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MAVERICK captures the essence of an expedition yacht, a rough and rugged vessel capable of traveling to out of the way destinations yet this "rugged vessel" belies MAVERICK'S extraordinarily graceful exterior lines and interior features which make her a luxury yacht rivaling any cruising the world. With suburb fit and finish, custom stainless steel hardware, marble inlays, exquisite granite, lighting and entertainment systems, she offers luxury creature comforts for hardy seafarers.
Originally built as ALEXA to a very thorough Vripak specification, she was designed by Vripak Yachting international and construction was performed by Kuipers shipyard in Woudesend, The Netherlands. The design was carefully analyzed and was an enlarged version of previously built Vripak/ Kuiper's expedition yachts. The yacht is a twin screw, round bilge, displacement hull, with flared bow, transom stern, and three decks.
Located on the first level she has three staterooms that sleep six and two crew cabins along with the engine room, all separated by watertight bulkheads. The second level is the pilot house, galley, a large main salon with separate dining area, and a sheltered aft deck with a dining table and settee. The third level is the expansive flybridge and boat deck.
The hull construction is of welded steel and the super structure is welded aluminum. The hull and superstructure are joined with a bimetallic strip according to DNV standards. There are 5 watertight bulkheads. The design requirement was for intensive cruising capability and long ocean passages with emphasis on simplicity of maintenance and reliable systems. MAVERICK has performed well and met all the requirements during thousands of miles of ocean cruising.
The current owner, an accomplished mariner, has cruised over 5000 hours / 48,000 nautical miles aboard Maverick. Other than cruising in New Zealand, all voyages were Ocean voyages from 1200 to 2800 nautical miles. Frequently encountering seas in the 12'-15' range and once in excess of 25' feet with winds of 100 knots, but the autopilot, oversized rudders, and hydraulic steering system kept the boat on course. Through these 45,000 nautical miles of cruising at 1340 RPM / 9.6 knots average speed, the fuel consumption has averaged 58 liters per hour (15.3 gallons per hour) for an average consumption of 1.6 gallons/ nautical mile, with the small generator running. The range at 9.6 knots is approximately 6,000 nautical miles with ample reserve as she carries 11,471 gallons of fuel for long range travel with her full displacement hull. The shrouded propellors also offer protection from floating debris and increases efficiency.
Getting Ready to Cruise to Fiji! Outstanding Range!
“MAVERICK” is a masterpiece of the finest Dutch Craftsmanship available today. From the exquisite joinery in the interior spaces to all of the ships operating systems, the marriage of the Kuipers Shipyard and Vripack Design and engineering have made “MAVERICK” a true work of art while being a proven and capable expedition vessel for passages in excess of 6,000 nautical miles. She has crossed the Atlantic and Pacific Oceans and yearns for more. Her fuel efficiency (1.6 gallons per nautical mile) is believed to be partially due to her shrouded propellers that can be seen in the attached photographs that also offer propellor protection from logs, containers, and other objects at sea.
INTERIOR LAYOUT & FEATURES:
Crew Accommodations: Forward on the lower deck are the crew accommodations.
Captains Quarters: Aft on the port side is the Captain’s cabin.
Crew Lounge: Opposite the Captain’s stateroom to starboard is the crew’s lounge area.
Galley: The galley is on the port side
Guest Foyer: The guest foyer is accessed by the circular stairwell from the forward end of the saloon.
Guest Staterooms Port & Starboard: Forward are two guest staterooms very similar in size.
Port Guest Stateroom
Starboard Guest Stateroom
Aft Master Stateroom: The Master stateroom is aft down three steps.
Note: There are smoke alarms and handheld fire extinguishers throughout the living accommodations. There are PFD’s in the closets for each bunk. All of the lower accommodations have pullout DC flashlights, which act, as emergency lights should power fail. In the master stateroom is an escape in the portside closet into the saloon couch.
