Prestige 32

[PaulGooch]

Not precise ones, however it seems to be about 50l/h or 2nmpg at a 3000rpm (25 knot) cruise. I'm on outdrives though.

That's not bad, no doubt the out drives are helping, along with the reduced weight and windage.

 

[Ripster]

At 22kn you would prob get nearer 60 - but mine sat nicely at at about 25 and we tended to cruise at about that on decent seas. I found that bimbling at disp speed - c7-8kns was economic - hardly used much fuel at all as the supers and turbs were not in and RPM was about 1300. Then rising up through the hump to about 17/18 where she would sit up nicely on the plane. From memory, 3000rpm achieved about 20kn, 3500 about 25 and WOT about 30 and I had rope cutters fitted. All with reasonably clean bum and props.

As others have said, the shafts and all the advantages they have cause a trade off in engine positioning and access and fuel use. The nuisance things are engine access because the salon floor has to come up and most of the seat cushions have to come off - but.... you do get used to this and once the panels are up, you can just about get to things - though tightening the alt belt or changing the impeller on the port engine is a pain.

If you do buy one, I have a few tips and preventative measures to suggest too.

Have fun.

 

[PaulGooch]

No doubt the kad44 pr 300 versions will deliver the best speed.

I've worked on quite a few shafts prestige 32 and 36 models.

Were do I start?. Well there a great boat for what you pay, glitz is good, what else could you buy for the money that has a proper moulded star case to the fly, has gloss wood finish with a fairly modern look, probably nothing , but where in my view they fail is cheap fittings, cheap sterngear that's simply corrodes away, poor quality skin fittings that are also no bonded to the hull system, no anodes above the shafts, instead you have to buy expensive prop nut anodes and for a back up fi shaft anodes, all because they don't fit hull anodes above the shafts. Recently I saved an owner for his boat sinking as the engine inlet valves, fittings and hull scoops were just totally rotten, to the point where a sea start engineer snapped off the inlet hose, luckily above the ball valve trying to sort an engine overheat.
You just don't get that kind of quality on a uk boat.

Engine room, a typical fit engines then build the boat around it attitude, whereby filters on both engines are not a routing fit, which entails time removing cushions, seat bases, false floors etc, you then have to be a midget or have arms 5th long to reach simple things like a fuel filter, in my book a pain to work on and not safe at sea in the event you would need to get at them in a hurry, also the pre filter is under the exhaust hose in the rear lazarette, who thought that one up! Fuel and a fire together , great idea! And if the motors ever had to come out you would need a shipwright to chop out the floor panels and remove the patio door. Kad 44 and 300 models need valve check every two years which is a real job to remove the necessary pipes etc before the rocker cover can be removed. Hope that helps.

Thanks for that Paul. I wasn't expecting the engine access to be too spacious and i realise many twin engine installations in this size boat will be tight, but this sounds a bit poorly designed too. Some of it doesn't entirely surprise me. As much as i like my current boat, it was built with a few poorly thought out things, like fitting a filter to the bilge pump behind a panel in the locker, that requires the locker to be half emptied and the panel removed.

It's been suggested that i try to stay away from engines with too much electronics and working with modern cars for a living, mostly diesels, i'd prefer to do so. However, i don't think i'll be able to. The other boat i'm interested in is a Merry Fisher 925, engine choices are D4, KAMD300 and Nanni 320HP. My thinking is that the bigger engines would be better choices, not working so hard at cruising speed and possibly using less fuel (MPG) as a result. Any thoughts or experience here Paul ?

I think in light of the above, and the fuel figures the Merry Fisher 925 is back to top of the list.

 

[Spi D]

Must admit access on MF w/ single engine is straightforward

 

[PaulGooch]

Must admit access on MF w/ single engine is straightforward

Yeah, lots of room with that engine. It's the 6.420 Nanni, based on the 4.2ltr Landcruiser engine. I reckon that'd be my first choice of engine, over the KAMD300, but would be very interested to hear VP's thoughts on that. Only slight issue, they don't seem to have started using it until 2007, so i'd need to up my budget a bit.

 

[PaulGooch]

At 22kn you would prob get nearer 60 - but mine sat nicely at at about 25 and we tended to cruise at about that on decent seas. I found that bimbling at disp speed - c7-8kns was economic - hardly used much fuel at all as the supers and turbs were not in and RPM was about 1300. Then rising up through the hump to about 17/18 where she would sit up nicely on the plane. From memory, 3000rpm achieved about 20kn, 3500 about 25 and WOT about 30 and I had rope cutters fitted. All with reasonably clean bum and props.

As others have said, the shafts and all the advantages they have cause a trade off in engine positioning and access and fuel use. The nuisance things are engine access because the salon floor has to come up and most of the seat cushions have to come off - but.... you do get used to this and once the panels are up, you can just about get to things - though tightening the alt belt or changing the impeller on the port engine is a pain.

