Many boaters live in the age of outboards. These engines are often considered the only choice for center-console saltwater fishing boats. Yet Volvo Penta is bent on opening boaters’ eyes to the advantages of alternative marine power for saltwater fishing, namely Volvo Penta’s diesel inboards coupled with Aquamatic Duoprop sterndrives.

To prove the point, Volvo Penta invited me to spend a few days fishing with them in the waters of Nantucket Sound, south of Chatham, Massachusetts, targeting bluefish, striped bass and false ­albacore.

We fished aboard two center-consoles, including a Solace 415CS powered by twin Volvo Penta diesels. The second center-console was a Southport 30 FE, and that was the boat which really captured my attention and admiration. 

The Southport featured a single-engine configuration. A 440 hp Volvo Penta D6 diesel was mounted amidships ­under the seat console and connected to an Aquamatic DPI sterndrive with a ­jackshaft. This completely freed up the aft cockpit to ­create a ­wide-open fishing area, with no ­outboards to ­obstruct lines. A big swim platform let us walk aft through a transom door to follow hooked fish across the stern. 

The Volvo Penta D6 is a ­super-sophisticated turbo- and super-charged common-rail inline-six cylinder engine with twin overhead cams and 5.5 liters of displacement. If the 440 hp sounds a bit light for the 11,864-pound Southport, remember that a diesel generates far more torque than an equivalent-horsepower gas outboard, and so the diesel can swing a bigger propeller—in this case, an H5 stainless-steel Duoprop set—resulting in ­solid performance numbers.

Running to and from the legendary shallow bars and roiling rips of Nantucket Sound confirmed this axiom. The Volvo diesel propelled the 30 FE to 20 mph in 4.8 seconds and 30 mph in 8.1 seconds, and it achieved a top speed of 43.1 mph at 3,800 rpm. The boat was quiet and smooth underway, with none of the loud rattle or smelly exhaust traditionally associated with diesel engines.

That strong acceleration came in handy when one of Nantucket’s infamous rogue waves reared up suddenly on our port beam. Volvo’s Jens Bering was at the wheel, and immediately turned into the wave and hammered the electronic throttle to climb the face of the 12-foot roller. Without the diesel torque and superb control offered by the Duoprop drive, not to ­mention Bering’s quick ­response, the episode may have ended ­quite differently.

Speaking of control, I was impressed with the Volvo Penta joystick system for the single diesel sterndrive. The 30 FE was the first in the US to offer this system. Steering, gear control, bow thruster and throttle are controlled ­easily with just one hand. To engage the system, you press the Docking button on the base of the joystick control. The system can also hold the boat’s speed and heading at the push of a button. 

The joystick was mounted in the armrest of the helm seat of the 30 FE, which made using it ultra-easy, intuitive and comfortable as we maneuvered to troll lures around Nantucket’s ­treacherous rips. The Aquamatic hydraulic ­transmission allows for smooth, quiet shifting and pleasantly good ­low-speed trolling functionality. Some diesels have a ­tendency to troll too fast. Not so with this system. 

I marveled over the ­optimal fuel efficiency: 2.5 mpg at 2,800 rpm and 27.9 mph, resulting in a cruising range of 359 miles based on 90 percent of its smaller 160-gallon diesel fuel tank. For comparison’s sake, an earlier test of a twin 300 hp Mercury outboard version of this boat achieved optimal efficiency of 1.6 mpg at 3,500 rpm and 26.7 mph, resulting in a cruising range of 334 miles based on 90 ­percent of its larger 232-gallon ­gasoline fuel tank. 

Read Next: Volvo Penta’s Diesel Engines and Drives

The biggest issue that ­saltwater boaters have with sterndrives is the inability to tilt the drive out of the water, as it done with outboards, while docked between trips. To prevent sterndrive corrosion in ­areas such as New England, Volvo Penta’s Arjen ­Steegstra points out a special paint process and ­Active Corrosion ­Protection system engineered for ­Aquamatic sterndrives. 

“The ACP system has been used on our IPS boats for more than 12 years,” Steegstra says. “It protects the drive from galvanic corrosion without sacrificial anodes, and offers a lot of peace of mind for our customers who boat in both ­brackish and salt water.” Of course, those who use a ­high-and-dry service, or own a boat lift, needn’t concern themselves.

In an age when filling up a boat can max out a credit card, it’s nice to know that the Volvo Penta D6 diesel DPI power ­system can save you money at the fuel dock, as well as open up the aft cockpit for better fishing access, and do it all without sacrificing ­performance or easy handling.

The post Volvo Penta D6 Diesel DPI appeared first on Boating Mag.

It’s midsummer. Time for numerous maintenance tasks that will help ensure continued happy boating. Neglecting some of these might ruin your next trip. Neglecting others might cost you more dearly. You won’t necessarily need to haul the boat to perform these tasks, but a mask and snorkel can prove helpful if the boat’s kept in the water.

Of course, the first thing to check—and you should be checking this regularly—are the fluid levels. Start with engine oil, pulling the dipstick while the engine is cold and the boat is floating or level on its trailer or lift.

Next, check the gear-case lubricant. This would have been topped off at the start of the season, but sometimes air bubbles can ­prevent the oil from finding its proper level. Find the reservoir in your engine compartment and add the specified gear lube per your owner’s manual to the “full” mark. It’s normal to need to top off gear lube once or twice a season.

Related to gear-case oil levels, check your propeller shaft for fishing line. Look between the prop and the gear case for strands of line. If you haven’t knowingly run over fishing line, this might be sufficient. If you have run over fishing line, or just want to be ­completely sure, remove the prop and look. Fishing line can cut the seals, destroying your drive by allowing lubricant out and water in. Shaft seals with line cutters are standard on many sterndrive models.

Gear-case oil-level redux: If you do find fishing line around your prop shaft, haul the boat, drain the drive lube, and look for water. Let the drained lube rest in a clear glass jar, and any water will separate like salad dressing. Also, ­water-contaminated oil will come out looking whitish and frothy, like light coffee. Finding water, I suggest having the drive pressure-­tested. Then, change the seals and refill the lube ­before going back in.

