The Nordhavn
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The Nordhavn line of trawler yachts
continues to be one of the few that
provides production bluewater
passagemakers to pleasure boat
owners. While we all recognize the
growing number of custom builders
creating outstanding expedition and
offshore trawler yachts, it is PAE’s Nordhavns
that one consistently finds at boat shows around
the country. No other production or semiproduction
builder can point to a line of
bluewater boats that offers a range of sizes to fit
most budgets and cruising agendas that involve
offshore travel.
From my vantage point, I see that most new
boats coming into our market are getting larger
and larger. So the Nordhavn 43 is especially
welcome, as PAE acknowledges interest in
smaller, yet still capable, cruising boats. Using
the experience and feedback gained from its
Nordhavn 40, PAE has incorporated into the
N43 ideas about what needs to be in a nextgeneration
boat. While the Nordhavn 40 remains an able passagemaker in its
own right, its design and layout do not allow the flexibility to change certain
features. The Nordhavn 43 does.
To recap some of PAE’s evolution, starting with the introduction of the
Nordhavn 47 a few years back, PAE has made many significant changes
aboard these boats, and the Nordhavn 43 benefits from the effort. These
changes reflect PAE’s ideas about what works best—such as an aviation-styled
fuel delivery system that uses a supply tank, gravity fed from the main tanks.
The electrical system and the plumbing system—complete with a graywater tank—also represent newer construction techniques.
Using fewer molds makes for tighter and improved
construction, and reduces manufacturing time and
costs as well. Decks are Baltek end-grain balsa and
plywood core, and all vertical surfaces (such as cabin
sides) are sandwiched Klegecell foam core.
While the Nordhavn 40 has a full-width saloon, the
new N43’s side-deck arrangement is asymmetrical,
with a skinny port deck with safety handrail and a
normal-width starboard side deck. Fiberglass fuel
tanks are now standard, with a total fuel capacity of
1,200 gallons. The two tanks are built with large
inspection ports to allow a technician to get inside if
that becomes necessary down the road.
Another effort I find outstanding is the complete
documentation prepared for each boat, with
schematics, material lists, and instructions that
provide an owner with all the information necessary
to sort out the issues and inherent problems one
encounters cruising the world. PAE has spent a great
deal of effort putting this owner manual and documentation together—which is unique to each
boat—and I applaud this complex endeavor.
The Nordhavn 43 is also designed with a much
larger pilothouse than its smaller sistership, allowing
for a full-size helm chair. The new boat has larger
maintenance strakes (those blisters near the keel)
that allow for better headroom in the engine space.
The designers felt that more headroom was worth
the downside of the marginal increase in water
resistance.
Other improvements include a faired bow-thruster
tube, larger windows than those on the Nordhavn 40,
and a redesigned foredeck with a raised anchor platform.
And the knuckle on the 40-footer is gone, as the
N43’s hull has a slightly greater flare in the bow area.
One might think that PAE would have chosen to
have the Nordhavn 43 replace the Nordhavn 40, but
interestingly, that didn’t happen—and for good
reason. The changes are so significant that the boats
are not really comparable, and the base price of the
larger N43 is just over $600,000, while the Nordhavn 40 remains closer to $450,000. The price difference
alone is enough to separate the two boats.
But what did happen—while not expected, but
certainly understandable—was that the splashing of
the Nordhavn 43 meant the end of the classic
Nordhavn 46, the boat that started it all for PAE.
The significant edge in every detail makes the new
N43 a better engineered and constructed boat than the original Nordhavn. After building 81 N46s,
South Coast Marine, the Taiwan builder of the
Nordhavn 46, 43, and 50, stopped production of the
46-footer. The Nordhavn 43 has replaced it in the
model lineup. Both were designed to be ideal boats
for cruising couples. But in 2006, comparing the 43
to the 46 is much like comparing a new Porsche
Boxster to a vintage Triumph TR6. Both are great cars for their eras, but the newer
Porsche is hugely better in every
respect—as is the Nordhavn 43.
STEP ABOARD
Boarding the boat will normally
be from either port or starboard
side cockpit doors. Although this
may be a very convenient form of
access from a floating dock, getting
aboard from a fixed dock may not
work out as well. When the fixed
dock is high, crew will have to step
over a stanchion onto the foredeck,
which is 7 feet above the water.
