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1990 54 (ft.) Bull 54

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General Information

Listing# 130649

Price
$998,000.00
Location
Devonport, New Zealand
Manufacturer
Bull
Boat Type
Sailboat
Model Year
1990
Category
Multi-Hulls
Model
54
Status
Used
Length
54 (ft.)
Beam
360
LOA
648
Hull Material
Fiberglass
Fuel Type
Diesel
Engine Model
LDW2204 TSD
Number of Engines
2
Engine Type
Other

General Details

This vessel has undergone a complete refit! The engines were new 80hp Lombardini sail drives; the rig was a Z spar. Foxglove 2 was solid glass in the hulls and glass/foam/glass for the cabin top and decks. Installedthe holding tanks and wastes, drains, pumps, hot and cold water and ducting for the electrician. Maxwell hatches and Harken deck gear. With only four winches, all the same size so all the parts are interchangeable. Harken planned the deck layout with all new gear. because the main traveller is on the cabin top, I designed a hydraulic mainsheet and traveller system. There are two rams in the front locker which run across the boat: one works the traveller; the other, the mainsheet, so the mainsail control is all push-button. The toggle switches that control the mainsheet are next to the helm-stations, so it's easy to operate single-handed. The traveller spans almost the full width of the boat so the mainsheet only needs to move about a metre. This meant we needed only a moderate-sized ram on a one-to-one ratio, as it was pulling, not pushing. It also meant the traveller ram which is two-to-one wasn't dealing with massive loads so it didn't require massive structure to secure it in the boat. The great thing with the hydraulics is that if the load becomes too great then the relief valve in the system releases and the traveller drops.
Other systems for easy sailing included lazy jacks on the boom which has pipe supports for the stowed main; a permanently-fixed sail cover on the boom that zips up; a self-tacking, furling jib and jib sheets that lead back to either helm-station.
The track for the headsill is curved and wider than usual so that when reaching the leach is pulled down automatically as if the car is pulled forward. The reefing lines and other mainsail controls are at the mast. We worked our way from the inside out, installing tanks and plumbing, then soles and new floors. We covered these with cardboard to protect them from the rest of the painting work. We added bunks in the cabins, engine hatches and sound proofing - this added weight, but it is well worth it as the engine noise is barely discernible when cruising at 7-8 knots.
One of the big decisions was whether to paint or varnish the doors. Painted doors tend to be lighter but with so much paint in the saloon and the vinyl ceiling panels, we went with teak veneer. I knew a guy who had a joinery shop and he had a flash machine that could cut the inside out of ply in any shape imaginable, so we made the doors by shaping them, then removing the centre of the ply and fitting foam which we then sandwiched in with teak veneer ply and an edging of teak. This produced doors which are light, stable and have timber in all the right places for the fittings.
We made the frames for the doors in solid teak, fitted them, then removed them for varnishing before gluing them in. They match other timber trim and fiddles in the saloon and complement the paint work nicely. Dave, our timber guy, was old school - one of those tradesmen that never breaks any records but never has to do things twice; hell of a nice guy, too.
For the floors we used teak and holly except the showers and heads which were painted for ease of cleaning. The walls in the hulls are lined with front-runner and the ceilings are vinyl panels, giving us good access to bolted-through fittings.

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Stock #31321

Specifications

Condition
While all this was happening, the saloon was tidied up to perfect the imperfections. The basic technique was: fill the big holes, sand the high bits, apply a rough coloured coat, sand again, fill again, sand, apply colour, sand, fill colour, sand, fill until finally it was ready for painting. Painters are a strange lot; I don't have the patience for it but there's a huge sense of satisfaction when the masking tape comes off and there is the work in all its glory. All-round windows made it light and un-cluttered, and with the adjoining galley, it is great for entertaining. In the galley we fitted a domestic fridge and four-burner stove, plus a freezer under the seat for the chart table. The benchtops are 3mm composite material that looks great and is easy to clean. The saloon is the standard U shape and seats nine; the table top is burr walnut with a teak, bull-nose edge. BEP Marine spec'd the electrics. We used mostly LED lights, controlled by a C-Zone system with backlit switches. In the cockpit, LEDs on the rear arch change colour and there are tiny LED lights on the aft steps to help you find your way back onboard at night. BEP switch/breaker panels control the 12 and 240V power, which allows multiple power sockets throughout the boat. The 240 comes in from the shore or by way of the 9kVA generator in the starboard mid bow, just in front of the forward cabin. The generator locker has full headroom and is also the place to house the watermaker. The port side mid-bow has a storage area / workshop with built-in shelves. The electrical systems are controlled from a locker in the saloon beside the nav station, which also houses the Furuno plotter/radar, VHF and stereo. The 12V house batterys are 600 amps; there are three start batteries which can be linked if required. Both hulls have hot water courtesy of separate electric/gas, 20-litre Quick Recovery water heaters. Bi-fold doors separate the saloon and cockpit. There are two steps up to the rear cockpit, and two helm stations with seating for two and electronic engine controls and Furuno wind, speed, depth, remote anchor switch and autopilot. A seat runs across the back of the cockpit with access to both sets of transom steps. The davit is a solid stainless u-shaped tube which hinges at the deck and lies against the arch when not in use. The Maxwell 2500 series windlass is just in front of the mast and headsail track. The anchor stays on the bow but chain runs in a conduit under the trampoline to the windlass, to keep the foredeck clear. Finally, 18 months after moving Foxglove from Okahu Bay to the shed, we launched her and went sailing. After all the planning and decisions, the result is a catamaran that is extremely easy to sail. Foxy is so forgiving I can wander up to the foredeck and adjust something like the main outhaul and then wander back, make a slight move on the helm before going inside to grab a beer and return to the helm with enough time to relax into the helm seat before checking the course, slight adjustment, wave as we pass a monohull, while bringing the main on with the button. It's not all bad, this cat sailing, of course if that is too difficult then the auto pilot will look after the direction while we enjoy the ride.