Grand Dame

With its enduring good looks and high-quality construction, the Grand Banks 42 Classic has evolved over 34 years to become one of the most desirable boats of its kind.

In a world where boats that have worked just fine for years are cast aside just to satisfy market demand for more modern styling, the Grand Banks 42 Classic remains stubbornly traditional, much to the delight of its owners and fans. With only one major retooling in three-and-a-half decades of production, this boat remains a benchmark in trawler yachts, known for its timelessly handsome style, solid construction and seakeeping ability. It's in high demand on the used market and maintains a good resale value, making used versions pricey but often worth the cost.

Design
Drawn by Ken Smith in 1966, the original Grand Banks 42 Classic design remained unchanged until 1991, when the company made the hull 8 inches longer and 6 inches wider. Grand Banks has built several variations on the 42-foot theme, though the Classic is unquestionably the most popular. The Motoryacht model extended the aft cabin to the hull sides and transom, losing deck space in favor of a larger owner's cabin. The Europa model eliminated the aft cabin altogether to create a larger main saloon and covered after deck. The somewhat rare Sport Cruiser model resembled the Europa but jettisoned the covered side decks and the extended hardtop over the after deck.

Construction
All Grand Banks are built by American Marine Limited, which began operation in Hong Kong, later moved to Singapore and is now based in Malaysia. The manufacturer used traditional carvel planking and sawn frames to build early wood versions of the 42. Beginning with hull no. 353 in 1973, the manufacturer began building the hulls with hand-laid fiberglass and an integral, full-length keel that protects underwater running gear. The hull is suppoted by a system of fiberglass stringers embedded with dense close cell foam. The construction is not high tech, but it's strong and well done.

Though Grand Banks 42s have been fiberglass for more than 27 years, to this day they retain the molded-in planking lines reminiscent of their wood heritage. Another signature of Grand Banks - the teak-planked transom - adds to the classic wooden boat appearance of the GB42. Inside and out, the boat's fit and finish are superior to many Far East builders, and although many try to copy the "look" of the Grand Banks, few do as high-quality work.

It's not uncommon for older fiberglass GB42s to suffer some degree of osmotic blistering if they have not been protected with a moisture barrier coat. Boats that spend a significant amoutn of time in warmer, tropical waters seem to suffer more than those in colder water. The hull thickness of the GB42 is substantial, and I have never seen any blistering that I would consider as having structurally weakened the hull to the point that it was unsafe for normal service. However, the condition can signifcantly affect a boat's salability and price tag. Repairing a blistered hull is expensive, commonly costing between $10,000 and $15,000, but it may be a worthwhile investment to protect the boat's value and long-term structural integrity.

Decks of the GB42 are a composite of fiberglass over a plywood core, overlaid with teak. The teak deck is fastened with screws and is a potential source of serious problems and considerable maintenance expense as vessels age. Deck fasteners and bedding compounds loosen over time, and water eventually migrates into and damages the plywood deck core. Fasteners and seams must be maintained at the first sign of wear or aging. If left unattended until an extensive repair or replacement is necessary, the cost can easily top $25,000.

Window leaks, another annoyance to Grand Banks owners, can usually be kept under control with annual maintenance and cleaning of the tracks and drains around sliding cabin windows.

On Deck
The forward, side and after deck areas of the GB42 are small and unsuitable for sitting or lounging, but they are exceptionally secure with high bulwarks and numerous handholds. And they're uncluttered to allow quick and easy access 360 degrees around the vessel. The teak rails used for many years have been slowly replaced with stainless steel, and on later models, so have the bronze life rail stanchions, cleats, deck plates and anchor rollers.

Two steps along the port cabin house take you to the deck area over the aft cabin where there's room to store a 10-foot dinghy to starboard. The boom for the steadying sail serves as a convenient davit for raising and lowering the dinghy to and from the deck. Steps lead from the aft cabin top to the flybridge over the main saloon. Early models had a ladder from the aft cabin top, while later models have molded-in steps that are part of the cabin structure. This change also improves the interior headroom at the companionway from the saloon to the aft cabin. The flybridge is nearly 15 feet long with seating for six or more and excellent visibility in all directions.

Below Decks
Inside the GB42 Classic, the layout features a two-stateroom/two head arrangement divided by midship saloon and galley. There have been very few changes to the basic layout over the years, although recently Grand Banks has reduced its use of teak-veneered plywood in favor of brighter formica. The GB42 has large cabin windows that let in plenty of light so the interior never feels like a dungeon, even on older models that have more teak paneling. Lockers once lined with teak-veneered plywood are now lined with formica and are much easier to maintain.

The arrangement of the GB42 is centered around the main saloon with entrance companionways on either side. The spacious saloon has an L-shaped dinette afte to starboard and an opposite side settee. The galley is arranged on the port side forward, and although it's a bit short on counter space, storage is ample and easily reached. Forward and to starboard is the lower helm adjacent to the companionway, with a small bar between the dinette and helm.