Coolant level should be checked on freshwater-­cooled engines. With the engine cold, remove the pressure cap on the heat exchanger. The coolant level should be at the bottom of the fill neck. Replace the cap, and make sure it seats properly. Run the engine up to operating temperature, and check the level on the side of the recovery bottle. Add the specified coolant to the recovery bottle only when the engine is at operating temperature.

Read Next: Tips for Winterizing Your Sterndrive

Commonly called zincs, sacrificial anodes are also made from aluminum and magnesium. In any case, midseason is a good time to check the condition of these anodes, which sacrifice themselves to corrosion before the metal of the sterndrive gets eaten. Both drive and engine have anodes. Your engine’s  owner’s manual will show you the locations of the anodes. Adhere to the published replacement schedule. As a rule of thumb, replace an anode when it has lost half its mass.

Inspect your fuel filter by loosening the drain screw and draining fuel into a glass jar. Let the fuel settle. If there is water in the fuel, indicated by separation in the jar, replace the filter. Of course, also replace the filter if the specified hours have elapsed. Even for a scheduled change, dump the filter contents into a jar and look for excess water.

You’ll also want to look for physical damage to the drive and prop, be sure to lubricate all grease points per the owner’s manual, and check the belt ­tension. Finally, modern sterndrives have excellent self-protection systems and sensors built in. If you get an alert on the helm display, address it immediately.

The post Midseason Sterndrive Maintenance appeared first on Boating Mag.

Over the past few years, sterndrives have taken a back seat to large outboards. You might think that as a result, innovation in sterndrive propulsion would be stagnating. Happily, for sterndrive enthusiasts, this thinking couldn’t be more incorrect. Take Ilmor’s latest iteration of its vaunted One-Drive. This updated package is as powerful and exciting as it is jam-packed with user-friendly technological advancements. It’s as enticing to sterndrive boaters as a new hybrid Porsche would be to sports-car nuts. In fact, it’s appropriate to compare the Ilmor system to the highest level of ­sport-luxury ­automobiles. It is the Porsche of the sterndrive world.

Ilmor offers the One-Drive engine and sterndrive package in 5.3-, 6.0-, 6.2- and 7.4-liter versions. We tested and evaluated the latest twin 5.3L V-8 packages in Formula’s 290BR. According to Formula’s Scott Smith, this is the most popular setup in this boat. Performance was impressive, but the muscle is refined; the engines start instantly with no fussing, and idle very smoothly and at very low rpm (plus/minus 500). Shifting is quiet and uneventful, without the typical “clunk” of other drives. Acceleration is linear and smooth, with authoritative power that pulls hard to 5,300 rpm, which in the Formula 290BR equaled ­55-plus mph performance.

Integrated Power

These are the newest of the GM powerplants, very similar to the engines in the GM truck lines and the big SUVs (Tahoe, Yukon and Suburban). They feature direct-fuel injection and liquid-cooled exhaust manifolds, producing 365 hp. Ilmor also offers 6.2L and 7.4L versions. The Ilmor warranty covers five years or 480 hours on the entire system.

Ilmor partners with ­Yanmar in the drive engineering and construction. The drive ­employs an electromagnetic multidisk clutch pack for shifting instead of a cone clutch, which is older technology ­employed in other drives. This results in a much smoother, less jarring shift event, with far less wear and tear on the involved components. Smooth shifting is especially important where the Ilmor’s latest One-Touch joystick and anchoring feature is concerned.

The drives feature full trim and tilt function and a twin counter-rotating propeller gear case. Typically, Formula employs Yanmar or Mercury propellers on its boats. In our application, Mercury Bravo III stainless-steel props were employed (forward: four-blade 15.25-by-26 inches; aft: three-blade C/R 13.75-by-26 inches). The drives’ appearance is well-designed—sleek and streamlined, with a clean manufacturing approach and a robust, beefy presentation.

Read Next: Tips for Winterizing Your Sterndrive

Cutting-Edge Tech

The optional One-Touch joystick system is an engineering and electronic milestone achievement in high-end ­maneuvering technology. The drives are individually articulating in joystick mode. The joystick and control lever are well-­engineered and constructed, and give a high-end appearance. This is, of course, very important to the captain because look and feel shape so much of the ­experience when at the helm. 

A fully integrated Merlin ­Digital Dashboard ­Engine Display LCD screen is ­standard in the One-Touch system; it focuses on a hull-position indicator, fully integrated to show the boat’s orientation and ­position. The screen also shows drive-shift-position ­indicator (forward/­neutral/­reverse). Of course, the drives can be steered, shifted and throttled ­independently. A backup throttle/shift panel allows for ­get-home capability in case of an issue with the system. 

The system offers full 360-­degree rotational capability ­within a boat length. Complex maneuvers are fully integrated and merged. For example, when moving sideways and also turning the boat, those functions are merged into one smooth movement, where other systems move the boat sideways and turn it in two separate motions. The ­Ilmor system makes the boat act and behave more like an aircraft vectoring movement. If the operator wants to move the boat and rotate its position simultaneously (for example, while docking in a tight spot or orienting the boat for anchoring), the Ilmor ­One-Touch joystick does this seamlessly.

Anchoring Assist is another new and useful feature, and it’s really detailed. It features three different modes:

• Heading: Also called “Sunset” mode, this locks only the heading and allows the boat to drift around the heading. 
• Location: Locks the location of the boat but not the heading direction. Most often, this mode keeps the drives in reverse, and keeps engines in a low idle mode. This minimizes the shifting from forward, neutral, ­reverse and back again. 
• Anchor Assist: Maintains heading and location. This involves the most forward-­neutral-reverse shifting, but due to the smooth clutch-pack design, Ilmor’s drive shifts so seamlessly that it’s barely noticeable, and it doesn’t place any undue stress on the driveline components. It also keeps the location tolerance very tight (about 1 foot!).

In Throttle Forward mode, the system features Smart Heading—a “­point-and-shoot” autopilot—independent of chart plotters. Slight ­steering-wheel movements can adjust your course; big movements ­disengage the mode.

Other systems might suffer from poor GPS reception when going near electrical lines or under bridges. Ilmor’s system incorporates three different ­independent measurement sensors: inertial, magnetic/­heading and GPS. All three sensors work together to provide input to the system for precise headings, with no input loss from outside-source interference. This is unique in the industry. If input loss in any ­parameter is experienced (for example, when poor GPS reception is experienced), the other two input sensors ensure that the boat stays on its ­prescribed heading.

