The Classic Grand Banks 42 Is A Near-Perfect Coastal Cruiser

In a world where boats that have worked just fine for years are cast aside to satisfy market demand for more modern styling, the Grand Banks 42 changed little in its four decades of production. Though still a niche market, trawler yachts have experienced a revival in recent years. And, known for it's timelessly handsome style and solid construction, few, if any, are more recognizable or in greater demand than the Grand Banks 42 Classic.

Drawn by Ken Smith, the original Grand Banks 42 Classic design remained unchanged until 1991, when the company retooled and made the hull longer by eight inches and wider by six inches. While the Grand Banks 42 Classic featured here is unquestionably the most popular model, there are several variations on the original Classic model. The Motoryacht model extends the aft cabin to the hull sides and transom, eliminating deck space in favor of a larger owner's cabin, while the Europa model eliminates the aft cabin altogether in favor of a larger main salon and covered aft deck. The somewhat rare Sport Cruiser model resembles the Europa but eliminates the covered side decks and the extended hardtop over the aft deck.

Originally, Grand Banks 42s were built of wood utilizing traditional carvel planking and sawn frame construction techniques. Beginning with hull number 353 in 1973, the hulls were built with hand-laid fiberglass with an integral, full-length keel. This type of construction protects underwater running gear. The hulls are supported by a system of fiberglass stringers embedded with dense, closed cell foam. The construction is not high tech, but it is strong and well done.

Even though Grand Banks has built its boats of fiberglass for more than 35 years, to this day, they retain the molded-in planking lines reminiscent of their wood heritage. The teak planked transom, another signature of Grand Banks, adds to the classic wooden boat appearance of the Grand Banks 42.

It is not uncommon for older, fiberglass Grand Bank 42s to suffer some degree of osmotic blistering if they have not been protected with a moisture barrier coat. Boats that spend a significant amount of time in warmer, tropical waters seem to suffer more than those that spend most of their time in colder water.

The hull thickness of the Grand Banks 42 is substantial, and I have never seen any blistering condition that I would consider to have structurally weakened the hull to the point that it was unsafe for normal service. However, the condition can significantly affect a boat's salability and value. Repair of a blistered hull is very expensive, commonly costing $10,000 to $15,000 or more, but it may be a worthwhile investment to protect the boat's value and long-term structural integrity.

The deck of the Grand Banks 42 is composite constructed with fiberglass over a plywood core with a teak overlay. It is fastened with screws and is a potential source of serious problems and considerable maintenance expense as the vessel ages. Deck fastenings and bedding compounds loosen over time, and water eventually migrates into and damages the plywood deck core. Fasteners and seams must be maintained at the first sign of wear or aging. If left unattended until an extensive repair or replacement is necessary, the cost of repair can easily top $25,000.

Window leaks, another annoyance to Grand Banks owners, can usually be kept under control with annual maintenance and cleaning of the tracks and drains around sliding cabin windows.

The quality of Grand Banks' joiner work has become the benchmark for this class of yacht. Although often copied, quite frankly, the quality is seldom matched by competitors.

The forward, side and aft deck areas of the Grand Banks 42 are small and not suited to sitting or lounging, but they are exceptionally secure, with high bulwarks, numerous handholds and an uncluttered layout to allow quick and easy access 360 degrees around the vessel. The teak rails, which were used for many years, slowly gave way to stainless steel and, on the more recent models, the bronze life-rail stanchions, cleats, deck plates and anchor rollers were also replaced with stainless steel.

Two steps along the port cabin house take you to the deck area over the aft cabin. Here, there is room for storage of a 10-foot dinghy to starboard. The boom for the steadying sail serves as a convenient davit for raising and lowering the dinghy to and from the deck. Steps from the aft cabin top to the flybridge area are over the main salon. Early models have a ladder from the aft cabin top, while later models have molded-in steps that are part of the cabin structure. This latter configuration improves the interior headroom at the companionway from the salon to the aft cabin. The flybridge is nearly 15 feet in length, with seating for six or more, and affords excellent visibility in all directions.

Inside the Grand Banks 42 Classic, the layout features a two-stateroom/two-head arrangement divided by mid-ship salon and galley. Over its lifetime, very few changes were made to the basic interior arrangement save for the reduction of teak-veneered plywood in favor of lighter colored formica in the latter years of production. The Grand Banks 42 has large cabin windows that let in plenty of light, so the interior never appears dungeon-like, even on older models that feature more teakwood paneling.

