockpit and the bridge. We've had as many as 22 guests on board and, even with that many, it doesn't seem crowded because there's room for them to spread out. Put me down as one who likely will never go back to the cave.  

+1 on comments above!  

carterchapman

Zach - They were built in '08 and the recession basically stopped production. I know in '10, MM still had 10 '08's for sale and were discounting them 66% to try to move them. I don't know how many were built after '08. A dock mate bought one in '10 and enjoyed it for 5 years. He has since moved up to a 58DB. As has been said, nice master stateroom. He ended up not liking the aft galley though...  

Great feed back, I am not sure how I feed about the aft galley. However I have seen more and more new models doing this? I wish there was one closer we could check out but until we can get on one the comments here are appreciated. If nothing else I think this boat has moved into the #2 contender behind the 48 sundancer.  

I have owned my 48 Sundancer for 3 years and still loving it, currently I have no intentions on getting rid of her. Great boat!  

• Oct 3, 2016

carterchapman said: Zach - They were built in '08 and the recession basically stopped production. I know in '10, MM still had 10 '08's for sale and were discounting them 66% to try to move them. I don't know how many were built after '08. A dock mate bought one in '10 and enjoyed it for 5 years. He has since moved up to a 58DB. As has been said, nice master stateroom. He ended up not liking the aft galley though... Click to expand...

If I recall, that boat had V-drives which allowed for a large aft cabin. That moved much of the weight to the back of the boat and made the boat ass heavy. The fuel burn on that boat was considerably worse than a 480DB. Again, just going by memory.  

FootballFan

I'll jump in, having owned a 47DB for a couple of years. The original plan was to own the boat till summer of 17, then move to a larger boat. Sold this past summer. Currently shopping for our next boat, something closer to 60 LOA. Did a lot of research over a year or two when I was evaluating where to move in our next boat (the 47DB). Was very difficult because you could not just go out to a forum and easily find people that had actual hands on experience with the boat. Had all kinds of discussion around why SR dropped the boat with different industry people. Heard a lot of different "stories", not sure about the actual facts. What do I think based on what I learned? When this boat came out for the 08 model year, it was positioned as a very high end boat - fully loaded. The options you could add were very limited - whether you wanted the bench seat in the master or the drawers. 3 or 4 things like that. The only big options were Hydraulic Swim Platform or Stern thruster. They hit the market with a fully loaded finish out and a price tag well over a M$ list right about the time the economy tanked, boat market died. People were coming in seeing two boats, roughly the same size - one with a list several hundred thousand less. The market died on them I think. If you look at the layout of DB's - pretty similar - they just get larger. My opinion, by the time the market started to turn back positive - someone at SR had the vision for the L class and that's where the effort was put. Who knows. Aft Galley. We absolutely loved it. Nothing negative about it for us. Master Stateroom. Loved it. Haven't seen that type of space in a full beam master on a 50' LOA boat. Step up in the Salon. For those who don't like the boat - usually one of the top 2-3 reasons. For us, it was ok. 2 Cabins. This is a 2 cabin boat. If you need 3 staterooms, not the boat for you. There was an option on the build, just never saw it. (I was on 8 or so 47DB's before we bought one). If I was in the market for a 50' LOA flybridge, this boat would be at the top of my list. My only hesitation would be the engines, all that I ever saw in any of the boats I looked at were QSC600. Someone brought up the point earlier I agree with. You need to decide on Dancer vs Fly Bridge first. What will fit your boating requirements best. Happy to answer any questions, Mark  

Vince_nj1 said: If I recall, that boat had V-drives which allowed for a large aft cabin. That moved much of the weight to the back of the boat and made the boat ass heavy. The fuel burn on that boat was considerably worse than a 480DB. Again, just going by memory. Click to expand...

FootballFan said: Boat wasn't stern heavy at all. Yeah - it burned fuel - the engines were thirsty. Boat ran flatter than some of the other DB's I have been on. Click to expand...

• Oct 4, 2016

FootballFan said: I'll jump in, having owned a 47DB for a couple of years. The original plan was to own the boat till summer of 17, then move to a larger boat. Sold this past summer. Currently shopping for our next boat, something closer to 60 LOA. Did a lot of research over a year or two when I was evaluating where to move in our next boat (the 47DB). Was very difficult because you could not just go out to a forum and easily find people that had actual hands on experience with the boat. Had all kinds of discussion around why SR dropped the boat with different industry people. Heard a lot of different "stories", not sure about the actual facts. What do I think based on what I learned? When this boat came out for the 08 model year, it was positioned as a very high end boat - fully loaded. The options you could add were very limited - whether you wanted the bench seat in the master or the drawers. 3 or 4 things like that. The only big options were Hydraulic Swim Platform or Stern thruster. They hit the market with a fully loaded finish out and a price tag well over a M$ list right about the time the economy tanked, boat market died. People were coming in seeing two boats, roughly the same size - one with a list several hundred thousand less. The market died on them I think. If you look at the layout of DB's - pretty similar - they just get larger. My opinion, by the time the market started to turn back positive - someone at SR had the vision for the L class and that's where the effort was put. Who knows. Aft Galley. We absolutely loved it. Nothing negative about it for us. Master Stateroom. Loved it. Haven't seen that type of space in a full beam master on a 50' LOA boat. Step up in the Salon. For those who don't like the boat - usually one of the top 2-3 reasons. For us, it was ok. 2 Cabins. This is a 2 cabin boat. If you need 3 staterooms, not the boat for you. There was an option on the build, just never saw it. (I was on 8 or so 47DB's before we bought one). If I was in the market for a 50' LOA flybridge, this boat would be at the top of my list. My only hesitation would be the engines, all that I ever saw in any of the boats I looked at were QSC600. Someone brought up the point earlier I agree with. You need to decide on Dancer vs Fly Bridge first. What will fit your boating requirements best. Happy to answer any questions, Mark Click to expand...

