The Walter Schultz’ designed Shannon 43 first turned heads in 1986, and after 20 years of production her classic look, seaworthy construction and sailing performance have proven her to be a hardy bluewater cruiser with timeless appeal. This past summer Shannon launched hull number 52, Fortitude. After a summer in Narragansett Bay we joined Fortitude for her first offshore sail, a 400-mile passage from Newport, R.I., to Annapolis, Md.

Great Lakes sailors Paul and Annalee Morrison wanted a mix of class, performance and ocean hardiness. The Morrisons looked at all of the big names in high-end sailboats when deciding on the builder of their first oceangoing boat. Paul gathered advice, toured boatyards, questioned service agents and went on numerous test sails before narrowing it down to Alden, Hinckley and Shannon. “I wanted a boat that would sail across oceans,” explains Paul, and with their seaworthy reputation and attention to customer satisfaction, Shannon rose above the rest in the Morrisons’ assessment.

When I checked the weather report Wednesday afternoon before departure, the small craft advisory had been extended through Thursday and upgraded to a gale warning for the offshore waters. Waking up the next day to beat into a strong southerly was a far cry from the shakedown cruise I was looking forward to.

Under Sail
While weather waits for no man, we can wait for weather,which is exactly what we did. Luckily the front was fast-moving, and the strong winds that followed the frontal passage were from the north and west. By Thursday evening the rain began to ease and we pulled out of our slip just as the channel markers began to flash.

With wind in the high teens, we sailed down Narragansett Bay and shaped for the passage west of Block Island. The seas and wind picked up as we left the protection of the bay, but Fortitude maintained a comfortable heel and control at the helm, translating an increase in wind velocity to an increase in speed through the water. With the centerboard lowered to its full eight feet, seven inches she heeled over at about 20 degrees on a close reach with negligible leeway. The helm felt smooth and balanced with little tendency to head up as we zoomed along at better than 7.5 knots.

Fortitude carries a fully-battened North Sails main on a custom two-spreader aluminum Hall Spars mast that is stepped to the keel and supported by Navtec rod rigging. With all lines led to the cockpit, raising and reefing the main is an easy affair. The reefing lines each have their own line clutches and share a Lewmar electric winch.

Forward, Fortitude carries Shannon’s signature Scutter rig. The 130-percent furling genoa flies on the inner stay, run to the stemhead. The smaller furling Yankee flies on the outer forestay that runs to the solid teak bowsprit. Both genoa and Yankee run to the masthead, taking full advantage of the foretriangle. Rigging the heavy-weather sail on the outer forestay moves the center of effort forward, helping to offset weather helm and balance the boat in these heavy-weather conditions. In addition, Morrison installed a reinforced padeye aft of the windlass for a removable inner forestay. Run to the second spreader, the inner forestay is rigged to fly a storm jib.

Once we cleared the eastern tip of Long Island, we bore off to a broad reach and set a course for Cape May at the entrance to the Delaware Bay. Despite steady breeze in the low 20s, we continued comfortably under the full main and genoa. The helmwas smooth and responsive as she sliced through six-foot waves with speed and power, and no slamming.

With ample sail area combined with the long keel, centerboard and moderate displacement/length of 248, she tracked well. Even in puffs to 30, the helm was responsive, yielding over eight knots and hitting nine from time to time without feeling overpowered. Reefing proved an easy affair from the cockpit. Under a single-reefed main and 282-square-foot Yankee, we comfortably made 7.5 knots. The flared bow directed the waves and spray away from the cockpit where the hard dodger offered thorough protection.

When the high-pressure system moved in with lighter breeze, we shook out the reefs and rolled out the genoa. In 10 knots of apparent wind on a close reach, we made 5.5 knots. This with the same full main and genoa that had proved so hardy in the big breeze earlier.

The 62-horsepower Caterpillar diesel performed flawlessly during the 36 hours of constant motoring that marked the final leg of our journey through the Delaware Bay, the C&D Canal and down the Chesapeake Bay to Annapolis. When power sailing turned into strictly powering, we easily made seven knots while turning over at 2,400 rpms. With 100 gallons of fuel accommodated in three tanks, we had little fear of running out. The Morrisons decided on a Caterpillar because they can be serviced in practically any port around the world. They also installed a Marine Air Systems Vector Compact, a reverse cycle temperature regulation unit that functions as both an air conditioner and heater.

