Reviews
& Articles 35 Express
Blackfin 33 Slips to New Comer CABO 35
Reprinted from POWERBOAT REPORTS APRIL 1992
By Belvoir Publications
It would be interesting to give two boat builders
a blank sheet of paper and ask them each to come up with the "ideal" convertible
sportfisherman in the low-to-mid 30-foot range. For this hypothetical
exercise, the requirements would be permanent berths for two, a galley
and head suitable for overnighting, a big cockpit, and a gas-engine price
tag under 200 grand.
Even if we were able to afford such an experiment, we couldn't have asked
for a more intriguing comparison than the Blackfin 33 and the new Cabo
35. Similar in size (without bow platforms, the Blackfin is 32 feet 11
inches while the Cabo is 34 feet 6 inches), they both meet our aforementioned
requirements, but each builder has approached the task from a different
vantage point, basing decisions on what each thinks the serious sportfishing
skipper really wants.
Florida-built Blackfin, a top name in the fishing market, builds a range
of boats from 25 to 38 feet. The early Blackfins were a seemingly obvious
derivative of the Bertram 31, which then owned the sportfishing franchise
in that size range. When Bertram dropped the 31, Blackfin had a clear
shot at the top and motored steadily ahead into a position of repute.
The Cabo 35, built by Cat Harbor Boats, is the new kid on the block.
Cat Harbor was formed after Henry Mohrschladt and Michael Howarth sold
Pacific Seacraft Corporation, a sailboat builder formerly picked by Fortune
magazine as one of the 100 best American manufacturers. Prevented from
building another line of sailboats by a non-compete clause in the sales
contract, the duo had to look for other worlds to conquer.
Mohrschladt says he had always been fascinated with sportfishermen and
has often admired the likes of Rybovitch, Merritt, and other highend
sportfishermen. After taking a look at the powerboat market, he and Howarth
thought they could do better. They say they launched the company with
two goals: Build a quality product from superb tooling, and allow no
compromises.
Both of the boats we tested were privately owned, and both had Cat 3208
power--the Cabo with the 375-horse version, and the Blackfin with 320
horsepower.
Design and Construction
The Blackfin hull is a constant-deadrise deep-V with a minimum deadrise
of 21 degrees, a shape that has proven itself in terms of seakeeping
at cruising speed. Planning strakes run from above the waterline at the
bow, where they serve to knock down spray, ending alongside the propeller
shafts. The origins in the Ray Hunt-designed, deep-V Bertram hull are
still evident, though the Blackfin's lines have evolved over the years,
executed by the company's talented in-house design team. Perhaps the
most significant improvement over the early Bertrams is the Blackfin's
considerable flare in the forward sections, which helps shoulder aside
heavy seas without burying the bow.
The Cabo sports a modified-V hull with a deadrise at the transom of 17-1/2
degrees. The lines come from the board of noted West-Coast naval architect
W.I.B. "Bill" Crealock. The bottom has planning strakes as
expected, but it incorporates a wide flat section below the waterline
at each chine with a 1-1/2 inch deep ridge running its length. This flat
area provides added lifting surface for planning, and contributes to
stability at trolling speeds or when lying ahull in a choppy seaway.
Another feature intended to help control the deeper hull's tendency to
roll at trolling speed--one less common these days than the flat area
at the chine--is a 7-inch-deep, 16-foot long keel that ends about 5 feet
forward of the stern.
The Blackfin 33's construction could be described as conventional, using
polyester resin in a solid-fiberglass hull. The deck laminate incorporates
a combination of Klegecell foam and balsa coring to reduce weight and
increase stiffness without sacrificing strength. Blackfin uses mechanical
fasteners and 3M 5200 adhesive to secure the hull-to-deck joint.
The Cabo's construction is more impressive, we feel, and uses more expensive
materials. It is built using vinylester resin throughout to resist blistering,
with stitched bi-directional cloth for reinforcement. Below the waterline,
the hull is solid fiberglass. A vacuum-bagged Airex core stiffens and
lightens the topsides, while an end-grain balsa core does the job in
the deck. Cabo goes the extra mile to install flush through-hull fittings,
and to fair the struts into the hull, which should help to make up for
some of the extra drag of the warped-plane hull and keel.
The Cabo 35 also stands out in moldwork, as well as in fit and finish.
One example: Every deck hatch aboard the Cabo fit perfectly. The Blackfin,
on the other hand, while exhibiting what has become acceptable in the
marine industry, lost points for hatch covers that scraped against their
frames or that were a different height from the surrounding fiberglass
sole.
The builders of the Cabo 35 have lavished well-executed nonskid on most
of the boat's horizontal surfaces, providing excellent footing without
being overly abrasive to knees or bare feet. The crinkly nonskid on the
Blackfin didn't provide as good a grip, even when dry. Moreover, nonskid
was missing altogether from the Blackfin's cabin top extending from the
house to the bow cleats. Blackfin sales manager Jack Robertson says, "that's
what the customers want," explaining that with the advent of remote-control
anchor windlasses, many owners don't venture forward and prefer the easy-to-clean
glossy surface.
