BOAT REPORT


Bimini tucks neatly into area just behind screens


Lots more space, far more light, much less noise: the 60 is an extremely well-built fl ybridge with no notable shortcomings


Access to crew cabin is through large hatch to left of seating


V


Lots of glazing throughout the 60; the substantial window area in the saloon makes it very inviting for guests


ive la difference! Boatbuilders are always trumpeting their latest and greatest as bigger, brighter, and unquestionably better – most of all bigger


since it’s great accommodation that’s driving the market for fl ybridge cruisers nowadays. But how much really does change as time goes by? Well, it’s been almost a decade since I tested the marvellous Princess 61 (MBY September 2002) and when it comes to big fl ybridge cruisers, this was one of the most competent and complete big cruisers I’d ever had the pleasure of testing. “A boat which handles and steers as well as


any other I’ve tested,” I enthused. So what has changed, and what hasn’t? And what can the new Princess 60 possibly offer that’s any better than its wonderful old stablemate?


ON THE WATER What has not changed, thankfully, is that the new 60 has not become obese. Okay, it’s put on a little weight (27.3 tonnes empty versus 26.0 tonnes for the 61, about +5%) but that’s hardly surprising. Our thirst for huge TVs and AV systems and all manner of white goods inevitably piles on the pounds. Plus, I’d swear that the hull looks a little taller. And the 60’s front windscreen sits so much further forward that its short foredeck would not look out of place on an old 50-footer. So even though it’s six inches shorter, in the broadest sense, the 60 is a slightly bigger boat than the 61. What’s great is that Princess have resisted the


temptation to increase the beam (the 60 has 2in/50mm less) in pursuit of accommodation at all costs. And we should be forever thankful to Princess and their designer Bernard Olesinski for this. I certainly was when I was out on the water in early November, powering through the swells out beyond Plymouth Sound, and dodging the great tangle of poorly marked pots closer inshore. It’s true that there are fat boats which seem able to defy their gargantuan beam and dish up a good all-round ride (the Sealine SC35 is one) but they are extremely few and far between. The 60 is a delight to drive. It’s lithe and


responsive, and consequently a lot of fun. Forced to choose, the old 61 was just slightly better and a little sharper all round. But then I think the 61 was special, rather like the current Princess 54, which for a voluminous cruising boat seems almost freakishly adept out on the


water. But the new 60 still inhabits the top echelons, and will keep owners who are keen drivers very happy indeed. Of course, not everybody will be fussed


about the 60’s great upwind ride, or its tremendous agility; its ability to cruise along serenely under autopilot will be more relevant. And here there is a whopping difference. Up until a few years ago, the fl ybridge Princesses we tested were not the quietest in their class. Nowadays, though, Princess use lashings of Thinsulate sound insulation in the engineroom, not only to insulate the saloon fl oor but to line the fuel tanks too, and where they can even the bulkheads, to prevent the sound bouncing around inside the engineroom. Plus, under the fi tted carpet lies a thick underlay, then fi nally a layer of thin but high-density sound deadening material. The upshot is a boat which, between 23 and 28 knots, is 9 to 10dB(A) quieter in the saloon and the cockpit than its elderly counterpart, and 7dB(A) quieter on the fl ybridge. Bear in mind that dB(A) is a logarithmic


scale; accordingly a 10dB(A) drop means half the noise, so these are truly astonishing fi gures. Long passages that in the past might have been a cacophonous means to an end, suddenly become a real joy in themselves, with niceties such as civilised conversation back on the menu. The Storebros and Flemings of this world have always been outstanding in this department, but across other manufacturers there’s been a lot of variation. During a tour of their new factory, home to the 40-metre currently under construction, Princess informed me that the target on their fl agship was for guests to be unaware when the engines are running. Good luck, I say! Our Volvos were a tad smaller than


the 40’s 2,637hp monsters: twin 900hp D13 (D13 800hp are the other option). With these engines over-revving by 75rpm, we achieved a two-way average top speed of 33.5 knots on our test. Given that it took twin 800hp MANs to propel our sleeker 61 to 30.9 knots that speed is impressive, and implies that the 60’s slight extra mass has not affected its hydrodynamic effi ciency one jot. At fi rst sight, the lower driving position


appears classic Princess. In fact, the helmsman sits closer to the screens than normal – there’s no empty expanse in front of the dash proper. So although in theory there’s a bulky corner mullion impeding the view, in practice it seemed easier to peer around for spot checks because the mullion sat so much closer than usual. The only thing you might grumble


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