Custom Interior

Though the hull and deck on the Shannon 43 are standard, everything else on board can be customized to the owner’s specifications, a perk that Paul and Annalee took full advantage of. In building Fortitude, the Morrisons envisioned circumnavigating as a couple, perhaps in the company of their son Graeme. They didn’t need multiple heads or the privacy afforded by large cabins. Instead, they prioritized maximizing living space in the main cabin. With the settees pushed outboard, the saloon feels spacious and airy in part due to the 24-by-24-inch Bomar hatches that the Morrisons chose over the standard 20-by-20s. The galley on the starboard side has ample counter space that the Morrisons finished with a striking textured copper. The generous freezer and refrigerator are cooled by a Seafrost enginedrive compressor when underway.

The galley is Ushaped with lots of angles to brace against, and an inline double-basin sink promised to perform well in a seaway. Limited storage in the galley lockers is augmented by space under the floorboards and under the nav seats that are directly opposite on the port side. The nav desk features a unique booth-style that is open to the main saloon. With two benches facing each other, multiple people can comfortably sit, plot a course and plan a cruise, making navigation a shared activity. There is still plenty of room for a full suite of electronics, communications gear and DC and AC electrical panels in the lockers outboard of the nav desk. The desk itself will accommodate a chartbook with room left over for a small laptop; it also hinges open.

The main saloon is open and comfortably accommodated five adults at sea. Meanwhile, there were plenty of handholds and edges to facilitate easy movement in a seaway. The L-shaped settee to starboard surrounds a table with folding leaf that can be lowered to become a coffee table. Both settees can be pulled out six inches and rigged with lee cloths for comfortable-sized sea berths.

The forward V-berth will serve as the main sleeping cabin and is amply sized for a couple with plenty of storage room in deep shelves, drawers and lockers. The forward cabin abuts the only head, which is small enough to keep anyone from flying about in large swells. An unusual detail is the placement of the sink in the forward cabin instead of the head. Aft, there is a quarter berth to starboard with locker and drawers. Though wide, the cockpit floor forms the overhead for a quarter of the berth, which makes it difficult for a couple to share but ample for one person.

The port quarter berth is slightly forward in order to accommodate the large cockpit lockers. This cabin has limited storage and two bunked berths. The Morrisons will use this cabin to stow oft-used spares, access the deck lockers and occasional human overflow.

On Fortitude, the fine lines and traditional aesthetic of the 43 are juxtaposed with a very modern electronics package. Like all prudent sailors, the Morrisons believe in the importance of paper charts and the merits of hand navigation. However, they are also modern sailors and appreciate the convenience, efficiency and capabilities of modern electronic systems. In addition to a full set of paper charts, Fortitude is equipped with a Furuno navigation system mounted at the helm, with a repeater at the nav desk.

Both can simultaneously display a chart and radar image on a split screen. The Furuno system can be directly connected to a computer to upload waypoints, and on Fortitude is also networked to a 17-inch flat screen in the main cabin so that navigation information or DVDs can be broadcast on any or all of the three screens.

Build

In every condition and point of sail, Fortitude felt responsive yet solid underfoot, and for good reason, she was constructed with years of bluewater service in mind. The hull is constructed of hand-laid fiberglass with closed-cell foam core, and Kevlar is used to reinforce highstress areas.

There is no external lead, and there are no keel bolts to fail. The lead ballast surrounding the centerboard trunk is encapsulated within the hull. The centerboard is lowered by hand with a winch handle from the cockpit. The drum and wire are easily accessed from the cockpit locker for inspection and maintenance. There is also access to the centerboard through the bilge in the main saloon.

The hull-deck joint consists of an internal hull flange upon which the deck is laid and affixed with polyurethane then through-bolted every eight inches with 3/8-inch stainless steel bolts. The teak toe rail and genoa tracks are also through-bolted to reinforce the hull-deck joint. Cleats, padeyes for the inner stay and other major deck gear have backing plates and are bolted through the deck. All can be accessed and inspected through panels in the overhead or in lockers. The teak-and-holly floor is supported by a mahogany grid that is lagged to the stringers and glassed to the hull. All bulkheads are glassed to the hull and provide structural support.

Shannon believes that teak decks put too much weight above the waterline; however, the nonskid deck features teak highlights. The bowsprit accommodates two anchors, offset for easy handling. Both lead back to the horizontal windlass.

