Source: Patrick Sciacca, Power & Motoryacht Magazine
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| Bertram Yachts - 410 Bertram Convertible |
When I was a kid, I always heard the name
Bertram Yacht
mentioned among boaters. The conversation usually involved someone
wanting to buy the now-legendary 31-footer or someone else who had just
purchased one. That vessel was—and to many diehards still is—the
ultimate in solid-fiberglass, deep-V fishing boats. Aside from the dock
talk, I remember the picture of Moppie, the first 31 that was used to
build the plug for 1,800 or so sisterships to follow, running headlong
into the slop to win the 1960 Miami-Nassau race. It’s an image etched
into the minds of many boating enthusiasts and one that helped make
Bertram an instant icon. That nearly 50-year-old story has been passed
down from one generation to another, and today Bertram espouses the same
core values that defined the 31: ride, performance, and solid build.
And it was just down the road from the Miami facility that produced
this famous boat that the wide-eyed curiosity of my 1970′s childhood met
the Bertram of 2007, the 410 Convertible, which is the latest in a
fleet of open and convertible sportfishermen that ranges in size from 36
to 67 feet (a 70-footer is on the way).
That unmistakable logo, complete with the wingspread eagle, shone
against the bright-white Maxguard gelcoat under South Florida’s summer
sun as her Euro-influenced curves (Bertram was purchased by Ferretti
Group in 1998) blended with the familiar profile to create an appealing
package. Navy blue and gold accent stripes adorned the vessel’s foredeck
and cabin sides, defining her cambered, water-repelling foredeck and
emphasizing her 14’6″ beam. Yet the 410 is 1’3″ narrower than the Cabo
40 and the Albemarle 410XF and 1’9″ narrower than the Rampage 41.
The 410′s narrower beam hints at a sharp entry and deep forefoot that
are designed to slice head seas with ease. (The flat-calm conditions on
my test day unfortunately offered me no chance to substantiate this
theory.) Her entry broadens to a mid-20-degree deadrise amidships and
tapers to 17 degrees at the transom, unlike that 31, which had about 24
degrees of deadrise at the stern. This is consistent with a policy
dating from the mid-1970′s, around the time of the 46.6, when Bertram
changed from its trademark deep-V, raceboat-inspired bottom to the
modified version seen on the 410. Having such a hull bottom meant that
the 410 was quick to plane—about six seconds from a standing start—and
stable underway at all speeds.
Indeed, when I sat in the optional Release Marine helm chair facing
the centerline helm pod and throttled the Cummins’ single-lever
electronic controls to the pins, the optional twin 600-hp Cummins
QSC8.3-600s (twin 540-hp Cummins are standard) spooled up quickly. This
boat is no speed demon, hitting a respectable 35.1 mph at the engines’
rated 3000 rpm, but Bertram says many prospective buyers are coming down
in size, looking for a 40-footer with mid-20-knot cruise speed. When I
dialed back the motors to a fast cruise of 2750 rpm, the 410 easily made
32 mph with an almost miserly fuel burn: just 52 gph, which works out
to a 301-statute-mile range.
The 410 also tracked straight and true, thanks to the successful
marriage of hull form and a slight keel. Yet draft is just 4’0″, so
shallow-water cruising and/or fishing can be done with ease. She also
spins on a dime and backs down with a vengeance thanks to 2.39:1 ZF
gears and 25×36.5 five-blade Michigan props set into pockets that
provide just the right amount of tip clearance. I ran several
fast-moving, backing-down scenarios, and the 410 performed nearly
flawlessly each time while offering me an unobstructed view of the
104-square-foot cockpit. On a few of the runs, I noted that the
port-side scupper drained more slowly than the starboard one. It
appeared something might have been partially blocking it. I also noticed
that that the hardtop began to shake at fast cruise after extended
periods. I was assured that on future models it would be lower and that
it would receive extra cross members for support.
A few other issues arose during my time onboard the 410. The first
was in the guest/dayhead, which is accessible from the starboard-side
guest stateroom and companionway. If I closed the shower stall door, the
companionway door was in the stall. If water gets on a wood-veneer door
like this, its life will be short. The space is tight for both a shower
and a Tecma MSD, so I’d forego the second shower, or place the shower
door on a circular track that closes inward instead of outward to the
companionway, or eliminate the second head altogether and use the space
for stowage or even a washer/dryer.
I found a more easily remedied issue in the finely appointed,
forepeak master, which has a queen berth and cedar-lined hanging
lockers. The air-conditioning control panel was mounted within the
second step up to the berth, so to change the temperature, you have to
bend down or get on your knees. Moving it to eye level on a bulkhead or
even in one of the hanging lockers flanking the foot of the berth is a
no-brainer. I also noticed that some of the attractive Olivari door
handles hit each other when opening and closing doors. I was told
doorstops would be installed.
That said, the saloon, dinette, and galley-down are done exquisitely
in a satin-finish cherrywood. And when you combine 6’5″ headroom in the
saloon, large side windows, and a cockpit-facing window that’s large
enough to move those big diesels through, the natural light abounds in
here. The area is voluminous enough for everyone to have their own space
and close enough so you and your guests can communicate without raising
your voice.
After I finished up the test, I took a tour of Bertram’s plant and
noticed a common thread. Every boat that was working her way down the
line to make-ready and delivery was being tweaked and retweaked to make
sure she was spot-on for her owners. Like any Hull No. 1, the 410 needed
some fine tuning, too, but from what I saw at the factory and gathered
from speaking to Bertram’s staff, the details will be worked out. And if
this commitment to excellence and evolution continues, I’m sure someday
my son will hear boaters discussing the next Bertram classic coming
down the pike. Perhaps it might even be the 410 Convertible? Time will
tell.
Bertram has always built its hull bottoms using only single-skin,
hand-laid fiberglass. In addition, areas such as the chines and keel are
reinforced with layers of unidirectional S-glass. Today encapsulated
foam-cored stringers add backbone without adding weight, while the deck,
bridge, and hull sides above the waterline are foam-cored and
vacuum-bagged to optimize the glass-to-resin ratio and thus enhance
rigidity. All external hardware (i.e. cleats, rails, etc.) mounts
through laminated-in aluminum backing plates.
