Here is the test reposrt from Practical Boatowner:
Since the MacGregor 26X was introduced eight years ago, it has had the power-sailer market
all to itself. And that’s surprising. When a new idea proves to be as successful
as the MacGregor has been, other people are usually quick to copy it, or, at the
very least, to borrow some key elements and present them in a slightly different
package.
Yet, until last season, buyers who fancied a roomy
trailer-sailer that would also motor fast enough to tow a water-skier had
nowhere else to go, unless they tracked down one of Dufour’s Duos. The French
giant built a hundred or so of its variation on the MacGregor theme, but never
pushed them and still, apparently, has 60 or so sitting outside one of its
factories. A Finnish builder had a go, too, producing a small number of a boat
called the Vi:Ta, which didn’t prove successful. Although rumours have
circulated from time to time about other projects in Europe, nothing else
appeared until the Odin 820 was shown at the Dusseldorf Boat Show in January
last year.
Here, at last, was a boat that looked as though it could
present a serious threat to the MacGregor. Or so thought John Wittey, who wanted
a boat with a big engine that would get him home if the weather threatened to
make him late for work. Having looked at the Mac, he thought the Odin felt more
substantial. He also liked the sidedecks, because they allowed him to walk
forward rather than clamber over the coachroof.
So he had a test sail,
placed an order and then, believing it was a boat he could sell in the UK,
negotiated the dealership with Volker and Gerda Lamprecht, the German couple who
had given birth to the Odin.
John sold six boats at the Southampton Boat
Show, and has found buyers for five more since. He’s now busy arranging over 100
test sails. It’s the sort of start most new dealers can only dream about.
But
why has the Odin caused such a stir, and why have several would-be MacGregor
owners decided to spend several thousand pounds more on the German
alternative?
To answer that question, we need to look at the reasons why
the Lamprechts started the project. They were MacGregor dealers in Germany who
decided to create their own boat. They would keep the bits of the MacGregor they
liked, discard those they didn’t, and add some features of their own. The design
and development work was carried out in conjunction with Andrjez Palarz, a
boatbuilder who sold MacGregors in Poland.
--------------------------------------------------------------------------------
Poles apart?
Visually, the similarities between the Odin and the
MacGregor are obvious. By nature of their dual-purpose roles, both have high
freeboard, square transoms and rather squat rigs. I looked at the compromises in
the MacGregor’s design in PBO 438 (June 2003): most of them apply equally to the
Odin. To summarise, a sailing boat that can motor at planing speeds won’t sail
as well as one that’s intended purely for sailing. And since it can’t be
expected to compete with a dedicated motorboat under power, it’s unlikely to
appeal to purists of either persuasion. Odin buyers are generally people who,
like John, want something with a mast and sails yet which still lets them turn a
key and motor home at 15 knots.
As for the differences between the two
power-sailers, the Odin is more than a foot (0.3m) longer than her American
rival, both overall and on the waterline. She’s 4.5in (110mm) beamier – because
the European maximum width for trailing is greater than in many American states
– about 800lb (227kg) heavier, and carries marginally more sail. Her centreplate
is of lower aspect ratio and is ballasted with 110lb (50kg) of lead. It was
originally glass-sheathed timber, weighing just 55lb (25kg), but the builders
were persuaded to make it heavier when the North-German dealer, Dirk Kroll,
announced his intention to sail from Germany’s Baltic coast, around the top of
Denmark and down the other side to Holland. Because it was winter and he knew
there would be lumps of ice floating around, he took the precaution of having
the hull laminate increased around the waterline at the bow.
Following
Herr Kroll’s successful voyage, all Odins have been built to what became known
as the North Sea specification. Nonetheless, it would be wrong to think of the
boat as an offshore cruiser. A keel weighing just over 150lb (68kg) is light for
a 27-footer, and high-sided, water-ballasted designs with relatively low angles
of vanishing stability are still more at home close to land in calm waters –
like those that greeted me when I arrived in Grado, on the Italian coast between
Trieste and Venice, to test her.
--------------------------------------------------------------------------------
Full speed ahead
Motoring trials came first. The propeller used initially
on the 70hp Johnson four-stroke produced disappointing results, so it was
changed for a test prop of coarser pitch. Then, with four people on board, the
GPS showed our speed rising from just short of 8 knots at 2,700 rpm to 12 knots
at 4,000 rpm and a maximum of 16.7 knots at full throttle. On an empty boat
without a mast, Volker Lamprecht says he has recorded 24 knots.
