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Coupe  de  Carver

• By Michael Verdon
• Updated: February 23, 2017

Based on the C52 Command Bridge launched in early 2016, Carver’s new C52 Coupe was one of the must-see models this past fall. The Wisconsin builder’s dockside booth at the Fort Lauderdale International Boat Show was overflowing with yachtsmen who wanted to step aboard the black-hulled C52 Coupe — which is a beauty inside and out. “We knew this would be our flagship for a long time, so we decided to go above and beyond,” says Josh Delforge, vice president of product development and engineering at Carver. “We wanted to show exactly what we could do with this new generation of Carvers.”

HISTORY OF CHANGE

Founded in 1954 by Charles Carter and George Verhagen, Carver started by building wooden runabouts. Genmar acquired the company in 1979, and Carver transitioned toward aft-cabin cruisers, including its then-largest 4207 Motor Yacht in 1985. The most recent generation of Carvers, launched during the past three years, has replaced every model built before 2012. The six new Carvers range from the C34 Command Bridge to the C52 Coupe flagship.

ENTERING A NEW ERA

The Carver C52 Coupe represents a fairly radical design evolution for the 63-year-old builder, which is on track to become serious competition for Italian and British yards. Working with Donald L. Blount and Associates, designers of renowned offshore yachts, Carver retooled its build processes and incorporated innovative design elements to create a serious bluewater cruiser. The plumb bow and low-riding superstructure give this next-gen Carver a contemporary look, and the interior also impresses, with such features as a private stairway to the master suite, a salon with 10-foot headroom and a sunroof.

CARVING A NEW PATH

“This isn’t your father’s ­Oldsmobile,” says Carver President and CEO Rob Parmentier, who has led the brand’s renaissance. “Carver ­always built a good-running boat, but they didn’t always put a lot of money into their components. We’ve invested a lot into raising the standards to what owners ­expect of a quality yacht.” The attention to detail shows on the C52 Coupe in “dozens of little things,” ­Parmentier says, from the weave of the carpet to the grade of stainless steel in the cleats. “We did a lot of listening to what owners want on a dream boat,” he says.

MATERIAL GIRL

The C52 Coupe represents a big stretch for Carver in terms of design and materials. The sunroof is the largest Carver has ever built. The builder also added skylights with a chromatic material that changes from clear to opaque. “The entire structure surrounding them is built of carbon fiber,” Delforge says. “We’ve never used that much carbon fiber in a Carver before. It may seem extreme, but we wanted to have the best quality and lightest weight possible for the coupe’s superstructure.”

REACHING THE OUTER LIMITS

The C52 Coupe’s exterior blends smart features of European and American design. The hull, with its vertical bow and swept-back superstructure, looks like some of the latest superyacht designs from the Netherlands and Italy. The high freeboard, however, gives the Carver the protected feel of a small ship with social spaces. Space and access to the great outdoors define the on-deck areas fore and aft. The full-beam swim platform is 6 feet 4 inches deep, allowing a group to congregate for watersports. The adjoining 160-square-foot cockpit is perfect for alfresco dining with friends. “We looked at one of Carver’s competitors, but it didn’t have enough space in the cockpit,” says Steve Grebow, who bought the first C52 Coupe. “That’s where we spend time, so it was an easy choice.” Carver designed a tender garage with easy access from the swim platform for equipment and toy stowage. The pop-up entrance also opens to the crew cabin aft, with a bunk, optional head and 6 feet 10 inches of headroom. The Grebows run Hull No. 1 themselves and use this space to transport four bicycles and water toys. When Carver decided to move from a flybridge to a coupe, the design implications involved more than just losing the upper deck. “Initially, there was nothing really special about the design of the superstructure,” Delforge says. “We decided that we could really distinguish it by making the sunroof as large as possible and then adding skylights behind.”

MAKING IT THEIR OWN

Steve and Janet Grebow searched high and low for a boat to replace their 40-foot Doral. “Our list of must-haves included a full-beam master suite along with two other staterooms, a rear galley on the main deck and a very large cockpit,” Steve says. “We looked at every boat between 48 and 52, but we didn’t like this or that. The Carver was the only one that checked all the boxes.” After taking delivery of Hull No. 1 in November, they did a two-week cruise through the Florida Keys. “So far, we love it,” Steve says. “We’re very happy with the quality of the build and the boat’s seaworthiness. We hit some 5-foot seas coming out of Miami, and the ride was solid.”

THE MARQUIS FACTOR

The carpenters and craftsmen at Carver Yachts’ Wisconsin factory are the same workers who build the more luxurious Marquis line. The skill sets and materials required for the quality detailing in the Marquis line have been transferred to new Carver models, Delforge says: “We took some of the design cues and materials developed for Marquis and use them on the new Carvers. Having Marquis has helped us build Carvers smarter with a higher level of luxury.”

Carver has always built seaworthy hulls for its cruisers and motoryachts. The C52 Coupe is no exception. Its modified V-hull with plumb bow is designed for big seas, while the full chine and rail on the running surface provide a dry ride. The company builds its hulls, moving from open molding to vacuum infusion with cored materials. Carver also uses an independent stringer system glued into the hull to minimize vibration and hull flex. “We made significant efforts to improve the ride quality,” Delforge says. “You really notice it while underway.” With the twin 600 hp Cummins, the C52 Coupe has a spirited top-end speed of 31 knots. A 27-knot cruise gives you a 268-nautical-mile range.

CONVERSATION STARTER

The salon is the centerpiece of this yacht, a gathering point that provides a clear line of sight from the galley aft to the double-seat helm station forward. The sunroof creates an open feel in the forward section of the salon, while the skylights aft, with 10 feet of headroom, make the interior feel like an atrium. With maple floors, black-cherry cabinets and ­windows all around, the C52 Coupe begins to feel more like a waterfront apartment than a yacht. Abaft the sunroof, the fixed aft skylights are one of the salon’s most impressive features. The glass panels incorporate Switch Shield technology that turns them from clear to opaque at the touch of a button. “We wanted to maximize the feeling of being outside,” Delforge says. “Due to the 10-foot ceiling height, curtains were not an option. So we went with switchable glass.” Good choice, as it really lights up the salon.

PRIVATE AFFAIRS

To maximize the space of the heads in the two staterooms forward and the master suite aft, ­Carver designed a separate ­staircase to the master. The ­solution not only gave the owners privacy, but also added 3 feet to the width of each head. The master suite feels big for a 52-foot yacht too, with a ­windowside lounge, cabinets and an en suite. A sculpted headboard on the bed, side windows and a glass-enclosed shower with rainforest shower head and ­vanity make this space a sanctuary.

VIP AFFAIRS

Carver included lounges, an en suite (with a skylight over the all-glass shower stall) and cherry- wood dressers along both sides of the VIP stateroom. It isn’t as spacious as the master, but it makes a wonderful weekend apartment.

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Read Online

Full Chapter One

by David Pascoe

When we first decided to do boat reviews, we pretty much decided that there were certain boat builders that we wouldn't consider. These would mainly be the entry-level class builders, or builders whose products had established such a well known reputation for poor quality and defective products that we needn't state the obvious.

There are always those folks who can't resist a bargain, or whose philosophy is to always shop and buy based on the lowest price. Sure, we harp on quality a lot, mainly because boats are so very expensive, and to spend $100,000 on the lowest priced boat of its class is just plain nuts. But we've come to realize that there are some people -- many of them, in fact -- who will never realize the error in this.  So there's no point in our attempting to dissuade them.

We also pointed out in our Introduction to Boat Reviews , which many of our readers don't read, and therefore miss the whole point of these reviews being here, that the quality amongst any builder's product line can be highly variable, not only from model to model, but from year to year, or even month to month. We cautioned against simply reading a review of one boat, and then applying the information in that review more or less globally. We cautioned that boats are not cranked out of a machine, but are hand made products.  By human hands, that is. So you may want to reflect on the old Russian adage that you never want to buy a refrigerator that is made on a Monday or a Friday. Or anything else, for that matter.

Carver is one of those builders whom we didn't see much point in mentioning, for the caliber of their products are well known, and a buyer would have to have been asleep for the past twenty years, or simply too lazy to do any research at all, not to know what kind of boats they build. Surveyors have long considered them to be little more than floating campers, and are often heard to make jokes such as "they forgot to put the wheels on this one."

Then, very early in the decade, we started hearing talk that Carver was trying to reinvent itself by entering the mid-sized boat market, and was turning out a higher quality product. Well, "better quality" is a phrase that always gets our attention, so we started paying more attention to Carver. Sure, we've surveyed plenty of their small boats, but didn't see much point in commenting on them. If you do your shopping at a discount store, you know what kind of quality you're getting. By the mid 1990's we were hearing a lot of talk about Carver, mainly by the broker/dealer types, favorably comparing this new line of boats to some of the higher end boats like Hatteras or Viking. Surveyors, of course, don't get to survey new boats very often. Typically, we don't survey a boat until its 3 years or older. What we were seeing in the boat shows and at the dealer's docks certainly looked good. But, then, all new boats look good. It takes a while for the shine to wear off and the boat has some miles under its bilge before we begin to see whether they're really made of the right stuff.

Now, when a builder enters the larger boat market, particularly with boats priced well over 1/4 million, that attracts our interest. Not because we're interested in the higher rollers, but to see what a builder can get away with in this price range. (Sort of like wondering if you could sell a Rolls Royce with plastic bumpers.) And also when the literature is peppered with words like quality and craftsmanship.

Our first good look came in 1995 with Hurricane Opal in the Florida panhandle when we got to see a couple of damaged 43's.  There's nothing like examining a boat that's been broken apart (or not broken apart) by a storm to really get a good look at how they're made. For this is where all the cost and corner cutting begins to stick out like a sore thumb. And what we were seeing wasn't looking too good. Our first example was a one year old 43 footer that broke its moorings and was driven up onto a sandy shore in the courtyard of a condominium. This boat really caught a lot of attention because it had part of a helm chair imbedded in the side of the hull. Yep, the base of a helm chair was sticking right out

On close examination, it was pretty easy to see how that had happened. The hull sides were balsa cored and the exterior fiberglass skin was somewhere around 1/8" to maybe 3/16" thick. The glass was so thin that you could swing a small hammer at it with only moderate force and it would go right through.  We know because we tried that. The other boat had small holes punctured in the sides all around the hull, but what really caught our attention was the fact that it also had creases in the hull sides where it had scraped against the gunwales of other boats. That's creases like you'd get in your car door if you brushed up against the bumper of another car.   This one also had only 1/8" glass on the sides. Fiberglass is strong stuff, but not that strong.