Planing Assist (trim assist) is an electronic ride-attitude feature. The system is unique in that is uses a closed-loop ­input based on boat-fuel economy, unlike other systems that use an open-loop input that relies on rpm only to determine trim angle. The Ilmor system also detects porpoising, and compensates with trim-angle adjustments to minimize hull bounce. It’s easily overridden, simply by pressing the up or down trim button on the throttle lever. The system incorporates only drive trim, not trim tabs.

The combination of ­muscle and electronic refinement make the latest One-Drive package an extremely attractive option when considering a sterndrive for a new boat or repower. While the complete system is a bit intimidating at first and will undoubtedly require some time, study, and practice to become proficient in operating it, it’s ultimately very intuitive and therefore will quickly become second ­nature. A robust ­dealer network with trained ­technicians makes ­Ilmor technical support readily available. For sterndrive enthusiasts ­looking at a new boat or a repower ­setup, Ilmor’s latest ­One-Drive is a sophisticated package ­worthy of serious ­consideration.  

Contacts

Ilmor Engineering Inc.

Plymouth, Michigan

734-456-3600, info@ilmor.com, sales@ilmor.com

Ilmor Marine LLC

Mooresville, North Carolina

844-GO-ILMOR (844-464-5667); service@ilmormarine.com, sales@ilmor.com

Formula Boats

Decatur, Indiana

260-724-9111, formulaboats.com

The post Ilmor One Drive appeared first on Boating Mag.

While I have logged thousands of hours in inboard towboats, I recently experienced a boat powered by Mercury’s Bravo Four S. This sterndrive features the propeller on the front side of the lower unit, like the Volvo Penta Forward Drive.

This forward-facing drive provides builders of family boats with the capability to design models tailored for wakesurfing. As a lifelong tow-sports enthusiast and competitive athlete, I’m excited to see advancements like the Bravo Four S and Forward Drive. Such innovation benefits the person behind the boat and improves the driver’s experience, bringing the ­enjoyment of wakesurfing and other tow sports to a broader audience.

By positioning the propeller under the hull, facing away from the rider, the Bravo Four S and Forward Drive ensure a safer wakesurfing experience. My experience testing the Bravo Four S sterndrive on a Sea Ray demonstrated that this innovation goes beyond f­­orward-facing propellers to ­accommodate wakesurfing.

For tow-sports enthusiasts, the size and shape of the wake play a pivotal role in maximizing the enjoyment of each specific tow sport. Each sport has its optimal wake characteristics. The hull design, the amount of transom deadrise, and the weight of the boat all ­impact a wake’s size and shape. Features such as surf tabs, located at the transom, further refine the size and shape of the wake for wakesurfing. While the Bravo Four S created a very nice wave, it does not rank with the tournament-­level waves that can be created with a ­V-drive-powered towboat featuring a hull design optimized for wake creation. That said, a boat powered by a forward-facing sterndrive will be faster for the same power, perhaps more efficient, and easier to ­maneuver at the dock or ramp.

Utilizing the sterndrive for tow sports offers an additional advantage: The driver can further adjust the wake’s shape and size by trimming the outdrive. For instance, trimming out (aka up) the drive places the hull’s stern deeper into the water, creating a larger wake suitable for wakesurfing and ­wakeboarding. Conversely, trimming in (aka down) the outdrive levels the hull to produce a smaller wake, better for water skiing, ­slalom ­skiing and barefooting.

Additionally, trimming down helps get the boat on plane quicker, especially for a boat that’s ballasted or is pulling up a heavier adult on a slalom ski or wakeboard. The trimming feature of the sterndrive provides another tool to give the tow-sports enthusiast an optimal wake and tow experience.

The contra-rotating propeller design also helps for better control at idle speeds, which makes returning to someone in the water at idle more precise. In addition, I observed that the contra-rotating propellers allowed for tighter turns at speed, which allows the driver to return to a fallen surfer, rider or skier quickly.

Read Next: MerCruiser Bravo Four S Forward-Facing Drive

Combining the ­contra-rotating propellers with Digital Throttle and Shift—standard in the Bravo Four S drive—and ­power-assisted hydraulic steering elevates the ­tow-sports driving experience, enhancing driver pleasure and enabling more-precise throttle and steering control.

The helm of the Sea Ray has an array of electronic features familiar to wakesports enthusiasts, including a Simrad touchscreen display and Mercury Smart Tow, enabling the driver to set rider profiles from the dash. A computer then manages speed and wake shaping for each tow sport. The driver can fine-tune these settings manually while underway, tailoring the speed and wake to each individual’s preference. These features elevate the family boat’s tow-sports experience and actively engage the driver.

The post Using a Forward-Facing Sterndrive for Tow Sports appeared first on Boating Mag.

Overview

In an era where engine-makers are expanding their offering of high-horsepower ­outboards and boatbuilders are gobbling them up for runabouts, Chaparral proves the value of ­big-block sterndrives with the refinement of its new 267 SSX. 

At a flick of the smooth electronic shift lever, the power levitated this nearly 5,000-pound rocket onto plane. Once there, a combination of the 22-degree transom deadrise and 380 hp engine nested low on the stringers sped us to nearly 50 mph. The balanced center of gravity of this large bowrider is enhanced by the massive engine block to give excellent stability through sharp turns. It also smoothly cut through the chop and doubled-up waves we created on our windless test day. Control of the ponies is intuitive thanks to the responsive power steering and silky throttle lever. 

While the engine took up that space belowdecks that outboards leave for massive storage and bilge access, we noted there was still ample room to service the engine, filters, pumps and other machinery. 

Interior and Accessories

And the frosting on the cake is the incredibly wide, deep swim platform with an aft-facing bench and what Chaparral calls the Infinity Power Step. Touch a button at the transom door and an electric ram raises what we’ll call a large park bench from the platform and rotates and lowers it into the water to serve as a step, or as a 12-inch-deep spot to sit and relax in the water. 

When the bench is deployed, the engine ignition deactivates for safety, and the drive trims up to prevent nicking toes. Once the transom is cleared and the step retrieved, tap another button to reactivate the ignition. 