Odins sold in the UK will have Honda or Suzuki engines as standard, though the Johnson
looks nicely colour-coordinated with its white livery. Together with the Suzuki
equivalent – which is based on the same engine – it’s also the only 70hp
four-stroke. As most of the competitors are 75hp and the Odin is currently rated
to carry a maximum of 70hp, the builder is hoping to have the rating increased
in the near future. But whatever the pros and cons of the different engines, the
Johnson proved to be quiet and smooth-running, powering the boat through the
turns without cavitation or any reduction in revs.
When the time came to
sail, we let the boat stop, opened the valves to fill the ballast tank, lowered
the centreplate and rudders, and raised the engine. Once the tank was full –
about five minutes later – we set the sails and continued at a more relaxed pace
in 8 to 10 knots of breeze.
As with the Mac, sailing an Odin will be for
the enjoyment of being out on the water rather than for the sensory pleasure of
handling a thoroughbred. You can’t forget that it’s 50% motorboat and, when you
consider that the wheel is turning two rudders and an engine, it’s no surprise
that the helm feels lifeless.
On the positive side, we achieved speeds of
between 3.5 and 3.9 knots to windward and tacked through 90°. It would have been
an unremarkable set of figures for a conventional 27-footer, but was reasonable
for a hybrid even allowing for conditions that showed the boat off to best
advantage: flat water and the right amount of breeze for full sail. Any increase
in the wind, though, and the Odin would have been over-powered. Our heel angle
of about 15 or 20° in the odd fresher spell suggested she’s a boat you need to
reef early.
Another pleasant surprise was the shape of the sails,
especially the mainsail. On the other hand, it would have been nice to see some
more extensive clew reinforcement on the cross-cut genoa. The sail was of such
low aspect ratio that the sheet load ran across the bias of the 5oz cloth,
causing notable distortion at the clew. The sailmaker has since changed the
design to alleviate the problem, though Odin have suggested that upgraded sails
may well appear on the extras list.
Returning to the performance and
handling of the test boat, we accelerated to 4.3 knots with the sheets eased
and, as when beating, could leave the boat to sail herself most of the time.
Tacking single-handed demanded a little more energy, because of the need to move
forward from behind the wheel to tend the Antal 7 winches on the coachroof. The
search for a relaxed steering position also led to some of our helmsmen sitting
outboard and steering with their feet; the small wheel gives you a limited
choice of seats if you want to hold on to it.
--------------------------------------------------------------------------------
Motoring home
Should you decide that you’re not sailing fast enough to
get home in time for supper, you drop the sails, raise the centreplate and
rudder, lower the engine and open the valves in the water tank: the one in the
transom to let the water out, and the other one under the forward berth to let
the air in. That takes about four minutes. You then need to allow about another
eight minutes of motoring to empty the ballast tank and reach full speed.
For the ultimate performance under engine, of course, you would lower the
mast. But if you don’t want it to come down on its own one day, you will need
far more rig tension than we had on our test boat in Italy. Apart from leading
to excessive heel and generally poor performance, slack rigging imposes unfair
strains on the mast, wire, chainplates and terminals. And while I would be
surprised to see many Odin owners beating into more than 15 knots of wind, I’m
sure that plenty of them will motor around at planing speeds. By so doing, even
on a relatively flat sea, they will be subjecting the rig to snatch loads of
immense proportions unless the rigging is wound down tightly enough. The biggest
problem will be tensioning the lowers: with the cap shrouds close on one side
and the coachroof the other, it’s a fiddly job.
Staying with the
rigging, the mast and boom are extruded in Poland, but bear no indication of the
maker and are finished in a simple and, in places, rather crude manner. The
mast’s section and the diameter of the rigging both look on the small side: you
have to remember that the Odin’s relatively low righting moment means they’re
not countering the same lateral force as they would on a conventionally
ballasted boat. All the same, the chainplates are attached below the decks to
chunky-looking tie-bars.
Most of the rest of the hardware comes from
well-known companies including Easymarine, Moonlight and Vetus. The genoa tracks
run from just abaft the mast to the aftermost end of the coachroof and provide
welcome support underfoot if, as I found easiest, you move forward over the top
rather than shuffle along the narrow sidedecks. Without the tracks, life would
be interesting: the diamond non-slip pattern is neat but not particularly
effective.
