SEA TRIAL – HUNTER 39

 

 

Hunter Marine seems to be coming out with a new boat every six months at the moment, in spite of the recession, and today I had the task of testing the new 39. While the industry has been through some tough times in the last year or so, things are looking up, and for Hunter I am not sure they ever looked down really. They have been able to trim to lean and mean as all the other manufacturers have done, so a new era is upon us fellow boaters. The manufacturers have realized that they have a dealer network that has struggled too, so Hunter at least have been doing their best to come up with product that will sell to a demanding and budgeted public. They didn’t go under, they didn’t close factories and they didn’t have rafts of new boats hanging around. Now, in the first 3 months of 2010 they have exceeded almost the whole turnover for 2009.

 

The 39 succeeds the popular 38 footer which was the breakthrough model combining space and pace. Now the waterline has been extended to give improved performance, the cockpit has been redesigned to accommodate twin wheels, and in some key areas down below things have been improved also.

 

CONSTUCTION

 

As with all Hunters the stringer system is a fiberglass matrix bonded into the hull, giving strength and confidence that there will be no rotting down below. Kevlar has been used to reinforce possible impact areas all the way from the bow to the shoal draft keel below the water line where most damage would occur in the event of a collision. And the hull is a sandwich balsa core from the waterline up (including the topsides) for great insulation and sound deadening. Below the waterline is solid fibreglass and the whole thing has a five year transferable warranty so you can feel confident that the manufacturer will look after you in the unlikely event that there is a problem.

 

The interior cabinetry is assembled outside the boat in modular form thereby cutting down on costs and increasing quality due to the accessibility in construction. It’s pretty hard to crawl about in a boat fitting cupboards as you can imagine. Then, when everything is ready, the modular parts are fused to the hull making a unibody construction that makes for even more strength.

 

ON DECK

 

Our test boat was equipped with an electric windlass neatly tucked into the chain locker and looking aft there can be seen nothing but top notch equipment. Lewmar winches, Spinlock XLS clutches and Bowmar hatches for examples. There is no sign of any woodwork to look after, and the hand rails have been made in stainless elliptical tubing, recessed into the cabin top so that nothing can snag on them. All lines for sail handling lead to the cockpit in neat orderly lines recessed into the cabin top for most of the way, and there are 2 Dorade vents over the main cabin. One neat point I noticed was that the 2 main hatches in the salon open so that you can scoop wind from either forward or aft as they each open in a different direction.

 

Bowmar hatches give superb light and ventilation to the spaces below.

 

 

 

THE COCKPIT

 

This is where a big change has been made to accommodate the twin steering stations by Edson with rack and pinion steering. A larger and stronger cockpit table sits forward of the helm station on the centre line and at the aft end the electronics sit in a turntable so that they can be seen from either side, A combination wind speed and direction instrument comes as standard from Raymarine, along with matching depth sounder and boat speed heads. Remote radio head is fitted here above the companionway hatch too.

 

Instruments situated above the companion way

 

The main Lewmar self tailing 2 speed genoa winches (# 46) are fitted just forward of the helm stations making it easy for short handed sailing. Two more Lewmar self tailing 2 speed winches (# 40) for mast work are fitted on either side of the companion way with handy rope buckets built in nearby. Main sheets are handled with a double ended system that enables you to trim from both helm or forward at the companion way, and of course sit well out of harms way above you on the typical Hunter “radar arch” which is built of some seriously substantial stainless tubing. Behind the helm are 2 railing seats with a cup holder each. Transom doors give that feeling of security along with life line door above it to stop you falling overboard.

 

There are 3 large storage lockers for fenders, ropes etc, plus a locker for twin propane cylinders under one of the helm seats.

 

Twin wheels, great stern access and a bigger cockpit table on the new 39

 

All in all, this is a great place to be for relaxing or sailing hard alike. I particularly liked the way the main benches have been given a back rest in the form of the front end of the helm stations. This slopes slightly backwards and sits straight, not curved, allowing for a cushion to sit comfortably behind you without constantly falling on the deck. Beautifully curved and stylish cockpits are fine, but awful to sit in, but this has both looks good and is great to sit in.

 

DOWN BELOW

 

A salon worthy of boats prices way higher than this one.

 

The main salon is full of rich teak, a gorgeous polished dining table and comfortable ‘U’ shaped dinette. There is another long bench on the port side that is forward of a good sized navigation station. The decks are real teak too, which really surprised me as I am starting to get used to composite floors (Flexteak) that look rather plastic to me. The whole impression was great I have to say, and when you took in the galley, with its faux granite counter tops and stainless fridge and separate freezer, stove and microwave and even a wine storage rack, you have a fabulous living space, and I am not even counting the Bose stereo system and flat panel TV. Why would you ever want to go home? It even has 6’6” headroom!

 

Forward you have a large ‘V’ berth with centre island bed and inner sprung mattress and cedar lined hanging cupboard, while aft you have the main stateroom with huge queen sized bed, again with inner sprung mattress and plenty of space. It’s light and airy and has its own entrance to the toilet and shower. This in itself is a great space too. The toilet and shower are separated by a solid teak door (another change from the 38) and there is a vanity basin too of course. This boat has the two stateroom one bathroom layout, but it is possible to have a 3 stateroom layout if required.