Dent's and creases in a fiberglass hull? Now that's something we've never seen before. But the glass on this boat was also so thin that creasing it was made possible. Then we starting thinking and comparing these two Carvers with the 46 Bertram just down the road that broke loose, wiped out half a marina, took out part of a restaurant built on 12' telephone pole pilings and ended up in a heap against a concrete retaining wall with a pile of other boats. It didn't have a single hole in the side, even though the hull side of that boat was only around 3/8" thick. You can see pictures of it in the 46 Bertram review.

Hole cut here is for a test coupon in way of area where outer laminate started peeling off. The hull is about 1/4" thick in this area and is delaminated. Bottom flexing was so bad here that even the paint flaked off. The delamination can be seen inside the hole.

Our next exposure came with a 46 Carver wherein the owner had decided to add a cockpit extension to the hull. After going into the yard, the after interior was stripped out, then they removed the exhaust pipes from the transom.  Problem was, water started pouring out of the balsa cored transom and hull sides.  Seems Carver thought it was a good idea to core the hull right down to the chine, well below the water line. But worse, for all the through hull openings and exhaust pipes, they just cut holes right through the core and bedded the fittings and pipes in place. Now builders have know ever since the 1960's that you can't do this, but apparently Carver didn't. So when the fittings inevitably leaked, the core filled up with water.

But there was another problem. Once again, both the  outer and inner laminates were so thin that the yard discovered, much to their surprise, that there wasn't enough material to bond an extension to. The hull was simply too weak to add onto it. At least for the amount they had quoted in the customer's contract. On the inside, over the balsa core, was only ONE layer of mat and roving for a laminate thickness of about 1/16".

It is our policy that we do not publish instances of hull failures or defects of any kind unless we can establish a pattern of defects. All boat builders make mistakes, and its not our purpose to go around pointing them out. The defect has to be endemic to their way of doing things. Moreover, we are extremely careful to make sure that the boat wasn't abused or damaged by some other means. We do not wish to sully anyone's reputation, so unless we find multiple instances of defects or poor design, we keep quiet about it. The boat that put Carver over the threshold for us is this 1994 model 370 that experienced massive bottom laminate failure.

This is a story we're telling with pictures because they speak for themselves. What you see here is a hull that has so little fiberglass in it, that is so thin that it is simply falling apart. At best, the bottom laminate around the unsupported panels (between frames) is one quarter inch thick. It looks a little thicker where you see the test hole cut because the bottom is delaminated and spread apart. Worse yet, of that 1/4" you can see that there are multiple layers of chopped strand mat, a material that is only used (or should be used) to prevent telegraphing of the weave pattern of the structural fabrics through to the gelcoat. In this case the mat, which is a very weak material, comprises a major part of the bottom laminate thickness, at least 25%.

What you see here is a catestrophic hull failure in progess. It was caught in time, before the boat sank, after the boat was hauled out and discovered that parts of the bottom laminate were peeling off.  What you see here is the inevitable result of what happens when the bean counters get involved in the design of a boat in order to produce it as cheaply as possible. What you see here is the result of a conscious decision to use as little clostly materials as possible, not just in one or two boats, but throughout a product line. Its what happens when you design a hull to the edge of failure limits: some of them are going to fail. What you see here is a boat that cannot be repaired and, unless the builder is willing to refund the sales price, is likely to be tied up in litigation for years.

This is a very rare shot of bottom panel flexing so bad that it completely outlines the inner hull frames. Note the rectangular pattern. The horizontal cracks outline the stringers, while the vertical cracks outline the bulkheads or frames.

These circular pattern stress cracks are the more typical pattern that indicates bottom flexing. Note that at extreme left, these cracks have been painted over several times, indicating that they are not newly formed. Highly irregular patterns at far right are areas of delamination that are about to fail. At bottom, the strake is badly cracked and is in danger of splitting open.

Consider that the advertised weight of this boat is 17,500 lbs. and that a comparably sized Hatteras of same vintage comes in around 32,000 lbs. If you price a boat by the pound, which we often do for purposes of comparison, you are looking at a difference of almost DOULBE the weight. If you subtract the difference in average per pound cost in materials between the two, the conclusion you must draw is inescapable. And in case you've never made the connection, there is a direct correlation between weight, longevity and quality of ALL products; well made things simply weigh more, whether its a Rolex watch or a Rolls Royce. Even a good toaster is going to weigh more than a cheap toaster. To be well made, it not only must have more material, but better material.

There's no excuse for this sort of thing, or course. This is not high technology stuff here; mankind has been successfully building good boats for thousands of years, and fiberglass boats for over 40 years, boats that are reasonably priced, and boats that don't fall apart. And while its easy to blame the builder, increasingly we are turning our attention to the boating public that buys products like this without discernment. The fact is that you can't ever have your cake and eat it too. Unless you have two cakes. People who shop price alone don't have two cakes; they can only afford one.

Stress cracks outline the hull stringers extending nearly all the way aft.

Its the competitive nature of of capitalism that some manufacturers will attempt to capture market share by reducing the price below all competitors. Of course they cannot stay in business if they don't also reduce the cost of manufacturing by an equal amount. Companies must make a profit to survive. This unfortunate nature of capitalism means that inevitably  the cost/quality relationship of manufactured products is going to spiral downward to the least common denominator, ending up with what you see in these photos. We end up with boats little better than so-called mobile homes.   And when the big wind comes along, everyone looks to the taxpayers to pay the cost of their stupidity. You don't have that luxury with a boat.

Boat builders are not going to stop producing products like this, no matter how much pressure is put on them to do otherwise. The problem is market driven, and must be solved by the market. That means that unless and until the boating public becomes more discerning about the products they buy, they are going to continue to get burned. We shouldn't forget that capitalism is democracy in action. We cast a vote every time we buy something. That vote tells manufacturers what you want in terms of quality and price. They don't know whether you are knowledgeable or stupid; if you know what you bought, or of you just bought it blind. They only know that this is what sells. If you are willing to make a $250,000 purchase indiscriminately based on price alone, the manufacturer will be willing to take the same risk and design the quality right down to the bare bones, and below, in order to give it to you. Even if it takes both of you right down the drain. Once the downward spiral starts, the builders really haven't much choice. They either meet the market or perish. Its you, the boat buyer, who holds all the cards.

Consider that Hatteras has pretty much abandoned the mid-sized boat market. And so has Viking. Consider that Bertram and Blackfin are out of business. Consider that a lot of other quality builders have met the same fate. See what's happening here? Low quality is driving out good quality, because that's what the market wants.

That's why we find it hard to blame the builder for this sort of thing.

David Pascoe - Biography

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

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

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

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

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

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

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

Biography - Long version

Boat Reviews Articles At-A-Glance

• Introduction to Boat Reviews
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• Aquasport 215
• Baha 260 Targa (not "Baja")
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• Grady White 272 Sailfish
• Grand Banks 42
• Gulfstar 43  Trawler-style Yacht
• Hatteras Yachts
• Hatteras Yachts: Introduction
• Hatteras 36 Convertible
• Hatteras 38 Convertible
• Hatteras 38 Convertible - Updated Review
• Hatteras 39 Sport Express
• Hatteras 45 Convertible
• Hatteras 52 Convertible
• Hatteras 53 Motor Yacht & Convertible
• Hatteras 61 Motor Yacht
• Hyatt 45 CMY
• Intrepid 289
• Island Gypsy 40
• Legacy 34 Express
• Luhrs 320 Open
• Luhrs 34 - 340 F.B. Sedan
• Luhrs Tournament 350
• Luhrs Tournament 360
• Mainship 31
• Mainship 350 Trawler
• Mako 221- Updated 11/05/99
• Maxum 4600 1998
• Morgan 462 Ketch
• Offshore 48
• Post 46 Convertible
• Pursuit 2855
• Pursuit 3000 Offshore
• Pursuit 3070 CC
• Sea Ray and Balsa Core Bottoms (from "Structural Issues")
• Sea Ray 250 Sundancer
• Sea Ray Sundancer 290
• Sea Say Sundancer 290 Update
• Sea Ray 370 AC
• Sea Ray 39 Express
• Sea Ray 500
• Shamrock 26
• Thompson Santa Cruz 2700
• Tiara Yachts
• Tiara Today
• Tiara 3100 Open
• Tiara 3600 Convertible
• Tiara 3600 Open
• Topaz 28_1981
• Trojan 10-8 Meter
• Trojan 14 Meter Convertible
• Trojan 440 Express
• Viking 43 Open
• from Buying a Boat cat.
• Marlin Monroe 42 Bertram Convertible Make an Old Boat New
• A Few Favorites

