Boating 2013 10 by Sam Simon

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BOATING  OCTOBER

2013

Departments 15

Making Waves

 Introducing Heidi the Hula Girl  We compare tender kickers.  Test your sterndrive IQ.  Five famous captains  PWC news from Yamaha

22 The Boat Doctor

52 FEATURES

 Survive a hurricane.  Install a tackle locker.  Dock with a joystick.  Understand power steering.

48 Motorhead  The V-drive advantage

50 Boat Doc Special

Trips vs. Quads

 What oil analysis can tell you

Is hanging four outboards of the transom better than hanging three?

BY JIM HENDRICKS

70 Short Casts

58 64 Winter Is Coming

We put six propellers from Mercury Marine through their paces.

72 Electronics

 Multifunction displays

BY CHARLES PLUEDDEMAN

BoatingLAB

 The true cost of outboards

Get your boat ready for hibernation with these winterizing tips.

BY JOHN TIGER

Columns

Tests

Editorial A new Bermuda Challenge record

ALSO:

 BENETEAU BARRACUDA 9

20 Seamanship When to tack like a sailboat

p. 42

 CHAPARRAL 257 SSX

90 Following Seas

 SOUTHWIND 212 SD

BOATING

All about the aft end

p. 44

Carver C34

An efciently designed command-bridge cruiser that maximizes space. p. 34 8

B OAT I N G M AG .C O M

Monterey 288SS

p. 46

A sweet luxury bowrider with  RINKER amped-up amenities that’s 186 OB revved for water sports. p. 38 p. 47

OCTOBER 2013

CERTIFIED BOAT TESTS

CARVER C34 BENETEAU BARRACUDA 9 MONTEREY 288SS CHAPARRAL 257 SSX SOUTHWIND 212 SD RINKER 186 OB

W O R L D ’S L A R G E S T P O W E R B O A T M A G A Z I N E

ZOOM WITH A VIEW MONTEREY’S 288SS

TIPS FOR WINTERIZING PRO TECHNIQUES SAVE TIME AND MONEY p64

THE TRUE COST OF MARINE ENGINES

CAPTAIN’S TEST GOT YOUR STERNDRIVE FACTS STRAIGHT? SPECIAL ENGINE OIL ANALYSIS TIPS

p74

MOTORHEAD ALL ABOUT V-DRIVES

OCTOBER 2013

THINGS TO LOOK FOR IN POWER STEERING

VOLUME 86, NUMBER 9

BOATINGMAG.COM

U.S./CAN. $4.99

 O N T HE COVE R The new Monterey 288SS. Photo: Forest Johnson

PHOTOS: (CLOCKWISE FROM TOP LEFT) GLENN HAYES, COURTESY LOWRANCE, FOREST JOHNSON, COURTESY CARVER YACHTS

 Kites, kids and heavy metal

Spin Doctor

Get the perfect pontoon powerhouse behind you. The MercuryÂŽ BigFoot FourStroke delivers the performance your pontoon demands and gives you the most thrust for the money. The larger gearcase and oversized propeller get you up to cruising speed quickly and improve low-speed handling, too. Mercury FourStroke EFI technology ensures a reliable start every time. Let the fun begin. Mercury behind you, the world before you. Visit your Mercury Dealer or mercurymarine.com.

ÂŠMercury Marine

e d i to r - i n - c h i e f d e p u t y e d i to r w e st coa st e d i to r m a n ag i n g e d i to r a rt d i r ecto r sta f f p h oto g r a p h e r co py e d i to r w e b e d i to r b oat i n g l a b d i r ecto r e d i to r - at - l a rg e co n t r i b u to rs

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Editorial By Kevin Falvey Heroes A New BermudA ChAlleNge reCord Is set.

t 11:39 p.m. ESt on Aug. 21, 2013, 15 hours 48

Fertig and Garvin dialed

that’s the what. Examine the how, and, man, there’s definitely some working-class hero stuff going on here. 12

b oAt i n G m AG .c o m

oCtoBER

2013

technology, such as real-time tracking and live-video streaming from the middle of the ocean aboard boats, is proved viable. For more Bermuda Challenge history, visit boatingmag.com/ bermudachallenge.

Photo: Cy Cyr

minutes after powering in a Skater 399 powered by past the Statue of Liberty, Cummins diesel engines turning Chris Fertig and tyson garvin roared Arneson surface drives through ZF into Bermuda’s town Cut Channel aboard their Cummins diesel-powered transmissions. game on! Skater 399 and set a new Bermuda Challenge record — for the second Fertig and garvin left new York doing time. they beat the 17 hours 6 minutes set by 70 mph. About 80 miles out, a prop threw a Fabio Buzzi’s team last September. blade. they replaced it while we watched the You’ve got to love it. For those not in the live video supplied by marlink at boatingmag know, here’s the scoop, and a brief scorecard. .com. Fearing they might throw another blade, the pair powered off at 55 mph, indicated  It’s 780 miles from new York Harbor to the by the live charting that DeLorme provided. Bermuda town Cut Channel. But the worst happened anyway, and again  the Bermuda Challenge was founded in they made repairs: at night, 500 miles from 1996 by Boating’s very own editor-at-large, nowhere, under a big full moon. out of spares, David Seidman.  two years ago, Americans Fertig and garvin they computed how slow they could go — to minimize the strain — and still break the made an attempt at the Bermuda Challenge record, before powering off again at 40 mph. but were thwarted by a freak storm that the rest is history. caused them to abort the record run and head Chris Fertig and tyson garvin are heroes for shore. they vowed to try again. in the Arthurian mold: they set out on the  Last August, Fertig and garvin ran a quest, they overcame great adversity, and they Statement marine 37 to a Bermuda Challenge emerged victorious. record of 21 hours 39 minutes.  Several weeks later, go-fast luminary Fabio Buzzi flew in a boat and crew from Italy. that FB Design (Buzzi’s company) boat propelled by diesel surface drives carried Buzzi’s crew to a new record of 17 hours 6 minutes.  over the winter of 2012/2013, Fertig and Kevin Falvey, Editor-in-Chief garvin raised funds for a new campaign editor@boatingmag.com with a new boat. men of middle-class means, sponsorship offered their only opportunity.  Fertig and garvin dialed in a Skater Editor’s NotE: Boating does not sponsor the Bermuda 399 powered by Cummins diesel engines Challenge. It simply keeps the record and awards the trophy. While independently wealthy individuals and factory teams turning Arneson surface drives through ZF have taken the Challenge in the past, Fertig and Garvin have transmissions. game on! relied largely on the largesse of their sponsors. Because of the support from these enterprises, the sport of powerboating is  garvin and Fertig are now two-time holders advanced, marine propulsion’s reliability is confirmed, and of the Bermuda Challenge Record. the integration of digital navigation and communications

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Making Waves ON BOARD WITH ...

Heidi the Hula Girl Boating Social Media Meme Every now and then something in the Internet clutter catches your attention, like when Heidi the Hula Girl started showing up in pictures from the Arrowhead Yacht Club in Afton, Oklahoma. We caught up with her to find out what it’s like to be a social media darling. — Pete McDonald

PHOTO: COURTESY JESSI CROSBY

So how did a hula girl like you get involved with boats? A fortunate accident. As the song goes, “I had Hollywood written on my license plate. I was lost and looking for the interstate.”

the hydraulic swim platform. It lets me enter the water gracefully keeping my hair and shades perfectly in place.

What’s your official job at Arrowhead Marina? Job? No, no, no, sweetie, they pay me to be pretty.

Do they ever let you drive the boats? Of course! I drive all the time. Wait, you’re not going to print this are you? I better hide next month’s issue before Joe [Harwood, the owner] sees it.

What’s your favorite boat? The Cobalt 26SD. I love being lowered into the lake on

Do you have plans to travel outside of Oklahoma? I sure would like to see Florida

and go on some awesome adventures with Boating (ahem, hint hint). Do you ever hang out with Flat Stanley or the Travelocity gnome? No, but I think it would be cool to meet them. I might be able to talk the guys into letting me throw a splash bash for the occasion. What’s your perfect day on the water? Sunny and 78 degrees and definitely off the clock. B OAT I N G M AG .C O M

OCTOBER 2013

Making Waves 

F O R C O M PA R I S O N ’ S S A K E

Captain’s Test

Engine Aptitude

Dinghy Outboards

If you are in the market for a new or upgraded dinghy outboard, your choices are no longer limited to gasoline two- or four-strokes. Today you can select among three distinctly different fuel options: gas, electric and propane. We put comparable motors up against each other to see how they stacked up using our Quicksilver 310 inﬂatable. Ñ Joe Friedman

You know there’s some combination of an engine and drive in and on the back of your boat. But how much do you know about it? Take this test to see if you’re a gearhead. — Eric Colby (Answers on p. 18)

1 Volvo Penta’s Duoprop was the first drive to have what technology? A. Two propeller blades B. Four propeller blades C. Two propellers D. Three propellers

2 From which military application did Volvo Penta borrow the technology for the Duoprop’s counter-rotating propellers?

THE WET: Torqeedo seems to have perfected electric outboards (as opposed to electric trolling motors). At a mere 30 pounds, this one is easy to carry and easier to mount, since it breaks down to three pieces (motor, battery, tiller). The new lithiumion battery lasts longer. A tiller display includes GPS speed-over-ground reading and battery charge status. And it’s quiet — 71 decibels at wide-open throttle. THE DRY: The slowest of the three test motors (6 knots average). There’s forward and reverse, but no neutral. If the battery dies, you must be near an electrical source. Pricey. $1,999; torqeedo.com/us

Lehr 2.5 hp Four-Stroke Propane

Mercury Marine 2.5 hp Four-Stroke Gasoline

THE WET: Lehr is the first propane-fueled outboard that is not a gasoline conversion. The shifter is conveniently located and smooth. There’s a handy carry handle at the rear. Propane doesn’t need a choke, so starting is fast and easy with no flooding. A convenient one-pound canister mounting allows a quick fuel change, and canisters are available everywhere. It’s virtually odorless and eco-friendly.

THE WET: Mercury’s tried and true 15-inch short shaft four-stroke proved to be the fastest (9 knots average). Shifting is smooth and the oil level sight glass is very convenient, making it easier to keep track of your oil needs. And it’s a Mercury, so parts and service are available everywhere, with a parts and service network the other two can’t match at this point in the game.

THE DRY: For convenience, a remote five-pound auxiliary tank (barbecue-style) is recommended. At 7.6 knots average, it’s not quite as fast as the Merc.

THE DRY: The tiny integrated fuel tank will get you there, but maybe not back. I’d recommend an auxiliary tank to go any distance. It’s also a bit noisier at wideopen throttle (86 decibels).

$1,259; golehr.com

$1,040; mercurymarine.com

EXTENDED POWER

With only one person aboard, all the weight is too far aft and the dinghy is way out of trim. Davis Instruments has an answer for this in its Model 1440 Handi-Mate extension handle. We tried it on all three of our test motors and it worked just fine. Simply tighten the collar over the existing twist-grip tiller handle, and off you go. It extends from 30 inches to 47 inches and makes for a faster, more fuelefficient ride. $47; davisnet.com — J.F. 16

B OAT I N G M AG .C O M

OCTOBER 2013

3 When you look at the side of your drive, you see that it has a ratio of 1.5:1. What does that mean? A. The drive turns 1.5 times for every revolution of the engine. B. The engine turns 1.5 times for every revolution of the prop. C. The engine weighs 1.5 times as much as the drive. D. The lower drive gears turn 1.5 times for every revolution of the upper gears.

4 When you look at a MerCruiser 350 Mag MPI, what does the 350 stand for? A. The horsepower B. The cubic-inch displacement C. The displacement in liters D. None of the above

5 A MerCruiser 8.2 HO sterndrive is rated for 430 hp. Where is the horsepower measured? A. At the engine’s crankshaft B. At the propeller shaft C. At the exhaust D. All of the above

MORE QUIZZES

Get more Captain’s Tests by scanning this tag or visiting boatingmag.com/quizzes.

PHOTOS: COURTESY TORQEEDO, COURTESY LEHR, COURTESY MERCURY MARINE, COURTESY DAVIS INSTRUMENTS; (OPPOSITE PAGE) SHUTTERSTOCK (2), COURTESY SEVEN MARINE; ILLUSTRATIONS: COLIN HAYES

Torqeedo 4 hp Electric

A. Torpedoes B. World War II twin-engine fighter planes C. Navy warships D. All of the above

OnlineThis Month

It’s power month at boatingmag.com, and here are a few articles to get you in a combustion-engine frame of mind. 1 When is the last time you checked your spark plugs? There’s a lot they can tell you. Visit boatingmag.com/five-things-about-sparkplugs. 2 We like compression too. Read our 20 diesel engine tips at boatingmag.com/diesel-tips. 3 What’s the biggest outboard power around right now? Check out our exclusive look at Seven Marine’s 557 outboards. Go to boatingmag.com/557.

5 THINGS

FIVE FAMOUS CAPTAINS

Making Waves

Yamaha’s New PWC Lineup Judging by the looks of Yamaha’s new personal-watercraft (PWC) lineup, performance is back in fashion. Start with the new Super Vortex High Output (SVHO) engine. Though it’s based on the company’s current 1.8-liter block, Yamaha representatives claim nearly every component has been changed, upgraded or enhanced. Highlights include a new supercharger with larger, 25 percent more efficient intercooler, larger injectors for greater fuel flow, a stronger forged-piston design, and a vastly more efficient oil cooler. Compared with the existing SHO engine, the SVHO offers 20 percent more power and 60 percent greater boost. So just what is the company planning to do with that engine? One mission is

to squarely target Sea-Doo’s RXP-X 260 muscle craft by dropping the SVHO engine into the existing FZR and FZS models. The increased power, combined with a new toploader intake grate, extended ride plate and refashioned sponsons, promises to make the FZs comparable to an aftermarket ski right out of the box, Yamaha reps say. They back up that claim with some direct comparisons. The FZs offer 5 percent more power than the RXP-X, more torque, bigger displacement, a higher top speed, quicker acceleration and the best power-to-weight ratio of any craft in the class. The other use for the new engine is an expansion of the ﬂagship FX series. — Jeff Hemmel

Hey, Dad, what’s in the pipe?

PHOTO: COURTESY YAMAHA; ILLUSTRATION: SHUTTERSTOCK

FACEBOOK e-CARD QUOTE WINNER — Stephen Simmons via Facebook

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Seamanship By Jim Hendricks cowabunga wave. one downside to quartering up-sea is more wind spray than if you meet the waves head-on. That’s the price you pay for a smoother ride. with an enclosure, you stay dry.

There are Times when Tacking like a sailboaT makes sense.

alfway Through our crossing To The wesT end of caTalina

island off the southern california coast, seas pushed up by Pacifc zephyrs eventually turned our fast cruise to a slow, pounding slog. “This sucks,” i said over the wind noise. “we’re taking a different tack.” crew members thought i was returning to long beach harbor. but instead i turned the 22-footer about 45 degrees to port and began quartering the seas. i was able to pick up the speed, but more importantly the pounding abated. we now cruised more comfortably at a less-severe angle to the waves. still, spray over the starboard bow drenched the decks and i had to pay close attention to the helm as we sliced diagonally over the capping rollers. eventually we reached the lee of the island. once the seas settled, i tacked 45 degrees to starboard and frewalled the throttle, putting us on a course to our fshing spot on the front side of the west end. while a straight line between two points is the shortest route, it’s not always the safest, most comfortable or even fastest in snotty seas. That’s when you might start tacking, like a sailboat. let’s look at three situations where this helps.

