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Bertram 35 [Boat Review]

March 30, 2020 4:53 pm

Bertram is back with a powerful, seamlessly built 35-footer that’s a pretty as the sportfishing exemplar that inspired her, the iconic bertram 31..

This article originally appeared in the July 2017 edition of Power & Motoryacht magazine , written by Captain Bill Pike .

There she was, berthed in the haulout slip at Bertram’s Tampa facil­ity—the new Bertram 35. A bunch of guys were gathered around, some on board, feverishly finishing a washdown; some on a nearby floating dock, burnishing her “Aristo Blue” Awlcraft paint job; and some standing farther off, clearly admiring an assortment of styl­ing elements and architectural details that obviously owed a great deal to the old, super-popular Bertram 31 but, just as obviously, went many nautical miles beyond her.

My sea trial of the 35 had been a long time coming. I’d first laid eyes on the boat in early May of last year, during a press event at Lyman-Morse in Thomaston, Maine. She’d been only semi-finished then, little more than a collection of disembodied components produced by Lyman and laid out for our inspection, awaiting a truck ride south to Tampa, where a passel of Bertram employees would finish the assembly and crank up a production line for all subsequent iterations.

One aspect in particular stood out. While the renderings of the 35 the Bertram folks were passing around showed a finished prod­uct that seemed elegantly and classically simple, especially in terms of her profile, the complexity of the fiberglass work necessary to produce this impression was, from what I could see, extreme.

The flybridge illustrated the point best. At first glance it appeared to be a smooth, one-piece, curvaceous construct, but upon closer inspection I saw that it was actually an amalgam of five separate, through-bolted, fiberglass-bonded parts, each finely tooled and crafted to fit unobtrusively and seamlessly into the whole.

Then there was another attention grabber. Because the boat’s hull was wholly open at the time of the event, containing little more than three tanks, a few wiring chases, and a couple of big diesels, the entirety of the hulking, highly elaborate “structural grid” inside was totally visible. Not only did this thing seem to be the very essence of complexity, but, according to Earl Blackwell, Bertram’s engineering guru on the scene, its multidimensional tolerances had been meticulously refined to a fare-thee-well in order to facilitate a perfect chemical bond (via Plexus methacry­late adhesive) with the resin-infused, solid-glass hull bottom and Divinycell-cored hullsides encompassing it.

“We have two things going on here,” Blackwell explained. “First, we’re attempting to evoke the character of the old, original Ber­tram 31, which was a very, very popular, relatively Spartan, rough- water-capable boat. But at the same time, we’re also trying to meet or exceed the expectations of the modern boat buyer. Heck, de­cades ago, the old 31 was built using, maybe, eight or nine separate molds. And there were screws and aluminum trim pieces covering seams almost everywhere you looked. Today, we’re using over 60 separate molds to create the 35, and there are no trim pieces at all, simply because the seamless look is what people expect these days.”

Piscatorial Paraphernalia

Most of the guys were dispersing from around the haulout slip at the Tampa plant—our test boat was apparently ready to boogie. And as I drew nigh, I experienced a wave of nostalgia. Over the years, I’ve fished more than a few Bertrams in various parts of the world and this particular boat, which was outfitted in a way that emphasized sportfishing a bit more than some of her more cruise-focused sister- ships, seemed to be just as much a true, aristocratic huntress as any other Bertram battlewagon, although she sported a raft of top-notch amenities in addition to her piscatorial paraphernalia.

Much of the latter complement was standard-issue, explained Ber­tram’s company captain Mike Schenk as I jumped aboard. The tran­som door (with separate top gate) was included in the base price, he said, and so were the two ample, removable fishboxes in the cock­pit sole (each plumbed with its own macerator pump), the transom livewell with “aquarium view)’ and the matched set of roistering, 507-horsepower Caterpillar C7.1 diesels that snoozed for the mo­ment under a one-piece, express-style engine hatch.

