62 Pilothouse — By Capt. Bill Pike — March 2002
The Right Stuff
|Part 2: Symbol 62 continued|
Quality and straightforward design hallmarked the rest of the interior as well. In fact, no matter where I ventured on the lower deck, from the amidships master with its huge en suite head (with Jacuzzi tub and PAR QuietFlush electric MSD) to the forward VIP with its own sizable head (which it shares with the small, port-side guest stateroom), the right stuff ruled. Cherry joinery was nicely done, and mattresses were comfy, HandCraft innersprings. In keeping with an apparent goal of real cruising livability, a washer and dryer–each a home-size GE–were in a closet behind a nice-looking louvered door.
Upon finishing with the inside of the 62, Booth and I visited the engine room, where any vestiges of my earlier prejudice were promptly given the seaboot. Accessed through a watertight bulkhead (via a stainless steel watertight door) that separates it from the lazarette, the place virtually shouted its merits. For starters, the headroom was generous–6'0" at least–and so was the lighting, thanks to a couple of pairs of big fluorescents. And there was a raft of groovy features, including a set of strength-boosting bulkhead-to-bulkhead stainless steel U-beams under the engine mounts, PYI dripless shaft logs (Tides Marine dripless logs are used on the rudders), Racor 75/1000 duplex main-engine filters on the forward firewall, made-in-USA Imtra hydraulics (for bow and stern thrusters, Brower davit, etc.), Delta "T" demisters and blowers, and a brace of soundshield-encased Onan gensets (both solidly mounted on Divinycell-cored fiberglass shelves at the back of the ER), one a 21.5-kW, the other a 13.5-kW.
But what impressed me here more than anything else were a couple of thoughtful redundancies that seemed indicative of Symbol’s seamanlike approach to mechanicals. First, there were two sanitary systems with two separate tanks and two separate on-deck pumpouts. Any maestro of MSDs who’s had to contend with a stopped-up stretch of hose immediately sees the wisdom of this. Second, there were two freshwater pumps, a 24-volt Groco Paragon Senior and a heavy-duty 110-volt Teel. Team these babies up with the 62’s two water tanks, plumbed in series but with isolating valves in case of contamination, and you’ve got a great fail-safe arrangement.
The day was fine for sea trialing, with the Pacific swell almost nonexistent and the temperature cool, a plus for the performance of our twin 800-hp Caterpillar 3406Es. I ran the boat from the standard lower station, with the two Aritex Pantograph bridge doors open so I could smell the salt air, getting a top speed of 27.5 mph, a good 5 or 6 mph faster than some other similar-style vessels I’ve tested in this size range. Why the extra juice? The 62 is comparatively light thanks to CoreCell coring just about every place except for the solid FRP bottom and stringer-grid. Visibility from the Pompanette helm chair was okay, except when I leaned on the electronic Twin Disc engine controls to put the boat on plane: The 62’s out-of-the-hole running attitude is steep. Despite the fact that her angle of attack at speed was pretty high as well, the modified-V hull tracked nicely, with an agility in turns I’d again attribute to her fairly light displacement. Docking was easy, in part due to powerful hydraulic Sidepower bow and stern thrusters, but also to a Twin Disc remote control station in the cockpit that produced superb back-down visibility.
I finished the day a changed man. In spite of my fanciful certainties, the Taiwan-built 62 turned out to be a well-built, conventionally-laid-out, finely finished motoryacht with as many name-brand amenities and mechanicals onboard as any other yacht in her size range. Was there some sort of lesson in all this? Could I have been that far off to begin with?
It pains me to admit this, but–Yup!
Symbol Yachts Phone: (949) 722-2700. Fax: (949) 515-9094.
This article originally appeared in the January 2003 issue of Power & Motoryacht magazine.