Editor’s note: Capt. John N. Raguso is a charter captain with more than 50 years experience. While he has fished the world over, he plies his home waters off Long Island, NY aboard his Mercury-powered Edgewater, MarCeeJay

I have bought a half-dozen coastal fishing craft in the past, and all were pre-owned. I gravitate toward “experienced” vessels for a few compelling reasons. As my needs drifted toward running larger and more seaworthy craft, the new-boat price tag was becoming less realistic for my budget. Another inducement to consider purchasing a late-model used boat is the usual depreciation hit a new boat takes in its initial three to five years. These craft are still in great condition and come with the remnants of a transferrable factory warranty. But not all pre-owned vessels are created equal, and I have learned a few things during my used-boat buying escapades. I’ll share a dozen nasty nits with you here, along with potential solutions.

Rod Holders That Drain Into the Bilge

Flush-mount gunwale rod holders that drain water directly into the bilge cause a number of issues, including added stress on bilge pumps and allowing any foam flotation downstream to absorb water. Other negatives include exposing wiring and batteries stowed in the bilge area to unwanted immersion, which accelerates corrosion on any connections or in-line breakers. Adding an accessory cap that closes off the rod-holder opening on top or installing a drain cup and hose to the bottom end of the rod-holder tube solves the problem. The parts required for a quick and easy DIY fix are reasonably priced and available on Amazon, eBay, and a variety of online marine accessory dealers.

Check the Canvas

A formerly owned boat, be it a cuddy, dual console or center-console, often comes equipped with a canvas package. Even if the dealer or previous owner claims that it is “like new,” make the effort to unfurl the canvas from its shroud and ensure that the snaps are all lubed and intact, and you can see through the clear vinyl windows when standing or sitting at the helm. Hazy clear vinyl or crusty canvas that is weathered, leaking, or worn from use or age is expensive to replace and might add $2,000 to $3,000 or more to the purchase price.

Beware of Below-Deck Livewells

Livewells positioned below the deck and accessed via a flush hatch in the cockpit sole are a real pain to your knees when trying to catch a frisky baitfish in a rolling seaway. They’re also a challenge when trying to fix plumbing leaks or swapping out a pump motor. Yet another negative is the need for a second pump to drain out the below-deck well’s contents, which is more stuff to maintain in the limited-access bilge space.

Better livewells are positioned either in the transom corners or the transom cap, which makes them more ergonomic when rigging a live bait. They also typically empty water overboard via a gravity drain, and are less of a challenge to access and maintain.

Panel Wiring Jambalaya

The panel wiring on some of the used boats that I have inspected in the past resembled an overturned plate of rainbow spaghetti. This is especially true if the former owners didn’t follow any particular electrical code and added numerous accessories with whatever wiring was available. Both factory and added accessory wiring should be neat, loomed or tie-wrapped, feature heat-shrink tubing on the connection ends, and be tagged to identify what switch or piece of electronics they represent. Most quality builders color-code their 12-volt DC wiring harnesses and feature a legend in their operator’s manual to describe the function and location for each individual hot wire (white with red stripe, blue with white stripe, etc.). I recommend using tinned, marine-grade wire in the proper gauge for the amperage demand.

Wet Feet in the Cockpit

While wet feet might be the norm when a brace of hefty crewmembers are tuna chunking in the cockpit 30 miles offshore in choppy seas, dry feet should be the standard when working calmer waters. One way to check this out is to turn on the freshwater hose and douse the deck with some weight in the cockpit while the boat is in the water to see if the scuppers will keep it dry. Another method is to toss a few pails of bay water onto the deck and see how fast it clears out.

If persistent cockpit water is a nagging issue, adding ping-pong ball scupper drain fittings may solve the problem. Although, these require vigilant maintenance to prevent them from becoming fouled. These are available in marine stores and online.

Seacocks, Valves and Through-Hull Fittings

Through-hull fittings with seacocks allow the operator to throw a 90-degree lever arm to stop unwanted water flow should a leak or break develop in downstream plumbing. Problem is, some seacocks are positioned in the hull on the extreme end of human reach. Quality builders feature remote seacock fittings with extension arms that allow crew to open and close the lever. But what if these are frozen? It’s a good idea to work these manual levers at least once a month to ensure smooth operation. For stuck lever arms, remove the hose connection (on dry land), and spray penetrating oil like WD-40 or CRC into the nipple and gradually try to work it free. If this doesn’t work, the faulty seacock needs replacement. At any rate, make sure the seacocks operate smoothly on a boat you are considering buying. Replacing or rebuilding a corroded seacock might cost a couple hundred dollars and take several hours.   

Battery-Switch Mayhem

Battery-switch wiring can be a source of confusion on a boat. Often, the 12-volt DC panels and the engine run off the single output feeder on the typical four-way switch. This is not ideal because starting your engine can cause a demand spike that shuts off your electronics.

I recommend a pair of batteries (one cranking, one for electronics) for a single-engine boat. To be fully “in charge” of the battery charging operation, employ a pair of switches for this duty, with the house power cell on a separate on/off switch and the engine battery on the Battery 1 position of a four-way switch. Connect the input of the on/off switch to the Battery 2 lug, and you can now manually control when everything is on or off. Use the “both” setting on the battery switch for charging both batteries via the engine alternator.

Take It to the House

Far too many times, even on name-brand boats costing $300K or more, someone forgot to dedicate a “house” battery for the vessel’s electronics. My rule of thumb is simple: one deep-cycle battery for the onboard electrical panels and one starting battery for the engine. If you are running twins on the transom, that translates to a pair of starting batteries and one house battery. Triple engines add up to a trio of starting batteries and one for the house. You get the picture. If onboard electronic demands require a pair of house batteries, make it so.

Safety-Gear Storage

Safety-gear storage space (for items like life jackets, flares, tools, lights, rations, etc.) is frequently an afterthought on many boats. If you can’t put this stuff anywhere that’s easy to access in a sudden, unplanned emergency, things could turn catastrophic very quickly. One solution for life jackets is to install a cargo net holder under the T-top or hardtop that puts these lifesavers in the right place for the right moment. If the used boat you bought is too small to stow the aforementioned emergency gear, packing up a waterproof ditch bag is the solution, requiring that you take it on and off the boat every trip. 

Fuel-Filter Whereabouts

Although it’s common sense that every engine onboard should have its own dedicated fuel filter or water separator, some older used boats might lack these.

Cannister-style water-separating fuel filters should be installed in spots that are easy to reach, where there’s enough elbow room to swap out the canisters without spilling the contents down into the bilge. The lower in the bilge they are located, the faster the steel cartridge and aluminum mount will deteriorate. I try to install these as high and dry as possible, and employ a stainless-steel filter head to minimize corrosion concerns. 

Read Next: Why Some Boat Buyers Hire a Marine Surveyor Before Buying a New or Used Boat

Onboard Coolers and Fish Boxes

One of my pet peeves when looking at a pre-owned vessel is observing bait boxes, ice boxes, fish boxes or storage boxes that drain their contents down in the bilge. Nothing good can come from this, and the icy, slimy gruel that collects down under will cause the cabin areas and console interior to smell like a rotting chum bucket, in addition to making your bilge pumps work extra hard. This approach shows a lack of design creativity and cost-cutting on the part of the builder. Potential solutions include running hoses from the box drains to a macerator, but only if there’s space and access in the bilge to make this happen.

Batteries in the Bilge

I mount my boat’s starting and house batteries in an easily accessible, high-and-dry spot because they are critical for smooth boat operations. If the batteries have a hiccup, the boat stops running, wherever that might be.

The best spots to install power cells to ensure longevity and protection from the elements are typically under the center console or helm, or in the cabin. The least desirable spot is down low in the bilge area because the presence of water in the boat’s bowels will expose the lugs and connections to a constant, highly corrosive bath. If this is the only place they can go, use battery boxes and button them up as tight as possible.

The post 12 Tips for Buying a Used Boat appeared first on Boating Mag.

So, you’re going to do it: Take the plunge and buy the new boat of your dreams. You’ve cruised boat shows, visited dealerships and scoured the internet to find the perfect rig for your lifestyle and budget. After having countless conversations, scanning boat tests and brochures to compare specifications, and poking around in lockers and peeking into cabins, you’ve found “it”—the best boat for you and your family.