If you do buy one, I have a few tips and preventative measures to suggest too.

Have fun.

Fuel figures are not as bad as they first looked then. MF925 with the KAMD300 is looking at circa 2 ltrs per nm. Your figure at 25kts is 2.8 per nm.

Had outdrives on a Princess 32 and whilst i'm not as pathologically adverse to them as some on here, i'd prefer to stick to shafts.

Not completely ruling the P32 out, but did start out looking at MF925's and got tempted by the shiny bits on the P32. The fuel burn and access are a bit off putting, will continue to give it some thought.

 

[PaulGooch]

No to the P32 then and back to Sealine or similar.
A shame as VP says they do look the part.
Engine access was a major concern when I was searching for my present boat and will be for the next.
Good luck on your search Paul. Keep us all posted

Had a look at some of the Sealines, but prefer to stick with shafts, especially as my budget would mean an older boat.

 

[SpottyDog5]

Paul, Im a bit biased towards the P32, the comfort of having 2 motors (ok twice the servicing costs) on some of your offshore trips ?
I know the Nanni is a great engine, can you get the MF925 with one, would
it be bit enough ?
Have you thought about actually working out the cost "difference"in running both boats, sure the P32 will be more, but maybe not that (hopefully)great in scheme of things ?

When I bought my P32, my wife was suddenly very keen to come and spend more time and nights onboard, changed our boating totally.

 

[PaulGooch]

Paul, Im a bit biased towards the P32, the comfort of having 2 motors (ok twice the servicing costs) on some of your offshore trips ?
I know the Nanni is a great engine, can you get the MF925 with one, would
it be bit enough ?
Have you thought about actually working out the cost "difference"in running both boats, sure the P32 will be more, but maybe not that (hopefully)great in scheme of things ?

When I bought my P32, my wife was suddenly very keen to come and spend more time and nights onboard, changed our boating totally.

The MF925 is available with a 260 HP D4, the 285 HP KAMD300 and from 2007, the Nanni 6.420. They also did them with twins, i think Nanni and D3 were the options. Definitely would not have a 925 with twins. I think it'd go pretty well with the Nanni, had reports from an owner with the KAMD of 20 knot cruise and about 2 litres per NM (3700 revs....20.9 knots.....42.3 LPH, 3500 revs....19.5 knots......34.9 LPH).

Nearest harbour to here is Wells, a round trip of 90 miles. The figures i have so far give the 925 at 1.8 ltrs/nm at 20kt cruise and the P32 at 2.8 litres/Nm at 25kt cruise. So that's another 90 litres of fuel for that trip. A days fishing is usually 45/50 Nm, sometimes more.

With decent weather we've done about 150 hours a year, round about 2000 miles i guess. The difference between the 925 and the P32 would be about 2000 litres of fuel, plus the servicing in that case. I usually do my own servicing and would be happy to continue that with the Nanni engine, not so sure about the KAMD300, would need some research there.

 

[Spi D]

My preference would be Nanni. If Volvo I'd look for D4.

I'm fully aware of the budget issue but would work hard to make it show the above are justified

 

[volvopaul]

Thanks for that Paul. I wasn't expecting the engine access to be too spacious and i realise many twin engine installations in this size boat will be tight, but this sounds a bit poorly designed too. Some of it doesn't entirely surprise me. As much as i like my current boat, it was built with a few poorly thought out things, like fitting a filter to the bilge pump behind a panel in the locker, that requires the locker to be half emptied and the panel removed.

It's been suggested that i try to stay away from engines with too much electronics and working with modern cars for a living, mostly diesels, i'd prefer to do so. However, i don't think i'll be able to. The other boat i'm interested in is a Merry Fisher 925, engine choices are D4, KAMD300 and Nanni 320HP. My thinking is that the bigger engines would be better choices, not working so hard at cruising speed and possibly using less fuel (MPG) as a result. Any thoughts or experience here Paul ?

I think in light of the above, and the fuel figures the Merry Fisher 925 is back to top of the list.

Hmm tough one, the d4 will be more economical at the cost of servicing and any edc issues that need a dealer to sort, not sure about the nanni 320, what's the base unit motor? The land cruiser/ similar 6lp block? Or a new common rail thing.

 

[PaulGooch]

Hmm tough one, the d4 will be more economical at the cost of servicing and any edc issues that need a dealer to sort, not sure about the nanni 320, what's the base unit motor? The land cruiser/ similar 6lp block? Or a new common rail thing.

The Nanni looks like the old 4.2 Amazon engine, direct injection, not common rail. Only looks to be available from 2007 in the MF925. Prior to that the single engine options were 260HP D4 or the KAMD300.