The starboard side deck is a bit
narrow at 14 inches of usable
walking space (due to the stainlesssteel
stanchions), but the
compromise maximizes interior
saloon space. The lack of a normal
side deck on the port side was
done for the same reason.
The curved transom of the aft cockpit incorporates
an 18-inch-wide transom door that leads onto a
recessed swim platform. The outboard ends of the
transom house storage for two 20-lb. LPG tanks on
the port side and an Edson bilge pump and storage in
the starboard locker.
The aft cockpit is mostly covered by the boat deck
and has 6 feet 6 inches of headroom. In addition to a
washdown shower, engine room vents, and Cantalupi
overhead dome lighting, the cockpit has a huge
lazarette hatch—measuring 34 inches by 40 inches—
that opens into a large lazarette space under the
cockpit. Two gas struts hold the large hatch open.
Climbing down into the 30-inch-deep lazarette, I
found the space begs for a removable set of steps
(not a ladder, please) to get into the lazarette. Lots
of storage here, along with steering gear, electrical
components, clearly labeled through-hulls, a
Seaward water heater, an inverter/charger, and
emergency master disconnect switches for the house
and davit circuits.
Lifting the fiberglass access hatches in the
lazarette sole reveals the pronounced propeller
pocket for the single four-blade, 32-inch prop.
Closing the lazarette hatch, I noticed something
new—something nice. Instead of cast hatch hardware
seen on most boats, with those sharp edges and rough backs, the builder replaced them with
smooth-surfaced, lighter, and higher quality
hardware. Nice touch.
Diesel fuel fills are located in the steps just off the
cockpit. Forward on the starboard side deck, on the
aft end of the Portuguese bridge, are two 30-amp
shorepower inlets and a television/telephone inlet
recessed in the bulwark edge of the pilothouse. This means shorepower service is convenient whether the
vessel is tied bow in or stern to, and also eliminates
the need for duplicate shorepower inlets at both
ends of the boat.
The tall stanchions on the starboard side deck are
33 inches high, and they feel secure, but I found the
side deck way too tight for my frame, especially as
the eyebrow of the boat deck structure intrudes into the space by several inches. Farther forward, the
bulwarks around the pilothouse are 36 inches high
and give that little-ship protection we’ve come to
expect from PAE.
The decks around the Portuguese bridge average
18 inches wide and allow comfortable transit around
the pilothouse and up to the foredeck, which
extends 10 feet forward of the bridge. The molded
nonskid here is typical of the
Nordhavn line, as are molded-in
deck hatches, dorade vents into the
living spaces, and hefty anchoring
gear, which includes a Maxwell
3500 vertical windlass. One boat I
was on sported a 110-lb. Bruce
anchor on the bow. An 18-inch,
round, watertight Freeman hatch
leads into the chain locker. Double
bow rollers are standard, and the
combined stanchions and bulwarks
offer over 37 inches of protection
around the foredeck. The Nordhavn
foredeck is all business.
Climbing five steps from the
Portuguese bridge on the port side
gets us to the boat deck and access
to the optional flybridge. The
flybridge is somewhat of a
minimalist control location,
complete but not overly so. That is
not surprising, as any Nordhavn fan
is a pilothouse lover as well.
Flybridges are fine in pleasant
weather, but for serious offshore
work, the pilothouse is king. And
the flybridge on this boat is not
intended to be the social center one
finds on boats that are more
oriented toward coastal cruising.
Double doors in the flybridge
helm console open into a huge,
empty storage space inside the
flybridge. It is an enormous space,
good enough for cushions, refugees,
folding bikes, and extra sleeping
accommodations in fine weather. I
bet PAE could host a great contest
to see what creative uses owners
come up with for this cavern.
The boat deck on the N43
measures 11 feet wide by 12 feet
long, and most of it is usable for kayaks, dinghies, bikes. One boat I was on had a
dinghy crane with the optional fiberglass dry stack,
instead of the standard Forespar mast and boom.
But as we preach so often, less is more, and this boat
screams to be left alone without the motorcycle, jet
ski, and jumbo RIB nestled side by side on the deck.
But let’s revisit that later.