Zach312 said: What was your fuel burn at cock tail cruise, normal running speed, WOT? Click to expand...

Zach312 said: Thanks Mark Could you explain further your hesitation around the engines with this boat? Click to expand...

• Oct 5, 2016

Thanks Mark, What was your speed at 80% load?  

19-20 knots based on sea conditions. That was fully loaded, Dinghy on the back. Half fuel, no Dinghy, ran 25-26 Kn during WOT.  

Forum statistics

• Frank Magazine
• Denison History
• Virtual Tours
• Alaskan Yachts
• Azimut Yachts
• Back Cove Yachts
• Beneteau Yachts
• Benetti Superyachts
• Bertram Yachts
• Boston Whaler
• Broward Yachts
• Buddy Davis Sportfish
• Burger Yachts
• Cabo Yachts
• Carver Motoryachts
• Center Console
• Chris-Craft Yachts
• Cruisers Yachts
• DeFever Trawlers
• Dufour Sailboats
• Fairline Yachts
• Feadship Yachts
• Ferretti Yachts
• Formula Yachts
• Fountaine Pajot Cats
• Grady-White
• Grand Banks Trawlers
• Hargrave Yachts
• Hatteras Yachts
• Hinckley Picnic Boats
• Horizon Yachts
• Hydra-Sports
• Intrepid Boats
• Jarrett Bay Sportfish
• Jeanneau Yachts
• Kadey-Krogen Trawlers
• Lazzara Yachts
• Lekker Boats
• Luhrs Sportfish
• Marlow Yachts
• Maritimo Yachts
• Marquis Yachts
• McKinna Motoryachts
• Meridian Yachts
• Midnight Express
• Mochi Craft
• Neptunus Motoryachts
• Nordhavn Trawlers
• Nordic Tugs
• Ocean Alexander Yachts
• Offshore Yachts
• Oyster Sailing Yachts
• Pacific Mariner Yachts
• Palmer Johnson Yachts
• Pershing Yachts
• Prestige Yachts
• Princess Yachts
• Pursuit Yachts
• Riva Yachts
• Riviera Yachts
• Sabre Downeast
• San Lorenzo Yachts
• Sea Ray Boats
• SeaVee Central Consoles
• Selene Trawlers
• Scout Yachts
• Sunseeker Yachts
• Tiara Yachts
• Trinity Superyachts
• Viking Yachts
• Westport Yachts

Hatteras 70 Motor Yacht Enclosed Bridge [Boat Review]

April 21, 2020 4:22 pm

A sistership of substance: the hatteras 70 motor yacht enclosed bridge is surprisingly like the builder’s 100-footer..

This article originally appeared in the August 2017 edition of Yachts International magazine , written by Chris Casewell .

I looked all around the marina for the Hatteras 70 Motor Yacht Enclosed Bridge , but I couldn’t spot it. I saw a Hatteras 100 with a raised pilothouse, but it wasn’t until I stood next to what I thought was another 100 that I realized it was the 70. The notch in her sheerline, the twin lozenge-shaped windows in the topsides, the upswept chines forward: all were identical, just in a package 30 feet shorter.

What really threw me was the wraparound windshield that Hatteras included, in addition to the 70s main-deck windows and flybridge windows. That wrap around had to be a raised pilothouse, I thought— but I was wrong. The clever design feature, seen from the inside, acts as a skylight that floods the country kitchen-style galley and dining area with light.

Hatteras built this particular 70 for a couple who have owned a long line of Hatteras models. They’ve had enough sun and wind on open bridges for a lifetime. The enclosed bridge gives them a mini-sky lounge in addition to all the other features of the standard 70 Motor Yacht.

To my eye, the enclosed bridge’s most striking fea­ture is the windshield: a single piece of curved glass that stretches unbroken the full width of the house. It is so panoramic that the enclosed bridge feels open. Also in his space are Pompanette pedestal seats for the skipper and a companion, a raised platform with settee and table, and a console with pop-up TV, fridge and ice maker.

Just outside, the upper deck can handle a nearly 12-foot (3.6-m eter) Walker Bay Generation 360 ten­der, with more space for twin grills. Compact helm stations are on each side of the deck, with full con­trols and visibility for docking.

Heading down from the upper deck, I saw the second big difference between the enclosed and open bridge ver­sions of the Hatteras 70 Motor Yacht: an interior staircase for use in all weather. In addition to those stairs, the builder offers two main-deck layouts. One has a formal dining area for eight abaft the galley, while the other— which was on this yacht— has a wraparound dinette in the galley forward. The latter version (ideal for families with lots of kids and grandkids) increases the salon space, allowing for a media zone with pop-up TV.

II I had to choose one word for the 70’s salon, it would be comfy. A standalone recliner chair is aft, near the sliding doors to the cockpit (that chair shouts, “Read a book here!”), and the couch and otto­man are positioned for movie-watching. The galley is steps away for munchies.

