Because the prop spun to the left, Desmarteau, who throttled, was concerned about how the boat would respond. He should have been concerned about the other difference between the original drive and the replacement—the gear ratio. While the Bravo One we ran on Wednesday had a 1.5:1 ratio, the drive we ran on Sunday had 1.36:1 gears. Given Key West’s combination of rough water out at turns No. 1 and No. 2 followed by calmer conditions running into Mallory Square, throttle response plays a key role in the outcome of a race. You can’t keep the boat level and continue powering forward through the waves in rougher sections if you don’t have good throttle response. While we could still run the boat on Sunday, we didn’t have the punch that the 1.5:1 ratio gave us to bust through the waves on Wednesday. We didn’t win, but we finished in a respectable fifth place overall for the two days combined. The race results aside, I learned a valuable lesson about an oftenoverlooked element when setting up a boat, the gear ratio. Most of us buy a boat with whatever ratio it comes with and never think twice about it. Gear ratio is more important than people realize and most folks just plain get it wrong. Essential Relationships: “The biggest misunderstanding is exactly what the numerical ratio is doing and that you’re changing the engine rpm to get the proper propeller rpm,” said John Leroux, propulsion engineering manager at Mercury Racing. First let’s make sure we understand the term correctly. A stern drive has two sets of gears, one in the upper housing that transfers the engine power to the vertical driveshaft and a second in the lower unit that projects the power from the vertical shaft to the propeller shaft. Most outboards only have one set of gears in the lower unit that project the power from the vertical shaft to the propeller shaft. In most cases, a stern drive or outboard uses what are called “reduction” gears that spin the propeller at a slower rpm than the engine. For example a 1.5:1 gear ratio means that the engine’s crankshaft is spinning 1.5 times for every revolution of the propeller. If your engine is turning 5,000 rpm, the propshaft speed with a 1.5:1 ratio is 3333. With a 1.36, it’s 3,750 and with a 1.65, the rpm are 3,030. To determine propeller torque, do the math in reverse, multiplying the engine torque in pound-feet by the ratio. The Ilmor Marine MV10 725 makes 725 hp at 6,300 rpm and 649 lb-ft of peak torque at 5400 rpm. That means the propeller torque at 5,400 rpm would be 973.5 lb-ft. The job of the gears and the propeller(s) is to ensure that the engine is running in its recommended maximum rpm range. The only time to change ratios is when you run out of propeller with a given gear set. If your boat has a Bravo One drive with a 1.5:1 ratio and your engine is hitting the rev limiters with the largest available propeller, step down to a 1.36:1 ratio. “People think they’re going to gain speed by going to a higher gear ratio and unless you’ve run out of prop, you won’t gain speed,” said Kurt Flachbart, a factory representative for Konrad Marine, which makes sterndrives for commercial, military and performance applications.

When Larry Kurtz and his wife Karen were shopping for a boat to use on Arizona’s Lake Havasu, one of their big concerns was finding a hull that would ride smoothly over the wind-whipped chop that frequently kicks up on the famous body of water. Most people would assume that they bought a big V-bottom, but Larry—an Orange County firefighter from Rancho Santa Margarita, California—went in a different direction. He bought a 2010 Advantage 28-foot Sport Cat with a 425hp MerCruiser 496 MAG HO. It has a top speed of about 65 mph. “We go 45 to 50 mph top speed,” said Kurtz. “It’s the best way to get across the wakes and chop,” said Kurtz. “Once you get up to speed and get on plane it just skitters across with no problem. We have a couple of grandkids and don’t need to scare them.” Kurtz stepped up from a 21-foot V-bottom and chose a cat with stock power. He said there are more people on the lake with a boat like his than those with the monster power that are running 150 mph. Whether it’s the savings versus equipping a boat with a Mercury Racing 525 EFI (about $15,000 more than a MerCruiser 8.2 HO), the ability to get more reasonable insurance or just liking the idea of having a cat and not needing to run at warp speed, more people are buying performance-oriented catamarans with stock engines as their primary boat. For fans of cats that still want to buy one to fly across the water, fear not. You still have plenty of choices, too. Following is a comprehensive guide to what’s available in Sport Cats from 24 to 32 feet, and the power that can make the boats mild or wild.