While we thought the fun and convenient safety of the Infinity Power Step was a powerful draw to this boat, perhaps the most dramatic design changes were at the helm. Gone are circular analog gauges and the ­VesselView gauge. Instead, Chaparral’s new glass-cockpit-­style design boasted a 12-inch Simrad NSS Evo 3 touchscreen with fully integrated engine data, plus navigation, sonar, and a seamless interface with Chaparral’s choice JL ­Audio system. The display is set in a carbon-fiber panel for a techie touch, and the leather-covered, stainless-steel spoke wheel adds to the performance appeal. 

The passenger console is trimmed in carbon fiber as well and has a glove box. Both the skipper and the passenger get inductive phone-charger mounts that will take the largest of smartphones. Open the passenger console like a secret passageway and step down into the fully finished head compartment. Ours was equipped with a stainless-steel sink, pull-out shower and china flushing head. There’s another shower head at the transom so your guests can rinse off sand.

The water-supply inlet for the vessel is at the starboard bow, so there’s no excuse for dockhands to confuse it for the fuel port aft near the transom. 

A close competitor to the Chaparral is the Monterey Boats 278 SS (starting at $147,159 with a 350 hp MerCruiser Bravo Three; it has comparable pricing when optioned similarly). It reflects the strong reputation this company based in Williston, Florida, has ­tallied. Like the 267 SSX, the 278 SS is tad over 26 feet and boasts an electrically raised and lowered wakeboard tower and premium vinyl upholstery. Both brands custom-build their ­furnishings in their own factories.

Monterey does not offer the Infinity Power Step, a standard feature on the Chaparral. And in place of the standard Simrad on the Chaparral, Monterey offers an optional Go7 XSE ($3,311) in a handsome dash.

Both boats offer a walk-through transom and an aft-facing lounge, though their mechanics differ. On the Chaparral, the seatback is divided. If you pull the steel bar aft, half the seatback lies even with the aft side of the bench, while the other half forms an aft-inclined pillow—bring on the grape-dangling, palm-frond-waving servers.

Read Next: 2022 Chaparral 28 Surf

Other conveniences in the Chaparral include five inductive chargers, 14 stainless-steel cup holders, and highly polished grab rails at the bow and along the coamings, where they are handiest. Also important is the optional snap-in SeaDeck sole cover that gives softer, more secure footing than the diamond-plate deck and adds snappy color accents. 

Few people turn down the opportunity to be entertained by a boat owner, and fewer still will be able to resist the call of the 267 SSX, making the skipper a pretty popular guy.

How We Tested

• Engine: MerCruiser 380
• Drive/Props: Sterndrive/Bravo 3 26P
• Gear Ratio: 2.00:1 Fuel Load: 30 gal. Water on Board: 0 gal. Crew Weight: 700 lb.

High Points

• Silicone-based vinyl is extremely resistant to mildew and stains.
• There are five inductive phone chargers on deck.
• Wind dam below the windshield protects the cockpit from uncomfortable weather. 

Low Points

• We’d like to see more than a 65-gallon fuel capacity.
• Infinity Power Step switch is at toe height, susceptible to transom wash and hard to reach.

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2024 Chaparral 267 SSX appeared first on Boating Mag.

Even if you don’t live where the water freezes, you should take steps to prep your sterndrive boat for the winter—even if it means you only put the boat away for the holiday season. The annual maintenance rituals will help your engine and drive live longer, while better familiarizing yourself with the workings of your boat. Here are nine critical steps you should take when winterizing your sterndrive.

Basic Checks

If your propeller is damaged, drop it off at your local prop shop for repair.

Check the drive skeg and anti-ventilation plate as well; if these are bent or missing chunks, time for some welding, repair and paint.

Scrape, wire brush or sand off any loose paint and corrosion, clean the affected areas, and use factory spray paint to cover it up.

Check the steering and power trim/tilt systems for slop and damage. Check fluid levels in both steering and power trim reservoirs and top off if necessary.

Fuel Service

Before shutting down the engine for the last time, ensure your boat’s fuel is capable of a long-term rest, especially if your fuel contains ethanol. Fill the fuel tank until it’s almost full, allowing room for expansion due to temperature and humidity changes. Next, change the water-separating fuel filter.

Then, treat the fuel with fuel conditioner and run the engine long enough to get the treated fuel through it (minimum 15 minutes). This way the entire fuel system from tank to injectors or carburetor is filled with stabilized fuel. Finally, “fog” the engine with fogging spray to coat the engine’s innards with lubricant/preservative.

Engine Oil

Besides the service intervals as specified in the engine manual, going into storage is the best time to change the engine oil and filter. Why? Because any moisture or contaminants will be drained from the engine, not sitting in it all winter. It may be tempting to utilize bargain oil: Don’t do it! Name-brand oil offers superior lubricity, corrosion protection and more.

Cooling System

Start by flushing the cooling system with clean fresh water, especially if your boat is used in salt or brackish water. Products like Salt-Away help. Next, drain the cooling system according to the factory manual. Be sure you’ve addressed all the drain points, especially on older engines that don’t have one main cooling system drain. Then fill the system with propylene glycol (often called “RV pink antifreeze”). Doing this will not only prevent freezing and resultant damage, it will also prevent the formation of rust in parts that are not aluminum, such as the engine block and exhaust manifolds.

Full Drive Service

It’s very important to remove the drive so you can inspect the bellows, universal joint, gimbal bearing, shift-cable bellows, water-intake hose and exhaust. Once it’s apart, the bellows can be replaced, as can any worn or damaged O-rings and gaskets, water-intake hose. The engine and drive alignment can be checked, and the U-joint lubed. Many, if not most, boat owners are not capable or prepared to do this.

Drive at a Minimum

Drain the upper and lower drive lubricant, and refill with fresh lube. If the drained lube looks milky (like coffee) or is very black and smelly, it’s time for a drive service; the milky lube means water is leaking in from a bad seal. Black, smelly lube means the lube is very old, or may indicate a failure is coming (bearing, gears, etc.). Remove the propeller and check/remove any fishline wound around it. Rotate the prop shaft slowly to check if it’s bent. Grease the shaft. Grease all zerk fittings you can find.
Damage Control. Check all anodes and replace them if they’re eroded to half their mass or more.

The post Tips for Winterizing Your Sterndrive appeared first on Boating Mag.

Overview

If you remember “The Girl from Ipanema” (RIP, Astrud Gilberto), then you’ll know the feeling I had when I first saw the Hanover 377.