Aft Deck: The aft deck is enclosed with full-boxed bulwarks, on top of which is a varnished teak handrail on stainless steel stanchions. There are two weatherboard doors (port and starboard) aft to the walk down swim platform. This area is protected by the hardtop overhang. In the overhead are stainless steel grab rails. This whole area is protected by a canvas and clear vinyl enclosure.
Swim Platform: The swim platform is accessed from the two walk down steps on the aft deck and protected by removable hoop rails.
Lazarette: Entered via a centerline quick locking watertight transom door with lock and alarm.
Flybridge: The fly bridge is protected by a full-boxed bulwark, on top of which is a Plexiglas windshield and stainless-steel handrail. Overhead is protected by a welded aluminum hardtop on stainless steel stanchions attached to the aluminum radar arch.
Flybridge Boat Deck:
Flybridge Hardtop: Access to the fly bridge top is via a flush circular hatch. On the top is a stainless steel grab rail down the centerline. Mounted aft are two large domes, one for the Sat Com and the other for the satellite TV. Mounted forward is an aft facing quartz light, which illuminates the arch and mast. On top of the radar arch is a hinged mast.
Mounted on the mast radar arch is the following:
Boat Deck: The boat deck is four steps down aft of the fly bridge. On the centerline forward is a door from the salon. Starboard side aft is a two-part hatch to the aft deck. The boat deck is protected by full bulwarks, on top of which is a stainless-steel handrail. There is an opening bulwark door port side forward and starboard side aft. Port and starboard are large dunnage boxes. Also port and starboard are throw rings with lights. On the port side is Siemens Mark 4 Inmarsat-E-EPIRB in a float free location. In the starboard dunnage box is seen a line thrower.Outboard of the bulwarks are two Viking 6-person SOLAS “A” canister life rafts on hydrostatic releases. These are in stainless steel cradles and fitted with full covers.
The Nautica features:
Tender Engine Hours: Small tender approximately 250hrs and and large tender approximately 400hrs.
Deck Equipment: The foredeck is protected by a low-boxed bulwark with welded stainless steel handrail and stainless steel flagstaff in the stem. In the bulwarks are welded stainless steel fairleads to welded stainless steel bitts. There are large freeing ports. The anchor windlasses are mounted on a raised, guttered platform.
Forward on the platform is a 37” circular watertight flush hatch into the forepeak area. Immediately aft is a welded stainless steel bell stand with a bronze bell. The two windlasses are hydraulic by Muir. There are vertical with capstans and gypsies. Each has a footswitch and a wired remote. There are also remote windlass controls on the wheelhouse and fly bridge. The windlasses are fitted with heavy devil’s claws and chain clamps. The chain runs over double grooved rollers. The anchors are 150-kilo stainless steel Poole N Stockless fitted with approximate 15mm open link chain. The stop waters are foam balls. The chains are reported to be 80 fathoms on the port side and 44 fathoms on the starboard side.
Centerline aft of the winches is a flush Plexiglas hatch into the crew area. Aft port and starboard are built in seats in front of the weatherboard. The Glendinning shore power comes out through one of these seats. On the centerline is a door through the weatherboard to the Portuguese bridge. The weatherboard is full welded box aluminum with a varnished teak cap. On the aft side of the weatherboard are hatches leading into general storage. On the starboard side is a waste pump outfitting.
Mounted port and starboard on the wheelhouse are two throw rings with man overboard lights. There are wing stations port and starboard. Each wing station has start/stop switches, engine controls, steering, and bow thruster controls. There are opening door port and starboard to the wheelhouse.
Side Decks: The side decks are several steps down protected by the house overhang and waist high boxed bulwarks with a varnished teak rail on the stainless steel stanchions. In the house overhang is the lighting. In the bulwarks are large freeing ports and welded stainless steel fairleads to stainless steel fabricated bar cleats. There are opening bulwark doors port and starboard amidships and teak wing doors port and starboard aft. Port and starboard inside lockers are fire mains. On the port side is a water fill; on the starboard side is a fuel fill. In the starboard side bulwark is a built-in hydraulic side boarding stairs / passerelle for tender or floating dock boarding. On the starboard side aft is a door into the engine room fidley. Aft of the wing door on the starboard side is a storage locker, in which is located the fire and emergency shutdown pulls.
