FRESH WATER BOAT!
This is one of the sharpest and cleanest Catamaran out there ,with cabin that will easily run over 100 MPH..Engines are Merc 502 magnum MPI's with MSD ignition and M1 pro chargers running 6 lbs of boost. Engines refreshed 100 hours ago.
Drives are upgrade 1.36 ratio Bravo one's with Xstyle uppers and 2 imco lower units....a very reliable package.
A custom wind shield is installed for wind protection, silent choice exhaust, full cover as well as cockpit cover. Trailers new brakes and storage box.
Boat has never been in salt water but lives in FL.
Exceptionally well maintained, and immaculately kept.
A must see 109 mph Cat...
For More Information Contact:
Martin Sanborn - 252-258-4557
For more information: www.american-offshore.com/reviews/3100-catamaran.html
“THAT’S A FAST BOAT, ISN’T IT?” A WIDE-EYED GAWKER asked, the stark white American Offshore 3100 bobbed gently along the dock, looking as if it was running 60 mph sitting still. “I’ll bet that goes really fast, like over 100 mph.”
Not too far off the mark, kind friend, we silently surmised as we pulled on our Lifeline safety vests, in preparation for a speed run in the 30′ catamaran. Actually, American Offshore president Ed Ferro hoped we would top 110-mph, but who’s counting?
We know who’s counting. Everyone reading this magazine. So once we fired up the twin 675 SC American Offshore motors, muscled up by B&M Mega-blowers and custom stainless headers, we were on a mission for speed. As we pulled out of the Ventura Harbor and moved into the open ocean to start our blast-off, we scoped out the 1′ chop and stuck a wet finger into the air.
No wind, small waves and just a few boats on the water. Let’s go somewhere, in a real hurry. Could this be the fastest boat ever tested at the POWERBOAT magazine Performance Trials?
Pointing the twin peaks of the 3100 on a northwesterly course, our test driver nudged the throttles forward. Getting the cat on plane didn’t take much. A few quick taps on the sticks and we were up and over.
Things changed in a hurry. First came the wind in our faces. Our test driver inexplicably left his sunglasses on shore for the first speed run and had to politely request a loan from the co-pilot. He didn’t need the shades because of the sun’s glare—it was overcast—but the breeze at 100 mph can be awfully irritating on the peepers. Our co-pilot immediately obliged; he’s in favor of drivers who can see when careening over waves at break-neck speeds.
It didn’t take long before we reached the century mark, the 3100 dancing across the waves with the aerodynamic grace Ferro intended. Seconds later we moved into the next century of speed exceeding 100 mph by far, with only the propellers and the sponson tails in contact with the water. The fastest boat ever in the 25-year-history of the Performance Trials was a white blur along the California coast, just as it was supposed to be. At one point during a photo shoot, the boat rocketed by, looking and sounding like the Chris and Shadow cats of yesteryear’s racing fame and no doubt waking a few liveaboards in Ventura Harbor.
Ferro, who custom-builds each American Offshore model at his Grove, Okla., factory, put a price of $133,710 for the 30′-long, 8’8″-wide boat we tested. That included the top-of-the-line 675 SC motors, along with high-performance propellers, shafts and gimbal rings, external hydraulic steering and the custom headers.
Purchase a base American Offshore 3100, with twin MerCruiser 7.4-liter engines, and you’ll pay $81,000. But if speed is your thing—and it should be with a boat like this— go for the big power. You’ll be glad you did.
If you like going fast, the 3100 is your boat. We didn’t encounter the finickiest associated with the higher-tech race-style catamarans and the boat liked the relatively inexpensive Bravo One drives, making it a wise choice for recreational speed mavens. For the price of his boat, Ferro played When we pulled out the Stalker sport it smart by staying with the blanched radar gun, the American Offshore 3100 put up gaudy numbers. Running the big motors through the power curve, we slogged along at eight mph at 1000 and nine mph at 2000 and then jumped to 43 mph at 3000 rpm, 60 at 3500, 75 at 4000, 85 at 4500, 100 at 5000 and 108 at 5500. We reached a top speed of 114.8 mph at 6000 rpm—the speedo far past pegged by then. In a boat that moves like this one, an accurate speedo wouldn’t hurt. From a still start, we hit 33 mph in five seconds, reached 63 in 10,90 in 15 and 105 mph in 20 seconds. Time to plane was 3.7 seconds.
What was behind all this speed? The twin 675-hp engines spun 15 1/2 x 34 four-blade stainless cleaver props through 1.36:1 gears in the Bravo One drives. Measuring about 9″ wide at the aft section and tapering as they went forward, modified V-pads comprised the primary running surfaces for the twin-stepped hulls. A single full-length lifting strake and the 3″ chine ran the length of the bottom, while on the inside of the tunnel, there was a lifting rail about 6″ up from the running surface. The transom was angled in at 14 degrees.
We found Ferro’s design well balanced, but with the motors all the way in the back, it felt just a tad tail heavy. Moving the engines forward about 1′ might help.
