Formula 47 Yacht
— By Capt. Bill Pike
— October 2003
Top of the Line
|From top-shelf engineering to elegant style, the Formula 47 Yacht’s got the goods.|
Marco Island’s a pricey place. High-end homes. High-end condos. High-end mercantile establishments. So as I pulled into Walker’s Marine & Yacht Sales hunting a parking spot, I was not at all surprised at the prevailing ambiance, which was about as tres riche as South Florida gets. A pavilion with tall, white pillars graced the entrance. A profusion of huge, sparkling windows virtually covered the sides. And a lofty cupola surmounted all, rounding out a vision of solid, palm-shady affluence.
It made sense, I told myself. If there was a better spot on the planet to represent the Formula 47 Yacht, the latest addition to a line of highly styled, solidly engineered boats from Thunderbird Products of Decatur, Indiana, I could not think of it. Formulas are upper-crusty vessels, for reasons that are often obvious, even to the uninitiated. And Walker’s Marine looked rather upper-crusty, too.
I found the 47 out back, gently rocking in her slip, her aquiline bow pointed toward open water. She had Formula’s signature hybrid look. On the one hand, there was a certain raciness about her, undoubtedly influenced by an offshore racing program that Thunderbird’s nurtured for years and continues to today with both capital and employee expertise. But on the other hand, it was also quite clear that, for the 47 project, button-down good taste and styling continuity had been big-time priorities for John Adams, Thunderbird’s only designer since the ’70s.
I studied the transom briefly. There was little evidence of a running-surface feature that had captured my attention at a boat show months before. It was hidden beneath the Latham hydraulic swim platform, which is expansive enough to accommodate a dinghy or PWC. The point of the thing, Adams had explained to me at the time, was to boost buoyancy aft, to support the weight of both a large, midcabin-type stateroom and a set of heavy V-drive diesel powerplants at the stern, as well as to make up for the buoyancy lost to two sizeable prop tunnels. To accomplish these ends, Adams had said he’d added a reverse shear to the 47’s transom, extending the running surface. Moreover, he’d told me he was working on a souped-up version of the 47 (which will likely debut in a couple of months), a more performance-oriented model with an extra-gutsy, foam-filled structural grid inside and even more stretch in the running surface to accommodate extra-heavy, extra-powerful diesels.
A Walker’s Marine rep was waiting in the cockpit as I stepped aboard. After a brief confab, I got behind the wheel, fired up our two 480-hp Volvo Penta TAMD 75Ps, and eased the test boat out of her slip toward the Marco River. It was a gorgeous, blue-sky day.
And a gorgeous boat. Instruments and electronics were installed race-boat style, with all primary data sources viewable at a glance. Bennett trim tab controls and indicators were stacked to the right, right in there with the Volvo Penta electronic controls. The Raymarine chartplotter was just left of center, where it was easy to see and reach. Other essentials, like the Raymarine Tridata (with big, easy-to-read numbers for depth, speed, and water temperature) and autopilot and electronic engine readouts, were arranged with equal forethought, just above the adjustable Dino wheel.
Ergonomics were excellent. The curved-glass windshield was high enough to actually do some good. The double-wide helm seat, with adjoining fold-up bolsters, was cushy. And although the 47 maintained a rather lofty running attitude of six degrees while on plane without tabs, visibility forward, with my butt against the bolster, was fine. Of course, I was able to cut the attitude to three or four degrees with just a few clicks of the tab rockers, a move that had little effect on speed.
This article originally appeared in the September 2003 issue of Power & Motoryacht magazine.