BOATING Magazine Boat Test #299

[RWS]

BOAT TEST NO. 299

We loved her lines on paper. Now the question was: Would the actual boat measure up?

BY JEFF HAMMMOND

One of the problems of editing a boating magazine is keeping things in proper perspective. It goes without saying that people who write about boats, like boats. It is natural and easy when taking a boat out for a day to become enthusiastic about what the builder has tried to accomplish, then wax a little too enthusiastic about it all on the printed page.
As a result, I find myself going through reports written by the BOATING staff and contributors and making little question marks along the margins. “Was it really that good? That fast? Can’t you find some more negative things to say about the boat – after all, every boat is a compromise!”
This process is designed to separate temporary infatuation from true love, the latter being more enduring, one hopes. The devil’s advocate approach is also a reaction to the Will Rogers school of nautical journalism. (Never met a boat I didn’t like.”) And there are more caveats: “Yes, the joinerwork looks like it was done by Columbo, but is the price commensurately low? What was the boat really designed to do – and will it?” etc.
Having gone through that ritual, the editor says, “Now, if you are really excited about the boat, then say so!” The editor usually says that after reading three or four reports that are so objective, so measured in tone, and so emotionally controlled, that he’s afraid he’s doing the boat a disservice, rather than the reader. Having edited, in one capacity or another, boating magazines for 12 years, I can tell you that there is no universally accepted happy medium.
This little preamble is my long-winded way of saying that when I saw the drawings last year for the new Trojan 10 Meter, and found myself being very enthusiastic about it, I said to myself, “What the hell, let her rip.” Which I did in February (“Trojan 10 Meter,” p. 56).
There’s one little foot note that goes with the “let her rip” approach. Namely: you’d better be right.
The boat was unveiled in mid-Februaury. I spent the better part of two days paoking around on the two 10 Meters in Miami, and took one from Fort Lauderdale down to Miami.
BOATING Associate Editor Doug Schryver also spent a day on the new design after the Miami Boat Show and ran a full set of tests (see p. 172).
Our conclusion is: the boat is every bit as good as we thought she would be. In fact, there were a number of important aspects of the boat that turned out to be better than we thought. There was only one major disappointment, and that was a result of Trojan’s optimism rather than a failing of the boat.
The Trojan 10 Meter is designed to be a family cruiser and convertible. The Express version is the one we tested, other models will be launched just as soon as Trojan can tool them.
The boat’s Italian styling is the finest thing that hits you. You either like it or you don’t. There’s no middle ground. While other American builders have incorporated Italian styling here and there, Trojan let her rip. I guess that’s why I like it.
I’m not suggesting you should, too, but I am saying that if you don’t like the interior, I know how you feel. But I believe familiarity will breed appreciation.

Remarkable Stability
So much for the boat as a piece of art. How does she perform? That’s the important question, and it is here that the 10 Meter surprised even Trojan.
First, she tracks in a beam sea like a boat three times her length. That sounds like so much hyperbole, but in this case it isn’t. Coming south from Fort Lauderdale, I set a course of 180* - in four-to seven-foot beam seas.
Second, in following seas she tracks as straight as an arrow. Coming into Baker’s Haulover we surfed a few times down six- to eight-foot seas without the first untoward motion. The bow did not want to dig in, and the stern gave not the slightest indication of wanting to come around.
Third, docking and close-quarters maneuvering are actually easier than on most twin-screw inboards because the shafts are six to eight inches farther outboard than they normally would be on a boat this size, or on larger deep-Vs. As a result, she’s quite maneuverable.
Fourth, she’s as stable as Trojan claimed she would be. At rest in a beam sea, the boat reacts exactly as promised. Now follow this: she rolls from port to starboard to port (exactly one cycle in about three seconds on a stopwatch), then she pitches aft, then forward, then she’s motionless. Incredible. At trolling speeds in a beam sea the boat gently rides up and over as the sea slides under. No need for calisthenics. No gut-rolling snap. It’s a delight.
The reason for this incredibly defined behavior is, of course, the “Delta-Conic” hull designed and perfected by Harry Schoell. On the Trojan 10 Meter this underwater shape (described fully in February) is superb in the conditions I encountered.
Running the boat is fun. She feels massive, far bigger than her 33’ LOA. She moves over seas with the authority of a much larger boat. The rudder shafts are right at the transom, which makes the boat more maneuverable in reverse, and probably also helps her track so well. The boat is responsive, easy to control, and, as I keep saying, remarkably stable.