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

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

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

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• 2015 Carver C34 Command Bridge
• 2015 Carver C37 Coupe
• 2015 Carver C37 Coupe W Axius
• 2015 Carver C40 Command Bridge
• 2015 Carver C43 Coupe
• 2014 Carver C34 Command Bridge
• 2014 Carver C37 Coupe
• 2014 Carver C40 Command Bridge
• 2013 Carver 36 Mariner
• 2013 Carver 38 Super Sport
• 2013 Carver 41 Cockpit Motor Yacht
• 2013 Carver 43 Super Sport
• 2013 Carver 44 Sojourn
• 2013 Carver 54 Voyager
• 2013 Carver C34 Command Bridge
• 2012 Carver 36 Mariner
• 2012 Carver 36 Super Sport
• 2012 Carver 38 Super Sport
• 2012 Carver 41 Cockpit Motor Yacht
• 2012 Carver 43 Super Sport
• 2012 Carver 44 Sojourn
• 2012 Carver 54 Voyager
• 2011 Carver 36 Mariner
• 2011 Carver 36 Super Sport
• 2011 Carver 38 Super Sport
• 2011 Carver 41 Cockpit Motor Yacht
• 2011 Carver 43 Super Sport
• 2011 Carver 44 Sojourn
• 2011 Carver 46 Motor Yacht
• 2011 Carver 46 Voyager
• 2011 Carver 47 Motor Yacht
• 2011 Carver 52 Voyager
• 2011 Carver 56 Voyager SE
• 2010 Carver 36 Mariner
• 2010 Carver 36 Super Sport
• 2010 Carver 38 Super Sport
• 2010 Carver 41 Cockpit Motor Yacht
• 2010 Carver 43 Super Sport
• 2010 Carver 44 Sojourn
• 2010 Carver 46 Motor Yacht
• 2010 Carver 46 Voyager
• 2010 Carver 47 Motor Yacht
• 2010 Carver 52 Voyager
• 2010 Carver 56 Voyager SE
• 2009 Carver 36 Mariner
• 2009 Carver 36 Super Sport
• 2009 Carver 38 Super Sport
• 2009 Carver 41 Cockpit Motor Yacht
• 2009 Carver 43 Super Sport
• 2009 Carver 46 Motor Yacht
• 2009 Carver 46 Voyager
• 2009 Carver 47 Motor Yacht
• 2009 Carver 52 Voyager
• 2009 Carver 56 Voyager Sedan
• 2008 Carver 36 Mariner
• 2008 Carver 36 Super Sport
• 2008 Carver 38 Super Sport
• 2008 Carver 41 Cockpit Motor Yacht
• 2008 Carver 43 Super Sport
• 2008 Carver 46 Motor Yacht
• 2008 Carver 46 Voyager
• 2008 Carver 47 Motor Yacht
• 2008 Carver 52 Voyager
• 2008 Carver 56 Voyager Sedan
• 2007 Carver 36 Mariner
• 2007 Carver 36 Motor Yacht
• 2007 Carver 36 Sedan
• 2007 Carver 36 Super Sport
• 2007 Carver 38 Super Sport
• 2007 Carver 40 Motor Yacht
• 2007 Carver 41 Cockpit Motor Yacht
• 2007 Carver 42 Super Sport
• 2007 Carver 43 Motor Yacht
• 2007 Carver 45 Cockpit Motor Yacht
• 2007 Carver 45 Voyager
• 2007 Carver 46 Motor Yacht
• 2007 Carver 46 Voyager
• 2007 Carver 52 Voyager
• 2007 Carver 56 Voyager Sedan
• 2006 Carver 36 Mariner
• 2006 Carver 36 Motor Yacht
• 2006 Carver 36 Sedan
• 2006 Carver 36 Super Sport
• 2006 Carver 38 Super Sport
• 2006 Carver 39 Motor Yacht
• 2006 Carver 41 Cockpit Motor Yacht
• 2006 Carver 42 Mariner
• 2006 Carver 43 Motor Yacht
• 2006 Carver 44 Cockpit Motor Yacht
• 2006 Carver 46 Motor Yacht
• 2006 Carver 46 Voyager
• 2006 Carver 56 Voyager Pilothouse
• 2006 Carver 57 Voyager Pilothouse
• 2006 Carver 59 Marquis
• 2005 Carver 33 Super Sport
• 2005 Carver 36 Mariner
• 2005 Carver 36 Motor Yacht
• 2005 Carver 36 Sedan
• 2005 Carver 38 Super Sport
• 2005 Carver 39 Motor Yacht
• 2005 Carver 41 Cockpit Motor Yacht
• 2005 Carver 42 Mariner
• 2005 Carver 44 Cockpit Motor Yacht
• 2005 Carver 45 Voyager Pilothouse
• 2005 Carver 46 Motor Yacht
• 2005 Carver 46 Voyager
• 2005 Carver 50 Motor Yacht
• 2005 Carver 53 Voyager Pilothouse
• 2005 Carver 56 Cockpit Motor Yacht
• 2005 Carver 56 Voyager Pilothouse
• 2005 Carver 57 Voyager Pilothouse
• 2005 Carver 59 Marquis
• 2004 Carver 350 Mariner
• 2004 Carver 356 Motor Yacht
• 2004 Carver 360 Mariner
• 2004 Carver 360 Sport Sedan
• 2004 Carver 366 Motor Yacht
• 2004 Carver 396 Motor Yacht
• 2004 Carver 420 Mariner
• 2004 Carver 444 Cockpit Motor Yacht
• 2004 Carver 450 Voyager Pilothouse
• 2004 Carver 460 Voyager
• 2004 Carver 466 Motor Yacht
• 2004 Carver 506 Motor Yacht
• 2004 Carver 530 Voyager Pilothouse
• 2004 Carver 560 Voyager Pilothouse
• 2004 Carver 564 Cockpit Motor Yacht
• 2004 Carver 570 Voyager Pilothouse
• 2004 Carver 59 Marquis
• 2003 Carver 350 Mariner
• 2003 Carver 356 Motor Yacht
• 2003 Carver 360 Sport Sedan
• 2003 Carver 366 Motor Yacht
• 2003 Carver 396 Motor Yacht
• 2003 Carver 404 Cockpit Motor Yacht
• 2003 Carver 410 Sport Sedan
• 2003 Carver 444 Cockpit Motor Yacht
• 2003 Carver 450 Voyager Pilothouse
• 2003 Carver 460 Voyager Pilothouse
• 2003 Carver 466 Motor Yacht
• 2003 Carver 506 Motor Yacht
• 2003 Carver 530 Voyager Pilothouse
• 2003 Carver 564 Cockpit Motor Yacht
• 2003 Carver 570 Voyager Pilothouse
• 2002 Carver 346 Motor Yacht
• 2002 Carver 350 Mariner
• 2002 Carver 356 Motor Yacht
• 2002 Carver 374 Voyager
• 2002 Carver 380 Santego SE
• 2002 Carver 396 Motor Yacht
• 2002 Carver 404 Cockpit Motor Yacht
• 2002 Carver 406 Motor Yacht
• 2002 Carver 410 Sport Sedan
• 2002 Carver 444 Cockpit Motor Yacht
• 2002 Carver 450 Voyager Pilothouse
• 2002 Carver 466 Motor Yacht
• 2002 Carver 506 Motor Yacht
• 2002 Carver 530 Voyager Pilothouse
• 2002 Carver 564 Cockpit Motor Yacht
• 2002 Carver 570 Voyager Pilothouse
• 2001 Carver 326 Motor Yacht
• 2001 Carver 350 Mariner
• 2001 Carver 356 Motor Yacht
• 2001 Carver 374 Voyager
• 2001 Carver 380 Santego SE
• 2001 Carver 396 Motor Yacht
• 2001 Carver 404 Cockpit Motor Yacht
• 2001 Carver 406 Motor Yacht
• 2001 Carver 444 Cockpit Motor Yacht
• 2001 Carver 450 Voyager Pilothouse
• 2001 Carver 466 Motor Yacht
• 2001 Carver 506 Motor Yacht
• 2001 Carver 530 Voyager Pilothouse
• 2001 Carver 570 Voyager Pilothouse
• 2000 Carver 326 Aft Cabin MY
• 2000 Carver 350 Mariner
• 2000 Carver 356 Aft Cabin MY
• 2000 Carver 374 Voyager
• 2000 Carver 380 Santego SE
• 2000 Carver 396 Aft Cabin MY
• 2000 Carver 404 Cockpit Motor Yacht
• 2000 Carver 406 Aft Cabin MY
• 2000 Carver 450 Voyager Pilothouse
• 2000 Carver 456 Aft Cabin MY
• 2000 Carver 504 Cockpit Motor Yacht
• 2000 Carver 506 Aft Cabin MY
• 2000 Carver 530 Voyager Pilothouse
• 1999 Carver 320 Voyager
• 1999 Carver 326 Aft Cabin MY
• 1999 Carver 350 Mariner
• 1999 Carver 356 Aft Cabin MY
• 1999 Carver 370 Voyager
• 1999 Carver 380 Santego SE
• 1999 Carver 404 Cockpit Motor Yacht
• 1999 Carver 406 Aft Cabin MY
• 1999 Carver 445 Aft Cabin MY
• 1999 Carver 450 Voyager Pilothouse
• 1999 Carver 456 Aft Cabin MY
• 1999 Carver 504 Cockpit Motor Yacht
• 1999 Carver 530 Voyager Pilothouse
• 1998 Carver 260 MID Cabin Express
• 1998 Carver 280 MID Cabin Express SE
• 1998 Carver 280 Voyager
• 1998 Carver 310 Santego
• 1998 Carver 320 Voyager
• 1998 Carver 325 Aft Cabin MY
• 1998 Carver 350 Mariner
• 1998 Carver 355 Aft Cabin MY
• 1998 Carver 370 Voyager
• 1998 Carver 380 Santego SE
• 1998 Carver 400 Cockpit Motor Yacht
• 1998 Carver 405 Aft Cabin MY
• 1998 Carver 445 Aft Cabin MY
• 1998 Carver 455 Aft Cabin MY
• 1998 Carver 500 Cockpit Motor Yacht
• 1998 Carver 530 Voyager Pilothouse
• 1997 Carver 280 MID Cabin Express
• 1997 Carver 280 Sedan
• 1997 Carver 310 MID Cabin Express
• 1997 Carver 310 Santego SR
• 1997 Carver 320 Voyager SE
• 1997 Carver 325 Aft Cabin
• 1997 Carver 350 Mariner CR
• 1997 Carver 355 Aft Cabin
• 1997 Carver 370 Voyager SE
• 1997 Carver 380 Santego SR
• 1997 Carver 400 Cockpit Motor Yacht
• 1997 Carver 405 Aft Cabin
• 1997 Carver 430 Cockpit Motor Yacht
• 1997 Carver 440 Aft Cabin MY
• 1997 Carver 455 Aft Cabin MY
• 1997 Carver 500 Cockpit Motor Yacht
• 1996 Carver 250 Express
• 1996 Carver 280 MID Cabin Express
• 1996 Carver 280 Sedan Cruiser
• 1996 Carver 310 MID Cabin Express
• 1996 Carver 310 Santego SB
• 1996 Carver 320 Voyager SR
• 1996 Carver 325 Aft Cabin
• 1996 Carver 330 Mariner SE CR
• 1996 Carver 355 Aft Cabin
• 1996 Carver 370 Aft Cabin
• 1996 Carver 370 Voyager SR
• 1996 Carver 380 Santego SE SB
• 1996 Carver 400 Cockpit Motor Yacht
• 1996 Carver 430 Cockpit Motor Yacht
• 1996 Carver 440 Aft Cabin MY
• 1996 Carver 455 Aft Cabin MY
• 1996 Carver 500 Cockpit Motor Yacht
• 1995 Carver 250 MID Cabin Express CR
• 1995 Carver 280 MID Cabin Express CR
• 1995 Carver 280 Sedan
• 1995 Carver 310 Santego SB
• 1995 Carver 320 Voyager SR
• 1995 Carver 325 Aft Cabin
• 1995 Carver 330 Mariner SE
• 1995 Carver 355 Aft Cabin
• 1995 Carver 370 Aft Cabin
• 1995 Carver 370 Voyager SR
• 1995 Carver 380 Santego SB
• 1995 Carver 390 Aft Cabin
• 1995 Carver 390 Cockpit Motor Yacht
• 1995 Carver 430 Cockpit Motor Yacht
• 1995 Carver 440 Aft Cabin MY
• 1994 Carver 280 Express
• 1994 Carver 280 Sedan
• 1994 Carver 300 Aft Cabin
• 1994 Carver 310 Santego SB
• 1994 Carver 320 Voyager FN
• 1994 Carver 330 Mariner CR
• 1994 Carver 340 Santego SB
• 1994 Carver 350 Aft Cabin
• 1994 Carver 350 Voyager FN
• 1994 Carver 370 Aft Cabin MY
• 1994 Carver 370 Voyager FN
• 1994 Carver 380 Express
• 1994 Carver 380 Santego SB
• 1994 Carver 390 Aft Cabin MY
• 1994 Carver 390 Cockpit Motor Yacht
• 1994 Carver 430 Cockpit Motor Yacht
• 1994 Carver 440 Aft Cabin MY
• 1993 Carver 280 Express
• 1993 Carver 280 Sedan
• 1993 Carver 300 Aft Cabin
• 1993 Carver 300 Montego EC