The aft cockpit is long enough to easily sit six in the main section, and there is room for two behind the wheel. The deep benches are long enough to stretch out on while close enough to brace your feet against when sitting to windward. A hardtop dodger supports handholds and provides the crew with protection from the elements. A Bimini top covers the helming station. In port, a full Bimini can be rigged to cover the whole cockpit, but would inhibit visibility when underway.

Wire steering cables run to a quadrant that can be accessed through the voluminous deck lockers. The main nav unit is mounted above the compass and inhibits visibility when sitting behind the helm, a problem ubiquitous on boats with electronic navigation at the helm.

Six Lewmar winches, four cleats, seven line clutches and a host of fairleads make tidy work of the lines running to the cockpit, and we were never for want of additional gear. Two cuddies on each side of the cockpit allow storage for winch handles and keep lines out of the way.

After 17 months of planning, research and construction, Shannon handed Fortitude over to the Morrisons with a caveat. They told them to go sailing and make a list of everything that wasn’t just right. “They know there are going to be things that aren’t perfect, and they want to take care of them,” explains Paul Morrison of Shannon’s commitment to their product and customer satisfaction. “It’s been a lot better than expected. Working with them is like working with people I’ve known my whole life.” And on this passage we added a few items to the To-do list. Two bales broke off the mast collar, and the bobstay backed itself off a couple of turns. These things happen on all new boats. What set Fortitude apart was the responsibility Shannon took for the shortcomings and the determination and efficiency with which they set it right.

BWS Thoughts
While average boat size may have increased over the past 20 years, 40-odd feet remains a perfect size for a couple with offshore-cruising ambitions. The Shannon 43 is just such a boat. She is easily managed by a single watchstander, offers comfortable living space for a couple or small family and promises years of offshore passages and coastal explorations. With a centerboardup draft of four feet, nine inches, the Shannon 43 will be able to find a place to anchor in most any harbor and explore coastlines where others stand off. Offshore, she will log 150-mile days with ease and 180 miles in a decent breeze, but she is not relegated to offshore work. Fortythree- feet, 10-inches long on deck and easily managed, she is a perfect size for a weekend cruise or impromptu afternoon sail. For the Morrisons, Fortitude promises to do a little of everything.

The Shannon 43′s easy motion and versatile performance are hard to match in a boat of her size. She is a delight to sail, whether it be for a day, a week or an open-ended voyage. While the custom details and commitment to customer satisfaction come with a high price, the 43′s seaworthy construction, sailing performance and eye-catching aesthetic ensure a high resale value, if you could ever bear to part with her.

Length Overall 47’6″
Length Waterline 36’9″
Beam 13’5″
Draft (Centerboard Up) 8’7″
Draft (Centerboard Down) 8’7″
Air Draft 63’0″
Sail area (Scutter) 1,000 sq. ft.
Displacement 27,500 lbs.
Engine 75 hp.
Fuel 105 gals.
Water 200 gals.
Displacement/Length 248
Sail Area/Displacement 19
Designer Walter Schultz & Associates
Price with Custom Interior $786,000

Shannon Yachts
Bristol, RI 401-253-2441

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Walt Schulz, president and founder of Shannon Yachts, remains committed to the cautious design mindset that has enabled almost three decades of Shannons to become icons of seaworthiness, manageability and long-distance voyaging. On the other hand, he is open-minded, flexible and smart enough to incorporate into his repertoire ongoing advancements in building technology and onboard systems, along with the ever-evolving wish list of a client base too savvy to let his boats languish in the past. The result is a range of cruising vessels with an impressive global track record and a healthy ability to adapt to modern demands.

The Shannon Pilot 43 Mk II brings the recent past and the emerging future together in any number of ways. It is not a brand-new boat per se – to be sure, the original aft-cockpit Shannon 43 from whence the hull and most of the deck are derived was introduced back in 1987, and the Pilot version itself first appeared at least five years ago – but in its current incarnation the vessel is elevated to a new level of sophistication by virtue of a yard intent on outfitting it with the latest and most reliable equipment on the market, and a client coming up from a Shannon 39 with firm ideas about what he and his wife want, not to mention an uncommon grasp of systems and technical minutiae.