Italian Pedigree
Below decks, the unusual styling is practical. The curving companionway works. That is to say it’s wide enough for my 210-lb. frame, with ample headroom (at least 6’1”) going down the stairs.
The galley to port is well designed with a countertop range, refrigerator, sink, toaster oven, and integral trash bin all in a compact area. There’s not much counter surface, though. The dinette actually seats four adults and the settee is comfortable.
There’s a double berth in the forward cabin, but it is a trifle high. Trojan has notched a step in the glass liner under the berth to make it easier to climb onto. I have only two minor criticisms of the forward cabin: 1) There isn’t much “bend-over-and-put-your-pants-on” room between the door and the berth. It’s tight. But remember she’s a 33 footer. 2) Stowage is minimal.
The head compartment is large and well executed with the shower stall (with teak grate and deep sump), toilet and sink are arranged to fit harmoniously. Here, there is room to bend over and pull your pants up.
The numerous oval port lights, translucent deck hatches, indirect lighting, and light-colored interior fabrics, make the 10 Meter bright and inviting below. Trojan installed a series of port and starboard air conditioning vents in the overhead, and they do a good job of spreading cool air evenly around the cabin. Since cold air sinks, the vents are in the right place. The “power doors” closing off the forward compartment and the head are a novel touch. Like power windows in your car, you merely push a button and the doors slide open or closed. Some people will call it a gimmick. But it’s fun, so why not?
The cockpit in the Express model is large enough to hold a square dance. At the helm there is a raised pedestal seat for two. The wheel is mounted vertically on the bulkhead, and I found it comfortable and preferable to a canted installation.
Access hatches to the engines are large. Aft there are two clever “bin” compartments molded into gunwales which are handy for line stowage. A convenient rack for four rods is located to port and out of the way. Port and starboard steps make it easy to climb out of the cockpit, and the sidedecks are wide so there’s no obstacle course to negotiate when going forward.
The foredeck has molded in non-slip, but most notable here is a clever anchor stowage compartment. (The one on the 10 Meter is the best design I’ve seen, with a V-bracket at the top to hold the stock of a Danforth anchor and a deep well below for the shank and rode.

The Problems of Prototypes
Since it’s well established that I like the boat, let me run through a list of things where she falls short. First, Trojan’s estimates of her top speed with twin 250-hp Crusaders proved to be over-optimistic. The company thought she would go nearly 40 mph, wide open. When Associate Editor Doug Schryver tested her (see Performance Table) with a half load of water and fuel, five people aboard (plus generator, air conditioners, etc.) she ran 33.4 mph, top. Granted, she was heavier than the stock boat, and her foredeck layup was 300 lbs. heavier than it should have been (or will be in the future). Still, the boat will not do 40 mph with the Crusaders.
That top speed was probably too much to expect in the first place. The stock, production Express should do about 35 mph (30 knots) and that’s not bad for a pair of 250-hp engines. Bigger engines should push her to 40 mph.
Secondly, the prototype, as tested, was on the noisy side. There was only one strip of sound absorption material in the engine room because the job wasn’t done by Miami showtime. Trojan stated they planned to add more, which should help measurably.
The grey gel coat on the prototype was a bit dark. It’s amazing how the color of the hull would appear lighter or darker, depending on the ambient light. In bright sunlight she seemed fine, but with an overcast sky she appeared to be battleship gray. Fine if you’d like to picture yourself running a patrol boat. Trojan noticed the problem as soon as they landed the first boat and have already reformulated the color to a lighter gray – more Riva-like.
There was a number of little details that are forgivable in a prototype, particularly one that was rushed to completion. (Tooling didn’t even begin until last summer.) The oval portlights are nice but they leak. A different gasket design is probably the solution. The sliding companionway hatch is well-executed, but there needs to be a slight ridge around the opening to keep out driving rain.
Finally, and most noticeable, the interior and exterior fabrics and colors can be greatly improved upon. While this is a cosmetic problem, it is nonetheless real for a boat that plays so strongly to aesthetics. Trojan admits these materials were chosen hastily and they will be taken care of.
All things considered, Trojan has delivered what I feel to be one of the most outstanding boats in years. At the Miami Boat Show there were crowds around her constantly. Every naval architect and boatbuilder in the country has taken notice. She’s certainly not everyone’s cup of tea, but she does make life interesting. And, isn’t that what it’s all about?