 

The accesses to the bilge are easy to get at and conceal a very well thought out system of through hull fittings that all end up in the one place, along with an oil pump out system and so on. Another hides the keel bolts and bilge pump. Everything is well labeled and easy to understand.

 

All through hulls go to one place. Note the oil change pump on aft bulkhead.

 

MECHANICALS

 

The 40 HP Yanmar engine (Optional, standard is 29 HP) is situated under the stairs and is easily accessed by lifting said stairs that are on 2 gas struts. Everything is easy to see and filters and pumps and all serviceable parts are very easily got at. There is a 36 gallon fuel tank, a 75 gallon water tank and a 25 gallon waste tank. That should be ample for any holiday trip.

 

There is a pressure hot and cold water system feeding both shower and galley. In our test boat we had forced air heating which was so quiet we forgot we had it on.

 

Under way the engine was quiet and smooth and propelled us at a good 7.25 knots, so cruising at 6.5 would be quite acceptable. Our instruments had not been calibrated as the boat was right “out of the box” but I would say that these figures would be pretty close to accurate.

 

THE SEA TRIAL

 

Well, did we pick a great day? After much wind and rain, John Burley (of Specialty Yachts) and I chose St Patrick’s Day to head out in fabulous sunshine and a perfect 10 knot NW breeze.

 

 

We rolled out the main first as we headed into wind out of False Creek, and soon had the 110% genoa set and were making a remarkable 7.2 knots hard on the wind into that breeze. I know the instruments had not been calibrated, but the boat moved beautifully through the water without a hint of “hobby horsing” and she tracked perfectly. Trimming the main was simple as was handling the genoa from the helm. I could single hand this baby all day no problem. In fact I felt like doing just that. The deck beneath my feet is angled, so that when the boat was heeled over I did not feel as if I was about to slip form the high side to the low in an uncontrolled plummet. The steering was not heavy at all, and yet gave great feel, and I thought the twin wheels were a fabulous change. Steering from the low side and then moving to the high was not a problem, so I could see the tell tales on sails and see where I was going without hinderence from anything. One tip I would pass on though would be to keep anybody else aboard from standing in the unused steering position as they will undoubtedly grab that wheel when they lose balance. A good smack and some colorful language will generally keep them in their right place though - forward with the drinks and their comfortable cushion!

 

After tacking across English Bay a few times it was time to run home. No drama, and the boat bore away with eased sheets and settled to a steady and flat platform. What pleasure.

The fractional rigged B&G mast had its swept back spreaders as usual, making a backstay unnecessary and allowing for a big roach on the main. Going dead down wind with this rig has never been the best point of sail, but then Americas Cup Boats don’t go DDW now either. You get used to coming off the wind a bit, heating up and picking up speed. The 110% genoa seems small, but it is just right when you sail the boat because of the oversized main. And it makes for much easier tacking too.

 

CONCLUSION

 

So, easy to sail, she is no slug, she is very very comfortable down below, and has a comfortable feel to her when under way too. Huge buying power of the biggest sail boat manufacturer in North America means they use excellent equipment now too.

 

Hunters have not failed to surprise me since Glen Henderson took over the design team in Y2K. The hulls have become sharper, more efficient and sea kindly and a LOT faster than they used to be. With only one factory in North Central Florida turning out the boats, there are no odd differences found like in some boats when made in a different place. One factory, one product. The staff are on the same plan as West Jet in that they are encouraged to own a little bit of the company, so quality is maintained and improved every day. In fact I don’t think I will be surprised any more as I am getting used to these boats being just plain good..

 

Priced at a sail away price of $232.900 you should really run down to Specialty Yachts on Granville Island to see what the fuss is about and to claim your fun. Try buying a cottage on the beach for that money, and you will never get bored with the ever changing view.

 

 

Your local Hunter dealer is:

Specialty Yachts

102-1676 Dunanleau Street

Granville island, Vancouver

V6H 3S4

 

And you can contact them at 604-689-7491 or on their website at www.specialtyyachts.com

 

John Burley of Specialty Yachts prepares to board the new Hunter 39

 

 

 

 

Length Overall 39'5" 12.01 m Hull Length 38'9" 11.81 m Waterline Length 34'8" 10.57 m Beam 12'11" 3.94 m Draft – Shoal 5'0" 1.52 m Draft – Deep 6'6" 1.98 m Displacement – Shoal 18,501 lbs 8,391 kg Ballast – Shoal 6,027 lbs 2,734 kg Ballast – Deep 5,603 lbs 2,541 kg Mast Height – Standard 59'1" 18.01 m Mast Height – Furling 62'0" 18.90 m Sail Area – Actual (Standard) 991 ft sq 92.07 m sq Sail Area – Actual (Furling) 845 ft sq 78.50 m sq Sail Area – Actual (Furling w/Vertical Battens) 904 ft sq 83.98 m sq I 46'8" 14.22 m J 12'1" 3.68 m P – Standard 47'5" 14.45 m P – Furling 50'3" 15.32 m E – Standard 19'3" 5.87 m E – Furling 19'3" 5.87 m Headroom 6'6" 1.98 m Fuel Capacity 36 gal 136 L Water Capacity 75 gal 284 L Holding Tank Capacity 25 gal 94 L Water Heater 5 gal 19 L Inboard Engine – Standard 29 HPl 21.3 kW Inboard Engine – Optional 40 HPl 29.4 kW Sleeping Capacity   6 CE Classification