Both boats have sturdy welded railings. The Cabo's stainless steel rail
also incorporates a toe loop for those who do venture forward and like
to work fish from the bow. The Cabo's bow rail is 33 inches high forward,
and extends all the way back to the cockpit at no less than 25 inches
high. The Blackfin's aluminum rail is a maximum of 25 inches in height,
and stops at the cabin house where side grab rails take over. Since convenient
and safe access to the bow is a priority with PBR's editors, we clearly
prefer the Cabo in this regard. We also like the Cabo's ground-tackle
arrangement, with a slot in the platform that permits the shank of a
patent-type anchor to recess flush, eliminating a potential toe-stubber.
Poking into the nooks and crannies of both boats, we found that the Cabo
has a fully gelcoated bilge, while the Blackfin is coated in visible
areas only. Both builders do a good job of tabbing the bulkheads in place,
but Cabo takes care to use grommets to guard against chafe everywhere
a cable, hose, or wire passes through the bulkhead. In several instances,
we found the Blackfin's wiring or plumbing resting against the splintered
edges of holes through the bulkheads.
Both builders make good use of backing plates behind deck fittings. Cabo
uses thick aluminum plates under all cleats and other load-bearing gear,
while Blackfin molds aluminum plates into the laminate under the fittings.
We appreciated the ready access to the fasteners for all the deck hardware
on the Cabo. Blackfin hides some of theirs behind woodwork or under fabric
that must be removed to effect repairs or replacement.
Because the engine boxes protrude into the cockpit on both boats, it's
difficult to calculate the usable space, but suffice it to say that cockpit
volume is ample aboard both boats. Blackfin designers worked in considerable
cockpit crown to shed water, a necessary feature in light of the step-down
to the companionway. Both boats have a pair of fish boxes in the cockpit
sole--the Cabo's being considerably larger. Cabo provides sumps with
pumps in each permanently molded box, with fully gasketed hatch covers
equipped with anti-rattle latches. Blackfin also uses anti-rattle latches,
but the gaskets aren't as beefy and pumps are not provided.
Venturing below aboard the Blackfin, you descend two steps between the
engine boxes before reaching the cabin door, while the Cabo cabin sole
is slightly above cockpit level. In theory, at least, if you filled the
cockpit of the Blackfin, the cabin could then be flooded, since the cabin
sole is 25 inches below that of the cockpit. Blackfin's Robertson points
out that there is a sealed well under that area with a separate automatic
bilge pump. We think the risk is acceptable, but we would keep the cabin
door closed in questionable conditions offshore.
Up top, the flying bridge on both boats is comfortable, with dual helm
chairs aft of the console and a bench seat forward. The bridge is accessed
by a short ladder over the starboard engine box on the Blackfin, or a
portside ladder from the cockpit sole on the Cabo. One peculiarity of
the Cabo's bridge is the flat-topped console, which complicates the installation
of flush-mounted electronics. Blackfin supplies molded-fiberglass electronics
boxes, which protect the equipment and make them easy to see.
On the other hand, we took considerable exception to the large fiberglass
box that passengers are forced to step over to reach the forward seating
position in the Blackfin's flying bridge. Presumably, this arrangement
simplifies the routing of control cables down the starboard side. We
would have simply reversed the bridge layout so that the bridge sole
remained unobstructed. In additon, Blackfin's flying bridge arrangement
creates a footwell forward that drains into the lockers under the forward
seat. That means contents will get wet and stay that way. Lastly, while
we lauded Blackfin's molded-in boxes for electronics, we have to criticize
instrument access, which requires the removal of a silicon-sealed footwell.
Cabo uses a special fold-down water-proof hatch that provides sufficient
room to access the neatly loomed electrical system.
Cabin Interior
Here again, both designers take a different tack. The Blackfin interior
is characterized by less "sole space," primarily because it
is mounted lower in the hull. (In a world of compromises, this equates
to a lower CG and improved handling in the rough stuff.) Descending from
the cockpit, you enter the companionway and pass on one level by the
enclosed head to starboard, a dinette to port, a galley farther forward
to starboard, ending at a V-berth under the foredeck.
Taking full advantage of its slightly greater overall dimensions, the
Cabo has a large cockpit-level salon with a settee port and starboard.
A galley counter wraps around the port forward corner of the house (a
galley-down version is optional). Proceeding down two steps, one finds
an enclosed head to starboard and a private forward stateroom with island-style
double berth, bureau, and settee.
Both boats have undercounter refrigerators, flush-counted cooktops, and
microwaves. The joinerwork on the Cabo is superior, we feel, with extensive
use of teak panels and doors, while Blackfin relies more heavily on the
use of Formica. The Cabo is notable for other premium-quality materials,
such as the Corian countertops and recessed halogen lighting.
The Cabo's towage solutions appear both clever and plentiful, ranging
from a large hanging locker forward (cedar lined, 3 feet square, and
more than 4 feet high) to a locker behind the settee that holds a quiver
of 8-foot fishing rods. There are literally no dead areas in the Cabo,
with fully finished lockers, drawers, and bins tucked everywhere. Also,
as you might expect, there are fiddles on most horizontal surfaces (except,
unfortunately, the galley counter) to deep things in place.