TROJAN’S NEW THOROUGHBRED

There isn’t much question that the new Trojan International 10 Meter was the most talked about powerboat at the 1981 Miami Boat Show in February. Not only is she the most radical boat Trojan has ever produced, but she represents a whole new school of thinking in bottom design, and in structure. Her promoters bill her as the greatest gift to boating since the advent of fiberglass. Her detractors say other things: “She’s so fat she’s gotta be a pig”; “That bottom has got to pound”; “Those flat chines will slap you silly”; “There’s nothing new about her.”
Well, they are welcome to their opinions even if they couldn’t be more wrong. While it can be truthfully said that no boat is perfect, I will also make the flat statement that the 10 Meter is the best riding, best handling, and most efficient planning hull to appear in many years. And the reason for this combination of qualities is called the DeltaConic – a bottom concept developed by Harry Schoell that was new and different enough a couple of years ago for the taste of the U.S. Patent bonded, and bolted together.
Other engineering details include: access panels to every part of the boat’s inner workings and hidden mechanisms; centralized and instantly accessible panels for the electrical systems; Schoell’s patented exhaust system that puts the exhaust into the water along the sides of the boat where it will be carried away instead of blowing back into the cockpit; space age control console that hinges open quickly for access to the wiring; molded-in air conditioning ducts to provide even cooling throughout the boat; specially developed portlights that open with a quarter turn of the fasteners, yet are leakproof when closed, and push button interior doors for the head and forward stateroom.
These last were the favorite toy of the Miami Boat Show and the doors on the display boat were probably operated more than 10 years of normal service. The instant question about them was: What do you do when they won’t work? The answer is just as quick: Push them open by hand. The electrical drive is designed to be over-ridden if needed.
They are the final fillip in luxury aboard a boat whose interior was created to be opulent and luxurious. In a total departure, Trojan abandoned the traditional and went to brushed aluminum, wine-red Formica, and silver-gray soft look fabrics throughout. Underneath the new look, however, lurks a standard six-berth arrangement with convertible dinette, a settee that converts into upper and lower berths, double berth stateroom forward, galley aft to port, with head to starboard.
The head is huge for a 33-ft boat, and is all molded for strength and to make it easy to keep clean. An outstanding feature is the stainless towel rack that doubles as a handrail for use in a seaway.
The galley is also very complete for a small boat. A new idea is the alcohol stove with an electric cooktop. Also new is the trash container hidden under the center of the L-shaped counter. The remainder is given over to storage for dishes and bottles, toaster oven, optional microwave and under-counter refrigerator.
All in all, very workable arrangement, as ought to be expected from a company that has been building cruisers for 30 years.
But the interior arrangement is about the only thing that betrays the boat’s heritage of family cruiser building. Trojans historically have been commodious livable boats that ran with reasonable efficiency (in wooden boat days they were very efficient), and acceptable comfort in quiet waters. They were not designed, nor were they noted for handling the great, rough waters of a transatlantic crossing. To a boat, the hull was of the modified-V design, with definite compromises between accommodations and seakeeping ability.
The 10-Meter is a total departure, and is one fine Trojan with truly outstanding seakeeping ability. Consider this: We took her out the first Sunday after her arrival in Florida. It was only her fourth day in the water and the second time she’d been in the ocean. The wind was honking out of the northeast at 20 to 30 knots and the Gulf Stream was near its worst. Seas were eight feet or better, with the top two or three feet frequently falling off as breakers. It was a thoroughly mean and nasty day.
We went through the inlet at a conservative 2,700 rpm and then, as our courage stiffened, we winched the throttles up until we were highballing over, around and across the seas at 3,500 rpm or about 28 mph. We were airborne quite often.
At no time did I feel threatened by a loss of control. At no time did we take more than spray aboard (and not very much of that), and at no time did the boat smash into a wave with the teeth loosening jar one might expect. Nor, did the chines slap or pound.
Upwind or down, she handled positively. Her directional stability is uncanny. We let go of the wheel for periods that were quite extended under the circumstances and Schoell later reported running halfway to Miami (over 10 miles) without ever touching the wheel.
But, her most incredible quality is stability. Whereas deep-V will roll until you can barely stand up, the DeltaConic rolls hardly at all. To prove the point, we went dead in the water with great rolling and breaking seas on the beam. I stood in the cockpit with my feet together expecting momentarily to be thrown for a loss. Several minutes later, as the boat went up one wave and down the next, I was still standing without once having to reach for support. Amazing, truly amazing.
This quality, according to Schoell, comes from the boat’s forward end having a different rolling period than the stern. This transforms the desire to roll into a pitching motion. As the boat begins to roll, you can feel the stern lift, meet resistance and then give up the attempt. The result is a weirdly stable platform in the midst of a heaving sea.
The role of the boat’s incredibly wide beam of 13 feet in promoting stability is mixed. It plays a role, of course, but not as large as might be imagined. Wide boats with flat bottoms tend to have jerky rolls. Since much of the 10-Meter’s beam is in the wide chines that are often above the water, this jerkiness or quick rolling is subdued, with most of the stability coming, as mentioned, from the double axis of the boat.
Critics also made the statement that a boat this fat would be hard to push, and that would be so if it were all in the water. Since the chines just kiss the water at rest and rise above it on planning, the actual boat that runs in the water is much narrower and more easily driven. In fact, advancing the throttles and watching her slide up on a plane with hardly any hump is a joy.
And, once on a plane, the boat surely runs. Due partly to light weight of 12,000 pounds, and partly to the inherent efficiency of the DeltaConic, the boat topped out at 32.8 mph, while 3,000 cruising rpms produced 23.5 mph. This efficiency carries over to displacement speeds as well with the boat achieving 9.3 mph at 1,500 rpm using 5.6 gph.
Power installed in the test boat was a pair of 270-hp Cursaders. Trojan also offers a bewildering array of options ranging upwards from a pair of Mer-Cruiser 470’s (140 hp each). Although no boat has yet been built with these tiny power plants, Schoell predicts a top speed of close to 26 mph with them.
If that sped is achieved, Schoell and Trojan have indeed scored an outstanding accomplishment. Even if that mark is missed, the boat, as it stands, is accomplishment enough.
Perhaps the largest accomplishment is Don Seith’s, who somehow managed to convince the brass at Whittaker, the conglomerate of which Trojan is a division, that it was right and proper to abandon what they had been doing for thirty years and strike out boldly and expansively in a totally new direction.
The International 10-Meter is the first result of that new direction. Others will surely follow since, as of the close of the Miami Show, dealers had placed enough orders for every boat to be built this model year.