Of course, there were fish-fighting options too, among them the Sanchez Brothers-built welded-aluminum tower/hardtop assembly that was in part secured to our test boat’s side decks, the teak-paved cockpit sole underfoot, and, on the flybridge above us, the three Re­lease Trillion Series chairs at the Palm Beach-style helm station with its cool, single-lever controls with integrated bow thruster buttons.

We ducked into the cabin for a quick look around. Unquestionably, the layout with its offset-queen-equipped en suite stateroom forward and galley with opposed dinette amidships was a shoe-in for comfy overnighting and weekending, a mission that was just one of many that the 35’s Bertram-lovin designer (+Motoryacht col­umnist) Michael Peters had to accommodate.

The level of fit and finish was tops. Precisely crafted teak-veneered foam panels predominated, along with sweet, solid-wood inlays, and perfectly finished solid-surface countertops. And there was a nod to stylish practicality as well, thanks to easily maintained Amtico floor­ing, gutsy, Italian-made Seasmart marine hardware, and a large, cus­tom stainless steel sink in the galley.

Everything’s Workable

“Check out the engine room,” Schenk said, just before hitting a cockpit switch that began electro-hydraulically raising the engine hatch. In a mere moment or two, we were looking into what ap­peared to be an ever-so-solidly engineered, if decidedly cramped, machinery space.

On the solid side, I was gratified to see mainstream Delta T demisters flanking the CATs, port and starboard, as well as a net­work of precisely loomed electrics on the forward firewall, two crash pumps in the bilge, and a couple of high-end DeAngelo ex­haust risers snaking back into Centek mufflers with surge tubes to obviate flooding out the mains during sporty backdowns.

But on the cramped side? The presence of both an optional, 790-pound SeaKeeper 5 and a fairly large Fischer Panda 7 Mini genset between the two big diesels did not exactly make for oodles and oodles of elbowroom.

As I was eyeballing a set of duplex Racor 500s installed just inches beneath the deck molding abaft the port engine, pondering whether the seeming lack of overhead clearance might complicate filter element changes, a blast from the past arrived—Blackwell, the engineering guru I’d talked to extensively up in Maine.

“I know—the engine room’s tight,” Blackwell acknowledged. “But you’ll find that there’s just enough room above that canister to pull an old element out and install a new one. Tolerances are close in here, but everything’s workable.”

Crazy Pike! Crazy Pike!

My sea trial of the 35 that day generated a mixed performance. For starters, the boat evinced excellent directionality and speed when we simulated a fish-fighting backdown in open water. And hey, not a drop of water came over the transom at a full 5 knots.

And then, toward the end of the festivities, the 35 turned out to be an absolute ball to handle dockside. Indeed, I can’t remem­ber when I’ve enjoyed maneuvering a twin-engine, straight-shaft inboard vessel more. And she was easy, too. Backing her into the haulout slip in a 10- to 15-knot crosswind was a snap, mostly thanks, I’d say, to a massive power-to-weight ratio, superb sight- lines, and a set of perfectly detented single-lever engine controls.

There was an issue, however. During the open-water portion of the trial, at 2200 rpm and above, the 35 would not turn even fairly tight circles without exhibiting a tendency to stall out and actually slow down. Moreover, the phenomenon occurred unevenly and repetitively, whether I turned to starboard or to port.

Ultimately, both Blackwell and Schenk agreed, the problem could be addressed by “toeing in” the leading edges of the 35’s rudders by half an inch or so. This would prevent air or cavita- tional turbulence (or both) from rendering them problematic at higher speeds.

I returned to Bertram’s Tampa facility some weeks later for a second sea trial, which confirmed the theory. The 35’s high-speed turns seemed entirely normal as far as I could tell and, in fact, the boat stalwartly avoided all squirreliness, even when I forced her into some decidedly wild, high-speed, hard-over turns, sideways to 3- and 4-foot wakes.

