Used Boat Review: Post 50

The brawny, no-nonsense lines of the Post 50 allude to the boat's work-hard, play-hard personality.

The brawny, no-nonsense lines of the Post 50 allude to the boat’s work-hard, play-hard personality.

By Scott Shane

Russell Post built the first vessel to carry his name in 1957 after leaving Egg Harbor Yachts, which he cofounded. Over the next four-plus decades a loyal throng of Post owners came to appreciate the economical ride and massive interiors of the boats he first fabricated in wood, then later in fiberglass. And of all his boats, the 50 has maybe the staunchest following. 

Post Marine had a long tenure as an icon in New Jersey boatbuilding when the likes of Pacemaker, Ocean, Jersey, Viking, and Egg Harbor were cranking out sleek convertibles. Post built 99 of the semi-custom 50-footers from 1989 to 2007 (the company superstitiously didn’t build number 13).

“We designed the 50 in particular to have the performance and interior volume of a much larger yacht, yet be easily maneuverable and manageable for a husband-and-wife crew to handle,” says former Post Yachts president Ken Jensen. “The large accommodations and spacious cabin probably compete with some other manufacturers’ 56-footers.”

Post owners tend to stay in the fold, moving up within the brand. Boat owner Jim Gerold is happy with his move from a 46-footer up to the 50. “The layout and stowage are a step up from the old boat,” Gerold says. “The 50 tracks much better due to the keel and the fact the beam is carried all the way aft with minimal taper. It’s a very good sea boat.” The 50 has just seven degrees of transom deadrise—good for quick time to plane and efficient performance. A keel helps reduce yaw in following seas.

The saloon has plenty of seating and space.

The saloon has plenty of seating and space.

Gerold’s 1998 50 convertible has a notably wide 16-foot 11-inch beam, three staterooms, two heads, and a galley down. With a set of 734-brake-horsepower GM 8V-92 diesels, she burns approximately 55 gph delivering a 24-knot cruise at 1800 rpm. “The efficient hull design allowed us to utilize lower-horsepower engines,” Jensen says. “The engines are wide apart; this offers excellent control when on a fish or docking.”

Engine access is through a wide cockpit door and the mechanical area truly is spacious with room for servicing the systems and stowing spares. The big engines fit comfortably within the space and are lagged to the stringers. The Westerbeke generator is on the centerline, forward of the mains and elevated so servicing the unit is a breeze.

The hull bottom is solid fiberglass and built for the long haul; the hullsides above the waterline are closed-cell Divinycell PVC core. The core is removed and wood is placed anywhere a through-hull penetrates the hull allowing for a solid watertight fit and zero compression of the surrounding area.

Four hollow stringers run fore and aft; there are limber holes throughout, except in the engine beds, for drainage. Transverse members are encapsulated plywood.

There’s not an overabundance of flare or flam (where the hullside curves outward just below deck level forward) at the bow.The result is a forward master that is cavernous and beamy, with good headroom and great stowage. The drawback is reduced ability to knock down spray underway.

A wide, flat foredeck is great for sunbathing and tender stowage. There’s a full-beam bench in front of the cabin house. It’s a bit boxy looking and probably not all that useful except for housing additional mechanical equipment. This was changed on the latest builds, manufactured by Post Marine Group, LLC, which took over Post Yachts in late 2011 and moved operations to Chestertown, Maryland (www.postyacht.com).

“The forward bow seating has been eliminated and therefore the cabin was pushed forward with slightly more rake,” says Post Marine Group’s John Patnovic. “This also allowed us to make a galley up standard and provide a midship master with the VIP forward. The hard-chine hull can cruise 30 knots at 50 gph with today’s power options.”

The teak joinery has a subdued, classic look; the woodwork doesn’t overpower the décor in the saloon. The interior, cabins, and associated bulkheads are stick-built and solidly tabbed in place. One settee offers a sleeper. The dinette seats four adults in comfort.

It’s hard to beat nearly 17 feet of beam. The galley down has good stowage for provisions, a full-size refrigerator, a cooktop, and enough counter area to prep food for a hungry crew.

Each of the three staterooms has overhead hatches for ambient light and access, and heating units are strategically placed throughout the boat.

“We’ve had eight guests spend the night onboard and everyone felt extremely comfortable, it’s so easy to entertain on this boat,” commented Eileen Gerold, Jim’s wife. The only shortcoming she could muster was the central vacuum system’s lack of power.

Jensen touched on the ease of handling the 50 sportfish while coaxing a fish to the transom. The 150-square-foot cockpit seems disproportionately large for a 50-footer: It measures 11 feet 6 inches from cabin bulkhead to transom. The height of the inwales is comfortable for fishing and keeping children secure.

An angled ladder to port gives access to the flying bridge. The helm sits tall and overlooks both the cockpit and bow with no obstructions. A large console is big enough to accommodate whatever navigation systems you want; and there’s adequate seating for guests.

Both Gerold and Jensen agree the 50 is a stable platform that lifts instead of rolls and won’t beat you up especially in a beam sea. There are currently a few dozen of them on the market. If you want a good-looking boat that lives up to appearances, the Post 50 should be added to your list.

Power & Motoryacht spoke to three brokers who had a Post 50 listed on BoatQuest.com, and they each had plenty to say about the boat’s design, performance, and the buyers and sellers in the market. Check out their insights here. ➤

LOA: 50’7″
BEAM: 16’11″
DRAFT: 4’6″
DISPLACEMENT: 57,100 lb.
FUEL: 870 gal.
WATER: 240 gal.
POWER OPTIONS: Various twin diesel installations from Detroit Diesel, GM, Caterpillar, MAN, and MTU ranging from 734 to 1,050 horsepower each.
YEAR BUILT: 1989 to present
PRICE RANGE: $224,900-$585,000

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