[prowlersfish]

I noticed they said 250 hp did noy the boat come with 350hp big blocks ? as the std engine ?

[Stripermann2]

This is a neat article. Thanks for sharing.
Couple of questions regarding all models of Trojan.

1-Who tested and where did Trojan test each production line of it's boats? Or did they leave it up to boating editors, etc. Did each model get a thorough, real world sea trial and evaluation from the engineering team?

2- Does anyone, perhaps Bob... have any testing editorials or performance data regarding any of the F series boats they can share? Seems like we see and hear more about the impressive meter boats. Be nice to see some written acclaims about the Woodies, Tri's and other F series boats.

Just a thought...

Thanks.

[gettaway]

Does anyone, perhaps Bob... have any testing editorials or performance data regarding any of the F series boats they can share? Seems like we see and hear more about the impressive meter boats. Be nice to see some written acclaims about the Woodies, Tri's and other F series boats.

+1 on the F-32 (1977)

[RWS]

I noticed they said 250 hp did noy the boat come with 350hp big blocks ? as the std engine ?

==========================

I have personally never seen any factory installation other than a Crusader 350 hp 454 big block in blue

I have also seen Mercruiser replacements as well as Yanmar 6 cylinder and Yanmar 4 cylinder Diesel aftermarket installs but never have seen a gas engine other than a big block 454 , ever.

Weight can be an issue on these boats as through my ownpersonal experience, I believe the published dry weight is minus all the extras like gennn, icemaker, wetbar, etc.

RWS

[Stripermann2]

I noticed they said 250 hp did noy the boat come with 350hp big blocks ? as the std engine ?

==========================

I have personally never seen any factory installation other than a Crusader 350 hp 454 big block in blue

I have also seen Mercruiser replacements as well as Yanmar 6 cylinder and Yanmar 4 cylinder Diesel aftermarket installs but never have seen a gas engine other than a big block 454 , ever.

