hatteras 72 motor yacht review

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Hatteras 72 Motor Yacht: Ideal for Owner/Operators

The first time we saw the Hatteras 72 was when she was introduced at the Ft. Lauderdale Boat Show in October of 2007. Since that time this model has proven to be popular, and little wonder since she hits the “sweet spot” of room, utility, versatility and price. The buyer pool for a boat like the Hatteras 72 is a diverse one, and that is why Hatteras as a number of different layout configurations and engine options. This week we are going to take a close look at this fine motoryacht and make a few recommendations of our own for people considering a serious motoryacht.

For years in the 1970s and even into the early 1980s the Hatteras 70 was the queen of motoryachts. Then in 1984 the builder introduced a 77-footer and lengthened the 70 to 72’. The 1980s were to be the real beginning of large motoryacht consumption by American boaters in the United States and by the late-80s builders all over the world were making them and for the first time Hatteras had some serious competition in the large boats.

Different Drummers

Companies such as Cheoy Lee, Azimut, Princess, Ferretti, Riva and Lazzara were each getting a share of the rarefied air of 70’+ market. Most of these boats had a European flare and many went very fast for the era. To Americans whose aesthetic eye had been trained for over a couple of decades to appreciate both the lines and the ergonomic dimensions of Hargrave’s designs the foreign efforts looked a bit odd and not very seaworthy -- at first. Their flying bridges’ had no serious bulwarks and the seats there were often more like toad stools. They seemed to Americans as if they were better suited for al fresco dining and as babe magnets, rather than being genuine cruising yachts. After all, who would want to Alaska or Maine in one?

A Different Lifestyle

European boat builders also marketed differently. It appealed not to veteran yachtsmen and the rather conservative, if not stuffy, Palm Beach to Nantucket set, but to a new breed of European boat buyer who wanted to be seen at chic resorts and marinas along the south of France and on the Italian Riviera.

The European boat builders were experts at selling a different lifestyle, not one of cruising at semi-displacement speeds in heavy, seaworthy boats, but rather one of glamour, speed, and sophistication with heavy doses of languid, sultry sex thrown into the mix. Romance was in the air and Europe’s young motoryacht designers were letting their imaginations run free, unconstrained by traditional concept of how a boat should look either inside or out.

Then a strange thing happened in the U.S. Americans started buying the Italian look. And at the same time Hatteras was beginning to see its traditional customers “age out.” For example, one of their most famous and loyal customers, Carleton Mitchell, hit his mid ‘80s and had to give up his Hatteras because he was in a wheel chair, and he moved into a pontoon boat.

Getting With It

In 2003 Hatteras introduced the 6300 raised pilothouse motoryacht which was the first Euro-styled Hatteras. Today its descendent is the 64 motoryacht. Since the 6300 the New Bern builder has introduced two other new motoryachts, the 72 and newer 60. Both have elements of Euro influence, such as the large portlights in the full beam master, but we would call these boats moderately styled as the company tries to modernize and update the distinctive Hatteras look of yesteryear without an Azimut and Ferretti look alike.

The Hatteras 72

To our mind the Hatteras 72 is the direct descendent of that great old gal of the past, the Hatteras 70. Yes, these days the queen of the Hatteras fleet is the 100-footer, and we’re sure captains of industry would feel comfortable there. Nevertheless, we like the Hatteras 72 as an owner/operator motoryacht, with the possible addition of a mate to handle wash down and lend a hand docking.

We very much like the saloon layout of the 72 because it is almost as roomy as a far larger motoryacht and gives you a formal dinning area as well as a huge country-kitchen style galley, plus a day head. There are two doors in the galley, one port, one starboard, which to us is a waste of space. The starboard door is enough. We’d move that whole port side of the galley forward to the settee and pick up 2’ more in the saloon. Never mind that the bulkheads don’t line up.

We’d also make the settee “U”-shaped so we could get another person there, using smaller plates if necessary. Remember this is a relaxed venue for coffee in the morning and a sandwich at lunch.

As regular readers know, we prefer having the helm on the flying bridge only so as not to waste the space below. The drawing of this option shows you how much space it requires and with this layout you should have the port and starboard doors so the skipper can easily access each side of the boat.

Hatteras has wisely not built in any furniture into this layout (except the optional bar). That is good. By having a sofa, love seat, and a couple of other chairs custom-made you will get far more versatility in the saloon and be able to move it around. To our eye it looks more up-scale than built-ins and will be more comfortable as well.