• 1993 Carver 300 Santego SB
• 1993 Carver 300 Sedan
• 1993 Carver 330 Mariner CR
• 1993 Carver 340 Santego SB
• 1993 Carver 350 Aft Cabin
• 1993 Carver 350 Voyager FN
• 1993 Carver 370 Aft Cabin MY
• 1993 Carver 370 Voyager FN
• 1993 Carver 380 Express
• 1993 Carver 380 Santego SB
• 1993 Carver 390 Aft Cabin MY
• 1993 Carver 390 Cockpit Motor Yacht
• 1993 Carver 430 Cockpit Motor Yacht
• 1993 Carver 440 Aft Cabin MY
• 1992 Carver 2257 Mariner
• 1992 Carver 26 Command Bridge
• 1992 Carver 28 Aft Cabin
• 1992 Carver 2828 Command Bridge
• 1992 Carver 2898 Command Bridge
• 1992 Carver 32 Convertible CB
• 1992 Carver 3297 Mariner
• 1992 Carver 33 Aft Cabin
• 1992 Carver 36 Aft Cabin MY
• 1992 Carver 38 Aft Cabin
• 1992 Carver 42 Aft Cabin MY
• 1992 Carver 42 Cockpit Motor Yacht
• 1992 Carver 4509 Californian MY
• 1992 Carver 4809 Californian MY
• 1992 Carver 5239 Californian CM
• 1992 Carver 528 Montego
• 1992 Carver 530 Montego
• 1992 Carver 534 Montego
• 1992 Carver 538 Montego
• 1992 Carver 5539 Californian MY
• 1992 Carver 630 Santego
• 1992 Carver 634 Santego
• 1992 Carver 638 Santego
• 1992 Carver 640 Santego
• 1991 Carver 26 Command Bridge
• 1991 Carver 28 Aft Cabin
• 1991 Carver 2828 Command Bridge
• 1991 Carver 2898 Command Bridge
• 1991 Carver 32 Convertible CB
• 1991 Carver 3297 Mariner
• 1991 Carver 33 Aft Cabin
• 1991 Carver 36 Aft Cabin MY
• 1991 Carver 38 Aft Cabin
• 1991 Carver 42 Aft Cabin MY
• 1991 Carver 42 Cockpit Motor Yacht
• 1991 Carver 4509 Californian MY
• 1991 Carver 4809 Californian MY
• 1991 Carver 523 Montego
• 1991 Carver 5239 Californian CM
• 1991 Carver 525 Montego
• 1991 Carver 528 Montego
• 1991 Carver 530 Montego
• 1991 Carver 532 Montego
• 1991 Carver 534 Montego
• 1991 Carver 538 Montego
• 1991 Carver 5539 Californian MY
• 1991 Carver 630 Santego
• 1991 Carver 634 Santego
• 1991 Carver 638 Santego
• 1991 Carver 640 Santego
• 1990 Carver 2157 Montego
• 1990 Carver 2357 Montego
• 1990 Carver 2557 Montego
• 1990 Carver 2587 Allegra
• 1990 Carver 2757 Montego
• 1990 Carver 2767 Santego
• 1990 Carver 2807 Riviera
• 1990 Carver 2827 Voyager
• 1990 Carver 2897 Mariner
• 1990 Carver 3067 Santego
• 1990 Carver 3087 Allegra
• 1990 Carver 3157 Montego
• 1990 Carver 3207 Aft Cabin
• 1990 Carver 3227 Convertible
• 1990 Carver 3257 Montego DC
• 1990 Carver 3297 Mariner FE
• 1990 Carver 3467 Santego FC
• 1990 Carver 3557 Montego
• 1990 Carver 3607 Aft Cabin
• 1990 Carver 3608 Aft Cabin WB
• 1990 Carver 3807 Aft Cabin MY
• 1990 Carver 3867 Santego FC
• 1990 Carver 3897 Santego DC
• 1990 Carver 4207 Aft Cabin MY
• 1990 Carver 4229 Californian CO
• 1990 Carver 4509 Californian MY
• 1990 Carver 4809 Californian MY
• 1990 Carver 4829 Californian CO
• 1990 Carver 4839 Californian CM
• 1990 Carver 5539 Californian MY
• 1989 Carver 2157 Montego
• 1989 Carver 2257 Mariner
• 1989 Carver 2357 Montego
• 1989 Carver 2557 Montego
• 1989 Carver 2587 Allegra
• 1989 Carver 2757 Montego
• 1989 Carver 2767 Santego
• 1989 Carver 2807 Riviera Aft Cabin
• 1989 Carver 2827 Voyager
• 1989 Carver 2897 Mariner
• 1989 Carver 3067 Santego
• 1989 Carver 3087 Allegra
• 1989 Carver 3207 Aft Cabin
• 1989 Carver 3227 Convertible
• 1989 Carver 3257 Montego DC
• 1989 Carver 3297 Mariner FE
• 1989 Carver 3467 Santego FC
• 1989 Carver 3607 Aft Cabin
• 1989 Carver 3807 Aft Cabin
• 1989 Carver 3867 Santego FC
• 1989 Carver 3897 Santego DC
• 1989 Carver 4207 Aft Cabin MY
• 1989 Carver 4229 Californian CO
• 1989 Carver 4459 Calif Veneti EC
• 1989 Carver 4509 Californian MY
• 1989 Carver 4809 Californian MY
• 1989 Carver 4829 Californian CO
• 1989 Carver 4839 Californian CM
• 1989 Carver 5539 Californian MY
• 1988 Carver 2157 Montego
• 1988 Carver 2357 Montego
• 1988 Carver 2557 Montego
• 1988 Carver 2757 Montego
• 1988 Carver 2767 Santego
• 1988 Carver 28 Aft Cabin
• 1988 Carver 2827 Voyager
• 1988 Carver 3067 Santego
• 1988 Carver 3207 Aft Cabin
• 1988 Carver 3227 Convertible
• 1988 Carver 3257 Montego DC
• 1988 Carver 3297 Mariner FE
• 1988 Carver 3607 Aft Cabin
• 1988 Carver 3697 Mariner FE
• 1988 Carver 3807 Aft Cabin
• 1988 Carver 3867 Santego FC
• 1988 Carver 42 Californian CO
• 1988 Carver 4207 Aft Cabin
• 1988 Carver 4227 Cockpit
• 1988 Carver 44 Californian Veneti EC
• 1988 Carver 45 Californian MY
• 1988 Carver 48 Californian CM
• 1988 Carver 48 Californian CO
• 1988 Carver 48 Californian MY
• 1988 Carver 55 Californian MY
• 1987 Carver 2657 Montego
• 1987 Carver 2667 Santa Cruz
• 1987 Carver 2757 Montego
• 1987 Carver 2767 Santego
• 1987 Carver 2807 Riviera Aft Cabin
• 1987 Carver 2827 Voyager
• 1987 Carver 2897 Mariner
• 1987 Carver 3207 Aft Cabin
• 1987 Carver 3227 Convertible
• 1987 Carver 3257 Montego DC
• 1987 Carver 3297 Mariner FE
• 1987 Carver 3607 Aft Cabin
• 1987 Carver 3697 Mariner FE
• 1987 Carver 3807 Aft Cabin DM
• 1987 Carver 4207 Aft Cabin DM
• 1987 Carver 4227 Cockpit Motor Yacht
• 1986 Carver 2657 Montego
• 1986 Carver 2667 Santa Cruz
• 1986 Carver 2757 Montego
• 1986 Carver 2807 Riviera Aft Cabin
• 1986 Carver 2827 Voyager
• 1986 Carver 2897 Mariner
• 1986 Carver 3207 Aft Cabin
• 1986 Carver 3227 Convertible
• 1986 Carver 3297 Mariner FE
• 1986 Carver 3607 Aft Cabin
• 1986 Carver 3697 Mariner FE
• 1986 Carver 4207 Motor Yacht
• 1985 Carver 2657 Montego
• 1985 Carver 2667 Santa Cruz
• 1985 Carver 2807 Riviera Aft Cabin
• 1985 Carver 2827 Voyager
• 1985 Carver 2897 Mariner
• 1985 Carver 2987 Monterey
• 1985 Carver 3207 Aft Cabin
• 1985 Carver 3227 Convertible
• 1985 Carver 3297 Mariner FE
• 1985 Carver 3607 Aft Cabin
• 1985 Carver 3697 Mariner FE
• 1985 Carver 4207 Motor Yacht
• 1984 Carver 2667 Santa Cruz
• 1984 Carver 2687 Monterey
• 1984 Carver 2807 Riviera Aft Cabin
• 1984 Carver 2897 Mariner
• 1984 Carver 3207 Aft Cabin
• 1984 Carver 3227 Convertible
• 1984 Carver 3396 Mariner FE
• 1984 Carver 3607 Aft Cabin
• 1984 Carver 3697 Mariner FE
• 1983 Carver 2357 Monterey
• 1983 Carver 2667 Santa Cruz
• 1983 Carver 2687 Monterey
• 1983 Carver 2807 Riviera Aft Cabin
• 1983 Carver 2897 Mariner Plan A
• 1983 Carver 2897 Mariner Plan B
• 1983 Carver 3207 Aft Cabin
• 1983 Carver 3396 Mariner FE
• 1983 Carver 3607 Aft Cabin
• 1982 Carver 2357 Montego
• 1982 Carver 2667 Santa Cruz
• 1982 Carver 2687 Monterey Hardtop
• 1982 Carver 2687 Monterey Open
• 1982 Carver 2866 Santa Cruz
• 1982 Carver 2896 Mariner
• 1982 Carver 3007 Aft Cabin
• 1982 Carver 3027 Sedan Flybridge
• 1982 Carver 3027 Sedan Hardtop
• 1982 Carver 3396 Mariner FE
• 1982 Carver 3607 Aft Cabin
• 1981 Carver 2347 Offshore
• 1981 Carver 2357 Montego
• 1981 Carver 2667 Santa Cruz
• 1981 Carver 2687 Monterey
• 1981 Carver 2866 Santa Cruz
• 1981 Carver 2896 Mariner
• 1981 Carver 3007 Aft Cabin
• 1981 Carver 3326 Voyager FE
• 1981 Carver 3396 Mariner FE
• 1980 Carver 2347 Offshore
• 1980 Carver 2357 Montego
• 1980 Carver 26 Monterey
• 1980 Carver 26 Santa Cruz
• 1980 Carver 28 Mariner
• 1980 Carver 28 Santa Cruz
• 1980 Carver 28 Voyager
• 1980 Carver 3326 Voyager FE
• 1980 Carver 3396 Mariner FE
• 1979 Carver 23 Montego
• 1979 Carver 23 Offshore
• 1979 Carver 25 Monterey
• 1979 Carver 25 Santa Cruz
• 1979 Carver 28 Mariner
• 1979 Carver 28 Santa Cruz
• 1979 Carver 28 Voyager
• 1979 Carver 3326 Voyager FE
• 1979 Carver 3396 Mariner FE
• 1978 Carver 25 Camper
• 1978 Carver 25 Ranger
• 1978 Carver 25 Santa Cruz
• 1978 Carver 28 Mariner
• 1978 Carver 28 Santa Cruz
• 1978 Carver 28 Voyager
• 1978 Carver 3326 Voyager FE
• 1978 Carver 3396 Mariner FE
• 1977 Carver 22 Camper
• 1977 Carver 25 Camper
• 1977 Carver 25 Ranger
• 1977 Carver 25 Santa Cruz
• 1977 Carver 28 Mariner
• 1977 Carver 28 Santa Cruz
• 1977 Carver 3326 Voyager FE
• 1977 Carver 3396 Mariner FE
• 1976 Carver 22 Camper
• 1976 Carver 25 Monterey
• 1976 Carver 25 Santa Cruz
• 1976 Carver 28 Mariner
• 1976 Carver 28 Santa Cruz
• 1976 Carver 3385 Monterey FC
• 1976 Carver 3395 Mariner FC
• 1975 Carver 2565 Santa Cruz
• 1975 Carver 2585 Monterey
• 1975 Carver 28 Mariner
• 1975 Carver 28 Monterey
• 1975 Carver 28 Santa Cruz
• 1975 Carver 3385 Monterey FC
• 1975 Carver 3395 Mariner FC
• 1974 Carver 2275 Camper
• 1974 Carver 2565 Santa Cruz
• 1974 Carver 2585 Monterey
• 1974 Carver 28 Mariner
• 1974 Carver 3385 Monterey FC
• 1973 Carver 2275 Camper
• 1973 Carver 2565 Santa Cruz
• 1973 Carver 2585 Montery
• 1973 Carver 3120 Voyager FE
• 1973 Carver 3180 Monterey EC
• 1973 Carver Monterey 3180 EC
• 1973 Carver Voyager 3120 FE
• 1972 Carver 22 Camper
• 1972 Carver 25 Santa Cruz
• 1972 Carver 3180 Monterey EC
• 1972 Carver Monterey 3180 EC
• 1971 Carver 2170 Holiday
• 1971 Carver 2180 Montery
• 1971 Carver 2550 Camper
• 1971 Carver 2560 Santa Cruz
• 1971 Carver 2570 Holiday
• 1971 Carver 2580 Montery
• 1971 Carver 3180 Monterey EC
• 1971 Carver Camper 2550
• 1971 Carver Holiday 2570
• 1971 Carver Monterey 3180 EC
• 1971 Carver Montery 2580
• 1971 Carver Santa Cruz 2560
• 1970 Carver 3180 Monterey EC
• 1970 Carver Monterey 3180 EC