Garelick Footrest

as described earlier, running at a right angle to steep, closely spaced seas ranks as a hate mission and slows your progress to a crawl. There’s also the distinct possibility of stuffing as the boat falls off the crest of a roller and into a hole at the base of the next nasty one. in this situation, try steering off-sea in one direction for a few miles, and then tack the other way. Quartering the waves helps smooth the ride but also requires all of your piloting skills — including judicious application of throttle and attention at the wheel — to keep the boat on course and deal with the occasional

large following seas loom treacherous as the boat races down the face of a wave, sometimes losing steering and leaving you vulnerable to the roller astern. in steep seas, you risk stuffng into the backsides of waves. i know. i’ve been there. Quartering down-sea helps minimize these risks, but you may fnd it helpful to take a wider angle than when quartering up-sea. also realize the faces of the waves can be very steep. so on small boats, discourage crew from taking shelter on the lee side of the boat. instead, ask them to move to the windward (aka wet) stern quarter. Time your reverse tack to a lull in the waves, and then come about smartly.

Soaked in a Beam Sea on breezy

afternoons on a lake in a small, aluminum boat (prone to be wet), i like to tack to stay dry. if our course has us running across the lake with a breeze on our beam, i’ll quarter sharply up-sea for a while, then down-sea. i guess i could just put on a rain jacket, but zigzagging like a sailboat across the lake is more fun.

Manning the wheel while seated is a lot more comfortable when you have an elevated footrest. So I decided to add the Garelick rounded white-polymer footrest, model 27415 ($140.24, iboats.com), below my helm. The 15-inch-wide, silver-anodized aluminum frame folds flush with the bulkhead when not in use, but the polymer nonskid tread folds out at a 90-degree angle when needed. — J.H.

b oaT i n G m aG .c o m

OCTOBER 2013

photos: (From top) bill doster, robert glover, courtesy garelick

Get Tacky

Pounding uP-Sea

Racing down-Sea

Black Diamond 328 SS Limited Edition

By Michael “Mick” Hannock

ASK THE MASSES Go to boatingmag.com/forums to ask fellow boaters your questions, or to answer theirs.

Gap happy [ Q ] Boat Doctor, I have an 85 hp Force outboard engine. It is time to install new spark plugs. The manufacturer recommends an NGK model BUHX flat-face plug, but a technician says to no longer use a flat-face plug but to use a gapped plug. Does this guy know what he is talking about? His reasoning is that flatface plugs don’t last as long. What is your take on this? ricHarD Miller

Collinsville, Pennsylvania

[ A ] Richard, we have used “gapless” or “surface gapped” plugs for many thousands of hours in boats. There is nothing wrong with conventional gapped (“ground electrode”) spark plugs. But we recommend sticking with the engine manufacturer’s recommendations.

current prop or powertrain, but in general, engines operated at higher altitude work a bit harder. Decreased oxygen affects combustion. So by dropping down a size in pitch, you may regain some of the lost performance at high altitude. We have a feature story in the works that details boating at high altitude. Look for it in an upcoming issue.

Know All [ Q ] My know-it-all brother-in-law chides me all the time for not covering my trailer tires. He says the sun can degrade them. Is he right? (Please say “no.”) ricHarD steMper

Benton, Illinois

[ A ] Richard, read our Rx (and weep).

Slippery Slope

Leaky, Leaky

[ Q ] I procured some free grease from my job. It’s black. Can I use it to lubricate my trailer bearings? JoHn appleton

[ Q ] My SeaStar hydraulic steering cylinder is leaking. I can see the yellow fluid in the outboard well. Can I fix this or must I buy a new cylinder?

Detroit, Michigan

MicHael o’rourke

[ A ] John, you can. The question is: Should you? Trailer wheel bearing grease must be rated for high temperature and for water resistance. Plus, we never recommend mixing two different greases in any application.

The high country [ Q ] We will be moving to a house on an alpine lake. Naturally, I am taking my boat, but I wanted to know if we will need a new prop or whether the old prop will allow the engine to operate efficiently at high altitude. We currently live on the coast. steVe anD MartHa cooMbs

Vancouver, British Columbia

[ A ] You guys don’t mention the type of boat, 22

B oAT I N G M AG .c o M

OCTOBER 2013

Chatham, Massachusetts

[ A ] Michael, loss of steering can cause catastrophic injury or death. So while there is a seal replacement kit available, you must be absolutely confident in your mechanical abilities before performing this job. You will need a torque wrench, about two quarts of steering fluid and the special pin wrench that comes with the seal kit. Also, make sure the cylinder shaft isn’t scored before you purchase the seal kit. If the shaft is scored or scratched, you need a new cylinder. Contact seastarsolutions.com for more information.

Shell Game? [ Q ] I’d like to get a new trailer for my boat. The cost of a roller trailer is more than that

Two Trailer Tires Tips Few pieces of marine equipment sufer neglect like trailer tires during storage. For one thing, tires rot out from exposure to the sun’s rays, so make sure you cover them with pieces of tarp or plywood — including that spare on the tongue. Be just as sure to either move the trailer monthly or jack it up and spin the wheels. Doing either ensures longer life for the bearings and hubs. — K.F.

The Boat Doctor of the equivalent-capacity bunk trailer. Why should I cough up the extra bucks? Mark Decabia

Virginia Beach, Virginia

[ A ] Mark, for their increased cost and maintenance, roller trailers allow launching and retrieving at ramps where you cannot float the boat on and off. They also work better if the ramp is in an area with a strong crosscurrent. Only you know where you’ll be launching most of the time.

describe. Without substantially beefing up the surrounding laminate, cracks such as you describe usually just reappear. I have seen many folks chase this demon — please don’t join their ranks. It’s a used boat, not a piano: Go enjoy it.

Stalling

[ Q ] While inspecting a used boat I was tempted to buy it. I noticed a lot of stress cracks around the fishing rod holders. Can these be fixed?

[ Q ] I own two Yamaha HPDI outboards that power my 28-foot Regulator center-console. Recently, I noticed that the portside engine revs up higher than the starboardside engine. Also, when powering through waves or wakes, the boat drops rpm and power, almost stalling out completely. I don’t know if these problems are related, but I need some help.

billy GorMan

Dan Jenkins

South Padre Island, Texas

Lavallette, New Jersey

[ A ] Billy, email a picture to me of the underside showing the rodholder fasteners, and if I see a poor installation job, I may give a different answer. But in general, I would not attempt to fix such cracks as you

[ A ] Dan, we have seen this issue before. Have a certified Yamaha technician overhaul your highpressure fuel pumps. There are small basket filters built into these pumps that are not readily apparent when

The Blues

one removes the engine cowling. Nonetheless, they are present and need service. Dropping off the waves stirs up sediment and clogs the screens, momentarily causing loss of power.

Range Gain

[ Q ] Will I get the same range if I replace my 8-foot-tall VHF antenna with a shorter one? HarolD Vosper

San Francisco, California

[ A ] Harold, all things being equal, the answer is no. Of course, all things are rarely equal when it comes to boats. For a complete answer, check out this BoatingLAB article comparing VHF antennas: boatingmag.com/ vhf-antennas.

Fishy Business

[ Q ] Boat Doctor, the fishing regulations in our area are very complex. I want to mark the side of my dad’s boat with the legal lengths of the fish he catches so he can measure them to see if they are legal. Surely this has been done before. How should I go

about this? Hartley Van buren

(

we test stuff

)

Chatham, Massachusetts

photo: courtesy boat dock bumpers

[ A ] Hartley, fisheries laws change annually. Marking the boat this year might mean having to re-mark it the next. So keep it simple. Many tackle purveyors sell decals — essentially stick-on rulers — with the legal fish lengths printed on them. While these won’t peel right off when regulations change, they can be removed with some solvent, a scraper and a pleasant 15 minutes of labor. If you truly feel the need for permanent fish-length markers, consider doing so on a cooler or cutting board rather than marking the boat itself.

Wishy-Washy [ Q ] I use dishwashing soap to clean my boat and it looks great. Why should I spend more for different soap? albert Gote

Baltimore, Maryland

[ A ] Albert, I can’t tell you how to spend your money. I can say that most

Glow-in-the-Dark Boat Dock Bumpers Dock bumpers come in all forms, from repurposed fire hose to specialty plastic. Glow-in-the-Dark Boat Dock Bumpers offer a new twist. Fitted with a luminescent strip, they glow in the dark, making it easy to see your slip or dock at night. I installed these bumpers on my dock, which is unlit. Without the glare of a spotlight or the tripping hazard and expense of

dock lights, my slip is easily seen at night. The bumpers come with clips to make removal for winter storage easy and ensure no fasteners protrude through the front as they do with other bumpers. They have held up well during a season of use. They come in 8-foot straight lengths. $3.15/foot (2-inch), $4.22/foot (5-inch); boatdockbumpers.com — Kevin Falvey

The Boat Doctor B oAT c R A FT

The Long and Short of It

Use Xtreme Caution!

The gloves are comin’ of! BOOTH #778

October 31 - November 4

UNDERWATER LED LIGHTING

OceanLED.com

[ Q ] My husband and I are new boaters and we want to install a VHF radio aboard the 17-foot Glastron we just purchased. We are concerned about range. We know a longer antenna provides more range, but an 8-foot antenna on a 17-foot boat is very tall. Can we use a 3-foot antenna? susan altenburG

Charleston, South Carolina

Survive a Hurricane at Sea

The best way to survive a hurricane is to be on shore in a safe evacuation zone. Ever wonder how boaters might survive one at sea? Picture the counterclockwise wind field as a circle. The left-hand half of the circle — the half on the left side of the storm’s track — is navigable; the right-hand half is not. Navigable is a relative term here, of course. Let’s say the wind is whirling around the eye — the center — at 100 mph, and meanwhile the eye is traveling at 10 mph (like a whirling top crossing a table). In the left-hand semicircle, the storm’s speed of advance cancels a portion of the rotary wind speed, so you experience 100 minus 10, or 90, mph of wind. In the right-hand semicircle, the two speeds are added (100 plus 10), and you experience 110 mph of wind. To determine which half of the circle you’re at risk of ending up in, turn and face the center of an approaching storm. If the storm is on track to pass to your right, you’re in considerable danger of being caught in the storm’s more dangerous half. If you determine that the center of the storm will pass on your left, you’re in the safer portion of the circle. Keep the wind on your starboard quarter and your course at a right angle away from the storm’s path. This will put as much room as possible between your boat and the center of the storm. — David Seidman

 Want more cool things for

kids to do? Check out McGraw-Hill’s The Anti-Pirate Potato Cannon and 101 Other Things for Young Mariners to Build, Try & Do on the Water, by David Seidman and Jeff Hemmel.

[ A ] Susan, I can’t answer that for sure since I don’t know your specific boating plans. In general, though, a 3-foot whip antenna provides sufficient VHF transmission and reception for small-boat use in inshore coastal waters.

Thinking Zinc [ Q ] Boat Doc, I boat in salt water. Can’t I use magnesium instead of zinc as a sacrificial anode? And do I really need to spend the money for zinc anodes manufactured to military specifications? Dana Herbert

Vancouver, British Columbia

[ A ] No, Dana. And you don’t have to do anything you don’t want to do. That includes doing your very best to prevent corrosion from destroying your investment.

clorox [ Q ] Will cleaning my boat’s bilge with bleach cause my electrical wires to degrade? JoHn sMitH

Norwalk, Connecticut

[ A ] John, bleach is pretty aggressive stuff, and yes, it can have a deleterious effect on equipment it splashes on. Its fumes are also dangerous to breathe. Furthermore, any that gets pumped out into the environment will kill organisms it comes in contact with. Take care if you use it aboard — there are many viable substitutes.

Gotcha covered [ Q ] I have always been able to store my boat inside for the winter. But the kids are gone, so we sold the house and I no longer have a barn. Therefore,

photo: bILL doster; ILLustratIoN: courtesy mcGraW-hILL

at the 2013 Fort Lauderdale Boat Show

dish soaps remove wax along with dirt, leaving your boat clean but more subject to the ravages of the elements.

next month, for the very first time, I will need to cover my boat. I plan to use shrink-wrap. Can I do this myself, or must I hire a pro? able VoorstaDt

Castine, Maine

[ A ] Able, in most locales, the cost of shrink-wrapping is very close to the cost of materials and tools required to do it yourself. Of course, once you buy the tools, subsequent applications for following years become more cost-effective. Visit our website and check out this informative article that explores the issues and answers your very question in depth: boatingmag .com/shrink-wrap.

Thrust and Parry [ Q ] Boat Doc, we just bought a newto-us used boat: a Four Winns cruiser. The boat is fitted with a bow thruster. We are curious as to how to protect the inside of the thruster from fouling and growth. Jan anD bill eMMons

San Clemente, California

[ A ] Jan and Bill, use bottom paint appropriate to the material the thruster is made from. If the thruster’s tunnel is deep, tape a brush to a stick to apply the coating. Bow thrusters often have zincs that need to be changed as well. If so, take care not to paint it.

Knot Now [ Q ] What’s the best knot to know for boating? saM Horowitz

Brooklyn, New York

[ A ] The bowline.

What’s Included? [ Q ] If I purchase a boat from a dealer, isn’t that dealer legally bound to provide me with the required life jackets and other safety gear? MicHael santoro

Chicago, Illinois

[ A ] No, Michael. The dealer might provide a “safety kit” or a “Coast Guard kit” or any other optional accessory as an inducement to close a deal. The requirement, however, is for the boater to have the safety equipment on board, not for the seller of the boat to provide it for free.

Exhaustive Research [ Q ] I have been an outboard and sterndrive boater my entire life. Now I am looking at a bigger cruiser, powered by inboard diesels, to replace my current 32-foot sterndrive express boat. Is there any way to lessen the diesel smell?

limit the amount of fumes you smell, but the distinct odor of diesel exhaust will not be entirely eliminated. Of course newer boats have muchcleaner-burning engines and emit less aromatic exhaust fumes than older boats do.

DaViD tuMa

Fort Collins, Colorado

ASK ThE DocToR

[ A ] David, no, there isn’t. That said, you can purchase a boat with underwater exhaust and that will

Send questions with your name and address to: boatdr@boatingmag.com or The Boat Doctor, Boating, 460 N. Orlando Ave., Suite 200, Winter Park, FL 32789.

The Boat Doctor WEEKEND WORKBOOK

Installing a Tackle Locker ADDING A TACKLE LOCKER HELPS SOLVE STORAGE ISSUES. FOR THIS EASY PROJECT, WE CHOSE A

Tempress (tempress.com) Model 44380, which is molded with reinforced plastic and holds four Plano 3700 boxes. It’s 7 inches deep and requires a cutout 85/8 inches high by 12½ inches wide. It has a gasketed frame and cam latch to help waterproof the interior. If installing on sheet aluminum or fiberglass less than three-eighths inch thick, reinforce the area around the cutout with half-inch-thick marine plywood. Also, do not remove critical supports in the boat such as posts, ribs or framework that can lead to structural damage. Other companies offering such lockers include Boat Outfitters (boatoutfitters.com), SSI Custom Plastics (ssicustomplastics.com), T-H Marine (thmarine.com) and West Marine (westmarine.com). — Jim Hendricks

QUICK TIP

MEASURE CAREFULLY

Choose a ﬂat vertical surface such as the sides of a centerconsole or step-down. Measure the width, height and depth. To check the depth behind a blind bulkhead, remove a screw from an existing accessory and insert a stiff wire until it stops, and then measure how far it penetrated. Make sure there are no wires or hoses behind the surface. With the dimensions in hand, you can shop for a locker that ﬁts. 28

B OAT I N G M AG .C O M

SCRIBE THE CUTOUT

Mask off the entire area and tape down the supplied template, adjusting it until it’s squared up the way you like it. Check for interference (from items like rods in vertical rod holders) when the hatch swings open. Hinges at the bottom allow gravity to keep the hatch open while you access your tackle. Once you’re satisﬁed, trace around the outside edge of the template. Leave the template on for now.