Blackfin utilizes unfinished wood drawers and carpeted galley lockers,
a type which we've found hard to keep clean. Fiddles are omitted on many
surfaces, including those above the galley lockers and on the shelves
surrounding the forward berths.
The Blackfin has a shower stall in the enclosed head, which is partitioned
off with clear plexiglass, while the Cabo uses the less-desirable curtain
enclosure. A shower stall is optional on the Cabo, but it cuts into the
saloon area. The heads on both boats are nicely finished in white fiberglass,
and are quite pleasant and spacious.
The Blackfin's sleeping accommodations seem a bit stingy, with a forward
berth that's only 6 feet 5 inches long and only 18 inches wide at the
foot. We don't like to see berths less than 6 feet 6 inches long, particularly
if they're narrow at the foot, since you need room for a pillow and to
stretch out your toes. The Blackfin's dinette also converts to a berth,
but it is only 5 feet 10 inches by 46 inches wide, so it can only be
used by couples who are very short--or very friendly.
Engine and Mechanicals
Both boats have engine boxes extending into the cockpit. Aboard the Cabo,
however, the engines pass under the main bulkhead, so you check the oil
and water by lifting heavily insulated settee cushions. Compared to the
Blackfin, it takes second place. The Blackfin engine boxes hinge upward
from the centerline with pneumatic assists that make opening the boxes
a one-handed operation. The result is complete access to all sides of
the engines. On the Cabo, the engine covers slide aft giving good access
to the engine area, albeit less conveniently.
All the hoses are double-clamped on both boats. Batteries on the Blackfin
are somewhat more awkward to reach through the lift-out fish boxes; batteries
on the Cabo are positioned under hatches in the cockpit sole and are
easy to check. Aft cockpit hatches provide good access to steering hydraulics,
rudderstocks, and stuffing boxes on both boats.
After a lifetime of boat maintenance, we very much like the safety of
the fiberglass fuel tanks aboard the Cabo, since they are well-installed
and won't corrode. The Blackfin has painted aluminum tanks, which are
installed better than many we've seen, but are still prone to corrosion.
The electrical panel on the Cabo is back-lit, so all switch labels show
up even in the dark--a nice touch for those who don't sleep with a flashlight.
The panel hinges outward to expose perfectly loomed and labeled wiring,
all of which is routed through the boat in plastic conduits for protection
from chafe and moisture. Gaining access to the Blackfin's wiring is a
good deal more taxing.
Performance
We clocked the Cabo with our radar gun at 41 mph (35.6 knots) at 2750
rpm, while the Blackfin topped out (with erratic tachs) at 32 mph (27.8
knots) at about 2800 rpm. The Cabo in this case had a 110-horsepower
advantage, and carried slightly more than half a load of fuel and water,
while the Blackfin's tanks had been topped off before we got aboard.
The Cabo cruised at 2200 rpm and 28 knots, with a fuel consumption of
about 30 gallons per hour. Because of the balky tachs, we were unable
to get an equivalent fuel-consumption reading on the Blackfin. Sound
levels were significantly lower on the Cabo, with a full throttle reading
on the bridge of 76 decibels compared to 82 on the Blackfin.
In profile, the Cabo is definitely a taller boat than the Blackfin, which
has the low, lean, "war-wagon" look that seems to translate
into offshore stability. Nevertheless, we didn't notice any real difference
in handling, perhaps because so much effort had been made to reduce the
Cabo's topside weight. Although we ran these boats in moderate conditions
only, they each have a solid, no-nonsense feel that would instill confidence
in any condition. We have no reservations about recommending either for
all-weather operation.
The Bottom Line
Base price on the Cabo 35 with a pair of 454 gas Crusaders is $189,300,
and a host of other engines (Cummins, Volvo, and Detroits) are available.
Base price on our Cat 3208TA-powered test boat was $233,300.
The base price of the Blackfin 33 with 454 Crusaders is $186,795. As
tested, with 3208Ts, it listed for $232,785. With the same 375-horse
Cat 3208TAs that the Cabo had, the Blackfin would list for $249,750,
or better than $16,000 more.
With the gas engines, and at about the same price, we would clearly prefer
the larger, roomier Cabo over the leaner, meaner-looking Blackfin. With
diesel engines, and at $10,000 or $15,000 less, our penchant for the
Cabo becomes clearer still.
Frankly, as much as we appreciate the Blackfin's strong points, we don't
see what warrants the higher price, unless it's the name Blackfin. The
name Cabo may eventually command a premium, too, but for now, we think
it's a lot more boat for the money. Plus, we believe the Cabo exhibits
better construction standards, better fit and finish, and a number of
superior design details. Based, therefore, on the combination of quality
and price, we give the nod to Cabo.
Reprinted form Powerboat Reports Copyright©1992
Belvoir Publications, Inc.Powerboat Reports is published monthly (12
issues) by Belvoir Publications,
Inc., 75 Holly Lane, Box 2626, Greenwich, CT 06836-2626.800-829-9086.
Subscriptions are $29 annually.
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