“You’re crazy, Bill,” Schenk yelled with considerable glee in the midst of one of these babies. “Crazy Pike! Crazy Pike!”

The average top speed of 36.1 knots I got out of the boat was ro­bust, although a good bit shy of the 40-knot figure Bertram touts in some of its advertising. Moreover, the range numbers I recorded, I’d say, preclude truly far-flung tournaments and cruising destina­tions. But will such findings deter boat buyers enthralled with the relaunch of a legendary brand’s most iconic model? Probably not.

Once we’d finished with her second sea trial, I took a pass on docking the Bertram 35 a second time, in keeping with a per­sonal policy of mine—never maneuver a boat dockside once she’s become the official property of her owner. But I watched with considerable interest as Schenk slid our 35 effortlessly into the haulout slip and then (just for the fun of it, it seemed) walked her sideways, back and forth, using brief thrusts from the mains, forward and reverse, and an occasional burst from the optional Vetus bow thruster.

“Man oh man,” I observed at length, “she’s a little jewel.” And she is, not only because of her intricate, albeit beefy build and top-shelf ancillaries, but also because she’s an exceptionally pretty, boaty-looking boat. Although not quite the spittin’ image of her predecessor, the grand old Bertram 31, she’s absolutely wor­thy of comparison in terms of appearance and performance.

Will Bertram come back from its sad dissolution at the hands of former owners and reassume its exalted status? Heck, given the company’s apparent commitment to getting our sea trial of the Bertram 35 right, I’d say there’s a pretty good chance of it.

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• Boat Reviews

Boat Review: Bertram 510 Convertible

• By Dean Travis Clarke
• Updated: October 12, 2001

Bertram has produced plenty of great hulls in its time. In the minds of many, classic hulls like the Bertram 54 and 31 have never been surpassed as offshore fishing boats. Whether you’re grown up a fan of Bertram’s or not, you might want to take a look at the company’s newest entry into the 50-foot class. It may not have the most traditional lines or interior, but it runs with the best of them in ugly conditions – and that’s just what we had when I had the opportunity to fish the 510. Winds out of the southeast at 20 knots made offshore conditions a tad unpleasant. But for testing a boat, who could ask for anything better? After all, almost every boat performs well in flat calm.

In fact, if it weren’t for the close-together rough seas, I couldn’t honestly say that this may be the best-performing fishing boat Bertram has built since the original 54. The props and gearing combination did take a healthy 15 seconds to get the 510 up on plane and 22 seconds to reach 30 knots. However, you’ll get a very respectable 36-plus-knot top speed out of her. At 35.5 knots, you get a range of about 320 nautical miles, but dropping that back to 28 knots affords a range of 480 miles.

Running downwind in a quartering sea, the 510 provides hands-off control. Yes, it heels over slightly when it meets the back of the next wave, but it doesn’t alter course in the slightest. I found that the trim tabs were slow to respond and provided limited bow travel. However, with that said, they certainly did exactly what they needed to for head sea/down-sea and trim adjustment. And no matter what point of sea you’re heading into, the 510 leans into and carves a turn with grace.

In south Florida, we do a lot of drift fishing for sails, so a boat has to handle sitting still in big seas. Once I pointed its bow into the wind, the 510 took a long time to fall off the wind and come beam-to the seas, meaning it doesn’t blow around easily. Anglers didn’t even have to hold on in the 4- to 6-foot seas nearshore. The roll moment proved slow and the transitions gentle.

The cockpit has loads of room for multiple anglers to fight fish simultaneously, and West Coast anglers will particularly appreciate the ability to plumb the nonskid-covered bow for a live baitwell. Handholds going forward seemed adequate and secure, as they did up on the flying bridge and in the salon, two places they’re often overlooked. In general, the cockpit contains most amenities any serious angler would demand: a large circular baitwell to starboard, tackle station on centerline with a sink and drawers beneath, a large freezer outboard to port and the engine room hatch next to the salon door. Shore power and washdown spigots can be found in each under-gunwale coaming. Bertram included a feature I always suggest to builders – a single tube molded into each side under the gunwale for gaff and mop storage. About the only real improvement I would suggest is to use the space under the salon steps for an insulated cockpit drink box.