It’s no secret that times have been tough in the highperformance powerboat industry during the last threeand- a-half years. No custom or production go-fast boat company has been immune to the effects of the recession, and that includes Thunderbird Products/Formula in Decatur, Indiana. Like many production builders, Formula was forced to lay off a substantial number of employees. While no one at the family-owned company is predicting a return to the 300-plus models Formula built in its best years anytime soon, Scott Porter, its chief executive officer, said that 2011 has given him and his brothers and sister, who help lead and manage the company, cause for guarded optimism. “It’s been a good rebuilding year after what were major setbacks for the industry,” said Porter. Porter said that the increase in demand and production has been sparked by the FX package the company introduced in June 2010 for its Sun Sport and Super Sport models. The FX package takes its interior and exterior style cues, which include bold, “performance-oriented” graphics and carbon fiber dash panels, from the company’s FASTech sportboat line. As for the FASTech line, it, too, has seen a modest upturn, according to Porter. “It’s still a small part of what we’re doing,” he said. “The 353 is probably the boat we’ve seen the most action on.”

The cardshark holding the winning hand at the last poker run I attended was holding court from the bow of a 51 OuterLimits while his A-list entourage enjoyed a champagne toast in the cockpit. More power to him (as if the triple 700hp engines weren’t enough), but our hero wasn’t the only winner there that day. Similar scenes with similarly outrageously-rigged and powered boats were enfolding all throughout the marina: Here a 45-foot twin powered cat, there an MTI 44, down the dock tied to a bulkhead a Cigarette 50 with a Playmate lounging aft. Onlookers ogled the boats and their engine compartments, dreaming of owning one someday.

For all the celebrating, there was something missing even with this happy, masters-of-the-universe vibe. Where were the smaller sportboats? I didn’t see any 25 Outlaws, small Scarabs or 20- something Formulas, no first time owners or small go-fasts at all. An entire group of the sportboat world was missing. Where were the guys in the single-engine V-bottoms? You know the ones. Heck, you may be one. Sometimes they wear T-shirts; most times they prefer no shirts at all. They’re hard-working, bluecollar guys who sport farmer tans. They know how to have a good time. They bring along their families so the kids can all swim and play together. These are the guys that in a few years hope to own the big boats. Why were they as scarce as an oily rag or a fiberglass blister at this particular horsepower-andpony show? At some bigger events around the country, there’s a feeling that no one looking out for the little guy. A lack of participation by smaller sized would-be poker runners is a real concern in the go-fast community these days. Has an entire group of participants folded its hands? If not, why aren’t they showing up at your local poker run?

Michael Peters of Michael Peters Yacht Design of Sarasota, Florida, to assist Hallett with the re-design of the 290-S. For those who don’t know the name, Peters’ designs have won half of all the Union Internationale Motornautique Class 1 offshore racing world championships in since 1980, including many titles sanctioned by the American Power Boat Association in this country. His resume includes the CUV and Tencara and Victory Team catamarans that dominated offshore racing in Europe. Ironically, Peters is originally from Santa Monica, California, and lived on Catalina Island during the summer and graduated from the University of Southern California. As if working with an East Coast design firm isn’t different enough, for the new 290-S, Hallett is using a design that Peters developed for military patrol craft, rigid hull inflatables and center-console fishing boats. And get this. For lack of a better term, it’s a twin-stepped design with a tunnel behind the rear step. Suffice to say you’ve never seen anything like this. “I don’t think anybody has it all figured out better than Michael,” said Barron. Peters explained that the design has worked on boats from 30 to 61 in a variety of horsepower and top speed ranges. “We’re finding it’s been phenomenal,” he said. “In the 30-year history of everything we’ve done, this is the best thing we’ve ever done.” Hallett wanted a boat that would improve performance, fuel economy and handling. Isn’t that what all manufacturers want with a new boat? The most popular engine in the 290-S is a Mercury Racing HP525EFI, which would push the boat to speeds in the 80-mph range. Peters said the design has run those speeds on an outboard-powered center console. Peters has applied for Associaa patent on the bottom, which, as you can see in the accompanying images, its quite unique. Not that the old 290-S had issues with handling more than any other ventilated bottom, but given the boat’s size, it could also be an owner’s first stepped hull so how the boat turned was a critical factor in making the design change. “The theory is that you can go into a turn at a high rate of speed and this design lessens the chances of spinning out the boat,” said Hallett’s Vice President Jerry Barron.