The Accommodations

We are publishing all three accommodations plans. We like the choice, but we have our preferences. In the early 2000s his and her heads in the master were all the rage. To us it is a complete waste of space, unless you are going to use the boat solely for dockside entertaining, in which case give the queen all the room she needs. But if you are actually going the cruise and stay on the boat for a few weeks at a time, the layout with the starboard head turned into a walk-in closet for her is the way to go. Note the man’s closet is behind the cabin’s forward bulkhead.

Note that the master has an “L”-shaped sitting area which looks nice at boat shows, but a desk with laptop would probably be more functional. Or, take that area out altogether and put in the forth cabin if you have a lot of kids or grandkids, because they will love it. It also serves as a nanny’s cabin. Otherwise it could he a huge closet. Again, the space in this boat is versatile, and all you have to do is tell Hatteras what you want.

The crew quarters are in the stern where they belong. They are quite spacious, which is the way they should be if you want to keep good crew. We would probably install two singles or a double and a single rather than the arrangements that Hatteras shows. Again, ask and you shall receive. Have the boat built for your needs, family and crew situation.

Flying Bridge/Boat Deck

We like the layout of the helm on the flying bridge and as you can see in the picture there are two companion seats next to the helm seat, which is good. Unless you are going to spend all of your time south of Palm Beach, you should install cruising isinglass so that you can button up the living area on the flying bridge.

The boat deck is a bit tight, so you will have to take careful measurements for your tender and your life raft. The standard davit is 1500 lbs.

General Observations

The Hatteras 72 Motor Yacht has a 20’2” beam, draws 5’4” and displaces 140,000 lbs. These are all good, robust numbers. She carries 2,200 gallons of fuel, and 300 gallons of water which means you’ll need a watermaker.

Hatteras gives you six engine options: three from Cat and three from MTU. Our advice if you are going to use the boat in the Western Hemisphere is to go with the Cats. Further, we’d opt for the twin C-32s (the lowest horsepower offered) pumping out 1550-hp which should be able to easily move you along at a 20 knot cruising speed. The other two Cat options just trick up the same block and why ask for trouble?

We like the way Hatteras builds its boats. The company has always done a good job, overbuilding them in the early days and maybe even still today. In 40 years we have never heard of a hull failure with a Hatteras. We like that they do not put balsa core in the hull below the waterline. A number of other builders do and swear that with vinylester resin that there is no way water can get into the core; yet there are plenty of ways it can happen, and not just saltwater, but also rainwater from the deck. Hatteras plays it safe and its boats are heavier and slower as a result.

Their hulls are also resin infused these days and the company says their ratio is 60% glass and 40% resin, which is good. Hatteras generally installs top quality equipment and fittings.

The MSRP base price of the boat is about $4.2 million.

As we keep saying, now is the year to buy a boat, and this one is a honey. While it can be used like all motoryachts as a gin palace, she also can be a long range, expedition-type cruiser. Remember, if you run this boat at 8 knots, you’ll get tremendous range -- and if you need a burst of speed, you’ve got it. Best of all this boat will not go out of style, and Hatteras yachts do as well as any on the resale market.

One last word of advice: The boat business changed this year. If you want a new boat like this Hatteras 72, you will have to order it early to give the builder time to construct it. They are not stacked up in inventory. Generally speaking it takes a month or so to spec the fabrics, granite, wall coverings and all of the optional mechanical equipment, then another eight months or so to build the boat, and you might not be first in line. So if you think you might want a new boat for next spring, now is not too soon to start the process.

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Hatteras 72 Motoryacht

• By Capt. Ken Kreisler
• Updated: January 10, 2009

ytgjul08hatt72.jpg

You know a boat has it at first glance. There’s something about how she sits in the water and the way your eye is drawn to the nuance of profile, window and portlight shape, and, if she has an upper deck, the way it sits in the right proportions to the one below it.

And then there are the subtleties. Such as how the aft end of the bridge deck naturally follows the line down to the overhang on the lower deck. It’s also an awareness of how the gentle flare of the forward bulwarks and the sheer line, as they meet and drift aft, complement one another.

Such were my first impressions as I walked along the quay at the Pier 66 Marina in Ft. Lauderdale, to meet hull number two of the Hatteras 72 Motoryacht. Hull number one had already been delivered to her new home in California and number three was currently hosting her owners and guests at Key Largo’s Ocean Reef Club before cruising the Bahamas. Numbers four through six were at various ports along the east coast. Seems the 72 model line has been enjoying a bit more than a brisk interest level since its introduction in late 2007. That’s because the Hatteras design team, including architect Bruce Angel, Manager of Design Services David Willoughby, and Manager of Lamination Operations Bob Arthur know that achieving successful balances in design and construction techniques starts with a high degree of consistency.