Once at the bow, you find an anchor well, a couple of cleats
and what appears to be the standard Polish arrangement for attaching the
forestay to the stemhead fitting while leaving the mast-lowering tackle
connected. The only significant omission is an anchor roller. Mounted on the end
of a short bowsprit, it appears on the extras list for £470.
Other
extras include the engine, battery, trailer, compass, fairleads, genoa and
roller reefing gear (a hank-on jib comes as standard), and slab reefing for the
mainsail. Your £21,000 or so (including VAT) buys a fairly basic package. John
Wittey says his customers are typically spending about £35,000. When you
consider that a Suzuki 70hp four-stroke outboard and the four-wheeled trailer
between them account for nearly £8,500, it’s easy to see where the money goes.
Down below
The differences between the MacGregor 26X and the Odin are
immediately apparent down below. Whereas the Mac is bright, simple and even a
little stark, the Poles have lined the hullsides with a soft, quilted fabric and
incorporated plenty of trim in light oak. As on deck, you don’t have to look far
to find imperfections, but the overall effect is of a padded and comfortable
environment.
Headroom ranges from 5ft 10in (1.78m) at the after end of
the saloon to 5ft 2in (1.57m) over the water ballast tank.
Stowage is
adequate for weekending, though the space under the forward part of the berth in
the bow and under the double berth in the stern is filled with polyurethane
foam.
A simple galley lives to port by the companionway, with a door on
the opposite side opening into the heads compartment. A surprise here is the
battery, mounted inside a locker at chest height: a weight like that would best
be stowed lower down.
Cleaning is made easy by the full-length interior
moulding, while condensation should be kept under control by the foam above the
deckhead lining.
Weighty matters
Although the Odin costs more than the MacGregor, she
couldn’t be described as an expensive boat. She needs a bigger engine because of
her greater size and weight – the Mac is rated for 50hp – and, possibly, a
bigger tow car. In Sweden, a further consideration is the need for the
equivalent of an HGV licence before you can drive legally with something of the
Odin’s weight behind you.
For your extra cash, you get a boat that,
despite clearly being built to a price, feels more solid than her American rival
and comes with a higher level of trim and interior finish. That was the
consensus among the dealers I met; not surprisingly, you might say, though most
of them started by selling Macs and are in a good position to make comparisons.
Some have now switched allegiance and others currently have a foot in both
camps.
Additional features on the Odin include cockpit lockers each
side. There’s room for a pair of 22-litre petrol tanks in a separate compartment
that opens from the stern, though switching the fuel lead from one to the other
out at sea could be an interesting exercise. As an alternative, you can have a
40-litre tank with a deck filler. It would be handier for filling up at the
quayside, but less convenient if you want to take advantage of cheaper petrol at
a garage. Another option is a 45-litre tank built in abaft the double berth,
which would keep the weight lower down for better stability.
To what
extent the German-Polish newcomer will affect sales of the MacGregor is hard to
tell at this stage. But whichever boat you prefer, it’s important not to judge
sailing as a sport by the performance of a power-sailing hybrid. Plenty of
newcomers are attracted to the concept and may never appreciate the fun that
sailing can be in a boat that doesn’t have to fulfil dual roles. Like the
MacGregor, the Odin is a compromise. Like the MacGregor, she’s also one that
looks destined to succeed.
Odin 820 Specifications
Specifications
Overall length 26ft 11in (8.20m)
Beam 8ft 2.5in
(2.50m)
Displacement (including water ballast) 4,875lb (2,211kg)
Draught
4ft 9in (1.45m)
Ballast lead 110lb (50kg) - water 1,710lb (776kg)
Sail
area 306sq ft (28.5sq m) (main & 100% foretriangle)
Engine outboard 10
to 70hp
Headroom 5ft 10in (1.78m)
Designer Odin Yachten/ Odin Yachten
Polska
Builder Yachten Polska
Construction Odin hulls are laid up with a
solid laminate incorporating a blue, moulded-in boot top. A plastic fender
covers the join between the hull and coachroof mouldings.
The centreplate is
raised by a line led back over the deck. It hinges on a bolt that can be reached
below the table.
Distributor: Wittey Marine Sales,
Unit 17, Haddenham
Business Park,
Thame Road, Haddenham,
Bucks, HP17 8LJ.
Tel: 01844
290890.