OCTOBER 2013

For an eye-pleasing installation, align the top or bottom of the frame with an adjacent horizontal line. Avoid aligning the sides with adjacent vertical lines, which are frequently sloping. Paralleling them makes the face of the locker appear off-kilter.

CREATE THE CUTOUT

Drill an eighth-inch hole, then a half-inch hole where indicated in each corner of the template. Remove the template and use a jigsaw (with the proper blade for aluminum, ﬁberglass or wood) to cut along the traced line. Do not cut outside the line, because you want to leave plenty of surrounding material for the mounting holes. If the resulting cutout is a bit too tight, you can open it with a rasp or grinding wheel.

GETTING STARTED SKILL LEVEL

TIME TO COMPLETE

2.5 HOURS TOOLS AND SUPPLIES  Tempress tackle locker,

Model 44380, with four Plano 3700 tackle boxes ($99.99, westmarine.com)  Star brite Silicone Seal-

ant ($14.95/10.3 oz. tube, starmarine depot.com)  Tape measure  Piece of stiff wire  Carpenter’s square  Marking pencil  Jigsaw and blades  Drill motor and drill bits  Countersink bit  10 No. 12 stainless-

steel machine screws, washers and locknuts  10 No. 12 stainless-steel

self-tapping panhead screws (for blind bulkheads)  Masking tape  Paper towels (to wipe

ILLUSTRATIONS: TIM BARKER; PHOTO: COURTESY SSI CUSTOM PLASTICS

away excess sealant)

DRILL MOUNTING HOLES

Slide in the locker and drill a hole (three-sixteenth inch for ﬁberglass) in an upper corner, and install a No. 12 panhead screw. Fine-tune the position of the frame. Drill a second hole in the opposing upper corner and install a screw. Drill the remaining holes using the frame as a template. Remove the locker and masking tape and slightly chamfer each of the holes with a countersink bit to prevent cracks.

INSTALL THE LOCKER

Mask around the mounting surface. Bed the inside frame with silicone-based marine sealant. Slide in the locker (hinges down). Bolt in place with No. 12 stainless machine screws (length depends on depth of mounting surface) with backing washers and locknuts. On blind bulkheads, fasten with No. 12 self-tapping screws. Dab each in sealant. Remove tape; wipe away excess sealant (do not use solvents).

STORAGE POCKET

If the depth is too narrow for a tackle locker, think about a storage nook such as the SSI cargo net storage box (Model 49800800). While it lacks a door, it’s only 35/8 inches deep, perfect for stashing items such as dock lines to free up storage space elsewhere. $69.50, ssicustomplastics.com. — J.H.

B OAT I N G M AG .C O M

OCTOBER 2013

The Boat Doctor QUICK STUDY

DON’T KNOCK THE KNACK.

for operators of most any kind of marine engine. In close quarters, they allow a skipper to perform some maneuvers that just aren’t possible with conventional controls. But they still require a learning curve, albeit this curve is shorter and shallower for most folks. In fact, “old salts” with lots of experience often take longer to get the knack. Be aware of these joystick foibles. — Kevin Falvey

to move. Twist the stick to point, or orient, the boat. While there are times when pushing and twisting simultaneously are the order of the day, caution is best exercised until experience is gained. Skippers new to joysticks often haven’t learned to twist without bending. So in attempting to spin the boat in place, they inadvertently move it out of position at the same time. Just like with conventional controls, it takes a little seat time to get the feel of things.

Roll Tide

Hold Fast

OYSTICK CONTROLS PROVIDE A NEW DIMENSION

The ability to move a boat sideways proves helpful The name may change depending upon which in docking. But don’t just lean on the manufacturer’s joystick controls your ’stick. Use it incrementally. The sideways boat’s engines, but some joystick controls motion induces a rolling moment: The offer “station-keeping.” This is simply the boat may tend to lean away from the ability to hold the boat in one place at the QUICK direction it’s sliding sideways, particularly touch of a button, thanks to integration TIP if sliding fast. When you lay off the stick, of the control system with GPS. We have the boat rocks back toward the direction used it ourselves in some rough, windy of motion. So lay off the stick before you conditions, with a variety of power plants, A little-touted actually get right next to the dock, lest and can verify that it works. Compared advantage of you roll into it and ding the finish. Just as with conventional controls, it’s a pleasure joysticks is that with conventional controls, use judgment, to use while waiting for a bridge to open, they provide anticipation and the elements and allow or lined up waiting to enter a lock or just a second, the boat’s “way” to finish the move. “hovering” over a potential fishing spot. redundant But station-keeping, like autopilot, still set of engine demands a vigilant captain at the helm. It Twist and Shout controls and so enhance safety is not intended to allow a single-handed Joystick operation can be summed up and reliability. skipper to leave the bridge and go to the by the phrase “push and twist.” Push the bow, for instance. Enough said. stick in the direction you want the boat 30

B OAT I N G M AG .C O M

OCTOBER 2013

TWO "OOPSIES" TO AVOID

Just as the bow lifts while a boat accelerates and drops after speed is attained, so the side of a boat can rise and fall when it moves sideways.

The mere weight of one’s hand can cause the stick to lean while twisting. So instead of spinning in place, the boat spins and moves out of position. — K.F.

ILLUSTRATIONS: TIM BARKER; PHOTO: COURTESY YAMAHA OUTBOARDS

Joystick Maneuvering

194LX

❖

204LR

❖

214LR

❖

234LR

Easy loading and unloading with a side-entry walkway ❖ Large bow platform that houses an anchor locker, slide out steps, and an ice chest ❖ A wide-body design with room for lots of passengers ❖ Storage and more storage—the entire area under the sun deck is open and there's Àoor storage for skis and life vests ❖ Large sun deck pods for easy boarding or kicking back and relaxing ❖ Fiberglass cockpit Àoor liner for easy cleanup ❖ 214LR and 234LR models have entertainment centers and large, functional head compartments, so you're ready for a day on the water! ❖ A cockpit (or bow) table (optional for the 204LR, unavailable on 194LX) stows easily under the sun deck. EASY MAINTENANCE The engine lifts out of the water when not underway and is easily accessible from the water or dock. Here's the kicker—Stingray's Z-plane hull provides superior performance that allows you to equip your boat with a smaller power option to achieve speeds that require a larger engine on competitor boats. LESS COST AND BETTER FUEL ECONOMY

LEARN MORE ABOUT OUR SPORT DECK OUTBOARD MODELS Scan the QR Code with your smart phone, or visit StingrayBoats.com

The Boat Doctor

W H AT T O L O O K F O R

Power Steering

Power steering makes maneuvering easier for skippers of any style of boat. When you’re looking for a power-steering system, or a new boat fitted with one, make sure it incorporates these key components. — Eric Colby

NO FEEDBACK The helm

should have a stainless-steel steering column with a selflubricating bearing to last longer in the saltwater environment. A power-steering helm also needs integrated lockouts or “stops” to ensure that feedback from the rudder doesn’t push ﬂuid back up into the system and torque the steering wheel. Maximum backpressure for the lockouts is 300 psi.

SIZE (IT MATTERS)

Steering hoses must be sized to the system pump’s ﬂow capacity. Except for highperformance installations that have braided stainless-steel lines to look cool, most power-steering hoses are 1,000 psi minimum, single-wire reinforced, industrial, hydraulic versions with swaged ends. Avoid the plastic hose used in manual hydraulic systems. Hot ﬂuid from a power-steering pump can deform the hose.

CONTROLLED CRUISE

Autopilot is easier to install on a power-steering system than on a manual hydraulic one because, at the steering end, a solenoid is all that’s added. It receives a signal from the autopilot unit and adjusts the steering to port or starboard.

SUFFICIENT TANKAGE

The ideal rule of thumb for ﬂuid capacity is three times the maximum ﬂow of the pump, but it’s unrealistic. If you

With manual hydraulic steering, the skipper is the motor, powering the pump by turning the wheel. Power and power-assist systems use separate pumps. — E.C.

B OAT I N G M AG .C O M

have a pump making 4 gpm at 600 rpm, it will make 16 gpm at 2,400, and a 48-gallon tank takes up lots of space. Instead, most shops use a 1:1 ratio but encourage owners to install an in-line cooler to keep temperatures in check and steering smooth.

PUMP POTENTIAL

Power steering uses an engine-driven pump — either mounted on the motor

OCTOBER 2013

or belt-operated — to open and close hydraulic cylinders. The pump needs a third reserve hose to return fluid to the tank. Typically, for a 30- to 40-foot boat, you’ll need a unit that pumps four gallons per minute at idle to maneuver around the docks. As engine rpm increase, so does the pump’s flow rate. A quality system has a diverter kick in at a preset flow rate to divert excess fluid back to the tank.

STEERING CYLINDERS

The point of contact for the rudder, sterndrive or outboard in the system is the steering cylinder. Most boats under 40 feet use single cylinders. Outboard cylinders may push against the boat or just the engine, and offshore performance boats use twin stainless steel. Dual-cylinder inboard installations offer smoother rudder action versus a single cylinder.

ILLUSTRATION: TIM BARKER

When your new boat moves effortlessly, your day does too.

ULTIMATE CONVENIENCE

AUTO OUTBOARD TRIM & STEERING FRICTION CONTROL

INTUITIVE CONTROL EFFORTLESS JOYSTICK DOCKING & MANEUVERING

COMPLETE CONFIDENCE ENHANCING YOUR BOATING FUN, SATISFACTION & MEMORIES

Until you can experience Helm Master on the water, see what it can do online. Simply scan this code*.

5-INCH HIGH-DEF LCD GAUGE

JOYSTICK DOCKING

ENHANCED BINNACLE CONTROL

KEYLESS ELECTRONIC IGNITION

From the swipe of your keyless ignition ‘til you activate the Theft Deterrent System, feel in complete command of your new boat with Helm Master. Its Steering Friction Control automatically tightens or loosens the steering wheel’s friction as you increase or decrease rpms for remarkable control underway. Trim Assist auto-trims the outboards up or down based on your rpm settings for a well-trimmed and fuel-effcient day. And yes, Helm Master also features a fully integrated digital joystick that, when activated, helps you maneuver and dock your boat with confdence like never before. Imagine sliding your boat laterally in or out of a tight space, or spinning your boat 360 degrees on axis with ease. Discover smart, intuitive and convenient functionality that not only makes boating more effortless; it also does the same for your day. // To learn more about the many other Helm Master features, visit YamahaOutboards.com/HelmMaster.

Follow Yamaha on Facebook® and Twitter™ Helm Master available on select new twin and triple Yamaha outboards installed on new boat packages manufactured by participating boat builders and sold by authorized dealers only. *Message and data rates may apply. May not be available on all devices. REMEMBER to always observe all applicable boating laws. Never drink and drive. Dress properly with a USCG-approved personal foatation device and protective gear. © 2013 Yamaha Motor Corporation, U.S.A. All rights reserved.

Tests

( #2781 )

Carver C34

arver’s C34 abounds with details that

impress experienced skippers, such as raised edges on stair treads to ensure safe footing, deep hatch gutters to promote good drainage and keep gear dry, and cleat placement that provides security and several options while docking, anchoring or rafting with other boats. also, from its seven-seater flying bridge lounge to its twostateroom, two-head cabin plan, the C34 boasts features bound to impress guests. what else did we discover? read on, learn more details, and take a vicarious ride aboard the Carver C34. while the C34 topped out at 31.8 mph, i was more impressed with the comfort this broad-bow, straight-stem little yacht delivered at 24 mph cruising in our test day’s blustery atlantic chop: i enjoyed both the ride and the view from the flying bridge, and that’s not something that can be said of all flying bridge boats this size. running from a flybridge is like being on the long end of a stick. Motion is amplified. the three major components of a boat’s motion — roll, pitch and heave — which can feel comfortable at deck level, often become tortuous when experienced from 8 or 10 feet higher. it’s hard to pin noTeworThy down exactly why a certain boat behaves a certain way in a given set of conditions, but in the C34’s case, we can make some assumptions as to why it delivers a rather comfortable ride. For one thing, its straight stem gives it a longer waterline length than those of similar boats possessing similar length overall (loa), such as Meridian’s 341 sedan ($545,201, with twin 320 hp MerCruisers), allowing it to bridge waves a bit better and reduce pitch. though its 18,000-pound displacement is par for this class, the C34 is not as tall as comparable boats, yet it’s a bit wider. both attributes contribute to stability. the aluminum trusses i saw installed during the plant tour portion of this test helped prevent the house from being wracked. subjectively, the boat feels balanced, and it

The aluminum trusses i saw

installed during my plant tour help prevent the deckhouse from being wracked, even at a quick pace underway in choppy water.

The salon opens wide on the cockpit and the swim platform beyond; residential-height berths are convenient; commanding comfort at helm. 34

b oat i n g m ag .c o m

october 2013

Photos: courtesy carver yachts



b oat i n g m ag .c o m

october 2013

 Carver C34 starboard-side guest stateroom features twin berths that convert to a double, and is privatized by a wood door. across the passageway is the head, with its fiberglass stall shower. i sat on the shower seat and believe cruisers will find it a welcome amenity, particularly since the shower head can be used as a hand-held wand. the vanity sports a vessel sink. there’s an exhaust fan, and the fiberglass sole makes it easy to keep things sanitary. the master stateroom features a residential-height master berth. we appreciate such residential-height berths not only for their ease of entry but also for the extra headroom and sense of space they provide. (intangibles and a space’s “feeling” are important, in our view.) the round portholes, as distinctive here as when seen from outside, open for ventilation, yet dog down tight for rough-weather motoring. in all, i felt that one could comfortably “escape” one’s crew for a few hours in this stateroom. that’s a tough feat to accomplish aboard a 34-foot boat. sea-trial Carver’s C34. You might find that it manages to pull off numerous feats that other boats fail to accomplish. — Kevin Falvey

To view more photos for the Carver C34, scan this tag or go to boatingmag.com/2781.

SCAN ME!

B oAT I n G M AG .C o M

oCtober 2013

AVA I L A B L E P O W E R : INBOARD

high Points

 Wide side decks and tall rails make going forward safe and easy.  Innovation allows an express boat’s all-access exterior to meld with a

bridge boat’s commodious digs.

