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The flags stood at attention. I directed my eyes toward the horizon and gazed at the "buffalo" (big swells) running across the Gulf Stream. It was about this time that I began to appreciate the nearly two-inch-thick, solid-fiberglass core sample I'd seen earlier. Uniesse Marine USA vice president Ralph Barca had pointed to it, as well as an image of the 65 Motoryacht's beefy grid-type stringer system, back in his office. Combined with a solid bottom and hull sides cored with high-density Airex foam to add rigidity without substantial weight, this setup had looked bedrock-tough. Now seeing and feeling what went into her build inspired confidence in me as Barca pointed the 65 toward the horizon, where her toughness would be tested.
I was riding atop the vessel's expansive flying bridge, preparing to record performance data in the steep four-, five-, and occasional six-footers, as this 81,500-pound (full-load) behemoth beat the ocean back with every ounce of wave-slicing deep-V meanness she could muster. Thanks partly to a small keel, my test boat tracked laser straight.
While we would eventually take the 65 to protected water to get the most accurate data, she easily made 30 mph in these less-than-ideal conditions while the optional 1,360-hp 12-cylinder MAN diesels turned 2000 rpm. (On the protected ICW, the 65 made a 31.4-mph cruise at that setting.) My vessel didn't offer up even a hiccup running through the slop. Even in the wash, she managed to go full throttle. The 65 was running with the buffalo.
When we took the steep seas on the forward port quarter at cruise speed, she occasionally threw spray on the wide-open upper helm. Note, though, that this boat was still awaiting a custom hardtop that her owner had ordered. Combine the hardtop with an optional enclosure, and the helm, the companion seat, guests seated at the U-shape table aft to port, and those on the lounge would be bone dry. As you can see in the photos that accompany this story, there are a lot of places to hang out up here, and yet there's still room for an optional 11-foot tender, a davit, and a barbecue.
During my turn at the wheel, I was impressed at how sportily the 65 handled. Her hull offered a slight lean into turns, with a couple-hundred-rpm drop at cruising and higher speeds. The hydraulic power-assisted steering allowed this 65-footer to dodge and feint like a runabout. The 1,360-hp MANs, a $149,000 upgrade from the standard 1,100-hp MANs, provide good low-end torque for around the docks. I noticed, however, that during acceleration testing there was some sluggishness through the midrange rpm. There may have been some turbo lag going on (see acceleration curve, this story). Once the engines got through their midrange—around 1850 to 1900 rpm—they were great at both cruise rpm and WOT (2350 rpm). And when this boat is at WOT, the flying bridge is the place to be for cruising enthusiasts.
But some alone time at the wheel can also be a good thing. The 65's whisper-quiet (the low-70 dB-As at cruise speed), and the standard leather and electronically adjustable port-side helm chair is the ticket. A pantograph-style door next to the helm seat leads to the side decks. This door is certainly heavy-weather tough, but it has no porthole. Being a window-seat guy, I'd like to see one. If you get tired of your alone time, there's a small dinette across from the helm for company.
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