Outside, the aft deck has four teak and stainless steel director’s chairs facing a transom se tte e across an inlaid teak table— and the finish on that table is as noteworthy as the rest of the Hatteras craftsmanship throughout the yacht. From the warm teak planking of the cockpit to the intricate inlays of the salons pop-up TV console, Hatteras did a world-class job. The whitewashed oak sole in the salon entryway is a pleasant balance to the warm European walnut bulk­heads and cabinetry with a satin finish. A thoughtful touch, especially with kids abounding, is the day head with oversized sink, next to the galley. Below decks, accommodations include a full- beam master suite aft with walk-in closet, twin van­ity, head with shower, and bureaus and another vanity to starboard. In the bow is an ensuite VIP stateroom with island berth. A second guest stateroom is to star­board off the central companionway, with a double berth and access to the lower day head. A fourth stateroom has twins that use the day head as well. Two additional cabins are for a captain and mate.

Standard power for the 70 Motor Yacht is a pair of 1,600-horsepower Caterpillar C 32s, b u t this yacht’s owners upped the ante with the optional 1,800-horse- power version, which gives her a top speed around 30 knots and a com lortable cruise of 25 to 27 knots.

Additional standard equipment includes fin stabilizers, tw in 27.4 kW gensets, a dual-prop bow thruster and underwater lights. Best of all, however, is the fully enclosed, air-conditioned bridge that makes cruising so pleasant.

Just don’t be surprised if your guests can’t find your yacht because it looks so big. What a delightful problem.

Latest News

NEWS | September 17, 2024

Blade partners with denison yachting to transport clients to and from the monaco yacht show.

BLADE Partners With Denison Yachting to Transport Clients to and from the Monaco Yacht Show Denison is pleased to announce its partnership with BLADE Urban Air Mobility, a global air mobility platform that provides air transportation, particularly as an alternative to common congested ground routes in major cities. During the upcoming Monaco Yacht Show, BLADE

NEWS | September 13, 2024

85′ jfa yachts 2018 sold by david johnson & jeremy roche [ndse].

85′ JFA Yachts 2018 Sold by David Johnson & Jeremy Roche [NDSE] NDSE, an 85′ JFA Yachts built in 2018, was sold in-house by David Johnson, who represented the Seller, and Jeremy Roche, who represented the Buyer. Equipped with a carbon mast and boom, NDSE features a sail plan tailored for high-performance

NEWS | September 12, 2024

Top charter destinations to experience on the adriatic coast.

Top Charter Destinations to Experience on the Adriatic Coast Get the inside scoop of what makes the Adriatic Coast such a special charter destination. Explore the Adriatic Coast aboard a premier charter yacht and immerse yourself in the unparalleled beauty and cultural richness of Europe’s most scenic coastline. Charter

We have received your message and will get back to you shortly.

We will call you back.

Consultation, answering your questions.

Your email:

or your telephone:

Industry leader in

sales and service of boats, ships since 1959.

Cutwater 30 Command Bridge Yacht Review

Posted 2015/09/21 at 22:33 in Yacht Reviews

LOA: 34’4″ BEAM: 10’0″ DRAFT: 2’5″ DISPL.: 10,980 lb. FUEL: 180 gal. WATER: 80 gal. TEST POWER: 1/370-hp Volvo Penta D6 diesels OPTIONAL POWER: 1/430-hp Volvo Penta D6 diesels TRANSMISSIONS: Volvo with 1.97:1 gear ratio PROPELLERS: 20×22, 4-blade GENERATOR (OPTIONAL): 5-kW Onan BASE PRICE: $299,937

Accommodations

The flying bridge deck accommodates up to four people by offering a spacious main deck layout and is accessed easily through a set of stairs with handrails. Forward is a master stateroom that provides a double berth, hanging locker, five port-lights and an opening overhead hatch. There is an impressive adjoining head, that is not only practical but convenient, with two opening ports, molded fiberglass vanity and an electric MSD.

Farther aft is a starboard helm station with a custom wood wheel and binnacle type electronic engine control. On the opposite side is a built-in companion lounge which can be reversed, for social purposes, to face aft.

The Cutwater 30 touts very large windshield panels and side windows, allowing the interior to remain brighter and facilitates navigational commands from the lower helm.

A saloon and galley occupies the rear of the main deck and runs along the port-side to starboard with a raised dinette that seats four. The galley offers an electric cook-top, oven and microwave oven, wine cooler, stainless steel sink and under the counter refrigerator.

The dinette has a pedestal cherry table that converts to a double berth. This area also offers another berthing area by lifting a hatch-like section of the dinette’s deck, allowing access to a amidships cabin with a double berth and gear stowage area. The cabin is furnished with port-lights and reading lamps and is quite comfortable once you are inside.

Construction

The CB30’s hull is laid up in an open mold while the stringer grid and two part liner are laid up somewhere else. When all three parts are finished, the stringer grid is secured in the hull while still in the mold. The liners are also secured along with the plumbing, electronics and other system components.

The deck is created via a very complex tooling so it is fully cured when hull/stringer, grid/liner is removed from their molds. It is secured to the hull using stainless steel bolts and 3M polyurethane adhesive. This is a very strong and very efficient way to erect an all fiberglass boat because the majority of the work is being done outside the boat.

Performance

On flat water, not far from Muilteo, Washington (in Possession Sound), the CB30 turned in a two way average top speed of 24.4 knots. This somewhat improved when Cutwater decided to offer a larger engine, the 430 horsepower Volve Penta D6. At the lower end of that scale is the smaller 370 horsepower diesel, that is cost efficient, burning 2.3 gallons per hour and achieving approximately 7.5 knots.