Low Points

 Install a real compass, please.  the Bimini-top grenade pins are difficult to access, located tight between

the lounge backrest and the venturi windshield.  LOA: 35'6"  Beam: 13'0"  Draft (max): 3'6"  Displacement (approx.): 18,000 lb.  Transom Deadrise: 11 degrees  Bridge Clearance: 12'7"  Max Cabin Headroom: 6'9"  Fuel Capacity: 250 gal.  Max Horsepower: 1,050  Available Power: twin Mercruiser

gasoline v-drives to 600 hp total; twin volvo Penta diesel v-drives to 600 hp total

Price: $361,400 (with test power)  BoATInG Certified Test results SPEED rpm

knots

mph

gph

1000 1500 2000 2500 3000 3500 4000 4500 4670

5.47 6.86 7.56 9.12 12.56 16.16 20.94 24.37 27.63

6.30 7.90 8.70 10.50 14.45 18.60 24.10 28.05 31.80

3.00 4.90 6.90 11.90 17.30 24.50 30.80 41.60 45.00

EFFICIENCY naut. stat. n. mi. mpg mpg range 1.82 1.40 1.10 0.77 0.73 0.66 0.68 0.59 0.61

2.10 1.61 1.26 0.88 0.84 0.76 0.78 0.67 0.71

411 315 247 173 163 148 153 132 138

s. mi. range 473 363 284 199 188 171 176 152 159

OPERATION sound angle level 0 0 2 2 3 3 2 2 2

66 67 68 70 74 76 77 79 80

MOST ECONOMICAL CRUISING SPEED

how we TeSTeD ENGINE: twin 300 hp Mercruiser 5.7 horizon Dts ect gasoline inboards DRIVE/PROP: v-drive/20" x 21" 3 blade bronze GEAR RATIO: 2.5:1 FUEL LOAD: 75 gal. WATER ON BOARD: 10 gal. CREW WEIGHT: 500 lb. Carver Yachts Pulaski, Wisconsin; 920-822-3214; carveryachts.com

Photo: courtesy carver yachts

responds as expected to input at the helm. on the flying bridge, snap-in woven carpet, a plush swiveling helm chair, an aluminum-frame venturi and two large raymarine touch screens made this skipper feel comfortable. (however, the teeny compass needs to go; a boat like this demands a 5-inch, flat-card compass, in my opinion.) there’s a lounge that seats seven guests wrapping to port. behind that is a thick sun pad ringed by a stainlesssteel rail. a stowage locker beside the helm features a recessed tray top and a built-in stereo. a taut and rugged bimini top covers all, and the steps to the cockpit feature grippy nonskid and the aforementioned raised-lip risers. the cabin impressed me. the C34’s decor achieves luxury, while remaining bright, functional and easy to maintain, thanks to an artful mix of faux wood, taut fabric and just the right amount of glossy fiberglass. Moreover, the twin, sliding-glass entry doors hinge open as well, swinging wide to seamlessly connect salon and cockpit. this arrangement will be just as useful for a cruising couple as it will when entertaining a dozen guests. in effect, it provides an express boat’s egress and access to and from the water while retaining the maximized living quarters only a bridge boat can provide in any given length. small details, such as the handy little retainers for the miniblinds, also impressed. the salon features a six-person settee and table that converts to a double berth. opposite, find the u-shaped galley, with its two-burner cooktop (for cruising, specify a model with potholders), microwave and a deep sink. the two-tiered forward section of counter is functional and is also where a second control station can be fitted (price on request), a desirable option for those seeking climatecontrolled helm time. belowdecks, the C34 boasts a two-stateroom layout. the

More Power. Less Fuel. More Fun. What’s better than skimming across the water powered by Volvo Penta’s new-generation, high-performance engine? How about using less fuel and saving money while you’re doing it. Introducing the V8-380. It’ll have you holding onto your seat, without reaching into your wallet.

www.volvopenta.com/us

Tests

( #2782 )

Monterey 288SS

onterey means “hill king” in spanish,

or “king of the hill.” it’s the name of one of California’s most exotic coastal cities, and Baja California has named its Ciudad de monterey latin america’s safest city. But we’re talking about boats, so what’s all this about? monterey’s 288ss is one of the most exotic, even elegant, bowriders we’ve tested since Cobalt debuted the a28. the Florida boatbuilder has been on a tear to be king of the luxury-boat hill, and when we tested this boat on a choppy day offshore of Boca raton, we were convinced by its secure dry ride that its efforts were not misplaced. seas were a solid 2½ feet with short intervals that would shake the engine bolts off of most boats, but in this one, i jotted notes — barely legible, but legible — while mike Botti, monterey’s tech guy, piloted the big bowrider to top speed. mike commented that i seemed pretty trusting of his skippering, sitting relaxed with pen poised over paper, eyes on the gps and decibel meter. i remarked that he seemed competent, but in addition, the hull’s crisp 21-degree deadrise cut the seas nicely and the monterey eased over the crests without much pitch — and when we did “bark” the props, she re-entered softly. i was securely cradled on the passenger seat, which was way softer than a performance seat and more stylish too. We had 380 horses at our noTeworThy command, with merCruiser’s 8.2-liter sterndrive under the sun pad and a Bravo three drive turning the dual props. sadly, our test boat was overpropped and topped out at just 4,500 rpm, averaging 48 mph. When the 26-inch propset was later changed to a 24, Botti reported the 288 topped out at a horsepower maximizing 4,900 rpm and a top speed of 49 mph. even though we didn’t get to experience that added speed, we knew monterey’s design was on target as we left the sea and headed through the nasty inlet. Boca raton means “mouth of the rat,” and this narrow little passage has one of the trickiest currents on a tide of any along Florida’s east coast. in fact, you may power

The optional wakeboard arch ($10,542) on the 288ss gives a super tow point for riding.

Monterey’s 288SS exhibits a three-point focus on performance, luxury and durability. Convertible features like the passenger seat add versatility. 38

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october 2013

Photos: forest johnson (MAIn), courtesy Monterey boAts (3)

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 Monterey 288SS patented transom step that swings into the water, offering up a chest-deep, two-person seat for relaxing or easier reboarding. it serves the dual purpose of adding a barrier between bare feet and the propset below. monterey’s sun pad pops up into a rumble seat that’s inarguably one of the most pleasant luxuries on board. Back inside, the aft lounge seat back also serves as a head bolster when the pad is flat for sunbathing. in fact, there are no unpadded flat surfaces in the 288ss, and each contoured upholstery feature is shaped for comfort and to complement the vessel’s exterior lines and interior style. adding to convertibility, the passenger seat back flips forward, completing an aft-facing lounge. Forward seating is spacious too, and each lounge sports a swing-away armrest. access to the area is through the windshield, and a wind dam is present to close the cockpit in inclement weather. there’s a ton of storage easily accessed in the walk-through under the helm station. i’d have to say that the 288ss is evidence that monterey is making a try for king of the hill. its weaponry is sharpened with elegant style and a luxury ride. — Randy Vance

B oAT I n G M AG .C o M

oCtoBer 2013

For a closer look, see our on-water photos of notes from the test in Boca Raton by scanning this tag or visiting boatingmag.com/2782.

SCAN ME!

AVA I L A B L E P O W E R : STERNDRIVE

high Points

 this boat rides soft, tracks true and handles intuitively.  Granite-accented decor highlights the easy-access head.  convertible sun pad is marked by excellent execution.

Low Points

 engine is accessible only via the electric lift that raises the entire aft

seating section. If it fails, it’s a two-man job to raise it.  LOA: 29'0"  Beam: 9'0"  Draft (max): 3'1"  Displacement (approx.): 7,100 lb.  Transom Deadrise: 21 degrees  Bridge Clearance: 8'7" (with arch); 5'11" (without arch)  Fuel Capacity: 100 gal.  Max Horsepower: 430  Available Power: Volvo

Penta 380 eVc dual prop; Mercruiser 380 bravo three and Mercruiser 430 MPI Dts cAt bravo three

Price: $120,326 (with test power)  BoATInG Certified Test results SPEED rpm 1000 1500 2000 2500 3000 3500 4000 4500

knots 5.0 6.9 10.6 19.7 29.1 35.1 38.9 46.7

mph 5.8 7.9 12.1 22.6 33.4 40.4 44.7 53.7

gph 2.7 4.7 8.2 10.2 14.5 18.5 28.1 44.7

EFFICIENCY naut. stat. n. mi. mpg mpg range 1.9 1.5 1.3 1.9 2.0 1.9 1.4 1.0

2.13 1.68 1.48 2.22 2.31 2.18 1.59 1.20

167 131 116 173 180 171 125 94

s. mi. range 193 151 133 199 207 197 143 108

OPERATION sound angle level 1 2 5 6 5 4 4 4

70 77 79 82 85 88 88 93

MOST ECONOMICAL CRUISING SPEED

how we TeSTeD ENGINE: Mercruiser 8.2 Mag MPI Dts cAt DRIVE/PROP: bravo three/26" propsets GEAR RATIO: 1.75:1 FUEL LOAD: 75 gal. CREW WEIGHT: 400 lb. Monterey Boats Williston, florida; 352-528-2628; montereyboats.com

Photos: courtesy Monterey boAts

through this inlet until you’re just short of the residential docks inside. the power gives control and adds to safety. But even as we powered down in the lingering current, the 288 held its course, tracking truly as we came in. at the dock, a current swept along at 4 knots or better. mike pointed the vessel into it and she laid up alongside sweetly. the 288ss is going to be right at home any busy weekend on lakes like lanier, mead and lake of the ozarks, vying with Cobalt for the title of king of luxury boats. it’s no accident that monterey has built contoured custom dash panels with leatherlike brows and contrasting stitching — a page from the a7’s playbook, as is the swingaway passenger console with complimentary styling and a roomy head behind it. entry to the head is spacious for a boat its size, and a granite look spices the fiberglass interior. the 288’s transom platform and walk-through are covered in nonskid gray-with-blackstripes seaDek. the look is reminiscent of bleached teak and holly, crisp and clean. the platform is wide and features a boarding ladder that’s easy to deploy from the water — a safety feature required for its nmma certification. Cobalt beats monterey here, though, with its

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Tests

( #2783 )

3-foot chop, just right for showing off the air step. our test boat rose quickly onto plane with minimal bow rise and rode easily even at high cruising speed. We confess to grinning broadly, because we were piloting it from its (optional $5,000) flying bridge, settled securely within its molded sides as the 9 played in the seas. the Barracuda 9 offers seating for five in the pilothouse, two on pedestal helm and companion seats — with flip-up bolsters for standing — and three side-by-side against the aft cabin bulkhead. fold-down tables mount on the pilothouse sides, and there’s a small galley with a sink and a stove with a single gas burner. Headroom is 6 feet 6 inches. air conditioning and heat are optional, as is a bow thruster. Belowdecks, the Barracuda 9 offers a v-berth and an enclosed head. on deck, there’s comfortable seating in front of and on the aft side of the pilothouse, plus a full-width stern seat. — Capt. John Page Williams more oNliNe

to see a photo gallery of the Beneteau Barracuda 9, visit boatingmag.com/2783.

AvA i l A B l e p o w e r :

Beneteau Barracuda 9

or residents of islands from scandinavia’s

Baltic sea to those of the maine coast and salish sea in the United states, boatbuilders have developed seaworthy, fast boats with pilothouses set in the center of open cockpits. they’re tough, all-weather boats that serve as cargo haulers, ferries and fishing boats. the Barracuda 9 (9 meters length overall) is a new take on this breed. Powered by twin v-6 four-stroke extra point outboards, it cruises in the high 20 mph to low 30 mph range with stashes fuel burn in the range under an optional of 15 to 20 gallons compartment behind per hour. that’s good performance for a boat the pilothouse that displaces more bulkhead. it’s a great than 7,500 pounds. the secret is her air addition for heating step hull, a proprietary and air conditioning. Beneteau design in which a forwardfacing scoop on each side of the pilothouse forces air through a hose to an outlet at the keel, about 40 percent of the way forward of the transom. it flows over a pair of steps to build a cushion of air for the aft part of the hull to ride on. Unlike stepped hulls on go-fast sport boats, which are designed to vent air, the air step hull holds the air with specially formed channels inside the chines but does not impede the flow of solid water to the outboards’ propellers. test day brought a steady breeze and a nasty 2- to

An optional generator

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october 2013

oUtBoArd

High points u performance is quick and efficient thanks to the air step hull. u the seaworthy hull and pilothouse allow four-season boating. u the pilothouse seats five comfortably for a hard run or just for lunch.

Low points u Watch your fingers! there's little clearance between the handles for the

pilothouse sliding doors and the bulkhead. u the finger hole in the cabin sole stowage hatch is at the wrong end. u there’s a scant 46 inches of headroom in the head.

toughest Competitor the Minor offshore 28 ($183,916) is an able walk-around pilothouse, but it comes with a Volvo penta D4 diesel Duoprop sterndrive and an aft cabin. u LOA: 29'3" u Beam: 9'7" u Draft (engines down): 2'8" u Bridge Clearance: 11'8" u Transom Deadrise: 21 degrees u Displacement: 7,584 lb. u Fuel Capacity: 106 gal. u Max Horsepower: 450

uPrice: $150,000 (base with twin 225 hp Yamaha F225s)  Boating Certified test results Speed rpm

knots

mph

gph

1000 1500 2000 2500 3000 3500 4000 4500 5000 5200

5.13 6.95 8.26 10.73 20.51 26.07 30.94 34.67 39.54 41.54

5.90 8.00 9.50 12.35 23.60 30.00 35.60 39.90 45.50 47.80

2.70 4.50 7.20 11.00 13.80 17.60 22.30 30.20 42.90 44.20

efficiency naut. stat. n. mi. mpg mpg range 1.90 1.54 1.15 0.98 1.49 1.48 1.39 1.15 0.92 0.94

2.19 1.78 1.32 1.12 1.71 1.70 1.60 1.32 1.06 1.08

181 147 109 93 142 141 132 110 88 90

s. mi. range 208 170 126 107 163 163 152 126 101 103

operAtion sound angle level 0 0 3 5 6 3 2 2 2 2

57 57 62 68 73 76 80 82 82 84

Most EconoMical cruising spEEd

HoW We teSteD EnginE: twin 225 hp yamaha F225 four-stroke outboards PrOPs: 19" x 15.25" 3-blade stainless steel gEAr rATiO: 2:1 FUEL LOAD: 80 gal. CrEw wEigHT: 750 lb. Beneteau USA annapolis, Maryland; 410-990-0270; beneteauusa.com or barracuda9.com

photo: courtesy beneteau usa

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Tests

( #2784 )

armrests, stainless-steel grab rails and stainless-steel cup holders complete the amenities. chaparral dubs the 257 its “next generation” luxury bowrider. Upscale touches include an elegant two-tone, vinyl-wrapped helm, with contrast stitching and a custom leather-wrapped steering wheel, digital gauge array and realwood dash veneer. the port console gets similar treatment on its exterior. Within, the head compartment offers a solid-surface countertop, sink with pull-out faucet, portable potty, mirror and screened port. at its core, however, this is familiar chaparral. the hull handled the choppy waters of tampa bay with absolute precision, darting into tight turns without any hint of bucking or prop release. a Volvo Penta 380 powered the craft onto plane in four seconds, hit 30 mph in less than eight seconds, and topped out at 51.5 mph. — Jeff Hemmel more oNliNe

to see more photos of the Chaparral 257 SSx, visit boatingmag.com/2784.

ava i l a B l e p o w e r : sterndrive

Chaparral

257 SSX

u Worried about the electric engine hatch damaging the transition lounge

odel year 2013 may be called the year

Look very closely

b oat i n g m ag .c o m

u Fore/aft and swivel adjustment levers are built into the thigh bolsters. u articulating hinges allow bow seats to fully open and stay put.

of the stern, as many builders showcase layout innovations in the rear cockpits of their new boats. aboard the 257 SSX, chaparral takes a different tack, re-creating its portside seating options. butted up against the transom bench, the 257 SSX’s “transition lounge” essentially creates the chaise portion of an l-shaped lounge. this portside seating, however, actually sits atop a pedestal. Slide it forward and you create a separate aft-facing seat, with extra point a forward-facing seat behind that lets passengers keep their feet on the cockpit sole, rather than having to recline. at that or, pivot it 90 degrees and ski locker; large slide in the standard sidestorage drawers mount table, and you’ve got are built into the an instant dinette. that’s not to imply there’s space below the no innovation aft. chaparral’s floor to both port stern bench is two separate love seats, separated by a and starboard. transom walk-through and with the bench’s back-to-back, mirror images facing the swim platform. Underway, face forward. bobbing at anchor, face aft and use the swim platform as your own private dock. Prefer to lounge? click a switch and the seats lower into individual sun pads. you can even tilt up the forwardmost cushion to use as a backrest. Some innovative thought also went into the seats in the bow cockpit. backrests slope seamlessly into the bottom cushions to promote a relaxed, laid-back feel. retractable 44

High points

october 2013

should you forget to slide it forward? Don’t be. chaparral thought of that.