Fax: 01844 292431
Email: [email protected]
Website: www.witteymachinery.com
Since the MacGregor 26X was introduced eight years ago, it has had the power-sailer market
all to itself. And that’s surprising. When a new idea proves to be as successful
as the MacGregor has been, other people are usually quick to copy it, or, at the
very least, to borrow some key elements and present them in a slightly different
package.
Yet, until last season, buyers who fancied a roomy
trailer-sailer that would also motor fast enough to tow a water-skier had
nowhere else to go, unless they tracked down one of Dufour’s Duos. The French
giant built a hundred or so of its variation on the MacGregor theme, but never
pushed them and still, apparently, has 60 or so sitting outside one of its
factories. A Finnish builder had a go, too, producing a small number of a boat
called the Vi:Ta, which didn’t prove successful. Although rumours have
circulated from time to time about other projects in Europe, nothing else
appeared until the Odin 820 was shown at the Dusseldorf Boat Show in January
last year.
Here, at last, was a boat that looked as though it could
present a serious threat to the MacGregor. Or so thought John Wittey, who wanted
a boat with a big engine that would get him home if the weather threatened to
make him late for work. Having looked at the Mac, he thought the Odin felt more
substantial. He also liked the sidedecks, because they allowed him to walk
forward rather than clamber over the coachroof.
So he had a test sail,
placed an order and then, believing it was a boat he could sell in the UK,
negotiated the dealership with Volker and Gerda Lamprecht, the German couple who
had given birth to the Odin.
John sold six boats at the Southampton Boat
Show, and has found buyers for five more since. He’s now busy arranging over 100
test sails. It’s the sort of start most new dealers can only dream about.
But
why has the Odin caused such a stir, and why have several would-be MacGregor
owners decided to spend several thousand pounds more on the German
alternative?
To answer that question, we need to look at the reasons why
the Lamprechts started the project. They were MacGregor dealers in Germany who
decided to create their own boat. They would keep the bits of the MacGregor they
liked, discard those they didn’t, and add some features of their own. The design
and development work was carried out in conjunction with Andrjez Palarz, a
boatbuilder who sold MacGregors in Poland.
--------------------------------------------------------------------------------
Poles apart?
Visually, the similarities between the Odin and the
MacGregor are obvious. By nature of their dual-purpose roles, both have high
freeboard, square transoms and rather squat rigs. I looked at the compromises in
the MacGregor’s design in PBO 438 (June 2003): most of them apply equally to the
Odin. To summarise, a sailing boat that can motor at planing speeds won’t sail
as well as one that’s intended purely for sailing. And since it can’t be
expected to compete with a dedicated motorboat under power, it’s unlikely to
appeal to purists of either persuasion. Odin buyers are generally people who,
like John, want something with a mast and sails yet which still lets them turn a
key and motor home at 15 knots.
As for the differences between the two
power-sailers, the Odin is more than a foot (0.3m) longer than her American
rival, both overall and on the waterline. She’s 4.5in (110mm) beamier – because
the European maximum width for trailing is greater than in many American states
– about 800lb (227kg) heavier, and carries marginally more sail. Her centreplate
is of lower aspect ratio and is ballasted with 110lb (50kg) of lead. It was
originally glass-sheathed timber, weighing just 55lb (25kg), but the builders
were persuaded to make it heavier when the North-German dealer, Dirk Kroll,
announced his intention to sail from Germany’s Baltic coast, around the top of
Denmark and down the other side to Holland. Because it was winter and he knew
there would be lumps of ice floating around, he took the precaution of having
the hull laminate increased around the waterline at the bow.
Following
Herr Kroll’s successful voyage, all Odins have been built to what became known
as the North Sea specification. Nonetheless, it would be wrong to think of the
boat as an offshore cruiser. A keel weighing just over 150lb (68kg) is light for
a 27-footer, and high-sided, water-ballasted designs with relatively low angles
of vanishing stability are still more at home close to land in calm waters –
like those that greeted me when I arrived in Grado, on the Italian coast between
Trieste and Venice, to test her.
--------------------------------------------------------------------------------
Full speed ahead
Motoring trials came first. The propeller used initially
on the 70hp Johnson four-stroke produced disappointing results, so it was
changed for a test prop of coarser pitch. Then, with four people on board, the
GPS showed our speed rising from just short of 8 knots at 2,700 rpm to 12 knots
at 4,000 rpm and a maximum of 16.7 knots at full throttle. On an empty boat
without a mast, Volker Lamprecht says he has recorded 24 knots.
