BIG VIEWS

On­board Mar­low’s 75 Mo­to­ry­acht

Passage Maker - - Contents - Capt. John Wooldridge

Sit­ting with Bob and Mau­reen Bush in the sa­loon of Tu­ran­galila, sur­rounded by teak cab­i­netry and plush, com­fort­able fur­ni­ture, it was ev­i­dent the new own­ers of the first Mar­low Ex­plorer 75E were more than de­lighted with their new yacht. “Build­ing a yacht is time­con­sum­ing but fun,” Bob said. “There are so many de­tails to con­sider, and that can be frus­trat­ing to some own­ers, but the end re­sult is very per­sonal, very sat­is­fy­ing.”

Bob and Mau­reen pre­vi­ously built a 70-footer and loved most every­thing about the lay­out, es­pe­cially the master state­room, but fi­nally de­cided af­ter 12 years that it was time to move on. Tu­ran­galila is Hull No. 1 of the new Mar­low Ex­plorer 75E se­ries (the E des­ig­nates a Euro­pean stern with twin stair­ways con­nect­ing the aft deck with the swim plat­form), with an op­tional en­closed bridge for max­i­mum cruis­ing com­fort in trop­i­cal lo­ca­tions, and a spa­cious crew’s quar­ters aft of the en­gine room. Gen­er­ally speak­ing, the lay­out be­low is three en suite state­rooms—amid­ships master, for­ward VIP and port­side guest, with a laun­dry room op­po­site that has a raised berth.

“What I learned from vis­it­ing ex­hibits at boat shows, and we looked at over 20 dif­fer­ent yacht builders, is that some builders are more re­spon­sive, more owner-fo­cused than oth­ers, par­tic­u­larly when it comes to spe­cial re­quests,” Bob said. “We asked David [Mar­low] to repli­cate the master state­room from our pre­vi­ous yacht, which he was able to do. We also asked him to put two so­fas in the sa­loon, with a TV on a lift in the cor­ner, which he did—and even added a desk we hadn’t con­sid­ered. The bar stools ... were cus­tom-fab­ri­cated based on a pic­ture we clipped out of a magazine.”

“Sev­eral years ago, Bob and Mau­reen ex­pressed an in­ter­est in buy­ing a Mar­low Ex­plorer 78E, a model we built for al­most 14 years, but they couldn’t find one with the fea­tures they wanted— in­clud­ing oil bath shaft drive sys­tems and car­bon fiber stringers— and the lay­out they were look­ing for,” said David Mar­low, the com­pany’s CEO. “Sub­se­quently, they asked us to build them a 78E, but we con­vinced them to wait for the launch of a new de­sign, the 75E, which would in­cor­po­rate our lat­est find­ings from em­pir­i­cal test­ing and de­vel­op­ment projects.”

Mar­low’s goals for the new 75E were lofty. They in­cluded creat­ing more room in a smaller yacht, and us­ing high-tech build­ing ma­te­ri­als—car­bon fiber and DuPont Kevlar—and ad­vanced techniques to gain more strength while re­duc­ing weight wher­ever pos­si­ble. “Our aim was to add more us­able vol­ume while tak­ing a con­tainer-load of per­for­mance-rob­bing wood out of the struc­ture,” Mar­low said. “I hoped that, if we could get this new, smaller yacht to run in the high-20-knot range with a pair of 1,800-hp CAT C-32 diesels, we’d gain about a knot in wide-open-throt­tle speed over the 78E, with real loads like 3,000 gal­lons of fuel, 600 pounds of liq­uid and an owner’s gear. We were pleas­antly sur­prised when, on ini­tial fac­tory sea

tri­als the yacht topped out over 30 knots.”

Dur­ing owner sea tri­als in Florida, with 2,200 gal­lons of fuel, gear, gro­ceries and 700 pounds of wa­ter (a loaded boat, in other words), the boat turned in 31plus knots. Speed was en­hanced with a tweaked tun­nel shape and a re­duced shaft an­gle—the lat­ter made pos­si­ble by ex­haus­tive test­ing of mul­ti­ple prop di­am­e­ters with vary­ing pitches and blade over­laps to min­i­mize slip and drag and mit­i­gate tip-clear­ance vi­bra­tion prob­lems.

One of the key de­sign el­e­ments was the place­ment of the large fuel tank, a trade­mark fea­ture de­vel­oped by Mar­low Ma­rine. It was po­si­tioned to use vir­tu­ally ev­ery drop of fuel and to main­tain con­stant side-to-side trim of the yacht across a wide span of fuel lev­els. Proper place­ment of the tank is of the ut­most im­por­tance; it must be at the pre­cise cen­ter of grav­ity to mit­i­gate the lever­age that 3,450 gal­lons of diesel can have on the pitch­ing move­ment. It’s just part of the process of bal­anc­ing heavy equip­ment—in­clud­ing en­gines, gen­er­a­tors and tanks for other flu­ids—that David Mar­low and his team of en­gi­neers and naval ar­chi­tects un­der­stand very well.