INSIDE THE BOAT
Step through the cockpit door and you’re in a
saloon/galley arrangement quite familiar to
Nordhavn enthusiasts—an L-shaped settee with
adjustable table to starboard, the longer side of
which can be a sea berth. At 6 foot 2 inches, I found
I could stretch out OK, but the curved cushion at
the apex of the L-shape would cramp my neck for
sure. Removing the cushion was a quick remedy.
The saloon measures a mere 5 feet 4 inches in
length on the port side, so I would opt to replace
the standard built-in settee for a freestanding chair—a
more comfortable and livable solution for sure. I’ll
gladly trade some storage for comfort, and besides,
this boat has lots of storage space already. The
vintage days of uncomfortable bench seating with
storage underneath are over for the most part. And
today’s trawler folks don’t rely on cases of Dinty
Moore beef stew tucked under a settee any more
than Joshua Slocum carried an EPIRB in addition to
his tacks for safety at sea.
Large, half-inch-thick glass windows surround the
saloon. The side windows open and have integral
screens, so the ventilation in this boat may eliminate
the continuous use of air conditioning. And the Dutch cockpit door adds to the boat’s ventilation
equation, as it can be left open on rainy days when
the boat is anchored off some tropical island. I did
notice the top half of the opening windows—which
slide down to open—seems a bit heavy for less athletic
types, especially when reaching it requires stretching
across a cushion. But as this boat can go to sea,
normal sliding windows are not really up to the job.
The teak-paneled interior has lots of recessed
Cantalupi lights that work well, and multiple reading
lights are placed strategically for use by off-watch
crew. The sole in the pilothouse, saloon, and
staterooms is teak and spruce.
A top-loading Sub-Zero freezer is just forward of
the L-shaped settee and table, with the daily-use
freezer (or refrigerator, your choice) across the way
on the galley side of the cabin. The U-shaped galley
features granite countertops, deep double sinks, a
three-burner LPG stove and oven, an under-thecounter
fridge, and a microwave. A trash compactor
is also standard. The lockers and drawers around the
galley all have positive locking hardware. The
counter is 37 inches high off the sole.
Moving forward, up three steps and we’re in the
pilothouse, a much larger command center than
found on the Nordhavn 40—or the Nordhavn 46, for
that matter. It features a watch berth and settee and
table behind the helm. And there is now room to
mount a fixed helm chair, such as those lovely Stidd
or Crown chairs you see in the pages of PMM.
Headroom in the pilothouse exceeds 6 feet 6 inches.
In the pilothouse, as well as other areas of the
boat, it is great to see PAE finally leave off those tall, circulation-restricting, wrist-numbing fiddles that
once were commonplace on Nordhavns and most
other trawlers. A decided holdover from sailing
days, I’ve questioned their utility for years, as they
are painfully unnecessary on most furniture surfaces
on stabilized vessels. Subdued fiddles should be used
where they make sense, and nowhere else.
Forward and side visibility from the helm is
outstanding, another reason why a flybridge is not
essential on a boat of this nature. Why be outside
with all this good stuff going on in the pilothouse?
There is a chart table on the port side of the helm.
I opened the cabinet below this table, fully expecting
to find a set of chart drawers…. Instead, I found
the boat’s optional washer/dryer combo. Heck, on
those long night watches, why not do laundry? That
thought seemed silly at first, but big appliances such
as this Italian Splendide 2100 unit take up space,
and it takes creativity to get them aboard. Who
knows, maybe PAE will change traditional watch
schedules from hours to dryer cycles. Unfortunately,
the small table behind the helm doesn’t open into
a serviceable folding table, although I could easily
imagine that modification.
Oh, and I did find a large chart drawer under the
settee, with lots of space for other tools of navigation
and safety equipment.
The two Dutch pilothouse doors open for ventilation,
as do two forward windows. As elsewhere on
the boat, the Cantalupi overhead lighting provides
balanced, useful light. The helm console offers more
than enough real estate for a full marine electronics
suite, and more. Unfortunately, that is the trap, as many of us install way more electronics than are
“necessary” for safe passages. And that brings up a
point I kept thinking about as I toured this new
Nordhavn.