Low points u the transition lounge may be cool, but it’s perhaps not as comfortable as

a traditional u-shaped bench. u should power fail, the engine hatch rams allow for manual raising without

reaching inside for a disconnect pin, but the hatch is heavy.

toughest Competitor cobalt’s a25 forgoes a head, but offers a hydraulic swim platform. powered by the identical Volvo penta V8-380, it runs $108,272. u LOA: 25'6" u Beam: 8'6" u Draft: 1'2" u Displacement (approx.): 4,700 lb. u Transom Deadrise: 22.5 degrees u Bridge Clearance: 5'8" u Fuel Capacity: 72 gal. u Max Horsepower: 430 u Available Power: Mercruiser or Volvo penta sterndrives up

to 430 hp

uPrice: $102,726 (with test power)  Boating Certified test results speed rpm

knots

mph

gph

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 5790

5.04 6.60 8.52 12.34 20.16 25.37 29.37 33.46 37.54 42.15 44.75

5.80 7.60 9.80 14.20 23.20 29.20 33.80 38.50 43.20 48.50 51.50

1.50 2.40 4.50 5.90 7.70 10.20 12.60 16.50 21.50 28.40 28.60

effiCienCy naut. stat. n. mi. mpg mpg range 3.36 2.75 1.89 2.09 2.62 2.49 2.33 2.03 1.75 1.48 1.56

3.87 3.17 2.18 2.41 3.01 2.86 2.68 2.33 2.01 1.71 1.80

218 178 123 136 170 161 151 131 113 96 101

s. mi. range 251 205 141 156 195 186 174 151 130 111 117

operation sound angle level 0 1 4 5 4 3 3 2 2 2 2

64 68 76 79 79 81 83 85 87 87 88

Most EconoMical cruising spEEd

HoW We teSteD ENGINE: Volvo penta V8-380c (catalyst) DRIVE/PROP: Duoprop/F5 stainless-steel propset GEAR RATIO: 2.14:1 FUEL LOAD: 54 gal. CREW WEIGHT: 360 lb. Chaparral Boats Nashville, Georgia; 229-686-7481; chaparralboats.com

photo: courtesy chaparral boats

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Tests

( #2785 )

SouthWind 212 SD

SouthWind launched the outboard 212 SD and scored a direct hit in deck boat fun. It’s built light using durable Nida-Core panels in the sole and rugged hardware throughout. Stainlesssteel grab rails are affixed at all logical points. Sturdy pull-up cleats are a nice style touch too. Navigation lights are

We Say

low-power, high-output LEDs. The bow lights are recessed to protect them from bumps and scrapes. SouthWind has a softer side too. The company calls the sole covering “soft teak,” and it gives a smart look. The lounge seats feature tough hinges and allow easy access to the stowage within by holding the seat bottoms at attention. Nice touch. When maintenance is required, recessed access plates make it easy and won’t stub toes. A nice hull-and-power relationship delivers good cornering, and a hydraulic helm provides easy control. Outboard deck boats are becoming favorites of coastal boaters who also like to fish, and SouthWind offers rod holders and a livewell too. The SouthWind 212 SD is new — and smart. — Randy Vance WHo’D WanT one Any boater who

recognizes the advantages of easyto-maintain outboard power on a performer that can cross over from

fresh to salt water. Hurricane’s SD 217 OB ($51,860 with test power) is a dual-console deck boat that also offers a fishing package with a livewell and rod holders.

anoTHeR CHoiCe

BoTToM Line: $49,263; southwindboats.com  BoaTing Certified Test Results speed rpm 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

knots mph 3.35 4.21 5.65 6.08 8.52 18.12 22.03 26.20 30.20 33.54 37.71

3.85 4.85 6.50 7.00 9.80 20.85 25.35 30.15 34.75 38.60 43.40

efficiency naut. stat. n. mi. s. mi. gph mpg mpg range range 0.70 1.20 1.90 2.90 4.20 4.90 6.10 7.40 9.20 12.70 15.80

4.78 3.51 2.97 2.10 2.03 3.70 3.61 3.54 3.28 2.64 2.39

5.50 4.04 3.42 2.41 2.33 4.26 4.16 4.07 3.78 3.04 2.75

215 158 134 94 91 166 163 159 148 119 107

operation sound level

248 182 154 109 105 191 187 183 170 137 124

66 70 75 77 80 86 88 89 90 93 96

Most econoMical cruising speed

u loa: 20'6" u Beam: 8'6" u draft (outboard up): 1'1" u dry weight: 2,500 lb.

HoW We TeSTeD EnginE: Yamaha F150 ProP: Reliance Series 14¼" x 17" gEar ratio: 2:1 FuEl load: 25 gal. CrEw wEight: 400 lb.

photo: CoURtESY SoUthwind

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RinKER 186 OB

Most 18-foot sterndrive runabouts boast 190 to 220 horses below the sun pad. Rinker’s 186 OB sports an outboard to get around the steep price increases that have hit sterndrives. A lower-horsepower outboard also consumes less fuel and is easier to maintain. But does it come with a performance catch?

photo: CoURtESY RinkER

WE SaY

With my test boat’s Yamaha F115 (other brands are offered), I peaked a whisker shy of 40 mph, got onto plane in 4.6 seconds and passed the 30 mph mark in six more. I also recorded a fuel burn of 5.3 gph at a 28 mph cruise. Outboards have long been celebrated for freeing up cockpit space. The trade-off is the loss of the sterndrive’s generous swim platform: Twin smaller platforms flank the outboard. Elsewhere, the 186 OB offers twin captain’s chairs and a generous ski locker in the sole. Bow seating follows the perimeter of the cockpit, though I found the bow lounge is deeper than average — a fact parents will appreciate since bows are typically kiddie territory. — Jeff Hemmel WHo’D WanT onE The entry-level or family buyer looking for affordability but without compromising function.

power) squeaked another 2 miles an hour from similar power in a recent test. The Ebbtide shares the Rinker’s traditional cockpit layout but keeps most of the sun pad shared by its sterndrive counterpart. $29,125 with test power; rinkerboats.com BoTToM LinE

 BoaTing Certified Test Results speed rpm 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6200

knots mph

efficiency operation naut. stat. n. mi. s. mi. sound gph mpg mpg range range angle level

1.91 3.04 4.34 5.74 7.73 14.08 21.38 24.33 28.24 30.85 33.19 34.32

0.40 0.70 1.40 2.00 2.90 3.90 4.10 5.30 6.30 7.40 9.30 9.90

2.20 3.50 5.00 6.60 8.90 16.20 24.60 28.00 32.50 35.50 38.20 39.50

4.78 4.34 3.10 2.87 2.67 3.61 5.21 4.59 4.48 4.17 3.57 3.47

5.50 112 5.00 102 3.57 73 3.30 67 3.07 62 4.15 84 6.00 122 5.28 107 5.16 105 4.80 98 4.11 84 3.99 81

129 117 84 77 72 97 140 124 121 112 96 93

0 0 1 6 7 5 3 2 2 2 2 2

64 64 76 79 83 79 79 85 85 86 88 87

Most econoMical cruising speed

u LOA: 18'8" u Beam: 7'4" u Draft (outboard down): 3'0" u Dry Weight: 1,750 lb.

HoW WE TESTED

Ebbtide’s 2-inchshorter 188 SE O/B ($16,375 without

anoTHER CHoiCE

ENGINE: 115 hp Yamaha F115 PROP: 13¼" x 17" three-blade aluminum GEAR RATIO: 2.15:1 FUEL LOAD: 13 gal. CREW WEIGHT: 325 lb.

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Tests

( #2786 )

Motorhead

Compared with all the shafts, U-joints, bellows and steering components of a sterndrive, an inboard (even one with a V-drive transmission) is less complex. There are fewer elements to break, wear out or service. Also, corrosion is less of a concern with inboard running gear than with an aluminum sterndrive. An inboard’s running gear also leaves a cleaner, flatter alley behind the boat, which wakeboarders love. So do offshore anglers, because this alley makes it easier for fish to find and attack trolling lures and baits. A V-drive is more efficient in delivering horsepower to the prop, losing only 8 percent, while a sterndrive loses 13 percent. Yet, all other things being equal, a sterndrive is faster and more fuel-efficient. Why? As we proved in our comparison “To V or Not to V” (boatingmag.com/v-or-not-v), inboard running gear generates a lot of drag, reducing speed and miles per gallon versus a sterndrive. Also, a sterndrive’s angle of thrust is virtually horizontal, further increasing efficiency over the 7- to 12-degree down angle of an inboard’s prop shaft.

3 4

V-DRIVE INBOARDS OFFER ADVANTAGES FOUND IN NO OTHER PROPULSION SYSTEM.

with the stable tracking of inboard running gear, a V-drive proves ideal for generating the big wakes, steep ramps, smooth faces and clean alleys that wakeboarders have a jones for. But V-drives aren’t just for tow boats. This drivetrain offers a number of unique beneﬁts aboard cruisers and sport-ﬁshers. Keep these pluses — and minuses — in mind if you are considering a V-drive.

AFT ENGINE PLACEMENT As indicated earlier, a V-drive engine is situated farther astern than on a conventional inboard or a pod drive. This frees up room amidships for tanks, storage lockers or even a midcabin berth. However, the engines are not as far aft as in a sterndrive. Plus, a V-drive gobbles up more room belowdecks than a sterndrive by virtue of a transmission and mufﬂer system. Crowded compartments, coupled with belts and pulleys facing aft against the transom, impede service.

B OAT I N G M AG .C O M

OCTOBER 2013

V-DRIVE TRANSMISSION

The V-drive transmission systems of yesteryear possessed a bad reputation for their racket and gear noise. However, today’s V-drive transmissions from companies such as Twin Disc, Velvet Drive and ZF (all of which bolt directly to the back of the engine, which faces backwards Wake in these systems) offer sports have smoother and quieter wrought operation. Gearing can much be speciﬁed to suit the reﬁnement boat, engine and style in V-drive systems. of boating.

BIG WHEELS While a sterndrive offers better performance, the anti-ventilation plate limits its propeller diameter. With a V-drive, you’re not as limited, and this can be an advantage if, for example, you want to bump up the prop diameter to help improve low-speed handling. Also, if you’re cruising to a remote destination and bang up a wheel, it’s easier to find a replacement prop for an inboard versus a specialized prop or propset for a sterndrive or pod drive. Inboard running gear components tend to be fairly universal. Ultimately, V-drive systems offer more space amidships than a conventional inboard and require less maintenance and service than sterndrive systems. While sterndrives are faster and more fuel-efficient, a V-drive can swing a bigger wheel, and you’re more likely to find a replacement prop when far from home. — Jim Hendricks

ILLUSTRATION: TIM BARKER

V-Drive Versatility ITH THE WEIGHT OF THE ENGINE PLACED IN THE STERN, BUT

INBOARD RUNNING GEAR

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How Oil Gets Tested Testing labs have made oil analysis inexpensive and quick, with 24- to 48-hour email turnaround. For metal elements, they use inductively coupled plasma (ICP), in which oil is vaporized and sent through a spectrophotometer to measure the concentration at each light wavelength (color). The lab correlates those light levels with the amount of each metal present in the sample. The results summary includes a chart of “wear metals,” whose presence indicates they have worn off their components and are contaminants, as well as other factors. The report comments on what the results mean and recommends the most appropriate interval for future oil changes.

B OAT D O C S P EC I A L

Taking Oil Samples

Oil Analysis GIVE YOUR ENGINE A ROUTINE PHYSICAL

OR HUMANS, A

blood test is part of a routine physical. Likewise, testing ﬂuids in a marine engine tells plenty about its condition. With a century’s experience lubricating billions of internal combustion engines, petroleum engineers have developed sophisticated oil blends that protect engine parts, pick up materials that wear off, and keep them in

suspension. These blends neutralize acids that form and cleanse internal surfaces. Modern engine oils adjust viscosity according to engine temperature. In time, the load of worn materials begins affecting the oil’s lubricating capability. Combustion byproducts slide past piston rings under pressure generated as cylinders ﬁre. This “blow-by” carries unburned fuel, especially

if the engine is operating inefﬁciently. Then it’s time for an oil change, a transfusion of fresh “body ﬂuid.” It’s also a chance to test the old “blood,” to see what materials and how much the oil is carrying. When the engine is new and tuned correctly, the test should show low wear levels and no blow-by, but early and routine tests establish a baseline for tracking the engine’s condition over its useful life, just as routine stress tests do for humans. When something changes, those tests catch it before it becomes critical, saving time and premature failure.

Analyzing an oil sample costs about $30 (including shipping). That’s a technology bargain. The next time you order an oil change, ask for analysis. Most service techs have speciﬁc labs they work with. If you change your own oil, the process is easy. Get a sampling kit with instructions and follow them. Be sure to share the results with the shop that services your engine. The value of oil sampling lies in how the numbers change over time. Oil analysis is a cheap way of ensuring a happy engine that enjoys a long service life. — Capt. John Page Williams

OIL ANALYSIS RESOURCES

We have used the following sources of oil analysis and have been satisfied with the service. This list is by no means complete, and your local marina likely has an oil analysis firm that it works with if you need further recommendations. POLARIS LABS 877-808-3750 polarislabs.com

B OAT I N G M AG .C O M

BLACKSTONE LABS 260-744-2380 blackstone-labs.com/marine

OCTOBER 2013

SEAKITS INC. 800-262-8464 westmarine.com

OIL CRUD Oil tests show signs of wear by looking for metals and crud, such as ... CHROMIUM from piston rings, cylinder liners and exhaust valves NICKEL from crankshafts, camshafts and valves ALUMINUM from pistons and bearings COPPER from bushings and oil coolers LEAD and tin from the crankshaft main bearings TITANIUM from bearings, valves, struts and connecting rod pins SILICON, a “contaminant metal” indicating dirt. It’s more common in samples from land vehicles, but it can appear in a marine engine with a clogged air intake. SODIUM AND POTASSIUM from the cooling system. A corrosion pinhole can admit antifreeze, diluting the oil. Most gas and diesel inboards in salt water have closedloop freshwater systems, but they still have components through which raw water flows, like heat exchangers and aftercoolers. FUEL from blow-by. It dilutes oil, triggering damage when moving parts scuff against one another. SOOT from incomplete combustion. It indicates dirty or worn injectors, improper fuel mixture, inadequate air intake flow, blow-by or an obstructed exhaust system. Diagnosing the problem and correcting it improves performance and lowers fuel consumption.

PHOTO: SHUTTERSTOCK

The Boat Doctor

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There’s a fair number of boat buyers today who truly believe that more is better when it comes to multiple outboards. With boatbuilders and dealers happy to oblige, this has led to some outrageous multiengine setups, including five and even six big outboards per boat. You find them hanging off the transoms of 35- to 45-foot go-fast center-consoles from builders like Contender, Deep Impact, Intrepid, Invincible, Midnight Express, Outerlimits and Yellowfin. These outboard setups get “oohs” and “ahhs” at boat shows and marinas, but it’s debatable whether

trips

Vs. quads By Jim Hendricks

the extra engines are for performance or just a means of conspicuous consumption. A more common choice in multiengine configurations is between three and four outboards. Yet how do you decide between the two? First, make sure the boat is rated for the extra weight and power of a fourth outboard. If it’s not, your decision is made — trips win. One goal of adding a fourth engine is greater velocity. Yet, does more power always result in more speed? Let’s try to answer this and other key questions when deciding between trips and quads. 52

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october 2013

Photo: glenn hayes

Four outboards cost more than three outboards. Duh, really? But how much more? To give you an idea, Suzuki’s DF250AP V-6 outboard carries a manufacturer’s suggested retail price of $24,750 (25-inch shaft).

$99,000

$74,250

Of course, no one pays full manufacturer’s suggested retail price, but there are other purchase costs to think about with a fourth outboard, like extra rigging components such as steering, electrical harnesses, gauges and props that will cost thousands more, not to mention the labor.

WINNER: TRIPS

Sometimes, the four outboards are so close together that it’s difficult to even get the cowling off. Once you do, you can barely access filters and dipsticks because of the limited access between the engines. Sometimes, the four outboards are so close together that it’s diffcult to even get the cowling off. Once you do, you can barely access flters and dipsticks because of the limited access between the engines.

