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Sea
Ray also revamped the bridge-deck and cockpit layouts. The helm station
is all new and slick, with touchpad switches controlling such functions
as the bilge pumps, blowers, lights, and trim tabs. Large, easy-to-read,
backlit gauges are mounted on a handsome burl instrument panel in front
of the wood-accented tilt wheel. To the inboard side of the helm, there’s
a good-size panel for mounting additional electronics and a VHF.
The
walk-through between the bridge and cockpit is slightly to port of centerline
on the 320, directly in line with the entry to the saloon stairway. This
setup allows for a better traffic flow than the 310 did, which placed
the walk-through along the port side and required you to jog around the
helm seat to enter the saloon steps. The layout on the 320 also allows
for a larger wet bar and ice chest to port, along with a seat that allows
one of your guests to face both the helm and cockpit seating areas.
At the
helm, McCloud pressed the touchpad controls to levitate the forward end
of the cockpit deck a couple of feet, revealing a pair of 300-hp MerCruiser
Magnum MPI inboards that flanked the centerline. Scanning the engine compartment,
I was pleased to see that critical access points (batteries, dipsticks,
oil filters, strainers, and engine oil fills) were all within easy reach.
Hooking up the fuel-flow gear was a no-sweat operation, even in the hot
Miami sun. It was time to lower the cockpit, cast off, and put some wind
across the deck.
Though
the 320 is only slightly larger than her predecessor, at 13,200 pounds
she is heavier by about ten percent. Given that she has the same engine
options, I wanted to see how the added weight would affect her performance.
As McCloud eased the Morse controls to full throttle, my radar gun showed
a two-way average speed of just over 36 mph and our trim gauge indicated
a well-balanced 31⁄2-degree running angle with the tabs fully retracted.
The 320 took the one-foot chop right in stride and was well-behaved through
three- and four-foot wakes. However, around 3000 rpm, bow rise momentarily
blocked my forward sightlines as we came up on plane. At higher (or lower)
speeds she trimmed out nicely, without help from the trim tabs.
Since
such performance is related to the new hull form, I spoke with Sea Ray’s
vice president of product development, Mark Owens, to find out how it
differs from that of the 310. He told me that bow sections on the 320
hull have a finer entry and more deadrise for a smoother ride in rough
seas, while deadrise aft is has been reduced from 23 to 21 degrees to
improve balance, by developing more lift at the stern.
Owens
also shared some construction details. The 320 uses solid fiberglass laminate
in the hull, with a vinylester skin coat to resist blistering. Balsa core
is used in areas like the foredeck walkway and cockpit soles, but penetrations
are back-filled with composite to eliminate water migration.
Never
content with the status quo, Sea Ray already has some changes planned
for 2003 models, like upgraded electronics, an optional transom-mounted
stereo remote control, and a choice of vinyl or (as some say) more comfortable
Sunbrella material for the forward sunpads. Not any bigger this time around,
just a little better.
Sea
Ray Boats Phone: (800) SR-BOATS. Fax: (865) 546-2872. www.searay.com.
George
L. Petrie is a professor of naval architecture at Webb Institute and provides
maritime consulting services. His Web site is www.maritimeanalysis.com.
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