I continue to struggle with the concept of an
affordable passagemaker (yes, Project X is still alive)—
a boat that is able to cross oceans in safety, but that
doesn’t break the bank. These days, boats are
exceedingly expensive, and the trend toward larger
boats pushes the bottom line even further out of
most people’s range. A boat like the Nordhavn 43
brings it closer for many. But experience shows it is
difficult to refrain from buying everything on the
long option list, adding a seemingly unending
assortment of equipment and “stuff ” folks think they
need. Several hundred thousand dollars later, the
boat is still at the docks, with technicians scrambling
to find the space to put it all.
Is it possible to take a competent smaller boat, such
as this Nordhavn 43 (smaller is relative, of course, as a
55,000-lb. displacement trawler is no pocket cruiser),
and leave off all the stuff? Keep the anchoring gear
first rate, put money into communications, but not
into every technology that exists. Can we live with a
boat that does not have multiple chilled-water air
conditioners, redundant freezers, and over-the-top electronics? Equipment can’t
break if it is not on the boat, and
maybe a simpler approach would
make the dream possible for
more people.
I’m not suggesting that one
should equip a new boat with
kerosene lanterns, but for
successful cruising and voyaging,
does one really require most of
the equipment that finds its way
aboard these boats?
It is an uneasy question, as I
am very familiar with boats that
get top-heavy from the weight
of the gear and equipment
owners feel they must have to
live out the dream. As a result
the boat gets mentally smaller—
and way more complicated—and
the joy of simplicity turns out to
be anything but. This is
obviously not Nordhavn specific,
although PAE’s Dan Streech and
Jim Leishman have had this
discussion with me from time to
time. But it is a common thread
that happens over and over on
all brands of trawlers.
So as I spent time aboard the
Nordhavn 43, I asked myself if it
had to be so. The standard, basic
boat already has the potential to
do more than most care to
pursue, and it’s already well equipped. So why do I
need to load it down with a plasma television, a hot
tub, and granite flooring? That seems to be one key
to an affordable and maintainable passagemaker:
Keep your eyes away from the options list. Just leave
the boat alone.
The reality is that, for a new vessel, one needs a
boat at least this long to go to sea, and the boat will
need a strong diesel engine, large fuel capacity for
range, with a quality fuel-management system, some
form of stabilization for comfort, two comfortable
cabins, great anchoring gear, a galley that works at
sea, and a competently equipped helm. Add all this
up and the Nordhavn 43 seems to meet these
requirements. Go through the standard production
boat and there just isn’t much fluff. I’m told by the
folks at Nordhavn Southeast that replacing the teak
and spruce sole with sea grass carpets really won’t make much of a difference in the cost of the boat,
nor would replacing a pressure water system with
hand pumps. In the scheme of things, those details
are negligible.
ACCOMMODATIONS
A relaxed set of steps leads down from the
pilothouse to the forward accommodations. The 43-
footer has two staterooms, with the guest stateroom
in the bow and the master stateroom amidships. The
guest cabin has a double bunk outboard on the port
side, with desk and hanging locker opposite. Lockers,
drawers, and shelves are spread throughout the
cabin’s usable nooks and crannies, taking advantage
of the available space. Sole hatches provide access to
the thruster battery and water tanks.
The en-suite head is forward of the guest cabin,
with the shower in the bow area, just behind the chain locker/collision bulkhead. Unlike in larger
boats, there is no space for an overhead hatch in the
shower. It would be a welcome accessory when
anchored in paradise, but leaving it off is one of the
compromises of a smaller boat with this potential.
The master stateroom is in the belly of the boat,
just under the pilothouse, and features a queen-size
island berth athwartships, with hanging lockers and
drawers on both sides, and drawers under the berth.
There are several opening ports and decent storage
space for clothes and personal gear.
The master head is across from the island berth, on
the starboard side, with a sliding pocket door that
truly opens up the head to the rest of the stateroom.
A full standing-headroom shower integrates well with
the rest of the head area. The shower’s hinged seat
lifts to reveal the starboard fin stabilizer actuator.
I’m not sure how to solve my next observation. I
know space is at a premium, but where can a woman sit down to do her daily routine—hair,
makeup, the works? The marine toilet faces the
wrong way and is too far forward to provide seating
by the vanity. And even if the toilet seat would work
for that purpose, the vanity’s mirrored doors would
not be low enough anyway (the bottom edge is 52
inches to the sole). Perhaps the forward side of the
island berth could be tweaked to accommodate a
woman’s vanity table, or whatever it’s called, using
the berth as a seat. There is already a mirror and
110VAC outlet, so a small desk with drawers might
be possible. It is something to figure out, for sure, as
all the women I know would expect such creature
comforts in a boat of this genre.
