NO. 2039

Liberty 42": The element of surprise.
By Lenny Rudow

SICK AND TIRED OF SLIDING-COOLER SYNDROME?
You know the ailment-a beam sea makes your deep-V boat rock madly. Your cooler shoots across the deck, slams into the gunwale, then starts back in the other direction again. When we cleared Lake Worth Inlet at Palm Beach, Florida, in Liberty's new 42' Express, I wanted to parallel the beach to do some speed runs with the radar gun. I figured we'd roll around a bit, but we'd also get the fastest top end running that way. And we did go fast! But did we suffer from sliding-cooler syndrome? Nope. My test gear cases, about the size of 40-quart coolers, didn't smash a single gunwale.

BELOW THE WATERLINE.
I know what you're  thinking-this boat must have a low deadrise to remain so level in turns. That's what I guessed, too, until we launched off a few rollers at wide open throttle. Assuming the boat had a low deadrise, I figured we were in for a rough landing. But it came down smoothly and easily split the waves. That's because the Liberty has a lot more V in its bottom than I had originally thought. In fact, transom deadrise is 20 degrees. Compare that to Ocean Yacht's 40 SF Express, which has just 14 degrees, or the Viking 43 Express, which has 15.5 degrees. Both of those boats are very stable, and their lower deadrise helps them in that regard. So how does the Liberty stay so flat with such a deep-V?

Partially because it has big, seven-inch-wide hard chines at the waterline. Sure, hard chines may increase stability, but since they create more flat area for the water to slam against, they also increase pounding, right? Absolutely. But after running the Liberty I've got to say the pounding was almost non-existent. It was so minor, in fact, that you'd never guess the big chines are there. What gives? Check out the boat's entry: at 59 degrees, the Liberty's bow is very sharp and thin, so it slices the waves open with minimal effort. But despite the steep entry and low bow volume which can make it hard for some boats to jump on plane-the Liberty still comes up over the hump quite easily.

The quick, easy planing is partially a function of the two-speed ZF gears on our test boat. Bring the rpm up in low gear for a quick acceleration to pre-plane, then flick the switch to change into high gear and the boat shoots over the hump. Weight is another factor coming into play. The Liberty displaces only 22,000 pounds, but the Ocean comes in at 26,500 pounds and the Viking at 34,500. Net result? Most of the Liberty's big chines are out of the water most of the time, so they don't add much flat surface to pound on. Combine that with the sharp, thin entry and you've got a smooth ride in a head sea and stability in a beam sea.

SPACING GRACE.
The trade off for all this get-up-and-go? Cabin space. Since the forward section of the cabin isn't as wide as it might be on some other boats, the cabin has less space than most competitors. On the Ocean, for example,there is a separate stateroom forward, a galley/salon amid-ships, and an aft cabin tucked under the helm. The Viking has a separate stateroom and galley/salon belowdecks. But the Liberty's cabin is a one-room affair. If you want separate state-rooms and maximum privacy when you're overnighting, this isn't your boat. But just because the cabin is somewhat small doesn't mean it feels cramped. That's the benefit of a single-room design since there aren't multiple bulkheads and levels dividing it up, the one room feels huge. Make the long climb down the five-step ladder into the Liberty's cabin and check out the finish. Cabinet doors, the head door and doorframe, and the cabin trim are all teak, with absolutely flawless joinery that matches even the Viking 43's exquisite woodwork. The dinette table is a Scott Boyle handmade teak and maple with brass inlayed leaping marlin work of art. No one's going to be disappointed with the way this cabin looks, and when outfitted as a dayboat or weekender, there's plenty of room for a couple to enjoy the good life. There's just one thing to nitpick about: The cabinet door farthest forward in the galley hits the downward-sloping overhead if you swing it open all the way.

Inside the galley cabinets, instead of the white paint finish we see on many boats, there is a smooth gel-coated finish. Countertops and sinks are Corian. Roll up the carpet on the sole-which can be teak and holly, if you prefer-and lift up the forward bilge access hatch. Not only is the bilge finished, it's finished with Awlgrip two-part urethane paint, as is the aft bilge. That means it'll stay good-looking for the long run, not just on the showroom floor. Many boats have gel-coated bilges that look great at first. Let a few years pass and the gel coat can absorb oil or fuel stains. But the Awlgrip paint won't because it's less porous than gel coat.

LOADED FOR BEAR.
Anglers walking the dock will stop in their tracks when they see the Liberty's 110-square-foot cockpit. Many expresses in this range have cockpits 10 to 20 percent smaller. Check out Ocean's 40' SF Express, for example, and you'll find an 80-square-foot cockpit. Even full-blown battlewagons in this size range, like Post's 42' Convertible, sometimes offer less cockpit space, at 90 square feet. But the Viking does even better in this category, with 113 square fishing feet. When it comes to tackle stowage, however, the Liberty wins hands-down, with 12 separate trays next to the bait freezer. Not enough? You can add another half-dozen under the rigging station.

Like the cockpit layout and cabin appointments, construction techniques point to a conscientious, quality-oriented attitude. All hardware and fittings are through-bolted and secured with backing plates. The hull-to-deck joint is fiberglassed completely together. Resins used in the hull are vinylester, the more expensive but less water-permeable variety. I looked at a 42 under construction and noticed Peel Ply was applied everywhere a bulkhead or stringer was going to be glassed in. Peel Ply may look like a regular sheet of plastic film, but wherever it's applied, it takes the wax out of curing resin. Sure, wax is a necessary ingredient for the curing process-it's like the butter on a cake pan, allowing the boat to pop from the mold-but after the resin has solidified, leftover wax can interfere with secondary bonding, such as the bond between the hull and bulkheads. When you peel away the Peel Ply, it leaves behind a textured, wax-free surface that just aches for permanent bonding with a new layer of glass and resin. You want three bedrooms and a full kitchen? Then get a condo at the beach. You want maximum fishability without giving one inch on fit and finish? Then make the choice-you've got that Liberty.