Now you need to answer a question that is equally important, particularly in these challenging economic conditions: What is the best way to pay for it?

Finding the right answer to this question could be even more challenging in today’s environment of rising inflation and interest rates, not to mention the added wrinkle that many eager wannabe boaters are sitting on lengthy waitlists for boats to be built and delivered.

Still, the main financing channels are fairly common, albeit with a few twists. Most boats are financed in one of three ways: financing arranged through a boat dealer or manufacturer, a home-equity loan or line of credit arranged through a bank or credit union, or a specifically designed consumer boat loan arranged with a bank, credit union or other lender that specializes in marine financing.

We’ve spoken with some experts in the field of marine lending to get the latest intel on popular financing options. We’ve also identified four different types of boat-buying personalities most likely to take advantage of these channels to finance their future fun. You just might see a little bit of yourself in one (or more) of these characters.

Dealer Dan

“If it’s not broke, why fix it?” is this guy’s motto. A traditionalist to the end, he’s eager to sit down with the boat dealer and hash out a financing plan for that new boat he’s been lusting for. Why not? It’s still a tried-and-true option for a wide variety of boat shoppers.

Boat dealers have access to their own financing partners, as well as those from the various boat and motor manufacturers they represent. They work with boat loans every day and are well-versed in the nuances of getting the deal done quickly and easily. Of course, they have a profit motive in getting the deal done through them. They are also motivated to find a financing structure that works with your credit score, boat-buying budget and available down payment. They want a customer who will be satisfied over the long run and rely on the dealer for years of service, accessories and lifestyle purchases. Their motivation to seal the deal and the available funding resources and daily experience they have with boat loans can make them the best option for many boat shoppers.

For example, a recently announced partnership between Sportsman Boats and Yamaha Financial Services illustrates the advantages of this option. “We’re the only independent boat brand to offer captive financing through Yamaha Financial Services,” says Victor Gonzalez, Sportsman Boats’ director of marketing. “This means our dealers have many retail financing options at their disposal to help customers find a way into the right boat for them.”

According to Gonzalez, this also gives Sportsman the ability to develop and promote programs such as delayed payments or “buying down” interest rates if needed to help dealers move boats. This may not be a critical need in today’s market where, as Gonzalez reports, 80 to 90 percent of Sportsman boats leave the factory floor pre-sold. Still, these conditions aren’t going to last forever, and forward-thinking builders like Sportsman want to give their dealers ways to keep the sales momentum going in the future.

Tommy Trust Fund

OK, this guy doesn’t really have to worry about financing his boat purchases. Being born into generational wealth means he can pull money out of his bank account anytime to buy his dream boat—you know, the one most people only fantasize about.

But just because he has the financial wherewithal to plunk down a briefcase of Benjamins for a new boat, is it always the smart idea? That depends, according to John Haymond, senior vice president for Medallion Bank and president of the National Marine Lenders Association. “It really depends on your individual financial situation and the specifics of your boat purchase,” Haymond says. “It’s never a bad idea to maintain cash in reserve, especially in volatile economic conditions. It could also be wise to put less money down or stretch out payments in the structuring of your financing, particularly as investment rates move higher.”

Mr. Homer Equity

The majority of us don’t have limitless funds. Many people, however, do have access to a considerable amount of money through the equity in their homes. This money can be tapped by refinancing a cash-out mortgage, taking a second mortgage, or setting up a home-equity loan or credit line.

There can be advantages to this route, beginning with the fact that interest rates on these loans often are lower than nonsecured consumer loans. Depending on the specifics of your situation, there could also be tax advantages for the interest paid on the loan. Home-equity loans can also be structured in a variety of ways, including some long-term options that allow you to stretch out repayment.

Depending on your situation, taking money out of your house could put you in the category of a cash buyer. Not exactly like Mr. Trust Fund, because you still have a loan to repay, but it gives you options to pay all at once, or pay a large down payment and the rest over time on a traditional boat loan. And approaching a dealer with cash makes your negotiating position stronger.

There are risks to going this route. Your credit availability is subject to personal economic conditions and your regional real estate market. Generally, it’s also a more complex process because the lender will need to examine your income and your home’s market value and loan-to-value ratio. You might need to get a home appraisal done as well. Depending on the bank or lender, there can be closing costs attached.

Home equity is a wonderful thing, but it’s also something that evaporates quickly as the economy and personal situations change. Combining new boat lust with a seemingly vast source of money—cash you feel already belongs to you—could be a recipe for bad decisions.

Read Next: How to Buy a Boat in a Boom Market

Web-Master Wally

This guy actually relishes the process of diving into various financing options and researching all the ins and outs for himself. Wally wouldn’t entrust anybody else with the task of comparing the financing options from different banks and lenders to see how much he qualifies for, and how to structure a down payment and payment plan that suit his needs.

Wally doesn’t have to be a financial wizard either, as long as he turns to trustworthy sources. The National Marine Lenders Association is an organization of banks, loan origination companies, finance companies, credit unions and other industry professionals specializing in boat loans. While its primary purpose is to educate current and prospective lenders in marine financing procedures and promote marine lending within the industry, it can also be a valuable source of information for consumers. “Many national and regional financial institutions are NMLA members,” Haymond says. Its member banks and finance companies emphasize marine lending and can offer consumers the benefit of their experience in setting up boat loans for people from all walks of life.

The NMLA website (marinelenders.org) is an excellent source of information and advice for those researching boat-loan options. A “For Boat Buyers” section of the site provides resources, like a member’s directory, boat-loan basics, tax deductibility information, a loan calculator and more.

“There has been a shift over the last six to eight years for consumers to finance online with a bank or credit union,” Haymond says. “It is more convenient and efficient for consumers to shop multiple finance sources for marine loans from their home than the sometimes limited options at a dealership. Today, people are accustomed to shopping online, even for big-ticket items like boats, and then quickly flip over to financial marine sources to arrange financing in the comforts of their home.”

Google “boat loans” and your search engine will be swamped with links and ads for traditional banks, online banks, loan brokers and more, all promising quick and easy boat funding. For those willing to do the homework, there has never been so many different options to secure financing.

Sealing the Deal

This competition for your business and the wide range of lending choices are good things because they leave the boat buyer with more options for financing than ever before. Wading through it all might seem daunting. But if you’re a motivated and resourceful buyer, you’ll find a way to pursue—and fund—your passion.

What About the Engine?

Rising interest rates, higher boat prices and lack of inventory have led more people to hold on to their old boats and consider repowering to make their current boat new again. Thanks to the increasing interest, the repower demand—especially for outboard dealers handling popular brands like Mercury, Yamaha, Suzuki and Honda—is stronger than ever.

These engine companies, however, are also faced with production and supply-chain issues. “Loose motors” (a term used for new engines sold to the repower market) are especially hard to come by because motor manufacturers are working hard to supply OEM boatbuilder partners, who are working hard to catch up with their backlog of pre-sold boats.

Even in this environment, financing is available to fund the purchase of today’s high-powered outboard engines, which easily run from $40,000 to over six figures, depending on the size and horsepower. Buyers can avail themselves of the same channels used to fund new-boat purchases. There are also specific repower financing programs offered by engine manufacturers through their authorized dealers. One example is Mercury Repower Financing, which offers financing programs for both outboard (and sterndrive and inboard repowers) from $5,000 to $50,000.

FAQ

Boat loans can be a daunting subject. Many boat buyers pose questions about the process. Here are some frequently asked questions that may help you make better boat financing decisions.

The post Best Boat-Loan Options appeared first on Boating Mag.

Re-upholstering a boat exceeds the skill level of most DIY boaters. For this kind of project, most of us need the help of a qualified marine upholstery shop. This is especially true for a project that encompasses the total replacement of the upholstery, a task that includes the engineering and fabrication of the upholstery framework, as well as design and crafting of the fabric coverings.

Such was the case as we entered the final phase of a complete restoration of a 1977 outboard-powered 17-foot Witchcraft runabout, a project that started with gutting the interior, including the original, but now rotted, seating, side and transom panels, and other upholstery parts. For guidance on how to proceed with replacing the upholstery, we turned to Sunbrella Horizon, which offers a broad line marine vinyl upholstery fabrics. Bill McDaniel, marine market manager for Sunbrella Horizon, offered these tips.