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Carver boats - a big mistake?

Richard C. Belanger

"Richard C. Belanger" < [email protected] > wrote in message news:[email protected]...

Harry Krause

[email protected]

>Hi: > >I have been looking at a new Carver 396. Looks like a nice boat, good >for the family, though not a hard-core offshore design. Everything has >been looking good until I went to http://www.yachtsurvey.com > >David Pascoe has a post on Carver's that makes me feel I would be better >off lashing together some logs than getting a Carver. Needless to say I >am more than a little concerned. >

garyjwilliams

Fred Konchan

Karl Denninger

>> Don't forget, Pascoe's articles, although well written, are the kind of

>> reviews where $150K is considered cheap. > > Not true.

While there is some good information on his site, many of his > conclusions are indefensible in an open forum, IMO.

> Carver's are fine recreational boats with many proud and repeat owners.

> Pascoe is a winey cowardly ambusher thus far unable to belly up to the > bar. Hopefully, some day he will find the courage of his convictions and > test his rather myopic views in free and open discussion.

>> I can remember when Pascoe passed off pictures of hurricane damaged >> boats implying they were *typical* of the builder's products until he >> was called on it. He meekly pulled those pictures and stories from his

>> website. While there is some good information on his site, many of his

>> conclusions are indefensible in an open forum, IMO.

>> Carver's are fine recreational boats with many proud and repeat owners.

>> Pascoe is a winey cowardly ambusher thus far unable to belly up to the >> bar. Hopefully, some day he will find the courage of his convictions >> and test his rather myopic views in free and open discussion.

> Another in the series of bullshippy, bold-faced lies from Skipper...

> Pascoe pulled those Bayliner photos because he was tired of seeing his

"Richard C. Belanger" wrote: > > Hi: > > I have been looking at a new Carver 396. Looks like a nice boat, good > for the family, though not a hard-core offshore design. Everything has > been looking good until I went to http://www.yachtsurvey.com > > David Pascoe has a post on Carver's that makes me feel I would be better > off lashing together some logs than getting a Carver. Needless to say I > am more than a little concerned. >

> [email protected] wrote: >> >> On Sat, 18 Mar 2000 13:26:06 GMT, "Richard C. Belanger"

>> < [email protected] > wrote: >> >> >Hi: >> > >> >I have been looking at a new Carver 396. Looks like a nice boat, good >> >for the family, though not a hard-core offshore design. Everything has >> >been looking good until I went to http://www.yachtsurvey.com >> > >> >David Pascoe has a post on Carver's that makes me feel I would be better >> >off lashing together some logs than getting a Carver. Needless to say I >> >am more than a little concerned. >> > >>

>> dont forget, pascoe's articles, although wel written, are the kind of

>> reviews where $150K is considered cheap. > >Not true. >

Further, if you DO have a cored hull (even above the waterline only; I'd dismiss as insane any hull cored below the waterline) there had better be layers of roving on the OUTSIDE of the core material. If there isn't (eg: chopper gun or nothing) on the outside you have pretty close to ZERO impact resistance.

>> I have been looking at a new Carver 396. Looks like a nice boat, good >> for the family, though not a hard-core offshore design. Everything has >> been looking good until I went to http://www.yachtsurvey.com

>> David Pascoe has a post on Carver's that makes me feel I would be better >> off lashing together some logs than getting a Carver. Needless to say I >> am more than a little concerned.

> Well, Pascoe pretty-well documented his findings on the Carver... A > boat...with a hull thin enough to puncture due to a light impact

> (realize that a "light" impact in boat terms is a rock or other hard > object on the bottom that you hit with the hull while moving at 20 knots!)

> The prospect of being holed and sinking as a consequence of such an impact > ought to dissuade anyone from buying a boat such as this.

> "Light" impacts (due to deadheads, other junk in the water, etc) happen ALL > THE TIME and are basically unavoidable risks in the boating world. If you > boat in a region where you're more than a comfortable swim away from shore > (or where the water is cold enough to kill you even if you'd otherwise > survive) then I would consider such a boat to be an INSANE purchase > decision.

RICHARD POELSTRA

>Try walking the dock telling the proud owner of a Carver that his boat >is a POS and unsafe. Yes, you and Pascoe have a lot in common ...both >Assholes. > >-- >Skipper

But heh, its your money Skip.

Larry W4CSC

> >Further, if you DO have a cored hull (even above the waterline only; I'd >dismiss as insane any hull cored below the waterline) there had better be >layers of roving on the OUTSIDE of the core material. If there isn't (eg: >chopper gun or nothing) on the outside you have pretty close to ZERO impact >resistance. >

You look at the shit some Hats and Bertrams get put through during storms (including being blown into pilings, other structures and boats) and you'll find exactly that kind of ruggedness.

Jim Donohue

Richard C. Belanger < [email protected] > wrote in message news:[email protected]...

> Hi: > > Thanks so much for the feedback, pro and con. I have been in touch with > dealer and Carver. We are going to do a preliminary sea trial on the > same model boat in the next few weeks - and a complete walk through. I > will report back on the results, if anyone seems to be interested. > > I am also widening my search to encompass other boats, with an emphasis > on learning more about what makes a good design. > > Does anyone have good sources on what to look for in a well designed > boat today (other than Pascoe. I have already printed out his stuff). > > Thanks, > > Rich >

> "Richard C. Belanger" wrote: > > > > Hi: > > > > I have been looking at a new Carver 396. Looks like a nice boat, good > > for the family, though not a hard-core offshore design. Everything has > > been looking good until I went to http://www.yachtsurvey.com > > > > David Pascoe has a post on Carver's that makes me feel I would be better > > off lashing together some logs than getting a Carver. Needless to say I > > am more than a little concerned. > >

> >You look at the shit some Hats and Bertrams get put through during storms >(including being blown into pilings, other structures and boats) and you'll >find exactly that kind of ruggedness. >

A friend of mine has a Hunter 34 sloop. The race committee insists everyone have a hand-operated bilge pump permanently installed. So, I installed Joe a Whale into his cockpit's starboard side where someone could sit and pump for hours on its handle. I stood on the dock with my cordless drill and hole saw to put the 1 1/4" thru-hull fitting into the starboard side of the hull about 2' above the water line. Some, on the dock, were skeptical that my little B&D could drill the hole. They watched in horror as I easily drilled the pilot hole and let the saw kiss the gelcoat, grinding its hole in the side of the boat. Took only about 20 seconds and the deed was done. I handed Joe the plug from the inside of the hole saw. "That's all there is to the hull?!!", he exclaimed. "Yep, about 1/2" thick, only 2' off the waterline. We looked close and it looks like there's only one layer of cloth, or at the most 2, in the epoxy, left really rough on the inside. I guess this will be thick enough until he slams into the dock from the tide, someday. Can't we afford more for a hundred grand??