Crane for Tenders: Mounted in the centerline is a custom made fabricated aluminum low profile extending crane with all hydraulic lift, jib, and Kevlar cable. It is a hydraulically actuated crane. The crane receives power via the Cramm central hydraulic system. It booms up, down, hydraulically rotates and hydraulically telescopes. The mainframe of the crane is approximately 11 feet long. It is a custom made crane reported to be rated a 2,200 capacity at full extension.
Main Engines: The vessel is powered by a pair of Caterpillar 3196 fresh water cooled marine diesels rated at 380 HP@ 1800 RPM. The reversing gears are Twin Disc with a ratio of 3.43:1.Major Overhaul of engines was done at approximately 10,000 hours. New cylinder heads, valves, pistons, liners and oil pumps were installed to prepare the vessel for future long range trips.
The engines are fresh water cooled through raw water-cooled heat exchangers located at the front of each engine and have gear driven raw water rubber impeller pumps for cooling. The transmission and inner coolers are raw water cooled with engine oil fresh water-cooled, as is the turbo charger. The raw water feeds are from the port a starboard sea chest with a crossover pipe and valve all made of C-PVC.
Both main engine exhaust consists of insulated steel exhaust risers with flanged stainless steel bellow flex sections that are hung from the overhead steel frame and is isolated through rubber mounts. The exhaust system continues on the outboard sides to water injection stainless steel exhaust water feed ring and a low speed shower feed downstream from the spray ring. The exhaust system passes through fiberglass mufflers located behind the engine room paneling that then discharges on the stern outboard quarter on their respective sides. The transition hoses from the stainless steel pipe to the fiberglass muffler are connected with blue silicone exhaust hose ad T-bolt clamps.
Both main engines and reverse gears are bolted to a steel skid plate that is isolation mounted on top of the engine beds. The reversing gears and main shafts are isolated through an Armatek flexible coupling and thrust bearing with a dripless shaft seal that is cooled by a raw water takeoff fed from each engine. Each transmission has a Creusen Roermond electric gearbox trialing pump, for single engine operation.
Hydraulic PTO pumps are driven off the front of each main engine and are Cramm/Parker that feeds the central hydraulic system.
The engine controls are electronic ZF Mathers MS565-13050 with stations located at the aft deck; port and starboard wing stations; fly bridges; wheelhouse.
There is also an emergency throttle electronic control located at the rear of each engine. Each main engine has its own 24 volt start battery bank consisting of two 8D gel cell batteries in series to produce 24 volts and is fed by an isolation switch to the starters. These batteries are charged by belt driven 24-volt alternators and by an amp charger.
Each main engine shares a dual Racor 1000 MA fuel/water separator filter with vacuum gauges and water sensitive alarm with the respective generator and has associated valving to select either one or both of the filters.
Each main engine has a local gauge panel with: Digital tachometer; Analog oil and fuel pressure gauge; Emergency stops, Analog crank pressure gauge.
There are Caterpillar premium electronic displays on the panels in the wheelhouse and fly bridge and on the DMP ship’s monitor panel.
Engine Room Ventilation: Located in the overhead of the port side engine room is a 25’ x 24” main air intake plenum with an 18” axial variable speed fan. The controls are by Heinman & Hopman and are located just outboard of the port generator. The system can work on either auto or manual and derives its information from both a temperature probe and pressure sensor located in the engine room. On the opposite side of the engine room is a small 8” x 8” passive exhaust plenum the port and starboard louvers are located on the aft boat deck. The intake louver measures 20” x 24” and the exhaust louver measures 12”x 12””. Both plenums are fit with manually controlled fire dampers and demisters. In addition to the above-mentioned ventilation, there are two engine room cooler fans manufactured by Heinman & Hopman. The engine room cooling fans are 16” variable speed fan. The system uses a seawater heat exchanger process that supplies cool air to the port and starboard engine room via these two variable speed fans. They are controlled by Heinman & Hopman variable speed control unit.