Quality Shop

As mention before, you’ll need assistance from a marine upholstery shop. But how do you find one?  “A good place to start in identifying a marine upholstery fabricator is to ask local boating organizations or your marina to provide recommended partners,” McDaniel says. “Another option is to check in with the boat manufacturer or dealer.” While these sources may not always be able to do the work themselves, they can likely point you in the direction of a trusted partner shop or local fabricator.

“Also, don’t forget online resources including social media and review websites such as Yelp where you can find testimonials and past experiences from other customers,” McDaniel adds. In our case, we chose SoCal Upholstery in Montclair, California. While the shop was about 40 miles away, it came highly recommended by a number of boat dealers, as well as local boat builders, for quality design and fabrication.

Key Questions

Before work starts on your boat upholstery project, it’s important to ask the right questions to be sure the fabricator understands your goals and you know exactly what you to expect, McDaniel points out. He suggests start with questions such as:

• Can you walk me through your fabrication process?
• Are you able to assist with design?
• How long do you estimate it will take to complete the work?
• Have you worked on this type of craft before?
• What type of information is most helpful for me to provide throughout the process?
• Do you provide any type of warranty on the work?

Following the discussion, request a written or documented estimate and ask questions about what is included in the quote and what factors could affect it before you sign off on the project, McDaniel says.

Framework: Re-use or Replace?

Whether or not the existing upholstery framework can be used will depend primarily on the reason for re-upholstery and the overall state of the boat. “It also may depend on which part of the boat you are updating,” McDaniel explains. “In many cases, it’s possible to apply new marine fabrics on an existing frame; however, you will want to be sure there is no damage or underlying issues.”

It’s important to have the framework inspected by an expert, so be sure to bring this up with your fabricator. Just like a home or building, having the right foundation is essential for long-term use and enjoyment. In our case, we decide that the old wood frame work was 45 years old and rotting, so we decided have the shop build all new frames.

Frame Material

The material used for upholstery framework will depend on the type of boat, the craft’s age, the original materials, and your fabricator’s preferences. Framing the structure for a captain’s chair or helm chair is a different application than framing for main seating areas, such as the bow area. Typically, specialty woods like mahogany or teak are used for captain’s or helm chair structures. “Be sure to discuss your options with your fabricator partner before starting the project,” McDaniel advises. In our case, we chose plywood, which was coated with resin after construction to prevent water damage in the future.

Staple Supply

“Quality staples play an important part in marine upholstery work, alongside a strong framing material, quality fabric, the right foam cushioning and durable thread and adhesives,” McDaniel points out. In our case, we asked the fabricator to use stainless-steel staples to help prevent corrosion.

Colors and Design

Most fabricator include the design and color selection as part of their prices. “To make sure you’re happy with the outcome, it’s important to brief your shop about the goals of your project and the desired look for your boat,” McDaniel says. “Inspirational photos are especially helpful in providing a starting point.” Don’t forget to share the ideal look and feel for your boat seating along with examples of how you commonly use your boat, such as fishing or entertaining. 

You will also want to discuss your goals for the entire look of the boat and where you want coordinating materials to be used, McDaniel adds. “For example, Sunbrella offers most marine fabric in matching colorways, meaning it’s easy to coordinate new upholstery fabric with existing fabric you plan to keep or other fabric on the boat, such as a Bimini top,” he points out. Using your input as well as the background on your boat and their expertise, your fabricator will be able to make smart fabric recommendations. From there you can work together to fine-tune the design before work begins, as we did with our restoration project.

Fabric Brand

Should you specify the marine vinyl fabric brand or trust the fabricator to select it? “You and your fabricator should work together to select the right fabrics for your boat,” says McDaniel. “Like any good partnership, it’s a team effort. We always advise boaters to lean on their fabricators for recommendations but also ask questions and explore options before making a purchase decision.

“Fabricators take great pride in their work and the process should be fun,” he adds. “Treat them as a partner, get involved and you’ll get great counsel and see great results.”

Fabric Quality

When considering a marine upholstery vinyl fabric, boaters should think about quality, longevity, design and support, according to McDaniel. “Investing in a high-quality fabric will give you the peace of mind to enjoy your boat upholstery without worrying about harsh marine conditions or potential damages or spills,” he explains. The investment upfront means longer lasting boat seating, and limiting the need for costly replacements that might put your boat out of commission for long stretches of time.”

McDaniel also points out the need to care for and maintain any marine upholstery. “Make sure the fabric you select comes with support after purchase, including care and cleaning resources and comprehensive warranties,” he says. “Sunbrella fabrics are the most trusted and preferred choice and are backed by the most comprehensive warranties in the industry.

“For example, Sunbrella Horizon marine vinyl is backed by a five-year warranty that covers replacement fabric and labor costs, along with a three-year warranty against bacterial pink staining.”

Marine Foam

When it comes to upholstery foam, good fabricators typically have a few types of foam on hand in a variety of densities to be sure they’re using the best material for the job, McDaniel says. These foams include polyurethane, Dryfast and closed cell foams. “Foam is an important element for seating, providing support and flexibility allowing for all-day comfort,” he explains. “Ask your fabricator about the foam type and density they recommend for your boat and why.” 

Thread Choices

Polyester, nylon and monofilament threads each have unique benefits that could make them the right fit for your craft, and good fabricators know which to use, as well as where and when. “Like fabric, thread serves a functional and stylistic role,” McDaniel reveals. “Talk to your fabricator about contrasting thread colors, piping styles and patterns they can sew into your seating for an even more custom look.”

Ultimately, re-upholstery isn’t something you’ll likely do often, and the process does take time, McDaniel points out. “It’s important to start the conversation with your fabricator and plan for the upgrades and an ideal time for work to begin, as you’ll be without your boat,” he adds.

Right Attitude

“View the improvements on your boat as an investment rather than an expense, and select quality materials and crafts people to work on your boat,” McDaniel says. “This is an exciting upgrade for years of comfort and memories and taking good care of your boat now will ensure it takes good care of you and your passengers.”

The post Guide to Boat Upholstery Renovation appeared first on Boating Mag.

“Good luck.”

That was the response from a Massachusetts boat dealer this past summer when I asked for tips on finding a new boat in today’s market. And he’s not alone. That kind of response is typical from many dealers these days. From California to the Carolinas and Michigan to Mississippi, new-boat inventories range from limited to nonexistent, and demand is at an all-time high.

Blame COVID-19 for it all. The pandemic ignited a boat-buying frenzy, fueled by an influx of new American boaters. Restricted from travel, vacations, dining out, kids summer camps and more, COVID-19-weary throngs of families have sought new ways to recreate, have fun and stay safe. For many, buying a boat has proven to be the best way to achieve all of those goals.

According to the Chicago-based National Marine Manufacturers Association, traditional powerboat sales reached a 13-year high in 2020. More than 310,000 new powerboats were sold, levels the recreational boat market has not seen since before the Great Recession in 2008.

Data from Lending Tree reinforces the NMMA’s findings. “Interest in boat purchases doubled between 2019 and 2020,” says the internet-based lending firm. “The number of consumers completing boat-purchase query forms rose 104 percent year over year.”

At the same time, COVID-19-triggered shortages have plagued boat and outboard builders. Manufacturing—both domestic and overseas—of essential supplies such as resin, windshields, microprocessors, upholstery foam, propellers and other key components slowed to a crawl at the onset of the pandemic. So, when demand unexpectedly surged about two to three months into the crisis, boatbuilders quickly ran short of materials, hampering the completion of boats and leaving factories struggling to keep pace.

Suppliers have worked hard to rev up manufacturing, but slowdowns wrought by wicked winter weather, snarled shipping and overwhelmed ports of entry have bogged down the supply chain. The entire boating industry is playing catch-up.

The compounding effects of low supply and high demand mean that even if you can find a boat or motor, there are few bargains, even as we prepare for a post-pandemic world. “If you can find a new boat to buy, that in itself is a deal,” says Sean Hickey, east coast sales manager for Everglades Boats.