Several steps down from the main saloon is the forward cabin, which features a large V-berth, a head to starboard and hanging lockers to port. Ample drawers and storage are below the V-berth, headroom is well over 6 feet and opening ports and an overhead deck hatch provide ventilation and light. The master stateroom is aft of the main saloon and again down several steps. The traditional aft cabin layout features a double berth to starboard with a large head and shower forward, plus a single port berth with a hanging locker forward. An optional layout offers a queen-size island berth, a desk in the port aft corner, and the head and shower, separated on each side of the forward entrance to the cabin.

Power and Perfomance
The Grand Banks 42's semi-replacement hull means that, given enough horsepower, the boat can reach planing speed. In fact, Grand Banks now builds the GB42 with engine options that offer top speedds of more than 20 knots (23 mph), although you pay a whopping price in lower efficiency. Powered by a single engine, cruising speed ranges from 7 to 10 knots depending on engine horsepower from 120 to 375. The long, deep keel provides excellent directional stability at all speeds, but the turning radius is rather poor, making bow or stern thrusters a desirable addition on single-engine models for better maneuvering in cramped quarters.

For many years, standard equipment on the GB42 was a single diesel engine, and even today owners can get the boat with a single 135-hp Lehman. But the majority of owners seem to have opted for twin-engine installations (since 1991, twin Cummins or Cat diesels have been standard power). For Lehman's 120- and 135- hp models dominated in the 1970s and 1980s, although some models from this era will be found with other engine options. Grand Banks owners also frequently choose 210-hp Caterpillar diesels, which operate efficiently at displacement speed and still have the reserve power for planing performance when the situation demands. For example, with twin 210-hp Cats, the GB42 cruises comfortably and economically at about 10 knots on about 9 gallons of fuel per hour. But she's capable of a top speed of 15 knots at 23 gallons per hour. This is a 50 percent increase in speed at the cost of nearly a 200 percent increase in fuel consumption and reduced cruising range, but it's nice to know you have it if you need it.

The engine space below the main saloon cabin sole is roomy and laid out for easy access to the auxillary generator and other equipment. Until about 1991, commercial-grade, square, acoustical tiles were used for engine room insulation. Although effective, they were not very tolerant of moisture and have been replaced with a more marine-quality insulating material.

Most GB42s have a rather dated mechanical steering system with sprocket, chain and stainless steel cable. It can have a somewhat sloppy feel, but the system is sound and effective. Its cables and components should be visually inspected at least once a year to ensure it remains in good condition. Beginning in about 1995, a hydraulic system was offered as an option. Grand Banks also provides an emergency tiller if the steering system fails, but the backup isn't very practical since you can't see forward if you have to use it.

Fuel capacity is 600 gallons with two steel tanks outboard of the engine. Corrosion can be a major problem with these tanks, and if they need to be replaced it can easily cost between $4,000 and $6,000 each, so it's important to keep tanks dry, protected and insulated from wood, frames and supports.

Price and Availabilty
On the internet, I was recently able to locate 10 Grand Banks 42 Classics at prices starting at $55,000 - but don't jump immediately for joy thinking you can automatically find a steal. Four of the offerings were pre-1973 and built of wood. These models may offer very attractive prices, but any savings can be quickly offset by the added cost of maintenance and upkeep. Unless you are prepared to do a substantial amount of your own maintenance, I believe a good rule of thumb is to anticipate an average "added cost" of at least $100 per foot to maintain an older wooden boat in good condition. This of course assumes it's in good condition at the outset.

The six fiberglass models offered ranged from a 1974 model for $140,000 to a 1988 model for $295,000. All were twin engine boats. On average, asking prices ere 17 percent higher than the published book value for the model year offered. The GB42 remains in demand on the used boat market, and although you're likely to have several to choose from, bargain prices for these models are not likely to be found.

Conclusions
For obvious reasons, the Grand Banks 42 Classic is a popular Bay boat - its relatively shallow draft allows for plenty of gunkholing, yet the boat is seaworthy enough to handle the Bay's dynamic weather and seas. The Chespeake Bay Grand Banks Owners Association - which can be reached at 12856 Park Center Road, Herndon, VA 20171 - has an annual rendezvous and gatherings and is a good source of information and networking for GB 42 owners. The company's website publishes a quarterly newsletter, American Marine News, which has stories of boats and their owners and news from the boatyard. The website also has an "owner's section" full of tips, technical advice and other information. You need to register to use this section.

The Grand Banks 42 is not the right boat if you want a full-displacement, ocean-going motor vessel, but it certainly fits the need of the vast majority of boaters who don't intend to venture far offshore or cross oceans. It easily accommodates a dozen people for cocktails, six can dine in reasonable comfort, and when it's time to turn in for the evening she provides privacy and comfort for four. This may be why many who are willing to travel at a leisurely pace consider the Grand Banks 42 Classic a nearly perfect coastal cruising powerboat.

Reprinted Chespeake Bay Magazine 11/00