There is excellent visibility from the helm stations, upper and lower because of the prop walk inherent in a single engine power plant going hard-over to port at wide open throttle. A comparatively wide turn doing the same maneuver to starboard cut the tactical diameter to approx. three boat lengths from five boat lengths. Maneuvering dockside, one forward and one aft, was easy.

Learn more on the “Cutwater 30 Command Bridge Yacht Review”

To learn more on the “Cutwater 30 Command Bridge Yacht Review” or to get advice on how to buy or sell a yacht or get a great price for a yacht charter, please call: +1-954-274-4435 (USA)

Only deal with professionals!

Hatteras GT45 Express Bridge Boat Review

November 1, 2019

Newport Beach, California

Author, Zach Zorn / Kusler Yachts Sales Professional / California Hatteras Dealer

While on the plane headed home from my most recent visit of the Hatteras factory in New Bern, North Carolina, I took time to reflect on what truly goes into building a yacht from the ground up. Only after several factory visits was I fully able to appreciate the level of engineering, the thousands of labor hours, and the unwavering commitment that is poured into every Hatteras build. From buckets of resin and rolls of fiberglass, motor and sportfishing yachts from 40’ to over 100’ take form as each vessel moves through different stages transforming an empty hull into a pedigree yacht capable of traversing the five oceans at 40+ knots in utmost luxury.

Contact Kusler Yachts with any questions.

With production in full swing, one particular Hatteras GT series model was occupying a large amount of factory space. The Hatteras GT45 Express has quickly become a highly desirable platform for owner-operators who desire a compact sportfisher that is simple to run, easy to clean up, and offers luxurious accommodations that family and friends will benefit from. Earlier this year our brokerage, Kusler Yachts, the West Coast Hatteras dealer, delivered a Hatteras GT45X Flybridge to Southern California, which is the vessel used for this review.

The GT45X is offered in several configurations, including an open, an express, and a flybridge model. The GT45X Flybridge that we delivered is powered with the optional twin Caterpillar C-18’s, putting out a total of 2,270 horsepower which effortlessly pushes the boat to a 30+ knot cruise and 40 knot top end. All Hatteras’s use resin-infused foam core with a solid fiberglass hull bottom which results in a stronger and lighter construction clearly evident in the performance numbers. The GT45X has a length overall, including a bow pulpit, of 47’7”, a beam of 16’6”, fuel capacity of 800 gallons, freshwater capacity of 100 gallons and a displacement weight of 49,700 pounds.

Upon entering the lower helm deck, a virtually unobstructed 360 degree view immediately stands out. A one piece curved windshield matched with sweeping side windows creates an inviting and open feel. With this type of visibility, spotting fishing without going up into the flybridge is very do able. Three helm chairs make up the forward part of the lower helm deck, with the captain’s chair being centered. Our GT45X has the optional teak helm chairs along with teak helm pods in both driving locations. The addition of teak creates a level of eloquence and style that is unmatched by other materials. Two large Garmin touchscreen units are located in front of the driver that show charts, sonar, radar, AV, and FLIR data. The Garmin units are flanked by engine screens, VHF radios, Seakeeper control, ZipWake, HattConn system and all of the other necessary toggles and controls needed to operate the vessel. Located behind the helm chairs, to port, is an L-shaped seating area that offers plenty of space for guests to lounge. To starboard are storage compartments plumbed with air conditioning and heating vents, and by zipping up the rear enclosure the lower helm deck can become fully enclosed

Exiting the rear of the helm deck brings us to the mezzanine seating and into the cockpit. Since Hatteras is built on fishing legacy, the cockpit is well appointed with anglers in mind. Below the mezzanine seating, which is located to port, is a freezer perfect for frozen baits or when additional freezer space is needed on extended trips. Our test boat is plumbed for a west coast style bait tank, however the transom live well and removable wing tanks have offered plenty of bait capacity so far this season. Two large insulted fish boxes are located below the cockpit, with the port box being refrigerated. Access to the lazarette is made easy through a cockpit hatch, where bilges, running gear and other components can be inspected. An upgraded Fusion sound system, Eskimo ice maker and additional tackle storage rounds out the cockpit area.

After climbing up a six rung ladder, one finds themselves in the GT45X flybridge. Again two teak helm chairs, a teak helm pod, and full electronics system makes the flybridge extremely functional and versatile. Seating is located along the starboard side of the bridge and in front of the console, that is off-set lightly to port. For those hardcore fishermen, or for those that want to take in the view, the flybridge is the place to be. With a pair of gyro stabilized binoculars in hand, fish should be concerned. Hydraulically controlled outriggers and twenty three stainless steel rocket launchers ensures there is little downtime when on the fishing grounds. From the bridge, both the bow and stern are easily visible which makes docking and fish handling effortless. This GT45X has the optional electric bow truster, pulpit, and a West Coast stainless steel bow rail.

Interior access is through a sliding door located starboard of the driving station on the lower helm deck. Entering the interior you are greeted with full galley to starboard and L-shaped seating area to port. Being a 45’ vessel, interior space is not lacking in the slightest. The spacious granite countertop, two burner electric stove, stainless steel sink, microwave oven and over-under stainless fridge/freezers gives owners and crew the option to prepare a full homestyle meal or a quick bite while in the zone. This boat has the optional extra refrigerator and freezer, making for a total of two a piece which is the preferred option in my opinion. Above the galley is the signature Hatteras skylight that brings natural light down below. The interior is composed of teak, holly and natural walnut in a satin finish. As mentioned, across from the galley is a seating area with dining table. The GT45X is offered in two lower configurations, a single stateroom or a two stateroom layout. This boat has the two stateroom option, meaning the dining seating area is made smaller with the addition of a bunk room. Forward of the dining area, on the port side, is a bunk room with over under bunkbeds along with storage space, a skylight and other comforts of home. Opposite the bunk room is a full head with vanity and separate enclosed shower where the natural walnut, stainless hardware and attention to detail continues. Located all the way forward, in the bow, is the master stateroom that makes one feel as if they just entered a Ritz-Carlton suite rather than a sportfisher. Hanging lockers and cabinet space flank the queen birth, and head access is available from the master.