WINNER: TRIPS 54

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october 2013

quads

Here again, it boils down to simple math. More outboards result in more maintenance — 33.3 percent more with quads versus trips. Labor aside, material costs are not exactly inconsequential. For instance, when changing the oil, if one big four-stroke outboard needs nine quarts of oil, that’s 36 quarts for quads versus 27 quarts for trips. At about $10 a quart for premium marine engine oil, that’s $360 for quads as opposed to $270 for triples. Apply the same multiplication factor to gear oil, flters, spark plugs and water pump rebuilds, and the extra maintenance costs for a fourth outboard add up fast. Then there’s the physical serviceability of quads.

trips

MAINTENANCE

$10

SET ’EM UP RIGHT

Go-fast oceangoing boats have deep-V hulls that get deeper the closer you get to the centerline. So the middle engines on triple- and quadruple-outboard setups need to sit deeper than the outside engines. This will help ensure that all of the propellers are able to get a good bite. It also means that the middle engine(s) usually need a longer shaft(s) — 30-inch shafts versus 25-inch shafts for the outer engine, for example. Multiengine setups also need special propping — righthand props for conventional rotation outboards on one side, left-hand props for the counterrotating outboards on the other. With triple outboards, the middle engine usually has a conventional right-hand rotation. What’s more, the center outboards are often equipped with four-blade propellers, while the outside engines have three-blade props. The rationale for this is that the center outboards handle much of the load during acceleration, and four-blade props help improve hole shot. In cruise mode, the outside engines shoulder the work, and three blades tend to be more efficient at higher speeds. — J.H.

illustrations: shutterstock; Photos: (oPPosite, left to right) courtesy suzuki Marine, courtesy seven Marine

PRICE

TIGHT-QUARTERS CONTROL

Most people are aware that multiple outboards offer more control options than a single when maneuvering in close quarters. But are quads any better than trips at this? Not really. With trips, you can shut down the center outboard and use the port and starboard engines as you would twins. With

With quads, you have a bit more thrust for close-quarters maneuvers, so you might not need as much throttle. quads, you have two propellers on each side of the boat, and that offers a bit more thrust for closequarters maneuvers, so you might not need as much throttle. Yet the difference is negligible. Both trips and quads offer excellent control in tight marinas.

WINNER: TIE

MORE PONIES, LESS SPACE

FUEL

Some boaters believe that the more engines you run, the worse your fuel effciency. But that’s not always the case. A lot hinges on how you run the boat. All other things being equal, if you run balls to the wall, quads will burn more fuel, and though you go faster, miles per gallon are usually worse than with trips at wide-open throttle. However, ease up a bit and optimum mpg can be quite close between trips and quads — though the speeds at which they achieve their best mpg will be different. Quads will be faster.

WINNER: TIE

One of the big reasons Yamaha and Mercury Racing introduced 350 hp outboards — and Seven Marine developed its 557 (above) — was to give buyers the option of reducing the number of engines without reducing power. For example, you could buy a trio of 350s and get about the same power as from four 300 hp outboards. Because you have one fewer lower units in the water with three outboards, there is less drag, and so all other factors being equal, top speed might actually be the same with the trips, even with 50 fewer ponies than with quads. — J.H.

GET IN SYNC

ACCELERATION

Unlike all-out speed, hole shot can improve signifcantly when you add a fourth outboard to the same boat. This is because you have more power and greater propeller blade area in the water

A fourth outboard can result to a two- to threesecond decrease in 0-to-30 mph times. for increased thrust. At the same time, drag is less of a factor as the boat is accelerating from a standing start. This can result in a two- or three-second decrease in 0-to-30 mph times. And while that might not sound like much, you can certainly feel it in the seat of your pants.

WINNER: QUADS

Photos: (left to right) courtesy Mercury, courtesy yaMaha

If it’s been a while since you’ve navigated with multiple outboards, you’ll remember the hassle of trying to synchronize engine speeds. You were constantly adjusting the throttle to get rpm the same, not to mention the outboard trim angles. Well, you’ll be happy to hear that this is all in the past. With digital throttle and shift control systems like Evinrude’s Icon, Mercury’s DTS, Suzuki’s Precision Control and Yamaha’s CommandLink, rpm and trim are easy to synchronize. Pushbutton controls let you automatically sync the engines. When docking and maneuvering in tight quarters, disengage the sync function for independent control of the outboards. — J.H.

SPEED

Going from three to four outboards on the same boat usually increases speed, but not proportionately to the increase in horsepower. Even though you boost the power by a third, the weight and drag of the fourth outboard prevents a corresponding increase in velocity. A six- or eight-cylinder outboard adds anywhere from 420 to 804 pounds to your boat. Its lower unit also generates additional drag. Drag increases as a coeffcient of speed, meaning that the faster you go, the greater the drag. These factors negate much of the extra horsepower when it comes to boosting speed. Even so, the boat should go faster, with speed increasing anywhere from 5 to 10 mph over trips, depending on the power increase and setup.

BLING FACTOR

OK, this isn’t exactly a performance category, but some boat buyers today place value on bling. They like to show off. And with this thinking, more is defnitely better. So if you’re out to impress your friends, family, dock mates and passersby, four of a kind pays off.

WINNER: QUADS

54 mph

illustrations: shutterstock (2); photo: glenn hayes

Three Yamaha F350s on a Hydra-Spor ts 4200 SF tested by Yamaha

63 mph

Four Yamaha F350s on a Hydra-Spor ts 4200 SF tested by Boating

VERDICT

When deciding between triple or quadruple outboards, remember that the biggest differences are in purchase price and maintenance costs, and in each case, trips are less expensive. In close-quarters handling and fuel effciency, it’s a push. If you run them right, trips and quads are about equal in both categories. But if money is no object and you have the need for speed, acceleration and the ego boost that comes with showing off an impressive array of big engines, quadruple outboards defnitely beat trips. b oat i n g m ag .c o m

october 2013

SPIN

DOCTOR OUR MARINE TECH EXPERT TESTS SOME OF THE NEWEST PROPELLER DESIGNS. BY CHARLES PLUEDDEMAN

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october 2013

Photo: Charles Plueddeman

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october 2013

During my 30-plus-year history with this magazine, reader queries about propellers have remained constant and unrelenting. Questions

that once came in letters and phone calls now arrive digitally, but they are the same questions: Should I switch from an aluminum prop to one made of stainless steel? Will a four-blade prop improve my hole shot? My buddy says my prop is too small/big. … What do you think? And the everpopular Will this prop make my boat go faster? So it’s useful to offer another installment of prop basics, an attempt to answer these most elemental and popular propeller headscratchers, this time using an outboard-powered fishing boat and a selection of props from the vast inventory of Mercury Marine. From its oshkosh, Wisconsin, testing facility Merc offered us the use of a 1,900-pound Key West 2020 center-console rigged with a Mercury 150 FourStroke outboard, and a full complement of data acquisition gear. From the site’s “wall of props” we chose six Mercury propellers to test, and then bundled up on an october morning and motored out to Lake butte des Morts. We tested each prop “light” ( just the tech on board) and “heavy” (with 350 additional pounds in the boat), always with the 60-gallon fuel tank full. 60

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october 2013

Black Max

$183.13 Aluminum, three-blade, 15" x 17" TOP SPEED/LIGHT: TOP SPEED/HEAVY: 0-TO-20 MPH/LIGHT: 0-TO-20 MPH/HEAVY: MAX ECONOMY:

41.9 mph @ 5,766 rpm 41.8 mph @ 5,820 rpm 3.4 seconds 4.3 seconds 6.09 mpg @ 3,250 rpm/22.0 mph

The three-blade aluminum Black Max is the best-selling propeller in the world. It’s standard-issue from boatbuilders paired with the MerCruiser Alpha sterndrive and outboards up to about 135 hp. The Black Max is a generalist, with conservative geometry, designed to deliver acceptable performance in almost any situation. Blade ﬂex and modest cupping cause the Black Max to slip more than most stainless-steel props. In our testing, it was signiﬁcantly slower than the stainless-steel props but matched the acceleration of much more expensive options. The Black Max does not produce the lift of a stainless-steel prop. When running the Black Max, I noted that spray was breaking off the hull forward of a gunwale rod holder, while it broke 18 inches abaft the same rod holder with every stainless prop we tested. I had to trim down to keep the prop from losing bite on the water even when making modest turns — and it blows out immediately when overtrimmed. Made of aluminum, it’s easy to ding up, even beyond repair, with a bottom strike.

FloTorq Hub Tempest Plus $610.30 Stainless steel, three blade, 145/8" x 17" TOP SPEED/LIGHT: TOP SPEED/HEAVY: 0-TO-20 MPH/LIGHT: 0-TO-20 MPH/HEAVY:

Photos: (oPPosIte, toP leFt) Charles Plueddeman; CourtesY merCurY marIne (5)

MAX ECONOMY:

45.9 mph @ 5,779 rpm 43.5 mph @ 5,534 rpm 3.8 seconds 4.6 seconds 5.80 mpg @ 3,253 rpm/23.7 mph

To move up to stainless steel, we chose the Tempest Plus, a performance three-blade prop designed to produce good top speed and a popular choice with tournament bass and walleye anglers. The 17-pitch model we tested is actually the smallest pitch offered — a fast bass boat will run a 25-pitch Tempest Plus. To boost speed, the Tempest Plus has aggressive rake to promote bow lift and less blade area to reduce drag. All of those design elements are critical to maximizing performance on an 80 mph bass rig but become less impactful as boat speed slows down. In our testing, I noted that the Tempest seemed to take less trim than the other stainless props and produced a little less lift. But the boat felt really planted and steady in the water and handled well. The Tempest will also be much more durable than an aluminum prop.

You don’t have to own a Mercury engine to run a Mercury prop. The Flo-Torq II hub system is available with interchangeable inserts to match the prop-shaft size and spline pattern of many other outboards and sterndrives. The key to the Flo-Torq II system is a Delrin sleeve that mates to the prop shaft. The prop ﬁts over the sleeve, secured by an adaptor and a prop nut. Upon hard impact, the Delrin breaks away and protects the drive from damage, in which case you simply replace the sleeve. Mercury says its Flo-Torq II system also better resists the higher exhaust temperatures of four-stroke outboards, which can degrade the rubber hubs used on traditional propellers. — C.P.

Revolution 4 $691.90 Stainless steel, four blade, 145/8" x 17" TOP SPEED/LIGHT: TOP SPEED/HEAVY: 0-TO-20 MPH/LIGHT: 0-TO-20 MPH/HEAVY: MAX ECONOMY:

41.9 mph @ 5,766 rpm 41.8 mph @ 5,820 rpm 3.4 seconds 4.3 seconds 6.09 mpg @ 3,250 rpm/22.0 mph

If three blades are good, will four be better? To ﬁnd out we ran the Revolution 4, sort of a fourblade cousin to the Tempest Plus designed to deliver better hole-shot acceleration than the Tempest simply because it has more blade area. The Rev 4 is very popular on twinrig outboard offshore boats because it really holds well in rough water, especially in following seas that can lift the transom and ventilate the prop. Merc also recommends the Rev 4 for stepped-hull boats, which send a lot of frothy, aerated water to the props. The extra blade should also produce more drag and thus lower top speed. That might be true on a faster or heavier boat, but in a more modestly powered rig like ours, the difference in performance between these two props is negligible. That said, the Rev 4 feels great from the helm. There’s pronounced bow lift at the last 5 percent of the trim range, it holds well in turns, and it offers better reverse thrust than the Tempest Plus. For general-use boating, overall smoothness is the key advantage of a four-blade prop. b oat i n g m ag .c o m

october 2013

Mercury SpitFire

Enertia

$691.90 Stainless steel, three blade, 147/8" x 16" TOP SPEED/LIGHT: TOP SPEED/HEAVY: 0-TO-20 MPH/LIGHT: 0-TO-20 MPH/HEAVY: MAX ECONOMY:

44.9 mph @ 5,812 rpm 43.0 mph @ 5,778 rpm 3.5 seconds 3.9 seconds 6.07 mpg @ 3,251 rpm/22.4 mph

We ran Enertia to try a different-style prop and also to demonstrate the effect of changing prop pitch. The Enertia is offered in 1-inch pitch increments, rather than the traditional 2-inch increments, to really fine-tune top rpm. It replaced the venerable Mirage Plus as the go-to Verado prop for heavier offshore fishing boats. The smaller diameter helps the motor spin up faster for better acceleration, and the increased blade area works especially well for heavier boats with a single motor. Mercury says the Enertia likes to run deep in the water, and so it’s also a good fit on sterndrive runabouts and big pontoon boats. Comparing the three Enertia pitch sizes we tested, we can generally say the 16-pitch choice produced better acceleration but lower top speed, while the 18 delivered the best top speed and worst hole shot. You’d see similar results comparing props with 2-inch pitch increments, but it would be more pronounced.

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october 2013

The Mercury SpitFire is a new four-blade aluminum propeller that promises to deliver better acceleration and handling than the Black Max. At the time of our test, the SpitFire was available only for Mercury 25- to 125-horsepower outboards, but a SpitFire model to match the gear cases of the MerCruiser Alpha One sterndrive and Mercury 150 FourStroke outboard will reach dealers in December, priced at about $200. Mercury says the SpitFire is a cutting-edge design and the most aggressive aluminum prop it’s ever ofered, with lots of blade cup and rake for strong acceleration and hull lift. — C.P.

Enertia

$691.90 Stainless steel, three blade, 145/8" x 17" TOP SPEED/LIGHT: TOP SPEED/HEAVY: 0-TO-20 MPH/LIGHT: 0-TO-20 MPH/HEAVY: MAX ECONOMY:

46.4 mph @ 5,791 rpm 43.9 mph @ 5,656 rpm 3.6 seconds 4.5 seconds 6.12 mpg @ 3,248 rpm/23.4 mph

The reason the Enertia propeller is offered in 1-inch pitch increments is because it was designed speciﬁcally for Mercury Verado outboards. The 5,800 to 6,200 peak rpm range of Verado outboards both is higher and occurs in a narrower band than two-stroke outboards, such as the Mercury Optimax, which has a peak operating range of between 5,000 and 5,750 rpm. Since prop pitch is essentially the ﬁnal drive gear ratio for an outboard, smaller pitch increments allow adjusting top rpm to suit load conditions for engines with narrower top rpm bands. The 17-inch-pitch Enertia propeller proved just right for our test boat. First, it allowed the engine to “turn up” to its maximum rated rpm. (That the engine slightly exceeded the recommended rpm range while lightly loaded with this prop is acceptable and, in fact, what we look for when testing boats. In “normal” use, most boats are loaded heavier, have the bottom painted, carry more crew, etc., all of which brings rpm down.) It also matched the top speed of the 18-pitch prop and the hole-shot acceleration of the 16-inch prop.

Enertia

$691.90 Stainless steel, three blade, 14½" x 18" TOP SPEED/LIGHT: TOP SPEED/HEAVY: 0-TO-20 MPH/LIGHT: 0-TO-20 MPH/HEAVY:

Photos: (From leFt) CourtesY merCurY marIne (4), Charles Plueddeman

MAX ECONOMY:

46.5 mph @ 5,532 rpm 44.2 mph @ 5,446 rpm 4.1 seconds 4.8 seconds 5.72 mpg @ 3,258 rpm/23.7 mph

The 18-inch-pitch Enertia propeller delivered the best top speed and the worst hole shot. It’s expected that more pitch will equate to higher speed, since pitch is the nominal distance the propeller moves through the water for each revolution. Ergo, for the same amount of rpm, more pitch equals more speed, which our testing conﬁrmed. But there’s a rub: More pitch doesn’t allow the engine to rev up as high, so the top speed potential of adding pitch may be greater than the reality. Moreover, acceleration, and the ability to hold the boat up and at a steady speed at lower rpm (handy in many situations), is reduced. Think of more pitch as a higher gear: You can use it to start a vehicle moving or while climbing a hill, but it’s less than optimal. Compare the acceleration numbers of this “faster” prop with the other two Enertias and you can see the effect yourself. Enertia props are smaller in diameter and have more moderate rake, and less aggressive cup, than the Mirage Plus props they superseded. But they have more blade area than fast bass-boat props.