It’s a classic seller’s market. But there are still ways to find boats and motors, and to negotiate deals, according to advice we gleaned from industry insiders. Here are 10 tips for buying in a boom market.

Stay Flexible

With inventories low and waiting lists for new boats as long as 18 months, shoppers might consider a model that’s more readily available, or at least available within a shorter time frame, marine-industry veteran Kim Slocum says.

Slocum currently sells Jeanneau boat brands for Elkhart, Indiana-based Walker Marine, but was also with Rinker Boats for 47 years, where he ascended to president and part owner of the company.

Slocum points to the example of the Jeanneau NC cabin-cruiser line. “For instance, while you might be eyeing a new 35-foot Jeanneau NC 1095, the wait could be shorter for a new 26-foot NC 895,” he says. In this case, you have to make the decision as to whether you want a smaller boat sooner or a bigger model later.

The same principle applies to new outboard motors, says Gus Blakely, executive vice president of sales and service for Suzuki Marine. “Consider an alternative horsepower category,” he explains. “For instance, you might be thinking about a 200 hp outboard, but there’s high demand for that power rating.

“Think instead about settling for a less-popular and more-readily available 175 that will get you ready to go and out on the water sooner.”

Consider Used

Used boats represent a different avenue, albeit a more risky purchase versus a new boat. While the boating boom has increased demand for used boats, these vessels already exist, so you don’t have to wait for the boat to be built and delivered.

The key is finding the right used boat, says Slocum, who also buys—then refurbishes and sells—previously owned boats from private owners. Slocum focuses mainly on boats from Rinker, a brand he knows inside and out from his decades with the company. He and his wife, Suzy, currently own a Rinker 380 cruiser, powered by a Volvo Penta 8.1-liter sterndrive, that the two of them refurbished.

Local Advantage

You can also look for new boats at dealers outside your region. However, once you find one, it might be better to work through a local dealer, Hickey says. “Everglades feels strongly that the best experience will be with a dealer in your area,” he explains. “Our dealers will work with other dealers outside their territories to get the boat transferred, if it is available.”

This helps ensure that service after the sale is convenient and closer for the buyer. “You can buy from a dealer outside your region, but we have found that the boat-buying and service experience is just not the same as when you work with the local dealer,” Hickey says.

Be Patient

There’s little a dealer can do to speed up delivery when there’s little to no ­inventory, Hickey explains. “Our ­company itself ­often needs to borrow back boats from buyers just to have Everglades models at boat shows,” he reveals.

If you have your heart set on a specific model equipped the way you want, you will need to be patient. Most Everglades dealer orders are out to the fall of 2022, and if you order the new Everglades 455 from a dealer today, you can expect delivery in January 2023. That has not seemed to deter buyers. “Everglades sold 13 of the $1.7-million-dollar boat in the first month after its introduction,” Hickey reports. “In my 11 years with Everglades, I’ve never seen anything like this.”

When it comes to outboard engines, dealer and boatbuilder orders for today’s popular engines are about 150 days out (as of this writing), according to Suzuki Marine’s Blakely. Delays in deliveries of outboards by all major brands represent a key obstacle to building boats more quickly, especially given the growing popularity of today’s outboard engines.

“The most important thing is ­patience,” Blakely says. “Like many manufacturers, Suzuki is doing its best to fill the supply chain as quickly as possible.”

Blakely offers a key piece of advice. “Order your new boat or outboard now, even if you don’t need it right away but anticipate a purchase in the future,” he says. This ensures that you will be in line to get your boat or motor when inventory is available and before they sell out. “For a new motor, try to order about five to six months ahead of schedule,” Blakely advises.

Move Decisively

“Be quick but don’t hurry.” Those words from legendary UCLA basketball coach John Wooden also apply to buying a boat in a boom market. “If you see a new boat at a dealership within the next year that you really want, grab it,” Hickey says.

“Don’t hold out in the expectation of a special deal because those don’t exist right now,” he adds.

“If you hesitate, someone else will buy the boat, and you will have wasted the opportunity,” Hickey says. “That’s just the way it is in this market.”

The same applies to the used-boat market, Slocum points out. “If you find a boat you’re interested in, visit the seller as soon as possible,” he advises. “In this market, time is of the essence. If the boat’s in good condition, it will sell quickly.”

Cash is King

Private-party sellers might be more likely to negotiate on price than dealers or factory-direct sales staff, Slocum points out. The seller’s openness to negotiation depends on a number of factors, including the buyer’s bargaining tools. One of the most effective is cash in hand.

Cash is an attractive offer, and it usually knocks dollars off the asking price, Slocum has discovered. It also secures the boat immediately. “In most cases, you can’t wait for the bank to approve a loan for a used boat from a private party in today’s market,” he says. “The boat will sell to someone else while you’re waiting for the bank to OK a loan.”

The same rule does not apply when buying a boat from a dealership. “Cash is not an advantage, as dealers aren’t discounting any boats,” Hickey says. “In fact, many dealers discourage cash sales, as financing represents an additional revenue stream for most.”

Targeting Trade-Ins

Some dealers and factory-direct sales outlets accept trade-ins on new boat sales, and this opens up a market to explore if you’re interested in a used boat. This could put you in a boat more quickly and for less money than a buying a new boat.

“Ask your dealer about available trade-ins as new boats are delivered,” Hickey explains. Trade-ins are not sitting around for long, he says. It’s a good idea to work in advance with a dealership to let them know you’re interested so you’re one of the first to be called if a trade-in becomes available.

Dealers and factory-direct sales staff might also be aware of pending trade-ins and when they might be available, ­providing you with advance notice of a purchase opportunity.

Due Diligence

Slocum emphasizes due diligence when shopping on the used-boat market. While there are many things to keep in mind, his first step is to personally inspect the boat before buying. “If you’re not familiar with the brand, take along a friend or mechanic who is,” Slocum advises.

He has developed an inspection routine and a list of key questions to ask the current owner before deciding whether the boat is worth buying. To learn more, visit boatingmag.com/used-boat- buying-secrets.

Look Far and Wide

Don’t be afraid to venture outside your geographic comfort zone if you’re serious about buying a used boat from a private party. Expanding your search radius can increase the chances of finding a good previously owned boat. Slocum often finds used boats in states far removed from his home in northern Indiana. He has hunted as far as Alabama and New York.

Most of his searches begin with the internet. “There are so many online sources, it’s mind-boggling,” he says. He and his wife like to peruse sites such as Boat Trader and Craigslist, but explore others, such as boat-owner forums and Facebook groups dedicated to particular boat brands.

“I typically look for boats located within 500 miles of us,” Slocum says. “But I will look farther out if I don’t find anything that close.” Once he completes a deal, Slocum has a triple-axle trailer and diesel truck to transport the boat if necessary.

Don’t Sell Until…

There is a huge temptation to sell your current boat now. The boom market has inflated prices, meaning you can get more money than you ever thought possible. A case in point: An acquaintance recently bought a new, custom 30-foot Nordic deck boat with a MerCruiser 600 SCI XR high-performance sterndrive. As he took delivery seven months after ordering the boat, the shop told him that he could sell it immediately for $30,000 more than he paid.

While that might result in a financial windfall, he would be unable to take ­delivery of the same new model anytime soon, putting him on the sidelines for the next season and possibly the one ­after that.

Is the trade-off worth it? For readers of Boating, probably not. Wasting months or even years of their lives waiting for a boat to arrive runs against the tide of the boat-owning mindset. So, move ahead with purchasing plans, but also keep your current boat so you don’t miss a moment of making memories on the water that will endure for ­generations.

The post How to Buy a Boat in a Boom Market appeared first on Boating Mag.

As the market for new boats booms and bargains evaporate, buying a used boat represents an alternate approach to achieving ownership. Though the same factors spurring the boom market have increased demand for used boats, these vessels already exist, so you don’t have to wait for delivery.

The key is finding the right used boat, says Kim Slocum, who also buys—then refurbishes and sells—previously owned boats from private parties. Slocum focuses mainly on boats from Rinker, a brand he knows inside and out from his 47 years with the company, where he ascended to president and part owner.