Last but not least is the heart of the GT45X, the engine room. Again space isn’t an issue even in an engine room with twin C-18 Cat’s. A Cummins Onan 17kw generator is mounted aft in the engine room giving way to space around the mains. The owner of this GT45X asked for the Seakeeper 6 to be custom mounted in the engine room to allow space for a Furuno Omni sonar to be added. Other necessary components are housed in the engine room such as the water maker, oil changer system, battery banks, and the like. Owners and mechanics will both greatly appreciate the layout and configuration of this space.

For 60 years Hatteras has been creating a legacy for others to chase and an unmatched experience for a fortunate few to enjoy. With the sportfisher GT series spanning five models from 45’ to 70’, a platform is available to compliment any style of fishing and cruising that an owner desires. Speaking directly to the Southern California fisherman in the market for “pocket “sportfisher”, the GT45X should be at the very top of your list. After having the opportunity to fish on a wide range of platforms, I personally believe that the GT45X Flybridge is tailored perfectly for our style of fishing both local and off Baja. The GT45X is feature heavy but not in an overwhelming sense where a captain is needed or the owner is removed from the fishing action. The thoroughness that goes into the GT45X production makes a simple day trip for tuna easy and effortless, while offering the range, comfort and equipment needed to effectively fish Magdalena Bay and below. I recommend you experience the Hatteras difference today.

“Kusler Yachts is extremely happy that Hatteras Yachts now offers a brand new 45’ Flybridge.  The 45’ range is the perfect size for a family interested in getting into offshore fishing or cruising. Michael Kusler was fortunate enough to deliver a 2019 Hatteras GT45X Flybridge to Newport Beach, CA this summer. For more information about the 45 GT Express or other Hatteras models contact the West Coast California Hatteras dealer at (619) 831-8330 or [email protected] .

Article was written by Kusler Yachts sales professional Zach Zorn. As a native San Diegan, Zach found his passion for boating and fishing at an early age. With a BA degree from Point Loma Nazarene University, Zach has years of web development, product design and management experience. His unique and progressive approach, combined with his enthusiasm and desire to perfectly match sellers and buyers, is impeccable. His international travels add to his diverse knowledge of fishing and boats, while his attention to detail is key to the success of both. Feel free to contact Zach direct at  [email protected] .

Kusler Yachts has been in business since 2010 and is one of the most successful yacht brokerage’s in Southern California. Kusler Yachts is the San Diego California Albemarle, Cabo Yachts, Hatteras Yachts and Regulator Center Console dealer. Kusler Yachts San Diego Yacht Brokers have over 50 years of on-the-water experience .  Contact us today .

Visit Kusler Yachts at the Newport Boat Show April 25-28, 2019

Join kusler yachts at the miami yacht show feb 13-17, 2020.

• 2024 BOAT BUYERS GUIDE
• Email Newsletters
• Boat of the Year
• 2024 Freshwater Boat and Gear Buyers Guide
• 2024 Boat Buyers Guide
• 2024 Water Sports Boat Buyers Guide
• 2024 Pontoon Boat Buyers Guide
• Cruising Boats
• Pontoon Boats
• Fishing Boats
• Personal Watercraft
• Water Sports
• Boat Walkthroughs
• What To Look For
• Watersports Favorites Spring 2022
• Boating Lab
• Boating Safety
• Ultimate Boating Giveaway

Flying Bridge Versus Express

• By Peter Frederiksen
• Updated: July 21, 2020

Building a model within a model is a frequent theme at the Viking Yacht Company, utilizing a hull to build a variation of distinct choices that cater to the specific needs of its customers. The new inboard diesel-powered Viking 38 Billfish and the 38 Open Billfish are prime examples and provided a good opportunity to compare the two popular boat types.

With speed and range, the 38 Billfish is a midsize convertible sport-fisherman that doubles nicely as a bluewater tournament contender, with ample overnight accommodations for the cruising family. The result is a nice compromise that covers all the bases when flexibility is required to meet a variety of on-the-water missions and experiences. Despite the flying-bridge boat’s amenities and features, Viking provides alternate opportunities in the same length overall with the 38 Open Billfish, an express-style cruiser that checks all the boxes in a handsome, racy-looking package. Faced with these choices, deciding which model best suits your needs requires due diligence, but it’s a fun ride and worth the trip to examine each boat to appreciate what makes it special.

The 38 Billfish has an open flying bridge with a topside walk-around helm station. The visibility is excellent because of the height above the water, giving the operator an unobstructed view to all 32 points of the compass, perfect for fishing while watching the baits, as well as negotiating the surroundings while underway. Flanking lounges as well as a seat forward of the console provide ample room for guests to spread out and relax while taking in the views. A raised fiberglass dash is home for electronic navigation and communication equipment, as well as a fiberglass helm pod that can be customized with faux-teak finish, single-lever engine controls, and a stainless-steel steering wheel. The SeaStar Solutions Optimus steering is obedient and responsive, and delivers swift maneuverability with a light touch on the wheel. A ladder-back Release helm chair is standard. The available fiberglass hardtop and the Costa Clear enclosure provide weather protection. The Viking-made composite hardtop also features a compartment for recessed teaser reels, additional engine instrumentation and tri-color overhead lights.