Terry and Christie Rolon have big plans for their Shannon Pilot 43 KiKi. They took delivery of the vessel in the upper reaches of Rhode Island’s Narragansett Bay in late November, after which they departed down the coast for six months of living aboard in the Virgin Islands, familiar territory to them having sailed there in the past. They intend to return to New England before the summer to tweak the boat and address any yard issues, improvements and refits that may become apparent during their southern sojourn. Once back in the saddle, they will spend time poking about the coast of Maine before embarking on The Big One – a circumnavigation.

They approached Schulz and his talented crew after a particularly satisfying experience with their previous boat, a Shannon 39. Their decision to pursue serious voyaging created the need for a larger vessel, and a desire to make the liveaboard experience as comfortable and fulfilling as possible drove the requirement that she include a viable weatherproof wheelhouse and inside steering station. Repeat customers, as it were, appealing to Schulz for the realization of a lofty ideal.

A MOTORSAILER YOU SAY…

Schulz developed the Pilot 43 with the aim of combining the refined sailing attributes of the original 43 with the wheelhouse concept championed by the Shannon Pilot 38. The wheelhouse includes a dedicated steering station, a fully outfitted nav center, standing headroom, settees port and starboard, engine access, reverse-cycle AC/heating…you name it. Proportionally, it is bigger than a typical deck saloon and in many respects it serves as the primary living area in the boat; certainly given its terrific visibility and interior volume it represents a marvelous space and a well-protected window on the outside world.

But the designer is quick to point out that “the Shannon Pilot 43 is not a motorsailer, it is a true full-rigged sailing auxiliary.” The claim is an important one because despite the presence of a substantial wheelhouse component, the sailing essence of the original aft-cockpit 43 is carefully preserved. Notable is the attempt aesthetically to accentuate the boat’s graceful sheer and to nest the abovedeck architecture as low and deeply as possible into the hull. Shannon’s Bill Ramos remarks that the new boat’s raised gooseneck results in a decrease of only 18 square feet of mainsail area, and clearly there is no attenuation of the rigging package just because 74 horses reside in the engine room below.

In fact, the development of the wheelhouse using the original deck tool as a template results in the net loss of only four inches from the cockpit; the side decks and foredeck remain unchanged. The cockpit thus retains the seagoing helm of the original 43 so sweetly reminiscent of the Cherubini 44, along with 6’6” seats and primary winches on wide coamings. In fact, there is plenty of room for a generous liferaft locker in the cockpit sole – out of the way, off the deck, but right where you want it. Visibility forward down the gangways on either side is good; so too is visibility through the wheelhouse given its generous complement of glass.

The sailing imperative is endorsed by the vessel’s non-dimensional numbers. Displacement/Length (D/L) at 261 and Sail Area/Displacement (SA/D) at 16.5 (calculated using mainsail plus 100% foretriangle) are moderate by oceangoing cruising-boat standards, comparable to the Hallberg Rassy 46, the Fast Passage 39, and the Valiant 40 – all proven voyagers. The combination of medium displacement and a healthy spread of canvas gives these vessels good payload-carrying ability and the authority to move through a wide wind range. Further, aboard KiKi each helm station – inside and outside – steers by way of its own cable and quadrant linked independently to the rudder shaft, which provides welcome redundancy there and the notion that you can really sail this boat from either location without that frustrating bane of so many dual-helm sailing vessels, dreaded hydraulic steering. Ballast/Displacement is a reassuring 36 percent.

Hull form and underbody design feature rounded sections and a recommended keel centerboard configuration that draws a cruising-friendly 4’10” with the board up and a formidable 8’ 7” with the board down. A six-foot fixed keel is offered optionally, but in fact this boat is designed around the keel centerboard and over the course of its production run most Shannon 43 owners have gone that route. It makes a lot of sense; in our light-air sea trials, deploying the board upwind had an immediate positive effect on pointing ability and the reduction of leeway, and conversely winding it in as we turned downhill produced a ready increase in acceleration and speed.

The boat shows a cutaway forefoot with enough depth in the bow sections to control pounding. Aft, the rudder is hung off a substantial skeg with an aperture for the prop. It’s the old way of doing it, but benefits include rudder protection, prop protection, and solid purchase for the shaft without the need for a strut. The keel itself is flat on its bottom surface in order to make careening viable in far-flung locales.