Weight can be an issue on these boats as through my ownpersonal experience, I believe the published dry weight is minus all the extras like gennn, icemaker, wetbar, etc.

RWS

RWS, unless you typed those words from the article, I assumed you copy and pasted, then the author has terrible writing and could easily have misconstrued the "350"s for 250s...

[rvrrunner]

My 10 meter has 440 Chryslers in it.

[Stripermann2]

mM 10 meter has 440 Chryslers in it.

..Say what?

[prowlersfish]

mM 10 meter has 440 Chryslers in it.

..Say what?

Say what ? X2

[captainmaniac]

F-32 Article

Soundings Magazine, 1999..... I got my hands on a PDF at some point and have just done copy/paste... There are a couple of other articles I have seen - including one that talks about the three vintages of Trojans and how owners of each are loyal and less enthused about the others (the gist is you are an F man, an International dude, or a Carver guy, but rarely 2 or more). If I can find it I may have to publish as graphic pages.

-----------------------------------

Trojan F-32: Beamy Classic Still Popular
By Fred Miller

The used-boat buyer arrives at his preferred model by one of several methods.But once such decisions are made, they are usually immutable, as with most product loyalty. This seed may have been planted years back during a memorable afternoon on an uncle's boat. Or perhaps it was a good boat review that made such an impression that the buyer looks for just one particular brand in the boating classifieds.

Trojan certainly has its loyal following. The F32 series, in particular, was a record breaker. Over a period of nearly 20 years, some 2,700 rolled off a line at that Lancaster, P.A., plant - more than any other production boat in its size range. And the F32 has maintained that desirability.

“They were certainly popular because of their space and price,” says broker Joan Kelly of McMichael Yacht Sales in Mamaroneck, N.Y.

“When one comes on the market now, if it's in good shape and has low hours, it'll pop right out the door. There aren’t too many flybridges in a certain price range - such as the Trojan F32 or the Silverton 34. They had a nice traditional look, good space, and you can still buy them reasonably.”

Dollars & Cents
When introduced in 1973, the F32 Sedan sold for $29,000. Five years later, the base price of the F32 was up to $40,600. Equipped with the standard 225 Chryslers, the F32 had a cruising speed between 15 and 22 mph (2500-3000 rpm), with a top speed of 32.3 mph (4,000 rpm).

Dealers recall being cautioned at sales meetings to keep fuel consumption data very close to their double-knit polyester vests. This was, after all, the era of the energy crisis. A page from the Trojan sales manual of 1973 shows the 225 Chryslers using 15.6 gph at 2500 rpm, 22.5 gph at 3,000 rpm and 40.5 gph, wide open. The optional 250 Chryslers drank 51 gph at top speed. Fuel capacity on the F32 was 120 gallons, with and additional 100 gallons of tankage optional ($855 by 1977). After 1983, standard tankage was increased to 220 gallons.

Today's buyer considering a used to Trojan may find a range of $44,800 to $51,500 for a 1988 F32 Sedan. A 1974 recently appeared on the Web for $29,500 - roughly its original price. In Massachusetts, a 1977 with 250s was offered at $39,500. One model found in Florida, built in 1990, was being sold for $78,900.

History 101
The F32 was among Trojan’s first ventures into fiberglass construction. From 1949 to 1964, Trojan built exclusively in wood, developing a momentum and reputation for affordable craftsmanship. But with the 1960 introduction of fiberglass as a building material, Trojan would not be the first boat-builder to make the transition. Trojan president James R. McQueen wanted to see glass succeed in the market before committing to what would be a major capital transition costs for molds, methods and tooling, recalls Jim Ressler, Trojan's chief engineer from 1970 to 1977.

“Jim McLean was very much a wood advocate and reluctant to make the switch”, says Ressler. “But he was cognizant that much of the industry was going to fiberglass, whether he liked it or not”. Trojan's low-end, perhaps experimental; 25-foot Sea Raider line featured “a fiberglass hull, with decks and cockpit of teak,” according to a brochure. One foot in, one foot out. The boat was introduced in late 1964 for the 1965 model year. The F-series came out in 1970 - with the ”F” denoting fiberglass. The F32s that you see today first appeared in the summer of 1972 with teak on the foredecks and cockpit - a short-lived design feature. The last F32 was built in 1992.