>A friend of mine has a Hunter 34 sloop. The race committee insists >everyone have a hand-operated bilge pump permanently installed. So, I >installed Joe a Whale into his cockpit's starboard side where someone >could sit and pump for hours on its handle. I stood on the dock with >my cordless drill and hole saw to put the 1 1/4" thru-hull fitting >into the starboard side of the hull about 2' above the water line. >Some, on the dock, were skeptical that my little B&D could drill the >hole. They watched in horror as I easily drilled the pilot hole and >let the saw kiss the gelcoat, grinding its hole in the side of the >boat. Took only about 20 seconds and the deed was done. I handed Joe >the plug from the inside of the hole saw. "That's all there is to the >hull?!!", he exclaimed. "Yep, about 1/2" thick, only 2' off the >waterline. We looked close and it looks like there's only one layer >of cloth, or at the most 2, in the epoxy, left really rough on the >inside. I guess this will be thick enough until he slams into the >dock from the tide, someday. Can't we afford more for a hundred >grand?? > >Larry

Those boats not only inherently have a shitload of mass but they spend their entire life in the water. Below-waterline cores in those hulls WILL get wet and once they do trouble is inevitable.

On 20 Mar 2000 01:45:14 GMT, [email protected] (Karl

On Sun, 19 Mar 2000 19:56:42 -0500, "L8apex" < [email protected] >

Rod McInnis

"Richard C. Belanger" wrote: > > Hi: > > I have been looking at a new Carver 396. Looks like a nice boat, good > for the family, though not a hard-core offshore design. Everything has > been looking good until I went to http://www.yachtsurvey.com >

> I hadn't considered the more hard-core boats like Bertram and Hatteras > since I believed they were completely out of my price range. > > Any opinions out there?

>Would I be making a huge mistake with a Carver?

Larry Weiss

Larry Weiss "...Ever After!"

With that out of the way, let me say that Carver quality has been on the rise for a number of years. My understanding is the boat in David Pascoe's review was actually bought back by Carver, having been one of a handful of boats produced that year that were incorrectly built and *replaced*. I like Mr.

Pascoe's information, but he cannot be expected to provide the complete story behind every boat brand, so I can't blame him for missing the whole picture in that situation. He saw what he saw and reported it accordingly.

Dale Peterson

"Skipper" < [email protected] > wrote in message news:[email protected]...

> RBStern wrote: > > > I like Mr. Pascoe's information, but he cannot be expected to provide the > > complete story behind every boat brand, so I can't blame him for missing the > > whole picture in that situation. He saw what he saw and reported it > > accordingly. >

> > Carver has since invested a lot of money on quality control processes and > quality control people. And it flat out shows.

> Comparing it to a Hatteras is silly. Put a 2 inch thick hull on a Carver for > close-to-shore or lake or river duty? Yeah, that would make sense. Then it > needs big diesels. Might as well make it a deep-vee while we are at it. There > goes the space, the price, fuel economy, maintenance costs, etc. Who would > buy one? The same people who buy Hatteras. Not what Carver is after, I'm > afraid. And not what a lot of us Carver owners want.

> > To the original poster: You will not find a better 40' aft cabin boat with so > many amenities, high comfort level, quality, and resale value than the Carver > 396, in that general price range. You can find better boats built for a > different audience, at different price points, usually higher, or you can buy > an older, higher end boat, but again, it won't touch the functionality of the > 396. Just don't buy the 396 (or any aft cabin!) if rough conditions are part > of the boating you plan to do on a regular basis. >

I have no qualm with someone who wants a floating party barge. There's a market for everything, and if that's what you want that's fine. But trying to claim that these boats are suitable for cruising out in big water (and the Great Lakes certainly qualify as big water) is dangerous to the health of those who do so.

RBStern wrote: > > Hey, one more Carver opinion, while we are at it? > > First, let me (re)state that I am a Carver owner and therefore, biased. > > Second, don't take my word for it. Here's a link to another forum, > specifically, the opinion of a marine surveyor who sees a lot of Carvers on the > Great Lakes: > > http://www.yachtingnet.com/community/forums/power/1051/0.html >

> With that out of the way, let me say that Carver quality has been on the rise > for a number of years. My understanding is the boat in David Pascoe's review > was actually bought back by Carver, having been one of a handful of boats

> produced that year that were incorrectly built and *replaced*. I like Mr.

> Pascoe's information, but he cannot be expected to provide the complete story > behind every boat brand, so I can't blame him for missing the whole picture in > that situation. He saw what he saw and reported it accordingly. >

> Carver has since invested a lot of money on quality control processes and > quality control people. And it flat out shows. >

> Carver has a solid reputation for good fit and finish, similar to Regal, > Chapparral, and othe mid-priced brands. I believe their use of interior space > is ahead of anybody making products in the same category. They've also had > some great innovations lately, such as frameless (no leak!) windows, very wide > sidedecks, and have recently eliminated all wood below the waterline on their > boats (they haven't made cored hulls since 1981). >

> Comparing it to a Hatteras is silly. Put a 2 inch thick hull on a Carver for > close-to-shore or lake or river duty? Yeah, that would make sense. Then it > needs big diesels. Might as well make it a deep-vee while we are at it. There > goes the space, the price, fuel economy, maintenance costs, etc. Who would > buy one? The same people who buy Hatteras. Not what Carver is after, I'm > afraid. And not what a lot of us Carver owners want. >

> I wouldn't hesitate to have anyone here who doubts the quality to take a close > look. They know how to build a decent boat. And the company is very good > about standing by the product. They are customer service oriented. > > My wife laments about having to drive the family minivan every day because she > says she "doesn't look cool." In response, I usually say, "Well, do you want > to trade it in on a sportier car?" Her response is always the same: "No, I > need the functionality of the minivan." The point being that the product we > might idealize (a tough, diesel powered, wave slicing, ocean going battlewagon > like a Hatteras sportfish), is not often the product we can either afford or > live with. >

> To the original poster: You will not find a better 40' aft cabin boat with so > many amenities, high comfort level, quality, and resale value than the Carver > 396, in that general price range. You can find better boats built for a > different audience, at different price points, usually higher, or you can buy > an older, higher end boat, but again, it won't touch the functionality of the > 396. Just don't buy the 396 (or any aft cabin!) if rough conditions are part

Your point is what, exactly?

Of course, what most people call 3-6 footers are really about 2'.

>Perhaps boats of this type need a warning label on them. "Warning: even >though this boat is 40 feet long, it is designed and built only for >close to shore, lake or river duty, and we don't mean Lake Superior in a >squall."

>No offense, Rich, but that 40' Carver, at least the one depicted on the >Carver website (396 motor yacht), is among the ugliest boats I have ever >seen. It looks like a doublewide manufactured home with a huge lifting >handle, with some canard of a back porch-diving board right behind that >radar arch. With all that windage, it must be a terror to dock. And the >standard engines on that 28,000-pound monster are a pair of big block >V-8 gasoline slurpers? Holy Batman, who makes the boat, OPEC?

>Seriously, if you want a boat like that, why not buy a houseboat and be >done with it? At least a houseboat is honest in what it is. > >-- >Harry Krause

> I guess your boat needs a warning label that says: "Warning: You cannot sleep > comfortably, cook a meal, watch TV, get out of the weather, rest out of the > sun, have air conditioning, store food indefinitely in a refrigerator, carry 15 > people comfortably, or any of a few dozen other things on this boat."

Interestingly, the psychotherapist in the family is pushing me towards buying a new boat on which you can sleep comfortably, cook a meal, watch

TV, get out of the weather, rest out of the sun, have air conditioning,

store food and carry a lot of people. It's smaller than that Carver under discussion, but it will safely handle offshore conditions.

> > >No offense, Rich, but that 40' Carver, at least the one depicted on the > >Carver website (396 motor yacht), is among the ugliest boats I have ever > >seen. It looks like a doublewide manufactured home with a huge lifting > >handle, with some canard of a back porch-diving board right behind that > >radar arch. With all that windage, it must be a terror to dock. And the > >standard engines on that 28,000-pound monster are a pair of big block > >V-8 gasoline slurpers? Holy Batman, who makes the boat, OPEC? > > No offense taken. You're entitled to your opinion. I expect Carver will sell > every one they can make, as seems to be the problem with a lot of their recent > models.

> >Seriously, if you want a boat like that, why not buy a houseboat and be > >done with it? At least a houseboat is honest in what it is.

> That's a pretty ridiculous statement, even from you. You are essentially > saying that if a product's attributes don't appeal to you as functional for > your purposes, it's dishonest. Hey man, get a grip. The planet spins with or > without you. > > -- Rich Stern

> > No offense, Rich, but that 40' Carver, at least the one depicted on the > Carver website (396 motor yacht), is among the ugliest boats I have ever > seen.

> It looks like a doublewide manufactured home with a huge lifting > handle, with some canard of a back porch-diving board right behind that > radar arch.

> With all that windage, it must be a terror to dock.

> And the > standard engines on that 28,000-pound monster are a pair of big block > V-8 gasoline slurpers? Holy Batman, who makes the boat, OPEC?

> > Seriously, if you want a boat like that, why not buy a houseboat and be > done with it? At least a houseboat is honest in what it is.

> > I own a 36' Mariner, which is certainly an odd configuration. The lack > of any forward facing windows gives the boat a funny look to start with,

> > > It looks like a doublewide manufactured home with a huge lifting > > handle, with some canard of a back porch-diving board right behind that > > radar arch. > > What, you object to people diving off their boats?

