Test Notes

CONSTRUCTION ON THE 70E BEGAN in January 2015. Watching this boat come to life really makes you appreciate the combination of technology and skill that goes into such a project. Check out a video of the 70e being built at www.pmymag .com/oa70

LIKE MANY OCEAN ALEXANDERS, THE 70e was designed by Evan K. Marshall who can often be found at the major boat shows enjoying the reaction of show goers and current owners to his newest projects.

SIMILAR TO A STRIPED SHIRT, the horizontal wood grain running throughout the boat makes it appear larger than other boats of its size. It’s that attention to detail that makes the 70e special. The boat is also quiet, benefiting from a variety of acoustical-reduction methods designed to minimize interior sound levels, including a proprietary vibration-damping system for the gensets. (OA says that the 70e’s sound and vibration levels are at times one-half to onetenth of the standards set by ISO 6954.)

Propulsion has also evolved, well beyond that 50-footer’s straightinboard configuration. The only package offered on the 70e is twin 900-horsepower Volvo Penta IPS1200s, the largest and most powerful pod drives currently offered by Volvo. Unfortunately, a glitch in our 70e’s hydraulic system on test day obviated a sea trial, so the performance numbers you see here have been supplied by Volvo Penta. The top speed of 28 knots is a benchmark owners of the 50 could only dream of, as is the superb maneuverability provided by the standard IPS joystick control. Yet despite her speed, the 70e enjoys a cruising range of 400 miles or better anywhere above 1500 rpm thanks to efficient IPS propulsion and generous tankage.

Another good example of the 70e’s evolution is her interior layout. Expansive glass and a large covered cockpit create bright, airy gathering places. The galley is large and midship and to starboard, where it can easily serve both interior and exterior dining areas,

SOUTHPORT

including those on the expansive flying bridge, which is easily accessed via a port-side interior stairway directly across from it. (There are also additional stairs for access from the cockpit.) The bridge is three-quarters covered by a hardtop; on our test boat the after-most quarter had optional additional seating, leaving the hydraulic swim platform to hold the tender.

All sleeping accommodations are reached by the forward portside companionway, and since IPS has allowed the engine bulkhead to be farther aft than would be the case with straight inboards, there is space for four roomy cabins. The master is, of course, aft and fullbeam and flanked by the kind of large windows that were inconceivable almost four decades ago; the forward VIP, only marginally smaller, also has plenty of natural light. Both staterooms have en suite facilities and 6-foot 5-inch headroom. Between them is a twinberth stateroom to starboard, with direct access to the dayhead, and a portside bunkroom.

The only way to reach the engine room is through a transom door, which leads initially to port and starboard sleeping areas for crew, above each pod. To actually reach the engine room itself you walk forward through a wet head with toilet and watertight door. The ER