Generators: The vessel has a pair of Northern Lights generators. The port side generator is rated at 45 Kw, 56.3 KVA, 230/400 volts, three phase, 50 Hz, 1500 RPM at 81 amps per leg. This generator consists of a Marathon electronically regulated electrical end that is driven by a John Deere 4-cylinder turbo charged, fresh water-cooled marine diesel. The starboard generator is rated at 25 kW, 31.3 KVA, 230/400 volts, three phase, 1500 RPM at 45 amps per leg. The engine is 4-cylinder Toyota engine that is driving a Japanese made electrical end.
Both engines are freshwater cooled through raw water-cooled heat exchangers with gear driven raw water pumps that are fed from the common sea chest. The exhaust systems are raw water cooled from the exhaust mixer elbows that dump into fiberglass aqua lift mufflers located outboard of the generator sets. The exhaust then passes through gas/water separators located outboard behind paneling whereas the exhaust gas is discharged above waterline and the water discharged below.
Each generator set is mounted on isolated mounts on a welded steel frame with oil pan beneath the engines. Both generator sets are located in Northern Lights insulated hard sound enclosures with removable access panels for inspection and service.
Each generator has its own 24 volt start battery bank consisting of two 4K gel cell batteries located aft, starboard of the engine room that pass through the battery switch panel, which allows for paralleling between the two battery banks. These batteries are charged by the generator belt driven 24-volt alternator off the front of the engines and by a Mastervolt 24V/25 amp charger that is shared between the main engine start batteries through a battery splitter.
Each generator shares their respective main engine dual Racor 1000 MA fuel/water filter separator with metal bowls and has vacuum gauges and water sensor alarms. These filters are located inboard of the main engines and have selector valves between each filter and valves to the main engine and generator on their respective sides.
The output of the generator sets is fed to Merlin Gerin thermo-magnetic molded case breakers located on the main electrical panel.
Each generator has a Northern Lights series 3 stop/start and gauge panel with: Analog oil pressure and temperature gauges; manual preheat stop/start controls; service meter. Each generator can be monitored on the DMP ships monitoring system for engine performance and electrical output.
The ship’s loads operate on either 230-volt for lighter loads or 400 volts, three phase for heavier loads. The main panel is set up as a single buss bar system whereby only a single power source can supply the vessel. The ship’s load will automatically be switched to the active generator after a short delay on start up of the generator. The generators take preference over shore power source if a generator is activated. This automatic load switching can be bypassed with manual switches located on the main electrical panel. The 25kW unit is considered as the night generator to operate during light load periods. The port generator (45kw has 15,000 hours) and the starboard generator (25kw has 19,000 hours) Both generators operate at 1500 RPM which extends their life.
Generator Maintenance - Both units have regular maintenance programs between 350 to 400hrs which involves
Oil Water Separator: The vessel if fit with an oily water separator located centerline on the forward engine room bulkhead. The unit is a Bilge Boy. The unit takes suction from a dedicated suction line from the engine room centerline bilge. It is isolated on rubber mounts and mounted inside a stainless steel drip tray.
Bilge and Fire System: The main fire system consists of a Sihi pump located in the engine room mounted on the forward bulkhead. It is close coupled to a Rotor electric motor. It is rated at 4-kW. It is 50-hz. The system doubles as an emergency bilge and chain wash. The pump and motor are soft mounted on rubber mounts inside a stainless steel drip pan.
