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Although
McDevitt and I both could have used goggles, the ride was relaxing enough
for me to look over the flying bridge deck, which is full of novel places
to recline. Forward of the console-like helm but behind a windscreen,
there is a sunpad large enough for two to lay in stillness even on a day
like ours. A padded bench to starboard converts to a chaise longue close
enough to the steering wheel for a psychiatrist/skipper to mix business
with pleasure. Because the strength and dimensions of the swim platform
allow for stowage of a tender, the aft section of the flying bridge accommodates
a nearly full-circle settee and table for eight. Between meals the table
can be lowered and a pad put over it to transform the entire dinette into
a sun worshipper’s playpen. Separating this area and the helm seating,
a DeDietrich grill, drinks ‘fridge, and bar are built into the base
of an H-shape radar mast that looks vaguely Japanese in inspiration. Just
as we reached the relatively placid waters of the Severn, I imagined six
or more people lolling about up here in Zen-like repose.
In the
Severn we made quick work of the trials, breaking 39 mph at WOT (2330
rpm) for a range of more than 360 statute miles. With the twin 800-hp
Caterpillar 3406Es at 1750 rpm, we made just over 27 mph and boosted the
range to 420 statute miles. The lower-helm noise level at this cruising
speed was a comfortable 73 decibels on the A scale (65 dB-A is the level
of normal conversation).
When
we reentered the bay, I stayed below for added perspective at the lower
helm. From one of a pair of electrically adjustable Recaro seats starboard
of a dinette, I sat high enough above the foredeck to be able to look
down upon the bow and its quarters. Heading into the weather for several
miles at a cruise of around 25 mph, I only needed to use the windshield
wipers for a handful of swipes, and with the windshield wrapping well
aft and its mullions widely spaced, visibility forward and side-to-side
was excellent. Aft, unfortunately, the perspective is a little too high,
so I could only see a patch of prop wash off the transom. You’ll
have to rely on radar for tracking traffic astern. While electronics and
gauges are smartly arrayed at this starboard helm, a third of the electrical
panel that forms a port-side dash can only be reached if you climb awkwardly
onto the dinette seat.
There’s
nothing awkward about the 58’s maneuverability, however. On the
way back to Bay Bridge, I pulled up to a buoy to test her close-quarters
handling. Especially with the standard 11-hp Sidepower bow thruster, the
yacht was responsive and stable, even in the wind. This was proved just
minutes later when McDevitt docked faultlessly in the densely packed marina,
where I gave the boat’s accommodations my full attention.
If the
58’s exterior is distinct from afar, her interior is telling up
close. The form and finish of the high-gloss cherry cabinetry are sinuously
stylish, and its boldness is supported by practicality and exacting craftsmanship.
The polished cherry rail separating the sunken galley from the bridge/dinette
deck is a good example. Where it extends astern to provide a handhold
for steps down to the saloon, it bends in a corkscrewing, 360-degree loop
that drops into the aft end of the galley as a handhold for steps up.
As could also be said of the teak-on-chrome steps to the flying bridge,
the curving sideboard housing the entertainment system, or the arc of
cabinets above the well-equipped galley’s stovetop, it is at once
dramatically sculptural and plainly functional.
The
three-stateroom configuration below includes a master forward with a walkaround
king-size berth, his-and-hers hanging lockers, plenty of stowage, and
an en suite head with shower. Guest cabins port and starboard amidships
quarter a double berth and twins, respectively. The port yields access
to the guest head with shower directly, the starboard via a vestibule.
A utility
room/pantry hidden down a companionway under a galley countertop is one
of several possible midcabin configurations. The only argument against
the layout I saw—with washer/dryer, ironing board, freezer, and
stowage— would be where to berth crew. For the optional crew cabin
at the transom is inadequate—nearly inhumane—and much better
suited to stowage. The few American buyers likely to employ a captain
will prefer to billet him here in the midcabin, where at least he could
stand upright in his quarters.
In part,
this midcabin is made possible because semitunnels for the running gear
allow Fairline to mount the engines well aft, in a compartment accessed
through a 5'x2' hatch in the cockpit. A deep alley between the Caterpillars
is fine for general maintenance, and access to the outboard sides of the
Caterpillars is possible in a pinch.
It seemed
apt that I finished my scrutiny of the 58 Squadron in the engine room,
shoulder to shoulder with 1,600 hp worth of engines. Style over substance?
No way. On the 58 the two run neck and neck, inside and out, and at a
high level. I should have insisted that the receptionist join McDevitt
and me on our half-day cruise.
Fairline
Phone: (843) 342-3453. Fax: (843) 342-3483. www.fairline.com.
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