Slocum emphasizes due diligence when shopping on the used-boat market. His first step is to call the seller and pose a series of questions. If he hears what he likes, he personally inspects the boat. “If you’re not familiar with the brand, take along a friend or mechanic who is,” Slocum advises.

He has developed a list of key questions and an inspection routine that helps weed out the clunkers and leads him to good private-party used boats. Slocum shared his insight with us.

Key Questions

1. What year is the boat?

The more recently built, the better, Slocum says. Avoid boats more than 20 years old.

2. Where was the boat used?

Exclusive use in fresh water enhances the value of a used boat because this helps minimize any corrosion issues versus use in salt water. However, boats used in marine environments can still be solid candidates. In coastal regions, these might be the only used boats available.

3. What are the engine hours?

This tells you how tired the engine and drivetrain might be.

4. Is the seller the original owner?

An original owner tends to take better care of a boat, so this is a definite plus when looking at used boats, Slocum says.

5. What does not work?

Asking the seller to reveal issues can save you time, and it might give you something to bargain with if you choose to buy the boat.

6. Does the seller have the title in hand?

This allows you to take delivery immediately. It is a big bonus, Slocum says. Otherwise, prepare to spend time meeting with the lien holder and seller to clear the title.

7. Are the boat and motor still under warranty?

If so, find out if these warranties are transferrable and how you can arrange to move them into your name.

Key Inspection Points

1. Inspect the engine bay.

If the boat is a sterndrive or inboard, the condition of the engine bay will tell you a lot about how well the boat is maintained. Is it clean and dry? Is rigging neat and well-supported? Is it free of rust and corrosion?

2. Look for rips in the upholstery or deck carpet.

Reupholstery and carpet work are expensive, so keep that in mind as you inspect the interior.

3. Start up everything.

Fire up the electronics, generator, air conditioning, all pumps, lights, stereo, trim tabs, drive trim, etc., as well as the engine(s). Make sure everything is in good working order, and make note of any issues.

4. Double-check the engine hours.

Don’t trust engine-hour meters, Slocum says. Consider paying a boat mechanic to hook the engine up to scan tool to confirm the hours and look for possible issues, he advises.

5. Conduct a sea trial.

By any and all means, don’t buy until you conduct a sea trial to determine how the boat performs in real-world conditions, and determine any issues. While on the water, look in the bilge for leaks. For more tips on how to sea-trial a boat, visit boatingmag.com/how-to-sea-trial-boat.

6. Have the boat hauled.

If the boat is not on a trailer, arrange to have it hauled to inspect the bottom for obvious defects such as hull blisters, damaged running gear, excessive fouling, broken trim tabs, etc.

7. Look for decay or rot.

This is a tough one because transom or stringer rot might not be obvious. One trick is to push up and down on the drive or outboards. If the transom deflects or feels mushy during this process, it is an indication of rot. If in doubt, spend the money for a survey. The larger the boat, the more important a survey becomes, Slocum says.

8. Inspect the trailer, tires and bearings.

If the boat is on trailer, you need to know if it is road-worthy. Make sure the frame, axle and springs are free of excessive rust and cracks, and the bunks and rollers are in good condition. Check the tires for proper air pressure, and look for obvious signs of age such as cracked sidewalls. Ask the seller when the last time the bearings were serviced. For more trailer inspection tips, visit boatingmag.com/how-to/check-your-trailer-towing-your-boat-vacation.

9. Be prepared to walk away.

While this is not an inspection point, it is an important mindset when shopping for used boats. “Don’t get too excited or fall in love with a boat you’re inspecting,” Slocum says. “You need to be able to walk away if something’s not right or the price is well outside the number you had budgeted.” For more used-boat inspection tips, visit boatingmag.com/boats/boat-inspection-checklist.

The post Used-Boat Buying Secrets appeared first on Boating Mag.

If you’ve got an aging or damaged boat that has sentimental value, you might be ready to tackle a restoration project. Here are 11 tips to keep in mind when restoring an older boat.

1. Take an inventory of your tools, and then roll up your sleeves and start. It’s that simple.

2. Clean the boat from stem to stern so you can see exactly what you have to work with.

3. Remove all the water, leaves and debris from the boat. Organic material is your enemy.

4. Identify what’s broken. Seat bases? Fiberglass components? The steering system? Will you need fiberglass boat restoration?

5. Remove the old fuel from the fuel tank, as well as the old oil from the engine and gear case.

6. Remove the old belts and hoses on the engine and replace them with new ones.

7. Check the through-hull fittings to make sure they are still properly sealed. Also check the seacocks to make sure they are in working order. Replace any broken ones.

8. Look for cracking and crazing in the fiberglass around fixtures and fittings, such as cleats. Make sure load-bearing fixtures have a proper backing plate.

9. Old boats may have lots of rotting wood. Check the deck floor, seat bases and especially the transom for sagging, rot or decay. Strip old wood out of the boat and replace it with marine-grade plywood or a modern cored composite.

10. Go to YouTube and find at least three step-by-step DIY videos that say the same thing. These guys might not be “experts,” but they at least have experience.

11. Have a specific job in mind? Check out all of our content dedicated to DIY projects.

Boat refurbishing and boat restoration can be much more complicated than the tips above, but the checklist will allow you to work on basic exterior and boat interior restoration.

The post Easy Tips for Boat Restoration appeared first on Boating Mag.

The old Forester pontoon boat had been rotting away on a South Carolina farm for 15 years. Nature had taken over, with weeds and bushes growing up around it in the field where, other than to stop bullets fired during its occasional use for target practice, it sat dormant. Still, its owners, Will and Melissa Merritt, were not quite ready to give it up, as the wreck was once a family boat. Given its sentimental value, they decided they’d rather spend their money on a restoration instead of on something new. They had an idea of what they wanted but no idea how to start. So how do you bring a boat like this back from the dead? You call Edwin McCain.

Song of Restoration
If the name sounds familiar, it’s because you’ve likely heard his voice at multiple wedding receptions in the late ’90s. The Greenville, South Carolina-based singer/songwriter penned ballads, such as “I’ll Be” and “I Could Not Ask for More,” that were top-40 hits. He still makes music — and restores boats. Thanks to Animal Planet, McCain’s longtime hobby became a full-fledged business enterprise called Boats Have Souls — and a TV series called Flipping Ships. In the show, McCain and crew seek out seemingly irreparable boats, like the old Forester, and bring them back to life.

McCain, 46, says he’s always dabbled in boats. But his restoration inspiration came about six years ago when he found an 18-foot 1986 Chris-Craft Scorpion in a warehouse. He saw potential beyond the bad carpet and upholstery.

“I didn’t have a boat, and I couldn’t afford a new one,” he explained. “My boys were little at the time, maybe 3 and 4. I figured if I could fix this boat up, they could do whatever they wanted in it, and I wouldn’t be stressed about it.”

He stripped the boat, pumped out the bad gas, and changed the spark plugs and oil. Soon he had a running boat. McCain says the experience lit a fire in him. He realized the country was full of abandoned boats that could be brought back to life, and he undertook his next project: a 50-foot Hatteras.

“I bought it because, hey, the Scorpion was easy enough,” he says with a laugh. “I bit off more than I could chew. But I had to do it. Hatteras is such an American story; it’s what I want to believe about myself. You have this guy that’s an avid fisherman — not an expert, but someone who wants to build a big boat of fiberglass. His friends thought he was off his rocker, but he asked the right people.”

That guy was visionary Will Slane, and he turned to naval architect Jack Hargrave to design a new breed of fishing boat. McCain says he found the story deeply inspiring.

“When you decide to save a boat, it doesn’t matter if you don’t know how to do that,” he says. “You make mistakes, you learn.”

Admittedly not an expert, McCain also chose to ask the right people for help. He first turned to his best friend, Robbie, who is a master mechanic. McCain also pulled in Howie, the detail guy; Doug, the rock star of paint and body work; and Wayne, the white-bearded, colorful demolition man.

“Robbie and I had been doing projects together for years,” McCain says. “Howie worked next door to me in the warehouse, and Doug had a shop in the complex, doing custom restorations and paint work on cars. I’d known Wayne for more than 20 years, and I’d often said he needed his own show.”

In a twist of fate, McCain decided the Hatteras restoration might make a good film project. He took the concept to a Los Angeles production company, and it liked the idea. So did Animal Planet.