AC power: The vessel’s primary AC electrical loads operate on 230 volts, single phase or 400 volts, three phase, 50 Hz wye configuration that can only be supplied from one of the three power sources (i.e. shore power, 25 kW and 45 kW ship’s generators). The shore power system has two inlets, one located on the aft transom and other in the starboard bow seating area. Both shore power cords are 6/4, 100’ cables that are on Glendinning shore power reels with aft unit in the lazarette and the bow in the crew bilge area. The shore power cables are automatically coiled in stainless steel bins. These shore power cords then feed 100 amp, three pole Merlin Gerin breakers adjacent to the bins that then feed the Atlas Smart Box that allows for a combination with single or three phase feeds to be combined. This smart box then feeds the Atlas frequency converter. The drawings indicate a galvanic isolator is installed in the shore ground system.
Atlas Frequency Converter:
- Input: 190-250 V and 340-520 VAC, 3 or 1 phase, 40-70 Hz
- Output: 400-230 V,51 amp,3 phase, 50 Hz
The Atlas Smart Box is frequency converter is located in the lazarette. The output of the frequency converter feeds the main panel through a 63-amp breaker. The main electrical switchboard is located in the engine room on the aft port bulkhead. The panel is a custom built semi-automatic switchboard with a single buss bar system whereby the ship’s load will automatically be transferred to the available power source with generator power having preference over the shore power source. Each power source is monitored on this main panel with analog meters and monitors: Voltage between phases and neutral; Frequency load current.
The ship’s loads are protected through thermo-magnetic Multi 9 Merlin Gerin breakers located on the main engine room on the main electrical panel and the single sub panel located forward of the master stateroom. The main panel was built by Kuipers and a full set of electrical schematics is available.
Secondary sources of AC power are supplied from 3 Mastervolt MASS 24 volt/2500 watt inverters rated at 2500 watts located above the starboard battery banks. Two of the inverters are coupled together as master and slave to supply critical loads that demand constant power source. The third inverter of the same size, make and location supplies critical power to critical electronic equipment such as the DMP monitor. These inverters are normally online, but have bypass switches in the event of failure to switch to load to the normal AC power source.
DC power: The vessel’s primary house electrical DC systems operate on 24 volts that is supplied from 12 2-volt Traction Sonnenshchein 1,000 A/H, dry fit, gel cell batteries that are located in the lazarette and are mounted in stainless steel 2” lip trays with stainless steel retaining bins. The output of this battery bank feeds an output fuse located in the starboard trays with stainless steel retaining bins. The output of this battery bank feeds an output fuse located in the starboard corner and an isolation switch located in the DC panel. These batteries can also be paralleled to the main engines for starting through a switch located in the battery switch panel. The output of these batteries are divided into two sections labeled as “switched” and “not switched”. It is believed the concept is to reduce the DC load of non-critical loads when the vessel is running on DC power with a single switch located on the main battery switch panel. The DC power supply to the main panel and sun panels is protected with knife fuses located in the main electrical panel. The lighting throughout the vessel is primary DC with some AC lighting, mostly indirect.
Each main engine has their own start battery bank consisting of two 8D gel cell batteries located in the engine room on the starboard aft bulkhead. These batteries feed the main engine starters through battery switch in the main battery switch panel and can be paralleled to each other or to the house battery bank. These batteries are charged by the generator batteries. The over current protection devices on the main sub panel are thermo-magnetic, single pole, Multi 9 Merlin Gerin breakers. The DC system is negative ground to hull.
Power Consumption at Anchor and Cruising: According to Northern Lights the generator manufacturer, the “sweet spot” for generator load is 60-80% . Loading the generator outside this range can waste fuel and increase wear on the diesel engine so power management is critical for long generator life , whether Maverick is on a day trip or an Ocean voyage.
Most of the internal lighting on Maverick has been changed to to LED.
More than 30 lights were changed in the master stateroom alone. This significantly reduced the electrical load on the generators and the house batteries.
When Maverick is cruising around New Zealand A/C is rarely used and opening portlights and the make up air system provides a comfortable environment inside Maverick. Most cruising has been done using the 25k generator using sensible power management, such as not using two washers and driers when cooking dinner. Maverick has bildge keels so when the seas are calm you don’t need to activate the stabilizers, reducing power consumption. Most electronics are kept running whenever the owner is aboard as the electrical load is minimal.
