Sterling Atlantic
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In the nearly 20 years I’ve worked in the marine
industry as a technician, a boatbuilder, and then
a journalist, I’ve seen only a handful of boats
come from our South American neighbor Brazil.
But in just the past few months, I’ve had the
privilege of reviewing two recent arrivals from
this vast nation of diverse cultures, landscapes,
and history.
The first was a large, ocean-going aluminum
expedition trawler—the Buccaneer 65—profiled in the
September ’05 issue of PMM. Although the second
is also from Brazil—the Sterling Atlantic 43—it
couldn’t be more different from its larger, metallic
cousin. With its cored fiberglass panels, mahogany
trim, and 1920s styling, the Sterling Atlantic’s
appearance is from a bygone era, but its
construction and systems are decidedly modern.
HISTORICAL PERSPECTIVE
The Sterling Atlantic is built at a yard in the
Brazilian town of Itajaí, which lies at the mouth of
the Itajaí River less than a mile from the Atlantic
Ocean, in the southern state of Santa Catarina.
This diverse region of 5 million people—whose
ancestors include Azorean fisherman, Italian farmers,
and German industrialists—is roughly the size of the
state of Georgia and occupies 300 miles of the
Brazilian coastline. This geographic peculiarity has
fostered a strong connection between the Santa
Catarinians and the sea—they understand boats and
boatbuilding. The region is home to strong
shipbuilding and repair industries that support
Brazil’s offshore oil and gas concerns. The region’s
boatyards turn out tugboats, fishing vessels, and oil
platform supply ships.
The story behind Sterling Yachts begins in 1989
when its founder, Oliver Ilg, then a high-school
student, helped his father build a 53-foot steel cutter
for the elder Ilg’s retirement. (When Oliver was
4 years old, his father had moved the family from
Germany to Brazil to accept a job with Bosch—
the fuel injection manufacturer—to expand the
company’s Brazilian operations.)
After earning a degree in physics, Oliver went on
to work for both Volkswagen and Mercedes Benz
in Brazil. But at heart, he remained a boatbuilder.
In an attempt to satisfy this passion, he invested
in a small fiberglass-boatbuilding firm operated by
a friend. (This association continues to this day.)
As time passed, however, he realized simply being
an investor wouldn’t do; he wanted more hands-on
involvement in the boatbuilding business.
In 2002, Oliver and two investors started Sterling
Yachts. Their goal was to build high quality cruising
powerboats using the Itajaí labor force, focusing
primarily on the burgeoning U.S. trawler market.
While gearing up to build the first Sterlings, Oliver
took on two partners who, between them, have
accumulated nearly 50 years of boatbuilding
experience in Brazil, as well as in the United States
and the UK. These partners handle primarily technical
matters, fiberglass, carpentry, and systems, while
Oliver is responsible for logistics, material acquisition
(a challenge, no doubt, in a country where most
“yacht” grade marine equipment and hardware must
be imported), finance, marketing, and sales.
AT FIRST GLANCE
It’s not often that I have the opportunity to review
a new boat in local waters. To drive from my home
to the boat in less than two hours—as opposed to
dealing with airports, rental cars, and the associated
security—was a pleasure indeed. On this occasion, I
was graciously hosted by John Riley, the proprietor
of Reliance Marine, a Sterling dealer in Chesapeake,
Virginia. We arranged to meet and perform sea trials
from the Hampton City Piers, which lie in the shadow of such historic and important institutions
as the Cousteau Society, the Virginia Air and Space
Center, and the U.S. Army’s Fortress Monroe.
I’d seen and been aboard the Sterling Atlantic 43
(SA43) earlier in the year at the Miami Boat show,
but this was the first time I’d been able to view her
profile unencumbered by adjacent boats. Designed
by Greg Siewert of Siewert Design, LLC, the hull
made a strong first impression. (I reviewed hull
number 3; Siewert has already taken delivery of a
SA43—hull number 4—for his own personal use.)