In most aspects of our maneuverability tests, the 3100 scored well. Slalom turns at all speeds were above average for a cat, while left and right circles at cruise and high speeds felt solid. Aside from needing run-off room after a 100-mph dash, our test model decelerated well and tracked steadily.
Moving around the docks took some getting used to, because the boat was geared so high the motors wanted to quit when idling. But, you have to expect some compromises when you get into a speed machine.
From the high-backed bucket seats, driver and co-pilot visibility coming on-plane and at speed was fine, and we could see the horizon and read the water through all phases. For the price of this boat, Ferro played it smart by staying with the blanched gel-coat. That way he could concentrate on other things, such as strong construction and detail-attentive fit and finish. Examining the mold work under our merciless microscope, we found nary a flaw.
As you would expect, the plastic offshore rub-rail was installed perfectly. It capped a hull-and-deck joint that was bonded with fiberglass on the inside. We would expect nothing less on a 114-mph screamer.
Staying with fiberglass for a moment, American Offshore laid up the boat with 20 mils of gel-coat, followed by a skin of 3/4-ounce mat and layers of 2308 and 2408 bi-directional fiberglass. Construction continued with 2-ounce Corebed mat and 3/4″ balsa on the bottom with 1/2″ on the side and deck. Final treatments of 2415 core cover and a 2408 filled out the schedule. Two layers of 2415 Fabmat covered the stringers, which American Offshore built from Greenwood Forest XL select marine-grade plywood.
Running through the hardware list, the white-look continued, courtesy of powder-coating, with cleats, cat-eye navigation lights and two stainless deck rails. On the transom, Ferro didn’t skimp on the steering, using a twin-ram hydraulic system.
Looking under the molded fiberglass engine hatch, which raised on a pair of hydraulic lifts, we noticed that Ferro was smart to install a spotlight to show off the twin 675 SC American Offshore motors. Ferro equipped them with B&M Megablowers topped with 850-cfm carburetors and CMI Big Tube exhaust. Cradle-style mounts thru-bolted to the stringers held the powerplants firmly in place.
The manufacturer mounted the batteries in the center of the tunnel in boxes with the trim pumps on the floor nearby. Notches in the stringers provided clearance for the alternator on the port motor and the water pump to starboard. Cables and wiring were safely protected in plastic conduit and supported in Adel fasteners, run up the tunnel in a sanitary installation.
Moving into the cockpit, the deck liner included the seat bases. The buckets were constructed on wood frames. We found quality French stitching on the marine-vinyl upholstery in the cockpit and below decks.
Knowing what it’s like to run 100-mph-plus, Ferro and crew were wise to make cockpit-seat comfort a priority in the 3100. With two well-padded bucket seats, the driver and co-pilot were snugly fastened into riding position, while four more daredevils could wedge themselves into individualized seats in back. When the boat’s at rest, a lone tanner can stretch out on the sun-lounge behind the backseat head-rests.
Sitting at the port helm, our test pilot looked to his right at Faria gauges, including twin tachs, a speedometer and a boost monitor, and the Bluewater Performance trim indicator, Ferro distributed the gauges across the dash, depending on priority, installing them all in angled bezels to make them easier to see. For driver comfort, the wheel was mounted on a billet extension to bring it closer and make it more comfortable.
Set up in race boat style, the 3100 sported throttles in a center podium between the buckets, with a Blue-water Performance trim panel aft, ahead of a large glove box-type locker where you’ll probably keep driving gloves and goggles.
To the driver’s left, a hatch opened to reveal a large carpeted stowage locker, which could easily be transformed into a private head.
Opposite, to the co-pilot’s right, there was a one-person crawl-through entryway to the cabin. You don’t expect much cabin space in a catamaran, and the 3100 offered no surprises. Behind the cabin door, fitted with a nice locking latch, was a small galley with a stainless sink, four cup holders and CD player and amplifier. A square berth in the center consisted of a large white pad over the gray marine-grade carpet. Vinyl work on the cabin headliner displayed excellent attention to detail, spotlights were installed to brighten things up and a large rectangular Bomar hatch let in plenty of natural light and ventilation. On the bulkhead, an access panel provided a look at the gauge backs and dash wiring. There was some stowage under the berth, accessible if you raised a hatch on the port side. You’ll find more stowage space in the 3100’s cockpit, including compartments under the cushions on the bench seat and the buckets, along with small gunwale tray cutouts.
Pure speed is alluring and there’s nothing like being the fastest cat on the water. Far from being a chest thumping machine that talks the talk, but can’t walk the walk, the American Offshore 3100 just gets up and goes after it. We’re still smiling after our 114-mph hour ride and, to tell you the truth, we can’t wait for more. Don’t miss this.
1996 POWERBOAT MAGAZINE PERFORMANCE REPORTS
For more information: www.american-offshore.com/reviews/3100-catamaran.html
7625 Matoaka Road
Sarasota, FL 34243