When at anchor or cruising the invertor system can power Maverick overnight with no generators running. The batteries can be charged the next day with main engine alternators or either generator.
Over 10 years operating Maverick the 45k generator has been used mostly when there were many people living aboard ( cruising Fiji, Venatu, Australia in summer weather) with all the A/C working , cooking, doing laundry, and running the hydraulic systems. Both generators can be run together with a high electrical load, when needed.
Maverick’s generators produce 50 hertz power and always run at 1500 RPM regardless of load. This means the diesel engine life is extended about 20% compared to an 1800 RPM 60 Hertz generator
Stabilizer and Hydraulic System: “MAVERICK” is outfitted with a Cramm central hydraulic system for the crane, capstans, and anchor windlasses. The main controls and 53-gallon reservoir are located in the engine room outboard on the port side. The stabilizer system is Naiad Koopnautic model MK302 with pilot house and flybridge controls.
Air conditioning: Marine Air model SCW144(029)RRCW
The vessel’s air conditioning system is a chilled water by Marine Air systems of Pompano Beach, FL. Rated at 144,000 BTU’s or 12 tons of cooling capacity with reverse cycle heat rated at 158,400 BTU’s. The three Copland scroll compressor units are racked together and located in the engine room on the starboard forward side. Each compressor is rated at 48,000 BTU’s or 4 tons of cooling capacity. The Marine Air control box is located on the forward engine room bulkhead and has digital displays with touch pads to the control system. A glycol heat exchanger loop cools the A/C compressors which means they never encounter salt water.
The circulating water in the system can be heated by four additional immersion heaters located under the passarelle power pack in the engine room with a master rotary switch and four individual rotary switches for each heater element. This system can be controlled through DMP control panel whereby the water is diverted through to the immersion heaters through an electronically operated three-way valve.
The chilled water is circulated throughout the vessel via a Rotor 230 volt, .075 kW, 50 Hz, single phase circulating pump located aft of the compressor unit. The cooling water is provided to the system by a closed fresh water plate heat exchanger located forward of the port main engine. This heat exchanger is cooled by a Rotor 230 volt, .75 kW, 50Hz pump located directly beneath and draws water from the portside sea chest. This cooling system also provides seawater temperature air to two engine room recirculation fans located port and starboard. The closed fresh water cooling water is circulated by a Rotor 230 volt, .75 kW, 50 Hz pump located adjacent to the raw water cooling pump.
The fan coils throughout the vessel are by Marine Air with individual screens located at each fan coil unit. The units are fitted with three way valve thereby bypassing the water system to the fan coil unit once the desired temperature has been reached. The fan coil control temperature and fan speed are by Heinman & Hopman and are digital controls with each having frequency drive to control fan speed.
The vessel also has two Heinman and Hopman make up air units type SA, with one unit located in the crew bow compartment to service the forward section of the vessel and the other unit located in the midsection coffer dam to service the aft section of the vessel. These units draw outside air that is then chilled and ducted to various parts of the vessel to make up for lost air from ventilation fans, ECT. And create a slight positive pressure within the vessel in the air conditioning.
Watermaker: The vessel has one Matrix with low-pressure pump, sand media filter, and high-pressure pump set. There is an Atlantic ultraviolet sterilizer light. All of the water maker equipment is located in the starboard aft engine room and is supplied seawater by its own dedicated through-hull. The low-pressure pump supplies 50-Psi to the sand media filter. There is a 30-micron filter, and a charcoal filter. The system is fit with automatic back flush. A second water maker was recently added Sea Recovery 33 gallons/hr.
Note: new controller replace which included hr meter
Potable water system: The potable water system consists of 3 separate zones. The pumps are located in the cofferdam between frames 32 and 34. They are mounted outboard on the starboard side. There are two Sihi pumps. One is 230/240 volt and one is 24 volt. The pumps take suction directly from the water tanks just aft of frame 32.