When you call yourself the Southern California Offshore Powerboat Elite—or SCOPE—you better be able to back it up. Fortunately for the stalwarts of the club, its fun-loving members with their serious hardware aren’t just blowing hot exhaust. A more active or successful recreational sportboat club simply doesn’t exist in the South- west. While the ups and downs of the economy during the past several decades have killed many promising boat clubs, SCOPE has steered a well-chart- ed course that keeps it thriving. the club was founded in 1992. “there was a boat club up in Northern California and I went to a couple of their events just to see what it was like,” said ron Songrath, a found- ing member of SCOPE and several-time past president. “I had fun just hanging out and going boating with other people who shared my passion for boats. But in Southern California where I lived, there really wasn’t a club like that, so I thought we should start one of our own.”

In January of 1992, Songrath went to the Los Angeles Boat Show for nine straight days. he talked with other attendees about start- ing a boat club and handed out flyers. the response was strong and, with a strong nucleus of supporters, the club was born. Dick Simon—a former India- napolis 500 racer who owned Dick Simon Marine in Dana Point harbor in the late 1980s and 1990s—was instrumental in getting the club off the ground, according to Songrath. In addition to providing service, Simon was a Fountain dealer.

Maintaining your boat begins and ends with the pre-float inspection, and safety begins and ends with the same. Not unlike an aircraft pilot making the preflight check or walk around the aircraft, your boating day should begin and end with a similar walk. All too often I see boats immediately return to the ramp or not make the start of a poker run due to a preventable issue. A few minutes to walk and observe are tremendously valuable to make sure your boating day will be fun and stress free.

The Gear: This check can begin the day before or days before, but it must be done. There must be proper lifejackets for everyone aboard, fire extinguishers, and all the other items as required by the U.S. Coast Guard. You must also verify you have other essential items. Remember, accidents do happen and many things lead to their occurrence. Therefore make sure you have your sunglasses, sunscreen, hats, towels, spare parts, proper tools, anchor, and your registration or documentation. Now please do not take this as an opportunity to overload your boat. Otherwise, you will end up with a bunch of junk you will never use. Minimalism is another rule of mine. Keep everything simple, and make sure every item aboard has a specific purpose.

The Boat: Beginning at the transom, check the drive housing to include the transom assembly, hoses, and rams, for leaks or cracks. Inspect your propellers very carefully looking for small cracks. Now try to move the drive or drives laterally (side to side). You should have no movement at all side to side. If you do, this could be air or a leak in your hydraulic steering and it must be repaired before you operate your boat. As soon as the boat gets wet raise the engine hatch, turn on the blowers and fire the engine. Immediately look for water flow and any water or oil leaks. You should also by Brad Schoenwald verify the engine ignition stop switch is working properly. Boats new and old develop problems and most of the time they telegraph these problems. It is our responsibility to make sure we observe everything under the hatch before we leave to the dock. After a long hard run I also raise the hatch and look around. When the boat goes dry do the walk again. Check the transom, drives, remove the props and inspect the prop shaft and each prop blade. Wash, dry, wipe, wax, and spray with your favorite moisture removing, rust preventing product. Trust me. The few minutes you take to go through this, coupled with proper routine service and maintenance, will save you thousands of dollars and many lost boating hours!