CONCLUSIONS

1 2 3

A modern aluminum prop works fine, but a stainless-steel prop will outperform aluminum in every way. only you can decide if that overall performance is worth $600.

In our test situation, the four-blade prop matched the performance of the three-blade stainless-steel prop, and it felt better from the helm. I’d spend the extra $80 for the revolution 4.

It’s better to be underpropped than overpropped. A boat running too much prop pitch will feel doggy all over the operating range because the motor is always working a little harder. on the day you have a full load of passengers it will feel like a real slug. If you never run your boat near full throttle, there’s nothing wrong with running one size underpropped and enjoying better acceleration, not just on hole shot but also in the midrange, which is where you really run the boat.

If your boat already planes in four seconds, there’s not much room for improvement. If your boat planes in six to eight seconds, a better prop might make a difference you can really feel. our testing for this story only serves as an example. the tricky element of propping is that there are many variables that can affect how a particular prop works on a particular boat, including boat weight, weight distribution, engine/drive height, the hull form, the way water flows to the prop, the power curve of the engine, and on and on. the Mercury website, for example, has a prop-selector tool (mercurymarine.com/propellers/prop-selector/#) that will get you in the ballpark, but from there you’ve really got to demo each prop to see how it feels on your boat. Find a dealer that will let you test-drive a number of props before you buy. You can do your own testing with a GPS and a stopwatch, but also pay attention to how the boat feels with each prop. that’s an element of performance you’ll appreciate every time you run your boat. b oat i n g m ag .c o m

october 2013

Winter Is Coming IS YOUR BOAT READY?

PHOTO: SHUTTERSTOCK

By John Tiger

B OAT I N G M AG .C O M

OCTOBER 2013

interization is a necessary evil of boat ownership, combining an annual health checkup and insurance for an easy start to next spring’s boating. Paying a boatyard might lighten your wallet between $150 and $1,000, or even more depending on what type of boat and how many engines you have. You can do it yourself with hand tools, an afternoon’s time and some pretty inexpensive supplies. You’ll need a place to work, with running water and adequate ventilation. You’ll also want a service manual, perhaps a helper, and the following tips and techniques.

Winterization starts with prepping the fuel supply long before the day you haul out for the winter. The engine’s fuel supply should be treated for storage during the last week or so of your boat’s in-water use. In so doing, you ensure that properly “stabilized”

Preserve

“Fogging” means applying lubricating oil to cylinders and pistons while the engine is running. This can be sprayed in via carburetors or air intakes, or a special mixture can be supplied to the engjne via a portable tank connected to the fuel line.

Think Ahead

Add fuel stabilizer in the “winterize dosage” during your last fuel-up prior to storage. This way the engine ingests stabilized fuel, and by fueling up after adding the stabilizer, the chemicals mix better in the tank. Stabilizing fuel properly is more important than ever with the presence of E10 fuel.

instructions call for. I’ve been doing this for more than 25 years with excellent results. As for the fuel level in the tanks, there are many opinions on this. The ideal situation would be to empty the tanks as much as possible and get all the fuel out of the system — including

If you run a boat powered by a two-stroke outboard, consider adding a fuel decarbonizing treatment to the fuel supply. fuel has been run through the tank, feed lines and engines prior to laying the boat up for months. I suggest products such as Star brite’s Star Tron marine fuel treatment (starbrite .com) or Gold Eagle’s Sta-Bil treatment (goldeagle.com/ brands/stabil). Engine manufacturers also sell fuel treatment, typically available from the dealer. The questionable and inconsistent quality of today’s unleaded fuels makes this step necessary to prevent fuel from phase-separating over time and leaving fuel injectors or carburetors gummed up with stale, varnished fuel. I like to “overmedicate” the fuel that’s in the tank; I typically double the dosage that the bottle’s

the engine’s fuel lines and carburetors/fuel injectors. However, this is not always practical to do — it’s difficult to get all the fuel out and also winterize the engine at the same time. The next best solution is to keep the tanks nearly full to reduce the potential for condensation in the tanks. Just be sure the fuel in the tank, lines, filters and engine is all treated well; this requires running the engine until the treated fuel thoroughly circulates inside — typically at least 30 minutes at idle speeds, considerably less if you can run the engine at higher speeds. That’s why I suggest planning to run winterstabilized fuel during your last few trips. If you do so, make sure to top off the tanks

PHOTOS: JOHN TIGER (3), COURTESY QUICKSILVER (ANTIFREEZE)

with a smidge more fuel and treat that too. If you run a boat powered by a twostroke outboard, consider adding a fuel decarbonizing treatment to the fuel supply (in addition to the aforementioned fuel conditioner) before winter shutdown and storage. These additives are powerful agents for removing built-up carbon from cylinder heads and piston tops and sides, and from piston rings and ring grooves. This helps boost compression back to near-original specification levels on older engines and can reduce the chance of ring sticking — a death knell for an older two-stroke. A sticking piston ring won’t transfer combustion heat to the engine cylinder walls as designed, and the piston can heat up, expand and “grow” in size under load, causing expensive engine failure if gone unchecked. Sea Foam is an excellent aftermarket decarbonizing agent (seafoamsales .com) that I have used; you can also buy the original manufacturer’s decarbonizing additives directly from the local dealer of your particular brand of marine engine. It needs stating that there are many aftermarket “no-name special” additives available. These are to be avoided. Stick to the recommendations made here, defaulting to the additives and

Ensure

Time your oil change for after you have fogged the engine. This way the engine is hot and the oil will flow nicely. Old oil can become acidic during the winter. Make sure you change the filter along with the oil.

sprays sold by your local certified outboard dealer when there is any doubt.

Flush and Drain

Chill Down Use only biodegradable antifreeze to pour through the cooling system to flush out all water, and prevent any chance of freezing in winter.

Flushing the engine’s cooling system with fresh, clean water is usually done at the same time as running the engine to distribute the fuel conditioner and fog the engine. Again, the savvy winterizer thinks ahead: The engine needs to be hot for the oil change, so that is done first, before flushing and finally fogging and filling with antifreeze.

When flushing, adhere to the manufacturer’s instructions. Flushing the engine, especially before a long layup, is crucial to its long-term survival — notably if you run it in salty, brackish, silty or otherwise dirty water. When done, all water should be drained from the engine and drive to reduce the chance of freeze damage. Outboards can be drained simply by trimming them to the full-down, running position. Allow all the water to drain

from the power head through the propeller and/or exhaust outlets. Sterndrives should also be stored trimmed down, though it’s prudent to remove the drive to check the bellows, gaskets and other gear, in which case it’s best to store the drive inside. Newer sterndrives and inboards have three or four block drain plugs; here is where a service manual is almost a must. Your engine may have block drains, exhaust manifold drains, power steering cooler drains, oil

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OCTOBER 2013

Replace This aluminum sterndrive has begun to corrode from galvanic action. The “hoary” condition of the sacrificial anodes would have been an early giveaway, but at least it was caught during a proper winterization in which the “zincs” (these are actually magnesium) were replaced. The source of the corrosion must be eliminated.

Pull

Restore

Engine drain plugs must be removed and stored in a place where you won’t forget them next spring. Also, swirling a pipe cleaner inside the ports where the plugs were removed will help ensure that all water has drained.

B OAT I N G M AG .C O M

Everybody kisses ground once in a while. It’s important to repaint scuffed aluminum like outboard gear cases and sterndrives. Sand the area with 150-grit paper, wipe clean with white vinegar, and then immediately apply the first of several coats of zinc primer. Then overcoat with colored paint to match. OCTOBER 2013

cooler drains and/or fuel canister drains. Be sure to remove them all or freeze damage could occur. Older sterndrives and inboards typically have brass drains in the lower crankcase and also in the bottoms of the exhaust manifolds. Often, these can get clogged with rust flakes and debris from the cooling passages. A small wire or a pipe cleaner must be run up inside these drains to loosen any debris to allow water to drain. Don’t stop probing them until you are sure all the water has drained. Regarding inboards and sterndrives with closed-loop freshwater cooling systems: Drain and change the coolant because, over time, coolant will lose its anti-corrosion properties. For the raw-water cooling circuit, if yours has a freshwater flush connector, use it. If not, close the intake seacock and disconnect the hose on the outlet side of the raw-water pump. Disconnect the cooling-water discharge hose from the exhaust manifold or riser. Next, run fresh water into the discharge hose to back-flush raw-water passages and rinse out salt deposits. Make sure all the water drains out. To prevent corrosion and freezing from exposed metal or any residual water in the engine block of a raw-water-cooled engine or the heat exchanger of a

Spray

fresh-water-cooled engine, take the following general steps, using your service manual as the final guide. Reconnect the water-pump outlet hose. Pour a 50/50 mix of propylene glycol antifreeze into the disconnected discharge hose until the hose is full. Allow the mixture to remain inside the block for several minutes. Open all raw-water drain plugs and drain the engine. This treatment leaves behind a layer of corrosion protection on the internal surfaces and keeps water that might be left inside the engine from freezing. Remove the rawwater pump’s impeller. Antifreeze swells some rubbers, so rinse the extracted impeller as a precaution. Some boaters grease the impeller and reinstall it. This is fine, but I like to leave it out until spring so the vanes don’t take a set.

Regardless of type, degrease your engine and then spray the entire block, linkages and wiring with silicone or other lubricant that dries to a waxy film. This prevents corrosion and allows you to spot loose fasteners, chafed wires and other maladies.

Fill This sterndrive has a remote fluid reservoir for the gear case and upper drive. Here, it’s being topped off after the drive was drained and refilled with fresh fluid.

Lubrication

PHOTOS: JOHN TIGER (4), COURTESY MOELLER (ZINC CHROMATE PRIMER)

Engine oil, drive gear lube and transmission fluid should be drained

If your engine doesn’t have a waterseparating fuel ﬁlter, consider installing one now. and refilled. This is vitally important, because if there is water or other contaminants present, they must be flushed out. Any water that remains in the gear case, for example,

will sit on steel shafts and bearings over the winter, coating them with rust. Your first trip out of port in the spring would likely give you a nasty and expensive surprise. You’ll want to run

the engine to warm the lubricants before draining, making them flow easier and also getting any contaminants into suspension so that they drain. Be sure to change the oil filter

when you change the oil. You should also change the fuel filter. If your engine lacks a water-separating fuel filter, now is the perfect opportunity to install one.

Fogging Call it “fogging,” “smoking” or “pickling,” the process of coating your engine’s internals with oil is an important winterizing task. While there are those

who maintain that one need not fog a marine engine that has had stabilized fuel run through it, I believe in a proper fogging job. The engine should be “fogged” with a storage lubricant after it has been run awhile on the fuel mixture. This protects the bearings, seals and rotating surfaces with a thin film of protective lubricant, which helps keep rust and corrosion away. This can be done with the engine running; the fogging oil is squirted into the carburetors or fuel-injection system air intakes in such a way that it “floods” the engine with oil until it begins to smoke heavily. Continue fogging it until it stalls. Be very careful to not lose the little red straw on the spray bottle. An engine that ingests this hard plastic can sustain damage. You can also apply fogging oil with the engine shut down, if you like, and if you have had stabilized fuel run through the engine. The spark plugs are removed and the oil is sprayed into each cylinder in turn. The flywheel is rotated manually or the kill-switch lanyard is pulled and the key switch energized to turn the engine over without allowing it to start. This helps to distribute the fogging oil throughout. Winterization is a methodical process that keeps DIY boaters in better touch with their engines and their systems.

B OAT I N G M AG .C O M

OCTOBER 2013

Short Casts

FISHING WITH KIDS Anglers love sharing their favorite sport, especially with kids. Here are three tips for making sure junior anglers have a great day on the water. — Kevin Falvey FLEX-FISH Kids get bored easily. Plan part of the day for fishing and part of the day for tubing, skiing or swimming. Force-fishing is rarely a big hit.

DON’T OVERLOOK THE SKY HOOK FOR LANDING MORE THAN JUST SAILFISH OR KINGFISH.

ISHING KITES HOLD BAITS SPLASHING ON THE

surface where they attract fish, keep hooks and hardware above the water and out of sight, and position baits far apart to fish more water. All three advantages help catch more of just about any fish in any water. Here are some ways to use fishing kites. — Capt. Vince Daniello

HEAVY METAL

LIVE CHUM

From Nova Scotia blueﬁn tuna to Florida wahoo, ﬁsh take curious swipes at kite baits before eating a bait presented conventionally.

OVERWORKED WEEDS

Wary dolphin in Florida on weed lines and feisty yellowtail around Paciﬁc kelp paddies eat kite baits when traditional methods no longer entice bites.

WIDENED SPREAD

Anchored, kite baits hang far from the boat and don’t restrict ﬁshing up close. Drifting, kite baits hang downwind — on the opposite side from baits ﬁshed from the boat.

SKINNY WATER

Striped bass, redfish and bonefish eat kite baits dangled in water too shallow for offshore boats, or even flats boats.

Rugged and reliable, the Acme Kastmaster has an enticing wobble that’s been catching fish for decades. It’s available in 1/12- through 4-ounce sizes and a variety of colors. Starting at $3.19; cabelas.com — K.F.

B OAT I N G M AG .C O M

OCTOBER 2013

ATTAIN GOALS Everyone wants their kid to nail a whopper. But kids lack the patience and skill many big fish demand. Bending the rod with bottomfish, panfish or even trash fish helps kids learn the fundamentals. LET ’EM DO IT Tangles and snags may increase, but if you allow kids to cast and bait up on their own, they will gain more confidence — and a greater sense of achievement when a “keeper” hits the deck.

PHOTOS: (CLOCKWISE FROM TOP LEFT) CAPT. VINCE DANIELLO, KEVIN FALVEY, COURTESY ACME TACKLE CO.

Kites Catch Fish

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Electronics

NMEA 2000 INTERFACE ITEMS There are many NMEA 2000 interface components, but here are some of the most common. (For more, visit maretron.com.)

BACKBONE CABLE Main line from the sensors to the display

T-CONNECTOR Lets you tap into the backbone cable

Display of Power With an NMEA 2000-compatible multifunction display and a network of plugand-play cables and connectors, you can monitor a wide range of your marine engine’s vital signs and other key information on screen. — Ken Englert about any engine parameter on a multifunction display (MFD), possibly the one you are now using to view your GPS/chart plotter, ﬁsh ﬁnder or radar. It’s akin to the glass-cockpit concept that airplanes use instead of myriad gauges. In boats, the key is an NMEA 2000 interconnection standard, which uses a single digital cable to communicate with various electronic, electrical and other onboard systems. It’s called a “backbone” cable and can be networked with the engine’s electronic control unit and other sensors to show information on an MFD.

What You Can View The information displayed can include basic engine parameters

such as rpm, oil pressure and engine temperature. In some cases, an analog-to-digital interface is required. Fuel management including fuel consumption, fuel remaining and calculated fuel economy can also be viewed. This helps in finding that “sweet spot” for best fuel economy. You can also keep your eye on engine room temperature and, with a camera, watch out for fire. Carbon monoxide, fire and fuel vapor alarms are readily viewable. The status and health of your AC and DC electrical systems can also be observed on your MFD. The screens can also be customized by you. Menu options let you pick and choose the data you want, as well as where on screen and how you want to view it.