I spoke with Pete Eunson, PAE’s project manager
for the Nordhavn 43, and he told me that although
no one has yet requested this feature, it could be
done with a bit of design work from Jeff Leishman,
head designer of the Nordhavns.
I was surprised to find the locker interiors behind
the mirrored doors are unfinished fiberglass strands
and mat. Someone must have skipped this step
during construction, as I didn’t see this anywhere
else on the boat. Finishing off these lockers would
seem imperative from the feminine perspective.
Another observation is that the port stabilizer
actuator is maybe 28 inches from the pillow of
someone sleeping in the master berth, and it is not
as insulated as it could be, although adding sounddeadening
material would be an easy fix. I would
also suggest storing sweaters in the drawers next to
the berth, as they would absorb some of the sounds
of the stabilizer working its magic. However, the
boat’s overall size puts it squarely in the game for a
paravane flopperstopper system, able to be handled
by a couple. On a small boat, this may be a simple,
reliable solution for a boat going to sea, trading the
push-button convenience of an active fin stabilizer
system for a mechanical system outside the boat.
I also noticed a conspicuous lack of handholds in
both staterooms, although Pete Eunson explained
they are intentionally left off the standard boat, but
they are optional. It seems PAE’s experience is that
every owner has different ideas on the number and placement of handholds—each couple has different
heights and needs. In any case, that would be first on
my short list of options, as tracking past the foot of
the berth to the engine room access door (on the aft
bulkhead of the master stateroom) would be dicey in
rough seas when the stabilizers aren’t working.
It is important to note that all of these points are
not particularly relevant for the majority of cruising
boats out there, which are comfortably berthed by
the cocktail hour. But this boat is capable of so much
more, so they are worth pointing out. It is a caveat of
voyaging in small boats. The balance of boat design,
equipment, and ergonomics is a real challenge when
the boat is small. And, recalling a conversation I had
with designer Ed Monk, anything smaller than 80 feet
can be considered a small boat—at sea.
ENGINE ROOM
The full-size dogged door on the master
stateroom’s aft bulkhead provides easy access into
the engine room. But the illusion of “easy” access is
soon dashed as one tries to step into the space. For
no apparent reason that I could fathom, one must
step down a full 16 inches to the step just inside the
door, and this vertical movement is indeed awkward with creaky knees. Were it not for a sturdy stainlesssteel
handhold that allowed me to gently lower
myself down to the step, I would have had to sit
down to get inside. I just don’t get this at all, as the
step is also a lift-up cover for the gravity-fed fuel
delivery system and could easily be made 8 inches
higher to make access more ergonomically
acceptable. Headroom in the main body of the
engine room is 62 inches.
While the single Lugger L668D diesel, coupled to
a ZF W 220 transmission, commands center stage, it
was the fuel manifolding and filters that caught my
eye as a close second. Big letters on a colored background make it easy to see what is going on.
The Lugger is keel cooled using a Fernstrum
Gridcooler, with a stainless-steel dry exhaust, both
of which contribute to trouble-free cooling and
exhaust systems. The boat comes standard with
both 140-amp and 90-amp alternators.
Tier II emission standards went into effect in
January 2006, and this engine will no longer be
available from Northern Lights because it does not
meet these new emissions requirements. When the yard’s stock of L668 engines is exhausted,
the builder will replace the 105hp L668D
with a Lugger LP 1066T, rated at 165
continuous horsepower.
A couple of years ago, I was thrilled to
see the engine and genset master battery
switches on the Nordhavn 47 moved out
of the engine room and into the lazarette.
Unfortunately, on the Nordhavn 43 they are back in
the engine room, a bad place for them in case of an
engine room fire. These switches need to be moved
out of the engine room, so that the electrical system
can be de-energized from the safety of somewhere
other than the location of the fire and its lethal
toxic fumes.
Although this arrangement is not in violation of
current ABYC standards, I’ve mentioned it many
times before. There are such compelling reasons to move them out of the engine room, I can’t imagine
that it won’t become an ABYC mandate in the
future. You wouldn’t mount a handheld fire
extinguisher behind a stove, would you?