In place of the flybridge station, the 38 Open’s helm is on the main deck, a few steps from the 109-square-foot cockpit. Unlike the flybridge helm where the operator is in his own world while running the boat and somewhat isolated from the activity in the cockpit, the 38 Open’s skipper is in the middle of the action, a feature that appeals to fishermen who are apt to go boating short-handed of regular crew. Adding more conversation points, the command-deck helm comprises its center of attention with a companion seat to port and flanking L-shaped lounges. Guests sit high on the seats, affording good visibility and sociability with the helmsman. Electrically powered actuators lift the lounges for engine-room access, similar to the 38 Billfish. Mechanical installations—like those found aboard its stablemate—are top-notch.

To enhance visibility at the helm, the operator stands on a raised platform or sits in a Release Marine helm seat. A fiberglass pod contains the engine controls and steering wheel, while electronics and a radio box nest forward and to port of the helm. A Costa Clear enclosure keeps the weather at bay.

Our Take: Compared to an express-style sans tower, a flybridge boat will always have a better view from the helm thanks to its height above the waterline.

Performance

Performance-wise, the Open Billfish is about 2 knots faster at top-end speed. Part of this is due to the approximate 1-ton difference in weight, but also the Palm Beach Towers’ tuna tower produces less wind resistance than the flybridge and its enclosure. Visibility from the tower is superb, and operating the 38 Open from the tower is an experience, not only for fishing but also when running through the shallows while exploring the Bahamas, where reading the water is a critical factor. So, it makes sense for many boaters to buy a tower for an express boat such as the 38 Open, unless bridge clearance is an issue. An express boat with the helm closer to water level needs to plane quickly for better sightlines—a factor not as relevant with a flying-bridge boat—so check that it does so when shopping. Both Billfish models proved sturdy handlers. The raked entry and 12-degree transom deadrise smooth out the ruts in a seaway.

Our Take: It’s a tie…with a slight edge to the express, if top speed is a hot button for you.

The three-sided deckhouse of the 38 Billfish with 81 inches of headroom is straightaway-practical, with creature comforts and ease of upkeep. Molded nonslip on the fiberglass sole provides sure-footedness and fast cleanups. The port side features a fiberglass table surrounded by a U-shaped lounge for four that converts to a berth for two. A nearby refrigerator keeps drinks handy without the need for ice runs to fill a cockpit cooler. A second lounge is on the starboard-side, which also conceals fishing-rod stowage below.

If desired, the 38 Billfish also can be ordered with a lower helm station in place of the starboard bench-style seat. This has become a popular option with boaters choosing to extend their season in the northern climes, as well as for those in tropical areas looking for more sun protection. The lower helm also can be equipped with reverse-cycle air conditioning, and climate control can be regulated by dropping the Costa Clear aft command-deck enclosure. Having an inviting salon means that when you come back from a day of fishing or cruising, there is a sizable and fully protected area to relax on the boat, an item that a large center console simply does not offer. Similarly, if you are looking for a place to have a meal, the deckhouse area is a well-suited social area.

As much as the 38 Billfish brings to the party with comfort and amenities, the 38 Open Billfish matches its sistership while approaching its mission with a totally different outlook and style. With its express panache, the 38 Open appears in fluid motion even while tied to the dock. The curved wraparound aluminum-frame windshield melds neatly in the fiberglass deck structure, while the Palm Beach Towers’ tuna tower is the icing on the cake.

Aboard the 38 Open Billfish, a bi-fold glass-and-aluminum door leads to the air-conditioned lower accommodations. A teak staircase descends to a spacious cabin that takes full advantage of the boat’s 14-foot beam. An in-line galley to port carries the same appliances as the 38 Billfish, including the electric cooktop, microwave/convention oven, refrigerator and freezer, Corian countertops and stainless-steel sink, and similar stowage capacity for cookware and utensils. The lounge on the starboard-side also includes nap space and stowage galore, and serves as a comfortable perch for watching the flat-screen television on the aft bulkhead. A table would be a nice addition, although none was available on our test boat, hinting perhaps at the builder’s approach to make the 38 Open Billfish a more casual vessel rather than a full-fledged convertible. Nonetheless, one step up from the Amtico vinyl sole is a pair of berths in the forepeak that feature a double and single bunk in crossover style. The enclosed head was surprisingly large, especially the fiberglass shower stall.

Aboard the 38 Billfish, a glass-and-aluminum door leads to the air-conditioned lower accommodations with Amtico flooring, a galley, head and private sleeping area. Viking’s hallmark craftsmanship shines, with abundant high-gloss teak joinery, maple-lined cabinetry, drawers and hanging lockers. The L-shaped galley is equipped with an electric two-burner cooktop, a microwave/convection oven, stainless-steel sink, Corian countertops, refrigerator, freezer, and an eye-level AC/DC power-distribution panel.

Similar attention to detail is found in the enclosed head with Corian counters, vanity and medicine cabinet, fiberglass shower stall and Dometic marine toilet.

The master stateroom with an island double berth features an innerspring mattress, flat-screen television, stereo system with CD/DVD player, a pair of maple-lined hanging lockers and a Bomar hatch for ventilation. An optional layout offers double and single crossover berths.

