AGM engine starting battery, and the Group 24 genset
starting battery, all served by a 2,000-watt inverter/
charger. A Reverso oil changing system, dual Racor
filters for the main engine, and a single Racor for the
genset are all easy to access.
The fiberglass sole is cored with plastic honeycomb
core. Following engine and tank installation, and
many other systems, the sole is bonded in place with
a urethane adhesive, and then fiberglassed to the hull,
meaning it’s not likely to come loose in the long haul.
The one-piece deck/house mold fits over the hull in
a shoebox joint, is bonded with Sikaflex or 3M 5200
sealant, is mechanically fastened with a stainless steel
screw every 6 inches, and is then fiberglassed on the
inside, glued in with a clamping frame from the inside
to eliminate screw fasteners. They’re color-matched,
powder-coated aluminum, as are the sliding pilothouse
and aft hinged doors. The builder will optionally install
thicker 3/8-inch panes, but 1/4 inch is the standard.
“The quality of our crew really sets us apart, and
that’s not just marketing,” Schoppert said. “The layup
crew has more seniority than the rest of the crews,
and they like the work. We keep the shop and catalyst
temperatures constant. All our hulls and decks are
handlaid, and we won’t change the process or the
materials to lower building costs.”
THE TEST RUN
On a pleasant run north with the Duncans
and Schoppert, I recorded 19 knots at wide-open
throttle, turning 2230 rpm and burning 9.5gph, but
we had only 100 gallons of fuel aboard, 100 gallons
of water, four persons, and no owner’s complement
of cruising gear—in other words, a light ship. At
8. 5 knots, and 1540 rpm, we were burning 3.5gph,
for a range of 875nm with a 10 percent fuel reserve.
Hydraulic steering was responsive and the boat
answered the helm immediately.
“We are really pleased with the boat, with the
combination of the electronic Cummins 380 and the
extra waterline, which gives us better fuel economy
compared to the Cummins 370 on the AT 34,” Duane
Duncan said. “We normally cruise at 8. 5 knots,
burning 3.5gph, which is about 1.5gph less than we
burned with the 370. At the higher end, it seems
similar. At 12 knots, we’re still getting about a gallon
per mile.
“Living in Port Orchard, Washington, we have had
the privilege of being close to the factory, and from
the president to the guys who molded the hull, we’ve
come to know the people at Tomco very well. They’re
quality people, and really one of the main reasons we
committed to build this boat.”