Compatible Equipment Both your MFD and boat engines need to be NMEA 2000 compatible. This includes MFDs from Furuno, Garmin, Humminbird, Lowrance, Raymarine and Simrad. Many of today’s large marine engines are also NMEA 2000 compatible, including models from Caterpillar, Evinrude, Honda, MAN, Mercury, Suzuki, Volvo Penta, Yamaha and Yanmar. If your engine is not NMEA 2000 compatible, there are aftermarket products that can convert conventional analog engines. The Maretron (maretron.com) JSK100 J1939 to NMEA 2000 gateway ($395) and the Actisence (actisense.com) EMU-1 engine monitoring unit ($495) can perform this analog-to-digital signal conversion.

STAND-ALONE DISPLAYS

MULTIPORT BOX Consolidates connections

DROP LINE Connects from T-connector or port to sensor

TERMINATOR Special connector installed on each end of a backbone network cable

Don’t have a compatible multifunction navigation display? There are NMEA 2000 compact stand-alone displays that can do the job for you. The Furuno RD33 ($595) with a 4.3-inch screen and (left) Maretron’s DSM150 ($495) with a 3.5-inch display screen are good examples. — K.E. 72

B OAT I N G M AG .C O M

OCTOBER 2013

PHOTOS: COURTESY LOWRANCE (MAIN), COURTESY MARETRON (6)

ODAY YOU CAN DISPLAY JUST

BY RANDY VANCE

The Cost of Owning Outboards

SEE HOW THEY RUN!

Outboards grow more popular every day, and the 150 hp outboard may be the most popular on the water. It’s ideal power for the 19- to 21-foot boat range, and in twin applications it’s plenty of power for boats to 26 feet. So when we wanted to pencil up the costs of owning an outboard, it was natural to choose from a variety of manufacturers’ versions in this popular, efficient and commanding power range. Here’s what they cost to run and own.

HOW WE TESTED

We calculated our maintenance costs by using the manufacturers’ maintenance schedule. Dealers may, and often do, need more time and greater frequency for various procedures.

LABOR COST (ESTIMATE):

$100/hour

TIME ALLOTTED FOR OIL CHANGE: One hour

WATER PUMP CHANGE AND RELATED SERVICE: Three hours VALVE INSPECTION AND/OR ADJUSTMENT: Three hours We calculated fuel costs by choosing comparable motor/hull combinations as closely similar in size and weight as possible. Fuel consumption on these test models was calculated by approximating the International Council of Marine Industry Associations’ (ICOMIA) outboard running cycle standards established by the Environmental Protection Agency to closely estimate the running speeds and loads over a 300-hour life cycle. ICOMIA testing is actually done on a dynamometer, and our estimates are likely to vary from actual test results considerably. We calculated a fuel/oil ratio of 68.9:1, or roughly 70 gallons of fuel per gallon of oil for Evinrude’s E-TEC two-stroke. We did not calculate costs for changing anodes or winterizing because these depend entirely on conditions of use. 74

B O AT I N G M A G . C O M OCTOBER 2013

Evinrude E-TEC 150 Evinrude stands behind its 300-hour service interval, but some dealers overrule it, encouraging customers to change gear case lubricant every 100 hours. 20 HOURS

100 HOURS

200 HOURS

300 HOURS

OIL CHANGE $0 GEAR CASE LUBE $0 FUEL FILTER $0

OIL CHANGE $0 GEAR CASE LUBE $0 SPARK PLUGS $0

OIL FILTER $0 GEAR CASE LUBE $0 FUEL FILTER $0

TOTAL $0

OIL TANK FILTER $38.00 GEAR CASE LUBE $54.98 FUEL FILTER $34.96 SPARK PLUGS $146.00 WATER PUMP $375.00

TOTAL $648.94

TOTAL MAINTENANCE $648.94 FUEL COST + OIL $4,834.80 + $604

TOTAL COST $6,087.74

PHOTO: COURTESY EVINRUDE

GEAR CASE LUBE CHANGE: Quarter-hour

SWISS DECLARE WAR ON US Watchmakers are FURIOUS and luxury brands are LIVID, but WHO CARES? We made this $99 Swiss watch for YOU!

ow dare Stauer break the unwritten rule in Switzerland? Chaos erupted at this year’s Basel watch fair. The watchmaking elite attacked me in French, German and Italian (with the occasional British accent), outraged that Stauer would engineer a luxury Swiss-made timepiece for under $100. They said it couldn’t be done, but we did it anyway. Now you get to wear the spectacular Swiss-Made Stauer Bienne for ONLY $99! Join the luxury revolution. The crown princes of watchmaking worried that their exorbitant yacht vacations in Monaco would be in jeopardy. For years they convinced the world that Swiss luxury should cost THOUSANDS. But in reality, those thousands went to Swiss bank accounts, six-figure supermodels and ski chalets and NOT into the engineering of the watches. Shame on them. It’s time for a change. You deserve it. You CAN own an exquisitely engineered Swiss timepiece for under $100. The only thing that matters is the machine, so we went to the factory in Bienne and met with Francois, a fourth generation watchbuilder who makes masterpieces that sell for $5,000 and more. Working together we smashed the once unbreakable $100 barrier. The shockwaves have turned the luxury watch world upside-down. That’s why the Swiss declared war on us. We consider it a compliment. The industry cursed me but the buyers were thrilled. It was like the walls came down and watch lovers were set free. The cabal was broken. Now everyone can experience the cachet of a genuine Swiss timepiece. Next I’ll begin work on the 20-room mansion for $30,000 and an Italian sports car for $3,300. How about a private jet for $12,000? If we can break the Swiss price by this much, who knows what’s next? Your satisfaction is 100% guaranteed. Wear the Stauer Bienne for 30 days. If you don’t fall in love with it, send it back for a full refund of your purchase price. But I’m convinced that once you put it on, this watch will stay on your wrist... at least until we unveil our next masterpiece. Call now to take advantage of this fantastic offer.

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Learn more about outboard engines at boatingmag.com.

The oil/gear case change regimen is unusual, and some dealers opt not to recommend twice annual oil changes due to the cost/beneﬁt.

Mercury 150 FourStroke

This motor’s valve train needs no adjustment, substantially lowering 300-hour service fees.

20 HOURS

100 HOURS

200 HOURS

300 HOURS

20 HOURS

100 HOURS

200 HOURS

300 HOURS

OIL CHANGE $153.38 GEAR CASE LUBE $32.36

OIL CHANGE $153.38 GEAR CASE LUBE $32.36 SPARK PLUGS $63.68

OIL CHANGE $153.38 GEAR CASE LUBE $32.36 SPARK PLUGS $63.68 WATER PUMP $370.00 VALVE INSPECTION/ ADJUSTMENT $300.00

OIL CHANGE $153.34 GEAR CASE LUBE $32.36 SPARK PLUGS $63.68

OIL CHANGE $0 GEAR CASE LUBE $0 FUEL FILTER $0

OIL CHANGE $170.76 GEAR CASE LUBE $39.75 FUEL FILTER $36.83

TOTAL $0

TOTAL $247.34

OIL CHANGE $170.76 GEAR CASE LUBE $39.75 WATER PUMP $355.67 FUEL FILTER $36.83 SPARK PLUGS $67.32 ALTERNATOR BELT $41.58

TOTAL $185.74

TOTAL $249.42

TOTAL $919.42

TOTAL $711.91

TOTAL MAINTENANCE $1,604.00

TOTAL MAINTENANCE $1,206.59

FUEL COST $4,822.80

FUEL COST $5,156.40

TOTAL COST $6,426.80

TOTAL COST $6,362.99

B OAT I N G M AG .C O M

OCTOBER 2013

PHOTOS: COURTESY HONDA MARINE, COURTESY MERCURY MARINE

Honda BF150

ST LA

The 2013 $100 SILVER PROOF

Collectible 2013 date

Mirrored proof background

Larger Franklin portrait

Liberty Bell, quill pen & July 4th date

New York Mint Announces the Limited Mintage Striking of an Extraordinary Silver Proof —the Newest United States $100 Bill Struck in Pure Silver Bullion. Discount Price $99 This extraordinary piece of pure silver bullion has a surface area that exceeds 15 square inches...and it contains one Troy ounce of pure silver bullion! And now, for a limited time during the strike period, the very first Year 2013 $100 Silver Proof is available at a special discount price—only $99!

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The historic 2013 $100 Silver Proof is an exquisite adaptation of the United States Treasury’s newly-designed $100 Federal Reserve Note— only the second new $100 bill design in 70 years. It is a true artistic masterpiece that will always be treasured.

.999 SILVER

Best of all, this stunning Silver Proof is even more beautiful than the original, because it’s struck in precious silver bullion! It is a landmark in proof minting, combining unprecedented weight with extraordinary dimension. The specifications for this colossal medallic proof are unparalleled. Each one: • Is Individually Struck from Pure .999 Silver Bullion. • Weighs one Troy ounce. • Has a Surface Area That Exceeds 15 Square Inches. • Contains 31.10 Grams (480 Grains) of Pure Silver. • Is Individually Registered and Comes With a Numbered Certificate of Authenticity. • Is Fully Encapsulated to Protect Its Mirror-Finish. • Includes a Deluxe Presentation Case.

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Actual size is 6” x 2 ½”

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Substantial additional discounts are available for serious collectors who wish to acquire more than one of these exquisite silver proofs. You can order: ONE Year 2013 $100 Silver Proofs for just $99 each + s/h FIVE Year 2013 $100 Silver Proofs for just $95 each + s/h TEN Year 2013 $100 Silver Proofs for just $89 each + s/h There is a limit of twenty $100 Silver Proofs per order, and all orders are subject to acceptance by New York Mint.

ONLY 9999 AVAILABLE

New York Mint will limit striking to only 9999 One Troy Ounce Silver Proofs for the year 2013. With over half of the mintage already SOLD OUT, the time to call is now! Telephone orders only will be accepted on a strict first-come, first-served basis according to the time and date of the order.

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Prices and availability subject to change without notice. Past performance is not a predictor of future performance. NOTE: New York Mint® is a private distributor of worldwide government coin and currency issues and privately issued licensed collectibles and is not affiliated with the United States government. Facts and figures deemed accurate as of April 2013. ©2013 New York Mint, LLC.

Visit our web site at www.newyorkmint.com

Learn more about outboard engines at boatingmag.com.

Our dealer sources say valve shims are seldom needed upon the 300hour inspection, but skipping the inspection is unwise. We’d change the oil ﬁlter every time we changed the oil, but it’s not required.

Yamaha F150

Our calculations did not accrue service procedures that fall outside a 300-hour/three-year service window, so Yamaha’s 500-hour valve train adjustment, or a fraction of it, is not reﬂected in calculations.

20 HOURS

100 HOURS

200 HOURS

300 HOURS

20 HOURS

100 HOURS

200 HOURS

300 HOURS

OIL CHANGE $191.00 GEAR CASE LUBE $41.00

OIL CHANGE $168.00* GEAR CASE LUBE $41.00

TOTAL $232.00

TOTAL $209.00

OIL CHANGE $191.00 GEAR CASE LUBE $41.00 WATER PUMP $362.00 VALVE INSPECTION/ ADJUSTMENT $300

OIL CHANGE $168.00 GEAR CASE LUBE $41.00 SPARK PLUGS $64.40

OIL CHANGE $173.75 GEAR CASE LUBE $46.50 FUEL FILTER $64.00

TOTAL $273.40

TOTAL $284.25

OIL CHANGE $173.75 GEAR CASE LUBE $46.50 FUEL FILTER $64.00 WATER PUMP $366.80 SPARK PLUGS $84.20 (VALVE INSPECTION/ ADJUSTMENT AT 500 HOURS)

TOTAL $894.00

TOTAL $735.25

TOTAL MAINTENANCE $1,608.40

TOTAL MAINTENANCE $1,588.00

FUEL COST $4,627.00

FUEL COST $4,826.40

TOTAL COST $6,235.40

TOTAL COST $6,414.40

B OAT I N G M AG .C O M

OCTOBER 2013

PHOTOS: COURTESY SUZUKI, COURTESY YAMAHA

Suzuki DF150

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b oat i n g m ag .c o m

october 2013

Following Seas By David Seidman t In the end, your boat’s stern probably

End Games

A good trAnsom is hArd to find.

ver notice how eaSy it iS to Start Something

and how hard it is to end it? wars are a good example; just ask anyone in washington. movies must be tough to end, which is why so many are way too long and close with “it was all a dream.” Kits of any kind are almost never completed. even boat designers are plagued with bad endings. they start at the bow, which anyone can make look good — just make it pointy. what follows is also easy; continue aft with some sleek horizontal lines to suggest motion. But a boat has to end somewhere, and where it does, things fall apart. walk any marina and you’ll see a lot of weird butts on those boats. i’ve done some research and, to my surprise, discovered that there’s an ideal transom. when seen from the side, it rakes aft from 12 to 16 degrees for looks, to keep the boat dry, and to allow outboards and sterndrives to trim under. Looking down from above, it’s shaped in an athwartships arc with a radius equal to the boat’s beam, for looks and for strength. Seen from behind, it’s also

arched, being raised at the centerline by three-eighths inch for every foot of beam, for strength and to shed water. this used to be the gold standard. But these days it’s hard to even know where the transom is. Some boats have “pods,” or after planes, on each side of the drives or engines that expand the running surface aft. Since the pods extend beyond the drive, is the transom the end? or is it farther forward, where the drive is mounted? integrated swim platforms cause the same confusion. then there’s the calcutta 263, which appears to have no transom at all. you could walk right off the stern, with the cockpit sole ending in a tiny 9-inch lip. or, there’s the Shelter island nomad’s “tailgate,” where the transom drops down to become a platform. an opposite approach: the Pearson true north 38 has a reverse transom, one that angles forward. the designer put it there to set the boat apart from the crowd, but it also sets you apart from the stern by 4 feet as well. Big centerconsoles have ends that are out of reach too. i measured a few and found that, on average, it’s 6 feet from the back of the outboards to the aft end of the cockpit sole. that’s a lot of unusable real estate that also costs you a good chunk of extra dollars in dockage fees. outboards don’t help things with their brackets, wells and platforms that also add length and look like ungainly afterthoughts. are there sterns that work? Sure. the Baja outlaw series’ chopped-off transoms with colormatched tubing as swim platforms have the perfect attitude and look. hinckley is a sure bet, as is any rybovich. in the end, your boat’s stern probably isn’t its best feature. But then, your own stern probably isn’t much to look at either. So when i see you outside the inlet, i’d rather see you coming toward me than the other way around.

BOATING (ISSN 0006-5374) (USPS 504-810), October 2013, Volume 86, No. 9. ©2013. Boating is published monthly, except July/August and November/December, by Bonnier Corporation, 460 N. Orlando Ave., Suite 200, Winter Park, FL 32789. Periodicals postage paid at Winter Park, Florida, and additional mailing offices. Authorized periodicals postage by the Post Office Department, Ottawa, Canada, and for payment in cash. POSTMASTER: Send address changes to BOATING, P.O. Box 420235, Palm Coast, FL 32142-0235; 386-246-0409; boatingmag.com/cs. If the postal service alerts us that your magazine is undeliverable, we have no further obligation unless we receive a corrected address within one year.

b oat I n G m aG .c o m

octoBer 2013

illustration: tim bower; Photo: bill doster

isn’t its best feature. But then, your own stern probably isn’t much to look at either.

FUN

SUN?

EcoBoost速 fuel economy and 365 horsepower.* And is better. The 2014 EXPLORER SPORT. Only Ford gives you EcoBoost fuel economy and a whole lot more. ford.com

*EPA-estimated rating of 16 city/22 hwy/18 combined mpg. 3.5L 4WD. Actual mileage will vary. Horsepower achieved with 93 octane premium fuel.