Inside, choice of furniture and placement belongs to the buyer. Our test boat sported an L-shaped settee to port, but with the bottom of the L along the forward end rather than across the aft bulkhead. hate to try to sleep there on the way to the canyons in any kind of sea. The interior features gorgeous cherry wood with a flawless gloss finish, while the galley boasts all the latest amenities.

Three steps down finds a double cabin amidships with twin beds. Portside, the master stateroom holds an island double berth and private head with shower. Another double in the bow offers an island berth on centerline and shares a starboard-side head and shower with the other guest cabin. The engine room hatch from the cockpit provides plenty of wiggle room to enter and exit, and anyone under 5 feet 7 inches tall will have full standing headroom. The compartment has been laid out with an eye toward ease of maintenance, with filters and fuel valves on the forward bulkhead and generators, batteries and air conditioning compressors all in their own space aft under the cockpit deck.

• More: Bertram , Boat Reviews , Convertibles , Sport Fishing Boats

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• Bertram 31 SF

by David Pascoe

Its neat, its cool, Ray Hunt designed it, and everyone loves it even if they wouldn't own one. And despite the fact that Bertram made 3 additional variants of the 31 hull, when you hear people talking about the Bertram 31, this is it. Possibly the most famous sport fishing boat ever built, continuously in production for 25 years right up to 1986, with the last year dubbed the "Silver Aniversery Edition."

We get a lot of requests for a review of this boat, but we have to wonder where the requesters have been living for the last quarter century. We didn't think a review would be necessary. Still don't, for that matter. But when we stopped by the Merritt Boat Works in Pompano recently and saw this one being gussied up, we took a look see and a few pix. Merritts, of course, is one of those places where, if you have to ask the cost, you are probably in the wrong place. But someone had sprung the sluice gates open on this little beauty, starting with a new paint job.

Its one of the few you'll see with a full tuna tower, whereas most with towers will be a marlin tower which is probably a much better choice for a small boat. All that weight up top can make a boat, well, a bit wobbly. This is a fishing boat and you shouldn't make the mistake of thinking that its good for much of anything else, except scuba diving, for which use it also excels. I once did a Bahamas trip with four guys for a week. intending to sleep aboard, after two days we were off in search of hotel rooms. The cabin is good for storing stuff and taking a leak, but not much else. Its mainly for the hale and hearty, for there is no escape from the sun and weather on this boat unless you want to relax in a box.

There is plenty of horizontal space, but little vertical space. As you can see in the above photo, there is no depth to the hull; its designed to place you close to the water -- and that's all. Storage? Forget it. What little there is won't keep anything dry. If you are 6-2 and 240, you probably won't like this boat much; its better scaled to smaller people. Like 5-8 and 160. A lot of folks think that this boat is built like a tank.  Its not. The weights varied over the years from 10,000 to 12, 000 lbs., very light for a 31 footer. Actually she's 30'-7".

At that weight she does okay with smaller engines, which are desireable from her limited fuel capacity standpoint. But who the heck wants small engines in a boat like this? Damn the torpedoes, etcetera, full speed ahead. Chop a hole anywhere and you'd be surprised at how thin the laminate is. Fortunately her builders knew how to get strength from thin laminates. And they did. Although they're not beyond stress cracking along the toe rails, which is quite prevalent. The early models had wood decks and you know what that means . . . .

Its a wet boat. Big time wet, because its got a full bow with little flare. And its a southern boat, because I sure wouldn't want to be out in cold waters in this one. You won't stay dry even on the bridge. Speaking of which, on the older models is much too small. The side coamings are a good 14" on each side, making it terribly cramped with a bench seat (which was standard) or two chairs. Notice on this one there is only one pedastal chair. On later models the bridge was mercifully widened.