The interior layout of the Grand Banks 42 is centered around the main salon with entrance companionways on either side. The salon is spacious, with an L-shaped dinette aft to starboard and an opposite side settee. The galley is arranged on the port side forward and, although it is a bit short on counter space, storage is ample and easily reached. Forward and to starboard, the lower helm is adjacent to the companionway, and there is a small bar between the dinette and helm.

From the main salon and down several steps, the forward cabin features a large V-berth head to starboard and hanging lockers to port. There are ample drawers and storage below the V-berth. Headroom is well over 6 feet, and opening ports and an overhead deck hatch allow natural ventilation. The master stateroom is aft of the main salon and, again, down several steps. The traditional aft cabin layout features a double berth to starboard and a single port berth. A large head and shower are located forward of the double berth, and a hanging locker is forward of the port berth. An alternate, optional layout features a queen-size island berth and a desk in the port aft corner, with the head and shower separated on each side of the forward entrance to the cabin.

The hull form of the Grand Banks 42 is a semi-displacement design, meaning that given enough horsepower, planing speeds are attainable. In fact, engine options for the later production years offer top speeds of more than 20 knots (23 mph), although at a whopping reduction in operating efficiency. Powered by a single engine, cruising speed ranges from 7 to 10 knots, depending on engine horsepower of from 120 to 375. The long, deep keel provides excellent directional stability at all speeds, but the turning radius is not good; and bow or stern thrusters, which enable better maneuvering in cramped quarters, are a desirable addition on the single engine models.

Although standard equipment on the Grand Banks 42 was always a single diesel engine, the majority of original buyers seem to have opted for twin-engine installations. Ford Lehman's 120- and 135-horsepower models dominated in the 1970s and 1980s, although other engine options were available on some models. Since its introduction, the 210-horsepower Caterpillar engine has been a popular choice among Grand Banks buyers due to its ability to operate efficiently at displacement speed, while providing reserve power for planing performance when the situation demands. For example, with twin 210 Cats, the Grand Banks 42 cruises comfortably and economically at about 10 knots on about 9 gallons of fuel per hour. However, it is capable of a top speed of 15 knots at 23 gallons per hour. This is a 50 percent increase in speed at the cost of nearly a 200 percent increase in fuel consumption and reduced cruising range, but it's nice to know you have it if you need it.

The engine space below the main salon cabin sole is roomy and laid out for easy access to the auxiliary generator and other equipment. Until about 1991 commercial grade, square, acoustic tiles were used for engine room insulation. Although effective, they were not very tolerant of moisture and were eventually replaced with a more marine quality insulating material.

Most Grand Banks 42s have a rather dated mechanical steering system with sprocket, chain and stainless steel cable. Although it can have a somewhat sloppy feel, the mechanical system is sound and effective. All cables and components of the system should be visually inspected at least once a year to ensure they remain in good condition. Beginning in about 1995, a hydraulic system was offered as an option. There is also an emergency tiller in the event of steering system failure, a system that is not very practical as the helmsman has no forward visibility.

Fuel capacity is 600 gallons, with two steel tanks outboard of the engine. Corrosion can be a major problem with these tanks, and if replacement is necessary, the cost can easily range from $4,000 to $6,000 each; so it is important to keep tanks dry, protected and insulated from wood, frames and supports.

With the aid of the Internet, I was recently able to locate 10 Grand Banks 42 Classic models offered for sale at asking prices starting at $55,000. This may give a somewhat false impression that there are plenty of these models for sale and prices are competitive.

First, four of the offerings were pre-1973 and were of wood construction. These models may offer very attractive prices, but any savings can be quickly offset by the added cost of maintenance and upkeep. Unless you are prepared to do a substantial amount of your own maintenance, I believe a good rule of thumb is to anticipate an average "added cost" of at least $100 per foot for maintaining an older wooden boat in good condition. Of course, this assumes it is in good condition to start with.

The six fiberglass models offered were all twin engine models. On average, asking prices were 17 percent higher than the highest published book value for the model year offered. The Grand Banks 42 remains in demand on the used boat market. Although the buyer is likely to have several to choose from, bargain prices for these models are not likely to be found.

The Grand Banks 42 is not the right boat if you want a full displacement, ocean-going motor vessel, but it certainly fits the need of the vast majority of boaters who don't intend to venture far offshore or cross oceans.

The Grand Banks 42 easily accommodates a dozen people for cocktails, six can dine in reasonable comfort, and when it's time to turn in for the evening, it provides privacy and comfort for four. This may be why many who are willing to travel at a leisurely, slow pace consider the Grand Banks 42 Classic a near perfect coastal cruising powerboat.

Jack Hornor, NA is the principal surveyor and senior designer for the Annapolis-based Marine Survey & Design Co. Hornor writes for BoatU.S. Magazine and other marine publications.

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