Flipping Ships made its debut on Animal Planet in April 2015, and, overnight, McCain became more than a musician, singer and songwriter. He became the boat whisperer.

“Every boat is beautiful to someone,” he says. “And it needs to be with that person. You might think a boat is too far gone, but we’ll go all the way down to the hull and rebuild the boat the way you want it. Like it’s part of the family, because it is.”

Some offbeat “family members” included a 1970s Yukon Delta boat, as well as a midcentury Sea King runabout, which Hootie & the Blowfish frontman Darius Rucker hoped to sell in a charity auction to support MUSC Children’s Hospital in Charleston, South Carolina. And there was a rare Airstream truck camper, which the team converted into a floating family retreat (incorporating an airboat barge from Louisiana).

“The Airstream was probably my favorite because it was so kooky,” McCain notes. “If you’ve got good bones, you can rebuild it.”

On the old pontoon boat, they did just that.

Old Forester, New Life
In the second episode, the team rescued that derelict Forester pontoon from its South Carolina pasture. The boat’s owner, Will Merritt, played football for the Clemson University Tigers from 1998 to 2001; he also worked as the team’s color analyst for 12 years. To put it mildly, he’s a big Clemson fan, and the team was determined to transform the sad hulk into a floating tailgate hot spot — a “sailgater.”

McCain says they began to see the diamond in the rough once they cleared out the junk, stripped the railings and side panels, and trashed the old console. The pontoons and the platform were still solid. Doug’s job was to fix the dings and dents, including the long scrape McCain inadvertently added to one hull when he towed the trailer around the warehouse. He used a slide hammer to pop out the dents, ground and smoothed out the scratches, and then primed and painted the pontoons with a custom orange he created from several toners.

Next, the team scraped off the old carpet glue and laid in new carpet. (Field green so that this boat would be a reflection of the Clemson spirit in every possible way.) They fabricated aluminum railings in the distinctive shape of Memorial Stadium, more popularly known as Death Valley. They added an upper deck and a large scoreboard/TV, and transformed reclaimed stadium seats into fishing chairs. They built a new console to accommodate the steering wheel, throttle and electronics; saved the couch frames and reupholstered all seating with Clemson colors and embroidered tiger paws; and even added flat-screen TVs to the backs of the couches so fellow boaters and paddlers, even swimmers, could catch a glimpse of the game.

Racing to meet their deadline (the final home game of the season), the team hung the engine; installed the custom galley with its Sedona By Lynx grill, sink, and refrigerator/freezer/ice maker; mounted the TVs and side panels; connected the steering cable; and painted field lines on the floor. Finishing touches included Tigers pillows and throws, barbecue tools, and tailgating items, Tigers flags, and even an autographed football from the coach.

On delivery day, the Merritts were beside themselves. Will Merritt observed that the finished product demonstrated McCain’s instinctive understanding of how a boat should reflect the needs of a family, creating a one-of-a-kind experience on the water.

Every Boat is Beautiful
For each episode, McCain and his team of “gear heads on a mission” have 15 days from the discovery of the subject boat to the completion of the project, including shooting. Fortunately, they’re able to take more time with the nontelevised projects that are more in tune with your reality.

Some are fairly straightforward. Recently, a customer brought in a Boston Whaler filled with worms, leaves and rotten wood. Mice had gotten cozy in the engine.

“We cleaned it down to the hull, and that boat was as solid as a rock,” McCain says. “Even the engine ended up fine!”

McCain said he’s always eager to see what the next adventure brings.

“I’ll be excited about what I find in this nasty, dirty boat,” he says, laughing. “It’s like, what the hell is that?”

This country is littered with boats like the Scorpion that McCain found years ago, and the old Forester left forgotten in a field. They’re left outside because something broke, the owners never got around to fixing it, and now they think that perhaps the boat isn’t worth fixing anymore. But they’re wrong. As you get deeper into those adventures in restoration, you realize that all boats do have souls. Really.

The post Flipping Ships: Restoring Boats appeared first on Boating Mag.

A solvent like denatured alcohol or acetone proves useful, but you’ll need to arm yourself with a scraper as well. Razor blades and carbide scrapers often scratch or gouge fiberglass. Instead use a credit card or other plastic card. As shown, it speeds the job without damaging the fiberglass…and it’s the perfect use for those free card junk mail offers.

The post Boat Adhesive Residue Removal Tip appeared first on Boating Mag.

Now, how do you make the most of your demo ride?

For starters, don’t waste your time, or the dealer’s, testing every boat that strikes your fancy. You should have done your homework and your footwork by the time you request a sea trial plus weeded your list down, and basically be making the offer on the boat pending the outcome of its ride.

Ride quality isn’t the only thing you can assess during a sea trial, though. There’s a lot more a boat in the water can tell you that one in a showroom can’t. Check out these 12 tips for getting the most out of a sea trial.

Power Type
If you are buying a used boat, obviously the power installed is the power you will get if you buy the boat. But for new boats, request a demo boat with the same make and model engines as those on the boat you are considering. This is important because, for example, you may cruise with a crew of four or more, keep the tanks full, and have a bunch of gear stowed aboard. Conversely, sea-trial boats are typically lightly loaded and sparsely crewed. So the weight disparity between trial boat and actual boat can result in a performance deficit on delivery day. Bottom line? If the boat performs sluggishly during a sea trial, you may want to order the boat with more power. Also, consider that the differences between power choices may manifest themselves in the form of serviceability or stowage capacity, not just speed, ride, economy and handling.

Marine Electronics
On delivery day — if you buy the boat — power up all the electronics and make sure they work, but during a pre-purchase sea trial, observe the visibility of the screens from the helm. Do so by running “away from” and “toward” the sun to see if glare is an issue. Also make sure to open any skylights if the boat is fitted with a hardtop. While at cruising speed, check to see if the depth sounder works. Also check for a sounder signal while in the shallow water of the marina. If the signal isn’t coming through, the transducer may be inappropriately installed.

Minimum Planing Speed
A great characteristic to test for during a sea trial is minimum planing speed. Everybody knows that, by slowing down, you can alleviate a rough ride in rough water. But if the boat is not planing, control can be difficult. A planing hull is more stable and more responsive to the steering wheel when it’s on plane, primarily due to the dynamic stability that occurs with enough lift, in addition to faster water flow past the rudders, drive or gear cases.

Using the tachometer and the GPS display, and with the trim tabs and drives fully deployed down to give the boat every advantage, incrementally bring the speed down. We like to drop by 200 rpm, pausing for at least a minute at every increment until the boat falls off plane. When’s that? That’s when, instead of two “chine wakes” coming together to form a V some distance aft of your boat, there is just solid whitewater coming from across the width of the entire transom. At that point, bump the throttle back up to get the chine wakes and maintain the speed. Make some turns. If the boat stays on plane, that is the minimum planing speed. Write it down, and perform the same process with the other boat you sea-trial. For any two comparable boats, the ability to achieve a slower minimum plane is superior for rough-water work.

Passenger’s View
We like to use the word crew when referencing family and friends aboard, since it denotes a level of participation that we believe ramps up the fun of boating. But during a sea trial, we suggest you act like a passenger — a person without sea legs who is just along for the ride. Put yourself in those shoes and sit in various places around the boat where you would be located while someone else skippers the boat. Find out if it is easy to move from the cockpit to the head in the cabin. Should a handhold or grab rail be added? Is there excessive vibration when lounging on the companion seat? How about that transom lounge: Do you get a whiff of exhaust or does a swim platform bracket cause an annoying mist of spray? Do seat cushions “bottom out” as the boat crests waves at “normal” cruising speed for the conditions on your test day?

Proper Propeller

Proper Propeller
After establishing the engines that will power your demo boat, source an owner’s manual or service manual and determine the engine’s recommended maximum rpm range. During your trial, be sure to run the engine up to wide-open throttle and note the rpm on the tach. The higher the reading relative to the specified range, the better. If it doesn’t fall within the recommended range, this could indicate that your boat is outfitted with the wrong prop. Too low? Overpropping the engine can do serious damage over time. Too high? Underpropping can cause carbon buildup and harm the bearings. Experts say it should be on the high end of the range during tests so it will operate within the wider range when fully loaded, bottom-painted and equipped for personal use — all of which make the boat heavier and cause the engine to drop revolutions per minute.