The very wide (for her time) 11'-2" beam without chine flats means that shes not as deep veed as you'd expect of a Bertram. She does very well, but she's not going to carry 22 knots into a three foot head sea. You'll get by with 16 kn, and can do 22 in two footers with a bit of kidney crunching. But her real strength is sea kindliness at trolling speeds. This is not a boat that does whip-snap rolling or pitching to throw you off your feet. That's a critical feature for any serious fishing boat where the ability to remain standing up is so important. Her VERY low center of gravity and engines amidships makes this as stable and smooth rolling a boat as you're going to get.

The cockpit deck  is a whopping 14 feet long, although the engine boxes take up the forward third. Even so its a huge deck where even a full tournament chair won't cramp the action. But the cockpit depth is also a little disconcerting from the standpoint that it will hit the average sized person just at, not above the knee. There's a real problem here when leaning over the gunwale to grab a leader, as your foot wants to slip and send you over the side. The Blackfin 29 and 32, whose designers I suspect more or less copied the 31 SF, corrected this by adding another 4 inches of gunwale height. It makes a world of difference.

This is also a very simple, uncomplicated and easy boat to maintain. It just doesn't get much easier than this because there isn't much there, and what is there is easy to reach. Its the kind of boat to own if you don't use your boat much because there's so little there to go to rot and ruin. Note the emphasis there, guys?

Unquestionably what made this boat such a big seller are her gorgeous lines. Here it is three decades later and it is still just as attractive to contemporary eyes as ever. Once again proving that good design is timeless. In the last ten years a lot of these boats went into decline and you could pick up a run down copy pretty cheap. But they're making a comeback now and prices are escalating, though there's still a few bargains to be had. This is definitely a boat worth dumping a bunch of money into.

For a project boat, they don't get any easier than this. Just remove the engine boxes and the engines come right out. The decks are loaded with hatches and a very large removable section over the fuel tank in the center on models with glass decks. They're easy and inexpensive to paint, and with a new AwlGrip job these boats can really sparkle. If you're going to buy one, spend some money on paint. It will look absolutely like new and you'll never regret it. Even if you have to finance it. Accented with teak covering boards, or even a teak overlay on the cockpit, the boat really shines. But while teak has justifyably gone out of fashion because of high maintenace, the teak deck looks incredibly good on this boat, nicely setting off all that whiteness.

Owning one of these is about pride in ownership. Its about people who love fine boats. If you haven't fallen in love with her (Oh, yeah, it is a HER!), go buy a lesser breed. Don't disgrace the Gods of the Sea and yourself by buying and neglecting one of these classics.

Not a family boat, this one's for fishinfanatics and boat nuts only.

David Pascoe - Biography

David Pascoe is a second generation marine surveyor in his family who began his surveying career at age 16 as an apprentice in 1965 as the era of wooden boats was drawing to a close.

Certified by the National Association of Marine Surveyors in 1972, he has conducted over 5,000 pre purchase surveys in addition to having conducted hundreds of boating accident investigations, including fires, sinkings, hull failures and machinery failure analysis.

Over forty years of knowledge and experience are brought to bear in following books. David Pascoe is the author of:

• " Mid Size Power Boats " (2003)
• " Buyers’ Guide to Outboard Boats " (2002)
• " Surveying Fiberglass Power Boats " (2001, 2nd Edition - 2005)
• " Marine Investigations " (2004).

In addition to readers in the United States, boaters and boat industry professionals worldwide from nearly 80 countries have purchased David Pascoe's books, since introduction of his first book in 2001.

In 2012, David Pascoe has retired from marine surveying business at age 65.

On November 23rd, 2018, David Pascoe has passed away at age 71.