“The 72 found its place in our lineup after the 64-, 80-, and 100-foot motoryacht designs. And with this hull, we decided it was the right time for infusion,” said Willoughby, who along with Hatteras’s Director of Marketing Eric Cashion, would accompany me aboard. “Eventually we see all of our hulls as infused product,” added Cashion. As for why this was the right time, both Willoughby and Cashion gave me some insight.

Given the success Hatteras experienced with the 60 GT Convertible, the first hull-infusion project the company took on, infusing the 72 was the natural next step. And as the tooling wasn’t ready for the 80, she was in the right place at the right time. But our discussion on the infusion process would have to wait, as Hatteras skipper Capt. Jack Frauenheim was ready to ease us out of a rather tight slip.

Willoughby, Cashion, and I were topsides and left the cushy surroundings of the beamy centerline helm area for the wide-open spaces of the aft portion of the bridge-empty now but with plenty of room for a dinghy up to 16 feet long to accompany the upgraded Steelhead Marine 1500 davit-in three-stool bar just aft and to port, and a pair of seating areas, one behind the bar and another to starboard. Just outside and to port of where we now stood, a large cabinet with a double Gaggenau barbecue on the opposite side definitely made this an area designed with entertaining as well as skippering in mind. My 72 had the hardtop with full EZ2CY enclosures, but even with the integral design, featuring a solid-glass section forward, or fully enclosed bridge, I would expect to find the same exceptional 360-degree views.

With all lines off, Frauenheim, standing at the deck’s aft docking station, gently nudged both of the 1,550-horsepower Cat C32 diesels turning a pair of eight-blade Nibral 40×70 wheels through deep-geared ZF 4:1 transmissions. He slid us back some to allow the bow to not only clear the forward pilings, but the bow of the stern-to docked sportfisherman sticking out into the narrow channel as well. Using a bit of port and starboard now and then, in tandem with the optional stern and standard bow thruster, the 72 was smartly ‘walked’ off the dock until we were clear.

While leaving the marina offered the chance to display the biting power of those big wheels, I was looking forward to the enjoyment that lay ahead. We joined the procession of small, large, and mega vessels in the Intracoastal, passed under the 17th Street Causeway Bridge, and after hanging that familiar turn to port, made for the open ocean and my first, and only, disappointment of the day. “It’s flat calm,” I said.

“Yep. That it is,” answered Frauenheim standing next to me at the wheel topsides, a wry smile tugging the corners of his mouth. “I guess it’s Bimini for lunch then,” I said. His smile got a little broader and he just nodded.

It was still early enough in the morning to consider making that happen-my sea trial averaged a solid 20-knot cruising speed, sufficient for the 50-plus-mile run across-but as she was being shown to a prospective client later that afternoon I resigned myself to spending my time aboard in the most productive way possible. With Frauenheim at the wheel, I set out to get familiar with the Hatteras 72 Motoryacht.

My first stop was the main salon that, even though the boat has walk around decks, still provides a big volume interior by maximizing the 20-foot, 2-inch beam. Adding to the roominess are three large windows to either side allowing plenty of ambient light to flood in. While hull number two’s beautiful woodwork was finished off in high-gloss cherry, African mahogany or maple are also available, as is a satin finish. And, as I experienced, whether sitting at the optional bar to port, the starboard couch or club chair, or at any one of the dining table’s six chairs, there are great views available through the windows or via the automatic sliding-glass door aft. In addition, just behind the bar is a convenient stairway to the lazarette, crew quarters, and engineroom.

As the galley always occupies a special place aboard big cruising boats, Hatteras made sure the 72’s country kitchen layout was not only well equipped with all the requisite appliances but also utilized a wealth of space for counters, including a large island, cabinets, drawer space, and stowage areas. Case in point, the sizable roll-out pantry next to the full-size Sub-Zero refrigerator. This useful addition takes its depth from beneath the starboard stairway leading from the galley to the bridge and is a practical and useful application of otherwise dead space. And while this boat was equipped with the optional galley day-head, the room can be configured as an additional walk-in pantry. The large forward windows are also appreciated, as is the pair of aircraft-style doors on each side, making access in and out of the area safe and easy.