Score More
Most boats today are equipped with gauges that directly output fuel consumption. Ask the captain or salesperson to set the gauge to read the fuel burn rate, and note the rate at several speeds you anticipate running the boat.

This test may not be of importance to some boaters. In fact, none of these tests is intended to be a requisite to the purchase of any and all boats. They are examples that will apply to many boats and many boaters. Most importantly, they serve to show the many characteristics that can be assessed only with a boat in the water.

Visibility from the Helm
Hang around almost any boat at a boat show and you will hear someone eventually complain that visibility from the helm is impeded. These statements are unfair because boats blocked up in a convention center are usually not fixed at the same angle at which they will run in the water, nor is the skipper’s stance and posture the same in a static boat as it would be while running the boat.

During your sea trial, you can use information from ABYC standard H-1, “Field of Vision from the Helm Position.” Read on for some highlights from that standard.

In order for this standard to be effective, the boat must be operated in a reasonable and prudent manner. You must be aware that boats can be operated in a manner and at certain speeds causing trim and/or roll angles such that vision is obscured. This standard cannot assure that a boat can be operated without some loss of vision from the helm position while operating at high trim angles during the transition between displacement and planing mode. This standard does not relieve the operator of the requirement to comply with the U.S. Coast Guard Navigation Rules. Movable items such as persons, gear and convertible tops are considered under the control of the boat operator and therefore are not obstructions to visibility for the purpose of this standard.

Actual standard compliance requires elaborate setup and measurement that will not be possible for the layman to execute within the bounds of the typical boat-buying process, but during your trial you can gain insight useful when comparing one boat with another. Look forward and aft, and especially if the boat has a hardtop or an enclosed helm, make sure you can see another boat coming up your wake and passing you close on either side. Also note how close under your bow you can spot an object while at cruising speed and in cruising trim; for instance, at what distance does the lighthouse, radio tower or church steeple disappear from view? Use the radar or GPS to confirm the distances, write them down, and break them out when you sea-trial the next boat.

Be advised that the use of engine trim and trim tabs in order to change the angle at which you can see is an acceptable method of compliance.

Self-Bailing Cockpit

Self-Bailing Cockpit
The American Boat and Yacht Council (ABYC) standard H-4 for self-bailing cockpits calls for the scuppers to drain 75 percent of the flooded cockpit in 90 seconds. Think about that for a moment, and try to visualize it. The ABYC also calls for a minimum 1-inch scupper diameter.

A simpler comparative test is to get the dock hose and squirt water in the cockpit. See how fast water drains. Does the water puddle before it drains? A big green wave is going to put more water in the ’pit than the hose. Now stand at the transom with a buddy or the salesman, adding the weight of a couple of humans as would be the case were you boating a fish or working on the engine. How does the cockpit bail now? Only a sea trial will tell you this.

Roll Period
As a corollary to your static stability test, test for the boat’s roll period. This is the amount of time it takes a boat to roll from heeled over onto one side to heeled over onto the other side and back again. Untie the boat. Then use crew, family members or passers-by to help you weight one side of the boat down as far as possible and then let it go, using a stopwatch to record the time until it returns.

A generally accepted principle of naval architecture for crew comfort is that roll period in seconds should equal 1 to 1.1 times the beam in meters. So, a boat with an 8-foot (2.5-meter) beam taking three seconds to roll from one side to the other and back to the original side is right in the comfort zone. Boats that score less than 1 will be fast rollers or “stiff” boats and less comfortable drifting, while boats that score higher will be “tender” boats and will roll slower. Extremes in either are bad and may be unsafe. Your task, once again, is to collect data for comparative purposes, rather than seeking an absolute.

Stability
Here’s another test you can conduct with the boat at the dock. Place increasing numbers of crew on one side of the cockpit and note, using an inclinometer or simply a small bubble level, how much the boat lists. This is a gauge of the boat’s static stability. Generally, boats with increased static stability have a quicker, snappier motion than boats with less static stability. In short, the boat that lists less will rock shallower and quicker, rather than deeper and slower. Most boaters prefer a boat with increased static stability for inshore or calm-water work, while boats with greater ultimate stability (those that list more but don’t follow the wave shape) are preferred for offshore service. But don’t get hung up looking for absolutes. Instead, take notes and compare the stability of boat A to boat B.

Head-Sea Ride
If the boat is an offshore model, you should insist upon the chance to run it in open water. Head out of the inlet or harbor. Set a course directly into the seas, trim the boat, and adjust the throttle for the most comfortable speed in those conditions. Write down the speed and the sea state. Remember, for the sea trial to have the most value in helping you decide which boat to choose, you’ll need to compare it against the other boat or boats on your short list. Run the course for several minutes, at least. In addition to “tuning in” to how you feel, note how accessories like tops and towers are reacting to the ride. Are they shaking and wracking? Will this cause fatigue failure at the welds or stress cracking at the mounting points? Write down your thoughts.

Down-Sea Ride
Use the same procedure while running down-sea, noting the conditions and adjusting trim and throttle. On this heading, attune yourself more to handling than to ride softness.How much is the boat slowed as it enters the back of each wave? How much must you advance and let up on the throttle? Does the boat climb waves or try to go through them? Now adjust your heading so you are running a quartering course, away from the waves at 45 degrees. This is generally the sea state in which many boats are most challenged to stay on course. How vigilant must you be at the wheel in order to keep the boat on the desired heading? Use the compass or landmarks during this part of the trial — they are better indicators for this than the GPS digital display. Write everything down: There are no absolutes for boats to hit. Your goal is a data bank of information that you can use to compare against the other boat on your short list when you sea-trial it.

The Other Essential: Get a Survey

The Other Essential: Get a Survey
Even boaters who shop for brand-new boats can benefit from the services of a marine surveyor. The benefits range from helping to ensure that new-boat “glitches” are taken care of before delivery instead of under warranty after you own the boat, to receiving the more serious “suitability for service” report a professional surveyor can deliver. Reach out to these organizations when seeking a surveyor:

Society of Accredited Marine Surveyors Inc.
(SAMS): marinesurvey.org

National Association of Marine Surveyors
(NAMS): namsglobal.org

The post How To Sea-Trial A Boat appeared first on Boating Mag.

The Internet is great for a lot of things, like finding videos of cats chasing sunbeams or someone’s pants falling down at a wedding. But it’s also been a boon to boaters and how they use their boats. The new big thing in the digital realm is peer-to-peer sharing (basically, renting). Most Internet-savvy people trace the concept back to renting real estate through a site like airbnb.com. What Airbnb does is allow people to directly offer up their property, or space in their home, for rental to the Airbnb community. Well, if people are doing that with their vacation homes, mother-in-law apartments or even the spare futon in their basement, why wouldn’t they want to do that with their boats?

A number of companies have sprung up based on the idea of peer-to-peer boat sharing, such as Cruzin, Boatbound, GetMyBoat and BoatSetter. We spoke to people who use Cruzin and tried it ourselves to find out exactly how peer-to-peer boating works. How could it benefit you? We found three obvious ways: if you’re a prospective boat buyer looking to test the waters before deciding, a boat owner looking to cover ownership expenses with rentals, or a visitor to an awesome boating destination and you didn’t bring your boat.

What Is Peer-To-Peer, Anyhow?
The peer-to-peer business is exactly what it sounds like. Boat owners list their boats through a third-party website that connects them with potential renters and streamlines the process online. A site like Cruzin pre-screens potential renters and gives the boat owners final say in all rental deals. The boat owner decides when his boat is available, how much the rental will cost and, most important, whether to allow a prospective renter to use his boat. The owner can also ask the renter to use a licensed captain.

The process seems fairly straightforward until you consider the elephant on deck: What if the renter breaks your boat?

“The biggest challenge to this marketplace is the insurance,” said Jaclyn Baumgarten, the founder and CEO of Cruzin. “I spent about a year putting in place a peer-to-peer marine insurance policy that protects both the boat owner and the renter.”

