“Although people will pay a premium price for a premium product, they will happily discover that the Nordhavn 72 will be more complete and have more features and value than her competitors.”
vibration.” Nevertheless, although their automobile engines prove the reliability of electronic controls, boaters worry about failure. Fortunately, even if that were to happen, the engine would continue to run and power the boat in fail-safe mode, just a lot less efficiently. Streech suggests that if the belt-andsuspenders combo of main and wing engines isn’t enough assurance, owners can always carry an extra main engine “E-brain,” a small flat box mounted on the bulkhead that can be swapped out easily. Most engine problems arise not because of mechanical or electronic breakdown, but because of dirty or contaminated diesel. Thus, every fuel tank on the N72 is fiberglass and has easy cleaning access and its own sight gauge and filters. Simple-to-use fuel transfer and control systems ensure ready availability of clean diesel at all times. A flow meter on the engine provides fuel consumption data to ensure against errors on long passages, and is backed up with a simple but accurate gauge on the day tank. Coolant temperature is maintained by a closed-loop fresh-water keel cooler. In addition to eliminating the danger of debris being sucked into the system, this installation removes the need for raw water pumps and heat exchangers, both maintenance-intensive and prone to failure. With no sea water being pumped into the boat, there is little incentive to install water-cooled exhausts, yet 22 · CIRCUMNAVIGATOR 2003
another system with vulnerable components. However, PAE knows that wet versus dry exhaust is just one more of the many subjects on which boaters have strong views, and so will install a wet system if the customer demands it. However, the company is absolutely committed to the benefits of dry-stack exhausts, arguing that although they are considerably more expensive, their reliability and convenience are simply too convincing to be ignored. Streech states unequivocally, “We’re just so good at doing them that more than 200 well-used Nordhavns have never had a dryexhaust problem of any kind. And, of course, they also put the exhaust up and away from the boat so that you never smell it or get residue deposits.” The engine room is also home to the hydraulic system that enables this undeniably large vessel to be operated easily. Mooring? Remote control winches manage the anchors and assist with the heavier line handling jobs. Docking? Control centers positioned around the boat enable the captain to use the bow and stern thrusters to slide the ship sideways to the dock, and then pin her there gently while he sets her mooring lines. Under way? Stabilizers control roll to ease the ride. Electrical demands on this yacht are expected to be huge, with lighting requirements alone consuming in excess of two kw, and appliances such as the restaurant-quality galley stove and the full-size clothes dryer needing 240 volts. Because the direct current loads of instrumentation and exterior lighting are also heavy, PAE designed the N72 as its first 24-volt DC boat. Power is produced by two independent self-contained generation systems. While under way, the central hydraulic system drives two 250-amp 24-volt generators at constant speed. These charge the battery banks which, in turn, supply all the direct current required and also feed two 120-volt 4-kilowatt inverters stacked to produce both 120 and 240 volts. At anchor, a 33-kw Northern Lights generator easily provides as much electricity as anyone might want. And if the boat happens to be berthed with
a (relatively) measly 30-amp 120VAC shore power feed, the vessel’s basic systems will still function thanks to the switching logic of the isolation transformer and the power-sharing features of the Trace inverters. The N72 is the first boat with a complete firefighting system that includes dampers which drop down on the vents. Ready access to all wiring and plumbing is built into the basic design, fuel filters are mounted in convenient locations, and all major mechanical components are positioned to facilitate service. Because this is a big vessel, many might suggest or prefer a professional crew, and suitable accommodations are provided. However, with control systems located at all strategic points and with hydraulic bow and stern thrusters, an experienced owner would not have the slightest difficulty operating this boat single-handed. After PAE receives a boat for delivery, it assigns a dozen technicians to go through every system, testing and tuning for days. When everything is certified, a sea trial is undertaken before turning it over to the new owner, usually a weekend trip to Catalina Island. Everything on the boat is put to use, from making water to doing laundry. As often as possible the new owner is aboard so the cruise can offer the benefit of familiarization. The warranty is for one year, but PAE says it does whatever is necessary, whenever, wherever to make its customers happy. A 24/7 service is provided for everything on the boat other than the electronics the client orders himself. “When a boat’s in trouble someplace, we never ask about money,” says Streech. “We only want to get the boat fixed and moving again, then we sort out the money details later.” So, assuming you have $3 million and change to spend, when can you get your hands on a new N72? The queue has formed, with Hull #1 and #2 sold, as this was written in January 2003. The first N72 is planned to hit the water in June 2004, but with typical PAE caution, is promised for three months later. Hull #3 will be available in early 2005. C