> > > With all that windage, it must be a terror to dock. > > A valid concern. It gets worse with the canvas enclosures that people > often add. Prospective buyers should be aware that a shallow draft, > high windage boat will be harder to dock in high winds than a deep vee, > lower profile model. It is a trade off that has to be made.

> > > And the > > standard engines on that 28,000-pound monster are a pair of big block > > V-8 gasoline slurpers? Holy Batman, who makes the boat, OPEC? > > The Carver web page lists 7 different engine options for the 396: two > different Mercruiser gas engines, two different Volvo gas engines, two > different Cummins diesels, and a Volvo diesel. I don't see where they > state what the "standard" engine is.

> > Of course, you could buy a top of the line boat, like a Hatteras 50 > foot convertible, which comes equipped with a pair of Cat 3412E > engines. Nothing like a 1400 Hp, 12 cylinder monster to make those V-8 > Carver uses look puny.

> >Interestingly, the psychotherapist in the family is pushing me towards > >buying a new boat on which you can sleep comfortably, cook a meal, watch > >TV, get out of the weather, rest out of the sun, have air conditioning, > >store food and carry a lot of people. It's smaller than that Carver > >under discussion, but it will safely handle offshore conditions. >

>Sorry to reply to my own post, but you notice how Skipper has >COMPLETELY ignored this message. Got'im, right in the cojones. > >Ron M.

Dig around that message board. The guy's experience comes across pretty well, and there are plenty of details. I guess this is where you'll tell me that you don't have time to waste on a subject you don't really care that much about. I understand. I know you are pressed for time. So many threads to interupt, so little time...

>No such label needed. It is obvious from looking at my boat that you >cannot sleep on it, cook on it, et cetera or so forth. But to a >neophyte, that big Carver might look as if it might be up to more than >sheltered water use."

>Interestingly, the psychotherapist in the family is pushing me towards >buying a new boat on which you can sleep comfortably, cook a meal, watch >TV, get out of the weather, rest out of the sun, have air conditioning, >store food and carry a lot of people. It's smaller than that Carver >under discussion, but it will safely handle offshore conditions.

And while I might like the boat you pick for some reasons, I would probably not buy the same model because it wouldn't fit my needs. I don't have enough of an ego to call it an bad product just because it wouldn't work based on my boating value system.

.> I do believe that particular boat's design is intellectually >dishonest.

Huh? We are talking about a style of boat that has been extremely successful for a large number of boat builders, for well over a decade. The aft cabin style has been built by some of the "best" production builders in the industry. They hold resale as well or better than many other production boat styles. Obviously, people who buy them, like them.

>I wouldn't call it "bad" because it doesn't suit my needs.

>You're talking about style. I am talking about design. They aren't the >same.

"RBStern" < [email protected] > wrote in message news:[email protected]...

> What is it about the design of that aft cabin that sets it dramatically apart > from other aft cabins?

> And "ungainly walrus" seems to be a style comment, since you are referring to > the lines of the boat.

> Harry, face it: Aft cabin is to Harry Krause what homosexual is to Jerry > Fallwell. Not natural. To be feared. Shunned. Not in the creator's image (a > deep vee with lots of bow flare and diesels). > > -- Rich Stern

Bruce Friedell

The follow up question I asked was: "What is it about the design of that aft

cabin that sets it dramatically apart from other aft cabins?"

>A number of other after cabin boats I have seen were designed to be >boats, not floating condos.

>The boat is well-balanced visually,

>and has a raised deck over the rear >cabin.

>The decks along each side of the cabin allow easy movement to the >bow and cockpit, and there are waist high safety railings.

>The hull form >is a modified vee, with sharp forward sections that make for easy entry >into head seas and choppy water.

>The hull is solid glass. While the Hatt >is a couple of feet shorter than the Carver, it is heavier because of >its more solid construction. The stringers are foam cored with steel >plates for the engines. There are serious bulkheads, bonded to the hull >with lots of glass cloth and resin.

>The water, fuel and holding tanks >are fiberglass.

>The joinery is mostly solid hardwood.

>The Hatt is designed for coastal cruising. It looks like a boat and >handles like a boat. The Carver, I suppose, is for more protected >waters. To me, it looks like a curvilinear double decker houseboat that >stopped off in Italy for a facelift. >

>The Hatt 38 was designed by a man who practiced the belief that function >was the basis of good design, and that boats should look good without a >lot of "trick" decorative touches or trim.

>The Carver was designed, probably by a committee and "focus groups, to >be just the opposite.

>The entire boat is tricked up. As an example of >the latter, I would point to the strange, eliptical and really ugly >windows on the hullsides of the Carver,

and the "radar arch cum >fiberglass roof" structure on the Carver and the fact that there appears >to be no bimini top possibilities for the topside control station.

>And >the sharply sloping gunnels on the Carver do not inspire confidence if >you have to walk forward outside of the cabin.

>I don't know what the Carver sells for new. The used Hatt in terrific >shape with fresh diesels is under $100,000.

> Sorry to reply to my own post, but you notice how Skipper has COMPLETELY > ignored this message. Got'im, right in the cojones.

>> Looking for testimony? Pick up the latest issue of Sea magazine. This >> month's feature article is a rave review of the subject Carver 396. >> While this boat may not be up to the standards of your mighty issue, >> most of us would find it a step up.

> If I won a brand new one in a lottery, I'd sell it without ever splashing it > into the water. I don't know what it sells for new, but if you trucked it to > the right place, you might realize enough to buy a new Cabo 31.

>> Newsstand price is $3.50. Very informative boating magazine. ...The >> boat, base $248,495, as tested $257,920.

> Damn hate to take skippers side on this one but so far youve been comparing > apples to oranges.40ft carver to a 31 cabo comon. In a storm 31 cabo at the > dock holding a martini 40 carver.For a new subject lets compare skippers > knowledge of boat to Karls.

>>> Got'im, right in the cojones.

>> Looking for testimony? Pick up the latest issue of Sea magazine. This >> month's feature article is a rave review of the subject Carver 396. While >> this boat may not be up to the standards of your mighty issue, most of us >> would find it a step up. >> Ref, have you ever noticed that those who do the most bashing tend to own >> boats with wet pounding rides not up to the challenge. Think there's a >> correlation?

> Well, Skipper, you're just verifying my point. You're not even talking about

> the same BOAT, much less answering the simple question I posed in the > original message, and which continue to collect dust while you indulge in > nebulous, irrelevant topic-switching.

>I doubt it. Ref probably would do what I would do if either of us won a >new one in a lottery. We'd sell it before it every splashed into the >water and use the proceeds to fund the Bayliner Roadside Cleanup Fund, a >not-for-profit agency that arranges for the pickup and eventual grinding >down of Bayliners abandoned by their owners.

GRIND EM??? Please don't. Just take them a few miles offshore and pull the plug. They make good artificial reef material.

Russ Glindmeier

>> The subject of this thread is Carver boats. That's C-A-R-V-E-R. While >> we're on that subject, would that Quarter million dollar C-A-R-V-E-R be >> a step up for you, Ref?

> No, Skipper. The subject is your response to the Pascoe photographs that > showed crummy 1" stringers held on by tiny pieces of tape, and cheap > pop-rivets. You said the photos were phony, and I asked for clarification, > e.g. "did they replace the stringers just for the photo?" and so on. > > You have yet to reply, Skipper, and you won't, because you KNOW I've > caught you with your pants down. Face the music, Skipper. You've had > it. You're sunk this time. No way you can get out of this one. > > Checkmate.

> Ohh was excited for a moment. > Thought Skipper was starting to figure out Life, the Universe, > and Everything. But alas it's just alta vista.

> >> >> Ref, have you ever noticed that those who do the most bashing tend to own > >> >> boats with wet pounding rides not up to the challenge. Think there's a > >> >> correlation? > >> > >> > Well, Skipper, you're just verifying my point. You're not even talking about > >> > the same BOAT, much less answering the simple question I posed in the > >> > original message, and which continue to collect dust while you indulge in > >> > nebulous, irrelevant topic-switching. > >>

> >> The subject of this thread is Carver boats. That's C-A-R-V-E-R. While > >> we're on that subject, would that Quarter million dollar C-A-R-V-E-R be > >> a step up for you, Ref? >

> No, Skipper. The subject is your response to the Pascoe photographs that > showed crummy 1" stringers held on by tiny pieces of tape, and cheap > pop-rivets. You said the photos were phony, and I asked for clarification, > e.g. "did they replace the stringers just for the photo?" and so on. > > You have yet to reply, Skipper, and you won't, because you KNOW I've > caught you with your pants down. Face the music, Skipper. You've had > it. You're sunk this time. No way you can get out of this one. > > Checkmate. >

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February, 2018

Boating purists are quick to point out that a "real" trawler is built on a full displacement hull with only a single diesel engine for power. By that rigid standard, most of the boats we call trawlers these days fail to measure up. Nearly everyone thinks of the classic Grand Banks 42 as a trawler, but in fact Grand Banks models all ride on semi-displacement hulls, and they mostly came with twin engines. Same with most of the Taiwan-built trawlers that flooded the U.S. market in the 1970s and '80s, as well as all of the popular Mainship Trawlers that were so successful before the company cratered during the Great Recession. These boats are perhaps better described as "performance trawlers."

Profiled below are eight go-anywhere trawler yachts that have stood the test of time. And no, we didn’t forget the Nordhavn series of displacement trawlers—a Nordhavn-specific blog article can be found here .

DeFever 44 Offshore Cruiser

Hatteras 48 LRC

At a Glance:   A classic Hatteras yacht — one of only a handful of American-built trawler yachts.  Most 48s were delivered with two-stateroom teak interiors featuring a full-beam salon with L-shaped settee and coffee table to port, U-shaped galley (with breakfast bar) forward, and spiral companionway to starboard. The full-beam master stateroom of the Hatteras 48 is amidship with built-in dresser and private en-suite head with stall shower. Forward, the guest stateroom has V-berths, storage drawers, and private access to a head with shower. The pilothouse, four steps up from the salon, includes a U-shaped dinette, single watch berth, and port/starboard deck doors. Topside, the boat deck is designed to carry a dinghy and hoist. A cockpit transom door assists boarding. No lightweight, twin 112hp GM 4-53N diesels cruise the Hatteras 48 LRC at 8–9 knots. Over 40 were built.

Price Range: From the mid $100s to high $200s.