CONSTRUCTION AND SYSTEMS

Shannon’s tried-and-true fiberglass technique features composite core construction for weight savings and increased modulus. The 43 is laid up in one piece with continuous transverse laminate, and the judicious use of 1708 45/45 bias roving, biaxial unidirectional filament, Kevlar/glass hybrids and epoxy resin allows for added structural reinforcement in high-stress locations such as the stem, chain plates, rudder post, bulkhead attachments, and internal hull/deck flange. The schedule includes an NPG isophthalic gel coat, ounce-and-a-half mat set in vinylester, two-millimeter Coremat to prevent print-through, and multiple layers of biaxial 2408 roving on either side of 3/4- inch closed-cell Corecell foam set in Corebond mastic from the sheer to the turn of the bilge; below this and throughout the keel solid glass is used. Full-length longitudinal stringers are glassed in below the level of the cabin sole. Internal lead ballast is cast in four molds to fit the interior contour of the keel and glassed in heavily. The flanged hull-deck joint is bomb-proof, featuring Sikaflex and 3/8-inch stainless bolts on 16-inch centers, followed by a toe rail affixed with 5/16-inch bolts on 16-inch centers and staggered to net a mechanical fastener every eight inches.

Interior construction is equally impressive. Bulkheads are tabbed over polyester fillets that keep the edges shy of the hull to avoid hard spots. In addition to the tabbing, fiberglass strands are let fore-and-aft through holes in the bulkheads and laminated to the inside of the hull, effectively “lacing” the structure in place. A mahogany subfloor grid is fastened to the structural longitudinals but is intended to remain removeable to allow extraction of water and fuel tanks non-destructively.

The cabin sole consists of 5/8-inch sol-id teak with holly splines. Furniture components are built in-house using mortis-and-tenon screwed-cornerpost construction.

Shannon is meticulous about the installation of systems and it is noteworthy that the shop is always on the lookout for a newer or better way of doing things and for the most dependable equipment on the market. Bill Ramos is never content to promote a product he’s installed in the past if a better one appears, and he is adamant about making sure that everything he does install is done so with logic and precision. One of the things he likes particularly about the Pilot 43 is the amount of space the boat provides for mechanical and electrical gear, space that Shannon has filled scrupulously according to the tenets of easy access, sensible redundancy, unambiguous identification and consistent labeling. “The equipment quota is always increasing, never decreasing,” he remarks. “It’s amazing how much room you need these days to fit it all in right. That’s one of the great things about this boat, namely that you don’t have to put things like an inverter underneath or behind stuff where you can never get at it. Everything is right out in the open.”

He’s not bluffing. The sole in the Pilot 43 wheelhouse hinges open to reveal a sprawling engine compartment in which the centerpiece – a 74-horsepower Westerbeke W-71C with a 200-amp high-output alternator on the boat we inspected – enjoys easy three-sided access, with access to the drive side aft available through the cockpit lockers. Dual Racor water-separator primary fuel filters, a 5-kw Westerbeke genset, an ESI fuel polishing system, a reverse-cycle AC/heating climate control station, bronze sea cocks with wood plugs in obvious, easy-to-access locations, auto fire extinguisher…It’s all there, with room enough to perform most maintenance and service in pressed whites if you like.

Owner input and customization have played a major role in the development of the 43 KiKi. The Rolons have been able to install a full-up dive compressor in the starboard cockpit locker, and a bow thruster forward with its own battery located nearby to avoid the lengthy wire chase. Redundant Nexus autopilots are installed aft; should the operative one fail, you simply disengage its arm and engage the back-up. A fully computerized wheelhouse allows you to feed the autopilot from a Furuno NavNet plotter with C-Map NT charts, or from a laptop-driven Nobeltec raster system – all with the flip of a switch.

ACCOMODATIONS AND SAILPLAN

The interior plan is flexible given the yard’s custom approach, and the client is encouraged to become an active participant in its design. The two prominent aspects of the boat below are, first, the expansive wheelhouse, and second the proliferation of lockers and storage possibilities. The wheelhouse provides storage beneath the settees and outboard – so much, in fact, that the Rolons were able to fit everything in the way of personal gear that they carried on their Shannon 39, stem to stern, in this area alone. The wheelhouse itself is open and airy, with bridgedeck access to the cockpit aft and companionway access to the saloon below.

The saloon features a U-shaped galley to port – in which the Rolons quite sensibly installed a trash compactor for a 4:1 reduction in rubbish volume – and a snug sitting area, entertainment center and dinette to starboard. One scheme substitutes a guest cabin with over/under berths in this starboard location. The head resides forward, opposed by a separate shower. A large double berth in the bow serves as owner’s quarters. Lee cloths installed along the wheelhouse settees facilitate sea berths up where the action is.