Cigarette Racing’s Skip Braver was having dinner with a group of automotive journalists at a posh South Beach restaurant when one of the writers asked if automotive designers ever borrow ideas from the marine industry.
“Frankly, that doesn’t happen,” said Braver, who hours earlier had helped unveil the new Mercedes-Benz SLS AMG and a 46-foot boat inspired by the car. “That doesn’t mean our industry can’t offer ideas. They just don’t look to us.”
Over the years, boatbuilders have borrowed liberally from the automotive industry. Whether it’s dash styles or molded bucket seats, designers naturally turn to the car or truck they drive to work every day for inspiration.
In addition, builders such as Marine Technology Inc. have built “theme” boats based on exotic sports cars. MTI’s two memorable creations were based on a Mercedes-Benz and a Ferrari. The Ferrari boat came complete with taillights and headlights, clear acrylic windows on the engine hatches and the classic red paint job.
The Mercedes-Benz-themed boat featured a throttle and shifter and a dash taken from an actual Mercedes-Benz. (Although the dash was replaced because it flexed too much.)
Braver bristles at the suggestion the 46 Rider Cigarette Racing debuted at the Miami International Boat Show last year was a theme boat. “Quite honestly people want to make theme boats, but this was a cooperation between two companies,” Braver said.

We understand. You’re tired of looking at reviews and tests of boats you can never afford. Sure they look cool, have killer paint jobs, run amazing speeds, but you can’t even afford the paint jobs. You want to read about boats that you might actually be able to buy, if not now then at least some day.
So we went to builders of performance boats big and small and posed a simple question. What is your most popular and affordable boat? In more than one case, the answer wasn’t necessarily the least expensive boat in a company’s line. Instead some boats were the most cost efficient in a given size range or with a given engine package.
The majority of the boats are priced below $100,000, with a couple above that mark and others offering serious bang for the buck with a retail sticker of less than $50,000. There are values out there, even in new boats, and we hope you find one you like in these pages.

Assuming that fast boats have been an integral part of your life since you were a preteen, you might wonder what kind of boat you’d want to own when you’re an adult. If you’re like Jerry Gilbreath of Coeur d’Alene, Idaho, that answer came in the form of an incredible wooden masterpiece of design, craftsmanship, and perfection.
Even though Gilbreath spent much of his life pursuing checkered flags on the water, it isn’t that much of a surprise that he and his wife Donna decided on a classic-looking wooden boat, conjuring up their 34-foot boat, Jefe, with an assist from the talents and ingenuity of the Resort Boat Shop, a division of Hagadone Marine Group, also based in Couer d’Alene.
If there’s one thing that has been a hallmark of Gilbreath’s career on the water, it’s been that he likes to stand out from the crowd. After all, Gilbreath’s family founded one of boating industry’s most innovative and prolific producers of high-performance marine accessories from the 1960s, ’70s, and ’80s: Gil Marine. Not only did the company have a stellar resume that included virtually every aspect of powerboat competition from marathon endurance to ski racing to offshore, Gil Marine introduced the first successful outboard transom bracket to the marine market in the mid-1970s. When Mercury Racing debuted its overwhelmingly successful HP500 stern drive package, every engine had a set of Gil water-cooled exhaust manifolds and stainless-steel tailpipes on it.
Meanwhile, Gilbreath was busy in his own right developing, engineering, consulting, and rigging many of the most successful offshore raceboats the sport has ever seen. His resume includes teams such as Popeye’s, Alcone Motorsports, and Fountain Powerboats. Just to seal the deal, Gilbreath more often than not occupied the throttleman’s seat, helping high-profile race teams on both the east and west coasts win numerous national and world offshore titles in the sport.