The 72 comes standard with a three-stateroom, three-head layout with a forepeak, a VIP port stateroom with athwartships berth, and full-beam master amidships, all accessed via a wide staircase forward on the galley’s starboard side. I found all the quarters to be tastefully decorated with lots of attention to detail and most importantly, outfitted with enough drawer, closet, and stowage spaces for extended cruising. In fact, I counted 32 individual drawers between the master suite’s two built-ins. That’s in addition to a pair of large cedar-lined lockers-including a walk-in aft and to starboard. Other features in the accommodations area include closeted side-by-side washer and dryer units in the hallway and, on our boat, an optional over/under stateroom to starboard. “With this space, we can deliver this fourth stateroom or we can move the owner’s door forward and create an office, breakfast room, or even another walk-in closet,” Cashion said.

After several runs to get a handle on the 72’s performance numbers, we sat back and enjoyed the comfortable sea conditions. “The development of this boat’s bottom has directly benefited from our sea-proven convertible designs,” said Willoughby as we motored several miles offshore of Ft. Lauderdale. The 72 has a deep-V forward section for a smooth, clean entry that transitions to a convex bottom and then flattens out in the aft part of the running bottom for proper planing. Add a pair of deep pockets and you have a big, comfortable cruising boat with the soul of a horizon-chasing battlewagon under your feet. “Everything that is applicable on our convertibles, from the 54 to the 68, as far as rough-water capabilities you may need on passages, has been built into this boat,” said Willoughby.

As the day wore on, time became a factor and we had to head back to the dock so the boat could have a quick cleanup before her late afternoon appointment with a prospective owner. That also gave me the opportunity to check out the engineroom.

I entered through the swim platform’s aft door and was greeted by a sizable stateroom to port and directly opposite, a full head with shower, both spaces decorated and detailed in the same fashion as I found in the staterooms. Just forward of the head is a washer and dryer and just in front of the engineroom door, a large freezer compartment for provisioning those long cruises. “We can also do something interesting down here as well,” noted Cashion referring to the fact that Hatteras can create a separate stateroom area here by closing off the hallway with a door.

The engineroom really shows off the design team’s ability to create a well-balanced space that is in harmony with the rest of the boat. There’s a big enough footprint to upgrade to 1,800-horsepower Cat C32 Acerts or 1,800-horsepower MTU 12V 2000 CRs and still have plenty of room for the hands-on owner or skipper to work on both inboard and outboard sides of the powerplants. In addition, every piece of vital equipment or system is completely accessible. And of particular note was how relatively cool the space was after running, due mostly to the excellent air-handling system that features intakes on the inboard side of the outer decks topside instead of the usual ones found seaside on many other boats.

While I missed putting her through some rough-water handling, I found the Hatteras 72 Motoryacht to be yet another fine example of the company’s ability to balance design, engineering, and the maximum use of both interior and exterior space with the latest construction techniques. The result is a big, comfortable cruising boat that is more than capable of delivering everything her owners and their guests expect. Hatteras Yachts, (252) 633-3101; www.hatterasyachts.com

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Full Chapter One

• Hatteras Yachts

by David Pascoe

A long with Bertram and Hinckley, Hatteras has the distinction of being one of the first three production fiberglass boat builders to start up in around 1960. Oddly enough all three survive today, although Bertram may yet go by the wayside. The company was started in 1959 by North Carolina knitting mill owner Willis Slane who, as word has it, just wanted to build a good strong boat for himself for fishing the outer banks. What followed is one of the unparalleled success stories of the fiberglass boat building industry. 

Oddly enough, of the three major startups in around 1960 - Bertram, Hinckely and Hatteras - the former are know for producing boat hulls that almost never blister. Hatteras should have applied for a patent on the blistering process, for they were one of the worst offenders. Most likely this is because Hatteras has always painted their boats and has used low quality gelcoats that are prone to blistering, as well as lower quality resins, for gel coat alone does not account for the problem. 

For the most part, Hatteras built balsa cored boats. In earlier years, up through about 1980, the hulls were solid glass, and then cored hull sides appeared. Decks and house tops have always been balsa cored. In fact, were it not for Hatteras, Baltec would probably not be in business today. If you want to know how good balsa is as a core material, try to find a Hatteras with a core problem. Out of thousands of boats produced, there are only a few. And speaking of balsa, if you've ever noticed that Hatteras yachts are notably quieter inside than most others, that's because of the wonderful acoustic properties of balsa. 

When it comes to building good quality, consistent and reasonably priced motor yachts, no one had been able to hold a candle to Hatteras. Unlike Bertram, Hatteras recognized that wives often controlled the checkbook in the family, and didn't make the mistake of forgetting this important marketing factor like Bertram did. Thus, when the recession of '89 struck, Hatteras was at least poised to survive it, whereas Bertram had locked themselves into the sport fishing market exclusively, with their ugly formica interiors, and manly appointments. Thus, they went down with the end of the free-spending era of the 1980's. But were it not for the parent company's deep pockets, even Hatteras probably wouldn't have survived, for large boat sales were almost nonexistent for three long years. 