Our Take: With its semi-enclosed deckhouse, the 38 Billfish has an amenities edge over the 38 Open’s express layout.

Cockpit/Bow

The cockpits of both boats are nearly identical and, as you would expect from Viking, proved well-equipped for fishing, cruising, diving and entertaining, with four flush rod holders and rounded coamings with tri-color lighting below. A walk-through transom door with a lift gate makes boarding easy from the dock or from the water, if you decide to add a fiberglass swim platform. The molded transom fish box doubles as a livewell or stowage compartment for dive gear. Raw- and freshwater washdown systems are standard, and for convenience there is a dockside water connection with a pressure-releasing valve under the forward gunwale. A pair of insulated fish boxes, each 45-by-18-by-16 inches, drain out through an auto sump pump and double as dry-stowage bins if needed. A lazarette hatch leads below to steering and plumbing systems. Each lockable hatch is outfitted with a thick gasket and stainless-steel gas pistons. A bait freezer, tackle and gear stowage, an aluminum mounting plate laminated into the sole to accommodate a fishing chair or a table stanchion, a fiberglass boarding box and a 50-amp/220-volt dockside electrical connection are among a long list of standard items on both models.

Note too that an aluminum bow rail is standard on each model, though many owners opt to have this item omitted during the build cycle. However, Viking laminates backing plates in the deck should you choose to install a bow rail at a later date. Another foredeck feature on each boat is a freshwater line in the anchor-rode locker to rinse salt water or mud from the rode before storing it in the well. It also serves as a way to clean off the bow area without dragging a hose aboard from the dock.

Our Take: Tie: Both the Billfish and the Open offer excellent cockpit and foredeck accoutrements.

Rigging and Service Access

On the 38 Billfish, a centerline hatch plus both lounges, which lift with electrical actuators, access the Awlgrip-finished engines and machinery compartment. Viking is well-regarded for its engine rooms, and these smaller Vikings are cut from the same cloth. Finish, light and service access proved terrific. A five-point oil-transfer system empties and fills the engines, transmissions and generator. A Delta T ventilation system with supply and discharge fans induces proper fresh air for combustion and provides water-intrusion suppression to keep the engine room dry.

Fittings are labeled, wires for 110-, 24- and 12-volt service are chafe-protected and runs properly supported, plumbing fixtures are bonded, and there is even room for a Seakeeper SK 6 gyrostabilizer. A 9 kW Onan generator is standard with a fuel/water separator and provides ample power for equipment, other electrical accessories and entertainment items. A 13.5 kW Onan genset is optional. Viking also offers prep and pre-wire options for later-to-be-installed accessories such as watermakers and ice machines.

Our Take: Tie: Service access and rigging are as good as it gets aboard both boats.

Construction

Both Billfish models feature a blister-resistant modified-vinylester resin in the hull skin, with a custom-blended polyester resin in structural laminates, topsides, bridges and hardtops. Isophthalic gelcoat shows well, with a deep, glossy finish. The hull is molded fiberglass, combining closed-cell foam and end-grain balsa in selected areas to enhance strength and stiffness, along with composite bulkheads and fiberglass stringers. Fiberglass side through-hull fittings add a custom touch to the boats.

Our Take: Tie: Both boats naturally share the same excellent construction for which Viking Yachts is renowned.

What’s the quick takeaway? The Viking 38 Billfish offers more comfort for cruising or entertaining by virtue of its deckhouse. The Viking 38 Open offers faster top speeds and lower bridge clearance (if one forgoes the purchase of a tower). If a midsize inboard is on your short list and you can’t decide between a flying-bridge boat or an express, comparing these new Viking models is a great place to start.

Viking 38 Billfish

How We Tested

Engines: Twin 542 hp Cummins QSB 6.7 diesel inboards

Props: 4-blade Acme nibral

Gear Ratio: ZF 280 1A 2.227:1

Fuel Load: 230 gal.

Water Load: 69 gal.

Price: $1,097,424 (as tested)

Viking 38 Open Billfish

Gear Ratio: ZF 2.227:1

Fuel Load: 285 gal.

Price: $1,142,959 (as tested)

Viking Yacht Company – 609-296-6000; vikingyachts.com

• More: Boats , express fishing , Fishing Boats , versus , viking yachts

Boat Test: 2024 EdgeWater 208CC Watchman

Boat Test: 2024 Stingray 23 OSX

Boat Test: 2024 Grady-White 231 Coastal ­Explorer

Boat Test: 2024 Hurricane SunDeck 2600 OB

Boat Test: 2024 Brabus Shadow 1200 ­Sun-Top

Inflatable Water Mats for Boaters

Boat Test: 2024 Monterey Elite 30

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

Many products featured on this site were editorially chosen. Boating may receive financial compensation for products purchased through this site.

Copyright © 2024 Boating Firecrown . All rights reserved. Reproduction in whole or in part without permission is prohibited.

• Hours & Location

Your shopping cart is empty!

ALL THE BEST BRANDS IN ONE SHOP

• Outboards For Sale
• Boating Bargain Center
• About Us & Testimonies
• Employment Opportunities
• Riverfront Park Livestream
• Brochures & Catalogs
• Used Powerboats
• Used Sailboats
• Parts & Service
• Boats For Sale
• Brokerage Boats
• 1-877-583-3199

Visit Our Chandlery

Featured products.

• Featured Brokerage Boats

Our Boat Brands

• Stanley Aluminum Boats
• Zodiac Inflatables
• Innovocean Inflatables

Testimonials

Historic Red Bridge in Kamloops, B.C., destroyed by fire

Rcmp investigating; people asked to stay away from river west of bridge; parks, boat launches closed.