Steering system: Hydraulic power for the steering system is supplied by the Cramm central hydraulic system. The steering power is supplied by the primary pumps on the front of each main engine and is redundant with a secondary AC electric motor mounted directly to the hydraulic reservoir. Located in the steering area in the aft lazarette are two 16” x 1 ¼” steering cylinder rams. The cylinder ends are fix mounted towards centerline and are yolk mounted to the port rudderpost. They work in a push/pull arrangement. The port and starboard tillers are connected with a 3” adjustable tie bar. The rudderposts and bearings are well
NAVIGATION & ELECTRONICS
Note: Navi Sailor and Mac Sea are backed up on secondary computers as well as a computer designated to the Flybridge only. Mac sea also runs on a laptop during sailings
Engine and Mechanical Equipment: Entered either from centerline watertight door on the transom or via the engine room fidley at the aft end of the starboard side deck.
Main Engines: 2 x Cat 3196 Marine Grade 6 Cylinder Diesel Engines rated at 385HP 500hrs after extensive rebuild.
Engine Room/Mechanical Equipment:
DECK & HULL
Construction: Her hull is all electric welded steel construction. Her house is all marine grade aluminum, using all 5mm and 6mm plate. The hull to deck joint is a fully welded tri-clad strip with the steel side welded to the deck and the aluminum side welded to the house.
Safety Gear and Equipment: All safety equipment is meticulously maintained with proper annual services and all standard monthly checks preformed
Cruising Example: June 30, 2018: MAVERICK completed a 1451 nautical mile trip from Auckland, NZ to Vanuatu. Cruising thru 30 knot winds, MAVERICK's fuel consumption was an amazing 1.59 gallons per nautical mile at an average speed of 9.6 knots.
MAVERICK is a custom designed and built steel hulled, aluminum superstructure, all electric welded motor yacht, designed by Vripak Yachting International and built by the Kuipers Shipyard of Holland, in 2002. Her keel was laid in 2002, however. Her delivery date was 2003. She is an offshore expedition type motor yacht with a raked bow, transom stern, raised foredeck, raised wheelhouse, and is twin diesel engine powered. She has crossed the Atlantic and Pacific Oceans and is ready for more. Current owner has crossed the Pacific from San Diego to New Zealand via Marianas Islands (2800 nautical miles non stop) and Fiji. He has also cruised to Australia and Venatu a few times. She is a proven passage maker who can be operated by a small crew because of the extensive back up systems.
Maverick is offered for sale only to purchase a larger expedition vessel. She is in excellent condition with a recent complete paint job with slight color change on the hull (stars and stripes blue). Most cruising is at 9.6 knots burning 58 liters (15.3 gallons) per hour. This is incredibly efficient (1.5 gallons per nautical mile).
Maverick has received continual maintenance attention by an owner (owned since April 2010) who operates aircraft and is very familiar with good maintenance schedules. Oil samples have frequently been taken on the engines and the generators. Other than oil changes, sensor replacement, injector replacement, zinc replacement, and heat exchanger replacement very little work has been necessary over 45,000 nautical cruising miles on the engines and generators. Major Overhaul of both main engines completed in June/July 2019 as a preventative maintenance measure; counter at approximately 9800hrs, with now having approximately 500hrs on new counters which were installed at the same time as the overhaul. New cylinder heads, valves, pistons, liners and oil pumps were installed to prepare the vessel for future long range trips. Shafts pulled and bearings checked in April 2019. Plumbing and wiring in excellent condition.
Recent Maintenance: New computers for the DMP system, new LED overhead lighting, new gyro compass, two new dishwashers, two new washing machines, two new ice makers, new eisenglass curtains, complete exterior repaint, rebuilding of both tenders with new tubes on the large tender, one new Sea Recovery 33 gal/hour water maker.
Potential purchasers should assume that items on the vessel at the time of viewing, but not specifically listed on this sheet, are not included with the sale of the yacht. These specifications are believed to be true and correct but cannot be guaranteed.
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.