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If you were to compare Hull No. 1 of the Pacific Mariner 85, which we tested in our February 2005 issue ("Dream Machine"), and Hull No. 12, which I tested earlier this year, you'd have to look pretty closely to find any differences. And, truth be told, there really have been no

By Capt. Richard Thiel

July 1, 2008

If you were to compare Hull No. 1 of the Pacific Mariner 85, which we tested in our February 2005 issue (“Dream Machine“), and Hull No. 12, which I tested earlier this year, you’d have to look pretty closely to find any differences. And, truth be told, there really have been no significant changes in the yacht’s exterior. But that doesn’t mean the two boats are identical.

Neil Rabinowitz

The 85’s Greg Marshall-designed hull is unchanged, which should come as no surprise, since it’s proven to be both seakindly and efficient.

Perhaps the biggest difference is the engines. The original boat we tested was powered by two 1,500-hp MTU 12V 2000s. The new boat has the same horsepower but produces it from V-10 common-rail MTUs, which are about a third smaller, weigh 20 percent less, and lay claim to the best weight-to-power ratio in the industry: 3.3 lbs/hp. MTU also claims the new engine burns much cleaner, which rings true, since it meets EPA Tier II and IMO emission standards as well as SOLAS safety standards.

Coupled with its smaller envelope, the engine’s single exhaust outlet (the old engine had two) vastly improves accessibility. According to MTU, this engine also radiates less heat into the engine room than any other marine diesel, which should mean a more comfortable engine room and less heat escaping into the 85’s interior.

In comparing the PMY test results of the new boat to the old, the top speeds were virtually identical: 31.7 versus 31.4 mph, respectively. Below that, the new boat averaged about 3 mph slower per rpm level than the old. Fuel efficiency was essentially identical.

Pacific Mariner has also invested in a number of other running changes to this Greg Marshall-designed, four-stateroom, four-head motoryacht over the last 36 months or so. Of course, the single-exhaust MTU has required a new DiAngelo exhaust system, and in keeping with the cleaner-burning mains, a new, low-emission, 30-kW Northern Lights genset replaces the old 33-kW model as the primary electrical producer. A 25-kW Northern Lights model remains the secondary source. The original gel-cell batteries have been replaced by state-of-the-art, AGM-type house and starting batteries, and two CCTV aft-deck cameras are now standard. So is the hardtop—it used to be optional.

KVH’s F33 satphone system has replaced SeaTel’s WaveCall 3000, and a Marquipt boarding ladder system, distributed audio system with XM Satellite receiver and saloon touchpad, printer/fax, aft teak decking, WiFi, and four underwater lights are now all standard. Finally, a Zodiac liferaft replaces the former Switlik.

One thing that has not been replaced is the Pacific Mariner philosophy: provide a fully found motoryacht that is so well equipped, few if any options are necessary, all at an enticing price. In this case, $5.395 million.

For more information on Pacific Mariner, including contact information, click here.