Odins sold in the UK will have Honda or Suzuki engines as standard, though the Johnson
looks nicely colour-coordinated with its white livery. Together with the Suzuki
equivalent – which is based on the same engine – it’s also the only 70hp
four-stroke. As most of the competitors are 75hp and the Odin is currently rated
to carry a maximum of 70hp, the builder is hoping to have the rating increased
in the near future. But whatever the pros and cons of the different engines, the
Johnson proved to be quiet and smooth-running, powering the boat through the
turns without cavitation or any reduction in revs.
When the time came to
sail, we let the boat stop, opened the valves to fill the ballast tank, lowered
the centreplate and rudders, and raised the engine. Once the tank was full –
about five minutes later – we set the sails and continued at a more relaxed pace
in 8 to 10 knots of breeze.
As with the Mac, sailing an Odin will be for
the enjoyment of being out on the water rather than for the sensory pleasure of
handling a thoroughbred. You can’t forget that it’s 50% motorboat and, when you
consider that the wheel is turning two rudders and an engine, it’s no surprise
that the helm feels lifeless.
On the positive side, we achieved speeds of
between 3.5 and 3.9 knots to windward and tacked through 90°. It would have been
an unremarkable set of figures for a conventional 27-footer, but was reasonable
for a hybrid even allowing for conditions that showed the boat off to best
advantage: flat water and the right amount of breeze for full sail. Any increase
in the wind, though, and the Odin would have been over-powered. Our heel angle
of about 15 or 20° in the odd fresher spell suggested she’s a boat you need to
reef early.
Another pleasant surprise was the shape of the sails,
especially the mainsail. On the other hand, it would have been nice to see some
more extensive clew reinforcement on the cross-cut genoa. The sail was of such
low aspect ratio that the sheet load ran across the bias of the 5oz cloth,
causing notable distortion at the clew. The sailmaker has since changed the
design to alleviate the problem, though Odin have suggested that upgraded sails
may well appear on the extras list.
Returning to the performance and
handling of the test boat, we accelerated to 4.3 knots with the sheets eased
and, as when beating, could leave the boat to sail herself most of the time.
Tacking single-handed demanded a little more energy, because of the need to move
forward from behind the wheel to tend the Antal 7 winches on the coachroof. The
search for a relaxed steering position also led to some of our helmsmen sitting
outboard and steering with their feet; the small wheel gives you a limited
choice of seats if you want to hold on to it.
--------------------------------------------------------------------------------
Motoring home
Should you decide that you’re not sailing fast enough to
get home in time for supper, you drop the sails, raise the centreplate and
rudder, lower the engine and open the valves in the water tank: the one in the
transom to let the water out, and the other one under the forward berth to let
the air in. That takes about four minutes. You then need to allow about another
eight minutes of motoring to empty the ballast tank and reach full speed.
For the ultimate performance under engine, of course, you would lower the
mast. But if you don’t want it to come down on its own one day, you will need
far more rig tension than we had on our test boat in Italy. Apart from leading
to excessive heel and generally poor performance, slack rigging imposes unfair
strains on the mast, wire, chainplates and terminals. And while I would be
surprised to see many Odin owners beating into more than 15 knots of wind, I’m
sure that plenty of them will motor around at planing speeds. By so doing, even
on a relatively flat sea, they will be subjecting the rig to snatch loads of
immense proportions unless the rigging is wound down tightly enough. The biggest
problem will be tensioning the lowers: with the cap shrouds close on one side
and the coachroof the other, it’s a fiddly job.
Staying with the
rigging, the mast and boom are extruded in Poland, but bear no indication of the
maker and are finished in a simple and, in places, rather crude manner. The
mast’s section and the diameter of the rigging both look on the small side: you
have to remember that the Odin’s relatively low righting moment means they’re
not countering the same lateral force as they would on a conventionally
ballasted boat. All the same, the chainplates are attached below the decks to
chunky-looking tie-bars.
Most of the rest of the hardware comes from
well-known companies including Easymarine, Moonlight and Vetus. The genoa tracks
run from just abaft the mast to the aftermost end of the coachroof and provide
welcome support underfoot if, as I found easiest, you move forward over the top
rather than shuffle along the narrow sidedecks. Without the tracks, life would
be interesting: the diamond non-slip pattern is neat but not particularly
effective.