She has what can only be described as classic
traditional lines, strongly reminiscent of the
commuter design that was so popular in the early
part of the 20th century. With a raised pilothouse, a
nearly flat shear that incorporates an amidship
break, a plumb stem, and traditional squared off bow
rails, she oozes old-world charm and grace.
DIMENSIONS AND DECK LAYOUT
Her dimensions spell comfortable coastal cruising
for two, with a minimum of boat-handling hassle.
An overall length of 42 feet 9 inches, a waterline
length of 41 feet 9 inches, and a 12-foot-8-inch beam
confirm her nearly plumb stem and comparatively
narrow hull form,
reflecting her commuter
lineage. Her draft (she
has a cutaway keel that
protrudes below the
running gear) is a
manageable 3 feet 2
inches. Close attention
has been paid to the
SA43’s weight; her
displacement is 21,000
lb. Nearly all fiberglass
structures—including the
cabin, the deck, and the
hull down to the engine
stringers—are built using
foam-core construction.
Wood, which is prone to
rotting when it becomes
wet, is not used in any
capacity as a core
material.
Although many
commuters were fast—
they were originally used
by wealthy businessmen
to commute between their homes on Long Island and the financial and
business districts of New York City—they usually
achieved their speed with multiple, large gasoline
engines, simply throwing horsepower at the speed
equation. This is where the SA43 departs from
tradition. Her modern, semi-displacement hull form
allows her to reach a respectable top speed of 16
knots using a single diesel, with a cruise speed of 13
knots. (The test boat was equipped with an optional
330hp Cummins B series power plant; a 220hp
engine is standard.)
The SA43’s hull construction is a study in modern
boatbuilding, using Corecell foam (vacuum-bagged
to the hull) and all-vinylester (VE) resin and biaxial
glass reinforcement. Vacuum bagging ensures a
strong, light, void-free connection between the core
and the fiberglass skin. The use of all-vinylester resin
is significant. VE resin is considerably stronger—and
more expensive—than the more common polyester
resin and is virtually blister proof. Clearly, Sterling
has confidence in its boatbuilding techniques; the
builder offers a five-year structural warranty that
includes blisters.
The SA43’s deck and house use the same
assembly method as the hull: composite core
construction that uses Core-Cell foam, biaxial glass
reinforcement, and VE resin. This makes for an
exceptionally strong and stiff yet light fiberglass
panel with good audio and thermal insulating
properties. Foam core will not absorb water
(although water may enter channels or voids
between core sections), nor will it rot if water finds its way into the layup. As I inspected the SA43’s
construction, I did come across a few areas where
deck hardware had been installed leaving exposed
foam core. This potential problem can be avoided
by reefing out and backfilling the cored areas with
epoxy, which prevents the possibility of water entry
or localized crushing. I’m confident Sterling will
attend to this in future hulls.
It was refreshing to find real dorades being used
on the SA43 foredeck. Adequate ventilation is important on a cruising vessel, and many builders
overlook this fact, relying instead on air
conditioning. The beauty of a dorade is that affords
air circulation even while the vessel’s ports and
hatches are locked up tight in inclement weather,
and when the vessel is left unattended. Natural
ventilation is also provided by three overhead
hatches and six opening ports. Kudos to Sterling and
Greg Siewert for taking ventilation so seriously.
The SA43’s decks are finished in traditional teak
planks, fastened in place using only modern
adhesives rather than undesirable deck-penetrating
fasteners. Raw teak affords excellent footing (wet or
dry), but it does require periodic maintenance.
Sterling will forgo teak decks on request, finishing
the area with durable two-part paint instead.
The Sterling Atlantic I tested was equipped with
the optional (at an additional cost of $28,000)
varnished Brazilian mahogany-paneled cabin sides.
This exterior treatment is aesthetically attractive.
Although it is maintenance intensive, it adds to the
Sterling Atlantic’s classic aura.
As I walked around the deck of the SA43, my
boatbuilder’s eye pored over the details that
typically go unnoticed, such as the complex stainless-steel bow rail, which shows every sign of
having been carefully welded and meticulously
polished. The foot of each rail stanchion matches
the camber of the mahogany caprail precisely.