“When she passes, each one she passes goes aaaahh.”

This new Brazilian beauty is 37-ish feet of delights, from the big cockpit that easily held nine of us on our test hop to the cabin as bright and airy as the beach at Copacabana.

Stylish and sophisticated, this Latin beauty is a big bowrider marked by a rakish black hardtop with an opening sunroof and black hull slashes, which hide the windows that keep the cabin bright.

Though the boat is clearly intended for day entertaining with the option to overnight in surprisingly luxurious comfort, one pervading question among all those who toured her at recent boat shows was: “How can it be so inexpensive?” The base price is $385,000, but that includes a long list of standard equipment—from MerCruiser power to Raymarine electronics to a 6 kW Onan genset—so there are no corners cut.

Interior and Accessories

Putting on my marine surveyor hat, I poked through the bilges (spotless and gelcoated) and into lockers (beautifully finished), and then scratched my head. I wasn’t surprised to find that the 377 meets European CE Class B requirements for yachts up to 200 miles offshore in winds to 40 knots and seas to 13 feet. The hull also carries a five-year warranty.

The answer is that Brazil has low labor costs, but that’s only the beginning; the country also has huge resources for everything from wood to fiberglass resin to the stainless steel used on handrails. The bottom line is the Hanover 377 may be low-priced, but there is nothing cheap about it. Take the twin bucket seats, where I planted my rear at the helm. They were well-padded with flip-up bolsters, impeccably upholstered, fully ­adjustable and comfy—very upscale.

Brace yourself because there is a seemingly endless variety of upholstery options (leather and vinyl), exterior finishes (15 colors), interior colors (eight) and flooring options, which include the synthetic teak on our test boat. Our test boat had oak cabin floors and bulkheads, with teak on the cockpit sole. 

The cockpit’s L-shaped settees face each other, while the outdoor galley (with a Kenyon grill, fridge and sink) on the transom takes advantage of the wide platform and the fold-down starboard side, which creates a beach and has room for partying at the sandbar.

The skipper gets a matte-black dash with a pair of Raymarine 11-inch monitors, MerCruiser (or Volvo Penta) shifters, the optional joystick, Lenco tabs and the aforementioned seats. A deep walkway (safe for kids) to port leads forward to what Hanover calls the “solarium” with triple lounges that feature adjustable backs atop the cabin.

A second delight in this South American import is the cabin, which is far larger than I expected, starting with 6 feet, 5 inches of headroom, which is unlike the usual cave on many day trippers. A wraparound settee forward converts into a queen berth, and the enclosed head features a separate stall shower (27-by-36 inches) with a teak seat and Lucite door. The aft cabin, tucked under the cockpit, has a wider-than-queen berth (5 feet, 5 inches) and a startling 9 feet of headroom under the helm for pulling on your britches. The cabin also has a mini galley with a microwave, one-burner induction cooktop, fridge, and stowage for morning coffee without tiptoeing out to the cockpit galley.

Engines

But the fun really starts when you punch the ignition to power up. Our test boat had the ­upgraded MerCruiser 6.2 MPFI inboard gas engines of 350 hp linked to Bravo 3 dual-prop contra-­rotating sterndrives. First, the 377 comes up flat and fast without needing to nurse the trim tabs to maintain forward visibility. Once on plane, the 377 handles like a much ­smaller boat.

Thrown into a hard-over turn at near top speed, it banks and spins with no cavitation, thanks to the solid bite of the Bravo 3 sterndrives. Some boats encourage you to get up to top speed and then just blast along. This is not one. If you ever harbored the notion of doing doughnuts just for the heck of it, the 377 will satisfy your urges.

Time to plane was a smidge over 6 seconds. It was also quiet-running, hitting just 84 dB(A) on our sound meter at wide-open throttle; harbor speed was a whispery 69 dB(A).

Power choices start with the standard MerCruiser 300 hp, and you can opt for the 350 hp Merc on our test boat or choose either 380 hp or 400 hp Volvo D6 diesels. An outboard version of the 377 is also available. Hanover has allocated room in the engine room for the optional Quick X10 gyro. 

If you’re shopping, there’s not much similar at this price. Sea Ray’s Sundancer 370 ($878,898 base) is about the same size but 5,000 pounds heavier, with a similar layout and better finish. 

This Brazilian import is priced at entry level but punches far above its weight in quality and amenities. 

As the song says, “When she walks, she’s like a samba that swings so cool and sways so gentle.”

How We Tested

• Engines: Twin 350 hp MerCruiser 6.2 MPFI
• Drive/Prop: Bravo 3 16″ x 20″ pitch stainless-steel double-prop propset
• Gear Ratio: 1.81:1 Fuel Load: 200 gal. Water on Board: 25 gal. Crew Weight: 600 lb.

Pricing and Specs

Speed, Efficiency, Operation

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Who is the OG of performance ­powerboating, the founder of go-fast? Gar Wood, Ray Hunt, Jim Wynne, Don Aronow, Art Carlson and Larry Smith immediately come to mind, and all were certainly influential. But only one builder put his name on the “fastest, safest and best-handling boats in the world.” Reggie Fountain Jr. designed, built and raced the boats that bear his name, and made a staggering impact on the sport in the process. His influence started in 1980 with the creation of the Fountain 10 Meter ­Executioner, 33 feet of go-fast sizzle that rocked the performance world. This is the story of how that first boat was created, how it came back to Fountain, and what it took to repower a 43-year-old performance boat.

The Origin Story

In 1979, Reggie Fountain Jr. had earned a law degree, was a successful Northwestern Mutual insurance agent, was investing in real estate in his hometown of Washington, North Carolina, and was a national and world champion tunnel-boat racer as a member the Team Mercury factory effort that dominated the sport. When Mercury disbanded the race team during the Arab oil embargo, it was racing-team manager Gary ­Garbrecht who suggested that Fountain consider building offshore-style performance boats powered by the same Mercury high-performance engines he was supplying to Cigarette.