Once at the bow, you find an anchor well, a couple of cleats
and what appears to be the standard Polish arrangement for attaching the
forestay to the stemhead fitting while leaving the mast-lowering tackle
connected. The only significant omission is an anchor roller. Mounted on the end
of a short bowsprit, it appears on the extras list for £470.
Other
extras include the engine, battery, trailer, compass, fairleads, genoa and
roller reefing gear (a hank-on jib comes as standard), and slab reefing for the
mainsail. Your £21,000 or so (including VAT) buys a fairly basic package. John
Wittey says his customers are typically spending about £35,000. When you
consider that a Suzuki 70hp four-stroke outboard and the four-wheeled trailer
between them account for nearly £8,500, it’s easy to see where the money goes.
Down below
The differences between the MacGregor 26X and the Odin are
immediately apparent down below. Whereas the Mac is bright, simple and even a
little stark, the Poles have lined the hullsides with a soft, quilted fabric and
incorporated plenty of trim in light oak. As on deck, you don’t have to look far
to find imperfections, but the overall effect is of a padded and comfortable
environment.
Headroom ranges from 5ft 10in (1.78m) at the after end of
the saloon to 5ft 2in (1.57m) over the water ballast tank.
Stowage is
adequate for weekending, though the space under the forward part of the berth in
the bow and under the double berth in the stern is filled with polyurethane
foam.
A simple galley lives to port by the companionway, with a door on
the opposite side opening into the heads compartment. A surprise here is the
battery, mounted inside a locker at chest height: a weight like that would best
be stowed lower down.
Cleaning is made easy by the full-length interior
moulding, while condensation should be kept under control by the foam above the
deckhead lining.
Weighty matters
Although the Odin costs more than the MacGregor, she
couldn’t be described as an expensive boat. She needs a bigger engine because of
her greater size and weight – the Mac is rated for 50hp – and, possibly, a
bigger tow car. In Sweden, a further consideration is the need for the
equivalent of an HGV licence before you can drive legally with something of the
Odin’s weight behind you.
For your extra cash, you get a boat that,
despite clearly being built to a price, feels more solid than her American rival
and comes with a higher level of trim and interior finish. That was the
consensus among the dealers I met; not surprisingly, you might say, though most
of them started by selling Macs and are in a good position to make comparisons.
Some have now switched allegiance and others currently have a foot in both
camps.
Additional features on the Odin include cockpit lockers each
side. There’s room for a pair of 22-litre petrol tanks in a separate compartment
that opens from the stern, though switching the fuel lead from one to the other
out at sea could be an interesting exercise. As an alternative, you can have a
40-litre tank with a deck filler. It would be handier for filling up at the
quayside, but less convenient if you want to take advantage of cheaper petrol at
a garage. Another option is a 45-litre tank built in abaft the double berth,
which would keep the weight lower down for better stability.
To what
extent the German-Polish newcomer will affect sales of the MacGregor is hard to
tell at this stage. But whichever boat you prefer, it’s important not to judge
sailing as a sport by the performance of a power-sailing hybrid. Plenty of
newcomers are attracted to the concept and may never appreciate the fun that
sailing can be in a boat that doesn’t have to fulfil dual roles. Like the
MacGregor, the Odin is a compromise. Like the MacGregor, she’s also one that
looks destined to succeed.
Odin 820 Specifications
Specifications
Overall length 26ft 11in (8.20m)
Beam 8ft 2.5in
(2.50m)
Displacement (including water ballast) 4,875lb (2,211kg)
Draught
4ft 9in (1.45m)
Ballast lead 110lb (50kg) - water 1,710lb (776kg)
Sail
area 306sq ft (28.5sq m) (main & 100% foretriangle)
Engine outboard 10
to 70hp
Headroom 5ft 10in (1.78m)
Designer Odin Yachten/ Odin Yachten
Polska
Builder Yachten Polska
Construction Odin hulls are laid up with a
solid laminate incorporating a blue, moulded-in boot top. A plastic fender
covers the join between the hull and coachroof mouldings.
The centreplate is
raised by a line led back over the deck. It hinges on a bolt that can be reached
below the table.
Distributor: Wittey Marine Sales,
Unit 17, Haddenham
Business Park,
Thame Road, Haddenham,
Bucks, HP17 8LJ.
Tel: 01844
290890.
Fax: 01844 292431
Email: [email protected]
Website: www.witteymachinery.com