Social Sharing

Police and fire officials in Kamloops, B.C., are investigating after the city's Red Bridge was destroyed by flames early Thursday morning. 

Witnesses said they were woken by the sound of the fire at the 88-year-old wooden road bridge, which connected the city's downtown with the Tk'emlúps Indian Band reserve and an industrial park across the South Thompson River.

Capt. Norm Little with Kamloops Fire Rescue said firefighters were called to the blaze around 3:10 a.m. PT. He confirmed the roadway of the bridge had collapsed into the river.

Nearby resident Nevada Woods said she heard what sounded like a tree falling around 3:30 a.m. PT.

"I looked out my window and I could see two smoke plumes," Woods said. "You could see a little bit of an orange hue."

Red Bridge in Kamloops crashes into river after fire

She said she walked to a nearby campground less than a kilometre from the bridge and saw the fire growing larger. Then, she said, the bridge fell into the river with a big crash. 

"It collapsed entirely into the river," she said. "All the wood fell into the river, still on fire. There was a big splash, and a big flame."

According to the City of Kamloops , the wooden truss bridge was built in 1936, replacing previous bridges in the same location that had been built in 1887 and 1912. Connecting Kamloops to the Tk'emlúps Indian Band Reserve, the bridge was an important cultural site signifying the ties between the two communities, the city said. 

Tk̓emlúps te Secwépemc Kúkpi7 Rosanne Casimir said in a statement the nation is saddened by the loss of the bridge. 

"This loss brings many emotions, critical conversations and new challenges," Casimir said. 

Kamloops Mayor Reid Hamer-Jackson said the Red Bridge, which was less than two kilometres west of the Highway 5 crossing over the South Thompson River, was regularly used by commuters and semi-trucks and had long been in need of repair.

"I'm not sure how many vehicles go across, but I'm sure it's huge," said Hamer-Jackson, who added he hopes the bridge can be rebuilt. 

Red Bridge in Kamloops destroyed by fire

Fire 'suspicious': police.

In a news release, Kamloops RCMP Supt. Jeff Pelley said police are investigating the fire as suspicious.

Pelley said this is the second fire on the bridge in two days. A small fire on the bridge earlier this week forced a temporary closure.

"[We] will continue to work closely with our fire investigators and Kamloops Fire Rescue partners to establish how the fire began and if criminality was involved," Pelley said. 

Police are asking anyone with information about the fire to contact Kamloops RCMP.

The City of Kamloops said the fire caused a risk of floating debris and it's asking residents to stay away from the Thompson rivers west of the bridge. 

Pioneer Park, the Riverside Park pier, and part of Rivers Trail between the two parks were closed Thursday, as were all city boat launches.

The quality of local drinking water has not been affected by the fire, Casimir said in a statement with the city.

Mark Conti, a longtime Kamloops resident, said he's not surprised the bridge collapsed. He said the bridge has been in poor condition for years. 

"It's a shame," he said. "It's historical. If they put a new bridge up, I'd imagine they would tear this one down."

ABOUT THE AUTHOR

Reporter/Editor

Isaac Phan Nay is a CBC News reporter/editor in Vancouver. Please contact him at [email protected].

With files from Marcella Bernardo and Jessica Wallace

Related Stories

• Top stories from British Columbia
• Trove of dinosaur fossils found high in B.C. mountains
• CMA apologizes for harms to First Nation, Inuit and Métis Peoples
• Doctor calls for changes after patient's $700 ultrasound quote

The latest ITV News headlines - as lawyers for alleged Al Fayed victims give press conference

More news videos.

Series 11 • BAFTA-nominated breakfast show covering the latest news, sport & weather

Series 9 • The latest news from ITV News at Ten

Series 25, 26, 26 • Compelling current affairs stories that get to the heart of what matters

Series 9 • All the latest news from the ITV Evening News team

1h 15m • The story of the war in Gaza and the attacks on the 7th of October, 2023

1h • Prince Harry, Hugh Grant & others open up about the hacking scandal

Series 10 • ITV News' Robert Peston presents his lively political interview programme

1h • Seven politicians go head to head in ITV's General Election debate

1h • Martin hosts a summer special packed with financial 'need to knows'

50m • Join the party leaders for in-depth interviews

1h 10m • The leaders go head to head in the first TV General Election debate

1h 20m • Witness the inside story of Theresa May's tumultuous premiership

1h • Travels across the UK to celebrate the Jewish festival of Passover

40m • Shehab Khan follows the holy month of Ramadan and sees how it's observed

1h • The former gymnasts & their powerful fight for justice

1h • Journalist Robert Moore lifts the lid on Donald Trump's latest comeback

1h 5m • Timely documentary about the history of a controversial NHS unit

Series 1 • Starmer's victory speech, the rise of Reform and more

Series 1 • Watch every moment of Prime Minister's Questions

From excitement to agony - here are the must-watch moments

30m • How a groundbreaking covert police operation caught a killer

Watch key moments as Reform UK secure several seats

The Labour leader vows to 'rebuild Britain'

Sir Ed Davey hails the Liberal Democrats' 'historic result'

Julie Etchingham hosts as the final, damning Grenfell Report is released

Rishi Sunak speaks outside No 10

Starmer speaks minutes after Labour wins General Election

Catch up on the results as big names are booted out

30m • The ITV News archives reveal the real-life stories behind 'Mr Bates vs The Post Office'.

1h • Compelling story of the children taken to Russia after war broke out