Biography - Long version

Boat Reviews Articles At-A-Glance

• Introduction to Boat Reviews
• Albemarle 305
• Aquasport 215
• Baha 260 Targa (not "Baja")
• Bertram Yachts
• Bertram Yachts: Introduction
• Bertram 26.6 II
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• Bertram 30 Express
• Bertram 30 Moppie
• Bertram 33 SF
• Bertram 36 Moppie
• Bertram 42 Convertible
• Bertram 46 Convertible
• Blackfin Yachts
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• Blackfin 29 Combi
• Blackfin 32 Flybridge
• Blackfin 33
• Boston Whaler Outrage 26
• Cabo 31 Sport Express
• Century 3000
• Chris-Craft 302 Crown
• Contender 25
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• Cruisers 4270 Esprit
• Cruisers 4280
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• Grady-White Offshore 24
• Grady-White 24 Voyager
• Grady White 272 Sailfish
• Grand Banks 42
• Gulfstar 43  Trawler-style Yacht
• Hatteras Yachts
• Hatteras Yachts: Introduction
• Hatteras 36 Convertible
• Hatteras 38 Convertible
• Hatteras 38 Convertible - Updated Review
• Hatteras 39 Sport Express
• Hatteras 45 Convertible
• Hatteras 52 Convertible
• Hatteras 53 Motor Yacht & Convertible
• Hatteras 61 Motor Yacht
• Hyatt 45 CMY
• Intrepid 289
• Island Gypsy 40
• Legacy 34 Express
• Luhrs 320 Open
• Luhrs 34 - 340 F.B. Sedan
• Luhrs Tournament 350
• Luhrs Tournament 360
• Mainship 31
• Mainship 350 Trawler
• Mako 221- Updated 11/05/99
• Maxum 4600 1998
• Morgan 462 Ketch
• Offshore 48
• Post 46 Convertible
• Pursuit 2855
• Pursuit 3000 Offshore
• Pursuit 3070 CC
• Sea Ray and Balsa Core Bottoms (from "Structural Issues")
• Sea Ray 250 Sundancer
• Sea Ray Sundancer 290
• Sea Say Sundancer 290 Update
• Sea Ray 370 AC
• Sea Ray 39 Express
• Sea Ray 500
• Shamrock 26
• Thompson Santa Cruz 2700
• Tiara Yachts
• Tiara Today
• Tiara 3100 Open
• Tiara 3600 Convertible
• Tiara 3600 Open
• Topaz 28_1981
• Trojan 10-8 Meter
• Trojan 14 Meter Convertible
• Trojan 440 Express
• Viking 43 Open
• from Buying a Boat cat.
• Marlin Monroe 42 Bertram Convertible Make an Old Boat New
• A Few Favorites

• Basic Considerations
• Boat Types: Which is Right for You?
• Old Boats, New Boats and Quality
• Basic Hull Construction
• Evaluating Boat Hulls
• Performance and Sea Keeping
• Decks & Superstructure
• Stress Cracks,Finishes and Surface Defects
• Power Options
• The Engine Room
• Electrical & Plumbing Systems
• Design Details
• Steering, Controls, Systems & Equipment
• The Art of the Deal
• Boat Shopping
• The Survey & Post Survey
• Boat Builders by Company

• What is Pre-Purchase Survey?
• Business Practices and Client Relations
• Sound vs. Seaworthiness
• Hull and Its Structure
• Surveying the Hull
• Using Moisture Meters
• Stress Cracks & Surface Irregularities
• Deck & Superstructure
• Drive Train
• Gas Engines
• Fuel Systems
• Exhaust Systems
• Electrical Systems
• Plumbing Systems

Published by: D. H. Pascoe & Co., Inc. Articles, Images: Copyright © 1997 - 2018 David H. Pascoe All rights reserved. Articles, Images: Copyright © 2019-2022 Junko A. Pascoe All rights reserved. Web site design & developement: Copyright © 1997 - 2023 Junko A. Pascoe All rights reserved. Web site: Maintained by Junko A. Pascoe