We first opened our current factory in Perris, California in 1988 and have delivered in excess of 1000 completed boats from this facility. We first started Marshall Boat Company which became Californian Yachts in the early 1960’s, so in total we have delivered closer to 4000 boats.
First and foremost we listen to what our customers say. We have a substantial amount of repeat customers and that only comes from caring about what they want. When using a boat, any boat, you learn what you like and what you would change. Some of our owners have cruised at great length and learned what they’d like to change on their next boat. Often times those changes result in a continued line modification. There has been a constant improvement and evolution since our first boat nearly 45 years ago.
You are right in regard to the efficiency of our boats – we are recognized as a leader in fuel economy. Our boats are designed with a number of factors and one item that is high on our priority list is usability – which for many translates into range. Answering your question, our boats all have a deep degree in the forefoot and substantial bow flare. Both of those factors benefit us while running in a quartering or head sea. Aft we decrease the Vee to accomplish lower planing speeds, and ultimately better fuel economy and therefore, increased range. There are a number of factors that have to be considered when designing a hull, and moreover, the entire boat. Factors as sea keeping and lateral roll, stability, and even comfort aboard at anchor are some considerations. Beyond all of the technical requirements we then have to fit it all into a package that the boater actually likes!
Well, there is much to talk about on this subject. Our hulls are constructed of solid fiberglass bottoms and sides with a fully encapsulated stringer system. We start our layup process with a blended gel goat, Vinylester resin and segmented strand. It continues with layers of segmented strand, woven roving multi-directional fabrics – all layers are resin impregnated and all rolled out by hand – which simply put - timeless and proven. We do use end grain balsa coring in the superstructure, bridge and foredeck, because of its high strength-to-weight ratio and sound deadening properties. However, the upside potential versus the downside risk keeps us from using coring in the hull itself. Finally, after the hull is released from the mold we apply an epoxy barrier coat for additional protection before bottom painting.
No, not really, but it certainly is better. We use an aluminum sub-frame for a couple of reasons. This elaborate grid of box aluminum supports the stateroom unit and salon floor. We build the entire unit (forward staterooms, belowdecks) in a jig for consistency and timeliness. The aluminum actually makes it easy for us to lift and fit this unit inside the hull. By constructing the salon floor sub-frame we are able to incorporate a removable bolted in support member that allows a massive opening into the engine rooms in the event of a major failure or possible engine replacement someday. Additionally, the torsional strength afforded by aluminum is unmatched; weight savings is considerable too.
It isn’t all about savings. We could easily involve sub-contractors or vendors for many components. Over the years we have just come to the conclusion that it is easier to achieve the results we want by controlling the manufacturing. Sometimes the decision to keep a process in house is more about quality and fit than about time and delivery. We instituted just-in-time delivery years ago in order to limit our inventoried items and to never be saddled with dated components. By keeping everything possible in house we eliminate the guess work which cost us time and money - and it is difficult at best to recover either of those! Today we fabricate over 300 metal parts, 150 fiberglass parts, and nearly 1000 total components.
First of all it provides abundant space on the outboard side of the engines for servicing or even just routine checks. Using saddle tanks is easier for weight distribution and engine placement, but access to the engines is so limited. Instead, we engineered what we think is best, installing the tanks aft. Secondly, in the unlikely event a tank needs to be removed it is possible to bring it through the salon floor without removing an engine. Another advantage is they are filled quickly since the filler is directly down into the tanks. That also allows the tanks to be checked with a stick as a backup to the fuel gauges. We do build our own fuel tanks from aluminum and pressure-test them before installing. Nonetheless, whenever possible we engineer our boats for usability and long-term serviceability. It works well with our boat.
As I mentioned earlier, we have a continual progression with our models. Our current 46 evolved from our 44. Our new 48 is an updating of a model we started in 1998. It is imperative to us to keep our classic profiles and what we hold to be timeless style. Our intention is to always keep our boats recognizable to the previous model -- continually updating, of course, but still unmistakable. Most likely we will be building a 65 or 66 foot version of our wide body 62.