Boat test for the 2007 Silverton 33 Convertible including boat specifications, photo galleries, boat videos, boat layout diagrams, boat test numbers, boat test results, and boat speed graphs. Also includes pricing, engine test reviews, ratings, standard features, and gear for the 2007 Silverton 33 Convertible.

I wasn’t expecting to be impressed with the appearance of Silverton’s new entry-level 33 Convertible when I hit the docks behind the Silverton dealer Sundance Marine in Fort Lauderdale, Florida—a couple of computerish drawings I’d seen a week or so before had made the little two-stateroom, one-head cruiser look plump, maybe even a tad chunky. So when I actually caught sight of her for the first time, moored among some bigger but stylistically similar siblings (Silverton builds several convertibles these days, up to 50 feet LOA), I put the breaks on the ol’ Sebagos.

“Now that’s a pretty sight,” I said to Capt. Rich Murray, the Sundance rep walking along with me. We both stood there for a moment, admiring the 33’s faintly aquiline sheer; her perfectly proportioned, welded-stainless steel bowrails with high, forward-raked stanchions; and her beefy but decidedly unchunky profile. Compared to the scads of compact cruisers today that resemble radically curvaceous piles of whipped cream, the 33 offered a little angularity and a straight style line or two.

I cranked her up from the helm station on the flying bridge while Murray remained on the dock ready to toss off the lines at my signal. Then, once her optional 375-hp Crusader 6.0 HO MPI gasoline inboards had warmed a little (with the boat still secure in her slip), I tried bumping the mechanical ultraflex, single-lever throttles/shifts into and out of gear, forward and reverse.

This is SOP for me. Prior to hitting the trail in an unfamiliar vessel (or a familiar one, for that matter), I like to engage the transmissions briefly to assure myself I’ve got workable propulsion before I get myself into a dicey situation in a wind-blown channel or fairway.

The results were mixed. The otherwise solid-seeming control was so tight I had trouble getting out of neutral without substantially overshooting idle, a circumstance that had me goosing the Crusaders when I didn’t want to. Nevertheless, once Murray had dealt with our mooring lines and hopped onboard, I eased our test boat out of her slip without too much trouble and idled off down the fairway toward the inlet at Port Everglades.

Sea conditions in the Atlantic were rougher than heck: Waves barreling down from the north averaged four to six feet, and winds were gusting to 25 knots and higher. Yet my test boat did virtually everything I asked of her, zooming up sea, down sea, and side sea with the gusto that typifies her Donald L. Blount and Associates hull form. Her SeaStar hydraulic steering felt smooth, her optional Gioia Sails enclosure kept us dry, and the vinyl-upholstered, foam-over-polyethylene seats (Prefixx-treated to resist UV damage and mildew) were substantial enough to add comfort to the ride.

Recording test data called for creativity. While Murray and I had no trouble snagging a full register of radar-gun speeds going down sea, reciprocal up-sea runs at top end and just below proved too raw and rambunctious to produce accurate numbers and acceleration curves. So, because up-sea and down-sea speeds in open water had registered near equally for lower-rpm data points (and because scheduling issues nixed doing the sea trial at any other time), we decided to go with down-sea numbers alone for 3500 through 5000 rpm and polished off the rest in Port Everglades’ Bar Cut.

PAGES:

1

2