Metalwork of this caliber is often difficult to achieve,
but the craftsmen of Santa Catarina clearly are well
versed in the art of stainless-steel fabrication. All of
the SA43’s on-deck hardware—from rails to cleats—is
316L stainless steel.
Other details are sure to catch a boatbuilder’s
attention. The cockpit hatches are properly guttered
and drain overboard; the teak side decks are wide
enough for a vessel of this size, making it possible to
traverse them comfortably. Proper handholds
abound both on deck and below, suggesting that
this vessel was designed and built by folks who go
to sea on small boats. Worthy of note are the
stainless-steel grabrails on the cabin and pilothouse
tops, and the deck liferail, which together allow
movement about the side decks and foredeck
without ever having to let go of the boat—a
prerequisite for any cruising vessel.
I did notice a few minor faux pas in the SA43’s
construction details. For instance, expanding foam
was used to seal the wire and plumbing conduit in the chain locker, and the hose clamps used in many
locations are simply too long, making for nasty cut
and scrape hazards. I’m certain, however, these
deficiencies can be resolved and eliminated in future
hulls. Every new builder has teething difficulties that
are overcome with time, provided he or she is
dedicated to improving the product.
INTERIOR AND CABIN
The main saloon of the SA43 bears a strong
resemblance to an English drawing room, with its
raised-panel mahogany cabinets, bead board
overhead, built-in writing desk and bookshelves.
A coffee table and varnished ipé soles complete
the picture—tasteful and elegant, yet cozy. (Ipé, a
species of wood also known as ironwood, is prized
for its durability and resistance to decay.)
A hanging locker on the starboard side deftly
conceals a pocket door, which provides enough
privacy to allow the saloon to double as a temporary
guest cabin, thanks to a sleeper sofa. There’s no
shortage of windows in the saloon or the pilothouse,
and the windows’ arched tops further enhance the
ragtime era look. While these windows admit plenty of light, they do not open to enhance ventilation.
Fixed windows do, however, have the advantage of
rarely leaking.
The pilothouse is comfortably laid out for
extended cruising, with a leather Recaro helm seat, a
matching leather button-tufted L-shaped settee, and
a dinette table, along with a navigation station and
bookshelves. The tabletop neatly conceals a storage
area beneath for silverware and placemats. The view
from both the helm and the settee is commanding
and panoramic through—once again—large, arched
windows, as well as through the triple-panel
windshield. Sliding doors port and starboard allow
for quick and easy access from the
pilothouse to the side decks.
Just forward of the pilothouse on
the portside is a full galley, equipped
with a three-burner range, a
microwave, and a domestic
refrigerator/freezer. Storage for dishes,
dry goods, and other galley gear is
adequate and easily accessed. The
SA43 I tested was equipped with the
standard electric range and an
optional 7.6kW generator. An LP gas
stove is available on request and may
be worth considering for those vessels
not equipped with a genset, while the
standard 3kW inverter will handle
small electrical loads such as the
microwave oven or coffeemaker. The
countertops are nicely finished in
Brazilian granite. The headroom in
the galley is an impressive 10 feet, and
an opening port provides additional
ventilation. Opposite the galley is a spacious head and full-size dedicated shower,
equipped with a glass bifold door. The vanity, like
the galley, is finished in Brazilian granite.
Finally, the V-berth master stateroom is finished
in a pleasing combination of dark mahogany and
white-textured fiberglass panels. (This is an
interesting Sterling innovation—it looks something
like a woven burlap or rush pattern.) The queensize
island berth will come as a welcome sight to
many would-be cruisers. Spacious his and her
cedar-lined hanging lockers are located port and
starboard along with companion shelving. An
optional flat-panel television is installed in this cabin as well as in the saloon, both of which are
interlinked to a central CD/DVD player. (This
SA43 was equipped with the optional entertainment
system, which includes the televisions and Bose
speakers.)
THE HOLY PLACE
Looking around the engine room of any cruising
vessel reveals much about a builder’s attention to
detail and dedication to producing a quality product.