Of the three models offered, the F32 Sedan (model # 321) was overwhelmingly more popular in the F32 Express (model #320). Only about 20 percent were ordered with the long cockpit and diminished house area of the Express. And only two-or three dozen of the F32 Sports fishermen (model #322) were sold, according to Ressler.

Right Time, Right Place
The birthplace of the Trojan F32s was just east of Lancaster, P.A., about 70 miles west of Philadelphia. Built in the 1960s on about 55 acres, the Trojan plant had almost 300 employees working two shifts on three assembly lines - at one point all of them building F32s, recalls Ressler, who still lives near Lancaster.

At its peak, production volume was between 8 and 10 boats a week, he says - more than 400 a year. Although today's literature says 2,700 were built Ressler estimates the total number of F32s at closer to 3,000. The ride eventually ended with the late 80s implosion of the boat building industry: bankruptcy and asset buyout. The molds for the F32's were cut into pieces with a chainsaw, but not the F32 legacy.

“Jay” Crumlish of Chester, Md., sold Trojan's for almost 18 years. His father, the late John Joseph “J. J.” Crumlisch Jr., was Trojan's regional sales manager for the mid-Atlantic and influenced his son in the direction of yacht sales. Crumlisch, too, remembers the Lancaster plant. At its peak, “they were flying off a line he says. But the fit and cabinetry weren’t rushed.” Why was the F32 such popular boat? “This was wider than most boats,” says Crumlish.” It had a good reputation and was economical to run. That was certainly the heyday of boat production, though. “They hit the market at the right time.”

The F32 layout remained largely unchanged throughout its long production run. Sedan models have a 60 – square-foot cockpit, and enclosed ”family space” of about 73 sq. ft. that includes the standard lower helm to starboard, and is simply appointed yet bright and spacious interior. Forward, a wide V- berth is flanked port and starboard by ample shelving with hanging lockers providing the privacy bulkhead. On port, the head is forward of the galley, which abuts the aft bulkhead. This U-shaped area has a cornermount sink, with a two-burner gas/electric stove facing aft or outboard. On the starboard, a large dinette converts to double berth.

The Express version answered a different equation: With no” family room,” there is more space available for the cockpit and interior. A full-length settee on the port faces the starboard dinette, set forward of a large head.

Slippery when wet
With the perspective of time, owners, surveyors and former dealers give the Trojan F32 generally good marks, in both design and execution. But with near unanimity, they caution prospective buyers about one certain aspect - soft deck cores.

Remember, the decks of the F32 were originally of teak. In the late '70s foredeck was changed over to fiberglass, and within several model years, the wooden cockpit decks were phased out, as well.

But coring the decks for stiffness was far from a precise science at the time. The likelihood is that if that deck is going to get soft, it will have done so, by this point. But experts stressed that buyers should be aware of this softening tendency and look for possible repair jobs. On any used boat, beware of “quick and dirty” methods that can be expensive in the long run.

“Think of a boat as a shoebox”, explains retired surveyor Terry Fitzsimmons, of Annapolis, Md. “Without the lid, you can flex the sides; but with the lid on, you can't. The deck is a big part of the structural integrity of the vessel. And when those decks start go, than the rest of the boat begins to move.” The hull begins to flex. Bulkheads, joinery - indeed safety and value - all pay the price.

Ask an owner
To some the Trojan owners, when they find one they like, they stick with it. Phil Vecchio of Providince,R.I., has owned his 1978 F32 Sedan for 13 years. He's looking for a 40-foot double cabin, but only because he wants to move aboard and needs the room. The design elements that made his boat attractive have yielded hundreds of hours of fishing and cruising pleasure.

“I've always liked the F32's lines,” says Veccchio. “This is still a good looking boat.” Noting the 13-foot beam, he adds ”For a 32 footer there's a lot of room inside; it's very seaworthy and handles well.” Vecchio has used this boat often, entertaining his wife, now grown children and sometimes his mother. He's fished for shark and tuna, trolled for blues and taking it as far as 25 miles offshore.

If Verrchio has any complaints, their minor; he wishes for an enclosed shower separate from the head area.” And the fridge is a little small.” The boat has AC/DC refrigeration, which came standard on newer boats.

