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In fact,
when I looked at the readings from my fuel-flow gear, I shook my head.
I checked the gear to make sure everything was working, and the numbers
were right on. The 43 is the nautical equivalent of a camel. At cruise
speed (18.3 mph at 3000 rpm), she was burning 13 gph (1.40 mpg/1.22 nmpg),
which translates into a 453-NM range with her 412-gallon fuel capacity
(four 103-gallon tanks). Clearly long-range cruising is not a problem.
Even at wide-open throttle (3800 rpm and 25.1 mph), she burned just 29.8
gph (0.84 mpg/0.73 nmpg), offering a 271-NM range.
The
43’s fuel efficiency can be traced to her lightweight, displacement-hull
design from Phillipe Subrero. She has a sharp entry, and the fact that
her two hulls have twice the waterline length of a conventional monohull
means she has reduced hydrodynamic resistance. Air passing between the
sponsons adds a bit of lift for further efficiency.
The
hulls are built with solid glass below the waterline and balsa core above.
To ensure their integrity, Lagoon uses a countermold, which is a secondary
solid fiberglass liner bonded to each hull interior from the first bulkhead
aft to the shaft exit and integral with the engine beds. Wagner says this
increases overall hull stiffness.
I was
impressed with the 43’s maneuverability and responsiveness to her
hydraulic steering, even though her double-hull width seems like a lot
to handle at first glance. Obviously, with her twin hulls broad turns
are the norm, but the four-blade bronze wheels that are nearly 17 feet
apart also allow her to spin in her own length, which makes for a nice
shortcut.
The
43 certainly felt like a powerboat, so it was time to see if she maintained
that feel below decks. Down the steps from the helm I took note of the
alfresco dining arrangement under the flying-bridge overhang. The L-shape
seating and table here are just a towel toss away from the aft sunpad,
which Wagner says can also be used as a dinghy platform. Just forward
through a sliding door, the saloon boasts a dinette on centerline with
the helm station to starboard, keeping the helmsman and guests in close
proximity. Although you might think the saloon would be enormous on a
boat like this, it’s rather cozy, as the aft master takes up the
stern area and the companionways in the twin hulls tighten up available
floor space to port and starboard. The faux wood sole here is actually
a hard, durable synthetic called Streamfloor. It looks nice enough, but
I prefer teak and holly. The adequately appointed galley, with four-burner
Eno stovetop and icebox that can be converted to a ‘fridge with
cold plates, is conveniently located down to starboard and slightly aft
of the helm.
Investigating
the guest cabins forward, each with double berth and head, I noticed something
peculiar: There were two Lewmar hatches several inches above the waterline
large enough to put my 5'7" frame through. According to Wagner, French
law mandates that all catamarans—sail and power—have these
means of egress for emergencies. He added that these hatches have been
used in sailboats for years without fail. I appreciate the need to adhere
to the law, and in the unlikely event that the 43 turns turtle, they would
be the best way to escape. But my preference is a hull without hatches—or
any large openings, for that matter—so near the waterline.
One
place where escape is the order of the day is the nearly full-beam aft
master below decks. There are companionways to port and starboard just
steps away from the helm area and deck, respectively. In addition, the
room is surrounded by windows. The master offers a spacious double berth
on a raised platform, which is quite comfortable, too. (I had to try it.)
The head flanks the berth, with the MSD to port and shower to starboard.
In the hulls there’s 6'3" headroom, but working my way across
the room required me to duck down a bit, as the raised platform for the
berth cuts down on the headroom. The area under the steps on the starboard
side leading to the saloon/galley area is dedicated to stowage, which
is already plentiful; an optional genset could be located here in a soundshield
box. Despite its proximity to the master, it is said to be relatively
quiet, but also loud enough to hear. The genset could also be mounted
forward in one of the lockers. Everywhere I turned there was latch to
some sort of closet—in companionways, the cabins, above decks. If
you can’t find room for your stuff on this boat, you have too much
stuff.
The
day was getting late, and it was time to see the 43 off to her show. I
got a chance to board her there the next day, and she was busy with potential
buyers, a cross section of old and young, sailboaters and powerboaters,
all looking for a new vessel to cruise. They were opening hatches, looking
in staterooms, asking questions, much like I’d been doing just a
day earlier. Judging by the dozens of people I watched invade the 43 that
day, I’d say Lagoon tacked at the right time.
Lagoon
America Phone: (410) 280-2368. Fax: (410) 280-9401. www.cata-lagoon.com.
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