Fountain owned an outboard-powered 20-foot Allison Craft runabout, a boat that could hit 90 mph on the smooth waters of the Tar River thanks to its keel pad and notched transom. In the movie King of Offshore, Fountain recounts how he sought to adapt the ­Allison Craft features to a larger hull suitable for bigger waters. He partnered with Bill Farmer and Don Abel, custom boatbuilders from ­Sarasota, Florida, who ­modified the mold for their 31-foot ­Excalibur model, originally designed by Jeane Claude Simone, to Fountain’s specifications. At speed, the boat would skim along on its flat pad at the aft keel. The running surface ended short of the transom to create a built-in setback for the drives, which could then mount higher to reduce drag while keeping the props in solid water. Fountain called this exciting new boat the Excalibur Executioner.

Fountain sold 10 or 12 Executioner boats, but concluded that the flat pad slapped the water in choppy conditions. He went back to Farmer and Abel, and asked them to change the mold to add a modest V-angle to the pad. Having already cut up their mold once for Fountain, they declined to do it again. Undeterred, Fountain went back to Washington, rented an empty car-dealership building, and made his own mold by splashing one of the Executioner hulls. Helping in this project was then-17-year-old Jeff Harris, a Washington high school student who worked on Fountain’s racing pit crew.

“I can still point to the spot on the floor in that building where we cut and shaped the mold,” says Harris, who became a national and world champion boat racer himself and is COO of Iconic ­Marine Group, owner of the Fountain brand. “Reggie added some ­V-shape to the pad to stop the slap and extended the bow to add some additional flare for an aerodynamic effect, the idea being that the flare would generate lift and could help keep the bow from stuffing in some conditions. The hullsides and deck were cored with Baltek balsa, which made the boat much stiffer. At the time, I believe only Cigarette was coring a production boat.”

The pointed bow—the Fountain “beak”—became a distinctive design feature of every Fountain model. It made the boat length 33 feet, or 10 meters. The boat was powered by a pair of 475 hp ­Mercury high-performance 454-cubic-inch engines fitted with Gale Banks twin turbocharger kits and Mercury TRS No. 2 Speedmaster drives. Garbrecht arranged to have the boat dialed in at the Mercury Lake X test center in ­Florida, where it ran an impressive 88 mph. The first Fountain 10 Meter Executioner was finished in medium blue with white stripes and delivered in 1980 to its new owner, a New York investment banker. Fountain got busy building boat No. 2.

Hull No. 1 Returns

Over the years, hull No. 1 would occasionally come back to the Fountain shop in Washington for service or a refresh, and it was repowered at least once. In 1998, the owner contacted ­Reggie Fountain and asked for help selling the boat. Fountain instead purchased it and had it repainted in a red, white and blue scheme typical of Executioner models of the 1980s

“Reggie would use the boat maybe once a year,” Harris says. “It was often in the way and would be moved around the property, sometimes left outside.”

Fountain Powerboats did not survive the 2008 economic downturn, and declared bankruptcy in 2009 and again in 2012, with Reggie now out of the company. Along the way, hull No. 1 ended up on display at a Fountain dealership in the Midwest. Fred Ross, owner of Big ­Thunder Marine in the Lake of the Ozarks region, acquired the boat in 2017 before he purchased the assets of the Fountain, Baja and Donzi brands, and formed Iconic ­Marine in 2018. Ross invited Fountain to a poker-run event at Big Thunder, where the boat was displayed. After noting Fountain’s nostalgia for the Executioner, Ross gifted the boat back to him.

Time to Repower

By then the boat ran, but not well, and was looking a bit shabby. The Executioner was refinished in its current retro paint scheme and fitted with a new matching interior. A repower and rigging update were in order, and those tasks were accomplished by BAR Marine of Jacksonboro, South Carolina, a Mercury Racing dealer owned by Ben Robertson Jr., himself a former tunnel-boat and offshore racer who has worked with Reggie Fountain in the past. The project illustrates the challenges of repowering a classic sterndrive performance boat.

Robertson has rigged and raced Fountain 29- and 35-foot Factory II race boats and repowered many older Fountain boats—there are currently more than 20 waiting their turn in the BAR yard—so he knows how these boats go together.

“When we got the boat, the engines were out,” Robertson says. “There was a lot of evident wear and tear, but the boat was really solid, with no rot in the plywood stringers or the transom. We started by stripping out all of the analog rigging, as the repower would be digital. Then we pulled out the cockpit carpet, sanded down the sole, and refinished it with gelcoat.”

Next, the stripped-out engine bay and transom were scanned using a Faro 3D digital scanner. The data from that was placed in a CAD program at Charleston Composites, a business affiliated with BAR Marine. A specialized marine digital design program was then used to calculate the placement of engine mounts and the X dimension for installing the drives on the transom.

Locating the drives is the first step. The holes for the old TRS are not compatible with Mercury Racing Bravo drives, so the transom cutouts had to be filled with new plywood, reinforced inside the boat, and reglassed and finished. The original trim tabs were removed, and those mounting holes also filled. For this repower, a package of Mercury ­Racing ­Bravo One XR Sport Master 1.5-to-1 drives with an Integrated Transom System (ITS) was selected. The ITS sets the drive back about 7 inches and features ­integral power-steering cylinders for a cleaner look and easier installation. With the desired drive height depicted in CAD, the team determined it had to cut away a few inches of the edge of the deck to fit the ITS mounting plate before making the new transom cutouts with a reciprocating saw. Finally, the ITS units and drives could be installed. This determines the engine mounting height because the output from the engines needs to align with the drives.

“Next, we had to modify the stringers and make new engine mounts because the old mounts don’t fit modern engines,” ­Robertson says. “We had to add material to raise the center stringer and lower the outers, but not by much. Then we made new aluminum engine mounts in the same style as the originals.”

The CAD files are so accurate that the BAR team knew the molded carbon-fiber engine covers on top of the 8.7-liter V-8 naturally aspirated Mercury Racing 565 engines would not quite fit below the aft edge of the ­engine hatch, and each cover was trimmed before the engines were installed. It appears that a sheet of paper might just fit between the inboard exhaust headers, and Robertson explains that he tries to get the engines, and thus the drives, as close together as possible to keep the props in the best water. The centers on this rig are 33.5 inches. New Mercury Racing K-Plane 380 tabs were installed in a horizontal position, rather than the original alignment with the bottom of the transom.

Robertson says the most frustrating element of this repower was fitting the exhaust tailpipes, which must be custom-made for older boats like this Fountain. New boats typically mate the 4.5-inch headers to 4-inch tailpipes, with water injected into the ­exhaust flow to muffle sound.