The interesting fuel delivery system brings fuel
from the low point of each tank, and gravity feeds
the fuel into a central aluminum 40-gallon fuel
reservoir, which then supplies fuel to the engine,
genset, and wing engine. All return lines from the
main engine, genset, and wing engine come back to
this reservoir. A water sensor in the common tank
warns of water in the fuel, and a petcock at the
bottom of the 40-gallon tank drains off water and
any accumulated debris. And connecting all of the
fuel system components are an excellent threequarter-
inch Aeroquip fuel hose and swaged brass
fittings. This blue hose is the best and safest way to
transfer fuel (it is fire rated), and is hands down
better than copper tubing for a bunch of reasons.
The impressive fuel transfer manifold and Racor
filters, mated to a Walboro fuel pump and timer,
allow both fuel transfer and fuel polishing. This
would normally be done when the boat is at rest, so
the fact that the timer is at the far end of the space
isn’t that big a deal, although I would prefer it to be
on the end closer to the dogged door for better
access. As it is, the engine room space is tight, and
there is little to hold onto when moving around the engine room. Spending time in the engine room to
shoot photos, I kept catching my shirt on a valve,
hitting my head on a light or blower, or making
contact with a wire terminal on the back of an
alternator. And this was at the dock.
Which brings up a point that may spark a debate.
Several years ago, PAE decided to clean up the
Nordhavn engine room space by putting all the bits
and pieces of an engine room and its machinery
behind bulkheads and soundproofing shields. While
this approach is similar to a modern car mentality—
with a clean and sanitized engine space—it clearly
robs valuable interior space. That may not be a big
deal on a larger boat,
but it is very
noticeable on the
Nordhavn 43. Without
the fiberglass/wood
structure covering
hoses and wiring
surrounding the
perimeter of the
engine room, the
open space would be
increased, and perhaps
allow more space for the
optional safety grab bars
around the engine that
would help one stay clear
of a running diesel.
I mentioned this to Pete
Eunson, who said this clean look
is a major reason why the boat is selling so well,
although he did agree the structure in question
simply hides hoses and valves at the bottom of the
fuel tanks.
Regardless, it is a bit tight for my tastes, so
accepting that it is a smaller boat, I would do
everything I could to increase the available space.
And as far as the clean look, from a gearhead perspective, this is like taking an exquisite piece of
machinery, like an Italian Ducati motorcycle or
Harley Davidson, and covering it up with a fairing. I
like my machinery and all its parts out in the open
to see, touch, smell…and maintain. An exposed
engine room can be downright beautiful.
If that translates into a slightly louder boat, I would
accept that tradeoff, as the boat is darned quiet under
way. In fact, I measured 67dBA in the pilothouse at
1800 rpm and 7.2 knots. I walked around the boat
and measured 68dBA in the saloon, 67dBA in the
master stateroom, and 62dBA in the guest stateroom.
Speaking of under way, this passagemaker is
amazingly agile, and an experienced skipper can really make it dance. Nordhavn Southeast’s Dennis
Lawrence moved the boat around with remarkable
grace, and I was impressed by how easy this boat is
to handle. And with a range over 3,300nm, this boat
has the potential to accomplish adventures beyond
the scope of most trawlers. The Great Circle Route?
No problem. Summers in Alaska or across to
Newfoundland? Not an issue. World cruising or
gunkholing the Med? Very well, and a comfortable
liveaboard through it all.
PAE keeps most of its focus on building bluewater
boats, but in recent years, it has also recognized that
many of its fleet are used for general cruising as
well—owners living the dream without necessarily
crossing oceans. Owning a boat capable of going to
Tahiti does have a certain fascination, whether you
go there or not.
The new Nordhavn 43 is just such a boat. And its
size makes it a joy to handle in all respects. Small
makes it big in my book. In fact, I believe the boat is
well positioned to become a popular cruising boat for
a diverse set of cruising plans. By keeping a tight rein
on the gear that goes aboard, it may, in fact, get us
closer to the reality of an affordable passagemaker.
At least, that would be my goal.
Reprinted with permission. Copyright 2006 © Dominion Enterprises (888.487.2953) www.passagemaker.com
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