His F32 Sedan has its original 360-cubic-inch Chryslers - the 250-hp option that cost just $710 more than the standard 225-hp units when the 1978 model was new. While it's not uncommon to find a 20-year-old boat that's been repowered, Vecchio has maintained his carefully in hasn't seen the need. He replaced the manifolds, risers and extensions several years back, and stays on top of routine care.

When he bought the F32 it had 385 hours on it. The meters now read 1650 hours. “A lot of those hours have been at low rpm - trolling or just cruising,” he said as.

“We go to the Norwalk (Conn.) Boat Show every year,” says Phil Vecciho.” I tell my wife that for the boat we have here, it’d cost $160,000 to replace it.”

Every man should feel that way about his boat.

Specifications
LOA : 32 feet
Beam : 13 feet
Draft : 30 inches
Freeboard : 60 inches (FORWARD)
39 inches (AFT)
Displacement (DRY) : 12,000 pounds
Clearance from Waterline :
Hardtop : 8 feet
Bridge : 11 Feet, 3 inches
Fuel : 120 gallons (thru 1983)
220 gallons (1984 and later)
Water : 40 gallons

Reprinted with permission from Soundings Publications LLC
Soundings : October 1999

[captainmaniac]

That was too easy... just found the other article. Powerboat Reports March 1996. "Trojan Owners Still Vaguely Discontented".

If nobody has a copy ready for simple posting, will see if I can find time to scan at work tomorrow.

[Stripermann2]

I bought that copy from Soundings Magazine when it came out and gave it to my brother when he had his 1973 F32. Neat article.

[aaronbocknek]

This is a neat article. Thanks for sharing.
Couple of questions regarding all models of Trojan.

1-Who tested and where did Trojan test each production line of it's boats? Or did they leave it up to boating editors, etc. Did each model get a thorough, real world sea trial and evaluation from the engineering team?

2- Does anyone, perhaps Bob... have any testing editorials or performance data regarding any of the F series boats they can share? Seems like we see and hear more about the impressive meter boats. Be nice to see some written acclaims about the Woodies, Tri's and other F series boats.

Just a thought...

Thanks.

jamie, i have a genuine (thanks to ebay) copy of the december 1971 issue of boating. in it, there is the original BOATING BOAT TEST on the 'new for '72' all fiberglass trojan f-36 tri cabin. this is the article that my dad schlepped to both the annapolis and washington boat show leading us to buy that particular model. (see thread on this and construction) i will gladly supply via snail mail the article to any and all. i've read it over several times and i still love it as it brings back such fond memories. and they really tested this baby from niagra on the lake ontario to toronto and back. it was in this article that the boating testers discovered a slight indent dimple 1/8" on the starboard side hull bottom that caused her to tack hard port at 3000rpm w/ out tabs. the mold was then reworked and all boats waiting for delivery were corrected.
if you want it, i can/will gladly send it to you once i figure out how to copy it well enough to read. the magazine is stapled and i'd hate to destroy it, but......
also, those of you that want this article, just send me an email w/ mail address.... i do not know how to scan this to .pdf format and compress it to send via email.
aaron

[captainmaniac]

I bought that copy from Soundings Magazine when it came out and gave it to my brother when he had his 1973 F32. Neat article.

A copy is my F32 binder... Two binders for the boat - one with Trojan Owners manual + articles like this; and a second one with manuals for every system aboard (Power Sentry, Fume sniffer, VHF radios, Genny, A/C system, Stereos, Princess Stove, Head, Teleflex Steering system, Boat Leveler trim tabs, etc, etc, etc. )

Plus I have 2 copies of each binder - one copy goes on the boat, the other stays at home.

[aaronbocknek]

I bought that copy from Soundings Magazine when it came out and gave it to my brother when he had his 1973 F32. Neat article.

A copy is my F32 binder... Two binders for the boat - one with Trojan Owners manual + articles like this; and a second one with manuals for every system aboard (Power Sentry, Fume sniffer, VHF radios, Genny, A/C system, Stereos, Princess Stove, Head, Teleflex Steering system, Boat Leveler trim tabs, etc, etc, etc. )

Plus I have 2 copies of each binder - one copy goes on the boat, the other stays at home.

what year is your 32? my tri is a 1982 model, but i seriously doubt there is much of a difference in model year. i'd love a copy of the power sentry system, stove, levelers and steering. i'd gladly reimburse you for the copy cost and shipping of said items to baltimore.
thanks.
aaron in baltimore