Topside, the rig is designed for sea duty and as usual Shannon offers variations on the sloop and cutter themes. We sailed with the so-called “Scutter” configuration on KiKi, which features a roller-furled 80% yankee flown off a headstay tacked at the end of the boat’s bow platform, and a roller-furled lapping genoa flown off a second headstay tacked just aft at the stemhead. The idea behind the Scutter rig is simple if unorthodox, and it points to Schulz’s open thinking with regard to manageable offshore sailing. You sail with the main and genoa in light to medium air when you need the drive, reduce the jib and reef as the wind rises, then furl it completely in brisk or heavy going and deploy the working canvas forward. What this does is keep the bow down in windy conditions by moving the center of effort forward, thereby avoiding the tendency to round up. In really wild weather you can furl everything and sail bare-headed or energize a convertible staysail stay at mid-deck and hoist a hank-on spitfire jib.

Deviations include putting a self-tacking genoa with a jib boom in place of the conventional genoa in the Scutter configuration, or moving into a more classic cutter set-up with twin roller-furled headsails side-by-side on the bow platform (not unlike what the Open 60s competing in events such as Around Alone and Vendée Globe use), and a conventional intermediate staysail stay aft. In all cases, standing rigging is highly spec’d, including stout sections, dual fore-and-aft lowers, and oversize 5/16” x 3” stainless chain plates gusseted outboard to transverse structural bulkheads.

BWS THOUGHTS

Our sailing experience aboard the Pilot 43 occurred in light air and benign conditions. Thankfully, the boat sported a premium suit of sails with an enhanced-roach main, and though normal circumstances would warrant motoring through this stuff, nonetheless we were able to keep appreciable way on under sail. The entire main is visible from either helm station – through a hatch in the wheelhouse, and through a window in the Bimini – and all sail handling exercises are operable from the cockpit. It is Schulz’s contention that going forward in dicey weather is to be avoided if possible, which accounts for all reefing and furling lines led aft. Going forward, however, is facilitated by grabrails along the entire length of the wheelhouse structure.

Speaking of the wheelhouse, the obvious question in any sailor’s mind must revolve around the notions of windage and vulnerability to boarding seas.

Shannon has considered all this, the response being an attempt by Schulz to keep the outward profile as low as he can and the structure itself as well-built as possible. Of note, all of the side lights are fitted with built-in studs to which custom 1/2-inch Lexan storm units can be fitted as soon as the barometer starts to plummet. At sea, the relative size of the wheelhouse is apt not to cause a problem given the sailing attributes of the boat overall; at the dock, where windage can ruin your day no matter what you’re driving, the optional bow thruster makes good sense.

Shannon has carved for itself a well-deserved niche in the offshore sailing realm by producing sensible boats and courting a particularly conversant, well-informed cadre of owners keen on putting a lot of blue-water miles behind them. The yard is insistent about finding solutions and avoiding mistakes. Quality and support are givens, as is unwavering attention to detail. It is our feeling that the Pilot 43 is born of proven stock and represents a successful blend of comfortable offshore amenity in a sailing hull as seaworthy as they get.

LOA 47’6” (14.5 m.)
LOD 43’10” (13.4 m.)
LWL 36’9” (11.3 m.)
Beam 13’5” (4.1 m.)
Draft (fixed keel) 6’0” (1.8 m.)
Draft (c’bd up) 4’10” (1.5 m.)
Draft (c’bd dn) 8’7” (2.6 m.)
Ballast 10,500 lbs. (4,763 kgs.)
Displ. 29,000 lbs. (13,154 kgs.)
SA (100%) 975 sq.ft. (90.6 sq.m.)
Mast above water 63’0” (19.2 m.)
Ballast/Displ. .36
Displ./Length 261
SA/Displ. 16.5
Brewer Comfort 34.9
Fuel 140 gal. (530 ltr.)
Water 180 gal. (681 ltr.)
Auxiliary 74-hp Westerbeke W-71C or 75-hp
Yanmar 4JH-2E
Designer Walter Schulz & Assoc.
Base Price $594,000

Shannon Yachts
19 Broad Common Road
Bristol, RI 02809
Ph: 401-253-2441
Fax: 401-254-1202
www.shannonyachts.com

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