“That tailpipe requires a lot of pieces, rubber boots and the water lines, and I just don’t like the way it looks,” Robertson says. “It’s not as clean as a race boat. We wanted dry tailpipes and waited months for a big supplier that just couldn’t come through. We finally went to Hardin Marine, which made up the water-jacketed pipes we wanted. It’s a little loud, but Reggie likes it.”

With all of the old analog instruments and controls removed, a new carbon-fiber dash from ­Innotech Products was fitted, with cutouts for a Garmin 8612 multi­function display and a Mercury VesselView 4 display, a Livorsi digital drive and tab-trim indicator, and Livorsi digital controls. Robertson is a big fan of MDC TrimSync programmable auto trim and installed that system on the Fountain with a control toggle next to the original trim toggle switches. The wheel is an older Second Effort unit from one of Robertson’s tunnel-hull race boats, with trim switches on each of the three spokes.

Nick Petersen, Mercury Racing prop manager, helped Robertson select 15.25-inch-by-30-inch Maximus ST Lab Finish propellers, a complicated task when ­repowering an older boat.

“Being a larger, stern-heavy boat, we typically opt for the ­Maximus over the Bravo One or Max5 prop models,” Petersen says. “The drives aren’t mounted super high, and the boat needs more bow lift at speed than some of the newer hulls, so we went with the 15.25-inch diameter instead of the full 15.63-inch model with the shorter tube. The barrel length of the Maximus is still longer than the standard Max5 and also has more blade area.”

The bottom line is that every ­repower project is unique. Robertson ballparks the bill for this project at about $335,000, including the powertrain, electronics, rigging and labor. Mercury Racing sells the 565 engine, ITS and Bravo XR Sport Master drive as a package for $79,830, so figure about $160,000 for the powertrain alone.

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Robertson’s experience and his team’s expertise played a big part in this project. The payoff was a boat that ran and handled well right off its new custom EZ ­Loader C-channel aluminum trailer.

“You could go with more ­power, but I really like these 565 engines,” Robertson says. “They are easy to install, make great torque, and run on 89-octane fuel.”

Robertson has satisfied a ­demanding customer. On April 12—his 83rd birthday, by the way—Reggie Fountain Jr. took the throttles for the first time and trimmed the repowered hull No. 1 to perfection for a 91 mph blast down the Pamlico River. Then he turned around and did it again. We were along for the ride, and it was quite a thrill.

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Overview

Several years in, it’s safe to say that wakesurfing is one of the most engaging watersports that people enjoy on the water. The thing is, most people want to enjoy it as part of their boating experience, not as their only experience, so they’re not looking for a dedicated surfboat. Boat companies looking to accommodate that crowd have sought to build recreational boats propelled by jets or forward-facing drives to make them safe to surf behind. The catch-22, as we have learned, is that many “surfable” runabouts do not produce a wave strong enough for a weekend warrior to surf easily. Sea Ray’s new SLX 260 Surf, however, delivers on that promise. During testing, expert rider Cody Prizer discovered that the SLX 260 Surf ­produced a strong wave with a pocket that extends far behind the boat, so surfers of all ability levels can enjoy it.

Engine

How did Sea Ray achieve this in a traditional luxury bowrider? It starts with swapping out the Mercury Bravo Three for a forward-­facing Bravo Four S drive. Otherwise known as a tractor drive, the forward-facing contra-rotating propellers pull the boat through the water rather than pushing it like a regular sterndrive. This setup moves the props 26 inches forward of the transom under the boat, safely tucking them out of reach of any surfers or swimmers working around the swim ­platform. Sea Ray also incorporated an 1,800-pound ballast system completely under the deck rather than in stowage lockers, as you’ll see in some converted runabouts. Add in the customized Wakeworx surf tabs that help shape the wave on either the port or starboard side.

Interior and Accessories

The dual 9-inch Simrad multifunction displays at the helm feature an integrated watersports interface, allowing you to fill or empty the ballast tanks with one touch, easily control the surf tabs, and employ ­preset launch profiles for beginners to advanced ­riders. Not limited to surfing, the interface also features modes for wakeboarding, skiing and tubing. Sea Ray also uses C-Zone switching, which acts as the nerve center for all ship systems, so everything is right at your fingertips.  

The standard watersports tower provides a great tow point for surfing and wakeboarding, and easily accommodates the optional Fusion speakers and adjustable board racks. Electrically actuated, the tower can quickly lower for trailering or passing under low bridges.

If you’re reading this review, odds are you’re interested in not just the surf features but also all the amenities that make the SLX 260 Surf a luxury bowrider. You’ll find them everywhere, from the spacious and comfortable seating laid out from stem to stern to the seat cushions that lift on gas-assist struts to reveal finished stowage compartments. The standard Fusion stereo system pumps great sound for your tunes. The removable teak tables let you create conversation pits in the bow and stern. The SeaDek flooring on the cockpit sole and extended swim platform is super-comfortable underfoot. The changing room in the port console can be upgraded with a VacuFlush head ($2,446), and the optional electric windlass ($5,277 with the anchor bundle) makes anchoring at the local sandbar an effortless affair. The transom sun pad is a great spot for staging watersports or just catching some rays at anchor. There’s a built-in cooler under one of the sun-pad cushions and a Fusion stereo remote close at hand. The large stowage compartment to port can hold all your fenders and even some of your watersports gear.

The spacious swim platform features a manual flip-down swim step, making it super-easy to get in and out of the water, whether you’re finishing a surf session or taking a dip on a hot summer day. As noted, the forward drive keeps the props safely tucked under the hull, so there’s no risk of slicing a toe, even when the engine is shut off.

Traditional runabouts with forward-facing drives are becoming more common on the water, so you might also consider the Cobalt R6 Surf, another luxury bowrider, which starts at around $210,483 with a 350 hp Volvo Penta Forward Drive. Another option is the Regal LS6 Surf, which starts at $166,870 with the 350 hp Volvo Penta Forward Drive and many standard amenities.