At a Glance:   Seaworthy, comfortable and economical — over 150 DeFever 44s were sold. Heavily constructed on a full displacement hull, the DeFever 44 is a rare flush deck design with the aft deck and side decks on the same level. The result boat with slightly higher freeboard, but with an enormous aft deck area perfect for entertaining. The DeFever 44’s roomy two-stateroom interior is arranged with the galley aft in the salon where it’s easily reached from the aft deck and flybridge.   Grab rails in the salon overhead are a nice touch, and large windows provide panoramic views of the water. Note the pass-thru window from the galley to the aft deck. The full-beam master stateroom is huge with tons of storage and space for a washer and dryer. A great feature is the walk-in engine room with workbench and near standing headroom. Twin 135hp Lehman diesels cruise at 7–8 knots with a range of 1,500 nautical miles.

Price Range: From $75–80K to the mid/high 200s.

Krogen 42 Trawler

Krogen 39 Trawler

At a Glance:   Replacement boat for the legendary Krogen 42 — seaworthy and comfortable, the single stateroom interior of the Krogen 39 is designed for the cruising couple. Entering the salon from the aft deck, a dinette is to port and an L-shaped settee with fold-out table is to starboard. The compact galley is located forward in the salon on the starboard side.  Four steps up from the salon/galley, the Krogen 39’s raised pilothouse offers commanding views of the water. Port and starboard Dutch doors provide quick deck access, and the settee behind the helm pulls out to form a watch berth. The stateroom and head are reached from the pilothouse—the head is on the starboard side, and the stateroom with island queen berth is forward. One of the great features of the Krogen 39 is her standup engine room. A single 121hp John Deere diesel will cruise at 7–8 knots with a range of 2,000+ miles.

Price Range: From  the mid $200s to the high $300s.

At a Glance:   An iconic Krogen design with a ballasted displacement hull and tremendous storage — a proven cruising or liveaboard yacht. The hull is solid fiberglass below the waterline and cored above. Until hull #65 (1985), they were built with glass-over-plywood decks; thereafter, they were built with a cored deck and superstructure. There are two versions, the Standard model with walkaround side decks, and Widebody model (introduced in 1989) with a full-width salon. Both versions were available with two lower-level accommodation plans. Double doors open from the aft deck to the salon where an L-shaped sofa and table are to starboard. The galley is forward, on the starboard side of the salon. The focal point of the Krogen 42 is the pilothouse with watch berth, overhead hatches, and port/starboard deck doors. A single 120hp Lehman diesel will cruise at 7–8 knots. A total of 206 were built.

Price Range: From about $100K to mid/high $200s.

Krogen 44 Trawler

Selene 53-54

At a Glance:   Heavily built passage maker for cruising in comfort and security — Selene sold a lot of these yachts. The interior is finished in satin varnished cherry wood with teak and holly flooring throughout. The focal point of this yacht is her well-appointed pilothouse — fronted by a Portuguese bridge—that towers high above the water. A U-shaped galley complete with full-size refrigerator is forward in the salon. Below, the living quarters consist of three staterooms and two full heads. The full-beam amidships master stateroom has direct access to the Selene’s standup engineroom (also reached via a spiral staircase opposite the galley). The forward VIP stateroom has an island queen berth, and the second guest stateroom to port has twin single berths. Teak is used on all exterior deck surfaces.  A single 430hp Cummins diesel—or twin 230hp Cummins diesels—cruise at 8–9 knots.

Price Range: From around $500K to over $1 million.

2001–Current

At a Glance:   Based on the original Krogen 42 — a serious long range yacht for the cruising couple. The added length of the 44 can be seen in her larger pilothouse and roomier aft deck. A not-so-obvious upgrade is that the pilothouse, flybridge and boat deck are a single mold instead of fastened together providing a much stronger structure. The interior of the 44 is similar to her predecessor. An L-shaped settee is to starboard in the salon, opposite two occasional chairs, and a U-shaped galley is forward, also to starboard. Accessed from companionway steps forward of the salon, the guest stateroom with convertible settee, desk, and book shelves doubles as a den/office. The single head is to port, and master stateroom with island queen berth is forward. Note the weathertight doors and windows. A Widebody version came out in 2006. A 158hp John Deere diesel will cruise at 8 knots with a range of 2,000-plus nautical miles.

Price Range: From about $600K to over $1 million.

2004–Current

Lord Nelson Victory Tug 37

At a Glance:   A quality-built displacement trawler perfect for cruising the world in comfort and safety. Several interiors are available in the Selene 47, all with the galley forward in the salon. Accessed from companionway steps forward in the salon, the two stateroom, two head layout includes twin single berths in the port guest stateroom and a walkaround queen berth in the forward master stateroom. The master stateroom head features a tub, and a washer/dryer unit is located at the foot of the companionway steps. Part of the guest cabin bulkhead folds away to create a large common area abaft the master stateroom. A large storage area is between the engine room and lazarette. In addition to great visibility, the pilothouse features a watch berth and inside access to the flybridge. A single 330hp Cummins diesel will cruise at 8 knots with a range of 2,000+ miles.

Price Range: From the mid $200s to mid/high $600s.

At a Glance:   Based on a traditional New England workboat hull — 76 of these popular boats were delivered. Her teak batten interior, functional pilothouse, large galley, and wide walkaround decks with substantial bulwarks will appeal to the discerning yachtsman. The salon and galley are three steps down from the pilothouse. The U-shaped galley has a serving counter, and the convertible salon settee has storage space below. A pantry door in the galley opens to the engine room. The salon sole is teak and holly, and the overhead is tongue and groove teak. Forward of the pilothouse, the stateroom features a double berth and head with stall shower. The original teak decks were ultimately eliminated in favor of fiberglass, and the teak handrails were replaced with stainless steel late in her production run. The Victory Tug 37 has a cruising range of 800–900 miles at 7 knots with a single 150hp Cummins diesel.

Price Range: From $75–80K to the mid $100s.

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Eight Long Range Cruisers With Full Displacement Hulls

Posted 2024-05-07 13:55

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1988 Carver Yachts Mariner 3297 - $11,900 (Baltimore)

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1988 Carver Yachts Mariner 3297 - boats - by owner - marine sale -...

1988 Carver Mariner Yacht 3297 Twin Mercruiser engines 5.7L, 260 HP each (GM 350 V-8s) Do not contact me unless you are a potential buyer. No sales/advertising people will be replied to. This Carver...

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SJB New Member

Now that Searay is not making big boats (50plus), I am seeking information on Galeon Yachts as one option (I would much prefer a Riv or Viking or Princess but to pricey for me). Anyone have any input on the 50 or 55 Galeon?

Capt J Senior Member

Very price point boat and associated quality, in the same league as prestige.

Capt J said: ↑ Very price point boat and associated quality, in the same league as prestige. Click to expand...

SJB said: ↑ Thanks , I don’t feel Prestige is a quality boat? Am I wrong ? Click to expand...

993RSR Senior Member

The greatest expense in boat ownership is depreciation. Buy quality and it pays dividends on resale and ownership experience.

993RSR said: ↑ The greatest expense in boat ownership is depreciation. Buy quality and it pays dividends on resale and ownership experience. Click to expand...

Gratitude Member

Gratitude said: ↑ Capt. J, I have to disagree on your comment. I viewed both brands in detail at the 2019 FLIBS and they are not in the same league. Galeon is far superior in quality than Prestige. While I didn't sea trial a Prestige, I did sea trial the Galeon 500 Fly. A very solid seaworthy boat which is why I purchased the 500 Fly. Granted it is not a Princess or Viking Yacht, but it is currently and affordable quality boat IMHO. Also let me add that the interior is amazing and functional. Doors are solid and do not rattle. Galeon makes almost everything in house when it comes to their interiors. Click to expand...

SJB said: ↑ Thank you for your feedback! How has it been going since your purchase? I noticed the 500 only has 3.5 draft, does that affect the ride when on open ocean? I would feel it gives a bumper ride? Click to expand...

olderboater Senior Member

SJB said: ↑ Now that Searay is not making big boats (50plus), I am seeking information on Galeon Yachts as one option (I would much prefer a Riv or Viking or Princess but to pricey for me). Anyone have any input on the 50 or 55 Galeon? Click to expand...

Gratitude said: ↑ Actually the draft is 4'7" on the 500 Fly. That along with Sea Keeper (standard on this boat) she's quite the solid ride. the best way t make your decision is to get our on one yourself. Click to expand...

olderboater said: ↑ I would just mention one thing. You mentioned Searay and Galeon. I hope you're not confining your shopping to Marine Max. There are plenty of other brands out there to be looked at. It's also very hard for me to get insight into pricing on a Galeon as I see new 2020 500 Fly's priced anywhere from $772k (Poland) to $1.4 million depending on location and dealer. What makes you think Princess is so much more expensive than Galeon? Have you been to a Princess dealer? Or Sunseeker? Or talked to Grand Banks? I'm not saying to not buy a Galeon, just make sure you look at the market well. Click to expand...

I'd look at the 52' Sunseeker manhattan, 55' Princess flybridge.......trying to think of a few more.

Scott Felstad Member

SJB said: ↑ Thanks for you insight! I am a used boat buyer not new, let someone else take the depreciation hit. I prefer 2-3 years old this hopefully allows for this new boat issues to be somewhat fixed. As I look for used I would 100% like a Grand Banks or Princess and looking. A Riv be nice too. Have my eye on a 55 fly searay too, way over priced, but it had shafts! I currently have a 51 Fly searay. Again Thanks Click to expand...

Yes, 100% ! Just avoid PODS.

johnnry Member

a beautiful, well made and fast boat,but..check the deadrise, they typically build 16 degree deadrise to get the low hp performance. check your model, you will also note that piece of info not easy to find.Unless they have re-engineered marine engineering, No free lunches yet..

RER Senior Member

johnnry said: ↑ a beautiful, well made and fast boat,but..check the deadrise, they typically build 16 degree deadrise to get the low hp performance. check your model, you will also note that piece of info not easy to find.Unless they have re-engineered marine engineering, No free lunches yet.. Click to expand...

RER said: ↑ What is so sinister about a modifed V deadrise of 16 degrees? You seem to be suggesting the builder is trying to hide that spec. Why? Click to expand...

Correct ob, also original question was on ride quality on rough water...if anyone knows of a flat keel boat that slices thru the rough water please advise

johnnry said: ↑ Correct ob, also original question was on ride quality on rough water...if anyone knows of a flat keel boat that slices thru the rough water please advise Click to expand...

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