The insurance is key. Every boat rented through Cruzin is protected by a $2 million hull damage and $1 million liability insurance policy for the duration of the rental, and the company also offers towing assistance during the rental period through BoatU.S. If you list your boat through Cruzin, the company handles the contracts with the renter so that the insurance is in place and collects the payment. It’s free to list your boat on the site, but Cruzin keeps a portion of every rental to pay for its services.

As a renter, how do you know you’re not paying for some dog of a boat? Cruzin is set up to avoid any “buyer (or renter) beware” scenarios.

“All of our boats get curated and approved by an insurance company before they can be taken out through our site,” said Baumgarten. Plus, renters have the ability to rate and review their rental experience on the site. She stressed that Cruzin strives to maintain quality control over what boats get listed and the overall rental experience.

Another benefit of renting peer-to-peer is the ability to set the duration of use. Most traditional boat rental places have rigid hours, usually in half-day or full-day blocks. With peer-to-peer, renters have the ability to negotiate the time of pickup and drop-off, and even rent the boat for a number of days.

“The beauty of what we’re doing,” said Baumgarten, “is creating a platform where people can rent a boat anywhere, any time.” Is this an absolute truth? Not quite yet. As of press time, Cruzin had boats available in 27 states as well as the British Virgin Islands and the Mediterranean Sea. But that number is sure to grow as peer-to-peer catches on. Here’s why we think it will.

The Boat Buyer
Born and raised in Fort Lauderdale, Florida, Andy Helfan grew up in the fishing and boating lifestyle. Ever since he entered adulthood and the working world, owning his own boat has been a goal.

“I knew what type of boat I wanted, which was an open fishing boat like a center-console,” he said.

Before he pulled the trigger on a specific make and model, he wanted to literally test the waters. Getting a sea trial is not always possible, particularly if you’re prospecting and not close to making a purchase on that boat. A site like Cruzin provided a solution.

“I had the opportunity to try one of the boats I was looking at,” Helfan said. He rented a boat through Cruzin for a day of fishing. How did he find the experience?

“It’s a pretty seamless process,” he said. First Helfan signed up through the site. Then he went through a verification process. Once Cruzin approved him for renting, he was able to reach out directly to the owner of the boat he wanted to rent.

“The guy was really responsive and answered all my questions online,” Helfan said. Helfan made arrangements to use the boat with the owner and did all the paperwork for it through Cruzin. Because of that, he got to use a style of boat he was interested in buying, in real-world conditions. The peer-to-peer sea trial helped him pull the trigger on buying his own boat, a Bluewater Boats 2850 center-console.

Helfan liked the Cruzin experience so much that he now lists his boat on the site for rental. “A one- or two-day rental would cover storage in dry dock or gas for several trips,” he said. And that brings us to the primary benefit for a boat owner.

The Boat Owner
Bill Amirault has lived in Hollywood, Florida, since 1995 and has been a boat owner for about 10 years. Like a lot of boaters, he uses his boat to cruise up and down the Intracoastal and around local waters, sightseeing and restaurant hopping with the occasional run outside the inlet. Every once in a while he’ll take his boat down to the Keys.

Also like a lot of boaters, he doesn’t get to go boating as much as he’d like, because real life gets in the way — mainly his job with a software company. On average he uses his boat about three times a month.

“I travel a lot for work,” he said, “which is one of the motivating factors for renting through Cruzin.”

Amirault owns a Dusky 233 center-console with twin outboards that he had repowered in 2007. Making it available through Cruzin helps him in two ways. “The old engines on my boat broke down because they sat too much,” he said. “Now I’ve got the engines running more often than I can keep them going on my own.” Also, it helps him burn through the gas in his boat, so it doesn’t sit in his tank for long stretches at a time.

For Amirault, though, the key benefit is that renting through Cruzin helps offset the cost of ownership: fuel costs, maintenance, storage fees and insurance. By renting his boat twice a month, he can recoup some of those expenses.

But how does he feel about handing the keys over to a stranger?

“Every boater I’ve had on my boat has been qualified and has experience,” he said. “An inexperienced boater is not someone I want on my boat.” Some of the renters he has approved have come back. Some have come from other parts of Florida, some from northern states like Minnesota, and one boater even visited the area from Canada. That renter keeps a 47-foot cruiser on his home waters, which is not practical for him to bring down to Florida. And that’s the third reason we think boaters will embrace peer-to-peer platforms: They don’t always want to bring their boat with them.

The Wandering Boater
There’s nothing sadder than going on a vacation to a great boating destination and not being able to boat. Sure, there are traditional boat rental places that are worth considering, but often they are inflexible with rental times and rates and have strict restrictions on where you can take them. Charter services are great too, but many have a minimum requirement of days. Why pay for a five-day charter if you want to use a boat for only three days? (And charter services tend to be geared toward sailboats, trawlers or luxury yachts.)

By signing up for a service like Cruzin, you may be able to rent the exact type of boat you’re looking for, and for the exact amount of time you want. A lot of that depends on what’s available through the site in your area.

To get firsthand experience, our West Coast editor, Jim Hendricks, rented a boat in Cruzin‘s home waters in San Francisco. And there are plenty of boat types available in certain boating hot spots like Florida, where this is a natural fit. But what about elsewhere?

A quick visit to cruzin.com lets you explore the possibilities. Simply type a destination into the search box and see what’s available. As of press time, Cruzin had no boats listed for prime destinations like Montauk, New York, and only one boat listed for Cape Cod, Massachusetts (a 21-foot Grady-White: cruzin.com/boat_rentals/766). But it had several boats listed in major cities such as Chicago, Los Angeles and San Diego.

As peer-to-peer boating sites like Cruzin grow, we expect the inventory of available boats to grow with them. So the next time you find yourself in Las Vegas and want to get away from the slot machines, renting someone else’s boat on Lake Mead could be a much better bet.

We Go Cruzin
Our firsthand experience with peer-to-peer boating.

I’ve rented boats before, but this was my first experience with a peer-to-peer ­service. It began with a desire to visit McCovey Cove outside the right-field bleachers at AT&T Park during a San Francisco Giants Sunday baseball game, 375 miles north of my home waters near Los Angeles.

To get started, I visited cruzin.com and looked for boats in the San Francisco area. I found a 1989 Invader 1901 runabout powered by a MerCruiser 4.3-liter V-6 with an Alpha drive, starting at $250 a day. The site spelled out that I would also need to pay a $37 insurance premium and a $75 cleaning fee, as well as for the fuel I burned. Also, the owner laid down his stipulations, including no drugs or alcohol.

After a few clicks to register, secure insurance, reserve the boat and present my credit card, I was all set to meet the owner, who agreed to bring the boat to a launch ramp near AT&T Park before the game.

One glitch came when the boat owner called to say he would be an hour late. Once he got there and launched the boat, we went through a formal checklist and he showed me around the boat, including the safety gear. The interior was a bit worn, as you might expect of a 25-year-old boat, but it started fine, though the shifter was stiff. Not a big issue for me, but I wondered how a less-experienced captain would deal with this.

The boat was the perfect size for idling amid the throngs of boats in McCovey Cove, but late in the day the engine began running hot. I knew from experience to get out of the cove and run the boat to cool it down. I returned to the ramp at the appointed time and called the owner, who was there within an hour. Rather than accompany him to the gas dock, I paid him $30 for fuel, which seemed fair to both of us. — Jim Hendricks

Whatever Floats Your Boat
The lowdown on three other peer-to-peer boat companies.

BoatSetter
(boatsetter.com)
This site focuses on affordable captained rentals. BoatSetter keeps a national database of licensed captains and helps boat owners pair prospective renters with their boats, as well as hire a licensed captain. The company provides per-use hull and liability insurance and pre-screens both owners and renters.

Boatbound
(boatbound.co)
This site is similar to Cruzin in that it provides rental access with or without a captain. It also provides per-use hull and liability insurance and on-the-water assistance through BoatU.S. Boatbound also will send a professional photographer to your boat so it looks great in its listing.

GetMyBoat
(getmyboat.com) GetMyBoat allows listings from both boat owners and rental and charter services and offers three insurance ­levels for renters at costs ranging from $29 to $66 per day. The site boasts access to 24,000 boats in 110 ­countries (mostly through listing ­charter services abroad).

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