As far as performance, the SLX 260 Surf reached a respectable 43.8 mph on test day, and its deep-V hull, which tapers to a 21-degree deadrise at the transom, helps the boat handle any rough lake chop with nary a slam nor a shudder. The boat exhibited crisp handling in hard-over turns at speed, and the contra-­rotating props kept the boat from slipping or blowing out. Because the props are farther forward, the boat’s pivot point is also farther forward than an outboard or sterndrive boat, which improves handling at slow and planing speeds. We climbed onto plane in under 5 seconds and hit 30 mph in under 10 seconds, both solid performance numbers.

All in all, the Sea Ray SLX 260 Surf is a boat designed to fulfill many missions on the water, from catching rays or waves and almost everything in between.

How We Tested

• Engine: 350 hp MerCruiser 6.2L ECT V-8
• Drive/Prop: Bravo Four S/24″ contra-rotating stainless-steel propset
• Gear Ratio: 2.20:1 Fuel Load: 75 gal. Water on Board: 0 gal. Crew Weight: 750 lb.

High Points

• Contra-rotating props and the farther-forward thrust point of the Bravo Four S help give the boat excellent low-speed handling in close quarters.
• Port console seat rotates fully aft to create a great spotter seat for watersports or keep an eye on swimmers when at anchor.
• Standard electric watersports tower easily raises and lowers with the push of a button.

Low Points

• Port console changing room/head lacks a window or vent to allow fresh air to circulate.
• Although the wave is impressive by recreational bowrider standards, it cannot match the professional-level quality of a dedicated surfboat.

Pricing and Specs

Speed, Efficiency, Operation

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Overview

From above, the MJM 4 looks like an oversize bowrider with a contoured hardtop powered by up to 1,200 hp of twin or triple outboards. Convenient cockpit access is through a starboard-side gunwale door or the swim platform. The main deck layout is ideal for temperate climates because the open cockpit lounge connects to the hardtop-covered salon, then back outside to the bow lounge.

Interior and Accessories

The bow lounge offers an open sunning area and a great place to ride with the wind in your hair. Behind the windshield under the hardtop, windows and hatches in the salon/helm can open to the breeze, or seal them for climate control when using the optional reverse-cycle heat and air conditioning ($26,767). The L-shaped aft cockpit lounge features a removable teak table for alfresco dining, which easily covers with a stout Bimini with strut-shaped tensioning turnbuckles that allow its use while running.

What the gull’s-eye view doesn’t show is that the MJM 4 offers belowdecks amenities. In the cabin, we found a flat-screen TV and a forward lounge/berth. Another double berth tucked under the salon floor includes a fan and a convenient cubby with phone-charging plugs. There are opening hatches for ventilation and good-looking cherry-paneled storage. A Tecma freshwater flush electric head and separate shower compartment complete these accommodations.

We don’t know of another boat this size that offers large bow and aft cockpits, a pilothouse and relatively spacious cruising accommodations. Shoppers might consider Tiara’s luxurious and beamier 43LS ($1,337,900 powered like our test boat), which offers comparable performance but a center-console layout. One might also look at Formula’s smaller 350 CBR ($781,120 with triple 300 Mercury Verados and joystick), which offers a semi-enclosed helm and fore and aft cockpits.  

Engines

The flexible layout of the MJM 4 sparked my interest, but its twin 600 hp Mercury V-12 Verados had me itching to throw down the throttles. These massive engines prove eerily quiet. Using the joystick, which provides an additional 15 degrees of turning radius, we eased stealthily sideways off the dock. There is no clunking during shifting—just smooth control. As you may know, only the gear case of these engines turns while the midsections and powerheads remain stationary. Primarily, the articulating gear cases allow these big engines to mount on 27-inch centers like other smaller multi–engine installations, so more can fit on any given transom.

I cranked the boat up to a zippy top speed just under 55 mph. Acceleration was smooth, with the shifting of the two-speed transmission barely perceptible. The Garmin 12-inch MFD showed a top speed of 60.4 mph that I couldn’t replicate given our test boat was laden with a ton of boat-show equipment and brochures. (We ran it the length of Long Island Sound from the Newport Boat Show to the Norwalk Boat Show.) 

A fast cruise of 44.5 mph burned 67 gph, giving a range of 285 miles with a 10 percent reserve. More impressive is the lack of bow rise, nor any slamming or flexing of the hull as we ran into the chop. The narrow entry slices through sloppy conditions, and spray is deflected aside. According to MJM, the in-house design team added more bow flare to the MJM 4. I looked in the front and saw the uncovered bow seats were dry.

Hitting rougher water, I slowed to 28.6 mph. We ran all day heading into the wind and chop funneling out of Long Island Sound at this speed, netting a range of 365 miles. During high-speed turns, the MJM 4 gently leaned and sliced through the choppy waves while the big Mercs purred like giant kittens. Even at wide-open throttle, sound readings never exceeded 86 decibels, most of which was from the wind and water, not the engines.

One reason the MJM 4 handles well in rough conditions is the boat’s vacuum-infused epoxy-composite construction. MJM uses biaxial E-glass and Corecell foam core in the hull and deck. The keel, stem and transom corners are solid E-glass. After layup, the parts are post-cured (warmed at a precise temperature). This type of epoxy construction yields boats with tremendous strength-to-weight ratios. The MJM 4 fully loaded weighs only 17,730 pounds. Lightweight and rigid structure combine to help seakeeping and performance, as does the relatively narrow beam and hull refinement, of course.

The MJM 4 is fast and fun to drive. It’s a must-see for those seeking a top-of-the-line outboard-powered dayboat.

How We Tested

• Engines: Twin 600 hp Mercury V-12 Verados
• Drive/Props: Outboard/27″ pitch contra-rotating stainless-steel prop sets
• Gear Ratio: 2.50:1 Fuel Load: 375 gal. Water on Board: 90 gal. Crew Weight: 790 lb.

High Points 

• Layout offers fore-and-aft flow plus multiple social areas.
• Lightweight epoxy-composite hull with a fine entry and relatively narrow beam helps the boat perform.
• Twin Mercury Verado 600s with joysticks are fast, quiet and smooth-running, and their steerable gear cases make the boat easy to maneuver.

Low Points

• Midberth offers only 2 feet, 1 inch of headroom, which is tight for adults.
• No door separating the sleeping areas.
• Fuel fills and opening door are only to starboard.

Pricing and Specs

Speed, Efficiency, Operation

MJM Yachts – Washington, North Carolina; 252-644-6001; mjmyachts.com

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