The SA43’s engine compartment can’t be described
as spacious, but few 43-footers can make this claim.
Access to important components and maintenanceintensive
gear is good; I was able to drop down into
this compartment through the hatch located in the
pilothouse sole and reach most of the items that might need the skipper’s attention without too much
difficulty. Notably, she is equipped with a properly
sized and properly wired fire suppression system.
(When triggered, it shuts down the engine, genset,
and blowers.) Also worthy of note is the thrust
bearing–equipped Aquamet 22 propeller shaft, and
Hoffman bronze rudder and nibral propeller—all topflight
gear, to be sure. The fuel tanks are 316L
stainless steel (which, if it meets the specifications,
is now an ABYC-approved fuel tank material);
domestic water and sanitation tanks are vinylester
fiberglass. My preference would be for a bit of a
flip-flop where the tanks are concerned. Stainless
is the preferred material for water tanks, while
fiberglass is especially well suited to fuel storage and
holding tanks. Sterling has demonstrated its ability to build high-quality tanks in the right materials;
perhaps they’ll reconsider what liquids are stored
in which tanks.
The SA43 is equipped with ample bilge pump
capacity: four individual pumps, each with a
capacity of 1,100 gallons per hour. Fuel filtration is achieved using a single Racor marine series turbine
filter, and fuel distribution is accomplished using
well-marked, custom-made stainless-steel manifold
assembly. This manifold, adjacent to a matching
water-distribution manifold, allows the operator to
select which tanks will supply fuel to the engine and genset, and to which tank it will be returned. (Each
water line or appliance has its own valve, making
isolation in the event of a failure easy—a nice touch.)
Several of the fuel lines appear to be made of a rigid
plastic tubing that lacks the nomenclature necessary
for ABYC compliance (manufacturer’s name, date of
manufacture, USCG rating). While this tubing may
be rated for conveying diesel fuel under some conditions, I would hope that Sterling would
reconsider its use on future vessels, especially since
the builder adheres to ABYC guidelines elsewhere
aboard.
It’s clear that Sterling has made an effort to keep
the engine’s noise in the engine room. Thick
composite insulation surrounds this compartment,
and the hatches are well gasketed. During the sea
trials, it became clear that
these efforts have paid off.
The sound and performance
figures were as follows: 65dBA
at idle (750 rpm and 3 knots);
70dBA at cruise (2400 rpm
and 11 knots); and 73dBA at
full speed (2800 rpm and 16
knots). (All of the sound
readings were taken in the
pilothouse.) In nonscientific
terms, Sterling’s insulation
efforts have paid off;
conversing while under way
was never a chore.
During her sea trials at
Hampton Roads, the SA43
was stable and predictable.
Like most single-screw
vessels, she showed a
pronounced yet useful stern walk. Using this and her
bow thruster to my advantage, I was able to easily
back her into her slip on the first attempt.
The accommodations aboard the SA43 are warm,
intimate, and inviting. It would be easy to picture a
couple using her initially for weekends until they
became familiar with her handling characteristics
and details. Eventually, passages of one or two
weeks could be made, which would soon progress
into a month or more of cruising at a time. She’d be
ideal for trekking anywhere from the rocky coast of
Maine and Nova Scotia to the Chesapeake Bay, and,
of course, the Great Circle. She’s comfortable, well
laid out, and easily handled by two people. The
craftsmen and women of Sterling Yachts—the
descendents of Azorean fishermen, Italian farmers,
and German industrialists—can be proud of the
Sterling Atlantic 43. She possesses the right balance
of classic appeal with contemporary construction
and performance.
Steve D’Antonio is PMM’s Technical Editor and the
VP of operations for Zimmerman Marine, a custom boatbuilder
and full-service repair yard in Mathews, Virginia.
Reprinted with permission. Copyright 2006 © Dominion Enterprises (888.487.2953) www.passagemaker.com
You are reading the text-only copy of this article. To access the article as it appeared in PassageMaker Magazine, please log in to purchase and download the PDF version of this article.