 

[SwanseaBoat]

My 2008 MF925 has Yanmar 260 with silky EDC. I think I am right in saying this engine block is same as BMW x5. Goes well enough cruise 15knt, max 20.
Dan

 

[David of Essex]

Paul to give you some real time fuel figures this was from our trip to St Katherine's Dock

Jeaneau Merry Fisher 925 volvo D4 260hp engine. The trip took 4.5 hours and burnt 150 litres of fuel to travel 80 miles outward bound.
David

 

[PaulGooch]

Paul to give you some real time fuel figures this was from our trip to St Katherine's Dock

Jeaneau Merry Fisher 925 volvo D4 260hp engine. The trip took 4.5 hours and burnt 150 litres of fuel to travel 80 miles outward bound.
David

Thanks for those figures David. Those don't look like bad consumption figures. We did Shotley to Galleons Point (via the millennium wheel, pushing the tide) with a similar amount of fuel. From everything i've read, the 925 is very economical in it's class.

 

[Racingfrank7]

Does any body have a link or do they know the manafactors spec on prestige 32's ???
Eg 1st introduced in .....
Came with ..... As standard
In year ..... They changed rubbing strip from green to chrome
In year .... The p32 got a longer bathing platform
Engine options was ......between years ....
All that type of stuff, I haven't found anything up to now
Cheers.

 

[ricky_s]

but where in my view they fail is cheap fittings, cheap sterngear that's simply corrodes away, poor quality skin fittings that are also no bonded to the hull system, no anodes above the shafts, instead you have to buy expensive prop nut anodes and for a back up fi shaft anodes, all because they don't fit hull anodes above the shafts

VolvoPaul, is this something the 925 has in common with the 32/36? I am hoping to get one soon but some of your comments are worrying me.

 

[AdeOlly]

The skin fittings on my 2004 Jeanneau Prestige 34 were brass and were noted by the surveyor as starting to de-zincify (sp?). The ball valves though were DZR, not sure about the tails. Broker thought they were fine, but as one was jammed open I decided to get the whole lot (3 in all) replaced with bronze fittings.

My skin fittings aren't bonded, however I'm not convinced it's necessary. Those on my Hardy were and there was a continual green verdigris forming on them though they were always dry Don't think the fitings on my Sealine were bonded either, if memory serves.

There is a hull anode on my boat, dunno if factory fit.

Just a general point on build quality, I think the standard of electrical, plumbing and engine installation is extremely good, and is way better than on my previous boats. For example all hoses are double clipped and have those little rubber caps to prevent you slashing your hand open on the tail, wiring is sensibly bundled and runs in conduit wherever possible, all wires are coded at both ends so can be traced back to the relay board and switch panels. The quality of interior fittings is not going to worry Fairline, but is IMO perfectly acceptable and doesn't feel cheap, e.g wood grain is matched across the runs of locker lids.

 

[A_8]

The skin fittings on my 2004 Jeanneau Prestige 34 were brass and were noted by the surveyor as starting to de-zincify (sp?). The ball valves though were DZR, not sure about the tails. Broker thought they were fine, but as one was jammed open I decided to get the whole lot (3 in all) replaced with bronze fittings.

My skin fittings aren't bonded, however I'm not convinced it's necessary. Those on my Hardy were and there was a continual green verdigris forming on them though they were always dry Don't think the fitings on my Sealine were bonded either, if memory serves.

There is a hull anode on my boat, dunno if factory fit.

Just a general point on build quality, I think the standard of electrical, plumbing and engine installation is extremely good, and is way better than on my previous boats. For example all hoses are double clipped and have those little rubber caps to prevent you slashing your hand open on the tail, wiring is sensibly bundled and runs in conduit wherever possible, all wires are coded at both ends so can be traced back to the relay board and switch panels. The quality of interior fittings is not going to worry Fairline, but is IMO perfectly acceptable and doesn't feel cheap, e.g wood grain is matched across the runs of locker lids.

The hull anode is factory fit on the P34 and I agree with you on build quality.The P32 and P36 came a few years earlier and were not built to the same standard regarding the installations. I fact I seem to remember they were criticized for for it back when they were new to the market. The P34 came out a few years later so I assume they learned from their mistakes.

 

[PaulGooch]

VolvoPaul, is this something the 925 has in common with the 32/36? I am hoping to get one soon but some of your comments are worrying me.

Haven't fully looked into the anode setup on the 925, but i know how it is on my 805 and if the 925 is any different it would be easy to "rectify". The 805 has the engine, transmission, shaft, p-bracket, prop and rudder etc on a bonded circuit to a hull anode. I've fitted a much larger hull anode to mine, that only needs changing every 2 or 3 years, the original wasn't very big. Would be very simple and cheap to do the same on the 925, if it isn't already done.

As for bonding the through hulls, it's a matter of debate whether they need doing, i personally think not. If they are isolated from the electrical circuits on the boat i can't see why they need doing. If you bonded hull fittings they then become part of the electrical circuit that's susceptible to galvanic corrosion, whereas they weren't before. If the anodes become ineffective for any reason, bronze through hulls are pretty much next in line for the corrosion.