“Un­der­way, the ride is re­mark­able,” Bob said. “We re­cently left Ocean Reef Club and caught the Gulf Stream, run­ning 10 knots with the Na­iad sta­bi­liz­ers en­gaged. The boat tracked beau­ti­fully and the ride was smoother than any we ex­pe­ri­enced on our last yacht. I ran it at wide open throt­tle for a short time, and the han­dling didn’t change. This boat is made to cruise com­fort­ably and qui­etly in open wa­ter across a wide range of speeds. With the fuel tank­age and the ef­fi­ciency of the CAT en­gines, and a range of over 3,000 nau­ti­cal miles, we now can go to Ber­muda or down to the Caribbean chain for the first time. Friends of ours took their yacht to the Med by way of Ber­muda, the Azores and Gi­bral­tar. That’s on our bucket list.”

Tu­ran­galila has all the fea­tures Bob and Mau­reen need for safe pas­sage­mak­ing, start­ing with a high, well-flared bow, room for a sig­nif­i­cant wind­lass and two large an­chors to cover a wide range

of bot­tom con­di­tions, a well-drained fore­deck that’s not too large for fast runoff, and a stout Por­tuguese bridge to take the brunt of board­ing seas. Wide, teak-planked side decks are pro­tected by high teak-capped bul­warks and stout stain­less steel handrails. Side decks are shel­tered by deck over­hangs, which also ex­tend to the tran­som and cover the aft deck.

The hull has a full-length keel, sig­nif­i­cant chines to keep spray down and add lift when cruis­ing at higher speeds, and Mar­low’s patented Ve­loci­jet Strut Keels that elim­i­nate drag and pro­tect the run­ning gear. The hull is a care­fully en­gi­neered Core­cell foam sand­wich lam­i­nated with a pro­pri­etary resin-in­fu­sion process. Stringers, floors and bulk­heads are also sand­wich con­struc­tion, which in­creases strength and re­duces weight.

Con­struc­tion ma­te­rial like car­bon fiber, ad­vanced epoxy com­pos­ites and sub­stan­tial ring frames en­abled Mar­low Yachts to achieve many things on the new 75E. That in­cludes a bright and open con­fig­u­ra­tion on the main deck. “The gal­ley was re­lo­cated to the same level as the lower helm so that pas­sen­gers have a su­pe­rior con­nec­tion with the helms­man,” Mar­low said. “I per­son­ally have never had a prob­lem with elim­i­nat­ing the wall iso­lat­ing the bridge, which was once a struc­tural ne­ces­sity in boats. I find there are ad­van­tages when peo­ple stay in touch with the helms­man, even as the party mi­grates from the aft deck or the sa­loon to the gal­ley at meal­times. Some dis­tance cruis­ers might worry about light sources af­fect­ing their night vi­sion, but a helms­man can al­ways turn off all the un­used lights when un­der way. And we can al­ways rig a hide­away tam­bour door if a cus­tomer spec­i­fies the same.”

Bob and Mau­reen opted for a coun­try kitchen in lieu of a lower helm, with seat­ing for eight that of­fers spec­tac­u­lar views for­ward and on both sides. Tu­ran­galila has a mas­sive Sub-Zero up­right fridge with drawer freez­ers, a Franke dou­ble sink with Grohe fix­tures, a Kenyon elec­tric cook­top and gran­ite coun­ter­tops with hon­ey­comb re­in­force­ment.

The new con­struc­tion en­gi­neer­ing also in­tro­duces more vol­ume to the en­gine room. I stand 6’ 3” tall, and I had no trou­ble tour­ing this com­part­ment in which rou­tine ser­vice will be a must when the boat is un­der way on long hauls. More im­por­tant, ac­cess to vi­tal sys­tems is out­stand­ing. Fea­tures worth not­ing in­clude a sea-chest wa­ter in­take sys­tem with two in­spec­tion and clean-out ports, a com­mon drainage sys­tem for all dis­charges, resin hard-coated ex­haust ris­ers to help mit­i­gate sound and heat over long dis­tances, and dual Ra­cor fuel/wa­ter sep­a­ra­tors with gauges. I re­ally liked the cus­tom Lexan sound-shield pan­els on the gensets and the oil change sys­tem for the en­gines and gen­er­a­tors (yes, you can spec­ify two, al­though a sin­gle 27.5-kW Onan is stan­dard).

“We chose the name Tu­ran­galila with great care,” Bob said. “It’s a blend of two sep­a­rate San­skrit words. Tu­ranga means time which flows, move­ment or rhythm, and lila means a kind of cos­mic love. To us, it means ever-flow­ing love and mo­tion.

“We chose our builder with the same care,” he added. “Mar­low’s years of ex­pe­ri­ence and com­mit­ment to sea­wor­thi­ness, ef­fi­ciency and lux­ury have made this dis­tance-cruis­ing dream pos­si­ble for us.” n

Beamy sa­loon with plenty of LED ac­cent light­ing and artis­tic sconces gives the large space an invit­ing, com­fort­able, and in­ti­mate feel.

Photo of the aft dis­plays the 75E’s im­mense so­cial space and con­ve­nient ac­cess to the swim plat­form. Be­low: The com­mand bridge moniker is no joke when you ar­rive at the up­per helm.

The master fea­tures a king berth, loads of stowage op­tions, and a full-width head ar­range­ment be­hind the bulk­head.

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