Yet Hatteras has since abandoned a major part of the market that they had filled for so long, the medium size sport fisherman and motor yachts of a type that was renowned for their sea keeping abilities, having been designed by the famous designer Jack Hargrave. Two prominent examples of which are the 45 Convertible and 43 motor yacht. Today, the smallest boat they make is a fifty footer priced at well over one million dollars. And with Bertram not gaining much attention in the mid size range either, the days when we had a few good quality, rugged offshore type boats to choose from are over. All we are left with is an aging fleet of older Hatterai and Bertrams. The Bertram fleet once consisted of 21, 25, 26, 28, 30, 31, 33, 35, 37, 38, 42, 43, and 46 foot models. All that's left is are outrageously priced 36 and 39 footers which are rarely seen on the waterfront these days.

Unfortunately, no one has rushed in to fill the void created by the withdrawal of these two companies. Oh, sure a few have tried, but the most recent offerings don't even come close to duplicating these legends. So why did Hatteras abandon this market? Or why isn't Bertram doing well with their three boats under 50 feet? In a word, cost and lower profit margins.

To produce boats of this quality today simply costs more than the market will bear. Plus, they probably can't compete with the lower cost price leaders since fewer and fewer people are willing to pay the freight for better quality. Boats have gotten too fancy as people demand more and more amenities, more plush interiors, more appliances, electronics and whatnot. When you add up the cost of all this, and factor in the additional cost factor of substantially higher quality structures and systems, it's not hard to see how good quality boats quickly exceed the reach of most of those who desire them.

But, there is an additional factor as well, which is that the design of a good sea boat is not amenable to the creation of the vast interior spaces that people want today. Boat owners willingly sacrifice sea keeping ability for interior space. Mom takes one look at any good sea boat and says, "But it's so small inside! That Sea Ray was twice as big." Yeah, Mom, it is. but you can't shove a wide flat surface against an oncoming wave and not end up getting splattered against a bulkhead. There's no way you're going to take a Sea Ray to sea as you would a Hatteras.  Mom doesn't want to go to sea anyway. She'd prefer to stay lashed to the dock, close to the swimming pool and tennis courts. And that's why we don't have any more 32, 34, 36, 37, 38, 53, 43, 45, 46, or 48 foot Hatterases anymore. People want floating condos, and the market will always give them what they want so long as enough of them want it. But there aren't enough people that want good sea boats.

So, until people decide either that they're tired of beating their brains out in floating condos, or get tired of staying tied to the dock, or just puttering around in protected waters, or they stop demanding the utmost in luxury, (I'm not holding my breath) the days of the middle class Hatteras are over.

Sad, but very true.

Hatteras 36 Convertible   |  Hatteras 38 Convertible   |  Hatteras 38 Convertible : Updated Review |  Hatteras 39 Sport Express | Hatteras 45 Convertible |  52 Hatteras Convertible | Hatteras 53 Motor Yacht & Convertible |  Hatteras 61 Motor Yacht

Posted January 13, 1998, Updated September 04, 2000

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

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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

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A Boat Owner's Insights - Hatteras 72 Cockpit Motor Yacht - Review

In this edition of “A Boat Owner’s Insights,” we speak with the owner of a 1981 72' Cockpit Motoryacht, currently listed on our Boatshed Everett website (link below). This highly customized and elegant Motoryacht offers extensive onboard systems, equipping her perfectly for entertaining, living aboard or extended cruising. Read the Hatteras 72 Owner's Insights posted on Waterline Boats News/Blog. https://waterlineboats.com/hatteras-72-review/ View the 5788 Bayliner Pilothouse Motoryacht listing > https://everett.boatshed.com/bayliner_5788-boat-266414.html

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A boat owner’s insights – hatteras 72 review.

In this Insights review, we speak with the owner of a 1981 Hatteras 72’ Cockpit Motor Yacht, currently listed on our Boatshed Everett website (link below). This highly customized and elegant Motor Yacht offers extensive onboard systems, equipping her perfectly for entertaining, living aboard or extended cruising

[email protected] 206 282 0110 2400 Westlake Avenue North, Suite 1 Seattle, WA 98109

564 218 5201 2730 Washington St. Suite C Port Townsend, WA 98368

425 278-9846 920 Millwright Loop S Suite 1 Everett, WA 98201

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